The four-strong attempted orchestra turns to come alive and settle into a puzzlingly quiet idle. Still fighting the look of confusion, I roll out of the highly secure parking area. The A5 Cabrio can potter around at lower engine speeds in a more refined fashion thanks to the adoption of a dual-mass flywheel and ‘centrifugal force pendulum’ that effectively counters vibration even way down the rev-range. The 2.0-litre engine makes 190 PS, but a peak torque of 400 Nm that kicks in low enough, and a wholesome spread of which is available just past idle. Exiting the gate, I head to the first corner. No speed signs. Just exclamation marks. Right, 60 km/h into the first left-hander.
The roar from the pipes is something I did not expect, as was the smile on my face at the exit, powering on. Thanks to quattro, the A5 stayed poised, even flat. The right-hand hairpin next required a stamp on the brakes and a flick. Seamlessly done, and well taken care of. No perceivable body-roll and four-wheel grip to rival a four-year-old holding a cookie, the A5 Cabrio lunged ahead. The fast S bends were taken at triple-digit speeds and the drop-top stayed composed as ever. No drama. Trust a motorcyclist to run wide and directly into the past of this 1.8-metre wide car. Nothing a quick flick of the wrist, backed by quattro, can’t handle. Disaster averted, foot back hard on the right pedal, only before a quick pedal switch for the upcoming left-hand hairpin. The A5 two-door is a fun-little prospect even with a turbo-diesel. That legendary quattro system quite simply would make your physics professor blush. Momentum, weight and entry speeds into geometry-challenging turns are dismissed with aplomb. Its default split is rear-biased to the tune of 60 per cent, but it can send up to 70 per cent to the front or as much as 85 per cent to the rear; that’s probably one of the first things ‘dynamic’ mode does, then?
Of course, there’s more to the handling than just a magical four-wheel-drive system. Audi have been busy optimising the new car line and new components and weight-saving are behind its composure. For instance, the new electro-mechanical power-steering system is lighter than the older car’s by 3.5 kg, and it has a more direct feel. The brakes are almost five kg lighter. And the rear suspension is now a five-link independent setup with a sub-frame and rear tracking road, instead of the old car’s trapezoidal-link unit. All these changes under the skin contribute to its character.
What the A5 Cabriolet does is deliver usable performance with what can be considered almost excessive equipment. Yes, the peak torque is still a sizeable amount, but given the quality and tolerances of the transmission and driveline, in general, it’s clear that Audi left no stone unturned in the quest for delivering a rewarding drive even with a four-cylinder diesel engine. The fun is there for the taking, and the systems on hand allow you to push and exploit most, if not all of it, regularly. The efficiency, too ― 11 km/l in the city and 18 km/l on the highway ― won’t have you worrying about a depleting fuel reserve. The 58-litre tank and the overall 12.8 km/l will allow a range of well over 700 km. And, at Rs 69 lakh plus taxes, it’s doesn’t really have a discouraging price tag. Audi have delivered a two-door convertible that provides essential drop-top driving pleasure while being accompanied by a large helping of practicality on the side. They’ve TDIed the drop-top for India, and we have to appreciate its purpose.
Need to Know – Audi A5 Cabriolet 35 TDI quattro
Price: Rs 69.24 lakh (ex-showroom)
Engine: 1,968 cc, in-line four, turbo diesel
Max Power: 190 PS at 3,800 rpm
Max Torque: 400 Nm at 1,750-3,000 rpm
Transmission: Seven-speed, automatic, all-wheel drive
Weight: 1,800 kg
Performance:
0-100 km/h: 8.95 seconds
Top speed: 235 km/h (claimed)
