2013 Audi A5 Review

 

Introduction

In the five years since its introduction, the Audi A5 has remained one of the most attractive coupes on the road. To maintain that standing, the 2013 A5 has received a little nip and tuck. Thankfully, all of the exterior's sleek styling is intact, with only a subtle sharpening here and there.
Most notably, the headlights and grille have been restyled to match the angular design language that Audi has adopted. Interior revisions are less obvious, with only small changes to the steering wheel, gauges and illumination. More significant is the availability of Audi Connect, which delivers more Web functionality to the navigation system and also establishes a WiFi hotspot.
This minor freshening is a testament to how good the Audi A5 was to begin with. Besides the sexy outward appearance, the A5 boasts a comfortable ride, confident handling, a classy yet understated cabin and admirable fuel economy. For those who prefer an open-top experience, the A5 convertible will satisfy, and it does so without the usual pitfalls of compromised refinement or reduced cargo capacity.
In terms of power, the A5's turbocharged four-cylinder might seem outclassed by the six-cylinder engines of its rivals. But in reality, the A5 is only marginally slower under full acceleration. For the few who want more power, the Audi S5 and Audi RS 5 offer both more performance and crisper handling.
Overall, we think the A5 will satisfy a broad spectrum of drivers. Even against the BMW 3 Series, Infiniti G37 and Mercedes-Benz C-Class, the Audi remains a compelling choice, offering the athleticism of the BMW and Infiniti that's balanced with the luxury of the Mercedes. The 2013 Audi A5 proves that it's more than just a pretty face.

Body Styles, Trim Levels, and Options

The 2013 Audi A5 is offered in either coupe or Cabriolet (convertible) body styles. Trim levels start with Premium and climb to Premium Plus and Prestige.
Premium standard features include 18-inch alloy wheels, a sunroof, automatic lights and wipers, tri-zone automatic climate control, leather upholstery, eight-way power front seats with four-way driver lumbar support, split-folding rear seats, a dash-mounted MMI electronics interface controller, a trip computer and a 10-speaker sound system with a CD player and satellite radio. The Cabriolet adds a multi-layer convertible top and a wind deflector.
For the A5 Premium, a Convenience package (Bluetooth and an enhanced music interface with iPod connectivity) and Lighting package (xenon headlights with LED running lights and taillights) are available as options.
Opting for the Premium Plus trim gets you all of the above, along with auto-dimming and heated mirrors, heated front seats and driver-seat memory functions. To that, the optional MMI Navigation Plus package can be added, which includes front and rear parking sensors, a navigation system, Bluetooth streaming audio, an upgraded, console-mounted MMI interface, a color display between the gauges, a rearview camera, HD radio and Audi Connect (enhanced Web-based navigation, information and WiFi hotspot).
The range-topping Prestige trim includes the MMI Navigation Plus package and adds adaptive headlights, keyless ignition/entry, a blind-spot monitoring system and a premium Bang & Olufsen sound system.
Premium Plus and Prestige trims are eligible for the optional Sport package, which includes a lowered, sport-tuned suspension, front sport seats and shift paddles for automatic transmissions. The S line option is only offered on the Prestige and comes with the sport suspension, 19-inch wheels with performance tires, unique exterior trim elements, faux suede and leather upholstery, brushed aluminum interior trim, a black headliner and a three-spoke sport steering wheel. The Driver Assist package is also Prestige trim-only and adds adaptive cruise control, adaptive steering and Audi drive select, which provides adjustable settings for the steering and transmission.
Cabriolet models in Premium Plus and Prestige trim are eligible for the Comfort package that adds a neck-level heater, premium leather upholstery and perforated and ventilated front seats. Stand-alone options include 18-inch wheels, a variety of wood interior trim and a power rear sunshade (on Prestige coupe only). Some features on higher trim levels are available on supporting models.

Powertrains and Performance

Powering the 2013 Audi A5 is a turbocharged 2.0-liter four-cylinder engine that produces 211 horsepower and 258 pound-feet of torque. Coupe models come standard with a six-speed manual transmission and all-wheel drive. A5 Cabriolets come standard with a continuously variable transmission (CVT) and front-wheel drive. All-wheel drive is available as an option on the Cabriolet and it comes paired with an eight-speed automated dual-clutch manual transmission, which is also offered for all-wheel-drive coupes.
Fuel economy is estimated by the EPA at 22 mpg city/32 mpg highway and 26 mpg in combined driving for the coupe with the manual transmission. The automatic is rated at 20/24/30 mpg. The front-drive Cabriolet should achieve a similar 24/31/26 mpg, while the Quattro Cabriolet rings in at 20/30/24 mpg.

Safety

Standard safety features for the 2013 Audi A5 include antilock disc brakes, stability and traction control, front-seat side and knee airbags and full-length side curtain airbags (for the coupe only). A blind-spot monitor is offered only on the Prestige trim, as is adaptive cruise control that includes an audible warning and brake preparation in the event the system detects an impending frontal crash.

Interior Design and Special Features

As is the case with nearly all Audis, the 2013 Audi A5's interior receives high marks for its understated design and use of top-notch materials. In terms of functionality, however, some elements can be hit and miss. The standard dash-mounted MMI controller isn't nearly as easy to operate as the interface that comes with the optional navigation system. The standard MMI requires a few extra steps compared to the optional MMI, which benefits from simplified menus and a more favorable console-mounted controller.
The comfort of the front seats is quite good for long road trips, but the seats lack the type of lateral support that a spirited driver desires. Thankfully, the optional sport seats remedy this problem. Unfortunately, there's no fix for the rear seats, as the lack of head- and legroom makes them suitable only for smaller passengers.
Those who choose the 2013 Audi A5 convertible will certainly appreciate the power-operated soft top's operation, which requires only about 15 seconds to raise or lower. With the tight-fitting, multi-layer top in place, the interior is so well insulated from noise and weather that you may forget you're driving a convertible. Even better, the al fresco driving experience doesn't come at the expense of trunk space. Thanks to the use of a fabric top instead of a more elaborate hardtop, the trunk can still accommodate 10.2 cubic feet of cargo when the top is folded down, only 2 cubes less than the coupe. Both body styles feature folding rear seats for added convenience, which is a rarity among convertibles.

Driving Impressions

Though it's not a sports car, the 2013 Audi A5 still has a taut, crisp feel on the road, combining impressive body control with tenacious traction from the all-wheel-drive system. At the same time, it's important to remember that the A5 weighs more than its rear-wheel-drive rivals, which helps explain why it feels more like a grand touring coupe than a high-performance one.
The A5's 2.0T engine is a mixed bag. It gives this coupe and convertible class-competitive acceleration and great fuel economy, but it doesn't sound as refined as a six-cylinder at high revs and it transmits some off-putting vibrations through the steering wheel. But unless you're habitually flooring the accelerator, you probably won't find this too much of a drawback. If you want something sweeter, check out the Audi S5 with its supercharged V6.

Volkswagen Scirocco R Review

Another Volkswagen named after a wind has blown into Australia, though for the Scirocco it has travelled half the world more at the pace of a breeze rather than a gale.
The Volkswagen Scirocco, in only its third generation since 1974 as a sportier alternative to the Golf on which it’s based, has been on sale in Europe for nearly four years already.
VW’s Australian outpost, however, finally stopped dithering late last year and announced it would import the model after all. It’s only one variant, but at least it’s the sportiest: the Scirocco R.
Priced from $47,490, the VW Scirocco R ousts the three-door Golf R to be positioned not far from the five-door Volkswagen Golf R (from $49,990) but sufficiently distanced from the Golf GTI (from $38,990).

It’s also equipped like a true flagship, though. Unlike the Golf R, the Scirocco R – which still looks fresh because it was the first model to feature the brand’s current, horizontally grilled family ‘face’ – features the company’s Adaptive Chassis Control electronically adjustable dampers as standard rather than as a $1500 option.
Another $1300 of value is thrown into the equation with huge, 19-inch alloy wheels fitted inclusively.
Then there are LED daytime running lights, metallic paint, dual-zone climate control, cruise control, bi-xenon headlights, rear parking sensors, rain-sensing wipers, multifunction trip computer, Bluetooth with audio streaming and heated sports seats.
With just a higher-end audio, sat-nav and a glass sunroof as extras, the Scirocco has the shortest options list of any current VW passenger car or SUV.

The Scirocco R is about a year fresher than the rest of the range, though it uses a well-known engine under its bonnet – the direct injection 2.0-litre four-cylinder turbo from the Audi S3 and Golf R.
Again it’s detuned slightly for Australia – due to the country being classed as a hot climate by Germany to the annoyance of the local subsidiaries. So instead of the 199kW the engine produces in Europe, there’s 188kW (developed at 6000rpm).
Not a big deal in the greater scheme of things, and the 2.0-litre turbo has never disappointed in either the S3 or Golf R – notably the decent dollop of torque (330Nm) produced in the heart of the rev range between 2500-5000rpm.
As the launch drive gets underway in the Victorian Alps, we note that the mini-monsoon sweeping through ski territory would be ideal for an all-wheel-drive Golf R.

The Scirocco R, however, is front-drive only, instead relying on an extended action stability control system it dubs Extended Electronic Differential Lock (XDL) and first introduced on the current-generation Golf GTI.
On the wet, twisty climb from Mount Beauty towards Falls Creek, the system, if not a match for the speedy slingshot ability of the rival Renault Megane RS250 Trophee that’s equipped with a proper mechanical limited-slip diff, proves to be effective.
The XDL ‘diff’ can be felt nipping at the inside front wheel as the ESC applies dabs of braking to counteract the wheelspin to help maintain the desired cornering line rather than washing out wide (which would be quite literal in the torrential conditions).
While understeer will still be an inevitable consequence of misjudged speed, there’s surprising traction out of second- and third-gear corners.

It’s this type of twisty-road scenario that also shows off the Scirocco R’s advantage over the Golf R. With a 125kg-lighter kerb weight, the coupe-hatch feels noticeably more nimble on its feet.
Those ‘feet’ are also further apart, with the rear axle’s extra 44mm width visually noticeable looking at the Scirocco from behind, while the 51mm-lower roofline improves the centre of gravity over the Golf R.
Thick A-pillars can obscure vision around corners, though, and the sports seats could hold you in more securely.
Complementing the dynamics is tenacious grip from the 19-inch low-profile rubber, though the liquorice thin rubber does little for ride comfort, or noise levels, even with the adaptive dampers set to Comfort mode.
It’s an unsatisfactory mode that allows the Scirocco R to become floaty over larger undulations without providing driver and passengers from a deserved break from the ride that becomes increasingly fidgety over bumpy roads as you move from Normal to Sport modes.
It’s a contrast to our experience of the system when optioned with the Golf GTI.

For those with an eye for performance stats, the Golf R is still quicker than the Scirocco R from a standing start – all-wheel-drive helping to create a three-tenths-of-a-second gap: 5.7 v 6.0sec with ‘DSG’ dual-clutch auto or 5.9 v 6.2sec with the six-speed manual. It’d be more interesting and more relevant to see 80-120km/h times, though unfortunately they’re not provided by VW.
That’s still genuine hot-hatch pace and the engine’s characteristics are enjoyably familiar.
A nice induction rasp responds to strong throttle pedal applications as the Scirocco R accelerates, and the 2.0-litre turbo remains a wonderfully flexible unit that allows the driver to hold higher gears and rely on the meaty mid-range for momentum.
The six-speed manual is a light, slick and accurate gearbox that will please most enthusiasts, though the DSG – at least on the open road – remains a tempting option because of the paddleshift levers and exhaust parps that accompany upshifts only on the dual-clutch.
The manual provides marginally better fuel efficiency and emissions – 8.1L/100km and 189g/km v 8.2 and 192, with both bettering the figures of the heavier Golf R.
You’ll still need to pay for the most expensive unleaded fuel, though – 98 RON.

With the departure of the three-door Golf R, it’s certainly a clearer choice between the five-door and the Scirocco R.
The Golf R is naturally the more practical offering. The Scirocco R only seats four and even then headroom – but not legroom – is restricted for anyone over 5ft 9in, and the boot is deep but far from huge and with the small hatch door revealing only a relatively small aperture.
Rear vision isn’t brilliant, either, and unlike the Golf R there is no optional rear-view camera.
But the Scirocco R, crucially for some buyers, is the Golf that doesn’t look like a Golf.

There’s even some unique interior touches, such as the triangular door and console grips, that blend with switchgear, materials and parts such as the steering wheel shared with the Golf R.
The Volkswagen Scirocco R is certainly a classic case of better late than never.

Volkswagen Golf R32 review

 

The R32 has oodles of appeal and a cracking chassis – but the standard GTI is as fast…

Driving
In isolation, the most powerful Golf is tempting. Its 246bhp 3.2-litre V6 has a meaty engine note, smooth acceleration and snappy response; with a crackerjack exhaust rasp, it’s a pleasure to use. Trouble is, we’re not sure it’s worth the extra over the standard GTI. It simply isn’t that much quicker than its 197bhp brother, which is a significant 200kg lighter. The GTI has better in-gear pace, and is only a few tenths of a second slower in the 0-60mph sprint, despite the R32’s advantage of four-wheel-drive traction. However, the most expensive Golf is a pleasure to drive. It has a very composed ride, low noise levels and is very relaxing over long distances. But smooth roads, while flattering, don’t show the Golf in the best light – it’s only on rougher tarmac that the Volkswagen really excels. It glides over broken surfaces effortlessly and feels sure-footed. Even more impressively, despite the big engine up front, the VW loves to change direction. It attacks bends with vigour, and the 4WD system ensures superb traction. It doesn’t quite have lightning steering responses or all-encompassing mechanical involvement, but it oozes confidence and is great fun to drive.

Marketplace
Volkswagen has given the R32 a distinctive set of clothes. The chrome grille, centrally mounted exhausts, deeper bumpers and 20-spoke alloys with blue brake callipers mean this is the boldest MkV Golf yet – though we think it’s not quite as elegant as the GTI. The flagship Golf comes in three- or five-door guise, with either a six-speed manual or optional DSG gearbox. With its V6 engine and refined, upmarket driving experience, it resides deep in BMW territory; its most obvious rival is the 130i, though both Subaru and Mitsubishi also offer four-wheel-drive rivals in the form of the Impreza and Evo IX respectively. In-house competition comes from the Audi S3, though this lacks a V6 engine. You also shouldn’t overlook the standard Golf GTI, either; it’s almost as quick, equally good to drive and a lot cheaper.

Owning
The Golf’s interior knocks every one of its rivals for six. None uses the same expensive materials or has such a sensible, clear and user-friendly layout. Sporting touches, such as the turned aluminium dashboard trim, VW Racing logos and translucent blue instrument needles, are tastefully executed, and thanks to the distant windscreen, there’s a sense of space. Attention has been lavished on the driver too, who enjoys a comfortable, supportive seating position and a tactile steering wheel. The Golf’s cabin really is close to faultless, and this makes it a great place to spend time. There’s good space in the rear too – the only downside is the boot. Due to the transmission supplying drive to the rear wheels, the boot floor has been raised, reducing the normal 350-litre volume by 75 litres. The V6 engine is thirsty when driven hard too, while insurance is a steep group 18. 10,000-mile service intervals are shorter than regular Golfs, though the retained value of over 50 per cent is higher than even the excellent Golf GTI’s!

Volkswagen Golf Mk3 Overview

If you're after the definitive hot hatch, buying a Mk3 Golf GTi may well leave you with the impression that Volkswagen has traded rather cynically on the cachet of the GTi badge. Others do ten-tenths cornering a good deal more convincingly than the slightly tubby Golf. If, on the other hand, you're looking for an impeccably built and classically presentable hatch, the Golf GTi has few rivals. It may no longer be in the first flush of youth, but we've still got a soft spot for this Golf GTi.

THE GTi OF THE BEHOLDER

When most enthusiasts consider the Golf GTi, they make a mental division. The MK1 and Mk2 cars were the ones that established the GTi legend, and the Mk3 versions represented the GTi sinking into comfy middle age. For the most part, this is pretty accurate, but Volkswagen seem to have realised that neglecting the family jewels in this manner hasn't done them too many favours and is busy rebuilding the GTi legacy.As used propositions, it's difficult to fault the Mk 3 cars. Bigger, better built and with less of a tyre smoking image, they make a good deal of sense both to those who still have a glint in their eye and the large proportion who simply want a well specified Volkswagen Golf.

History of the Golf

TheMk3 Golf arrived in 1992, and was promptly christened 'Car of the Year' but few drivers raved over its dynamic qualities largely because it was bigger, safer and heavier. Despite that curvaceous body being very slippery, with a drag factor between 0.30 and 0.33, it was very heavy. The original GTi weighed 844 kg, and the MK3 was up to 1032 kg. The GTi version's power-to weight ratio had slipped from 133 bhp per ton to 113. That translated into a top speed of 124 mph and a so-so 0-60 mph time of 8.7 seconds - surprising, as the GTi now had a larger 2.0-litre engine that cranked out 115bhp. Few doubted that it did look the part, however, with colour-coded two-bar grille, black wheelarches and bumper extension, rear spoiler, tinted rear light clusters, 6.5Jxl 5 in Long Beach alloys and twin exhaust pipes. Inside came sports seats, electric windows, on board computer and height-adjustable sports steering wheel. Handling-wise it was a lot softer and more refined. It was effectively a modified Mk2 set-up with standard power steering. From September 1992 came split rear seats and, a year later, passenger seat height adjustment formed part of the package. October 1994 was safety month, as ABS brakes, driver's airbag and immobiliser were included -- but a sunroof became a cost option. July 1995 saw the arrival of rounded side indicators and a bee sting aerial. May 1996 marked the 20th anniversary of the GTi, hence the 600-unit limited-edition Anniversary, with red alloys and traditional Golf ball gearknob. King of the limited editions though was the Colour Concept, in April 1995, available in yellow, red, blue or green, with matching leather Recaros, silver-faced instruments and 6.5 in Solitude alloys. The eight-valve was finally deleted in November 1997. Only twenty-four months after the 2.0-litre 8-valve GTi failed to create a favourable impression with GTi die-hards, Volkswagen decided that another 16-valve version was required. It had worked for the Mk 2, so reason dictated that such a recipe would also work for the Mk 3 and so in January 1993 this car duly arrived. Beneath the familiar 16 valve head was the 2.0-litre unit, which produced 150 bhp at 6000 rpm. Acceleration improved, which meant that 60 mph arrived in around eight seconds. Top speed was a punchy 134 mph. The five-speed gearbox was a carry over from the GTi, as was the suspension -- unfortunately. So it was secure, safe, but a bit roly-poly, and still not enough fun. Interestingly, it came with the traction control system, as used on the VR6, which meant that it worked with the ABS system to eliminate torque steer (weaving as you bury the throttle) by monitoring the speed of the driving wheels. Standard specification was pretty much as the 8-valve, plus Monte Carlo alloys, bee sting aerial with amplifier, plus a brake lining wear indicator. September 1993 heralded the arrival of passenger seat height adjustment, as the five-door model got rear electric windows. For October 1994, a driver's airbag and engine immobiliser were fired. July 1995 saw the arrival of those neat rounded wing-mounted indicators. May 1996 -- the GTi's 20th anniversary year -- saw the launch of the special edition Anniversary. Just 150 were imported in three- and five door body styles, at a cost of £16,995 and £11,425, respectively. They had red alloy wheels, a Sportsline interior trim, red bumper stripes and the iconic Golf ball gearknob. This model was also discontinued in November 1997 to make way for the Mk 4.

VW Golf Road Test

The Golf's reputation as the car that would corner on three wheels with steering that danced in your hands and a chassis that made the keen driver's eyes light up is a bit of ancient history now. The Golf GTi is a far more urbane creature, looking disdainfully at such juvenile antics. Even the 2.0 16v GTi models are smooth, refined and syrupy, with none of the verve of old models. Many drivers will lament this metamorphosis, and turn to French or Japanese rivals instead, but for many others it will be a significant benefit. A Mk3 Golf GTi really does feel like an equivalent year Passat inside – it's only when you glance over your shoulder that you realise that you're in a family hatchback.

Buying a VW Golf

The Golf has a strong reputation for reliability, but it still has a few areas that need to be checked carefully. One is the manual gearbox in high-mileage cars. These can have worn bearings which need expensive repairs – if there's a lot of noise from the gearbox, get it checked.Corrosion is rare on a Golf, which speaks volumes for Volkswagen's rustproofing methods and the quality of the steel it uses. A GTi with rust should scream "badly repaired accident damage" at you. Steer well clear, as a bent chassis will probably have caused misaligned panels and subsequent corrosion. With Mk IV cars, consider the premium you are paying and ask yourself whether a used SEAT or Skoda, which share similar Volkswagen Group underpinnings, may be better value

VW Golf Typical Pricing

Prices for an 8-valve Mk3 GTi start at around £1,000 on a 1994 L plate, with five-door versions commanding around £100 more. Opt instead for the more desirable 16-valve version and you'll need to stump up around £2,000 for a tidy 1996 N plated three door or £2,100 for a five door model.

VW Golf Parts

(approx based on a 1994 Golf GTI 2.0 8v Ex Vat) An exhaust system is about £85. A clutch assembly will be around £75 and a new catalyst will be around £60. An alternator should be close to £50.Brake pads front and rear are about £45 and £33, respectively. A replacement headlamp is close to £65. A windscreen should be in the region of £90. Major and minor services are around £75 and £35 respectively.