Although the A5’s platform is new, its architecture is entirely conventional; a steel unibody with a mix of petrol and engines channelled through either front or Quattro all-wheel drive. What’s significant about this new structure is the position of the front axle line relative to the engine.
Lift the bonnet on a current generation A4 and you’ll find the engine hanging out in front of the axle. By moving the front axle line forward, the A5’s mass is distributed more uniformly across both axles, and the longer wheelbase benefits ride quality.
The front suspension is now a five-link affair for better control, each link constructed from aluminium (also good for ride) and mounted directly to a sub frame. Furthermore the steering has been redesigned to improve feel and response.
Initially the choice is between the 4.2-litre V8-powered S5 model, or the 3.0-litre V6 TDI model we’re testing here, both with Quattro and manual transmission only. 1.8-litre TFSI, 2.7-litre V6 TDI and 3.2-litre V6 FSI models will join later, the first two front driven only. Front-drivers get the option of a CVT multitronic gearbox, while from late 2007 a conventional automatic will be available for Quattro modes.
Having produced some of the most elegant saloon shapes in recent years, the pressure is certainly on for Audi’s return to the coupe market. Styling comments have little place here, but what we will say is that the A5 marks a departure for Audi, whose usual designs reflect constant radius curves and unambiguous design.
Mixing straight lines, swathing curves and concave surfaces, viewed close up, the individual details can appear cluttered, but from a distance and especially on the move, gel cohesively. If our time with the A5 is representative, it’s a design that will grow on you, and one you’ll appreciate far more in the metal than in pictures.