Audi RS5 2011 Review

Audi and several other brands all use varying incarnations of the RS logo - and generally none of them deserve the rudest definition involving "Rat."

It was the RS4 sedan that for me marked a prominent turning point for the four-ringed brand, in terms of a more involving drive experience than some of its forebears.

With that in mind, we were expecting even greater things from the RS5, but it seems to have taken a more subtle path.

VALUE

For not much change out of $200,000 by the time you tick a couple of options boxes, the RS5 is no bargain-basement machine, but it looks and feels like a quality machine.

The four-seater coupe's equipment list is comprehensive but it needs to be for the asking price - full keyless entry and start, an alarm, front and rear parking sensors (the upgraded sensor system and rear camera are an $1165 option), heated and power-adjustable exterior mirrors, an auto-dimming centre mirror, Bluetooth phone link, satnav, tri-zone climate control, cruise control (with an adaptive cruise control system on the options list for $2945).

The standard sound system is a sub-woofer equipped 10-speaker 180 watt system, which can be upgraded for $1700 to a Bang & Olufsen surround-sound 14-speaker 505 watt system.

TECHNOLOGY

The RS 5 has all-wheel drive but takes it to a new level, thanks to a new centre differential - regally entitled the crown-gear centre differential - which can vary the drive between the front and rear axles up to 70 per cent forward or 85 per cent aft, depending on the conditions.

The distribution system, which defaults to 40 front/60 rear, works with a torque-vectoring system and the sport rear differential (already seen on several sporty Audis) to best apportion power to the rear wheels that can use it.

The RS5 has three driving modes for the suspension, throttle, steering and exhaust - comfort, auto and dynamic - which gives the coupe road manners to suit a broad range of driving environments.

The engine, a 4.2-litre naturally-aspirated V8, revs to just over 8000rpm and is teamed with a seven-speed DSG that - thankfully - has a genuine manual paddleshift mode that will hold gears in dynamic mode.

DESIGN

Longer, lower and a little wider than the standard - and already elegant - A5, the RS variant has definite road presence thanks to the re-sculpted tarmac-tickling snout that has larger air intakes.

The muscular stance of the RS4 hasn't transferred to the 5, with more demure flaring of the guards front and rear - the rump's exhaust pipes have been hidden within the rear bodywork but the S5's exposed pipes look better.

The RS5 also hasn't inherited the racy flat-bottomed steering wheel of the RS4, which is a shame, but it does have Xenon and LED lighting to ensure it stands out at night.

There's a rear spoiler - which extends automatically at 120km/h, but of course it needed the manual over-ride button pressed before it rose during our time in the car.

SAFETY

Beyond the considerable active safety provided by the clever all-wheel drive system, the RS5 has dual front and side airbags (although the latter depart if the optional RS bucket seats are selected), as well as curtain airbags.

Stability and traction control, anti-lock brakes with brakeforce distribution, an electronic diff lock and emergency brake assist are also standard.

The coupe also has a tyre pressure monitoring system, adaptive headlights and the automatic high beam system as standard and the option of front ceramic brakes - for an extra $15,000 - but the standard stoppers seem up to the task.

DRIVING

Although the RS5 hasn't inherited some of the overt nature of its RS4 ancestor, there's no arguing about the pace and quality.

The 4.2 V8 has quiet rumble, which gets a whole baritone sub-plot when dynamic mode is selected.

Firing it into life and sweeping through the suburbs is best done in comfort mode, although the ride difference between the three modes could have been made a little more distinct, as comfort mode is that in name only.

Straightline mumbo was never going to be questioned, with 331kW and 430Nm coming from the V8 - slot the transmission into D (for Departure, I think, more than just Drive) and the coupe bolts away.

The take-off can be completed swiftly and quietly, or more raucously if desired.

Getting away from the suburbs and onto a sweeping open road (of good quality) and the RS5 dispenses with distance in short order - press-on motoring at legal road speeds doesn't go near the limit of this car's considerable abilities.

Throw it at a few corners (using a nice but no-longer flat-bottomed sports steering wheel) and the clever drivetrain works nonchalantly to provide unfussed - but somewhat uninvolved - cornering.

It's better for the driver than its predecessors but still short of its opposition - the M3 gives more back to the driver, but the catch is the M3 does it even when the driver doesn't want to hear it.

The seven-speed DSG is typical of the breed in terms of quick slick gearchanges, although sometimes prone to a rough downchange, but the saving grace is its full manual mode.

With the gearshifter pushed across for manual changes and the dynamic mode selected, the driver can pick their own gears and the gearbox complies - as should be the case in other models that wrongly boast of a manual shift mode.

Seat comfort is good from the soft leather sports seats - which offer ample lateral support as well - and there's room for two adults and two kids - or four small adults.

The back seat dwellers felt a little hemmed in and have no open-window option, suggesting it's a better DINK car.

The optional panoramic tilt-only glass sunroof is expensive (for a tilt-only) at $2860 and not great for Australian climate with a see-through shade.

VERDICT

Powerful and sleek, the RS5 delivers astounding performance with panache, but doesn't beat the M3 coupe (although it gets very close) or knock the RS4 from its perch as our favourite four-ringed machine.

AUDI RS5

Price: from $175,300.
Engine: 4.2-litre variable 32-valve DOHC direct-injection V8.
Transmission: seven-speed double-clutch automated manual, all-wheel drive with self-locking centre differential and torque vectoring.
Power: 331kW @ 8250rpm.
Torque: 430Nm @ 4000-6000rpm.
Performance: 0-100km/h 4.6 seconds. Top speed 250km/h (governed).
Fuel consumption: 10.8 litres/100km, on test 16.2; tank 64 litres.
CO2 Emission: 252g/km.
Suspension: Five-link suspension with upper and lower wishbones, tubular anti-roll bar (front); trapezoidal-link rear suspension, resiliently mounted sub-frame, anti-roll bar (rear).
Brakes: four-wheel ventilated discs, eight piston front/single-piston rear
Dimensions: length 4649mm, width 1860mm, height 1366mm, wheelbase 2751mm, track fr/rr 1586/1582mm
Cargo volume: 455 litres
Weight: 1725kg.
Wheels: 19in alloys.