Audi Q8 50 TDI review finds a big luxury family SUV that drives like a small car
Yet for many people, the new breed just don't cut the mustard.
Which is why Audi offers oil-burners like the Q8 50 TDI.
There is still a dose of modern engineering, with a mild hybrid set-up that helps reduce fuel consumption when coasting on the highway and in stop-start traffic. From a tank it can travel more than 1000km.
The petrol and diesel options are the cheapest Q8s you can buy, with a retail price of $143,415, while a plug-in hybrid version costs an extra $10k. The electric derivatives start at $154,000 and top out at $180,000 for the SQ8.
On the road, our test Q8 diesel would have been about $158,000 without any options, whereas a petrol-powered Mercedes-Benz GLE 450 Coupe starts from about $175,635, and the diesel BMW X6 xDrive30d begins from $157,000.
What do you get?
The Q8 differentiates itself as the sportiest derivative of the Audi large SUVs. Those who want a traditional SUV bum and an option for seven seats can steer toward the Q7.
These refreshed Q8s released this year can be spotted by new front and rear end styling, while at the back there is a different light strip.
Just because the oil-burner is the base model, it's far from bereft of luxuries. Among the features list is a 17-speaker Bang and Olufsen stereo, satnav, wireless Apple CarPlay and Android Auto, electric tailgate with foot sensor for hands-free opening, three-spoke sports steering wheel, air suspension and a panoramic sunroof.
Our Q8 was bolstered by two packages. The Premium plus package '2' included 22-inch alloys, black exterior finishes, sport adaptive air suspension, all-wheel steering and power-assisted door closing for an additional $6900.
Then there was the $3900 luxury seat pack that featured sport seats with integrated headrests, trimmed in Valcona leather featuring S logos and diamond stitching, ventilation and heating for the front chairs along with heated outer rear seats.
Throw in black roof rails for $900, metallic paint at $2400 and special $400 interior inlays and the price rose to $157,915 before on-roads were added.
Buyers can secure a prepaid servicing pack that covers five maintenance visits to the dealer for $3570. A $4710 Audi Advantage option extends that to a further two years for roadside assist and servicing for up to 120,000km.
How was the drive?
Distinctive diesel clatter can be heard from start-up, but Audi's mild hybrid system does a solid job of adding refinement with electric assistance at low speeds.
The Q8 cossets its occupants, with the air suspension buffering the cabin from bumps and lumps, yet also manages to hunker down when required to reduce body roll in the bends.
It has impressive family lineage. It's the same platform that sits beneath Volkswagen family brethren including the Porsche Cayenne, Lamborghini Urus and Bentley Bentayga.
Feeling strong and responsive under your right foot, the V6 turbo diesel can haul from standstill to 100km/h in 6.1 seconds. When the going gets twisty the Q8 is surprisingly adept and doesn't feel like it's pushing 2235kg or measuring just over 5m in length.
Its size is noticeable in carparks where it requires regular use of the cameras and mirrors, as city spaces quickly feel claustrophobic.
The mild hybrid system requires no driver input, recharging when braking and decelerating. During coasting phases the engine will shut down and it also provides some extra shunt when taking off.
Despite a couple of highway journeys, we couldn't get close to Audi's official fuel consumption figure of just over seven litres for every 100km. We only managed 8.6.
Would you buy one?
Kel: From the Q7 and Q8 pairing, this would be my choice. The design is more my style, and I have no need for seven seats. Compared with some of the latest prestige offerings, some of the graphics looked old, and I didn't like the haptic feedback-style buttons on the central screens. I found it easy to drive, but I do like the smaller Audis for ease of carparking, which means they would be my first choice purely on current lifestyle needs.
Grant: Defying its size, the Q8 is surprisingly adept and strong with the V6 turbo-diesel under its skin. Adding the various options quickly pushes the bottom line skyward, but they did make for a lavish interior in our test car. The latest update has finetuned a very good product, which I could live with if I had deeper pockets.
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2025 Audi A5 Sedan TFSI 150kW review
Audi 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: 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:
The Advertiser
14 hours ago
- The Advertiser
How much Volkswagen is in Lamborghini's newest supercar?
The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from: The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from: The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from: The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from:
7NEWS
18 hours ago
- 7NEWS
Driver crawls out of flipped BMW wreckage in Western Sydney
A man has crawled out of the wreckage of his BMW after it lipped onto its roof in a crash. The BMW Coupe was left crushed nearly flat to the doors after a crash along Edensor Rd at St Johns Park in Western Sydney about 12.20am on Sunday. During the crash, the car allegedly failed to navigate a roundabout and mounted a kerb, then lifted off the ground, overturned and landed upside down. The 38-year-old driver managed to crawl out of the wreckage on his own. He was treated by paramedics at the scene before being taken to Liverpool Hospital. NSW Police are investigating the cause of the crash. The BMW i8, a 2017 model, is valued around $100,000.
