2025 Audi S5 Avant Review

The latest Audi is the new S5. It’s the replacement for the old S4, which we quite liked. Is the new one better?

Remember the A4? It’s gone, Audi now calling it the A5. The first model we get here is this, the S5, the sportier version with more go. It’s only available as a wagon, or Avant in Audi lingo. That’s the way Kiwis prefer to buy an Audi that isn’t an SUV. More A5 models will follow in time, like a new plug-in, and perhaps even the sedan (which is more like a hatchback now). 

The S5 Avant kicks off at $147,990, and that gets you the first Audi built on the firm’s new Premium Platform Combustion (PPC) architecture. So pretty much everything is new here, including fresh styling, an electrified driveline and more screens.

Electrified naturally 

Under that sleek new bonnet lies a 270kW 3.0-litre V6 petrol with a variable geometry turbo while the driveline is aided by a 48v mild hybrid motor. The so-called Powertrain Generator adds 18kW and 230Nm to proceedings and helps trim emissions by 17g/km, equivalent to 0.74L/100km according to Audi. That’s because it allows for engine-off running under a light throttle load, and you can creep along in traffic and in the car park on the motor too. But the number you really want to know is 4.5, as in seconds to 100km/h. Click the DSC off, push down on both pedals and this will set the V6 to 4000rpm. Release the brake and then the seven-speed ‘S tronic’ auto suddenly has to deal with 550Nm of torque surging through its clutch plates. The S5 sinks back on its haunches as the fronts scratch for added traction and it roars off. It’s comfortably quick, shall we say, without being rabidly fast. It needs to leave some room for the expected RS version after all (see below)

In everyday ramblings, the hybrid system is generally smooth; you don’t notice that the engine is sleeping on the job, and it’s switched back on seamlessly when you add gas again. Occasionally you might notice a smidge of hesitation and there can also be a minor moment getting away from stopped, though only when you’re in a hurry. The engine otherwise delivers the usual abundant torque an S5 owner will want. Its dual-clutch is a refined shifter, although make sure you give the brake a pump when on inclines to initiate the hill holder. Otherwise you’ll start rolling backwards. The fuel figure is stated as 7.8L/100km on Rightcar, though the long term average here was knocking on 11.

Its steering weight is light in the Comfort mode, and the rack is quick. The turning circle is a little large, the clarity of the surround view camera could be better too, especially for a six-figure machine. S5 gains adaptive dampers which deliver a rather compliant ride in Comfort mode for a low rider on 20s. It’s an easy car to live with day to day.

Business as usual inside?

There’s a new look in the cabin, inspired by the Q6. This ‘digital stage’ sees a larger central screen (complete with OLED tech) flanked by the driver’s screen on the right and a smaller screen for the passenger. These screens are all well integrated into the dash. The passenger display is something for the kids to play with but doesn’t seem overly useful otherwise. Nor are the reflections it adds to the cabin.  

The new way of doing things on the main screen will take a fair chunk of your attention, at least until you get used to it all. There is a lot of new stuff here for Audi, and you’ll have to login with your Audi ID to get the best of it (while they gather up all your preferences). Learn to utilise the voice help and you can get things done quickly; it can even select the drive modes for you.

The digital instrument panel has a few different views but nothing particularly sporty for an S5 as the driver assistance features take pride of place. The head-up display can be configured to show a raft of information, but also features a minimal mode. There are new haptic buttons on the wheel that work okay (for haptics that it is). While there are ‘premium soft fabrics’ on the dash and cushy spots in the right places, there are some harder plastics on the lower bits too. Some of the shiny black surfaces were already showing signs of wear. 

Storage is a little lacking in the cabin but there are enough charging options, including a pad that keeps your device secure in place. The driving position feels snug compared with all the SUVs we drive, the wheel (now flattened top and bottom) is power adjusted and the sports seats are nicely trimmed, not too rigid and have a trio of tricks (heating, ventilation and massage).

The indicator tick seemed to be oddly muted but perhaps it’s to do with the LED strip lighting under the windscreen. This is used to bring your attention to hazards if one of the driver aids senses danger, while a portion at the base of the pillars blinks green when you indicate. The lighting is also used to help direct you about when using the nav. 

S5 safety minders are plentiful but largely quiet. There is a very discreet ding when you break the limit but that’s about it. The adaptive cruise works perfectly well, though lacks an assisted mode to take care of the steering on the motorway.

Its aero-friendly door handles usually work well, although they didn’t want to unlock that one time it was pouring down, typical. 

Despite being 4.83m long, rear seat space seems a little tight in terms of both leg room and entry. It’s more of a 2+1 rear bench. The load space isn’t overly generous either, merely adequate measuring up at 448L.

Goes like an S should? 

Clicking the Drive Select button a couple of times shuffles the S5 through the Efficient, Comfort, Dynamic and Individual modes, but we wondered where Adaptive had gone? We like that setting in an Audi, the car doing just that, adapting to your inputs to save you fiddling about. Individual lets you tune the steering and suspension between Comfort, Balanced and Dynamic settings, but the other parameters include driver assist and the dials, nothing for the powertrain. 

You can click the transmission to S mode but then it will default back to D mode if it deems you’re not going hard enough.

So we rolled with Dynamic, though it can be a tad racy for the road. The suspenders aren’t too firm in this setting but be prepared for a few bumps along the way. The engine snarls a bit louder in Dynamic. It revs quickly but not that high, done just past 6000rpm. From 2000rpm onward this feels brawny, however, and the trans is snappy with the shifts, teeing up a well-timed downshift when braking too. 

While they say this new generation of twin-clutch is lighter, relieving some weight from the front axle, the S5 still has a tendency to work its front tyres hard if you’re too hot heading into the turns. It’s therefore better to temper your enthusiasm on the way in, get it turned and then gas it up early. Then the rear sports diff with its active torque vectoring can get to work properly, helping it stick like an AWD machine should. The steering is okay, doing nothing wrong but is light on interaction. The brakes are solid performers, without any regen gremlins. 

What else to consider? 

There’s nothing much in this price range if you want a quick and comfortable wagon. The M340i is a match on money ($139,400) and with 275kW and 0-100 in 4.4sec, it’s a contender but is a sedan. There is the M3 Touring but that’s $200k, and perhaps a little too hard core for the drive to work. The AMG C43, is a four door as well, but with 300kW. It is currently priced from $138k, if you don’t mind driving a four cylinder. 

If you are really concerned about the economic outlook but need new wheels, the Skoda Octavia RS is not in the same league of performance but is a likeable performance wagon for a lot less cash.  

Audi S5 Avant 
$147,990  /  7.8L/100km  /  178g/km
0-100 km/h 4.5s
Ambient cabin noise  76.1dB@100km/h
Engine  2994cc / V6 / T / DI
Max power  270kW@5500-6300rpm
Max torque  550Nm@1700-4000rpm
Drivetrain  7-speed twin-clutch / AWD
Front suspension  Mac strut / sway bar
Rear suspension  Multilink / sway bar
Turning circle  12.1m (2.0 turns)
Front brakes  Ventilated discs (360mm)
Rear brakes  Ventilated discs (350mm)
Stability systems  ABS, ESP, TV
Safety  AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size  f/r-245/35R20
Wheelbase  2896mm
L/W/H  4835 / 1860 / 1444mm
Track f-1616mm  r-1601mm
Fuel capacity  56L
Luggage capacity  448-1396L
Tow rating  750kg (1900 braked)
Service intervals  24 months / 30,000km
Scheduled servicing  3yrs / 150,000km
Warranty  5yrs / 150,000km
ANCAP rating  Not yet rated
Weight (claimed)  1965kg