Enthusiast drivers tend to be a greedy lot. Always in pursuit of the next great thing, with just a little more oomph, they are never happy. In the process, many participate in bench-racing, a form of verbal histrionics where they try to show whose car is equipped with the biggest stones.
Apparently some of the brass at Volkswagen Group’s Audi unit felt the need to show off some “brass” of their own.
The result is the 2013 Audi RS 5.
Newly available on these shores, the RS 5 has been enjoyed by those stiffs on the Old Continent for several years. Fitted with more, more, more of everything, it returns in one of the sexiest packages in the sport coupe segment. More powerful than its pedestrian relatives, the A- and S 5, the RS 5 improves on their offerings by going a lot further.
What is it?
Recently tagged by collectible car insurer Hagerty Insurance as one of its Top Future Collectible cars, the 2013 Audi RS 5 Coupe is a four-seater that offers speed, handling, and style in a luxury package. Instead of the standard 2.0-liter turbo four-cylinder of the A5, or 3.0-liter, six-pot supercharged engine in the S5, the RS 5 is motivated by Audi’s 4.2-liter naturally-aspirated V8, which produces 450 horsepower at a sky high 8,250 rpm and 317 lb-ft of torque at a mid-ranged 4,000 rpm. Since 2011, that engine has been based on the Audi V10 found in the R8 supercar, with two of the ten cylinders eliminated
The familiar quattro all-wheel-drive system is also on board mated this time to a seven-speed Audi S Tronic dual-clutch transmission that allows shifting with the lever or steering wheel-mounted paddle shift levers. Power is delivered to quattro's new crown gear center differential, with a starting front/rear bias of 40:60. If needed, up to 70 percent of torque can be delivered up front or 80 percent to the rear. The new system is also optimized for Audi’s electronic torque vectoring. For those seeking a do it yourself gearbox, your time is wasted here: no manual transmission is offered. For the six-speed manual transmission, buyers will have to opt for the 333 horsepower Audi S5.
Although our RS 5’s brakes with their eight piston calipers and drilled rotors were nothing to sneeze at, the package can be upgraded with a carbon ceramic front brake kit that carries with it, a tariff of $6,000. Regardless, this Audi is not about dilly-dallying.
What's it up against?
The personal/executive muscle segment is not lacking in players here. The RS 5 is joined by Cadillac’s CTS-V Coupe, Mercedes-Benz’s C63 AMG and, perhaps, BMW’s M6. From the Pacific Rim is the Nissan GT-R.
How does it look?
More muscular than the traditional, more sedate version of its “weakling” little brother A5, the RS 5 is packing a wallop and subtly lets you know. At first glance, it might get passed over as just the standard 5-range sleeper, but closer examination reveals the performance mesh grille with four rings logo that telegraphs this car’s Ingolstadt heritage.
New gaping air intakes, which seem to grab at least 30-percent more volume, minus the fog lamps of the standard model, occupy the lower bout of the front fascia. Audi touts their cooling ability for the brakes and S Tronic transmission.
Meanwhile, ground effect side skirts do their part to visually lower the car further than the 0.8-inch that comes standard as part of the RS 5 specification. Two visual giveaways make up the uniqueness at the rear: the new splitter with twin oval exhaust dumps below the bumper, and an automatically deploying spoiler that raises from the trailing edge of the decklid at 75 mph, or with the touch of a button at any speed.
The overall look is grown up boy-racer at its finest, and we love it.
And on the inside?
We have long appreciated Audi’s interior executions. Always a step ahead of the competition, they reflect the epitome of what a modern day sports car’s interior should be. Recently the competition has stepped up their game, and soon, we hope Audi will, too.
The pair of sport seats are two of the most coddling we have experienced, offering generous bolstering and support for long stints behind the wheel. The great flat-bottomed steering wheel is alive here, as are all the controls and dials we have grown accustomed to. Rear seat legroom veers towards non-existent with long-legged passengers in front, so we would recommend the rear seat as a storage annex, instead. Trunk space measures up to 12.2 cubic feet, but can grow with the rear seats folded forward.
While all other operations are as we remember, Audi has managed to one up the competition with its available ($3,550) MMI Navigation Plus package. It’s all on-board: The sublime Bang & Olufsen sound system, MMI Navigation with voice control, and Audi connect with online services. Those include Google 3D mapping, and Internet access, making your car a secure, rolling T-Mobile Wi-Fi hotspot. The end result is rapid messaging and emails to a user’s smartphone, but we recommend turning the alerts off to avoid the Pavlov’s Dogs response that occurs every time a new message warning is sounded.
But does it go?
The naturally-aspirated 4.2-liter V8 is a sultry beast that manages to sound totally intoxicating under full stress. Moveable sound flaps within the exhaust system open and close to decrease pressure buildup from within. But if this engine were all show, and no go, the story would end very quickly. Thankfully, this mill brings it. It sits like a cobra, calm and certain of its abilities, and just when needed, meaning when you squeeze the loud pedal, this engine rears back and snaps with a toxic vengeance.
Just dialing in the RS 5’s launch control will supply all the convincing any driver may need.
By the numbers, this hot-rod will click off a 0-60 mph sprint in 4.5 seconds and hits a terminal velocity of 174 mph. Thankfully there is none of that electronically-limited 155 mph top speed here.
Speaking of numbers, the EPA says to expect mileage in the range of 16/23 mpg with 18 combined.
The RS 5 displays a very direct steering feel, which along with its electronic torque vectoring provides some of the most tenacious grip we have encountered. We were surprised to find that the RS 5 is available in only one suspension configuration, owing to its standard springs and dampers. The ride may be harsh for some, but doesn’t beat you into submission in a manner like the Nissan GT-R does. We liked its firmness just fine.
The low profile tires transmit a fair amount of road noise that could limit your grand touring intentions.
A centerstack-mounted Drive Select button offers varying amounts of engine and transmission remapping, while readjusting the dynamic steering and sports differential. On the other end of the equation, the rev-matching downshifts prepare the drivetrain for a full-on assault of a turn’s apex, but sometimes do so with a certain degree of choppiness or drivetrain shock.
Overall, it’s just one more thing adding to the RS-5 visceral appeal.
Leftlane's bottom line:
Good things come to those who wait. And in the process, Audi’s RS lineup gains another member.
Available in the old country for several years now, the RS 5 ups the ante in North America by offering near supercar performance for a relatively un-supercar price point.
2013 Audi RS 5 base price, $68,900. As tested, $75,820.
Suzuka Grey Metallic, $475, MMI Navigation Plus, $3,550, Sport exhaust, $1,000, 20-inch wheels, $1,000, Destination, $895.
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