Long term test: Audi S5 Sportback

A long term test report on the Audi S5 Sportback and its supercharged 3.0L TFSI engine. 

With the Sportback, Audi has pioneered midsize premium coupe-sedans. The S5 version adds the performance of a supercharged, direct-injected 3 liter V6 , and a sportier stance. Under this skin, the core is all rigour and competence, but falls shorts in terms of sportiness. We reflect on the ownership experience after 1 year and 12’000 miles.

A comfy sedan, all-wheel-drive transmission due to marital and geographical contingencies, high standards of interior finish – which rules out many candidates – for a 100’000 CHF budget, the contenders list for the replacement of my daily driver rapidly shrunk to two models of the Audi portfolio: S4 Avant or S5 Sportback. Voices of reason would have called for a V6 turbo diesel, but the lack of refinement of these powertrains sounded like capitulation. My hesitations between the wagon and the coupe-sedan lasted longer. The S5 eventually won me over for its less utilitarian feel. Of equal length but lower overall, with a higher belt line and frameless doors, driving experience prevailed over practicality.

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This is my way of rationalizing my attraction to the design of the Sportback, a derivative of the A5 Coupe, but with a more graceful cut of the C pillar than the abrupt fall on the two door version. The signature character line running from headlamps to headlights is preserved, but the stern is altered with a gentler slope. The wheelbase gains 60mm over the coupe, but is identical to the A4/S4 sedan and wagon. Cosmetic treatment uses all the cues of the S range, with protruding rockers, a deck lip, a sportier fascia and four oval tailpipes to stand out from a TDI in S-Line camouflage.

I dove in the options list with realism, serenity and resolution. And an appetite just short of gluttony. Sport memory seats, sunroof, dual tone leather, carbon inserts, MMI Plus satnav, magnetic ride and therefore drive select, adaptive cruise control, B&O sound system, Bluetooth, keyless, parking assistance with camera and three-zone AC. I then splurged on the famed Suzuka Gray Audi Exclusive paint job – a pearlescent grey-white introduced on the R8 V10, the black cosmetic pack and a removable tow hook. The result is a very pleasantly equipped car whose base price ballooned by 29.3%, no less. The only significant box left un-ticked was the rear sport differential, theoretically out of place in a car that ambitions to be a plush grand tourer, not an outright hoon machine.

I picked the RS4-style 20 inch alloys in coherence with the rest, favoring esthetics over reason. Switching over to a set of 18 inch VMR 710s as winter wheels was a nearly traumatic experience, confirming that it takes really large rims to give a muscular stance to the Sportback, fill those wheel arches and shorten the car. Among this long and onerous list of options, the adaptive cruise control turns out to be the least used. The idea sounds seductive for freeway commutes in denser traffic, but the minimum interval between vehicles is still too long to be compatible with contemporary conditions. It is only suitable for emptier stretches travelled at lawful speeds. I have not had the opportunity to use the tow hook yet.

The Audi Drive Select falls in the category of options you regret only if you don’t have them. It allows to switch between four modes, one of which is configurable along three dimensions,  gearbox, steering and damping, with three different settings for each. While the differences between settings are noticeable, the standard automatic setting is well suited 90% of the time. The custom settings only make sense if you have exotic taste, for example stiff steering and soft damping.

Suzuka Gray deserves a paragraph of its own. Launched with the R8 5.2 V10, it has reached near cult status among enthusiasts. Its hues are subtle, and in bright daylight, it is difficult to tell apart from a mundane – and much more affordable – Ibis white. Suzuka Gray earns its name in darker, shadowy light conditions where it becomes flat matte and distinctive. I might have opted for the gorgeous Daytona Gray if the supply of pigments had not been shut down for months by the tsunami that ravaged Sendai county in Japan after the 2011 earthquake.

Under the long hood sits the 3.0 TFSI V6 with direct fuel injection and turbocharger, with peak torque of 440 Nm from 2900 to 5300 rpm and 333 hp from 5500 to 7000 rpm. I did not find this engine charismatic at first, but over time, it proves to be a peach and displays a lot more character once well run in. Below 3000 rpm, it is discrete, supple and torquey, competent but otherwise unremarkable. The eastern half of the rev counter reveals a distinctive, surprisingly metallic surge. Unlike the wall of torque of its turbocharged cousins, there is a progressive build up in torque followed by a linear crescendo till the red line. Each upshift is stamped by a resounding “pop” sound, underlining the speed of the S-Tronic dual clutch gearbox. This V6 is incomparably more at ease and enjoyable at higher revs than the older V6 of the B5 generation S4 for instance.

Obviously, such a powertrain does not require high revs in usual traffic situations, the ample torque on tap is more than adequate in most circumstances. The absence of vibration allows to cruise effortlessly under 1500 rpm on taller gears, but should the need arise, a vigorous and lag free reaction is only a downshift away. I anecdotally measured the 100-150 km/h dash at 6.2 seconds, kickdown included, an exercize that a Porsche Panamera Turbo S performs in 5.5s, thanks to its 800 Nm overboost and 550hp. No better reference to illustrate the responsiveness of the 3.0 TFSI. It also does a good job at hiding its forced induction, the supercharger is totally quiet. My biggest criticism remains the lack of personality at low revs. The melody of the Audi RS3’s inline 5 is far more entertaining at socially acceptable pace.

Over 17700km (11’000mi),  the gas mileage log comes out at 10.55 L/100km (26.8 imperial mpg) at 75 km/h average speed, indicative of a high freeway mix in my usage pattern (favorable to fuel economy) driven at hurried pace (not as favorable to fuel economy). Very reasonable indeed for a car of that size, weight and power. This 3.0 TFSI V6 is a superb engine.

Note: chart updated as of 27000km/17’000mi.

The S-Tronic dual clutch transmission, sole available option on the S5 Sportback and, since the late 2012 facelift, on the S4 as well, is a very good match for the engine. Smooth, quick and attentive, it is rare and difficult to fault its moves. Its reluctance to downshift in first at crawling speeds sometimes worries me, its tendency to ride the clutch in these circumstances cannot be good for the clutches, but one has to trust that the Audi and Borg Warner boffins had good reasons to write firmware that way. Occasionally, the box can be caught on the wrong foot when giving gas while it – finally – slots first in, but this is the case for all twin clutch transmissions. I wish the steering-wheel mounted paddles were sometimes a bit more reactive, especially when short-shifting at low revs, but it seldom bothers me as I tend to sometimes indulge in over-eager eco-drive. The D mode is clearly leaning in that fuel-efficient direction, favoring low revs, but without adverse consequences on comfort. No drone, no vibration, just the expected effortlessness. I am far more annoyed by the absence of engine breaking. Downshifting while coasting to a stop is useless. I am clueless as to the causes, whether related to the reduction of powertrain and peripheral losses or a deliberate intent to let the car run freely when the throttle is lifted. Either way, brakes are the only way to slow your pace down or do as little as maintaining constant speed on a steep downhill.

Large outside, small inside

4.72m in length, 2.81m in wheelbase, imposing front fenders and an endless hood, I found the S5 Sportback to be a large car to handle in parking situations, furthermore as the overall dimensions are not the easiest to apprehend. Underground parkings and circular ramps offer plenty of challenging situations where the parking sensors and camera do not provide all the assistance required, and angling the right mirror down toward the rear wheel is an area necessary to watch. After a few alerts, this car pushes me to a level of attention I did not experience before. The jump from the old 4.50m gauge of the older B5-B7 S4 generations to the 22cm supplement of the B8 platform is not without consequence on practicality in tight urban conditions, and the 5m class (Porsche Panamera for instance) pauses yet another set of challenges. Larger cars for tighter spaces, go figure a solution.

It is a paradox that this external growth does not translate into expanded internal living space. While front seats are generously comfortable in legroom and elbow width, the two rear seats feel tight and crowded to adults. Short doors, high sills, low roofline, ingress is not easy and space allocated to the two rear passengers limited. Unlike the S4, the S5 is a strict four seater. My benchmark Samsonite laptop and daily-crap bag hardly has enough space behind my seat, and I tend to stow it in the trunk to avoid scraping the leather and plastics. Thanks to the large (and heavy) rear hatch, access to the trunk is easy and its capacity – extensible through 1/3-2/3 folding seats is practical, although no match for an S4 wagon. 

As expected with Audi, interior finish is top notch and meets the highest standards for the category. Material choice, leather selection, assembly gaps, even secondary parts are one notch above competition.  The MMI+ interface is easy and intuitive to navigate, and safer to operate than touchscreen systems where a soft button can be aimed at precisely without taking your eyes off the road. Other brands, such as BMW, offer nowadays larger displays and excellent graphical user interfaces, but Audi remains a reference in the production of luxurious and well-made interiors.

The S5 is silent and offers a high level of comfort, except for a sometimes fidgety secondary ride on deformed pavement. I initially blamed the good looking 20in rims, but did not find much improvement with the 245/40R18 Dunlop SP3’s winter rubber. Stability at freeway speeds is superb, making long journeys relaxing. I have however not had yet the opportunity to travel long distances on german autobahns.

On roads, the chassis has its work cut between the performance of the supercharged 3.0L and the overall weight, 1832kg on our scales, with a 54.9%/45.1% split between front and rear. The dominant impression when corners are thrown at the S5 Sportback is a mix of composure and detachment. No surprise, permanent Quattro all-wheel-drive means that traction is never an issue and allows to power out from corner apexes without concern. Grip is very good, balance neutral and lines can be drawn with precision, but the Sportback feels like it is executing conjugal duties rather than take any pleasure in the process, let alone communicate one. The ingredients are there, the energy of the engine, the metallic exhaust note, the quick gearbox, but their enumeration is more of a grocery list than the recipe of a gourmet meal. Steering feel is numb, and the front suspension arms seem to be too softly attached to the body, painting a clear picture: the Audi S5 Sportback is a fast grand tourer, not a sports car. I doubt that the Quattro Sport differential would have changed much to the matter. Besides, the word “Sport” does not appear anywhere inside the car or the Drive Select settings, traded for “Dynamic”. That detail tells it all.

Reliability & Maintenance

Maintenance has been zero to date. Thanks to the Long Life program, first service is foreseen shortly before 30’000km. The 3.0 TFSI is even more frugal on oil than gasoline, I have not had to add any since driving out of the dealership. The only defect to date is a noisy passenger window motor, which will be replaced under warranty at the first service. Otherwise, nothing, strictly nothing, just what you expect from that brand. I expect the next wear and tear invoices to come from the summer tires. The Continental Sport Contact 3 in 265/30R20 should set me bacl 400 CHF a piece plus fitting. No maintenance, no consumables, it is therefore too early to  compute pertinent running costs. Amortization has been completely offset by an opportunistic purchase on the other side of the Rhine at very attractive conditions, landing me a fully loaded car for the equivalent of swiss base list price.

With a blown engine, the opportunities afforded by chip tuning abound, and the 3.0 TFSI of the B8 S4 & S5 are no exception. A few thousand francs will buy you a nice and simple stage 1 upgrade with a respectable 520 Nm and 400hp. I still consider the pertinence and coherence of such an undertaking largely questionable, both in terms of my personal usage pattern and the meaningfulness of the outcome. The largest gap in sportiness does not reside under the hood of the S5, a meatier engine is not going to make up for it.

The A5 range is selling well in Switzerland, and the share of the Sportback keeps climbing since its launch in 2009, catching up with the Coupe whose sales started two years earlier. The brand is a safe bet and the undisputed leader of the premium segment in the country, and the Sportback complements the A4 range with an elegant and distinctive product, less predictable but also less practical. After a year in its company, I appreciate the S5 for all it does not remarkably well, and am happy to turn towards other cars in my stable for the rest. Versatility is a compromise.

Prices and options list

Swiss and German list price as of spring 2011.

Facing competition

* 2011 list price.

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