Audi Q5 2.0 TDI DPF (125 kW) Quattro
Content
Let's put it this way: the mid-size SUV, which costs just under $ 70, is powered by a XNUMX-liter turbodiesel and is only equipped with a six-speed manual transmission. Doesn't sound right? But only until you look at the equipment list. Then, if the combination of forces is already among the less fortunate, it is at least clear where the price came from.
The standard equipment for a car worth more than 40 thousand is not that rich, but at least everything that such a car needs urgently is included. Automatic air conditioning, all necessary safety equipment, MMI system for controlling most of the car's functions (with 6 "screen), on-board computer. In principle, enough, because it must be admitted that the machine as such works well. Not good, which is more than a downside to the drivetrain combination, but good enough not to deter potential buyers from buying.
The two-liter, four-cylinder common rail turbo diesel is used in most Audi models, the Q5 has 125 kilowatts or 170 "horsepower" and is powerful enough to move 1.700 kilograms of a car. But: the engine is too loud, especially at low revs, and vibrations can be felt on the gear lever (and sometimes on the steering wheel).
I would also like better responsiveness at low revs. The driver gets the feeling that this is a small, but boldly “wound up” turbocharged engine – instead of a slightly “richer”, less stressed engine. Make no mistake: there is enough power, just a little bit of sovereignty and sophistication is missing. About half a liter more, better soundproofing, less vibration and the impression would be better - the competition is better here.
And when we add a good six-speed manual gearbox to the engine, which is annoying with the long clutch pedal movement, the driver quickly wants to get into the same car, but powered by two-liter turbo petrol combined with a seven-speed S tronic dual-clutch transmission. It may be a better choice despite slightly higher consumption. But even if you're a diesel fanatic and can't afford the 3.0 TDI, don't despair. In a few weeks, the Q5 2.0 TDI will receive the S tronic, which will significantly improve the experience.
The drivetrain is always Quattro permanent all-wheel drive, and it must be admitted that it works flawlessly here too. You won't even notice it under normal driving conditions, but when the ground gets slippery (we got lucky with the snow during the test) it works great. The Q5 is mostly understeer, but some insistence on the accelerator means the rear will soon be constantly slipping, and with certain skills on the steering wheel and accelerator, the driver can choose which wheelset to slip from there.
The Q5 knows both: to be a safe, reliable car in all road conditions and at the same time a fun car that also allows the driver to have a bit of driving fun on slippery roads. ESP can't be turned off completely, but it can be toggled into off-road mode, where it allows much better glide at lower speeds and only intervenes when it's really needed - in addition, the ABS mode changes to provide more wheel lock.
Much credit for this goes to the chassis equipped with Audi Drive Select and Audi Magnetic Ride systems. You will find them separately in the price list of surcharges (the first costs a little less than 400, the second a little less than 1.400 euros), but you can order them only together and in combination with dynamic control for one and a half thousand. Only € 3.300 for the electronically controlled chassis and the ability to adjust its characteristics, as well as the responsiveness of the steering wheel and electronic accelerator pedal using buttons in the cabin.
Plus? The difference between the comfort and sport settings is really noticeable, but it must be admitted that on short, sharp bumps (mainly due to the low-cut tires), both are too harsh, as too much tugs cut through inside. But in a sporty setting, the Q5 leans surprisingly little, the steering is precise, and the response is snappy and sporty. But on a bad road, you will quickly tire of these settings - but this is necessary if you want to go fast on a twisty road - in Comfort mode, the body slopes are simply too much.
Of course, you can leave the control of everything to automation, but there is a fourth option - individual settings. For everyday use, the accelerator's sporty setting, combined with a comfortable chassis and user-friendly program, proved to be the best, as its sporty setting will be too difficult for many drivers, especially the driver. But, unfortunately, the system is stubborn: every time you start the car, it goes into the Auto position, not the last selected position - and so every time you start the car, you have to press the select button twice to select your individual setting. Here Audi rushed into the darkness.
So far, the Q5 is geared towards the competition in engine, but (mostly) ahead of them in the chassis (as long as it can hold back to keep out of the extremely low profile tires). What about the interior and usability? The Q5 doesn't disappoint them, but there are some rather disturbing details to be found here and there. The test bench was complemented by an additional rear bench marked Plus (priced at 250 euros), which provides longitudinal mobility (bifurcation), easy folding and (which is standard on conventional rear benches) an adjustable backrest tilt.
With just one press on the conveniently located handle, the backrest folds down and you get a perfectly flat bottom of the boot. It is possible to fold both side seats individually or just the middle section, but unfortunately, when folding the left side of the bench, the middle section has to be folded. And then attaching the child to a car seat with a three-point harness (i.e. from class II) is extremely difficult, as there is only a few millimeters of space left for the belt and arm.
On the other hand, the Isofix bindings are commendable, as they are easily accessible under removable plastic covers, are not tucked away somewhere deep in the fold between the seat and backrest (as in the A6), and are very useful.
The trunk is big enough for this class of car, the additional luggage securing system (as we are used to) is only conditionally and often in the way (you prefer to spend those 250 euros on the back seat plus), and the electric tailgate opening is an accessory, you get used to it in no time and then you just think about how you used to live without it.
The system for unlocking and starting the engine with a smart key also works without problems (it's a pity that it's still a key, and not a smaller, thinner card), the MMI car function control system is currently the best among similar systems, navigation works (even after Slovenia ) excellent, electrically (for a surcharge, as well as navigation with a color screen) adjustable seats are comfortable even on long journeys, the distances between them, a sports multifunctional three-spoke steering wheel (again, additional charge), and the pedals are of the correct proportions (again, with the exception of too long clutch movement and too high brake pedal position).
The list of optional equipment in the test Q5 doesn't end there. Active cruise control works excellently, especially the fact that it doesn't engage when upshifting or downshifting, making it just as useful as in a car with an automatic transmission), the collision warning system is too sensitive, the system automatic switching between however, at long and low beam, it worked flawlessly.
So it turns out that this Q5 set is basically a good powerplant (barring an under-tuned and sovereign engine), great and welcome additional safety and comfort accessories, but also flaws(ic) you wouldn't expect from Audi.
In any case, the trade-off between external dimensions and internal space worked very well, it was a trade-off between the price required and what was offered. You just have to come to terms with the fact that a good (not first-class, "only" 2.0 TFSI or at least a 2.0TDI S tronic) motorized and equipped Q5 will cost you between 50 and 55 thousand. Many? Of course. Acceptable? Definitely considering what the Q5 has to offer. Also compared to the competition.
Face to face
Vinko Kernc: Outside, it is (also measured) harmonious and beautiful, probably the best among competitors at the moment, although, for example, GLK relies on a different circle of buyers with its appearance, and the XC60 is very close to the Q5. Inside. ... Again, I have a feeling that the MMI does not justify its mission, since there may indeed be fewer buttons (than there would be without it), but therefore the whole operation is more complicated. The engine is decently powerful, not a lot and not a little, some kind of golden mean, but it still shakes too much. The drive is excellent on slippery roads, and on asphalt roads the surcharge for adjusting the chassis seems insignificant.
How much does it cost in euros
Test car accessories:
Damping hardness control 1.364
Servotronic 267
Wheel bolts 31
Leather sports steering wheel 382
Audi Drive Select 372
Panoramic glass roof 1.675
Luggage compartment track system 255
Heated front seats 434
Automatic closing and opening of the boot lid 607
Smart key 763
Auto dimming interior mirror 303
Adjustable back bench 248
Protective groove under the boot bottom 87
Exterior mirrors, electrically adjustable and heated
Alarm device 558
520 CD server and DVD player
Leather package 310
Parking system 1.524
Light and rain sensor 155
Active cruise control 1.600
Dual-zone automatic air conditioner 719
Information system color display 166
Hands-free system 316
Nappa upholstery 3.659
Entrance strips aluminum 124
Navigation system 3.308
Alloy wheels with 2.656 tires
Preparing for mobile phone 651
Electrically adjustable front seats 1.259
Xenon headlights 1.303
Ray package 235
Start-off assistance 62
Uniform varnishing 434
Dynamic steering 1.528
Dušan Lukič, photo: Aleš Pavletič
Audi Q5 2.0 TDI DPF (125 kW) Quattro
Basic data
| Sales: | Porsche Slovenia |
|---|---|
| Base model price: | 40.983 € |
| Test model cost: | 70.898 € |
| Power: | 125kW (170 KM) |
| Acceleration (0-100 km / h): | 9,5 with |
| Maximum speed: | 204 km / h |
| Mixed flow ECE: | 6,7l / 100km |
| Guarantee: | 2 years general warranty, unlimited mobile warranty, 3 years varnish warranty, 12 years rust warranty. |
| Systematic review | 30.000 km |
Cost (up to 100.000 km or five years)
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - turbodiesel - front-mounted transversely - bore and stroke 81 × 95,5 mm - displacement 1.968 cm? – compression 16,5:1 – maximum power 125 kW (170 hp) at 4.200 rpm – average piston speed at maximum power 13,4 m/s – specific power 63,5 kW/l (86,4 hp / l) – Maximum torque 350 Nm at 1.750-2.500 rpm – 2 overhead camshafts (timing belt) – 4 valves per cylinder – Common rail fuel injection – exhaust turbocharger – charge air cooler. |
|---|---|
| Energy transfer: | the engine drives all four wheels - 6-speed manual transmission - gear ratio I. 3,778; II. 2,050 hours; III. 1,321 hours; IV. 0,970; V. 0,757; VI. 0,625; – Differential 4,657 – Wheels 8,5J × 20 – Tires 255/45 R 20 V, rolling circumference 2,22 m. |
| Capacity: | top speed 204 km / h - acceleration 0-100 km / h in 9,5 s - fuel consumption (ECE) 8,2 / 5,8 / 6,7 l / 100 km. |
| Transportation and suspension: | off-road sedan - 5 doors, 5 seats - self-supporting body - front single suspension, spring legs, three-spoke wishbones, stabilizer bar - rear single suspension, multi-link axle, springs, telescopic shock absorbers, stabilizer bar - front disc brakes (forced cooling), rear ABS, electric mechanical brake on the rear wheels (switching between seats) - rack and pinion steering wheel, power steering. |
| Mass: | empty vehicle 1.730 kg - permissible total weight 2.310 kg - permissible trailer weight with brake: 2.400 kg, without brake: 750 kg - permissible roof load: 100 kg. |
| External dimensions: | vehicle width 1.880 mm, front track 1.617 mm, rear track 1.613 mm, ground clearance 11,6 m. |
| Inner dimensions: | front width 1.560 mm, rear 1.520 mm - front seat length 510 mm, rear seat 460 mm - steering wheel diameter 365 mm - fuel tank 75 l. |
| Box: | Trunk volume measured with AM standard set of 5 Samsonite suitcases (278,5 L total): 5 places: 1 suitcase (36 L), 1 suitcase (85,5 L), 1 suitcases (68,5 L), 1 backpack (20 l). l). |
Our measurements
| T = 4 ° C / p = 983 mbar / rel. vl. = 61% / Tires: Pirelli Scorpion Ice & Snow M + S 255/45 / R 20 V / Mileage condition: 1.204 km | |
| Acceleration 0-100km: | 10,1s |
|---|---|
| 402m from the city: | 17,2 years ( 130 km / h) |
| Flexibility 50-90km / h: | 7,0 / 10,7s |
| Flexibility 80-120km / h: | 10,2 / 13,1s |
| Maximum speed: | 204km / h (WE.) |
| Minimum consumption: | 9,2l / 100km |
| Maximum consumption: | 13,2l / 100km |
| test consumption: | 10,3 l / 100km |
| Braking distance at 130 km / h: | 69,6m |
| Braking distance at 100 km / h: | 41,5m |
| AM table: | 39m |
| Noise at 50 km / h in 3rd gear | 52dB |
| Noise at 50 km / h in 4rd gear | 51dB |
| Noise at 50 km / h in 5rd gear | 50dB |
| Noise at 50 km / h in 6rd gear | 50dB |
| Noise at 90 km / h in 3rd gear | 62dB |
| Noise at 90 km / h in 4rd gear | 61dB |
| Noise at 90 km / h in 5rd gear | 60dB |
| Noise at 90 km / h in 6rd gear | 58dB |
| Noise at 130 km / h in 4rd gear | 64dB |
| Noise at 130 km / h in 5rd gear | 63dB |
| Noise at 130 km / h in 6rd gear | 62dB |
| Idling noise: | 37dB |
| Test errors: | unmistakable |
Overall rating (363/420)
The Q5 is currently the number one class in terms of usability, but certainly not with the same engine and transmission combination as it did in the test.
Exterior (14/15)
Apparently smaller and more stable than Q7, but still can't miss Q.
Interior (117/140)
Spacious, ergonomic (with one mistake), comfortable. All that is missing is a storage box.
Engine, transmission (53
/ 40)Too loud and not sovereign enough engine, but excellent four-wheel drive and steering wheel.
Driving performance (61
/ 95)The pedals suck (classically), the position on the road is good, the brakes are not pumped up.
Performance (27/35)
On paper, he may lack anything, but in reality he lacks lightness and sovereignty.
Security (48/45)
A bunch of safety accessories on the active and passive side awaiting the outcome of the NCAP accident.
Economy
Very affordable expense, affordable base price, but expensive surcharges.
We praise and reproach
utility
active cruise control, automatic high beam ...
open space
ergonomics
Isofix mounts
engine
legs
Audi Drive Select
expensive surcharges
