Audi RS5 VS Mercedes-Benz SL-Class
- Tight rear headroom
- Misses V8 growl
- Rear entry/egress
- Amazing ride
- Brilliant engine
- Unparalleled presence
This car has some seriously big shoes to fill - think Ian Thorpe size, but bigger. It’s Audi’s new, second-generation RS 5 Coupe, the Bavarian maker’s mid-size performance flagship, sitting above the S5, and on paper it’s a clear step ahead of the model it replaces.
It’s powered by a 2.9-litre, twin-turbo V6 pumping out enough kilowatts to power a small town, and features a new eight-speed Tiptronic auto, sending drive to all four wheels via Audi’s latest generation quattro system.
Sitting on the VW Group’s MLBevo platform, it’s around 60kg lighter, and more fuel-efficient, yet able to blast from 0-100km/h in less than four seconds.
The thing is, the last RS 5 had something this new rocket ship doesn’t; a superbly sonorous, 4.2-litre, naturally aspirated V8 sitting in its nose.
I straight-up loved the out-going RS 5, bonding with it over thousands of kilometres here and overseas. Up and down Europe’s most challenging alpine passes, and in a previous life, knocking over a story where we drove through eight European countries in a single day.
This new RS 5 produces the same number of kilowatts as the old atmo hero, but adds roughly 30 per cent more torque. The question is, can it match or better its older counterpart on that most intangible parameter – charisma?
|Engine Type||2.9L turbo|
|Fuel Type||Premium Unleaded Petrol|
Peter Anderson road tests and reviews the 2016 Mercedes-AMG SL63 with specs, fuel consumption and verdict.
Well. They don't make cars like this anymore, do they? Time was, a big coupe or convertible were de rigeur for the well-heeled banker, with 12 cylinders almost a given and fuel consumption measured in super tankers, or more likely just not talked about at all.
The world has changed but Mercedes’ SL hasn't. That's not strictly true, of course. The SL63 may drop four of the SL65's 12 cylinders, but at just half a litre smaller and still with twin-turbos it generates the enormous thrust a luxo-barge like this needs. The things that made it an icon are indeed still there - lots of tech, a style all its own and a name everyone recognises.
|Engine Type||5.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
While it may not sound as good as the outgoing model, the new RS 5 is blindingly fast, outstanding dynamically and loaded to the gunwales with standard features and tech.
A step ahead on paper, and in reality. It’s a brilliant, and yes, a brilliantly charismatic package.
Has Audi done enough with the new RS 5 Coupe to out-gun its primo performance coupe competitors? Tell us what you think in the comments below.
The SL's overall score is somewhat skewed by everyday concerns, and rules are rules - an average punter will find the price of this car somewhat confusing and the devil-may-care attitude to fuel consumption bewildering.
If neither of these things are a problem, then the SL63 makes plenty of - well, not sense, because it's not a particularly clever or considered car - but it fills a niche that not so long ago we all thought would go the way of the dodo.
The fact it sells so few examples is betrayed by some of the cabin amenities and the fact that Mercedes hasn't put much effort into reducing the car's weight to improve its consumption or sharpen up the handling.
The fact it still exists at all is pretty damn cool, though, and for certain people an SL63 purchase is the culmination of a lot of hard work.
If it is your dream car, the SL63 won't disappoint. Everyone who rode with me said it was mightily impressive, but you've got to really want it. When you're not far off buying a Ferrari California T or Aston Martin V12 Vantage S for the money, you'll need a real yearning for the three-pointed star to go this way. And if you do, good luck to you - you've probably worked quite hard to get here.
Would you consider the SL63 over a Ferrari or Aston-Martin? Tell us what you think in the comments below.
In developing the look of this car, Audi says its design team took inspiration from the ultra-wide-body Audi 90 IMSA GTO racer from the late ‘80s, driven to glory in the USA by the legendary likes of Hans-Joachim Stuck and Walter Rohrl.
The RS 5’s cool, confident stance is the result, with the blistered guards, the detail vents clustered with the head and tail-lights, as well as other aero pieces echoing that track weapon.
At just over 4.7 metres long, the new RS 5 is 74mm longer (there’s an extra 15mm in the wheelbase), and a single millimetre wider than the previous RS 5, but it’s still a full 15mm broader across the beam than the current A5 Coupe. The new car also wears a flatter, honeycomb version of the brand’s signature ‘Singleframe’ grille, and sits on bold 20-inch rims.
The interior is luxurious, suitably racy, and black. The multi-adjustable RS sports front seats are trimmed in nappa leather with contrast stitching and quilting on the centre panels.
A typically broad centre console is highlighted by brushed-metal elements with flashes of carbon dialling up the premium look and feel.
The slick, 12.3-inch ‘Virtual Cockpit’ display dominates the view straight ahead, allowing you to switch between screens depending on the mood you’re in and what you want to get up to. While the 8.3-inch hi-res colour ‘MMI touch’ display sits proud of the centre dashtop.
It's a subjective call, but I’m a big fan (no pun intended) of Audi’s approach to the front ventilation outlets, framed within a narrow, chrome-edged band, sweeping confidently across the dash.
The SL has always been completely unapologetic about its size and seems to be designed to accentuate rather than hide its length and width. The long bonnet screams power and prestige, and get out of my way, and is reminiscent of the little-loved McLaren SLR project of some years ago.
The size of the Mercedes logo on the huge front grille leaves you in little doubt about the brand of car that’s about to pass you at speed and some might say (okay, I would) that its large surface area is a little vulgar.
Like the SLR, the design doesn't seem to have a particularly cohesive strategy, with a number of Mercedes elements from around the traps that climb over each other. Roof up it looks awkward because of the gigantic posterior while with the roof down it looks overly long and, again, tail-heavy.
Folding hardtops are notoriously cumbersome and need a lot of room to hide them, but the silent operation is something to behold.
Elements that are worth deleting if possible are the dodgy 'Biturbo' badges. It's that kind of bling that gets people raising their little finger at you.
The RS 5 is a classic 2+2, providing generous space for the driver and front seat passenger, with those consigned to the rear still enjoying comfy accommodation, including adjustable ventilation control (with digital display), but tight headroom courtesy of the tapered coupe roofline.
Getting into the back is a moderate struggle, but once behind the driver’s seat, set for my 185cm frame, there’s surprisingly good legroom and decent space for your feet, but sitting fully upright meant twisting my head to an angle that would have any chiropractor rubbing their hands with glee.
Cabin storage runs to a lidded bin between the front seats (with additional space in front), an average size glove box, front-door pockets able to hold standard water bottles, netted map pockets on the front seatbacks, and oddments trays in the rear.
The cupholder count is strong, with two in the front and four in the back, and connectivity runs to two USB ports, an auxiliary-in socket, dual SD card readers, and two 12V outlets. There’s also a wireless charge bay for Qi-enabled devices if you opt for the ‘Technik package’ (more on that later).
Sensor control means the boot unlocks and opens automatically (if the smart key is detected) with a kicking motion under the rear bumper. Load space with rear seats upright is 465 litres VDA (10L more than the outgoing model), and the rear seat backs split-fold 40/20/40 to enhance flexibility and open up extra space for longer or bulkier loads.
There are four cargo tie down points and a luggage net supplied, plus a first-aid kit in a netted cubby on the passenger side, and another netted storage space (taking advantage of the space behind the rear wheel tub) on the driver’s side. The spare is a space saver.
“Practicality” is about as relevant to this car as a code of ethics is to a drug dealer or a contract killer, because the SL63 buyer is hardly worried about cupholders and boot space. For what it's worth, there are four cupholders in the two-seater cabin (which might explain why owners aren't worried about their liquid carrying prospects) and a minimum boot space of 364 litres and a maximum - with roof up - of 504, which is actually not bad.
Cleverly, there's a little robot-operated luggage cover inside the deep boot that stops your gear from being crushed when the roof goes down.
There's also space in the long doors where you might secrete a bottle of wine that would get a NSW Premier fired if he thanks you for it, and a bin in the console to hide your phone.
Price and features
Cost of entry to the Audi RS 5 Coupe club is $156,600 (before on-road costs); exactly $900 less than the most recent price for the superseded car.
And what’s more, according to Audi, the vast majority of first-gen RS 5 Coupe buyers hit the options list hard, to the tune of around $24k-worth of extras on average (some people would buy another small car with that cash).
So, to surprise and delight prospective buyers of this new version, a whole lot of extra fruit has been piled onto the car’s standard equipment list… and yes, it’s loaded.
Headline inclusions are three-zone climate control air (with ventilated glove box), ‘Dynamic Ride Control’ (with adaptive damper control), LED headlights (including LED DRLs), the nappa leather trim (door and side panel trim inserts in Alcantara), plus a panoramic sunroof (electrically tilting and opening, with electric sun shade).
Then, the RS sport front seats are a story in themselves. Electric adjustment (with memory for the driver) is a given, but they’re also heated, feature pneumatic side bolster adjustment, electric lumbar support, a massage function, and manual extendable thigh support.
But wait, there’s (a lot) more. The base price also includes an extended upholstery package, with the lower part of the centre console, door armrests and door pull handles trimmed in ‘man-made leather’, adaptive cruise control with ‘Stop&Go’ (including traffic-jam assistant and distance indicator), keyless entry and start, heated, folding and auto dimming exterior mirrors (with memory), plus LED tail-lights with dynamic (scrolling) indicators.
There’s also privacy glass (dark tinted rear and rear side windows), a headlight washer system, an RS sport exhaust (with gloss black oval tailpipes), an anti-theft alarm (with interior monitoring, tow-away protection and tilt sensor), interior ambient lighting (with 30 selectable colours and five colour profiles), a frameless, auto-dimming interior mirror, plus door-sill trims with aluminium inlays and illuminated RS emblems.
Okay, deep breath. Also included are ‘Park assist’ (helps steer the vehicle into parallel or perpendicular spaces), 360-degree cameras (four wide-angle cameras covering the area immediately around the vehicle for easier manoeuvring), auto headlights, rain sensing wipers, the ‘Virtual Cockpit’ (digital configurable colour instrument cluster), stainless-steel-finished pedals, and a flat-bottom, multifunction RS sport leather steering wheel.
And now we get to the multimedia, including ‘Audi connect’ (Wi-Fi hotspot and Google services), Apple CarPlay and Android Auto support, and a Bang & Olufsen ‘3D Sound System’, with no less than 19 speakers, and 755 watts delivered via a 16-channel amplifier.
It also features DAB+ digital radio, ‘MMI navigation plus’, including an 8.3-inch high-res colour display, 10 GB flash memory, and integrated voice control.
That’s a motherload of stuff, and doesn’t even consider the laundry list of standard active and passive safety tech covered in the safety section below.
If all that isn’t enough, there are a series of individual options on offer, like a carbon-fibre roof ($4900), ceramic brakes ($11,900), and milled-finish 20-inch alloys ($1600). Or feature bundles, including the ‘Technik package’ (colour head-up display, ‘Matrix LED’ headlights, and more), and ‘RS Design package’ (‘Audi phone box light’ wireless charging for Qi devices, an Alcantara-trimmed steering wheel, extra leather, lots of red stitching, and multiple RS logos).
It’s difficult to ponder the idea of value when a car is already approaching $400,000 at a rapid rate even before you start piling on the options. On the plus side, for a list price of $368,715 you do get an extremely long list of standard equipment.
Edited highlights include leather on almost every available surface, heated and cooled electric seats with a fan heater for your neck, a B&O stereo that will shatter the windscreen on request, aluminium trim that's real aluminium (mostly), Active Ride suspension, sat nav, dual-zone climate control, active cruise, LED headlights and a huge swag of safety gear.
The 12-speaker stereo also has DVD, limited smartphone integration via Mercedes' COMAND system, a seven-inch screen and, of course, Bluetooth.
Engine & trans
The RS 5 Coupe’s 2.9-litre V6 is based on the S4’s 3.0-litre unit, featuring a shorter stroke, and two turbos rather than a single, twin-scroll unit.
It’s an all-alloy design, featuring direct injection, variable inlet valve adjustment, continuous camshaft adjustment, and drive-by-wire throttle control.
With the turbos sitting inside the engine’s 90-degree V, the distances from the exhaust side to the turbos and then from the turbos to the inlet side are short, so they spool up quickly and boost power rapidly.
Maximum torque of 600Nm (+170Nm) is available from just 1900rpm all the way to 5000rpm, with maximum power of 331kW taking over from 5700 to 6700rpm (the latter number being the rev ceiling).
The transmission is an eight-speed auto, taking over from the first-gen RS 5’s seven-speed dual-clutch because of the new car’s additional torque.
It feeds power to all four wheels via the latest iteration of Audi’s quattro all-wheel drive system, with drive normally distributed 40/60 front to rear, but able to go as much as 85 per cent rear and 70 per cent front, with torque vectoring via the ESC system, and drive managed by a self-locking centre diff, and an electro-mechanical sport diff at the rear.
The SL63 is powered by Mercedes’ increasingly famous V8, with two turbos along for the ride to add oomph and cut the car's famous consumption, at least slightly. The 5.5-litre unit produces a massive 430kW and a scarcely believable 900Nm of torque.
All of that heads rearward via a seven-speed dual-clutch transmission that helps sling the 4.6m, 1848kg machine to 100km/h in 4.1 seconds.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 8.8L/100km, the RS 5 emitting 199g/km of CO2 in the process.
Over 500km of twisting, central Tasmanian roads on the launch drive program, we averaged a dash-indicated 12.4L/100km, which represents some intense periods of ‘spirited’ driving, with a best of 11.9L/100km recorded on one slightly more sedate 120km city and outer-urban section.
You’ll need 58 litres of 98RON premium unleaded to fill the tank.
Much as is the case with the price, there's no real way to soften the blow here - the SL63 drinks like a footballer on Mad Monday, except it does it every day. The official combined cycle figure of 10.2L/100km is quite easy to double, as we did, averaging 21L/100km in mostly flowing suburban traffic. In the car’s defence, the accelerator pedal spent a good deal of time near the firewall.
The SL does have stop-start to help reduce its considerable environmental impact.
First impressions are dominated by the V6 twin-turbo engine’s mountainous torque. In fact, it’s less a peak and more of an imposing plateau, with 600Nm available across a broad spread from 1900rpm to 5000rpm.
Maximum power takes over from 5700 to 6700rpm, so from go to whoa there’s monumental thrust lurking under your right foot. Audi claims 0-100km/h in 3.9sec, which is six tenths faster than the previous V8, with the RS 5 able to surge on to an electronically controlled top speed of 250km/h (280km/h with the limiter optionally removed). This car is a rocket.
The eight-speed auto is smooth yet quick and positive. And in terms of the speed and definition of shifts, you’re not really losing anything relative to the seven-speed dual-clutch in the old RS 5.
Suspension is a five-link design front and rear, the first-gen RS 5 using a trapezoidal link set-up at the back. This car’s lighter engine (a hefty 31kg down) improves balance with less weight on the front axle improving steering response and agility. Even at 1.7 tonnes, the car feels agile, planted, and puts its power down with reassuring authority. Damping is outstanding.
Rubber is high-end Hankook Ventus S1 evo2s, and despite their 20-inch size, they are surprisingly compliant and quiet. And speaking of noise, the previous car’s atmo V8 was raucous music to any performance enthusiast’s ears, and somehow Audi’s managed to tune in its characteristic, guttural growl for this V6, mainly using flaps in the exhaust. Not quite as free and angry as the V8 it replaces, but satisfyingly gruff all the same.
The engine and exhaust noise won’t be an issue if you’ve never heard the old one. This car sounds great, and the mid-range is so beautifully meaty, that on a twisting B-road a smile naturally appears on your face.
‘Drive Select’ allows tuning of the engine and gearbox, suspension, sport diff and exhaust. But beware the ‘Dynamic’ suspension mode, if you have fillings they’re likely to rattle free. Best left for track days.
The (electro-mechanical) steering feels great, with linear response, and road feel is also good. Overall, the RS5 Coupe delivers a truly involving drive experience.
The brakes are pretty much professional grade, with big six-piston calipers up front and two-piston floating calipers at the rear. Rotors are ventilated and perforated all around (375mm front / 330mm rear).
If you’ve got a lazy 12 grand burning a hole in your pocket you can add the carbon-ceramic package, but the standard brakes are fantastic, and you’d have to be a dedicated track-day fanger to need them.
There are a number of impressive things about the way the SL drives. Firstly, astronauts will be familiar with the galactic thrust of the V8. It seems endless, seamless and ready to sling the big coupe into the outer atmosphere. Few engines of any kind can match the relentless go on offer in the SL and much of the credit should go to the seven-speed twin-clutch transmission.
Containing a torque figure like the twin-turbo V8's requires a lot of electro-trickery to stop you from being launched off the road. The great thing about all that stuff is that it works unobtrusively and smoothly.
Mashing the carpet in an SL without traction control would create much sound and smoke but little forward progress, such is the twist on tap. The SL has a range of modes from full-nanny (which is meant to keep you on the slippery Alpine road you've chosen to get you to some Swiss ski resort) while turning the dial all the way around to Race loosens the bonds.
It's in this mode you'll have the most fun and it does seem that the intermediate settings are a bit of a waste of time. Race mode does little to diminish the amazing ride quality provided by the active suspension setup, but relaxes the reins on the huge rear tyres. Exiting roundabouts is suddenly a huge laugh, with the tail cheerfully breaking traction and the two-mode exhaust thundering in a most pleasant way.
Better still is that when you jump on the brakes and shift down, the exhaust keeps the show going with angry crackles and pops, with more on the way when you lift off. There's little to match the aural pleasures of a properly tuned V8 and Mercedes has resisted the temptation to quieten it down on the outside and generate a fake noise for the inside. Although that would be stupid in a convertible, if you think about it.
The SL63, despite its AMG badge, isn't about all-out handling, of course. The Ferrari California would definitely show it how it’s done on a winding country road. The SL is more about flow, building momentum and rarely shifting down to second gear. The monstrous torque is enough to keep things rolling but should you wish for a bit more of the exhaust bellow, second is there for the taking.
Hustling the big convertible feels wrong, not because it can't do it, but because it's not really what it's for. Having said that, it offers a kind of fun that nothing else on Earth will provide, not even a Bentley GTC.
With the roof up, the SL63 is a quiet place but not remarkably so. The huge sticky tyres do the cabin's hush no favours, with an annoying roar on a wider range of surfaces than you might expect.
Roof down, it's hardly a paragon of virtue. A lot of wind noise reaches the cabin, even well below the huge speeds the SL can reach. So if you want to talk, it's windows up you'll need to deploy the mesh screen that bridges the roll hoops.
The RS 5 Coupe doesn’t leave much on the table when it comes to active and passive safety.
Attention assist, ‘Audi pre-sense city’ (with AEB and pedestrian detection), ESC (with electronic wheel-selective torque control), ABS, ASR, EDL and Brake Assist are all standard.
There’s also a tyre-pressure-monitoring system, adaptive cruise control (including a distance indicator and speed limiter), active lane assist, ‘Audi parking system plus’ (front and rear with visual display), ‘Audi pre-sense front’ (provides collision mitigation up to 250km/h), blind-spot warning, collision-avoidance assist, rear cross traffic assist, turn assist (monitors oncoming traffic when turning right at low speeds), an exit warning system (detects cars and cyclists when opening doors), and auto high beam.
And if all that’s not enough to help you avoid a crash, there are six airbags on board (front airbags for driver and passenger, side airbags for front passengers, and head-level curtain airbags for front and rear).
Audi provides a three year/unlimited warranty, with three years paint cover, and a 12-year rust perforation guarantee. ‘AudiCare’ 24-hour roadside assistance is complimentary for three years.
The recommended service interval is 15,000km/12 months, and the ‘Audi Genuine Care Service Plan’ is available to cover scheduled servicing for three years/45,000km (whichever comes first).