When the A5 and S5 arrive here later in the year, look for the A5 to be priced between the A4 (which tops at $49,500 with the 3.2L V6) and A6, and the S5 between the S4 (which takes you over $70,000) and S6.
They both initially will be equipped with Audi's new rear-biased (40:60) all-wheel drive and six-speed manual transmissions. The Tiptronic automatic versions arrive four months later.
Driving Audi's new GT
The A5 will come exclusively with a 265-hp 3.2L V6-cylinder engine, producing 243 lb.-ft. torque. The sportier S5 will house a 4.2L V8 engine with 354 hp and 325 lb.-ft. torque under its lid.
In addition to the expected-for-this-class luxury kit on the A5, the S5 will gain subtle exterior styling, one-inch bigger wheels, high-performance brakes and calipers, sport-tuned suspension and interior details like specific sport seats.
Befitting its GT mission to a tee, immediate first impressions driving the A5 on the mountain roads northwest of Verona are that Audi's done a nice job.
The new coupe's quiet cabin, controlled ride and lively handling combine with excellent directional stability when you get up to higher speeds.
Keeping up with the fast-moving traffic on the autostrada was easy as well. The V6 never felt underpowered. Its broad rev band delivers a limited top speed of 250 km/h and Audi quotes standstill to 100 km/h in 6.1 seconds; one second behind the new S5.
The A5's compact turning circle was certainly appreciated on some of the tighter switchbacks. The 225/45 R17 European-model tires were more geared for a smooth ride, but the new chassis allowed them to hang on while cornering longer than anticipated.
Overall, the A5 had a hard time putting a wheel wrong.
Jumping into the S5, its mellifluous-sounding V8 is ever present. With such broad access to its substantial amount of torque, one can leave the easy shifting six-speed in third gear and use it like an automatic.
They both initially will be equipped with Audi's new rear-biased (40:60) all-wheel drive and six-speed manual transmissions. The Tiptronic automatic versions arrive four months later.
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| The 3.2L V6 produces 265 hp, up 10 hp from the A4 and A6. The S5 gets a 354-hp 4.2L V8. |
Driving Audi's new GT
The A5 will come exclusively with a 265-hp 3.2L V6-cylinder engine, producing 243 lb.-ft. torque. The sportier S5 will house a 4.2L V8 engine with 354 hp and 325 lb.-ft. torque under its lid.
In addition to the expected-for-this-class luxury kit on the A5, the S5 will gain subtle exterior styling, one-inch bigger wheels, high-performance brakes and calipers, sport-tuned suspension and interior details like specific sport seats.
Befitting its GT mission to a tee, immediate first impressions driving the A5 on the mountain roads northwest of Verona are that Audi's done a nice job.
The new coupe's quiet cabin, controlled ride and lively handling combine with excellent directional stability when you get up to higher speeds.
Keeping up with the fast-moving traffic on the autostrada was easy as well. The V6 never felt underpowered. Its broad rev band delivers a limited top speed of 250 km/h and Audi quotes standstill to 100 km/h in 6.1 seconds; one second behind the new S5.
The A5's compact turning circle was certainly appreciated on some of the tighter switchbacks. The 225/45 R17 European-model tires were more geared for a smooth ride, but the new chassis allowed them to hang on while cornering longer than anticipated.
Overall, the A5 had a hard time putting a wheel wrong.
Jumping into the S5, its mellifluous-sounding V8 is ever present. With such broad access to its substantial amount of torque, one can leave the easy shifting six-speed in third gear and use it like an automatic.
 |
| The S5 runs to 100 km/h in 5.1 seconds while the A5 takes 1 second longer. |