Audi A5 vs Lexus NX450H+

What's the difference?

The Audi A5 remains a convincing option in the premium mid-size sedan category, even with the near-$10K price increase over its equivalent grade A4 predecessor.

Even in its base spec, it’s a lovely thing to drive and adds enough new kit to be a reasonable option when it comes to value. In terms of tech usability, it stands out from rivals. Practicality is still king for Audi.

But for the heart-over-head types, the S5 is fast and fun while remaining a comfortable cruiser and the price is decent. On a personal note, a six-cylinder wagon? That's a big yes from me.

For the time it’s available, it’s hard to go past the value on offer in the S5 Edition One. Getting an AWD V6 with that kind of capability for under $100K is something that's sure to tempt buyers. If it doesn’t, we need to take a good look at ourselves.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The NX 450h+ Luxury combines high build quality and upmarket looks with plug-in hybrid convenience/performance/economy and numerous luxury appointments. It’s a competent all-rounder that's difficult to fault and clearly meets the needs of many prestige mid-size SUV buyers.

The A5 incorporates Audi’s new design language in a way that makes the 2026 model stand out from Audi’s older offerings, but we won’t know how well it works in the family until more new-gen Audi cars arrive.

For now, the A5 is a generally handsome car. It very much looks like an Audi from the front, even a recent A4 if you only very quickly glanced.

The aforementioned S line styling does plenty in making even the base Audi A5 look like a properly luxe thing. There were a few double-checks at the launch to make sure drivers were getting into the right cars.

Fortunately the new car’s designers refrained from busying up the car with trim, the only big features being the side vents at the front.

But even in Avant form the S5 looks athletic, quad-exhausts in the lower bar and the angular rear bodywork moving away from the previously softer, more rounded look Audi had gone with before.

Inside, the changes are arguably more obvious. The A5 is now much more ‘screeny’ than before, especially if optioned with the passenger-side touchscreen.

It’s still decidedly Audi in its layout and design, with geometric shapes on the steering wheel, screen housing, door cards and even on the gear shifter, which is no longer the more traditional handle-type.

The exterior is a sculptured blend of sharp creases and flowing curves which create a sporty and sophisticated appearance that clearly appeals to many buyers.

The interior looks and feels about as spacious and airy as you could realistically expect in a mid-sized SUV, which is enhanced with the roof open and sunshine pouring in.

The boldly contrasting two-tone grey and camel interior trim in our test vehicle adds to its visual appeal although we suspect such a bold colour choice could also be a stain magnet in everyday use, particularly for young families with lots of sticky kids’ stuff onboard.

…and that gear selector is a bit indicative of the new A5’s interior. It’s now more of a switch that requires a little more attention than the traditional shifter, just like the way the more screen-focused interior requires a little more of your eyeball time than physical buttons.

Don’t get me wrong, as far as screens in modern cars go, Audi seems to have made it as easy as possible to use the new-gen software in the A5. The menus are clear, there are good shortcuts and there’s no lag… but buttons are always better when your focus needs to be on the road.

Fortunately the driver display is nice and clear, it’s a good update on Audi’s ‘Virtual Cockpit’ and you can set it to display important information without looking too busy.

Ergonomically, the way the central screen is angled towards the driver, the centre console layout and the small control panel on the door for lights, mirrors and the like all seem to be well considered and mean you don’t have to awkwardly reach for anything.

There are a few quirks specific to the A5 and S5, one being that if you opt for the panoramic sunroof, it comes with a transparency switch rather than a physical cover, so it doesn’t do much to keep the light out.

It’s also good to note that the passenger screen - again, if optioned - turns to privacy mode when playing media so as to not distract the driver. Pretty handy!

Behind the front row, a regular-sized adult should have enough room to sit comfortably for a decent amount of time without feeling cramped. The light through the sunroof comes in handy here.

Behind that is a 445L boot in Sedan form, or 1299L with the rear seats folded down. As an Avant, the space increases to 448L and 1396L respectively.

Its compact dimensions of 4660mm length, 1865mm width and 1660mm height make the usual driving chores in congested urban settings, particularly tight inner-city streets and parking spaces, much easier than a full-size SUV.

With its 2050kg kerb weight and 2540kg GVM, it has a load capacity of 490kg of which up to 75kg can be carried on the roof rails using approved racks.

While almost half a tonne of load capacity may seem ample, keep in mind that the combined weight of five large adults could reach that limit before you could start loading their luggage.

It’s also rated to tow up to 1000kg of braked trailer, which would be ideal for hauling small trailers with a recreational focus like fold-out campers, jet-skis, trail bikes etc. However, Lexus does not publish a GCM figure, so for weekend escapees we don’t know how much it can legally carry and tow at the same time.

There’s more than adequate space for the driver and front passenger, along with storage that includes a bottle-holder and bin in each door, overhead glasses holder and a single glove box.

The centre console has two cupholders and a deep box with padded lid that doubles as a comfy elbow rest. You’ll also find a quartet of USB ports, a 12V socket and wireless phone charging pad.

The rear bench seat is surprisingly accommodating for tall people, given I’m 186cm and when seated behind the driver’s seat set in my position I still have sufficient knee clearance and headroom.

However, with three up, those in the centre must compete for shoulder space plus have their feet either side of the transmission tunnel and knees together between the front seat backrests. So, three adults is okay for short trips but should be capped at two for longer drives.

Rear passenger storage includes a bottle-holder and bin in each door, pockets on both front seat backrests and two cupholders with the centre seat backrest folded forward. The rear of the centre console has adjustable air vents, rear seat heating controls, another 12V socket and a pair of USB ports.

The power tailgate can open by waving your foot under the rear bumper (useful when hands are full) to gain access to the rear luggage area, which provides numerous internal hooks for securing cargo straps or nets plus underfloor storage for the charging cables and more.

This luggage area offers up to 520 litres (more than half a cubic metre) of load volume with the rear seat upright. It expands into what is effectively a small van when the rear seat is folded flat, which can carry everything from a mountain bike to flatpack furniture.

Our test vehicle is the NX 450h+ Luxury (launched late 2025) which sits one rung below the premium 450h+ F Sport on the model ladder. Even though they share the same PHEV all-wheel drive (AWD) underpinnings, the Luxury’s emphasis on providing more affordable luxury at the highest level is reflected in its list price of $84,500, before on-road costs, which is $11,500 less than its F-Sport sibling. Our example is finished in optional 'Graphite Black' prestige paint available at extra cost.

As you’d expect there are plenty of items on the standard equipment list including 18-inch alloy wheels with 235/60 R18 tyres and an inflator/repair kit (no spare), heated door mirrors, tilt-and-slide moonroof, a rear spoiler, roof rails and LED headlights/DRLs to name a few.

Step inside using the smart entry and start function and drivers are treated to luxuries like front seat heating/ventilation with 12-way power adjustment (eight-way passenger), a heated steering wheel with paddle shifters and power height/reach adjustment, digital multi-information display, an electric parking brake, traffic sign recognition, tyre pressure monitoring and active parking aids.

There’s also outer rear seat heating, dual-zone climate control, wireless phone charging, multiple USB ports, 10-speaker premium sound, a 14-inch multimedia touchscreen with multiple connectivity including wireless Apple CarPlay/Android Auto and lots more.

The Audi A5 is powered by a four-cylinder turbo-petrol engine which powers the front wheels via a seven-speed dual-clutch automatic transmission. It makes 150kW of power and 340Nm of torque, and should, Audi says, propel the A5 to 100km/h in 7.8 seconds before (eventually) reaching a top speed of 248km/h.

The S5, in all its variants, is powered by a 3.0-litre turbo-petrol V6 which is assisted by a mild hybrid system. It produces 270kW and 550Nm, sending that to all four wheels via a similar seven-speed dual-clutch.

The S5 is much quicker as a result - 100km/h comes along in just 4.5 seconds according to Audi, before reaching a 250km/h top speed.

The sophisticated PHEV drivetrain with electronic AWD comprises a 2.5-litre four-cylinder petrol engine that delivers 136kW of power and 227Nm of torque to the front wheels through a Continuously Variable Transmission (CVT).

There’s also electric motors front and rear, fed by an 18.1kWh lithium-ion traction battery that can provide limited electric-only driving range.

The front electric motor, which assists with driving the front wheels through the CVT, produces 134kW/270Nm while a smaller one exclusively drives the rear wheels with 40kW/121Nm. Although the combined output from these three power sources is 310kW, Lexus claims a total system output of only 227kW to optimise efficiency and reliability.

The petrol engine and electric motor outputs are electronically synchronised and traction is continuously monitored to automatically vary the amount of power being sent to the front or rear wheels to optimise stability and traction in all conditions.

There’s also a choice of drive modes comprising 'Normal', 'Sport' and 'Eco' and paddles on the steering wheel allow manual shifting of the CVT 'ratios' for a more engaging drive, or to increase the regenerative braking effect (like using lower ratios on descents etc).

Several operational modes can also be selected including electric-only driving (we covered 60km on one full charge and 56km on another) and two modes of hybrid driving, plus battery charging while driving courtesy of the petrol engine which during our test charged the battery from near zero to 100 per cent in 56km.

There’s also external plug-in charging of course. At home we used the three-pin domestic wall socket compatible 10A charger/AC Type 2 cable supplied with the vehicle, which took about six hours (at a tiny 2.3kW) to charge from 35-100 per cent.

Audi claims the A5 uses 6.9 litres of fuel per 100km, which should theoretically deplete the 56-litre fuel tank after 811km of driving. We couldn’t test this on the launch, but reaching claimed fuel efficiency figures remains an elusive challenge.

The S5, according to Audi, comes with an impressive 7.1L/100km figure in Sedan form, or 7.2L/100km as an Avant. That’s 788km and 777km of theoretical driving range if you’re up for a challenge.

Lexus claims average combined consumption of only 1.3L/100km, achieved in ideal lab conditions which is largely irrelevant. When we stopped to refuel after 424km of real-world testing, which included our usual mix of suburban, city and highway driving and switching between the different modes (including 116km of electric-only driving), the dash display was showing 5.7L/100km.

That was close to our own figure of 5.4 calculated from fuel bowser and tripmeter readings, so based on our test consumption and depending on the mix of drive modes used, you could expect a realistic driving range of up to 1000km from its 55-litre tank which prefers 95RON premium petrol.

One of the first press cars I ever drove as an even younger lad than I am now was the circa-2017 Audi S4.

Without the perspective of all the many, many cars I've since driven, that S4 blew my mind a little bit with its combination of capability and refinement.

Now, with the context of most of the cars available to the Australian buyer in mind, it’s reassuring to get into this new generation and find that the mid-size Audi torch has been gracefully passed on.

Audi says the new generation, sitting on its new platform, has more focus on balanced driving dynamics, steering precision and steering feel. Without sacrificing comfort, Audi wants the A5 to be a sharper driver’s car.

It might not gel with the Euro tradition of a rear-drive executive sedan given the base A5 is front-wheel drive - the brand of course focusing on its quattro all-wheel drive system - but the A5 is decidedly agile for its size. 

Compared to the S5 especially, as the A5’S 1770kg plays the S5’s 2025kg in Sedan form (2040kg as an Avant). It’s a noticeable weight difference, and it makes the A5 more playful without getting properly ragged.

It also rides on smaller 19-inch wheels and would overall probably make for the better daily driver. Even without the all-wheel-drive traction and extra power the S5 offers, the A5 makes a good case for properly plush commuting. Its 150kW isn’t lacking by any means, and that 340Nm does plenty to help when overtaking.

Its suspension feels well damped, keeping the road’s imperfections out of the cabin without numbing the ride and leaving you without feedback. The steering is similarly direct without being too heavy, making the A5 feel athletic for its size.

But for all the A5’s strengths, there is something undeniable about a six-cylinder European sedan (or wagon). The S5 is heavier, sure, and therefore not as naturally nimble, but it makes up for it. And it’s not just the extra power and mild-hybrid assistance.

It’s a great highway cruiser for a start, but it also adds the confidence of all-wheel drive to a trip, which proved extremely useful on the very rainy winter day we tested it. It holds up well on rough surfaces despite the bigger wheels and extra heft, plus it doesn’t feel out of hand when cornering fast, rolling into a predictable understeer rather than quickly losing traction.

But if you’re in any way conscious of your budget, consider the Edition One. It doesn’t lack any of the key things that make the S5 great, and you get to pocket enough money to buy a second used car.

The cabin is what you might call ‘cosy’ for tall people like me (186cm) but there’s still adequate room to find a comfortable driving position.

The ride quality is noticeably firm, which contributes to its sporty feel. The steering is nicely weighted with good response and braking is reassuringly strong.

Acceleration in full-electric and hybrid modes is brisk but not exceptional and about what you’d expect from this powertrain, which engages the rear electric motor for standing starts and other situations to ensure all-wheel drive traction is being deployed when you need it most.

We sampled the different drive modes, with 'Sport' providing a more engaging feel (particularly when manual shifting using the paddle shifters), 'Eco' producing a more subdued response to optimise range and the default 'Normal' providing a pleasant compromise.

Even so, despite its technical wizardry and generous choice of driver preferences, we reckon most daily driving owners would simply plug-in and charge each night, start off in electric-only mode and if needed continue in ‘Normal’ hybrid mode.

The NX has a maximum five-star ANCAP rating (awarded 2022), eight airbags and a suite of active safety features including AEB with pedestrian and daytime cyclist/motorcycle detection, steering assist, lane-keeping, safe exit assist, rear cross traffic alert, blind-spot monitoring, traffic sign recognition, LED DRLs, tyre pressure warning and lots more. The rear seat is equipped with two ISOFIX child seat anchorages and three top tethers.

Audi’s five-year/unlimited kilometre warranty is starting to fall behind the industry standard, though is about normal for a premium brand. On top of this, customers can opt to purchase extra years of warranty up to a maximum nine years which costs $3590.

Audi does also offer 12 years of bodywork manufacturing warranty against corrosion or perforation. There’s also five years of Audi roadside assistance.

Servicing intervals for the A5 come in at every 15,000km or 12 months, with customers able to purchase fixed-price servicing plans at a discount compared to paying per service.

A five-year servicing pack for the A5 Sedan is $3360, and for the S5 it’s priced at $3540.

Comes standard with a five years/unlimited km warranty. Same applies to the lithium-ion traction battery, which is eligible for additional warranty coverage of up to five years (so 10 years in total) based on annual inspections.

Scheduled servicing is every 12 months/15,000km, whichever occurs first. Capped pricing, which applies to the first five scheduled services up to five years/75,000km, totals $3225 or an average of $645 per service.