The 2025 Audi A5 Avant replaces a legend with more screens and more complexity

48,200 Euro is the entry price for the 2025 Audi A5 Avant in Germany. This vehicle replaces the long-standing A4 as Audi reshuffles its naming strategy. Even numbers are now for electric cars, while odd numbers like this one signify internal combustion. It is a significant shift for a brand that built its reputation on the A4 sedan and wagon.

The BMW 3 Series Touring starts at 47,700 Euro and remains the primary rival for those who enjoy driving. A Mercedes-Benz C-Class Estate begins at roughly 48,000 Euro and prioritizes a softer ride. If you need more space and can live without a premium badge, the Volkswagen Passat starts at 40,000 Euro. This Audi sits right in the middle of the premium pack.

Audi built this car on the Premium Platform Combustion architecture. This is a new foundation designed for cars with longitudinal engines. It was created to allow for more advanced electronics and hybrid integration. It is not a shared platform with the electric models, which is a good thing for packaging.

The 2.0-liter diesel engine produces 204 horsepower and 400 Newton meters of torque. It features a new 48-volt system that Audi calls MHEV Plus. This setup uses two motor-generators to improve efficiency. One is an integrated starter generator and the other is a powertrain generator on the output shaft.

This electric motor can provide up to 24 horsepower of additional boost when you accelerate. It allows the car to glide with the engine off at highway speeds. It also handles low-speed maneuvering like parking without burning a drop of diesel. This is a complex solution to the problem of city emissions.

The engine is paired with a seven-speed dual-clutch transmission as standard. It shifts quickly but can sometimes feel hesitant when you pull away from a stop. You should test this behavior in stop-and-go traffic before signing the papers. The transition between electric gliding and engine power is mostly seamless.

Front-wheel drive is the standard configuration for the base models. The 204 horsepower diesel is also available with Quattro ultra all-wheel drive. This system disconnects the rear axle when it is not needed to save fuel. You should opt for the Quattro version if you plan on towing or driving in wet conditions frequently.

The suspension uses a four-link design at the front and a five-link setup at the rear. Steel springs are the default choice for the base and Advanced trims. They provide a ride that is firm but controlled. You will feel the weight of the car over larger expansion joints on the motorway.

Adaptive dampers are an optional extra that costs around 1,000 Euro depending on the package. These allow you to adjust the firmness of the ride through the drive select menu. They make a noticeable difference in how the car handles broken city pavement. I would consider these a mandatory upgrade for a car at this price point.

The S sport suspension lowers the ride height by 20 millimeters. It is included with the S line exterior package. This setup is quite stiff and transmits a lot of vibration into the cabin on poor roads. It makes the car look better but ruins the long-distance comfort that an Avant should provide.

Inside the cabin, the dashboard is dominated by a curved OLED display. The driver gets an 11.9-inch instrument cluster. The central MMI touchscreen measures 14.5 inches. It is a high-resolution system that looks impressive but functions poorly compared to physical buttons.

Audi has removed almost all the physical controls for the climate system. You must now use the bottom edge of the touchscreen to adjust the temperature. There is no haptic feedback for these virtual buttons. This requires you to take your eyes off the road for even the simplest adjustments.

Defrosting the windshield or changing the seat heating level now involves navigating menus. This is a safety concern and a clear step backward in ergonomics. The lack of a physical volume knob for the passenger is another annoyance. You are forced to use a touch-sensitive slider on the center console instead.

The steering wheel uses haptic touch pads instead of real buttons. These pads are sensitive and easy to trigger by accident while turning. I find this interface choice to be deeply frustrating in daily use. It feels like technology for the sake of technology rather than for the benefit of the driver.

A 10.9-inch display for the front passenger is available as an option. It has a privacy coating so the driver cannot see the screen while the car is moving. The passenger can use it to enter navigation destinations or watch movies. It is a parlor trick that adds more cost and complexity to the dashboard.

Build quality remains a strong point for Audi. The materials used on the upper dashboard and door cards are excellent. You will find more hard plastics as you move lower down in the cabin. The gaps between panels are tight and the interior feels solid on the move.

Cargo space is 476 liters with the rear seats in place. This is actually smaller than the 495 liters offered by the old A4 Avant. The pursuit of a sleeker roofline has compromised the utility of the car. If you need maximum volume, the Volkswagen Passat offers 690 liters for less money.

The rear seats fold in a 40:20:40 split which is standard for this class. The load floor is flat and there is a small amount of under-floor storage for the charging cables if you buy the plug-in version. The electric tailgate is standard and opens wide enough to make loading bulky items easy.

Rear legroom has improved because the wheelbase is longer than before. Adults will find plenty of knee room in the back. The middle seat is still cramped because of the large transmission tunnel. It is best used as a four-seater for long trips.

Matrix LED headlights are standard on higher trims and optional on the base model. They feature eight different light signatures that you can choose from the menu. The active digital signatures for the rear lights can warn following traffic of hazards. This is an interesting use of lighting technology that actually serves a purpose.

Reliability is a significant question mark for this new generation. The PPC platform and the MHEV Plus system are both brand new. Early adopters often face software glitches and sensor issues. Audi has struggled with infotainment stability in other recent launches.

The 2.0-liter TDI engine itself is an evolution of a reliable block. The mechanical parts of the drivetrain are likely to hold up well over time. The complexity of the 48-volt battery and the two motor-generators adds many potential failure points. You should keep a close eye on the warranty terms.

ADAC and TUV data for the outgoing A4 was generally positive. Audi usually ranks in the top third for reliability among European brands. However, the move to a fully digital interior and complex hybrid systems typically causes an initial dip in reliability scores. Do not expect this to be as trouble-free as an older, simpler model.

Buy the 2.0 TDI if you spend your life on the Autobahn. It is the only engine in the current lineup that makes sense for the high mileage typical of an Audi Avant owner. The fuel savings over the petrol models will eventually offset the higher purchase price.

Avoid the S sport suspension unless you live in a place with perfect roads. It makes the car jittery and takes away from the premium feel. The standard suspension with adaptive dampers is the superior choice for almost everyone.

You should spend time with the infotainment system at the dealership before you buy. If you find the lack of buttons frustrating during a twenty-minute test drive, you will hate it after six months. The interior layout is the biggest reason to consider looking elsewhere.