Greetings, petrolheads!
Today’s
I’m reviewing the last-generation Audi S5 Sportback. I’ve been driving this car
sporadically since 2014, but some weeks ago took it for a long business drive
to Italy; after a couple of weeks driving it on very mixed roads – from
snow-surrounded Alpine passes to high-speed Autobahns – I acquired a very deep
insight of the car.
Not
going to detail the car’s design – let’s just say it’s elegant with a dynamic
touch, in this case underlined by the red paint, which works out better live than on any picture.
The
interior follows the same formula. The driving position is totally adjustable,
there’s plenty of space – except for headroom on the back, limited for anyone over
1,75m tall, and it’s beautifully put together. Material and assembly quality is
first order. This unit, having covered almost 100k km in less than three years,
has absolutely no squeaks nor rattles and few use marks are apparent. A word of
praise for Bang&Olufsen’s sound system, for sure one of the best I ever found on a car.
The
main focus points of Audi S and RS models are performance and dynamic quality, in
comparison with their lesser siblings. Performance has always been this brand’s
forte, together with the image of success they project. The dynamic capabilities,
on the other hand, are regularly criticized, namely heavy understeer, prompted
by the engine’s location far in the front of the car. Generally
speaking, this S5 follows the rule.
Predictably
for an Audi Quattro, traction is very good in every single condition.
Understeer does plague it on small roundabouts or tight corners taken with too
much speed, but surprisingly, on some occasions, it’s the back that let’s go
first. Full throttle from a standing start or very low speed overwhelms the
rear wheels first, and it’s possible to have some fun on junctions where the
tarmac is a bit polished. Back to the steering, it provides very little
feedback, as in almost all Audis, and the (heavy) weighting on sport mode feels
totally artificial. It’s very fast though, but manages to never feel nervous,
even during fast driving.
The
engine note is very nice in the interior, a high-pitch V6 growl accompanied by
a natural-sounding pop on upshifts, although let’s not forget it’s digitally
enhanced. On the outside it doesn’t sound as high pitched, but still nice
nevertheless.
My
biggest complaints about this car are related with its supposed role as a long-distance
grand tourer. There are three constraints to that role, and I’m addressing them
separately: the ride, the engine and the driving range.
Helping
fast driving is a low centre of gravity. The big mass is always well
apparent, but it’s also noticeable it’s located low down in the car. Together
with the long wheelbase, it allows for very fast cornering speeds with no drama;
meanwhile, four-wheel drive make sure no traction is lost. However, to keep this
mass in check during aggressive driving, the suspension setup is always very firm.
On comfort mode it’s tolerable, but plain ridiculous on sport mode. Driving on
the city can be deeply frustrating if the roads aren’t in good condition. Not
the way a GT should be.
The
engine also doesn’t feel that suited to this role. It’s a great engine, a bit old
fashioned in character, which is great. If you’re expecting it to be all about
low-end torque, like a big modern Diesel, forget about it. It’s an exciting
sports car’s engine this one, feeling way, way more lively up in the rev range
and, thanks to the supercharger, responding immediately to the throttle. On
sport mode, that is. It really wakes up from 5000 rpm on, revving enthusiastically
to its 7000 rpm red line. Placed on a rear-wheel drive Roadster, it would shine; on a
big, heavy saloon, it… doesn’t.
The
last problem is range. A fuel tank of 61 litres is plainly idiotic on a car
which will routinely average 11 l/100km (26 UK mpg) and 15 l/100km (19 UK mpg) if
you have fun. The best fuel consumption I managed was either on B-Roads or on
very long Autobahn/ Autopista drives, driving up to 130 km/h (80 mph), coasting
when possible – do not forget the DSG allows to shift to Neutral and back to Drive
at any speed, as it has a clutch – and engine on comfort mode, was 8 l/100km (35
UK mpg). That translates to ca. 700km (440 miles) range. Remember, economic
driving, albeit sometimes with below-freezing temperatures.
So
there we are. The S5 Sportback is Audi’s idea of a sporty grand tourer. It’s
just that, with so much weight and size, it’s no sports car for sure. As a GT,
it’s compromised because of its sportiness ambitions…
I really
hope the new generation focuses on the GT direction, something I will soon be finding
out.
Verdict:
the librarian who was forced to go bungee-jumping, in order to prove librarians
can be cool.
Official vital data:
Engine
and transmission:
2995
cc, Supercharged V6, 4 valves per cylinder (Otto)
333
PS (245 kW)/ 5500-7000 rpm
440
Nm/ 2900-5300 rpm
Red
line: 7000 rpm
7-speed,
double clutch gearbox
Dimensions
[mm] and weights [Kg]:
Length/
wheelbase: 4,718/ 2,811
Width
without/ with wing mirrors: 1,854/ -
Height:
1,382 metres
Turning
circle: 11,4 metres
Weight:
1820 kg
Boot:
480 litres
Fuel
tank: 61 litres
Tires:
245/40R18, ContiWinterContact TS810S
Performance:
Top
speed: 250 km/h (155 mph), electronically limited, reached on 5th and
6th gears
0-100
km/h (0-62 mph): 5.1 seconds
Fuel
consumption (NEDC, urban/extra-urban/average): 10.7/ 6.6/ 8.1 l/100km (26/ 43/ 35
UK mpg)
CO2
emissions: 190 g/km
2000 rpm, 6th gear: 100 km/h (62 mph) (speedo)
2000 rpm, 7th gear: 123 km/h (77 mph) (speedo)
Main
equipment: 3-zone climate control, twin front, side
and head airbags, radio with MP3-player and USB+AUX in, Audi Drive select, sat-nav,
rain and light sensors, sunroof, leather-optic clad interior, Bang&Olufsen
sound system, heated and electrically-adjustable seats and wing mirrors, key-less
go, cruise control, parking assistant, keep lane assist, xenon headlights, 18”
alloy wheels, ABS+ASR+ESP+hill holder.
German
price in 2014: 85 000€.
Driven:
over 3000 km; car left with 94 700 km (59 200 miles).
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