Audi: A5, S5, RS5 News
04-03-2010, 08:42 PM
#521
Senior Moderator
That car is sex. I love those middle seats.
04-11-2010, 08:22 PM
#523
Senior Moderator
2011 Audi RS5 First Drive
So, would you have one over the BMW M3?
That's likely what you're asking right now, even if the magnificent 2011 Audi RS5 is yet to be officially confirmed for sale in North America. It's a question we've pondered time and again since Ingolstadt's new performance coupe was first unveiled at the 2010 Geneva Auto Show over a month ago. It's what we were thinking as we travelled to Munich last week to drive it for the first time.
And it's the one thing on our mind when we're finally handed the ignition key.
Defining the Enthusiast
Up to this point, we're fairly sure the answer would actually be no. After all, the BMW M3 continues to remain the yardstick by which all performance coupes are invariably measured. As common as it has become after 25 years of uninterrupted production, the M3 is still ahead of the field and, what's more, a hugely rewarding drive.
But as we get close to the 2011 Audi RS5 for the first time and catch a glimpse of its muscular rear bodywork, prominent aero diffuser, oversized tailpipes and integrated trunk-mounted spoiler, we begin to doubt the BMW. Then we spot our test car's wheels, a set of the optional graphite-color 20-inchers, and they're carrying 265/35R20 tires in front and 275/30R20 tires in the rear. It is suddenly time to reappraise.
We stand and stare, suddenly wondering if the M3 might finally have met its match. On looks alone, the BMW is certainly closely challenged. The Audi RS5 has an instant air of aggressiveness harking back to Audi's most celebrated road car of all time, the original Quattro.
You could argue that Audi really didn't need to build this car. The Audi S5 is an excellent car in its own right, after all. But the Audi RS5 exists purely on the premise that more is better. A guilty pleasure, if you like.
The Heartbeat of Ingolstadt
At the heart of the RS5 beats the latest evolution of Audi's naturally aspirated, direct-injection 4.2-liter V8. Spinning it to 8,250 rpm produces 444 horsepower, while 317 pound-feet of torque is available from 4,000-6,000 rpm. This is 95 hp more than the Audi S5's V8 has on hand (although only 8 lb-ft of torque more), and this power plant also surpasses the output of the M3's 4.0-liter V8 by 24 hp and 22 lb-ft of torque.
This is essentially the same engine Audi slots into the midengine R8, and the way it delivers its considerable level of thrust makes the RS5 a truly memorable car to drive. At low revs the engine is surprisingly subdued for a car boasting such headline-grabbing acceleration, and it has a pleasingly relaxed character that makes it a sublime companion for long-distance motoring. Regardless of what gear you find yourself in, there's always plenty of urge on tap and a compelling eagerness in the way the engine goes about its business.
As the torque figure indicates, however, this engine needs to be worked fairly hard before delivering its best. But that's not a great hardship. The big V8 loves to rev, and it only gets better the more you pour into it, feeling particularly gutsy as you wind it around to the redline. Indeed, the sheer energy released through the final section of the rev range is especially impressive for such a large engine.
Another reason to run this V8 hard is the hearty baritone it sings when you've got lots of throttle applied. The camshaft alters, the engine note hardens and the acceleration crystallizes into a terrific crescendo of speed and blaring exhaust.
Shifting for Speed
You'll find Audi's latest seven-speed dual-clutch automated manual transmission as the only gearbox of choice here. In manual mode, the gears change smoothly, precisely and rapidly — enough to persuade you that you'd be no better off with a conventional six-speed manual transmission. In automatic mode the gearchanges are slower, more hesitant and not quite as crisp. But it is nevertheless handy to be able to nudge the shift lever across the gate and go hands-free at times, especially in slow-moving city traffic.
The best bit, however, is the integral launch control program. Find a suitable piece of road, dial up Dynamic mode on the Drive Select menu, switch off the electronic stability program, apply the brakes with your left foot and lay down the throttle with your right foot, then release the stoppers.
Audi claims acceleration to 100 km/h (62 mph) in 4.6 seconds — a scant 0.1 second slower than the time BMW quotes for the M3 with its own dual-clutch transmission. Top speed is 155 mph, although it can be raised to 174 mph as part of the optional Performance package for this car.
Power to the Road
Like the RS4 before it, the RS5 is fitted with Audi's excellent Drive Select system, which allows you to tailor the characteristics of the car's steering, throttle, gearbox, suspension and even the torque split between the front and rear wheels.
The problem, of course, is that in an effort to extract the best from the new Audi you find yourself constantly turning the rotary dial down on the center console to alter each setting rather than concentrating on the road ahead. Deciding on a definitive setting could take you weeks, and that's without taking into account the variations in road conditions. It's easier to accept the preselected modes.
If asked to define the main difference between the RS5 and the S5 upon which it is largely based, we would say that it's the sharpness of the new car's responses. Everything its lesser two-door sibling does, the RS5 executes with greater precision. And that also goes for the way it swallows up great distances at high speed.
The RS5 is a straight-line weapon with few peers. It's a car that feels immensely fast and right at home on the wide autobahn running south of Munich and beyond, with unflinching stability all the way to its claimed top speed. There's just the right amount of torque to make rapid progress simple. However, there's considerable incentive to run the engine to its limiter, because that's where the power is as well as the exhaust music.
Off the Autobahn
In ultimate terms the 3,803-pound Audi RS5 doesn't possess quite the same clarity of response or overall feedback as a BMW M3, but it has more than enough to make it a genuinely rewarding car to drive hard — and fast. The steering is pleasingly fluid in its actions and extremely accurate, allowing you to place the Audi on the road with great confidence and providing impressive agility at all speeds.
With its all-wheel drive apportioning power to all four wheels and a torque-vectoring device between the rear wheels helping to provide neutral handling, the RS5 has so much grip at very high cornering speeds that there's nothing more than a hint of understeer to warn you that the enormous purchase from the tires is about to run out. Fling the RS5 into a tightening-radius bend and you get some lean, but it builds progressively without any unruly pitch to throw you off line and force you to back off prematurely.
With such high levels of grip you can afford to be late on the brakes into corners and still have the confidence to get hard on the throttle before the apex to take full advantage of the tremendous traction on the exit. Indeed, the way the RS5 blasts out of corners is one of its finest dynamic traits.
And the ride? Fast Audis haven't always been known to combine compliance and control in equal measure. In fact, some performance-oriented models out of Ingolstadt in recent years have been downright harsh. The RS5, however, is different. With the suspension setting in the Drive Select menu switched to automatic, the ride is so good that you wonder how Audi could have gotten it so wrong for so many years.
More Than Just Fast
The 2011 Audi RS5 feels like a class act the moment you pull the door handle and climb inside. Audi has a well-deserved reputation for turning out some of the best production car interiors, and this car upholds that honor with one of the most stylish and high-quality cabins you'll find in any car at any price.
If the primary objective of the 2011 Audi RS5 has been to put one over on the BMW M3, then it's hard to see how it has failed. Stylistically, it scores with its aggressive demeanor. See it in the street and you're in no doubt that this is one badass car. It's also hard to argue about the overall effectiveness of its driveline, especially the action of its dual-clutch gearbox. In terms of overall quality, it also scores highly.
In the end, it comes down to the driving experience. In ultimate terms, there is very little separating the two cars. You'd buy the Audi for the secure feel it delivers, whether in the dry or the wet. On the other hand, you'd have the BMW purely on entertainment value, as it has a kind of fizz that makes a car so desirable.
Clearly it's time for a reappraisal.
Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.
That's likely what you're asking right now, even if the magnificent 2011 Audi RS5 is yet to be officially confirmed for sale in North America. It's a question we've pondered time and again since Ingolstadt's new performance coupe was first unveiled at the 2010 Geneva Auto Show over a month ago. It's what we were thinking as we travelled to Munich last week to drive it for the first time.
And it's the one thing on our mind when we're finally handed the ignition key.
Defining the Enthusiast
Up to this point, we're fairly sure the answer would actually be no. After all, the BMW M3 continues to remain the yardstick by which all performance coupes are invariably measured. As common as it has become after 25 years of uninterrupted production, the M3 is still ahead of the field and, what's more, a hugely rewarding drive.
But as we get close to the 2011 Audi RS5 for the first time and catch a glimpse of its muscular rear bodywork, prominent aero diffuser, oversized tailpipes and integrated trunk-mounted spoiler, we begin to doubt the BMW. Then we spot our test car's wheels, a set of the optional graphite-color 20-inchers, and they're carrying 265/35R20 tires in front and 275/30R20 tires in the rear. It is suddenly time to reappraise.
We stand and stare, suddenly wondering if the M3 might finally have met its match. On looks alone, the BMW is certainly closely challenged. The Audi RS5 has an instant air of aggressiveness harking back to Audi's most celebrated road car of all time, the original Quattro.
You could argue that Audi really didn't need to build this car. The Audi S5 is an excellent car in its own right, after all. But the Audi RS5 exists purely on the premise that more is better. A guilty pleasure, if you like.
The Heartbeat of Ingolstadt
At the heart of the RS5 beats the latest evolution of Audi's naturally aspirated, direct-injection 4.2-liter V8. Spinning it to 8,250 rpm produces 444 horsepower, while 317 pound-feet of torque is available from 4,000-6,000 rpm. This is 95 hp more than the Audi S5's V8 has on hand (although only 8 lb-ft of torque more), and this power plant also surpasses the output of the M3's 4.0-liter V8 by 24 hp and 22 lb-ft of torque.
This is essentially the same engine Audi slots into the midengine R8, and the way it delivers its considerable level of thrust makes the RS5 a truly memorable car to drive. At low revs the engine is surprisingly subdued for a car boasting such headline-grabbing acceleration, and it has a pleasingly relaxed character that makes it a sublime companion for long-distance motoring. Regardless of what gear you find yourself in, there's always plenty of urge on tap and a compelling eagerness in the way the engine goes about its business.
As the torque figure indicates, however, this engine needs to be worked fairly hard before delivering its best. But that's not a great hardship. The big V8 loves to rev, and it only gets better the more you pour into it, feeling particularly gutsy as you wind it around to the redline. Indeed, the sheer energy released through the final section of the rev range is especially impressive for such a large engine.
Another reason to run this V8 hard is the hearty baritone it sings when you've got lots of throttle applied. The camshaft alters, the engine note hardens and the acceleration crystallizes into a terrific crescendo of speed and blaring exhaust.
Shifting for Speed
You'll find Audi's latest seven-speed dual-clutch automated manual transmission as the only gearbox of choice here. In manual mode, the gears change smoothly, precisely and rapidly — enough to persuade you that you'd be no better off with a conventional six-speed manual transmission. In automatic mode the gearchanges are slower, more hesitant and not quite as crisp. But it is nevertheless handy to be able to nudge the shift lever across the gate and go hands-free at times, especially in slow-moving city traffic.
The best bit, however, is the integral launch control program. Find a suitable piece of road, dial up Dynamic mode on the Drive Select menu, switch off the electronic stability program, apply the brakes with your left foot and lay down the throttle with your right foot, then release the stoppers.
Audi claims acceleration to 100 km/h (62 mph) in 4.6 seconds — a scant 0.1 second slower than the time BMW quotes for the M3 with its own dual-clutch transmission. Top speed is 155 mph, although it can be raised to 174 mph as part of the optional Performance package for this car.
Power to the Road
Like the RS4 before it, the RS5 is fitted with Audi's excellent Drive Select system, which allows you to tailor the characteristics of the car's steering, throttle, gearbox, suspension and even the torque split between the front and rear wheels.
The problem, of course, is that in an effort to extract the best from the new Audi you find yourself constantly turning the rotary dial down on the center console to alter each setting rather than concentrating on the road ahead. Deciding on a definitive setting could take you weeks, and that's without taking into account the variations in road conditions. It's easier to accept the preselected modes.
If asked to define the main difference between the RS5 and the S5 upon which it is largely based, we would say that it's the sharpness of the new car's responses. Everything its lesser two-door sibling does, the RS5 executes with greater precision. And that also goes for the way it swallows up great distances at high speed.
The RS5 is a straight-line weapon with few peers. It's a car that feels immensely fast and right at home on the wide autobahn running south of Munich and beyond, with unflinching stability all the way to its claimed top speed. There's just the right amount of torque to make rapid progress simple. However, there's considerable incentive to run the engine to its limiter, because that's where the power is as well as the exhaust music.
Off the Autobahn
In ultimate terms the 3,803-pound Audi RS5 doesn't possess quite the same clarity of response or overall feedback as a BMW M3, but it has more than enough to make it a genuinely rewarding car to drive hard — and fast. The steering is pleasingly fluid in its actions and extremely accurate, allowing you to place the Audi on the road with great confidence and providing impressive agility at all speeds.
With its all-wheel drive apportioning power to all four wheels and a torque-vectoring device between the rear wheels helping to provide neutral handling, the RS5 has so much grip at very high cornering speeds that there's nothing more than a hint of understeer to warn you that the enormous purchase from the tires is about to run out. Fling the RS5 into a tightening-radius bend and you get some lean, but it builds progressively without any unruly pitch to throw you off line and force you to back off prematurely.
With such high levels of grip you can afford to be late on the brakes into corners and still have the confidence to get hard on the throttle before the apex to take full advantage of the tremendous traction on the exit. Indeed, the way the RS5 blasts out of corners is one of its finest dynamic traits.
And the ride? Fast Audis haven't always been known to combine compliance and control in equal measure. In fact, some performance-oriented models out of Ingolstadt in recent years have been downright harsh. The RS5, however, is different. With the suspension setting in the Drive Select menu switched to automatic, the ride is so good that you wonder how Audi could have gotten it so wrong for so many years.
More Than Just Fast
The 2011 Audi RS5 feels like a class act the moment you pull the door handle and climb inside. Audi has a well-deserved reputation for turning out some of the best production car interiors, and this car upholds that honor with one of the most stylish and high-quality cabins you'll find in any car at any price.
If the primary objective of the 2011 Audi RS5 has been to put one over on the BMW M3, then it's hard to see how it has failed. Stylistically, it scores with its aggressive demeanor. See it in the street and you're in no doubt that this is one badass car. It's also hard to argue about the overall effectiveness of its driveline, especially the action of its dual-clutch gearbox. In terms of overall quality, it also scores highly.
In the end, it comes down to the driving experience. In ultimate terms, there is very little separating the two cars. You'd buy the Audi for the secure feel it delivers, whether in the dry or the wet. On the other hand, you'd have the BMW purely on entertainment value, as it has a kind of fizz that makes a car so desirable.
Clearly it's time for a reappraisal.
Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.
04-11-2010, 08:30 PM
#524
Senior Moderator
In ultimate terms the 3,803-pound Audi RS5 doesn't possess quite the same clarity of response or overall feedback as a BMW M3
04-11-2010, 08:41 PM
#525
Team Owner
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Join Date: Sep 2002
Location: Fontana, California
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If Audi want's to BMW on notice, they'll start putting some serious development towards reducing the weight of all their cars.In the end I'd still take an S5 or an RS5. They look friggin' awesome.
04-11-2010, 08:45 PM
#526
Senior Moderator
yeah its too bad because I love the direction Audi has taken over the past decade. They were not really contenders with M before, and now totally are. 444 hp from a NA 4.2 V8 revving to 8250. that is amazing. too bad it doesn't have MT tho.
and this is
and this is
Audi says that the 2011 RS5’s fuel-economy is estimated at a combined 22 mpg.
04-11-2010, 08:51 PM
#527
Senior Moderator
22mpg!?
I wish i had that.
I also hope that $100k estimate price tag is wrong.
This thing just looks amazing though. Inside and out it looks better than the M3. IMO
I wish i had that.
I also hope that $100k estimate price tag is wrong.
This thing just looks amazing though. Inside and out it looks better than the M3. IMO
04-11-2010, 08:53 PM
#528
Senior Moderator
04-12-2010, 02:42 AM
#531
First drive RS5
Edmunds.
2011 Audi RS5 First Drive
Asking the M3 Question
So, would you have one over the BMW M3?
That's likely what you're asking right now, even if the magnificent 2011 Audi RS5 is yet to be officially confirmed for sale in North America. It's a question we've pondered time and again since Ingolstadt's new performance coupe was first unveiled at the 2010 Geneva Auto Show over a month ago. It's what we were thinking as we travelled to Munich last week to drive it for the first time.
And it's the one thing on our mind when we're finally handed the ignition key.
Defining the Enthusiast
Up to this point, we're fairly sure the answer would actually be no. After all, the BMW M3 continues to remain the yardstick by which all performance coupes are invariably measured. As common as it has become after 25 years of uninterrupted production, the M3 is still ahead of the field and, what's more, a hugely rewarding drive.
But as we get close to the 2011 Audi RS5 for the first time and catch a glimpse of its muscular rear bodywork, prominent aero diffuser, oversized tailpipes and integrated trunk-mounted spoiler, we begin to doubt the BMW. Then we spot our test car's wheels, a set of the optional graphite-color 20-inchers, and they're carrying 265/35R20 tires in front and 275/30R20 tires in the rear. It is suddenly time to reappraise.
We stand and stare, suddenly wondering if the M3 might finally have met its match. On looks alone, the BMW is certainly closely challenged. The Audi RS5 has an instant air of aggressiveness harking back to Audi's most celebrated road car of all time, the original Quattro.
The RS5 is a straight-line weapon with few peers, a car that feels at home on the autobahn south of Munich.
You could argue that Audi really didn't need to build this car. The Audi S5 is an excellent car in its own right, after all. But the Audi RS5 exists purely on the premise that more is better. A guilty pleasure, if you like.
The Heartbeat of Ingolstadt
At the heart of the RS5 beats the latest evolution of Audi's naturally aspirated, direct-injection 4.2-liter V8. Spinning it to 8,250 rpm produces 444 horsepower, while 317 pound-feet of torque is available from 4,000-6,000 rpm. This is 95 hp more than the Audi S5's V8 has on hand (although only 8 lb-ft of torque more), and this power plant also surpasses the output of the M3's 4.0-liter V8 by 24 hp and 22 lb-ft of torque.
This is essentially the same engine Audi slots into the midengine R8, and the way it delivers its considerable level of thrust makes the RS5 a truly memorable car to drive. At low revs the engine is surprisingly subdued for a car boasting such headline-grabbing acceleration, and it has a pleasingly relaxed character that makes it a sublime companion for long-distance motoring. Regardless of what gear you find yourself in, there's always plenty of urge on tap and a compelling eagerness in the way the engine goes about its business.
As the torque figure indicates, however, this engine needs to be worked fairly hard before delivering its best. But that's not a great hardship. The big V8 loves to rev, and it only gets better the more you pour into it, feeling particularly gutsy as you wind it around to the redline. Indeed, the sheer energy released through the final section of the rev range is especially impressive for such a large engine.
Another reason to run this V8 hard is the hearty baritone it sings when you've got lots of throttle applied. The camshaft alters, the engine note hardens and the acceleration crystallizes into a terrific crescendo of speed and blaring exhaust.
Shifting for Speed
You'll find Audi's latest seven-speed dual-clutch automated manual transmission as the only gearbox of choice here. In manual mode, the gears change smoothly, precisely and rapidly — enough to persuade you that you'd be no better off with a conventional six-speed manual transmission. In automatic mode the gearchanges are slower, more hesitant and not quite as crisp. But it is nevertheless handy to be able to nudge the shift lever across the gate and go hands-free at times, especially in slow-moving city traffic.
The best bit, however, is the integral launch control program. Find a suitable piece of road, dial up Dynamic mode on the Drive Select menu, switch off the electronic stability program, apply the brakes with your left foot and lay down the throttle with your right foot, then release the stoppers.
Audi claims acceleration to 100 km/h (62 mph) in 4.6 seconds — a scant 0.1 second slower than the time BMW quotes for the M3 with its own dual-clutch transmission. Top speed is 155 mph, although it can be raised to 174 mph as part of the optional Performance package for this car.
Power to the Road
Like the RS4 before it, the RS5 is fitted with Audi's excellent Drive Select system, which allows you to tailor the characteristics of the car's steering, throttle, gearbox, suspension and even the torque split between the front and rear wheels.
The problem, of course, is that in an effort to extract the best from the new Audi you find yourself constantly turning the rotary dial down on the center console to alter each setting rather than concentrating on the road ahead. Deciding on a definitive setting could take you weeks, and that's without taking into account the variations in road conditions. It's easier to accept the preselected modes.
If asked to define the main difference between the RS5 and the S5 upon which it is largely based, we would say that it's the sharpness of the new car's responses. Everything its lesser two-door sibling does, the RS5 executes with greater precision. And that also goes for the way it swallows up great distances at high speed.
The RS5 is a straight-line weapon with few peers. It's a car that feels immensely fast and right at home on the wide autobahn running south of Munich and beyond, with unflinching stability all the way to its claimed top speed. There's just the right amount of torque to make rapid progress simple. However, there's considerable incentive to run the engine to its limiter, because that's where the power is as well as the exhaust music.
Off the Autobahn
In ultimate terms the 3,803-pound Audi RS5 doesn't possess quite the same clarity of response or overall feedback as a BMW M3, but it has more than enough to make it a genuinely rewarding car to drive hard — and fast. The steering is pleasingly fluid in its actions and extremely accurate, allowing you to place the Audi on the road with great confidence and providing impressive agility at all speeds.
With its all-wheel drive apportioning power to all four wheels and a torque-vectoring device between the rear wheels helping to provide neutral handling, the RS5 has so much grip at very high cornering speeds that there's nothing more than a hint of understeer to warn you that the enormous purchase from the tires is about to run out. Fling the RS5 into a tightening-radius bend and you get some lean, but it builds progressively without any unruly pitch to throw you off line and force you to back off prematurely.
With such high levels of grip you can afford to be late on the brakes into corners and still have the confidence to get hard on the throttle before the apex to take full advantage of the tremendous traction on the exit. Indeed, the way the RS5 blasts out of corners is one of its finest dynamic traits.
And the ride? Fast Audis haven't always been known to combine compliance and control in equal measure. In fact, some performance-oriented models out of Ingolstadt in recent years have been downright harsh. The RS5, however, is different. With the suspension setting in the Drive Select menu switched to automatic, the ride is so good that you wonder how Audi could have gotten it so wrong for so many years.
More Than Just Fast
The 2011 Audi RS5 feels like a class act the moment you pull the door handle and climb inside. Audi has a well-deserved reputation for turning out some of the best production car interiors, and this car upholds that honor with one of the most stylish and high-quality cabins you'll find in any car at any price.
If the primary objective of the 2011 Audi RS5 has been to put one over on the BMW M3, then it's hard to see how it has failed. Stylistically, it scores with its aggressive demeanor. See it in the street and you're in no doubt that this is one badass car. It's also hard to argue about the overall effectiveness of its driveline, especially the action of its dual-clutch gearbox. In terms of overall quality, it also scores highly.
In the end, it comes down to the driving experience. In ultimate terms, there is very little separating the two cars. You'd buy the Audi for the secure feel it delivers, whether in the dry or the wet. On the other hand, you'd have the BMW purely on entertainment value, as it has a kind of fizz that makes a car so desirable.
Clearly it's time for a reappraisal.
2011 Audi RS5 First Drive
Asking the M3 Question
So, would you have one over the BMW M3?
That's likely what you're asking right now, even if the magnificent 2011 Audi RS5 is yet to be officially confirmed for sale in North America. It's a question we've pondered time and again since Ingolstadt's new performance coupe was first unveiled at the 2010 Geneva Auto Show over a month ago. It's what we were thinking as we travelled to Munich last week to drive it for the first time.
And it's the one thing on our mind when we're finally handed the ignition key.
Defining the Enthusiast
Up to this point, we're fairly sure the answer would actually be no. After all, the BMW M3 continues to remain the yardstick by which all performance coupes are invariably measured. As common as it has become after 25 years of uninterrupted production, the M3 is still ahead of the field and, what's more, a hugely rewarding drive.
But as we get close to the 2011 Audi RS5 for the first time and catch a glimpse of its muscular rear bodywork, prominent aero diffuser, oversized tailpipes and integrated trunk-mounted spoiler, we begin to doubt the BMW. Then we spot our test car's wheels, a set of the optional graphite-color 20-inchers, and they're carrying 265/35R20 tires in front and 275/30R20 tires in the rear. It is suddenly time to reappraise.
We stand and stare, suddenly wondering if the M3 might finally have met its match. On looks alone, the BMW is certainly closely challenged. The Audi RS5 has an instant air of aggressiveness harking back to Audi's most celebrated road car of all time, the original Quattro.
The RS5 is a straight-line weapon with few peers, a car that feels at home on the autobahn south of Munich.
You could argue that Audi really didn't need to build this car. The Audi S5 is an excellent car in its own right, after all. But the Audi RS5 exists purely on the premise that more is better. A guilty pleasure, if you like.
The Heartbeat of Ingolstadt
At the heart of the RS5 beats the latest evolution of Audi's naturally aspirated, direct-injection 4.2-liter V8. Spinning it to 8,250 rpm produces 444 horsepower, while 317 pound-feet of torque is available from 4,000-6,000 rpm. This is 95 hp more than the Audi S5's V8 has on hand (although only 8 lb-ft of torque more), and this power plant also surpasses the output of the M3's 4.0-liter V8 by 24 hp and 22 lb-ft of torque.
This is essentially the same engine Audi slots into the midengine R8, and the way it delivers its considerable level of thrust makes the RS5 a truly memorable car to drive. At low revs the engine is surprisingly subdued for a car boasting such headline-grabbing acceleration, and it has a pleasingly relaxed character that makes it a sublime companion for long-distance motoring. Regardless of what gear you find yourself in, there's always plenty of urge on tap and a compelling eagerness in the way the engine goes about its business.
As the torque figure indicates, however, this engine needs to be worked fairly hard before delivering its best. But that's not a great hardship. The big V8 loves to rev, and it only gets better the more you pour into it, feeling particularly gutsy as you wind it around to the redline. Indeed, the sheer energy released through the final section of the rev range is especially impressive for such a large engine.
Another reason to run this V8 hard is the hearty baritone it sings when you've got lots of throttle applied. The camshaft alters, the engine note hardens and the acceleration crystallizes into a terrific crescendo of speed and blaring exhaust.
Shifting for Speed
You'll find Audi's latest seven-speed dual-clutch automated manual transmission as the only gearbox of choice here. In manual mode, the gears change smoothly, precisely and rapidly — enough to persuade you that you'd be no better off with a conventional six-speed manual transmission. In automatic mode the gearchanges are slower, more hesitant and not quite as crisp. But it is nevertheless handy to be able to nudge the shift lever across the gate and go hands-free at times, especially in slow-moving city traffic.
The best bit, however, is the integral launch control program. Find a suitable piece of road, dial up Dynamic mode on the Drive Select menu, switch off the electronic stability program, apply the brakes with your left foot and lay down the throttle with your right foot, then release the stoppers.
Audi claims acceleration to 100 km/h (62 mph) in 4.6 seconds — a scant 0.1 second slower than the time BMW quotes for the M3 with its own dual-clutch transmission. Top speed is 155 mph, although it can be raised to 174 mph as part of the optional Performance package for this car.
Power to the Road
Like the RS4 before it, the RS5 is fitted with Audi's excellent Drive Select system, which allows you to tailor the characteristics of the car's steering, throttle, gearbox, suspension and even the torque split between the front and rear wheels.
The problem, of course, is that in an effort to extract the best from the new Audi you find yourself constantly turning the rotary dial down on the center console to alter each setting rather than concentrating on the road ahead. Deciding on a definitive setting could take you weeks, and that's without taking into account the variations in road conditions. It's easier to accept the preselected modes.
If asked to define the main difference between the RS5 and the S5 upon which it is largely based, we would say that it's the sharpness of the new car's responses. Everything its lesser two-door sibling does, the RS5 executes with greater precision. And that also goes for the way it swallows up great distances at high speed.
The RS5 is a straight-line weapon with few peers. It's a car that feels immensely fast and right at home on the wide autobahn running south of Munich and beyond, with unflinching stability all the way to its claimed top speed. There's just the right amount of torque to make rapid progress simple. However, there's considerable incentive to run the engine to its limiter, because that's where the power is as well as the exhaust music.
Off the Autobahn
In ultimate terms the 3,803-pound Audi RS5 doesn't possess quite the same clarity of response or overall feedback as a BMW M3, but it has more than enough to make it a genuinely rewarding car to drive hard — and fast. The steering is pleasingly fluid in its actions and extremely accurate, allowing you to place the Audi on the road with great confidence and providing impressive agility at all speeds.
With its all-wheel drive apportioning power to all four wheels and a torque-vectoring device between the rear wheels helping to provide neutral handling, the RS5 has so much grip at very high cornering speeds that there's nothing more than a hint of understeer to warn you that the enormous purchase from the tires is about to run out. Fling the RS5 into a tightening-radius bend and you get some lean, but it builds progressively without any unruly pitch to throw you off line and force you to back off prematurely.
With such high levels of grip you can afford to be late on the brakes into corners and still have the confidence to get hard on the throttle before the apex to take full advantage of the tremendous traction on the exit. Indeed, the way the RS5 blasts out of corners is one of its finest dynamic traits.
And the ride? Fast Audis haven't always been known to combine compliance and control in equal measure. In fact, some performance-oriented models out of Ingolstadt in recent years have been downright harsh. The RS5, however, is different. With the suspension setting in the Drive Select menu switched to automatic, the ride is so good that you wonder how Audi could have gotten it so wrong for so many years.
More Than Just Fast
The 2011 Audi RS5 feels like a class act the moment you pull the door handle and climb inside. Audi has a well-deserved reputation for turning out some of the best production car interiors, and this car upholds that honor with one of the most stylish and high-quality cabins you'll find in any car at any price.
If the primary objective of the 2011 Audi RS5 has been to put one over on the BMW M3, then it's hard to see how it has failed. Stylistically, it scores with its aggressive demeanor. See it in the street and you're in no doubt that this is one badass car. It's also hard to argue about the overall effectiveness of its driveline, especially the action of its dual-clutch gearbox. In terms of overall quality, it also scores highly.
In the end, it comes down to the driving experience. In ultimate terms, there is very little separating the two cars. You'd buy the Audi for the secure feel it delivers, whether in the dry or the wet. On the other hand, you'd have the BMW purely on entertainment value, as it has a kind of fizz that makes a car so desirable.
Clearly it's time for a reappraisal.
04-12-2010, 05:48 AM
#532
Autocar test drive the RS5
What is it?
Not only is the RS5 is the latest Audi to wear the RS badge, but it looks every bit the modern-day version of the original Ur-Quattro. And thirty years on, the concept of a fast four-seat, two-door Audi has matured into something very serious indeed.
Powering the RS5 is a new naturally aspirated 4.2-litre producing 444bhp mated to a seven speed dual-clutch gearbox, the first time a RS product has used such a system. The RS5 also has a revised version of the Audi’s four-wheel drive system, with a new centre differential and a new torque vectoring system (which brakes individual wheels), plus the option of a sport rear differential.
Naturally our test car has this fitted, along with the optional ceramic front brake discs, sports exhaust and crucially, Audi’s Dynamic Ride Control. In Germany this is an option, but in the UK it will be standard.
What’s it like?
At this point I could tell you how welcoming and downright easy to drive the RS5 is in mundane everyday traffic. But let’s skip all that and get straight to the point where you’re sat in an RS5 looking at a deserted, arrow-straight piece of road. Because one thing Audi’s dual-clutch ’box will do that a conventional automatic won’t is full-on launch control.
Select dynamic mode on the Drive Select system, switch the ESP off, stand on the brakes, floor the throttle, release the brakes. Cue a perfect standing start, with hardly any transmission shunt or wheelspin, just forward motion. Rest to 62mph takes 4.6sec, and after not much longer the RS5 will hit its limiter at 155mph (or 174mph, if you tick yet another option box).
Okay, you could argue that it’s irrelevant, but this one exercise does illustrate the RS5’s approach to performance: accessible, repeatable, controlled and brutally effective. But also, in its own way, emotional. There are other 400bhp-plus coupés and saloons that are more involving, chiefly because they demand more of their driver to extract maximum performance. But the RS5 is in no way short on entertainment.
How could it be with a V8 engine, one that mixes low-end warble with an 8500rpm redline? Left to its own devices, the gearbox uses both extremes of the engine’s range, but move the lever over to manual mode and the choice is yours. Apply full throttle from low revs in a high gear and there is no kickdown, only V8 bass.
The advantage of Audi’s Drive Select system is that it gives the option to ‘mix and match’ the car’s settings rather sticking to the preset groupings. Deciding on the perfect combination could take a lifetime, but I settled on dynamic for engine and ’box (for the faster gearshifts and downchange blips), comfort for the steering (dynamic doesn’t offer any more feel, just weight) and dynamic for the sport differential (through faster corners it feels more like a rear-driver).
And the suspension? Actually, left in automatic it does a pretty good job of balancing compliance with control, because – and here’s the surprise – the RS5 is a fast Audi that rides well. I’m going to throw in the old caveat that this is based on a German test, where the roads are super-smooth, but I did put the RS5 through a few potholes and it coped pretty well, even on optional 20in wheels. But perhaps this shouldn’t be such a surprise because the previous RS4, which used an earlier version of the hydraulically controlled Dynamic Ride Control, also rode well.
In the RS5 the comfort setting offers the best bump absorption, but the trade-off is a fraction too much body roll if you really throw it at a corner. Switching to dynamic solves this but robs the RS5 of the suppleness it will need in the UK. However, automatic shuffles between the settings, subtly enough that you’ll hardly notice, for the best of both worlds.
Is the RS5 a car you would drive with no destination in mind? Like almost every other Audi, it feels like a piece of heavy machinery, one with deep reserves of engineering capability, but it is also one of the rare Audis that also has a fluidity and delicacy to it. I’d stop short of saying it would be a car I would choose to take on a track day, but for a non-stop return trip from London to the top of Scotland, there are few cars I would be happier to be in.
Partly that’s because of the beautifully finished cabin, and partly it’s because the RS5’s gearbox is so well rounded. But the real reason why the RS5 is so compelling is that when the roads offer entertainment, the RS5 entertains in spades.
Should I buy one?
If you want a super-coupe with outstanding all-round abilities then yes absolutely. For the RS5 is a car with an exceptional breadth of abilities and the type of car that gets better and better with every journey.
Not only is the RS5 is the latest Audi to wear the RS badge, but it looks every bit the modern-day version of the original Ur-Quattro. And thirty years on, the concept of a fast four-seat, two-door Audi has matured into something very serious indeed.
Powering the RS5 is a new naturally aspirated 4.2-litre producing 444bhp mated to a seven speed dual-clutch gearbox, the first time a RS product has used such a system. The RS5 also has a revised version of the Audi’s four-wheel drive system, with a new centre differential and a new torque vectoring system (which brakes individual wheels), plus the option of a sport rear differential.
Naturally our test car has this fitted, along with the optional ceramic front brake discs, sports exhaust and crucially, Audi’s Dynamic Ride Control. In Germany this is an option, but in the UK it will be standard.
What’s it like?
At this point I could tell you how welcoming and downright easy to drive the RS5 is in mundane everyday traffic. But let’s skip all that and get straight to the point where you’re sat in an RS5 looking at a deserted, arrow-straight piece of road. Because one thing Audi’s dual-clutch ’box will do that a conventional automatic won’t is full-on launch control.
Select dynamic mode on the Drive Select system, switch the ESP off, stand on the brakes, floor the throttle, release the brakes. Cue a perfect standing start, with hardly any transmission shunt or wheelspin, just forward motion. Rest to 62mph takes 4.6sec, and after not much longer the RS5 will hit its limiter at 155mph (or 174mph, if you tick yet another option box).
Okay, you could argue that it’s irrelevant, but this one exercise does illustrate the RS5’s approach to performance: accessible, repeatable, controlled and brutally effective. But also, in its own way, emotional. There are other 400bhp-plus coupés and saloons that are more involving, chiefly because they demand more of their driver to extract maximum performance. But the RS5 is in no way short on entertainment.
How could it be with a V8 engine, one that mixes low-end warble with an 8500rpm redline? Left to its own devices, the gearbox uses both extremes of the engine’s range, but move the lever over to manual mode and the choice is yours. Apply full throttle from low revs in a high gear and there is no kickdown, only V8 bass.
The advantage of Audi’s Drive Select system is that it gives the option to ‘mix and match’ the car’s settings rather sticking to the preset groupings. Deciding on the perfect combination could take a lifetime, but I settled on dynamic for engine and ’box (for the faster gearshifts and downchange blips), comfort for the steering (dynamic doesn’t offer any more feel, just weight) and dynamic for the sport differential (through faster corners it feels more like a rear-driver).
And the suspension? Actually, left in automatic it does a pretty good job of balancing compliance with control, because – and here’s the surprise – the RS5 is a fast Audi that rides well. I’m going to throw in the old caveat that this is based on a German test, where the roads are super-smooth, but I did put the RS5 through a few potholes and it coped pretty well, even on optional 20in wheels. But perhaps this shouldn’t be such a surprise because the previous RS4, which used an earlier version of the hydraulically controlled Dynamic Ride Control, also rode well.
In the RS5 the comfort setting offers the best bump absorption, but the trade-off is a fraction too much body roll if you really throw it at a corner. Switching to dynamic solves this but robs the RS5 of the suppleness it will need in the UK. However, automatic shuffles between the settings, subtly enough that you’ll hardly notice, for the best of both worlds.
Is the RS5 a car you would drive with no destination in mind? Like almost every other Audi, it feels like a piece of heavy machinery, one with deep reserves of engineering capability, but it is also one of the rare Audis that also has a fluidity and delicacy to it. I’d stop short of saying it would be a car I would choose to take on a track day, but for a non-stop return trip from London to the top of Scotland, there are few cars I would be happier to be in.
Partly that’s because of the beautifully finished cabin, and partly it’s because the RS5’s gearbox is so well rounded. But the real reason why the RS5 is so compelling is that when the roads offer entertainment, the RS5 entertains in spades.
Should I buy one?
If you want a super-coupe with outstanding all-round abilities then yes absolutely. For the RS5 is a car with an exceptional breadth of abilities and the type of car that gets better and better with every journey.
04-12-2010, 09:18 AM
#536
Team Owner
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04-12-2010, 09:54 AM
#537
04-12-2010, 09:58 AM
#538
Audi RS5 Coupe 4.2 FSI V8 S-tronic 88.800 euro
- Lieferung Juni
- bei Export Zulassung und 1.000 Kilometer
* ibisweiss
* Leder Seidennappa schwarz
* Aluminium Räder 20'' Titanoptik
* MMi Navigation plus
* Dekorelemente Aluminium matt gebürstet
* Bang & Olufsen sound system
* audi music interface
* Bluetooth Schnittstelle
* Geschwindigkeitsregelanlage
* Einparkhilfe plus mit Rückfahrkamera
* adaptive light
* Licht- und Regensensor
* Fernlichtassistent
* Panorama-Ausstelldach
* Komfortschlüssel
* Außenspiegel elektrisch anklappbar
* Innenspiegel automatisch abblendend
* Sportabgasanlage
- Lieferung Juni
- bei Export Zulassung und 1.000 Kilometer
* ibisweiss
* Leder Seidennappa schwarz
* Aluminium Räder 20'' Titanoptik
* MMi Navigation plus
* Dekorelemente Aluminium matt gebürstet
* Bang & Olufsen sound system
* audi music interface
* Bluetooth Schnittstelle
* Geschwindigkeitsregelanlage
* Einparkhilfe plus mit Rückfahrkamera
* adaptive light
* Licht- und Regensensor
* Fernlichtassistent
* Panorama-Ausstelldach
* Komfortschlüssel
* Außenspiegel elektrisch anklappbar
* Innenspiegel automatisch abblendend
* Sportabgasanlage
04-12-2010, 12:27 PM
#540
Senior Moderator
04-12-2010, 12:30 PM
#541
Senior Moderator
04-12-2010, 12:42 PM
#542
* ibisweiss= white ibis exterior color
* Leder Seidennappa schwarz= leather nappa Blackj
* Aluminium Räder 20'' Titanoptik= 20" wheels
* MMi Navigation plus
* Dekorelemente Aluminium matt gebürstet
* Bang & Olufsen sound system
* audi music interface
* Bluetooth Schnittstelle
* Geschwindigkeitsregelanlage= cruise control
* Einparkhilfe plus mit Rückfahrkamera= rear camera with park system
* adaptive light
* Licht- und Regensensor= light and rain sensor
* Fernlichtassistent= front lights assistant
* Panorama-Ausstelldach= panorama sunroof
* Komfortschlüssel= comfort entrance
* Außenspiegel elektrisch anklappbar= exterior mirrors foldables
* Innenspiegel automatisch abblendend= autodimming interior mirror
* Sportabgasanlage: sporty exhaust system
* Leder Seidennappa schwarz= leather nappa Blackj
* Aluminium Räder 20'' Titanoptik= 20" wheels
* MMi Navigation plus
* Dekorelemente Aluminium matt gebürstet
* Bang & Olufsen sound system
* audi music interface
* Bluetooth Schnittstelle
* Geschwindigkeitsregelanlage= cruise control
* Einparkhilfe plus mit Rückfahrkamera= rear camera with park system
* adaptive light
* Licht- und Regensensor= light and rain sensor
* Fernlichtassistent= front lights assistant
* Panorama-Ausstelldach= panorama sunroof
* Komfortschlüssel= comfort entrance
* Außenspiegel elektrisch anklappbar= exterior mirrors foldables
* Innenspiegel automatisch abblendend= autodimming interior mirror
* Sportabgasanlage: sporty exhaust system
04-16-2010, 07:22 AM
#543
Audi RS5 test drive
http://www.evo.co.uk/carreviews/evoc...s_new_rs5.html
What is it?
The latest RS model from Audi, the RS5 coupe, which joins the TTRS and RS6. There have never been three RS models on sale at the same time before. It uses a new 4.2-litre naturally aspirated V8 with 444bhp and 317lb ft of torque. The motor isn’t a re-worked version of the old RS4’s V8, it’s actually 4/5ths of the Audi R8's 5.2-litre V10.
Technical highlights
The motor, which revs to 8500rpm, is nearly 30bhp more powerful than the RS4’s engine and yet produces just 252g/km of CO2 against the old car's 324g/km. A C63 puts out 319g/km.
The chassis is arguably more interesting, with Audi choosing this car to showcase its new Quattro transmission, and in particular its new centre differential. This is a compact, mechanically operated unit that can put up to 70 percent of torque to the front wheels and 85 to the rear. It works alongside a torque-vectoring system (braking of the inside wheel) and you can specify the rear sport differential that was introduced on the S4. Audi claims it’s the best all-wheel drive sports car chassis on sale. It also uses the word ‘oversteer’ in its launch preamble, which in the past has proved to be an unwise move.
What’s it like to drive?
A little confusing. This is not a direct M3 rival, it is much more the everyday GT with an amusing turn of speed. The confusion comes in the slight disharmony that exists between powertrain and chassis. Taken in isolation the RS5 excels in both categories: the engine is tuneful, smooth and loves to rev – in fact it needs to rev to feel anything like as fast as the figures suggest.
Thankfully, the 7-speed S-Tronic transmission is typically superb, even if the intermediate ratios are too long. The trouble is, the RS5 seems to like a quieter life. It is exceptionally refined, and with the DRC (Dynamic Ride Control) set to comfort it rides well on Spanish roads, but we need to drive it in the UK just to make sure. So you’re left with a car whose chassis wants you to relax, but whose engine and gearbox must be worked very hard to produce the performance you’d expect. Like I said, confusing.
The chassis is very clever though. It resists understeer better than anything this heavy has any right to. Traction is very impressive and it speaks volumes of the advances in mechanical grip found with this new centre diff that even running very fast on a circuit, the ESP hardly ever interrupts. But does it really feel like the rear axle is doing more than the front, like a GT-R? Of course it doesn’t, it’s an Audi.
Special mention must go to the new, round, steering wheel. It was Audi that gave us the hideous cut-off wheel a few years back: great news that it appears to have ditched the silly idea.
How does it compare?
A BMW M3 is sharper, faster, far more interactive and – I have to assume - nothing like as relaxing to live with. The combination of S-Tronic and 4WD will really suit the UK market. The Mercedes C63 AMG is closer in concept and far more characterful, but on a damp road its driver would be all over the place following an RS5. Which actually sounds rather fun. The GT-R trounces the Audi for speed and dynamics but its interior is nothing like as appealing.
Anything else I need to know?
I’m going to say something a little controversial, but I was a touch disappointed with this car. It’s nothing like as characterful as the last RS4, and for all its technical brilliance it lacks roll-on performance – ironically just the type that the turbocharged S4 offers. It’s a fine car, but a long way from perfect.
What is it?
The latest RS model from Audi, the RS5 coupe, which joins the TTRS and RS6. There have never been three RS models on sale at the same time before. It uses a new 4.2-litre naturally aspirated V8 with 444bhp and 317lb ft of torque. The motor isn’t a re-worked version of the old RS4’s V8, it’s actually 4/5ths of the Audi R8's 5.2-litre V10.
Technical highlights
The motor, which revs to 8500rpm, is nearly 30bhp more powerful than the RS4’s engine and yet produces just 252g/km of CO2 against the old car's 324g/km. A C63 puts out 319g/km.
The chassis is arguably more interesting, with Audi choosing this car to showcase its new Quattro transmission, and in particular its new centre differential. This is a compact, mechanically operated unit that can put up to 70 percent of torque to the front wheels and 85 to the rear. It works alongside a torque-vectoring system (braking of the inside wheel) and you can specify the rear sport differential that was introduced on the S4. Audi claims it’s the best all-wheel drive sports car chassis on sale. It also uses the word ‘oversteer’ in its launch preamble, which in the past has proved to be an unwise move.
What’s it like to drive?
A little confusing. This is not a direct M3 rival, it is much more the everyday GT with an amusing turn of speed. The confusion comes in the slight disharmony that exists between powertrain and chassis. Taken in isolation the RS5 excels in both categories: the engine is tuneful, smooth and loves to rev – in fact it needs to rev to feel anything like as fast as the figures suggest.
Thankfully, the 7-speed S-Tronic transmission is typically superb, even if the intermediate ratios are too long. The trouble is, the RS5 seems to like a quieter life. It is exceptionally refined, and with the DRC (Dynamic Ride Control) set to comfort it rides well on Spanish roads, but we need to drive it in the UK just to make sure. So you’re left with a car whose chassis wants you to relax, but whose engine and gearbox must be worked very hard to produce the performance you’d expect. Like I said, confusing.
The chassis is very clever though. It resists understeer better than anything this heavy has any right to. Traction is very impressive and it speaks volumes of the advances in mechanical grip found with this new centre diff that even running very fast on a circuit, the ESP hardly ever interrupts. But does it really feel like the rear axle is doing more than the front, like a GT-R? Of course it doesn’t, it’s an Audi.
Special mention must go to the new, round, steering wheel. It was Audi that gave us the hideous cut-off wheel a few years back: great news that it appears to have ditched the silly idea.
How does it compare?
A BMW M3 is sharper, faster, far more interactive and – I have to assume - nothing like as relaxing to live with. The combination of S-Tronic and 4WD will really suit the UK market. The Mercedes C63 AMG is closer in concept and far more characterful, but on a damp road its driver would be all over the place following an RS5. Which actually sounds rather fun. The GT-R trounces the Audi for speed and dynamics but its interior is nothing like as appealing.
Anything else I need to know?
I’m going to say something a little controversial, but I was a touch disappointed with this car. It’s nothing like as characterful as the last RS4, and for all its technical brilliance it lacks roll-on performance – ironically just the type that the turbocharged S4 offers. It’s a fine car, but a long way from perfect.
04-16-2010, 05:16 PM
#544
Senior Moderator
ouch. that's a shame, especially at it's pricepoint.
and, I value Evo's reviews.
and, I value Evo's reviews.
04-16-2010, 06:07 PM
#545
Senior Moderator
More pics.
http://www.autoblog.com/photos/2011-audi-rs5#2901552
I always said if they made a car that looked like an Audi inside and out but drove like a BMW, then that be the perfect car.
Last edited by Crazy Bimmer; 04-16-2010 at 06:10 PM.
04-19-2010, 05:19 PM
#547
S5 looks better 
04-21-2010, 02:22 AM
#548
Audi RS5 confirmed for USA in 2011
http://www.insideline.com/audi/rs5/a...to-the-us.html
MALAGA, Spain — After a long period of hemming and hawing about the issue, Audi has decided to bring the long-awaited RS5 coupe to the United States.
A product marketing contact from Quattro GmbH, the division at the Neckarsulm factory that builds the RS models, tells Inside Line, "We have voted on it and the car is coming over definitely. But," he adds, "it will be more than a year out from the start of deliveries in Western Europe."
As the general feeling among the Quattro specialists is that an S5 coupe V8 with 444 horsepower and 317 pound-feet of torque tied to an 8,250-rpm redline, no matter how desirable, will not sell in really huge numbers, every RS5 coupe shipped over will be fully optioned. This includes the rear-axle sport differential, Dynamic Ride Control software upgrades, and possibly the chromed thundering Boysen sport exhaust — all optional in other markets.
The RS5 coupe is Audi's first production car to carry the third-generation Quattro all-wheel drive system, which is almost 15 pounds lighter overall, uses a crown-wheel center differential for a wider distribution of torque to either the front (up to 70 percent) or rear axle (up to 85 percent), and incorporates standard torque vectoring between the four wheels in the ESP software to combat notorious understeer.
If we're to go by the German-market 32.4 percent price hike for the Audi RS5 coupe over the S5 coupe, U.S. pricing would start at around $69,500. With the options list tossed in as standard North American kit, however, make it an MSRP of just over $75,000.
The Quattro folks threw a dart at the end of August or early September 2011 for the first North American deliveries.
Inside Line says: The A5-bodied family is so appealing that even the two-door RS5 should find a larger audience than Audi anticipates. This is one that really can take it hard-core to the BMW M3 coupe and future Mercedes C63 coupe. Couldn't they bring it sooner, though?
MALAGA, Spain — After a long period of hemming and hawing about the issue, Audi has decided to bring the long-awaited RS5 coupe to the United States.
A product marketing contact from Quattro GmbH, the division at the Neckarsulm factory that builds the RS models, tells Inside Line, "We have voted on it and the car is coming over definitely. But," he adds, "it will be more than a year out from the start of deliveries in Western Europe."
As the general feeling among the Quattro specialists is that an S5 coupe V8 with 444 horsepower and 317 pound-feet of torque tied to an 8,250-rpm redline, no matter how desirable, will not sell in really huge numbers, every RS5 coupe shipped over will be fully optioned. This includes the rear-axle sport differential, Dynamic Ride Control software upgrades, and possibly the chromed thundering Boysen sport exhaust — all optional in other markets.
The RS5 coupe is Audi's first production car to carry the third-generation Quattro all-wheel drive system, which is almost 15 pounds lighter overall, uses a crown-wheel center differential for a wider distribution of torque to either the front (up to 70 percent) or rear axle (up to 85 percent), and incorporates standard torque vectoring between the four wheels in the ESP software to combat notorious understeer.
If we're to go by the German-market 32.4 percent price hike for the Audi RS5 coupe over the S5 coupe, U.S. pricing would start at around $69,500. With the options list tossed in as standard North American kit, however, make it an MSRP of just over $75,000.
The Quattro folks threw a dart at the end of August or early September 2011 for the first North American deliveries.
Inside Line says: The A5-bodied family is so appealing that even the two-door RS5 should find a larger audience than Audi anticipates. This is one that really can take it hard-core to the BMW M3 coupe and future Mercedes C63 coupe. Couldn't they bring it sooner, though?
05-15-2010, 09:16 AM
#549
I love me some Curry...!
Join Date: Feb 2008
Location: Murrieta CA.. but Brooklyn is in the soul..
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Rendered Speculation: Audi RS5 Shooting Brake
by Damon Lavrinc (RSS feed) on May 14th, 2010 at 7:58PM
We just spent the last few days bouncing around Germany driving the 2011 Audi TT and the powertrain-enhanced Q7 (review next week), and between bouts on the autobahn and a few factory tours, we pestered our hosts about some of their Euro-only products and what we can expect in the future.
We dropped a few not-so-subtle hints in an attempt to score some seat time in the RS6 (denied) and the TT RS (achieved, and yes, it's awesome), but the RS5 was something we were aching to drive. Unfortunately, we were short on time and didn't get a crack at the 450-hp coupe, but on more than one occasion we mentioned that a shooting brake version would be the bee's knees. As you'd expect, that's probably not gonna happen, but the rendering wizard Theophilus Chin has answered our prayers in digital form.
Chin, who mocked up the three-door for a Photoshop contest, took some inspiration from past Audi coupes – including the GT – to create a two-door fastback version of the RS5 that's loaded with win. The sloping roofline matches perfectly to the RS5's widened haunches, and while the roof rails wouldn't have been our first choice, we dig how they tie into the brushed aluminum front splitter, rear diffuser, side mirrors and five-spoke wheels. Too bad it probably won't happen, but there's a good chance those of us in the States will get a crack at the standard two-door RS5 in 2012.
by Damon Lavrinc (RSS feed) on May 14th, 2010 at 7:58PM
<SMALL>Audi RS5 Shooting Brake – Click above for high-res image gallery</SMALL>
We just spent the last few days bouncing around Germany driving the 2011 Audi TT and the powertrain-enhanced Q7 (review next week), and between bouts on the autobahn and a few factory tours, we pestered our hosts about some of their Euro-only products and what we can expect in the future.
We dropped a few not-so-subtle hints in an attempt to score some seat time in the RS6 (denied) and the TT RS (achieved, and yes, it's awesome), but the RS5 was something we were aching to drive. Unfortunately, we were short on time and didn't get a crack at the 450-hp coupe, but on more than one occasion we mentioned that a shooting brake version would be the bee's knees. As you'd expect, that's probably not gonna happen, but the rendering wizard Theophilus Chin has answered our prayers in digital form.
Chin, who mocked up the three-door for a Photoshop contest, took some inspiration from past Audi coupes – including the GT – to create a two-door fastback version of the RS5 that's loaded with win. The sloping roofline matches perfectly to the RS5's widened haunches, and while the roof rails wouldn't have been our first choice, we dig how they tie into the brushed aluminum front splitter, rear diffuser, side mirrors and five-spoke wheels. Too bad it probably won't happen, but there's a good chance those of us in the States will get a crack at the standard two-door RS5 in 2012.
07-13-2011, 02:04 PM
#552
Audi A5 revamped for 2012
Autocar
Audi has revealed a host of mid-life changes to its entire Audi A5 model line-up. They include refreshed styling, new engines and chassis tweaks aimed at bolstering the coupé, cabriolet and Sportback models’ visual appeal, fuel economy and dynamic ability.
All of the engines in the A5’s new range — three petrol and four diesel — feature direct injection and forced induction, as well as stop-start and an energy recuperation system as standard. CO2 emissions are down by as much as 22 per cent in some models, and fuel consumption has fallen by 11 per cent on average.
The entry-level model for all A5s is now the four-cylinder petrol 1.8 TFSI. This engine has been substantially revised and now produces 168bhp (up from 158bhp). In coupé guise, economy is improved to 49.6mpg (from 39.8mpg) and CO2 emissions fall to 134g/km (from 164g/km).
The 2.0 TFSI’s power output remains unchanged at 211bhp. A 268bhp supercharged 3.0 TFSI V6 is new to the line-up.
The 175bhp 2.0 TDI is the entry-level diesel. It returns a remarkable 60.1mpg and emits 122g/km of CO2 when mated to a six-speed manual gearbox in the A5 coupé.
Three V6 engines complete the A5’s diesel line-up. A 3.0 TDI is available with either 201bhp or 242bhp, and they will be joined later in the A5’s life cycle by a low-emissions model that already meets EU6 emissions regulations.
Chassis tweaks to all A5s include revised rear suspension bearings and damper tuning for “precise handling and greater comfort”. New 17in alloy wheels come as standard, with up to 20in alloys offered as options. A revised electromechanical power steering system also features across the range.
Chief among the styling changes for all A5s is a bolder look for the front headlights, which now feature the ‘wave’ LED design introduced on recent Audis, including the A1, A6 and A8.
Other styling changes at the flatter, wider-looking front end include a new bumper with larger air intakes and a revised grille. At the rear, all A5s get a new bumper and redesigned lights with optional LEDs.
The changes inside are more subtle. They include new steering wheel designs, a new selector for automatic transmissions, a new finish for the instrument panel and centre console, a revised optional MMI infotainment system and a range of new upholstery and trim options. A five-seat option is also now available for the A5 Sportback.
Order books open in early September, ahead of the first cars reaching UK showrooms in early December.
Audi has also revised S5 versions of the A5 range. The coupé receives the 328bhp supercharged 3.0-litre V6 (instead of its current 349bhp 4.2-litre V8) from the current Sportback and cabriolet models. In coupé guise, the S5 cracks 0-62mph in 4.9sec. S5 styling changes include new lights and body detailing.
Audi has revealed a host of mid-life changes to its entire Audi A5 model line-up. They include refreshed styling, new engines and chassis tweaks aimed at bolstering the coupé, cabriolet and Sportback models’ visual appeal, fuel economy and dynamic ability.
All of the engines in the A5’s new range — three petrol and four diesel — feature direct injection and forced induction, as well as stop-start and an energy recuperation system as standard. CO2 emissions are down by as much as 22 per cent in some models, and fuel consumption has fallen by 11 per cent on average.
The entry-level model for all A5s is now the four-cylinder petrol 1.8 TFSI. This engine has been substantially revised and now produces 168bhp (up from 158bhp). In coupé guise, economy is improved to 49.6mpg (from 39.8mpg) and CO2 emissions fall to 134g/km (from 164g/km).
The 2.0 TFSI’s power output remains unchanged at 211bhp. A 268bhp supercharged 3.0 TFSI V6 is new to the line-up.
The 175bhp 2.0 TDI is the entry-level diesel. It returns a remarkable 60.1mpg and emits 122g/km of CO2 when mated to a six-speed manual gearbox in the A5 coupé.
Three V6 engines complete the A5’s diesel line-up. A 3.0 TDI is available with either 201bhp or 242bhp, and they will be joined later in the A5’s life cycle by a low-emissions model that already meets EU6 emissions regulations.
Chassis tweaks to all A5s include revised rear suspension bearings and damper tuning for “precise handling and greater comfort”. New 17in alloy wheels come as standard, with up to 20in alloys offered as options. A revised electromechanical power steering system also features across the range.
Chief among the styling changes for all A5s is a bolder look for the front headlights, which now feature the ‘wave’ LED design introduced on recent Audis, including the A1, A6 and A8.
Other styling changes at the flatter, wider-looking front end include a new bumper with larger air intakes and a revised grille. At the rear, all A5s get a new bumper and redesigned lights with optional LEDs.
The changes inside are more subtle. They include new steering wheel designs, a new selector for automatic transmissions, a new finish for the instrument panel and centre console, a revised optional MMI infotainment system and a range of new upholstery and trim options. A five-seat option is also now available for the A5 Sportback.
Order books open in early September, ahead of the first cars reaching UK showrooms in early December.
Audi has also revised S5 versions of the A5 range. The coupé receives the 328bhp supercharged 3.0-litre V6 (instead of its current 349bhp 4.2-litre V8) from the current Sportback and cabriolet models. In coupé guise, the S5 cracks 0-62mph in 4.9sec. S5 styling changes include new lights and body detailing.
07-13-2011, 03:10 PM
#559
I drive a Subata.
iTrader: (1)
I will take a A5 with 3.0T in white with chocolate interior.
07-13-2011, 04:39 PM
#560
Team Owner
Love it but god damn 50k for a 2.0T A5 is just ....... why cant the 335 look like A5??