Where the V8 surged through the revs for one hell of a torque curve and an equally all-sense-pleasing power curve, the V6 doesn’t quite do that. As seems to be V-engined performance car norms, the turbos are nestled inside the V-angle of the banks. This is supposed to shorten the exhaust-gas travel time and speed up the receipt of boost. Oh, there’s no shortage of boost. The thing is, in comfort mode, the eight-speed torque-converter automatic relaxes the revs at around 1,800 rpm — just shy of peak torque. As such, there is noticeable lag between pushing the pedal and then being catapulted forward in a hurry. Switch to dynamic, and a split-second-long loud hum announces the opening of the — very visible from outside — butterfly valves in the dual exhaust pipes. Here, the revs stabilize at 2,000 rpm when the pedal isn’t prodded and, thus, instant thrust is a dab of the right foot away. While it feels exciting and ready to pounce at a nanosecond’s notice, it can be perceived as a bit edgy at times. Always make sure you have enough room ahead before exercising your right foot.
Butterfly-valves in the exhaust pipe visible
Thrust is right, because this new Coupé went on to pound the quarter-mile in just 13 seconds. But what truly impresses are its abilities on the move. Like a squirrel on steroids, the 1.7-tonne RS 5 changes direction on its toes, buzzing from one lane to the other without a hint of hesitation. Always sure-footed, the quattro all-wheel-drive system astounds with its endless grip and consequent control. Oh, and it was pouring just as we hit the test bed. It was quite the wet test session. The feelings of its handling echoed strong in the twisties as well. Switch to dynamic and the vroom sounded clearer in the silent hills. Foot down hard the RS 5 lunged forward after a hint of a wiggle but held its line as I powered into the next bend, lifting off only for a tight left-hander. Back on the power again, then on the brakes for a sharp right, then foot hard down for a relatively straight section — screaming through the revs before the baton was passed to fourth gear. Heavy braking before the tight left and, in the midst of all that, for a few split-seconds, the car harked back to the RS 5 4.2 FSI. Momentary explosive burbles on lift-off redeemed most hard feelings and brought a smile to my face as wide as the road I was on. Smooth tarmac bodes well, but when there isn’t any, the ride is a tad firm. However, that only helps increase its agility. The seats hold you well, the steering weighs up nicely and delivers good feedback. Nice car. And it feels as sharp as it looks.
And therein lie my feelings of the car. Where the V8 managed to provide similar comfort as the massage function in this one, I can’t help but feel that it’s means of compensation for its lack of two cylinders. Personally speaking, the TT RS’s in-line five, with its low-pitch rumble nothing short of the unholy wrath of a dragon drunk on power, would seem at home in the RS 5. I’ll forgo some of the horsepower for that demonic soundtrack. Little wonder, then, that rumours of the next RS 5 sporting that straight-five in conjunction with a 48-volt electrical system and e-turbos have popped up online.
But, for what it’s worth, the V6 manages eight kilometres to the litre in the city, reducing its consumption 13 km/litre on the highway. Yes, it’s more efficient, it’s lighter, it’s swoopier, and, truth be told, it’s fantastic. At Rs 1.11 crore (ex-showroom), it’s a proper sports coupé and, with quattro putting down the numbers, it feels a little more planted than its competition. However, and this is rather personal, it feels like a massive upgrade to the S5, an S5 plus dynamic, if you will. Just not entirely an RS. It’s a great car, make no mistake about it. I just wish it had more to back up those muscular lines than a blown V6. Like a flaming shot that makes for quite a display of fire, it certainly looks dramatic, but there’s room for more potency. Room that the bad-@$$ 2.5 TFSI five, if not the 4.0 TFSI V8, would aggrandize.
Need to Know – Audi RS 5 Coupé
Price: Rs 1.11 crore (ex-showroom)
Engine: 2,894 cc, V6, twin-turbo, petrol
Max Power: 450 PS @ 5,700-6,700 rpm
Max Torque: 600 Nm @ 1,900-5,000 rpm
Transmission: Eight-speed, automatic, all-wheel drive
Weight: 1,695 kg
