2010 Audi A5 Cabriolet

2010 Audi A5 Cabriolet

Episode 2935
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Convertible season is here! And leave it to Audi to be ready with a new droptop, the A5 Cabriolet. Visually, it’s just as stunning as the coupe, but now for the real test. Let’s put on our Ray-Bans and head out on the highway. Cars don’t always make the transition from tin-top to convertible gracefully, but Audi has managed to keep their four-seat 2010 A5 Cabriolet beautifully proportioned.

Audi’s now familiar front end formula-big, rectangular LED-rimmed bi-Xenon headlights and a deep, drop jaw Nuvolari grille-is indistinguishable from the A5 hardtop. In profile, though, the power softtop makes for a longer, flatter trunklid. Whether you’re basking in the sun or keeping the rain at bay, the A5’s lines are pleasing from every angle.

Audi chose fabric over a metal droptop to save weight and bulk. It includes a glass rear window with defroster, and uses Audi’s new Acoustic Roof insulation to keep the cabin remarkably quiet. Top operation takes less than 20 seconds, even when driving up to 30 miles-per-gallon hour. Our tester’s burnt orange leather interior was trimmed tastefully in aluminum and wood. It proved comfortable for four adults, and as user-friendly as it was attractive.

The dash caters to driver ergonomics. Gauges are clear and easy to read, and the thick-rimmed, multi-function, tilt-and-telescoping wheel is leather-wrapped. An array of airbags includes knee airbags for front-row occupants.

Audi’s Drive Select integrates operation of throttle, steering, and suspension, offering four distinct driver selected settings- Comfort, Auto, Dynamic, plus Individual. Feedback from Audi’s latest MMI hard-drive disc infotainment system is via the seven-inch screen mounted high in the center stack.

Our A5’s curvy, heavily-bolstered power front bucket seats featured neck-level heat vents. With the top up, there is of course sizable C-pillar blind spot. Luckily, our tester came equipped with Audi Side Assist, a useful blind-spot monitoring system in the side mirrors.

Thanks to the less bulky softtop, second-row occupants get a surprising amount of legroom, plus a wind diffuser, and rollover protection. Unusual for its class is a split folding rear seat that gives this Cabrio functional versatility. Filling all the seats still allows for a practical 10.2 cubic foot trunk, top up or top down. Most hardtop rivals have a fraction of that with the top down.

Like the Coupe, standard power is a direct-injected, turbocharged 2-liter I4. In the Cabrio it’s good for 211 horsepower and a stout 258 pound-feet of torque. For more power you’ll have to move up to the S5 Cabriolet with its supercharged 3.0-liter V6 rated at 333 horsepower and 325 pound-feet.

The 2.0, with standard front drive, transfers power through a CVT automatic. Our all-wheel drive Quattro uses a six-speed Tiptronic automatic with paddle shifters. There is no pure manual. With Quattro, this is a year-round convertible. Torque splits 40 percent front, 60 percent rear in routine driving.

At the track, traction was in no short supply: zero to 60 took just 6.6 seconds. Turbo lag was almost non-existent, and shifts were well-spaced, if a little soft. The droptop A5’s relaxed demeanor didn’t hurt its quarter mile time: 15 seconds flat, at 90 miles-per-gallon hour.

Through the low-speed slalom, the car’s heavily front-biased weight was apparent, but it still proved to be a nimble handler. Turn-ins were quick, and the car felt unusually solid for a convertible.  We detected little cowl twist and shake. Body roll was present, but manageable.

Switchable ESP stability control, as well as ABS, are standard-issue. Four-wheel disc brakes stopped the A5 from 60 in a short average of 122 feet. Mild fade increased the distances slightly over six runs, and the pedal was soft, but stops remained smooth and straight.

Government Fuel Economy Ratings for our Quattro A5 Cabrio are 20 city, 26 highway. The front-drive droptop is rated at 23 city, 30 highway. On our test loop, the Quattro delivered an unsurprising 23.2 mpg on premium gas. Plus, with an Energy Impact Score of 14.9 yearly barrels of oil, and a Carbon Footprint of 8 tons of CO2, our A5 Cabriolet is relatively eco-friendly.

More so than prices, which start at $42,825 for the front-drive A5 Cabrio, and $44,925 for the all-wheel drive variant. But, go easy on options, the 60 grand mark is not hard to breach. Indeed, at that level it makes sense to upgrade to the S5 Cabriolet.

Still, even with the base 2010 Audi A5 Cabriolet, you’re getting a droptop that is easy on the eyes, with a sumptuous interior, and nearly impeccable road manners. Oh, and it will turn a few heads too. And, that test, like all the rest, this ragtop passes with ease.

 

Specifications

  • Engine: Direct-injected, Turbocharged 2-Liter I4
  • Horsepower: 211
  • Torque: 258 Lb Feet
  • 0-60 MPH: 6.6 Seconds
  • 1/4 Mile: 15.0 Seconds @ 90 MPH
  • 60-0 MPH: 122 Feet
  • EPA: 20 MPG City/ 26 MPG Highway
  • Mixed Loop: 23.2 MPG
  • Energy Impact: 14.9 Barrels Oil/Yr
  • CO2 Emissions: 8.0 Tons/Yr
2024 Subaru Solterra 3/4 Front

2024 Subaru Solterra

The Solterra Gets Subaru Into The EV Game

Episode 4339
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You could say that Subaru is one of the more conservative brands out there. So, it’s no surprise it took them a little longer than most to venture into pure EV territory. But now that they’ve staked a claim with this Solterra, it’s time for us to see if Subaru buyers should plug in.

The Subaru Solterra is indeed the brand’s first full battery-electric vehicle; and while it took partnering with Toyota to make it happen, as we’ve seen with the BRZ and GR86 sport coupes, that partnership can lead to some great things.

So, we’ll start there; the Solterra’s counterpart is the Toyota bZ4X, and they do share most powertrain elements, specs, and features; but Subaru has done a few things to establish some unique vibes for their brand. That starts with the drivetrain, as all-wheel drive is standard here as in most Subarus, and in similar tradition, power won’t overwhelm you, it’s more safe and familiar feeling than overpowering as some EVs can be. Called StarDrive, this Subaru’s dual-motor setup rates 215 horsepower and 249 lb-ft of torque. Subaru loves to tout that their drivers are second only to Jeep owners when it comes to venturing off pavement, so capability is a must.

2024 Subaru Solterra Dead Front
2024 Subaru Solterra 3/4 Front
2024 Subaru Solterra Headlight
2024 Subaru Solterra Front Emblem
2024 Subaru Solterra Wheel
2024 Subaru Solterra Profile
2024 Subaru Solterra Dead Rear
2024 Subaru Solterra 3/4 Rear
2024 Subaru Solterra Rear Detail
2024 Subaru Solterra Badge
2024 Subaru Solterra Charge Port
2024 Subaru Solterra Dead Front2024 Subaru Solterra 3/4 Front2024 Subaru Solterra Headlight2024 Subaru Solterra Front Emblem2024 Subaru Solterra Wheel2024 Subaru Solterra Profile2024 Subaru Solterra Dead Rear2024 Subaru Solterra 3/4 Rear2024 Subaru Solterra Rear Detail2024 Subaru Solterra Badge2024 Subaru Solterra Charge Port

We did find Solterra as competent as every other Subaru. Their X-Mode has been programmed to work seamlessly with the electric motors, and its 8.3 inches of ground clearance is higher than the bZ4X; plus, you can use Grip Control to moderate speeds and maximize traction.

While most new EVs seem to be hovering around 300 miles of range, max here in the Solterra from its 72.8-kWh battery pack is 227 miles, 222 here in Touring trim. Our results were much less than that, on pace for just 172 miles in our driving loop. But that may be a fluke since we managed 210+ in our bZ4X test.

Only 100-kW max for DC fast charging. But even though it has only been on the market for a year, they’ve already cut down charging times for ‘24 models. An upgraded battery conditioning system, needs 35 minutes for an 80% charge. Subaru always seems to come out on the right side of being cool while remaining authentic, and the Solterra’s styling works, as does its beefier roof rack for ’24 which now holds up to 700 lbs. for tents and the like. Touring trim comes with some great looking 20-inch alloy wheels and there’s lots of body protection, but they did go a little overboard with all of the EV badges everywhere.

We found ride quality to be quite good, and handling spunkier than expected.

In addition to being a good-looking small SUV, it’s a highly functional one too with plenty of room for 5, durable materials, and a bridge-type center console with lots of storage space underneath, though there is no traditional glove box. Subaru also claims it was designed to be dog-friendly, so that’s a plus too. It does have the roomy feel of an Outback, and rear cargo capacity is pretty close, too, at 29.0 cubic-feet.

We found ride quality to be quite good, and handling spunkier than expected. It really shined in the handling course at our Mason-Dixon test track; the EV low center of gravity giving it a very planted feel through the cones. There was minimal body roll and great all-wheel-drive grip; though when it came to us getting a grip on the steering wheel. Well, it’s an oddly shaped steering wheel that took some getting used to. It’s another thing that separates it from the bZ4X, though it seems a little bit like just being different for the sake of being different.

2024 Subaru Solterra Dashboard
2024 Subaru Solterra Instrument Cluster
2024 Subaru Solterra Central Display
2024 Subaru Solterra Shifter
2024 Subaru Solterra Front Seat
2024 Subaru Solterra Rear Seat
2024 Subaru Solterra Trunk
2024 Subaru Solterra Dashboard2024 Subaru Solterra Instrument Cluster2024 Subaru Solterra Central Display2024 Subaru Solterra Shifter2024 Subaru Solterra Front Seat2024 Subaru Solterra Rear Seat2024 Subaru Solterra Trunk

On the other hand, while not insanely fast like some EVs, there was good punch off the line; enough to get us to 60 in 6.2 seconds. And rather than rolling back the power, the Solterra kept it consistent the whole way down the track. We finished the quarter-mile in 14.8 seconds at 93 mph. There wasn’t much feel coming through the brake pedal, but panic braking stops were fade-free with an average amount of nose dive; our stops from 60 averaged 120 feet.

Using 33-kWh of electricity per 100-miles, the Solterra earns a good efficiency rating. Pricing starts at $46,340 for the base Premium, and tops out with Touring at $53,340, with Limited in between.

Being the rugged and lovable outdoor types, Subaru owners have proven to be willing to sacrifice certain things for the good of the environment they spend so much time enjoying. Whether that will translate to them going all-in on the 2024 Solterra remains to be seen. It’s no surprise Subaru has finally gone all-electric, and it shouldn’t come as a surprise they’ve entered the EV game conservatively. Something tells us Subaru owners wouldn’t have it any other way.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 72.8-kWh
  • Horsepower: 215
  • Torque: 249 lb-ft
  • EPA Range: 222 miles
  • 0-60 mph: 6.2 seconds
  • 1/4 Mile: 14.8 seconds at 93 mph
  • 60-0 Braking: 120 feet (avg)
  • MW Test Loop: 172 miles