Audi A5 Quattro 3.2 2008 Review

What we liked
>> Willing engine and gearbox combo
>> Top-notch fit and finish
>> A5 (almost) as striking as S5

Not so much
>> Pricey start-up; pricier options
>> V6 is thirsty
>> Road noise (with optional wheels)

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.5/5.0
Behind the wheel: 3.5/5.0
X-factor: 3.5/5.0

About our ratings

OVERVIEW
The A5/S5 Coupe offerings are cars Audi Australia, by its own admission, "needed to have". According to the company, the addition of niche models not only serves the brand well in terms of image, but wins buyers otherwise overlooking the volume-selling models.

Audi launched its midsized coupe line-up with the range-topping S5 model at Phillip Island in October last year (more here), and snuck in the A5 3.2 FSI with multitronic a few months later (more here).

Up until the arrival of this model, the A5 3.2 quattro, Audi Australia says the two-doors have earned 360 sales. By contrast its volume-selling A4 four-door, launched in its latest B8 guise in April, managed over 400 sales last month alone. Nonetheless, without a coupe in the segment the brand loses buyers to the two-door offerings from Benz and BMW... It's not so much niche as necessity for the brand's local growth.

Audi Australia will also release 3.0 TDI turbodiesel and 1.8T FSI engine variants for the A5 line-up "over the next 12 months". The company originally expected the 3.2 quattro model in April of this year and the full A5 range by August, however, the 1.8T won't be available until late this year.

PRICE AND EQUIPMENT
Next in line for Audi's A5 Coupe roll-out, the 3.2 quattro variant is offered with tiptronic for $95,900.

The all-wheel-drive A5 carries a $4000 premium over the 3.2 multitronic model, released locally late last year.

Standard-fit equipment for the A5 quattro model includes Audi's memory key feature, 17-inch alloy wheels in six-spoke design, xenon headlights and foglights front and rear. Options include 18 or 19-inch wheels ($1350 and $3150 respectively), sat-nav (a hefty $5800) and Bang & Olufsen sound system upgrade ($1550).

Otherwise the cabin is well-appointed with climate control and electrically adjustable front seats as standard. Buyers can choose from a range of trim treatments including walnut or aluminium 'hologram' effect.

The A5 comes with front and rear park assist system 'Plus', with acoustic and optical display, though a camera-assisted version is available via the satnav upgrade only, for an additional $1100.

Audi's 'S Line' package, including sports-design front and rear bumpers, rear diffuser and S Line logo on door sill trims and front guards, is available for the A5, for $3600.

MECHANICAL
The A5 range-toppers use Audi's 3.2-litre direct injection V6 FSI engine; good for 195kW at 6500rpm, and 330Nm from 3000-5000rpm.

The A5 quattro uses Audi's permanent all-wheel-drive system which employs a self-locking differential to distribute torque, otherwise remaining rear-biased at 40/60 in 'normal' conditions. (The multitronic model is front-wheel drive only).

Australian-delivered A5 quattro models are fitted with a six-speed tiptronic transmission, with paddle shift control.

The new quattro model uses more fuel than the A5 V6 with multitronic option, claimed at 9.3L/100km (compared to 8.7L/km), and is only slightly quicker in the sprint to 100km/h, at 6.4sec versus the front-driven A5's 6.6sec. The sprint time is for Australian-delivered A5 quattros is slower than overseas spec models (they manage it in 6.1sec) due to engine changes to accommodate our lower quality (high sulphur) petrol. Audi specifies 95RON fuel as the minimum grade for the local A5.

Like the S5 the A5 quattro comes standard with a high-end braking system; with 320mm front and 300mm rear discs -- the fronts ventilated. ABS and brake assist are included; part of the A5's integrated stability control.

The A5/S5 Coupe was first to feature Audi's latest midsize architecture, now also used in the A4. With longer wheelbase and better, near 50:50 weight distribution (see above link) the car maker claims the chassis delivers benefits in braking, ride and roadholding.

As for the new A4, the lightweight, five-link front suspension and re-engineered rear suspension have also brought improvements to steering and agility, according to the maker. The multilink front uses upper and lower wishbones attached to a separate sub-frame, while the rear features an upgraded trapezoidal link system.

The rack and pinion steering system is mounted forward of the axle, and now close to the front wheel centre line, unlike the outgoing A4's high-mounted arrangement. It features servotronic speed-dependant assistance.

Sports suspension including stiffer springs and shock absorbers, and a suspension brace, is available for an additional $650.

The A5 also comes standard with hill start assist, and electromechanical handbrake as fitted to the A6 and A8 models.

PACKAGING
Walter de Silva's award-winning coupe design is still turning heads despite its drawn-out release Down Under. Even the more sedate A5 model, without the S5's growl or S-Line embellishments, attracts appreciative glances.

The Coupe is a lot wider than competitor BMW 3 Series Coupe (1854mm compared to 1782mm) and longer (4625mm versus 4580mm), and with a wider track to boot.

Audi says it capitalised on the A5/S5's long (2751mm) wheelbase to include good luggage capacity (455 litres) to suit its grand tourer role, however this is a strict four-seater with inevitable compromise to rear passenger space.

No surprises that headroom for rear passengers is tight in the coupe, with its wedge-like profile and low-slung taper to the rear. That said, shoulder room is good (there's only two seats remember) and legroom okay as long as the front travellers aren't Globetrotters.

The space up front is generous with plenty of legroom, and the boot is super-sized (for a coupe) albeit stocked with a space saver spare.

We reckon Audi's got interiors down-pat and the A5 is no exception. High-end leather and trim choices abound, and cabin fit and finish is neat with well-placed storage spots and unfussed front console. The instrument panel incorporates an unobtrusive multifunction display including gearshift recommendations and trip details, between simple but stylish gauges.

The lesser coupe doesn't get some of the S5's goodies such as S design sports seats, tyre pressure warning display (extra, for $200) or cornering headlights, but does feature the brand's unique LED daytime running lights, like the big R8.

SAFETY
The quattro tiptronic V6 A5 model gets the same safety fit-out as the multitronic variant: front airbags with two-stage inflation, front side airbags (thorax/pelvis) and sideguard head-level airbags.

Stability control comes standard (with brake traction control), so too ABS with electronic brakeforce distribution and brake assist. The Coupe has three-point seatbelts in its four places.

The A5/S5 Coupe range utilises Audi's Space Frame construction, incorporating aluminium and high-strength steel for the passenger compartment.

A blind spot warning system, called side assist, is available for $1350 extra, or side assist with lane assist (lane departure warning system), for $2550.

COMPETITORS
The A5 is up against the likes of fellow Germans BMW and Benz with 3 Series coupe and CLK, and the cheaper Alfa Romeo Brera.

The 3 Series coupe and convertible models are the segment's best sellers. Audi will hope to peg back the BMW with the A5 (in its various guises), but will likely face added opposition from Mercedes during the runout period of its current CLK model (a new CLK will arrive Down Under in mid-2009).

At close to $100,000 the A5 3.2 quattro is most closely matched to the CLK 280 and is cleverly positioned midway between BMW's 325i and 335i two-doors. None of the Germanic opposition can boast all-wheel drive, however.

ON THE ROAD
The 3.2 FSI quattro is $36K cheaper than its V8-engined S5 stablemate but after our (albeit) brief launch drive, we can testify it offers similar grip and poise on the road. The V6 is almost as sweet-sounding as the S5's eight, and happily revs high with long, measured delivery.

The six-speed tiptronic automatic is smooth and responsive to throttle input in auto mode. The unit is also quick and orderly when used in manual mode. The shift paddles (one for downshift, one for up) are well positioned.

Steering turn-in is sharp and quick, with the same weighty feel as you wind on lock. There's not a lot of feel, but the weighting is even and satisfying.

We drove a model without Audi's Drive Select damper and steering package (optional at $5800). As is, the A5's ride is firm and at times too sharp over coarser stuff. On the plus side it's a great handler and offers a solid 'planted' feel for the highway-type grand touring it was designed.

The launch tester was fitted with optional Y-spoke design 19-inch wheels (with 255/35 profile tyres), which, from the point of looks, is probably how you'd order it. Alas as noted above, the low-profile rubber detracts from the car's ride and road noise is almost always noticeable despite the A5's sound cabin fit.

The tester also had Audi's MMI system with satnav, adding near-$6K, and a music interface system for $550. With the snazzy wheels and Audi's sting for metallic paint ($1600), the model we drove cost $107,000, before on-roads!

Audi says 9.3L/100km and "impressive" with regard to the A5 quattro's fuel consumption figures, but after only a short, rather restrained blat on a favourite stretch of road we were up to 14.3L/100km. Highway cruising brought the car closer to its claimed figure.

But, perhaps the best is really being saved 'til last with the TDi option (for $1000 over the V6 FSI quattro) on the way... Or even the 1.8-litre turbocharged petrol offering, for around $70K. It is, after all, mostly about that gorgeous body.

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