It can be a little unnerving when driving for the first time on a narrow, hairpin-turn road, going up a mountain and not sure what’s around the next bend, and it’s pouring rain. Still, the 2025 Audi S5 I was piloting stuck in the corners like it was glued there, and managed to make it look like I knew what I was doing.
Along with the entry Audi A5, the S5 is an all-new model, and we got to see both of them in a sneak peek earlier this year. That was just a look, but this time I was behind the wheel – and on the very same stretch of road in France where Pierce Brosnan as James Bond raced an Aston Martin alongside a Ferrari in Goldeneye almost 30 years ago, although he at least had a dry day for it.
The new A5/S5 sedan is the first vehicle built on Audi’s new PPC architecture, which stands for Premium Platform Combustion. There’s also a Premium Platform Electric, as Audi moves further into battery power. As it does, some models are changing their names, including the A5. An “A” in the name still indicates a car, while “Q” is an SUV, but from now on, even numbers will mean the vehicle is electric, while an odd number indicates a combustion engine.
Replacing the Audi A4/S4 with the A5/S5
That meant shaking up a few things to arrive at this all-new A5 family. Technically, it’s the all-new version of the previous A4, but its even number had to move up a digit because it’s still gasoline-powered. Meanwhile, the previous A5 came only as a coupe or convertible, and while it’s possible – let’s say even likely – that a two-door and drop-top will morph into this all-new model sometime in future, for now, the all-new A5 comes to us strictly as a sedan; but with a hatch-style trunk lid that’s hinged above the rear window for easy access to the cargo compartment. It’s also built as a very handsome wagon, but unfortunately, that one isn’t coming to Canada.
The new A5 is slightly longer than the A4 it replaces, has a stiffer suspension, and it uses Audi’s E3 1.2 electronic architecture with five computers that handle all of the car’s functions, from its powertrain controllers to the infotainment screens that stretch across the dash.
Both the A5 and S5 were presented at this first-drive event, but due to unforeseen scheduling issues, I was only able to drive the S5 and didn’t get into the A5. That was a disappointment, but ultimately not the world’s end. These were Euro-spec cars and Audi Canada is apparently still working on allocation, and so the performance numbers of what we drove may not necessarily be exactly what we’ll get over here. Once we get into the Canadian-spec cars when they’re available, we’ll let you know exactly what they’re all about.
What powers the Audi A5 and S5?
The A5 uses a turbocharged 2.0L four-cylinder that comes in various versions, depending on the market. It starts out in front-wheel drive and making 147 horsepower, but we won’t see that one here. Canada will exclusively get the all-wheel drive model, which Audi calls Quattro. The A5 used on the drive event made 201 horsepower, but word is the Canadian version will have more than that – and exactly how much more is still to come.
My ride, the S5, uses a turbocharged 3.0L V6 with new variable-turbine geometry. It’s rated at 367 horsepower and 405 lb-ft of torque, at least in the one I drove, and with a seven-speed dual-clutch automatic and Quattro all-wheel drive with torque vectoring. My tester also had a new 48-volt mild-hybrid system (MHEV).
This self-charging hybrid system works alongside the engine to provide an additional 24 horsepower as needed, and is capable of driving the car on electricity alone at low speeds, such as in stop-and-go traffic or when parking. But here’s the thing: While some American media outlets are suggesting the MHEV may be coming to North America, our Audi Canada rep said it won’t be included here. It’s hard to say exactly how much of my S5’s driving performance could be directly attributed to it but it does seem worthwhile, and perhaps the Canadian execs will rethink it between now and when the S5 comes to market.
We obviously won’t get the A5 with a 2.0L turbodiesel engine, and we also won’t see the plug-in hybrid (PHEV) version, which is planned only for overseas markets and not ours.
What’s the Audi S5 like inside?
The S5 is a blend of comfort and cutting-edge tech. As is common for German automakers, the seats are firm but supportive, and I found the bolsters enough to keep me centred on curves, but not so bulky that they made it hard to get in and out of the car. There are a number of soft-touch surfaces, including fabric-wrapped panels below the dash screens and into the door panels. I’m not as impressed by the gearshift selector, though: while sliding it back and forth between Reverse and Drive is fine, it’s annoying to have to tap the small button for Park.
The 14.5-inch centre touchscreen is joined to an 11.9-inch digital instrument cluster. Mine further had an available 10.9-inch screen for the passenger, which can share navigation and other apps from the centre screen, or play streamed entertainment features for the passenger alone. The updated head-up display has larger icons and provides information without seeming too cluttered. There’s an LED strip at the base of the windshield that lights up to indicate functions, such as when the turn signal’s on or the doors are locking, and presumably for charging status on the PHEV models.
What’s the Audi S5 like to drive?
The S5 is a beautifully-balanced package of performance and handling. It’s quick – Audi tags it at 4.5 seconds from standstill to 100 km/h – but acceleration is linear and smooth, the proverbial iron fist in the velvet glove, and there’s always more on tap when you ask for it. The dual-clutch shifts unobtrusively; and if you put it into manual-shift mode it’ll keep whatever gear you’re in, shutting you down with the rev limiter as necessary rather than override your selection.
The rain put a damper on things, as I wasn’t about to hard-flog it, especially on an unfamiliar and challenging road – I prefer to bring both the car and me back in one piece. Even so, the car inspires confidence on curves, where it applies a bit more torque to the outside rear wheel to tuck the car in. It’s very surefooted and it corners flat, and its performance tires stick well even on damp pavement. It’s taut and graceful thanks to that stiffer chassis and new suspension tuning, and the steering is quick and accurate.
The drive modes now have more of a difference between comfort and sport modes: switch to the latter and the shifts are even quicker, while the steering tightens up with more feedback. I put it back into the more subdued mode coming out of James Bond’s territory and back into town, where its progressive steering ratio loosens up at lower speeds. That makes it easier to maneuver in close quarters, although the turning circle could be a bit tighter.
Final thoughts
This new Audi S5 has a split personality that should work well in our market. Rather than a true fire-breather – because there’s always room for an RS version in the lineup, isn’t there? – it’s a sharp performer that impresses with its canyon-carving abilities, while capable of taking things down to a low growl to get you through city traffic in comfort. We’re still waiting on full specifications for Canada, as well as pricing, and to get behind the wheel of the milder A5. In the meantime, from this drive in the S5, it looks like both should be worth the wait.
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