Audi Q5 2008 Review

What we liked
>> Crisp on-road dynamics
>> Efficient packaging; good rear-seat accommodation
>> Excellent drivetrains; smooth, torquey and frugal

Not so much
>> Off-road ability remains untested
>> Likely to be pricier than Land Rover Freelander 2
>> Rear visibility isn't great

It was always a question of when, rather than if. Audi has found a decent-sized customer base internationally for its bigger-than-Ben-Hur Q7 since its 2006 debut, but it's been an open secret that a smaller Q5 sibling would follow in its wheeltracks.

The new cut-sized crossover is billed as a much sportier proposition than its senior brother, and the four-ringed brand claims to have created a new genre -- "the performance SUV" -- via its latest debutant. BMW may well argue that it's beaten them to the punch via its agile new X6 (more here), but we won't quibble here .

The Q5 "combines the dynamism of a sports sedan with an impressively versatile interior and multiple talents aimed at leisure and family use," boasts Audi.

Due on sale in Australia in the second quarter of 2009, the Q5 is based on the new MLP (Modular Longitudinal Platform) architecture that underpins the latest-generation A4, as well as the svelte A5 coupe that launched here last year.

And Audi isn't done yet, as also in the pipeline is a smaller crossover dubbed the Q3, which will use the same hardware as Volkswagen's new Tiguan. The Q5 and Q3 represent timely arrivals for the four-ringed brand as soaring fuel prices are prompting many buyers to shy away from full-size SUVs.

The Audi Q5 measures 4.63m long and 1.88m wide, but only 1.65m high. To put these dimensions in perspective, the Q5 is about 110mm longer and 60mm wider than a Honda CR-V, but it sits about 30mm lower. Audi boasts of a drag coefficient of just 0.33, which it says sets a new slipperiness benchmark for the compact SUV category.

Its relatively compact dimensions mean the Q5 obviously isn't a seven-seater (unlike the Q7), instead offering genuine seating for five and decent luggage capacity.

Exact local pricing and specs for the Q5 will be announced closer to its Australian launch in the second quarter of 2009, but what we do know is that four powerplants -- two petrols and two diesels -- will be offered to buyers here.

The petrol line-up comprises a heavily re-engineered 2.0 TFSI (turbo direct-injection) unit and a normally aspirated 3.2 FSI V6. Meanwhile, the diesel range comprises the 2.0 TDI engine and 3.0 V6 TDI.

We'd speculate that Q5 pricing will start in the $60-65K bracket, putting it in the same general ballpark as BMW's X3. All Q5s will come as standard with quattro all-wheel drive and the new seven-speed dual-clutch S tronic transmission is expected to be the default choice -- at least on the 2.0-litre cars.

Standard kit is expected to include the usual fare, such as keyless entry, climate-control air-con, eight-speaker stereo, etc. Audi's MMI (Multi Media Interface) system will be offered in high-spec models, and a large panoramic glass roof will be optional.

The Q5 may well source its core architecture from the existing A4, but it brings some significant technical innovations, and among these is a new seven-speed dual-clutch transmission and a revamped 2.0-litre direct-injection turbo petrol engine.

The revamped 2.0-litre unit is a development of the engine that powers the likes of the current Audi TT and Volkswagen Golf GTI. Combining turbocharging, direct-injection and the Audi valvelift system for variable control of valve lift, it pumps out a robust 155kW and a fat 350Nm, and the latter is on tap from 1500-4200rpm, which means it offers excellent driveability (more on this later).

Audi claims the Q5 2.0 TFSI can bolt from 0-100kmh in 7.2sec and achieve a top whack of 222km/h. It's reasonably frugal, too, burning through just 8.5L/100km on the combined cycle.

The 3.2-litre V6 FSI engine puts out 195kW and 330Nm, which is roughly on par with the 200kW/315Nm outputs of the BMW X3 3.0si.

The 2.0 TDI common-rail turbodiesel engine ekes out a respectable 125kW, but the real kicker is the 350Nm torque peak, which is on tap from 1750-2500rpm. Audi quotes an overall consumption figure of 6.7L/100km, which isn't too shabby for a 1740kg SUV.
The 3.0 TDI diesel flagship pumps out 176kW, but more impressive still is the mountainous 500Nm it belts out from 1500-3000rpm. Audi says this version sprints from standstill to 100km/h in a sprightly 6.5sec, and top whack is quoted at 225km/h -- pretty handy numbers for a diesel.

All engines are mated to Audi's quattro all-wheel-drive system, which apportions torque in a 40:60 split to front and rear axles under normal circumstances. However, if there's a loss of traction, up to 65 per cent of the available torque can be channelled to the front wheels, or as much as 85 per cent to the rear.

The Q5 is built on the same Modular Longitudinal Platform (MLP) as the new A4 and A5 coupe, and the key selling point of this set-up is that the front axle has moved forward to improve front/rear weight distribution and boost cabin space (by effectively increasing the wheelbase).

The Q5's off-road credentials include approach and departure angles of 25 degrees (nothing too special about these numbers), but Audi claims it can scale inclines of up to 31 degrees.

It has ground clearance of 200mm and a quoted wading depth of 500mm, so one can conclude that at least mild off-roading duties aren't beyond its realm of capabilities.

There's also a ‘hill descent assist' that makes driving down steep slopes safer by limiting the vehicle's speed to30km/h. The ESP and ABS systems have also been calibrated to provide optimum performance on sand, gravel or rocky terrain.

The Audi isn't too dissimilar in size to BMW's X3 -- it's slightly longer and wider, but slightly lower -- and what space it has is generally well utilised. There's enough space for four adults in great comfort (or five if the rear trio don't mind brushing shoulders), and the luggage bay can swallow a respectable 540 litres.

If you've got a sizeable load to haul, the rear seats can be folded flat to yield a mammoth 1560-litre luggage area.

In terms of the interior layout, the Q5 stays true to Audi norms, and that's a good thing as the brand is arguably the best in the business when it comes to crafting cabins. The dash and centre console layout are neat and sensibly laid out, and the MMI (Multi Media Interface) control knob seems user-friendlier than BMW's iDrive system.

The front seats are comfortable and supportive and there's enough adjustability to ensure an agreeable driving position can be conjured up without too much difficulty. Even the rear seats are beyond reproach, offering ample head and legroom for their occupants.

Kerb weight for the base models is a none-too-portly 1730kg -- a result achieved by fabricating the suspension arms, front subframe, bonnet, tailgate and various other components from aluminium. The body also makes extensive use of high-tensile/ ultra-high-tensile steel to minimise weight.

Stylistically, the Q5 is an amalgam of styling cues already seen on the Q7 and new A4, but the end result is well resolved.

Buyers who want to make a more emphatic style statement can opt for the sporty ‘S line' exterior package, and there's also an ‘offroad style package' that includes front and rear underbody guards and 19-inch wheels.

As mentioned earlier, the body of the Audi Q5 contains a high proportion of high-strength and ultra-high-strength steel components, and these are said to boost crash safety, in addition to reducing overall mass.

There's an array of airbags (front, side and curtain), and the front 'bags are controlled by sensors that detect how far forward or back the seat is positioned, and thus trigger the 'bag with the optimum intensity.

The airbags are complemented by what Audi claims is a highly rigid passenger cell. Its A4 sibling has earned a five-star rating in NCAP crash tests, and the Q5 is likely to repeat the feat, say Audi execs.

Its active safety arsenal will include the usual ABS and ESP, and some markets will also have the availability of ACC (Adaptive Cruise Control), which maintains a safe distance between the Q5 and the vehicle in front (at speeds between 30-200km/h).

Also optionally available will be ‘Audi lane assist', which warns drivers if they're about to drift out of their lane.

The Audi Q5 will join a segment that's gradually growing in size. Existing rivals include the BMW X3 and Land Rover Freelander 2, but a new entrant, namely the Mercedes-Benz GLK, is also lurking on the horizon.
Pricing for the Freelander 2 starts around $50K and the X3 kicks off just over $65K, and we expect the Q5 will slot in just below the latter.

Its target market may include current owners of larger/less fuel-efficient SUVs seeking a more wallet-friendly option. The frugal diesel variants, in particular, should fare well given the current fuel prices.

Audi's claim that the Q5 offers the "dynamism of a sports sedan" is a bold one, but our preliminary impressions are that it is, indeed, a pretty capable device on the tarmac. Interestingly, Audi also boasts the Q5 "excels on rough terrain", but they provided no opportunity for journos to verify this at the international launch, as the drive program consisted solely of blacktop routes.

However, the bottom line is that most prospective owners are unlikely to venture into the rough stuff, which is why the emphasis has been on engineering the Q5 to ride and handle as well as possible on bitumen.

We drove three variants the international launch, and the first vehicle we chose was the 2.0 TDI. A 2.0-litre diesel isn't exactly a huge engine for a mid-size SUV, but the gutsy oil burner did a wholehearted job of lugging the Q5 around.

The test car we drove was equipped with a six-speed manual, and being proactive with said transmission, we were able to surf the fattest part of the torque curve (350Nm on tap from 1750 to 2500rpm).

The 2.0 TDI is by no means a road rocket, but it motors along at a respectable clip all the same. However, distinctly quicker is the 3.2 V6 FSI, which is what we sampled next.

The V6 is impressively smooth and free-revving, and it's beautifully complemented by the new seven-speed S tronic sequential gearbox, which is arguably the finest transmission on the market today (although Porsche's new PDK may be in the same league).

The V6/S tronic combo is said to serve up a 0-100km/h split in 6.8sec -- and that sounds about right, based on our seat-of-the-pants feel. It also sounds sporty and refined.

However, the real surprise packet proved to be the 2.0 TFSI, which felt virtually as quick as the range-topping V6 we'd just stepped out of. Even though it gives away 40kW to its big brother, the 2.0-litre turbo regains ground via its beefy torque curve (350Nm from 1500 to 4200rpm).

In real terms, the engine feels punchy and responsive, and there's a pleasingly sporty exhaust note to be savoured when you work it hard.

And, as with the V6, the S tronic dual-clutch gearbox delivers smooth, ultra-fast shifts, so much so that you need to watch the engine revs drop via the tacho to glean whether it's actually swapped cogs at all.

Encouragingly, the smooth drivetrains are complemented by a capable chassis. As alluded to earlier, the USP of the new Modular Longitudinal Platform architecture is that the front axle is situated further forward than was the case in previous-generation Audis, and the upshot is better front/rear weight distribution.

Sure enough, the Q5 doesn't feel nose-heavy, and the crispness with which it turns into corners makes it an enjoyable device over twisty roads. It serves up good mid-corner grip levels and the quattro all-wheel-drive system does an effective job of transmitting the torque to terra firma with minimal traction-control intrusions.

Is it the sportiest SUV in its class? Hard to say without driving it back-to-back with the likes of the X3, but it's certainly in the right ballpark.

And there's no doubt it looks better than the ungainly Bimmer... The new Audi cues are all there -- LED daytime running lights, a large single-frame grille and a skilfully executed blend of curved and angular surfaces. It's far more lithe in appearance than the gargantuan Q7, and this is a fitting reflection of the dynamic difference between the two SUVs.

First impressions suggest the Q5 is shaping as a strong package, and it should attract healthy interest in our SUV-loving market.

It may not have the breadth of all-terrain capability that Land Rover's Freelander 2 offers, but in most respects it's the dynamic match of anything in the class. Factor in its crisp styling and high-quality cabin, and Audi could have a winner on its hands.