- Excessively designed enjoyment. The 2027 Audi RS5 incorporates a twin-turbocharged plug-in hybrid engine with an innovative all-wheel-drive system for a thrilling driving experience.
- Substantial, yet remarkable. Even with a hefty weight of 5,192 pounds, the RS5 offers a captivating driving experience, although some quirks in transmission remain.
- Enhanced driving characteristics. The updated quattro system boosts agility and control, providing a sharp driving sensation under various conditions.
- Elegance meets capability. Amenities like heated, cooled, and massaging seats, paired with a sophisticated dashboard, highlight comfort, modern technology, and functionality.
Conclusion: The 2027 Audi RS5 reshapes the essence of driving pleasure with its excessive engineering and exhilarating performance, despite a few flaws.
AI assisted, editor reviewed
During my childhood, posters of the B5 RS4 and C5 RS6 decorated my room. Today, the 2027 Audi RS5 not only aspires to build upon these legends but also to convert doubters (raises hand) with a turbocharged plug-in hybrid system and a dynamic all-wheel-drive setup—all encased in a muscular widebody that weighs in at 5,192 pounds. In a time where lap times and horsepower are the common metrics for automakers to boast about, Audi appears to be pursuing a different goal: exhilarating, over-engineered enjoyment. I’m all in.
Upon the car’s release, my initial thoughts were focused on its specifications—especially concerning that weight. Then, I had the opportunity to drive it through urban areas, the winding roads of the Austrian Alps, and on a racetrack. It was an eye-opening, enchanting, and incredibly fun experience, albeit with some imperfections.
The Fundamentals
The new RS5 represents a more aggressive and powerful version of the A5 and S5 that debuted in 2024. Audi Sport engineers have refined it, launching a fresh era of vehicles and technology for the brand, which, for now, until the RS6 Avant and other future RS models make their debut, will lead the US sports car lineup when it arrives in 2027.
Automobile aficionados will recognize the wide fenders, which extend 1.57 inches beyond a standard A5. The central oval exhaust tips, separated by a racing-inspired vertical reflector, are clear indicators that it’s an RS model. However, the average consumer might not realize its high price or capability.
I appreciate the A5’s proportions, characterized by a longer front and a shorter, more compact rear. The RS version’s broad stance and subtle raised-lip spoiler, designed with motorsport inspiration, are both elegant and appealing. The three-dimensional mesh grille, coated in glossy piano black plastic, feels a bit excessive, and I’m not particularly fond of the optional “crushed carbon” mirror covers or rear diffuser. That aspect leans too much towards a flashy aesthetic, in my opinion. While the available 21-inch six-double-spoke diamond-cut wheels are attractive, they can’t quite measure up to the unique forged, milled, and diamond-cut wheels previously available on the out-of-production RS6 Avant Performance.
The three-screen dashboard, featuring minimal buttons besides a volume knob, carries over from the A5. The center console displays glossy piano-black plastic or optional crushed carbon as mentioned earlier. The single panel on the driver’s door, which houses controls for the mirrors, headlights, locks, and seat memory functions, is a unifying piece of plastic found here, much like in the A6 E-Tron. It’s subpar. Regardless, the RS-specific squircle steering wheel is very well done. I favored the sensation of the suede-wrapped wheel over the dimpled leather, although it was a new vehicle free of someone else’s unwelcome oils.
The RS-specific digital displays present information such as G-forces, tire temperatures, and powertrain stats, with driving modes buried within menus one or two clicks away. For the first time, I found the front passenger display beneficial for adjusting the navigation system without relying on the main screen. The high-backed sport bucket front seats are heated, cooled, and fitted with a massage feature, noticeably more luxurious compared to the $160,390 2026 RS6 Avant Performance I recently evaluated. The rear sport bucket seats are comfortable enough for a 6-foot-5 passenger to sit behind my 5-foot-10 frame on a brief trip.
Driving Performance
The powertrain of the RS5 is akin to young love: intricate. It features a 2.9-liter twin-turbo V6 paired with an electric motor at the back, transmitting power through a ZF-sourced eight-speed automatic gearbox. This electric motor is powered by a 22-kWh lithium-ion battery situated beneath the cargo area, operating on a 400-volt electrical architecture.
Audi claims that on a 240-volt Level 2 charger, it takes 2.5 hours to charge from 0-80%. While no additional charging data was provided, Audi highlighted that under the more lenient European WLTP cycle, the vehicle has an estimated electric range of about 52 to 54 miles. I did not verify this.
The combined output stands at a robust 630 horsepower and 609 lb-ft of torque. In electric-only mode, it decreases to 175 hp and 339 lb-ft of torque.
Power is distributed to all four wheels via what can only be described as the most sophisticated and over-engineered quattro all-wheel-drive system in existence. Audi developed this patented system, which is manufactured by BorgWarner. A Torsen center differential manages the power split front-to-rear, predominantly at a 40:60 ratio, with the capacity to adjust between 15:85 or 70:30 at maximum limits. Audi has configured the system for a fixed rear bias unless wheel slip occurs, substituting the previous RS mechanical clutch system with an electro-mechanical design to distribute power side-to-side. The reasoning? The old system lacked the ability to redirect power swiftly enough, according to Audi Sport’s RS5 Development Vehicle Dynamics engineer, Andreas Sticht.
The new setup utilizes the plug-in hybrid’s 400-volt architecture to power a rear axle electric motor that allocates power from side to side through dual planetary gear sets, a fixed sun gear, a ring gear, and another sun gear. The upgraded system can transfer double the power to each side compared to the earlier mechanical design. The simplified explanation: By shifting to an electronic mechanism for rear power distribution, the system can respond more rapidly, direct more power accurately, and require fewer parts subject to wear—and that’s what I was informed. Torque can be redirected in any situation, even off-throttle, unlike the mechanical clutch system. I did mention the 5,192 pounds, right?
It’s essential to note that these Euro-spec RS5 models were fitted with Bridgestone summer tires (2845/30R21, square setup), and conditions were cold at 37 degrees, with rain transitioning to snow throughout the day. With that backdrop, exiting the parking area onto a slick street and flooring the throttle in Balanced mode instantly reminded me of the B5 RS4 vibes. Or at least what I envision that car to be like, since it was never available in the U.S. Surprisingly, the power didn’t overwhelm me in the RS5; it built gradually with a raw growl as the electronic sport exhaust opened up and the engine howled. The Comfort steering weight setting quickly became my favorite; other settings felt artificial. I prefer not to require an arm workout while driving.
The RS5 accelerates from 0-60 mph in 3.6 seconds, which feels accurate. It’s not as theatrical as the RS6 Avant with its booming V8, but it’s nearly as swift as the outgoing V8-powered wagon.
Sticht stated the car defaults to operate in electric-only mode until the battery is depleted, unless in Dynamic, RS, or Individual modes. It didn’t quite seem that way. The gasoline engine was active most of the time unless I manually engaged EV Mode. In that case, the power output noticeably dropped. Patience would be necessary for merging onto a highway, although the vehicle continued to push forward and gain speed even at 70 mph. I lacked the patience for such delays, and the car promptly exited EV Mode when I pressed the accelerator past the three-quarter mark.
Dynamic mode is calibrated to overload the outside wheel for excitement, while RS Sport mode aims to redistribute power to the rear for speed. On a brief excursion along a dry alpine route, I leaned the RS5 into a swift right turn, expecting understeer. Instead, it gripped well, turned in sharply, and the rear end gradually slid out, resulting in immediate oversteer. “That was a surprise,” I remarked to my co-driver, grinning widely as I regained control. I repeated the maneuver before deciding the narrow alpine road wasn’t the ideal venue. But it left me eager for more.
The initial of three brief laps around a circuit took place on cold pavement, with rain threatening but not falling yet. After shifting to Dynamic mode, I turned late into the first corner and gracefully initiated a drift. Once through the corner, I adjusted the steering, and the car accelerated rapidly toward the next bend. Delightful. This performance sustained throughout the lap.
During the second lap, rain began to fall, prompting me to switch to RS Sport mode. The rear end didn’t kick out as quickly or as far as before, as the system adjusted power between the rear and front to maximize speed. This approach prioritized lap time over enjoyment, diminishing the thrill but enhancing pace.
By the third lap, rain had transitioned to snow, a situation that sounds far-fetched, and I reverted to dynamic mode. If we’re going to enjoy ourselves, let’s fully indulge. [Ed. note: Joel is the most fun person on staff.] The vehicle effortlessly and smoothly navigated the track as if performing a graceful ballet.
Advantages and Disadvantages
While the BMW M5 wagon feels its 5,530-pound weight in every aspect, the Audi RS5 remarkably manages to obscure its own heft. The two-valve fully adjustable dampers must have been calibrated by the finest engineers in Ingolstadt, as this car somehow conceals the additional 1,376 pounds compared to its predecessor. You may feel free to roll your eyes. I wouldn’t believe it if I hadn’t witnessed it firsthand.
The same cannot be said for the ZF-sourced eight-speed automatic transmission. In automatic mode, it dances gracefully, but in manual mode, running to redline—Audi has configured the car never to upshift automatically in manual mode—when you pull the upshift paddle, it takes about two seconds to respond, accompanied by a noticeable thunk that is both audible and palpable. This delay was consistent across all three RS5s I evaluated. When I inquired, Sticht confirmed this as a recognized tuning issue, as the system is fully loaded during the shift, noting that it could theoretically be resolved with additional tuning time.
An Audi USA representative indicated that the RS5 won’t be available in the U.S. until sometime in 2027, leaving uncertainty around whether this “issue” will still persist by then. The RS5 is currently available for sale in Europe in the tested configuration.
Attributes, Choices, Charging, and Rivals
The RS5 is still about a year away from its U.S. introduction, so details on pricing and other specifics are yet to be finalized. In Europe, the Audi Sport Package includes the featured bumper, six-spoke black metallic alloy wheels, a sport exhaust system, and an upgraded interior with an Alcantara-wrapped steering wheel, along with an electronically limited top speed of 177 mph.
In Europe, the RS5 sedan is priced at €106,200, equivalent to around $123,183. That’s a significant investment, surpassing the pricing for a fully equipped BMW M3, which starts at about $80,000, albeit with less horsepower and rear-wheel drive. The previous RS5 was much closer in pricing to the M3, costing roughly $80,000 prior to options. The current plug-in-hybrid Mercedes-Benz C63, which has faced sales struggles due to its turbo-four engine, carries a price tag of about $90,000 before options.
Initial Thoughts
A single day with such a complex vehicle is hardly sufficient to declare it a champion or establish its position among predecessors and competitors. What Audi has accomplished here is astounding, and I had to personally witness it to grasp it. Audi focused on creating an enjoyable driving experience while BMW simply sought numbers, and enjoyment is what truly brings joy. The new RS5 may redefine Audi’s well-known motto, Vorsprung durch Technik: progress through technology.
Critics will always find something to criticize, but that’s perfectly fine. I was once among them.
Audi provided The Drive with travel and accommodations, as well as vehicle use for the purpose of conducting this review.
2027 Audi RS5 Specifications
| Base Price | $TBD |
| Powertrain | 2.9-liter twin-turbo V6 | eight-speed automatic | all-wheel drive |
| Horsepower | 630 |
| Torque | 609 lb-ft |
| Seating Capacity | 5 |
| Curb Weight | 5,192 pounds |
| Cargo Volume | 11.7 cubic feet behind second row | 41.3 cubic feet behind first row |
| 0-60 mph | 3.6 seconds |
| Top Speed | 155 mph |
| EPA Fuel Economy | TBD |
| Score | 8.5/10 |
Quick Overview
The 2027 Audi RS5 marks the beginning of a new chapter for Audi Sport, the RS badge, and demonstrates to competitors how to craft enjoyment with precision engineering.