You can’t actually buy a Batmobile or a Turtle Van, but you can drive Iron Man’s car in real life.
The Audi e-tron GT starred in Avengers Endgame film driven by Tony Stark in concept form, and has since launched to the public – including one event hosted by Robert Downey Jr. himself.
Not much changed in the e-tron GT’s transition from concept to production, retaining its gorgeous lines and distinctive lighting. While its Porsche Taycan sibling has received much fanfare, the Audi is arguably the prettier sister.
First revealed in 2021, the production e-tron GT finally arrived in Australian showrooms last year, having been delayed on a few occasions.
While technically sitting under Porsche in the Volkswagen Group hierarchy, the e-tron GT starts at a higher price than the Taycan ($182,400 v $164,400) due to the Audi not offering an entry-level single-motor variant. Compared to the equivalent Taycan 4S however, the e-tron GT boasts a $23,000 price advantage.
The headline act of the e-tron GT range is understandably the RS version, with its stomach-churning 3.3-second sprint from 0-100km/h and the title of the first all-electric RS model in Audi Sport’s history. However, the ‘base’ variant has plenty to offer.
Little differentiates it visually from the RS performance hero, while still offering plenty performance and more range. While our tester’s Ibis White paint is a little demure for something so beautiful, there’s an air of exclusivity about the e-tron GT that few other luxury sedans can offer at this price point – electric or otherwise.
- 2024 Audi e-tron GT: $182,400
- 2024 Audi RS e-tron GT: $251,100
Prices exclude on-road costs
To see how the e-tron GT shapes up against its rivals, use our comparison tool.
The interior design of the e-tron GT is a little toned down compared to the exterior, but isn’t that the Audi way?
As we’ve come to expect, the cabin focuses on simplicity, ergonomics, and quality. While it’s not as flashy as the Taycan’s cockpit, it’s a lovely place to be.
Some may find it a bit too plain for a vehicle costing almost $200,000; though we cannot fault the tactility and comfort. You really feel like the e-tron GT wraps around you, and it’s wonderfully comfortable.
There’s the usual 12.3-inch Audi virtual cockpit high-resolution instrument cluster, augmented by a colour head-up display ahead of the driver as well as a 10.1-inch HD touchscreen navigation system running Audi’s connected services including Google Earth mapping.
Even before you hook up your iOS or Android device via wireless mirroring, there’s plenty of functionality in the native system and it’s all very simple and easy to use.
Full electric adjustment is standard for the seats and steering wheel, which are nice touches. I found a great driving position that was nice and low while also offering fantastic support and bolstering – this is a ‘GT’ after all.
The high-resolution displays are typical Audi in offering great clarity, easy to navigate menus and for the virtual cockpit, plenty of configurability. I appreciate the buttery smooth animations and quick load times, which help make Audi’s driver display a benchmark amongst the premium brands.
I like me a head-up display, but the Audi’s unit is not ground-breaking in execution and looks a little too simple for a vehicle costing this much.
The low-mounted air vents on the centre stack also aren’t my favourite, though I’m a fan of the solid, clicky switchgear that is refreshingly classic compared to this day’s pandemic of fiddly touch-capacity buttons.
The e-tron GT is billed as a four-door sedan but its coupe-like silhouette and sloping roofline don’t make for E-Class or S-Class levels of rear accommodation. That said, I managed to fit behind my preferred driving position at 6’1, just.
Amenities include a third zone of climate control and directional air vents, a fold-down centre armrest with cupholders, but there are no rear door pockets or map pockets if you need to stow stuff for kiddies.
Speaking of the little ones, if you’re planning on getting your kids to school quickly and local emissions-free, then there are ISOFIX and top-tether points in the second row for their booster seats and capsules alike.
I will also note the rear bench has heavily bolstered outer pews which makes this more of a 4+1 seater like the Taycan as opposed to a proper five-seat sedan. The centre position is very skinny and raised, which doesn’t make it particularly comfortable for an adult or even larger children.
The standard e-tron GT offers a 405-litre luggage area, which isn’t huge but not completely off the pace.
It’s also a handy 50L up on the Taycan (366L). There’s an additional storage area under the bonnet up front, though Audi doesn’t quote a figure.
The Audi e-tron GT is powered by a dual-motor electric drive system.
With one electric motor on each axle, the ‘entry-level’ e-tron GT develops system outputs of 350kW and 630Nm, which are upped to 390kW and 640Nm in boost mode.
Like the Porsche Taycan, there’s a two-speed transmission which is fairly unusual in an EV, with e-quattro variable all-wheel drive facilitated by the dual electric motors. It’s all fed by a 93kWh (gross) lithium-ion battery pack with 800V architecture.
Zero to 100km/h takes a claimed 4.1 seconds, 0.8s slower than the flagship RS… but still mighty quick. Audi doesn’t quote a top speed for the e-tron GT, though global specifications detail a limited top whack of 245km/h.
Audi quotes a driving range of 540 kilometres for the e-tron GT on the older and more lenient NEDC test cycle. Global WLTP specs point to a 488km claim. Combined energy consumption is rated at 19.2kWh/100km.
The e-tron GT can be charged at up to 270kW using a DC charger, which can replenish 100km of range in just five minutes, and 5-80 per cent charge in 23 minutes. Unfortunately the standard e-tron GT cannot be upgraded to 22kW AC charging like the RS e-tron GT.
Having spent limited time behind the wheel of the Taycan, I was particularly keen to explore the J1 platform that underpins the Porsche and Audi electric twins.
As you’d expect of a high-end European performance vehicle there’s a low-slung stance that’s noticeable as soon as you hop into the driver’s seat and set off in relative silence.
The faint noise at low speeds is the acoustic warning for pedestrians to let them know the vehicle is approaching; it’s a bit UFO-like in sound without feeling very contrived.
The main difference between the e-tron GT and Taycan in normal driving is the steering feel. The Audi feels a touch lighter and assisted compared to the very direct Porsche, and while keen drivers will likely prefer the better feedback of the Taycan, the Audi is by no means ‘boring’ to drive.
Even scooting around Melbourne during my commute, the e-tron GT feels connected and luxurious, whilst also offering great comfort levels courtesy of the standard adaptive air suspension and good sound insulation.
Leave the e-tron GT in the standard ‘auto’ mode in the drive select system and the vehicle’s on-board computers and systems will determine the best level of damping and response for the driving conditions. I generally left it in this mode for general duties, only ever flicking it into ‘dynamic’ for spirited stints.
You can adjust the ride height if you ever need to jack the thing up for large speed humps or driveways. Unlike the Q8 e-tron (neé e-tron), there’s no cool ‘allroad’ mode which has it sitting up like a rally car.
Anyway, there’s plenty of performance even in its most relaxed setting, and there’s all-round competence for daily driving scenarios. It really is an everyday GT for the electric age.
It’s a similar story on the highway, where the e-tron GT comfortably sits at triple figures without breaking a sweat, and offers a suite of active safety and assistance systems to keep you on the straight and narrow, while also taking the load off longer stints.
Dial it up a bit and the e-tron GT impresses with its strong performance and deft dynamics, even if it’s missing the edge that you might expect of something that shares DNA with a Porsche.
Tipping the scales at 2350kg (kerb) it’s hard to defy physics, but this electric Audi accelerates and corners impressively despite not being a more track-honed RS. I’ve sampled the RS at Phillip Island and wow, that thing is silly fast.
You can feel the e-tron GT’s heft in really tight bends and quick changes of direction, but props to Audi for creating an electric vehicle that’s genuinely enjoyable to punt around. And I say that without the “for an EV” follow up comment…
The controls are all fairly communicative but have that typical Audi layer of insulation. It’s good for comfort and ease of use, but doesn’t deliver the last word in feedback. If you want the ultimate driver’s electric grand tourer you might be best to check out the Taycan.
I was left wondering if you really need the RS e-tron GT if you’re spending your time on the road, as the acceleration the base car possesses is mighty strong. On paper 4.1 seconds to 100km/h may not be as impressive as something starting with a 2 or 3, but really who’s counting from behind the wheel.
As you’d expect of a flagship luxury model, the e-tron GT is decked out with driver assistance systems for when you want to cruise for a bit.
Audi’s adaptive cruise assist is a semi-autonomous highway assistant that maintains a safe gap from the vehicle in front, keeps the e-tron GT centred in its lane, and can also navigate stop-start city traffic. It’s as good as the best systems out there, and super intuitive in real-world use.
There’s standard blind-spot monitoring and rear cross-traffic alert in case you miss approaching vehicles through the thick C-pillars, and there’s a surround camera system to ensure you don’t scrape those pretty 20-inch alloys.
e-tron GT highlights:
Wheels, Suspension and Dynamics
- 20-inch alloy wheels
- Tyre repair kit
- Adaptive air suspension
- Acoustic vehicle alerting system – exterior
- Fixed glass roof
- Heat-insulating, acoustic windscreen
- Singleframe grille in Hekla grey
- Exterior mirrors in body colour
- Full keyless entry, start
- Electric rear boot lid incl. gesture control
- Exterior mirrors
- Kerb-side function, passenger side
- HD Matrix LED headlights incl. Audi laser light
- LED daytime running lights
- LED tail lights
- Dynamic indicators front, rear
- Dynamic lighting scheme
Seating and Upholstery
- Sport front seats
- Leather-appointed upholstery
- Electric front seat adjustment
- incl. memory function
- incl. 4-way lumbar
- Seat heating, front
- Artificial leather interior package
- Centre console
- Upper dashboard
- Door rails
- Door armrests
- Inlays in Graphite grey
- Deluxe auxiliary air conditioning
- Pre-conditioning via MMI or MyAudi app
- 3-zone climate control
- Auto-dimming rear-view mirror
- Door sill trims in aluminium
- Interior lighting package
- Light and rain sensor (auto lights, wipers)
- Sports contour 3-spoke steering wheel
- Multifunction plus
- Electric steering column adjustment
- Headlining in black cloth
- Floor mats front, rear
- Audi connect plus
- 3yr licence
- 12.3-inch Audi virtual cockpit
- Audi smartphone interface
- Wireless Apple CarPlay
- Wireless Android Auto
- Audi phone box light – Qi wireless charging
- Bang & Olufsen 3D sound system
- 16 speakers
- 15-channel amp
- 710 watts
- DAB+ digital radio
- Head-up display, colour
- MMI navigation plus incl. MMI touch
- 10.1-inch touchscreen navigation system
- Voice control incl. natural speech
- 3D map display
- MMI search
Premium plus package: $6400-$7500
- 20-inch alloy wheels 5-double spoke in black, diamond turned ($6400)
- 20-inch alloy wheels in 5-spoke aero design in black, diamond turned ($7500)
- Colour interior ambient lighting package
- Privacy glass
- Air quality package incl. ioniser
- Door sill trims with aluminium inlay, illuminated
Dinamica interior package: $8000
- Sport plus front seats
- 14-way adjustment
- 4-way lumbar support
- Dinamica, artificial leather upholstery
- Dinamica headliner, black
- Dinamica extended upholstery
- Centre console surround
- Door inserts
- Instrument panel cover
- Steering wheel in Alcantara
Black exterior styling package: $4200
- Black accents
- Singleframe accents
- Side door inserts
- Front, rear bumpers
- Exterior door mirrors (high-gloss)
- Singleframe in body colour
- Ibis White
- Floret Silver metallic
- Suzuka Grey metallic
- Daytona Grey pearl
- Kemora Grey metallic
- Mythos Black metallic
- Tango Red metallic
The Audi e-tron GT hasn’t been crash tested by ANCAP or Euro NCAP – and is therefore unrated.
Standard safety features include:
- 8 airbags
- 360 degree cameras
- Adaptive cruise assist
- Adaptive cruise control incl. stop/go
- Distance indicator
- Traffic jam assist
- Lane guidance assist
- Attention assist
- Audi pre-sense basic incl. pre-sense rear
- Audi pre-sense front
- Autonomous Emergency Braking (AEB)
- Pedestrian detection (5-85km/h)
- Cyclist detection (5km/h+)
- Vehicle to vehicle (5-250km/h)
- Audi pre-sense rear
- Collision avoidance assist
- Cross traffic assist rear
- Exit warning system
- Intersection crossing assist
- Side assist (blind-spot monitoring)
- Turn assist
- Tyre pressure monitoring
Like the wider Audi range, the e-tron GT is covered by a five-year, unlimited-kilometre new vehicle warranty.
Audi also covers the high-voltage battery of e-tron models for eight years or 160,000km – whichever comes first.
The e-tron GT and Q8 e-tron range also score six years of Chargefox public charging, scheduled servicing and roadside assistance as part of purchase.
These added aftersales perks are a great incentive as many rivals like BMW and Mercedes-Benz move away from these extended owner benefits.
We didn’t end up depleting the battery enough to warrant a charge, but we were seeing energy consumption in the low 20kWh/100km bracket, which would point to a 400-450km real-world range.
Few EVs have lit a fire in me like the e-tron GT did.
Beyond its movie star looks (even in boring old white), the Audi e-tron GT drives like a well-rounded GT irrespective of powertrain type, and is well positioned relative to rival performance sedans.
I would like to see an achievable driving range closer to 500 kilometres for something with this big of a battery, and there’s not as much choice in terms of colour and interior trims for something this exclusive – take a look at the Taycan configurator and you’ll be baffled at the breadth of choice there by comparison.
There’s a lot of car here for your $200,000, and anyone that parts with their hard-earned for this shouldn’t be disappointed. While the four-ringed logo at both ends may not carry the same cachet as the storied Porsche crest, sales figures suggest the e-tron GT is just as exclusive as its Taycan relative, if not more so.
I don’t really see the point in spending another $68,000 for the RS e-tron GT, unless you need absolute bragging rights or intend to hit the track. Really, the ‘base’ car does everything you need and more for public roads.
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