AUDI has been on an ambitious expansion plan over the last few years. This has seen a steady stream of new models flowing out of Ingolstadt. Apart from the saloons that make up the brand’s bread and butter, the Four Rings has attacked a number of other categories. There have been giantkilling sports saloons (RS4), thunder saloons (RS6), curvaceous coupés (S5), mid-engined supercars (R8), and large SUVs (Q7). Now we have the latest weapon in the company’s arsenal, the Audi Q5.
Considering the Ingolstadt carmaker’s track record with allwheel drive, one would have thought that a small SUV would be a natural fit. But as it turns out, Audi was last to the party, even conservative Volvo and stablemate VW climbing on to the compact SUV bandwagon before the quattromeisters. Following the Q7, launched a few years back, Q5 is looking to take a slice of the burgeoning small/medium SUV segment currently populated by the likes of BMW’s X3, Volvo’s XC60, Nissan’s Murano, Land Rover’s Freelander, Mercedes-Benz’s GLK (yet to be seen here) and, to a lesser degree, Volkswagen’s Tiguan.
Driving a new car before or soon after launch provides opportunities to gauge public reaction in the best way possible. The Q5 seems to draw strongly divided opinion – people were either enamoured by the butch looks and Audi familial resemblance, or not impressed with the sameness to the larger Q7. In fact, many onlookers initially mistook the Q5 for its larger sibling.
Our test team was similarly divided. Most of us found the looks extremely stylish, but some called Audi Q5 an amorphous blob that showed no real individuality. Others prefer their off-roaders to be more chunky and squared-off, and the chamfered lines of the Q5 do not entice them. The sloping roofline does create a sense of sportiness, as do the optional (here’s a word that’s going to be used frequently during this test) 19-inch alloy wheels (R15 360). In metallic blue (R3 250) the car looks classy. As expected, the Q5 has the distinctive Audi single-frame grille. It’s a design cue that the marque currently uses to great effect, as all models in the lineup are instantly recognisable as belonging to the same bloodline. Headlamps on our test unit were optional (R9 250) Xenon units with the stylish LED daytime running lamps (DRLs) that make all current Audis stand out from the crowd. The tail-lamps, too, are attractively detailed and look extremely smart when illuminated. One tester summed it up well, stating that, on the whole, the Audi Q5 seems more suited to transportation to a board meeting than bundu bashing.
We have praised Audi interiors ad nauseam over the past few years, but with good cause. Compared to the dour BMW treatment and the Mercedes über traditional, Audi leads the ranks in terms of perceived quality, feel and look. Ergonomics, too, are out of the top drawer. The overall appearance may be a tad dark for some tastes but many of the team like this “mature” look. Materials look Power is rated at 155 kW peaking at 4 300 r/min, and peak torque is 350 N.m across a plateau stretching from 1 500 to 4 200 r/min. Incidentally, maximum torque output is identical for the dieseland petrol-fed 2,0-litre engines. Power is delivered to all fourwheels by a seven-speed dualclutch transmission. This is an evolution of the DSG system, which is now called S tronic for Audi’s marketing purposes. We think the transmission works well, but seven ratios seem like overkill. Admittedly top gear is very much an overdrive ratio. We have praised this powerplant before, and it does not disappoint here. There is a hint of lag when setting off, but everywhere else the motor is responsive and punchy. The Q5 2,0T powered from zero to 100 km/h in 8,34 seconds – not too shabby for a car weighing close to two tons. Incidentally, our tested mass was over 200 kg heavier than Audi’s claim… must be all those extras. We recorded an average top speed of 218 km/h. The most impressive aspect of the Audi Q5’s performance came in our braking test. In the series of 10 emergency stops from 100 km/h, the 320 mm front and 300 mm rear discs hauled the two-ton car to a stop consistently and with zero fade. In fact the spread of times was a scant 0,13 seconds over the full regime. From the Q5’s handling prowess, we are in no doubt that it has X3 firmly in the sights as its main target. It surprised us with high levels of lateral grip, though there is a hint of understeer when you really start to press on. Of course, even this ability comes at a price – the test unit was fitted with Audi’s optional Drive Select and adaptive damping (R15 840). Play with the different settings and the difference is quite marked. In Comfort mode the damping is soft and… well, comfy, soaking up bumps without fuss and keeping the passengers wafting along. Switch to Dynamic and matters change somewhat, expensive and have wonderful tactility. The instrument cluster is one of the best in the business, being clear, bright and easy to read while still conveying a sense of cool classiness. There is a mild smattering of aluminium trim about the cabin that is tastefully applied.
A full colour monitor that serves as the display unit for the MMI infotainment system takes pride of place on the facia. Information from the optional satellite navigation (R21 300), DVD player (R4 600), Bang and Olufsen hi-fi (R6 700) and rearfacing camera (R13 060) are all displayed on this centre screen.
Accommodation for front seat occupants is snug, courtesy of optional body-hugging leather sports seats (R15 200), featuring electric adjustment, including lumbar support but without a memory function. Rear space is more than adequate. Even taller rear seat passengers were able to stretch out and relax, though some did complain that the bench was harder than expected and will be a pain in the proverbial over longer distances.
Our test unit was fitted with an optional (R16 800) panoramic sunroof. It is a full-length glass roof with a large opening over the front passengers. There is a powered sunscreen below it, but this is perforated so as to let sunlight through even when closed, which sort of defeats the purpose. Luggage volume is a class leading, cavernous 400 dm³, extending to 1 270 with the rear backrests folded down. Incidentally, the backrests are released by latches in the boot – or on the lower section of the seat cushion – which is quite convenient as the seatbacks are quite a reach from the rear. The Q5 2,0T uses the VW/Audi group’s 2,0-litre turbocharged engine. Upon start up it has that familiar direct injection clatter, almost like a diesel, but add a few r/min and that sound disappears.
Power is rated at 155 kW peaking at 4 300 r/min, and peak torque is 350 N.m across a plateau stretching from 1 500 to 4 200 r/min. Incidentally, maximum torque output is identical for the dieseland petrol-fed 2,0-litre engines. Power is delivered to all fourwheels by a seven-speed dualclutch transmission. This is an evolution of the DSG system, which is now called S tronic for Audi’s marketing purposes. We think the transmission works well, but seven ratios seem like overkill. Admittedly top gear is very much an overdrive ratio.
We have praised this powerplant before, and it does not disappoint here. There is a hint of lag when setting off, but everywhere else the motor is responsive and punchy. The Audi Q5 2,0T powered from zero to 100 km/h in 8,34 seconds – not too shabby for a car weighing close to two tons. Incidentally, our tested mass was over 200 kg heavier than Audi’s claim… must be all those extras. We recorded an average top speed of 218 km/h.
The most impressive aspect of the Q5’s performance came in our braking test. In the series of 10 emergency stops from 100 km/h, the 320 mm front and 300 mm rear discs hauled the two-ton car to a stop consistently and with zero fade. In fact the spread of times was a scant 0,13 seconds over the full regime. From the Q5’s handling prowess, we are in no doubt that it has X3 firmly in the sights as its main target. It surprised us with high levels of lateral grip, though there is a hint of understeer when you really start to press on.
Of course, even this ability comes at a price – the test unit was fitted with Audi’s optional Drive Select and adaptive damping (R15 840). Play with the different settings and the difference is quite marked. In Comfort mode the damping is soft and… well, comfy, soaking up bumps without fuss and keeping the passengers wafting along. Switch to Dynamic and matters change somewhat, body movement being kept firmly in check and the steering action becoming noticeably meatier. There is a further driver adjustable mode that allows suspension firmness and steering weight to be tailored according to personal preference – cool…
As far as off-road capability goes, Audi Q5 has good approach and departure angles and decent ground clearance, which makes it manoeuvrable off-road. It also sports a standard hill-descent system, and a self-locking centre differential. We rate it as good in most conditions as Volvo’s XC60, but it does lack in ground clearance compared with the Swede.
Test summary
So, what’s our final take on Audi’s latest? It is good-looking, by most accounts. The interior is typically Audi in execution – well laid out, functional and expensive in feel.
The drivetrain delivers the goods to a higher level than most drivers will ever experience, and steering and handling are more than able in the twisty bits. We can’t help but feel though that Audi is pulling a bit of a fast one. Our test unit was fitted with over R120 000 worth of extras. So, as it stood, the car was closer to R600 000 than the R460 500 list price. What may seem like a decent deal isn’t quite as attractive when you add a few niceties … Now factor in the impressive Volvo XC60, which offers a comprehensive feature list as standard, and the Q5’s appeal takes a knock. At its base level the 2,0 T FSI is probably a good car and none of those extras is ultimately necessary, but some of the allure will surely dissipate when the goodies aren’t present.