Audi has abandoned its plan to cause widespread confusion by renaming all of its combustion-powered models, though not before launching the A5 Sedan.
Despite its name, the Audi A5 Sedan – which replaced the A4 Sedan and A5 Sportback last year – is technically a Sportback and not a Sedan. That’s because this BMW 3 Series and Mercedes-Benz C-Class rival is a five-door liftback, not a four-door sedan.
Audi has called it a sedan anyway, perhaps because it looks like a sedan… oh wait, it really doesn’t. It looks like a liftback. A fairly handsome one too, despite its somewhat overwrought front-end styling and a move away from the crisply tailored lines of the old A4 Sedan.
It’s rounder, with a hint of A7 at the rear – that chunky full-width light bar is distinctive, and we love the lighting animations it plays when you lock and unlock the vehicle. The daytime running lights also have multiple selectable signatures, a pointless gimmick that may entertain a handful of people.
Our tester was finished in Firmament Blue, a dull, inky shade that makes us realise why so many people buy grey cars…
Like its predecessors, this rides on a front-wheel drive platform, something hinted at by the long front overhang. The A5 sits on the new Premium Platform Combustion (PPC), for now exclusive to Audi models.
That’s in contrast with the 3 Series, C-Class, and almost everything else in this segment, which are rear-wheel drive by default.
Naturally, being an Audi you can get quattro all-wheel drive, but our tester was the base TFSI with front-wheel drive.
How much does the Audi A5 cost?
The TFSI 150kW sits at the bottom of the A5 lineup, which now consists solely of this ‘Sedan’ and the Avant wagon. Gone are the coupe and convertible, leaving Audi’s lineup without any two-door models for now.
Also gone is Audi’s trim level naming structure that saw vehicles receive a two-digit number corresponding to power output. Evidently variant names like ’45 TDI’ and ’35 TFSI’ confused people, so Audi’s base A5 is now called the TFSI 150kW because, well, it produces 150kW.
| Model | Price before on-road costs |
|---|---|
| 2026 Audi A5 Sedan TFSI 150kW S line | $79,900 |
| 2026 Audi A5 Sedan e-hybrid S line quattro | $89,900 |
| 2026 Audi A5 Sedan TFSI 200kW S line quattro | $89,900 |
| 2026 Audi A5 Avant e-hybrid S line quattro | $92,900 |
| 2026 Audi A5 Avant TFSI 200kW S line quattro | $92,900 |
Above the A5 lineup sits the sportier S5, priced at $114,900 before on-road costs in Sedan guise, and $117,900 before on-roads as an Avant.
To see how the Audi A5 lines up against the competition, check out our comparison tool
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What is the Audi A5 like on the inside?
Audi used to be held up as the standard for interior presentation and quality in the luxury car market. What happened?
The A5’s cabin does look more modern than that of the car it replaces, but that doesn’t mean it’s better. Overall, it has an arguably less attractive design than its predecessor, plus inferior materials and reduced functionality.
There are still some nice materials here, including soft-touch trim across the top of the dash and doors, complete with stitching details. The brushed metallic trim on the sides of the centre console also looks convincing.
The “leather-appointed” upholstery doesn’t seem to have much leather in it, while the textured plastic trim on the doors reminds us of the same stuff in the MG QS.
Then there’s the centre console, which is absolutely slathered with gloss black trim that attracts dust and fingerprint smudges immediately. The sheer volume of this trim has reached heretofore unseen levels in the A5.
Then we get to the hard plastic that runs across the front of the dash, a wide piece of trim that creaks loudly when you touch it. The pointless 10.9-inch passenger touchscreen also creaks when pressed, while driving along coarse-chip surfaces revealed a rattle emanating from somewhere around the dash.
About that passenger display: it really only came of use once, when I needed to look up something in the owner’s manual but the car locked my passenger out of it because I was driving. Enter the passenger display, where my passenger could access the owner’s manual.
Otherwise, everything it does can be done on the centre touchscreen, which is only slightly angled away from the passenger anyway.
We get it: Audi was probably thinking of the Chinese market, where premium vehicles are now expected to have wall-to-wall screens. So, in addition to the digital instrument cluster and touchscreen, it added this passenger display. But the result is a lumpy, disjointed-looking dashboard.
The 14.5-inch touchscreen has neat graphics and handy anchored shortcuts to the right, though the menu structure takes a little while to get used to.
It was annoying being asked to login as a user or guest each time we started the car, then confirm whether we wanted to use mobile data. Given we were just logging in as a guest, this meant the vehicle would never remember our answer to the mobile data question and instead would ask us each time. If you create an Audi account, however, you won’t have to bother with this.
For some reason, though, the car would also always default to a particular FM radio frequency even if it wasn’t the last one selected in the car. In our case, it was static.
The 11.9-inch digital instrument cluster has the same thing you’ll see in myriad Chinese cars and an increasing number of vehicles from non-Chinese brands: a graphical display of the vehicle and the vehicles around it. Audi clearly figured it needed this feature, not realising it’s a completely pointless one.
I spent far too long trying to find a full-screen map view in the digital instrument cluster, long a common Audi feature. There isn’t one, though in terms of navigation you can see your turn-by-turn instructions here and in the head-up display. If you use Apple CarPlay, a map view will appear within the cluster, but no such luck for those of us who use Android Auto.
The head-up display is excellent, and can even display how much more of your song there is to go.
Traditional buttons have been almost entirely eliminated in the A5’s interior, though there’s still a traditional volume knob on the centre console.
The climate controls are now on the touchscreen, although at least they’re anchored to the bottom of it.
The steering wheel controls are touch-capacitive, so you can awkwardly slide your thumb across, for example, the volume controls, or press the buttons and hear their unsatisfying plasticky click. Thankfully, Audi has confirmed it’ll return slide wheels to the A5’s tiller.
The mirror and light controls have moved to the driver’s door and they’re also finished in, you guessed it, gloss black. If you’re not careful, they’ll look nasty in no time, and they also have that disappointing plasticky click.
Overall, the A5’s interior looks more modern than its predecessor’s, but it’s a step back in usability, material quality and, frankly, elegance.
There are still some thoughtful touches in the interior, however, including an easily height-adjustable and solid-feeling centre armrest up front and an Auto Gentle mode for the climate control. There’s also a felt-lined cubby to the right-hand side of the steering wheel.
You can also option Pearl Beige or Nutmeg Brown upholstery, which makes the A5 feel a little more special.
The front seats proved comfortable and supportive, even if this isn’t the most supple leather around. The seats have heating, power adjustment and extendable thigh support, plus memory for the driver.
You have to pay extra for seat ventilation, however, though at least Audi offers it – that’s more than can be said for rivals from BMW and Mercedes-Benz.
Bang & Olufsen sound systems are among the best in the business, up there with the likes of Bowers & Wilkins. I’ve been in Audis before with B&O sound systems that have been sublime.
I was baffled, then, to find the Bang & Olufsen system in this A5 was underwhelming. Usually, these systems are good straight out of the box, and you don’t need to fiddle around with any of the settings. With this one, it’s decidedly average, and we tried to fiddle around with the settings but couldn’t make it any better. It was a real letdown for what’s usually a top-tier audio brand.
Step into the back and there’s plenty of headroom for someone 180cm tall, and comfortable head restraints.
There’s decent legroom thanks to the scooped-out front seatbacks, but like in its predecessor, there’s a huge driveline tunnel that makes the centre seat a no-go zone except for children; the centre console also juts into the middle passenger’s space.
Audi cleverly made this a liftback rather than a sedan. There’s a hands-free power tailgate and the boot space is easily accessible. We were able to fit two large suitcases with no problem.
| Dimensions | Audi A5 |
|---|---|
| Length | 4829mm |
| Width | 1860mm (2099mm incl. mirrors) |
| Height | 1444mm |
| Wheelbase | 2892mm |
| Cargo capacity | 445L (rear seats up) 1299L (rear seats folded) |
To see how the Audi A5 lines up against the competition, check out our comparison tool
What’s under the bonnet?
All Audi A5s come with four-cylinder engines, though the hotter S5 scores a six.
The e-hybrid plug-in hybrid arrived after the petrol-powered range, but only the S5 in Australia comes with Audi’s new ‘MHEV plus’ 48V mild-hybrid technology despite this being available with four-cylinder power in Europe.
There are also no turbo-diesel options in Australia, though Audi will happily sell you a diesel-powered Q5.
Over a loop comprising a mix of inner-city, suburban and highway driving, we recorded fuel consumption of 8.1L/100km. That increased to 10.8L/100km over the course of a week, though this was with a heavy urban skew.
| Specifications | Audi A5 |
|---|---|
| Engine | 2.0L turbo-petrol 4cyl |
| Power | 150kW @ 4300-6000rpm |
| Torque | 340Nm @ 2000-4000rpm |
| Transmission | 7-speed dual-clutch auto |
| Drive type | Front-wheel drive |
| Weight | 1828kg |
| 0-100km/h (claimed) | 7.8 seconds |
| Fuel economy (claimed) | 6.9L/100km |
| Fuel economy (as tested) | 8.1L/100km (inner-city, suburban and highway loop) 10.8L/100km (over the course of a week) |
| Fuel tank capacity | 56L |
| Fuel requirement | 95-octane premium unleaded |
| CO2 emissions | 157g/km |
| Emissions standard | Euro 6e |
To see how the Audi A5 lines up against the competition, check out our comparison tool
How does the Audi A5 drive?
Forgive us if we’re not blown away by a 150kW front-wheel drive mid-sizer costing more than $80k.
For context, a Toyota Camry Hybrid has more power, and there’s not as much of a gap in dynamics as you might think.
That’s not to say the A5 is bad to drive, by any stretch. Ride comfort, for example, is hard to fault – it’s firm but never uncomfortable, and the A5 laps up bumps and ruts without a fuss.
Engine noise suppression is also good. You can be revving the A5 and yet very little noise travels aft of the firewall. Tyre noise isn’t suppressed nearly as well, though, and there’s a fairly persistent roar – noticeable, if not quite obnoxious.
The A5 feels poised and planted, with good grip from the Bridgestone Turanza tyres. Turn-in is sharp, body control is excellent, and this has a good chassis for a front-driver.
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The steering is rather disappointing for a mid-size sports sedan, however. The weighting in Comfort mode is fine, not feeling too feather-light. But there’s zero road feel here, which means when you’re tossing the A5 into a corner, the steering isn’t giving you much indication where the wheels are pointed or how much grip the tyres have.
Our A5 would always start in Individual mode, and only after a spirited mountain run did I realise the selected steering setting in this mode – one of just three configurable parameters, along with the ADAS systems and the instrument cluster layout – was ‘Comfort’.
No matter. Even in Auto mode, the steering continues to leave you wanting more. Change to Dynamic mode and a lot of artificial weight is added but there’s no extra feel. While I tend to like heavier steering, the A5’s artificially boosted weight felt like overkill on a winding road and I promptly switched off Dynamic mode after briefly experimenting with it.
In day-to-day driving, the lack of feel is less of a big deal, and the electrically assisted steering is inoffensive.
Dynamic mode also makes the seven-speed dual-clutch auto hold gears for too long. Even in the other drive modes the A5 has a tendency to do that, so Dynamic mode only amplifies this.
The transmission is otherwise quite good, for the most part. Being a dual-clutch unit, shifts are quick, but they’re also smooth and virtually imperceptible. We didn’t ever bother with the paddle shifters.
But being a dual-clutch unit, there’s some of that low-speed vibration as the clutches decouple. Creeping through heavy traffic, for example, is when you’ll notice it. It’s frankly the worst thing about dual-clutch autos, and even the A5’s isn’t immune.
While it’s not exactly a rocketship, the A5 gets up and going without feeling underpowered. Just be gentle off the line or you’ll chirp the tyres – this is a front-driver after all.
The active safety and driver assist systems worked well for the most part, though there were a couple of exceptions.
Taking a curved overpass one day, though, had the car almost slam on the brakes when I was in no danger of running into anything. The rear cross-traffic assist also intervened when backing into a spot because there was a car driving past on the other side of the garden bed.
On one occasion, too, the adaptive cruise control had the vehicle pottering along at 91km/h in a 100km/h zone on a straight road with no traffic ahead, but for the most part it would successfully hold the correct speed.
We don’t mind the continued use of Audi’s traditional cruise control stalk, either – if it ain’t broke, don’t fix it. If only Audi had followed that mantra elsewhere in the interior…
The absolute worst thing about this car is the atrocious reversing camera. With its fish-eye effect, you feel like you’re reversing into a hall of mirrors, with garage doors and parked cars becoming comically tall and narrow.
The resolution isn’t even that great and there can be a noticeable lag, too. Oh, and the parking sensors are overly sensitive. All this makes the A5 frustrating to park – you just end up ignoring all of the aids and just using the mirrors.
To see how the Audi A5 lines up against the competition, check out our comparison tool
What do you get?
There are three levels of specification within the A5 lineup, not including the hot S5.
2025 Audi A5 TFSI 150kW equipment highlights:
- 19-inch alloy wheels with gloss finish
- Tyre repair kit
- S line exterior
- Matrix LED headlights with selectable daytime running light signatures
- Keyless entry and start
- Digital key
- Puddle lights
- Hands-free power tailgate
- Paddle shifters
- 11.9-inch Audi virtual cockpit plus digital instrument cluster
- 14.5-inch touchscreen infotainment system
- Wireless Apple CarPlay and Android Auto
- DAB+ digital radio
- 10-speaker 180W sound system
- Wireless phone charger
- 2 x front USB-C outlets
- 2 x rear USB-C outlets
- 3-zone climate control
- Sport front seats with integrated head restraints
- Leather/leatherette upholstery
- Leather-wrapped steering wheel
- Wraparound interior elements in leatherette
- Tri-zone climate control
- Power-adjustable front seats
- Driver memory
- 4-way power lumbar
- Heating
- Colour ambient lighting
- Grey headliner
A5 TFSI 200kW quattro adds:
- 19-inch alloy wheels with black finish
- S line interior
- Door sill trims with aluminium inlays
- Inlays in brushed aluminium with linear embossing
- Sport leather steering wheel – 3-spoke, flat top/bottom
- S emblems on front seats, paddle shifters
- Stainless steel pedals
- Black headlining
- Roof rails (Avant)
A5 e-hybrid 270kW quattro adds:
- 20-inch Audi Sport alloy wheels
- Sport suspension
- Red brake calipers
- Black exterior styling package
- Black roof rails (Avant)
- Privacy glass
- Auxiliary air-conditioning
All A5s come with a complimentary three-year Audi connect plus subscription. This suite of connected services includes live traffic information and the ability to remotely see your vehicle’s location and control its door locks. There are also automatic service reminder and emergency call functions which are valid for up to 10 years.
To see how the Audi A5 lines up against the competition, check out our comparison tool
Options
There are a few option packages and standalone options available on the A5.
Style package: $3900
- 20-inch Audi Sport gloss black alloy wheels
- Rear privacy glass
- Black exterior styling package
Premium package: $4900
- Head-up display
- ‘High-powered’ USB charging ports
- 16-speaker Bang & Olufsen 3D premium sound system
- Acoustic glazing for front door windows
- Colour ambient lighting pro package
Single item options include:
- Metallic or pearl effect paint: $2100
- Premium metallic paint: $3400
- Panoramic glass roof with switchable transparency: $4990
- Ventilated front seats: $2200
- Inlays in Applewood natural brown: $1100
- Inlays in Chestnut natural grey inlays: $1100
- 10.9-inch MMI front passenger display: $1950
Our tester came with the optional Premium package, front passenger display, and metallic paint.
Is the Audi A5 safe?
The Audi A5 has a five-star rating from independent safety authority ANCAP, based on testing conducted in 2024.
| Category | Audi A5 |
|---|---|
| Adult occupant protection | 87 per cent |
| Child occupant protection | 87 per cent |
| Vulnerable road user protection | 78 per cent |
| Safety assist | 79 per cent |
Standard safety equipment across the range includes:
- Adaptive cruise control with stop/go
- Autonomous emergency braking
- Blind-spot monitoring
- Driver attention monitoring
- Front cross-traffic assist
- Front and rear turn assist
- Lane-keep assist
- Rear cross-traffic assist
- Safe exit warning
- Swerve assist
- Traffic sign recognition
- Surround-view camera
- Front and rear parking sensors
To see how the Audi A5 lines up against the competition, check out our comparison tool
How much does the Audi A5 cost to run?
The A5 and S5 range is covered by Audi Australia’s five-year, unlimited-kilometre warranty. Roadside assistance is included for the duration of the warranty period, too.
| Servicing and Warranty | Audi A5 |
|---|---|
| Warranty | 5 years, unlimited kilometres |
| Roadside assistance | 5 years |
| Service intervals | 12 months or 15,000 kilometres |
| Capped-price servicing | 5-year pre-paid service plan |
| Total capped-price service cost | $3360 |
To see how the Audi A5 lines up against the competition, check out our comparison tool
Daily Sparkz’s Take on the Audi A5 TFSI 150kW
I’ll admit it’s been a while since I drove a previous-generation Audi A5, but it doesn’t feel like the new car really moves the game on – and in some respects, it’s actually a step back.
Merging the A4 sedan and A5 Sportback into one practical liftback was smart, making the A5 ‘Sedan’ more practical than most rivals, but the move away from physical buttons to touchscreen and touch-capacitive controls was less so.
At just under $80,000 before on-roads (and options), it’s not cheap – even if it undercuts the 3 Series and C-Class by thousands.
The A5’s price is approaching Genesis G70 3.3T territory, which delivers a lot more performance and equipment for your money, if with reduced practicality.
The Alfa Romeo Giulia is showing its age but is a more engaging drive, the Lexus ES is less fun to drive but built like a bank vault and lighter on fuel, and if you must have a German car (and not necessarily a luxury brand), the Skoda Superb’s value for money matches its name.
You buy an entry-level A5 because of the cachet of its badge, however, and for someone who wouldn’t consider putting a Skoda or even a Genesis on their shortlist, this Audi represents a much lower cost of entry to the mid-size executive car club than its BMW and Mercedes rivals.
If you don’t care that it’s a front-driver and that its steering lacks feel, it’s still a classy drive. Just bring a microfibre cloth to remove all the dust and smudges you’re going to accumulate inside…
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