Audi Q5 2012 highlights, features and specifications, photos and videos, news and reviews, and build your customized Q5 luxury crossover
Our preproduction Audi Q5 Hybrid is covered in badges that announce its hybrid identity to every passerby in Ingolstadt, as though Audi executives are also worried that all of the great work done to build the hybrid has made it indistinguishable from the standard Q5.
There's a small — underdesigned, frankly — "EV" button on the center dash stack. Plus, there's the new Audi hybrid instrument cluster right there before our eyes and the hybrid-electric onboard graphics display showing the flow of green (recuperation and coasting) and orange (burning) energies. There is no tachometer now, this being replaced by a power percentage dial.
Other than these cabin touches, the 2012 Audi Q5 Hybrid seems exceptionally normal. The 72-cell, 39-kilowatt lithium-ion pancake battery sits in the rear under the cargo floor where the spare tire used to be, and it impinges on the Q5's usual 29.1 cubic feet of cargo volume negligibly. Equally impressive is the fact that the battery pack weighs only 83 pounds. In normal conditions, the battery pack is cooled by air from the Q5's cabin, but if it gets too hot, a separate refrigerant line hooked up to the crossover's air-conditioner unit is activated.
On the exterior, we spot the glossy black grille unique to the Q5 Hybrid along with a specifically designed set of 19-inch alloy wheels that, according to Audi officials, help reduce the Audi Q5's coefficient of drag from 0.33 Cd to an as yet undisclosed lower number. These wheels will only appear on the hybrid Q5, but buyers can opt for a different 19-inch design or bump up to 20s. Finally, the tailpipes are chromed, and you can have the 2012 Audi Q5 Hybrid Quattro in any color you like, so long as it's Polar Silver. Those "hybrid hybrid hybrid" appliqués on the sides — no, you don't have to have those.
The Audi Q5 provides the versatility of an SUV with the driving characteristics of a sport sedan, with the goal of being the sportiest in its class.
The Q5 is powered by either a 211-hp 2.0T four-cylinder or a 3.2-liter FSI V6 engine, the 2.0T gets an eight-speed Tiptronic automatic, while the 3.2 is bolted to a six-speed Tiptronic automatic. Audi's quattro all-wheel drive system provides surefootedness in all conditions. features the 2.0T include 12-way power heated front seats, aluminum trim, 10-speaker DSP sound system, leather seating, LED rear lights, 18-inch alloy wheels, a trip computer, SIRIUS satellite radio, tri-zone climate control. The 3.2 adds 19-inch wheels, S line styling, advanced proximity key, Bluetooth, panorama sunroof, bi-xenon headlights with LED DRL's, and a memory driver seat. Standard safety features include anti-lock brakes with brake assist, electronic stability control, five seatbelt pretensioners and six airbags.
For 2012, Audi's advanced key is standard equipment on models with the 3.2-liter engine, also, new exterior colors are available.
Palma, Mallorca • Hybrids account for about 4% of North American automobile sales at the present time. So, given the tiny penetration, why bother to continue to develop the hybrid other than for altruistic reasons? The answer lies in future potential — Audi says the hybrid market is set to blossom into a lucrative segment. It predicts that the hybrid market share will rise to 32% by 2020. This, perhaps, explains why there has been a proliferation of hybrid vehicles recently — Hyundai, Kia, Nissan and Porsche have all jumped into the market.
As with these other new offerings, Audi has abandoned the old-style continuously variable transmission (CVT) in favour of a regular automatic transmission — an eight-speed with two modes in the Q5’s case. In Drive, the system is programmed to deliver the best fuel economy. The sport mode maxes out performance and it features a handy manumatic mode with paddle shifters. From the transmission, the rest of the drivetrain mirrors the gas-only Q5 — the quattro system splits the power 50/50 front to rear on an as-needed basis.
As for the powertrain itself, the Q5 Hybrid features Audi’s 2.0-litre TFSI engine and an electric motor that sits where the torque converter once resided. The gas engine produces 211 horsepower and 258 pound-feet of torque at 1,500 rpm. The electric motor chips in with another 54 hp and 155 lb-ft of torque from Rev One. When both power sources are giving their all, the net system output rates at 245 hp and 354 lb-ft of torque.
Where the Q5 impresses is the manner in which it operates. There is no stumble whenever it switches between its electric-only, gas-only or gas/electric modes — it boils down to the use of two clutches. One separates the engine from the motor; the other separates the motor from the rest of the drivetrain (needed so the electric motor can restart the gas engine when needed).
The 1.3-kilowatt-hour lithium ion battery, which sits beneath the trunk floor where it does not affect cargo capacity, has enough juice to drive the Q5 for three kilometres at 60 km/h using the electric motor alone when fully charged. It can also give a flat-out boost for up to 10 seconds when maximum acceleration is demanded. The net result is brisker acceleration and better economy than the gas-only unit. The Hybrid runs to 100 km/h in 7.1 seconds, which is 0.5 seconds faster than the gas-only version, and it manages the 80-to-120-km/h passing move in a quick six seconds. Not bad for a crossover that tips the scales at a portly 1,910 kilograms, 130 kg of which is the hybrid system.
On the flip side, it delivers an average consumption of just 6.9 litres per 100 kilometres. The regular 2.0L TFSI Q5 quattro, by comparison, consumes 8.6 L/100 km (both numbers are based on the European test cycle). A big part of the economy improvement comes from the use of an idle-stop system that shuts down the engine when the Q5 comes to a standstill. This is what makes the Q5’s hybrid system such a compelling piece — four-cylinder economy with V6-like power.
The key to the Q5’s economy is down to its operating logic. When the battery is fully charged, the Q5 can be driven up to 100 km/h in the electric mode. True, it takes a gentle boot, but it is entirely possible. It also has the ability to “sail” at speeds up to 160 km/h. If the driver lifts off the gas when cruising at speed, the gas engine shuts down and the electric motor takes over. On a downhill section, it begins to harvest otherwise waste energy through regenerative braking. As the road flattens out, the electric motor begins to drive the Q5 to maintain the driver’s desired speed. Yes, the “sail” time is limited because of the relatively small size of the main battery, but I was impressed by just how much of the test drive was covered using electricity alone — a conservative estimate would be around 30%, and this was in the hilly terrain here in Mallorca.
As for the rest of it, the Hybrid actually feels more planted than the regular gas-only model. Dropping the Hybrid’s ride height by 25 millimetres brings a lower centre of gravity and a crisper response to drive input — this is, after all, the sportiest of the Q5s in spite of its green bent. The other impressive part is the brake pedal feel. It is as normal as normal gets — there is none of the usual sponginess and none of the initial grab that defines most hybrid brake pedals.
The interior changes are minimal — essentially, a dial that shows whether the electric motor is driving, charging or boosting performance as well as displaying the relative efficiency of the drive. There is also a pictogram that shows which bit of the hybrid puzzle is doing the work (it can be displayed in the instrument cluster and/or in the navigation screen).
The shift away from the CVT-based hybrid is really helping to bring the hybrid in from the cold. Not only is the delivery of power seamless, there is none of the CVT’s motorboating — this pegs the engine at high revs until the driver finally submits and lifts off the gas. It also helps to cut the overall cost of the system — the Q5’s transmission is the same as the eight-speed used in the non-hybrid A4. When the Q5 Hybrid hits Canadian roads in the second quarter of 2012, it will come fully loaded and be priced in the mid-$50,000 range.
Ask the average German engineer what he really thinks of hybrid technology—even if it takes plying him with a half-dozen rounds of Pils to get to the truth—and you’ll generally find an unhappy human being. But with reluctance, he’d likely concede its inevitability; hybrids are helping to pave the way to the future of personal transport, whether we like it or not. Bearing that in mind, why not make them at least a little bit enjoyable to drive?
That’s the angle Audi is taking with its 2012 Q5 hybrid. The company says it’s the sportiest hybrid SUV going, and we’re having a hard time finding fault in that claim. It’s also Audi’s first production vehicle to incorporate both gas and electric drive, the former a 2.0-liter TFSI four-cylinder, the latter a 44-hp electric motor sandwiched between the engine and eight-speed automatic transmission. Combined output is 241 hp and 354 lb-ft of torque, directed to all four wheels. A 72-cell, 1.3-kWh lithium-ion battery pack is positioned under the load floor, and it takes a minimal toll on the rear cargo area.
When you’re done tossing it around back roads, the Q5 readily gets down to the business of maximizing mpg. On the inflationary European cycle, Audi claims combined fuel economy of 34 mpg. We expect EPA testing to return estimates of about 26 mpg in the city and 27 on the highway compared with the 3.2 FSI’s 18 mpg city and nonhybrid 2.0’s 20. Using solely electric power, the Q5 hybrid has a maximum speed of 62 mph, although the maximum electric range of nearly two miles requires that speeds stay below 40 mph. The unique instrument cluster makes it easy to keep the internal-combustion engine silent, although doing so demands delicate throttle inputs so as not to awaken the engine.
Audi offers three driving modes. “D” is the default setting and works to maximize fuel economy. “S” maximizes battery boost for sporty driving, and “EV” aims to maintain full-electric driving. Unlike some competitors—say, from Lexus—the Q5 hybrid’s EV mode will remain the vehicle’s priority when selected. If, for example, you need to floor it to overtake slow-moving traffic or maybe gun through that yellow light, the car returns to EV mode once you’ve calmed down.
If maximizing fuel economy and minimizing your carbon footprint are your goals—if you’re shopping for a hybrid, they almost certainly are—the Q5 hybrid’s driver interfaces make them easier to attain. Audi’s usual Multi Media Interface (MMI) appears here with special functions to monitor the flow of energy among the engine, motor, and battery, as well as to display rates of energy consumption and recuperation as easy-to-read bar graphs. The tachometer has been replaced by a power meter that displays real-time levels of electric boost, gas power, and battery charge. The needle is quite precise and lets you know exactly how close you are to coming off full-electric drive, making it easy to maintain silent operation.
No specific on-sale dates or pricing information have been released, but Audi has indicated the Q5 hybrid will begin arriving at dealerships sometime in 2011. (We figure that will happen later in the year.) Considering that Audi touts the hybrid as the range topper in the Q5 lineup, expect it to carry a price premium of about 15 percent over the 3.2 FSI, which would place it in the low-$50,000 range. Oh, those Germans. Ask them for something they don’t want to give you, and they’re going to make you pay for it.
2012 Audi Q5 is one strong competitor in the luxury compact SUV market. The German automaker is now expanding the reach of the Q5 with a hybrid model known as the Audi Q5 hybrid quattro, which will hit dealerships starting next year. Audi Q5 hybrid quattro will arrive at dealerships during 2011.
Audi Q5 hybrid Quattro
The 2.0 TFSI and the electric motor of the Audi Q5 hybrid are mounted directly behind one another as a parallel hybrid system – a straight-line concept with impressive efficiency. Together they have a system output of 180 kW (245 hp) and a system torque of 480 Nm (354.03 lb-ft). The new top model in the successful Q5 series sprints from 0 to 100 km/h (62.14 miles) in 7.1 seconds, while the interim sprint from 80 to 120 km/h (49.71 to 74.56 mph) is accomplished in fifth gear in 5.9 seconds. The powerful propulsion ends at no less than 222 km/h (137.94 mph).
The consumption by the Audi Q5 hybrid quattro lies under 7.0 liters per 100 km (33.60 US mpg) in the normal cycle – that corresponds to a CO2 emission of less than 160 g/km (257.50 g/mile). The 75 liter (19.81 US gallon) tank yields a reliable range comparable to that of a TDI.
Audi Q5 hybrid quattro is distinguished by visual features on the outside. The tailgate, the fenders and the aluminum sill panel strips bear the hybrid lettering. The radiator grill is glossy black, and the tailpipes chrome-trimmed. Polar Silver, metallic is available for the exclusive paintwork.
The climate control system of the Audi Q5 hybrid was adapted to the requirements of electric driving. The compressor of the air conditioning has a high-voltage based electric drive; demand-controlled for high efficiency, the compressor ensures AC operation even when the combustion engine is shut down. An electric auxiliary heater supports the interior heating.
Audi Q5 hybrid quattro offers almost the same equipment as its successful sister models – the model series leads the European market in the mid-sized SUV segment. The options also include sophisticated driver assistance systems. A new feature is connection to the internet via the optional Bluetooth car phone online. A UMTS model sets up the connection to special services from Google and the World Wide Web, bringing the latest news and weather information into the vehicle.
The Q5 is fed by 2.0T on 211 CB on four cylinders or a motor on 3,2 liters FSI V6, 2.0T receives one from eight speeds automatic one Tiptronic, whereas the 3.2 are screwed to an automatic box Tiptronic of six speeds. Audi quattro is all the system of traction provides footstep in all the conditions. it counts on 2.0T include 12 front electrical seats with heating, aluminum details, 10 system of sound DSP, leather seats, back lights LED, rims of 18 inches of alloy, computer side, satelite radio SIRIUS, trizone of climatic control.
With lithium-ion batteries as powerful and light and the other solutions, with quattro Audi Q5 hybrid will be the state of the artwork.
If we’re being truthful, the 2012 Audi Q5 Hybrid Quattro would be to a big extent only a heavier, more fuel-efficient edition from the base Audi Q5 2.0T, albeit with occasional EV-only stretches and useful electrical motor support for that two.0 TFSI engine.
There are lots of small deep-tech refinements to make sure the turbocharger plays nicely with the electric motor, but the majority of this happens up to now behind the scenes, you will by no means notice. And that’s probably a good factor.
If there is anything that provides us pause about the 2012 Audi Q5 Hybrid, it’s the possible cost distinction over the standard two.0T and 3.two models.
Audi has not released pricing for that hybrid Q5, however, but in the event you look towards the similar hybrid system within the 2011 Volkswagen Touareg, the jump from the base V6 Touareg ($45,270) to the hybrid version ($61,385) amounts to 35 % (though VW has a $48,770 diesel edition in in between to soften the blow).
By that logic, the 2012 Audi Q5 Hybrid could effortlessly command a price tag within the $48,000-$49,000 variety – a roughly $12,000 top quality more than the 2011 Q5 2.0T Premium model ($36,075) and $5,000 more than the Q5 3.two ($43,375).
That is no small amount of change to get a four-cylinder Q5, but when we will demand each brisk efficiency and frugal fuel mileage inside a convenient, luxurious and normal-looking crossover package deal, nicely, we can’t be as well shocked when the bill comes due.
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| Audi Q5 2012 |
Audi Q5 2012
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| Audi Q5 2012 |
highlights, features and specifications, photos and videos, news and reviews, and build your customized Q5 luxury crossover Audi Q5 2012
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| Audi Q5 2012 |
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| Audi Q5 2012 |
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| Audi Q5 2012 |
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| Audi Q5 2012 |
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| Audi Q5 2012 |
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| Audi Q5 2012 |
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| Audi Q5 2012 |
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| Audi Q5 2012 |
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| Audi Q5 2012 |
There's a small — underdesigned, frankly — "EV" button on the center dash stack. Plus, there's the new Audi hybrid instrument cluster right there before our eyes and the hybrid-electric onboard graphics display showing the flow of green (recuperation and coasting) and orange (burning) energies. There is no tachometer now, this being replaced by a power percentage dial.
Other than these cabin touches, the 2012 Audi Q5 Hybrid seems exceptionally normal. The 72-cell, 39-kilowatt lithium-ion pancake battery sits in the rear under the cargo floor where the spare tire used to be, and it impinges on the Q5's usual 29.1 cubic feet of cargo volume negligibly. Equally impressive is the fact that the battery pack weighs only 83 pounds. In normal conditions, the battery pack is cooled by air from the Q5's cabin, but if it gets too hot, a separate refrigerant line hooked up to the crossover's air-conditioner unit is activated.
On the exterior, we spot the glossy black grille unique to the Q5 Hybrid along with a specifically designed set of 19-inch alloy wheels that, according to Audi officials, help reduce the Audi Q5's coefficient of drag from 0.33 Cd to an as yet undisclosed lower number. These wheels will only appear on the hybrid Q5, but buyers can opt for a different 19-inch design or bump up to 20s. Finally, the tailpipes are chromed, and you can have the 2012 Audi Q5 Hybrid Quattro in any color you like, so long as it's Polar Silver. Those "hybrid hybrid hybrid" appliqués on the sides — no, you don't have to have those.
The Audi Q5 provides the versatility of an SUV with the driving characteristics of a sport sedan, with the goal of being the sportiest in its class.
The Q5 is powered by either a 211-hp 2.0T four-cylinder or a 3.2-liter FSI V6 engine, the 2.0T gets an eight-speed Tiptronic automatic, while the 3.2 is bolted to a six-speed Tiptronic automatic. Audi's quattro all-wheel drive system provides surefootedness in all conditions. features the 2.0T include 12-way power heated front seats, aluminum trim, 10-speaker DSP sound system, leather seating, LED rear lights, 18-inch alloy wheels, a trip computer, SIRIUS satellite radio, tri-zone climate control. The 3.2 adds 19-inch wheels, S line styling, advanced proximity key, Bluetooth, panorama sunroof, bi-xenon headlights with LED DRL's, and a memory driver seat. Standard safety features include anti-lock brakes with brake assist, electronic stability control, five seatbelt pretensioners and six airbags.
For 2012, Audi's advanced key is standard equipment on models with the 3.2-liter engine, also, new exterior colors are available.
Palma, Mallorca • Hybrids account for about 4% of North American automobile sales at the present time. So, given the tiny penetration, why bother to continue to develop the hybrid other than for altruistic reasons? The answer lies in future potential — Audi says the hybrid market is set to blossom into a lucrative segment. It predicts that the hybrid market share will rise to 32% by 2020. This, perhaps, explains why there has been a proliferation of hybrid vehicles recently — Hyundai, Kia, Nissan and Porsche have all jumped into the market.
As with these other new offerings, Audi has abandoned the old-style continuously variable transmission (CVT) in favour of a regular automatic transmission — an eight-speed with two modes in the Q5’s case. In Drive, the system is programmed to deliver the best fuel economy. The sport mode maxes out performance and it features a handy manumatic mode with paddle shifters. From the transmission, the rest of the drivetrain mirrors the gas-only Q5 — the quattro system splits the power 50/50 front to rear on an as-needed basis.
As for the powertrain itself, the Q5 Hybrid features Audi’s 2.0-litre TFSI engine and an electric motor that sits where the torque converter once resided. The gas engine produces 211 horsepower and 258 pound-feet of torque at 1,500 rpm. The electric motor chips in with another 54 hp and 155 lb-ft of torque from Rev One. When both power sources are giving their all, the net system output rates at 245 hp and 354 lb-ft of torque.
Where the Q5 impresses is the manner in which it operates. There is no stumble whenever it switches between its electric-only, gas-only or gas/electric modes — it boils down to the use of two clutches. One separates the engine from the motor; the other separates the motor from the rest of the drivetrain (needed so the electric motor can restart the gas engine when needed).
The 1.3-kilowatt-hour lithium ion battery, which sits beneath the trunk floor where it does not affect cargo capacity, has enough juice to drive the Q5 for three kilometres at 60 km/h using the electric motor alone when fully charged. It can also give a flat-out boost for up to 10 seconds when maximum acceleration is demanded. The net result is brisker acceleration and better economy than the gas-only unit. The Hybrid runs to 100 km/h in 7.1 seconds, which is 0.5 seconds faster than the gas-only version, and it manages the 80-to-120-km/h passing move in a quick six seconds. Not bad for a crossover that tips the scales at a portly 1,910 kilograms, 130 kg of which is the hybrid system.
On the flip side, it delivers an average consumption of just 6.9 litres per 100 kilometres. The regular 2.0L TFSI Q5 quattro, by comparison, consumes 8.6 L/100 km (both numbers are based on the European test cycle). A big part of the economy improvement comes from the use of an idle-stop system that shuts down the engine when the Q5 comes to a standstill. This is what makes the Q5’s hybrid system such a compelling piece — four-cylinder economy with V6-like power.
The key to the Q5’s economy is down to its operating logic. When the battery is fully charged, the Q5 can be driven up to 100 km/h in the electric mode. True, it takes a gentle boot, but it is entirely possible. It also has the ability to “sail” at speeds up to 160 km/h. If the driver lifts off the gas when cruising at speed, the gas engine shuts down and the electric motor takes over. On a downhill section, it begins to harvest otherwise waste energy through regenerative braking. As the road flattens out, the electric motor begins to drive the Q5 to maintain the driver’s desired speed. Yes, the “sail” time is limited because of the relatively small size of the main battery, but I was impressed by just how much of the test drive was covered using electricity alone — a conservative estimate would be around 30%, and this was in the hilly terrain here in Mallorca.
As for the rest of it, the Hybrid actually feels more planted than the regular gas-only model. Dropping the Hybrid’s ride height by 25 millimetres brings a lower centre of gravity and a crisper response to drive input — this is, after all, the sportiest of the Q5s in spite of its green bent. The other impressive part is the brake pedal feel. It is as normal as normal gets — there is none of the usual sponginess and none of the initial grab that defines most hybrid brake pedals.
The interior changes are minimal — essentially, a dial that shows whether the electric motor is driving, charging or boosting performance as well as displaying the relative efficiency of the drive. There is also a pictogram that shows which bit of the hybrid puzzle is doing the work (it can be displayed in the instrument cluster and/or in the navigation screen).
The shift away from the CVT-based hybrid is really helping to bring the hybrid in from the cold. Not only is the delivery of power seamless, there is none of the CVT’s motorboating — this pegs the engine at high revs until the driver finally submits and lifts off the gas. It also helps to cut the overall cost of the system — the Q5’s transmission is the same as the eight-speed used in the non-hybrid A4. When the Q5 Hybrid hits Canadian roads in the second quarter of 2012, it will come fully loaded and be priced in the mid-$50,000 range.
Ask the average German engineer what he really thinks of hybrid technology—even if it takes plying him with a half-dozen rounds of Pils to get to the truth—and you’ll generally find an unhappy human being. But with reluctance, he’d likely concede its inevitability; hybrids are helping to pave the way to the future of personal transport, whether we like it or not. Bearing that in mind, why not make them at least a little bit enjoyable to drive?
That’s the angle Audi is taking with its 2012 Q5 hybrid. The company says it’s the sportiest hybrid SUV going, and we’re having a hard time finding fault in that claim. It’s also Audi’s first production vehicle to incorporate both gas and electric drive, the former a 2.0-liter TFSI four-cylinder, the latter a 44-hp electric motor sandwiched between the engine and eight-speed automatic transmission. Combined output is 241 hp and 354 lb-ft of torque, directed to all four wheels. A 72-cell, 1.3-kWh lithium-ion battery pack is positioned under the load floor, and it takes a minimal toll on the rear cargo area.
When you’re done tossing it around back roads, the Q5 readily gets down to the business of maximizing mpg. On the inflationary European cycle, Audi claims combined fuel economy of 34 mpg. We expect EPA testing to return estimates of about 26 mpg in the city and 27 on the highway compared with the 3.2 FSI’s 18 mpg city and nonhybrid 2.0’s 20. Using solely electric power, the Q5 hybrid has a maximum speed of 62 mph, although the maximum electric range of nearly two miles requires that speeds stay below 40 mph. The unique instrument cluster makes it easy to keep the internal-combustion engine silent, although doing so demands delicate throttle inputs so as not to awaken the engine.
Audi offers three driving modes. “D” is the default setting and works to maximize fuel economy. “S” maximizes battery boost for sporty driving, and “EV” aims to maintain full-electric driving. Unlike some competitors—say, from Lexus—the Q5 hybrid’s EV mode will remain the vehicle’s priority when selected. If, for example, you need to floor it to overtake slow-moving traffic or maybe gun through that yellow light, the car returns to EV mode once you’ve calmed down.
If maximizing fuel economy and minimizing your carbon footprint are your goals—if you’re shopping for a hybrid, they almost certainly are—the Q5 hybrid’s driver interfaces make them easier to attain. Audi’s usual Multi Media Interface (MMI) appears here with special functions to monitor the flow of energy among the engine, motor, and battery, as well as to display rates of energy consumption and recuperation as easy-to-read bar graphs. The tachometer has been replaced by a power meter that displays real-time levels of electric boost, gas power, and battery charge. The needle is quite precise and lets you know exactly how close you are to coming off full-electric drive, making it easy to maintain silent operation.
No specific on-sale dates or pricing information have been released, but Audi has indicated the Q5 hybrid will begin arriving at dealerships sometime in 2011. (We figure that will happen later in the year.) Considering that Audi touts the hybrid as the range topper in the Q5 lineup, expect it to carry a price premium of about 15 percent over the 3.2 FSI, which would place it in the low-$50,000 range. Oh, those Germans. Ask them for something they don’t want to give you, and they’re going to make you pay for it.
2012 Audi Q5 is one strong competitor in the luxury compact SUV market. The German automaker is now expanding the reach of the Q5 with a hybrid model known as the Audi Q5 hybrid quattro, which will hit dealerships starting next year. Audi Q5 hybrid quattro will arrive at dealerships during 2011.
Audi Q5 hybrid Quattro
The 2.0 TFSI and the electric motor of the Audi Q5 hybrid are mounted directly behind one another as a parallel hybrid system – a straight-line concept with impressive efficiency. Together they have a system output of 180 kW (245 hp) and a system torque of 480 Nm (354.03 lb-ft). The new top model in the successful Q5 series sprints from 0 to 100 km/h (62.14 miles) in 7.1 seconds, while the interim sprint from 80 to 120 km/h (49.71 to 74.56 mph) is accomplished in fifth gear in 5.9 seconds. The powerful propulsion ends at no less than 222 km/h (137.94 mph).
The consumption by the Audi Q5 hybrid quattro lies under 7.0 liters per 100 km (33.60 US mpg) in the normal cycle – that corresponds to a CO2 emission of less than 160 g/km (257.50 g/mile). The 75 liter (19.81 US gallon) tank yields a reliable range comparable to that of a TDI.
Audi Q5 hybrid quattro is distinguished by visual features on the outside. The tailgate, the fenders and the aluminum sill panel strips bear the hybrid lettering. The radiator grill is glossy black, and the tailpipes chrome-trimmed. Polar Silver, metallic is available for the exclusive paintwork.
The climate control system of the Audi Q5 hybrid was adapted to the requirements of electric driving. The compressor of the air conditioning has a high-voltage based electric drive; demand-controlled for high efficiency, the compressor ensures AC operation even when the combustion engine is shut down. An electric auxiliary heater supports the interior heating.
Audi Q5 hybrid quattro offers almost the same equipment as its successful sister models – the model series leads the European market in the mid-sized SUV segment. The options also include sophisticated driver assistance systems. A new feature is connection to the internet via the optional Bluetooth car phone online. A UMTS model sets up the connection to special services from Google and the World Wide Web, bringing the latest news and weather information into the vehicle.
The Q5 is fed by 2.0T on 211 CB on four cylinders or a motor on 3,2 liters FSI V6, 2.0T receives one from eight speeds automatic one Tiptronic, whereas the 3.2 are screwed to an automatic box Tiptronic of six speeds. Audi quattro is all the system of traction provides footstep in all the conditions. it counts on 2.0T include 12 front electrical seats with heating, aluminum details, 10 system of sound DSP, leather seats, back lights LED, rims of 18 inches of alloy, computer side, satelite radio SIRIUS, trizone of climatic control.
With lithium-ion batteries as powerful and light and the other solutions, with quattro Audi Q5 hybrid will be the state of the artwork.
If we’re being truthful, the 2012 Audi Q5 Hybrid Quattro would be to a big extent only a heavier, more fuel-efficient edition from the base Audi Q5 2.0T, albeit with occasional EV-only stretches and useful electrical motor support for that two.0 TFSI engine.
There are lots of small deep-tech refinements to make sure the turbocharger plays nicely with the electric motor, but the majority of this happens up to now behind the scenes, you will by no means notice. And that’s probably a good factor.
If there is anything that provides us pause about the 2012 Audi Q5 Hybrid, it’s the possible cost distinction over the standard two.0T and 3.two models.
Audi has not released pricing for that hybrid Q5, however, but in the event you look towards the similar hybrid system within the 2011 Volkswagen Touareg, the jump from the base V6 Touareg ($45,270) to the hybrid version ($61,385) amounts to 35 % (though VW has a $48,770 diesel edition in in between to soften the blow).
By that logic, the 2012 Audi Q5 Hybrid could effortlessly command a price tag within the $48,000-$49,000 variety – a roughly $12,000 top quality more than the 2011 Q5 2.0T Premium model ($36,075) and $5,000 more than the Q5 3.two ($43,375).
That is no small amount of change to get a four-cylinder Q5, but when we will demand each brisk efficiency and frugal fuel mileage inside a convenient, luxurious and normal-looking crossover package deal, nicely, we can’t be as well shocked when the bill comes due.
Audi Q5 2012
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