Honda Prelude returns to Australia in 2026 with hybrid power
After vanishing from Australian showrooms more than two decades ago, the Honda Prelude is back.
Honda Australia director of automotive Robert Thorp confirmed yesterday that the beloved Japanese two-door sports coupe will return in hybrid form mid-2026.
'We're thrilled to add this iconic nameplate to the Honda line-up next year,' he said.
'Prelude taps into a rare combination of nostalgia and performance with broad appeal
across generations of Honda customers, old and new.'
Originally launched in 1978, the Prelude earned a reputation as one of the most technologically advanced Japanese cars of its time with features like the world's first four-wheel steering system and electric sunroof.
Honda Prelude concept next to the original. Picture: Supplied
Now reinvented as a 'speciality sports' hybrid, the new Prelude ditches the turbochargers for a 2.0-litre Atkinson-cycle engine with Honda's latest e: HEV hybrid technology, the same powertrain found in the Civic Hybrid, but retuned for a sportier feel.
Official specifications are still under wraps, but power figures are expected to mirror the Civic's 135kW electric motor, with total power estimated around 149kW, similar to the discontinued 2001 Honda Prelude VTi-R (147kW).
With an estimated 0-100km sprint of approximately 6 seconds, the new Prelude won't rival full-blown performance cars, but it will outpace some competitors.
It represents the return of stylish, reasonably affordable coupes that have disappeared from Australian roads – cars like the Toyota Celica, Holden Calibra, Subaru SVX, Mazda 626 and Ford Probe.
The 2026 Honda Prelude concept debuted last year at Goodwood Festival of Speed. Picture: Supplied
Inside, you can expect the Prelude to have a new 9-inch infotainment system, a 12-speaker Bose premium sound system, wireless Apple CarPlay and Android Auto.
The Prelude has been redesigned with the driver's seat and the passenger seat offering different specifications.
The driver's seat will have increased hold suitable for sports driving, while the passenger seat will provide more comfort.
Originally launched in 1978, the Prelude earned a reputation as one of the most technologically advanced Japanese cars of its time. Picture: Automobiles/Honda
Honda has also redesigned the vehicle to be more practical with rear-folding seats, hidden storage compartments, and an accessible luggage area.
Pricing has yet to be revealed, but it is likely to be high given that the Prelude has always been one of Honda's premium products.
With the market for sporty coupes shrinking in Australia and hybrid options being rare, the 2026 Prelude is a smart move by Honda, which could hit a sweet spot.
Full Australian specifications will be revealed close to its arrival in 2026.
Originally published as The cult classic is back: Honda Prelude
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The standard steering-mounted paddle shifters also allow you to take control of the gears yourself, should you desire – and it's generally very snappy and responsive here as well. Once the road gets a little twistier, you might be surprised by even the standard A5's cornering capability, even without quattro all-wheel drive and irrespective of the specified wheel and tyre package. This evolution of the VW Group's MLB platform has retained the sure-footed feel of its predecessors, thanks to a wider and lower-slung stance combined with pointy steering response. Even this base car is a bit of fun to sling through a succession of B-road bends. However, in both the A5 and S5, I felt there was something lacking in the steering feel, even with the Audi drive select system set to the sportiest driving mode. It just lacks the feel and feedback to make this a properly engaging drive, which is a shame given any 3 Series or even the electric BMW i4 Gran Coupe gives you more of a connection to the front axle. Particularly when trying to drive it harder, it feels too light and assisted to give you proper satisfaction through bends. Still, the quick response and keen handling makes up for that somewhat, and this is really only a criticism if you're a keen driver that holds these sort of qualities as a high priority. It rides well too, regardless of the wheels chosen, despite rolling on passive steel springs. In typical Audi fashion it errs on the firmer side which keeps the body fairly flat in corners and communicates the road surface and its imperfections, but even on patchy regional tarmac it rarely felt harsh or unsettled. 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It's understood most vehicles already in Australia should be fitted with the required hardware for these systems, meaning these systems should be retrofittable in existing customer cars at dealer level via a software update at some point in the future. To see how the Audi A5 lines up against the competition, check out our comparison tool Three distinct trim levels are available at launch, including the S5 edition one that's more of a pared-back 'purist' variant. It will be effectively replaced by the TFSI 200kW and e-hybrid 270kW quattro variants later this year. 2025 Audi A5 TFSI 150kW equipment highlights: A5 TFSI 200kW quattro adds: A5 e-hybrid 270kW quattro adds: To see how the Audi A5 lines up against the competition, check out our comparison tool There are a few key packages and single-item options available for the A5. Style package: $3900 Premium package: $4900 Single item options include: To see how the Audi A5 lines up against the competition, check out our comparison tool Since launch, the Audi A5 range has been awarded a five-star ANCAP safety rating, based on Euro NCAP testing. Standard safety equipment across the range includes: To see how the Audi A5 lines up against the competition, check out our comparison tool The A5 and S5 range is covered by Audi Australia's five-year, unlimited-kilometre warranty. Roadside assistance is included for the duration of the warranty period, too. To see how the Audi A5 lines up against the competition, check out our comparison tool The new A5 Sedan doesn't necessarily break the premium executive mould, but in the Australian market at least it makes a very strong value case against its direct German rivals. Mid-size premium sedan buyers can get a lot more for their money with Audi's new entrant, which starts nearly $10,000 under than the most affordable C-Class and $15,000 below the cheapest 3 Series. The strong value equation is bolstered by sharp looks, a tech-laden cabin and keen but not class-leading driving dynamics all are big ticks. While it lacks any form of electrification (at least for now), the base powertrain also has plenty of go and is quite refined, too. I personally am not hugely happy with the increased application of gloss black trim and the reduction in physical, tactile Audi switchgear, nor did I particularly take to the light, overly assisted feel of the steering. That said, a lot of that is down to personal preference. And while base pricing is very competitive, tick the two available main option packages and you're looking at nearly $90,000 before on-road costs for a well-optioned base model, which is nevertheless still cheaper than entry-level versions of its BMW and Mercedes-Benz rivals. I'd pass on the Style package, but I reckon the $4900 Premium package is a must-have. You also don't need the optional passenger display, but the (expensive) $4990 sunroof with high-tech shade will no doubt have high uptake. All told, in a segment that has been in decline for some time and could almost be regarded as 'niche' in 2025, the accomplished new Audi A5 shapes as a more value-driven alternative to its German competitors. If you're not fussed on electrification, the base petrol A5 is a very capable executive sedan (or liftback). CarExpert can save you thousands on a new Audi A5. Click here to get a great Explore the Audi A5 showroom Content originally sourced from: A5 Pros Audi A5 Cons The Audi A4 has been a staple of the German marque's range since the mid-1990s, and continued the lineage of the brand's mid-size premium sedan offering that dates right back to the '70s. But in 2024, after five generations of a very popular nameplate, Audi decided to throw out the A4 name and make the A5 the combustion-powered mid-size executive sedan and estate offering in its lineup. Yes, there was an A5 before it, but the previous generation was offered as a two-door coupe and cabriolet, as well as a five-door Sportback that was something of a four-door coupe-style liftback. Now though, the 'B10'-generation Audi A5 offers Sedan (liftback) and Avant (wagon) versions which effectively replace the old A4 Sedan and Avant, in addition to the previous A5 Coupe, Cabriolet and Sportback. Confused yet? The 2025 Audi A5 range is the first to ride on the brand's new PPC (or Premium Platform Combustion) architecture, which is an evolution of the ubiquitous MLB toolkit that has underpinned everything from the A4 to the Porsche Macan as far back as the late 2000s. Ushering in a new design language and the brand's latest in-car technologies, the A5 arrives as a rival to the A4's arch nemeses, the BMW 3 Series and Mercedes-Benz C-Class. In 2025, both are more niche offerings compared to their more popular SUV equivalents in Australia. Does the new A5 have what it takes to sway Australian buyers from BMW and Mercedes-Benz showrooms? We joined the Australian launch drive in Victoria to find out. The A5 range starts from $79,900 before on-road costs for the entry-level TFSI 150kW Sedan, which is about $9000 up on the previous A4's entry point, though the base A5 is specified more like a mid-range A4 which started at $82,000. At launch, just the A5 Sedan TFSI 150kW and the S5 range will be available, though Audi Australia has already confirmed four new grades of A5 for release in the third quarter, including a TFSI quattro 200kW and e-hybrid quattro 270kW. Both of these trim levels will be available in Sedan and Avant body styles, priced from $89,900 for the Sedan and $92,900 for the e-hybrid PHEV – yes, Audi has achieved price parity for the plug-in variant with more power. The addition of the e-hybrid models is also the first time Audi Australia has offered a PHEV in the mid-size passenger car segment. However, it's worth noting the Audi A4 became the first mass-produced hybrid from a European manufacturer way back in 1997, with a diesel-electric plug-in hybrid based on the B5-gen A4 Avant. To see how the Audi A5 lines up against the competition, check out our comparison tool The B10-gen A5 range ushers in a new design philosophy for Audi both inside and out, for better and for worse in your reviewer's opinion. Where Audi's previous A4 and its other MLB-based cars were lauded for their high-quality, classically laid out interiors; the new A5 and subsequent models are going hard on display tech, and reducing physical switchgear. The new 'digital stage' interior layout is headlined by the 11.9-inch Audi virtual cockpit plus (digital instrument cluster) and 14.5-inch MMI navigation plus infotainment touchscreen. This can be bolstered by an additional 10.9-inch passenger-side touchscreen in the A5 for an additional $1950 – like a Porsche. Compared to Audi's pared-back, fairly traditional cockpits of old, the new layout and interface can be a little daunting, even jarring. There's a lot of piano black in the bezels of the curved housing of the main driver displays, as well as the centre console, too. The interface is now powered by Android, which explains the smartphone-like widgets and app drawer. Audi says the software is fully tailored to the brand, and allows the installation of a wider set of in-car apps via the Audi Application Store as well as over-the-air software updates. While it's generally fairly usable and definitely not as fiddly as some other touch control-heavy interiors within the Volkswagen Group, the A5/S5's infotainment interface feels less conventional and less user-friendly than the previous generation of MMI. The displays offer beautiful clarity, brightness and graphics, though the widget-based menu structure isn't as clean as the tiled system it replaces and you will need to spend a bit more time learning where everything is. Unfortunately, Audi has also moved the A5 to touch-based climate controls, housed in a permanent virtual toolbar at the base of the central display. These aren't as user-friendly as even the clicky touch controls in larger vehicles like the Q7 and Q8, and feel like a step back. The toolbar is small relative to the available display real estate, as are the virtual buttons, meaning any quick changes while on the move require your eyes to be averted from the road and often result in a press of the neighbouring button or pressing it one too many times. I'm also not a big fan of the new multifunction steering wheel controls, which feel like a halfway house between Audi's old tactile physical buttons and the more fiddly touch-capacitive controls used in other VW Group models. They're not bad, but they're not great, either. Be prepared to have a microfibre cloth always at the ready too, because the glossy finish of the display and the swathes of piano black trim are a nightmare for fingerprints and smudges. But it's not all bad, I promise. Quick load times and gorgeously bright colours make these displays beautiful to look at, and while I miss the beautiful simplicity of the old Audi virtual cockpit layout, the new one with its central dial and adjustable side widgets make me feel like I'm wearing Iron Man's helmet. As you'd expect, the A5's infotainment fitout comes fully equipped with connected services, wireless Apple CarPlay and Android Auto, DAB+ digital radio, as well as native navigation with online mapping. As part of the optional $4900 premium package, the A5 is also available with a thumping 16-speaker Bang & Olufsen 3D audio system. At full blast this immersive in-car sound experience is fantastic – though if you turn the bass and subwoofer up too high I reckon it might feel too much like a nightclub. In the flagship S5, you can also opt for additional speakers built into the front head restraints for $980, bringing the speaker count to 20. The general feeling of quality is pretty good too, with a good mix of soft-touch and textured materials dotted throughout the cabin. While the base A5 doesn't get the all-out extended upholstery of the flagship S5, it's still a pretty nice place to spend time and doesn't feel as plasticky as the Mercedes-Benz C-Class, for example. Further back, there's good space for four adults, though the protruding rear centre console and raised centre seat cushion mean a full-size fifth passenger might only be a good idea on the odd occasion. Audi quotes a 77mm increase in wheelbase over the old A4, which opens up more leg and knee room for rear passengers. It can all feel quite closed in if you choose the standard black interior – I personally would be rushing to tick the pearl beige or nutmeg brown interior option boxes – and while the rear windows are decent in size, the rising shoulder line restricts outward visibility for shorter passengers. That said, you can really open up the cabin with the available panoramic glass roof, though you need to pay $4990 for the privilege. The optional roof also comes with what Audi calls 'switchable transparency', basically utilising similar tech to the Porsche Taycan whereby a liquid crystal sandwiched between two glass panels can be turned clear or opaque using electricity. That may all sound a little naff to you, but it removes the need for a conventional shade, which opens up more headroom while in theory offering similar if not better insulation from heat and UV rays. Rear climate controls and USB-C charge ports add to the back-seat amenity, and there are your requisite ISOFIX and top-tether anchors for child seats should you need them. Fun fact? The rear USB-C ports can output 100W to charge larger devices like laptops should you need the extra juice, too – provided you tick the $4990 Premium package. Despite being marketed as a 'Sedan', the Audi A5 is actually a liftback. This makes for a very wide and practical boot opening, which opens up to a 445-litre cargo area in base trim – and expands to 1299L with the rear seats folded. As is seemingly customary in most premium products these days, particularly European ones, there is no spare tyre – just a repair kit. To see how the Audi A5 lines up against the competition, check out our comparison tool At launch, just the 150kW 2.0-litre turbo-petrol and the 270kW 3.0-litre V6 turbo-petrol engines are available, the latter with Audi's new MHEV plus 48V mild-hybrid system. Overseas, there are also MHEV plus-equipped TFSI petrol and TDI diesel variants, and Audi's local product team has left the door open to offering more mild-hybrids here, though it hasn't confirmed when we might see them. Speaking of, the MHEV plus tech is effectively an extended 48V mild-hybrid system that can drive in EV mode unassisted at low speeds, like when crawling in traffic or rolling in carparks. Audi says official combined-cycle testing shows the system can save 0.74L/100km of fuel – likely more in stop-start traffic than in the real world. The system consists of an 18kW motor/generator mounted to the S tronic dual-clutch transmission, powered by a 1.7kWh lithium-ion battery pack. Audi claims its MHEV plus tech boosts performance and cuts turbo lag, in addition to the fuel savings that result from this. Following the initial launch, Audi Australia has confirmed it will release the TFSI 200kW quattro and e-hybrid 270kW quattro variants, both of which will be available in sedan and wagon body styles. The latter is the first plug-in hybrid Audi in the mid-size passenger car segment, and claims to offer just under 90km of WLTP-certified driving range while being about half a second slower from 0-100km/h than the hi-po S5. To see how the Audi A5 lines up against the competition, check out our comparison tool Our launch drive started at the Melbourne Airport north of Victoria's capital and headed out to Mount Macedon. A second transit leg in the A5 brought us back to the airport from the town of Trentham, also in Victoria's north-west. I drove a bog-standard A5 Sedan TFSI 150kW for the first leg, then spent the return trip in a highly optioned example with both the Style ($3900) and Premium ($4900) packages, the former including larger 20-inch wheels. Setting off from Melbourne in the base variant with 19-inch rims and chubbier tyres, the A5 Sedan proved to be a very refined and unassuming commuter that gets things done without much fuss. The 150kW 2.0-litre turbo-petrol engine offers all 340Nm of its torque from 2000rpm, and the seven-speed dual-clutch auto is one of the best of the breed. There's minimal engine noise unless you absolutely wring its neck, and performance is responsive and linear. Audi quotes a respectable 7.8-second dash from rest to 100km/h, but its real strength is muscular acceleration once you're already rolling. Given the A5's 2.0-litre turbo mill from the EA888 family is the same base engine as seen in the likes of the Volkswagen Golf GTI and R, it's no wonder the effortless yet punchy performance has a familiar feel to it. The ubiquitous power unit has been honed and refined over nearly two decades and it shows. Sadly, it doesn't have the new fuel-saving 'MHEV plus' 48V mild-hybrid tech like the Q5 mid-size SUV with the same engine, though Audi has hinted that this will eventually be added to the A5 at some point. While a 0.74L/100km saving on the combined cycle doesn't sound like much (based on the S5's V6 TFSI with MHEV plus), you'd see greater efficiency gains in stop-start city driving, as well as the ability to coast in EV mode when off the throttle or rolling along in low-speed traffic or car parks. The seven-speed 'S tronic' dual-clutch automatic is also one of the best in the business. You rarely get those moments of hesitation off the line like with DSGs of old, and while there's the odd elastic feeling as it shifts from first to second it's generally a very smooth and snappy gearbox. It's also not a thrashy or unrefined powertrain when pushed, with a muted and raspy note permeating the cabin under hard acceleration. The standard steering-mounted paddle shifters also allow you to take control of the gears yourself, should you desire – and it's generally very snappy and responsive here as well. Once the road gets a little twistier, you might be surprised by even the standard A5's cornering capability, even without quattro all-wheel drive and irrespective of the specified wheel and tyre package. This evolution of the VW Group's MLB platform has retained the sure-footed feel of its predecessors, thanks to a wider and lower-slung stance combined with pointy steering response. Even this base car is a bit of fun to sling through a succession of B-road bends. However, in both the A5 and S5, I felt there was something lacking in the steering feel, even with the Audi drive select system set to the sportiest driving mode. It just lacks the feel and feedback to make this a properly engaging drive, which is a shame given any 3 Series or even the electric BMW i4 Gran Coupe gives you more of a connection to the front axle. Particularly when trying to drive it harder, it feels too light and assisted to give you proper satisfaction through bends. Still, the quick response and keen handling makes up for that somewhat, and this is really only a criticism if you're a keen driver that holds these sort of qualities as a high priority. It rides well too, regardless of the wheels chosen, despite rolling on passive steel springs. In typical Audi fashion it errs on the firmer side which keeps the body fairly flat in corners and communicates the road surface and its imperfections, but even on patchy regional tarmac it rarely felt harsh or unsettled. As for driver assistance systems, which are typically an Audi strength, the A5 and S5 range is just about fully featured, with the exception of a lane centring system, which is notably absent from all PPC and PPE (EV) products Down Under. While the standard adaptive cruise control does a good job, as do the usual lane-keep assist and blind-spot/rear cross-traffic alert systems, the lack of semi-autonomous highway driving functionality seems odd – especially from a tech specialist like Audi. The brand's local product team has indicated the tech is still under development for Australia, which has various region-specific elements including lane markings, and will be rolled out ex-factory alongside other features potentially as soon as model year 2026 production, which starts later this year. It's understood most vehicles already in Australia should be fitted with the required hardware for these systems, meaning these systems should be retrofittable in existing customer cars at dealer level via a software update at some point in the future. To see how the Audi A5 lines up against the competition, check out our comparison tool Three distinct trim levels are available at launch, including the S5 edition one that's more of a pared-back 'purist' variant. It will be effectively replaced by the TFSI 200kW and e-hybrid 270kW quattro variants later this year. 2025 Audi A5 TFSI 150kW equipment highlights: A5 TFSI 200kW quattro adds: A5 e-hybrid 270kW quattro adds: To see how the Audi A5 lines up against the competition, check out our comparison tool There are a few key packages and single-item options available for the A5. Style package: $3900 Premium package: $4900 Single item options include: To see how the Audi A5 lines up against the competition, check out our comparison tool Since launch, the Audi A5 range has been awarded a five-star ANCAP safety rating, based on Euro NCAP testing. Standard safety equipment across the range includes: To see how the Audi A5 lines up against the competition, check out our comparison tool The A5 and S5 range is covered by Audi Australia's five-year, unlimited-kilometre warranty. Roadside assistance is included for the duration of the warranty period, too. To see how the Audi A5 lines up against the competition, check out our comparison tool The new A5 Sedan doesn't necessarily break the premium executive mould, but in the Australian market at least it makes a very strong value case against its direct German rivals. Mid-size premium sedan buyers can get a lot more for their money with Audi's new entrant, which starts nearly $10,000 under than the most affordable C-Class and $15,000 below the cheapest 3 Series. The strong value equation is bolstered by sharp looks, a tech-laden cabin and keen but not class-leading driving dynamics all are big ticks. While it lacks any form of electrification (at least for now), the base powertrain also has plenty of go and is quite refined, too. I personally am not hugely happy with the increased application of gloss black trim and the reduction in physical, tactile Audi switchgear, nor did I particularly take to the light, overly assisted feel of the steering. That said, a lot of that is down to personal preference. And while base pricing is very competitive, tick the two available main option packages and you're looking at nearly $90,000 before on-road costs for a well-optioned base model, which is nevertheless still cheaper than entry-level versions of its BMW and Mercedes-Benz rivals. I'd pass on the Style package, but I reckon the $4900 Premium package is a must-have. You also don't need the optional passenger display, but the (expensive) $4990 sunroof with high-tech shade will no doubt have high uptake. All told, in a segment that has been in decline for some time and could almost be regarded as 'niche' in 2025, the accomplished new Audi A5 shapes as a more value-driven alternative to its German competitors. If you're not fussed on electrification, the base petrol A5 is a very capable executive sedan (or liftback). CarExpert can save you thousands on a new Audi A5. Click here to get a great Explore the Audi A5 showroom Content originally sourced from: A5 Pros Audi A5 Cons The Audi A4 has been a staple of the German marque's range since the mid-1990s, and continued the lineage of the brand's mid-size premium sedan offering that dates right back to the '70s. But in 2024, after five generations of a very popular nameplate, Audi decided to throw out the A4 name and make the A5 the combustion-powered mid-size executive sedan and estate offering in its lineup. Yes, there was an A5 before it, but the previous generation was offered as a two-door coupe and cabriolet, as well as a five-door Sportback that was something of a four-door coupe-style liftback. Now though, the 'B10'-generation Audi A5 offers Sedan (liftback) and Avant (wagon) versions which effectively replace the old A4 Sedan and Avant, in addition to the previous A5 Coupe, Cabriolet and Sportback. Confused yet? The 2025 Audi A5 range is the first to ride on the brand's new PPC (or Premium Platform Combustion) architecture, which is an evolution of the ubiquitous MLB toolkit that has underpinned everything from the A4 to the Porsche Macan as far back as the late 2000s. Ushering in a new design language and the brand's latest in-car technologies, the A5 arrives as a rival to the A4's arch nemeses, the BMW 3 Series and Mercedes-Benz C-Class. In 2025, both are more niche offerings compared to their more popular SUV equivalents in Australia. Does the new A5 have what it takes to sway Australian buyers from BMW and Mercedes-Benz showrooms? We joined the Australian launch drive in Victoria to find out. The A5 range starts from $79,900 before on-road costs for the entry-level TFSI 150kW Sedan, which is about $9000 up on the previous A4's entry point, though the base A5 is specified more like a mid-range A4 which started at $82,000. At launch, just the A5 Sedan TFSI 150kW and the S5 range will be available, though Audi Australia has already confirmed four new grades of A5 for release in the third quarter, including a TFSI quattro 200kW and e-hybrid quattro 270kW. Both of these trim levels will be available in Sedan and Avant body styles, priced from $89,900 for the Sedan and $92,900 for the e-hybrid PHEV – yes, Audi has achieved price parity for the plug-in variant with more power. The addition of the e-hybrid models is also the first time Audi Australia has offered a PHEV in the mid-size passenger car segment. However, it's worth noting the Audi A4 became the first mass-produced hybrid from a European manufacturer way back in 1997, with a diesel-electric plug-in hybrid based on the B5-gen A4 Avant. To see how the Audi A5 lines up against the competition, check out our comparison tool The B10-gen A5 range ushers in a new design philosophy for Audi both inside and out, for better and for worse in your reviewer's opinion. Where Audi's previous A4 and its other MLB-based cars were lauded for their high-quality, classically laid out interiors; the new A5 and subsequent models are going hard on display tech, and reducing physical switchgear. The new 'digital stage' interior layout is headlined by the 11.9-inch Audi virtual cockpit plus (digital instrument cluster) and 14.5-inch MMI navigation plus infotainment touchscreen. This can be bolstered by an additional 10.9-inch passenger-side touchscreen in the A5 for an additional $1950 – like a Porsche. Compared to Audi's pared-back, fairly traditional cockpits of old, the new layout and interface can be a little daunting, even jarring. There's a lot of piano black in the bezels of the curved housing of the main driver displays, as well as the centre console, too. The interface is now powered by Android, which explains the smartphone-like widgets and app drawer. Audi says the software is fully tailored to the brand, and allows the installation of a wider set of in-car apps via the Audi Application Store as well as over-the-air software updates. While it's generally fairly usable and definitely not as fiddly as some other touch control-heavy interiors within the Volkswagen Group, the A5/S5's infotainment interface feels less conventional and less user-friendly than the previous generation of MMI. The displays offer beautiful clarity, brightness and graphics, though the widget-based menu structure isn't as clean as the tiled system it replaces and you will need to spend a bit more time learning where everything is. Unfortunately, Audi has also moved the A5 to touch-based climate controls, housed in a permanent virtual toolbar at the base of the central display. These aren't as user-friendly as even the clicky touch controls in larger vehicles like the Q7 and Q8, and feel like a step back. The toolbar is small relative to the available display real estate, as are the virtual buttons, meaning any quick changes while on the move require your eyes to be averted from the road and often result in a press of the neighbouring button or pressing it one too many times. I'm also not a big fan of the new multifunction steering wheel controls, which feel like a halfway house between Audi's old tactile physical buttons and the more fiddly touch-capacitive controls used in other VW Group models. They're not bad, but they're not great, either. Be prepared to have a microfibre cloth always at the ready too, because the glossy finish of the display and the swathes of piano black trim are a nightmare for fingerprints and smudges. But it's not all bad, I promise. Quick load times and gorgeously bright colours make these displays beautiful to look at, and while I miss the beautiful simplicity of the old Audi virtual cockpit layout, the new one with its central dial and adjustable side widgets make me feel like I'm wearing Iron Man's helmet. As you'd expect, the A5's infotainment fitout comes fully equipped with connected services, wireless Apple CarPlay and Android Auto, DAB+ digital radio, as well as native navigation with online mapping. As part of the optional $4900 premium package, the A5 is also available with a thumping 16-speaker Bang & Olufsen 3D audio system. At full blast this immersive in-car sound experience is fantastic – though if you turn the bass and subwoofer up too high I reckon it might feel too much like a nightclub. In the flagship S5, you can also opt for additional speakers built into the front head restraints for $980, bringing the speaker count to 20. The general feeling of quality is pretty good too, with a good mix of soft-touch and textured materials dotted throughout the cabin. While the base A5 doesn't get the all-out extended upholstery of the flagship S5, it's still a pretty nice place to spend time and doesn't feel as plasticky as the Mercedes-Benz C-Class, for example. Further back, there's good space for four adults, though the protruding rear centre console and raised centre seat cushion mean a full-size fifth passenger might only be a good idea on the odd occasion. Audi quotes a 77mm increase in wheelbase over the old A4, which opens up more leg and knee room for rear passengers. It can all feel quite closed in if you choose the standard black interior – I personally would be rushing to tick the pearl beige or nutmeg brown interior option boxes – and while the rear windows are decent in size, the rising shoulder line restricts outward visibility for shorter passengers. That said, you can really open up the cabin with the available panoramic glass roof, though you need to pay $4990 for the privilege. The optional roof also comes with what Audi calls 'switchable transparency', basically utilising similar tech to the Porsche Taycan whereby a liquid crystal sandwiched between two glass panels can be turned clear or opaque using electricity. That may all sound a little naff to you, but it removes the need for a conventional shade, which opens up more headroom while in theory offering similar if not better insulation from heat and UV rays. Rear climate controls and USB-C charge ports add to the back-seat amenity, and there are your requisite ISOFIX and top-tether anchors for child seats should you need them. Fun fact? The rear USB-C ports can output 100W to charge larger devices like laptops should you need the extra juice, too – provided you tick the $4990 Premium package. Despite being marketed as a 'Sedan', the Audi A5 is actually a liftback. This makes for a very wide and practical boot opening, which opens up to a 445-litre cargo area in base trim – and expands to 1299L with the rear seats folded. As is seemingly customary in most premium products these days, particularly European ones, there is no spare tyre – just a repair kit. To see how the Audi A5 lines up against the competition, check out our comparison tool At launch, just the 150kW 2.0-litre turbo-petrol and the 270kW 3.0-litre V6 turbo-petrol engines are available, the latter with Audi's new MHEV plus 48V mild-hybrid system. Overseas, there are also MHEV plus-equipped TFSI petrol and TDI diesel variants, and Audi's local product team has left the door open to offering more mild-hybrids here, though it hasn't confirmed when we might see them. Speaking of, the MHEV plus tech is effectively an extended 48V mild-hybrid system that can drive in EV mode unassisted at low speeds, like when crawling in traffic or rolling in carparks. Audi says official combined-cycle testing shows the system can save 0.74L/100km of fuel – likely more in stop-start traffic than in the real world. The system consists of an 18kW motor/generator mounted to the S tronic dual-clutch transmission, powered by a 1.7kWh lithium-ion battery pack. Audi claims its MHEV plus tech boosts performance and cuts turbo lag, in addition to the fuel savings that result from this. Following the initial launch, Audi Australia has confirmed it will release the TFSI 200kW quattro and e-hybrid 270kW quattro variants, both of which will be available in sedan and wagon body styles. The latter is the first plug-in hybrid Audi in the mid-size passenger car segment, and claims to offer just under 90km of WLTP-certified driving range while being about half a second slower from 0-100km/h than the hi-po S5. To see how the Audi A5 lines up against the competition, check out our comparison tool Our launch drive started at the Melbourne Airport north of Victoria's capital and headed out to Mount Macedon. A second transit leg in the A5 brought us back to the airport from the town of Trentham, also in Victoria's north-west. I drove a bog-standard A5 Sedan TFSI 150kW for the first leg, then spent the return trip in a highly optioned example with both the Style ($3900) and Premium ($4900) packages, the former including larger 20-inch wheels. Setting off from Melbourne in the base variant with 19-inch rims and chubbier tyres, the A5 Sedan proved to be a very refined and unassuming commuter that gets things done without much fuss. The 150kW 2.0-litre turbo-petrol engine offers all 340Nm of its torque from 2000rpm, and the seven-speed dual-clutch auto is one of the best of the breed. There's minimal engine noise unless you absolutely wring its neck, and performance is responsive and linear. Audi quotes a respectable 7.8-second dash from rest to 100km/h, but its real strength is muscular acceleration once you're already rolling. Given the A5's 2.0-litre turbo mill from the EA888 family is the same base engine as seen in the likes of the Volkswagen Golf GTI and R, it's no wonder the effortless yet punchy performance has a familiar feel to it. The ubiquitous power unit has been honed and refined over nearly two decades and it shows. Sadly, it doesn't have the new fuel-saving 'MHEV plus' 48V mild-hybrid tech like the Q5 mid-size SUV with the same engine, though Audi has hinted that this will eventually be added to the A5 at some point. While a 0.74L/100km saving on the combined cycle doesn't sound like much (based on the S5's V6 TFSI with MHEV plus), you'd see greater efficiency gains in stop-start city driving, as well as the ability to coast in EV mode when off the throttle or rolling along in low-speed traffic or car parks. The seven-speed 'S tronic' dual-clutch automatic is also one of the best in the business. You rarely get those moments of hesitation off the line like with DSGs of old, and while there's the odd elastic feeling as it shifts from first to second it's generally a very smooth and snappy gearbox. It's also not a thrashy or unrefined powertrain when pushed, with a muted and raspy note permeating the cabin under hard acceleration. The standard steering-mounted paddle shifters also allow you to take control of the gears yourself, should you desire – and it's generally very snappy and responsive here as well. Once the road gets a little twistier, you might be surprised by even the standard A5's cornering capability, even without quattro all-wheel drive and irrespective of the specified wheel and tyre package. This evolution of the VW Group's MLB platform has retained the sure-footed feel of its predecessors, thanks to a wider and lower-slung stance combined with pointy steering response. Even this base car is a bit of fun to sling through a succession of B-road bends. However, in both the A5 and S5, I felt there was something lacking in the steering feel, even with the Audi drive select system set to the sportiest driving mode. It just lacks the feel and feedback to make this a properly engaging drive, which is a shame given any 3 Series or even the electric BMW i4 Gran Coupe gives you more of a connection to the front axle. Particularly when trying to drive it harder, it feels too light and assisted to give you proper satisfaction through bends. Still, the quick response and keen handling makes up for that somewhat, and this is really only a criticism if you're a keen driver that holds these sort of qualities as a high priority. It rides well too, regardless of the wheels chosen, despite rolling on passive steel springs. In typical Audi fashion it errs on the firmer side which keeps the body fairly flat in corners and communicates the road surface and its imperfections, but even on patchy regional tarmac it rarely felt harsh or unsettled. As for driver assistance systems, which are typically an Audi strength, the A5 and S5 range is just about fully featured, with the exception of a lane centring system, which is notably absent from all PPC and PPE (EV) products Down Under. While the standard adaptive cruise control does a good job, as do the usual lane-keep assist and blind-spot/rear cross-traffic alert systems, the lack of semi-autonomous highway driving functionality seems odd – especially from a tech specialist like Audi. The brand's local product team has indicated the tech is still under development for Australia, which has various region-specific elements including lane markings, and will be rolled out ex-factory alongside other features potentially as soon as model year 2026 production, which starts later this year. It's understood most vehicles already in Australia should be fitted with the required hardware for these systems, meaning these systems should be retrofittable in existing customer cars at dealer level via a software update at some point in the future. To see how the Audi A5 lines up against the competition, check out our comparison tool Three distinct trim levels are available at launch, including the S5 edition one that's more of a pared-back 'purist' variant. It will be effectively replaced by the TFSI 200kW and e-hybrid 270kW quattro variants later this year. 2025 Audi A5 TFSI 150kW equipment highlights: A5 TFSI 200kW quattro adds: A5 e-hybrid 270kW quattro adds: To see how the Audi A5 lines up against the competition, check out our comparison tool There are a few key packages and single-item options available for the A5. Style package: $3900 Premium package: $4900 Single item options include: To see how the Audi A5 lines up against the competition, check out our comparison tool Since launch, the Audi A5 range has been awarded a five-star ANCAP safety rating, based on Euro NCAP testing. Standard safety equipment across the range includes: To see how the Audi A5 lines up against the competition, check out our comparison tool The A5 and S5 range is covered by Audi Australia's five-year, unlimited-kilometre warranty. Roadside assistance is included for the duration of the warranty period, too. To see how the Audi A5 lines up against the competition, check out our comparison tool The new A5 Sedan doesn't necessarily break the premium executive mould, but in the Australian market at least it makes a very strong value case against its direct German rivals. Mid-size premium sedan buyers can get a lot more for their money with Audi's new entrant, which starts nearly $10,000 under than the most affordable C-Class and $15,000 below the cheapest 3 Series. The strong value equation is bolstered by sharp looks, a tech-laden cabin and keen but not class-leading driving dynamics all are big ticks. While it lacks any form of electrification (at least for now), the base powertrain also has plenty of go and is quite refined, too. I personally am not hugely happy with the increased application of gloss black trim and the reduction in physical, tactile Audi switchgear, nor did I particularly take to the light, overly assisted feel of the steering. That said, a lot of that is down to personal preference. And while base pricing is very competitive, tick the two available main option packages and you're looking at nearly $90,000 before on-road costs for a well-optioned base model, which is nevertheless still cheaper than entry-level versions of its BMW and Mercedes-Benz rivals. I'd pass on the Style package, but I reckon the $4900 Premium package is a must-have. You also don't need the optional passenger display, but the (expensive) $4990 sunroof with high-tech shade will no doubt have high uptake. All told, in a segment that has been in decline for some time and could almost be regarded as 'niche' in 2025, the accomplished new Audi A5 shapes as a more value-driven alternative to its German competitors. If you're not fussed on electrification, the base petrol A5 is a very capable executive sedan (or liftback). CarExpert can save you thousands on a new Audi A5. Click here to get a great Explore the Audi A5 showroom Content originally sourced from: A5 Pros Audi A5 Cons The Audi A4 has been a staple of the German marque's range since the mid-1990s, and continued the lineage of the brand's mid-size premium sedan offering that dates right back to the '70s. But in 2024, after five generations of a very popular nameplate, Audi decided to throw out the A4 name and make the A5 the combustion-powered mid-size executive sedan and estate offering in its lineup. Yes, there was an A5 before it, but the previous generation was offered as a two-door coupe and cabriolet, as well as a five-door Sportback that was something of a four-door coupe-style liftback. Now though, the 'B10'-generation Audi A5 offers Sedan (liftback) and Avant (wagon) versions which effectively replace the old A4 Sedan and Avant, in addition to the previous A5 Coupe, Cabriolet and Sportback. Confused yet? The 2025 Audi A5 range is the first to ride on the brand's new PPC (or Premium Platform Combustion) architecture, which is an evolution of the ubiquitous MLB toolkit that has underpinned everything from the A4 to the Porsche Macan as far back as the late 2000s. Ushering in a new design language and the brand's latest in-car technologies, the A5 arrives as a rival to the A4's arch nemeses, the BMW 3 Series and Mercedes-Benz C-Class. In 2025, both are more niche offerings compared to their more popular SUV equivalents in Australia. Does the new A5 have what it takes to sway Australian buyers from BMW and Mercedes-Benz showrooms? We joined the Australian launch drive in Victoria to find out. The A5 range starts from $79,900 before on-road costs for the entry-level TFSI 150kW Sedan, which is about $9000 up on the previous A4's entry point, though the base A5 is specified more like a mid-range A4 which started at $82,000. At launch, just the A5 Sedan TFSI 150kW and the S5 range will be available, though Audi Australia has already confirmed four new grades of A5 for release in the third quarter, including a TFSI quattro 200kW and e-hybrid quattro 270kW. Both of these trim levels will be available in Sedan and Avant body styles, priced from $89,900 for the Sedan and $92,900 for the e-hybrid PHEV – yes, Audi has achieved price parity for the plug-in variant with more power. The addition of the e-hybrid models is also the first time Audi Australia has offered a PHEV in the mid-size passenger car segment. However, it's worth noting the Audi A4 became the first mass-produced hybrid from a European manufacturer way back in 1997, with a diesel-electric plug-in hybrid based on the B5-gen A4 Avant. To see how the Audi A5 lines up against the competition, check out our comparison tool The B10-gen A5 range ushers in a new design philosophy for Audi both inside and out, for better and for worse in your reviewer's opinion. Where Audi's previous A4 and its other MLB-based cars were lauded for their high-quality, classically laid out interiors; the new A5 and subsequent models are going hard on display tech, and reducing physical switchgear. The new 'digital stage' interior layout is headlined by the 11.9-inch Audi virtual cockpit plus (digital instrument cluster) and 14.5-inch MMI navigation plus infotainment touchscreen. This can be bolstered by an additional 10.9-inch passenger-side touchscreen in the A5 for an additional $1950 – like a Porsche. Compared to Audi's pared-back, fairly traditional cockpits of old, the new layout and interface can be a little daunting, even jarring. There's a lot of piano black in the bezels of the curved housing of the main driver displays, as well as the centre console, too. The interface is now powered by Android, which explains the smartphone-like widgets and app drawer. Audi says the software is fully tailored to the brand, and allows the installation of a wider set of in-car apps via the Audi Application Store as well as over-the-air software updates. While it's generally fairly usable and definitely not as fiddly as some other touch control-heavy interiors within the Volkswagen Group, the A5/S5's infotainment interface feels less conventional and less user-friendly than the previous generation of MMI. The displays offer beautiful clarity, brightness and graphics, though the widget-based menu structure isn't as clean as the tiled system it replaces and you will need to spend a bit more time learning where everything is. Unfortunately, Audi has also moved the A5 to touch-based climate controls, housed in a permanent virtual toolbar at the base of the central display. These aren't as user-friendly as even the clicky touch controls in larger vehicles like the Q7 and Q8, and feel like a step back. The toolbar is small relative to the available display real estate, as are the virtual buttons, meaning any quick changes while on the move require your eyes to be averted from the road and often result in a press of the neighbouring button or pressing it one too many times. I'm also not a big fan of the new multifunction steering wheel controls, which feel like a halfway house between Audi's old tactile physical buttons and the more fiddly touch-capacitive controls used in other VW Group models. They're not bad, but they're not great, either. Be prepared to have a microfibre cloth always at the ready too, because the glossy finish of the display and the swathes of piano black trim are a nightmare for fingerprints and smudges. But it's not all bad, I promise. Quick load times and gorgeously bright colours make these displays beautiful to look at, and while I miss the beautiful simplicity of the old Audi virtual cockpit layout, the new one with its central dial and adjustable side widgets make me feel like I'm wearing Iron Man's helmet. As you'd expect, the A5's infotainment fitout comes fully equipped with connected services, wireless Apple CarPlay and Android Auto, DAB+ digital radio, as well as native navigation with online mapping. As part of the optional $4900 premium package, the A5 is also available with a thumping 16-speaker Bang & Olufsen 3D audio system. At full blast this immersive in-car sound experience is fantastic – though if you turn the bass and subwoofer up too high I reckon it might feel too much like a nightclub. In the flagship S5, you can also opt for additional speakers built into the front head restraints for $980, bringing the speaker count to 20. The general feeling of quality is pretty good too, with a good mix of soft-touch and textured materials dotted throughout the cabin. While the base A5 doesn't get the all-out extended upholstery of the flagship S5, it's still a pretty nice place to spend time and doesn't feel as plasticky as the Mercedes-Benz C-Class, for example. Further back, there's good space for four adults, though the protruding rear centre console and raised centre seat cushion mean a full-size fifth passenger might only be a good idea on the odd occasion. Audi quotes a 77mm increase in wheelbase over the old A4, which opens up more leg and knee room for rear passengers. It can all feel quite closed in if you choose the standard black interior – I personally would be rushing to tick the pearl beige or nutmeg brown interior option boxes – and while the rear windows are decent in size, the rising shoulder line restricts outward visibility for shorter passengers. That said, you can really open up the cabin with the available panoramic glass roof, though you need to pay $4990 for the privilege. The optional roof also comes with what Audi calls 'switchable transparency', basically utilising similar tech to the Porsche Taycan whereby a liquid crystal sandwiched between two glass panels can be turned clear or opaque using electricity. That may all sound a little naff to you, but it removes the need for a conventional shade, which opens up more headroom while in theory offering similar if not better insulation from heat and UV rays. Rear climate controls and USB-C charge ports add to the back-seat amenity, and there are your requisite ISOFIX and top-tether anchors for child seats should you need them. Fun fact? The rear USB-C ports can output 100W to charge larger devices like laptops should you need the extra juice, too – provided you tick the $4990 Premium package. Despite being marketed as a 'Sedan', the Audi A5 is actually a liftback. This makes for a very wide and practical boot opening, which opens up to a 445-litre cargo area in base trim – and expands to 1299L with the rear seats folded. As is seemingly customary in most premium products these days, particularly European ones, there is no spare tyre – just a repair kit. To see how the Audi A5 lines up against the competition, check out our comparison tool At launch, just the 150kW 2.0-litre turbo-petrol and the 270kW 3.0-litre V6 turbo-petrol engines are available, the latter with Audi's new MHEV plus 48V mild-hybrid system. Overseas, there are also MHEV plus-equipped TFSI petrol and TDI diesel variants, and Audi's local product team has left the door open to offering more mild-hybrids here, though it hasn't confirmed when we might see them. Speaking of, the MHEV plus tech is effectively an extended 48V mild-hybrid system that can drive in EV mode unassisted at low speeds, like when crawling in traffic or rolling in carparks. Audi says official combined-cycle testing shows the system can save 0.74L/100km of fuel – likely more in stop-start traffic than in the real world. The system consists of an 18kW motor/generator mounted to the S tronic dual-clutch transmission, powered by a 1.7kWh lithium-ion battery pack. Audi claims its MHEV plus tech boosts performance and cuts turbo lag, in addition to the fuel savings that result from this. Following the initial launch, Audi Australia has confirmed it will release the TFSI 200kW quattro and e-hybrid 270kW quattro variants, both of which will be available in sedan and wagon body styles. The latter is the first plug-in hybrid Audi in the mid-size passenger car segment, and claims to offer just under 90km of WLTP-certified driving range while being about half a second slower from 0-100km/h than the hi-po S5. To see how the Audi A5 lines up against the competition, check out our comparison tool Our launch drive started at the Melbourne Airport north of Victoria's capital and headed out to Mount Macedon. A second transit leg in the A5 brought us back to the airport from the town of Trentham, also in Victoria's north-west. I drove a bog-standard A5 Sedan TFSI 150kW for the first leg, then spent the return trip in a highly optioned example with both the Style ($3900) and Premium ($4900) packages, the former including larger 20-inch wheels. Setting off from Melbourne in the base variant with 19-inch rims and chubbier tyres, the A5 Sedan proved to be a very refined and unassuming commuter that gets things done without much fuss. The 150kW 2.0-litre turbo-petrol engine offers all 340Nm of its torque from 2000rpm, and the seven-speed dual-clutch auto is one of the best of the breed. There's minimal engine noise unless you absolutely wring its neck, and performance is responsive and linear. Audi quotes a respectable 7.8-second dash from rest to 100km/h, but its real strength is muscular acceleration once you're already rolling. Given the A5's 2.0-litre turbo mill from the EA888 family is the same base engine as seen in the likes of the Volkswagen Golf GTI and R, it's no wonder the effortless yet punchy performance has a familiar feel to it. The ubiquitous power unit has been honed and refined over nearly two decades and it shows. Sadly, it doesn't have the new fuel-saving 'MHEV plus' 48V mild-hybrid tech like the Q5 mid-size SUV with the same engine, though Audi has hinted that this will eventually be added to the A5 at some point. While a 0.74L/100km saving on the combined cycle doesn't sound like much (based on the S5's V6 TFSI with MHEV plus), you'd see greater efficiency gains in stop-start city driving, as well as the ability to coast in EV mode when off the throttle or rolling along in low-speed traffic or car parks. The seven-speed 'S tronic' dual-clutch automatic is also one of the best in the business. You rarely get those moments of hesitation off the line like with DSGs of old, and while there's the odd elastic feeling as it shifts from first to second it's generally a very smooth and snappy gearbox. It's also not a thrashy or unrefined powertrain when pushed, with a muted and raspy note permeating the cabin under hard acceleration. The standard steering-mounted paddle shifters also allow you to take control of the gears yourself, should you desire – and it's generally very snappy and responsive here as well. Once the road gets a little twistier, you might be surprised by even the standard A5's cornering capability, even without quattro all-wheel drive and irrespective of the specified wheel and tyre package. This evolution of the VW Group's MLB platform has retained the sure-footed feel of its predecessors, thanks to a wider and lower-slung stance combined with pointy steering response. Even this base car is a bit of fun to sling through a succession of B-road bends. However, in both the A5 and S5, I felt there was something lacking in the steering feel, even with the Audi drive select system set to the sportiest driving mode. It just lacks the feel and feedback to make this a properly engaging drive, which is a shame given any 3 Series or even the electric BMW i4 Gran Coupe gives you more of a connection to the front axle. Particularly when trying to drive it harder, it feels too light and assisted to give you proper satisfaction through bends. Still, the quick response and keen handling makes up for that somewhat, and this is really only a criticism if you're a keen driver that holds these sort of qualities as a high priority. It rides well too, regardless of the wheels chosen, despite rolling on passive steel springs. In typical Audi fashion it errs on the firmer side which keeps the body fairly flat in corners and communicates the road surface and its imperfections, but even on patchy regional tarmac it rarely felt harsh or unsettled. As for driver assistance systems, which are typically an Audi strength, the A5 and S5 range is just about fully featured, with the exception of a lane centring system, which is notably absent from all PPC and PPE (EV) products Down Under. While the standard adaptive cruise control does a good job, as do the usual lane-keep assist and blind-spot/rear cross-traffic alert systems, the lack of semi-autonomous highway driving functionality seems odd – especially from a tech specialist like Audi. The brand's local product team has indicated the tech is still under development for Australia, which has various region-specific elements including lane markings, and will be rolled out ex-factory alongside other features potentially as soon as model year 2026 production, which starts later this year. It's understood most vehicles already in Australia should be fitted with the required hardware for these systems, meaning these systems should be retrofittable in existing customer cars at dealer level via a software update at some point in the future. To see how the Audi A5 lines up against the competition, check out our comparison tool Three distinct trim levels are available at launch, including the S5 edition one that's more of a pared-back 'purist' variant. It will be effectively replaced by the TFSI 200kW and e-hybrid 270kW quattro variants later this year. 2025 Audi A5 TFSI 150kW equipment highlights: A5 TFSI 200kW quattro adds: A5 e-hybrid 270kW quattro adds: To see how the Audi A5 lines up against the competition, check out our comparison tool There are a few key packages and single-item options available for the A5. Style package: $3900 Premium package: $4900 Single item options include: To see how the Audi A5 lines up against the competition, check out our comparison tool Since launch, the Audi A5 range has been awarded a five-star ANCAP safety rating, based on Euro NCAP testing. Standard safety equipment across the range includes: To see how the Audi A5 lines up against the competition, check out our comparison tool The A5 and S5 range is covered by Audi Australia's five-year, unlimited-kilometre warranty. Roadside assistance is included for the duration of the warranty period, too. To see how the Audi A5 lines up against the competition, check out our comparison tool The new A5 Sedan doesn't necessarily break the premium executive mould, but in the Australian market at least it makes a very strong value case against its direct German rivals. Mid-size premium sedan buyers can get a lot more for their money with Audi's new entrant, which starts nearly $10,000 under than the most affordable C-Class and $15,000 below the cheapest 3 Series. The strong value equation is bolstered by sharp looks, a tech-laden cabin and keen but not class-leading driving dynamics all are big ticks. While it lacks any form of electrification (at least for now), the base powertrain also has plenty of go and is quite refined, too. I personally am not hugely happy with the increased application of gloss black trim and the reduction in physical, tactile Audi switchgear, nor did I particularly take to the light, overly assisted feel of the steering. That said, a lot of that is down to personal preference. And while base pricing is very competitive, tick the two available main option packages and you're looking at nearly $90,000 before on-road costs for a well-optioned base model, which is nevertheless still cheaper than entry-level versions of its BMW and Mercedes-Benz rivals. I'd pass on the Style package, but I reckon the $4900 Premium package is a must-have. You also don't need the optional passenger display, but the (expensive) $4990 sunroof with high-tech shade will no doubt have high uptake. All told, in a segment that has been in decline for some time and could almost be regarded as 'niche' in 2025, the accomplished new Audi A5 shapes as a more value-driven alternative to its German competitors. If you're not fussed on electrification, the base petrol A5 is a very capable executive sedan (or liftback). CarExpert can save you thousands on a new Audi A5. Click here to get a great Explore the Audi A5 showroom Content originally sourced from:
Herald Sun
17 hours ago
- Herald Sun
McLaren forced to sacrifice one driver as Oscar Piastri-Lando Norris strategy dilemma looms
Don't miss out on the headlines from F1. Followed categories will be added to My News. McLaren faces a difficult choice of sacrificing one driver for the betterment of the team during Sunday night's Hungarian Grand Prix and it could cost Oscar Piastri dearly in his bid for a first world title. After Charles Leclerc stunned the F1 grid by claiming pole at the Hungarian GP on Saturday, world championship leader Piastri and his teammate Lando Norris had to settle for second and third, respectively. Fox Sports, available on Kayo Sports, is the only place to watch every practice, qualifying session and race in the 2025 FIA Formula One World Championship™ LIVE in 4K. New to Kayo? Join now and get your first month for just $1. With Leclerc's teammate Lewis Hamilton down in 12th, McLaren's two-against-one situation at the front of the grid gives them a theoretical advantage over Ferrari. But with the constructors' championship firmly in McLaren's grasp, it is the drivers' championship that poses the biggest headache for the team. Norris is 16 points behind Piastri in the championship standings after 13 of this year's 24 races. But this weekend's strategy could change the complexion of the championship. Given the difficulty of overtaking at the Hungaroring, the most effective way to make ground at the circuit is via an undercut – a pit stop strategy where a driver pits earlier than their rival to gain track position. That was on show last year when Norris controversially undercut leader Piastri. McLaren reversed their usual protocol of allowing the driver ahead on track to pit first to nullify the threat of Norris being undercut from those behind him, but that swapped the order of their drivers. After refusing on multiple occasions to allow Piastri to pass and return to the lead, Norris finally accepted the orders in the closing stages. But this time around, McLaren is widely expected to pit one of their cars early, which Sky Sports F1's Jamie Chadwick says will ultimately sacrifice one of them, which could ultimately turn the entire drivers' championship on its head. 'McLaren kind of needs to sacrifice one, almost, to help the other one if they really want to give themselves the best chance (of winning),' he said on the broadcast on Friday. If one driver pits early, they will be the one on the worn tyres towards the end of the race, but will likely have a positional advantage on a track where overtaking is tricky. And it appears most likely that Piastri would be the one to take the bullet, remaining out on the track, pushing Leclerc while Norris undercuts both the Aussie and the Ferrari driver. A perfect example of this strategy was at the 2019 Singapore Grand Prix, when Sebastian Vettel pitted from third place before Charles Leclerc and Lewis Hamilton, who were ahead of him. With fresh tyres, Vettel produced a quick outlap compared to the slower inlap for those ahead of him, and by the time Leclerc exited the pits Vettel was able to jump into the race lead. That one move would ultimately result in him going on to register his 53rd and final F1 win. But regardless of strategy, Piastri believes both he and Norris will be given a chance by McLaren to win at the Hungaroring. 'I think we're both going to try and win the race. I think that's our goal,' he told Sky Sports F1. 'We'll have to wait and see what the weather does. It's a place where strategy is a factor as well. 'There are a lot of things where you can win or lose, but I'm sure we'll both be trying to win the race in our own right. 'Potentially [we need to be on different strategies], it depends on what our pace is like and where we end up after lap one. 'If you pit earlier, you can get the undercut but pay for that later in the stint. If you go later, then you've got to try to overtake on track, so there are pros and cons to both.' Originally published as McLaren forced to sacrifice one driver as Oscar Piastri-Lando Norris strategy dilemma looms
