The new A5 Cabriolet's roof can be raised or lowered in 15 seconds -- and at speeds up to 30 mph.
We think of them as sunshine cars, but when you’ve spend most of your life in the Midwest, with its fast-changing weather, you learn to appreciate every opportunity to drive a convertible. Even now, as menacing gray clouds roll in over the French Cote d’Azur.
Pulling out from our waterfront hotel, we head for the Corniche, that gives a commanding view of the coastline, all the better without glass between us and the sea, the briny scent filling the breeze.
But within moments, the occasional spot of a drizzle turns into a torrent, something that would be a serious problem in most convertibles, considering there’s no place to pull over, at the moment, and raise the top. But not to worry. We slow down to 30, tap a button and our new Audi A5 Cabriolet goes into action. Within 15 seconds, the top is fully up and locked down, dryly sealing us into our A5 cocoon.
That’s just one of the many appealing features of Audi’s latest offering, which otherwise has all its basics in common with the striking A5 Coupe and its more sporty sibling, the S5.
For this particular package, Audi has opted for a soft-top, which might surprise those who’ve expected to see the industry steadily migrate to hardtops, such as the latest-generation BMW 3-Series Convertible. The debate is likely to continue, but Audi felt a cloth top permitted its designers and engineers to more accurately maintain the striking side profile of the original A5/S5. And compared to most hard-top cabriolets, the new Audi maintains a positively cavernous cargo compartment, whether the roof is up or down.
While convertible owners are a hardy bunch, Audi makes it even easier to drive the new cabriolet as much as possible, top down, with an optional heated headrest, offered as part of its Comfort Seating System. The seats are heated and ventilated, and you’ll also get the nice heat-level heating system, which directs a steady flow of warm air at your face, as well as the rest of your body.
For this particular drive, we’ve chosen the S5’s supercharged, 3.0-liter V-6 powertrain. At 33 horsepower, it delivers effectively the same performance as the big, gas-slurping V-8 found in the original A5 Coupe, but it’s decidedly more stingy with fuel. (And will eliminate the gas-guzzler tax the V-8 is saddled with, in the States.)
A 7-speed Tiptronic transmission, which can be shifted manually, in turn, feeds power to all four wheels, through the latest version of Audi’s Quattro drive system. Normal all-wheel-drive technology will shift power between front and rear axles, but here, Audi adjusts the torque – a system known as Torque Vectoring — between left and right wheels, as well. Go into a hard corner, for example, and the outer tire gets more power, helping steer you more accurately. The system is a plus, whether you’re on dry, damp or downright snowy pavement.
For markets outside the U.S., Audi is offering a wide array of gasoline and diesel powertrains. We’re particularly fond of the small, 2.0-liter turbodiesel, and perhaps, considering the German maker’s interest in introducing Americans to the technology, we will eventually get to see one of these “oil burners” in the States. For now, though, we’ll make due with the S5’s 3.0-liter V-6, as well as the A5 Convertible’s 3.2-liter, normally-aspirated V-6 and 2.0-liter Inline-four, here drinking petrol.
Sadly, some of the trick features Audi offers in Europe won’t be coming to the U.S., at least not for the moment, notably the Stop/Start system which, like more complicated hybrids, briefly shuts the engine off when you’re waiting, say, at a stoplight. Lift your foot off the brake and the engine restarts before you can hit the accelerator. Audi engineers have also come up with a new regenerative rear braking system that keeps the car’s battery fully charged, minimizing demands on the alternator. That, in turn, reduces frictional losses, improving fuel economy.
Those familiar with the A5 and S5 Coupes are already impressed with their solid handling. Despite losing the support of the roof, the convertible remains surprisingly rigid. Steering is precise and predictable, with a clear, on-center feel. The suspension easily soaks up bumps without compromising handling, especially in corners. As with the Coupe, the S-edition is stiffer and even more fun in the tight-and-twisties, though you will feel road bumps more, as a trade-off.
As always, Audi comes through with its benchmark interior design, here blending well-appointed woods, leather and chrome. Everything is easy to find, easy to operate.
The A5 is as handsome a coupe/cabriolet package as you’ll find on the road, sized somewhere between Audi’s compact A4 sedan and the bigger A6 4-door. No wonder, when you add it up, global sales of the original coupe have been running twice Audi’s expectations, despite the worldwide automotive slump.
With three versions of the A5 Cabriolet coming to the U.S., we expect it to be another big plus in the line-up.
Look for the new Cabriolet to arrive in time for the 2010 model-year. There’s been a lot of debate over how Audi will price the convertible, some observers predicting it will come in just above the smaller A4 soft-top. We don’t believe that’s likely, and are anticipating a price tag somewhere closer to $40,000 to $45,000, with a fully-loaded S5 nudging well into the $50,000 range.