Audi Q5 2013 Review

Launched in Australia back in early 2009, the mid-size all-wheel drive wagon has become the biggest selling Audi, supplanting traditional favourites like the A4 sedan. It also outsells the likes of the BMW X3, Volvo XC60 and Land Rover Evoque to lead the compact premium SUV segment.

It’s a level of success mirrored overseas as the Q5 has proved a big hit pretty much wherever it sells, exploiting both the increasing cache of the Audi brand and the worldwide trend towards SUVs.

This update reflects that success. Audi hasn’t meddled with the fundamentals, but attempted to deliver more of what people like and less of what they don’t.

The TDI diesels continue to be mated with the S tronic dual clutch transmissions, but for predominantly supply reasons the TFSI petrols swap to an eight-speed ZF torque converter auto. The powertrain continues to hook up to a permanent all-wheel drive system.

Pricing of the 2.0-litre models remains unchanged at $62,200 for the TDI and $62,900 for the TFSI.

Compared to the old 3.2 FSI, the 3.0 TFSI rises $1100 to $74,100. Finally, the 3.0 TDI increases in price $500 to $75,500.

Audi is claiming significant value increases for all four models. The 2.0-litres add $6500 worth of gear, the V6s are carrying a claimed $7000 worth of extras.

Additional 2.0-litre equipment includes Drive Select, tyre pressure monitoring, hold assist, a storage package for the boot, powered front seats including lumbar adjust, a convenience key, driver fatigue monitoring and an increase from 17 to 18-inch alloys.

Additions exclusive to the V6 models include driver’s seat memory adjust, a rear-view camera and MMI Navigation Plus.

Q5s already came with leather trim, 10-speaker audio with sub-woofer, a power tailgate and the Audi music interface. Xenon headlights and three-zone climate-control were standard for the V6s. The spare tyre for all Q5s continues to be a space-saver.

One aspect of the new Q5 that doesn’t change much is styling. The grille is more chamfered and its vertical bars are now chrome, but the fundamental curved five-door shape remains untouched. Inside there has been some refinement to controls and an attempt to lift an already high quality standard even further.

As per usual with the German luxury manufacturers, options abound. The Q5 can be dressed up with packs externally and internally and can have various driver assistance systems added (see safety for more on this).

One thing that doesn’t change is the high-cost of metallic paint. When some other manufacturers are offering metallic as low or zero cost options, Audi charges $1850.

One of the characteristics of MLB is a forward placement of the front axle to stretch the wheelbase and improve weight distribution and therefore handling.

The Q5’s quattro permanent all-wheel drive system runs 40-60 front-rear static bias via a limited-slip centre differential, but can shift up to 70 per cent of drive forward and 85 per cent to the rear wheels.

Audi is claiming fuel economy and performance improvements across the board for its four drivetrains.

The star engine is the third generation 2.0-litre turbo-petrol, which is making its debut in the Q5. Power is up 10kW to 165kW, while torque is unchanged at 350Nm.

Combined fuel economy drops 0.6L/100km to 7.9L/100km and CO2 emissions 15 grams to 184g CO2/km. The 2.0 TFSI accelerates to 100km/h in 7.1 seconds.

Technical highlights of the new DOHC 16-valve engine include the combination of part-throttle port-injection and heavy-throttle direct-injection to cut fuel consumption and emissions; variable valve timing on both inlets and exhaust, as well as exhaust valve lift control; electronic management of the wastegate of the variable-geometry turbo; an integrated exhaust manifold and a 7kg weight reduction.

Audi claims a 5kW power increase for the 2.0 TDI to 130kW, a 30Nm torque increase to 480Nm, a 0.7L/100km combined fuel consumption dip to 6.1L/100km, a 25g CO2 reduction to 159g CO2/km and a 0-100km/h acceleration time of 9.0 seconds.

The supercharged TFSI V6, first seen here in the S4, adds only 1kW over the 3.2 to 200kW, but climbs 70Nm to 400Nm. Fuel consumption drops by 0.8L/100km to 8.5L/100km and CO2 emissions 19 grams to 199g CO2. At just 5.9 seconds, it is the fastest Q5 to 100km/h.

The 3.0 TDI climbs 4kW to 180kW, 80Nm to 580Nm, drops 1.1L/100km to 6.4L/100km, emits 30g less CO2/km at 169g/km and accelerates – via its seven-speed S tronic auto – to 100km/h in 6.5 seconds.

The Q5’s fuel economy savings, which are claimed to be as much as 15 per cent, have been aided by other features including the introduction of electro-mechanical power steering, idle-stop, an efficiency mode within Drive Select, brake energy recovery and friction reduction and recalibration of S tronic.

Drive Select adjusts engine, steering, transmission, air-conditioning and cruise control performance parameters. It can also change active suspension and dynamic steering set-ups if they are optioned.

The introduction of electro-mechanical power steering is also part of a substantial chassis overhaul which includes revised springs, dampers and stabiliser bars for the multi-link front and rear suspensions, and the shift of the four-cylinder models from 17-inch alloy wheels to the same 18-inch size the V6s already roll on.

Handling is also aided by torque vectoring which subtly brakes a wheel on the inside of the curve which it detects is about to lose grip.

Access to all seats is good and space is fine for adults. Only the middle-rear passenger would have anything to complain about.

The rear seat slides fore-aft 100mm, comes with a load-through hatch and is split 40-20-40. With the bench upright, luggage space is set at 540 litres. That expands to 1560 litres with it laid flat.

The maximum load width measures 105cm, and the maximum load length is 93cm. The maximum payload is 580 kg. New luggage nets, a 12-volt power socket, folding bag hooks and four lashing points are standard.

Up front, under-seat trays, a curry hook in the passenger footwell and a lockable glove compartment are new. The Q5 has door pockets front and rear with bottle holders, as well as two cupholders in each passenger row. The centre armrest is adjustable and includes storage and drink holders.

The driver gets a redesigned steering wheel, while the MMI Navigation Plus now only requires four control keys, and its volume dial has a skip function.

Other changes include simplified seat heating operation, white centre console displays, upgraded instrument needles and redesigned stalks and ignition key.

Standard driver assistants include anti-lock brakes with both electronic brake-force distribution and brake assist.

Electronic stability control comes with a roof-rack mode that adjusts the parameters of the system when racks are fitted to take into account the higher centre of gravity of loads potentially up to 75kg. ESC also has an off-road mode that allows more wheelspin and brake lock-up on dirt. Another off-road aid is hill descent control.

A new driver fatigue detection system dubbed attention assist is also standard. This monitors steering movements and other parameters and recommends a break when it thinks driving behaviour is becoming erratic. Front and rear parking sensors continue on, while V6 models get a rear view camera.

There are also a family of new driver assistance systems offered optionally, including adaptive cruise control with pre-sense and Audi active lane assist. Audi has bundled this lot into a $1550 package, when previously ACC was a $2200 stand alone option.

At speeds below 30 km/h, ACC can autonomously brake with full force in an emergency – regardless of whether the vehicle ahead is moving or stationary.
In 2009 Euro NCAP testing a right-hand drive diesel Q5 scored the maximum five stars.

The X3 is unremarkably close to the Q5 on price. It has a slightly lower entry-level price with the turbo-petrol 20i, but it lacks a direct opponent for the supercharged V6. Instead its top-spec petrol engine is a 28i version of its new 2.0-litre four-cylinder.

Volvo tracks a slightly different course by offering front as well as all-wheel drive models to go with a family of petrol and diesel engines. Going FWD allows a lower mid-$50K starting price.

The Evoque comes as front and all-wheel drive, in three- and five-door bodyshapes and with a choice of petrol and diesel engines. A complex range is priced from the low $50K range through to the high $70K area. But there’s a slew of options to make that pricing a mere starting point.

But that doesn’t mean the drive experience itself causes a frown. This is a typically competent Audi effort, something that becomes obvious when you slide into the comfortable driver’s seat.

The interior has been improved with some new piano black, chrome rings and soft-touch inserts, which means the already luxurious cabin feels and looks that much more high-class – and still class-leading.

The same description can’t quite be ascribed to the drive experience itself. The test program ran from Adelaide to Leigh Creek in outback South Australia via an overnight stop in Parachilna, giving us more than 600km to sample the two volume-selling four-cylinders and have a briefer drive of the new supercharged petrol engine as well.

While the V6 predictably emerged as the performance star, the 2.0-litre petrol TFSI Q5 was the version easiest to like.

This latest overhaul of the EA888 engine is a ripper - very strong and sweet in its responses while remaining quiet and smooth. The swap to a torque converter auto helps here, negating the launch hesitation that is still an issue for dual-clutch transmissions.

The diesel, while slightly cheaper to purchase and more economical based on both the official figures and what we saw on the trip computers, lacks the refinement and response of the petrol four-cylinder.

That was made more obvious by the S tronic’s low-rev hesitancy – sorry to the Subaru Tribeca owner who nearly rear-ended us, I was pressing the throttle as hard as I could!

The other issue is mass. The TDI never felt quite on top of the Q5’s 1770kg kerb weight. That mid-range punch Australian buyers have increasingly come to appreciate from diesels just felt a little lacking when looking for a quick overtake on the highway.

The various aspects of the chassis retune have not changed the Q5’s essence. It still rides with a little too much harshness on bumpy roads (the switch to 18s from 17s doesn’t help surely) and the electric steering is accurate without providing any notable feedback – just like its hydraulic predecessor.

Playing with Drive Select altered steering weighting, but not necessarily for the better. We just popped everything into auto and let the software decide what to do.

On gravel tracks and across some moderately challenging washed-out creek crossings the Q5’s capability was unchallenged, but we didn’t get too swashbuckling off-road given the lack of low-range gearing.

Indeed, the Q5’s natural habitat is far from the rocky desert of outback South Australia, and more like the leafy suburbs and private school pick-up queues of our larger cities.

This update ensures it will continue to fulfil such roles efficiently and effectively, while undoubtedly providing the capability to go farther afield if you want to.

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