DROPTOPS RAISE THE ROOF
Audi impresses with A5, S5 Cabriolet
Hot on the heels of the JE R EZ, SPAIN Audi A5 and S5 coupe comes the Cabriolet. In spite of being slightly larger, it is 40 kilograms lighter and it gets better power, which brings a more athletic drive. As before, getting topless takes 15 seconds and it can be accomplished at speeds of up to 50 km/h.
With the acoustic convertible top up, the multi-layer design brings a much quieter ride than is expected from a fabric lid. However, when the top is closed, the sightlines to the rear are tight. The camera helps, but it still leaves one secondguessing on the highway. Drop the top and things are hunky dory.
One of the improvements is the increased rear-seat room. While it is noticeable, the reality is when the front seats are close to being fully rearward, the rear seat legroom is at a premium; as with the coupe, the Cabriolet is a 2+2 and not a true four-seater. The plus is the 380-litre cargo capacity with the roof up, and the good news is there are still 320 L of space left when the top is stowed.
The A5 Cabrio arrives with a 2.0L turbocharged four-cylinder engine that pushes 252 horsepower and 273 pound-feet of torque at anywhere between 1,600 and 4,500 rpm. The result is a broad power plateau that works very nicely with the slick-shifting seven-speed dual-clutch transmission. The A5 Cabrio zipped from rest to 100 km/h in 5.9 seconds, which is fast enough to qualify as fun.
More performance is found in the form of the S5 and its new 3.0-L turbocharged V-6 engine; it pumps out 354 hp, which is up 21 from the outgoing supercharged unit, and 369 lb-ft of torque (up 44 lb-ft) at just 1,370 rpm. The engine transforms a capable ride into a speedster that warps to 100 km/h in five seconds flat. That is very good, but where the S5 excels is through the mid-range and on to impounding speeds.
The S5 comes with an eightspeed automatic transmission with a regular torque converter. It works, but it did not seem to be as well sorted as the twin-clutch in the A5. That said, it managed to find the right gear for the situation and the shifts were quick enough that the flow of power remained uninterrupted.
The A5 arrives with Audi’s quattro-ultra technology all-wheeldrive system. Under normal conditions, the two-clutch design drives the front wheels, which improves fuel economy. However, it is predictive and proactive (adjusting the torque split based on information from a variety of sensors), and the system reacts to loss of traction very quickly. It is a solid setup and better than many of its type.
The S5 uses full-time quattro: the centre differential sends 60 per cent of the power to the rear wheels and 40 per cent to the front wheels. The torque bias brings a rear-drive feel, but it also counters understeer when pushed into a corner.
On the drive route, both systems proved to be completely seamless and used brake-based torque vectoring to reduce understeer. The system dabs the inside wheels, which pushes more power to the outer wheels and points the car into a curve with authority.
The S5 tested went one further by adding the Sport rear differential; it actively over-speeds the outside wheel (by up to 10 per cent), which points the S5 into a corner with even more authority and with less steering input.
More impressive is the manner in which the two cars handle a twisty road. To begin with, the chassis is 40 per cent stiffer than its predecessor, which means that cowl shake is nonexistent (cowl shake is a disconcerting sensation where the body twists because it is missing the roof panel). In this case, the stiff body gives the new suspension design a much better base of operations.
The A5 and S5 convertibles now use a five-link design at both ends. The S5 tester also worked with Audi’s optional adaptive suspension and it proved to be flat and planted when pushed toward the limit.
Everything can be tweaked to suit the tone of the drive. The system puts Comfort, Auto, Dynamic, Efficiency and Individual modes at the driver’s disposal. Auto is the right choice for the most part, as it balances the engine, transmission, steering and suspension to deliver an easygoing ride. However, it is quick to switch things up if the driver nails the gas. The Dynamic setting ramps throttle response, holds the gears longer and brings a louder exhaust note; that said, it is still rather tame. For those who enjoy exploring the traction limits through a twisting section of road, Dynamic is the right choice.
Inside, the A5 and S5 are smartly attired and packed full of the latest technologies. The S5 Technik includes Audi’s Virtual Cockpit, which remains one of the best ways of displaying information, including a map if desired. The other plus is the standard Bang & Olufsen 3D sound system, which pumps out 755 watts of power through 20 speakers. A new feature in all models is a seatbelt-mounted microphone; when the top is down it cuts the amount of wind noise during a phone conversation.
The A5 and S5 both take significant steps forward. The handling is tight, there’s more power and a healthy dose of passenger pampering. If either are in your future, don’t beat around the bush — tick the S5 box.
The A5 Cabrio starts at $62,500, the S5 commands $72,500. Both arrive this summer.