Audi’s refreshed RS e-tron GT Performance brings shocking speed for a premium price

The 2025 Audi e-tron GT RS Performance has a special way of welcoming you. As you approach, it does the usual show of blinking headlights and tail lights, plus puddle lamps projecting red RS logos on the ground. That’s nothing special these days. But when you get to the door and reach for the handle the car literally rises to meet you, springing up two full inches to ease your entry into this ultra-low, extremely long sport tourer.

At least, it will do that if you spend the extra $11,000 for the new active suspension, a very worthy add-on to this $167,000 sports car and just one of the dozens of upgrades Audi made to the big performance machine for 2025. And it’s good that those upgrades are so substantial, because from the outside, the car looks barely different than what came before.

Audi slightly massaged the front grille, while the diffuser projecting from beneath the rear bumper looks far cleaner than before. Still, you’d be hard-pressed to tell new from old from a distance — or up close, for that matter. The biggest exterior change is probably the roof of the e-tron GT, which is now available in your choice of shiny or matte carbon fiber. Or, if you’re more interested in sunshine than weight savings, you can opt for a new glass roof with nine separate integrated liquid crystal panels that turn opaque at the touch of a button.

That makes for a fun talking point if you feel the need to impress your friends, but the 912 horsepower on tap will surely take care of that. Fire up launch control, and even the most jaded motorheads will be left utterly breathless. The e-tron GT RS Performance rockets from zero to 60 mph in just 2.4 seconds, which is a world-class figure, but what’s more impressive is how it just keeps on going. I had a chance to run the car up past 130 mph (on a closed track) and the feeling was right on the border between thrilling and terrifying. The forces squeezing me into the (thankfully quite supportive) sport seat made my animal brain scream for sweet release.

That wasn’t the only mindjob happening here, though. That new active suspension can be set to actually make the car lean into corners while also dipping the nose under acceleration and lowering the tail when you hit the brakes. It’s all in an effort to create a more stable, predictable platform, enabling you to drive the car hard without your passengers losing their patience — or their lunches.

The capabilities of the RS e-tron GT Performance are definitely remarkable in any condition. A quick twitch of your right toe is enough to send it leaping forward, and for those special moments, you can get about an extra 94 horsepower by pressing the big red BOOST button on the steering wheel.

Unfortunately, that’s about the only thing good about the wheel. For this new e-tron GT, Audi shifted to the type of capacitive touch buttons that everybody hates on the Volkswagen ID.4, which are both challenging to use by touch and yet easy to accidentally trigger. I kept raising the volume on the stereo every time I made a left turn. That’s no good.

The rest of the interface is much the same as before, with the 10.1-inch touchscreen angled in the middle of the dashboard. It’s running Audi’s MMI software though, which is a bit sluggish at times. Still, between the touchscreen, the Virtual Cockpit digital gauge cluster behind the wheel and the HUD projected on the windscreen, you have no shortage of displays to admire.

The rest of the cabin is largely unchanged as well, which isn’t a bad thing. Seats up front are supportive yet comfortable, power-adjustable in all the right ways, heated and ventilated, and sit low enough in the car to offer plenty of headroom. Seating in the back isn’t bad either, with a bit of extra legroom provided by a division in the battery pack, creating space for rear passenger feet.

That rear-seat layout is the same as before, but while the battery pack shape is the same, crack it open and you’ll find all sorts of newness. Audi changed the chemistry of the cells and that, plus some design revisions, has boosted energy density, which means more capacity in the same space.

The battery now offers 105 kWh of total capacity (95 net), which is up from 93.4 before, while other changes have boosted charging speed. The maximum charging current is up to 320 kW from 270 kW before, and the battery can now maintain that speed at a wider range of temperatures. The result is an 80 percent charge in just 18 minutes. That’s about 240 miles worth of range in the time it’ll take to make a pit stop yourself.

All those battery upgrades provide up to 300 miles of range on the 670 horsepower S e-tron GT or 278 miles of range on the faster RS e-tron GT Performance. Those figures represent a gain of between 29 and 51 miles over the old car, depending on which spec you choose. That’s a major boost in longevity, and since that new suspension is equally good at being soft and cosseting as it is sharp and exciting, the GT makes for a remarkably good touring car. I spent most of a day idling my way in and out of Las Vegas in one, and I would’ve gladly done many more miles without complaint.

But with all that power and handling, the GT is happiest when it’s pushed to its limits. The only challenge is your budget will be pushed, too. The 2025 S e-tron GT costs $125,500, while the faster RS e-tron GT Performance starts at $167,000. That means all the new battery tech and brain-scrambling power have added about $20,000 to the sticker prices of the previous year’s car. And you’ll spend even more if you want all the toys.

So, the RS e-tron GT Performance is expensive, but impressive too. We’re still barely a decade into seeing what high-performance EVs can do, an engineering journey that will surely take us to new heights in the years to come. But what this car can do today is remarkable, with acceleration so strong that it’s uncomfortable, suspension so advanced it can dance, and yet all the comfort and poise befitting an Audi.