A5/S5/RS5 Fourtitude drives the A5 3.2 Quattro

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Seems as if Audi has hit somewhat of a low point with the A5 after all the fan fare around the new TT + R8. A real shame, but I think the consumer needs to come to his/her own conclusions. However this does effect the B8 A4 in how many will perceive it to behave out on the road. Time will tell.

Verona, Italy – There is just a hint of irony in the choice of fair Verona as a place in which to introduce the new A5 coupe range. Unlike Shakespeare’s infamous play Romeo and Juliet, there’s no virgin suicide in this coupe play by Audi, though there is a bit of a tragedy. You see, the sultry A5 has met its share of criticism in the press for being a bit of a bore, which isn’t exactly fair. The A5 has been introduced third, behind the wonderfully entertaining R8 and surprisingly hooliganistic TT. Unfortunately, timing is everything and as the third curtain call, the A5 just comes out as more reserved. Most reserved of all, we suspect, is the A5 3.2 – the base engine for America and also one of the least headline-grabbing of the European lineup. But, does this make it a bore?

Taking a look at the A5, it’s hard to even imagine the car might be considered a snoozer. With an aggressive fastback coupe profile that could be mistaken with an Aston Martin and edged surfacing much more elegantly applied than Bangle’s controversial BMW flame-surfacing, the A5 brings an elegance back to the two-door that hasn’t been regularly seen since 1960’s offerings from Europe - particularly from Italy.

A large part of the overall profile change is due to the use of Audi’s new modular longitudinal platform (MLP), a new design where the engine is moved back in the chassis by relocating the differential ahead of the clutch. Financiers might tell you MLP is more cost effective and thus more profitable for Audi, though your heart tells you that the front overhang is shorter and the proportions much, much more aggressive than has ever been seen on a modern, front-engine Audi.

There’s no arguing about it. The fastback roofline is very aggressive. That Aston-like profile does have its disadvantages, such as a tilt-only glass sunroof as the only sunroof option (standard for the U.S.A., though delete option is available for Europe), and rear headroom is a bit… ummm… short. Those who remember the original B2 coupes might recall their also tilt-only steel sunroofs. Back in the day, you could lift out and remove the panel for openness, but we’re guessing Audi product planners found that an inconsiderable inconvenience for today’s market.

Under the hood is Audi’s next-generation 3.2 V6. Like current 3.2 offerings in the A4, the V6 is torque-laden and already efficient thanks to its direct injection FSI. To that is now added Audi’s new Valvelift technology, basically a design that allows variable valve stroke, augmenting fuel economy by another seven percent. The new engine is rated at 265-hp and 243 lb ft of torque, claimed by Audi to move the A5 3.2 from zero to sixty in 6.1 seconds.

Also aiding in fuel consumption is added new functionality of the MFA. In the central information display of the instrument cluster, the A5 can now suggest to you the optimum gear for best fuel economy. It’s not as annoying as more rudimentary shift lights of the 1970’s and ‘80s, and is actually quite useful if fuel economy is your goal. Unfortunately, we didn’t spend enough time at the wheel of the car to get a fair read on fuel consumption figures. Further, the EPA has yet to publish their own figures for the car, which is not expected to hit American shores until early 2008.

Like the first few A5s that will hit America, our Ice Silver metallic A5 test car was fitted with a 6-speed manual transmission. Probably unlike U.S.-spec coupes, our tester was also fitted with 17-inch 6-spoke alloy wheels with “parabola styling” that looked positively small and relatively bland on the bold new coupe.

Inside, the handsome cabin was swathed in black leather and accenting black Alcantara suede inserts on the seats – a shade that contrasts handsomely with Audi’s interesting new Aluminum hologram interior trim.

The center console body, inspired by and evolved from that of the D3 Audi A8, is covered by a swathe of buttons – from the relatively intuitive MMI system, to a handsome starter button and electronic parking brake. Though none of it unsightly, the final setup is a tad imposing and fairly confusing when reaching down to make an adjustment mid-way through a Northern Italian switchback curve lined with abrasive stone walls.

In such curves, attention is best left to the road. Here, the car’s Grand Touring intentions don’t help it slide itself around an S-bend as lightly on its feet as a TT or an R8. No doubt the steel panels and body structure add to the car’s heft, but that doesn’t relegate it to being clumsy. No, it’s not as agile as the TT, nor the R8. Still, it’s fun to drive, and better than the current B7-generation A4 with eqivalent drivetrain.

On the Autostrada, Italy’s answer to the Autobahn, the A5 shows its strength over the other two Audi coupes. Though not speed-unlimited as some roads are in Germany, the Policia aren’t readily seen, allowing us to stretch the car’s legs. What we find is that there’s more than enough torque to have a good deal of fun and push the car well beyond American license-retaining velocities. And, at triple digits, the A5 is more composed and comfortable than either of its 2-door Audi siblings.

So does the A5 deserve the criticism? While it’s fun to look at, is it still boring at the turn of the wheel? The short answer is that the A5 will do well as a grand touring coupe. Its place is to neither be the performance pinnacle (that’s the R8), nor the sports coupe (the TT). To be successful, Audi must have an offering that suits other needs, and the A5 pulls that off quite elegantly. Now where for art thou keys. We want to take another spin.

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