2008 Audi S5 Review

Specifications

Walter de’Silva, head of Volkswagen Group Design, boldly proclaimed that the Audi A5 is “the most beautiful car I have ever designed.” Did he really mean that or was it said in the interest of lighting the fires of hyperbole on Audi’s newest model? Whether you’re a fan of his design style, which has been described as a symphony of lines, there’s no denying that Audi’s new S5 is a looker.

Discounting the sporty TT, it’s been a while since Audi has had a proper performance coupe – since the ‘90s in fact, when Ingolstadt discontinued the 90-based Coupe Quattro. In a way, the S5, and it’s less powerful A5 sibling pick up right where the old car left off. It’s a two-door version of a popular four-door, the new forthcoming A4 Sedan, but because it’s slightly higher-end, it’s been given the “5” designation, instead of being called the A4 Coupe.

The S5 is the first vehicle to utilize Audi’s long-awaited Modular Longitudinal Platform (MLP), which has been years in the making. The key points worth noting about MLP is that it focuses on improving weight distribution, and it does so by moving the axles further away from each other, lengthening the length of the wheelbase, and moving the engine towards the center of the vehicle. It also features a heavily revised version of Audi’s multi-link suspension system, plus a new power steering rack that’s mounted closely in line with the front axles, improving steering feel. Combined with the use of aluminum in the front fenders, the S5 aims to reduce the nose-heavy characteristics of previous V8-engined Audis, thereby improving driving enjoyment.

This sounds all very interesting, and to the enthusiast it’s important info, but what’s going to attract eyes to the S5 are its looks. To us, only the flagship R8 tops the S5 in sex appeal. Like its mid-engine sibling, it features a row of LED lights that are integrated into the front headlights that double as daytime running lights. It’s interesting how a little dress up courtesy of a few simple LEDs can do so much to increase visual firepower. That aesthetic treatment will eventually trickle down throughout the entire lineup, and be present on the A5, A4, TT and A3 for 2009, but for now its exclusivity to just these two models makes it cool; if only all DRLs looked this good!

And there’s more to appreciate about the S5’s design than just its attention-grabbing headlights. This coupe combines seductively bulging fenders coupled to an exterior with such a sleek and sinewy profile that it appears to have been shrink-wrapped over the body’s frame. Its low-slung, rakish yet classic coupe lines are guaranteed to make heads swivel when it pulls up to a club or swanky restaurant. Wanton gazes from valets will no doubt be regularly occurring events.

So we’ve established that the S5 has the goods in the aesthetic department, which makes us extremely pleased to announce that this theme continues within its plush interior. Audi has made a name throughout the industry as the purveyor of some of the finest interiors available, and the S5 does a good job of continuing that legacy. Fit and finish is at its usual best, and somehow Audi has managed to make the interior feel light and airy despite the somber color choices, including a black headliner. Aiding that feeling is a large, panoramic sunroof, standard. The only thing is that it tilts, but doesn’t slide open. Facing forwards, the S5 features a dashboard that’s akin to the A6 luxury sedan, with its main information screen housed in the same bin as the primary instruments, plus the whole console is angled slightly towards the driver.

Audi has also restyled the floor console, finishing the area surrounding the gearshift lever and MMI system with piano key-effect trim. The system itself also gets new buttons, and although the system’s controls haven’t changed, it seems easier than ever to operate. We grew quite fond of the driver information centre (residing snugly between the tach and speedo), which is usually a frivolous electronic readout in most cars. In the S5 it was easily legible and offered typically useful information. It’ll also show the driver what gear is recommended for ultimate fuel consumption, something that will be appreciated as gas prices continue to rise.

The folks responsible for the interior design did their homework in making the S5’s occupants feel at home. The seats offer loads of support when in spirited maneuvers and at the same time prove to be all-day comfortable, and the stereo system is astounding. Audi makes available a Bang & Olufsen high-fi audio system as optional equipment on the S5. And while it may not be the same as what’s featured in the A8, with its pop-up tweeters and aluminum speaker cabinets, it must be heard to be believed. It reproduces everything from John Coltrane to Pearl Jam in complete clarity.

As with all cars that look this good, you’ve got to wonder whether or not the S5 will deliver the goods on the performance front. On paper, at least, the stats certainly don’t cause any doubt it will do just that. Powering this slinky beast is Audi’s familiar 4.2-liter V8, which makes 354 horsepower and 325 lb-ft of torque thanks to the aid of direct injection. A favorite virtue of this gem amongst our staff is the melodious noises it emits. Classic V8 burble that’s gone to finishing school is the order of the day; it’s as acoustically gifted as it is powerful. We love the way the engine’s character changes from a low rpm burble when cruising around town to a sophisticated roar at high revs when taking a fuel-economy-be-damned attitude to driving. From 5,000 rpm on up, the motor gets a second wind, positively charging to its redline. Let off the gas pedal and the overrun is equally sweet; you can even hear the glorious whirring and gnashing from the internals. It easily motivates the S5 to 60 mph in 4.9 seconds, but the haste is belied by the inherent smoothness of the mechanical bits.

Audi endows the S5 with a six-speed manual as standard, with an automatic six-speed available with a Tiptronic manual shifting mode. The manual tranny is good; shifting is not a chore but a delight. Actually, the torque is so plentiful that the car didn’t protest to cruising around town in 4th gear (the gear shift indicator told us so…). The system is intelligent and therefore aware of your driving style - if you should so happen to be having fun, the indicator light won’t light up. Clutch take-up is a breeze if a little stiff, and helpful doses of feedback allow the driver to execute perfect takeoffs as well as precision high rpm shifts. Kudos to Audi engineers for selecting gear ratios that are perfectly spaced and complement the S5’s long legged power delivery.

We’ve traced the flow of power from the engine, through the gearbox, but now it’s time for a stop at the differentials. Being a high-performance Audi, you know that this one’s going to be infused with Audi’s legendary quattro all-wheel drive. It uses the standard Torsen differential system, but like a growing number of new Audis, its power split is divided 40:60. This has been done in an effort to reduce understeer and improve handling.

The combination of Audi’s modular MLP platform and the rear-biased all wheel drive system benefits the S5 for the better. While it’s very clear that each wheel is receiving drive power, it delivers more of the handling characteristics of a rear wheel drive car. Burnouts are still out, as the S5 will leave the line with minimal drama before lunging towards the horizon. You would be mistaken to confuse it with say, a Corvette, which will oversteer almost by thought; it just rotates a lot more willingly around corners, making it feel more balanced and confidence inspiring, like all of a sudden you’ve found significantly more speed through your favorite corner (particularly if your favorite corner has been carved while at the wheel of many, many Audis in the past).

As with every S model in Audi’s stable, the suspension receives its share of attention. It serves up a nice compromise between ride and handling. During city commutes, it never felt harsh, and being mounted to an incredibly stiff body structure allows the suspenders to soak up road irregularities while still providing driving satisfaction. The combination of the suspension, precise steering and all wheel drive allow you to brake deeper into corners and apply the power earlier for a blinding exit. This car inspires a lot of confidence, but one cannot reasonably (or safely) explore its potential without a racetrack. Similarly, that’s also the place to delve into the astonishing stopping power of the S5-specific brakes. Beefy rotors clamped by large calipers that proudly exclaim “S5” get the job done consistently without fade, even after aggressive stops.

During our time with the S5, it made a lot of friends amongst our editorial staff. Apparently the mini gridlock of traffic that builds around it as people shamelessly stare means that the public approves of Audi’s new coupe too. And while the S5 looks and sounds like a million bucks, it doesn’t cost anywhere near that. We were all surprised to find that this V8-powered grand tourer starts at a very reasonable $50,500, and with few options on the board one can drive off a dealer’s lot with one for an MSRP of under $60,000! Enhanced dynamics, a well executed interior and a chassis as solid as a bridge abutment: what more could you want from the S5? Well, maybe an RS5…