Comparo & Video: 2013 Audi RS5 vs. Cadillac CTS-V Coupe

Text, photos and video by John LeBlanc CALABOGIE, Ontario – The consequences of some decisions simply aren’t all that drastic. Chocolate mint versus chocolate fudge ice cream. A week’s vacation on Italy’s isle of Capri or Spain’s Mallorca. Blonde or brunette. And the same can be said for our two comparo combatants. With gobs of power from eight fulsome cylinders, retina-grabbing styling, luxury-car niceties and enough technology to let anyone with a drive’s license feel like they’re Sebastian Vettal, having the opportunity to choose between the Audi RS5 or Cadillac CTS-V Coupe is more of a blessing than a curse. But that’s what yours truly was recently burdened with. After a few days on highways, byways and some quality time lapping Calabogie Motorsports Park, I had to pick a winner and a loser between this pair of heavyweight coupes. Hey, it’s a tough job…

SECOND PLACE: 2013 Cadillac CTS-V Coupe

The V-Series of high-performance mid-size, rear-wheel-drive CTS Caddys are the pinnacle of General Motors’ over-decade long rejuvenation of its once moribund luxury brand. First seen on the 2004 four-door CTS, the V formula combines good ol’ fashion American muscle under the hood with steering, brakes and suspension tuned for Germany’s famed Nürburgring track. The goal is to rival German cars from the shops of BMW’s M, Mercedes-Benz’s AMG and Audi’s Quattro GmbH, like the RS5. More practical sedan and wagon CTS-V models exist. But the two-door CTS-V Coupe best lines up against its super coupe foe from Ingolstadt. And it’s considerably less expensive. CTS-V Coupe pricing starts at $72,600. But our press fleet example rang in with almost $9k worth of six-speed automatic transmission, Recaro seats, Brembo brakes, pearlescant paint and grippy suede steering wheel covering to total $81,420 — about $8,000 less than the Audi. I’ve been on record as saying that the current CTS’s cabin is the best ever put together by GM. And the top-line V coupe only strengthens my opinion. Especially with the optional suede trim and sports seats. Still … it simply can’t compete with the RS5 — or any Audi. And I’m not only referring to the German car’s industry-leading fit-and-finish. Each and every control in the RS5 has been anally sweated over for ease of use, whereas some controls in the Cadillac still feel cobbled together (i.e. the vehicle information buttons that are hidden on the dash to the left of the steering wheel.) Despite weighing considerably more than the slighter RS5 (1,909 kilograms versus 1,820), the Cadillac solves the problem with massive amounts of underhood motivation, courtesy of a supercharged 6.2-litre eight-cylinder. With 556 horsepower and 551 pound-feet of torque, the American coupe delvers a better power-to-eight ratio than the German two-door, resulting in a slightly quicker 0-100 km/h time: 4.2 versus 4.5 seconds. Trying put clean lap time down in the Caddy at the challenging Calabogie course, just west of Ottawa, was a challenge. I preferred the Cadillac’s more communicative steering than the less-natural vibes coming from the Audi’s helm. And the CTS-V’s longer wheelbase delivers a more comfortable highway ride than the A5 coupe-based RS5. But the Cadillac’s extra dimensions don’t make it as agile when you want to turn. Its Magnetic Ride Control and the summer performance rubber deliver impressive grip, but the rear-wheel-drive CTS-V never feels as confident exiting tight corners as the all-wheel-drive RS5. And the optional Brembo brakes were challenged. Subjectively, the CTS-V also suffers from a less-than-tuneful exhaust (a similar complaint of eight-cylinder Chevrolet Camaros), and an automatic gearbox that can’t make up its mind between fifth- or sixth-gear on the highway, and is too slow to respond on the Calabogie circuit. Arguably, the CTS-V — in whatever body style — is GM’s best driver’s car. Many will buy it for its straight-line thrills and stealth-fighter styling alone. But in the company of the RS-badged Audi, it’s simply too big and too heavy. BUY THIS CAR IF… you want jet-fighter styling and smoky-tire burnouts; the best driver’s car GM makes; a relative bargain. DON’T BUY THIS CAR IF… you want a pure driving experience; mind paying at the pumps; appreciate excellent automotive interior ergonomic design.

FIRST PLACE: 2013 Audi RS5

The last time I had an RS-Audi at the Calabogie track was over five years ago, in the last-generation RS4 sedan. It too had eight cylinders and all-wheel-drive. But it lacked the current A5 coupe’s looks and high-tech goodies Audi’s in-house Quattro GmbH engineers (who also work on the R8, TT RS, RS4 Avant, and the RS6) have blessed this new-for-2013 RS5 with. While the changes from the driver’s seat between the old RS4 and the new RS5 are noticeable, so is the drop in price. While the Audi looks expensive compared to its contemporary Cadillac competition, the RS5’s $72,600 starting price is $21,600 less than a 2008 RS4. Even with $11,450 worth of metallic paint, 20-inch alloys, ceramic brakes, navigation and active sport exhaust, the new A5-based RS5 looks like a deal. Yet panny-pinchers may notice the lack of magnetorheological shock system found on other Audis, and the fact you have to pay extra (it’s included in the nav) for a backup rear camera. The aural delights emanating from the RS5’s naturally-aspirated 4.2-litre eight-cylinder and the raspy sounds it sent to the sport exhaust’s pipes will make entusiasts happy. Compared to the mournful-sounding Cadillac, the Audi’s powertrain was orchestral. However, compared to the Cadillac’s supercharged mill, the Audi’s 450 hp and 316 lb-ft ratings look weak. And driver’s who want more control will whine that the RS5 can’t be had with a manual gearbox like the CTS-V. But the RS5’s more reactive seven-speed dual-clutch automatic (and lighter curb weight) makes up the difference when going head-to-head with the more powerful CTS-V’s slushbox. It sports proper paddle shifters, instead of the CTS-V’s sometimes confusing buttons tucked on the back side of its steering wheel spokes. The extra gear also enables the Audi to score better fuel economy ratings, too: 13.7 L/100 km in the city and 9.2 on the highway, compared to the thirstier Cadillac’s respective 17.7 and 10.7 numbers. Plus, the Cadillac’s hydraulic steering offers more feel than the Audi’s electro-mechanical setup. However, switching to the RS5’s “Dynamic” mode adds some linearity and accuracy to the coupe’s helm. Even so, the big Audi coupe was my preference when they opened the track’s entrance gates. Where the CTS-V ended up being a lot of work to get around the Calabogie circuit with any kind of finesse, the RS5’s mechanical helpers made driving quickly easy. An active torque-vectoring rear differential and a centre differential (that can send up to 70 per cent of power to the front tires or up to 85 per cent to the rear rubber) mitigate that old Audi bug-a-boo called understeer. Ultimately, the Audi’s front tires let go first. But the AWD system tries to get the two-door’s rear-end to fall in-line with the front. Exiting corners in the RS5 is a gas. Nail the throttle, and between the gearbox picking the right gear and the Quattro bits adjusting your exit strategy, the Audi powers out of turns that have the Cadillac rolling over on its hidden doorknobs. In the end, the Audi RS5 is simply a more rewarding coupe to drive fast. You could argue that the Audi isn’t worth the price premium over the Cadillac. But then, you wouldn’t have the best driving car of this comparo Ah, choices… BUY THIS CAR IF… you want a near-sports car driving experience; enjoy the wail of a naturally aspirated V8; a beautifully crafted interior; the superior traction of AWD DON’T BUY THIS CAR IF… you like oversteer; minding your pennies; need to shift for yourself. CHECK OUT THE VIDEO FROM CALABOGIE MOTORSPORTS PARK, BELOW:

Comments