2015 Audi RS 5 Road Test and Review

2015 Audi RS 5 head-on ・ Photo by Benjamin Hunting

The 2015 Audi RS 5 represents the swan song for Ingolstadt's answer to the BMW M4 and the Mercedes-Benz C63 AMG performance coupes. Mixing understated style with a startling balance of all-weather competence and uproarious V-8 power, the RS 5 leverages the brand's all-wheel drive technology to stand apart from the tire-smoking hooliganism of its rear-wheel rivals. Simultaneously, the Audi provides a unusual mix of old-school chassis tuning and modern electronic aides that reveals just how accustomed we've become to the parade of exotic gear gradually wedging its way between our senses and the asphalt beneath our wheels.

It's the final year for the Audi RS 5, what with a redesign on the horizon for the base A5 it share its platform with, and it seems unlikely that future versions of this luxury rocket will feature the same resistance to forced induction and algorithmic suspension response. Whereas past Audi models may have been criticized for a lack of personality when pushed to the limit, the contrast of the soon-to-be-departed RS 5 against the microprocessor-heavy character of its 'new-normal' competitors made a stronger impression on me than I expected.

1. 4.2-liter V-8, 450 Horsepower, 8,500 RPM Redline

Those three measurements - displacement, output, and terminal internal velocity - tell you almost everything you need to know about how the 2015 Audi RS 5's drivetrain stands apart from each of the other coupes it's likely to be cross-shopped against. BMW, Mercedes-AMG, and Cadillac have elected to pursue turbocharged versions of the M4, C63, and ATS-V, which leaves the screaming fury of the 4.2-liter mill found in the RS 5 in a class all its own. 

There's no 'right way' or 'wrong way' to get your blood flowing from behind the wheel of a 450 horsepower engine, but when peak output arrives at 8,250 rpm, you know you're in for a very different driving experience as compared to the modern crop of turbos. The RS 5 demands that you peg the needle to get it moving - you can't loaf around at low revs and expect to punch forward into a gap in traffic with the same authority you'd have in an M4, for example - but the rewards for keeping the hyperactive V-8 happy are addictive. Acceleration in the Audi is linear and frenetic, and despite its 317 lb-ft of torque checking in at significantly less than every single one of its competitors, the RS 5 offered excellent passing power at any speed.

Photo by Benjamin Hunting

2. Standard Quattro All-Wheel Drive, Standard Launch Control

Of course, a big part of the 2015 Audi RS 5's high performance cred can be derived from the presence of standard quattro all-wheel drive, as well as the launch control system that's built into its seven-speed dual-clutch automated manual transmission. Complementary technologies to be sure: there'd be no way for Audi to warranty the coupe's clutches if they were regularly asked to slip the 5,000 rpm bursts from the V-8 off the line that saw me nailing down incredible 0-60-mph times of 3.8 seconds. As it is, you have to make sure that the tranny's operating temps are within the secret boundaries set by the brand's engineers to get the system to engage (something that would be easier to achieve if a gearbox temperature readout were provided by the car). 

Quattro, of course, is good for more than just ripping chunks of pavement out of the ground at the starting line of whatever quarter-mile challenge you might have accepted. The rear-biased system found in the RS 5 affords exceptional grip even on wet roads, which I appreciated during a weekend romp through the countryside that quickly devolved into a torrential downpour. I honestly didn't have to dial back the wick all that much on the twisty two-lane course I had charted for the Audi, which never lost its poise due to puddles. For those trapped in harsh winter climates - like me - you'll also be grateful for the car's year-round competence.

Photo by Benjamin Hunting

3. There's No Manual Transmission Option

Although BMW and Cadillac continue to fight the good fight when it comes to traditional manual gearboxes in the luxury segment, the Audi RS 5 - like its Mercedes-AMG equivalent - doesn't trust you to use a foot-activated clutch pedal. In its place is the seven-speed DCT that I mentioned earlier, a unit that offers two modes (a relaxed 'Drive' and a jerkier 'Sport'), along with shift paddles mounted on the steering wheel that can be used at any time to grab a lower gear.

There's no debate concerning the speed at which the RS 5 can swap cogs, as the use of a pair of clutches to pre-select gears ensures more rapid operation of the transmission than any human being could ever hope to accomplish. Still, it presents a barrier between the driver and their ability to completely engage in driving the car. I appreciated the DCT when I was stuck in traffic, to be sure, but I wasn't as enamored of its hesitant, or at times rough behavior when set to 'Sport.' Resorting to manual control didn't do much to alleviate the over-sudden personality of the transmission when moving through the ratios - it's just something you'll have to learn to deal with when driving the car spiritedly.

Photo by Benjamin Hunting

4. Forget Adaptive Shocks: Audi Goes 'Old School' With A Traditional Stiff Chassis

Magnetically-adjustable adaptive suspension systems might be the new black, but you won't find one on the 2015 Audi RS 5. Instead, the RS 5 maintains the same basic chassis setup used with the A5/S5 editions of the car, with the caveat that the shock and spring hardware has been weaponized (read: stiffened). This is in order to better deal not just with the high speed cornering that's part of the RS mission profile, but also the extra weight (over 300 lbs) imparted by the bigger motor and various high performance goodies as compared to the base model. 

That's not to say that the RS 5 is completely devoid of any 'active' attributes when it comes to handling, as its all-wheel drive system will shuffle power fore and aft as needed. It also comes with a rear differential that does the same, only this time it's right and left (with the ability to either enhance or subdue its influence on cornering capability). I personally didn't find the RS 5 to be over-stiff, but you'll be reminded that the Audi's chassis never takes a break every time you encounter a pothole or washboard, as the car is a little too willing to bounce when the going gets rough.

Photo by Benjamin Hunting

5. Classy Styling, With A Hint Of Extroversion

Another shared trait between the 2015 Audi RS 5 and its A5/S5 siblings can be found when parking the trio side-by-side. Audi has stayed relatively hands-off when tweaking the styling of the RS 5 model, choosing to coax a bit more space between the rear wheels, slip on a unique front fascia, and flare the fender arches to differentiate its most expensive entry-level coupe. If you look closely, you might also notice an unusual cut-out on the trunk lid where a small wing pops up at highway speeds to add stability and panache to the Audi's profile.

It's a wise strategy: the brand knows that many buyers are drawn to its showrooms by the mature design language that informs all of its products, and flipping the RS 5's hat backwards would have sent the wrong message. Open up the lid and it's more of the same: the Audi RS 5's interior benefits from a flat-bottom steering wheel and Nappa leather on its standard sport seats, but aside from that, there's little other than the occasional RS 5 badge to give away the fact that you're sitting on some serious performance potential.

6. Audi's MMI Infotainment System Is Just Starting To Show Its Age

At a secret meeting of the Teutonic Stonecutter's Club a decade or so ago, it was decided that neither BMW nor Audi nor Mercedes-Benz would pursue the development of touchscreen interfaces in any of their cars. As a result, we are now many years into the encroachment of systems like Audi's MMI, which makes use of an LCD display mounted on the center stack that can be controlled via rotary dial found on the center console. Supporting your spinner selections are a perimeter of small, flat buttons that serve as shortcuts to various commonly-accessed screens.

There's a pair of learning curves for MMI. The first involves understanding which buttons do what, and where your fingers need to be to use them without taking your eyes off of the road. The second comes when memorizing the MMI system's onscreen menu structure, which isn't as intuitive as it should be. Compared to some of the advanced touchscreens coming out of Chrysler and Nissan, Audi's effort is starting to feel a little behind the times - which is part and parcel, of course, of the RS 5 being built on an older, soon-to-be-replaced platform.

Photo by Benjamin Hunting

7. Fuel Efficiency Isn't Really A Priority

One thing about revving a reasonably-large V-8 engine all the way past 8,000 rpm: it uses a hell of a lot of gas in the process. It's not like the 2015 Audi RS 5's turbocharged luxury sports car rivals are somehow exempt from the laws of physics that govern all high performance engines, but the RS 5's 16-mpg rating in the city is particularly egregious for a vehicle outfitted with a dual-clutch gearbox. Highway consumption sits at 23-mpg, but in combined driving I was far closer to the former than the latter number, which is of course what happens when you simply want to hear the car's optional sport exhaust system hold forth at the top of its lungs every time you're behind the wheel. Take it easier in the car and you're likely to see 20-mpg as an overall average.

Photo by Benjamin Hunting

8. Advanced Safety Is Optional, But Not Pervasive

The 2015 Audi RS 5 is on the verge of replacement, which means that it's not just its infotainment details that are starting to give something up to newer rivals, but also its active safety systems. The vehicle I drove came with a blind spot monitoring system, which actually allowed me to adjust its sensitivity (using the LCD panel) or turn it off completely (by way of a button on the car's A-pillar). Past that, however, you have to take a deep dive into the options list to benefit from a forward collision warning system. There's no lane keeping assistance, forward collision mitigation, or drowsiness monitor to be found with the Audi - technologies that presumably will be forthcoming on the next-generation model.

Photo by Benjamin Hunting

9. A Comfortable, And Surprisingly Roomy Cabin

No one expects much out of the back seat of a coupe, especially not a high performance car like the 2015 Audi RS 5 that's based on an entry-level two-door platform. I was pleasantly surprised, then, to discover that the rear section of the RS 5's cabin was actually up to the task of handling adult-sized human cargo. Granted, you can only fit two additional riders back there, but that's still a one-up over a would-be competitor like the Porsche 911 Carrera, which is not only slower than the Audi but which might as well substitute a parcel shelf for the bench stuck behind the first two positions. 

From the driver or front passenger's perspective, the Audi RS 5 is spacious and quiet, with the only road noise intruding into the cabin coming from the stern face presented by the suspension system. On a smooth highway, however, the Audi is a relaxed mile-eater that doesn't so much as hint at its high-strung nature.

Photo by Benjamin Hunting

10. You'll Pay A Premium Compared To The Competition - Is The S5 A Better Deal?

The 2015 Audi RS 5 starts at an MSRP of $70,900, which is quite an up-sell compared to the BMW M4 ($64,200) and the Cadillac ATS-V coupe ($62,655). Sure, neither of those options come with all-wheel drive, but they do feature far more modern platforms (plus the availability of a stick shift in the Caddy).

An even bigger gap emerges when comparing the Audi RS 5 to the S5 that sits just below it in the company's coupe pecking order. The $52,500 S3 might only deliver 333 horsepower from its supercharged V-6 engine, but its 325 lb-ft of torque not only bests its eight-cylinder cousin but also comes on at a much lower rpm, making the car feel stronger in daily driving (a sensation that's enhanced by the direct feel of its optional six-speed manual gearbox). Factory acceleration times are also similar for the two models (although I was able to beat those in the real world with the RS 5), which leaves you with an unusual question to answer: do I want to pay $20,000 more for the experience of the RS 5's stratospheric V-8, or would I be happier with the more modest S3's six-cylinder on my regular commute?

Photo by Benjamin Hunting