The first-ever Audi RS5 Avant is powered by a plug-in hybrid powertrain – but don’t worry, the Bavarian company didn’t drop the ball like Mercedes-AMG, which went with four-cylinder power.
Instead, the new RS5 – which will be available as both a sedan and the wagon-shaped Avant we’re so familiar with – uses an improved version of the old 2.9-litre biturbo V6 petrol engine used in the previous RS4 Avant.
In fact, the new RS5 is the sixth entry in a series and continues a line that originally began with the 1994 RS2 Avant.
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By 1999, the RS2 had morphed into the B5 series RS4, a 2.7-litre twin-turbo V6 estate with steroidal looks and a corresponding power output of 280kW.
From then on, the RS4 evolved through three further generations – B7, B8 and B9 – with either 4.2 liter naturally aspirated V8 engines or, more recently, the 2.9 liter V6 biturbo engine.
But after 27 years of service with that nameplate, and 32 years total if you count the RS2, the RS4 is no more – due to Audi’s complicated internal labeling guidelines for ICE versus EV, a confusing system that the company has since resorted to.
Therefore, it is the RS5 that will continue the legacy of the midsize, super-fast Audi into the late 2020s and beyond.
Think of it as a direct competitor to BMW’s own M3 sedan and Touring models, and you’re on the right track.
However, rather than sticking with pure combustion engine or even taking a milder hybrid route, Audi has decided to adopt the same plug-in hybrid (PHEV) status that has seen the Mercedes-AMG C63 completely lose its road credibility with the switch to hybrid power in 2022.
New powertrain
The good news here is that the 2.9-litre V6 carries over and, even on its own, makes more power than the old B9 RS4 – that car made 331kW in standard form and then 346kW for the 250-car limited 25-year special edition that rounded out the RS4 range.
Here, Audi says the V6 is “all new” as it has undergone extensive modifications, which in turn unleash a new 375kW of power from the petrol engine alone. However, the torque is no higher than before, the peak value is still a fairly healthy 600 Nm.
This is supported by a 130 kW/460 Nm electric motor. While the sum of all parts of the RS5 is a gigantic 505 kW and 1060 Nm, Audi still sets the powertrain at a slightly cheaper 470 kW and 825 Nm for reasons of longevity and controllability.
By the way, these numbers mean that the new RS5 is more powerful than its supposed big brother. Even the spectacular run-out GT variant of the C8 series RS6 Avant only produced 463kW, although it produced slightly more torque from its twin-turbo V8 at 850Nm.
Unfortunately, for all this sheer power there is a price to pay, and that is weight. The RS6 may be a physically larger and hierarchically larger car than the RS5, but the latter is 205-220kg heavier due to the electrical part of its PHEV setup.
We’re talking 2355kg for the RS5 sedan and another 15kg for the sought-after Avant.
However, a 22 kWh lithium-ion battery (net capacity) enables an all-electric range of more than 80 km, regardless of the RS5’s specification (81-86 km officially).
The battery is charged exclusively with alternating current; there is no possibility of direct current. It takes two and a half hours to fully charge the energy cells to the maximum rated output of 11 kW.
Sublime design
It’s clear that the RS5 should sound good and perform like a stink. And there’s plenty of technical prowess in its chassis and underpinnings that will hopefully help it contain its considerable mass.
Before we get into that, a word about appearance. Daily Sparkz was one of the few media companies invited to preview the RS5 sedan and Avant in Munich in early February, so we got to see the car up close. And it looks absolutely phenomenal.
Even by Audi RS standards, the RS5’s body is incredibly muscular. Its bubbled wheel arches and wider tracks make it 90mm wider than any other regular A5 model in the range.
It’s even 77mm thicker than the old RS4, which itself wasn’t a shrinking violet.
Taking a cue from the C8 RS6 GT, the RS5 features a huge, wide air intake area at the front that’s finished in all black, as well as a matching rear diffuser in the same color – both tricks that visually widen the car.
In fact, the RS5’s body is so special that it only shares four parts with the regular A5: the roof, the front doors and the tailgate.
The sharp-eyed among you will also have noticed that the RS5 features exhaust vents on the trailing edge of its front fenders – another development carried over from the RS6 GT.
And all of its light signatures, including the high brake light, feature a checkered flag motif tailor-made for this RS model.
As standard, the RS5 rides on 20-inch alloy wheels and large steel brakes behind them – 420mm discs at the front and 400mm discs at the rear.
Alternatively, 21-inch rims and carbon brakes are available. And when you consider the overall weight of the RS5, there is a “segment first” here, as the decision to use these improved anchors means carbon discs are installed on both the rear axle and the front axle.
On other high-performance Audis with this option, such as the RS3, choosing carbon brakes only converts the front wheel discs into the material.
Choosing the carbon fiber option on the RS5 reduces the curb weight of the car by 30kg, which in reality is a small drop in the ocean. Nevertheless, many customers want these to be installed.
Bespoke interior
Inside, there are many appealing RS-specific features, such as bucket seats, a Dinamica-wrapped steering wheel with 12 o’clock marker, and various gauges, graphics and details unique to the RS5.
Still, the main interface still centers around Audi’s “Digital Stage” system, which focuses on touchscreens and TFT panels. Some will like the tech-heavy status this gives, others may lament the lack of physical buttons and controls in certain places.
There’s another downside to the RS5’s PHEV setup, and that’s the loss of practicality. The battery is housed under the trunk floor, so that the Avant only has a very modest loading volume of 361 liters with all seats in use and 1302 liters with the second row folded down.
In this case, beware of the sedan (actually it’s a five-door hatchback, but we’ll stick with Audi’s nomenclature here). His numbers are reduced to 331 and 1170L respectively. And after sitting in both cars, we can safely say that the rear headroom is noticeably less in the sedan compared to the Avant.
However, the RS5 sedan may interest you from a historical perspective due to its relative rarity. Apart from the B7 generation of the RS4, which was sold as a sedan, station wagon and convertible, every second RS4 (and also the RS2) from Audi has so far only been offered as an Avant.
So this new, sleeker-looking RS5 is the first time since the late 2000s that you can get a body type other than the wagon for this M3 challenger.
More RS goodies
As for hardware, it’s the job of a quick-shifting eight-speed Tiptronic torque converter car to send as much power and torque to all four wheels via Audi’s legendary quattro system.
With the rear axle of the RS5, Audi is celebrating another world first. It features dynamic torque control (electromechanical vectoring) and it is the hybrid character that Audi sees as unique in the market.
A small 8kW/40Nm permanent magnet electric motor on the rear differential can apparently get up to 2000Nm of torque where it’s needed in just 15 milliseconds. This makes the quattro system in the Audi RS5 a state-of-the-art further development of the long-standing all-wheel drive technology.
The company says this will not only limit understeer, but could also allow more torque to be sent to the outside rear wheel in certain modes and settings, perhaps hinting at a “drift” mode scenario for the RS5.
In addition to the monster powertrain, massive brakes and slick, responsive quattro differentials, the RS5 features an Audi RS Sport chassis with dual-valve dampers and five-link suspension front and rear, a sports exhaust system with two huge oval outlets to best showcase the V6’s voice, and RS-tuned steering with a quick and direct 13:1 ratio.
As for pricing, we’re not yet sure what the RS5 sedan and Avant will cost here in Australia, although the old B9 RS4 cost around $165,000 last year when it went off sale.
Given the technical complexity of the PHEV RS5’s package, we expect the Audi’s on-road costs to rise significantly once the final figures are announced.
But we will bring both body styles to our market and are really looking forward to testing out the RS5 at its size to see if it can adequately contain its volume and provide Audi fans with a truly exciting driving experience.
Watch this space to find out when we get behind the wheel.
Six of the best: From RS2 to RS5
- 1994: Audi RS2 Avant, 2.2 5-cylinder turbo engine, 232 kW/410 Nm, 0-100 km/h 4.8 seconds, V-max 262 km/h, 1595 kg
- 1999: B5 Audi RS4 Avant, 2.7 V6 biturbo, 280 kW/440 Nm, 4.9 sec, 250 km/h (limited), 1620 kg
- 2006: B7 Audi RS4, Saloon/Avant/Cabriolet, 4.2 V8, 309kW/430Nm, 4.8-4.9sec, 250km/h (limited), 1650-1845kg
- 2012: B8 Audi RS4 Avant, 4.2 V8, 331kW/430Nm, 4.7 seconds, 250km/h (limited, with option to increase to 280km/h), 1795kg
- 2018: B9 Audi RS4 Avant, 2.9 V6 biturbo, 331 kW/600 Nm, 4.1 sec, 250 km/h (limited, with option to increase to 280 km/h), 1790 kg
- 2026: B10 Audi RS5, Saloon/Avant, 2.9 V6 Biturbo PHEV, 470kW/825Nm, 3.6sec, 285km/h (limited), 2355-2370kg
MORE: Discover the Audi showroom
