Audi A5

'Vorsprung durch technik', Audi's marketing strapline, means 'progress through technology', which is something the brand is very good at.

Take this car, the second generation F5-era version of the company's A5 Coupe, a so-called 'intelligent evolution' of the original model and one that was nine years in the making. Actually, the origins of this design go back quite a bit further even than that - to 1979 and the launch of the original Audi Quattro, another two-door coupe with four seats, a distinctive profile and an over-riding emphasis on progressive technology.

It democratised 4WD and was itself subsequently democratised by the more affordable two-door Audi sporting models that followed it, the most successful of which was the first generation 8T-era A5 Coupe model, launched in 2007. Based on A4 underpinnings but offering a more individual package to its target market of middle-management business buyers, an A5, as it turned out, could be almost anything these people might want it to be.

Alternative Cabriolet and five-door 'Sportback' body styles boosted sales and in Coupe form, there was everything from super-frugal diesel variants to a road-burning RS5 version with performance to equal that original rally-orientated Quattro model.

It took rival BMW and Mercedes models some time to catch up, but catch up they did and by 2016, there were plenty of direct alternatives to the A5 model line.

More 'Vorsprung durch technik' was needed and, towards the end of that year, with new generation F5-era A5 Coupe, Sportback and Cabriolet models, that was exactly what we got. The Coupe version we look at here might have looked pretty similar to its predecessor but it was actually completely new from the ground up, with significant improvements over its predecessor in size, quality, handling, ride and performance.

As before, it differed from its rear-driven BMW 4 Series and Mercedes C-Class coupe rivals in its use of a front-driven platform, but Audi put a lot of work in to make that set-up more responsive, reducing weight, increasing power and providing some sophisticated suspension technology.

Like the competition, Ingolstadt offered a 4WD option too, a re-developed quattro system that was standard on the potent S5 and RS 5 variants.

Across the range, buyers also got state-of-the-art cabin quality, class-leading media connectivity and the possibility of using over thirty separate driving assistance systems.

There was a subtle facelift for the range in 2020; which then took this design through to the end of production in 2024, after which it wasn't replaced.

If at first glance, you think this car is little different from its MK1 predecessor, then take a second look.

Yes, the sharply-drawn wave-like shoulder line references the original 8T-era model but in most other respects, this MK2 A5 Coupe, like its brand, became more mature and sophisticated. Inside, you'll find yourself in a cabin that we think will really sell you this car.

Audi copied the 'belt butler' system offered by rival Mercedes and BMW coupes that graciously hands you your belt buckle as you take a seat, but in every other regard, the competition of the time was playing catch-up here.

You'll like the seats too, anatomically-shaped with head restraints that can be optionally specified to move not only for height but also for distance from the head.

They position you perfectly in front of a magnesium-framed leather-stitched three-spoke multi-function steering wheel - which looks particularly nice in 'R8'-style flat-bottomed form.

Through it, from launch in 2016 in standard models, you'd view two conventional analogue dials separated by the usual information screen.

Many owners though took up Audi's option of the optional 'Virtual Cockpit' set-up that replaces the entire instrument binnacle with a 12.3-inch LCD colour monitor and has a layout that's fully digital and customisable, with smart 3D graphics and highly detailed effects.

This screen was standardised as part of the 2020 model year facelift.

Anything this set-up can't tell you will almost certainly be covered by the slimline MMI infotainment display that dominates the top of the dashboard.

It's 7-inches in size on standard models - or 8.3-inches if you get a car whose original owner opted for the top 'MMI Navigation Plus with MMI touch' system, with its crisp 3D maps and responsive Nvidia graphics. Getting into the rear is as awkward as it would be in coupe versions of the Mercedes C-Cass and the BMW 4 Series, not helped by the fact that the front seat base doesn't automatically slide frontwards as you pull the backrest forward - in the way it does on a rival Lexus RC from this period.

Once inside though, the news is better, this being the part of the car where you most appreciate this second generation design's 13mm of extra wheelbase.

That freed up an extra 23mm of kneeroom back here, further aided by the scalloped cut-outs in the front seatbacks.

Finally, let's consider the boot.

It gained 10-litres in size with this second generation model's longer design and at launch was the largest in the segment at 465-litres.

Please contact us for an exact up-to-date valuation.

Most owners in our survey seemed happy.

We've heard of gearbox problems, seat backrest faults and suspension issues, so check all these on your test drive.

The steering rack can experience electrical and mechanical failure and might be noisy too.

The most reported faults related to interior trim and non-engine electricals.

Look out for bodywork scrapes and kerb damage to the large alloys.

We've had some reports of issues with wear to the side bolsters of the leather seats, as well as squeaking front brake pads, so it's worth looking out for both of those.

There were a few issues with the car's infotainment system, with phones not connecting properly and flickering screens being the main problem.

Rattling parcel shelves and buzzing interior trims were also reported.

The DSG automatic gearbox should be checked to make sure it's had a regular oil and filter change, as should the quattro four-wheel-drive system. Many A5 Coupes will have been company or lease cars and, as a result, you should check the condition of the bodywork carefully.

The high-quality fit and finish of an A5 also makes it an ideal candidate for clocking, so ensure the history is absolutely verified.

(approx based on an A5 Coupe 2020 35 TDI - Ex Vat - autodoc.co.uk) An oil filter costs in the £4-£15 bracket.

An air filter's in the £13-£20 bracket.

Front brake pads sit in the £28 to £71 bracket for a set; for a rear set, it's around £20-£43.

Front brake discs sit in the £41-£78 bracket; for a rear pair, you're looking at around £40-£65.

Starter motor prices vary widely - from £55-£413, depending on brand.

As do costs for an alternator (anywhere in the £186-£687 bracket we found).

Can this second generation A5 Coupe really match its rear-driven coupe competitors when volume versions must use the front-driven set-up you'd find in a common family hatch? You might wonder on that score, but on the move, this Audi gets remarkably close to the dynamic standards set by rivals.

The reasons why have much to do with the stiff, sophisticated MLB Evo platform and the sophisticated fully-independent five-link front and rear suspension arrangement that from new could be embellished with adaptive damping.

Also freshly developed for this MK2 model was a 7-speed S tronic auto gearbox featuring efficient dual-clutch technology that couldn't be had on front-driven versions of the previous generation model.

Included across the range was the usual 'drive select' vehicle dynamics system that in its standard form, allows you to tweak steering feel, throttle response and gearshift timings to suit the way you want to drive. Under the bonnet, from 2016 onwards there was more fresh engineering in the form of an efficient 2.0-litre TFSI petrol unit developing 190PS - or 252PS if you get it paired up with Audi's quattro 4WD system.

The alternative is a 190PS 2.0 TDI diesel unit which has a rapid turn of speed yet can also manage remarkable frugality.

This four cylinder diesel could also be paired with auto transmission and all-wheel traction, both features that were mandatory on the 218PS 3.0 TDI six cylinder diesel variant.

At the top of the range lies another 3.0-litre V6, this one petrol-powered and installed beneath the bonnet of a potent 354PS S5 quattro variant that storms to 62mph in just 4.7s.

At the top of the range is the RS 5.

This has a 2.9 TFSI biturbo engine producing 450PS and delivering 600Nm of torque, with a charismatic soundtrack and pulling power that's available across a wide band from 1,900 to 5,000rpm.

The 0 to 62mph sprint takes 3.9 seconds and with the optional dynamic package fitted, the car can reach a top speed of 174mph.

The A5 Coupe has always been a desirable product, but for many segment buyers, earlier versions didn't have the cachet of a Mercedes or the driving dynamics of a BMW.

This second generation model though, was much tougher for these people to overlook.

The magazines might tell Audi to bring us futuristic looks and an uncompromisingly dynamic drive but Ingolstadt knows that buyers in this segment really value comfort, class and quality.

All three attributes were prioritised in this lighter, more agile and more advanced MK2 model A5. It still isn't the most rewarding car in its class to drive - but then, given that Audi stayed with a front-driven formula in a class full of rear-driven rivals, it was never going to be.

Still, aided by that lighter weight , the Ingolstadt engineers achieved quite a lot in that regard with this F5-era design - and would have got even closer to the class standard had they delivered a more feelsome steering set-up.

In summary, this is exactly what Ingolstadt promised, an 'intelligent evolution' that delivers almost everything a sleek sports coupe should be.

Right now, that makes this A5 arguably the most intelligent choice you can make in this segment if you're looking at a premium mid-sized coupe from the 2016-2024 era.

Just as Audi said it would be.