This all-new - but not all that different-looking - A5 coupe, Audi's long-serving and understatedly elegant rival to the BMW 4 Series and Mercedes C-Class Coupé.
As with the old A5, A4 you could call fluent in drag, but the days are not a bad thing. This means that the new model sits on the MLB Evo platform and sophisticated lightweight Audi, which in turn trims around 60kg of curb weight compared to the outgoing model now nine years old.
The downside is that it can also mean relaxing A4 as the dynamics of the kind that Audi might argue is what most high-miling saloon buyers will want, but which, we bet, tends to attract anyone in the market for a two-door coupé. Fortunately Audi agree on the latter, so that although the A5 share basic suspension architecture with the A4, the new coupé has been given a 'sporty feel'. More precisely, it means stiffer springs in all three suspension options, two of them being no cost passive set-up and the third displays the adaptive damping.
order books will open in late summer, with the first deliveries expected in November, with a range of engines is largely the same as that of the A4 sedan, the absence of well-known is that the model of the weakest 148bhp 2.0 TDI motor. Here we're driving range-topping V6 diesel, which gets an automatic gearbox eight-speed ZF-sourced rather than a seven-speed S tronic dual-clutch automatic is fitted in less torquey engine.
How does it feel?
Audi does not lie - actually there are striking differences between the new A5 and sedan brother, especially when it comes to riding. While the adaptive suspension comfort A4 include floats over bumps with a lazy gait similar to that of the old Citroën, this A5 adaptive set-up fight even more sharply depressed. This is still far from comfortable, but the attenuation at rival BMW 430D always feel a little more sophisticated.
Optional Dynamic steering variable on our test car is as predictable undesirable as on most Audi others, so frustratingly hard to implement the key to the level of instinct. Slow response off-center accelerating exponentially as you turn in, and that the absence of linearity means that you regularly find yourself having multiple piercing in the corner. broader experience with A4 shows standard rack would be a better choice, although it is still possible to be blessed with many natural shades or communication.
High-speed stability is far more commendable (which is not surprising given the tendency Audi for peace autobahn), while body control and grip straight through a corner too impressed, clearly, but manageable understeer is the order of the day if you manage to bring in too much speed. It has never been a very pleasant experience. In short, A5 ever secure through the bend but a little inconsistent and flavourless.
There are more like other places. V6 engine 3.0-liter diesel is a mighty thing, serving up a formidable 457lb ft between 1500 and 3000rpm and make ridiculously easy to pile on speed. It really felt as quickly as S5 349bhp in the real world, but just as impressive is how smooth the engine is; You hardly hear more than snoring muted from it, even when you're accelerating hard. Minimal wind noise also helps make the A5 cruiser peaceful, although some road noise is visible above the surface rough - although larger than the standard 19in alloy our test car and the roads are poorly maintained throughout the Portuguese test we probably did not help.
The new A5 does not disappoint in, well, pipping rival German quality cabins with upscale materials everywhere you look and feel. True, the interior design may not have the talent and imagination of the C-Class Coupe, but the flipside is, the layout of the dashboard is logically well-structured. Audi MMI infotainment system comes as standard and features a clear 7.0in screen centrally mounted on the dashboard and controlled with the usual play button between the front seats. Sat-nav comes as standard on all trims, though the Virtual Cockpit - Audi 12.3in screen that takes the place of a standard analog instrument Calls - surcharge.
Obviously, you would not consider a coupé if space is your number one priority, but A5 is impractical as you might think. Some six-footers will fit in the back is fairly easy, though they had to bend down to keep from brushing their heads on the ceiling. Officially, there is more boot space than 4 Series or C-Class Coupe and, while the difference is small, the load bay is certainly handy A5 squarer than its competitors. It also comes with a 40/20/40 split folding rear seats as standard, and when folded down they just leave a gentle slope in the floor of the load bay is extended.
Should I buy one?
Prices have not been confirmed but expect to pay around £ 2000 more than you would for the equivalent A4 sedan. That the peg 3.0 TDI quattro range-topping around £ 42,000, which seems reasonable given the performance and cost the promised amount of standard kit, though the latter still has not been confirmed for the UK.
Nevertheless, we think the 430D is more attractive buy if you're even remotely interested in driving. No, it could not match the new A5 for all-round improvement or quality of the interior, but it is altogether more valuable steer while being just as quick in a straight line. Steer clear of unpleasant drain xDrive versions and you'll also save a few pounds.
That said, the new A5 quite comfortable and resilient high-speed mile eaters, so if that is what you expect, you do not need the back door and you want clothes slimmer than an executive saloon can offer, there are plenty of A5 that will be interesting.
Audi A5 3.0 TDI quattro 286
Location Porto, Portugal; On sale November; Price £ 42,000 (est); V6 engine, 2967cc, diesel; Power 282bhp; 2457lb ft of torque at 1500-3000rpm; Gearbox 8-spd auto; Kerb weight na; 0-62mph na; Top speed na; Economics na; CO2 / tax bands na, na
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