Audi was surprisingly late to the SUV game for a brand synonymous with all-wheel drive and the all-seasons attitude that goes with it. The brand's first family hauler, the Q7, didn't hit dealerships until just two years ago — a full 15 years after the first Explorers rolled out. The Q5 might be a bit behind the competition from BMW and Infiniti, but it's at least arriving to market concurrently with the Mercedes-Benz GLK and Volvo's XC60. We recently went to Europe to get a preview of Audi's latest soft-roader before the mom-mobile orgy begins this fall.
For this new, smaller Q-ute, Audi dipped into its widely used MLB (modular longitudinal platform) architecture — meaning it shares engines, drivetrains, and other important bits with the upcoming A4 sedan and the A5 coupe. Exhibiting the flexibility of the new component set, the Q5 shares few dimensions with either the A4 or the 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). However, it's wider than the muscular A5 coupe by nearly two inches (74.8 inches overall). The Q5 also has 7.8-inches of ground clearance, but still looks more low-slung and coupe-like than the traditional wagon silhouette used by the BMW X3 and Mercedes-Benz GLK. While this new crossover doesn't break any traditional brand styling themes, the arching roofline and the subtle, blistered fender flares inspired by Reagan-era rally cars place the car visually somewhere between its larger Q7 sibling and the Infiniti EX.
Rare among compact crossovers, the Q5 is available with an on-road sports package called S-line. 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 a 2.0-liter diesel and 2.0-liter TFSI (turbo direct-injection) gasoline engine, to the 3.0-liter V-6 diesel and 3.2-liter gas V-6. America will get only the 3.2-liter V-6 with a new and faster-shifting six-speed automatic transmission. Clearly this product was planned before the onset of $4 gas.
As with the engines, there is a host of transmission choices for Europe. Both manual transmissions and Audi's new longitudinal seven-speed S-tronic dual-clutch will be available across the Atlantic. But since North America has a general dislike for manual shifters — and survey companies like J.D. Power say John Q. Public still doesn't get DSG — we'll get neither DSG nor the conventional manual 'box.
So for its American launch, the Q5 will be a 3.2 Tiptronic quattro only. While we'd love to get some other configurations right away, this is no reason to slam the V-6. Audi's latest-generation six-pot 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.
Since we tested the car in Spain, we were able to sample the gas V-6 paired with the brand's new seven-speed DSG. From rest, the DSG isn't as smooth as the six-speed Tiptronic. A slight lurch, while a minor annoyance for a technically superior gearbox, was evident and is likely the reason why survey respondents ding Audi's dual-clutch marvel. Once moving, shift quality is what we've come to find in the transverse S-tronic trannys currently available in the Audi A3 and TT. Shift time is lightning fast and there's no jerkiness during the jump from cog-to-cog. Point-and-squirt throttle strategy applies, with no added workout to your neck and head as the ratios are adjusted.
Audi executives tell us they're saving this new seven-speed for American versions of more sporting models like the S4, RS 4, and RS 5. In this country, DSG is considered more of a performance option, and the Q5 certainly isn't a sports car. As much as the enthusiast in each of us grouses, 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 never feels tippy despite its height. Like the A4 with which it shares a platform, the Q5 benefits from strategic engine placement thanks to clever positioning of the clutch (or clutches, in the case of the DSG) behind the center differential &mdash a move that allows the engine to be placed further back in the chassis.
Steering is also more direct than in the Q7 and other previous Audis thanks to the new architecture. The positioning of the steering rack means direct input to the tie-rods for more economical action and better road-to-hand communication. Combine that with the variable weight and ratio of Servotronic assistance and the steering experience is better than we've come to expect from an Audi. Turn-in is direct and surprisingly satisfactory in a segment that rarely gets it right.
With around-town on-road driving comprising the entirety of our route, there was no chance to test Audi's new dynamic ESP system that makes its debut in the Q5 as standard equipment. Even still, this electronic safety net boasts on- and off-road settings and its accelerometers can even sense a load on the roof rails and make ESP intervene faster.
Our grey S-line 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 (both weight and ratio), shift points, and throttle response. You can opt for one of Audi's pre-selected programs or fine-tune each of the adjustable elements — we found that option useful for dialing down the overly touchy throttle response without making the suspension squishy. Audi's ADS system will come to the USA, albeit at a cost north of $2300. That's a fair amount of greenbacks even if the hardware is impressive. The ability to personalize every dynamic setting is highly addictive; we suspect ADS will be one of those options that, once experienced, most serious drivers won't want to do without.
Like ADS, Audi is using the Q5 as the first model to receive its latest-generation multimedia interface (MMI). The new system gets hardware and software upgrades, beginning right where with the driver's hand meets the machine. The center of the MMI's main dial, previously fixed, now also acts as a mouse for further control of the system. There is a new graphics processor that allows for rapid 3D modeling of buildings in urban areas, as well as topographical modeling as well, using data provided by Navteq. Real-time traffic data for top markets are sourced from Sirius, paired with hard-drive based map data for more rapid delivery of information. The system also gets a split screen to show three upcoming turns and so that adjusting the HVAC system won't temporarily leave you without a map, fixing a former complaint of ours.
Integration with the audio and communication systems is also improved. The iPod and MP3 device–reading Audi Music Interface no longer intrudes on glovebox space — now there's simply a jack rather than an entire cubbyhole. There's also a hard drive where you can download your phone's contact list or store music pulled from a USB port, SD card slot, or a data CD. Unfortunately, the system can't rip music from 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 in-dash disc changer, provided the gear selector is in park. Paired with Audi's Bang & Olufsen 14-speaker audio system, the overall sound package is among 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. Seats are well-bolstered and comfortable, and the front-to-rear adjustable rear-seat bench with a 60/40 split is a nice touch. Audi incorporated a compact trapezoidal-link rear suspension to lower the cargo floor and increase luggage capacity, but the trunk is still on the smaller side at 19.0 cubic feet — only two-thirds of 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 percent more production allotment than the US. That said, elements like the new heated-and-cooled cupholder make us certain that America was an important consideration as the Q5 was developed.
The first Audi Q5s bound for our shores will leave the Ingolstadt factory and hit dealerships in the first quarter of 2009. Expect more drivetrains throughout the Q5's model cycle: At this early stage, we hear the 2.0-liter turbo, the new supercharged 3.0 TFSI, and even a gas/electric hybrid variant are all being considered for our market.
In America, it's starting to seem like a luxury brand isn't legit without a crossover in the showroom. Even though the field is getting crowded, the Q5's combination of luxury, style, features, and $38,000 estimated MSRP will make it a competitive player.
