www.youtube.com/watch?v=L2jgI8e3o_U
Filling a tiny niche with good looks and V-8 power.
Convertibles are wonderful things, but it takes a certain type of individual to appreciate the Audi RS5 cabriolet’s unique blend of open-air style, speed, and exclusivity. As one of only three ways remaining to enjoy the siren song of a naturally aspirated Audi V-8 (producing 450 horsepower here and in the RS5 coupe and 430 in the R8), it’s certainly not wanting for motivational or mechanical spirit. Mix in Hollywood good looks and the potential for top-down shenanigans, and you have an alluring trifecta of motoring nirvana.
Lots of Grip, A Few Gripes
It’s no secret that cutting the roof off a car, even one as stout as the Audi RS5 coupe, can have demonstrably negative effects on vehicle dynamics. Modern engineering concepts and metallurgy have somewhat mitigated the consequences, but liberating the A-pillars from the rest of the structure without contracting an unwanted case of the shakes is still a tricky business. We love the high cornering limits of the RS5 coupe, so we were pleased when the RS5 cabriolet matched the coupe’s 0.96-g stick on our skidpad, a clue that chassis stiffness hasn’t significantly deteriorated. And while almost any car can be set up to produce maximum grip numbers, it’s the cabriolet’s—and coupe’s, for that matter—ability to transform itself from track star to road car that earns it respect.
Partial credit for this dual-personality goes to Audi’s Drive Select system, which allows drivers to select from Auto, Comfort, Dynamic, or Individual modes. In the latter, drivers can mix and match desired shift characteristics, throttle response, steering, and differential settings to their liking. There’s no electronically adaptive damping going on, however, just a finely honed RS5-specific suspension tune. Meaty 275/30R20 Pirelli P Zero tires belie their massiveness size, rarely tramlining and delivering the same solid, connected, and confidence-inspiring handling exhibited by the coupe over a variety of surfaces.
The variable-rate electronic power steering shared with the coupe offers linear response, and the front wheels follow steering inputs with ESP-like accuracy. Steering effort is weighty, but feedback is virtually nonexistent, with any tiny bits of information that do make it back to the driver arriving vague and encrypted.
A Kick in the RS
All RS5s get a sport rear differential with electronically controlled torque vectoring inserted in the Quattro all-wheel-drive mix. The default torque-split ratio is 40 percent front/60 rear, but it can vary anywhere from 70/30 to 15/85 as conditions dictate. The setup is dialed and it welcomes liberal applications of throttle, almost daring you to see how deep in the pedal you’ll go before the tires throw in the towel. Once the car is pointed straight, however, it simply digs in and takes off.
The RS5 cabrio dispatched the benchmark 0–60 run in just 4.3 seconds and the quarter-mile in 12.7 seconds, putting it in the ballpark with the 4.0 and 12.5 numbers we recorded with a 2011 RS5 coupe during a comparison test with a Cadillac CTS-V and BMW M3. The 4.2-liter V-8 pulls in a delightfully linear fashion to its 8300-rpm redline, each shift from the seven-speed dual-clutch S tronic transmission—actuated via the wheel-mounted paddles, the console shift lever, or automatically—resetting the table for another run at the redline. Peak horsepower arrives at an astronomical 8250 rpm; all 317 lb-ft of torque are on tap at 4000 rpm. Top speed is electronically limited to 174 mph. We would love to experience the analog V-8 with a manual transmission, but the RS5 is only offered with the S tronic.
The RS5 cabrio’s binders are autobahn-ready, with firm, confidence-inspiring pedal response. Stopping the ragtop from 70 mph consumes just 155 feet of tarmac, and the trick can be pulled repeatedly with zero fade.
Live Large, Not Lean
By our own measurement, the cabriolet tips the scales at 4453 pounds, 413 heavier than the last coupe we tested. The top and its mechanisms account for some of the extra weight, with the rest attributed to chassis-stiffening measures that include additional bracing in the side sills and under the trunk section that Audi puts in all A5-based cabriolets. Sharp-eyed observers will notice that the RS5 cabriolet deletes the coupe’s fog lights from the lower front intakes and wears a fixed rear spoiler in place of the fixed-roof model’s active unit.
The fully padded and insulated softtop keeps things cozy and quiet inside. When it’s raised, the coupe’s profile is largely preserved, a more steeply raked rear section the only major deviation. Drop the top, and the folded fabric leaves more rear seat room and consumes less trunk space than would a hard-top design. There are 10.2 cubic feet of usable space with it down, compared to the coupe’s already-precious 12.2. Going topless takes just 17 seconds via the one-touch switch, and you can do it on the fly up to 31 mph. Air travels up and over the passenger compartment even without the standard, manually deployed wind blocker in place; once installed, conversing is easy and coiffures remain unruffled.
Our test car took a pretty comprehensive pass through the options sheet, adding the $3250 Driver Assistance package (adaptive cruise, dynamic steering, side assist), the $3450 MMI Navigation Plus package, 20-inch wheels ($1000), sport exhaust ($1000), Estoril Blue paint ($1075), and the Matte Aluminum Optic package ($750). Thus, the $78,795 base price grew to a lofty $89,320. That figure puts it in some pretty rarified air, and considering those whose primary concern is looking good with their top down can score a four-cylinder, front-wheel-drive A5 cabriolet for the comparatively low price of $44,245, it’s hard to fathom anyone buying one of these based on a casual showroom introduction. That leaves a small and select group of buyers who probably decided the RS5 cabriolet was the car for them long before writing the check. They won’t be disappointed.
http://www.caranddriver.com/reviews/2013-audi-rs5-cabriolet-test-review
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