2025 Audi A4

2025 is the final model year of the B9 A4 (and of the nameplate, replaced by the A5), and Audi dropped the 201-hp 40 TFSI base engine: every 2025 A4 sedan is a 45 TFSI S line with the 2.0L turbo four at 261 hp plus a 12V mild hybrid. That raises the A4's floor by 60 hp over 2024 but is still only mid-pack against a BMW 330i or Mercedes C 300.

273 lb-ft from the 45 TFSI's 2.0L turbo on a wide low-rpm plateau — the strongest torque figure the A4 sedan ever offered outside the S4, and enough to make the car feel brisk well short of redline.

With the 40 TFSI gone, the slowest 2025 A4 is now a 5.2-second car — a full second quicker than the volume 2024 configuration and genuinely quick for a compact luxury sedan, helped by quattro's standing-start traction.

The 45 TFSI is the better-resolved version of this engine: the extra boost masks most of the off-idle softness that made the 40 TFSI feel hesitant, and the 12V mild hybrid keeps stop-start and coasting restarts unobtrusive. It remains a four-cylinder that turns coarse near redline and still takes a beat to gather itself from a closed throttle, so it trails the segment's smoothest units rather than leading them.

The seven-speed S tronic dual-clutch is unchanged for 2025: fast, crisp and well-timed once rolling, with a tall relaxed top gear, but soft-footed at parking speeds where take-up is delayed and engagement can be abrupt. Behind the ZF eight-speed torque-converter automatic in the BMW 330i on low-speed manners, ahead of most CVT-equipped rivals on shift quality.

quattro all-wheel drive is standard on every 2025 A4 — there is no front-drive version and never has been in the US — with brake-based torque vectoring and the ultra system's ability to decouple the rear axle for efficiency. Sophisticated for on-road use; held short of the top of the band only by the absence of low range or terrain hardware, which nothing in this segment offers.

2025 narrows the A4 to a single powertrain: the 45 TFSI 2.0L turbo four with the 12V mild hybrid, one transmission and one drivetrain, after the 40 TFSI was cut for the final model year. No hybrid, plug-in or electric option exists in the A4 line — the S4's V6 and the e-tron cars are separate nameplates — so this is a take-it-or-leave-it lineup, and narrower than the two-engine 2024 range.

Dropping the 40 TFSI cost the A4 its efficient configuration: with every 2025 sedan now a 45 TFSI, the range's combined figure falls from 30 MPG to 26. Below average for a compact luxury sedan, where standard AWD and premium fuel compound the penalty.

23 MPG city is a weak figure for a 2.0-liter compact sedan even with the 12V mild hybrid's stop-start and coasting functions — the extra boost and standard quattro both cost it in stop-and-go running.

32 MPG highway is the A4's best efficiency figure, earned by the S tronic's tall top gear and quattro ultra decoupling the rear axle at a steady cruise, but it is still mid-pack for the class and three MPG down on the 2024 volume configuration.

398 miles between fills — a weak figure for the segment, and the one place the 2025 powertrain change clearly hurts, since the tank is unchanged at 15.3 gallons while combined economy fell four MPG (the 2024 volume trim managed 459 miles).

$2,900 a year is a high running cost for a compact sedan — the product of 26 MPG combined and a premium-only fuel requirement. EPA puts it $3,500 above the average new vehicle over five years.

Premium unleaded is required on every 2025 A4 — no lower-grade allowance, no flex-fuel, no plug — which adds roughly 60–80 cents a gallon over regular for the life of the car. That is normal for the compact luxury class, but this item grades the requirement itself, not the peer group.

NHTSA tested the 2025 A4 4-door AWD in its own right — a fresh 2025 test series, not a carry-forward — and awarded 5 stars overall. Frontal remains the weak spot at 4 stars for driver and passenger alike, while side barrier, side pole and rollover all earned 5.

Every IIHS crash test the B9 A4 has taken came back Good — driver- and passenger-side small overlap front, all injury measures, structure and restraints — but 2025 brings no award, because the platform in its final year was never run through the updated moderate overlap (rear-passenger) or updated side tests the award now requires. By 2025 IIHS no longer even publishes the original moderate overlap result for this car, so small overlap front is the sole crashworthiness rating on the sheet: strong evidence as far as it goes, but thinner than what the segment's tested rivals now show.

2025 carries over the standard suite Audi established for 2024 — pre sense AEB, adaptive cruise control, Audi active lane assist, lane-departure warning, front and rear parking sensors, rearview camera and automatic high beams on every trim, now on a range that is uniformly 45 TFSI S line. Blind-spot monitoring and rear cross-traffic remain the gap on the volume Premium, bundled into a $1,450 Convenience package rather than fitted as standard.

Pre sense city earns IIHS Superior for daytime pedestrian front crash prevention with a clean sheet — collisions avoided in both crossing-child and crossing-adult runs at 12 and 25 mph, and in the parallel-adult run at 25 mph. It falls short of the top band only because the nighttime pedestrian and updated vehicle-to-vehicle evaluations were never run on this generation before it ended.

Audi side assist is alert-only — a mirror-mounted LED with no steering or braking intervention — and in the A4's final year it is still the one core item absent from the volume Premium trim, costing $1,450 inside the Convenience package. It becomes standard from Premium Plus up and brings pre sense rear with it; IIHS records both blind-spot detection and rear automatic braking as optional rather than standard.

Audi active lane assist is standard and IIHS credits the 2025 A4 with standard lane departure warning and prevention, but the tuning is mid-pack rather than class-leading — reviewers of the 2025 cars describe the aids as over-eager in dense traffic rather than reassuring. Full lane centering still arrives only with the Adaptive Cruise Assist bundle further up the option sheet.

Full-speed-range stop-and-go adaptive cruise is standard on every 2025 A4, and Adaptive Cruise Assist layers lane centering plus predictive efficiency assist that reads navigation and sign data to anticipate curves and speed limits — a polished, well-reviewed hands-on system. Held below the top band because the integrated centering half is not standard on the volume trim, and traffic sign recognition itself sits inside the Convenience package on Premium.

There is no hands-free highway driving option on the 2025 A4 — nothing comparable to GM Super Cruise, Ford BlueCruise or Tesla FSD Supervised, and the nameplate ends without ever offering one. Audi went the other way, fitting the standard heated steering wheel with a hands-on-detection sensor that explicitly requires hands on the rim.

The volume Premium and Premium Plus trims rate only Acceptable — LED projector low beams paired with cheaper LED reflector high beams that IIHS found inadequate on the straightaway left side. Good-rated lighting stays locked to Prestige, so the trims most buyers take are the weaker ones; high-beam assist is at least standard across the range, and it earns the low beams partial credit.

Typical compact luxury sedan sightlines — a low cowl and reasonably slim A-pillars up front, offset by a rising beltline and thick C-pillars that pinch the over-shoulder view. Camera and sensor compensation is the better part of the story for 2025: front and rear parking sensors are standard on every trim, and the top view 360° camera is standard from Premium Plus and available on Premium inside the same $1,450 Convenience package that adds side assist, so the volume buyer can get it without climbing a trim.

The hardware itself is genuinely easy — IIHS rates LATCH ease of use Good, with visible lower anchors needing zero pounds of attachment force and clear contrasting tether labels in all three positions. What holds the score back is space, not hardware: only the two outboard positions have complete LATCH, and a compact sedan's rear legroom makes a rear-facing infant seat behind a tall driver tight.

The B9 A4 sedan is a conventional five-seat compact luxury sedan across Premium, Premium Plus and Prestige for its final 2025 model year.

Front headroom is competitive for a compact luxury sedan even with the standard sunroof, which the A4 fits on every US trim rather than only above the base car.

Front legroom is on the short side of the sedan band — the B9 platform prioritizes a low, snug driver's cell over outright stretch-out room.

Rear headroom sits mid-pack for the segment; the A4's fairly upright rear roofline keeps it ahead of more coupe-profiled rivals.

35.7 in is tight for the sedan band and is the A4's most-criticized packaging figure — Consumer Reports' 2025 road test calls rear seat space limited.

12 cu ft is well short of the compact-luxury norm (BMW 3 Series 17 cu ft) and near the bottom of the sedan band, though a wide opening and the 40/20/40 pass-through recover some usability.

Deep door pockets, a usable armrest bin and several trays, plus the Audi phone box wireless charger on Premium Plus and Prestige — but bins are small and the console cupholders are shallow, with no standout storage innovation.

Front sport seats are firm, well-bolstered and power-adjustable with heating standard on every 2025 trim, drawing consistent praise; the rear bench is the limiter, with limited legroom on long hauls.

Ride comfort is the mature B9's clearest strength — reviewers call it supple and controlled over broken pavement without float, and unusually compliant by Audi standards even on the larger S line wheels.

Wind and road noise are low enough that Consumer Reports flags reduced driver fatigue on long drives; a few reviewers still note more wind and tire noise at highway speed than the price suggests.

Three-zone automatic climate, heated front seats, a heated steering wheel and ambient lighting are all standard on the base Premium, which is generous; ventilated front seats and heated rear seats are locked to Prestige.

Every 2025 A4 is quattro AWD, so the entry price is an AWD price — but it is still ~$43.3K delivered, near the top of the sedan normalization band.

Premium Plus is Audi's volume trim and for 2025 it gained the Navigation package as standard; a real-world order with the S line 45 TFSI, a package and metallic paint lands near $49.6K.

Nothing is included — the first paid service arrives at 10,000 miles — and years 4–5 fall outside the 4 yr/50,000 mi warranty, when 19-inch S line tires, brakes and the first out-of-pocket repairs land.

The A4 depreciates slightly faster than its class and 2025 is the nameplate's final year with a confirmed successor, which softens residuals rather than creating collectability.

Audi's 4 yr/50,000 mi bumper-to-bumper matches BMW and Mercedes and beats the 3 yr/36,000 mi mainstream standard, but trails the 5-year German-luxury outliers.

Unlike most of the industry Audi publishes no extended powertrain coverage; the 2.0T and S tronic are covered only for the same 4 yr/50,000 mi as the trim panels, which is the shortest powertrain term in the segment's band.

No complimentary scheduled maintenance at all — Audi Signature Care (3 yr/30,000 mi included service) arrived with the 2026 model year and does not reach the 2025 A4, so owners pay from the first 10,000-mile service; what is included is 4 years of 24-hour roadside assistance and short Audi connect trials.

$49,600 volume-trim price minus its estimated resale value after 5 years (48% retained, or about $23,808) leaves about $25,792 in depreciation. Add the projected $8,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $33,992 in total.

Model-specific and brand-level signals genuinely disagree, and the model-specific ones are favorable. Consumer Reports expects the 2025 A4 to be more reliable than other new cars, a prediction built on real 2023 and 2024 owner data rather than a brand extrapolation, and RepairPal has the nameplate needing unscheduled shop visits less often than its luxury-midsize class average. 2025 is the ninth and final model year of the B9 and the sixth of the B9.5 facelift, a pure carry-over on the mechanical side — teething problems are nine years resolved, the spec is settled, and NHTSA lists zero campaigns against the model year two years after it went on sale. Held out of the 80s by Audi's bottom-of-industry 2025 J.D. Power dependability and initial-quality results, which are the brand baseline this car inherits.

Audi's dependability standing in the 2025 study cycle is poor and the two major surveys flatly disagree. J.D. Power puts Audi last of every eligible brand in initial quality (269 PP100 against a 192 industry average) and near the bottom of three-year dependability at 273 PP100 against a 202 average — worse than both BMW (189 VDS PP100) and Mercedes-Benz (243). Consumer Reports is the dissenting voice, placing Audi around 7th among brands. Scored as a weak mid-pack brand rather than bottom-third on the strength of that CR result and Audi's better model-specific data, and set level with the 2025 A3 since this item measures the brand, not the car.

The cleanest point in the generation's life. NHTSA returns zero campaigns for the 2025 A4 two years after it went on sale, and zero for 2024 and 2023 as well — three consecutive clean model years. Everything the B9/B9.5 did take is pre-2023, contained, and none of it fire- or crash-critical: front seats, a non-powered rear axle assembly, tires, a rear seat-belt retractor, rearview-camera display and sensing faults, an engine control module, and an infotainment touchscreen. The 48-volt belt-starter-generator defect behind the 169,000-vehicle class-action settlement does not reach the A4 — that class is the V6/V8 cars, and the A4's 2.0T uses a simpler 12-volt BSG. Short of the 90s only because recurring DL382 S tronic service themes keep the TSB record from being spotless.

The engine is the strong half. The volume 40 TFSI quattro carries the EA888 evo4 2.0T with 12-volt mild hybrid assist — a fourth-generation refinement of a family in continuous production since 2008, with the early generations' oil-consumption and timing-chain failure modes engineered out — and the 261-hp 45 TFSI is the same block. What holds this at mid-band is everything bolted to it: the DL382 seven-speed wet-clutch S tronic has a well-documented mechatronic-unit failure mode (no drive, limp mode) plus a common first-to-second shift jerk, and the 12-volt belt starter generator on the mild-hybrid four is a recognized failure item that throws a drive-system malfunction and can strand the car. Neither is a fleet-wide defect, but both land expensively after the short 4-year/50,000-mile warranty.

Still a segment benchmark in its last year: leather upholstery, heated power front seats and a heated steering wheel are standard, soft-touch coverage extends through the high-touch zones, switchgear is solidly damped, and the wood or aluminum inlays read as real material rather than trim. A point below the earlier B9 years only because the design is now nine years old against a freshened 3 Series, a newer C-Class and the Genesis G70 — reviewers grant the richness while noting the cabin no longer feels cutting-edge.

Physical assembly is a genuine strength — reviewers describe panel gaps, switch action and cabin damping on the Ingolstadt/Neckarsulm-built A4 as excellent, and nine model years of production maturity on an unchanged body leave no rattle or misalignment pattern. The score is pulled down by the initial-quality half of what this item measures: Audi finished last of all brands in the 2025 J.D. Power IQS. Much of that penalty is infotainment and connected-services friction rather than build defects, and a carry-over year with no new electronics is the least exposed to it, but it is still owner-reported problems in the first 90 days and cannot be discounted. The maturity gain and the worse brand result cancel out against earlier B9 years.

Roughly 300–315 franchised US Audi dealers give solid coverage of metro and suburban markets but a visibly thinner footprint than BMW (~340) or Mercedes-Benz (~380), with real gaps in rural and interior states where an A4 owner faces a long drive for warranty work on a dealer-only diagnostic system. Service satisfaction is mid-pack for a luxury brand — behind Lexus, Cadillac and Porsche — neither a differentiator nor a liability. Unchanged by the nameplate's discontinuation: the network serves the whole Audi range.

Better than the German-luxury stereotype but still a costly car to keep. The A4 posts a $739 average annual repair cost, which RepairPal classes as normal ownership cost and which slightly undercuts the BMW 3 Series, helped by broad VW Group commonality on wear items and a large B9 enthusiast aftermarket built over nine model years of high global volume. Working against it: premium fuel, dealer-only diagnostics and specialty tooling, European parts pricing on brand-specific electronics and drivetrain modules, and the fact that the expensive failures on this powertrain — S tronic mechatronic, belt starter generator — land after the short 4-year/50,000-mile warranty. Being the final model year is not a parts risk in the near term given B9 volume, but dealer stocking of model-specific trim thins over time on a dead nameplate. Nowhere near the cheap-and-abundant top band.

A single 10.1-inch MMI touch display is standard across Premium, Premium Plus and Prestige with no larger screen offered — generous when the B9 launched, now small against 14-15-inch rivals.

Audi's MIB3 MMI touch response is quick, logically laid out and high-resolution, with haptic click feedback that cuts false touches and real physical climate controls retained below the screen — a well-liked system whose only weakness is age, not usability.

Apple CarPlay is wireless and standard on every trim, but Android Auto is still wired-only for 2025 — a real gap against the A3 and most 2025 rivals, which offer both wirelessly.

MMI Navigation plus with Audi connect and natural-language voice control handles conversational climate/nav/media commands well and is standard from Premium Plus up, but it is optional on the base Premium and the maps interface is a generation behind.

The 10-speaker base system is competent and the 19-speaker Bang & Olufsen 3D system fitted from Premium Plus up is one of the better premium setups in the compact luxury class.

The volume Premium Plus trim gets the excellent 12.3-inch Audi virtual cockpit plus as standard, but the base Premium makes do with a 7-inch driver information display between conventional gauges rather than a full-digital cluster.

Audi connect delivers over-the-air navigation map and infotainment updates on this MIB3 car, but the B9 architecture has no whole-vehicle OTA — control-module and feature updates still require a dealer visit.

myAudi with Audi connect CARE covers remote start, remote lock/unlock, vehicle locate, status reports and emergency call reliably, but there is no phone-as-key on the A4 and the richer connect PLUS features sit behind a paid subscription after the trial.

USB-C data/charge ports front and rear cover both rows, and the Audi phone box adds wireless charging with a signal booster from Premium Plus up; there is no household AC outlet and the base Premium goes without wireless charging.

Push-button start is standard, and Advanced Key proximity entry is standard from Premium Plus up (Convenience package on Premium); remote start comes through the myAudi app rather than the key fob, and phone-as-key is not offered.

A rear camera plus Audi parking system plus (front and rear sensors) is standard on every trim, which is ahead of segment norm, but the top-view 360 camera requires the Convenience package on Premium Plus and Park Assist automation is a Prestige feature.

A head-up display is offered but only on the top Prestige trim, so the trims most buyers order cannot be had with it — better than the A3, which offers none, but short of rivals that fit HUD to mid trims.

LATCH hardware rates Good and the 40/20/40 rear bench folds, but 35.7 in of rear legroom makes rear-facing seats a squeeze against the front chairs and a 12 cu ft trunk swallows only one stroller plus a bag.

5-star NHTSA overall with Superior-rated Audi pre sense city AEB and standard adaptive cruise and lane keeping across the range, but blind-spot detection and rear cross-traffic are optional and the Premium/Premium Plus headlights only rate Acceptable.

Three-zone climate with rear vents, rear USB-C ports and a genuinely quiet, supple ride make it a pleasant four-up tourer, but the tight rear bench and 12 cu ft trunk cap how much family and luggage it can carry at once.

Quiet, smooth and easy to place with a compliant ride and standard adaptive cruise for traffic; the seven-speed dual-clutch is well sorted by DCT standards but reviewers still note occasional delayed throttle response off the line.

23/32/26 MPG on mandatory premium fuel puts EPA annual fuel cost near $2,900, and Audi dealer service rates and staggered performance tires make consumables expensive — this is a costly car to commute in.

A compact 187-in footprint, a tidy 38.1 ft curb-to-curb turning circle and standard front and rear parking sensors with a rear camera make city work easy; the low seating position and thick rear pillars are the only real drawbacks.

Audi publishes no US tow rating for the A4 sedan, there is no bed or load floor, and the 12 cu ft trunk with a 40/20/40 fold is the extent of its load capability — it is not a work vehicle in any meaningful sense.

The B9 chassis and EA888 2.0T are mature and well-proven after nine model years, but leather trim, a low nose and mid-pack Audi repair-cost and reliability data make it a poor choice for abuse or fleet duty.

No bed, no factory roof rails, no onboard inverter or AC outlet, and an accessories catalog limited to cargo nets, liners and a base carrier — there is essentially no upfit ecosystem.

A quiet, supple ride, firm supportive front seats and standard adaptive cruise with lane keeping make it a strong mile-eater, and roughly 490 highway miles from 15.3 gal at 32 MPG is a long stint between stops — rear-seat space is the limit on a full car.

Quattro all-wheel drive is standard on every 2025 trim, which genuinely helps on gravel, snow and unpaved trailheads, but roughly 5.5 in of ground clearance, no published tow rating and no factory roof rails cap it well short of an adventure vehicle.

The 40/20/40 rear seat with ski pass-through and a wide trunk opening with useful cutouts help, but 12 cu ft is among the smallest trunks in the class and there is no hitch, roof rail or underfloor storage to fall back on.

Standard quattro and the S line suspension every 2025 trim carries give it secure, well-controlled cornering that Consumer Reports rates highly, but reviewers agree it is composed rather than engaging next to a BMW 3 Series.

The rack is accurate and nicely weighted for placing the car confidently, but it filters out road texture and grip information — the standing criticism of the B9 through its whole run.

Firm, consistent pedal with strong stopping power for the class; instrumented 70-0 mph results for the B9 A4 land in the mid-160-foot range, competitive but not class-leading.

The 261-hp 2.0T with 12-volt mild hybrid pulls hard from low revs and the seven-speed S tronic avoids the usual dual-clutch shudder, though Edmunds still notes occasionally delayed throttle response from a standstill.

The 2.0T is well isolated and near-inaudible cruising, with no vibration through the controls, but the four-cylinder note under load is functional rather than characterful — Audi's V6 cars sound considerably better.

38.1 ft is mid-pack for a compact sedan — quattro's front-axle packaging costs it the tightest-in-class figure but it is still easy to U-turn in normal city streets.

A driver-focused cockpit with wide seat and wheel adjustment, precise controls and retained physical climate buttons below the screen; the electronic gear selector takes some acclimation and the low seating hurts sightlines a little.

Quick enough to be satisfying at 5.2 seconds to 60 and unfailingly composed, but the numb steering and mature, all-weather-biased chassis make it a confident tourer rather than a car you detour for — that role belongs to the S4.

Quattro all-wheel drive and the 7-speed dual-clutch are standard on every 2025 A4 — not a $2,000 option as on a 330i or C 300 — alongside leather, heated front seats, heated steering wheel, sunroof, LED headlights, 10.1-inch MMI touchscreen and wireless Apple CarPlay/Android Auto at the $43,295 Premium; 2025 adds myAudi remote engine start across the range and makes the Navigation package standard on Premium Plus.

At $43,295 delivered with AWD standard the A4 undercuts a rear-drive 330i ($46,675) and a C 300 by several thousand dollars for comparable content, and the 45 TFSI's 261 hp for $44,100 is strong money; the deduction is that Audi still charges package money for driver aids and the interior tech is a generation behind what the same dollars buy elsewhere in 2025.

Six sedan configurations carry over for 2025 — Premium, Premium Plus and Prestige each in 201-hp 40 TFSI or 261-hp 45 TFSI S line form — plus the new S line Plus appearance package on the upper two trims and the 349-hp S4 above them; the gap is that there is no front-drive, hybrid or wagon body in the US sedan line.

The A4 was Audi's biggest sales loser of 2024 at roughly 7,036 US deliveries — about half of 2023 — and 2025 is a run-out year in which the nameplate all but disappears from the sales table as Audi transitions to the A5.

The four rings still carry genuine aspirational pull in the US — design-led, tech-forward, with quattro as a real brand asset — though Audi sits a step behind BMW and Mercedes in luxury cachet and the brand's two consecutive years of double-digit US sales decline take some shine off.

A discontinued nameplate in its final year is a buyer's market: Audi ran a $1,500 customer bonus on the 2025 A4 Sedan 40/45 on top of subsidized leases and dealer cash, and transaction data put typical paper near $3,000 under sticker — meaningful money without the desperation pricing of a broken model.

2025 is the ninth and final model year of the B9 generation launched for 2017 and five years past its 2020 facelift, and the replacement was already public — the 2026 A5 Sedan on the all-new Premium Platform Combustion architecture. Buyers are purchasing the last car off a nine-year-old platform.

Reviewers still respect the A4's cabin quality, quattro composure and ride, and U.S. News ranks it #2 in Luxury Small Cars — but Edmunds' road-and-track verdict slid to 6.6/10 for 2025 on aging infotainment and a tight back seat, and the A4 has not won a modern comparison test against the 3 Series.