2025 Audi S5 Avant | UK Review
The Audi S4 was a powerful, subtle fast estate with a turbo V6 - the S5 hasn't fallen far from the tree
Just so we’re all up to speed on the new Audi naming strategy (there’s a lot to think about at the moment), anything with an odd number in its badge going forward will have a combustion engine of some description, be that mild-hybrid petrol, diesel, or a PHEV. An even number (see the new A6 e-tron) means it’s an electric vehicle. So where the car here would once have been an S4 Avant (because it looks A4-sized), it’s now an S5. A small change that feels like a bigger one than it probably is, no doubt assisted by the A4 and its performance derivatives becoming so well established over 30 years on sale here. Of almost nine million made since 1994, we bought 675,000 A4s in the UK.
It’s A5 and S5 from this moment forward, with just saloon and estate offered. Part of the naming refresh is a streamlining of the respective ranges as well, to focus on the most popular models. A shame for those of us intrigued by, say, a V6 TDI Allroad or manual A5 cabrio, if understandable in the current climate. A plug-in hybrid A5 will follow in due course, presumably followed by a fully electric A4 of some description, though for the moment the 5s are with a pair of petrols (150hp and 204hp), a solitary diesel (204hp), and then the 367hp, mild-hybrid S flagship. That’s it. Still, if it means 35s, 45s, and 55s are banished to the history books, that must be good news.
Probably the S5 Avant isn’t meant to remind anybody of the RS Q8, but that’s what comes to mind looking at the specs, purely as Audi hasn’t tried to overcomplicate things. The big SUV has eschewed full-on hybridisation for now (and the best RS 4x4 yet has resulted), while the fast estate has kept the emotional appeal of six cylinders with just a little help from a 1.7kWh battery. This isn’t a £70k premium wagon with four cylinders like an AMG C43, it isn’t a plug-in Peugeot with a 1.6, or yet another car from this empire with the EA888 four-cylinder turbo. It’s nice to have six petrol cylinders in a reasonably compact family car - just ask BMW - and even nicer to see them return in 2024 (the most recent S4 was a TDI). And while the mild-hybrid plus tech sounds a bit gimmicky, it isn't unpleasant to have your first and last miles done on electric alone.
Hidden somewhat among the benefits of the new Premium Platform Combustion (like Premium Platform Electric, in the Q6, but for engines), however, is that the fast Audi formerly known as the S4 has become really chunky. The expectation from previous models, new architecture and the lack of a plug hovers somewhere around 1,800kg, though an S5 Avant is actually 1,965kg before a person is onboard. The assumption was that it could show up heavier PHEV rivals with a weight saving, but that’s not to be the case. It’s a two-tonne car.
Good job, then, that PPC brings a useful raft of changes as well. Everything important to how a car drives has been overhauled for this architecture, from steering and dampers to transmission and brakes. Even on a fairly modest, heavily trafficked route, moreover, it was clear this S5 represents a useful improvement over the old car. The modes (Efficiency, Comfort, Auto, Dynamic, Individual) still remain accessible via a fiddly switch at the bottom of the console - another button on a wheel strewn with them would be fine - but no longer does their influence on the car feel as contrived or synthetic.
A little more heft to the steering and rigour to the damping makes sense when driving faster, so that’s what dynamic delivers. There isn’t a sudden ramping up of aggression or noise for the sake of it (which always feels a bit try-hard). And in any scenario the steering now feels better connected to the front wheels, the brake pedal is firm and reassuring despite the increased regen that’s happening, and the V6 growl is always a welcome accompaniment. An S5 might mean evolution rather than revolution over an S4, though it certainly feels usefully improved in the way it rides, handles, steers and brakes, which is welcome.
The 3.0-litre motor is a decent unit, probably most notable for its generous torque peak of 406lb ft, made from 1,700 to 4,000rpm. (A BMW M340i can maintain its maximum for longer, though that’s only 369lb ft). It means the Audi always feels usefully brisk, the electrification meaning you’re never really waiting for turbos to spool or allow for any quirks in the power delivery. It’s smooth, it’s strong, it’ll officially do 35mpg - this is exactly the engine a compact Audi S estate needs in 2024.
Perhaps some might want for a tad more speed. While the new platform does a great job of dealing with the weight from a ride and handling perspective, it’s not possible to totally disguise it in terms of raw acceleration. Not that long ago an S4 was 354hp and 369lb ft strong, while weighing about 1,700kg (and costing a lot less). So it felt a bit faster. As does a C43, with more than 400hp and less than 1,900kg to move around. Nevertheless, the S4 benefits from a slick seven-speed dual-clutch, which is usefully sharper than the eight-speed auto, and that generous torque that means performance is always adequate. Though not really any more than that.
As for the rest of the S5 package, it’s probably fair to call it a mixed bag on first acquaintance. There wasn’t really long enough to draw any unequivocal conclusions, though to these eyes it’s a smart-looking Audi, complete with some snazzy new light options and just the right amount of aggression conferred by the chunkier grilles and bigger wheels. Grenadine Red must be worth spending the few hundred quid on, purely by dint of not being white, grey or black. Too much silver trim feels preferable to an overwhelming amount of black trim.
The inside is crammed full of screens, and if anything it’s the most obviously new part of the S5 experience given the recognisable sound and design. Broadly speaking they’re very good, crisp and clear and with a smart passenger display like they’re in a Ferrari, though on more than one occasion the touchscreen didn’t respond on first request when switching from the native system to CarPlay. Maybe the Android Automotive Operating System hates having to deal with an Apple product, and you’re best just relying on the inbuilt box of tricks, but it’s worth noting. Particularly from the passenger seat with the 10.9-inch ahead and 14.5-inches in the middle, the onslaught of screens can feel a bit much. It’s the first time in this class of car that’s felt the case.
Despite a few quibbles (which should probably also include a brake pedal that’s a tad high) there’s a lot to like about the S5 experience - maybe because Audi hasn’t attempted to reinvent the segment with this car. It’s a faster, better to drive, cooler to look at version of its smallest estate car, just as an S4 was. That the Avant now feels a more cohesive car to drive can only help its cause. Certainly a twin test with the BMW M340i xDrive Touring would be worthwhile, just to see which mild-hybrid six is most likeable and which infotainment system is least irritating. Both would already make fine family holdalls - because what more are you actually going to need?
SPECIFICATION | 2025 AUDI S5 AVANT LAUNCH EDITION
Engine: 2,995cc, turbocharged V6 with 1.7kWh battery/24hp mild hybrid
Transmission: 7-speed dual-clutch S-tronic auto, all-wheel drive
Power (hp): 367@5,500-6,300rpm
Torque (lb ft): 406@1,700-4,000rpm
0-62mph: 4.5sec
Top speed: 155mph (limited)
Weight: 1,965kg (DIN)
MPG: 35.3-35.8
CO2: 178-181g/km
Price: £68,425 (price as standard; price as tested £72,905 comprising Grenadine Red for £725, Sound and Vision Pack (HUD, Bang & Olufsen premium sound with 3D sound and headrest speakers, ambient lighting package pro with dynamic interaction lights, increased charging capacity for USB ports) for £2,495), Pano roof with switchable transparency for £1,160)
After all the years seeing such lightweight brakes proliferate such models for superior ride, looks, maintenance, performance etc, we can now see cheapness and bean counting winning out.
It makes you wonder where else they’ve been skimping too.
After all the years seeing such lightweight brakes proliferate such models for superior ride, looks, maintenance, performance etc, we can now see cheapness and bean counting winning out.
Fair point. Even my old 3.0s Capri had 'twin pot calipers'
It makes you wonder where else they’ve been skimping too.
After all the years seeing such lightweight brakes proliferate such models for superior ride, looks, maintenance, performance etc, we can now see cheapness and bean counting winning out.
It makes you wonder where else they’ve been skimping too.
The M340i touring starts at about 10k less (£63k apparently). I think i'd rather have the BMW with 10k worth of options.
The M340i touring starts at about 10k less (£63k apparently). I think i'd rather have the BMW with 10k worth of options.
To be honest unless base specs are identical that sort of difference is just noise and a few quid on the monthlies. I like it and the price is not outrageous. The weight is very disappointing given it is not a PHEV.
To be honest unless base specs are identical that sort of difference is just noise and a few quid on the monthlies. I like it and the price is not outrageous. The weight is very disappointing given it is not a PHEV though.
Anyway, those weird grey plastic bits remind me a bit too much of this:
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