Audi A5 Mk3 (B10) Common Problems & Reliability

RAC's verdict on the new A5 is blunt: 'cabin quality and controls a step backwards' - bar a single volume/track-skipping knob and a couple of console buttons, physical controls are 'notable by their absence' and the steering-wheel touch pads are a struggle. Audi's own response is documented by Auto Express: a redesigned interface with a new steering wheel featuring physical controllers, launched on 2026 model-year cars available from December 2025, and explicitly not retrofittable. Used buyers of 2024/25 cars therefore inherit the interface in its least-favoured form, which is worth factoring into resale as much as into the daily drive.

The A5 replaced the A4 but, on RAC's scorecard, brings 'cabin quality and controls a step backwards' in the same car that is otherwise refined and well built, and The Car Expert's aggregate quotes reviewer 'reservations with the styling and layout of the interior' (Carwow) plus lowlights that rivals are more comfortable and practical with tighter rear headroom than tall passengers want. It is not a fault that strands you - it is the soft-cost story of a price-raised, PPC-driven generation: hard plastics in places the outgoing A4 padded, and a spec sheet where equipment that used to be standard is now options.

The B10 A5 pairs its 2.0 TFSI and 2.0 TDI engines with a 7-speed S tronic dual-clutch transmission and Audi 48V MHEV plus powertrain generator mounted to the gearbox output shaft. While engineered to provide an 18kW electric boost and smooth stop-start, the electronic throttle-to-clutch calibration can feel hesitant and unhurried when accelerating from a rolling stop into busy UK roundabouts. Parkers observed that the transmission occasionally requires a manual paddle override to find low-end response, while Auto Express noted the petrol powertrain is less punchy off the line than expected. Transmission control module software updates help reduce the hesitation.

While the B10 A5 is a quiet long-distance cruiser, S Line and Edition 1 models equipped with lowered sports suspension and 19-inch or 20-inch alloy wheels struggle to absorb scarred UK tarmac. RAC Drive reported that on rough British roads the S Line test car dealt with larger bumps well but felt jittery and unsettled over low-quality tarmac and small potholes. The Car Expert aggregated ratings similarly highlight a noticeably firm edge compared to older A4 models. Transverse road scars, drain grates and frost-damaged asphalt send sharp vertical vibrations through the cabin, producing tyre roar and cabin resonance on low-profile rubber.

Despite moving to a practical hatchback tailgate on the saloon body, packaging constraints on four-wheel-drive and plug-in hybrid variants severely penalise usable boot volume. RAC Drive warned that quattro models lose space, bringing cargo capacity down to 417 litres (smaller than an Audi A3 saloon), while the e-hybrid drops further to just 331 litres. Auto Express similarly noted the load bay lacks underfloor storage or dedicated cable compartments. For family buyers or company-car drivers carrying pushchairs or holiday luggage, the raised boot floor on quattro and hybrid models represents a substantial volume drop from the outgoing A4 Avant.

Early production 2025 model-year Audi A5 saloon and Avant models were subject to a safety recall concerning the rear seat belt assemblies. A manufacturing flaw damaged the internal automatic locking retractor (ALR) mechanism in the rear seat belts. MotorSafety reported that Volkswagen recalled 27,768 vehicles because the damaged ALR mechanism can fail to lock when the belt is fully extended, preventing child safety seats from being firmly secured. The defect was officially documented in NHTSA Safety Recall Report 25V-899 under Audi code 69D8. If unaddressed, the belt can become loose during sudden deceleration, elevating injury risk for children.