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First, some basics. The new SQ5 is diesel-only, killing the previous petrol 3.0-litre V6 TFSI and replacing the BiTDI, in line with the new Audi penchant for all ‘S’ models to be similarly powered. So S7 and S6 Saloon and Avant along with this SQ5 all get the same motor, a clever single-turbo 3.0-litre V6 that drinks only the demonised derv. Single traditional turbo, technically, seeing as this iteration nicks plenty of bits from Audi’s bigger cars, and features both an EPC and MHEV. Yeah, that. It’s not really as complicated as it sounds: Audi reckons that the hatred of diesel will wane, and that it can still be a fuel that makes sense, as long as it’s made to be efficient and clean enough. Thus we get a V6 diesel that gets an electrically powered compressor (the EPC – basically an electric turbo) as well as an exhaust gas-driven blower, 48v systems and mild-hybrid electric vehicle capability (MHEV).
The EPC is a little turbo that sits downstream of the intercooler right next to the engine. If throttle demand loads are high and boost levels low, it takes advantage of the 48 volt electrical systems to all but instantly spin up and provide a mild 1.4bar of boost until the traditional turbo can get up to speed, thus cutting perceived lag and increasing efficiency. The MHEV system is similarly built into the architecture of the 48v layout, and that constitutes an alternator-starter connected to the crank. When you brake, it can recoup up to 12kW of energy (stored in
a lithium-ion battery under the bootfloor) which is then distributed to whatever system needs it, cutting load on the engine and increasing mpg. It also enables extra coasting – the engine shuts down whenever it can – and gives a smooth and subtle edge to the stop/start system.
That should equal a responsive and efficient engine, capable of doing the best it can with the fuel it uses. And it does. Lag is mitigated – not banished, mind – and the SQ5 cracks along at a very rapid pace. In fact, it’s all pretty much good news: power is down a touch to 345bhp versus the old petrol car’s 351, but torque (the important bit in a car like this) jumps to 516lb ft from 367. The top speed is the same limited 155mph, but the 0–62mph sprint drops from 5.4 seconds to 5.1, emissions are down and mpg up.
But better than that is the way it drives in the real world, because the SQ5 is very easy on the ego. All the bits you really need, those 40–70mph overtakes, motorway slide-bys and sliproads, are dealt with pretty ruthlessly – 500+lb ft of torque doing the heavy work. The engine is happiest under 3,500rpm and above two grand, but if that sounds narrow, you’ve got a decent eight-speed auto to keep it in the place it feels most comfortable. And there’s plenty of ability to go with the hefty engine, too. Even though we tested the SQ5 on very smooth German roads (we need to test on a UK backroad to really get an idea of ride quality), there’s a composure to the way the
SQ5 goes about its business that impresses. Torque is split 40:60 front-to-back between the axles in normal driving, switching to a maximum of 70 per cent to the front or 85 per cent to the rear depending on requirements. There’s an ABS-based torque control to each wheel across the axles – it brakes a wheel that’s slipping and directs torque to the one with grip – and there’s a sport differential option that sends more torque to the outside rear wheel when you go quickly, increasing agility and making the SQ5 feel like it really hates understeer. It’s impressive for a little SUV, if a little numb.
There are two models: the entry-level SQ5 that comes with a raft of kit added onto the next-one-down Q5 S line, and the Vorsprung, which gets the same engine and ’box combo, but adds on pretty much anything that’s optional on the SQ5 (sport differential, active air suspension, 21-inch rims and the like). And yes, the pricing gets a bit punchy when compared with similar models from other manufacturers, but once you tot up all the standard bits, it’s not as silly as it sounds. It’s also a good size for real life – you won’t wince driving it around a tight multi-storey – and has plenty of space inside for five including 550 litres of space in the boot, with another 1,000 on top of that if you drop the seats. So it’s a well-rounded, rapid small SUV. It might not look like a revelation, but it’s a step in the right direction to get us all keen on diesel again.
“THERE’S PLENTY OF ABILITY TO GO WITH THE HEFTY ENGINE, TOO”