Review first before you interested to buy one.
Background :
Another sodden summer means this is hardly the most propitious time to be bringing a new rag-top to market. But as Audi continues its seemingly relentless expansion into new areas, it’s refreshing to find at least one new model from the brand that is entirely predictable.
The A5 Cabriolet is an open-top version of the existing A5 coupé and, despite its numerically enhanced moniker, is a direct replacement for the previous A4 Cabriolet. Which means it’s got a tough act to follow.
The A4 Cabriolet was a sales success throughout its long life, and its appeal was reflected in its rock-solid residual values.
It’s therefore no surprise that Audi has kept the fundamentals unchanged, with the A5 using a folding fabric hood instead of one of the increasingly fashionable retractable hard-tops.
The big question is whether it will be good enough to carry on where its handsome predecessor left off.
We’re testing it with a 3.0-litre V6 turbodiesel under the bonnet, mated to a seven-speed DSG automatic and Audi’s quattro four-wheel drive.
Design :
No surprises here: the A5 Cabriolet is a straight convertible version of the existing A5 coupé, sharing both its design and mechanical components with its tin-top sister – and also the A4 saloon and Avant.
That means Audi’s new ‘five-link’ suspension system and more dynamic drivetrain settings. Buyers can also choose from a rationalized range of the same engines that power the coupé, with three petrol and three diesel motors available from launch.
Visually, from the front bumper as far back as the windscreen pillar, coupé and cabriolet are effectively identical. The S-Line version we tested added some visual bling in the form of a reasonably discreet bodykit and Audi’s trademark ultra-bright LED running lights, integrated below the xenon headlamps.
The cabriolet keeps the muscular contours of the coupé’s rear flanks, and Audi’s decision to stick with a folding fabric roof rather than a bulkier collapsible hard-top means that the design team has been able to keep the height of the rear deck low; with roof up or down, this is a handsome car.
But it’s also a heavy car. The combined weight of the roof, the mechanism that operates and hides it and the structural reinforcement that underpins the decapitation means the A5 Cabriolet weighs around 180kg more than the equivalent coupé, spec for spec.
And that’s according to the official kerb weights, which in our experience may be unduly optimistic. Audi claims our 3.0 TDI S-Line weighs 1860kg, but it tipped the scales at MIRA at a seriously porky 2035kg.
The 3.0-litre V6 TDI is a familiar unit from elsewhere in the Audi family and it’s currently the only model in the A5 Cabriolet range that combines diesel power with the reassurance of four-wheel drive.
Power is delivered via a seven-speed version of Audi’s recently developed ‘longitudinal’ twin-clutch DSG system; there’s no other transmission option.
On The Road :
The A5 Cabriolet’s considerable mass means that the less powerful engines in the range are going to have to work hard to motivate it. But the 3.0 TDI engine feels particularly well suited to the car, delivering appropriately effortless performance and impressive refinement.
It’s quick, too. Despite our best efforts at MIRA, we couldn’t match Audi’s claimed 6.4sec 0-62mph time. But our best effort of 7.1sec for a proper 0-60 is still respectably rapid for a two-tonne diesel cabriolet.
The gearbox is one of the finest implementations of DSG we’ve encountered so far. Our only real criticism is with Audi’s attempts to synthesis the idle creep of a torque converter for parking man oeuvres; the car lurches if the accelerator is applied with the car already moving at low speeds.
Although braking is decent enough for everyday use, it’s worth noting that the anti-lock system seems to be very aggressive when asked to perform an emergency stop, allowing the wheels to lock enough to leave black lines on the road surface.
As it shares all of its major suspension components with the A5 coupé, you would be justified in expecting the drop-top to put in a similarly composed dynamic performance. The fact that our test car categorically didn’t is due, in large part, to the overly firm sports suspension that comes with S-Line trim, plus the upgraded 19-inch alloys it was wearing.
The problem is torsional rigidity. The body can be felt flexing over bumps and undulations, with noticeable scuttle shake manifesting itself as vibrations in the steering column and a trembling rear-view mirror. It’s a problem at low speeds in town and over uneven country lanes, and it’s bad enough to become the car’s defining dynamic characteristic on most surfaces.
The high-geared steering requires small inputs, turn-in is keen and grip levels are high, with the car possessing a level of agility far away from the stodginess of the old A4 Cabriolet.
Interior :
Audi does great cabins, and the A5 Cabriolet’s is no exception. For the most part it’s a predictable facsimile of its coupé sister’s interior, with the same dashboard, instrument pack, centre console and door trims.
Generous adjustment for the front seats means that most occupants should be able to get comfortable. Some rear seat space has been sacrificed to find room for the roof mechanism, but the A5 Cabriolet is still big enough to be considered a genuine four-seater rather than a ‘plus two’.
The roof features one-touch power operation and Audi is justifiably proud of the mechanism’s speed. Collapsing the hood takes just 15 seconds, raising it takes just 17, and it can be operated while driving at low speeds – perfect for the vagaries of the British summer. The folded roof does remove some boot space, but even with the hood up the load space is shallow and accessed via an awkwardly narrow aperture.
S-Line and S5 convertibles get an ‘acoustic’ hood to reduce noise levels in the cabin. It’s available as an option on lesser versions and really helps to boost cruising refinement. Top-spec versions also get a foldable wind deflector that can be clipped in over the rear seats and which works well to reduce disruption in the cabin.
In its heyday the A4 Cabriolet enjoyed some of the strongest residual values ever recorded for a mainstream car, and Audi reckons the A5 will enjoy a similar appeal. It will need to: it costs up to £4000 more than its predecessor.
The 3.0 TDI S-Line’s list price pitches it hard against its most significant rival, the £40,095 BMW 330d M Sport Convertible. Buyers will have to decide just how appealing the 3-series’ folding hard-top is next to the Audi’s fabric roof.
We couldn’t match the official 41.5mpg economy figure, but 38.1mpg when touring is respectable. CO2 emissions of 179g/km are also impressive, considering the performance on offer.
Should i buy one?!
In many ways the A5 Cabriolet is a fine car that is worthy of serious consideration for those in need of a stylish, practical convertible, except for one significant flaw.
In our experience the S-Line’s excessively stiff springs ask structural questions that the car’s body isn’t up to answering on rough British roads.
While we suspect that opting for the softer SE suspension would solve this problem, we have been unable to try such a car in the UK, which leaves us no choice but to make our assessment on this car alone.
Why Audi would choose to handicap a model with such an inappropriate spec is beyond us. Especially when the A5’s powerful diesel engine, four-wheel drive, packaging and competitive running costs are so impressive.
We imagine the 3.0 TDI SE will be the pick of the range.
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