As part of Audi’s new strategy of allocating even numbers to electric vehicles and odd numbers to combustion cars – which subsequently has apparently changed again – the third-generation A5 range, introduced here last year, essentially replaces both the previous generation A4 sedan and A5 Sportback in the Four Rings line-up.
Confusing, for sure, but perhaps not surprising, as Audi tries to undo its all-electric future in favour of a more balanced mixed powertrain approach. The new A5 is also the first Audi model based on the VW Group’s Premium Platform Combustion (PPC). As such, the mid-sized sedan, at 4,829 mm in length, is 67 mm longer, wider (with a wider track), and higher (1,444 mm) than its predecessor, with a longer wheelbase (about 68 mm).
As a coupé or convertible is no longer available, the A5 sedan now sports a liftback with coupé styling cues, including a sloped roofline and a tailgate evoking the previous Sportback models. An Avant (estate) model is available overseas but is not offered locally.
Even in entry-level 2.0 TFSI form with S line trim, the new A5 looks focused and assertive, featuring a wider, flatter Singleframe grille with a three-dimensional honeycomb structure up front, framed by slim Matrix LED headlights and a flush bonnet, giving it a seamless, modern appearance.
Blisters above the front and rear wheel arches reference the iconic Audi Ur-quattro and add to the A5’s confident stance. At the rear, a continuous, three-dimensionally offset light strip with OLED rear lights, a dark diffuser, and rectangular exhaust trims contribute to its refined yet sporty look.
PANORAMIC DISPLAY
Inside, the centrepiece of the well-designed “digital cabin” (to use Audi-speak) is a new MMI panoramic display, also known as the “Digital Stage”, comprising a curved 14.5″ central touchscreen and an 11.9″ Audi virtual cockpit plus screen. Seamlessly integrated, these displays, with their high-quality graphics, are impressive but not always user-friendly, as reflections in intense lighting conditions can make parts of the main screen illegible.
We also missed buttons for easy navigation, although the MMI is now more refined, with better touch response and customisable layouts, and appreciated the (optional) head-up display with integrated driver assistance display that can now be used to control vehicle and infotainment functions.
Material fit and finish, and soft wrap design features in the interior, are of high quality. The B&O 3D sound system adds to the premium atmosphere, but, in our view, the ambient lighting, with its 30 bright colour options, does not really enhance it further. We also question the rationale for the optional 10.9″ passenger display in the dashboard.
Also, with Android Automotive as the operating system and Audi’s self-learning voice assistant now incorporating ChatGPT, one gets the feeling the cabin has become too gizmo-laden, leading to even more distracted driving behaviour. At least the optional panoramic glass sunroof with segmented, switchable transparency is a plus in our sunny, hot environment.
EASY GLIDER
Although bigger and roomier (with 445 litres of luggage capacity) than its predecessor, the new A5 feels lighter and nimbler on the road, and its standout trait (one shared with its main competitors from Mercedes-Benz and BMW) is its gliding, smooth, and relaxed ride quality over even tarred surfaces.
However, just like its rivals, the A5 is not so composed over rougher sections, mostly due to its low ride height and wide 19″ rubber. Even so, it handles undulations better than its Bavarian counterpart but not as well as its Swabian adversary (by a very small margin).
In terms of power delivery, the 2.0-litre TFSI engine (146 kW and 340 Nm of torque) in the A5, coupled with a super-smooth seven-speed S tronic dual-clutch transmission, is slightly more powerful than the similar powertrain of the BMW 320i (135 kW/300 Nm), compares well with the 1.5-litre mill in the Mercedes-Benz C200 (150 kW/300 Nm) but lacks grunt measured against the Alfa Romeo Giulia 2.0 t Veloce (206 kW/400 Nm).
However, acceleration and top-speed performance figures among the three Germans are much of a muchness. Besides, the entry-level front-wheel-drive A5 is not meant to be a speed machine (the quattro version packs 200 kW) but rather a smooth, premium boulevard cruiser.
Where the baseline A5 does fall short is in the handling department. Yes, it is still a highly competent all-rounder, but even equipped with S sport suspension, including damper control, and adaptive cruise assist plus, it isn’t as sharp and well-balanced in the corners as its immediate rivals.
LAST WORD
With a longer wheelbase, large wheels, and a low, athletic stance, the latest A5 captures the essence of premium performance without compromising interior space, and its coupé-like silhouette makes it an attractive vehicle in its class.
The entry-level S line model is also well-equipped compared to its rivals, but this (in our view) too-techie approach makes it expensive within its segment (it now retails from R1,123,000, compared to the BMW 320i M line (R970,231) and the Mercedes-Benz C200 AMG line (R1,008,949).
Even so, the A5, sold with a standard five-year/100,000 km Audi Freeway Plan, is an accomplished premium tarmac cruiser, offering excellent ride comfort, good flexibility and high convenience whether for daily driving or extended journeys.
Report by FERDI DE VOS | Images © AUDI AG
