Innovative manual gearbox, seven-speed S tronic and eight-speed tiptronic, front- and quattro all-wheel drive: In the new Audi A5 Coupé*, there is a tailored drivetrain technology for each engine variant.
These include new, efficiency-optimized, six-speed manual gearboxes with injection lubrication. An integrated oil pump conveys the precise volumetric flow required for lubrication and thermal management. A spur gear stage replaces the shaft to the front-axle differential used in the previous version of the gearbox. This brings major advantages with respect to friction and space requirements. Forged gearwheels and hollow-formed shafts reduce the weight. Large parts of the casings are made of ultra-lightweight magnesium. The new gearbox platform reduces the weight by as much as 16 kilograms (35.3 lb).
Audi offers the six-speed manual gearbox for the following variants:
- 2.0 TFSI 140 kW (190 hp) with front-wheel drive
- 2.0 TDI 140 kW (190 hp) with front-wheel drive
- 2.0 TFSI 185 kW (252 hp) quattro
- 2.0 TDI 140 kW (190 hp) quattro
- 2.0 TDI ultra 140 kW (190 hp)
The new seven-speed S tronic is available with all engines except the top TDI and the S5*. The dual-clutch transmission is standard with the 3.0 TDI with 160 kW (218 hp). The S tronic, which replaces the continuously variable multitronic, offers impressively high efficiency. The most important improvements are further reductions in friction, the low weight, a highly efficient oil supply and dual-mass flywheel with a centrifugal force pendulum, which allows for very low engine speeds while driving.
To reduce drag torque, the two compact multi-plate clutches of the new seven-speed S tronic are arranged axially one behind the other rather than radially one above the other as was the case with the predecessor. The clutches operate two independent sub-transmissions, which are constructed like manual gearboxes. They are continuously active, but only one is connected to the engine at any given time. Gear changes are performed within a few hundredths of a second and with virtually no interruption in the power flow by changing the clutches. With the quattro transmissions, the power flows from the output shaft to the front-axle differential via a spur gear stage and via a propshaft to the rear-axle differential.
The eight-speed tiptronic makes its debut in the A5 model line in the 3.0 TDI with 210 kW (286 hp). The smooth, rapid and spontaneously shifting torque-converter transmission has been completely redeveloped. Its high number of gears enables the engine to operate close to the ideal load point very often. An rpm-adaptive torsion damper balances out undesired engine vibrations to enable efficient driving at particularly low engine speeds. The layout of the gear sets and shifting elements provide for low drag torques and thus high efficiency.
Both automatic transmissions in the new Audi A5 Coupé* are state of the art. They are distinguished by a broad spread of gears: Their lower gears feature short, sporty ratios, while the upper gears are long to reduce revs and fuel consumption. The S tronic and tiptronic transmissions are integrated into the engine’s thermal management and designed for start-stop operation. Drivers can choose between the modes D, S and E, and change gears manually at any time using either the selector lever or the standard shift paddles on the steering wheel. All commands are passed purely electrically – by wire – to the transmission. A brief tap against the selector lever triggers the shift command.
There is another efficiency function added in combination with the new cruise control, the predictive efficiency assistant or the adaptive cruise control Stop&Go including traffic jam assist. As soon as fuel can be saved, the automatic transmission switches to freewheeling mode in a speed range between 50 and 160 km/h (31.1 and 99.4 mph).
In the new Audi A5 Coupé, front-wheel drive is standard with quattro all-wheel drive available as an option. quattro is standard for the 3.0 TDI with 210 kW (286 hp).
Two versions: quattro all-wheel drive
The ultimate plus in dynamics, traction, driving safety and straight-line stability: For more than three decades, that has been the promise of quattro permanent all-wheel drive from Audi. The new quattro with ultra technology is available for Audi A5 Coupé* models equipped with TFSI and TDI four-cylinder engines and a manual gearbox.
For the future: quattro with ultra technology
The development goal of quattro with ultra technology is an all-wheel drive system optimized for efficiency with no discernible differences to permanent systems with respect to traction and driving dynamics. These requirements seem irreconcilable at first glance, but the combination of the newly developed all-wheel drive components, a sophisticated operating strategy and a torque split perfectly matched to the car does just that. The all-wheel drive system’s intelligent control works predictively, always looking ahead by means of a comprehensive array of sensors and the continuous analysis of the driving dynamics, road condition and driver behavior data collected.
During standard operation a low loads without the risk of wheel slip, the new quattro drive enjoys all the benefits of a front-wheel drive system, but is always at the ready should it be needed. This enables the potential fuel consumption difference between front-wheel and permanent all-wheel drive to be reduced significantly.
The quattro electronics are networked with a number of other control units. Every ten milliseconds, the system acquires and analyzes a wide variety of data, such as steering angle, lateral and longitudinal acceleration and engine torque to name just a few. Activation of the all-wheel drive system follows a two-stage strategy: predictive, i.e. forward-looking, and reactive.
On the predictive level, the focus is on the data delivered by the networked systems in the car. The control unit uses these data to, for example, compute the point when the inside front tire will reach the limit of grip during fast cornering. The calculation is completed roughly 0.5 seconds prior. If the wheel approaches the limit of grip to within a defined threshold, the all-wheel drive system is activated. With predictive activation, the quattro control unit orients primarily on the driver’s style, the status of the ESC and the mode selected in the Audi drive select system, and on the trailer detection system. Consequently, quattro all-wheel drive is always ready shortly before it is needed, and the changeover is imperceptible to the driver. Should a driving situation occur that could not be predicted, such as when the tires go from dry asphalt to a sheet of ice, the system reacts to the sudden change in the coefficient of friction without the driver even noticing and reactively switches on the quattro.
quattro torque split
The innovative control philosophy continuously senses the ambient conditions, driving status and the driver’s intention. This means that the ideal distribution of torque is calculated and the dynamic drive characteristics of the A5* enhanced in every situation. By networking quattro drive with Audi drive select, the driver can adapt the all-wheel-drive properties to suit his or her individual requirements. In “auto” mode, the driver gets optimal traction and balanced handling.
In “dynamic” mode, torque is distributed to the rear axle earlier and to a higher degree, which means that driving dynamics are enhanced further, especially on surfaces with low friction coefficients.
Technology: two clutches
The decisive gain in efficiency is made possible by the special arrangement of two clutches in the quattro drivetrain. When the system changes to front-wheel drive, the front clutch – a multi-plate clutch at the transmission takeoff – disconnects the propshaft. In addition, an integrated decoupler in the rear-axle differential opens. It deactivates the primary cause of drag losses in the rear section of the drivetrain, such as the large final drive gear rotating in the oil bath. At the same time, the quattro drivetrain is nearly four kilograms (8.8 lb) lighter than the previous system despite the new technical components. That, too, saves fuel and benefits handling.
Heart of the matter: limited-slip center differential
All engine variants of the Audi A5 Coupé* with S tronic or tiptronic continue to be equipped with quattro permanent all-wheel drive. It is an extremely reliable mechanical system. Designed as a planetary gear, the self-locking center differential funnels 60 percent of engine torque to the rear axle and
40 percent to the front during normal driving. When it redistributes the power, up to 70 percent can go to the front and up to 85 percent to the rear. These high locking figures enable a clearly defined distribution of drive torque and precise interplay with control systems.
As an option for the top TDI and the S5*, Audi will complement quattro all-wheel drive with another dynamic technology component – the sport differential. It distributes torque between the rear wheels via two superposition gears. The latest generation of the differential is roughly one kilogram (2.2 lb) lighter. During fast driving, the sport differential literally pushes the car into the curve, nipping understeer in the bud. A software function integrated into the central chassis control unit (electronic chassis platform ECP) continuously computes the ideal torque split for dynamic driving. When turning into or accelerating in a curve, most of the torque is directed to the outside wheel.
Before the rear end can break out, the vehicle is stabilized by the distribution of torque and thus easily controlled. The control unit for the sport differential is tightly networked with Audi drive select so that the driver can influence the torque split.
Wheel-selective torque control
Both versions of quattro drive are partnered in the new Audi A5 Coupé* with the updated wheel-selective torque control system, which is active on any surface. During dynamic cornering, the software function brakes both inside wheels curve minimally before they can slip. This intervention also occurs even if the driver does not press the accelerator pedal. Due to the difference in propulsive forces at the wheels, the car turns into the curve ever so slightly. Self-steering behavior remains neutral longer, making handling even more precise, agile and stable.
The equipment, data and prices specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.