Audi S5 2007 Review

Not so much
>> Over-eager braking
>> Cramped rear quarters

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

OVERVIEW
Audi's done 'coupe' before but its latest effort has to do more than offer buyers a two-door version of a sedan. Serious about making a sales impact in segments dominated by its -- usually compatriot -- competitors, it's been said the Ingolstädter crossed the Alps some time ago in search of automotive beauty, and found Italy.

For this grand comeback -- which actually debuts the new A4 sedan's platform -- Audi wanted the two-door to make the "particular expression of individual personality and lifestyle" typical of coupe owners and incorporate the tradition of the gran turismo.

Designers of significant cars rarely go unidentified (see 'BMW, Bangle') and you'll hear much, if not already, of Walter de Silva. First with Fiat and later the artist behind Alfa Romeo's more appealing works including the 156, de Silva also mastered the 2003 Audi Nuvolari concept which the new coupe closely resembles. He's also been awarded for the designs of the Audi A6 and the Lamborghini Murcielago Roadster.

Despite previous accolades, he believes "from a proportion and architecture point of view, the A5 is a perfect masterpiece."

You can read more about de Silva, but briefly, he was born in Lecco, northern Italy near the very beautiful Lake Como and later resided in magical Milan. He was perhaps most in his element when given the brief for a GT. After all, "Italy is the GT," he says.

This convergence of German performance precision and Italian style has produced something "molto, molto speciale", says de Silva.

And it is very special. The A5/S5 is likely to be as special to the company as its TT, but where the little sportster misses some buyers on practicality, the new Coupe is designed for grand touring duties and is thus more spacious and luxurious.

PRICE AND EQUIPMENT
The S5 starts at $131,900 with six-speed manual. A tiptronic version, due May next year will be priced at $134,900. Audi is rolling out the full A5/S5 line-up over the next few months.

Range-topper as it is, the S5 comes with a long list of standard-fit luxury equipment including three-zone (driver, front passenger and rear) adjustable air-conditioning, electrically-adjustable driver's seat, mobile phone/Bluetooth connectivity, DVD-based sat-nav with seven-inch screen, S-designed sport seats with integrated headrests and trimmed in alcantara and Nappa leather, multi-function steering wheel with paddle shift, and the electromechanical parking brake first offered in A6 and A8 models.

The S5 comes standard with 18-inch wheels and 245/40 section rubber. Optional 19-inch wheels are available. See below.

Pricing on options for the A5/S5 range includes Audi's AMI music interface ($550) which allows connectivity to MP3 players, and 14-speaker, 10-channel 505W Bang and Olufsen sound system upgrade ($1550); panoramic sunroof ($2700) and rear camera-assisted parking system ($1100).

The A5 can be ordered with the DVD-based sat-nav, but for a whopping $5800, and 19-inch wheels for $3150. S5 buyers have an additional choice of 19-inch wheels, for $2600.

The top-down launch also confirmed Australian-spec A5 variants, featuring two newly-developed FSI engines: a 3.2-litre six-cylinder unit, rated at 195kW, and turbocharged 1.8-litre four-cylinder, good for 125kW. The engines use Audi's new valve-lift system.

And for the company's "large number of diesel customers", a six-cylinder 3.0-litre TDI, rated at 176kW/500Nm, model is also offered.

Audi's figure for the V8's (combined cycle) fuel consumption is 12.4lt/100km. The Euro IV compliant engine emits 298g/km CO2.

A newly installed tech for Audi, who'd spent a long stint with a, let's say, competitor brand, told us at the launch that now Ingolstadt had changed the layout of the engine (moved rearward) and front axle (forward) for the new A4 platform and beyond, the reason for him "to stay back over there" was beat.

The new architecture and subsequent benefits to handling over the nose-heavy design of other models was a "trick adopted" from the A8, says Audi, where the front axle differential is located in front of the clutch, allowing the drive shafts and wheels to be positioned further forward.

The redesign of the running gear has reduced front overhang, allowed an increase in wheelbase and has helped weight distribution by approximately 3 per cent. Audi claims the improvements have also enabled refinements to spring and damper settings.

A lightweight, five-link front suspension and re-engineered rear suspension have 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. Two suspension packages are offered, including the more sports-oriented S-line package.

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.

The S5 uses Audi's quattro all-wheel drive system which employs a self-locking differential to distribute torque, otherwise remaining rear-biased at 40/60 in 'normal' conditions.

At launch the S5 was equipped with a six-speed manual combining a shift display unit for fuel efficiency. Of the two transmission options, Audi Australia expects the pending semi-automatic tiptronic model will make the majority of S5 sales.

The S5 gets 345mm front and 330mm rear brakes; the fronts featuring internal ventilation designed to resist stress, with ABS and brake assist as part of an integrated stability control system. See Safety below for more details.

PACKAGING
Audi says the A5 is a rebirth of its earlier coupe models but this is a whole lot more curvaceous than the sedan-based Quattro versions before.

The S5 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. The company says it capitalised on the A5/S5's long (2751mm) wheelbase to include good luggage capacity (455 litres) to suit its grand tourer role.

The Coupe is a strict four-seater with inevitable compromise to rear passenger space, however. Audi anticipates most S5 owners will be men without children and suitably designers, probably accustomed to the requirement these days, ensured there was enough space in the boot for two golf bags.

The new Coupe gets the company's usual attention to ergonomics, including electronic parking brake, Audi's fuss-free MMI system, an automatically-opening bootlid and 'convenience key' entry. The key piece communicates with the car's electronic control system and can store customer information for vehicle service details. Start/stop of the Coupe is otherwise via a centre-mounted button.

The S5's grille is finished in platinum grey with chrome inserts, and its front and rear bumpers are more pronounced than the A5's. The S5 also gets aluminium-look side-mirrors opposed to the A5's body-coloured versions and sports a rear diffuser and integrated spoiler on the bootlid.

Audi S-specific features include embossed seating and S sports steering wheel. The S5 also comes standard with xenon-plus headlights integrating those standout LED daytime-running lights and parking system 'plus' (acoustic and optical).

The S5 is fitted with dual-branch exhaust with four oval tailpipes. Audi says it tuned the system to provide a hearty growl when the S5 is provoked and more subdued sound for the neighbourhood, but at all times the Coupe is aurally pleasant with a distinct V8 voice... If you didn't already know, 'Audi' is Latin for 'listen'. We'd not bother with that B&O upgrade.

Interestingly, Audi has packaged the S5 'over' main contender (until Mercedes-Benz's new CLK arrives) BMW 335i Coupe -- around $20K over -- perhaps to avoid close comparison.

SAFETY
The S5 comes standard with front passenger airbags with two-stage inflation, side airbags, sideguard head-level airbags, and Audi's 'backguard' system, which is integrated into the seats to help hold occupants in an optimum place to avoid impact in the event of an accident.

The S5 also gets hill-holder assist, the aforementioned servotronic speed-sensitive steering assistance and the latest electronic stability program. 'ESP 8' incorporates anti-lock braking system, brake assist, traction control, electronic brake-force distribution and electronic differential lock.

The system also features a brake cleaning system to clear discs of rain and automatic braking intervention for downhill driving, working in conjunction with the cruise control.

COMPETITORS
Audi says it's sizing up BMW 3 Series Coupe, Mercedes-Benz CLK and Alfa Romeo GT as main contenders to S5.

Tellingly, Audi believes its single, childless male demographic for the S5 does not factor brand loyalty into the buying equation.

In other words, marketers are counting on up-and-comers willing to pay the price to try on another badge. It's a big call up against the rather complete and substantially cheaper BMW 335i Coupe.

ON THE ROAD
The S5 shared launch billing with Audi's super R8 sportscar (and the company's usual string of 'ambassadors'), taking in some track time at Phillip Island raceway and the highway run back to Melbourne for probably that city's first introduction to the S5's good looks. Audi Australia front man Joerg Hofmann mentioned, somewhat ruefully, that until now Sydneysiders have only had the pleasure of his S5's company...

Apart from attractive, comfortable surrounds for the driver and the V8's unmistakeable timbre, one of the first impressions S5 makes is big grip. Whipping traction off-the-line is combined with tight body control and predictable steering in corners. The Coupe feels utterly stable and the rear follows adroitly wherever the front's pointed.

The A5/S5 uses a much wider track, aided by the smaller multi-link suspension arrangement up front, than the current A4 and the S5 felt balanced and nimble when pushed into PI's corners and high-speed sweepers.

Handling is equally composed on the road with the customary lightness in steering feel at low speeds. Ride is on the firm side; usual for its sporting persona and resembling at least one of the S5's competitors we've tried.

The quattro system's prodigious traction can sap the V8's initial urge but it takes only a fraction of second before the engine clears its lungs and gets you underway. And fast!

The six-speed manual has a comfortably long 'throw' but wants a considered shove into place. Fortunately the V8's strong, linear power is widely accessible and requires little cog-swapping.

The S5's steering is responsive but will be accused of being too light by most. However the Coupe's grip and body control are at such a developed level, that most drivers will be overwhelmed by its competence, rather than worry about any lack of steering feel.

It's dubious to make judgement calls on elements such as braking after lap upon lap of the PI track at the hands of motoring writers and celebrities, nonetheless the S5's harnessing stood out on the road home for its tendency to grab hard at every stab. We'll wait until we get to drive a fresh S5 on the road fulltime to make a final decision. Suffice to say we've had no complaints about Audi stoppers in the past.

Behind the wheel the S5 has a similar sporting focus as the TT. The instrumentation and cockpit is directed at the driver and vitals such as multi-adjustable seat and steering wheel are standard. The S5 is more spacious for pilot and co but headroom and even legroom for rear passengers is at a premium.

If you can keep your individuality, as Audi suggests coupe owners like to do, focus on that V8 with its strong in-gear urge and prompt throttle response. This, and any, GT-style vehicle is all about the engine. We have little reason to doubt Audi's 5.1sec claim for the 0-100km/h sprint.

We've seen Audi's salvos at the luxury performers before, and here, in S5 guise at least, the company comes closer than ever to the mark. It's just a little off on price, but there are more cost effective surprises set for competitors elsewhere in the A5/S5 Coupe line-up as it unfolds. For the moment, hold on to your chequebooks...