- PROS ›› Insane performance, amazing handling, stunning looks
- CONS ›› Big price jump, parking sensor issues, depreciation
We’ve grown accustomed to how quickly electric cars evolve, but few models illustrate that pace of change as clearly as the latest iteration of Audi’s e-tron GT. What is essentially Audi’s halo EV has been completely reengineered in just a few short years. This isn’t your usual mid-cycle refresh, and Audi isn’t pretending it is.
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Sales of the original e-tron GT kicked off in Europe back in mid-2021, though Australian deliveries didn’t begin until late 2022. Fast forward just over 18 months, and Audi has already rolled out a completely new e-tron GT line-up, one so far ahead of its predecessor that even the latest base model now outguns the previous RS flagship in power.
This new model went on sale Down Under towards the end of 2025, and we recently had the opportunity to live with the flagship model in the range, the all-new RS e-tron GT Performance. I was not prepared for what I would discover.
What’s New?
Most would agree that the e-tron GT is an extraordinary piece of automotive design. We’d argue it’s the best-looking EV on the market, and one of the finer-looking sedans of the past decade. However, the original RS version just didn’t look special enough.
Aside from minor visual tweaks, the flagship version looked virtually identical to the base model, which was somewhat disappointing for an RS-branded car. Audi appears to have addressed these complaints and, for the 2026 RS e-tron GT and RS e-tron GT Performance models, has ensured they stand out from the base version.
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The most obvious updates are found at the front. While the same basic grille has been retained, the front air intakes are now more aggressive, with a forged carbon fiber finish, as on our test car. The bold new touches continue at the rear with a bespoke diffuser, also finished in forged carbon, and a set of unique six double-spoke 21-inch wheels.
An Updated Powertrain
These updates are welcome, but they pale in comparison to the changes that Audi has made under the skin. The 84 kWh battery pack of the old model has been removed and replaced with a larger 97 kWh battery that weighs 9 kg (19.8 lbs) less. Additionally, all three e-tron GT versions now support DC charging speeds of up to 320 kW, a welcome boost from the 270 kW of the old model.
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Then there’s the power. The base S e-tron GT has 500 kW (670 hp) and 717 Nm (529 lb-ft) with launch control, allowing it to hit 100 km/h (62 mph) in 3.4 seconds and drive 558 km (347 miles) on a charge. The mid-tier RS e-tron GT is rated at a peak of 630 kW (845 hp) and 865 Nm (638 lb-ft), running to 100 km/h in 2.8 seconds and boasting a driving range of 522 km (324 miles).
The daddy of the line-up is the RS e-tron GT Performance we tested, Audi’s equivalent to the refreshed Taycan Turbo S. It peaks out at 680 kW (912 hp), 1,027 Nm (757 lb-ft) of torque, and can hit 100 km/h in a claimed 2.5 seconds. It does all of these while boasting a range of 528 km (328 miles). It’s not cheap, however. In Australia, prices for the flagship start at AU$309,900 ($216,800), though our test car included several options, bringing the total to AU$324,400 ($226,900).
A Cabin To Remember
The interior of the new RS e-tron GT Performance is largely the same as the pre-facelift model, but does benefit from some updates. These include a new flat-bottom and flat-top Alcantara steering wheel with bright red Boost and RS buttons.
Our tester was also fitted with the AU$4,500 ($3,100) performance design package, adding several green accents and Nappa leather. It also included the AU$10,000 ($7,000) Matt carbon camouflage package, which adds forged carbon to the exterior, side sills, dashboard, and door panels. The look of the carbon won’t be to everyone’s tastes, but it’s certainly striking.
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Most touchpoints are excellent, and the cabin carries a premium feel. Still, much of the switchgear and lower-grade plastics come straight from less expensive Audi models, which is somewhat disappointing given the car’s sky-high price tag.
Among the key features carried over from the pre-facelift model are the superb RS-branded front seats, the 10.1-inch infotainment display, and the 12.3-inch digital instrument cluster. There’s wireless Apple CarPlay and Android Auto, a thumping 16-speaker Bang & Olufsen audio system, and among the finest front seat massage functions of any car currently on sale. To put it simply, the RS e-tron GT is a joy to spend time in.
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Perhaps the most obvious downside of the incredibly good looks and that swooping roofline is that headroom in the rear isn’t great for tall adults. It also feels a little sparse back there with just a pair of USB-C ports and simple fan speed controls.
Unrelenting Acceleration
Heading into my week with the RS e-tron GT Performance, I knew it was going to be the quickest car I’d ever driven. But nothing could quite prepare me for this EV’s ferociousness off the line, and yet its plushness and comfort during daily driving.
As mentioned, Audi quotes a 0-100 km/h time of 2.5 seconds. Try as I might, I was never able to match that with my GPS timer, recording a best time of 2.63 seconds, covering the sprint to 100 km/h in just 39.1 meters (129 feet). If you can actually feel the difference between 2.63 and 2.5 seconds, congratulations, you might be part stopwatch. As for what that kind of speed feels like? Absolutely brutal.
Pin the throttle and the Audi throws you back into the seat, building speed in a way that is truly terrifying. Like the original e-tron GT, this new model retains a two-speed transmission. While the original shifts into second gear at around 85 km/h (53 mph), the flagship Performance model will hold first gear for as long as possible, enabling remarkable acceleration.
During my testing, it felt like the car changed into second gear at around the 120 km/h (75 mph) mark, and when it does, the EV accelerates even faster, as if it’s a spaceship getting sucked into a black hole. It’s absolutely mesmerizing. Remarkably, the car delivers this performance while struggling to put all its power to the ground.
Regardless of whether the ESC is on, in Sport mode, or disabled entirely, the car will spin all four wheels to beyond 100 km/h, leaving faint black tire marks in its wake. I have no doubt that if I had been able to find a grippier piece of tarmac to reduce wheel slip, a 2.5-second run would have been achievable.
