I Test Drove the New Audi RS 5: Feared the Hybrid, Yet Its Electric Engine Triumphs!

Introducing a combustion-engine sports car in 2026 is bold, especially with the strict environmental regulations in Europe. Yet, Audi has managed it with the RS 5, notably avoiding any CO2 penalty in France. To achieve this, the automaker cleverly utilized electricity extensively to not only enhance fuel efficiency but also improve the car’s agility. The result is impressively dynamic, making one almost forget the car’s hefty 2.3-ton weight.

A Bold New Approach

Audi is replacing its iconic RS 4 model, a symbol of the brand’s core values: sportiness, safety, and technology. In this new generation, the RS 4 has been renamed RS 5, a change that requires some explanation.

Historically, the Audi A4 has been the mid-range sedan or estate, while the A5 has been the derived coupe. However, Audi decided to reorganize its model lineup with the shift towards electric vehicles. The strategy was to assign even numbers to electric cars and odd numbers to combustion and hybrid cars.

In this reshuffle, the Audi A4 was renamed the A5 in the new generation, and logically, the Audi RS 4 has now become the RS 5. But this was before the introduction of the new combustion A6, which retained its original name. So, only the A4 transitioned to A5.

While naming conventions at Audi have realigned, Audi Sport’s engineering team faces a significant challenge with the new RS 5, marking a major shift in paradigm for the future of the sports division.

Environmental regulations no longer allow for sports cars that rely solely on a powerful combustion engine. The beloved 5-cylinder engine in the Audi RS 3 is under threat, as is the V8 biturbo in the RS 6. Audi is thus pivoting towards plug-in hybrid technology.

The RS 5 is the first to adopt this technology, with the RS 6 expected to follow soon. Audi joins its German peers who are also utilizing PHEV systems, like the Mercedes-AMG C 63 S and the BMW M5.

A V6 Gasoline Engine Supported by an Electric Motor

The Audi RS 5 boasts a 2.9-liter V6 biturbo engine with 510 horsepower and 600 Nm of torque. Unlike Mercedes, which opted for downsizing with a 2.0-liter 4-cylinder turbo in its C 63 S, Audi has retained a more potent engine configuration.

The engineers didn’t just reuse the old RS 4’s V6 block; they enhanced it from 450 to 510 horsepower, making it the most powerful RS 4, or RS 5, in history.

Adding to this is the contribution from the electric motor integrated into the eight-speed Tiptronic transmission. This motor produces up to 177 horsepower and 460 Nm, bringing the total output to 639 horsepower and 825 Nm–surpassing even the RS 6!

Indeed, the RS 5 is powerfully quick, accelerating from 0 to 100 km/h in just 3.6 seconds, with a top speed limited to 250 km/h (or 285 km/h with the Audi Sport package). However, the acceleration during a “Launch Control” 0 to 100 km/h sprint feels less abrupt than that of an all-electric sports car. The RS 5’s acceleration is smoother, more akin to a traditional combustion engine sports car, allowing for more precision when exiting corners.

As a plug-in hybrid, the RS 5 can travel up to 83 km on electric power alone, thanks to a 25.9 kWh gross (22 kWh net) battery located under the trunk floor. This reduces trunk space to 331 liters for the sedan and 361 liters for the estate— a small price to pay to avoid a hefty CO2 penalty in France. Which would you prefer?

The battery can be fully charged at a maximum power of 11 kW in about 2.5 hours. Unfortunately, Audi chose not to offer fast DC charging at 50 kW, which is available on the Q3 PHEV, a missed opportunity.

A Groundbreaking Feature at the Rear

While the rear of the car features two massive oval exhaust pipes with a forged carbon diffuser, it’s what’s under the chassis that truly innovates. Audi introduces a “world first in mass production” with its electromechanical Torque Vectoring system on the rear axle.

This system goes beyond the Torque Vectoring found in the RS 3, which already allowed for a Drift mode. Here, it includes a classic open differential.

What sets it apart is the accompanying 8 kW, 40 Nm electric motor, capable of speeding up or slowing down the drive shafts to adjust power distribution between the rear wheels, creating up to a 2,000 Nm differential between them during acceleration or deceleration.

Operating at a computing frequency of 200 Hz, this motor can act on the wheels in just 15 milliseconds via gears and ratios. Looking at the breakdown of the Dynamic Torque Control, one might worry about the potential complexity and cost of repairs should it ever fail.

Yet, in practice, this Dynamic Torque Control performs wonders. On winding roads, the rear axle willingly wraps around, counteracting the understeer often associated with Audi’s sport models. By generously accelerating out of corners, it’s even possible to reward the driver with a controlled drift, a rarity in an all-wheel-drive car like this Audi. It’s a surprisingly playful ride from a brand not traditionally known for such dynamics.

The magic of this electronically controlled differential is that it allows for a drive that can be either calm and secure or more spirited, depending on the setting. Notably, the electric motor for the differential has its own battery, separate from the hybrid system’s main battery.

It draws some power from the combustion engine to maintain a charge level of about 90%, allowing it to function continuously, even in more demanding RS Sport or RS Torque modes. The electrification of the RS 5 isn’t just for compliance with regulations; engineers also use it to fine-tune the chassis.

One might almost forget the RS 5’s 2.3-ton weight. The steering is very precise, the Pirelli P Zero R tires provide phenomenal grip, and the central differential now couples the axles even during deceleration. While electrification doesn’t remove the weight, it gives engineers the tools to make it less noticeable when driving.

The braking power is also up to the task. Despite the car’s weight, there’s no noticeable compromise in braking performance on the road. The Audi RS 5 comes standard with 420 mm front and 400 mm rear discs, but my test model was equipped with the optional carbon-ceramic brakes, increasing the discs to 440 mm at the front and 410 mm at the rear, enhancing heat dissipation.

Consumption, Price, and Tax Considerations

Despite the RS 5’s length of 4.90 meters, the fuel tank holds just 46 liters. With all the onboard technology, there’s limited space for a larger fuel tank, and a bigger tank would also impact the weight-related penalty this model faces.

Audi claims a fuel consumption of 3.8 to 4.3 l/100 km in the mixed WLTP cycle. During our test, which included mountain driving at high speeds, fuel consumption exceeded 20 l/100 km. However, in regular daily use, it should be possible to achieve under 8 l/100 km, especially if the battery is regularly charged for all-electric driving.

Thanks to favorable testing cycles, the hybrid system allows the RS 5 to avoid the ecological CO2 penalty affecting other combustion-engine sports cars. However, it cannot escape the mass-related penalty. With a weight of 2,355 kg for the Sportback (sedan) and 2,370 kg for the Avant (estate), the first owner in France faces a tax of approximately 12,000 to 15,000 euros.

In terms of pricing, the RS 5 is marketed at 118,000 euros for the Sportback version and 119,500 euros for the Avant. This is quite a deal, even when adding the mass penalty in France. For comparison, its main competitor, the BMW M3 Touring, starts at 125,300 euros in France, to which a whopping 80,000 euros CO2 penalty must be added. Thus, opting for a plug-in hybrid makes fiscal sense for the Audi RS 5, enhanced by its technology.

Regarding availability, the Audi RS 5 is manufactured in Neckarsulm, Germany. It is now open for orders in France, with the first deliveries expected in the summer of 2026.

Is it better than an electric sports car? If I were to compare it to an equivalent electric vehicle I’ve tested under similar conditions, I’d match it against the Hyundai Ioniq 5 N, which was equally enjoyable. Consider this a mutual compliment for both models.

The power and weight are comparable, but the dilemma remains. Should one purchase one of the last sports cars with a V6 combustion engine or transition to a new generation of all-electric sports cars? The decision will likely be driven by personal preference, as buying a sports car is rarely a rational choice.