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For the S5, Audi uses its direct-injection 3-liter V-6, topped with a supercharger to help it get 333 horsepower and 325 pound-feet of torque. Despite the forced induction, acceleration felt very linear and easily controlled, thanks to the chain-driven supercharger. While the car raced around twisty mountain roads with Drive Select in its full Dynamic mode, the engine made a delightful cough as I downshifted the seven-speed dual-clutch transmission.
That gearbox worked very well, letting me keep my foot on the gas pedal as I pulled the paddles for a down- or upshift. My only complaint was the slim power crossover between second and third. On some turns, the third gear revs were too low to maintain good power, but second gear had the tachometer brushing redline, with little room to put on more speed and the car begging for a gearshift midturn.
The relatively short wheelbase of the car and Audi's rear Sport Differential led to very satisfying rotation in tight turns. The optional Sport Differential adds torque vectoring to Audi's Quattro all-wheel-drive system, causing the outside rear wheel to push harder in a turn. In fact, thanks to Quattro, the S5 has tremendous grip while using standard sport tires. The tail does not wag, but pushed to extremes it is more likely to go into a four-wheel drift when losing grip.
Driving the mountain roads was very fun in the S5, but even in its Dynamic setting the steering felt light, overboosted, and too easy to turn. The power steering unit is electric, and Audi has not tuned it to deliver much in the way of feedback or a heavier steering feel, which I prefer in a performance car. The suspension also could have held the S5 flatter in the turns. This particular model came with the S5's standard sport suspension, but lacked the optional dynamic dampers, which likely would have eliminated body roll in the turns.
The changeable car
A button on the S5's console let me toggle through the different Drive Select profiles, making it easy to put the car in its most aggressive mode, which Audi calls Dynamic. The opposite end of that setting is Comfort, which dials down engine response, steering, transmission, exhaust sound, the rear differential, and the car's suspension, if it had come with the adaptive dampers. Drive Select also has a setting called Auto, which adjusts the response of the various settings depending on driving style, and Individual, which let me program each setting.
In Comfort mode, the S5 proved very pliable when driving around the city, down the freeway, or in heavy traffic. It retained a sporty feeling, able to put down the power when I wanted it. The fixed sport suspension, while not quite floating over potholes, handled all roads in a businesslike fashion. In the Comfort setting, in around-town driving, I found it possible to practically ignore the car's driving qualities, and just depend on it as stylish transportation.
Strangely, Audi includes the S5's adaptive cruise control in its Drive Select settings. I never found the need to aggressively match speeds with the cars in front of me during long freeway drives. In Comfort mode the system did just fine, following other cars in traffic and even reducing speed to zero when cars up ahead stopped.
That adaptive cruise control includes a collision warning feature. Using its forward-looking radar, it first lit up a red icon on the instrument cluster display when it calculated I was getting too close to the car ahead. If it was closing too fast on the car ahead, and I failed to hit the brake, it lit up a more prominent warning and sounded a tone; quite useful for avoiding fender benders.
However, the initial red warning icon became annoying, as it remains on when there is no danger of a collision, and blinks. It contributed significantly to a headache as I drove in light traffic down the freeway, not wanting to open too much of a gap between the S5 and the car up ahead lest every other car on the road decide to jump in front of me.
More useful on a daily basis was the blind-spot detection feature, which turned on yellow warning lights in the mirror casings when other cars were in the next lanes over. The S5 also features Audi's excellent rear-view camera, overlaid with trajectory and distance lines. However, there is no front or top-down camera view, as on some competitors.
At 18 mpg city and 28 mpg highway, fuel economy is quite good for a performance car. However, I did not see anything in the high 20s while testing the S5. Through a course of city, freeway, and a good dose of high-revving mountain driving, the S5 turned in just under 20 mpg.
As a sport car, the 2013 Audi S5 is perfectly enjoyable, but not something you want to put up against a BMW M3. The steering feels light, but it turns the wheels with precision, while Quattro and the sport differential contribute to excellent cornering. The S5's best attribute is its ability to be an all-around car, fun on the weekend and comfortable during the daily commute.
Of course, the tech is generally amazing. The Google Earth integration with the navigation system makes this a car you want to take exploring, getting satellite views of the surrounding territory as you go. The S5's other connected features work seamlessly, due to the car having its own data plan, but after the six-month complementary subscription period, that plan will cost $30 per month through T-Mobile.
|Model||2013 Audi S5|
|Power train||Supercharged direct-injection 3-liter V-6, seven-speed dual-clutch transmission|
|EPA fuel economy||18 mpg city/28 mpg highway|
|Observed fuel economy||19.9 mpg|
|Navigation||Standard hard-drive-based with traffic and Google maps|
|Bluetooth phone support||Standard with contact list integration|
|Digital audio sources||Bluetooth streaming, onboard hard drive, SD card, USB drive, iPod, auxiliary input, satellite radio|
|Audio system||Bang & Olufsen 505-watt 14-speaker system|
|Driver aids||Adaptive cruise control, collision warning, blind-spot monitor, rear-view camera|
|Price as tested||$67,370|