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Audi RS5 vs. Jaguar F-Type S in the comparison test: unequal 80,000 euro coupé approaches

Rossen Gargolov
Audi RS5 vs. Jaguar F-Type S in comparison test
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Actually, will As a newcomer, like me in the sport auto editorial team, you are entrusted with the more unpleasant things first. With the large comparison test of insect removers, for example, or with riding the last 5,000 kilometers on the Swift endurance test. Until the day after tomorrow, of course! Seen in this way, this debut is a tailor-made one: Audi RS5 against J aguar F-Type V6S. You're welcome. Thank you!

If you measure the Audi RS5 and Jaguar F-Type purely on their performance, the duel smells a bit like midfield, of course. One is the last bastion of the naturally aspirated engine in the power middle class, in office since 2010 and even then not quite up to the benchmark that the BMW M4 just raised a whole lot. The other is finally the longed-for sports car that Jaguar has never managed in two XK generations, even with the wildest creations, but it suffers from the bitter fact that the Porsche 911 rules this class.

In short: On paper this is something like the Bundesliga with Cologne against Mainz - not always high-class, but passionate, at times extremely entertaining and sometimes really fun.

Audi RS5 in 15.1 seconds to 200 km /h

In the case of the Audi RS5, sentimentality is also mixed in. The RS5 still has one and a half, maybe two years, then they will close the V8 naturally aspirated engine chapter in Ingolstadt. Finally, once and for all, definitely - and return to the V6 biturbo as in the very first RS4. But even if the departing four-two with the hand ax charm and the plump exhaust bass may be missing: It was not what it should be, it is not and it would not have been anymore. 450 PS, 430 Newton meters, 8,250 /min - that always reads a bit like an egg-laying woolly milk sow, but in the end it may be neither fish nor meat. The Audi employees say the direct injection presses and turns, its critics say it can neither. The crux of the matter is the long-stroke cylinder architecture. Although it puts a lot of strength into the middle of the engine speed, it paralyzes the athleticism on top.

So the Audi RS5 always digs a little leisurely out of the cellar, rather stompsthan that he kicks and looks more sedate in the sprint than he actually is. In an impressive 15.1 seconds it thunders to two hundred. Just to understand: A supercharged BMW M4, which according to popular belief goes like the wild pig, is just 1.4 seconds ahead. And no, the all-wheel drive advantage in no way relativizes this fact.

At the end of the day, the Jaguar even gets four seconds poured. Mind you, from the Audi. Okay, his supercharged V6 is missing just under 1,200 cubic meters and 70 hp, which he doesn't quite get out of the - despite the supercharger - only marginal torque advantage of 20 Newton meters. But above all the F-Type simply too heavy for the sports car it so badly wanted to be. Weighing 1,712 kilos, it is not only far north of the factory promise, but only a good 60 kilos under the Audi RS5. The reason for this lies largely in the structure of its aluminum body, which incorporates elements of the convertible in favor of the - noticeably high - rigidity.

But somehow none of this can stop it from being a wonderful car. Writing about beauty is usually opinion journalism, with the F-Type Coupé it's objectivity. This profile, this rear end, this subtle ode to the early E-Type, the icon whose radiance it is possible that the entire Jaguar brand owes that it is still alive despite various suicide attempts. A kneeling for it!

Jaguar F-Type V6S as a sporty high-quality pleasure

The V6S version marks the middle of the current F-Type range. The Golden middle. In the upper speed ranges it makes significantly more music than the basic version, and below it doesn't kick as dull as the R model, so that there is a fairly balanced ratio of power and propulsion. It's not as relentless as the Audi RS5 that it rams its power into the asphalt, but thanks to the launch mode and locking mechanism, it smashes it off the spot.

What follows is firm thrust, which is distributed fairly homogeneously between the starting speed and the limiter, but somehow sounds more dramatic than it feels. Throaty roaring when turning up, tailpipe reduction when shifting up, bronchial gurgling when shifting down. Hard, wonderful, but maybe a tiny bit too aggressive with the exhaust flap open.

Because actually the Jaguar F-Type is not a hardliner, not one that manically ruffles the inner crank, not one that can be measured in tenths of a second , but a pure delight like many Jaguar Coupés before - with the crucial difference that it now fully focuses on the driver. Or, to put it in the words of chief designer Ian Callum: The XK is a classic 2 + 2, a car for two that can accommodate two more if necessarycould. The Jaguar F-Type, on the other hand, is now - here it comes - a 1 + 1.

Deep seating position in the F-Type

And he makes every effort to be perceived as such. You sit nice and deep, thanks to the optional performance seats with less play in the hip and shoulder area, although not quite as screwed as in the Audi shells. Instead of the quirky selector cylinder, a slim selector lever points through the center tunnel, next to it the toggle switch for driving tactics, on top the touchscreen infotainment, which is no longer completely fresh and which has been untangled over time. As with the Audi RS5, a deployable spoiler extends into the rear window from 100 km /h, while the real-time connected gearshift paddles, red belts and a gearshift light animation spread some racing atmosphere. Only when it comes to handling does the spark really not jump over.

The fluffy steering feel, the fidgety suspension on distortions and the over-explored throttle response - especially when starting off - suggest a certain light-heartedness, but they do not promote road contact. In other words: Instead of driver's shoes and racing suit, the Jag feels more like a baggy shirt and flip-flops.

Especially since the back is tied more casually. At the exit of the curve it behaves worldly more civilly than with the F-Type R, which cannot help but waving a plume of smoke after every curve. But when turning in, the Jaguar F-Type V6S is plagued by the same urge to oversteer. Admittedly, that can be quite attractive. Especially because thanks to the more permissive ESP intermediate stage, a roundabout can sometimes be 'crossed' without the little Gaudi regretting it. The inevitable but: It costs driving dynamics. The best example: the 18-meter slalom in which he loses on the Audi RS5 despite the wirier anatomy, better balance and snappy front axle grip.

Audi RS5 understeers

The Audi Ultimately, the RS5 curves just like it motorized. Effective on one side, fleshy and dull on the other. The main problem area is the weight distribution. The brief steering may hide a few percent of the top-heaviness, but it does not change anything in terms of its physical significance. That means: gross motor skills are punished with understeer. Merciless.

If treated appropriately, the antidote, which has to be paid for, takes the form of the so-called sport differential. It distributes the torque along the rear axle and thus generates a turning impulse in the hip area, which together with the rear-biased power distribution of the all-wheel drive system - up to 85 percent arrive at the rear - can even be extended to gentle drifts. The system works. Also in everyday life, and here better than in any other Audi. The only restriction: In slalom, just like the dynamic position of the steering, it causes too much unrest in the movements, so thatthe best values ​​ultimately arise in the tamer set-up steps.

A lot of theory - but it also translates into practice. Steering, pedals, gearbox - everything looks extremely technocratic, basically touching itself in person, but is covered with a fine synthetic veil. You probably know these microfiber cloths, that strange feeling when you stroke them. About like that.

Although this cool vein also runs through the interior, the Audi RS5 is quite capable of getting blood flowing. Unlike the Jaguar F-Type, the Audi RS5 does not always appeal to the lower urges, but rather flirts discreetly. With the exhibited wheel cheeks, for example, which reminds experts of the times when Audi was still rummaging around for recognition on the rally slopes of the world. With exquisite quality that is nowhere better illustrated than by the metallic click of the infotainment controller. And with supposed trivialities such as the now optionally circular steering wheel rim, which proves that what we write here is also heard.

Audi RS5 with V8 engine superior

Arguing right In any case, it can only be done using the seven-speed double clutch. On the one hand, it works more bulky than the comparatively fluffy eight-speed converter of the Jaguar, shifts back again and again hectically in the perfectly normal D program, keeps the speed too high for too long in sport mode and sometimes reacts a little sleepily to start-up commands. On the other hand, it can be shifted nicely with the accelerator and measures extra sharply through the rev range if you stretch it to the limiter. A matter of taste - just like the driving behavior on the racetrack, the bottom line being that the Audi RS5 and Jaguar F-Type are separated by half a second Ceramic brakes, and both can easily manage several fast laps at a time. So the main question is how you want to experience it.

The Audi RS5 is more of a representative of scheme F: brake, turn in, accelerate out - and strictly in that order. Whoever heeded this, fisted the apex with good taste and built up significantly more lateral support on the 275s than with the mixed-tire Jaguar. However, Audi is also making a lot more effort in terms of chassis technology. The F-Type only stiffens the dampers in dynamic mode, in the Audi they are also connected to each other by oil lines, through which they hydraulically counteract the sagging of the body.

The whole thing is called DRC, is in principle already twelve years old, but has always worked extremely well, especially on the small circuit in Hockenheim. Still, the Jag is really fun. He looks much more playful, romps around the steering, prances every load change, so that the residue in the end is primarily in terms of drive technologyexplained. On the one hand through the naturally lax traction, on the other hand through the engine. In everyday life, the nominally slimmer V6 supercharger may appear more confident, but on the track, where you can keep the Audi V8 permanently on fire, it is simply not fiery enough.

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