2014 Audi RS 5

Brash Bruiser Loses Top, Gains Weight, Still Makes Friends Everything we said after driving the RS5 coupe still rings true, even after Audi has gone and ripped off its metal roof, replaced it with a big cloth version, and tossed us the keys. The 2014 Audi RS5 Cabriolet is another bold, big-boned airmobile to make open-top lovers swoon. There is absolutely nothing revolutionary to speak of here versus its hardtop counterpart, frankly, but tear-assing through the southern French hills as the brilliant sun warmed us is plenty good reason to talk a lot about it anyway. And hey, it beats frigid January in Detroit, where the RS5 Convertible is shortly to receive its US introduction. One issue that could corrupt things a bit is the convertible's added weight factor. It's one thing when an Audi TT removes its top and gains 176 pounds, or when a Porsche Cayman morphs into a Boxster and gains 66 pounds; the effect on dynamics will still be acceptable. But when it comes to a huge-roof coupe like the RS5, that gain in mass becomes 400-plus pounds in cabrio form, for a grand curb weight of 4,461 pounds. As a number attached to this size of a car that's also branded with an RS badge promising raciness, we admittedly fretted. Then we drove the Audi RS5 Cabriolet to cheer up. Winter weather had moved in a touch at the highest points of our long loop through the Mediterranean Alps, necessitating some adjustments. For this, the optional low-profile Pirelli P Zero fair-weather treads on $1,000 20-inch wheels were wisely swapped out for optional 20-inch Dunlop Winter SP Sport 3D rubber, sized 275/30 R20 97W front and rear. Would the combination of the added mass under momentum (4.6 seconds or better for acceleration to 60 miles per hour) and the less dynamic winter tires lessen our enjoyment? The naturally aspirated 4.2-liter V8 must be kept high in the rev band for best effect. Though it's possible to push around the seven-speed S-tronic dual-clutch transmission acceptably in more dynamic situations, the naturally aspirated 444-horsepower 4.2-liter V8 must be kept high in the rev band for best effect. The engine's torque peak of 317 pound-feet is up top, too, happening from 4,000 to 6,000 rpm, but at least the twist really doesn't lessen appreciably all the way to its generous 8,500-rpm redline. It's no coincidence that this version of Audi's tried-and-true 4.2-liter V8 is known as HDZ for "high revving." Problems arise with timely downshifts, however, when the transmission's onboard brain tries to save the mechanical bits and fluid temperatures by ensuring the revs aren't too high. So the driver can either live with it and flap the paddle one, two, or three times before the downshift into the curve is allowed, or force the engine into lower revs by braking like a sledgehammer before entering and then downshifting. We stuck with the latter approach, which actually became entertaining, at least while driving solo. And neither was our test …
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