 Audi
is enjoying rapid growth in recent years. Last year, it sold a record
905,000 cars worldwide, or 9 percent more than a year ago.
Nevertheless, the management at Ingolstadt is not content. It plans to
increase sales to 1.5 million cars by 2015. To meet that target, it
will introduce more models and broaden its range to cover more market
segments. A couple of years ago, we already saw the addition of Q7
luxury SUV. Last year we had R8 sports car. This year the focus will be
on the new A5 coupe. Besides, A1, A7, Q3 and Q5 are also on the
pipeline. It is hard to imagine that, just a dozen years ago Audi's
model range consisted of only A4, A6 and A8. How to describe the A5 ? slotting between A4 and A6, it would be safe to assume that it is sized and priced in the middle. However, the truth is not as simple. Regarding price, yes, it will be more expensive than A4 and cheaper than A6. But in terms of size it is basically the coupe version of the next generation A4. In other words, A5 is the direct competitor of BMW 3-Series Coupe. Ridiculously, Audi adopted a nomenclature policy given up by BMW – the latter once planned to name the current 3-Series Coupe as the 4-Series. Using a larger number could help raising the perceived market positioning and misleading its customers to pay more money. A clever trick.  Of
course, if a coupe want to ask for higher price, it has to look more
beautiful than the equivalent sedan. Audi and Volkswagen group design
chief Walter de'Sliva said "The A5 is the most beautiful car I have
ever designed". Sure, the A5 has some great details, such as the
flowing crest line over the shoulders. But to describe it a more
beautiful design than his Alfa Romeo 156 and Seat Altea / Leon might be
too exaggerated. No matter from photographs or from the comments of
other automotive designers, the A5 cannot be described as a
masterpiece. It is still more Germanic ice cool than Italian sexy, more
about fine detailing than imaginative shape. However, the interior is undeniably very stylish and desirable, although we have already seen similar designs in other Audis. As you would expect, the materials and build quality beats BMW 3-Series Coupe and Mercedes CLK easily. But the cabin is not as bright and airy as its rivals, blame to the thick pillars and high waistline, a common problem for most Audis. While the front seats are accommodative, the rear seats are very small. They are seriously short of head and legroom thus are only suitable for children or short adults. This is probably the biggest weakness of the A5, because 3-Series Coupe and CLK are genuine 4-seater. Strangely, the A5 runs a generous 2751mm wheelbase, so where is the legroom gone ? its exterior doesn't look as sleek as Peugeot 407 Coupe, so where is the rear headroom lost ? Walter de'Silva owes us a satisfactory answer. He should know that a good design must combine forms and functions, while a bad design fails to excel in forms and functions simultaneously...  Anyway,
the most significant thing to me is not the styling or the packaging,
but the new platform that A5 introduces. Called MLB platform (Modularer
Längsbaukasten, or modular length components), it will be used by
the next generation A4, A6, A7 as well as Q5, virtually the majority of
Audi's production cars. The MLB not only employs new 5-link front
suspensions and updated trapezoidal multi-link rear suspensions, but
the most important is that it is engineered to cure the nose-heaviness
traditionally associated with Audi. Until now, all Audis with
longitudinal engines have both their engine and clutch located in
front of the front differential and axle. In the MLB, the front
differential and axle locate between the engine and the clutch. This
pushes the front axle forward by 12cm, reducing the weight over
the nose and lengthening the wheelbase. To save further weight from the
front half of the chassis, the A5 employs aluminum front fenders (so
why not also aluminum bonnet ? I wonder).
Another improvement is the steering rack, which is now mounted lower
and closer to the wheel axis for improved feel and response. Moreover,
the Quattro system has 40/60 torque split between front and rear axle
to reduce understeer. If everything go as well as Ingolstadt claimed,
the A5 might open a new era for dynamically exciting Audis... A5 offers 4 competitive engines
for its customers to choose from: 170hp 1.8 TFSI (a smaller brother of
the excellent 2.0 TFSI), 265hp 3.2 FSI V6 with new Valvelift
system,
190hp 2.7TDI V6 turbo diesel and 240hp 3.0TDI V6 turbo diesel. They
mate with either 6-speed manual gearbox or the excellent Multitronic
CVT, whose manual mode now offers 8 speeds. All engines are competitive
against BMW 3-Series Coupe, especially the 1.8 TFSI. The Valvelift 3.2
V6 is also a willing engine, if not as strong as the super-torquey
3.0TDI. The latter produces 369 lbft of torque from 1500-3000 rpm,
enabling the A5 to sprint from zero to 60 mph in only 5.7 seconds with
the help of Quattro traction. Most people regard the 3.0TDI as the best
engine of the range. However, one should note that it is not as smooth
and quiet as 330d or CLK320CDI. Besides, its extra weight means the car
is less keen to change direction than the lighter petrol V6.In terms of engines and performance, A5 runs neck to neck with BMW 3-Series Coupe. But what about chassis dynamics ? Disappointingly, despite of all the claimed improvement to drivetrain layout, steering and Quattro system, A5 still rides and handles like old-school Audis. While there is plenty of grip and little body roll, the chassis continues to feel heavy at its nose. It does not steer as keenly as the BMW. It runs into terminal understeer at tight corners. It does not offer any throttle adjustability, so the driving experience is uninspiring. The ride quality is also poor. Its suspension is stiff and only rides comfortably over the smoothest surfaces. Again, this is an Audi designed for Autobahn while ignoring all other countries. Since RS4, Audi has made a lot of improvement on dynamics, especially in the recent TT and R8. Just when we expect to see another forward leap, A5 actually winds back. We cannot understand how it could wasted such good materials and resulted in packaging, handling and ride so poor. Now the guys at Munich must be laughing. |
| The above report was last updated on 1 May 2007. All Rights Reserved. |
Before
the arrival of RS5, S5 is the highest performance model of the A5
range. Compare with its lesser brothers, it has stiffer and lower
suspensions, a front suspension tower bar for reinforcing chassis,
18-inch 245/40 tires (optional 255/35ZR19), larger brakes and, of
course, a more potent 4.2-liter V8. The same 40/60 Quattro system is
compulsory in this model, so is a 6-speed manual gearbox (although
dual-clutch gearbox is expected later). Outside, the biggest
differences are the more aggressive front bumper, skirts and a
single-frame radiator grille added with vertical chromed bars. 
