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Driving Impressions

The Audi Q5 drives much like an Audi compact sedan or wagon. It feels like a taller, heavier, firmer A4 wagon with a different engine note because only the A4 sedan and not the Avant is offered in North America with a V6. The forward view is better because of height, the rear view not as good because of the higher seats and larger roof pillars.

Audi's 3.2-liter direct-injection V6 sees use in many models and is well sorted out. With 270 hp at 6500 rpm and 243 lb-ft of torque at 3000 rpm it is fairly flexible but does it best work higher up in the rev range. And it's very happy and smooth here, sailing right past the 6800-rpm marked redline on multiple occasions. Lexus' engine might feel more refined and insulated, the Acura RDX's turbo four a bit coarser and not so linear, and the inline sixes in BMW's X3 and Land Rover's LR2 aren't quite as powerful but they are as smooth and deliver a more sonorous note. A Q5 with driver will reach 60 mph from rest in less than seven seconds, which should be more than adequate, and EPA ratings are good although the class is within one or two mpg in most cases.

The six-speed automatic transmission does exactly what it should when it should, and spirited drivers or those stuck in heavy-but-moving traffic will do better in sport mode by notching the lever sideways. In sport or manual mode it rev-matches downshifts for quick-but-seamless gear changes, yet shifts are never jarring enough to upset the car or occupants. For manual choices just tap the lever forward (upshift) or backwards; the S line package includes shift paddles on the steering wheel.

All-wheel drive, dubbed quattro after the Audi coupe that started it about 30 years ago, is standard on every Q5, with nominal power delivery favoring rear drive at 60 percent. In combination with the A4's new layout, this makes the Q5 feel more like a rear-drive car; it doesn't feel like a rear-drive but it doesn't feel like a front-drive either, and only an X3 comes across as feeling better balanced than a Q5. The all-wheel drive is active all the time, includes differential locks for low-speed, very low-traction situations, and requires nothing of the driver except for an understanding that it does not repeal the laws of physics; it's still the same set of tires, brakes and steering connecting your car to the ground.

Because it weighs more, tows more and has larger wheels, the Q5 rides firmer than an A4 wagon, noticed mostly on bad road surfaces where moderate bumps have a more pronounced effect on the rear end; it seems to ride best with a mild load in the back. On every other surface it rides well, not as stiff as an RDX or X3, not as soft as an RX, probably closest to an EX or XC60. It takes to winding roads and sweeping bends very well and confidently; even if an RX could match the pace it would not be in its zone doing so.

Steering effort is on the heavy side at parking speeds but nicely lightens with speed while maintaining road feel. The Q5 doesn't exhibit a lot of body roll (a little will keep drivers more aware) and responds admirably in maneuvering. Stability control stays absent until it is needed and engages smoothly; it can not be turned off entirely but does have an off-road level that allows a bit more tire locking to build up snow or sand in front of the tires to stop better, and a little more leeway on dirt roads or paved surfaces you know better than the car.

The Q5 is also the first vehicle where fitting the cross bars for the roof rack changes the thresholds for the stability system; you can carry 220 pounds on the roof safely but the system doesn't have to be programmed assuming the roof is always loaded. If you push the limits enough to engage ESP you will notice a difference; we were able to sail around a bumpy parking lot handling course with no ESP action (bars off) but with the bars on, but no load, a same-speed sweeping bend of smooth pavement had the ESP cycling.

Q5 comes with disc brakes all around, backed up by various electronic aids for the most effective braking. Do not mistake these for some other systems that will apply the brakes if you fail to recognize and impending collision; at least for the time being Audi presumes you can watch where you're going and press a brake pedal. Regardless of any state legal requirement, we would use a trailer brake controller when towing any trailer more than 500-750 pounds with a Q5.

Tire choice always has an effect and the Q5 is no different. It offers three wheel sizes and multiple tires from at least three brands. The standard 18-inch wheel is best for bump absorption, comfort (and, likely, replacement cost); the 18-inch wheels are the best choice if your roads are rough and you don't like to spill your coffee. In our opinion the 19-inch wheel and Michelin combination produced the best blend of quiet, comfort and grip, and they probably wear well; it's a good choice outside pothole havens. Q5s are available with wider, 20-inch wheels and a summer performance tire, yet the only ones we saw were shod in Goodyear Eagle RS-A tires, a long-wearing, all-season performance tire frequently found on 2WD police vehicles. The added width and low profile deliver the most grip, but ride comfort and noise are the price you pay. We think the 20-wheels are largely chosen for cosmetic reasons and they would be our last choice.

Audi Drive Select, an optional system, affects vehicle dynamics. The system changes how quickly the steering responds and how it feels, how the engine reacts to gas pedal application, suspension damping, and when and how quickly the transmission changes gears. Drive Select has preset modes of Comfort, Dynamic, and Sport, and you can customize your own setting, perhaps making a snow mode of fast steering response for impending slip-and-slide, mild engine and transmission response to minimize wheelspin, and soft suspension damping for lots of wheel travel over berms and banks. We haven't tested it on the Q5, but we have found Audi Drive Select works well on the A4 and A5, which share their basic architecture with the Q5.

Noise is well controlled on the Q5. The engine is heard under hard acceleration but not objectionable, and a little road noise seeps in from behind on 20-inch wheels over rough roads. Wind noise comes primarily from the mirrors and roof cross bars, but you have to be doing better than 70 mph to find it.

That's one of the small problems with the Q5. The quiet ride and machinery mean that if you're not used to sitting that high, and you're not used to the speedo needle pointed due west at 60 mph, then you may not notice how easy it is to creep well past any speed limit, be it a country road or open interstate. That lack of fatigue pays dividends in driver comfort and attentiveness, but the Q5 will still warn you when you've driven for hours and should take a break.

The Q5 carries an inflatable spare tire and on-board air compressor because all-wheel drive and towing work better when all four tires are the same size. Having a spare means heavier, more expensive, harsher riding run-flat tires are not needed and trip delays are minimal.

The tow rating on any Q5 is 4400 pounds, or 900 pounds more than its closest competitor, and this rating applies with the Q5 fully loaded, not with just a driver or two occupants and a suitcase on board. The hitch itself is an accessory but all necessary cooling and pre-wiring is already in place. That's a fairly light trailer, such as personal watercraft, snowmobiles and light boats.

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