At this year's New York International Auto Show, Audi surprised us all with the new RS5 Sportback. Now it will be a while before the car reaches these shores and we can drive it, but earlier this year the sibling of the car – the RS5 coupe – went on sale. And we were in Arizona to test it.
Following the size of its huge oval tailpipes and armed with the knowledge that it now uses two centrally located turbos, the new Audi RS5 should insult and exhale a little heavy exhaling these low-restriction fumes. The recharged sports coupe is about the old RS5 with 4.2l V8 naturally aspirated engine with a sky-high 8,200 rpm Redline and 420 hp (313 kW) for a Twin Turbo 2.9L V6, which is parked at 6,500. In the truest sense of the word, the new RS5 blows into the middle of the 400-horsepower pack.
As with many modern turbo applications, the two turbos of the RS5 V6 sit in the valley of the engine's two cylinder banks – a "hot V." Shorter pipes reduce the turbo lag and the final result is 444 hp (331 kW) with a maximum boost pressure of 21.5 psi (1.48 bar). Plan your launch as you despise clutches and the RS5 Scrambles to 60 mph in just 3.7 seconds; In comparison, the old V8 model needed 4.5 seconds. In the real world – if you do not drive as you stole it – the new engine with the alto of the old and the higher speed ranges is for a more useful torque and power band at lower speeds. The new engine also delivers better mileage, with 26 mpg combined, from 23 mpg (full numbers are 18/26/21, city / combined / highway).
Not just a new engine
But a car that's all engine is hardly a car; The rest of the new RS5 also has some powerful tricks up its sleeve. Most obvious are the body styles of the regular S5, including wider fenders, more aggressive aerodynamics, some interior details that make the driver more focused, and special four-wheel drive suspensions to harness the power. The RS5 is edgier than the (slightly anodyne) S5 and more geared towards a top-performance horizon.
The body of the RS5 grows 15mm wider at the front and rear than the standard S5 hips, but it still flows finely into the front and rear fenders. A unique black honeycomb grill sits in front, with aluminum (or optional black) trim under the grille. Rear, a diffuser-like finisher is clamped by these large oval tailpipes, and a small glossy black lip spoiler adorns the boot lid.
Our RS5 uses an active exhaust system (optional), which places valves in the tailpipes and a transept in front of the rear silencers. Valves open, the 2.9L engine barks like a larger, with a fixed baritone. It's never overwhelming, but it spits on upshifts like most new high-performance turbocharged engines. Audi also fits a small speaker on the underside of the front passenger windscreen, which emits a soft induction sound. It is only active below 3,000 RPM, so higher RPMs need to make their music without electronic support.
The visibility of the development of trick transmissions might suggest another dual-clutch unit in the RS5 today, but the reality is that conventional transmissions have improved, too. So the RS5 uses an enhanced version of the "Tiptronic" eight-speed automatic transmission in the S5, while maintaining a traditional torque converter that does without any double clutch tricks. [The transmission is ZF’s excellent 8HP, also found in other performance cars like the Alfa Romeo Giulia Quadrifoglio and Aston Martin DB11—Ed.]
This automatic turns sharp and if you expect it, whether you type the paddles yourself or consider it yourself. With this automatic it is easier to pull off a standstill than with any other dual clutch unit we have tried. a small, yet serene friendly property.
Program Your Mood
The Audi "Drive Select" programming varies the shock absorption, the exhaust sound, the gearbox attitude, as well as the steering weight and directness in three programs customizable "Individual" parameters in which you playing around. There is a "but". The stiffest "Dynamic" suspension setting turns a somewhat friendly suspension into a high-frequency experience best stored for eggs in a mixing bowl or racetrack. In contrast, the "Comfort" or "Auto" driving modes offer excellent handling characteristics, even on extremely flat 275 / 30R20 tires. That's just 3.25 inches (82 mm) of tire sidewall height for the number crunchers out there.
From a technical point of view, the oil lines and valves that control the relative stiffness or compliance of the dampers are connected (left front to right) at the rear and right front to left rear). This gives the car a better overview.
The Quattro all-wheel drive of the RS5 varies the power delivery through a center differential of 70:30 percent front: rear to 15:85 percent front: rear, depending on course available grip and handling. The electronic stability control software is specific to the RS5 and is a more accurate performance mission. The ride height is also 7 mm lower than the S5.
Enormous 400mm (400mm) carbon ceramic brake rotors feature the optional Dynamic Plus package and cost $ 9,350. But the package also includes the sport exhaust system, Dynamic Ride Control and an elaborate tire pressure and temperature monitoring system. The carbon-ceramic brakes do not improve the braking distances, but they will always brake at high speed or on the track. Because the RS5 weighs 3,990 pounds (1,810 kg), track-bound RS5s will be better able to cope with the carbon brakes.
Audi knows how to make technology
The latest active safety and driver assistance hardware like Adaptive Cruise Control, a 360-degree on-screen camera display when reversing, tracking alarm / support and even traffic sign recognition are optional. Navigation with the Audi Virtual Cockpit, which features a sophisticated map and tachometer display in front and in the center of the instrument panel, is also optional, whereby I recommend every Audi with navigation and the infotainment interface "MMI". It is better than most areas, and not just in the operation, but in the useful information that appears without prompting and the way information is presented without having to scroll through 19 submenus, or to compensate for a bad physical one Interface. An often annoying, complex selection is made elegant, simple and downright pleasant with this system.
The RS5 glides effortlessly at cruising speed and far beyond that, if you look down to check the progress, you could very well be breaking the law by a long way. Your driver's license and the points you place on it will greatly appreciate the use of the car's cruise control.
At $ 70,875 in the US including destination but with no options, the RS5 could be considered a treasure bargain. Nevertheless, as our green photo car outfitted, it can give stickers a shocking $ 91,000. Even at this point, there are few, more voluminous, cleaner sports car options.
And none with such a usable backseat. Until the RS5 Sportback arrives, that's-Ed.]
Listing picture by Audi