Pros: Insane performance, amazing handling, stunning looks
Cons: Significant price increase, issues with parking sensors, high depreciation
The Rapid Evolution of Electric Vehicles
We are accustomed to the rapid evolution of electric vehicles, but few models illustrate this pace as vividly as the latest iteration of the Audi e-tron GT. In fact, Audi’s flagship electric car has been completely redesigned in just a few years. This is not a typical mid-lifecycle update, and Audi does not hide it.
Sales of the original e-tron GT began in Europe back in mid-2021, although deliveries in Australia only started in late 2022. A little over 18 months have passed, and Audi has already introduced a completely new e-tron GT lineup, so far ahead of its predecessor that even the new base model now outperforms the former flagship RS in terms of power.
Key Model Specifications
This new model went on sale in late 2025, and we recently had the opportunity to spend time with the flagship model in the lineup—the all-new RS e-tron GT Performance. I was not prepared for what was revealed to me.
What’s New in the Design?
Most would agree that the e-tron GT is an extraordinary example of automotive design. It can be argued that it is the most beautiful electric car on the market and one of the most elegant sedans of the last decade. However, the original RS version did not look distinctive enough.
Apart from minor visual refinements, the flagship version looked practically identical to the base model, which was a certain disappointment for a car bearing the RS badge. Audi seems to have taken these complaints into account, and for the 2026 models, the RS e-tron GT and RS e-tron GT Performance have been made distinct from the base version.
The most obvious updates are at the front. Although the main radiator grille has been retained, the front air intakes have become more aggressive, with forged carbon fiber trim, as on our test car. Bold new details continue at the rear with a unique diffuser, also trimmed in forged carbon fiber, and a set of unique 21-inch wheels with six double spokes.
Updated Powertrain
These updates are successful, but they pale in comparison to the changes Audi has made under the body. The old model’s 84 kWh battery pack has been replaced with a larger 97 kWh one, which weighs 9 kg less. Furthermore, all three e-tron GT versions now support DC fast charging speeds of up to 320 kW, a nice increase from the 270 kW of the old model.
Then comes the power. The base S e-tron GT has 500 kW (670 hp) and 717 Nm of torque with Launch Control, allowing it to accelerate to 100 km/h in 3.4 seconds and travel 558 km on a single charge. The mid-range RS e-tron GT is rated at a peak of 630 kW (845 hp) and 865 Nm, accelerating to 100 km/h in 2.8 seconds and having a range of 522 km.
The lineup leader is the RS e-tron GT Performance we tested, Audi’s equivalent to the updated Taycan Turbo S. It peaks at 680 kW (912 hp), 1,027 Nm of torque, and can accelerate to 100 km/h in a claimed 2.5 seconds. It does all this while having a range of 528 km. However, it is not cheap. In Australia, prices for the flagship start at AU$309,900, although our test car included several options, raising the total to AU$324,400.
A Memorable Interior
The interior of the new RS e-tron GT Performance is largely the same as the pre-update model but has received some improvements. These include a new flat-bottom and flat-top Alcantara-wrapped steering wheel with bright red Boost and RS buttons.
Our test car was also equipped with a AU$4,500 performance design package, which added several green accents and Nappa leather. A AU$10,000 Matt carbon camouflage package was also included, adding forged carbon fiber to the exterior, sills, dashboard, and door panels. The look of the carbon fiber may not appeal to everyone, but it is certainly impressive.
Most elements you touch are excellent, and the cabin has a premium feel. However, much of the switchgear and lower-grade plastics come straight from less expensive Audi models, which is a certain disappointment given the car’s extremely high price.
Among the key features inherited from the previous model are the excellent front seats with RS logos, a 10.1-inch multimedia system display, and a 12.3-inch digital instrument cluster. There is wireless Apple CarPlay and Android Auto, a powerful 16-speaker Bang & Olufsen audio system, and one of the best front seat massage functions among cars currently on the market. Simply put, it’s a pleasant place to spend time in the RS e-tron GT.
Perhaps the most obvious drawback of the incredibly beautiful look and sleek roofline is that rear headroom is insufficient for tall adults. It also feels somewhat sparse back there, as there are only a couple of USB-C ports and simple fan speed controls.
Unrestrained Acceleration
Starting the week with the RS e-tron GT Performance, I knew it would be the fastest car I had ever driven. But nothing could fully prepare me for the ferocious acceleration of this electric car from a standstill, and at the same time, its smoothness and comfort during daily driving.
Audi claims a 0-100 km/h acceleration time of 2.5 seconds. No matter how hard I tried, I could never replicate 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. If you can actually feel the difference between 2.63 and 2.5 seconds, congratulations, you might be part of a stopwatch. And what does such acceleration feel like? Absolutely brutal.
Pressing the accelerator pedal to the floor, the Audi throws you back into the seat, gaining speed in a truly terrifying manner. Like the original e-tron GT, this new model retains a two-speed transmission. While the original shifted to second gear at around 85 km/h, the flagship Performance model will hold first gear as long as possible, providing impressive acceleration.
During my testing, it seemed the car shifted to second gear at around the 120 km/h mark, and when it does, the electric car accelerates even faster, as if a spaceship is being sucked into a black hole. It is absolutely mesmerizing. Remarkably, the car demonstrates such performance while trying to put all its power down on the road.
Regardless of whether the ESC system is on, in sport mode, or completely off, the car will spin all four wheels past 100 km/h, leaving faint black tire marks. I have no doubt that if I could find a grippier section of asphalt to reduce wheelspin, a 2.5-second acceleration time could be achieved.
Changes to the Chassis
No less impressive than how the RS e-tron GT Performance surges forward is the new active suspension. It builds upon the already impressive setup of the old car, using technology similar to that in the updated Porsche Taycan.
A clever air suspension works here along with dual-valve dampers, eliminating the need for traditional anti-roll bars. In comfort mode, the system is so advanced that it can actually lean the car into a corner, while in one of the RS modes, the suspension activates to eliminate even the slightest hint of body roll. Yes, despite the car’s weight of 2,330 kg, it has an incredible ability to remain flat, even during high-speed slaloms.
I first felt this system when I initially opened the car. As soon as I opened the driver’s door, the ground clearance quickly rose several inches, making entry easier. The same happens when exiting. It’s a neat additional feature that can be turned off if owners prefer not to have it.
On a mountain road, the car absolutely shines. Equipped with 265/35 front and 305/30 rear Bridgestone Potenza Sport tires, the RS e-tron GT Performance can carve through corners quickly, surpassing the capabilities of some powerful sports cars, with minimal effort. It takes a very brave person to test this car at its limits on the road, and it probably needs to be driven on a track to be fully appreciated.
