2025 Audi A5 Sedan and Avant e-hybrid Quattro – Major Changes You Did Not Expect!

Audi is not one to sit still for long, and the latest chapter in the A5’s evolution proves it. After briefly trying to divide its combustion and electric models by odd and even numbers—a strategy that confused more than it clarified—the brand has circled back. The naming quirks remain for some models already on the road, but the logic has changed. And now, the familiar A4 badge has made way for the A5 on Audi’s compact executive saloon and estate.

As before, the faster S5 variant sits at the top of the regular lineup, and now Audi introduces a new plug-in hybrid version under the E-hybrid nameplate. It might not be instantly recognizable at a glance, but it signals Audi’s commitment to electrification in a way that is more straightforward than the old power-based numeric badges.

In many ways, the A5 still feels like a familiar Audi. There are petrol and diesel options, and yes, the sporty S5 still brings a V6. But Audi has made some clear changes—thankfully, fake exhausts are out. The diesel gets genuine dual square pipes, while the petrol versions show off their real trapezoidal exits.

Size-wise, this is not exactly a compact car anymore. It has grown by 67 millimeters in length and 13 millimeters in width, putting it close to the size of early 2000s A6 models. And while it may look new, it rides on an evolved version of its previous platform, now called the Premium Platform Combustion or PPC.

The longitudinal engine layout continues, unlike the transverse layout used in other group models like the Skoda Superb and Volkswagen Passat. This allows for better suspension, more flexibility in power delivery, and support for the V6 engine in the S5.

The most meaningful upgrades are under the hood. Both the 2.0-liter diesel and the 3.0-liter petrol V6 are now supported by a new hybrid system called MHEV Plus. Do not let the name fool you—it is more than a mild hybrid. It uses an integrated starter-generator and a secondary electric motor mounted on the gearbox output shaft, which contributes up to 25 brake horsepower and can regenerate 25 kilowatts of energy. The electric motor can also drive the car on its own under light loads.

This new system has allowed Audi to switch from an eight-speed automatic to a more efficient seven-speed dual-clutch transmission. The V6 also now features a variable-geometry turbocharger, improving low-end torque and response. Four-wheel drive is available only on the 2.0-liter diesel and the V6-powered S5, both now using a multi-plate clutch rather than the traditional Torsen center differential.

Power outputs are now displayed in kilowatts or PS instead of the confusing 30, 35, 40 system. For the United Kingdom, the A5 comes with a 2.0-liter petrol engine making either 148 or 201 brake horsepower, both with front-wheel drive.

The new plug-in hybrid E-hybrid pairs a 248 brake horsepower 2.0-liter turbocharged engine with a 141 brake horsepower electric motor. The total system output is 295 brake horsepower and 332 pound-feet of torque, giving a zero to sixty-two miles per hour time of 5.9 seconds. It uses a 20.7 kilowatt-hour battery with a real-world electric-only range of 62.8 miles in the saloon and 62.1 miles in the Avant estate.

The interior design follows Audi’s newer models like the Q6 E-Tron, relying heavily on digital displays. While the touchscreen works decently, the absence of physical buttons for key functions is a step back. Material quality is another letdown, with plenty of hard plastics and less premium feel compared to its predecessor.

Rear passenger space is good, and the boot offers 445 liters in the saloon and 476 liters in the Avant. However, choosing the E-hybrid reduces cargo space to 331 liters for the saloon and 361 liters for the estate due to battery placement.

On the road, the hybrid system shines in low-speed driving. It cuts the engine when possible and offers quiet, smooth electric drive. There is a gentle whir from the electric motor during acceleration or regeneration, adding character without sacrificing refinement. The dual-clutch transmission can be jerky at low speeds but works well otherwise.

The 2.0-liter diesel is solid and efficient, albeit noisy when cold. While diesel sales are falling in the United Kingdom, Audi continues to offer it due to stronger demand in other European markets.

The 2.0-liter petrol with 148 brake horsepower is acceptable, but feels strained under load. The 201 brake horsepower version is a more sensible option. Audi has left out the hybrid system on this base petrol model to keep pricing competitive.

Official figures show 108.6 miles per gallon for the E-hybrid and 53.3 miles per gallon for the 201 brake horsepower petrol Avant. Our short test loop suggested real-world returns in the high-40s or low-50s miles per gallon.

Unfortunately, all test cars had adaptive dampers, which will not be offered on standard United Kingdom models. Instead, buyers get a choice between Comfort or Sports suspension, depending on trim. Early impressions suggest the ride is firm and a little under-damped.

Prices in the United Kingdom start at £41,950 for the 148 brake horsepower petrol, rising to £46,950 for the diesel and £48,950 for the E-hybrid saloon. Estates add £1,900 across the board.

For buyers wanting a taste of electric driving with none of the range anxiety, the A5 E-hybrid offers a balanced solution. It may not out-handle a BMW or match a Skoda for practicality, but it delivers a well-rounded experience.