COVER New Audi Q5 driven
Verdict on new SUV taking fight to F-pace and X3
THE Audi Q5 has been one of the German brand’s best-selling cars since it was launched in 2008. Now there’s an all-new model, and Auto Express has driven an early version in Mexico – the country where it will be built.
Due on sale at the start of 2017, the new Q5 sits on a shortened version of the MLB Evo platform that underpins the latest Q7, and gets many of the same benefits. Chief among these is a loss of around 90kg compared with the car it replaces, helping engineers to deliver much-improved fuel efficiency and lower CO2 figures.
This is all the more impressive given that the Q5 grows in several directions. It’s now 4.66m long, 1.89m wide and 1.66m tall, so longer and a little taller than the car it replaces. Most significantly of all, its wheelbase grows by almost 20mm, to 2.82m; this is designed to bring benefits in cabin space, especially for rear passengers.
The boot grows, too; the capacity ranges from 550 litres to 610 litres depending on the position of the (likely optional) sliding rear seats – a gain of around 10 litres over the old model. Fold the split rear seats down and this expands to 1,550 litres.
Inside, the facia is dominated by a ‘floating’ infotainment display, controlled as usual by Audi’s MMI dial between the front seats. Audi’s Virtual Cockpit is also offered, replacing the instrument display with a single 12.3-inch screen that can prioritise conventional dials, nav, or media.
Inside, the Q5 features a lot of A4 cues – as well as many from the more expensive Q7 – and its fit and finish are superb.
There’s a reasonable amount of space for two adults in the rear, too, although the
Smarter SUV is lighter, more efficient; sits on Q7’s platform
thick C-pillars mean that taller individuals may need to duck as they climb in and out.
Three engines will eventually be offered in the UK, but only two will be available at launch. The mainstay of the range will be a 2.0-litre four-cylinder diesel producing 188bhp and 400Nm of torque. Audi has yet to announce CO2 emissions for this motor, but we’d expect it to get down to 130g/km. The current car emits 152g/km.
The other engine at launch will be a 2.0-litre TFSI turbocharged petrol that develops 248bhp and 370Nm. However, it emits only 154g/km of CO2 – nearly matching the cleanest current car.
Both of these motors will be offered with a seven-speed dual-clutch S tronic transmission in the UK, and they get the latest quattro ‘Ultra’ four-wheel-drive system, which disengages the rear wheels in normal road conditions to help save fuel.
Soon after launch, a 3.0-litre V6 diesel (driven here) will arrive, offering 282bhp
and 620Nm of torque. It’s available only with a conventional eight-speed automatic gearbox and permanent four-wheel drive.
Under the skin, the regular Q5 gets a choice of four suspension set-ups. There are two set-ups with conventional dampers and steel springs. Then you can order regular steel springs in combination with Audi’s adaptive dampers, or go the whole hog, like the cars on our Mexican test, and spec the adaptive system alongside air suspension.
Trim levels have yet to be finalised but the Q5 will have SE, Sport and S line in its line-up. SE is likely to bring cloth seats and manual adjustment for seat height, while Sport will offer leather upholstery, a more comprehensive infotainment system and a sportier steering wheel. S line will get a stiffer chassis set-up on its options list, plus sports seats and 19-inch alloy wheels.
On the road the Q5 is another predictable Audi. The new 3.0-litre diesel is a strong performer, spinning up nicely. It’s a teeny bit gruff if you push really hard, but settles down very quickly when you’re up to speed; pulling around 1,750rpm at 80mph.
At that speed, refinement is excellent; you’re more likely to be bothered by road noise from the optional 20-inch wheels than wind noise from the door seals or mirrors.
The 2.0-litre TFSI petrol engine is pretty smooth, too, and only gets thrashy if you really rev it out. However, even its decent torque figure isn’t quite enough for a car of the Q5’s size, so you’ll find yourself pushing the motor pretty hard, pretty often. It’s a fair effort, but the TFSI is expected to sell in tiny numbers in the UK.
The chassis compromise is safe rather than involving. We played with the air suspension settings under Audi’s Drive Select system, and the Dynamic configuration feels the best of the lot; it was still comfortable, and kept body roll in check more effectively than the Comfort setting.
The steering offers little feedback; again, the overall impression is of a clinical but accomplished driving experience. In that respect at least, a Jaguar F-pace is probably going to have the measure of the Q5.
“It’s around 90kg lighter than the old car, helping to improve fuel economy and CO2 figures”