2010 s5 horsepower

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We've had two different Audi S5 models in the office this month: this V-8 coupe and also an S5 Cabriolet with Audi's fabulous new supercharged V-6 engine. Whereas the supercharged V-6 makes 333 hp, the V-8 surpasses it with 354; torque figures are identical: 325 lb-ft, but the V-6 delivers it starting lower down in the rev range.

Both powertrains are appealing, but power purists may prefer the coupe's V-8, which is offered with either a traditional automatic or, as on our test car, with a six-speed manual. This makes for an extremely attractive and exciting luxury coupe for the relatively low price of about $58K. This is not small money, but it is a bargain when compared with cars like the BMW 6-Series and the Mercedes-Benz CL, models that arguably have no more prestige than the S5.

Joe DeMatio, Executive Editor

The roar of a premium V-8 engine is simply mandatory in a sports car. After driving the Audi S5 coupe with the "old" 4.2L V-8 back-to-back with an Audi S5 cabriolet with the "new" supercharged 3.0L V-6, I must say I enjoyed the coupe's driving experience more. There's no doubt the V6T makes more sense in today's economy, what with almost equal horsepower (333 vs. 354), better gas mileage (20 mpg vs. 17 city/highway combined), and the V6T doesn't burden you with a gas guzzler tax ($1300). But once you climb behind the wheel of the coupe, fire up that V-8, none of that stuff matters. Instead, you find yourself looking for any excuse to press your right foot to the floor just to hear the engine come to life.

Audi's 6-speed manual transmission is near perfect, with a short, crisp throws. The Audi S5 Coupe is very well balanced and, even with snow tires, provides good steering feedback. The ride is a little harsh thanks to the 19-inch wheels and 35-series winter rubber, but if you like the style of big wheels, you're usually going to pay a penalty in comfort.

Mike Ofiara, Road Test Coordinator

The S5 cabriolet's supercharged V-6 may be more politically correct and an equally good performer, but Audi's 4.2-liter V-8 just speaks to me. It's such a smooth, gorgeous-sounding powerplant, and it revs so quickly that its somewhat peaky characteristics are never an issue. The super-precise six-speed manual makes it even easier and more enjoyable to keep the V-8 on the boil, though it was a bit difficult to put in first gear before it warmed up. Oddly enough, our dearly missed Four Seasons R8 4.2 had the same issue with its gearbox.

David Zenlea, Assistant Editor

Right before the holidays, I spent a week in our Four Seasons Audi Q5; the S5 feels identical as far as the controls are concerned. Everything from the steering wheel to the MMI controller feels spectacular and consistent, which says a lot about Audi's attention to detail. Many other automakers have some inconsistencies between vehicles that are annoying.

As others have said, the S5's V-8 isn't dramatically more powerful than the new supercharged V-6, but it sounds spectacular and performs just as well.

Phil Floraday, Senior Online Editor

It's interesting that Audi still uses the V-8 engine in the S5 hardtop but the new, supercharged V-6 in the S5 cabriolet. It's probably just a matter of rollout, and I would expect the coupe will make the switch next year.

The V-8 does seem a bit like overkill in this car, and its city gas mileage is really poor (14 mpg). But for those who are comfortable with excess, the V-8 does offer rewards. The sound is magnificent, both the low rumble at startup and the rising note as the tach needle climbs. Speaking of which, another delightful aspect of this engine is its free-revving quality. And the manual gearbox encourages you to enjoy it to the fullest.

Like platform-mates the A4 and S4, the S5 has the same, weird power-steering boost curve, with way too much assist at low speeds, transitioning to moderate amounts once you're moving along.

The big, nineteen-inch wheels might make a fashion statement, but their ultra-low-profile, 35-series tires provide precious little cushion for sharp-edged bumps. On this 19-degree day, impacts were sharp enough to rattle the oversize sunroof.

Joe Lorio, Senior Editor

I've said it before, but I still think that the S5 might be the perfect evolution of the classic American pony car: It's got a lovely sounding V-8, a slick yet involving six-speed manual transmission, very comfortable seats, a beautiful cabin, lovely exterior lines, lots of available features, good outward visibility, and space for a cross-continental sprint. Granted, fifty-plus grand is a lot to pay for a superior Camaro, but the S5 is a sweet ride in any case.

I thought that the V-8 was already gone from the S5, but I was pleasantly surprised to find eight refined yet rowdy, high-revving cylinders under the hood of this gorgeous white-on-brown S5. The supercharged 3.0-liter V-6 that's in the S4 sedan and the S5 convertible offers better fuel economy and just as much performance. Still, I think that the V-8 fits just as well, if not better, with this car's character.

I concur with Mr. Lorio that the nineteen-inch wheels can cause sunroof-rattling ride harshness. However, that ceiling-filling glass panel did allow for the light of a full moon to pleasantly shine into the cabin on the clear winter night on which I drove the S5.

Rusty Blackwell, Copy Editor

2010 Audi S5 Coupe

Base price (with destination and gas guzzler tax): $54,525
Price as tested: $57,775

Standard Equipment:
4.2L V-8 engine
6-speed manual transmission
Quattro all-wheel-drive
19-inch alloy wheels
Xenon headlights with LED daytime running lights
Tilting glass panel roof
Heated front seats
10-speaker 180 watts
Bluetooth

Options on this vehicle:
Navigation package -- $2500
-Audi navigation with 3g multi-media interface
-Voice control for radio/phone/nav
-Color driver information system
-Rearview camera, rear park sensors

Stainless steel texture inlays -- $750

Key options not on vehicle:
Sports rear differential -- $1100
6-speed automatic transmission -- $1200

Fuel economy:
(city/hwy/combined)
14 / 22 / 18 mpg

Engine:
Size: 4.2L DOHC V-8 with FSI direct injection
Horsepower: 354 hp @ 7000 rpm
Torque: 325 lb-ft @ 3500 rpm

Drive:
All-wheel

Transmission:
6-speed manual

Weight: 3935 lb

Wheels/tires:
19-inch twin 5-spoke aluminum wheels
255/35R19 Michelin winter tires

Competitors: BMW M3, Lexus IS-F, Mercedes-Benz C63

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If any engine puts the final nail into the coffin of the mainstream V-8, it's the new 3.0-liter supercharged V-6 in Audi's 2010 S5 Cabriolet and S4 sedan. Rated 333 horsepower and 325 pound-feet, it's 20 horses shy of the 4.2-liter V-8's power number and its match on twist. We got a quick sampling of the new engine in the cloth-lid S5.

Our testing reveals the S5 ragtop is just half a second slower -- or less quick -- from 0-60 mph than the V-8 Mercedes-Benz SLK55 AMG and V-8 S5 coupe. In the quarter mile, it's 0.8 second slower than the Benz, 0.5 slower than the S5 hardtop. The Cabriolet's new engine seems poised for the new CAFE order, with 17/26 mpg EPA numbers, versus 16/24 for the S5 V-8 coupe with the S tronic and 14/22 for the manual coupe. (The S4 sedan with the supercharged 3.0 gets 18/27 mpg with the manual; 18/28 with S tronic.) Engine downsizing, even among expensive German performance cars, is the Next Big Thing, and Audi has trumped BMW, which is going back to a six-cylinder engine for the next M3.

The 3.0 TFSI features gas direct injection and the intercooled supercharger -- "T" typically means "turbocharged" in VW and Audi engines, but apparently SFSI doesn't seem sporty enough. While its sound is distinctively blown-V-6, Audi has tuned it to sound the part of a V-8 killer, but with a higher pitch. The brappy soundtrack is accentuated by back-pressure burbles during upshifts of the seven-speed S tronic dual-clutch transmission, when you get aggressive with the throttle.

Audi's facelifted '10 A6 sedan is available with the new supercharged 3.0, detuned to 299 horsepower. Even in the larger, heavier car, the engine is a match for any non-tuner V-8 competition, whether BMW 550i, Mercedes-Benz E550 or Audi's own 4.2-liter-powered A6. And we averaged 21.9 mpg.

The S5 ragtop is more a Mercedes AMG competitor than a BMW M competitor. It's substantially bigger and heavier than a BMW 3 Series/M3, and it feels a bit more relaxed, more like a big AMG Benz. As with all Audis, the brakes feel like they could stop a locomotive on a dime. Our 60-0-mph figure beats the Benz SLK55 by nine feet and a Lexus SC 430 by 14. The seven-speed S tronic remains perhaps the best dual clutch in the industry, with close ratios that will have you upshifting and downshifting maybe a bit too much. While we were unable to figure-eight-test it, the Dunlop SP Sport Maxx GTs offer tons of grip and the suspension is sufficiently stiff for flat cornering and slick handling. If you're seeking a more relaxed convertible, look elsewhere. The S5's suspension feels stiff over road imperfections, and the car feels heavy. There is enough suspension compliance for the casual enthusiast, however. Steering is quick and direct, with good feedback. Cowl shake is minimal, but it's there -- this is a unibody car designed first as a coupe, after all.

Because our time in the car this fall missed indian summer, the top was up constantly. Even though the A5/S5 Cabrio is available with head-level heating built into the seats (Mercedes calls its version "air scarf") for extending the top-down season. It's a richly lined, snug top offering the feeling of a coupe. Audi has even added effective rear seat keylights built into the headliner. Both A5 and S5 convertible come with an active roll bar behind the rear seats.

Only a confident and successful (despite the economy) automaker like Audi could delineate its S4 and S5 models like this. The S4 sedan and S5 Cabriolet come with the new engine, but only the S4 couples it to either the seven-speed dual-clutch or six-speed manual. Audi figures, correctly, that ragtop buyers simply aren't interested in a manual (this is a different kind of ragtop buyer than a Porsche Boxster or Mazda Miata customer). The S5 coupe, meanwhile, carries on with the 4.2-liter V-8, with its distinctive sound and power-to-weight advantage and choice of either transmission.

The downsized/supercharged 3.0 continues Audi's aggressive move toward a more balanced diet of power and efficiency. By now, all Audi gas engines have direct injection. The 2.0-liter TFSI turbo four is the predominant choice in the A4 and that engine has been added to the A5 line for '10, lowering the coupe's base price by $4,700. Meanwhile, Audi has dropped the A5 3.2-liter/manual combo. Audi hasn't given up on V-8s, though its upcoming 4.0-liter supercharged V-8 is designed for larger models and probably the R8.

Audi charges a $16,250 premium for the S5 Cabriolet over the base, 2.0 turbo, front-drive A5 Cabriolet ($14,150 over a quattro A5 cab), and it's worth it if you're looking for an aggressive, elegant V-8 convertible with decent fuel economy. Based on our first experience with the 3.0 supercharged V-6, the better drivers' choice might well be the S4 sedan, at $46,725 for the manual, $48,125 for the S tronic. Not only is it cheaper, it's 386 (S4 S tronic) to 463 (S4 manual) pounds (manufacturer's estimate) lighter as well.

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