Mounted directly between the 'box and the 2.0 TFSI is the electric motor. Here's where things get interesting. Total output of both forms of motivation is 245 hp and a stonking 354 lb-ft of torque! These numbers are good enough to propel the Q5 to 100 km/h in 7.1 seconds (only a couple tenths off of a GTI's time) and a 80-120 km/h time of only 5.9 seconds.
Fuel consumption numbers hover in the 7L per 100 km zone, which corresponds to CO2 emissions of less than 160 g/km (compared to 199 g/km for the 2.0 TFSI on its own). Not a bad series of enhancements I'd say.
Driving
As with most automatic “transmissioned” vehicles, the Q5 has a “D” and an “S” position for the shifter. The “D” mode optimizes fuel economy and energy efficiency. In it, the electric batteries supply enough juice to the powertrain to get the Q5 up and going, this, after the start/stop system has done its job. If you are careful enough, the batteries will get you up to 60 km/h without TFSI involvement for up to 3 km. This I was able to manage, however I was unable to experience the claimed “driven up to 100 km/h under electric power alone”.
In “S” mode, start/stop is disabled and the electric motor serves as boost for the gasoline engine, effectively making the compact CUV move as though it was powered by a larger engine.
Impressions were limited to finding that the transition between EV, I.C.E. and the combination of both was jerky at best. Steering felt heavy and the regenerative braking was rather intrusive. The vehicles we tested were not production models, but from what the Audi rep in the passenger seat said, these Q5 hybrids were very close to the final thing.
Modular setup
The Q5 hybrid system is extremely compact and efficient. The weight of the entire getup is of only 130 kg. Of that, the battery pack represents less than 1/3 of the total mass; in other words, 38 kg. It consists of 72 cells that are seriously cooled by a heavy-duty active cooling system.
Fuel consumption numbers hover in the 7L per 100 km zone, which corresponds to CO2 emissions of less than 160 g/km (compared to 199 g/km for the 2.0 TFSI on its own). Not a bad series of enhancements I'd say.
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| Fuel consumption numbers hover in the 7L per 100 km zone. Not a bad series of enhancements I'd say.(Photo: Mathieu St-Pierre/Auto123.com) |
Driving
As with most automatic “transmissioned” vehicles, the Q5 has a “D” and an “S” position for the shifter. The “D” mode optimizes fuel economy and energy efficiency. In it, the electric batteries supply enough juice to the powertrain to get the Q5 up and going, this, after the start/stop system has done its job. If you are careful enough, the batteries will get you up to 60 km/h without TFSI involvement for up to 3 km. This I was able to manage, however I was unable to experience the claimed “driven up to 100 km/h under electric power alone”.
In “S” mode, start/stop is disabled and the electric motor serves as boost for the gasoline engine, effectively making the compact CUV move as though it was powered by a larger engine.
Impressions were limited to finding that the transition between EV, I.C.E. and the combination of both was jerky at best. Steering felt heavy and the regenerative braking was rather intrusive. The vehicles we tested were not production models, but from what the Audi rep in the passenger seat said, these Q5 hybrids were very close to the final thing.
Modular setup
The Q5 hybrid system is extremely compact and efficient. The weight of the entire getup is of only 130 kg. Of that, the battery pack represents less than 1/3 of the total mass; in other words, 38 kg. It consists of 72 cells that are seriously cooled by a heavy-duty active cooling system.
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| The Q5 hybrid system is extremely compact and efficient. The weight of the entire getup is of only 130 kg. (Photo: Mathieu St-Pierre/Auto123.com) |