Audi A5 Reviews – Audi A5 Price, Photos, and Specs – Car and Driver
Audi A5
Car and Driver
Tested: two thousand eighteen Audi A5 Two.0T Coupe Automatic
2018 Audi A5 Two.0T Coupe Automatic
- May 2017
- By DON SHERMAN
- Photography By CHRIS DOANE AUTOMOTIVE
The if-it-ain’t-broke treatment to fixing things evidently translates well into German because you have to squint your eyes to see how Audi has altered the A5 with this new-for-2018 redesign. Wheelbase and overall length are a touch longer, while height is the same and width is down by a mere 0.Three inch. The grille, headlamps, and taillamps all have broader proportions, and those zeppelin-like creases in the fetish mask are evidently how Audi’s metal benders earn their pay. The clamshell spandex hood is a lovely touch, and we’re also fond of the subtle upward and outward sweep of the rear fender creases. If your lifestyle hungers for low-key elegance, this A5 produces.
Going Deeper
The best stuff is inwards. While the turbocharged, intercooled, and direct-injected Two.0-liter inline-four carries over its metal block and longitudinal orientation, there are worthwhile gains in both power (up from two hundred twenty to two hundred fifty two horsepower) and torque (which increases from two hundred fifty eight to two hundred seventy three lb-ft). As before, Quattro all-wheel drive is standard, and buyers may choose inbetween a six-speed manual transmission or a seven-speed dual-clutch automatic with three operating modes and spanking paddle shifters. Audi claims the fresh multilink front suspension improves steering precision and that weight has been methodically trimmed across the car. Pulling down one gear from the automatic transmission, adopting fresh aluminum front-suspension components, and other measures yielded a 65-pound weight savings over a similarly tooled two thousand sixteen Audi A5 we tested.
This two thousand eighteen edition has Quattro all-wheel drive, a big sunroof, three-zone automatic climate control, and Apple CarPlay and Android Auto connectivity as standard equipment. Interestingly, Audi charges the same $43,775 base price for both manual and automatic versions. Our two-pedal test car was a Premium Plus model, which is a $3000 step up from the base Premium (adding heated 10-way adjustable front seats, LED headlights, heated exterior mirrors, satellite radio, audio-visual parking aids, and other equipment). It was outfitted with a $2600 navigation package (which includes Audi’s Virtual Cockpit electronic instrument cluster), a $1250 S line Sport package (front sport seats with four-way lumbar adjustments, sport suspension, and a few décor items), a $950 Bang & Olufsen audio system, an $800 19-inch wheel and low-profile summer-tire package, and Florett Silver Metallic paint costing an extra $575. The utter $52,950 tab is less than you’d spend for a Ford Mustang Shelby GT350.
The indulgent option flow didn’t hamper the fresh A5 at the test track. Its combination of lighter weight, more power, and greater torque multiplication in the very first three gears clipped more than a 2nd from both the 6.1-second zero-to-60-mph acceleration and the 14.7-second quarter-mile elapsed time we measured for the aforementioned two thousand sixteen A5. In fact, this A5’s Five.0-second-flat rush to sixty strikes every Two.0-liter-turbo direct competitor we’ve clocked—a BMW 428i, a Cadillac ATS Two.0T, a Mercedes-Benz C300, and a Lexus RC200t—plus a few notable six-cylinder rivals—a BMW 435i, a Cadillac ATS Three.6, a Trio.6-liter Chevy Camaro, and a Ford Mustang packing Three.7 liters. Chalk it up not so much to the A5’s two hundred fifty two horsepower but to the dual-clutch automatic’s quick handoffs during upshifts and the Quattro driveline that squanders not one iota of energy on wheelspin. (The listed competitors all were rear-drive, and three were tooled with manual transmissions.)
Proving it’s no one-trick pony, the fresh A5 excelled in other track tests. The Continental ContiSportContact 5P radials draped taut on the skidpad to the tune of 0.93 g, topping the field by 0.01 to 0.05 g. Fade-free stopping from seventy mph in one hundred fifty two feet bested BMW’s 428i by twelve feet and the Lexus RC by Nineteen. Its 76-decibel noise level during flat-out acceleration is quieter than Cadillac’s ATS coupe by three to seven decibels.
Real-World Capability
What’s more awesome is how the A5 blends its dynamic abilities with a thoughtfully configured cabin to produce outstanding back-road strafing capability. You’re well restrained by a laterally rock-hard seat, decently supported from shoulder to knee, and dangling onto a ideally contoured and leather-clad three-spoke wheel. If you’re tardy clicking the plastic upshift spanking paddle, the transmission produces a crisp upshift at the 6750-rpm redline. The brake pedal goes to work at the top of its sway and is calibrated to produce predictable stopping force for each incremental increase in pressure. Bod roll is tightly constrained, yet the wheels never go stiff-legged over bumps and swells.
When you crowd the adhesion limit, the front tires let you know what’s up with a soft wail. Dial in more steering lock and the rears begin drifting broad half a step after the fronts. Quick, well-weighted steering suggesting hints of what’s going on at the pavement helps bang your desired line. But the S line Sport package and the 19-inch wheels with summer tires—options totaling $2050—are essential if you’re serious about exploiting all of this coupe’s agility.
That investment also empowers the A5’s street-stealth mode. You can bomb around town expeditiously because the engine is quiet at work, the tires never shriek, and bod roll is so tightly contained. While some sports coupes are a spectacle even at modest velocities, this silver bullet vectors through traffic like an unmarked patrol car.
Thanks to its yawning trunk space and split-folding rear seatbacks, the A5 is a fine weekend warrior; cargo up to six feet in length lies vapid. And albeit its roofline suggests otherwise, this coupe will accommodate four adults on date night. High-mounted switches on the front bucket seats release the backrests and power the front seats to their forward stops. Squeezing through the entry crevice requires a yogi’s plasticity, but the griping quickly subsides when rear passengers detect all the head-, leg-, and elbow room at their disposition. The bottom cushions are contoured for convenience and raised high enough that knees aren’t jammed into chins. Claustrophobia isn’t a concern due to the svelte poles and large expanses of side glass. Unluckily, the gap inbetween front and rear center consoles is so taut that if a rear occupant wishes to switch sides, they’re better off exiting the A5 and repeating the entry rigmarole via the opposite door.
While panel gaps and overall interior quality were flawless in our test car, in terms of design, this A5 is more a placeholder than a good stride forward rivaling those Audi has achieved in the past. Some staff members felt the matte-black leather and plastic surfaces accented by strategic bits of polished, knurled, or etched metal lacked warmth. To appease those who feel the contempo-tech look doesn’t jibe with the $50,000-plus price, the A5’s options list includes three alternative leather hues and walnut or oak paneling in place of the etched aluminum.
At least every spanking paddle, switch, and control knob is well placed and works in an intuitive manner. The 12.3-inch digital gauge cluster is reconfigurable to accommodate crystal-clear instruments and navigation displays. The 7.0-inch center screen that begs to be touched is in fact commanded fairly nicely by a large, console-mounted rotary knob with a duo of switches on the steering wheel to help with audio adjustments.
It’s a shame this A5 isn’t more of an extrovert because its class-leading spectacle warrants a serious look from anyone shopping premium coupes. At least Audi is nurturing the A5 family with convertible and Sportback (four-door hatchback) editions, plus a 450-hp RS5 due next year to backstop the presently available 354-hp S5. Clearly, those growing up and out of tumultuous V-8 coupes have never had it so good.
Highs and Lows
Highs:
Class-leading acceleration, braking, and treating; decent four-seat utility.
Subtle interior and exterior design, low-20s mpg, expensive.
Audi A5 Reviews – Audi A5 Price, Photos, and Specs – Car and Driver
Audi A5
Car and Driver
Tested: two thousand eighteen Audi A5 Two.0T Coupe Automatic
2018 Audi A5 Two.0T Coupe Automatic
- May 2017
- By DON SHERMAN
- Photography By CHRIS DOANE AUTOMOTIVE
The if-it-ain’t-broke treatment to fixing things evidently translates well into German because you have to squint your eyes to see how Audi has altered the A5 with this new-for-2018 redesign. Wheelbase and overall length are a touch longer, while height is the same and width is down by a mere 0.Trio inch. The grille, headlamps, and taillamps all have broader proportions, and those zeppelin-like creases in the rubber hood are evidently how Audi’s metal benders earn their pay. The clamshell rubber hood is a lovely touch, and we’re also fond of the subtle upward and outward sweep of the rear fender creases. If your lifestyle hungers for low-key elegance, this A5 supplies.
Going Deeper
The best stuff is inwards. While the turbocharged, intercooled, and direct-injected Two.0-liter inline-four carries over its metal block and longitudinal orientation, there are worthwhile gains in both power (up from two hundred twenty to two hundred fifty two horsepower) and torque (which increases from two hundred fifty eight to two hundred seventy three lb-ft). As before, Quattro all-wheel drive is standard, and buyers may choose inbetween a six-speed manual transmission or a seven-speed dual-clutch automatic with three operating modes and spanking paddle shifters. Audi claims the fresh multilink front suspension improves steering precision and that weight has been methodically trimmed via the car. Ripping off one gear from the automatic transmission, adopting fresh aluminum front-suspension components, and other measures yielded a 65-pound weight savings over a similarly tooled two thousand sixteen Audi A5 we tested.
This two thousand eighteen edition has Quattro all-wheel drive, a meaty sunroof, three-zone automatic climate control, and Apple CarPlay and Android Auto connectivity as standard equipment. Interestingly, Audi charges the same $43,775 base price for both manual and automatic versions. Our two-pedal test car was a Premium Plus model, which is a $3000 step up from the base Premium (adding heated 10-way adjustable front seats, LED headlights, heated exterior mirrors, satellite radio, audio-visual parking aids, and other equipment). It was outfitted with a $2600 navigation package (which includes Audi’s Virtual Cockpit electronic instrument cluster), a $1250 S line Sport package (front sport seats with four-way lumbar adjustments, sport suspension, and a few décor items), a $950 Bang & Olufsen audio system, an $800 19-inch wheel and low-profile summer-tire package, and Florett Silver Metallic paint costing an extra $575. The utter $52,950 tab is less than you’d spend for a Ford Mustang Shelby GT350.
The indulgent option flow didn’t hamper the fresh A5 at the test track. Its combination of lighter weight, more power, and greater torque multiplication in the very first three gears clipped more than a 2nd from both the 6.1-second zero-to-60-mph acceleration and the 14.7-second quarter-mile elapsed time we measured for the aforementioned two thousand sixteen A5. In fact, this A5’s Five.0-second-flat rush to sixty hits every Two.0-liter-turbo direct competitor we’ve clocked—a BMW 428i, a Cadillac ATS Two.0T, a Mercedes-Benz C300, and a Lexus RC200t—plus a few notable six-cylinder rivals—a BMW 435i, a Cadillac ATS Trio.6, a Trio.6-liter Chevy Camaro, and a Ford Mustang packing Three.7 liters. Chalk it up not so much to the A5’s two hundred fifty two horsepower but to the dual-clutch automatic’s quick handoffs during upshifts and the Quattro driveline that squanders not one iota of energy on wheelspin. (The listed competitors all were rear-drive, and three were tooled with manual transmissions.)
Proving it’s no one-trick pony, the fresh A5 excelled in other track tests. The Continental ContiSportContact 5P radials strung up taut on the skidpad to the tune of 0.93 g, topping the field by 0.01 to 0.05 g. Fade-free stopping from seventy mph in one hundred fifty two feet bested BMW’s 428i by twelve feet and the Lexus RC by Nineteen. Its 76-decibel noise level during flat-out acceleration is quieter than Cadillac’s ATS coupe by three to seven decibels.
Real-World Capability
What’s more awesome is how the A5 blends its dynamic abilities with a thoughtfully configured cabin to supply extraordinaire back-road strafing capability. You’re well restrained by a laterally stiff seat, decently supported from shoulder to knee, and stringing up onto a flawlessly contoured and leather-clad three-spoke wheel. If you’re tardy clicking the plastic upshift spanking paddle, the transmission produces a crisp upshift at the 6750-rpm redline. The brake pedal goes to work at the top of its sway and is calibrated to produce predictable stopping force for each incremental increase in pressure. Bod roll is tightly constrained, yet the wheels never go stiff-legged over bumps and swells.
When you crowd the adhesion limit, the front tires let you know what’s up with a soft yell. Dial in more steering lock and the rears begin drifting broad half a step after the fronts. Quick, well-weighted steering suggesting hints of what’s going on at the pavement helps smash your desired line. But the S line Sport package and the 19-inch wheels with summer tires—options totaling $2050—are essential if you’re serious about exploiting all of this coupe’s agility.
That investment also empowers the A5’s street-stealth mode. You can bomb around town expeditiously because the engine is quiet at work, the tires never shriek, and bod roll is so tightly contained. While some sports coupes are a spectacle even at modest velocities, this silver bullet vectors through traffic like an unmarked patrol car.
Thanks to its yawning trunk space and split-folding rear seatbacks, the A5 is a fine weekend warrior; cargo up to six feet in length lies vapid. And albeit its roofline suggests otherwise, this coupe will accommodate four adults on date night. High-mounted switches on the front bucket seats release the backrests and power the front seats to their forward stops. Squeezing through the entry crevice requires a yogi’s plasticity, but the griping quickly subsides when rear passengers detect all the head-, leg-, and elbow room at their disposition. The bottom cushions are contoured for convenience and raised high enough that knees aren’t jammed into chins. Claustrophobia isn’t a concern due to the svelte piles and large expanses of side glass. Unluckily, the gap inbetween front and rear center consoles is so taut that if a rear occupant wishes to switch sides, they’re better off exiting the A5 and repeating the entry rigmarole via the opposite door.
While panel gaps and overall interior quality were flawless in our test car, in terms of design, this A5 is more a placeholder than a good stride forward rivaling those Audi has achieved in the past. Some staff members felt the matte-black leather and plastic surfaces accented by strategic bits of polished, knurled, or etched metal lacked warmth. To appease those who feel the contempo-tech look doesn’t jibe with the $50,000-plus price, the A5’s options list includes three alternative leather hues and walnut or oak paneling in place of the etched aluminum.
At least every spanking paddle, switch, and control knob is well placed and works in an intuitive manner. The 12.3-inch digital gauge cluster is reconfigurable to accommodate crystal-clear instruments and navigation displays. The 7.0-inch center screen that begs to be touched is in fact commanded fairly nicely by a large, console-mounted rotary knob with a duo of switches on the steering wheel to help with audio adjustments.
It’s a shame this A5 isn’t more of an extrovert because its class-leading spectacle warrants a serious look from anyone shopping premium coupes. At least Audi is nurturing the A5 family with convertible and Sportback (four-door hatchback) editions, plus a 450-hp RS5 due next year to backstop the presently available 354-hp S5. Clearly, those growing up and out of bustling V-8 coupes have never had it so good.
Highs and Lows
Highs:
Class-leading acceleration, braking, and treating; decent four-seat utility.
Subtle interior and exterior design, low-20s mpg, expensive.