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Generations behindįor cabin tech, this S5 came with the optional navigation system and Audi's Multimedia Interface (MMI) controller. On a run that involved significant freeway time, sport driving on backroads, and a little bit of city traffic, I came in at 20.4 mpg. The power output from the six-cylinder is roughly equivalent to that of the eight, but fuel economy comes in at 17 mpg city and 26 mpg highway, an average of 4 mpg better than the previous generation. The S5's fixed suspension is well-engineered and didn't let me down in the turns, but it had to strike a compromise between pliable ride quality and holding the body flat during fast cornering.ĭropping the V-8 in favor of the supercharged six-cylinder engine was an efficiency move, similar to what many automakers are doing.
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Also affected by DriveSelect, it would have made for a softer ride in Comfort and a stiffer ride in Dynamic. Wayne Cunningham/CNETĪn option missing on this S5 was the adaptive suspension, a steal at only $1,000. You can get a similar effect in a rear-wheel-drive car, throwing its back-end out in a turn, but it felt so much more controlled in the S5.Īudi's DriveSelect changes the throttle, steering and engine sound by default, but can also change suspension and differential programs. When I aimed the S5 through a set of hairpin turns, the differential made the back of the car come around more sharply, giving me a bit of predictable oversteer. In a turn, it overdrives the outside rear wheel, and the result is pure brilliance.
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Where Quattro defaults to a 40:60 front-rear torque split, shifting power between the front and rear wheels depending on traction, the Sport Differential dynamically splits torque between the right- and left-rear wheels. The Sport Differential complements the Quattro system. I personally prefer a little more heft on the wheel, but with the S5's program I could quickly make steering adjustments in the turns without the car fighting me.Īs this S5 also had Audi's Sport Differential option, Dynamic mode changed its program. Audi tends to program its steering for lightness, making the wheel easy to turn, and that was in evidence with the S5. Switching between them, I didn't find a huge difference - the car didn't get too sloppy in Comfort mode, nor was it at all difficult to rein in while set to Dynamic. These modes affect the electric power-steering program, throttle response and exhaust sound, making them tighter and more aggressive for Dynamic.
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In other Audis I have reviewed, that transmission makes quick, satisfying shifts at the flick of a steering-wheel-mounted paddle, and it will likely improve your lap times if that's your aim.įor more responsive performance, the S5 includes DriveSelect, a feature that let me switch between Dynamic and Comfort modes. Audi offers its seven-speed dual-clutch automated manual, or S-tronic, transmission as an option, and I wouldn't fault anyone for taking it. The six-speed shifts with wonderful accuracy and smoothness in the S5, such that it was comfortable driving in stop-and-go traffic and even making hill starts on steep streets, the latter helped by a useful hill-start feature in the car.