Audi A5 2007 Review

Not so much
>> Rear seats cramped
>> Clutch take-up lacks progression
>> Steering feels a bit lifeless

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 4.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.5/5.0

OVERVIEW
The Gran Turismo coupe is a genre that Audi hasn't explored for the past decade -- ever since the two-door variant of its 80 sedan bit the dust in 1996. The four-ringed brand has in the meantime given us the A4-based Cabrio and slinky TT coupe/convertible, but a genuine rival for the BMW 3 Series Coupe and Mercedes CLK has been lacking from its line-up.

Given the Latin heritage of the GT coupe formula (think: Alfa Romeo, Maserati, Ferrari and Lamborghini), it's perhaps appropriate that Italian style-meister Walter de'Silva was entrusted with penning the A5's lines.

The now-former Audi crayon wielder (who says the A5 is the "most beautiful car" he's ever designed) has since been bumped up the corporate ladder to head-up the VW Group's design department, but that's another story (read interview here).

The A5 is also significant as it debuts an all-new architecture that will eventually be used to underpin the next-generation A4 and A6 sedans. Audi's vehicles have been oft-criticised for their nose-heavy handling characteristics, and the new platform is designed to address this by moving the engine rearward and the front axle forward, thus improving the car's weight distribution.

As is the norm with Audi, the A5 will be offered in front-drive and all-wheel-drive formats, and with an array of engines ranging from a new-generation 1.8-litre four-cylinder turbo unit, to a 4.2-litre V8 (in the S5 flagship). Also Australia-bound is a 3.0-litre turbo-diesel V6 with a mountain of torque.

The expansive line-up planned for our market means there will be a model to combat pretty much every variant of the BMW 3 Series Coupe and Mercedes CLK. The range is likely to ultimately include a hard-core RS5 variant, too, and this would be pitched against the upcoming new-generation, V8-propelled BMW M3.

The A5 is a fairly large car for its category, measuring 42mm longer and 72mm wider than a BMW 3 Series Coupe and this is evident in its stance on the road. Audi says the aim was also to make it a genuine four-seater, rather than a 2+2.

The first variant due on our shores (in October) is the 4.2-litre V8-powered S5 Quattro with six-speed manual transmission, priced in the $130-135K bracket. It will be followed by a Tiptronic auto model (commanding a $4K premium) in April, 2008. The S5's projected pricing means it will be positioned between the Merc CLK 350 and CLK 500 and, similarly, between the BMW 335i Coupe and imminent M3.

Also due in October this is the front-wheel-drive A5 3.2 FSI multitronic, priced around $90,000. This model is destined to take on the Merc CLK 280 and BMW 325i, even though it out-punches these rivals in terms of power and torque.

A quattro (all-wheel-drive) A5 3.2 arrives in March, 2008, priced around $95K. This model eschews the front-driver's multitronic CVT (continuously variable transmission) in favour of a conventional six-speed Tiptronic auto.

The cost of entry to the A5 club will be lowered in April, 2008, with the launch of the A5 1.8T FSI multitronic (priced between$70,000 and $75,000). This model comes with a new-generation 1.8-litre turbo engine, mated to Audi's excellent CVT.

Rounding out the range (in August, 2008) will be the turbodiesel A5 3.0 TDI Quattro tiptronic, priced in the $95,000-100,000 bracket.

Local equipment levels are yet to be announced, but expect each model (particularly the high-end variants) to be comprehensively kitted out. A raft of airbags, ABS, ESP (Electronic Stability Program), climate-control, power windows/mirrors and a Bang & Olufsen CD stereo should be standard across the range.

Audi Australia plans to sell a minimum of 600 A5s annually. This certainly seems feasible, given that Mercedes and BMW have each been averaging more than 100 sales per month for the CLK and two-door 3 Series respectively (including convertible variants).

MECHANICAL
As mentioned earlier, the big news is the A5 debuts new architecture that will eventually underpin the next-gen A4 and A6 sedans -- the existing versions of which are hampered to some degree by their front-heavy configurations.

To remedy this, Audi's engineers have come up with a new design that shifts the engine rearwards and the front axle closer to the nose. The result is something approaching the desired 50:50 weight distribution over front and rear axles. Audi hasn't divulged the exact ratio (Ed: an interesting move given the trumpeting that's been made over the new platform.).

There's also a new five-link front suspension and 'trapezoidal-link' rear suspension, and these are claimed to deliver an improved ride/handling balance. With the same goal in mind, Audi made extensive use of aluminium in the suspension to reduce unsprung weight.

Another completely re-engineered component is the rack-and-pinion steering. Audi says it's positioned in front of the front axle to enhance the car's "very agile handling by its direct transmission of the steering forces."

The quattro all-wheel-drive system -- in models so equipped -- is slightly rear-biased, apportioning torque in a 40:60 split to front and rear wheels respectively.

The volume seller as far as engines are concerned is likely to be the 3.2 FSI V6, which pumps out 195kW and 330Nm (on tap from 3000-5000rpm). Audi claims the 3.2 FSI Quattro with six-speed manual gearbox can dispatch the 0-100km/h dash in 6.1sec, while top speed is quoted at 250km/h.

The 3.0-litre TDI (turbodiesel) puts out 176kW, but the real kicker is the mountainous 500Nm of torque it belts out. It actually out-accelerates the 3.2 petrol V6, bolting to 100km/h in 5.9sec and achieving the same 250km/h v-max. Yet its consumption is quoted at a miserly 7.2lt/100km.

The 1.8-litre TFSI produces 125kW, which doesn't sound like much, but Audi boasts of "acceleration and pulling power unrivalled in its class from virtually every rev band".

There's clearly no lack of pulling power in the S5 as its 4.2-litre V8 kicks out 260kW and 440Nm. This translates to a scant 5.1sec to bolt to 100km/h -- this suggests it's quicker (at least in a straight line) than the outgoing BMW M3.

PACKAGING
The A5 isn't a small car, measuring 4630mm long and 1854mm wide, which means a BMW 3 Series Coupe almost looks diminutive next to it.

The relatively large dimensions were arrived at for a few reasons. Firstly, it gives the A5 an imposing stance on the road; secondly, the longish wheelbase allows the engine to be placed behind (at least partially) the front axle; thirdly, it creates enough space for proper rear-seat accommodation -- in theory, anyway.

In real terms, there isn't much space in the rear seat. Even as a modest-sized bloke (172cm, 72kg), my knees were still rubbing against the front seat and my head wasn't too far from brushing the roof. The rear pews are okay for short trips (or for those with small children), but the A5 is certainly no substitute for a sedan.

No complaints about the boot, which is generously sized (455 litres) -- in fact, it's cavernous if you avail of the splitfold rear seats. There's plenty of space for at least a couple of golf bags.

However, what the A5 is really about is making a style statement. And it certainly does that. Its stylist, Walter de'Silva, was positively beaming when the car made its maiden public appearance at the recent Geneva motor show, and it's easy to see why.

The proportions of the coupe are exquisite, highlighted by the wave-like crease that extends from nose to tail just below the window line. In true GT fashion, the A5 has a longish snout and fastback roofline that culminates in a stubby boot lid and kicked-up tail.

The real icing on the cake from a stylistic point of view is the LED daytime running lights that curve around the lower edge of the headlights. An A5 approaching from the opposite direction can't be mistaken for anything else as its LED 'eyes' give it a uniquely sinister visage.

Inside, you'll find the familiar Audi touches, including a pair of large chrome-ringed gauges, uncluttered centre console and MMI (Multi Media Interface). Previous experience alerts us to the fact it's not overly complicated to use, but some familiarisation is required.

SAFETY
As you'd expect, the A5 comes with a comprehensive arsenal of active and passive safety features. Its new-generation ESP 8.1 system includes ABS, braking assistance, electronic differential locking, traction control and yaw control (braking individual wheels to counteract skids).

The aforementioned are all active safety features (designed to prevent accidents from occurring in the first place), but in case things do turn pear-shaped, occupants are protected by a high-strength steel passenger cell and multiple airbags.

It's believed chief designer Walter de'Silva wanted the A5 to be a pillarless coupe in the classic GT tradition, but the quest for maximum occupant protection meant the car does have B-pillars (although they're blacked-out to be all but invisible).

COMPETITORS
The most obvious opposition for the Audi A5 comes from the BMW 3 Series and Mercedes CLK, but there's also a slightly left-field rival in the form of the stylish Alfa Romeo Brera.

The A5 will line up pretty much head-on with its German compatriots, even though it's a slightly larger car with an arguably more imposing stance on the road.

In the past, Audi's offerings weren't perceived by local buyers as being on the same exalted plane as cars wearing a spinning propeller badge or three-pointed star, but that's a perception that's changing rapidly -- as evidenced by the marque's skyrocketing Australian sales.

Audi sold 5770 cars in Australia last year, which is virtually double its 1999 tally. There's further growth in store as, so far this year, the brand is up nearly 50 per cent in year-to-date terms over 2006.

Before even thinking about sliding into the driver's seat, one finds oneself viewing the car from all angles, taking in all the subtle curves and creases that define every surface of the car. Beauty is, of course, subjective, but it's a safe bet most onlookers will find the A5 easy on the eye.

Once underway, it's evident that the new platform has yielded dividends. The first A5 we sampled was a front-wheel-drive 3.2 FSI multitronic, and immediately noticeable was its sharp turn-in and resistance to understeer when hustling through the sinuous mountain passes on the periphery of the launch venue,Verona, Italy.

That said, the A5's ride quality did seem rather busy, prompting us to check whether the car was shod with run-flat tyres -- the answer is no. Clearly, Audi has got the handling side of the equation pretty much right with its newcomer, but it lacks the suspension compliancy of, say, the new Mercedes C-Class (which will eventually spawn a coupe variant).

There's little to fault in the drivetrain, though. The 195kW 3.2-litre V6 is smooth and potent and the multitronic CVT is as good a transmission as we've ever sampled, seamlessly keeping the engine in the optimum rev range.

Wind and tyre noise are well suppressed, so the A5 is a relaxing companion on smooth roads. It's only over corrugated surfaces that its perhaps less-than-perfect ride is noticeable.

Next up, we sampled the A5 3.0 TDI, and as one colleague succinctly put it, this variant is "the best toy in the box".

The diesel's torque reserves are eye-wateringly immense. Keep it percolating above 1500rpm and the thing simply launches you at the horizon -- hardly surprising when you consider there's 500Nm at work.

We drove a six-speed manual (that's all there was at the media launch), but Oz-spec cars will come with a six-speed Tiptronic auto, which we feel would ideally complement the diesel's characteristics.

Refinement levels are impressive, too, and the only time you're aware it's a diesel is if you stand in front of the car with the engine idling.

The only bad news is that the 3.0 TDI doesn't get here until August 2008.

The first arrival in Australia will be the S5 flagship, initially only with a six-speed manual gearbox. This is the variant we drove, and it was hard not to be charmed by the V8 grunter.

The best soundtrack you'll hear in this car won't be from the Bang & Olufsen stereo -- the quad exhausts take that prize. The crackle on the overrun and bark on downshifts is richly intoxicating.

The six-speed gearbox itself is slick and precise, but the clutch lacks progression, making it difficult to drive the car smoothly. We've noticed the same characteristic in an RS4 we tested six months ago.

In addition to its cosmetic mods and V8 powerplant, the S5 also scores firmer, lower suspension and 19-inch rims. On the road, this translates to ultra-flat cornering characteristics and good grip levels (even on damp tramac).

If one were to nitpick, one could argue that the steering -- although accurate and well weighted -- doesn't convey as much feedback as, say, the tiller on a BMW 3 Series. It's also not quite as involving to drive as the latter.

But, overall, there's not a whole lot to fault in the A5/S5. It's stylish, well appointed and fast enough (particularly the 3.0 TDI and S5) to make it a worthy alternative to the Merc/BMW coupes that to date have been the default choice for buyers.

To comment on this story click here.