I’ve never really understood the attraction of Audi’s S models, until I drove the S8 last year. I really liked the S8, because I knew that it was a standalone flagship – not just an appetizer for an upcoming RS version. That’s why the S6 left me cold and why I now quietly wish there won’t be an RS5. The S5 is THAT darn desirable!
The Audi A5 is a marvel. Apart from the gorgeous, halo-wearing R8, which will available only to a select few, the A5 is probably the first mainstream model from Audi that deserves the title of “beautiful”. The new TT came close, but the A5 – of which the S5 is the most taut and sporty of the range – gets my pulse racing.
There are several similarities between the A5 and its most logical competitor, the BMW 3 Series Coupé… long, sloping bonnets, sharpened front ends, smooth and ascending flanks and wedge-like rears. Such are their stand-out aesthetic qualities that the upcoming new version of Mercedes' CLK will have its work cut out, especially if one considers what a boxy dog the recently-unveiled CLC is…
There’s something sublime in the way that the A5’s roofline stretches from the edge of the windscreen, slopes seductively downward at the C-pillar, and reveals a crisp rear three-quarter aspect that gives the S5 (with its fatter tackies and stylish 5-spoke rims), a tremendous presence. The rear end of the car could easily have become a frumpy and unremarkable sight (hey, Audi’s track record is suspect on that score), but the light clusters are like finely cut rubies and combine smartly with a subtle spoiler lip and four oval tailpipes that protrude from the voluptuous bumper. As for the front end, it would be earth-shatteringly good had the E92 not set the benchmark, but those LED running lights certainly make this S5 stand out on the open road.
I had to hold my breath just before I sunk into the cabin… “Just not another monotonous, black expanse”, I hoped. Well, the interior is kind of austere (for its all its black surfaces), but instead of a mélange of square buttons with utilitarian white lettering, there’s Audi’s new “framed” instrumentation binnacle, complete with a knob for the audio system and electronic parking brake lever in the centre console (different from the norm), sculpted vents, tasteful chrome accents and a stubby gear selector that feels just right. As for the seats, I don’t care for the S-line alcantara trim (full leather would get my vote), but the driving position is good and the steering wheel just the right size.
It’s not perfect, though. If you’re of above-average height and like to sit high (also see more out of the side windows), there is precious little headroom when a sunroof’s installed. And, even though it is possible, at a squeeze, to sit behind oneself, the rear headroom is insufficient for anyone but young children. The E92 BMW is a slightly smaller car, but seems to an edge over the A5 in terms of rear accommodation.
Those are but a handful of criticisms that I dare level at an accomplished newcomer of the S5’s ilk… I’ve moaned about the lightness of the performance Audis’ steering systems before, but I have now come to accept that characteristic and instead learned to fully appreciate the freight train-like tractability of modern Quattro systems and the S5’s ride, which is on the sportier side of supple and eminently communicative.
Yes, the S5’s steering feels light, but it responds to driver input in a suitably precise manner and does firm up at speed. There’s plenty of grip on offer from the 18-inch gumballs and thanks to quattro drive, you can leave braking nice and late on the approach to a bend and then revel in a satisfying shove on exit.

I absolutely adore sonorous and torquey V8 engines and even though the S5’s 4,2-litre FSI unit produces less power, but slightly more torque, than its celebrated RS4 sibling (260 kW at 7 000 r/min, 440 N.m of torque from 3 500 r/min), it’s just about ideal for the S5. The powerplant isn’t afraid to rev, pulls heartily in its mid range and performance is instantly accessible.
The biggest highlight, from a driver’s point of view, was the heightened sensitivity of the S5’s throttle. In cut-and-thrust driving conditions, it’s not difficult to make that V8 warble and croon.

In conclusion, then, as is the case with Audi’s new RS6 Avant, the S5 is a car in which relatively inexperienced drivers can get their performance kicks without having to manhandle their machinery or attempt to emulate F1 drivers’ skills. Most S5 buyers will probably opt for a Tiptronic instead of this six-speed manual version, but make no mistake, the S5 is an utterly user-friendly executive express and at R549 000, it certainly makes executive saloon-based coupés seem rather pointless.
Look out for a road test of the Audi S5 in an upcoming issue of CAR Magazine.

Original article from Car