Audi A5 TFSI S Line 2025 review: Australian first drive

Audi has introduced the new A5 and S5 range into Australia, and it’s all grown-up.

Replacing the A4 and A5 simultaneously, it’s the first full-on name change for Ingolstadt’s BMW 3 Series and Mercedes-Benz C-Class rival since 1994.

And like the name step-change, Audi has gone a long way with its new mid-size executive, with an all-new platform, fresh engines and big tech overhaul to leapfrog fierce rivals.

The new A5 is bigger, too, mostly in wheelbase (+70mm) which improves cabin room, while a longer (+65mm), taller (+57mm) and wider (+13mm) body lends more presence and security on the road.

Speaking of presence, the new A5 takes a markedly different styling approach, ditching the crisp creases of the ‘B9’ A4 in favour of organic shapes. Standard LED lighting and nice wheel designs aid the A5’s visual persuasion, but in sedan form we’re not fully sold on the new Audi’s appearance.

With only sedan — really a liftback — and Avant wagon available (coupe and convertible are axed… for now), Audi’s cut back on body style choice, too.

At the Australian launch, Audi topped and tailed the new A5 range, bringing the S5 halo and newly named TFSI S Line front-drive entry trim along.

The range will fill out with mid-spec TFSI Quattro S Line petrol (200kW/400Nm) and plug-in hybrid e-hybrid Quattro (270kW/550Nm) trims, both priced from a tantalising $89,900, before on-road costs. That’s value, especially for an electrified variant barely slower than the $114,900 S5 with the bonus of 100km of EV-only range.

Audi’s playing the value card with the base car, then?

Not exactly. The entry-level, sedan-only TFSI S Line jumps $8000 over the old entry-level A4 35 TFSI. Getting into Audi’s mid-size sedan now costs $79,900, before on-road costs.

Under the bonnet is an upgraded 2.0-litre turbo-petrol four-cylinder with a variable vane turbocharger. It drives the front wheels, outputting 150kW and 340Nm making the TFSI S Line good for a claimed 0-100km/h sprint in 7.8 seconds.

In wintry Melbourne, we encountered wet roads, near-zero temperatures and a dusting of snow. Perfect conditions for an Audi… providing it’s all-wheel drive.

And the TFSI S Line isn’t. Trying to make decent progress out of intersections resulted in wheelspin accompanied by unrefined axle tramp.

Plus, because the S Line doesn’t feature Audi’s new MHEV+ system as seen in the S5 (which splits the difference between mild and true hybrids), fuel consumption isn’t great either, rated 6.9L/100km or just 0.3L/100km better than the much faster S5. After the drive loop, the A5 was showing 8.9L/100km on the trip computer.

Equipment levels are good in the base A5, however. It scores handsome 19-inch alloy wheels, Matrix LED headlights, a power tailgate sports seats upholstered in a mix of real and synthetic cow-hide, seat heating, four-way power adjust, tri-zone climate control, ambient lighting and wireless charging.

All is driven through a responsive 14.5-inch touchscreen that’s angled towards the driver with in-built navigation, onboard connectivity including digital key, voice control with ChatGPT, and wireless Apple CarPlay/Android Auto ability.

Optional extras get expensive, though. The Style pack costs a steep $3900, and for that you get black exterior trim and tinted rear windows. Seat ventilation is $2200 on its own.

The Premium Pack, at $4900, brings greater value, adding 100W USB-C chargers, head-up display, interactive ambient lighting and aurally-pleasing 16-speaker B&O 3D sound system.

You need to pay $1500 to get the passenger touchscreen — and we mean need. Without it, the passenger is faced with a great glob of piano black plastic in front of them that looks plain ugly.

That said, there’s quite some colour customisation on offer, both inside and out. Arkona White is the only standard colour, with the seven other hues attracting a $2100 upcharge (special Ascari Blue duco is $3400).

Inside, black leather is standard but Pearl Beige and Nutmeg Brown are available on the base car.

Audi covers the A5 with a five-year/unlimited kilometre warranty, while maintenance is due annually or every 15,000km.

A five-year service pack can be purchased for $3360, which is a little dearer than a BMW 3 series but much more affordable than a Mercedes-Benz C-Class.

Standard safety kit is strong. The A5 gets a well-tuned adaptive cruise control with realistic follow distances, blind-spot monitoring, rear cross-traffic alert, safe-exit warning, lane-keep assist, auto parking, a 360-degree camera, tyre pressure monitor, and traffic sign recognition.

The Audi A5 scored five stars in Euro NCAP testing, though this is yet to be translated to an ANCAP rating.

We were disappointed to see that the A5 is not fitted with the semi-autonomous Travel Assist function, though. Audi says this is coming with a year model update, with dealers able to update software on existing cars when it comes online.

Inside, the A5 brings comfortable seats with good levels of adjustment and a low-slung driving position that’s refreshing after removed-feeling SUVs.

Cabin storage is good, with two cup holders, hidden storage under a comfortable, adjustable armrest, and easily accessible USB ports.

Readily-used functions like Drive Mode selection and climate controls are either physical buttons (former) or persistent on the lower portion of the touchscreen (latter). The driver’s display is legible, but now lacks the ability to show a full map, which is a shame.

Additionally, some corners have been cut in materials plushness. There’s leather capping on the doors and around the centre console, but Audi’s jammed way too much fingerprint-fossilising and scratch-attracting piano black on the console.

Plus, the door bins aren’t lined with rubber or felt to combat items rattling.

In the back seat, the larger A5 offers improved cabin space, though it’s still no limo. At 188cm, I was comfortable behind my driving position with adequate toe and knee room, plus good support from the squab and backrest.

The middle seat is only to be used at a push, though, with a tall transmission tunnel and raised cushion. Amenity includes two USB-C ports, a climate control zone and fold-down armrest.

The boot has shrunk on paper from 460L in the old A4 sedan to 445L in the new A5. That said, the liftback access (a la A5 Sportback) makes loading bulky items easier than a booted sedan and the difference in size looks less dramatic.

The seat back is split 40:20:40 — good for skiing — and the A5 has a cargo net, elastic band to hold the first aid kit in place, and extra netted cubby. There’s no under-floor storage, though, and the A5 does not have a spare tyre.

The other shortcoming of the base car is a lack of adaptive dampers. Audi says all A5s had Australian ride and handling preferences incorporated into the global tune after local evaluation.

This is very evident in the sophisticated, compliant S5 that glides over big bumps, while sitting flat and poised through corners. The base A5 doesn’t have such breadth.

It is quite a firm, square-edged ride. This is nice on big, rounded compressions but the A5 is busy on scraggy country roads and motorways in Australia. Handling is solid and predictable, with good road-holding, as a result.

Problem is, the base A5 misses signature Audi-ness in its driving experience. It actually suffers from similar shortcomings to BMW’s base 320i, which doesn’t ride and handle well enough, for the price, on its passive dampers.

Vast, sweeping improvements in technology and cabin space make the new A5 a more enticing proposition.

But at $8000 dearer than the old entry-level car, Audi’s entry-level front-driver is nearly as expensive as the old 45 TFSI Quattro, which had AWD and more punch. That’s not great value.

The Mercedes-Benz C200 remains Chasing Cars’ pick of mid-size luxo sedan base models with its cushy ride and quiet drive. We expect the coming TFSI Quattro and plug-in hybrid variants of A5 to be more impressive.