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Date: April 10, 2025
When Audi’s CEO Gernot Döllner promised to “strive for clarity” by slashing over 100 steering wheel variants and bringing back tactile controls, the RS5 was supposed to be an early test bed. But does the new coupe and Avant lineup deliver on that promise? The short answer: it’s a mixed bag of impressive screens, questionable ergonomics, and a hybrid system that sacrifices practicality in ways that will frustrate wagon fans.
Dominant Screens, Fewer Buttons
The cockpit is dominated by the “MMI Panorama” – a single curved glass piece housing an 11.9-inch OLED instrument cluster and a 14.5-inch infotainment display. A third screen for the front passenger is optional, which Audi calls a “democratic move,” but many critics – including this one – see it as a gimmick that adds complexity without real utility. The infotainment hierarchy is intuitive, with shortcuts and cool graphics, and the augmented reality head-up display is genuinely useful. But the departure from physical switchgear is stark: mirror adjustment is buried in a door panel touchpad, and the few remaining buttons feel cheap.
RS-Specific Touches and Performance Data
The RS treatment adds sporty dials, a configurable tachometer with shift lights, and a dedicated performance menu that shows G-force, tire temperature/pressure, lap times, powertrain telemetry, and launch control data. The head-up display gets RS-specific overlays. Audi’s driving experience function records detailed metrics – accelerator/brake usage, oversteer, understeer, drift angle, and lateral/longitudinal acceleration – then creates track profiles for sector comparison. Our test car also had a built-in dashcam.
Steering Wheel and Seats: Hit and Miss
The steering wheel shape divides opinion: the flat-bottom design and RS/Boost buttons are cool, but the rim is thick and the instrument binnacle is narrow, making it tricky to position the wheel without blocking the view. Seat options include five designs, but the bucket seats that should be standard are relegated to the options list. The standard seats are reasonably supportive, with color-coded seatbelts, contrast stitching, and Dinamica microsuede (no leather). Available inlays include RS-specific aluminum rhombus with black lacquer.
The Hybrid Penalty: Boot Space Disaster
Here’s the biggest surprise for Avant buyers: the battery pack lives under the boot floor, slashing cargo capacity to 361 liters with seats up – 134 liters less than the old RS4 Avant and far behind the BMW M3 Touring (500+ liters). With seats folded, it’s 1,302 liters, still less than the M3 Touring’s 1,510 liters. The saloon manages 331/1,170 liters. No underfloor stowage, no side bins like the old RS4, and the sloping rear window further reduces usable volume. The hybrid factor has clearly dented the RS5’s “do-it-all super wagon” status.
Value-Add: Real-World Comparison to BMW M3 Touring
While Audi touts the RS5’s 3.8-second 0-60 mph and 450 hp, the M3 Touring offers 503 hp and a more practical boot. In a recent MotorWeek test, the M3 Touring swallowed four golf bags with seats up; the RS5 Avant could only fit two. The RS5’s plug-in hybrid system (claimed 31-mile electric range) adds weight and complexity, but the trade-off in interior space is severe. If you need a performance wagon that can haul gear, the BMW is still the benchmark. For those prioritizing screen tech and a cleaner cabin design, the RS5 has its charms – but only if you rarely carry luggage.
Final Verdict on the RS5 Interior
The RS5’s cabin is visually striking, with sharp graphics and a modern layout. But the lack of physical controls, cheap-feeling buttons, and the hybrid’s boot compromise make it a flawed package. Audi’s promise of “clarity” hasn’t fully materialized inside – the driver still faces a sea of glass, and the practical sacrifices may alienate traditional wagon buyers. For tech enthusiasts, it’s a step forward; for road warriors, a step sideways.
