While the e-tron name dates back to the late noughties, it was not until 2019 that Audi launched its first all-electric ride — the e-tron crossover. A year later, the e-tron GT, which shares its platform with the Porsche Taycan, arrived. Well, for 2025 it’s getting a major overhaul. This time around it has a more refined look and it will be offered in three distinct models — the S e-tron GT, the RS e-tron GT and the new RS e-tron GT Performance. The latter is about as subtle as a sledge hammer and a rocket ship par excellence! The work is such it makes the GT a worthy Taycan competitor. It was less of a threat before, it now represents a very real one.
What’s new for the Audi RS e-tron GT in 2025?
Audi has given its flagship e-tron GT a mild styling update that includes a restyled grille, wheels and some new paint colours. The bigger changes lie beneath the wind-cheating body. First, the battery has been upsized to 105 kilowatt-hour (97-kWh net) pack. The rest of the electric side is also where the more important changes take place. The twin electric motors, which give the GT quattro ability, produce more power than ever before and the RS models have a new Push-to-Pass feature that bumps output through the mid-range. Launch Control then gives the new RS e-tron GT Performance up to 912 horsepower!
The 2025 Audi e-tron GT gets mega power
The S e-tron GT gets 583 horsepower and a peak torque of 546 pound-feet. However, engage Launch control and the power jumps to 671 hp for up to 10 seconds. This makes the S an even more entertaining drive, as it has 149 hp more than the previous entry-level GT. The horsepower gain also chops the run to the metric ton from 4.1 seconds to 3.4 seconds.
Next is the RS e-tron GT. It has 738 base hp and 845 hp with Launch Control engaged. It also twists out 638 lb-ft of peak torque from Rev One. Again, the power jumps by a whopping 208 hp compared to the outgoing RS, which slashes the run to 100 km/h from 3.3 seconds to 2.8 seconds — the RS obviously stands for really swift!
What’s new for 2025 is the Push-to-Pass or Boost function. When a slower vehicle looms, punching the Boost button at speeds over 30 km/h ramps the power up to 764 hp for 10 seconds, and it can be used again a mere 10 seconds later. The work ethic this boosted output adds through the mid-range has to be experienced to be fully appreciated.
The new top-spec RS e-tron GT Performance takes the breathtaking and bumps the output to a base of 738 hp and a peak torque of 757 lb-ft. The Boosted stallion count rises to 832 hp and when Launch Control is primed the count soars to 912 hp! All of this delicious power brings a run to 100 km/h in 2.5 seconds. More importantly, hitting the Boost button sees the GT Performance turn the 80-120 km/h passing move in 1.8 seconds. To state the obvious, it does not hang around!
All GT models use a single-speed transmission for the front electric motor and a two-speed transmission for the rear motor. The reason is to improve performance and efficiency. The rear motor’s first gear gives the GT a more immediate launch off the line; second gear improves efficiency when warp-drive is not needed. Likewise, depending on the driving situation, the GT uses both motors when needed, but just the rear motor if that will suffice. This helps to conserve power and extend the driving range.
The 2025 Audi RS e-tron GT’s bigger battery brings longer range
Upsizing the battery to 105 kWh (97 kWh net) brings better range. It can run up to 608 km based on the WLTP test cycle used in Europe. In Canada, the range will be less, but significantly better than the outgoing model. From a practical standpoint, the drive day in the S e-tron GT started with the battery at 96% and a range of 537 km showing. At the end of the 243 km drive, which included an autobahn run with speeds of up to 250/h, the battery was at 53% and the range showing as 274 km. This means when S e-tron GT arrives in Canada it should sneak up on a driving range of up to 550 km. That would represent an improvement of 151 km of range over the outgoing GT, and this in spite of the considerable power hike.
In the real world, the S e-tron GT was consuming 23.3 kWh per hundred kilometres when running the highway. Exiting the highway and easing off on the loud pedal saw the consumption drop to an average of 20.2-kWh per 100 km. This works out to an average equivalent economy of 2.27 Le/100 km and an annual charge cost of $660, which is miserly to say the least. The RS e-tron GT Performance will not match these numbers, but given the fun factor, who really gives a darn?
As for replenishing the battery, when plugged into a 350-kW DC fast charger the GT goes from 10 to 80% in 18 minutes — Audi has upped the peak charge rate to 320-kW, which explains the fast time. If a splash-and-go charge is needed, a fast charger pumps in 278 km of range in 10 minutes.
Regenerative braking is an important part of the range equation. On the new GT there are Auto and Manual modes. I did not care for Auto as the amount of regen felt inconsistent. The Manual mode worked very well when outside town, but for whatever reason Audi has decided allowing the driver to control the drive using one pedal in the city is a no-go. The issue is the regen shuts off just before the GT comes to a standstill and the forward creep, just like a regular automatic, takes over. This forces the driver to use the brake pedal. Audi might be advised to sample the Volvo EX90 and decide if a true one-pedal drive would be a good fit for the e-tron GT.
The Ride Story
The next-gen e-tron GT comes with an adaptive two-chamber air suspension with two-valve dampers. The advantage is the two-valve technology separates the rebound and compression sides of the suspension. It’s a big upgrade as it is more comfortable in everyday driving, yet it hunkers down nicely when pushing on through a fast corner. As it stands, this balanced setup will serve most prospective clients well. In fact, I was happy with it until I scored the RS e-tron GT Performance for the next leg of the drive.
The optional active suspension in the RS models uses four five-kilowatt pumps to control each wheel independently. In the past, running a fully active suspension required a ton of power. The RS e-tron GT has it in spades, as the battery provides the voltage to run the pumps without sacrificing range. In simple terms, it brings significantly better roll-control while improving ride comfort at the same time. The secret is the pump fitted to each wheel can pump fluid into or remove it from each of the dampers independently. This means they can control compression and rebound by lifting or pushing down on each wheel as needed. It sounds complicated, but its ability to smooth the roughest road is uncanny.
Beyond the ride side, the active suspension works wonders for the dynamics. It lifts the front of the car under hard braking and it tilts the body into a corner by two-degrees. Both actions reduce the G-forces acting on the riders — there’s no pronounced nose-dive when the brake pedal is mashed and the usual lateral forces through a corner are eased significantly. In the end, a ribbon of road that would rock a regular suspension simply does not phase the GT’s active design.
Throw in the rear-steer, which can turn the rear wheels by up to 2.8-degrees, and the setup weaves pure magic. The RS e-tron GT Performance blazed through corners and handled a high-speed hump with ease. Normally, the hump would unload the suspension, which makes the car light and unpredictable. The active suspension made it seem as though hump did not exist such was the composure.
The different drive modes also allow the GT to be what the driver wants. Switching from Comfort to Sport sharpened the throttle, steering and suspension, so the GT felt more alive. Conversely, engaging Eco made the reaction to input soft, but the range rose so when the battery is getting low, it is the right drive mode. In the RS models, there’s the Boost button and an RS button. The latter allows the driver to mix and match the suspension, throttle and steering settings to suit and then store them in the RS1 and RS2 positions. There’s also the Performance mode — it ratchets everything up to nuts. As I say, whatever the driver wants!
A cabin that’s a cut above the rest
Inside, the cabin is first-class all the way. From the body-hugging front seats and flat-topped and bottomed steering wheel to the tasteful accents, it all shines. It also brings recycling into play with many of the materials being derived from re-loved or sustainable materials — the vegan cabin uses Dinamica microfibre (faux suede) and a Cascade fabric, which includes 35% recycled polyester. The combination is as classy to the eye as the Nappa leather option.
The latest technology is also in place. Audi’s 12.3-inch virtual cockpit is customizable. It has the usual looks plus a new screen that shows the battery’s state of charge and internal temperature in real time. This info shows how quickly the battery will accept a charge. The digital instrumentation is also supported by a full-on head-up display.
To the right is a single 10.1-inch infotainment system rather than the usual twin-screen setup found in other Audis. It’s intuitive and works with Apple CarPlay, Android Auto and a rousing Bang & Olufsen sound system. Thankfully, the volume is controlled by running your finger around the outside of the round control sitting on the centre console, so it’s a simple action. Likewise, the demanded safety aids are all in place. The long list includes all the usual helpers along with a parking assistant and laser-based headlights that promise to bath the dark road ahead in brilliant light.
Useful space in the Audi e-tron GT
The GT’s rear seat has decent head- and legroom in the heated outboard bucket-like seats — the middle seat is more about having one than being comfortable, so be warned. There’s also a usable 486-litre trunk and a frunk for the charger cables and the like.
Canadian pricing for the 2025 Audi e-tron GT
The Audi e-tron GT will hit Canadian roads in the first-quarter of 2025. Full specifications and pricing will be available closer to launch.
Final thoughts
The Audi S e-tron GT will be more than enough car for most prospective customers — who really needs more than 671 hp? Well, that was my thinking until getting behind the wheel of the new RS e-tron GT Performance. The 912 hp seems just too much to pass up. Heck, it is so blindingly quick it left my eyes looking like oversized saucers!
All of that said, my preferred drive was the mid-range RS e-tron GT. It delivers the best of all worlds. It putters about town without feeling like a racehorse straining at the bit, however, cut it loose and the riders get a very swift 845-hp kick in the pants. Throw in the active suspension and the RS e-tron GT represents Grand Touring at its very finest.
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