Audi e-tron GT review

Before we get into all that, some housekeeping. So far, we’ve only managed to drive the RS e-tron GT in its 844bhp guise after the 2024 update. That still means a 0-62mph time of 2.8 seconds... which is three tenths off the ludicrously quick 912bhp range-topping RS Performance. So, is the ‘standard’ RS a little pointless?

Well, it’s certainly quick enough. The acceleration is ballistic. Even if you’re trying to eke out the maximum range in Efficiency mode, the RS will surge towards the horizon with just the slightest extension of your big toe. The sensation is of a bottomless well of power, always at your disposal – revs don’t matter, gears don’t matter. Supercar pace without any of the effort. Deploy the launch control and if you’re not prepared you might be seeing your lunch for a second time.

Top speed is 152mph for the S, while the RS models are both limited to 155mph.

Can it do corners?

The steering is fast and precise, but not particularly engaging, much like any other modern fast Audi bar the R8. The grip is otherworldly though (honestly, the speed you can carry around a roundabout is naughty) and the four-wheel steering is a must-have if you often find yourself manoeuvring in tight spaces. That’s now standard on everything from the S e-tron GT Vorsprung and above.

The new two-chamber, two-valve air suspension setup is mightily impressive. It gives the e-tron GT such composure when dealing with bumps and lumps in the road, even when it’s wearing hefty 21in wheels. It’s adaptive too, so obviously you can firm it up when things get twisty. It feels agile and alert when physics dictate it should be heaving around on its suspension.

If that’s what you’re worried about, we have also experienced the active suspension setup of fully loaded Vorsprung trim cars, albeit at a prototype stage. This essentially aims to keep the e-tron GT’s body flat at all times, meaning it’ll pump up the outside air chambers during cornering or the front two under hard braking/rears under hard acceleration.

It’s a quite remarkable experience, but the end result is a car that doesn’t flow down a road quite as sweetly. Turns out a bit of pitch and roll isn’t always a bad thing.

What about stopping the thing?

Great question given the masses of power now on tap. The S gets steel brakes, while the RS ups the ante with larger tungsten carbide coated steel brakes as standard. Our test car came fitted with mighty carbon ceramics which are a £6,250 option here but standard on the RS Performance. Probably wise. As expected, they offer huge stopping power and there’s decent feel through the pedal’s travel despite it balancing regen and pad on disc friction.

Speaking of regen, Audi has actually upped the amount of energy you can recover to 400kW. Oh, and there are paddles behind the wheel to adjust the level of regen that occurs when you lift off the throttle. Bonus marks for this – we reckon it makes an EV that little bit more engaging to drive.

Anything else I should know?

Like Porsche with the Taycan, Audi worked hard on producing a sonic replacement for a V8's distinctive throb. The ‘e-tron sport sound’ uses two control units and amps in the boot to feed speakers inside and outside the car. Using data on the motor speeds, throttle input and your ground speed it pumps a sci-fi-style synthetic warble into the cabin that’s not unpleasant but not as obvious as the one you get in a Taycan. Turn the car on and there’s a surprisingly loud hum from the outside, to warn pedestrians of your imminent arrival.