2026 Audi A5 e-hybrid review: Quick drive

Audi is plugging into PHEV power with its passenger vehicle range for the first time in Australia.

The 2026 Audi A5 e-hybrid quattro 270kW is arriving in showrooms now, debuting plug-in hybrid power in the German brand’s non-SUV range Down Under, and the first PHEV based on the new Premium Platform Combustion (PPC).

Audi’s representatives say there has already been strong interest in the pre-order phase, helped by the fact the A5 e-hybrid quattro 270kW offers S5-matching outputs with up to 97km of EV range on the WLTP test cycle.

It also helps that Audi’s new plug-in sedan and wagon achieve price parity with equivalent petrol-only variants, despite offering more power and performance, improved efficiency, as well as some extra kit to sweeten the deal.

The same drivetrain has also been confirmed for the popular (and related) Audi Q5 mid-size SUV, due to land in the early stages of next year.

We were invited along to Audi Media Day in Sydney, where we got to sample the A5 Avant e-hybrid quattro alongside several other new models including the Q5 and SQ5 Sportbacks, as well as the Q6 Sportback e-tron.

How does Audi’s new PHEV drive? We got a quick spin to find out…

How much does the Audi A5 cost?

While PHEVs generally carry a significant price premium over pure petrol-powered equivalents, Audi Australia has managed to arrive at price parity with the new A5 TFSI quattro 200kW models.

Priced from $89,900 plus on-roads for the A5 Sedan and $92,900 for the A5 Avant wagon, the plug-in Audi is nearly $10,000 cheaper than its Mercedes-Benz C350e Sedan rival (from $98,200), which doesn’t offer a wagon in Australia.

It’s also thousands cheaper than a petrol-only BMW 330i Sedan (from $94,900), and is just a little more than the updated all-electric BMW i4 eDrive35 Gran Coupe (from $88,900).

Wagon-bodied rivals are virtually non-existent in Australia, especially with an electrified powertrain. Peugeot recently pulled its 508 SW PHEV, though Skoda will launch the Superb iV PHEV in 2026, and likely for far less money.

To see how the Audi A5 lines up against the competition, check out our comparison tool

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What is the Audi A5 like on the inside?

If you’ve read our previous A5 or S5 reviews, the answer is more of the same.

The B10-generation A5 range ushers in a new design philosophy for Audi both inside and out, for betterandfor worse – at least in my 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 if that’s your sort of thing.

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 Google’s 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 VW Group interiors, the A5’s 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.

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 still not a 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 outright bad, but they’re not great either.

Be prepared to always have a microfibre cloth 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 wearingIron Man’shelmet.

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 which I’d say is a must for audiophiles, though you could take or leave the $1950 optional MMI passenger display, which plonks a 10.9-inch touchscreen ahead of the front passenger.

At full blast the immersive in-car sound experience is fantastic with the optional audio system – though if you turn the bass and subwoofer up too high I reckon it might feel too much like a doof doof nightclub.

The general feeling of quality is pretty good too, with a good mix of soft-touch and textured materials dotted throughout the cabin. It’s a pretty nice place to spend time, particularly with the e-hybrid’s available ‘pastel silver’ leather-appointed trim, and it doesn’t feel as plasticky as the Mercedes-Benz C-Class, for example.

In the second row, 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 thanks to the sloping roofline and chunky rear seats if you choose the standard black interior – I’d be going for the pastel silver pictured here, even if kids would mess it up. 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 exxy optional panoramic glass roof ($4990), which comes with what Audi calls ‘switchable transparency’, basically utilising similar tech to thePorsche Taycanwhereby a liquid crystal sandwiched between two glass panels can be turned clear or opaque using electricity.

It may sound a little naff, but it removes the need for a conventional sunshade,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 rear-seat amenities, 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.

Due to the placement of the large hybrid battery under the boot floor, the A5 e-hybrid models lose a bit of luggage capacity compared to their non-PHEV counterparts.

The A5 Sedan e-hybrid offers 331-1175 litres of claimed capacity, while the Avant ups that slightly to 361-1306L. As with the wider lineup, the A5 e-hybrid range supplies a tyre repair kit in lieu of a spare wheel.

To see how the Audi A5 lines up against the competition, check out our comparison tool

What’s under the bonnet?

The A5 e-hybrid’s PHEV system teams the brand’s ubiquitous 2.0 TFSI turbo-petrol engine with an electric motor, dual-clutch ‘S tronic’ automatic transmission and a lithium-ion battery pack.

To see how the Audi A5 lines up against the competition, check out our comparison tool

How does the Audi A5 drive?

Like the Q6 Sportback e-tron test drive, our A5 Avant e-hybrid stint comprised a fairly short leg from St George Sailing Club to the Royal National Park in and around Sydney.

The 35.5km program included a mix of road conditions, including suburban streets and highways, through to 110km/h freeway driving and a spirited portion through the winding and undulated roads of the ‘Nasho’.

After two or three runs prior to my turn, the A5 e-hybrid wasn’t given to me with a fully charged battery. I left it in Hybrid mode given the mix of conditions, to see how smart the in-car computers were at maximising fuel-efficiency while also optimising performance once I hit the twisty bits.

As you’d expect, the A5 e-hybrid will default to battery power if driving and road conditions permit. In town, it silently starts up and gets rolling, with only the faint whirring of the electric motor permeating the cabin, save for the UFO-like external pedestrian sound which plays at low speeds.

You can easily get up to highway speeds with no intervention from the petrol motor – it can travel at speeds of up to 130km/h in EV mode – though when set to Hybrid mode the A5 will kick the TFSI engine in every now and again to assist at speeds of 80-100km/h, where the petrol engine is at its most efficient.

Sydney’s roads aren’t known for their smoothness or perfect surfacing, and while the A5 e-hybrid features standard 20-inch wheels with low-profile tyres hooked up to firmer and lower S sport suspension, compliance wasn’t too bad.

Don’t get me wrong, it’s definitely on the firmer and sportier side of the fence, and it can get a little busy over the sort of high-frequency low-impact imperfections you’ll get in the city, but it’s not unsettled or unrefined. Still, I’d love the option of smaller wheels and adaptive dampers.

The big wheels and skinny tyres also mean there’s a bit of road noise coming up into the cabin, especially over coarse-chip roads. It’s again not so loud or unrefined that its unbearable, but it doesn’t quite go with the whisper-quiet EV mode when tootling about town or cruising on the highway.

Conversely, popping it into ‘dynamic’ mode and shifting the gear selector into S doesn’t really dial up the sound you want to hear (ie: the engine). There’s no real sound augmentation, and nor is there much bite from the exhaust note despite the beefy outputs and pace on offer.

In EV mode acceleration response is nice and progressive, save for the odd moment of pause if you quickly stab at the throttle while cruising. The 300Nm from the e-motor comes on instantly and makes for smooth progress, though if you punch it harder and kick down, the TFSI engine ensures all 270kW and 500Nm are at your disposal.

And, as I’ve complained about with the A5 and Q5 in the past, the steering feel is too light even its most aggressive setting. Yes, it’s silly quick (the claimed 5.1-second 0-100km/h time almost feels conservative), but there’s not much feel or weight through the tiller, which really dulls the experience in concert with the minimalist soundtrack.

The wide and low stance makes for a stable and hunkered-down feel, though the added weight of the PHEV system makes the A5 e-hybrid more of a fast tourer than proper B-road basher. The S5 feels better equipped for twisty passes, while the PHEV seems better suited to overtaking on the freeway and powering through longer, sweeping bends.

That said, the quattro all-wheel drive system offers admirable traction when flinging this 2.2-tonne hybridised luxury wagon through tight, twisty roads, which cleverly keeps wheelspin and understeer to a minimum.

Driver assistance systems are another key area, and like other models based on the PPC and PPE architectures, the A5 e-hybrid is good without being standout like in previous-generation Audi models.

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, due to various region-specific elements including lane markings, and will be rolled out ex-factory alongside other features at some point in the future.

Not only do Australian-delivered models currently lack active lane centring, which is available in overseas markets and quite handy on highway drives, the standard lane-keep function can be a little late to react and sometimes feels like it’s pulling you towards the lane markings rather than gently correcting you back to the centre of your lane.

Given how good previous Audi models have been in the driver assistance space, it seems like some of the German brand’s newer models have taken a step back in some areas. At least it won’t drive you crazy with beeps and bongs whenever the speed limit changes.

The standard surround-camera system is helpful though, given the high shoulder lines and thick rear pillars. It makes slotting this 4.83m-long, 1.86m-wide Audi into tight parking spaces that little bit easier.

To see how the Audi A5 lines up against the competition, check out our comparison tool

What do you get?

The A5 e-hybrid models offer the highest level of specification before you hit the S5 performance flagship.

2026 Audi A5 TFSI 150kW equipment highlights:

• 19-inch alloy wheels
• S line exterior
• Matrix LED headlights
  • incl. selectable light signatures
• Convenience key – keyless entry
• Projection light in exterior mirrors
• Electric tailgate with gesture control
• Digital key
• 11.9-inch Audi virtual cockpit plus
• 14.5-inch MMI navigation plus
• Audi sound system
• Audi connect plus
• Audi smartphone interface
  • Wireless Apple CarPlay
  • Wireless Android Auto
• DAB radio
• Audi phone box light – wireless phone charger
• USB-C charge points – front, rear
• Sport front seats with integrated headrests
• Leather/leatherette upholstery
• Wraparound interior elements – leatherette
• Tri-zone climate control
• Electric front seats
  • incl. driver memory
  • incl. 4-way lumbar support
• Heated front seats
• Colour ambient lighting

A5 TFSI 200kW quattro adds:

• 19-inch alloy wheels – different design
• S line interior
• Sport front seats incl. S embossing
• Door sill trims with aluminium inlays
  • incl. illuminated S logo, front
• Inlays in brushed aluminium with linear embossing
• Sport leather steering wheel – 3-spoke, flat top/bottom
  • incl. shift paddles with S emblem
  • incl. contrast stitching
• Stainless steel pedals
• Black headlining
• Roof rails – Avant

A5 e-hybrid 270kW quattro adds:

• 20-inch Audi Sport alloy wheels
• Sport suspension
• Red brake calipers
• Black exterior styling package
• Black roof rails – Avant
• Privacy glass
• Auxiliary air conditioning
• AC charging port
• 11kW AC 3-phase charging
• 240V 3-pin. Australian standard plug
• 230V 32-amp CEE industrial plug
• Type 2 charging cable for public charging
• Wall bracket for mounting of charger

To see how the Audi A5 lines up against the competition, check out our comparison tool

Options

There’s one add-one package and numerous single-item options available for the A5 e-hybrid.

Premium package: $4900

• Head-up display
• High-powered USB charging ports
• Bang & Olufsen 3D premium sound system
• Acoustic glazing for door windows – front
• Colour ambient lighting pro package

Single item options include:

• Metallic or pearl effect paint: $2100
• Premium metallic paint: $3400
• Panoramic glass roof with switchable transparency: $4990
• Seat ventilation – front: $2200
• Inlays in applewood natural, brown: $1100
• Inlays in chestnut natural, grey: $1100
• 10.9-inch MMI front passenger display: $1950

To see how the Audi A5 lines up against the competition, check out our comparison tool

Is the Audi A5 safe?

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:

• Adaptive cruise control with stop/go
• Autonomous emergency braking incl. pedestrian detection
• Blind-spot monitoring
• Driver attention monitoring
• Front cross-traffic assist
• Front and rear turn assist
• Lane departure warning
• Lane-keep assist
• Parking sensors – front, rear
• Rear cross-traffic assist
• Surround-view cameras
• Swerve assist
• Traffic sign recognition
• Tyre pressure loss indicator
• Vehicle exit warning

To see how the Audi A5 lines up against the competition, check out our comparison tool

How much does the Audi A5 cost to run?

The A5 is covered by Audi’s five-year, unlimited-kilometre new vehicle warranty, bolstered by an eight-year, 160,000km warranty for the high-voltage hybrid battery.

To see how the Audi A5 lines up against the competition, check out our comparison tool

CarExpert’s Take on the Audi A5

If you’re wanting the best balance of performance and efficiency within the new Audi A5 range, the e-hybrid quattro should, in theory, be the best of both worlds.

You could realistically do two or three days of daily commuting on a single charge of the PHEV battery, and even as a hybrid it’s pretty efficient should you need to cover longer distances between charging points.

It looks sharp, particularly as an Avant, goes hard in a straight line, and has the unflappable grip that quattro is known for. The fact it’s the same price as the TFSI quattro 200kW is a big drawcard too.

However, the lack of soundtrack when in dynamic mode, un-feelsome steering and firmish ride may limit its appeal given it will likely be a daily commuter for the more affluent professionals of Australian capital cities.

The PHEV componentry also eats into boot space, leaving the A5 Avant ‘wagon’ with barely more cargo capacity than my VW Golf. Some of the more pricey options should also be standard equipment, and the omission of semi-autonomous driving functionality – at least for the time being – also grates from a tech-focused manufacturer.

Our quick drive confirms the A5 e-hybrid is a nice thing, if a little rough around some edges. It fills a niche gap in a niche market, but could be seen as the sweet spot in the range given it offers nearly S5-rivalling performance for $15,000 less.

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