With 2,370 kilograms and huge exhaust outlets, the Audi RS5 Avant cuts an impressive figure both visually and on paper. But despite its considerable mass, the plug-in hybrid performance station wagon impresses with its impressive agility.
The Audi RS5 stands wide and muscular on the road. Even when stationary, it exudes overtaking competence pressed into the metal. Of course, many buyers will be drawn to the Avant station wagon, although the sedan probably looks even more elegant. This is of course a matter of taste. The sheer presence of this BMW M3 competitor from Ingolstadt is undeniable. Thanks to plug-in hybrid support, the RS5 delivers 470 kW (639 hp) of system power and 825 Nm of torque on both axles. A 25.9 kWh battery with 22 kWh of usable capacity enables up to 84 kilometers of purely electric driving. The disadvantage is the weight. At 2,370 kilograms, the RS5 Avant is anything but light. For comparison: a BMW M3 Competition Touring xDrive weighs 1,940 kilograms, the Porsche Cayenne Turbo GT 2,245 kilograms and even the larger Audi RS6 Avant weighs just under 2.1 tons, but without a hybrid module.
BMW fans may deride the Audi as a “heavyweight,” but a look at the BMW M5 Touring reveals a similar reality. It is also a plug-in hybrid and weighs 2,425 kilograms. If you want electrical support, you have to accept extra mass. That’s the reality, regardless of which engineers developed the car. In fact, a new philosophy has emerged among engineers. Instead of striving for ultra-lightweight construction, the mantra now is simply: weight only counts if you can feel it.
This philosophy becomes clear as soon as the RS5 is in motion. Engineers have pushed the interaction of hardware and software further than before. The heart of the matter is the drivetrain. The 2.9-liter biturbo V6 produces 375 kW (510 hp) and 600 Nm. It sits lengthways at the front, followed by an eight-speed Tiptronic transmission in which the electric motor with 130 kW (177 hp) and 460 Nm is housed. A Torsen center differential distributes torque between 70:30 and 15:85 from front to rear, depending on the driving mode.
To ensure the system functions as a cohesive unit, the engine operates on a modified Miller cycle, which closes the intake valves earlier to improve efficiency at part load. This is important in a plug-in hybrid, where the combustion engine often works alongside the electric motor at partial load. Two variable geometry turbochargers ensure quick response and a broad torque curve. The boost pressure reaches up to 1.5 bar, the injection pressure is higher and the intake tract has been shortened. For the first time in this series, a water-air intercooler is used. Overall, the engineers got 44 kW (60 hp) more from the engine than in the previous RS4. The combined output increases to 470 kW (639 hp) and 825 Nm.
The performance is suitably dramatic. The RS5 Avant accelerates from zero to 100 km/h in 3.7 seconds, and the top speed is limited by the electronics to 250 km/h. But raw numbers only tell part of the story. What matters is how the technology performs on the road.
The rear axle plays a crucial role here. A planetary gear set enables electromechanical torque distribution between the rear wheels. In contrast to clutch-based systems, Audi Dynamic Torque Control actively shifts power without relying solely on differences in traction. A water-cooled permanent magnet motor with 8 kW (11 HP) generates a torque of up to 40 Nm. Together with a mechanical superposition gear and a conventional differential, this setup can produce a torque difference of up to 2,000 Nm between the rear wheels.
The system checks driving conditions every five milliseconds and can direct torque in either direction, accelerating, decelerating or braking. It stabilizes the car exactly when the mass of the hybrid system would otherwise impair agility.
The engineering effort pays off. Whether on the race track, on the mountain road or on the wide open country road, the RS5 moves through corners with surprising ease and ensures that high speeds feel effortless. The front axle reacts eagerly to steering inputs, while the rear axle steers smoothly into curves. Never aggressive, never nervous, but always supportive. If you press hard enough, the mass inevitably becomes noticeable, but the Audi remains controllable and composed. The optional ceramic brakes provide powerful braking performance when required.
Different driving modes allow the RS5 to be adapted to different preferences. Comfort, Balanced and Dynamic are joined by RS Sport, RS Torque Rear and RS Individual. In Balanced mode, the RS5 behaves predictably; electric driving is only possible in this and Comfort mode. Dynamic allows the rear axle more influence. RS Sport focuses on maximum traction and lateral acceleration. RS Torque Rear taps into the playful side and transforms the Audi into a drift machine by directing more torque to the outer rear wheel.
RS Individual mode allows the driver to fine-tune the steering, suspension, throttle response, sound, ESC and torque distribution. The boost function provides an additional acceleration boost for ten seconds at the touch of a button on the steering wheel. Adaptive dampers ensure a balanced driving experience, never too hard and never too soft, even on uneven mountain roads.
However, the size of the RS5 becomes apparent in everyday use. Including the mirror, it is 2.10 meters wide, around nine centimeters more than the A5. Narrow streets or highway construction sites require careful judgment. Hybrid packaging also affects practicality. The trunk volume drops from 495 liters in the standard A5 Avant to 361 liters. That’s even 20 liters less than in a VW Golf. If you fold down the rear seats, the volume increases to 1,302 liters. In the sedan version it ranges from 331 to 1,170 liters.
Audi interiors were once one of the brand’s greatest strengths, known for exquisite materials and impeccable build quality. Today this reputation is only partially intact. Details such as the four rings simply attached to the steering wheel hub or the plastic door handles appear to be of less quality than expected. Pressing buttons on the door panel moves the entire module, a far cry from the solid tactile quality Audi once delivered. The rear passengers are faced with a center console made of hard plastic. That’s disappointing for a car starting at 106,200 euros for the sedan and 107,850 euros for the Avant.
The infotainment graphics also seem uninspired. While the digital instruments offer multiple display options, a classic layout with an analogue-style speedometer and tachometer is missing.
