Road Test: 2009 Audi A5 3.2 Quattro
Story and photo by John LeBlanc
Like in "The Hamptons" episode of TV's Seinfeld -- where the doctor calls the baby breathtaking, while Elaine, Jerry and Kramer can't stand the sight of it -- defining what is, and what isn't attractive, is a purely subjective act.
So if beauty truly is in the eye of the beholder, how does one explain the 2008 Audi A5 3.2 quattro coupe? A two-plus-two synthesis of German Bauhaus and Italian haute couture, the Audi coupe's classical lines deflect subjective criticism as if it was made of Teflon instead of aluminum, plastic, glass and steel. Better yet, it won't burp up on you either.
Up until now, the only way Canadians could get into Audi's four-wheeled fashion plate was to pop for the high performance $65,900 eight-cylinder S5 model that went on sale last fall. But now, automotive lust comes cheaper in the form of this A5, a just released $51,850 six-cylinder version.
Without some of the S5's more aggressive bodywork, to my eyes, the A5 has an even purer form. But are the new A5 supermodel qualities only skin deep? Is the Audi 2+2 all show and no go? Or does one need to step-up for the more expressive S5 to get a real "drivers" car?
Open the A5's long driver's door and drop your rear into its wide, supportive seats. As one would expect in this class, leather and power everything is standard. Plus all A5s get a cabin-wide sunroof that adds to the cabin's airy feel. Although not as surgically put together as some older Audi models, the A5's cockpit exudes modern style with a gorgeous sweep of aluminum around the clear and direct driver's instrumentation and easy-to-use central info screen.
One can even bring an A5 close to S5 spec -- sans the husky V8 -- with a $3,900 S-Line Package. It adds sports seats, suspension, one-inch larger 19-inch summer performance rubber, and various exterior and interior trim details.
Wider than rival glam coupes like BMW's 3 Series, Infiniti's G37 or Mercedes-Benz's soon to be replaced CLK, the only A5 interior negative is a surprisingly retrograde electronic emergency brake that removes the more useful hand brake.
At least the Audi has a semi-usable rear seat and 455 litres of trunk space.
For decades, the well-known driving albatross around Audi's neck had been a chassis layout that puts engines (and all their weight) ahead of front axles. Although Audi's sophisticated quattro all-wheel drive systems mask some of this effect, the engine hanging-ten out front and perennial understeer - even in some of Audi's most recent S- and RS-badged sporting machines - are hard to ignore (think "backwards" Porsche 911).
The first step in making Audis go around corners in a more balanced fashion is the introduction of what Audi calls its Modular Longitudinal Platform. In basic terms, the front axle has been moved 120mm forward, extending the wheelbase and moving the engine towards the rear.
First seen in the S5, and now in the A5, MLP will be the foundation for upcoming Audis like the A4 sedan (basically, an A5 sedan), Q5 compact crossover, and A7 four-door coupe.
Basically, MLP works. Where previous Audis relied on various electronic systems to get around corners quickly, the new A5 just goes about its business obediently.
The A5's 1,535 kg curb weight - 95 less than the S5 - not only helps in the straights, it also makes it more nimble at turn in and more fluid when combining a series of corners.
Combined with a new AWD system that splits torque 40:60 front to rear, and first seen on the RS4 super sedan, the A5 actually delivers more balanced driving dynamics than the nose heavy RS4.
Outside an Audi showroom, and compared to its only real competition, BMW's benchmark $46,100 328xi Coupe, the A5 delivers a much smoother personality.
However, the A5's steering is surprisingly light just off-centre. With 265 horsepower and 243 pound-feet of torque, the A5's only engine choice, a 3.2-litre V6, may be down 89 hp and 82 lb-ft, respectively, compared to the S5's 4.2L V8. But that doesn't mean the S5 ends up kicking sand in its little brother's face.
First up: the A5's V6 never feels underpowered. Like its exterior panels, its muted exhaust rip is smooth, smooth, smooth; all the way to its 6,500-rpm redline. In fact, Audi says its only 0.7 seconds slower from 0 to 100 km/h than the S5 at 5.8 seconds (the 328xi takes 7.1).
Despite my test car's very light feel in its clutch take-up (poseurs take note: it's not very cool when you're the centre of attention at every stoplight, only to stall an A5), the V6 is well-matched to the A5's only transmission choice, a buttery six-speed manual.
Just remember what the A5 isn't: a razor sharp sports coupe that compromises passenger comfort for all-out performance.
This is why any negatives directed towards the A5's more subtle driving experience compared to the more direct Bimmer can be attributed towards its more mature nature as a long distance hauler - or, as your car-crazy uncle may have said, "A grand tourer, my boy."
If you're in the majority that seems smitten by the Audi's style, the bonus is that, yes, the A5 isn't just a runway queen. It has enough driving talents to keep enthusiasts, well, enthused.
With its improved weight distribution, silken powertrains, and world-class refinement, the 2008 A5 3.2 quattro coupe for two (and occasionally four) offers a drive almost equal to the substantially more expensive V8 S5.
You might call it "breathtaking."
REVIEW SUMMARY
Here are the salient points and overall rating of this new model, as established by our reviewer:
Overall rating: 8.5 / 10
Pros
Supermodel looks
Standard all-wheel drive
Comfortable accommodations
Did I mention it's gorgeous?
Cons
Low-speed, lightweight steering
Interior quality not up to Audi's heavenly standards
Comments
One Response to “Road Test: 2009 Audi A5 3.2 Quattro”
July 6th, 2011 @ 4:26 pm
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