Audi A5 Avant Review

This is the car that effectively takes over from the old Audi A4 Avant, even though the badge now says Audi A5. That naming change matters less than the car itself, because the brief is still familiar. This is Audi’s core premium estate for buyers who want something smarter and more upmarket than a mainstream family wagon, but who still need useful rear seats, a proper boot and the sort of long-distance comfort an SUV often struggles to match.

It gets most of the important bits right. The Audi A5 Avant looks clean and expensive without trying too hard, with a lower, wider nose than the old A4 Avant and a sleeker tail that still leaves room for a practical load bay. It’s a handsome estate rather than a showy one, which suits the market well.

Inside is where the Audi really lands its punch. The dashboard is dominated by an 11.9-inch digital Audi virtual cockpit and a 14.5-inch central MMI display, and the overall effect is modern without feeling like design for design’s sake. Audi has moved more controls into the screen than before, which will not suit everyone, but the software is well judged and the system is quicker to understand than some rivals’ set-ups.

The broader appeal is refinement. The Audi A5 Avant feels engineered for people who cover miles. Wind noise is low, seats are supportive, and even the diesel manages to feel smoother and quieter than many buyers will expect. That makes this one of those cars that quietly impresses more the longer you spend in it.

Practicality is decent rather than outstanding. The boot is usefully shaped and flexible, but the Audi trails key rivals on outright litres, especially in diesel and plug-in hybrid form. Rear-seat space is improved over the older car, though taller adults may still find a BMW 3 Series Touring or Mercedes-Benz C-Class Estate a little airier.

Engine choice is simple enough. The entry petrol makes sense for lighter use, the diesel is the obvious long-distance all-rounder, and the plug-in hybrid is the tax-led option if you can charge it regularly. That leaves the regular A5 Avant range easy to understand, which is no bad thing in a premium market where trim and engine hierarchies can get needlessly messy.

For most buyers, the best version is the 204PS diesel in regular A5 Avant form, paired with the lowest trim that gives you the look and equipment you actually want. It suits the car’s character better than anything else in the range, with strong motorway refinement, a useful 400Nm of torque and official economy of up to 57.5mpg in front-wheel-drive form.

The current UK trim structure is straightforward and, importantly, even the least expensive versions don’t feel sparse. The regular Audi A5 Avant now starts at S line, then steps up to Black Edition and Vorsprung. That means even the least expensive current car looks smart and comes with the big-screen cabin, heated front seats, three-zone climate control, adaptive cruise control, a rear-view camera and park assist plus. You’re not buying a poverty-spec Audi here.

S line is the sensible choice if you want the best balance of value and desirability. It brings the sportier look most buyers want, 19-inch alloys, sport suspension and twin leather trim, without straying too deep into option-heavy territory. Black Edition looks sharper again but is more about style than substance, while Vorsprung is the tech-and-luxury version rather than the obvious value pick.

The plug-in hybrid makes most sense for a fairly specific buyer profile. It is strong on company-car tax and short electric commuting at up to 66 miles, but it gives away a lot of boot space. For most private buyers, the diesel remains the more convincing all-rounder.

The current regular A5 Avant range starts at £44,6600 in Sport trim, £47,310 in S line form, £50,460 for the Black Edition and £59,200 for the Vorsprung. The plug-in hybrid A5 Avant e-hybrid starts at £51,405, with higher trims climbing quickly beyond that.

That puts the Audi right where you would expect in the premium estate market. It is dearer than large mainstream estates such as the Volkswagen Passat Estate and Skoda Superb Estate, but broadly in line with a BMW 3 Series Touring or Mercedes-Benz C-Class Estate once you compare like-for-like trim and power.

You do need to keep a close eye on specification creep. The Audi A5 Avant is very well equipped already, and Audi’s option packs can make a pricey car expensive in a hurry. The good news is that you do not need the highest trim to end up with a car that feels complete.

The BMW 3 Series Touring remains the driver’s choice in this class. It’s more involving than the Audi and still a strong all-rounder, although its cabin doesn’t feel obviously more special.

The Mercedes-Benz C-Class Estate is the softer, slightly more comfort-led option. It majors on a plush feel and rear-seat ambience, though some buyers will find the Audi’s infotainment easier to get on with.

If practicality matters more than badge appeal, the Volkswagen Passat Estate is one of the strongest alternatives. It’s roomier, cheaper and easier to justify as a family workhorse, with a 690-litre boot that makes the Audi look modest. The Skoda Superb Estate makes a similarly strong case, matching that 690-litre capacity while also offering vast rear-seat space.

The Volvo V60 is still worth a look if you want something stylish and comfortable that feels a little different from the German trio, though the Audi counters with a more polished digital cabin.

The Audi A5 Avant is practical enough for most family use, but this is not the biggest estate in its class. Petrol versions offer 476 litres with the rear seats in place, which is useful without being outstanding. Diesel versions drop to 448 litres, while the plug-in hybrid takes a much bigger hit at 361 litres thanks to the battery packaging.

That leaves the Audi behind the BMW 3 Series Touring and Mercedes-Benz C-Class Estate on outright boot capacity, and much further behind roomier alternatives such as the Volkswagen Passat Estate and Skoda Superb Estate, both of which offer 690 litres in standard estate form. So while the Audi A5 Avant is an easy car to live with, it’s worth being honest about what you’re getting. A chunk of the appeal here is the premium feel and sleeker design rather than maximum cubic capacity.

The load bay itself is thoughtfully done. The rear seats split 40:20:40, the floor lies flat when they are folded, the boot lid is electrically operated as standard, and the luggage cover lifts out of the way when you open the boot. That makes the Audi more useful in practice than the raw litres suggest.

Up front, the Audi A5 Avant is easy to get comfortable in and the driving position feels lower and more car-like than an SUV, which many buyers will appreciate. Visibility is generally good, although the rear is not as airy as some squarer estates. Interior storage is adequate rather than brilliant, with decent door bins, a wireless phone charging pad and the usual smaller cubbies.

Rear-seat accommodation is fine for average-sized adults and perfectly usable for family life, but taller passengers may find headroom and overall airiness a touch tighter than in the BMW or Mercedes. That’s the Audi A5 Avant in a nutshell; it’s practical enough, often clever in the details, but not the class benchmark for space.

The Audi A5 Avant measures 4,829mm long, 2,099mm wide and 1,460mm tall. It’s a sizeable estate, which helps it feel planted and relaxed at motorway speeds, but not so large that it becomes awkward to manoeuvre. Against its key premium rivals, it sits right in the middle of the class for overall footprint.

Audi has done a strong job here. The standard digital set-up uses an 11.9-inch Audi virtual cockpit and a 14.5-inch OLED central touchscreen with navigation, app store access, smartphone interface and Audi Connect functions. The screens are sharp, fast enough to respond properly, and laid out in a way that makes them easier to live with than some over-styled rival systems.

There is more reliance on touch control than before, including for climate functions, which is not ideal. Physical knobs would still be easier. Even so, the software itself is well judged, with always-visible shortcuts and much better voice control than older Audi systems.

Standard kit is strong. The Audi A5 Avant comes with adaptive cruise control, rear-view camera, park assist plus, keyless entry, wireless phone charging, heated front seats and three-zone climate control. Vorsprung adds a 10.9-inch front passenger display with a privacy function so the driver cannot see video content from their seat.

Audi also offers a Technology Pack that adds matrix LED headlights with eight selectable light signatures, a head-up display, a Bang & Olufsen 3D sound system with 16 loudspeakers and a dynamic interaction light across the cabin. It is a pricey extra, but it includes the sort of equipment buyers in this class often want.

Material choice depends on trim, but even lower versions feel properly premium. Sport models have leather and leatherette upholstery, S line uses twin leather trim and front sport seats, while Black Edition and Vorsprung move to microfibre Dinamica with leatherette. The overall finish is strong, with convincing soft-touch materials around the key touchpoints and more tasteful detailing than some rivals.

There are still a few frustrations. The steering wheel’s touch-sensitive controls are not as intuitive as conventional buttons, and some buyers will prefer simpler physical climate controls. But judged on appearance and finish alone, the Audi A5 Avant still has one of the most impressive interiors in the class.

The range starts with a 2.0-litre TFSI petrol engine producing 150PS and 270Nm. It covers 0-62mph in 9.8 seconds, which is perfectly adequate for lighter use, though it’s not the one to choose if you regularly carry passengers and luggage.

The more convincing petrol is the 204PS version of the same 2.0-litre engine, with 320Nm and a 0-62mph time of 7.8 seconds. It feels brisk enough for the class and suits lower-mileage buyers who want a quiet, smooth engine without stepping into plug-in hybrid territory.

Then there’s the 2.0-litre TDI with 204PS and 400Nm. Front-wheel-drive versions mange 0-62mph in 7.7 seconds, while quattro four-wheel-drive versions cut that to 6.9 seconds. This is the standout regular engine in the range because it matches the car’s long-legged character so well.

The Audi A5 Avant e-hybrid combines petrol and electric power for 299PS and 450Nm, with 0-62mph taking 5.9 seconds. It uses a 25.9kWh battery with 20.7kWh net usable capacity and can cover up to 66 miles on electric power alone. That makes it a serious company-car option, though the smaller boot means it’s not the most rounded family choice.

If you’re looking for something with a bit more punch, you may want to take a look at our Audi S5 Avant review.

The Audi A5 Avant feels solid and composed from the first few miles. Around town it’s easy enough to manoeuvre, the steering is accurate, and the standard camera and parking assistance help take the sting out of tighter manoeuvres.

Ride comfort depends on wheel size and suspension choice. Cars on the smallest wheels and standard suspension do the best job of smoothing out rough roads. S line and above bring sport suspension, which is still acceptable but has a firmer edge. Optional adaptive suspension helps if you want a broader spread between comfort and control, though it still does not turn the Audi into the most entertaining car in the class.

That remains the BMW 3 Series Touring’s territory. The Audi is tidy and secure rather than playful. It sits between the BMW and the Mercedes-Benz C-Class Estate in character, with more body control than the Mercedes and less driver involvement than the BMW.

Where it really scores is on the motorway. Wind noise is low, tyre roar is well suppressed, and the seats are genuinely comfortable over long distances. Even the diesel feels impressively smooth and subdued. If your typical week involves long runs rather than back-road heroics, the Audi A5 Avant is a very convincing companion.

The Audi A5 scored a maximum five-star rating from independent safety organisation Euro NCAP in 2024. It was rated at 87% for adult occupant protection, 88% for child occupant protection, 78% for vulnerable road users and 77% for safety assist.

Standard safety equipment includes autonomous emergency braking, lane-departure warning, traffic-sign recognition and hill-hold assist. There are two Isofix points in the rear and one on the front passenger seat, while child-presence detection is also fitted. Higher-spec cars add more advanced assistance features, but even the standard safety package is strong.

Officially, the 150PS petrol can return up to 41.7mpg, while the 204PS petrol manages up to 41.4mpg. Those are acceptable figures for a car of this size and performance, but neither is exceptional.

The better long-distance option is the 204PS diesel. Front-wheel-drive versions are rated at up to 57.5mpg, with quattro four-wheel-drive versions up to 54.7mpg. If you spend a lot of time on the motorway, this is the one that makes the strongest financial and practical sense.

The plug-in hybrid is different. On paper it can look extremely efficient, but those results depend heavily on regular charging and the sort of journey pattern that lets it use its battery properly. Use it mainly as a petrol car and the case becomes weaker quite quickly.

Audi covers the Audi A5 Avant with a three-year or 60,000-mile warranty. Plug-in hybrid battery degradation cover runs for five years or 100,000 miles.

Service intervals depend on how the car’s used – they can be on a fixed or flexible regime which suit low-mileage drivers or high-mileage drivers respectively. Fixed service intervals are annually or every 9,300 miles, whichever comes sooner. For flexible service cars, the intervals are every two years or up to 18,600 miles. It’s worth noting that, as a premium brand, dealer servicing costs are unlikely to be cheap by family-car standards.

Insurance groups run from 25 to 40, which is about what you would expect for a premium estate of this type. Lower-powered petrol cars are the easier route in, while stronger diesel and plug-in hybrid versions sit higher. As ever, a bigger wheel, higher trim and pricier list price can all nudge premiums up further.

A5 Avants pay the standard Vehicle Excise Duty (VED or road tax) rate of £200 a year after the first year. 

The expensive car supplement is the bigger issue. For non-electric cars, the threshold remains at a list price above £40,000, and every A5 Avant comfortably clears that. That means most versions will also face the additional rate for five years from the second year of tax – an extra £440 a year for a total of £640 annually.