Audi A5 Review 2025: Prices, specs & verdict

What is the Audi A5?

Already find Audi’s vast lineup of models a little confusing? Then the latest Audi A5 will need explaining.

Launched back in 2007, the original A5 was Audi’s way of splitting its svelte, sporting coupe and cabriolets away from the more businesslike A4. But Audi also added a four-door Sportback version – think the A4 saloon with a lot more visual clout.

Although a more expensive and less roomy A4 seemed odd at first, the A5 Sportback’s sharp design and surprising practicality (aided by its hatchback boot opening) made it a huge hit. So much so that arch-rivals BMW quickly followed with the 4 Series Gran Coupe.

Fast forward to the 2020s, and with both two-door and cabriolet sales waning globally Audi decided to hang its hat on the A5 Sportback formula, replacing the two-door models and the A4 with the A5 saloon and Avant estate. Still with us?

The other reason Audi took the bold decision to replace the A4 with the A5 is a model naming shake-up. Basically, models with odd numbers (A3, A5, Q5) still use combustion engines in some form, while even-numbered cars (like the new A6 and Q6 e-tron) feature pure electric power.

So, is the new Audi A5 capable of appealing to a wider audience than ever? We find out in our in-depth review.   

Verdict: is the Audi A5 a good car?

The new Audi A5 is a solid and desirable choice overall. It’s a great cruiser, has slick cabin technology and a wide range of engines to suit every need – including a much-needed plug-in hybrid. It’s also well-equipped, but in some areas (namely usability and interior quality) it doesn’t feel like much of a step forward over the outgoing model.

Pricing, specs & rivals

List prices for the Audi A5 saloon start at £43,385 as of September 2025. The BMW 3 Series slightly undercuts that, but the Audi is cheaper than the 4 Series Gran Coupe and the Mercedes-Benz C-Class.

You’ll pay around £2,150 more for S line trim over base Sport variants, with Edition 1 trim commanding a considerable £5,000 premium on top of that.

Engine-wise, the base 150hp 2.0 TSI petrol is £2,340 cheaper than the 204hp version and £4,540 cheaper than the diesel model. The plug-in e-hybrid variants start at £49,675. You’ll also need £1,900 extra to upgrade the saloon to the Avant estate model across the range.

Gone are the days when base versions of premium brand models were sparsely equipped. Even the A5 Sport comes with adaptive cruise control, three-zone climate control, leather upholstery, heated front seats, a rear-view camera, an electric tailgate and wireless phone charging. It also includes the full suite of OLED cabin displays.

Upgrading to S Line spec brings lower sports suspension, upgrades the alloy wheels from 18in to 19in, adds rear privacy glass and brings sportier styling additions inside and out.

Meanwhile, flagship Edition 1 spec adds a black styling package, 20in alloys, keyless entry, part-suede upholstery, red brake calipers and a second touchscreen display for the passenger, along with some upgraded safety features. This equipment level also applies to the Audi S5 flagship.

Rivals

The Audi A5’s new positioning blurs the lines a bit when it comes to rivals. It effectively competes with both the BMW 3 Series and the 4 Series Gran Coupe. Mercedes-Benz, meanwhile, only has the C-Class as a direct competitor.

Other options include the slightly cheaper and roomier Volkswagen Passat, the similarly good value Skoda Superb and the Volvo V60 (Volvo doesn’t make the S60 saloon anymore). The Alfa Romeo Giulia and Peugeot 508 are other potential options, while you might want to consider the Tesla Model 3 and BMW i4 if going electric appeals.

Interior comfort, quality & technology

A comfortable driving position is all but guaranteed in the Audi A5. All versions get supportive but not restrictive sports seats that are great for long drives, with four-way lumbar support and heating in the front.

There’s a wide range of adjustment, too, with electric adjustment for the seats and steering wheel in high-spec trims. It’s worth noting that Sport models have a traditional round steering wheel, while all other variants have a wheel that’s flattened off at the top and bottom.

Visibility is good, too, given its coupe-like design, with large side windows and pillars that aren’t overly obtrusive. Generally, then, it’s a nice place to sit, but it’s far from perfect.

Bar a volume/track-skipping control knob and a couple of buttons on the centre console, physical controls are notable by their absence. The same is true of many new cars, but Audi’s cabin ergonomics used to be near-faultless.

That’s not so now, in our view. We struggled with the steering wheel ‘buttons’ (rather a single panel that you prod awkwardly) as it’s hard to select the right control but equally easy to accidentally press something when steering. Similarly, the door mirror button panel is fiddly and feels cheap.

In fact, the more you poke and prod the more you find less-than-premium elements. Little details like the plasticky air vents, fingerprint magnet gloss plastic trim and scratchy plastic centre boss on the steering wheel let down an otherwise solid cabin. Oh, and a single-tone horn is fine in a budget supermini, but surprising in a car of this price.

Infotainment, sat-nav, stereo and connectivity

Every A5 comes with a large 14.5in touchscreen infotainment system, mounted on top of the dash in a single curved bezel that combines with the 11.9in digital driver’s display to make it look like a single widescreen.

Both screens use OLED technology (like the exterior lights, which can display a variety of different patterns). That gives them very crisp and bright graphics with more clarity than the systems of key rivals, while the touchscreen itself is quick and responsive with useful haptic feedback when you prod it.

That’s the good news. The less good news is a real reduction in physical controls when compared to the old model. We miss the wonderfully tactile climate control switchgear from previous Audis, and the easy shortcut buttons for accessing functions on the move.

At least the key climate settings are always visible along the bottom of the dash, but the virtual menu shortcuts aren’t as easy to use as before. Another strange decision is Audi’s removal of the sat-nav display option for the digital dials – previously one of the best map displays on the market.

Still, you can option a head-up display for nav directions, while the A5’s voice control does a decent stab at responding to commands. Wireless Android Auto and Apple CarPlay also feature.

Edition 1 models introduce a feature unique in this sector of the market: a separate second touchscreen for the front passenger. The 10.9in display is easy to use and polarised, so it’s not visible from the driver’s seat, but we question whether it’s a genuinely useful bit of tech or just a gimmick.

In terms of connectivity, you’ll find four USB-C charging points for front and rear occupants. The A5’s sound system is also plenty good enough in its standard form, but real audiophiles might want to tick the Sound and Vision Pack option box. As well as a head-up display and other features, this adds a punchy 16-speaker Bang and Olufsen sound system with headrest-mounted speakers.

How practical is the Audi A5?

The Audi A5 saloon’s dimensions of 4,829mm in length, 1,860mm in width and 1,444mm in height make it longer, wider and taller than the old A4. It’s also considerably larger than a 3 Series or C-Class – but the Audi is still a fair bit smaller than the VW Passat.

That size does translate to plenty of space up front, and easy access thanks to wide door openings. Even the broadest or tallest of folk shouldn’t struggle to get comfortable.

Similarly, you’ll find enough legroom for six-footers to sit behind themselves without their knees being wedged against the front seatback. In that respect it’s more generous than a C-Class, but headroom in the saloon model is more compromised.

Six-footers won’t be uncomfortable, but they will find their heads brushing the roof lining. Foot space is at a bit of a premium too. It’s roomier than the 4 Series Gran Coupe, but anyone coming out of an old A4 will have to accept the compromise. It’s worth noting that the A5 Avant is better in that respect.

Storage and boot space

Storage in the front of the Audi A5 is reasonable but not class-leading. There’s a pair of cupholders and a phone charging tray (neither of which have covers) and a small cubby under the centre armrest.

The glovebox is big enough, but while the door bins are an okay size they’re quite awkward to access, making getting big bottles in a squeeze.  

In the rear you’ll find door bins that are smaller but easier to access, another pair of open cupholders and some nets on the front seatbacks. These rear seats also fold in a handy 40/20/40 split allowing you to load long items through the cabin.

Although Audi calls the A5 a saloon, it’s actually a hatchback - like the old A5 Sportbacks. That’s no bad thing, because the larger boot opening makes the space much more usable, and an electric tailgate (combined with a fancy motorised parcel shelf) removes any concerns over its weight.

That’s good, because the A5’s actual boot capacity isn’t much to shout about. At 445 litres, the saloon’s load area is 35 litres shy of the C-Class and 65 litres shy of the 3 Series. That’s before we mention the far bigger load bays of the Passat and Superb, too.

Quattro models lose even more space, bringing the capacity down to 417 litres – that’s smaller than the Audi A3 saloon. And although the A5 e-hybrid’s smaller 331-litre boot does beat the plug-in hybrid C-Class, it’s some way short of the BMW 330e.

At least the wide opening, long load area and small load lip makes the most of what space there is. And there’s always the A5 Avant – although that doesn’t offer that much more capacity either.

Performance & drive: What is the Audi A5 like on the road?

The A5’s engine lineup features a familiar pair of mild-hybrid 2.0-litre turbo four-cylinder engines (one diesel, one petrol) with two power outputs in petrol form. There’s also a long-awaited plug-in hybrid option that was curiously absent from the old A4.

It’s the petrol models that are expected to sell to private buyers most. The entry-level TFSI 150 will be fine for pootling about town and cruising, but with a 0-62mph time just below ten seconds acceleration isn’t exactly effortless.

We’d recommend stepping up to the TFSI 204, which is more closely aligned to entry-level petrol rivals such as the BMW 320i and Mercedes-Benz C200. With a two-second advantage in the 0-62mph sprint it feels much livelier (if hardly thrilling still) and leaves plenty of power in reserve for joining motorways or overtaking.

The sole TDI diesel option has identical power to the TFSI 204 on paper, but more torque giving extra shove in the mid-range. Like the petrols, don’t expect fireworks, but there’s sufficient performance for day-to-day needs. The diesel can also be specced with quattro all-wheel drive, improving acceleration off-the-line.

The A5 eHybrid is considerably faster on paper, blending the 2.0-litre turbo petrol with an electric motor and standard all-wheel drive for a near-300hp output. The only shame is that European buyers get a more powerful 367hp version that the UK doesn’t, for now.

If it’s performance you want, though, the Audi S5 is the one to go for (that is, until an RS 5 emerges). With a 3.0-litre turbocharged V6 petrol engine it rockets from 0-62mph in 4.5 seconds – on a par with the BMW M340i.

All A5s come with a seven-speed automatic gearbox, but only S Line models and above get gearshift paddles on the steering wheel. Changes are smooth and reasonably quick in normal mode, with Dynamic adding a bit of verve when needed.

Power, 0-62mph times

• Audi A5 TFSI 150: 150hp/9.8 secs
• Audi A5 TFSI 204: 204hp/ 7.8 secs
• Audi A5 TDI 204: 204hp/ 7.7 secs
• Audi A5 TDI 204 quattro: 204hp/6.9 secs
• Audi A5 e-hybrid: 299hp/ 5.9 secs
• Audi S5: 362hp/ 4.5 secs

Ride and handling

The A5 does a decent enough job of positioning itself somewhere between the sporty, tied-down feel of the BMW 3 and 4 Series and the cruising plushness of the Mercedes-Benz C-Class.

It’s not outstanding in either respect, instead feeling like a jack of all trades. The steering is accurate, but while its lightness is a boon around town a bit more weight and feel wouldn’t go amiss on faster roads. There’s plenty of grip, though, even in front-wheel drive versions.

Body control is pretty good, too, but the agility and sense of engagement you’ll find in a BMW is missing. It’s a bit more confidence-inspiring than a C-Class or Passat, at least.

Ride comfort depends on the model you go for. On our S Line test car with sport suspension and bigger wheels the A5 deals with bigger bumps well but feels a bit jittery over low-quality tarmac and small potholes. We’d expect Sport models, with comfort suspension and smaller wheels, to offer a more composed ride.

Noise and refinement

The Audi A5 is a refined, relaxing companion on long motorway drives regardless of which version you opt for. All the engines are muted unless worked hard, while neither road noise nor wind noise are particularly intrusive even with larger wheel options. A C-Class is fractionally quieter, but there really isn’t much in it.

Euro NCAP: is the Audi A5 a safe car?

The Audi A5 achieved the maximum five-star Euro NCAP safety rating in its 2024 crash testing, hitting the standard expected of a premium family car.

Its 87% score for adult occupant protection is behind models like the BMW 3 Series and Mercedes-Benz C-Class, but both cars were tested some years ago, so as standards increase it’s difficult to make comparisons.

Nevertheless, the Audi’s child occupant protection score is in line with these rivals, while protection of vulnerable road users and the effectiveness of safety assist tech are both strong.

Every A5 gets the mandated automatic emergency braking (for the front and rear), lane keep assist and traffic sign recognition, while intersection, turn and swerve steering assist is also included.

Adaptive cruise control is also standard across the range, along with all-round parking sensors and a rear-view camera.

You’ll need Edition 1 spec for semi-autonomous lane changing, a top-down 360-degree camera display, safe exit warning and proactive passenger protection. The latter pre-empts a collision and primes the car’s safety systems to react, and we’re surprised it isn’t standard.

Running costs and fuel economy

Unlike BMW, but mirroring Mercedes-Benz, Audi has retained a diesel engine option in the A5’s lineup. While it’s quite expensive to buy, it’ll still make sense for high mileage private buyers with an official WLTP fuel economy figure of up to 58.9mpg.

While that drops to 55.3mpg if you spec quattro all-wheel drive, it’s still a huge improvement over the 42mpg claimed for both versions of the 2.0-litre TFSI petrol engine. Given the lack of any apparent economy penalty for the more powerful petrol engine it would be our choice – but it’s worth doing the sums to see if the diesel could work for you.

These economy figures are roughly in line with what the BMW 3 Series claims, but the C-Class pips both models in official tests.

Sadly the company car-friendly Audi A5 e-hybrid is a bit underwhelming on paper. Official MPG figures of between 138 and 142mpg (depending on spec) pale in comparison to 353mpg the BMW 330e claims on the same test, and are well behind the 470mpg the Mercedes-Benz C300e manages.

Perhaps it’s down to plug-in A5s featuring all-wheel drive as standard (most rivals are front or rear-wheel drive). But it means that the C-Class PHEV is quite a bit cheaper in company car tax terms, while the Edition 1 version of the A5 will cost more than twice as much in Benefit-in-Kind than the cheapest version.

Remember, too, that there are no versions of the A5 under the £40,000 list price threshold. This means all models are liable for the Expensive Car Supplement, a sizeable additional car tax that applies from the second to the sixth year after the car’s registration.

Audi A5: electric range and charging

The A5 e-Hybrid ‘s fuel economy figures are puzzling, because it isn’t lacking in terms of all-electric range.

Thanks to a healthy 20.7kWh of usable battery capacity, an electric range of up to 67 miles of charge is competitive. It beats the BMW 330e, but can’t quite match the quoted figures of rivals from Mercedes-Benz and VW. Still, we’d expect it to be plenty for the needs of most drivers in the UK if they can charge at home.

Strangely, Audi hasn’t given the A5 e-hybrid the same DC rapid charging capability as the cheaper Volkswagen Passat eHybrid. Given the current public charging costs in the UK that may not be a huge loss, but it’s nice to have the option to quickly top up the batteries.

As it is, the A5 can charge at up to 11kW on an AC charger but will take around four hours to charge from the more typical 7.4kW home wallbox.

How much does the Audi A5 cost to insure?

The Audi A5 starts in insurance group 24 for the 2.0 TSI petrol in S-Line form, rising to group 31 for the 204hp version and 32 for the 204hp 2.0 TDI diesel. Adding quattro all-wheel drive takes the diesel up to group 34.

Edition 1 spec commands a slight premium, raising insurance groups by 2 to 3 points across the board, while the plug-in hybrids sit in groups 38-40. The S5 performance model unsurprisingly tops the list in insurance group 42.

Overall, the A5 should be one of the cheaper compact executive models to insure, undercutting the insurance groups of the 3 Series spec-for-spec and considerably undercutting the C-Class. It should also cost quite a lot less to insure than an EV such as the Tesla Model 3.