Audi has facelifted its RS5, the last in the line to receive the revisions that have recently rolled out across the A5 range.
It has the same hand-built 4.2-litre naturally aspirated V8 as before, producing 444bhp and 317lb ft. The claimed 0-62mph time of 4.6sec is unchanged, although we recently figured the ‘old’ one to 60mph in 4.3sec. The electronically limited top speed remains at 155mph but will be raised to 174mph upon request.
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Like its lesser-engined siblings, efficiency has been the theme for Audi’s engineers. It uses a combination of technologies from the Audi modular efficiency platform, which also includes a recuperation system, which means the V8 is said to consume significantly less fuel that its competitors.
There is new speed-dependent power steering, which is an electromechanical system with a direct steering ratio said to provide a highly precise road feel. It supports the driver with slight steering corrections when braking on surfaces with different amounts of grip. The power steering draws no energy when driving straight ahead, which helps to enhance efficiency. Whilst this all sounds very clever, we shall have to wait and see if it actually results in any dynamic improvements, though our recent drive in the new Audi S5 with the new steering system proves it feels good.
The brakes are still 360mm ventilated discs at the front, although a redesigned shape of the friction rings has saved a total of 3kg. 380mm carbon ceramics are an option. Newly designed, 19in forged aluminium wheels are standard with 20in wheels available as an option.
It gains the A5 range's new headlights along with a revised grille and front and rear bumpers. Interior changes are minimal, the highlight of which is a new flat-bottomed leather steering wheel.
Pricing is yet to be confirmed, but expect a marginal rise over the £58,725 price tag of the outgoing model.
Audi has also debuted its new A5 DTM car. The two-door coupe will replace Audi’s current A4 saloon DTM car, having been designed to conform with new regulations that will come into effect for the 2012 season.
It features a full carbon body, and hybrid chassis construction which combines a carbonfibre monocoque and steel cage, which is said to set new standards in terms of safety for a touring car. The chassis is one of more than 50 components which are identical for all DTM vehicles, and they all have a 2750mm wheelbase. Component sharing has facilitated cost reductions of up to 40 per cent.
It is powered by a 460bhp V8, mated to a six-speed transmission now pneumatically operated by steering wheel mounted paddles. The ‘shifting events’ are said to be more precise compared with conventional manual gearshifts and allow the mileage of the unit to be quadrupled to around 24,000 kilometres.
In the same vein as Formula One there is a new fuel tank that allows a race to be covered without refuelling. A quick refuelling system is in development for longer races.
A combination of shared components and strict rules means engineers are pretty restricted in terms of what they can do to the suspension and aerodynamics. The airflow through the body, as in the case of the current A4 DTM, and complex additional wings at the rear are no longer allowed. Decals aside, this means DTM cars will look much more similar to their road legal counterparts. They will also be less affected by contact with other cars and a larger rear wing aids slipstream improvements.
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