Audi RS 5 (2017-2025) Review

The second-generation RS 5 arrived at an interesting point in Audi Sport’s story. Expectations around cars like this had shifted. Raw performance was no longer enough on its own, because the buyers spending this sort of money increasingly wanted their fast car to do more than just dominate a launch-control demo or an empty B-road. They wanted a car that could work as a Grand Tourer, an executive express and an all-weather performance machine all at once.

That's exactly the sort of brief the RS 5 was built to answer. It took the already slick A5 Coupe and Sportback, added swollen arches, a twin-turbo V6 and quattro traction, and turned them into seriously fast cross-country machines. That gave the RS 5 a broad spread of ability that made it hugely effective in the real world.

It also changed the character of the car. Earlier RS models often traded more heavily on noise and drama, and some buyers never really made peace with the move from the old naturally aspirated V8 RS 5 to this twin-turbo V6. The newer engine is objectively more efficient and every bit as fast as a modern RS 5 needs to be, but it doesn't deliver the same sense of occasion through sound alone.

The RS 5 now needs to be judged as a used performance car in its own right, rather than as a current showroom model. Audi’s performance A5 line has moved on to the new RS 5 Avant and RS 5 Saloon – which are more spiritual successors to the RS 4 – leaving this generation to stand on its own merits. It still feels like a very complete car: immensely fast, beautifully made and deeply polished, even if it's not the most exciting choice in its class.

There's really only one engine story here, because every RS 5 uses the same 2.9-litre twin-turbo V6 and eight-speed automatic gearbox.

The bigger choice is body style and specification. For most used buyers, the Sportback makes the strongest case because it gives you almost all the style of the Coupe with a genuinely more useful boot and hatchback access.

In trim terms, the standard car is often the smartest place to start. Carbon Black adds some visual attitude, while Vorsprung piles on the luxury and equipment. Unless you specifically want every last toy, though, a sensibly specified standard or Carbon Black car is usually the sweet spot.

Used Audi RS 5 prices now start from around £40,000 for earlier cars, while later facelifted versions, Carbon Black models and Vorsprung examples sit higher.

There's enough choice on the used market to be selective, and that's worth doing because specification matters. Wheel size, suspension setup and options all have a real effect on how convincing the RS 5 feels.

For many buyers, the best value sits with a clean, well-specced standard or Carbon Black Sportback rather than the most expensive cars in the classifieds.

The BMW M3 and M4 are the most obvious alternatives if you want a more overtly driver-focused and more animated performance car, while the Mercedes-AMG C63 gives you a stronger sense of theatre and a more aggressive character.

The Alfa Romeo Giulia Quadrifoglio is the more left-field option if you want something genuinely thrilling and slightly unhinged, while the RS 5 counters with greater polish, better cabin quality and a more discreet feel.

The RS 5’s strength is that it still feels like one of the easiest performance cars in this class to justify as an everyday all-rounder. It's hugely quick, genuinely usable and rarely hard work.

The practical story depends largely on which body you choose. The Coupe is the more dramatic-looking car, but it's inevitably less useful day to day.

The Sportback is the one that really broadens the RS 5’s appeal. Its 465-litre boot is genuinely useful, the hatchback opening makes it easier to exploit properly and the rear seats folding down gives it far more flexibility than most performance coupes offer.

That’s not to say that the Coupe is unusable – far from it. Its 410-litre boot is still decent by class standards, and the rear seats can be folded to extend carrying space, but the Sportback is the one that best captures the RS 5’s blend of performance and usability.

Rear-seat space is acceptable rather than generous in either. Adults can fit, but this is more of a four-seat GT than a true family car.

The RS 5 Coupe measures 4,783mm long, 1,866mm wide and 1,372mm high. The Sportback is fractionally taller and more practical in shape, but both versions remain tidy enough by modern standards.

In practice, the RS 5 feels lower, wider and more serious than an A5 without becoming difficult to place on the road.

Facelifted cars brought the 10.1-inch touchscreen infotainment setup, which looked fresher and more modern, but also marked the loss of the old rotary controller that many drivers found easier to use on the move.

The Virtual Cockpit digital driver display remains a highlight, especially with its RS-specific displays, and the overall sense of digital polish is still strong. Even if the layout isn't Audi’s last word in usability, the cabin remains a very convincing place to spend time.

Material quality is excellent. The seats, trim, switchgear and steering wheel all feel expensive, and Audi’s long-standing strengths in fit and finish are obvious throughout.

This matters in a car like the RS 5 because it's selling more than just speed. It's selling the idea that you can have serious performance with executive-car polish, and the interior absolutely backs that up.

Every RS 5 uses the same 2.9-litre twin-turbocharged V6 petrol engine, paired with an eight-speed automatic gearbox and quattro four-wheel drive.

It produces 450PS and 600Nm, which gives the RS 5 the sort of effortless pace that makes it feel genuinely rapid in almost any situation. The engine is muscular in the mid-range, smooth under load and flexible enough that the car never feels like it's straining to deliver its performance.

It's worth being clear on the character, though. This isn't a high-revving old-school RS engine that builds to a big dramatic crescendo. It's fast because it's relentlessly effective, not because it needs to work hard for its performance.

It can take a while to pin down exactly what the driving talent is with the Audi RS 5. It’s not as up and at it as a BMW M3 or M4, nor is it as raw as an Alfa Romeo Giulia Quadrifoglio. Then it clicks – the RS 5 is an extremely quick GT car.

This is not to underestimate the RS 5’s superb handling and huge reserves of grip even on slippery, wintry roads. In fact, it’s these talents that demonstrate how good the RS 5 is as a GT for all occasions as it can cover large distances in comfort and never put a foot wrong.

You can nudge the RS 5 into a more sporting vibe using the Drive Select button on the dash, which offers a range of driving modes. The Audi RS 5 also has a sport differential that makes sure none on the engine’s considerable power is lost through spinning wheels.

It all adds up to a package that is easy to live with and makes you smile at your decision to go for the Audi about 98% of the time. It’s only on the rare times when you have an empty, twisting road in perfect conditions will you suspect an Alfa, BMW or Mercedes might be more fun.

That fleeting feeling comes form the RS 5’s steering not giving quite as much detailed feedback as its rivals and the handling being great but not as agile as that of an M3 or M4. Still, the flipside is the Audi has a very absorbent ride for daily driving even on 19- or 20-inch wheels depending on which version you choose.

When it comes to pulling up in a hurry, the RS 5’s braking system is flawless, giving loads of power and maintaining the car’s stability even on rough surfaces.

The Audi RS 5 has not been tested by Euro NCAP, but the A4 saloon has been and it shares a good deal of its structure with the Coupe and Sportback models. The A4 scored a full five-star rating, so the RS 5 models will be similarly robust in a collision.

Every Audi RS 5 version comes with ESP traction control and ABS anti-lock brakes, as well as lane departure warning, traffic sign recognition, and a driver fatigue alert.

Audi also fits the Audi RS 5 with its Pre-Sense City system that can spot potential hazards and obstructions to warn the driver. If the driver doesn’t respond, the automatic emergency braking comes into play to stop the car.

On top of that, the RS 5 has six airbags, all-round parking sensors, cruise control with speed limiter, and blind spot monitor. It also has ISOFIX child seat mounts in the back seats, reversing camera, and automatic lights and wipers.

Fuel economy is respectable once you factor in the RS 5’s performance. On a longer run it can return a decent figure for what it is but driven hard it will very quickly remind you that this is still a 450PS petrol car. Drive conservatively and you should see MPG in the high 20s, but drive with spirit and that will plunge quickly.

Any remaining manufacturer warranty will depend on the age of the car, but Audi Approved Used examples remain the most reassuring place to start.

Audi Approved Used currently includes a minimum of a one-year Audi Warranty, one year of roadside assistance and a 30-day exchange plan, which adds useful reassurance on a used high-performance Audi.

Audi servicing is generally straightforward, but on used examples it's still worth checking the history carefully, particularly on cars that may have seen repeated hard use or been fitted with costly optional chassis upgrades.

The lowest insurance group for the Audi RS 5 is Group 42, which puts it three groups lower than the best a BMW M3 can muster.

If you opt for the top spec Audi RS 5 Vorsprung, it’s in the higher Group 47 with a consequent jump in premium to pay. Even so, that’s still lower than the Group 48 a Mercedes-AMG C63 resides in.

None of these cars are cheap to get cover for, but it comes with the territory of higher performance models and is unlikely to unduly concern anyone looking at an RS 5 or its rivals.

The standard annual Vehicle Excise Duty (VED or road tax) rate is £200, or £17.50 a month by Direct Debit. However, because the RS 5’s original list price was well over £40,000, you’ll also have to pay the Expensive Car Supplement for five years from the second year of registration. That takes the annual bill to £640, or £56 a month by Direct Debit during that period.