Audi’s Gas A4 Is Dead, but Long Live the A5 and S5

• Audi’s A5 and S5 are based on Audi’s Premium Platform Combustion platform, with handsome aerodynamic coupe-like rear styling.

• Both the current generation (B9) and its replacement (B10) will be sold as 2025 model year vehicles. But most of the older cars will be out of inventory before the new ones arrive for sale in the US in May or June.

• We tested an S5 with a 362-hp 3.0-liter V-6 coupled to a seven-speed S Tronic dual-clutch transmission. Everything about the S5 feels strongly planted, with more direct steering than previous cars in the range. The S5 is the one to get.

There are few drives in the world more exhilarating than the curvy switchbacks above the French resort city of Nice. But with ongoing traffic that seems to think the center line is a mere suggestion (especially around blind curves), it can be a bit nerve-wracking as well. It helps when the drive is in something as sporty as the 2025 Audi S5 in “Dynamic” mode.

Introduced in 1994, the midsized A4 sedan has been a mainstream staple of the Audi line. But Audi is transitioning its nomenclature, with odd numbers for combustion cars (hence the A5, A7, and Q7) and even (A6, Q4, and Q6) for electric e-trons. So, no more A4 gas cars.

We’re familiar with A5 and S5 in the US—those badges were on the B-segment coupe variant of the A4 sedan introduced in the 2008 model year. There was also an A5 Cabriolet introduced in 2010. A four-door Sportback A5 and S5 were added for 2018 (refreshed in 2020), and these new hatchback cars are their successor.

But now for 2025 the line is simplified, morphing into the four-door A5, with the performance-oriented S5 as its aspirational sibling. The word “sedan” isn’t being used, nor is “Sportback,” which had served as a premium alternative to the term “hatchback.”

Is a convertible coming eventually? Audi declined to say. The US won’t get a diesel A5 that’s available in Europe, or (more’s the pity) the beautiful Avant station wagon variant of the A5/S5. And no markets get a convertible—they haven’t been selling on either side of the pond.

In a twist, the US is actually getting a more powerful A5 than is Europe. And because Audi doesn’t have the US-spec A5 just yet, the assembled journalists in France were instead turned loose on a fleet of Ascari Blue metallic S5s. They were Euro-spec, but close to what the US will see.

The A5 quattro and S5 are based on Audi’s Premium Platform Combustion (PPC) platform, with handsome aerodynamic coupe-like rear styling. Both the current generation (B9) and its replacement (B10) will be sold as 2025 model year vehicles. But most of the older cars will be out of inventory before the new ones arrive for sale in the US in May or June.

The S5 as tested is a competitive quattro performance sedan with practical aspects. Americans don’t always love hatchbacks, but Audi says they’ve been outselling its sedans in the US market.

The S5 uses a 3.0-liter V-6 producing 362 hp and 404 lb-ft of torque (up from 349 hp and 369 lb-ft on the current car), coupled to a seven-speed S Tronic dual-clutch transmission. It’s able to reach 62 miles per hour in 4.6 seconds. Top speed is an electronically governed 155.3 mph.

The European version of the S5 uses an emissions-friendly and fuel-saving 48-volt electrical system and the company’s twin electric motor 24-hp MHEV Plus mild hybrid system, which provides some boost on acceleration.

American S5s don’t get MHEV Plus because American consumers (some of them anyway) have found the corresponding start/stop system too intrusive, but overall performance is not greatly different in the two versions. Euro models appear to reach 62 mph a tenth of a second faster.

A5/S5 buyers will notice the neatly executed rear roofline and a distinctly different prow with a honeycomb grille and extra-shiny, distinctive headlights—something else Americans won’t get in Euro form, because they don’t meet US standards.

The optional A5/S5 Matrix parking lights for Europe use second-generation OLED technology with digital light signatures first seen in the Q6 e-tron.

The lights, mounted above the headlights, use rows of bright-white squares that can be switched into different patterns to match the hyper-cool OLED taillights.

The rear lights have eight switchable design patterns—oddly reminiscent of the novel sequential turn signals on the 1964 Ford Thunderbird. The American versions are slightly different from Euro spec, losing an emergency-signaling feature.

The cockpit is all-new and continuing the trend of pillar-to-pillar screens, in this case three distinct units—instrument panel, center screen and (optional) passenger display—37.3 inches total. It makes for a very bright and readable GPS, and next turns are also projected forward on the head-up display.

The passenger can dial in GPS or, more passively, watch a movie. A quirk that will probably be addressed in a software update is the film’s audio track coming through the premium Bang & Olufsen sound system rather than from the not-available wireless headphones. As it is, the driver can’t see the screen but could be distracted by the movie dialogue.

The new Audi has good legroom front and rear, a large load space under the hatch, and excellent visibility all around. The ride around Nice didn’t include any highway driving, so the top end wasn’t tested, but cornering got a real workout on all the mountain switchbacks.

Everything about the S5 feels strongly planted, with more direct steering than previous cars in the range. The ride is also stiffer via sport suspension, but not jarringly so. Acceleration is thrilling, and robust braking quickly dials back speeds for the next turn.

Switching to “Dynamic” deepens the exhaust note and leads to higher transmission shift points. Other mode choices include Comfort, Balanced, Dynamic, and Individual. Emergency braking—essential when an errant Renault Twingo rounded the corner in the wrong lane—is reassuring.

Fuel economy on the S5 is a stated 30.5 mpg combined, but that’s on the European cycle, not an EPA number. The A5 should be better.

In either A5 or S5 guise, these new midsize Audis should be easy to live with. The company makes it clear the cars are aimed at the upper middle class, but pricing will go a long way to determining who will buy them.

US pricing for the new B10 versions of the A5 and S5 will come closer to launch next year, but the outgoing B9 2.0-liter A5 Sportback started at $47,595 in base Premium quattro trim. The B9 version of the S5 Sportback with 3.0-liter six-cylinder starts at $59,195 in Premium quattro trim while inventory lasts.

Based on inflationary trends, does anyone expect the new B10 A5 and S5 to reflect a drop in price?

German buyers will see a wide price gap between the new A5 and S5. The base A5, starting at €45,200 ($49,371), is a fairly basic de-contented car with 147 hp, aimed at fleets, with a diesel variant.

The new S5 in Europe starts at €78,500 ($85,861). The European models go on sale in November.

The S5 is the one to get, and let’s hope it’s priced closer to the A5 for the American market. We don’t want only the upper middle class to enjoy such a delightful car.

Is Audi on the right path, offering both all-electric e-trons alongside internal-combustion A5 and S5? Please comment below.