This stylish Audi SQ5 features Audi's Quattro 4 Wheel Drive System for more traction and grip in bad weather or on bad surface conditions and has comfortable amounts of space for 5 adults. With a 3.0 Litre V6 Diesel Engine there is also plenty of power and economy too. This example also has the optional Heated Front Seats and Audi Music Interface with Digital Radio, Bluetooth, CD, AUX Port and Media Card Reader and 10 Speakers and 1x Subwoofer. Standard features include Rear Parking Sensors, Collision Warning System and includes Driver Monitor, Cruise Control, Double Glazed Windows for added noise reduction, Traction Control System, Auto Engine Star and Stop Function to improve economy and reduce emissions, 20 Inch Alloy Wheels with Tyre Pressure Monitoring System, Hill Descent Control, Bi Xenon Headlights with Headlight Cleaning System, Auto Rain Sensing Wipers with Heated Washers, ISOFIX Child Seat Preparation to Rear Seats, Steering Wheel Mounted Paddle Shifters, Leather Multi Function Steering Wheel with Telescopic and Tilt Adjustable Steering Column, Auto Dimming Rear View Mirror, Refrigerated Compartment in Glovebox, Selectable Driving Modes,
Diesel 42.8 combined MPG
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This Audi SQ5 looks amazing in black with black and grey leather interior. With the upgraded audio system, heated front seats, this will be a popular family SUV! Call us today to arrange your viewing!
Emissions and Fuel
* Price does not include road fund license
Service Log Book
Acoustic windscreen, Double glaze for side and rear window, Front and rear electric windows, Light and rain sensor for auto activation of lights and windscreen wipers, Rear wiper
ABS, Electromechanical parking brake, ESP, Hill descent control, Traction control
S sports suspension
Rear acoustic parking system, Servotronic speed related PAS
Driver information centre with colour display in instrument panel, MMI - Multi Media Interface control system, S instrument dials, Service interval indicator
Aluminium door mirror housings, Auto dimming rear view mirror, Electrically adjustable and heated door mirrors
Diesel particulate filter
DAB Digital radio
Exterior Body Features
Body colour bumpers, Rear spoiler, S body styling, Twin chrome exhaust tailpipes
Front fog lights, Headlight range control, Headlight washers, LED rear lights, Xenon headlights with LED running lights
3 zone climate control
Aluminium scuff plates, Front centre armrest with 12v socket, Front/rear leather armrest on door panels, Reach + rake adjustable steering column
Interior light pack - Q5
3 point seatbelts on all seats, Driver and passenger airbags, Driver and passenger side airbags, First aid kit, Front passenger airbag deactivation, Seat belt force limiter, Tyre pressure monitor, Warning triangle
3 rear headrests, Front sports seats including electric lumbar support, Height adjustable driver's seat, Height adjustable front head restraints, Isofix front passenger and rear seat preparation, Split fold rear seat
Locking wheel bolts, Remote central locking, Thatcham category 1 alarm + immobiliser
Wheels - Spare
Tyre repair kit
|Badge Engine CC:||3.0|
|Based On ID:||N|
|Insurance Group 1 - 50 Effective January 07:||41E|
|Man Corrosion Perforation Guarantee - Years:||12|
|Manufacturers Paintwork Guarantee - Years:||3|
|NCAP Adult Occupant Protection %:||N|
|NCAP Child Occupant Protection %:||N|
|NCAP Overall Rating - Effective February 09:||N|
|NCAP Pedestrian Protection %:||N|
|NCAP Safety Assist %:||N|
|Standard manufacturers warranty - Mileage:||60000|
|Standard manufacturers warranty - Years:||3|
|Vehicle Homologation Class:||M1|
|Standard Euro Emissions:||EURO 6|
|Engine Layout:||NORTH SOUTH|
|Fuel Delivery:||COMMON RAIL|
|Number of Valves:||24|
|EC Combined (mpg):||42.8|
|EC Directive 1999/100/EC Applies:||True|
|EC Extra Urban (mpg):||47.9|
|EC Urban (mpg):||35.3|
|0 to 62 mph (secs):||5.2|
|Engine Power - BHP:||313|
|Engine Power - KW:||230|
|Engine Power - PS:||True|
|Engine Power - RPM:||3700|
|Engine Torque - LBS.FT:||479|
|Engine Torque - MKG:||66|
|Engine Torque - NM:||650|
|Engine Torque - RPM:||1400|
|Tyre Size Front:||255/45 R20|
|Tyre Size Rear:||255/45 R20|
|Tyre Size Spare:||TYRE REPAIR KIT|
|Wheel Style:||5 SPOKE|
|Wheel Type:||20" ALLOY|
|Height (including roof rails):||1624|
|Width (including mirrors):||2089|
|Fuel Tank Capacity (Litres):||75|
|Gross Vehicle Weight:||2625|
|Luggage Capacity (Seats Down):||1560|
|Luggage Capacity (Seats Up):||540|
|Max. Loading Weight:||625|
|Max. Roof Load:||75|
|Max. Towing Weight - Braked:||2400|
|Max. Towing Weight - Unbraked:||750|
|No. of Seats:||5|
|Turning Circle - Kerb to Kerb:||11.7|
By Jonathan Crouch
It used to be so simple - and so restrictive. If you wanted a genuinely rapid SUV, you had to buy something huge and unwieldy. In 2012, the Audi SQ5 TDI changed all that by offering us the world's fastest diesel SUV in a manageably-sized package. The brand's first ever TDI-powered 'S' model delivers a thumping 313PS packaged in a compactly practical bodyshape filled with the usual Audi good stuff inside. There's 540-litres of luggage space, comfortable seats for five and it can even get over forty miles from a gallon of diesel if you drive sedately. Yet it can climb a 31-degree gradient, cruise across a muddy field and on tarmac, charge to 62mph in five seconds. Truly a very special car.
5dr 4x4 (3.0 BiTDI diesel)
Audi knows a thing or two about fast diesel sportscars. It won the Le Mans 24 hour race as long ago as 2006 under TDI power and since then, we've seen ever-more rapid and hugely potent V8 and even V12 diesel engines in cars like the A8 and the Q7. There was never though, a sporting 'S' model fuelled from the black pump. Until the 2012 launch of this car, the SQ5. Yes, it's an SUV. But it's an SUV unlike any you've probably ever experienced before. The key reason why lies beneath the bonnet. Tucked under there is a 313PS twin turbo TDI powerplant endowing this mid-sized 4x4 with phenomenal punch. Before this car was launched, SUV buyers in search of that sort of acceleration used to have to stretch up towards the lottery-winning pricetags demanded by top performance versions of much larger models like Porsche's Cayenne, Mercedes' M-Class or BMW's X5. In creating this performance flagship for the smaller Q5 range, Audi made things a little more accessible. With the SQ5, you have all of the practical aspects of a normal MK1 model Q5. That means it'll quite happily do the family duties, commute in comfort, put in a performance at IKEA and be low key enough for you to happily park on the street without a worry. Yet somehow, this model still retains the ability to outsprint a Porsche Cayman sportscar. Quite an all-rounder then. The car sold until Spring 2017 when it was replaced by a second generation SQ5 model powered this time by a 3.0 TFSI V6 petrol engine.
Audi has perfected its own unique and very subtle brand of design language that manages to underplay almost everything. Can you think of an extrovert-looking car in the company's mainstream product line-up? No, nor us. And the same theme continues with this MK1 model SQ5. You read the specification list and expect it to look like some sort of tarmac-grazing, testosterone-stuffed serial killer of a car that should carry an 18 certificate but in the metal, the overall effect is deceptively mild. Look closely though and all the performance cues are there, most notably emphasised by exclusive 'S' Sports suspension dictating a ride height that's sees this car running 30mm nearer to the ground than other MK1 model Q5s. The wheelarches are amply filled by large 20-inch alloys. And at the front, as well as the usual Audi 'S' model aluminium-look mirror housings, you get Xenon headlamps flanking a platinum grey single-frame radiator grille with galvanised twin struts in an aluminium finish, plus a modified bumper assembly. The rear makes a statement too, with a roof spoiler, an 'S'-specific bumper design and quadruple tailpipes. And inside? Well, like all Q5 models, this SQ5 has a spacious feel, emphasised by the way the sports seats sit you high up with a commanding view out over the less fortunate motorists you'll be shaping up to pass. Issues are few. It's not possible to position the seats so that you feel a little more sporty - a little more hunkered down in the car. And the chunky A-pillars can sometimes slightly obscure your view at junctions or roundabouts. That's about it. The cabin is of course beautifully appointed and the optional flat-bottomed sports steering wheel that many original owners specified sets it off perfectly. It's all primarily trimmed in black, but original owners who found all this a bit sombre could specify a 'lunar silver headlining' (which is more restrained than it sounds) and a variety of inset colours for the sports seats. These are electrically-adjustable, nicely bolstered and finished in soft nappa leather as standard. Some highlights? Well, we love the rubber and metal pedal set, the simple elegance of the dual-gauge instrument dial pack, the beautiful contrasts between dark and light finishes in the cabin and the S-specific touches. Features such as the S gear shift knob, plus further S badges on the door sill trims, the start button and the steering wheel. It's a cleanly styled dash too thanks to the reduction in button clutter made possible by Audi's well regarded MMI control interface. If you've got it in optional 'MMI navigation plus' form, you'll find that the number of fixed keys has been cut down to just four - Navigation, Telephone, Radio and Media. It all works effectively, but it's a system that rewards some dedicated learning time if you're to get the most from it. In the back, thanks to the long 2.81-metre wheelbase, the reclinable rear seat offers comfortable space for two adults - or three at a push, people who'll appreciate the 'Rear Bench Seat Plus' option which enables the rear bench to slide back and forth to prioritise either passenger legroom of luggage space. And talking of luggage space, well the 540-litre cargo bay (accessed via a usefully low loading lip) may not be the largest in the class but it's not far off it and is large enough to take four golf bags, which seems Audi's standard unit of volume. Weighty stuff can be taken too thanks to a 580kg payload capacity and there's also a useful under-floor compartment where you can throw wet and dirty gear or just items that you might want to keep out of sight. Plus you get a useful selection of hooks, power sockets and fastenings. Models fitted out with the optional sliding rear seat get a useful through-load system for longer items, but if you need more room than that, pulling the latches on the side wall of the luggage compartment automatically pushes forward the 60/40 split-folding rear seat to increase the capacity to 1,560-litres and offer up a maximum load length of 170cm. We also like the fact that if you give these levers another pull when the seat backs are retracted, the backrests rise up again to 45-degrees.
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Issues with SQ5 TDI models are few and we struggled to find an owner with anything but fulsome praise for this car. As for things you should look for, well it's worth repeating the pointers we offered when reviewing the facelifted first generation version of the normal Q5. Here, one owner reported premature brake wear, another talked of excessive oil consumption and another had had a complete transmission failure. One owner had a problem with shuddering and bucking on inclines, something which was eventually traced to the need for a new fuel injector. As for minor issues reported that you might want to look out, well one owner had a problem with rattles in three areas of the car - in the driver's side door, in the driver's seatbelt mount and around the area of the cargo cover. It's unlikely that too many SQ5s will have been used off-road in anger but just in case, give a thorough check to the under body of the car and make sure those wheels are in decent shape. Wheel damage is more likely to have come from urban kerb stones than Rubicon trail boulders and so are the parking knocks that the SQ5 may have collected. Audi's quattro 4x4 system should prove reliable and the engines have all been used extensively in other Audi models so there should be little cause for concern there.
(approx based on a 2013 SQ5 3.0 TDI - Ex Vat) An air filter costs around £11 and an oil filter costs around £14. Brake pads sit in the £33 to £36 bracket for a set, though you could pay up to around £60 to £75 for a pricier brand. Wiper blades cost in the £6 to £8 bracket, though you could pay up to around £15 for pricier brands. Try not to damage the rear LED lamp cluster; a replacement unit costs around £220.
Although this model doesn't wear an RS badge, don't for one moment let that lull you into thinking that it's anything but full-on. The SQ5 was not only the first diesel Audi to carry an S badge but it was also the first SUV from the Ingolstadt company to come in for the go-faster treatment. This was new territory then, for the German brand and with this car, it wanted to put on a bit of a show. Perhaps 'show' isn't the right word as to look at, it's all rather low key. Yes, there are plenty of the usual performance cues like a flat-bottomed steering wheel, hip-hugging seats, big alloy wheels and commensurately big brakes but the SQ5 does a good job of blending in. The disguise drops as soon as you work the throttle pedal though. It's interesting that in development, this car didn't gone the usual route for the fastest Audi products. They're usually developed by quattro GmbH. This one wasn't, instead being the work of Audi AG's own in-house chassis development team. A dilution then, of the S-car ethos? Well it certainly feels suitably sporting from the driver's seat. Right from the get-go, the impression is of a very well engineered product indeed, one of those cars where you can tell that some serious work has gone into the control weights and the balance of the chassis. It rides firmly mind you, the result being that a fair bit of bump and thump intrudes into the cabin at normal road speeds. Not enough to be considered uncomfortable but sufficient to ensure that even if you didn't know a lot about cars, you'd quickly twig that this wasn't a normal Audi Q5. It's a point that's rammed home in less than subtle fashion if you flick the transmission into 'Sport' mode and bury the throttle. This car is properly rapid. Too rapid in fact for the 7-speed S tronic twin clutch transmission Audi normally specified on the MK1 Q5. Back in 2012, an older-style tiptronic eight-speed automatic was just about the only gearbox Audi had that could handle the 650Nm of torque this engine cranks out, which is only a handful of Newton Metres less than you'd get in something enormously potent like a Bentley Continental V8. Sidestep the brake pedal, giving this SQ5 the treatment, and it'll get to 62mph in 5.1 seconds before powering on to its 155mph speed limiter without feeling at all breathless. Probably the thing that impressed us most about this SQ5 though, is the sheer accessibility of that performance. Unlike many seriously quick models, you don't have to balance the car on the clutch or have any worries about managing traction. It just grips and goes. You'd never think that you were firing almost two tonnes of premium German real estate up the road, such is the seamless torque of the 3.0-litre bi-turbo engine. The quattro all-wheel drive transmission means that it's barely any slower in the wet, conditions in which a rear-driven performance estate would sit with its rear tyres spinning impotently. That's what defines this car. It delivers so consistently without asking too much in return. We've seen this model's six-cylinder diesel unit before in Audi's A6 but for this installation, it's been given a few tweaks - and yes, these do amount to a bit more than just the change of a few lines of code in the electronic control unit. The cooling of the cylinder heads, control times and strokes of the intake camshafts, the pistons, their spray oil cooling and the piston rods were all been adapted for this model. But let's concentrate on what it all means. Namely that everything the bi-turbo powerplant has to offer - its full quota of torque - is available from just 1,450rpm. In other words, little more than a trickle of throttle is required to get the SQ5 moving with some purpose. In this respect, it's very un-turbo-like and more like a big-capacity normally-aspirated V8. Sadly, it doesn't sound like that. This isn't a powerplant you'll wring out to the redline just to make the hairs on the back of your neck stand up. But it does make a nicely purposeful rumble at low revs, helped by a sound actuator in the exhaust system that pumps up the bass a bit, though we would say that it starts to sound a bit strained if you keep at it in gear. Better to flick up a bit early on the paddle shifters or just let the gearbox's own software take control. Shift times are almost as quick as if Audi had fitted the higher-tech S-tronic twin-clutch transmission but such is the linearity of the power delivery that you just feel this inexorable shove from behind as the horizon scrolls towards you on fast forward. But does it really handle like a proper Audi 'S'-car should? Does it even have the tools to do that job? After all, you'd think that it would need them. Get a bit enthusiastic with 313PS on a wet roundabout and it doesn't take long to be reminded that you're strapped into nigh-on two tonnes of high-riding SUV. A car that you'd think would benefit from some kind of damper control set-up like the 'Dynamic Ride Control' system developed for the RS6. Or the rear axle Sport Differential that on, say, an S4 pushes power to the outside wheel as you turn to literally pull the car through the corner. None of this technology is fitted to an SQ5 and not much has been done to the electro-mechanical steering either, which even on an ordinary Q5 lacks driving involvement. It all explains why there's certainly scope for this car to be a more rewarding tarmac tool than it actually is and a closer match for the fast flowing excellence that characterises a rival BMW X3 35d. But for all this, the SQ5 remains an enjoyable and rewarding sporting car, thanks in no small part to the effectiveness of Audi's quattro four wheel drive system. In normal motoring, this set-up's centre differential pushes 60% of power to the rear, but if traction changes, that can alter in milliseconds, with up to 70% of power shifted to the front and up to 85% to the rear. You also get a torque vectoring system which works through the turns to counter both understeer and wheelspin by lightly micro-braking whichever wheel is threatening to lose grip. As a result, the car's kept planted through the tightest corner and you're fired on from bend to bend. As mentioned previously, you can't tweak the suspension to suit the road you're on and the mood you're in, but providing your SQ5 has Audi's now familiar 'drive select' set-up, you can alter just about everything else about the feel and responsiveness of this model at the touch of a button. The system offers five main modes: 'Comfort' for longer trips or 'Dynamic' if you're pressing on and want everything this SUV has to offer. 'Efficiency' maximises all the car's systems towards frugality, while the 'Individual' setting allows you to configure all the different drive elements to your own particular preferences. Finally, the 'Auto' mode will suit those who simply can't be bothered to choose and want to rely on the software to select the best set-up to suit the current driving situation. And the steering? Well no, the standard set-up doesn't offer much feedback, but it is a lot better if you have a car whose original owner went for the extra cost variable-ratio 'Dynamic Steering' option. This gives you a bit more confidence to push into tighter corners that reveal a standard of body control that isn't at all bad when you're driving hard. Partly, this is because of the lowered 'S' Sports suspension. Though the basic alignment of the suspension isn't changed much over a standard MK1 Q5, for this SQ5, Audi took 30mm out of the regular model's ride height, stiffened its springs and anti-roll bars and specified stiffer fixed-rate dampers. The result is a car that feels well engineered right up to about eight tenths: try any harder than that and it can feel a bit of a handful. Perhaps that's no bad thing. More than eight tenths on a public road in a car with as much power as this one has under its bonnet is enough to put you in front of a magistrate. The downside of that lowered suspension is that it has quite an impact on the kind of off road capability you could otherwise expect from a Q5. Ground clearance falls from 200 to 170mm, which means that the wading depth falls massively from 500 to 170mm, the slope angle falls from 25 to 18.3-degrees and the ramp angle is reduced from 17.6 to 12.1-degrees. At least the maximum gradient you can attempt is unchanged at 31-degrees. All of which will matter not one jot to likely SQ5 owners. This car will still happily manage a heavily rutted forest track, a seriously muddy carpark, a snowy snap and all types of towing - which is all they'll really want from it. And you do still get hill descent assist to help you down the steepest off road slopes. Overall then, what have we ended up with here? An SUV that's as quick as you'll ever need it to be? Certainly. The steering, gearbox and brakes are all up to the job, even if the suspension runs out of answers if you really pose it some really tough questions. In other words, a well-judged package that's definitely more S than RS. And unleashing the full 313PS out of a roundabout? Believe us, that never gets old.
The world's fastest diesel SUV from the 2012 to 2016 period? You'd never know it from a casual glance, for this SQ5 is as subtle a sporting car as you could ever want. You have to look hard at the details - the quad exhaust pipes, the wider wheels and tyres and the silver-toned trim - to see there's something special here. Very special in fact. It's pretty hard to think of a single car of this kind from this period that can do so much so well. This one's quick, composed, economical, well-built, discreet and practical. As long as you're aware of its necessary limitations, it's even got a generous measure of fun fitted as standard. If you feel that you're owed something special - an indulgence if you like - but don't want to look like a mid-life crisis on wheels, an Audi SQ5 TDI could be exactly what you're looking for. It has all the outward trappings of measured responsibility with a slightly demented dressing of excess included. Nobody needs a car like this but drive it and you'll definitely want one. That much is guaranteed.
By Jonathan Crouch
Audi's understated Q5 continued in its subtle conquest of the premium compact SUV sector in the facelifted post-2012 guise we look at here. This improved first generation model got a range of more efficient engines and even more car-like driving dynamics that made this model great on tarmac and even pretty effective for light off road use. There's loads of advanced technology and a beautifully practical interior crafted in Audi's own inimitable style. In short, if you can afford it, you'd like one.
5dr 4x4 (2.0 TFSI petrol 2.0 TDI, 3.0 TDI diesel [base, SE, S line])
In many ways, Audi owns the premium part of the compact SUV segment. Has done ever since this car, the Q5, was introduced in 2008. Back then, it didn't have much to beat, with only BMW's aging first generation X3, Volvo's quirky XC60 and Land Rover's more utilitarian Freelander offering alternatives to buyers wanting the class and road manners of a compact executive estate but the high-set driving position of a proper SUV. In the years following the Q5's original launch though, the opposition caught up, BMW announcing a second generation X3 and Land Rover introducing its avant garde Range Rover Evoque. Hence the need for the Q5 to up its game in 2012 with a far-reaching package of enhancements. These included tweaked styling but the really important change came with a redesigned engine range offering extra power and lower running costs. There was also extra high-tech equipment and, for those who could afford it, a frantically fast SQ5 flagship model. Audi, you see, doesn't do things by halves. As a result, the Q5 was refettled sufficiently to last all the way to late 2016, when an all-new second generation model was launched. Let's checked the facelifted MK1 version out as a used car buy.
Audi doesn't like to radically alter the appearance of its cars when it chooses to update them - and it didn't here. As a result, with this facelifted first generation Q5, the coupe-like roofline and the wrap-around tailgate remained as before as part of a shape that, as previously, remained 210mm taller than the kind of Audi A4 that buyers could also have considered in this era. However, the post-2012 Q5 package was considerably enhanced by a subtle series of updates. These included revised headlamps featuring xenon lighting. Most models got these headlights framed by LED daytime running lights, the lamps flanking a smarter high-gloss black single-frame front grille with bevelled upper edges. Further detail changes included modified bumpers with high gloss black inserts and foglights with chrome rings. For many buyers though, it was more important to note that the facelift changes included the addition of roof rails and cross bars as standard equipment. Inside, the mid-term update tweaks were equally low key, though owners of the original version of this model will notice the extra splashes of chrome and high gloss black trim, the clearer instruments, the neater control stalks and the simpler-to-use MMI infotainment system. Otherwise, not much changed - which meant that potential buyers could continue to expect a very classy cabin indeed, though one that some may feel could have been a bit further distanced from that of an ordinary Audi A4. Even the driving position doesn't feel that different, your perch not quite as high-set as you'll find in less dynamically-oriented cars of this kind. In the back, thanks to the long 2.81-metre wheelbase, the reclinable rear seat offers comfortable space for two adults - or three at a push, people who'll thank you for finding a Q5 whose original owner specified the extra cost 'Rear Bench Seat Plus' option which enables the rear bench to slide back and forth to prioritise either passenger legroom of luggage space. And talking of luggage space, well though the 540-litre cargo bay isn't the largest in the class, it's not far off it and has a useful selection of hooks, power sockets and fastenings, flexibility that some original buyers added to by specifying Audi's neat rail-mounted load security system. Go for a variant that was originally fitted with the sliding rear seat and you also get a useful through-load system for longer items, but if you need more room than that, pushing forward the 60/40 split-folding rear seat increases the capacity to 1,560-litres - or more if you find a car specified with the fold-flat front passenger seat. In that case, there's enough load length to carry a surfboard should you so wish.
Refer to Car & Driving for an exact up-to-date valuation section. Click here and we will email it to you.
Most Q5 owners we surveyed were very happy with their cars but inevitably, there were a few issues reported. One owner reported premature brake wear, another talked of excessive oil consumption and another had had a complete transmission failure. One owner had a problem with shuddering and bucking on inclines, something which was eventually traced to the need for a new fuel injector. As for minor issues reported that you might want to look out, well one owner had a problem with rattles in three areas of the car - in the driver's side door, in the driver's seatbelt mount and around the area of the cargo cover. It's unlikely that too many Q5s will have been used off-road in anger but just in case, give a thorough check to the under body of the car and make sure those wheels are in decent shape. Wheel damage is more likely to have come from urban kerb stones than Rubicon trail boulders and so are the parking knocks that the Q5 may have collected. Audi's quattro 4x4 system should prove reliable and the engines have all been used extensively in other Audi models so there should be little cause for concern there.
(approx based on a 2013 Q5 2.0 TDI - Ex Vat) An air filter costs around £16, an oil filter costs in the £8 to £10 bracket and a fuel filter costs in the £22 to £33 bracket. Brake pads sit in the £28 to £38 bracket for a set, though you could pay up to around £55 to £65 for a pricier brand. Brake discs cost around £127, though you could spend up to around £200 for a disc from a pricier brand. You'll pay around £15 for a drive belt, around £60 for a thermostat, around £86 for a water pump and in the £115 to £130 bracket for a radiator. Tyres sit in the £35 to £45 bracket. Wiper blades cost in the £10 to £18 bracket, though you could pay up to around £35 for pricier brands. The wing mirror glass is priced in the £30 to £35 bracket.
At launch, this Q5 set a new benchmark for sporty handling in compact SUVs, feeling much like the conventional Audi A4 saloon and estate models upon which it was based. If you had to criticise, you'd have said that the steering could have been sharper and the ride was a bit firm - but that was about it. Otherwise, here at last was a model of this kind you could buy without the usual clunky dynamic downsides. By 2012 though, that clear class leadership had been eroded with the launch of the Range Rover Evoque and a new generation version of BMW's X3. Both showed just how good a car like this could really be on tarmac while retaining more than a modicum of off road ability. So with this facelifted first generation model, Audi responded in kind. Suspension tweaks softened the ride and a new electro-mechanical steering system offered more feel around the bends. Buyers of this improved version also found an almost completely new engine range beneath the bonnet, all the units employing turbocharging, direct injection and a stop-start system for frugal emissions. The result of all this was that every unit managed the clever trick of offering more power with lower running costs. And no engine demonstrates that better than the one quite a few customers chose, the petrol 2.0TFSI. Don't confuse this unit with the old 180PS engine of the same name that was in the original version of this Q5: this one's very different. For a start, it develops a lot more power - 225PS - good enough to get you to 62mph from rest in just 7.1s on the way to 138mph, but what's really important is that the pulling power - 350Nm of it - that undergirds all that grunt is accessible far lower down in the rev range, from just 1,500rpm. So much so that you've really got to have a need for speed to want to opt for the pokier petrol option, also different in this revised Q5, a supercharged 3.0 TFSI unit good for 272PS that improves those figures to 5.9s and 145mph but had to be ordered with the eight-speed tiptronic auto transmission that was optional on the 2.0-litre variant. The majority of Q5 buyers though, continued to give these petrol choices no more than a cursory glance on their way to sign up for one of the diesels. In most cases, that meant a preference for the 2.0-litre TDI unit, which in this facelifted model was slightly pokier with 177PS on tap, good enough to get this Q5 to 62mph in 9.0s on the way to 127mph, performance that's hardly affected if you choose a variant with the high-tech twin-clutch S tronic 7-speed auto gearbox. The same transmission is the only option should you go for the considerably quicker 245PS 3.0 TDI version that manages 6.5s and 140mph. This variant represents the final stepping stone to the desirable flagship model, the potent SQ5 3.0 TDI bi-turbo that offers 313PS accessible via an 8-speed tiptronic auto 'box, needs just 5.9s to make 62mph and has to be electronically restrained at 155mph. Whichever Q5 you choose, it'll come as standard with quattro permanent all-wheel drive - which is worth pointing out, 4x4 mechanicals no longer being a given on small SUVs these days. As you'd expect from a performance-minded car of this kind, this set-up is very much tarmac-orientated, with a centre differential pushing 60% of the grunt on offer to the rear wheels but able to rapidly re-distribute power when necessary. As might be required, for example, during sharp cornering that's aided by torque vectoring brakes for tighter turn-in. The other situation that'll see the quattro system earn its keep is of course when you venture on to an unpaved surface, statistically a rare occurrence for SUV owners. Audi reckons that only 2% of them have ever driven across 'rough country'. Should they try and do so in one of these, they might actually find themselves a little surprised by what it can do, providing they stick to the gravel tracks, sand and light off piste use for which this car was designed. There are no extra knobs or levers of course - nothing as crude as that. The car itself will sense when you're off-tarmac, the stability control system automatically switching into an off-road mode which adapts according to surface and incorporates hill descent control that'll ease you gently down steep slopes. It'll even tweak itself to accommodate for a roof rack. Find yourself somewhere you probably shouldn't have ventured with your shiny Q5 and a surprisingly competitive set of off-road stats suggest you might make it back to civilisation. The torquey engines that facilitate a class-leading 2,400kg braked towing capacity can get you through some surprisingly tough terrain, somewhere you'll appreciate decent approach and departure angles of 25-degrees, a ramp angle of 18-degrees, a wading depth of 500mm and a reasonable 200mm of ground clearance. But why are we telling you this when if you were to buy this car, you'd be so unlikely to ever put these figures to the test? Of more interest will be the way it responds when you're favourite country lane opens up, when you're running late and when there's no one in the car but you. In such a scenario, you'll enjoy yourself more if the car you've chosen is fitted with Audi's clever 'drive select' system. This set-up lets you vary the response of the throttle, the degree of power steering assistance, the operation of the air conditioning and, if specified, the shift points of the auto gearbox, via four modes. You'll play with the 'Comfort' or 'Auto' settings for the first few days you own this car: you may even play with the settings of each element via the 'individual' mode that's offered to those who specify Audi's navigation system. Settle into ownership though and you'll probably just leave 'drive select' in 'auto' to do its own thing. Or opt for the more eco-minded 'efficiency' setting. This system really comes into its own if you've the budget to add some of Audi's choicest electronic driving aids to your Q5, for it also works in concert with things like the damper control that lets you alter the suspension stiffness, the dynamic steering and the adaptive cruise control.
Whether your destination is Sainsburys or the annual family skiing trip to Crans Montana, you'll feel better about doing it in an Audi Q5. In between, in contrast to larger, plusher and thirstier 4x4s, you won't get that nagging feeling of using a sledgehammer to crash a nut when it comes to meeting your real motoring needs. Nor, when you're alone on a twisty B road, should you need to wish you'd bought something sportier. Of course, this car faces tough competition, but the well considered package of changes made to this smarter, better equipped and higher-tech improved MK1 version did much to keep it ahead of the chasing pack. Certainly it's not cheap - but then neither is anything else in this segment and at least you'll get a decent part of your money back at resale time. True, it doesn't have the showiness of a Range Rover Evoque or the ultimate handling feedback of a BMW X3, but many will still find this Audi a perfect balance between these two extremes. Resolutely hi-tech and resolutely real world, the Q5 remains resolutely right.
Mr Jason Deach - 02/06/2019, owner of an Audi Q5 S Line Plus Tdi Quattro
User rating: 5/5
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