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Audi S5 â 1000 mile review
I thought Iâd pen down a first impressions review of the S5 and its talents after finally getting some decent miles under its belt across the best of Franceâs D roads (equivalent of our A roads) and E roads (motorways).
Itâs hard not to compare and contrast with the S3 8P as itâs where I spent the last 8 years, but I thought it may also be useful as it seems a regular upgrade path for some Audi aficionados! If youâve got plenty of time on your hands, sit back with a Peppermint and Liquorish Tea Pig infusion (or whatever tickles your whats-it-doodahs) and absorb the outpourings of a rambling idiotâ¦
1 - Performance (3.5/5)
Iâd only really been running the S5 in up until now, but given Iâve had the chance to push things a little harder towards the end of the run in period I can now give a clearer perspective of how the S5 measures up.
I usually run the car in âIndividualâ mode (see image above), but occasionally switch to âefficiencyâ or âcomfortâ on long motorway drags. However whilst in France I managed to dig out a good D road (D307), flicked to 'Dynamic' with the sole aim of testing the cars overtaking capability. Now before I give my verdict Iâll lead with this statement. The S5 3.0V6T is a quick car, thatâs not in question here. But most of that available power seems to be available launching from standstill or lower speeds (e.g. 30+mph) up to illegal territory.
However for me whilst this is a thrill itâs not particularly where I need it most. For instance when Iâm on a D road and I decide I want to overtake there is a brief period where to overtake may take you briefly into âillegalâ speed territory as you commit the passing manoeuver (e.g. to limit your time exposed to oncoming traffic). This is an area where I found the S5 lacking against my old S3. You get a good dose of visceral noise as you drop a cog or two, but the shove in the back is just not there accompany the symphony as the speedo needle heads upward at a so-so rate. It's strange as when the car launches from standstill it seems to carry the momentum up to these higher speeds quite well. However when you're at speed and 'in higher gear' it seems less able to build up the momentum, but maybe it just needs more running in! Quite disappointing given the extra cubic capacity and the fact the supercharger is well within its operating limits (e.g. not topping out on revs). Itâs the first reason Iâll be looking to modify as it cannot complete an overtaking manoeuver at anything like the rate of the spritely S3 (albeit modified to the same power figures but with 200kgs less). So in terms of overall performance Iâm not sure whether a remap or a full pulley remap will be the best remedy to resolve the lack of top end power on tap. I donât need much (if any) extra power off the line, so Iâll be speaking to the tuners imminently to work out the best solution.
Despite the slight lack of top end power the engine is truly a peach of a powerplant. It revs freely, makes a pretty decent sound, and when compared visually to the S3âs 2.0T is a de facto art installation under the bonnet. A few carefully chosen spangly aftermarket caps in the right place have given the under-bonnet a real premium feel, and I love the bay so much that I even clean it up with quick detailer with every other wash of the car! I know to some the 4.2 V8 was the Mac Daddy lump to patrner to this chassis, but I have to say the charged V6 is just as compelling as a complete ownership proposition if you can get beyond the sound. Iâd argue it offers better weight distribution characteristics and fuel economy, more torque, more linear and consistent power delivery, and once you lose some of the air intake resonators and equally interesting if different sound can be extracted from the charger. If you really push the limits you can now hit 35mpg on a 56mph run in efficiency mode (not suggesting you do this as lifeâs too short), but even after a bit of a kicking round France we still returned 24.6mpg (UK Imperial) which was more than expected (maybe I wasnât trying hard enough!). I always found the V8 N/A lump in the S5 to be slightly too linear and whilst adequately quick it had the tendency to feel slightly lazy against the RS V8. The 3.0V6T lump offers much more tuning potential and growth opportunity in a BHP/£ ratio (130+bhp increases for around £2k, whereas similar increases on the 4.2 V8 would cost in excess of £10k).
S3 vs S5 engine bay
So onto the slightly controversially enforced DSG / S-Tronic system. There is a part of me that has warmed to its charms in respect of around town driving and the effortlessness of launches. Itâs a very accomplished system, but unlike the gushing reviews it gets from the fanboys itâs far from a faultless system. I still donât like parking with it as itâs clumsy and lacks the precision that can be applied with a manual. Reversing uphill is frankly a bit of a f*****g joke as it feels like you have to rev it way too hard to get a response from it. In respect of pure driver involvementâ¦â¦ itâs OK, but personally I donât think itâs a match for a direct mechanical short shift manual on a good driving road from a purely âdriving sensationsâ led perspective. Itâs not substandard, itâs hugely proficient if a touch sterile for me. Call me a dinosaur all you want, but the majority of hypercars arenât paid for in cash by racing car drivers (they get them for free), so theyâre âpurchased by people with money (e.g. bloated middle aged bureaucrats with limited driving skills). The S-Tronic style boxes allow the gearboxes to be afforded more mechanical sympathy (increasing reliability) and ensure the driving process is easier (e.g. less bureaucrat obituaries linked to Audiâs corporate social responsibility conscience). If you think S-Tronic is the future youâre right, but itâs not the Utopia itâs professed to be by people who prefer visceral over functional and efficient. I'd argue half the people who champion DSG probably haven't driven a good manual box with a well set up short shift.
2 - Ride & Handling (4/5)
After eight years in a lowered S3, it would always be inevitable Iâd find the S5 a very sumptuous and comfortable car. The super sport seats are a thing of beauty, and itâs really worth persevering with the electric adjustments to find the Utopia seating position as it is out there lurking behind a couple of button presses. A long ride across Europe in the S3 left you feeling like youâd spent the afternoon in a locked cage being savaged by a sloth of angry bears, whereas you got out the S5 feeling like youâd spent the afternoon stretched out on a chaise longue being massaged and fed peeled grapes by a harem of attractive carers. No sense of fatigue after any amount of miles (coming from a man who suffers with sciatica and the affliction of middle agedness).
Even running 19â rubber in dynamic mode you rarely get the sense that the car can ever be unsettled. The compliance of the chassis is impressive given the excessive corner weights of the OEM alloys on this car (especially as Iâve decided to perch them further out on spacers). Driving across the cobbles in the walled city of St Malo the interior cabin vibration was marginal, and I found the adaptive damping system to really help improve the ride over these sorts of surfaces when set to âcomfortâ in the ADS (Audi Drive Select). Iâd not really been expecting much from the adaptive dampers, but they play a major role in improving the body control on roads with plenty of switchbacks (like the D307). I found in comfort mode the car was rolling far too much between corner apexes to be able to maintain a consistently high speed, whereas a flick of the switch into dynamic and the car became far more stable without becoming crashy or lacking in composure.
One area where I find the S5 to significantly outperform the S3 (8P) is ride compliance. The S3 with its lighter weight, shorter wheelbase and overly pressured dampers is skittish over even the most marginally uneven or rough surfaces. This led to the traction systems cutting in way too vigorously which can destabilise an already unsettled car for that split second until calm is restored. The S5 is far harder to unsettle and you have to be pushing stupid speeds before the car will give up gripping and resorts to electronic intervention / interference. The Torsen 4wd system with its 60R/40F split of power must help stability, as will the optional sport diff and better weight distribution. This does wonders to compensate for the 200kgs of additional heft you are carrying about. For a large car its ability to keep on gripping is disarming, and the car can at times feel a lot lighter than the 1675kg dry kerb weight. A truly astonish feat by Audi to pull this off.
The Quattro system is yet again exemplary as it was on the Haldex Gen 4 platform on the S3. Itâs so accomplished on the S5 (with the sport diff) that much of the understeer you get on the S3 is largely eradicated so you can really push hard into those long sweeping motorway access roads that loop round 270 degrees. You only really notice its full abilities when you exceed your own talents and it steps in and quietly puts a cosseting arm round you and restore balance to the force.
The steering has garnered various flavours of criticism since itâs become electronically servo assisted. The latest version with the software update doesnât have any of the issues of abnormal weighting when passing beyond the 12 oâclock position reported by some so I can only assume the gremlins have been fixed by software updates in the recent months.
The weakest point of the whole handling set up for me was the brakes which can often feel like theyâre just about at the limits of what theyâre carrying. Whilst theyâre OK for day to day duties once you start pressing on there is that occasional sense you could do with an extra piston on each front caliper, but again itâs easy to drive round this issue by braking earlier and moderating your speed into technical sections of road. I do fancy something a bit tastier up front at some point as there is a lot of space lurking behind those wheels, but a pad change will be the first port of call before a full brake system upgrade which may come with unwanted squeal!
3 - Refinement (4.5)
Despite 7 years of active service the 8T has faired particularly well in terms of refinement in line with its competitors. Its interior finish and materials are still by todayâs standards first class, and the ergonomics are also superb so no complaints there. Everything that falls to hand (with the exception of the ADI / TCS / Parking switches) feels tactile, well-engineered and durable, and delivers on the promises of a car wearing this kind of price tag. It still punches well above itâs weight in line with newer competition (BMW 4âer and Merc C Coupe), so itâs testament to Audiâs ability to craft a quality design with longevity.
As this is an impartial review, Iâm going to be brutal where I feel itâs due as I do feel there have been some slight oversights given the 8.5T midlife refresh. Iâll bullet point a few of my foibles:
⢠The cab gets interior LED lights, so why does the coupe not get these as the halogen bulbs look like something out of a 1930âs gentlemanâs club? (you get LED number plate and footwell lights so they were half way there)
⢠Why no seat belt adjustment for front passengers. For my wife (at 5ft 4â this means the seatbelt cuts into her neck). A big oversight on a car this modern
⢠The ADS switch is rubbish, for something that offers so much it should be better designed and also have a replicated âquick switchâ on the blanking switch on the left hand side of the steering wheel
⢠The steering column should have been electrically adjustable and then tied into the comfort memory system for added convenience, and could do with a tiny bit of extra reach adjustment.
⢠Clocks only reach 160mph, a minor niggle but S clocks should always read a minimum of 180+!
⢠Pedals feel very slightly too offset for my liking, in a manual with a clutch pedal I could imagine it would be worse still
⢠The glovebox could do with a shelf in it
In case youâve not read Glennâs (SnakePilskins) numerous postings(!) about the super sport seats, they really are the real deal! Clad in two tone leather youâre never quite sure whether to sit there and lick and caress them or just sit on them as the makers intended as theyâre some exceptionally handsome **** plinths. They cosset you superbly during spirited driving without making you feel quite as pinned as an RS bucket. My wife and I are food tourists (e.g. we travel to places to sample their local foods and regional delicacies whilst on holiday), and yet the seats are still bang on the money for people who fall into the category of âshapelyâ or âgenerousâ rather than âgazelle-likeâ or âathleticâ. Once your chest reaches 48â (mine, not the wifes!) youâre realistically too wide for an RS bucket, yet the S cars S-S-Sâs give you that extra bit of girth in the wings to sit comfortably for extended periods.
Iâm really pleased the black edition model finally gets the flat bottomed steering wheel treatment as itâs been long overdue in the S5 cabin (nearly 6 years behind the S3 8P). As Iâve mentioned above, the only real omission on the wheel is the âcustom buttonâ which is just a blanking plate on the S5 (should have been a ADS toggle switch). The new larger S-Tronic paddles fall much better under the fingers than those of yesteryear whilst turning the wheel.
I can heartily recommend the heated seats, but the electric memory for anyone sharing a car is a god send. Finding seat position Utopia is hard enough, but the thought of having it tampered with when the missus decides to go on a joy ride is too much to bear, so if you share your car with anyone else DO consider memory seat.
The 3G MMI is a bit of a mixed bag. Itâs a touch slow to initialise from start up, and Iâm disappointed that Audi saw fit not to engage functions like ambient footwell lighting or alarm chirps from within the cars set up menu meaning you have to take the convoluted route of making VCDS and deep menu changes within the MMI system. These are then vulnerable to dealer software updates. The new 7 digit postcode search is a blessing after too many years of 5 digit, but itâs not the quickest system on the market, and the menus can be a touch cumbersome to navigate at times (given there are so many sub menus buried within the 4 outer buttons). Iâd rather ALL car adjustments were under a single main set up menu, and the new A3 8V has shown that Audi are finally getting the MMI system menus rationalised so maybe we have that to look forward to in future iterations of the product.
Other than that there is a great mix of power supplies, connectivity (assuming you have MMI high / AMI etc.), and with the latest variants offering connectivity for USB cables which deliver artwork on screen, Bluetooth music streaming and in car wi-fi you feel like Audi have finally drifted (even if by accident) firmly into the 21st century. The SIM card provides very good traffic updates, and can do the full Google mapping if youâve got data allowance to burn, but be aware that if you allow your phones to connect to in car wi-fi it will always default to it when in range and wonât use your phones 3G/4G allowance. Weâve unintentionally caned a quarter of a gig without using Google Nav once in a month and thatâs with an afternoon sat at Portsmouth ferry harbour, so keep this in mind.
However itâs not all great news as the B&O system can be a bit hit or miss, and required very particular set up to ensure you get the best sound from it. Personally I find it far from audiophile; the bass is lazy and clumsy, the treble/high mids in the front is overly prominent and means a disconnect from the bass driver in the footwell is very apparent. However itâs perfectly acceptable for day to day listening, but I remain unconvinced itâs real B&O as it doesn't have the traditional B&O sound (I think the drivers are badged under licence). The A6/7/8 systems cost nearly 10 times as much which speaks volumes, but Iâd not have paid those kind of sums for manufacturer supplied car audio so Iâll stick with where Iâm at (I may try a bit of Dynamat in the boot at some point to tighten the bass). Iâve done all I can in terms of using Apple Lossless files from a hard drive (limiting DA conversions), and SD cards, so I have to assume itâs largely as good as it gets. To be honest when playing DVD's it has a nice spacious sound (if a little rangey volume-wise), so it works well where the pure sound quality is less important.
On the theme of acoustics I have to say Iâve learned to accept the often maligned âSoundaktorâ system which pipes artificial noise into the otherwise whisper quiet cabin. It adds a drama that I can feel is often missing from modern Audiâs, and whilst I hate to admit it probably contributed to me putting ink on the purchase invoice as it all added to the effect of âfeel goodâ when giving the car a good thrumping! I wonât be pulling the fuse out any time soon (or until I can afford the Akrapovic exhaust system).
Iâve always looked at the rear seats and wondered whether they were just for decoration or a realistic seating proposition. I can report having carried two adults (admittedly with front seats wound forward a bit) you can carry passengers with legs as long as youâre prepared to compromise a touch in the front. Access is passable if youâre fairly able bodied, but donât expect to just drop into the seats, there is some limbo-ing involved. This is strictly a 4 seat car (although I hear you can spec a fifth seat in the sportback), which seems weird for such a wide car, but not unwelcomed given I donât really fancy looking in the rear view mirror to see any of my friends or colleagues âstraddle ridingâ my transmission tunnel however short their skirts might be!
One area the S5 does score very highly is on practicality. Whilst the rear seats are a bit marginal the boot space is cavernous (enough so to carry enough luggage for a week in France â and believe me we donât travel with just a spork and a pair of reversible undies). Also it has a full size spare in the boot (as well as the Quattro paraphernalia which robbed the S3 of so much boot depth. I always had to run the S3 with the rear seats tipped down for longer road trips, and there was always a distinct lack of space for drinks and other guff that you accumulate as you live with the car. There are cupholders, cubby holes and charging points aplenty (esp. if you spec the luggage pack), and the curry hooks are just the icing on the storage compartment cake!
On the whole with the ambient lighting enabled, LED lighting installed, and the plethora of dashboard buttons to fiddle with the car does feel amply appointed with toys and gadgets to make it feel a really premium product. The tweaks have lifted it to feel very fresh and up to date, with only the slightly small in dash screen and MMI ergonomics letting the side down. Generally Iâm very pleased in terms of the refinement of the car.
4 - Overall (4/5)
Specced up the S5 can reach close to the mid £50kâs before any dealer contributions, so my expectations were probably unreasonably high from the outset. I know itâs not a stratospheric sum of money by todayâs standards but for me itâs still a fair chunk of wedge given how much I see exiting the bank account each month for a hunk of tin. Realistically, if youâre going in with a 15% deposit on a PCP (dealer contributions included), by the time you pay for the car, insurance, service costs and incidentals you really need to be setting aside close to a £800 a month (assuming your insurance is circa £400 pa and youâre doing no more than 10k miles a year).
From kerbside the midlife facelift did the already rather beautiful S5 very little harm at all. It took a thing of beauty and gave it a slightly fresher face (and some significant under-skin modifications), so Iâm glad I waited for the most refined of the breed to be honed before dipping my toe in the water. If you can stretch to an 8.5T Iâd heartily recommend it (unless you have realistic plans to supercharge the V8).
Itâs easy to get carried away with a new car which is why Iâve given it a 1000 miles before I got the daggers out alongside the keyboard to scribe up my review, but here are a list of things that would elevate the car closer to 5 starts in my personal view:
⢠Stop / start system should fully 'disable-able' using MMI
⢠Electrically adjustable / memory steering wheel with longer reach
⢠Better choice of 20â rims from factory
⢠More intuitive MMI menus
⢠Manual gearbox option
⢠More aggressive bark from the OEM exhaust system to offset the need for a soundaktor
⢠ADS toggle button on steering wheel
⢠Less restrained top end power
Iâll be honest, Iâm nit-picking, but then as this is a public forum intended for the enlightenment of a broader audience rather than a fanboy club for heralding âwhat Iâve got is bestâ, I feel inclined to stick the boot in wherever Iâve felt it offers merit in doing so.
Iâm conscious that the car Iâm reviewing here has been facelifted in late 2011, yet the underpinnings of the original design were probably being sketched out on a drawing board some 8-9 years ago (2005-6). So from a pure design perspective itâs an incredibly elegant and tastefully designed car to have stood the test of time like it has. Other than tucking the wheels too deep within the arches the designers have achieved something classic and timeless with S5 and Iâm very much a fan (so much that I passed up on the unashamedly brash C63 or fresher faced 435). I think the C63 would have closer met my performance needs, but itâs just too rash and lairy for my tastes and doesnât offer an all year round proposition like the Quattro does.
So for others looking to make a similar transition what do I recommend? If youâve come from a modified 2.0T and donât have the wedge to blow on supercharging the V8 variant then go for the V6 as its much easier to tune to something that will resemble the kick in the back power you probably crave. However, remember this is a very different proposition to the â3â, its more GT than point and shoot, and its luxurious cabin only enhances this sensation further. Itâs so cossetting that its only when you realise the speedo has made a dash for license losing territory you then start to realise it is a pretty quick car. I found my brain needed time to recalibrate to the linear power deliver rather than surge and pause (for gear changes) that you get in a lightly blown turbo charged engine running higher boost.
So would I go back to S3? If economics were the key driving factor then Iâd have to, but for now the â5â seems to be a great allround place to be. Iâm not quite sure Iâm grown up enough for it yet, but Iâm certainly warming to its charms with every day I own it. If the next RS3 / TT 420 type platform is a game changer I could be tempted back to a smaller chassis, but for now Iâm content riding this wave. I wasnât sure in the first week or so whether Iâd made the right choice, but the S5 seems to subtly find a way of getting under your skin.
Iâll do another review at 10k intervals with any further insights / cost updates to reflect the ongoing ownership proposition.
For reference, car specification:
Black Edition pack (19" Anthracite Rotors / Tints / Black Optics / B&O / MMI 3G / AMI)
Lunar/Black Super Sports seats
Tech Pack High
Comfort Pack (inc. heated / folding / dimming mirrors)
Memory Seats
Audi Drive Select
Sports Diff
Damper Control
Dynamic Steering
Parking Advanced with rear camera
Advanced Key / Start Button
Phone prep high with Audi Mobile Connect
TPMS
Heated Seats
Storage Pack
I thought Iâd pen down a first impressions review of the S5 and its talents after finally getting some decent miles under its belt across the best of Franceâs D roads (equivalent of our A roads) and E roads (motorways).
Itâs hard not to compare and contrast with the S3 8P as itâs where I spent the last 8 years, but I thought it may also be useful as it seems a regular upgrade path for some Audi aficionados! If youâve got plenty of time on your hands, sit back with a Peppermint and Liquorish Tea Pig infusion (or whatever tickles your whats-it-doodahs) and absorb the outpourings of a rambling idiotâ¦
1 - Performance (3.5/5)
Iâd only really been running the S5 in up until now, but given Iâve had the chance to push things a little harder towards the end of the run in period I can now give a clearer perspective of how the S5 measures up.
I usually run the car in âIndividualâ mode (see image above), but occasionally switch to âefficiencyâ or âcomfortâ on long motorway drags. However whilst in France I managed to dig out a good D road (D307), flicked to 'Dynamic' with the sole aim of testing the cars overtaking capability. Now before I give my verdict Iâll lead with this statement. The S5 3.0V6T is a quick car, thatâs not in question here. But most of that available power seems to be available launching from standstill or lower speeds (e.g. 30+mph) up to illegal territory.
However for me whilst this is a thrill itâs not particularly where I need it most. For instance when Iâm on a D road and I decide I want to overtake there is a brief period where to overtake may take you briefly into âillegalâ speed territory as you commit the passing manoeuver (e.g. to limit your time exposed to oncoming traffic). This is an area where I found the S5 lacking against my old S3. You get a good dose of visceral noise as you drop a cog or two, but the shove in the back is just not there accompany the symphony as the speedo needle heads upward at a so-so rate. It's strange as when the car launches from standstill it seems to carry the momentum up to these higher speeds quite well. However when you're at speed and 'in higher gear' it seems less able to build up the momentum, but maybe it just needs more running in! Quite disappointing given the extra cubic capacity and the fact the supercharger is well within its operating limits (e.g. not topping out on revs). Itâs the first reason Iâll be looking to modify as it cannot complete an overtaking manoeuver at anything like the rate of the spritely S3 (albeit modified to the same power figures but with 200kgs less). So in terms of overall performance Iâm not sure whether a remap or a full pulley remap will be the best remedy to resolve the lack of top end power on tap. I donât need much (if any) extra power off the line, so Iâll be speaking to the tuners imminently to work out the best solution.
Despite the slight lack of top end power the engine is truly a peach of a powerplant. It revs freely, makes a pretty decent sound, and when compared visually to the S3âs 2.0T is a de facto art installation under the bonnet. A few carefully chosen spangly aftermarket caps in the right place have given the under-bonnet a real premium feel, and I love the bay so much that I even clean it up with quick detailer with every other wash of the car! I know to some the 4.2 V8 was the Mac Daddy lump to patrner to this chassis, but I have to say the charged V6 is just as compelling as a complete ownership proposition if you can get beyond the sound. Iâd argue it offers better weight distribution characteristics and fuel economy, more torque, more linear and consistent power delivery, and once you lose some of the air intake resonators and equally interesting if different sound can be extracted from the charger. If you really push the limits you can now hit 35mpg on a 56mph run in efficiency mode (not suggesting you do this as lifeâs too short), but even after a bit of a kicking round France we still returned 24.6mpg (UK Imperial) which was more than expected (maybe I wasnât trying hard enough!). I always found the V8 N/A lump in the S5 to be slightly too linear and whilst adequately quick it had the tendency to feel slightly lazy against the RS V8. The 3.0V6T lump offers much more tuning potential and growth opportunity in a BHP/£ ratio (130+bhp increases for around £2k, whereas similar increases on the 4.2 V8 would cost in excess of £10k).
S3 vs S5 engine bay
So onto the slightly controversially enforced DSG / S-Tronic system. There is a part of me that has warmed to its charms in respect of around town driving and the effortlessness of launches. Itâs a very accomplished system, but unlike the gushing reviews it gets from the fanboys itâs far from a faultless system. I still donât like parking with it as itâs clumsy and lacks the precision that can be applied with a manual. Reversing uphill is frankly a bit of a f*****g joke as it feels like you have to rev it way too hard to get a response from it. In respect of pure driver involvementâ¦â¦ itâs OK, but personally I donât think itâs a match for a direct mechanical short shift manual on a good driving road from a purely âdriving sensationsâ led perspective. Itâs not substandard, itâs hugely proficient if a touch sterile for me. Call me a dinosaur all you want, but the majority of hypercars arenât paid for in cash by racing car drivers (they get them for free), so theyâre âpurchased by people with money (e.g. bloated middle aged bureaucrats with limited driving skills). The S-Tronic style boxes allow the gearboxes to be afforded more mechanical sympathy (increasing reliability) and ensure the driving process is easier (e.g. less bureaucrat obituaries linked to Audiâs corporate social responsibility conscience). If you think S-Tronic is the future youâre right, but itâs not the Utopia itâs professed to be by people who prefer visceral over functional and efficient. I'd argue half the people who champion DSG probably haven't driven a good manual box with a well set up short shift.
2 - Ride & Handling (4/5)
After eight years in a lowered S3, it would always be inevitable Iâd find the S5 a very sumptuous and comfortable car. The super sport seats are a thing of beauty, and itâs really worth persevering with the electric adjustments to find the Utopia seating position as it is out there lurking behind a couple of button presses. A long ride across Europe in the S3 left you feeling like youâd spent the afternoon in a locked cage being savaged by a sloth of angry bears, whereas you got out the S5 feeling like youâd spent the afternoon stretched out on a chaise longue being massaged and fed peeled grapes by a harem of attractive carers. No sense of fatigue after any amount of miles (coming from a man who suffers with sciatica and the affliction of middle agedness).
Even running 19â rubber in dynamic mode you rarely get the sense that the car can ever be unsettled. The compliance of the chassis is impressive given the excessive corner weights of the OEM alloys on this car (especially as Iâve decided to perch them further out on spacers). Driving across the cobbles in the walled city of St Malo the interior cabin vibration was marginal, and I found the adaptive damping system to really help improve the ride over these sorts of surfaces when set to âcomfortâ in the ADS (Audi Drive Select). Iâd not really been expecting much from the adaptive dampers, but they play a major role in improving the body control on roads with plenty of switchbacks (like the D307). I found in comfort mode the car was rolling far too much between corner apexes to be able to maintain a consistently high speed, whereas a flick of the switch into dynamic and the car became far more stable without becoming crashy or lacking in composure.
One area where I find the S5 to significantly outperform the S3 (8P) is ride compliance. The S3 with its lighter weight, shorter wheelbase and overly pressured dampers is skittish over even the most marginally uneven or rough surfaces. This led to the traction systems cutting in way too vigorously which can destabilise an already unsettled car for that split second until calm is restored. The S5 is far harder to unsettle and you have to be pushing stupid speeds before the car will give up gripping and resorts to electronic intervention / interference. The Torsen 4wd system with its 60R/40F split of power must help stability, as will the optional sport diff and better weight distribution. This does wonders to compensate for the 200kgs of additional heft you are carrying about. For a large car its ability to keep on gripping is disarming, and the car can at times feel a lot lighter than the 1675kg dry kerb weight. A truly astonish feat by Audi to pull this off.
The Quattro system is yet again exemplary as it was on the Haldex Gen 4 platform on the S3. Itâs so accomplished on the S5 (with the sport diff) that much of the understeer you get on the S3 is largely eradicated so you can really push hard into those long sweeping motorway access roads that loop round 270 degrees. You only really notice its full abilities when you exceed your own talents and it steps in and quietly puts a cosseting arm round you and restore balance to the force.
The steering has garnered various flavours of criticism since itâs become electronically servo assisted. The latest version with the software update doesnât have any of the issues of abnormal weighting when passing beyond the 12 oâclock position reported by some so I can only assume the gremlins have been fixed by software updates in the recent months.
The weakest point of the whole handling set up for me was the brakes which can often feel like theyâre just about at the limits of what theyâre carrying. Whilst theyâre OK for day to day duties once you start pressing on there is that occasional sense you could do with an extra piston on each front caliper, but again itâs easy to drive round this issue by braking earlier and moderating your speed into technical sections of road. I do fancy something a bit tastier up front at some point as there is a lot of space lurking behind those wheels, but a pad change will be the first port of call before a full brake system upgrade which may come with unwanted squeal!
3 - Refinement (4.5)
Despite 7 years of active service the 8T has faired particularly well in terms of refinement in line with its competitors. Its interior finish and materials are still by todayâs standards first class, and the ergonomics are also superb so no complaints there. Everything that falls to hand (with the exception of the ADI / TCS / Parking switches) feels tactile, well-engineered and durable, and delivers on the promises of a car wearing this kind of price tag. It still punches well above itâs weight in line with newer competition (BMW 4âer and Merc C Coupe), so itâs testament to Audiâs ability to craft a quality design with longevity.
As this is an impartial review, Iâm going to be brutal where I feel itâs due as I do feel there have been some slight oversights given the 8.5T midlife refresh. Iâll bullet point a few of my foibles:
⢠The cab gets interior LED lights, so why does the coupe not get these as the halogen bulbs look like something out of a 1930âs gentlemanâs club? (you get LED number plate and footwell lights so they were half way there)
⢠Why no seat belt adjustment for front passengers. For my wife (at 5ft 4â this means the seatbelt cuts into her neck). A big oversight on a car this modern
⢠The ADS switch is rubbish, for something that offers so much it should be better designed and also have a replicated âquick switchâ on the blanking switch on the left hand side of the steering wheel
⢠The steering column should have been electrically adjustable and then tied into the comfort memory system for added convenience, and could do with a tiny bit of extra reach adjustment.
⢠Clocks only reach 160mph, a minor niggle but S clocks should always read a minimum of 180+!
⢠Pedals feel very slightly too offset for my liking, in a manual with a clutch pedal I could imagine it would be worse still
⢠The glovebox could do with a shelf in it
In case youâve not read Glennâs (SnakePilskins) numerous postings(!) about the super sport seats, they really are the real deal! Clad in two tone leather youâre never quite sure whether to sit there and lick and caress them or just sit on them as the makers intended as theyâre some exceptionally handsome **** plinths. They cosset you superbly during spirited driving without making you feel quite as pinned as an RS bucket. My wife and I are food tourists (e.g. we travel to places to sample their local foods and regional delicacies whilst on holiday), and yet the seats are still bang on the money for people who fall into the category of âshapelyâ or âgenerousâ rather than âgazelle-likeâ or âathleticâ. Once your chest reaches 48â (mine, not the wifes!) youâre realistically too wide for an RS bucket, yet the S cars S-S-Sâs give you that extra bit of girth in the wings to sit comfortably for extended periods.
Iâm really pleased the black edition model finally gets the flat bottomed steering wheel treatment as itâs been long overdue in the S5 cabin (nearly 6 years behind the S3 8P). As Iâve mentioned above, the only real omission on the wheel is the âcustom buttonâ which is just a blanking plate on the S5 (should have been a ADS toggle switch). The new larger S-Tronic paddles fall much better under the fingers than those of yesteryear whilst turning the wheel.
I can heartily recommend the heated seats, but the electric memory for anyone sharing a car is a god send. Finding seat position Utopia is hard enough, but the thought of having it tampered with when the missus decides to go on a joy ride is too much to bear, so if you share your car with anyone else DO consider memory seat.
The 3G MMI is a bit of a mixed bag. Itâs a touch slow to initialise from start up, and Iâm disappointed that Audi saw fit not to engage functions like ambient footwell lighting or alarm chirps from within the cars set up menu meaning you have to take the convoluted route of making VCDS and deep menu changes within the MMI system. These are then vulnerable to dealer software updates. The new 7 digit postcode search is a blessing after too many years of 5 digit, but itâs not the quickest system on the market, and the menus can be a touch cumbersome to navigate at times (given there are so many sub menus buried within the 4 outer buttons). Iâd rather ALL car adjustments were under a single main set up menu, and the new A3 8V has shown that Audi are finally getting the MMI system menus rationalised so maybe we have that to look forward to in future iterations of the product.
Other than that there is a great mix of power supplies, connectivity (assuming you have MMI high / AMI etc.), and with the latest variants offering connectivity for USB cables which deliver artwork on screen, Bluetooth music streaming and in car wi-fi you feel like Audi have finally drifted (even if by accident) firmly into the 21st century. The SIM card provides very good traffic updates, and can do the full Google mapping if youâve got data allowance to burn, but be aware that if you allow your phones to connect to in car wi-fi it will always default to it when in range and wonât use your phones 3G/4G allowance. Weâve unintentionally caned a quarter of a gig without using Google Nav once in a month and thatâs with an afternoon sat at Portsmouth ferry harbour, so keep this in mind.
However itâs not all great news as the B&O system can be a bit hit or miss, and required very particular set up to ensure you get the best sound from it. Personally I find it far from audiophile; the bass is lazy and clumsy, the treble/high mids in the front is overly prominent and means a disconnect from the bass driver in the footwell is very apparent. However itâs perfectly acceptable for day to day listening, but I remain unconvinced itâs real B&O as it doesn't have the traditional B&O sound (I think the drivers are badged under licence). The A6/7/8 systems cost nearly 10 times as much which speaks volumes, but Iâd not have paid those kind of sums for manufacturer supplied car audio so Iâll stick with where Iâm at (I may try a bit of Dynamat in the boot at some point to tighten the bass). Iâve done all I can in terms of using Apple Lossless files from a hard drive (limiting DA conversions), and SD cards, so I have to assume itâs largely as good as it gets. To be honest when playing DVD's it has a nice spacious sound (if a little rangey volume-wise), so it works well where the pure sound quality is less important.
On the theme of acoustics I have to say Iâve learned to accept the often maligned âSoundaktorâ system which pipes artificial noise into the otherwise whisper quiet cabin. It adds a drama that I can feel is often missing from modern Audiâs, and whilst I hate to admit it probably contributed to me putting ink on the purchase invoice as it all added to the effect of âfeel goodâ when giving the car a good thrumping! I wonât be pulling the fuse out any time soon (or until I can afford the Akrapovic exhaust system).
Iâve always looked at the rear seats and wondered whether they were just for decoration or a realistic seating proposition. I can report having carried two adults (admittedly with front seats wound forward a bit) you can carry passengers with legs as long as youâre prepared to compromise a touch in the front. Access is passable if youâre fairly able bodied, but donât expect to just drop into the seats, there is some limbo-ing involved. This is strictly a 4 seat car (although I hear you can spec a fifth seat in the sportback), which seems weird for such a wide car, but not unwelcomed given I donât really fancy looking in the rear view mirror to see any of my friends or colleagues âstraddle ridingâ my transmission tunnel however short their skirts might be!
One area the S5 does score very highly is on practicality. Whilst the rear seats are a bit marginal the boot space is cavernous (enough so to carry enough luggage for a week in France â and believe me we donât travel with just a spork and a pair of reversible undies). Also it has a full size spare in the boot (as well as the Quattro paraphernalia which robbed the S3 of so much boot depth. I always had to run the S3 with the rear seats tipped down for longer road trips, and there was always a distinct lack of space for drinks and other guff that you accumulate as you live with the car. There are cupholders, cubby holes and charging points aplenty (esp. if you spec the luggage pack), and the curry hooks are just the icing on the storage compartment cake!
On the whole with the ambient lighting enabled, LED lighting installed, and the plethora of dashboard buttons to fiddle with the car does feel amply appointed with toys and gadgets to make it feel a really premium product. The tweaks have lifted it to feel very fresh and up to date, with only the slightly small in dash screen and MMI ergonomics letting the side down. Generally Iâm very pleased in terms of the refinement of the car.
4 - Overall (4/5)
Specced up the S5 can reach close to the mid £50kâs before any dealer contributions, so my expectations were probably unreasonably high from the outset. I know itâs not a stratospheric sum of money by todayâs standards but for me itâs still a fair chunk of wedge given how much I see exiting the bank account each month for a hunk of tin. Realistically, if youâre going in with a 15% deposit on a PCP (dealer contributions included), by the time you pay for the car, insurance, service costs and incidentals you really need to be setting aside close to a £800 a month (assuming your insurance is circa £400 pa and youâre doing no more than 10k miles a year).
From kerbside the midlife facelift did the already rather beautiful S5 very little harm at all. It took a thing of beauty and gave it a slightly fresher face (and some significant under-skin modifications), so Iâm glad I waited for the most refined of the breed to be honed before dipping my toe in the water. If you can stretch to an 8.5T Iâd heartily recommend it (unless you have realistic plans to supercharge the V8).
Itâs easy to get carried away with a new car which is why Iâve given it a 1000 miles before I got the daggers out alongside the keyboard to scribe up my review, but here are a list of things that would elevate the car closer to 5 starts in my personal view:
⢠Stop / start system should fully 'disable-able' using MMI
⢠Electrically adjustable / memory steering wheel with longer reach
⢠Better choice of 20â rims from factory
⢠More intuitive MMI menus
⢠Manual gearbox option
⢠More aggressive bark from the OEM exhaust system to offset the need for a soundaktor
⢠ADS toggle button on steering wheel
⢠Less restrained top end power
Iâll be honest, Iâm nit-picking, but then as this is a public forum intended for the enlightenment of a broader audience rather than a fanboy club for heralding âwhat Iâve got is bestâ, I feel inclined to stick the boot in wherever Iâve felt it offers merit in doing so.
Iâm conscious that the car Iâm reviewing here has been facelifted in late 2011, yet the underpinnings of the original design were probably being sketched out on a drawing board some 8-9 years ago (2005-6). So from a pure design perspective itâs an incredibly elegant and tastefully designed car to have stood the test of time like it has. Other than tucking the wheels too deep within the arches the designers have achieved something classic and timeless with S5 and Iâm very much a fan (so much that I passed up on the unashamedly brash C63 or fresher faced 435). I think the C63 would have closer met my performance needs, but itâs just too rash and lairy for my tastes and doesnât offer an all year round proposition like the Quattro does.
So for others looking to make a similar transition what do I recommend? If youâve come from a modified 2.0T and donât have the wedge to blow on supercharging the V8 variant then go for the V6 as its much easier to tune to something that will resemble the kick in the back power you probably crave. However, remember this is a very different proposition to the â3â, its more GT than point and shoot, and its luxurious cabin only enhances this sensation further. Itâs so cossetting that its only when you realise the speedo has made a dash for license losing territory you then start to realise it is a pretty quick car. I found my brain needed time to recalibrate to the linear power deliver rather than surge and pause (for gear changes) that you get in a lightly blown turbo charged engine running higher boost.
So would I go back to S3? If economics were the key driving factor then Iâd have to, but for now the â5â seems to be a great allround place to be. Iâm not quite sure Iâm grown up enough for it yet, but Iâm certainly warming to its charms with every day I own it. If the next RS3 / TT 420 type platform is a game changer I could be tempted back to a smaller chassis, but for now Iâm content riding this wave. I wasnât sure in the first week or so whether Iâd made the right choice, but the S5 seems to subtly find a way of getting under your skin.
Iâll do another review at 10k intervals with any further insights / cost updates to reflect the ongoing ownership proposition.
For reference, car specification:
Black Edition pack (19" Anthracite Rotors / Tints / Black Optics / B&O / MMI 3G / AMI)
Lunar/Black Super Sports seats
Tech Pack High
Comfort Pack (inc. heated / folding / dimming mirrors)
Memory Seats
Audi Drive Select
Sports Diff
Damper Control
Dynamic Steering
Parking Advanced with rear camera
Advanced Key / Start Button
Phone prep high with Audi Mobile Connect
TPMS
Heated Seats
Storage Pack
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