Changes for 2010 are found under that beautiful exterior, including new engine choices.
The A5 and S5 are grand touring cars designed to cover lots of ground at high speed while coddling a pair of occupants. They seat two-plus-two; the rear seats are for the occasional adult passengers or for bringing small kids along. The A5 involves the driver physically, audibly, and mentally though never to the point of making it a chore or less than inviting. The Audi S5 can be hustled down virtually any road at a good clip. These are big cars, however, so they don't behave like small sports cars.
Audi interiors have been racking up awards for a long time and the A5 is in the same mold. It has the features expected, good ergonomics, a central interface system that won't drive you to cursing, and it's all assembled to a high standard using appropriate materials. Despite the standard all-wheel drive it also has reasonable trunk space, so you can enjoy a road trip of just about any length or destination.
The A5 delivers confidence and luxury in a package not likely to be seen at every intersection and very likely to come across as a good value. The S5 delivers more performance and luxury, at a higher price, yet still represents a good value for the money.
A5 competes with the BMW 3 Series and 6 Series coupes and the Mercedes-Benz E-Class coupe, but the A5's style and capabilities are such that it might also be shopped against the Jaguar XK or Porsche 911. All of these are terrific cars, but only the 911 can match the Audi A5 or S5 with the availability of all-wheel drive, and with the Porsche there would be a substantially higher price. Quattro all-wheel drive comes on all A5 models.
New for 2010 is the addition to the line of a 2.0-liter turbocharged four-cylinder engine that makes 211 horsepower and 258 pound-feet of torque. This not only offers buyers a choice with higher fuel economy, but also at a significantly lower initial price, the lowest priced 2010 A5 is $4,700 less than the entry model for 2009. EPA fuel economy numbers for the Coupe with the four-cylinder engine and manual transmission are 22 mpg City, 30 mpg Highway, and for the Cabriolet with the four-cylinder engine, Multitronic continuously variable transmission (CVT) and front-drive, the figures are 23/30 mpg.
The 3.2-liter V6, previously the standard A5 engine, continues in the A5 Coupe but not the Cabriolet. The A5 Coupe 3.2-liter engine produces 265 horsepower and 243 pound-feet of torque and comes with the Tiptronic six-speed automatic transmission and quattro all-wheel drive; the V6 is no longer available with a manual transmission.
Also new for 2010 is the introduction of a 3.0-liter supercharged V6 with S tronic seven-speed dual-clutch transmission for the 2010 S5 Cabriolet. The 2010 Audi S5 Cabriolet features top-down motoring with 333 horsepower and 325 pound-feet of torque on tap. With direct injection, a two-stage intake, and dual intercoolers, the S6 Cabrio's 3.0-liter supercharged V6 is both powerful and efficient, and is EPA-rated at 17/26 mpg.
The S5 Coupe features the 4.2-liter V8, with 354 horsepower and 325 pound-feet of torque, and is available with a six-speed manual transmission or the Tiptronic.
Finally, there have been changes in trim levels, option packages, some features, and wheel designs for 2010.
Premium trim includes leather upholstery, leather-trimmed steering wheel and shifter, climate control, power front seats, 50/50 split-fold rear seat with pass-through, tilt/telescoping steering column, glass roof with shade, driver information center, AM/FM/CD/satellite/SD-card 180-watt 10-speaker stereo, fog lights, 18-inch wheels, heated windshield washers, cruise control, and power windows/locks/mirrors.
Premium Plus for A5 Coupe 2.0T ($39,500), A5 Cabriolet 2.0T Front Trak CVT ($45,500), and A5 Cabriolet 2.0T Quattro Tiptronic ($47,600) adds xenon headlights with LED running lights, three-zone automatic climate control, six-step heated front seats, iPod interface, Bluetooth, Homelink garage-door opener, rain-sensing windshield wipers, and automatic headlights.
Prestige trim for the A5 Coupe 2.0T ($44,300), Cabriolet Front Track CVT ($50,300), and Cabriolet 2.0T quattro Tiptronic ($52,400) adds memory for seat, mirrors and steering wheel; and advanced key system; Audi navigation; voice control for phone and navigation; and a Bang & Olufsen 14-speaker, 505-watt sound system.
The 3.2 versions have the 3.2-liter V6 engine with 265 horsepower and 243 pound-feet of torque, the Tiptronic six-speed transmission and quattro. They are available only in the Coupe body style, in Premium Plus ($44,000) and Prestige ($48,000) trim levels. Their equipment levels mimic those of the 2.0T versions.
The S5 Cabriolet is available in Premium Plus ($58,250) and Prestige ($63,950) trim levels. S5 Cabriolet is fitted with 3.0-liter supercharged V6, seven-speed S Tronic transmission and Quattro. The S5 Premium Plus and Prestige are equipped similarly to the equivalent A5 versions, but add a larger brake system, high-pressure headlight washers, and numerous interior upgrades, including steering wheel-mounted paddle shifters, brushed aluminum trim and silk Nappa leather sport seats.
The S5 Coupe has the 4.2-liter V8, with 354 horsepower and 325 pound-feet of torque, and is available with a six-speed manual transmission in Premium Plus ($52,400) and Prestige ($58,100) trim, or with the Tiptronic in Premium Plus ($53,600) and Prestige ($59,300).
Options include a navigation system that includes rear park assist with a rear-view camera ($2,500); Drive Select ($2,950), which allows the driver to adjust engine and shock absorber damping to suit personal preferences for performance and handling; Adaptive Cruise Control ($2,100); and a Driver Assist package ($900). The Sport package ($1,450) upgrades with 19-inch wheels and tires, sport seats, and sports suspension. There are also S-line versions of the A5, which include the Sport package contents and additional trim features.
Safety gear that comes standard on all A5 and S5 models consists of two-stage driver and adaptive passenger frontal airbags, front side-impact airbags, side curtain airbags, Backguard headrests, electronic stability control, ABS, EBD, all-wheel drive, and tire-pressure monitors.
Proportions are classic coupe with minimal bodywork ahead of the front wheels, a substantial rear roof pillar, moderate trunk lid and a longer tail than snout. The door windows are frameless and visual strength is added by a central pillar that hides as a dark panel behind the rear side glass.
Out in the open the A5 appears larger than it really is; almost the same length as a BMW 3 Series coupe or a Mercedes CLK, which is narrower; the Audi is half a foot shorter than Jaguar's XK, BMW's 650 or Bentley's GTC and just half a foot longer than a 911, yet it comes across at least as spacious inside as any of those.
In terms of styling, the A5 is the cleanest, the S5 the most aggressive, and the A5 with S-line package splits the difference. The leading edges of the car are the inner points of the lower grilles that separate the central grille section from the lights and side grilles, much like the leading points of a manta ray. On the S5 aluminum-look trim is used at the lower edge of the grille, on the outside mirrors, and at the bottom of the rear bumper between the four exhaust outlets.
Bi-xenon headlamps give these cars that wild-animal-stalking-prey look. Crisp, white LED daytime running lamps run along the bottoms and outer edges of these headlamps, setting a higher standard for appearance and function; they can be turned off if you wish, automatically dim for use as parking lights, and are off on whichever side the turn signal is blinking for better vision of said signal. Most car companies could learn something from this design.
All wheels are five-spoke or a derivative, like the two-by-five propeller-blade shaped spokes on the S5 which use a fingered center cap to cover all the lug nuts.
The designer of the A5 calls the car the most beautiful he has ever designed. The A5 made it onto Hagerty's Hot List, so a leading insurer of collector cars believes the A5 may become more desirable over the next 20 years.
The S5 cabin is done in mostly dark materials, including the woven headliner and sunshade. Lighter trim highlights the roof panel pull (it slides forward from the rear), gauge nacelles, vents, speaker grilles, and control knobs with piano black centers. The black lacquer also surrounds the primary control area aft of the shifter.
A three-spoke leather-wrapped wheel has hand grips at all the right places and just two controls on each side spoke. However, each side has a thumbwheel that serves multiple functions by scrolling up or down or pressing to click, allowing a majority of system operations to be done without removing a hand from the wheel. Oft-used controls like cruise, signals, flash-to-pass/main beams, and wipe/wash are all on handy stalks. The wheel adjusts for reach and rake with a single manual release, giving all the advantages: Proper driving position, spacing from airbag, and instrument view. The center armrest also adjusts for height and rake, so it you can use it in cruise mode and slide it out of the way for lots of shifting on winding roads.
Front seats range from very good in the A5 to excellent in the S5, and the S-line models fall in between. Any A5/S5 seat provides for hours of comfort and wiggle room while maintaining all the lateral support required to explore the car's capabilities. On the S5 the headrests are integral with the backrest and not adjustable, yet the head rest and neck protection are all in the right place and satisfactory for those well past six feet. Thigh extensions in the seat cushions let those tall drivers use more chair than just the area under their pants pockets, and there's plenty of leg room and a good dead pedal.
A fast-slide switch on the front seat backrests eases access to the rear buckets which are nicely sculpted and comfortable for most up to 5-feet, 10-inches tall. A substantial armrest folds down over central storage trays and passengers are catered to with reading lights, two speakers per side, coat hooks, outboard storage pockets, cupholders, and a pair of vents with adjustable temperature control.
To enlarge the cargo area the rear seat folds in a 50/50-split, allowing a pass-through into the passenger compartment for carrying longer items.
The driver faces a tachometer and speedometer with smaller temperature and fuel gauges outboard in the two teardrop-shaped pods; in between, there's a bank of warning lights across the top and information display in the center. This panel shows a variety of data, much of it chosen by the driver using the stalk and wheel controls; even on manual transmission cars it displays the gear selected in white and, if another gear offers the same performance on less gas, an arrow and a number for that gear in green. Night driving is further aided by deep amber illumination that offers the fastest recovery time for your eyes, smoked-lens vanity mirror lamps mounted in the roof, and shaded map lights that light your lap, not your eyes.
A well-shaded screen for the MMI (multi-media interface) is located on the center stack and angled toward the driver. The MMI controls many of the car's functions and displays navigation maps and the rear camera view. MMI has a central control knob, somewhat like BMW i-Drive and Mercedes COMAND systems. This is the third generation of MMI, and its operation has been simplified by the adoption of a joystick that's integrated into the central control knob. It has a new complete-word input capability, three-dimensional map displays and a music jukebox on the internal hard disc drive. Operating it may require a little familiarization but it is quicker and requires less button-clicking frustration than similar systems. The MMI controller is immediately behind the shifter but not accidentally hit by a resting hand or quick shift. To the left of the lever are the parking brake and Start/Stop buttons, and to the right is the volume knob; this is less than convenient in sixth gear so you'll find the steering wheel control the logical, handy choice.
Below the central screen are a pair of vents, the six-disc changer, and some simple switchgear. At the base of the console are the climate controls, with buttons to select fan speed, temperature, airflow, and seat heat and a small rotary knob to make the adjustments. Full auto mode is available, as is full manual control without any confusion.
The navigation system works as directed. Sound from the optional 505-watt, 14-speaker Bang & Olufsen stereo system is most impressive.
Outward visibility is quite good, with relatively narrow pillars and the side posts far enough rearward that they don't interfere with lane-change or close-quarter over the shoulder glances. The rear pillars are generally unnoticed, the rear window usefully large and distortion-free, and the edges of the bodywork not totally lost in the distance.
Cabin storage includes a shallow bin in the armrest, one center cupholder and a phone-sized bin adjacent, glovebox, and door pockets with beverage stands at the leading edge.
The trunk opening is larger than many two-doors and takes advantage of the trunk lid length to open well out of the way. There are four tie-down rings, a spare underneath, and 12.0 cubic feet of trunk capacity.
The 2.0-liter turbocharged four-cylinder is smooth and powerful. It produces strong torque to propel the car quickly from intersections and up hills. More impressive is the width of the powerband, that area of engine speed that delivers maximum power. The turbocharged engine makes big torque from just off idle at 1500 rpm all the way to 4200 rpm. And from 4300-6000 rpm it delivers 211 horsepower. It will rev to 6700 rpm, but there isn't much point when you've got that much midrange power.
If long highway cruises are on your agenda the A5 with the 3.2-liter V6 scoots quickly to speed, cruises all day at elevated velocities and returns better fuel economy than the V8.
Steering is nicely weighted on the A5, and it doesn't lack feel. We classify the Audi's steering heavier than a BMW in standard mode, but lighter than a BMW in Sport mode, so it's a happy medium. At parking speeds, it is light and quick, with a respectable cut for maneuvering.
The A5 has exemplary handling characteristics. The A5 rides more smoothly than the S5 does. The suspension has no slop or wallow in it but is more compliant than that of the S5, and the A5's tires absorb bumps better.
An A5 with the S-line package is a step firmer than the standard A5, though not as sporting as the S5. The S-line is perhaps the best for enthusiasts saddled with poor roads.
Quattro, Audi's all-wheel drive system, nominally sends 40 percent of the power to the front wheels and 60 percent to the rear wheels to give dynamics related to a rear-wheel-drive car with the stability and enhanced poor weather traction of all-wheel drive. This system is always on and requires no driver action, automatically distributing propulsion in the most efficient, effective, stable manner.
The S5 comes with a V8 that starts with a deep purr, then aligns with the V6's more mechanical song in the upper revs. The gas pedal has lots of travel so the driver can fine tune how much power to apply and how quickly. The S5 is an Autobahn bruiser, its elastic well of torque set up to accelerate with authority from virtually any speed (0-60 mph in around five seconds) and it's still pulling as it is reined in electronically at 155 mph. That speed isn't useful in the American landscape but the flexibility certainly is. Where some muscle cars reach 50 or 60 mph in first gear with the engine turning 6000 rpm, the freer-revving S5 does only 65 mph in second gear at 7000 rpm. Power comes on smoothly and progressively, with plenty of torque to get you moving and a soundtrack Mozart couldn't better, rather like a muted American LeMans racing sports car, as the engine approaches its redline. At 65 mph, the engine spins 15 percent to 25 percent faster than most big V8s, so even at that speed in top gear there is useful urge in acceleration.
The S5 gearing also pays dividends around town, where motion is so effortless you can start out smoothly from a stop in second gear. The car will idle in gear quite slowly and has decent compression braking so you can crawl along in traffic, and with just the slightest forethought, rarely have to use the clutch pedal. The manual shifter feels solid and of some heft, reminding us of a front-engine Porsche and heavier than the typical BMW; it is direct, precise and never misses a gear. Indeed, the only negative aspect of driving the S5 as a daily gridlock grinder is the gas mileage.
Big brakes and sticky tires haul the S5 down from speed in a drama-free hurry, without the nose diving to the pavement or the tail standing up like a hound on alert. Designed where repeated heavy slowing from 125 mph is common, the Audi's brakes will be tested in America only on racetracks. Naturally, the latest generations of electronic brake assistants are on board, but you have to be a real poser to have them come into play.
With quattro, the S5 is able to put down all 354 horsepower in any dry conditions and a greater proportion of it in inclement conditions than would be possible without quattro. There's no tire spinning nor even a chirp as it lunges toward the horizon. With a set of narrower dedicated winter tires the only alternative that might come close is the considerably more expensive Porsche Carrera 4.
The S5 is the first recent Audi in which the differential is mounted between the engine and the transmission, taking some weight off the front wheels. The S5 splits its weight almost evenly over the front and rear wheels which, when matched with the all-wheel drive, allows each corner to do a near-equal amount of work. That translates to a car that feels less nose-heavy than before, changes directions much more crisply, minimizes body roll (just enough to know you're pushing it) and delivers inspiring confidence; indeed, we covered one stretch of wet road without putting a foot wrong as fast as we'd covered it in dry weather with a top-notch rear-wheel-drive sport sedan still prone to twitching its tail and not because of too much power. Some credit is due the 19-inch sport tires, but it is the S5's lightweight, independent suspension, good balance, and all-wheel-drive grip that let it put on such displays of composure. Even a hack of a driver can frequently motor along quite briskly without any intervention from the stability system.
Although the S5 is heavier, with its larger engine and higher feature content, than an A5, the S5 has slightly better balance. The S5 weighs nearly 4,000 pounds, though, and doesn't have quite the feeling of place-it-anywhere lightness of a BMW 3 Series coupe or Jaguar XK. This isn't a bad thing, more a demonstration of the Audi's long-distance, high-speed touring philosophy as opposed to a less-compromised sports car. The ride is never punishing, but those more expensive rides with adjustable suspension do offer a bit more compliance for the marginal surfaces of some interstates.
Adaptive headlights, on models so equipped, swivel to illuminate the road in corners by reacting to steering wheel movement. And these are among the best, as they precisely follow the wheel and don't jerk from side to side as some do, better illuminating the road than making a distracting light show. So we recommend opting for them.
G.R. Whale filed this report to NewCarTestDrive.com after his test drive of A5 and S5 models in Southern California.