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Audi RS5


Nissan GT-R

Summary

Audi RS5

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?

Safety rating
Engine Type2.9L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency8.8L/100km
Seating4 seats

Nissan GT-R

It’s fair to say that Liam Neeson has an enduring appeal, and he’ll forever be known for his “particular set of skills.”

The R35 Nissan GT-R has reached icon status for its own set of specific action hero talents, and the Hollywood-like number of updates it’s received over the past 12 years - or about a century in human years - suggest Nissan is hell bent on giving it Keanu Reeves-esque eternal youth. 

Its trips to the surgeon have started to peter out though, with the annual tweaks of the earlier years slowing to the three year gap between its last update and the 2020 model that launches this week in time for the nameplate’s 50th birthday. 

Have they managed the Keanu Reeves or the Liam Neeson, or has it jumped the shark and due for an all-new Chris Hemsworth treatment?

Safety rating
Engine Type3.8L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency12L/100km
Seating4 seats

Verdict

Audi RS58.6/10

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.


Nissan GT-R7.5/10

While the 2020 changes aren’t enough to disguise its age, it’s pretty awesome that Nissan continues to develop the GT-R, as its distinct character is yet to be matched by anyone.

So it’s more Liam Neeson than Keanu Reeves, but to keep attracting buyers Nissan should really give us a new Chris Hemsworth version. 

Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.

Design

Audi RS58/10

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.


Nissan GT-R7/10

The 2020 update is probably best described as a quick trim rather than a full haircut, let alone a nip and tuck. 

Believe it or not those wheels are a new design and lighter by 140g per corner. You might also spot the blue tips on the titanium exhaust, but I’ll give you a high five if you notice the new inserts for the front corner ducts. There’s also a new Urban Grey trim colour available for the Premium Luxury trim level.

GT-R die hards will be chuffed with the return of the R34 generation’s signature Bayside Blue as a paint option though, which has required an all-new application process to suit two-decade later environmental requirements.

The car pictured is the 50th Anniversary special edition, created to celebrate the Godzilla nameplate’s golden jubilee. Unlike most special editions though, it’s not limited by build numbers or a production schedule, and is available on a built-to-order basis. 

It’s based on the Premium Luxury trim level and can be distinguished by contrasting decals inspired by a 1971 Hakuska racer, 50th Anniversary badging and a special Twighlight Grey trim colour on the inside. 

Aside from the minor drivetrain tweaks mentioned below, under the GT-R’s skin has been treated to stiffened brake actuation and recalibration and adaptive suspension. 

The biggest change for daily users is the new multimedia system from the Leaf and Navara with an 8.0-inch touchscreen that also brings Apple CarPlay and Android Auto to the GT-R for the first time. 

Practicality

Audi RS57/10

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.


Nissan GT-R7/10

Nothing new here, with the same 2+2 layout that’s about as accommodating as a Porsche 911, despite the GT-R’s extra size. The boot is a decent 315 litres though, but its actual functionality is hampered by a small boot opening. 

There’s also two cupholders in the front, two in the back, and bottle holders in the carpet-lined doors.

Unlike GT-R’s, the 2020 model finally adds ISOFIX child seat anchorage points to the back seat. These were previously excluded from Australian and New Zealand models. 

Price and features

Audi RS510/10

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).


Nissan GT-R7/10

The GT-R is still split into Premium, Premium Luxury and Track Edition trim levels, with 50th Anniversary special edition being based on the Premium Luxury. 

The top-spec Nismo version has been dropped, and pricing has been massaged upwards across the range. 

The base GT-R Premium is now $4800 more with a $193,800 list price, the Premium Luxury swells by the same margin to $199,800, and the Track Edition grows by a full $8000 to $235,000. The Track Edition continues to be available with an optional Nismo-themed interior upgrade for an extra $12,000.

Given the update doesn’t seem to bring anything more than the standard changes, the range-wide price rises put a marginal dent in the value equation that’s long been a relative strength of the GT-R, but it still looks pretty impressive next to the $265,000 starting point for a Porsche 911.

Engine & trans

Audi RS59/10

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.


Nissan GT-R9/10

The 3.8-litre twin-turbo V6’s key stats are unchanged at a mammoth 419kW at 6800rpm and 632Nm available from 3300-5800rpm.

New turbos derived from the GT3 race car have been fitted, which aren’t quite the same as the Nismo’s GT3-matching units, which promise to be 5 per cent more efficient, without changing the max outputs.

The six-speed dual clutch transaxle has also been recalibrated for more aggressive throttle blips on downchanges, and allow gearchanges to occur during ABS engagement.

Fuel consumption

Audi RS58/10

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.


Nissan GT-R7/10

This was never going to be a highlight, but all versions of the GT-R still carry an 11.7L/100km official combined fuel consumption figure, which is actually quite reasonable for a car with this much performance.

A diet of full-strength 98RON premium unleaded is mandated though, and the above fuel figure combined with its 74-litre tank suggest a highway range of around 630km between fills.

Driving

Audi RS59/10

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.


Nissan GT-R9/10

Even more than a decade later, the GT-R is still a mammoth car to drive. Mammoth in terms of its size and the sale of the thrills it delivers. 

Cars in general have grown larger and heavier in the past 12 years, but 1765kg is still a lot for a performance car designed to go around corners as well as it accelerates. 

And therein lies the great R35 oxymoron, it’s SUV heavy but supercar fast and agile. 

Nissan stopped quoting acceleration figures with the 2017 model, but it still packs the outputs and hardware that nudged 0-100km/h below 3 seconds in the past. 

So it is still fast, but what’s surprising is that the drive experience never seems to date, no matter how many years have been stacked on between opportunities to hop behind the wheel.

It needs to be said that the 2020 changes are undetectable in isolation, but what made the GT-R feel so special in 2007 still applies today. 

You could criticise it for its harsh ride quality and assortment of whirs, groans and occasional thunks from the drivetrain, but I feel this is part of the GT-R’s charm. Has any depiction of its Godzilla namesake ever been quiet and friendly? 

Rather than feeling like it’s falling apart, the GT-R’s mechanical soundtrack is more of an exciting reminder of how many moving parts are employed to deliver its performance.

And it’s still largely the car that delivers this performance, from the responsiveness of the twin-turbos, the excellent calibration of the dual-clutch transmission to the massive grip of four fat tyres controlled by its clever all-wheel drivetrain and array of diffs. 

But regardless of the scale of the role the car plays in its performance, the driver’s most important connection, the steering wheel is delightfully round with grippy high-quality leather. The steering itself is sharp and direct too.

There’s no other car around that matches its brutal looks with such aggressive performance and thrills for the driver, yet it still feels idiot-proof in its execution. 

Safety

Audi RS510/10

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).

There are ISOFIX anchor points and top tethers for the two rear seat positions, and the Audi A5 Coupe (and therefore this RS 5 Coupe) scores a maximum five ANCAP stars.


Nissan GT-R7/10

The GT-R has never been rated by ANCAP and lacks a few now-common safety aids like AEB and blind-spot monitoring

It does come with a reversing camera, along with dual front, side and curtain airbags. It’s worth noting that the when the Track Edition is optioned with the Nismo interior, the Recaro seats mean it misses out on the side and curtain airbags like the GT-R Nismo. 

Ownership

Audi RS58/10

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).


Nissan GT-R7/10

The GT-R benefits from Nissan’s newly extended five-year, unlimited kilometre warranty, although it is not eligible for Nissan’s capped price service program. Service intervals pegged at a relatively tight six months or 10,000km.