Audi Q5 2009 Review

Audi Q5

What we liked
>> Both launch engine options
>> New DSG gearbox's swift-shifting refinement
>> Onroad ride and handling

Not so much
>> Spacesaver is a sticking point for offroaders
>> Ride is probably too firm for real offroad work
>> Hill Descent Assist speed too high?

OVERVIEW
BMW has had one market niche to itself for too long. That company's X3 has created a following for itself, one in which the only remotely realistic alternative was the Land Rover Freelander -- and good car though the 'Landy' is, it doesn't have that all-important rep for fastidious engineering and ultra-capable on-road dynamics.

Thankfully for those buyers, that situation has changed within just a matter of weeks, with Volvo introducing the XC60 and now Audi bringing the Q5 to market.

The Q5 is an attractively styled wagon built on the A4 platform and boasting some offroad capability, but more importantly, the Q5 is a crossover that's acceptably competent for the daily grind.

It's hard to see it total rewriting the market for this type of SUV -- being a never-before-seen model from Audi -- but nor is it likely to be a lame duck where sales are concerned. Buyers will find its refinement and high levels of active and passive safety to be real drawcards. And it holds one particular ace in its hand to trump the X3 -- it looks good.

Audi has, or will soon have, a variant to suit most buyers in this market niche. There's the sporty Q5 2.0 TFSI or the luxury Q5 3.0 TDI V6. In coming months, Audi will also offer a 2.0-litre turbodiesel variant and a 3.2-litre petrol V6 variant. We would expect the smaller diesel powerplant will be the weapon of choice for those intending to travel long distances and perhaps head further offroad.

PRICE AND EQUIPMENT
Both the Q5 2.0 TFSI and the as-yet unreleased Q5 2.0 TDI are priced at $59,900. That's marginally more expensive than the base-grade XC60, but slides in below the $60,000 mark and undercuts the entry-level X3. In practice, it's unlikely that many of the Audis will slip out the door of the dealership for that price, however.

Also yet to be released locally, the Q5 3.2 FSI V6 model immediately adds a $10,000 premium ($69,900) to the price of the entry-level variants and the top-shelf Q5 3.0 TDI tested on the launch will cost a further $2000 ($71,900).

Standard comfort and convenience features for the entire Q5 range include: remote central locking; reverse parking sensors and acoustic guidance; daytime running lights; auto-on/off lights; rain-sensing wipers; electric windows; electrically-adjustable mirrors with integrated indicators; electro-chromatic rear-view mirror; climate control; cruise control; multi-function leather-bound four-spoke steering wheel; front and rear fog lights; roof spoiler; roof rails; 10-speaker, six-disc CD audio system; and Bluetooth connectivity.

The four-cylinder (2.0 TFSI and 2.0 TDI) variants are trimmed alike and feature single-zone climate control, aluminium decorative trim, manually-adjustable front seats and 'Leatherette' seat trim. As standard, 17-inch alloy wheels in a seven-spoke design are fitted to the two base-grade variants and are shod with 235/65 tyres.

For the V6 variants also, the level of trim is identical. In addition to the entry-level specification, standard comfort and convenience features for these two vehicles comprise: Keyless entry/start; three-zone climate control; walnut decorative trim; multi-function leather-bound three-spoke sports steering wheel with shift paddles; electric driver's seat adjustment; manual lumbar adjustment for both front seats; and Milano leather seat trim.

Audi offers the Q5 range with an extensive selection of alloy wheel options, which we won't detail in full, but they run from the standard 17-inch jobs fitted to the base-grade Q5, right up to 20-inch alloys costing $4675 for the two-litre models or $2610 for the V6 variants.

A comprehensive list of options could raise the price of the Q5 3.0 TDI to around $130,000, by our reckoning. These options include -- but are not limited to -- an advanced parking system with reversing camera ($1822), Audi side assist and lane departure warning (2300), electrically-operated tailgate ($1065), metallic paint ($1900), two-piece panoramic sunroof ($2934), xenon headlights ($2283), adaptive cruise control ($2230), memory function for electric seats ($1665), climate-controlled front seats ($1915) Nappa leather trim ($2145), MMI Navigation system with HDD, seven-inch colour monitor and additional six-disc CD changer in glovebox ($6200) and digital TV ($2175).

An 'S Line' exterior package is available for $3600 and incorporates revised bumper design in body colour, a platinum grey grille insert with chrome vertical bars, an S Line badge on the front quarter panels and a chrome-tipped exhaust pipe (four-cylinder models only). There are no mechanical changes to go with the package.

Audi is also considering an 'S Line Sport' package in addition and, in coming weeks, the importer will definitely introduce an Offroad option package, said to include a 'bash plate', side steps and headlight protectors. That could prove to be a popular option with the 2.0-litre TDI when that variant is launched.

MECHANICAL
As mentioned already, the Q5 will be sold with four different engine options, but just two are currently available for sale. These two are the 2.0-litre turbocharged and directed injection TFSI DOHC four-cylinder petrol and the 3.0-litre turbocharged common-rail TDI (diesel) V6 with a diesel particulate filter. The other two engines, yet to be released, are a 2.0-litre turbodiesel four and a 3.2-litre direct-injection petrol V6.

Power and torque figures for the 2.0 TFSI and 3.0 TDI engines are 155kW and 350Nm between 1500 and 4200rpm for the former, and 176kW and 500Nm between 1500 and 3000rpm for the V6.

Both engines are Euro IV-compliant. CO2 emissions for the 2.0 TFSI total 197g/km, the four-cylinder petrol variant sipping 95 RON fuel at the rate of 8.5L/100km. The diesel V6 produces 199g/km of CO2 and uses 7.5L/100km of fuel in combined-cycle testing.

Audi claims 0-100km/h times of 7.2 seconds for the 2.0 TFSI and a rapid 6.5 seconds for the 3.0 TDI. Top speed for both variants of the Q5 is an academic 222km/h.

All Q5 variants are equipped with the seven-speed S Tronic (DSG) transmission. Volkswagen, Audi and Skoda have introduced seven-speed DSG transmissions in the Golf 6, A3 and latest Octavia respectively, but in those applications the transmission was mounted transversely and limited to just 250Nm torque output.

The DSG in the Q5 conveys engine output to a 'self-locking' centre differential in a permanent quattro final drive layout providing constant four-wheel drive. Like its A4 tarmac brethren, the static torque split is 40:60 (favouring drive to the rear). When the going gets slippery, however, up to 65 per cent of torque can be channelled to the front wheels and as much as 85 per cent of torque can be directed to the rear wheels, according to which pair of wheels offers the greater traction.

Drive to the front wheels meets the road through a double-wishbone-type front suspension guided by a power-assisted rack-and-pinion steering system and braked by ventilated discs.

At the rear, the suspension comprises a trapezoidal IRS system and the braking is handled by solid discs.

For information on the latest A4 platform -- on which the Q5 is based -- check out more here.

PACKAGING
Spaciousness inside the Q5 is very much like that of the A4; hardly a surprise. That translates to satisfactory adult accommodation in front and rear, with heaps of rear-seat legroom and, thanks to the Q5's more upright stance, headroom.

The front seats are quite comfortable and do a fine job of holding the occupants in place mid-corner, even when the vehicle is being driven hard. As a guide, our co-driver was giving the car heaps on dry bitumen and provoking howls of protest from the tyres, but the writer didn't even feel the need to uncross his legs and adopt the crash position!

Such was the way the seats held the occupant in place. In any other car of similar roadholding capabilities, you'd be jamming knees up against the centre console or the door to brace yourself. By contrast, the seats in the rear of the Q5 are not as good and occupants can slip and slide around a little. It's like they're better suited to kids than adults.

Audi claims that the luggage capacity of the Q5 (540 litres in standard configuration) betters the X3's by 60 litres and is also ahead of the recently-released XC60's.

Subjectively, the Q5's luggage volume didn't seem especially huge, class-leading or not. And the Q5 also gains by running a spacesaver spare in lieu of a full-size spare. That's a swings-and-roundabouts issue for those who are contemplating serious offroading in the Q5.

Luggage capacity can be improved by shifting the 'rear bench seat plus' forward 100mm. This facility is standard for all Q5 models. In addition, there's an optional bin available for under-the-floor storage in the luggage compartment.

While interior styling for the two vehicles follows a common aesthetic and the Q5 shares some parts (HVAC vents, for example) with the A4 donor car, the dash, centre fascia and centre console are exclusive to the SUV.

Vehicles taking part in the launch featured Audi's optional MMI Navigation Plus, which was introduced in the new A6. This third-generation system includes features like a 40gig hard disk, a seven-inch colour monitor and a six-disk CD stacker in the glovebox, but comes at a $6200 premium on all Q5 models. The system features the new MMI controller introduced in the A5 and S5 Cabriolet models.

SAFETY
Audi, the company that made such a virtue of lightweight aluminium construction in cars like the A8 and the tiny A2, has turned its back on that expensive metal for the Q5, and gone instead with strategically placed ultra-high-strength steels to lend the SUV the sort of crash safety befitting its price and market position.

The car-maker has also equipped the lowliest variants of the Q5 with 'intelligent' frontal airbags (that work in conjunction with seatbelt force limiters for the front seats), side-impact airbags for the front seats, side-curtain airbags for front and rear seats, stability control with an offroad setting, ABS/EBD and traction control.

The roof racks, which come with the car as standard, are linked to a sensor on the passenger side. If the sensor detects that the roof racks are fitted, it will re-adjust the stability control to allow for an extra 100kg affecting the centre of gravity. It's clever in itself, but doesn't seem to go as far as the EBD system in Mercedes-Benz's Sprinter commercial vehicles, which can adjust for centre of gravity on the fly.

COMPETITORS
As already covered under the PRICE & EQUIPMENT section above, the Q5 is principally aimed at BMW's X3. Audi will have a variant to 'man-up' on every version of the X3, with the 2.0 TFSI Q5 more or less targeting the 2.5-litre (six-cylinder) X3.

Audi and BMW have, between them, a pretty broad stranglehold on this sub-segment of luxury SUVs. Volvo's XC60, which is plainly a vehicle of the same cut, offers fewer combinations. Its 2.4-litre diesel will have to counter the 2.0-litre diesel variants below and the 3.0-litre diesel variants above. The Volvo does, however, enjoy an advantage of sorts with its turbo-petrol six, the XC60 T6.

We've already mentioned the Land Rover Freelander as a vehicle of similar size and market positioning (after a fashion). Some will laugh off the British SUV, but it has one thing the others don't -- genuine offroad ability. That's bound to count for some buyers.

Mercedes-Benz is yet to join this market -- and when they do, it will be with a rear-wheel-drive-only version of the GLK -- so that car can effectively be discounted as a direct competitor to the Q5, irrespective of how it might be promoted and sold.

It must be tempting to put aside brand cachet and consider mid-size SUVs that offer more interior space, lower pricing and, in some cases, better offroad ability or even commensurate on-road behaviour.

We hesitate to mention these two vehicles because we just don't see Audi buyers considering them seriously, but the Hyundai Santa Fe Elite CRDi is a fairly strong performer offroad and the Ford Territory Turbo would be hard to catch on-road. But it's a 'hypothetical' at the end of the day...

ON THE ROAD
Overall, the Q5 left us with a highly favourable impression. It's a refined and quiet package with very little mechanical racket and well controlled levels of road and wind noise around town and on the open road.

Even when accelerating, the diesel V6 was almost imperceptible, but the 2.0 TFSI engine could be heard. What you hear though, is a sporty, refined engine with bags of power across a wide band.

If we have one concern about the TFSI engine, it's the way it delivers its power, which can be 'sudden' from a standing start. Part of the problem may actually rest with the S Tronic DSG box, which does hesitate a touch before releasing the clutch.

Whatever the case, the diesel seems to deliver power with more finesse. Subjectively, there's not much to pick between the two engines for straightline performance.

As noted earlier, the diesel is deceptively quiet. The obverse of that is that the TFSI engine, even though very refined, can be heard working. In reality, the diesel variant is the faster of the two, but Audi's own figures (see MECHANICAL above) put the difference to 100km/h from a standing start at 0.7 seconds. Both engines feel pretty strong when accelerating.

Some will enjoy the TFSI more than the V6 TDI. It arguably offers more soul -- and certainly better weight distribution (it feels less nose-heavy) -- but if you don't care about such things, the diesel engine is the way to go. It's also the preferred option if you plan on spending significant time offroad.

Fuel consumption for the two cars was 12.4L/100km (diesel) and 14.6L/100km for the 2.0 TFSI. That was over a combination of open road and gravel. Owners who do a lot of open-road driving could be expected to better those figures, but those who spend their time in the city and suburbs will regularly see this sort of consumption, we believe.

The V6 diesel exhibits turbo lag if you jump on the throttle. Otherwise, the power delivery was effortless; due in no small part to the quietness and refinement of the engine combined with smooth-shifting of the DSG.

Not only does the new seven-speed DSG boast an extra ratio, it's also longitudinally mounted and brings to the party new levels of refinement and responsiveness, in our view. It proved itself phenomenally smooth in the way it shifts, but could occasionally be caught out by rapid braking to a halt; nothing untoward other than slightly unseemly shift shock as the transmission finds lower gears.

On occasion the DSG could be slow to respond to commands through the shift lever. Better results were achieved with the shift paddles that come with the multi-function sports steering wheel option that was fitted to the V6 TDI on test (but not the 2.0 TFSI).

The DSG box also benefits from the optional Audi Drive Select system, which gives you a range of settings for dampers, throttle, shift points and steering assistance. If the Dynamic Steering option has been selected too, Drive Select will also change the steering ratio to the quicker of the two in the Dynamic mode.

In this mode, the extra responsiveness of the transmission is signalled through the S (for 'Sport') in the transmission display ahead of the driver, in lieu of the M for Manual or D for Drive.

In the Comfort mode, the ride is quantifiably better than in Dynamic, but it still won't glide over cattlegrids or other fixtures of offroad travel in this country. Indeed, as a general rule, the Q5's ride is firm in normal mode (Dynamic Drive System fitted), but doesn't become noticeably firmer with the dynamic mode selected -- not from the passenger's seat anyway.

Any qualms concerning the Q5's ride will probably be offset by the Audi's cornering competence.

The steering is more consistent than the A4's and Audi appears to be getting the hang of adjusting the weight and assistance for more linear feel, although there's still some way to go.

Turn-in is slower than the A4 -- understandably -- but still responsive by the standards of similar SUVs. There was surprisingly little body roll exhibited and the ride was relatively firm.

Others had complained about the steering rack rattle in the Q5. While it wasn't personally experienced in the diesel V6, the turbo four did give us a taste of untoward steering kick and feedback in a tight, uphill left-hander.

During the drive program, two of the V6 diesel cars experienced an unexpected malfunction of the power steering. Audi has since acted to resolve the issue (more here). The company says owners are unlikely to experience the same malfunction. We'll keep a watching brief on the situation just the same.

Handling was neutral at higher speeds in the V6 TDI, but was more inclined to push in slower corners and the TFSI was the 'sweeter' handler of the two. It was a bit lighter in the nose, if anything, and just more agile in the tighter turns than the diesel. Where the diesel would scrub at the front, the four-cylinder spread the load to the rear as well.

Even the V6 model was willing to step out on dirt though, checked quickly but not too clumsily by the stability control system.

The stability control system's 'Offroad' setting changes ABS and traction control modes and works on how the wheels are spinning/gripping, rather than G-force input. There's no effective difference felt on winding gravel roads and some drivers may be disappointed to find that they cannot deactivate the ESP altogether. One of Audi's product planners laid it out for us: traction control is disabled and the independent wheel braking is weakened when the 'Offroad' setting is chosen. This permits a certain amount of 'side-stepping'.

Be advised, while the Q5 broadly meets the definition of an SUV, it's not as capable offroad as the larger Q7, as Audi freely admits. The rampover angle may pose a problem for those who are looking to head further afield.

Over offroad sections of the drive program, the Q5 acquitted itself very well, but the focus of the program was more one of the car's on-road competence. We didn't ground the car at front, rear or in between, but we didn't tackle any fords, mud or grades, so we're limited to observing that it's capable of keeping dust out of the cabin and how its suspension coped with some hefty holes in the road.

A brief test of the Q5's Hill Descent Assist revealed it to be handy for descending -- forward or reverse, driven or in neutral. That said, 7km/h is the lowest speed (also the default) and that may be too fast in some circumstances.

Should the driver wish, the system will allow descent at higher speeds -- selected by depressing the accelerator until the vehicle reaches the preferred speed. The maximum speed available is 30km/h.

In one sense the Hill Descent Assist reflects the nature of the Q5. It has some application offroad, but the owner will probably need to be selective about the way it's used.

There's little doubt that the Q5 will comfortably and capably handle softroad situations and any offroad deficiency will be more than offset by the vehicle's on-road manners. For anyone seeking an alternative to the X3 or a step up from a near-luxury softroader or low-ride wagon that's probably enough.