2026 Audi A5 TFSI 150kW review

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A plan to cause widespread confusion has been abandoned by Audi, which renamed all its combustion-powered models (although not before the launch of 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 referred to it as a sedan in the past, perhaps because it looks like ‘a car… oh wait, really doesn’t actually look like an automobile. I think it’s like a liftback, as if you have gotten back on the elevator. Despite its somewhat over-wrought front-end style and a departure from the crisply tailored lines of the old A4 Sedan, he is also quite handsome as well.

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.

We tested in Firmament Blue, a dull and inky shade of colour that makes us realise why so many people buy grey cars…

It is a front-wheel drive platform like its predecessors, and has been suggested by the long front overhang of this vehicle. The A5 also sits on the new Premium Platform Combustion (PPC), which is now exclusive to Audi models.

That’s compared to the 3 Series, C-Class and almost everything else in this segment (which are rear-wheel drive by default) that is contrasted with That.

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 includes only this ‘Sedan’ and the Avant wagon. Audi has no two-door models, and is now without any coupe or convertible; Gone are the coupe and convertible.

A. trim level naming structure of Audi’s that was also removed, which gave cars two-digit numbers to the number used for power output is also known as an “advanced” name and has been gone too. Clearly variant names such as ’45 TDI’ and ‘35 TFSI–confused people are confused with the term, so Audi’s base A5 is now called the TFCI 150kW because, well, it produces 150W.

| 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 is the sportier S5, $114,900 before on-road costs in Sedan guise and $117,600 before off-the-beaten lines as an Avant.

To see how the Audi A5 lines up against the competition, check out our
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What is the Audi A5 like on the inside?

In the luxury car market, Audi used to be regarded as the norm for interior presentation and quality. Where is the point of ?

But it doesn’t mean that the A5’s cabin is more modern than its replacement car, but this doesn’t make it smarter to look at a new one. Ultimately, it has an apparently more beautiful design than its predecessor, with poor materials and less functionality.

Here is some good stuff, such as soft-touch trim across the top of the dash and doors with stitching details. The brushed metallic trim on the sides of the centre console is also convincing, as does .

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.

It has the centre console, which is absolutely slathered with gloss black trim that attracts dust and fingerprint stains immediately after it’s being placed on the center console. It has reached heretofore unsen levels of sheer volume, as it is known for its trim in the A5.

If you lift a piece of trim, which creaks loudly when touched by the hard plastic that runs across the front of the dash, then we go to the word. The useless 10 . Pressed 9-inch passenger touchscreen also creaks, while a rattle from somewhere around the dash was heard as it drove along coarse-chip surfaces.

Having said that my passenger display “It was just about the time I needed to look up something in owner’s manual but car locked my driver out of it because I was driving, so this is what really happened.” enter passenger display, where my passenger could view owner’s manual.

All of it can be done on the centre touchscreen, which is only slightly angled away from the passenger anyway (unless otherwise).

It’s a good idea for Audi to think about the Chinese market, where premium cars are now expected to have wall-to-wall screens. As well as the digital instrument cluster and touchscreen, it added this passenger display to its’smart-phone’ version of . That means a lumpy, disjointed-looking dashboard but the result is ‘an acronym for .

The 14. The 5-inch touchscreen has neat graphics and handy anchored shortcuts to the right, but menu structure is only slightly longer to be used for use.

The fact that we had to login as a user or guest every time we started the car was annoying and then confirm whether we wanted to use mobile data. The car would never remember our answer to the mobile data question and instead ask us every time, as we were just logging in as a guest. When you create a Audi account (but not the one that has to worry about this) then it’s all about .

Nevertheless, for some reason, the car would always default to one FM radio frequency even if it wasn’t the last of those in the vehicle. In our case, it was static .

Paraphrasing The 11. The same thing you’ll see in myriad Chinese cars and an increasing number of vehicles from non-Chinese brands a graph of the vehicle and the car around it, as well as the automobiles that are about it is on 9-inch digital instrument cluster. Audi figured that it needed this feature, not realising it’s a ‘completely useless ’.

A long time ago I was trying to find a full-screen map view in the digital instrument cluster, which is one of the most common Audi features. No one, though in terms of navigation you can see your turn-by–turn instructions here and in the head-up display. A map view within the cluster will appear if you use Apple CarPlay, 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.

Almost all traditional buttons have been removed in the interior of the A5 (although there is 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.

touch-capacitive steering wheel controls, so you can awkwardly slide your thumb over; for example, the volume controls or press the buttons and hear their unsatisfying plasticky click. Thankfully, Audi confirmed that it will be returning slide wheels back to the A5’s tiller on its a5.

mirrors, and light controls have been moved to the driver’s door. They’re also finished in, you guessed it, gloss black with. If you’re not careful, they’ll look shit at the end of the day and have that disappointing plasticky click.

Ultimately, it’s an improvement in the interior of the A5 than its predecessor’. But this is a step back in usability and material quality and, frankly, elegance.

A little bit of a touchy touches are still in the interior, but there is an easy height-adjustable and solid-feeling centre armrest up front (and Auto Gentle mode for climate control) and an auto gentle mode. Then there’s a cubby to the right-hand side of the steering wheel, which is also felt like.

You can also option Pearl Beige or Nutmeg Brown upholstery, which makes the A5 feel a little more special.

It was comfortable and supportive, even if this isn’t the most supple leather around us.’ The front seats were well-made with comfort and support from s as they did in their first two rows of back seat to one side (along with an upper body) There are also heating and power adjustment seats with extended thigh support, memory for driver; the seats have an automatic transmission of heat.

You have to pay extra for seat ventilation, but at least Audi provides it – that’s more than the case of rivals from BMW and Mercedes-Benz.

One of the business’ best sound systems is Bang & Olufsen, which has been up there with the like from Bowers / Wilkins. I’ve been in Audis for the past with B&O sound systems that have been sublime.

I was baffled, then, to discover the Bang & Olufsen system in this A5 was underwhelming. In most cases, these systems are good straight out of the box and you don’t need to fuck around with any of those settings. With this one, it’s a decidedly average and we tried to play around with the settings but couldn’t make sense of any good. It was a real disappointment for what’s usually regarded as the best audio brand.

Step into the back and there’s plenty of headroom for someone 180cm tall, and comfortable head restraints.

The scooped-out front seatbacks are a good legroom, but like in its predecessor, there is ‘a huge driveline tunnel that makes the centre seat largely no-go zone except for children; the center console also juts into the middle passenger’s space.

Audi cleverly made this a liftback rather than ‘driver sedans’. There’s a hands-free power tailgate and the boot space is easily accessible. It was no problem for us to fit two large suitcases with .

| 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.

After the petrol-powered range, the e-hybrid plug-in hybrid was introduced but only the S5 in Australia has Audi’s new ‘MHEV plus’ 48V mild-Hy Brid technology even though it is 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 of inner-city, suburban and highway driving mixed fuel consumption we recorded 8 miles (80 km) of gas. 1L/100km. that rose to 10 s. A week later, 8L/100km over the course of a week (though this was with ‘an urban skew heavy) and an 8 L/ 100km length.

| 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.

There is no stretch, but that’s not the A5 to drive. For instance, ride comfort – it’s firm but never uncomfortable – and the A5 laps up bumps and rutses without fuss.

A good engine noise suppression is also a good thing, too. You can be rewriting the A5 and yet very little noise travels aft of the firewall. But Tyre noise isn’t nearly as much suppressed, though, and there’s a fairly persistent roar – noticeable (if not quite noxious).

This A5 feels firmly poised and planted, holding steady from the Bridgestone Turanza-tyres. The chassis is good for a front-driver, turn-in is sharp, body control is excellent and this has slick turning in.

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A mid-size sports sedan is a bit disappointing, but the steering is rather deprsey for ‘the way it looks like that’. The weighting in Comfort mode, however not too feather-light, is fine. Despite the fact that there is no road feel here, when you’re tossing the A5 into a corner, it doesn’t give you much indication where they are pointed or how tight do the tyres have.

Our A5 would always be in Individual mode, and only after a wild mountain run did I realise the steering setting that was chosen in this mode – one of three configurable parameters (ADAS systems and the layout of instruments clusters – was ‘Comfort’.

No matter, no matter what . Auto mode The steering keeps you wanting more even if the person is in auto mode. A lot of artificial weight is added to change into Dynamic mode but no extra feel. A5’s artificially boosted weight felt like overkill on a winding road, while I prefer heavier steering but after briefly trying it with Dynamic for ages and switched off the mode.

In day-to-day driving, the lack of feel is less of a big deal, and the electrically assisted steering is inoffensive.

The seven-speed dual speed dual clutch auto hold gears are also made too long for Dynamic mode, as is the case with Dynama. Dynamic mode only amplifies this, as even in the other drive modes that the A5 has a tendency to do so.

For the most part, it is a good transmission (and sometimes quite well) to say that this is what s are. shifts are quick, but they’re smooth and virtually imperceptible because of being a dual-clutch unit. We never cared about the paddle shifters, and didn’t even bother with them.

And if the clutches decouple some of that low-speed vibration is due to being a dual-clutch unit, but there’s still something like that in this case. Getting through heavy traffic, for example, is when you’ll see it. Honestly it’s the worst thing about dual-clutch autos, and even the A5’S isn’t immune to that.

While it’s not a rocketship, the A5 rises and goes up without feeling underpowered. It’s just gentle off the line or you’ll chirp the tyres – this is a front-driver after all of them.

The active safety and driver assist systems worked well for the most part, though there were a couple of exceptions.

One day I took a curved overpass, but the car almost slam on the brakes when I was in danger of running into anything. When backing into a spot, the rear cross-traffic assist also intervened because there was ‘a car driving past on the other side of the garden bed bed’ and that it had been back to an area.

The adaptive cruise control was also used on one occasion, where the vehicle potted along at 91km/h in a 100km-h zone on ‘an straight road with no traffic ahead of it but for most part would hold the correct speed.

But we don’t mind the use of Audi’s traditional cruise control stalk, either – if it broke, don’t fix it. But if only Audi had followed that mantra elsewhere in the interior,.

But the worst thing about this car is that terrible reversing camera. You’re reversing into a hall of mirrors with its fish-eye effect, garage doors and parked cars becoming comically tall and narrow.

It isn’t a great resolution, it has suck and there can be ‘an obvious lag too. OH, and the parking sensors are too sensitive. All this makes the A5 so frustrating to park – you just get away with all of the aids and just use 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 also have a free three-year Audi connect plus subscription. Its connected services include live traffic data, and the ability to remotely see where your car is located and control its door locks. Automatic service reminder and emergency call functions are also available, which can be used 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

• Pedestrian detection

• 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 are covered by Audi Australia’s five-year, unlimited-kilometre warranty on the A5, a line of its own brand. This includes roadside assistance for the duration of the warranty, 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

childcareman.xyz’s Take on the Audi A5 TFSI 150kW

But I’ll say it’s been a long time since I drove an older-generation Audi A5 but doesn’t feel like the new car really puts the game on ‘and in some respects, it is actually stepping back.

This smartly merged A4 sedan and A5 Sportback into one practical liftback was more useful than most competitors, but the move away from physical buttons to touchscreen and touch-capacitive controls was less so that the A6 ‘Sedan’ became more functional than many rivals.

That means it’s not cheap at just under $80,000 before on-roads (and options) – even if it cuts 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.

The cachet of its badge makes you an entry level A5, but for someone who would not put a Skoda or even sex on their shortlist, this Audi is much cheaper to enter the mid-size executive car club than its BMW and Mercedes rivals.

But if you don’t care that it’s a front-driver and its steering doesn’T feel, then the drive is classy. A microfibre cloth is used to remove all the dust and smudges that will be inside… just bring in a microfiber cloth.

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