Some cars lose value fast enough to become a bargain, and Gjeebs argues the Audi RS e-tron GT is one of them. The video reviews a heavily optioned RS model that stickered around $147,000 before a $7,100 carbon-ceramic brake and wheel package, then shows how far used prices have fallen. According to the host, plain e-tron GT models now turn up in the mid-to-low $30,000s, and RS versions like this one can be found in the mid-$50,000s, roughly $100,000 below new. The catch is that these are used German performance cars, with the running costs and quirks that implies. The appeal is a lot of hardware, carbon ceramics, air suspension, all-wheel steering, massaging seats, and a two-speed transmission, for money that once bought something far more ordinary.
Steep depreciation on luxury EVs is not unique to Audi. High-end electrics have tended to lose value faster than comparable gas cars, as fast-improving tech and a wave of lease returns flood the used market. That is the dynamic the video is surfing. The e-tron GT shares its J1 platform with the Porsche Taycan, which the host notes was co-developed with Porsche, and the Taycan has seen similar drops. For a used buyer, the number that matters is not the original sticker but what is still covered. The video points out these cars carry an 8-year, 100,000-mile battery warranty, so a 2022 example with moderate miles is protected on its most expensive component for years. That safety net is what turns a depreciated six-figure EV into a defensible buy rather than a gamble. For contrast, the video puts the Tesla Model S battery warranty at 8 years and 150,000 miles, 50,000 more than the Audi, and the host suggests high-mileage drivers weigh that difference. The trade is character for coverage: the Audi offers a more traditional luxury cabin and driving feel, while the host argues Tesla and Rivian are still ahead on software and over-the-air fixes.
On charging, the video reports up to 270 kW on this car and 320 kW on later builds, giving a 10 to 80 percent time of about 22 minutes, or 18 on the newer cars. The battery is listed as 93 kWh gross and 83 usable, rated at 249 miles, though the owner tells the host he sees closer to 275. The car uses a two-charge-port design, with DC fast charging on one side only, and the host points to a two-speed transmission that shifts around 60 to 70 mph, plus piped-in sound and cooled, massaging seats as part of the appeal. The host is candid about the downsides, and attributes them to the owner's experience: a persistent low-battery warning for the key fob, a spell in service for the ABS module and heater, a separate rear-brake fix, and a door-panel rattle the dealer could not fully sort. He also says Apple CarPlay has dropped out at times. Stated as flat facts about every car these would be unfair, but framed as one owner's account they are useful warnings for a used shopper. On practicality, the host notes a usable frunk for the charging cable but a small main trunk, and says the interior packaging trails a Tesla or a Lucid for space.
Bottom line: If you want the driving experience of a six-figure electric GT and can absorb a surprise repair bill, a depreciated e-tron GT is a lot of car for the money. Buy it certified pre-owned, confirm the battery warranty transfers, and go in expecting the odd rattle and a dealer visit or two. This is not a first car or a tight-budget buy. As a second or third car to enjoy on weekends, the value is hard to argue with. Just do not mistake a cheap purchase price for cheap ownership.
Commentary on a third-party video. Figures and claims are as presented in the source and have not been independently verified. Spotted an error? Tell us and we will correct it.