2017 Audi R8 Spyder

Audi’s racy R8 seems like a fixture among supercars, but it’s easy to forget that the R8 is a relative newcomer. Indeed, the second-generation car only recently launched in coupe form, and the initial coupe version is now joined by a Spyder convertible. As with the fixed-roof model, the Spyder is closely related to the Lamborghini Huracán, but the Audi has its own appeal that is only enhanced by the disappearing top. Perfect 10 The new Spyder again uses a fabric roof, which can be opened and closed in 20 seconds at up to 31 mph. It stows beneath the carbon-fiber engine cover, just ahead of a 5.2-liter V-10. It’s rated at a healthy 540 horsepower delivered at 7800 rpm, while maximum torque is 398 lb-ft, served up at a lofty 6500 rpm. Audi has tweaked the engine with a new dual fuel-injection system that switches between port and direct injection as needed for maximum efficiency or maximum power. Under modest loads, a cylinder-deactivation system can shut down half of the cylinders to improve fuel economy.

The engine is “the last of its kind,” we’re told by Audi. The era of high-revving, naturally aspirated engines is inexorably coming to an end. A glorious end it is: With its instantaneous response, its effortless revving beyond 8500 rpm, and its thoroughbred soundtrack, this engine delivers emotional appeal that no turbocharged powerplant can match, as efficient as force-fed units may be. The droptop R8 is rated at 17 mpg in the EPA’s combined test, and it is actually possible to reach this mileage with a light right foot. Put the hammer down and you lose some mpg, but you’re rewarded with almost ludicrous performance. Audi says the sprint from zero to 62 mph takes just 3.6 seconds, and the R8’s top speed is a claimed 198 mph.The V-10­­­­’s torque is transmitted to all four wheels via a seven-speed dual-clutch automatic, a gearbox that those who love both sports cars and automatics will find absolutely no fault with. It whips off gearchanges at lightning speed, and it works beautifully with the V-10, including throttle blips on downshifts and not-so-subtle backfires in the exhaust. Stick to Comfort mode, and the exhaust crackle disappears and the shifts become smoother. In fact, we think the engine sounds better in Comfort mode; the sound is muffled, but it seems more full-bodied and sophisticated than the angry blare you get when the exhaust flaps open. It won’t surprise you that we lament the loss of the fantastic six-speed manual that was available in the first-gen R8. It was a perfect gearbox, with short, precise throws and a beautiful gated shifter. It’s gone, even though it would nicely match the R8 Spyder’s vibe.

2018 Audi A5 Sportback

Audi won’t quite confirm that the new A5 Sportback is coming to the U.S. market. But trust us, it will. And when it does, it will continue the work begun by the grander A7: redeeming the hatchback in the eyes of Americans. That’s why we got behind the wheel of this sleek variant of the A4 sedan on its German home turf. The Sportback is 1.6 inches lower in overall height than the A4, but all other dimensions are within a fraction of the regular sedan’s. Mechanically, the cars are identical, which means the Sportback is powered by a 2.0-liter turbocharged four-cylinder rated at 252 horsepower and 273 lb-ft of torque—the same as in all A4s other than the Ultra. This engine is more than sufficient—it’s so powerful that it renders the upmarket S5 Sportback a luxury, and we predict it will hurl this hatchback to 60 mph in 5.3 seconds and on to a top speed limited to 130 mph.

Mated to a seven-speed dual-clutch automatic, this long-stroke 2.0-liter is a surprisingly eager and playful companion. It feels like a much larger engine, with virtually no turbo lag, and even the engine note is sufficiently sporty and aggressive. There are six-cylinder engines on the market that sound far less enticing than this boosted four.

The A5 Sportback’s seven-speed dual-clutch gearbox has its own character that differs from that of a conventional, torque-converter automatic. The torque multiplication during launches from a stop is missing, but it is supremely responsive in the 50-to-70-mph range. The gearbox can be manipulated with shift paddles, but drivers soon will notice that it generally does everything right when left to its own devices. Audi keeps improving this transmission; previously, we found the Sport setting to be a bit too extreme, but here it’s easy to live with.

We’ve praised Audi’s MLB-Evo chassis before. It yields a car that is light, precise, and graceful on the road. The steering is not artificially heavy, and the limits of adhesion are high, with the various electronic helpers discreetly working to keep the handling near neutral. As introduced for the European market, the A5 Sportback does not yet have Audi’s Quattro with Ultra system, which does away with the center differential and decouples the rear driveshaft to improve fuel economy. That system has been deployed on the A4 Allroad, but we think it’ll be a while before it migrates into the A5 Sportback. The current Quattro setup, which is fully engaged at all times and defaults to a 40/60 front/rear torque split, works in perfect harmony with this car.The interior is virtually identical to those of the new A4 sedan and A5 coupe, and that’s a good thing. It’s a radical departure from the homely look of the last-gen models, and Audi’s Virtual Cockpit TFT-screen instrument cluster is highly futuristic. The interior also hits the mark in content, ergonomics, and style. What’s obviously different compared with the A4 is the big hatch at the rear, which makes the cargo hold more easily accessible; it also can be expanded from 17 to 46 cubic feet with the rear seats folded.

But the A5 Sportback is really all about looks. While virtually the same as the A4 mechanically, it presents a stylish alternative to the familiar proportions of a sedan. In Europe, the new Sportback has been criticized for looking too much like its predecessor; that’s not a concern in the U.S., where there was no predecessor. And anyway, the design is beautiful. Like the A7 before it, the A5 Sportback should continue the redemption of the hatchback in the United States. When it does, pricing should be virtually identical to the A5 coupe’s, starting at around $44,000.