Audi SQ5 3.0 TDI quattro S tronic 2013 Review

What we liked:
>> Practical interior
>> Scorching diesel engine
>> Handling dynamics (for an SUV)

Not so much:
>> No spare tyre
>> Fidgety when pushed
>> No adaptive suspension

OVERVIEW
>> The rise of dynamic diesel

The new Audi SQ5 is officially the world's quickest diesel SUV thanks to its cutting-edge 230kW/650Nm twin-turbo V6 diesel engine, and Audi expects it fly out of dealerships just as briskly.

In 2012, 2830 Q5s found local homes which made it the most popular model in its class. Audi's number crunchers predict that around one in three Q5s sold in Australia will be S-badged, which could equate to around 1000 vehicles per year.

Sprinting from 0-100km/h in 5.1 seconds, the SQ5 steals the mantle of world's fastest accelerating diesel SUV from the 5.3 second triple-turbo BMW X6 M50d, which costs $157,500. So when you slot a sub-$90,000 price point for the new 'king of the hill', the lofty sales speculation starts to make more sense.

The SQ5 comes with plenty of equipment, a bahnstorming engine, yet retains the practicality of the regular Q5 -- lots of boot space, room for five passengers, 2000kg towing capacity and roof rails as standard. Throw in a reasonable price point that dodges $3700 worth of luxury car tax due to superlative fuel economy and it becomes clear that Audi is serious about getting bums for what is a devastatingly fast vehicle.

The icing on the cake is that the Audi SQ5 can carve up corners almost as well as it performs in a straight line.

PRICE AND EQUIPMENT
>> All the primo stuff

Priced at $89,400, the Audi SQ5 is pitched at males buyers in their 40s and 50s with older kids. Audi Australia’s B-segment product planner, Peter Strudwicke, said buyers will be from multiple car households and will be the types who have active lifestyles - beach in summer, ski resorts in winter.

"You can't buy any car in Australia with more torque under a $100,000," noted Strudwick, though that will change when HSV launches its new supercharged V8 GTS producing 430kW/740Nm in June.

For slightly less than $90,000, the scorching Audi SUV comes with plenty of convenience features as standard. Goodies include keyless entry and start, an automated electric tailgate, a top-shelf navigation and infotainment system (MMI navigation plus) which features a 20Gb hard disc, twin SD card slots and full voice control, allowing occupants to request songs by a certain artist for instance.

The car can also park itself, has a reversing camera, heated, folding, auto-dimming memory wing mirrors, tri-zone climate control, a 10-speaker stereo with subwoofer, Bluetooth everything, alloy pedals, and regular cruise control. Radar-based cruise control is a $2700 option.

Fine Nappa leather and Alcantara upholstered sports seats are electrically adjustable and very comfortable too, and with floor mats all round and leather armrests plus a sporty but supple flat-bottom steering wheel, the touchy-feely aspect of the cabin is top notch.

Safety equipment is solid too, with eight airbags, adaptive electronic stability control, anti-lock brakes, attention assist, tyre pressure monitor and an electronic park brake.

The cabin is suitably roomy with ample room for four adults. I had no trouble sitting in the back seat behind the driver of a similar six-foot height, and there's plenty of incidental storage too.

There are four cup holders, and temperature controlled beverage holders can be optioned for $300. There are four bottle holders too, and as one Audi staffer noted with a deadpan look: "Each door can hold a bottle of wine."

I think said staffer's dinner parties are different to the one's I've been to...

A nicely sized boot means you can throw plenty of equipment in the back too, with 540 litres of cargo space expanding to 1560 litres with the back seats folded down. I really liked the rear 40:20:40 split bench seats on rails, as they can slide fore and aft to provide more room to passengers or cargo.

Refer to our international launch report for more details on the packaging and safety features of the SQ5.

The SQ5 also looks the part, riding on big 20-inch alloy wheels shod with low profile 255/45 Dunlop sport SP Sport Maxx GT tyres and sitting much closer to the road than regular Q5s - 30mm lower in fact. This not only looks good, but lowers the vehicle's centre of gravity.

Other visual updates include a sports body kit - deeper front fascia, side skirts, rear diffuser and roof spoiler - xenon headlights with LED driving lights, black brake calipers, S badges and quad tailpipes.

The exhaust/muffler also contain specially developed speakers that provide the car with a bassy bark.

The only thing it doesn't get is a spare wheel, with a puncture repair kit instead. Audi says a space-saver spare wheel is being developed and should be available on the SQ5 by year end.

MECHANICAL
>> World-beating stomp

The heart and soul of the SQ5 is it's free-spinning 3.0-litre biturbo V6 TDI engine. It's an absolute cracker of an air-pump which made its Australian in the A6 and A7 in February. The hard-charging sequential twin-turbo diesel belts out 230kW between 3900-4500rpm but it's the 650Nm thump of torque across a wide 1450-2800rpm band that really pile drives you into your soft Nappa leather seat back.

The huge surge gives the hot-haus Q5 massive accelerative force. Even at triple figure speeds the car launches forward with conviction.

Another great characteristic of the engine is its free-spinning nature. Most diesels tend to run out of puff above 3500rpm, but the SQ5's 90-degree V6 taps its 5200rpm redline with vigour before the ZF eight-speed automatic transmission swiftly changes gear.

The powertrain is very impressive - smooth but forceful - and despite a chubby 1920kg kerb weight the car accelerates from 0-100km/h in 5.1 seconds before maxing out at an electronically limited 250km/h.

The four-valve-per-cylinder V6makes of use of a common rail direct injection diesel system with piezo crystal injectors and features an 'active sound exhaust' system to get around the turbodiesel's at time uninspiring soundtrack. This appears a gimmick at first yet it gives the SQ5 real character --the enhanced V6 rumble is a satisfying presence that increases in volume as the revs rise.

Strudwicke reckons the SQ5's exhaust acoustic could even help sell a few cars, and we're loathe to disagree: "It also has a great engine note, and we think that will sell a number of cars when customers hear it".

The SQ5 drives through quattro all-wheel drive system (with self-locking centre differential) that splits torque 40:60 between front and rear wheels in normal conditions. It can send up to 85 per cent of torque to the rear axle and 65 per cent to the front when needed.

Despite the car's ferocity, it's a frugal machine, sipping 6.8L/100km while emitting 179 grams of CO2 per kilometre -- both good figures for an SUV of this size, weight and performance potential.

As mentioned the SUV sits 30mm closer to the ground (than the standard Q5) and the independent suspension system has been modified with stiffer springs and dampers, resulting in less body roll while cornering. The car is one of the most agile SUVs we've tested but still suffers from weight and centre of gravity traits.

Unlike regular Q5 models adaptive damping suspension is not offered, so the firm ride quality is as good as it gets. To be fair the SQ5 rides well over bumps and ruts particularly considering its 20-inch low-profile rubber, but we didn't get to do any urban driving in the car so we'll save our verdict for when we test it around motoring.com.au's HQ.

Big 380mm front disc brakes fill out the front wheels and overall the brakes provide solid if not spectacular deceleration. The SQ5 is also rated to tow up to 2000kg.

COMPETITORS
>> Unique, for now

Audi says the SQ5 medium-sized luxury SUV has no direct competitors, and while the BMW X5 and X6 M50d models offer similar performance, they' cost around $60,000 more and a one size larger. That leaves vehicles like the Range Rover Evoque and BMW X3 to scrap with, but both models don't offer a high-performance models. Yet...

ON the horizon is perhaps the Sq5's stiffest competition, the new Porsche Macan. The newcomer shares the Audi's base structure and will also likely come in a hi-po diesel variant. It's still a ways off arriving in Oz, however – in fact, a year or so away.

ON THE ROAD
>> The Panzerfaust

The SQ5 is a lot of fun to drive, more fun than it should be. Sharp throttle response and explosive but refined acceleration propels the car forward with the kind of compelling haste that becomes addictive. With its quattro drive line and performance tyres, the car generates a lot grip.

What this means is that the SQ5 is a very rapid SUV through most corners. It has a flat attitude through most turns and can hustle round bends with surprising agility.

The updated electro-mechanical steering suits the sporty application well and gives an idea of what the front wheels are doing and despite its almost two tonne weight the SQ5 is a capable apex animal for the most part.

It hooks into corners well, maintains corner speed and tracks cleanly, and the digitised exhaust note adds a lot to the experience. But just when you feel bulletproof and secure the confidence to push a little harder into and out of corners, the vehicle's SUV genes emerge.

Pushing the SQ5 past 8/10ths results in understeer as the car's weight overrides its grip and the nose wants to push wide in corners. Sharper corners also draw attention to the vehicle's high centre of gravity -- the car's balance is disrupt with similar results.

Though the brakes were strong they lacked initial bite and decelerating rapidly from high speeds also upset the car's poise. There is the potential for the rear end to get 'floaty' under heavy brakes.

We tested the car on Tasmanian roads, several of which make up stages of the Targa Tasmania tarmac rally, and the SQ5 acquitted itself well. Indeed, notwithstanding the above comments, I seriously doubt many other SUVs would have been able to match its ability to punch out of corners with such ferocity.

Road surfaces ranged from ultra-smooth hot mix to rutted and chipped bitumen. Though the car has a firm ride quality it dealt well with most bumps, which bodes well for everyday comfort.

Away from the twists and turns of the Tasmanian roads, the SQ5 was a quiet and comfortable cruiser, happily ticking along at 1500rpm (and using a lot less fuel) at elevated highway speeds.

It's at these times when the car's luxurious nature comes to the fore. It's a very pleasant place to spend time: everything looks and feels great and the infotainment system is as intuitive as they get.

Simply put, this is one of the most capable high performance SUVs available today. It's hugely enjoyable to drive and, in its class, represents good value for money. Plus it's the world's quickest diesel SUV. Bragging rights anyone?

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