2008 Audi A5 Review

Specifications

Nice looking car, isn’t it? Audi makes some pretty attractive vehicles, some of which are downright stunning. And they seem to get better with each new introduction. In my eyes, the TT is modern art on wheels, and the R8, well, you don’t need to get me started on that. Even the new A5, with its surprisingly large trunk and spacious adult-friendly back seats, still manages to be downright sexy.

Whether you’re looking at it up close or taking it all in from a distance, there isn’t a single uncomfortable angle or oddly placed line on the A5. It flows well, and yet has an aggressive demeanor to it, created by its chromed trapezoidal grille and Audi’s newest trademark, those piercing LED daytime running lights. From the side the A5’s design is fluid, highlighted by its main character line that flows over the wheel arches, intensifying their effect against the otherwise clean body. It’s least interesting from the back, where its pinched taillights look too much like those on the 3-Series, but all in all it’s a very effective, progressive design. See one of these on the road or in the parking lot, and you can’t help but get excited. That’s a lot more than can be said of the CLK or 3-Series, which are ubiquitous to the point of anonymity.

But for Audi to cut it in this crowd, the A5 needs to be more than just a pretty face. No, it needs to be able to tango on a twisty road. Judging from the litany of changes that Ingolstadt has made to the A5’s underside shows that the brand is getting serious about improving the way its cars drive.

On paper, the MLP platform the A5 rides on doesn’t seem to be any different than that used on the A6 or the current A4. It’s still made out of conventional steel, rather than a steel-aluminum hybrid like the TT, and its engine is still up front, and all four wheels are driven by quattro permanent all wheel drive. It’s just that when you open the hood, you’ll find that there isn’t an engine block pushed up against the radiator, hanging over the front axle like a big, dead weight. The big deal about MLP is that it allowed Audi to place the engine closer to the center of the vehicle, by extending the overall length of the wheelbase and pushing the front axle forward, improving weight distribution. With less weight over the nose, the theory goes that the A5 should be less prone to understeer and therefore quicker to change directions.


As important as the engine location is to helping solve Audi’s past handling dilemmas, it isn’t the sole change. Aluminum front fenders further help to shave off weight from the nose end of the vehicle, while, from a dynamic perspective, the quattro all wheel drive system’s natural bias is now towards the rear, the end result being reduced understeer when cornering. To boost steering feel, Audi lowered the Servotronic steering rack so it sits in line with the axis of the front wheels, improving directness and response.

The A5 features 18-inch wheels, though this tester was fitted with stunning, dark-gray 19-inch wheels shod in giant 255-width, 35-profile Dunlop SP Sport MAXX summer tires, which, as far as a wheel and tire package goes, is far from shabby.

Addressing the issue of ride quality, which has always been a bit of a sore spot for performance-oriented Audis, the A5 enjoys a longer wheelbase, which smooths out bumps and delivers improved stability. With a new five-link suspension up front and in back made from forged aluminum, the A5 appears to have the goods to back up its styling.

Driving the A5 reveals that Audi’s hard work has paid off. Through the three-spoke steering wheel, there’s the same smooth, frictionless action, and hefty, meaty feel, but there’s a much greater reaction to each input. Long sweeping corners are dispatched with ease, the A5 feeling squat and solid, and on tighter roads there’s a newfound agility that simply isn’t present with other Audis. As speed and intensity increases, however, the inescapable unfolds; the A5’s heavy-ish curb weight and all wheel drive layout cannot be hidden, and it starts to run wide in understeer. Unlike the G37 or even the all wheel drive 335xi, the A5 doesn’t respond well to throttle input to aid in cornering.

Just the same it’s a vast improvement with capabilities well beyond the expected, and is now within reach of the 3-Series, but it isn’t about to dethrone either the rear or all wheel drive Beemer. Tone it back and the A5 restores its composure, highlighted by its overall refinement and much improved ride quality. Truly, Audi’s new coupe is still best as a relaxed, high-speed, long-distance runner, although it’s now better equipped to enjoy the drive.

Right now, the A5 is only available with one engine, the 3.2-liter V6 with FSI direct injection, although it’s been upgraded to include Valvelift, Audi’s electromagnetically-operated two-stage valve height control for improved power, better fuel efficiency and more linear power delivery. The engine makes 10 additional horsepower than it does in the A4 and A6, for a net total of 265 hp, while torque stays the same at 243 lb-ft. Numbers aside (its key rivals all feature more power), this is a strong, willing and sonorous mill that matches the A5’s personality quite well. Audi offers two transmissions, a slick, six-speed manual or a silken six-speed automatic with Tiptronic and paddles for manual shifting. Ultimately, more power and torque wouldn’t hurt, and it might be on the way soon via a 290-horsepower supercharged 3.0-liter V6 with 310 lb-ft of torque, which will be featured in the new A6 set to debut this autumn. Best of all, it’ll provide that power while achieving a fuel economy figure that’s some 20-percent better than that of the 355-hp 4.2-liter V8 found under the hood of the S5.

But its shortage of power isn’t likely to pose a problem unless you’re facing off on the race track, and quite frankly I don’t think most owners are bound to give it too much thought, simply because of the way the A5 makes you feel. You don’t just sit inside of it, you bask in its interior. From the standard panoramic sunroof (it tilts, but doesn’t slide), which bathes the cabin in natural light, to the A6 / Q7-style dash that’s angled towards the driver, it feels special. Its materials may be standard Audi fare (i.e. ruddy good), and the color combination nothing out of the ordinary, but it feels special in here. Audi has delivered the sense of occasion, without compromising ergonomics, or that high-quality, haptic-rich feel which the brand is famous for.

It must be said, though, that visibility isn’t particularly great; you sit quite low in the A5 and the dash and doors are raised quite high. Audi has made up for it with large side view mirrors and a reverse camera, which shows up on the MMI system’s LCD display screen, a part of the navigation package at $2,390, but you have to have the premium package too, which will set you back an additional $1,850. 

The A5 is a the car that Audi has needed for ages. As a luxury coupe or grand tourer, it was built to a different set of priorities than a sports car. It doesn’t just focus on the driving experience, but on the driver as an extension of one’s personality. Mechanically it should be celebrated, demonstrating how far Audi has come with regards to road manners, but ultimately the A5 is one of the most desirable coupes on the road today because of how it looks.