In a week when we’ve learned about the end of at least one V8, ICE fans will be happy to know that the world’s largest OEM isn’t (yet) cancelling further development of larger engines. For the Volkswagen Group, these will live on even as EVs gather momentum. Left unsaid is that the big profits which they deliver are needed to fund the EV era.
Vanishing V8s
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The doomed V8 mentioned above is HMG’s Tau – a 5.0-litre petrol unit used by the Genesis G90 and recently dropped from the Kia K9. The next G90 coming later in the year won’t feature Tau, a company insider has revealed.
Toyota also looks as though it could kill one, two or even three of its eight-cylinder units. The new 300 Series Land Cruiser is V6-only whereas the L C 200 came with a 4.7-litre V8. Let’s also see what becomes of TMC’s 5.7-litre gasoline and 4.5-litre diesel eights: they may live on in the next Lexus LX or it too might be V6 turbo-powered.
There’s no sign of a successor to the ancient 70 Series Land Cruiser so the big diesel should have a stay of execution for a few years more. And as for the Alabama-made gas 5.7, a new Tundra will soon be announced and maybe it could lose that option.
In comparison to its similarly giant sized German rival, Toyota seems to be greatly lagging when it comes to electrification. It’s probably more a case of not rushing in, as the Japanese OEM draws a high percentage of global profits from US sales.
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By GlobalDataGoing the distance
As we know, Volkswagen, Porsche and Audi no longer have America as an export destination for what had once been worthwhile numbers of large capacity diesels. It’s therefore instructive to realise just how big the margins on these must be, with Europe still seen as a worthwhile place to offer them.
Considering which way things are headed, it makes sense to see Audi putting a 3.0-litre diesel under the bonnet of high-priced models such as the S5. Demand remains in spite of the shift away from TDI-powered models in general.
In most European countries, the idea of a diesel super-coupe makes perfect sense, at least for now. Think about the appeal of a low-stressed engine with massive torque and fantastic acceleration. Then throw in excellent economy and the ability to travel a long way between refills.
Some EVs are closing in on the advantages that the best diesel models still possess, it must be acknowledged. And yet the S5 TDI vanquishes the electrics in one way: time taken for a top up of dead dinosaur juice versus battery replenishment.
Petrol or diesel S5? Take your pick
Anyone who buys the Audi coupe will be very happy not to be seeing too many others. It’s that sort of car. And there isn’t a TDI cabriolet either, the only other body being a five-door hatchback for the S5 Sportback TDI. Exclusivity comes as standard then.
Petrol S5s exist but these are mainly for countries outside the region, with Germany an exception, the S5 TFSI Cabriolet being available there. When it comes to the S5 Coupé and S5 Sportback though, it’s diesel only and that also applies for the UK market.
One look at the spec sheet for the car I recently tried convinced me that the TDI is the better option. It’s also a little bit cleaner than had previously been the case following tweaks for the latest EC-mandated emissions regulations.
Lag eliminated?
This, the most powerful diesel in any Audi, remains a bi-turbo with an electric compressor replacing the conventional turbine wheel. It spins to 65,000 rpm in approximately 300 milliseconds so as to eliminate low-down lag, while economy and exhaust fumes are improved by mild-hybrid tech.
Even if there is still the occasional half second of hesitation, during a week with the S5 it was never enough to cause a heart stopping moment when overtaking.
Audi says the water-cooled belt-driven alternator-starter is able to recover up to 8 kW and 60 Nm. That’s stored in an air-cooled 0.5 kWh lithium-ion battery positioned under the boot floor. Luggage capacity is hardly affected, the only resultant issue being no spare tyre.
The TDI advantage
The 3.0-litre engine has a 5 kW (7 PS) advantage in like-for-like power compared to the petrol alternative of the same capacity in the petrol S5. When it comes to torque, the TDI’s 700 Nm hammers the TFSI though, putting out an additional 200 Nm (147 lb ft). That’s developed at between 2,500 and 3,100 rpm too.
The sound isn’t without appeal either. Hit the button for Dynamic, one of several settings, and the tailpipes instantly deliver a lower note which could almost be a petrol V8. I don’t want to know that it’s got synthetic audio help, although when the aural accompaniment to the punch delivered is this good, forgiveness comes easily.
Imperfect symmetry
Something that’s harder to accept happens after noticing there’s no heat blowing on your legs from the tailpipes on the driver’s side after loading the boot with the engine running. Tap them and they’re plastic, with their twins on the other side being metal. Even these are just positioned there too with no solid connection to the muffler a few centimetres back.
Should we condemn Audi for this, or just shrug and accept that perhaps it’s another example that a perfectionist wanted the back end of this car to be as symmetrical as possible? What does that person think of the always-offset model badge them? I’m not really mocking, just pontificating. And ultimately, all that matters is that it’s a great car and a great looking car, with one quirk.
Other things that really appeal about the S5 TDI are the precision of shifts from the eight-speed automatic gearbox and the way drive is put down seamlessly to the axle which needs it most. The quattro-branded system incorporates a centre diff which can send up to 70% to the front tyres or 85% to the back ones.
Tweaks for 2022
Audi has recently tweaked both the TFSI and TDI S5 Coupes and Sportbacks, a suite of adjustments applying for its 2022 model year. Examples include black for the brand symbol on the cars’ front and rear rings and the same colour for the model name.
Alexa is also now standard, along with the Smartphone Interface being upgraded to include wireless connectivity for Android handsets as well as for iOS ones.
Another change for certain trim levels is upholstery which combines leather with Dinamica microfibre that’s made from waste textiles and plastics. Who says diesel cars can’t be (partly) eco-friendly?
Thumbs up?
The S5 TDI is one of the most surprising cars I’ve tried this year. It has a convincing mix of looks, performance, economy and dynamics, with a serendipitous bonus: the interior possesses all the tactile components which are vanishing from other Volkswagen Group vehicles. This is one of the best Audis yet.
The 2022 Audi S5 Coupé TDI quattro will accelerate from 0-62 mph in 4.8 seconds and reach a governed top speed of 155 mph. The CO2 average is 148 g/km. Pricing starts at GBP53,555 OTR.
