Ingolstadt, Germany • The Q5 is set to become Audi’s first full hybrid when it’s launched at the end of 2012, and the first of what the company promises will be a number of hybrid, plug-in hybrid and all-electric vehicles.
As with any good hybrid, the Q5’s system can operate via the electric motor, gasoline engine or a combination of both power sources. As such, it combines a 2.0-litre turbocharged four-cylinder with an electric motor. The gas engine produces 211 horsepower and 258 pound-feet of torque at 1,500 rpm, while the electric motor chips in with another 45 hp and 156 lb-ft of torque. As a result, the system boasts a net system output of 245 hp and 354 lb-ft of torque when both power sources are giving their all. In a crossover that weighs less than 2,000 kilograms (and just 130 kg more than the regular Q5), this delivers great performance and surprising fuel economy, with Audi saying the vehicle achieves a European test cycle average of 7.0 litres per 100 km.
The electric side gets its power from a 1.3-kWh battery that operates at 266 volts. It sits in the spare tire well where it does not eat into the usable trunk space — at 29.1 cubic feet with the seats up and 57.3 cu. ft. when folded flat, the Hybrid has the same capacity as its gas-only sibling. The battery relies on regenerative braking to keep it topped up. Down the road, a plug-in derivative will be added.
Where the hybrid system differs from most is the fact it’s teamed with an eight-speed automatic transmission (complete with paddle shifters) rather than the usual motor-boating continuously variable transmission many find so objectionable. In order to do its thing, there are two clutches built into the system (the electric motor replaces the traditional torque converter). The front clutch allows the electric motor to be decoupled from the engine so the Q5 can run on electricity alone. The second clutch disconnects the electric motor from the rest of the drivetrain — it is required so that the electric motor can be used to fire the engine to life when needed.
The net result is a system that is exceptionally well integrated. During the test drive, the system remained invisible to me as it switched between electric, gas and gas/electric modes. Unlike so many hybrids, the gas engine comes to life without the usual stumbling hiccup. Even the idle stop function is seamless — the main electric motor spins the engine to life and matches its rpm with the rest of the system. Likewise, the regenerative braking is effective and, unlike so many hybrids, it boasts some true brake pedal feel.
Out on the road, I managed to coax the Hybrid up to 90 km/h on electric power alone (it is capable of reaching 100 km/h). The addition of an EV button allows the driver to make better use of the electric side. Audi says that a fully charged battery gives the Q5 an electric-only driving range of three kilometres when driven at 60 km/h. When I engaged the EV mode, I managed to run for more than two kilometres on the electric motor alone, which validates the claim.
The fact the turbocharged engine and electric motor both produce peak torque at low rpm (1,500 rpm and one rpm, respectively) brings a rewarding urgency to the Q5’s drive. Of course, the fact the motor/engine combination has eight ratios to work with certainly helps the performance and economy causes. When not being driven with an eye to economy, the Q5 proved to be surprisingly athletic. Impromptu testing pegged its zero-to-100-km/h acceleration time at 7.2 seconds.
When it comes to handling, the Q5 Hybrid is athletic. As is expected of an Audi, the crossover’s suspension walks a fine line. It is comfortable over a rough road, yet body roll is limited to a couple of degrees. Factor in nicely weighted steering and large P235/55R19 tires and you have something with a decidedly sporty bent. The ability to access engine braking via the paddle shifters underscores the bias. Finally, there is no sacrifice in terms of the Q5 Hybrid’s foul-weather traction as it features the same quattro system as on the regular model. Perhaps more impressive is that it can still tow the same 2,000-kg trailer as the non-hybrid model.
Aside from the hybrid badges on the front fenders and tailgate, there are few cues to give the Q5’s hybrid powertrain away. Inside, a dial that indicates how much power the electric motor is drawing or regenerating has replaces the tachometer. That’s about it aside from the mandatory pictogram (housed in the multi-media interface) that shows the driver what the hybrid components are doing in real time. I appreciated the information contained in the power/charge meter, but found the pictogram distracting.
The Q5 is more than ready for market. It is frugal, boasts surprising flexibility from the electric side and cedes nothing in terms of its performance and handling when compared with its regular gas-only counterpart. The beauty of the design is that the hybrid system is fully scalable. This means it can be installed in a number of different vehicles without the usual hassle.