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While all of ´¡³Ü»å¾±â€™s electric cars are called the ‘something-something e-tron’ these days, the e-tron GT is the only full-fat performance car to wear the name. It’s a sleek, striking four-door saloon that’s both comfortable and fun to drive, but it’s lacking in back-seat space.

Under the skin, the e-tron GT is almost identical to the Porsche Taycan - making it the ´¡³Ü»å¾±â€™s closest alternative, and you can see the resemblance in the car’s sleek roofline. You might also cross-shop the e-tron GT against a top-spec BMW i4 or Tesla Model 3, or even a petrol-powered car such as a Porsche Panamera or Audi RS7.

Think of the two as a pair of high-achieving twins, both with almost identical jobs, but where the Taycan is a bit slimmer and more svelte, the e-tron GT is bulkier and looks more aggressive.

That’s most noticeable at the front, where the Audi has a very broad stance. It’s a bit fussy, truth be told, with a grille-within-a-grille-within-a-grille thing going on, and taller wheel arches than you get on the Porsche. The headlights are suitably aggressive for a performance saloon, while the rear haunches and light bar look very cool.

Audi e-tron GT: Electric range, battery and charging data

Range: 375-386 miles
Efficiency: 3.3-3.5 miles per kWh
Battery size:Ìý84°ì°Â³ó
Max charge speed:Ìý320°ì°Â
Charge time AC: 11hrs, 0-100% at 11kW
Charge time DC: 18 mins, 10-80% at 320kW
Charge port location: Left and right front
Power outputs: 503hp, 592hp, 775hp

The interior is a bit busy too, but it both looks and feels classy. You’re cocooned in the e-tron GT, set low with a tall dashboard and door cards surrounding you. The 12.0-inch driver’s display and 10.1-inch infotainment screen are both crisp and clear, being easy to navigate too.

The low-down vents and climate controls look a bit lost at the bottom of the dash, but the physical controls are a joy to use compared to the touchscreen malarkey in the latest batch of Audis.

Spacious isn’t a word that comes to mind when stepping into the e-tron GT, because to achieve that cocooned feeling and striking looks, Audi has really dropped the roofline down low. While you can get comfortable in the front, there’s very little rear headroom. It may be a five-seater, but don’t bother trying to fit three adults back there. They’ll hate you for it.

The 405-litre boot is handy, though this drops down to 350 litres in the range-topping RS e-tron GT. There’s a front boot that offers an additional 81 litres of space, ideal for charging cables or a small shopping haul.

All e-tron GT models have a 97kWh usable battery capacity and can charge at a rate of 320kW - handy for rapid charging on road trips. The entry-level e-tron GT quattro has 386 miles of range, dropping to 375 miles for the S e-tron GT and 368 miles for the RS e-tron GT.

In town the e-tron GT is easier to live with than you might expect from a wide, low-slung sports saloon with shallow windows. It’s surprisingly manoeuvrable and the array of parking sensors and cameras helps when parking.

It’s even better on the motorway, as the e-tron GT glides over fast stretches of road in near-silence, minus road noise on high-spec cars equipped with enormous wheels. It’s a twisty road where this electric Audi really impresses, as it feels remarkably agile and grippy for such a big, heavy car. It’s not as fun to drive as a Porsche Taycan, though.

Check out the latest deals on the Audi e-tron GT, or e-tron GT lease deals instead. There are plenty of used e-tron GTs for sale through our trusted dealer network, as well as other used Audis for sale if an EV doesn’t suit your lifestyle. Á«»¨Ö±²¥ can even help you sell your car when the time comes.

The big, sporty Audi starts at almost £89,000, and it’s actually a few hundred pounds more expensive than its Porsche counterpart. While it certainly feels like an expensive car, the Porsche has an extra little bit of poshness about it, looks sleeker and has a more prestigious badge, so unless you’re an Audi loyalist it’s hard to pick the brand with the four rings in this case.

Nonetheless, even the base-model e-tron GT quattro is well-equipped as standard, with air suspension, a glass roof and adaptive cruise control as standard. The S model has more powerful motors and a black styling package outside, as well as a posh Bang & Olufsen sound system - but it costs £20,000 more.

The top-dog RS e-tron GT again has more powerful motors, as well as heated and cooled front seats, RS-specific graphics for the instrument display and RS-specific suspension tweaks and drive modes, but it starts at a whopping £126,000.

The e-tron GT might be heavy, but it’s spectacularly light on its toes and good to drive on a twisting road, although the steering could be weightier at speed

In town

For a big car with shallow windows, the Audi e-tron GT is surprisingly good to drive around town. There’s standard rear-wheel steering, which makes it feel far more nimble and easy to shuffle through tight spaces than you might think, while the air suspension (an option on the standard GT, but you get it thrown-in if you get the RS model) means that the ride comfort even over dreadful urban pockmarks is excellent. There’s a high-definition surround-view camera system, which can project a very cool 3D image of the car onto the central screen, and that really helps when parking. The only issue is that the combination of low-slung suspension and that long nose means you can end up scraping the bottom of the bumper on speed ramps if you leave the air springs in their lowest setting. Of course, as a bonus, this being an electric car means that not only is it very refined around town, you also feel that bit more saintly when sitting in traffic with lots of emissions-belching lorries and SUVs.

On the motorway

The e-tron GT is just wonderful on a main road cruise. That air suspension just wafts you along, soaking up the bumps but never letting the body feel loose or floppy. It also cures the traditional electric car problem of having suspension that’s too stiff because it has to cope with the weight of a battery — the air springs give you the best of both worlds. Both the standard e-tron GT and the RS are really fast (bonkers fast in the case of the RS) so long slip roads are lots of fun… There are a couple of downsides, though. The big wheels and low profile tyres mean there’s quite a lot of road roar and rumble when you’re cruising. There’s no wind noise though, thanks to double-glazed side windows.

But we’re not sure about the noise that the car plays through the speakers in Dynamic mode. It’s part distant V8, part Star Trek shuttle, and it’s kind of cool, but it takes some getting used to. Oh, and the small side windows and tiny rear screen can make seeing what’s coming at big junctions a bit tricky.

On a twisty road

What’s truly astonishing about the way the e-tron GT drives is how it copes with corners. You’d think a car weighing the guts of two-and-a-half tonnes would feel hefty and sluggish on a twisty road, but the electric Audi just… doesn’t. Somehow it actually feels quite light and agile (until you need to brake hard — then you notice the weight alright) and it zips and flits through corners like a car of half the weight. It’s truly remarkable, but if we have one nit-picky complaint it’s that for all this excellence, the GT isn’t the most involving car to drive. The steering is just a little bit too light for that. First world problems and all that. Oh, and while we’re at it, although the RS version is fast enough to make it feel like the blood is draining from your feet at full acceleration, it’s not any more brilliant to drive through the corners than the standard car so it may not be worth the extra cash.

There is space for four people, but only just, and the boot is shallow and small

Practicality

The e-tron GT’s cabin is on the tight side. Tall drivers can get comfy in the front thanks to excellent seats, but it’s a deliberately snug environment to emphasise the whole coupe-like feel. It’s not especially practical — you get a decent glovebox and two medium-sized cupholders (into which your left elbow will painfully sit when you try to relax on long journeys) in the front, but storage space is quite limited. There’s a deep tray next to the gear selector, but it’s slightly too small for the larger-screen types of mobile phone. The door pockets are quite small and shallow, and the space under the front armrest is also quite small, although there is a neat vertical wireless phone charger in there (your phone is held in place with a small clip — clever) plus a couple of USB ports. Overall, it’s snug but comfortable, like a well-tailored suit, but beware the dash design — when you open the frameless door, there’s a big spike of dash left sticking out at an angle, just waiting to snag unsuspecting legs. It can be quite painful. On the upside, the driving position is excellent and you get electric adjustment for the steering wheel.

Space in the back seats

Space in the back is better than you might expect. Headroom is a touch tight, but taller people can fit in just fine, while knee-room is actually quite good thanks to big scallops taken out of the backs of the front seats. There are even little scallops cut into the structure of the battery, so you get proper footwells in the back and space for big feet. Audi calls that a ‘foot garage’ — we presume the marketing department took the rest of the day off after coming up with that one. There is technically a middle seat, but we’ve yet to find an actual human who’d be able to get comfortable in it. It’s spectacularly narrow and perched-up, so if you want a fast electric Audi that can carry three people in the back, you’re better off with the e-tron quattro SUV. It’s also quite dark and gloomy in the back, unless you’ve specced your e-tron GT with the panoramic glass roof. The side windows are really shallow and small, and they don’t drop down all the way.

Boot space

To be honest, 366 litres is not a lot. If this were a family hatchback, we’d be complaining about the fact that it’s not even as roomy as the boot in a basic VW Golf. So for a four-seat (technically five-seat, but see above…) GT car that’s capable of crossing continents, such a small boot as this is really quite disappointing. It’s a problem that the Audi shares with the Porsche Taycan, because under the skin they’re basically the same car. Of course, you can change up to the roomier Taycan Sport Turismo estate if you like, but Audi doesn’t yet offer an estate version of the GT, and nor is it very likely to.

For comparison’s sake, a Tesla Model S offers 744 litres of boot space, while even the not-very-massive Mercedes EQE can swallow 430 litres. There are some handy storage trays to each side, and a net for stopping your (small) bags from sliding around the place, but the boot opening isn’t especially big so that’s not very helpful. What is helpful is the addition of a neat fold-down hook for shopping bags, and a 12-volt socket.

The rear seats are split in three, so you can fold them down as needed to shuffle space for stuff with space for people, but there’s no handy lever in the boot to flip them down. For a little extra storage space, there’s a small 81-litre boot in the front (a frunk, or if you’re English, a froot). Mostly it’ll be full of the bag that holds the charging cable, which is utterly massive and bigger than most people’s suitcases.

Gorgeous style, excellent quality, good infotainment. We’re done here

The e-tron GT’s interior is one of ´¡³Ü»å¾±â€™s best. The whole surface of the dash seems to have been vacuum-packed around the screens for the instruments and the infotainment system, creating a really quite dramatic environment. Standard GT models can be fitted with nice wood trim, which creates a pleasantly warm and soft cabin ambience, but the RS comes with hard and aggressive carbon-fibre trim. It depends what you’re into, we suppose…

Quality, as you’d expect from Audi, is just brilliant and the whole cabin feels built to last. The RS model gets a lovely Alcantara suede effect steering wheel (don’t eat crisps when driving or you’ll get that all messy…) but it lacks the neat little RS steering wheel button of the RS6 and RS7 models, which allow you to flip between comfort and sport modes.

The infotainment system is really very good. The central screen isn’t too big nor distracting — at 10.1 inches, we’d say it’s about ‘right-sized’. The menu layout is fairly easy to get your head around, and the screen has haptic response, so it feels like you’re actually pushing physical buttons. Well, sort of anyway. In front of the driver there’s a 12-inch instrument display screen (Audi calls this the ‘virtual cockpit’, presumably named by the same person who came up with ‘Foot Garage’) and the dials and layout can be configured to your taste, with the RS model having extra RS-specific dial designs. It’s all very slick, expensive-looking, and fairly easy to use. Indeed, it’s a much better setup than the too-big, too-distracting screen layouts of some rivals (cough, Tesla, cough Ford Mustang Mach-E).

One neat addition is that thanks to ´¡³Ü»å¾±â€™s live internet connection service, you can not only get real-time traffic data and control some of the car’s functions from your phone, you can also get Google Earth satellite images for the sat-nav. Apple CarPlay and Android Auto come as standard of course, but what we really like is that Audi has kept separate, physical controls for the heating and air conditioning system, which is so much easier to use when you’re on the move — safer too, as you’re taking your eyes off the road for much less time than you would if the controls were on the touchscreen. It’s much better than the screen controller in the A6 and RS6, for instance. There’s an optional head-up display too, which is worth having.

Of course, the e-tron GT’s big USP is that it’s all-electric and zero-emissions, which is brilliant, and there’s definitely a pleasantly smug feeling that comes from having a car as fast, as handsome, and as good to drive as this and whizzing past petrol stations with not a care in the world.

Well, not quite a care in the world, as the e-tron GT doesn’t quite have the range for that kind of insouciance. It’s rather good - Audi claims you’ll get up to 386 miles out of a full charge in the standard e-tron GT quattro, 386 miles out of the S model and 375 from the RS.

In real-world testing with an e-tron GT quattro we achieved an efficiency of 3.5mi/mWh, which equates to a range of 339 miles or 87% of the claimed range. Very impressive, especially considering that our testing included plenty of motorway mileage.

Thanks to sharing tech with Porsche, Audi has fitted the e-tron with an 800-volt charging system that can accept a maximum 320kW of rapid charging - useful on road trips.

For home charging, or slower kerbside chargers, there’s an 11kW AC charging system, but just remember that the e-tron GT has two charging sockets, one on each front wheel arch. It’s the right-hand side that gets the rapid DC charging plug, so make sure you pull up correctly or you’ll have to back up and try again.

All e-tron GT models are subject to the luxury car tax between years two and four, on top of the standard road tax rate, which in this case is the lowest band. Company car drivers will only pay the lowest band of Benefit-in-Kind rates on the e-tron GT, being an electric car.

The e-tron GT hasn’t actually been tested by the independent crash test experts at Euro NCAP, but the Porsche Taycan earned a five-star safety rating, and it’s basically the same car.

You get emergency automatic braking, adaptive cruise control, a driver attention monitor and traffic sign recognition as standard, as well as a pair of ISOFIX child seat anchor points in the back.

Having come in 19th place in the 2025 Driver Power survey for owner satisfaction, Audi is lagging some way behind Mercedes and BMW in second and eighth places respectively, which isn’t a very promising result. Still, being an EV the e-tron GT has fewer moving parts than a combustion car, and less to go wrong as a result.

Audi offers a three-year, 60,000-mile warranty with the e-tron GT, which you can pay to extend further should you wish. The battery and electrical components have an eight-year, 100,000-mile warranty cover, too.