Audi S5 3.2 FSI 2007 review

Why is it all show and no go? Why can't we have both? And why do we keep asking questions of Audi? Or at least this Audi, the A5 FSI, the first of several similar versions of the coupe to arrive on our fatal (to ride-quality) shore.

In recent times the four ring brand has given us the RS4, TT and most of all; the borderline supercar R8.

These have all to varying degrees transcended what people who are paid to write about cars regard as Audi's most maddening traits.

That's to say a harsh ride unmitigated by dynamic dividends, a propensity to nose-heavy understeer unredeemed by quattro all-wheel-drive and bantam-weight steering.

There comes a point, however, when you have to consider the numbers of people who pay to drive them.

That Audi is Europe's rising star in the prestige badge stakes is reflected in this country, where up until November 30 just shy of 7000 Audis had been driven out of dealerships.

That's getting close to double the number sold here in the entirety of 2004, when Audi was speeding up the cul-de-sac to irrelevance.

So when we conclude that the main problem with the newest version of Audi's dead cool coupe is that it's inferior to the other A5s en route, then maybe we're asking the wrong questions. All right, the first of several derivations of the same shape designed by Walter da Silva to arrive in Australia after the range-topping S5 (with it's inspiring V8 note) just doesn't get near the dynamics and performance the forthcomers offer.

The 3-litre V6 diesel is arguably the best of the lot, with its stunning 450Nm. Another has exactly the same 191kW/330Nm 3.2-litre petrol V6 as the A5 here under discussion.

But, like the diesel and unlike the one in our garage, it uses the latest version of Audi's rear-biased Torsen quattro to get the most out of the marque's new modular platform, which also underpins the next generation A4 sedan due here soon.

This set-up, while unable to match the pure rear-wheel-drive of BMW or Mercedes, provides an appreciable if incremental dynamic bonus.

But our A5 is not so blessed. Running a continuously variable transmission through a Multitronic transmission, its front wheels have to do both the driving and steering.

So any overt deployment is compromised by inherent nose heavy understeer and under hard acceleration; with all the power and torque going to the pointy end, there's no negligible degree of tugging through the power-assisted rack and pinion steering, which now at least has some feel. And so what?

Converts from the other German brands who fancy themselves as drivers are going to go with the quattro and be pleased with their choice in most circumstances.

Those who take this model are unlikely even to make much use of the Lexus-matching eight manual settings that can be accessed through the paddle shifters, or the sport mode.

No, they'll be luxuriating in a cabin that's typically Audi, which is to say the best in business. If the slightly overt exterior suggests Herr Muscle Car (it's unmissable with those LED daytime running lights) the inside story is perfect for the grown up TT and grand tourer that the A5 is.

At 4.6m in length, the A5 is only centimetres longer than the 3 Series Coupe, but at almost 1.9m is 72mm wider, a comfortable margin appreciated by rear seat passengers whose leg room is merely adequate.

We first tested the S5/A5 family earlier this year through the mountain roads near Verona in northern Italy and around Sydney; a city of roads that while further from Rome geographically are closer in quality to those of Mr J.Caesar's time.

No doubt the usual softies will whine about about a harsh ride, but while in no danger of being mistaken for a Lexus, the A5 FSI rides vastly better than the sports-suspended, bigger-tyred and 100kg heavier S5 V8.

While mashing down the go pedal to get off the mark provokes a yelp from the tyres and a firm intervention from the traction control, moderate throttle openings are answered with gratifying promptness. Audi posts a 0-100km/h time of 6.6 seconds, which seems to be mildly optimistic.

You can be certain that the thing will pull up promptly. Thankfully, though, the brakes pedal has been imbued with progression as opposed to abruptly over-servoed nature that has pervaded the marque's stoppers.

The lack of a weight-adding quattro benefits the A5, which tips the scales at just 1500kg unladen and makes for acceptable urban fuel consumption of just under 13 litres per 100km.

That will be bettered by yet another forthcoming model with the new 1.8 direct-injection turbo petrol.

Actually, if you don't mind paying prestige marque money for a front-wheel-drive, that entry-level model might be the one to wait for.

Indeed, if you are of that mind, it won't matter much that the go doesn't match the show.

The bottom line

A dynamic also ran without quattro, but do you really care?