The Dawn of a New Era: Performance Meets Electrification
The automotive landscape is undergoing a monumental shift, a tectonic realignment driven by stringent emissions regulations and a global push toward electrification. For decades, the recipe for a phenomenal European sports sedan or coupe was relatively straightforward: take a practical family car, widen the track, stiffen the suspension, and shoehorn a massively powerful internal combustion engine under the hood. However, that era is rapidly drawing to a close. As governments tighten the noose on carbon emissions, legacy automakers are forced to innovate, blending the visceral thrill of internal combustion with the silent, heavy reality of battery-electric technology.
Enter the brand new Audi RS5. It is a vehicle that embodies this transitional phase in automotive history. Clad in an aggressively vibrant color scheme that immediately evokes imagery of Spider-Man, the new RS5 poses a fascinating, albeit slightly concerning, question. Is this new electrified iteration akin to the classic Spider-Man we all know and love from the first two Tobey Maguire films—nimble, heroic, and pure? Or is it more like the Peter Parker from Spider-Man 3, who dons the symbiotic black suit, gaining immense raw power but losing his fundamental goodness and agility in the process? The dedicated experts at the carmotocar team have taken a deep dive into this highly anticipated machine to uncover the truth. What we found is a vehicle of profound contradictions, staggering numbers, and undeniable compromises.
Under the Hood: A Powertrain of Staggering Proportions
To understand the new Audi RS5, one must first look at the heart of the beast. Audi has retained the familiar and highly capable 2.9-liter twin-turbocharged V6 engine that powered the previous generation RS4 and RS5 models. On its own, this engine is a masterpiece of modern engineering, delivering robust power and a characterful, if slightly muted, exhaust note. However, for this new generation, Audi's engineers have fundamentally altered the formula by mating this internal combustion engine to a potent electric motor.
The resulting combined output is nothing short of breathtaking. The new Audi RS5 produces a colossal 639 horsepower and a mountain-moving 825 Newton-meters of torque. To put these figures into perspective, these are numbers that, until very recently, were exclusively reserved for top-tier supercars or Audi’s own monstrous flagship family hauler, the RS6 Avant. The sheer mathematical promise of this powertrain suggests that the new RS5 should be a hyper-saloon capable of bending the laws of physics.
The integration of the hybrid system is designed to do more than just boost peak numbers. In theory, the electric motor acts as a torque-fill mechanism. Turbocharged engines, by their very nature, suffer from a momentary delay in power delivery—commonly known as turbo lag—while the exhaust gases spool up the turbines. The instantaneous torque delivery of an electric motor is supposed to perfectly mask this lag, resulting in a powertrain that feels naturally aspirated in its responsiveness but turbocharged in its absolute thrust. It is an engineering marvel on paper, but as the carmotocar team knows well, spec sheets do not drive cars; physics does.
The Reality of Mass: Acceleration and the Drag Strip
When you boast 639 horsepower, expectations for straight-line performance are sky-high. Engaging the launch control system in the new RS5 is a violent affair. Left foot hard on the brake, right foot pinning the throttle to the floor, the car squats, the revs hold, and upon releasing the brake, the hybrid system and the Quattro all-wheel-drive system work in frantic harmony to hurl the vehicle toward the horizon.
Audi claims that this new electrified RS5 will sprint from zero to sixty miles per hour in a scant 3.6 seconds. However, real-world testing frequently tells a different story. In repeated, brutal acceleration runs, the best zero-to-sixty time achieved was 3.7 seconds. While a tenth of a second might seem like splitting hairs, German automakers are traditionally known for under-promising and over-delivering on their performance metrics. To miss the claimed target, even by a fraction, hints at a deeper underlying issue. The quarter-mile run is dispatched in 11.9 seconds—a fast time in isolation, but perhaps not as earth-shattering as the 639 horsepower figure would suggest.
The culprit behind this slightly blunted performance is no secret: weight. The integration of a large battery pack, electric motors, and the associated high-voltage cabling has transformed the RS5 into an absolute heavyweight. The car tips the scales at a staggering 2,355 kilograms (roughly 5,190 pounds).
To truly understand the detrimental effect of this mass, the carmotocar team looked to the RS5's most bitter and enduring rival: the BMW M3 Competition. The current iteration of the M3 takes a decidedly more traditional approach. It relies purely on a 3.0-liter twin-turbocharged straight-six engine, producing a comparatively modest 530 horsepower and 650 Newton-meters of torque. On paper, the BMW is outgunned. But the M3 weighs just 1,780 kilograms. That is an astonishing difference of nearly 600 kilograms—the equivalent of carrying an entire classic Mini Cooper in the trunk of the Audi.
When the two cars are pitted against each other, the physics of power-to-weight ratios dictate the outcome. The Audi’s power-to-weight ratio sits at around 271 horsepower per ton, whereas the lighter BMW boasts over 290 horsepower per ton. In a quarter-mile drag race, the BMW's lower mass allows it to sprint across the finish line in a blistering 11.27 seconds, leaving the vastly more powerful hybrid Audi trailing in its wake. The hybrid system's power advantage simply cannot overcome the immense gravitational penalty of its own battery pack.
Defying the Odds: Braking Dynamics
Weight is the enemy of all performance metrics. It hinders acceleration, ruins cornering agility, and theoretically, it should absolutely decimate braking performance. A heavier object in motion requires exponentially more energy to bring to a halt. Therefore, when comparing the braking capabilities of the 2,355-kilogram Audi RS5 against the 1,780-kilogram BMW M3 Competition, the outcome seemed predetermined.
The BMW M3 tested was equipped with optional, highly expensive carbon-ceramic brakes, featuring massive 400mm discs up front and 380mm at the rear. These exotic brakes were paired with ultra-sticky Michelin Pilot Sport 4S tires. The Audi RS5, on the other hand, was running standard steel brakes—albeit colossal ones, measuring 420mm at the front and 400mm at the rear—wrapped in Bridgestone Potenza Sport tires.
In a high-speed emergency stop test, the lighter BMW on carbon ceramics and Michelins required 32 meters to come to a complete stop. Astoundingly, when the heavier Audi was subjected to the exact same test, it managed to anchor itself to the tarmac in just 28 to 29 meters. This is an engineering triumph that left the carmotocar team genuinely stunned. It proves that despite the massive weight penalty, Audi’s chassis engineers have performed absolute witchcraft with the braking system, brake bias calibration, and tire optimization, securing a definitive and highly unexpected victory for the RS5 in stopping power.
Dancing with Giants: Handling, Drifting, and Chassis Dynamics
Straight-line speed and braking are only two pieces of the performance puzzle. For a car to truly wear the RS badge, it must be capable of carving through winding backroads and dominating track days. Audi has historically battled criticism that their cars, while brutally fast and incredibly grippy, lack the dynamic adjustability and rear-wheel-drive playfulness of their competitors.
To combat this, the new RS5 introduces a sophisticated piece of hardware: a specialized rear differential that combines a traditional limited-slip differential with an electric motor. This system can vector torque to the outer rear wheel instantaneously, forcing the car to rotate. Through the infotainment screen, drivers can select a new "RS Torque Rear" setting, explicitly designed to allow the car to drift.
And drift it does. With the stability control fully deactivated, this 2.3-ton behemoth can be coaxed into massive, tire-smoking slides. The technology actively helps push the rear end out, creating a synthetic but undeniably hilarious drifting experience intended primarily for closed circuits. However, when comparing this to the BMW M3's drift capabilities, a stark difference in philosophy emerges. The BMW features a system that physically decouples the front driveshafts, turning the car into a pure, unadulterated rear-wheel-drive machine. Because the front wheels are no longer trying to pull the car straight, transitioning from one slide to another is fluid, natural, and remarkably easy. The Audi’s drift mode, while effective, feels like a complex software algorithm fighting the car's inherent desire for all-wheel-drive traction.
When the tire smoke clears and you focus on precise, on-the-limit handling, the Audi’s weight once again rears its ugly head. Audi has thrown every trick in the book at the chassis: upgraded two-valve dampers, stiffer springs, modified axles, upgraded bushings, a wider track, and a body shell that is 10% stiffer than the standard A5. In normal driving, and even during spirited drives at eight-tenths of the car's capability, the RS5 feels composed, planted, and ferociously fast. It is more eager to rotate into a corner than vintage Audis.
But push past that threshold—probe the absolute limits of mechanical grip—and the illusion shatters. The sheer momentum of 2,355 kilograms pushing against the outside tires inevitably results in understeer. The car simply refuses to change direction with the urgency required. It feels less fluid, less natural, and ultimately, less fun. Jumping immediately into the BMW M3 highlights this deficiency. The M3 feels like a scalpel—agile, trustworthy, and eagerly communicating the road surface through the chassis. The Audi, by contrast, feels like a blunt instrument.
Furthermore, the stiffened suspension and upgraded bushings on the RS5 transmit a noticeable harshness into the cabin. While it avoids the bone-shattering stiffness of the hybrid BMW M5, the Audi’s ride quality in its sportiest settings is jarring. The lighter BMW actually manages bumps and road imperfections better, purely because its suspension isn't tasked with controlling an additional half-ton of mass.
Design Philosophy: Aggression Meets Practicality
Styling is highly subjective, but the carmotocar team generally agrees that Audi has absolutely nailed the exterior design of the new RS5. It marks a significant departure from the standard A5, boasting a stance that is 90 millimeters wider. The phenomenally broad shoulders, flared wheel arches, and aggressive front fascia give it a menacing road presence. The front grille is vast—perhaps slightly too wide for some tastes—but it is flanked by functional aerodynamic vents.
Riding on striking 21-inch dark alloy wheels and featuring prominent side skirts, the RS5 commands attention. Interestingly, Audi has opted to utilize a hatchback (or "saloon," as they confusingly market it) body style rather than the traditional Avant estate shape for this specific model line. The sloping roofline flows elegantly into a redesigned rear lower bumper, housing a gorgeous diffuser and a pair of massive oval exhaust pipes. While the BMW M3's front grille remains highly controversial (though aging better as time goes on), its quad-exhaust rear end remains the gold standard. However, from a side profile, the sleek, fastback silhouette of the RS5 is undeniably beautiful.
Moving inside, the cabin is a mix of high-performance luxury and modern technological frustrations. The driver is greeted by an octagonal RS sports steering wheel adorned with a dedicated 'RS' mode button and a conspicuous 'Boost' button. The RS sport seats are phenomenal—supportive, comfortable for long journeys, and arguably better for daily ingress and egress than the highly restrictive carbon bucket seats found in the BMW. Touches of Alcantara, red stitching, and bespoke interior trim options elevate the cabin's ambiance.
However, modern UI trends have infiltrated the space. The digital driver's display is somewhat cluttered with hybrid system data, making the central rev counter feel smaller than it should be. The infotainment system is overly complex, burying basic climate controls within touchscreen menus—a constant source of irritation for driving purists. Furthermore, the inclusion of a passenger-side display screen feels entirely superfluous.
Practicality also takes a minor hit due to the hybrid architecture. While rear passenger space remains excellent for adults, the high-voltage battery pack is mounted beneath the trunk floor. This reduces the cargo capacity to a modest 330 liters, which is 100 liters less than the standard A5, completely eliminating any under-floor storage space for charging cables or tire sealant kits.
The Plug-In Hybrid Dilemma: Living with the Tech
The plug-in hybrid electric vehicle (PHEV) nature of the RS5 introduces a host of daily realities that potential buyers must accept. Some of these are incredibly frustrating. For instance, you cannot simply open the fuel door when the car is unlocked; you must press a dedicated release button inside the cabin to depressurize the fuel tank, a process that frequently involves an irritating time delay.
Then there is the issue of fuel economy. On paper, official testing cycles suggest an absurdly optimistic 74 miles per gallon. In reality, especially when utilizing the car's performance capabilities, owners will likely see figures hovering around a dismal 15 miles per gallon. Compounding this issue is the fact that the fuel tank has been shrunk to a mere 48 liters to make room for batteries. This means frequent, annoying stops at the petrol station.
The driving experience is also littered with synthetic artifacts. When you "start" the car, the engine often remains off, replaced by an artificial hum broadcasted by exterior speakers to warn pedestrians. It leaves the driver in a perpetual state of confusion regarding whether the vehicle is actually turned on and ready to drive. Contrast this with the visceral, mechanical start-up bark of the BMW M3 or a pure ICE sports car, and the Audi feels somewhat soulless.
Even the steering wheel’s prominent "Boost" button is little more than a marketing gimmick. It does not provide an overboost function or extra horsepower; it simply drops a gear and sharpens the throttle mapping—something that could easily be achieved by simply pinning the accelerator pedal to its kick-down switch.
However, the hybrid system is not entirely without merit. For the pragmatic buyer, particularly those in the UK or Europe purchasing through a business, the financial incentives are massive. The Benefit-in-Kind (BIK) taxation for the ultra-low emissions hybrid RS5 over three years is around £14,000. The pure combustion BMW M3 will cost an eye-watering £39,000 in the same tax over the same period. That £25,000 saving is impossible to ignore.
Furthermore, the large 22 kWh battery provides a genuine 52 miles of pure electric range. This allows for silent, zero-emission commuting and trips to the supermarket without cold-starting and heat-cycling the twin-turbo V6 engine—a feature that preserves mechanical longevity and adds a layer of serene luxury to the daily grind. The hybrid system also grants the RS5 a highly respectable 1.9-ton towing capacity, complete with an electrically deployable tow bar, an option simply unavailable on the M3.
The Final Verdict: A compromised Titan
When evaluating the new Audi RS5, one has to ask who the car is actually for. On paper, it presents a compelling value proposition. With a starting price of around £89,000, it is roughly £2,000 cheaper than the base price of the BMW M3.
The engineers at Audi Sport have performed miracles attempting to mask the immense weight of the hybrid system. The braking performance is logic-defying, the straight-line thrust is violent, and the exterior design is aggressive and beautiful. If you are a company car driver looking to exploit tax loopholes while still driving a 639-horsepower missile, or if you genuinely desire a vehicle that can commute silently on electricity all week and terrorize backroads on the weekend, the RS5 should absolutely be on your shortlist.
However, the carmotocar team must remain objective about driving purity. If you are a true automotive enthusiast, a petrolhead seeking the ultimate connection between man and machine, the hybrid system has fundamentally blunted the RS5. The sheer mass ruins the agility, introduces understeer at the limit, and compromises the ride quality. The transition between electric and combustion power, while smooth, removes the mechanical rawness that defines a great sports car.
In the eyes of the purist, older and less complex is often better. The BMW M3 Competition, unburdened by heavy batteries and complex hybrid integration, delivers a driving experience that is visceral, engaging, and dynamically superior. Audi’s shift to hybridization was undeniably forced by governmental regulations, and while they have built an incredibly fast and capable machine, the soul of the RS badge has been slightly diluted. The new RS5 is astonishingly powerful, but much like the black suit in Spider-Man 3, that power comes at the cost of its fundamental character. If it’s pure driving joy you seek, the M3 remains the king. If it’s tax efficiency, stunning looks, and sledgehammer acceleration, the RS5 is a fascinating, flawed titan. The choice, ultimately, depends on what you value most behind the wheel.
