In the entirety of today’s auto industry, there is perhaps no hotter segment than the luxury crossover. A market still in love with the go-anywhere styling and ample size for tikes or toys of SUVs has aligned with record-high fuel prices to create a more P.C. approach to the sport-ute theme. Preferable to a minivan or wagon to the average consumer, virtually every mass market brand has or plans to build a crossover, creating the biggest automotive segment scrum since Ford put two doors on the Bronco II and dubbed it Explorer.
It was perhaps surprising that Audi was so late to the SUV game. A brand synonymous with all-wheel drive, the brand’s first Q7 models didn’t hit dealerships until just two short years ago – a full 15 years after the first Explorers rolled out replete with Eddie Bauer decals. Audi is determined to not be late to market this time around with their more car-like Q5, and while the BMW X3 and Lexus RX350 have enjoyed a fairly wide-open market for a few years, the segment is only truly forming now with many more competitors like the Q5 or new entrants from Mercedes, Volvo and Saab. We recently tested Audi’s soft-roader to see if their latest offering is ready to take on such hot competition.
The Q5 badge is all-new at Audi – filling a void in the German carmaker’s lineup. For this smaller Q-ute, Audi dipped into their widely used MLB (modular longitudinal platform) architecture – meaning shared engines, drivetrains and other important bits with cars like their best-selling next-gen A4 sedan and the A5 coupe.
Exhibiting the modularity of the new chassis component set, the Q5 shares few dimensions with either the A4 or A5. The baby Q does get the longer 110.6-in. wheelbase of the A4, but the Q5 is actually shorter by three inches front-to-rear (182.2 inches overall), while it’s wider than even than the muscular A5 coupe by nearly two inches (74.8 inches overall). For what it’s worth, the Q5 also has 7.8-inches of ground clearance – dimensions that all add up for a more coupe-like appearance than the traditional wagon silhouette used by the BMW X3 or by the upcoming Mercedes-Benz GLK and Volvo XC60.
The coupe theme continues in the Q5’s design language as well. While this new crossover doesn’t break any traditional brand styling themes, the arching roofline of the roof and the subtle blistered fender flares inspired by Reagan-era rally cars place the car visually somewhere between its larger Q7 sibling and the more gym-shoe Infiniti FX, while size-wise smaller than both.
Our particular test subject was fitted with Audi’s optional S-line package. This means a more aggressive bumper treatment, larger wheels and suspension enhancements. It’s doubtful that most Q5 buyers will spring for it, but S-line does up the sexiness quotient of the 5-door design.
In Europe the Q5 launches with a whole host of engines, from the 2.0 TDI diesel and 2.0TFSI gasoline, to the 3.0 V6 TDI diesel and 3.2 V6 gasoline. America, with our power-loving consumer base, will get only the 3.2 V6 with a new and faster-shifting 6-speed Tiptronic (torque converter automatic) transmission.
As with the engines, there’s a wide selection of transmission choices for Europe. Both manual gearboxes and Audi’s new longitudinal 7-speed S tronic (dual clutch DSG) will be available in the EU. However, since North America has a general dislike for manual shifters and survey companies like J.D. Power say Joe Average American Buyer still doesn’t get DSG, Joe Average American Buyer still won’t get DSG or the manual box.
At launch, the Q5 will be a 3.2 Tiptronic quattro only. While we’d love to get some of the others right away, this is no reason to slam the vanilla V6. As vanilla V6s go, this is one of the best. Audi’s latest-generation 6-cylinder comes complete with direct-injection and the company’s new Valvelift system that allows for variable opening and closing of the valves on the intake side for improved torque and fuel consumption. The unit boasts 270 HP and 243 lb-ft of torque – enough to push the Q5 from 0-60 mph in 6.8 seconds says Audi. Though fuel consumption figures weren’t yet offered, a recent road trip in a slightly more aerodynamic Audi A5 coupe running the same drivetrain bound for America netted us an indicated 29 MPG with 80+ MPH cruising speeds and full throttle passing, while more conservative driving took the trip computer up to 35 MPG.
Our particular tester came with the petrol V6 that’s America-bound, though paired with the brand’s new 7-speed DSG. Off the line, the launch is not as smooth as our 6-speed Tiptronic. A slight lurch, while a minor annoyance for a technically superior gearbox, was perceived and is likely the reason respondents to surveys from J.D. Power and the like ding Audi’s dual-clutch marvel. Once moving, shifts are much of what we’ve come to find in the transverse S tronic trannys already available in the Audi A3 and TT. Shift time is lightning fast and there’s no jerkiness or expansive time during the jump from cog-to-cog. Point and squirt throttle strategy applies with no added workout to your neck - no bobbing of the head as the ratios are adjusted.
Audi executives tell us they’re saving this new 7-speed for American versions of more sporting models like the S4, RS 4 and RS 5. In America, DSG is considered more of a performance option, which isn’t really necessary on the Q5. As much as the enthusiast in us grouses, we think we agree with product planners that the torque-converter automatic was the right way to go for the American Q5’s target customer.
Out on the roads around Valencia, the Q5 performs admirably given its height. Like all MLB Audis before it, the Q5 benefits from strategic engine placement thanks to clever positioning of the clutch or clutches behind the center differential – a move that allows the engine to be placed further back in the chassis.
Steering is also more direct than the Q7 and other previous Audis thanks to the new architecture. The positioning of the box means direct input to the tie-rods for more direct action and road-to-hand communication. Combine that with the variable weight and ratio Servotronic steering assistance and the steering experience is vastly improved for an Audi. Turn-in is direct and surprisingly satisfactory in a segment where this is not often a concern, much less a focus.
With around-town on-road driving compromising the entirety of our route, there was no chance to test Audi’s new dynamic ESP system that debuts in the Q5 as standard equipment. Even still, this electronic safety net boast on and off-road settings and can even sense a load on the roof rails and adjust the ESP accordingly.
Our grey S-line example also came with Audi’s new Audi Drive Select (ADS) hardware. In a nutshell, the system allows for Comfort, Auto and Dynamic settings to suspension, steering weight and ratio, shift points and throttle response. You can opt for one of Audi’s pre-selected programs or choose one of the three settings for each of the adjustable elements. This is especially nice when the preferred Dynamic mode leaves your gearing much more aggressive than most normal drivers would choose to do use unless met at a stoplight by an X3 driver looking to throw down the gauntlet on the way to Whole Foods.
We hear that Audi’s ADS system will come to the USA – albeit at a cost north of $2300. That’s a fair amount of greenbacks, though the hardware is impressive. The dash-controlled valve-adjustable shocks, adjustable steering ratio and more are highly addictive. We suspect, like navigation, ADS will be one of those must-have pieces of kit that, once experienced, most serious drivers won’t want to do without.
Speaking of navigation systems, Audi is using the Q5 as the first model to receive its latest generation of Navigation and MMI multi-media interface. The new so-called 3G MMI (third generation) gets hardware and software upgrades, beginning right where finger integrates with the machine. The center of the MMI’s main dial now also acts as a mouse for further control of the system. There is a new graphics chip that allows for rapid 3D modeling of buildings in urban areas and topographical modeling as well using data for each from Navteq. There’s real-time traffic data for top markets sourced from Sirius and all paired with hard-drive based map data for more rapid delivery of information. The system also gets a split screen so that the next-three turns can be shown and, a former complaint of ours, adjusting the HVAC system won’t temporarily leave you without a map.
Integration into the audio and communication systems is also improved. The iPod and MP3 device-reading Audi Music Interface no longer intrudes on glovebox space – now simply a jack to sync by. There’s also a hard drive where you can download your phone’s contact list or store music pulled from USB, SD card slot or stored on CD. Unfortunately, the system can’t rip music CDs as we’ve seen in other cars. If you’re stuck in traffic or waiting for the kids’ ballet lesson to end, you can even watch DVDs via the car’s in-dash CD changer provided the gear selector is in park. Paired with Audi’s Bang & Olufsen 14-speaker audio system, the overall sound package is amongst the most comprehensive in the burgeoning crossover segment.
Inside, the cabin is much of what we’ve come to expect from Audi. Materials are top notch, and accents vary from wood, to aluminum, to polished “Piano Black” plastic depending on your tastes. Seats are sporting, though not uncomfortable and the front-to-rear adjustable rear seat bench with 60:40 split is a nice touch.
Audi boasts a new compact trapezoidal-link rear suspension to lower the cargo floor and increase luggage capacity, but the trunk is still on the smaller side at19 cubic feet – just shy of 2/3 what the X3 offers.
Surprisingly, we’re told Europe will be the number one market for the Q5 when it hits dealerships, with the EU accounting for 10% more production allotment than the USA. That said, elements like the new heated and cooled cupholder make us certain America was an important consideration as the Q5 was developed.
The first Audi Q5s bound for our shores will hit American dealerships in the first quarter of 2009, built at Audi’s Ingolstadt facility. Expect the Q5’s model cycle of the Q5 to bear fruit in the form of new drivetrains. At this early stage, we hear the 2.0T four cylinder, the new supercharged 3.0 TFSI and likely even a hybrid gasoline variant are all being considered for America.
For now, expect the Q5 3.2 quattro pricing to be in-line with the BMW X3 and the Lexus RX350. Both hover at around $38,000 base and, while we’re told pricing has yet to be signed-off-on for the U.S. market, $38K is a good base on which to estimate. That’s close to the base Q7, but we suspect the two will appeal to a decidedly different buyer.
In the American market, a mainstream brand isn’t a brand without a crossover in the dealerships or on the drawing board – witness the progenitor Lexus RX350, the BMW X3, Infiniti EX35, Land Rover LR2 and Lincoln MKX. Even more cross-utes are set to be joined by no less than the Volvo XC60, Mercedes-Benz GLK, Saab 9-4X. From what we can see, the Q5 will be a competitive player, though it’ll need every advantage it can get playing in such a crowded league.
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