After a short drive, we agreed that it was easy to forget we were driving a hybrid. But really, isn't that ultimately the goal of a driver-oriented vehicle—that just happens to be a hybrid?
Fortified by an excellent tapas lunch, we headed out into the sun-drenched countryside to begin a 100-kilometre trek over the Sierra de Tramuntana mountains. The transitions between gasoline and electric motor are virtually seamless. Under the hood is a slightly modified 2.0 TFSI, with 211 hp and 258 lb-ft of torque.
Sandwiched between the engine and transmission, where you'd normally expect to find a torque convertor, is the electric motor that also works as a starter and a generator. The parallel hybrid system has a combined output of up to 245 hp and 354 lb-ft of torque.
Thankfully, instead of a lurching, band-driven CVT, there's the same quick-shifting ZF 8-speed transmission found in the regular Q5. It plays a large part in the Q5 Hybrid's joyful, sporty character.
There are three drive modes: ‘EV’ (electric vehicle), ‘D’ employing both motors for optimum fuel consumption, and ‘S’ for sport. In anything but EV mode, it's virtually impossible to obtain purely electric-powered driving.
It's probably possible to duplicate Audi's reported 3 kilometres of EV mode at 100 km/h under perfect conditions, but we found that the gas engine usually kicked in after 50 km/h. Still, we were impressed at how often it defaulted back to electric mode, especially during our circuitous downhill trip through the mountains. With a strong wind at our backs, we probably could have done even better.
Those tightly-looping switchbacks were a great opportunity to appreciate not only the Q5's nicely weighted centre of gravity, but the surprisingly good feedback delivered by the steering. Nose down, off-camber hairpin turns were often complicated by the sudden appearance of tiny Peugots and Twingos, though we're occasionally given advance warning by mirrors mounted high on the rock walls. Here, we were grateful for the precise steering feel, passing oncoming vehicles with inches to spare. Blessed with Audi's much-lauded quattro system, the Q5 hybrid felt composed and planted through the steep turns.
Once more in the lowlands, we pass through postcard villages, the streets so narrow we could almost reach out and touch the walls. Paved surfaces gave way to sections of cobblestone, all of which were absorbed with firm, yet compliant damping. A crumbling stone wall draped with brilliant fuchsia bougainvillaea presented a great photo opportunity; accessing it via a dusty laneway marked with potholes did little to upset the Q5's luxury car composure.
The only other SUV that I've enjoyed this much is the Mercedes-Benz GLK. But the Q5 Hybrid's reported combined fuel economy of 6.9L/100 km is roughly half that of the GLK's, greatly tipping the odds in the Audi's favour.
Exact prices haven't been released yet, but expect to pay around $55,000 for the Q5 Hybrid. It's scheduled to arrive in Canadian showrooms a year from now.
Fortified by an excellent tapas lunch, we headed out into the sun-drenched countryside to begin a 100-kilometre trek over the Sierra de Tramuntana mountains. The transitions between gasoline and electric motor are virtually seamless. Under the hood is a slightly modified 2.0 TFSI, with 211 hp and 258 lb-ft of torque.
Sandwiched between the engine and transmission, where you'd normally expect to find a torque convertor, is the electric motor that also works as a starter and a generator. The parallel hybrid system has a combined output of up to 245 hp and 354 lb-ft of torque.
Thankfully, instead of a lurching, band-driven CVT, there's the same quick-shifting ZF 8-speed transmission found in the regular Q5. It plays a large part in the Q5 Hybrid's joyful, sporty character.
There are three drive modes: ‘EV’ (electric vehicle), ‘D’ employing both motors for optimum fuel consumption, and ‘S’ for sport. In anything but EV mode, it's virtually impossible to obtain purely electric-powered driving.
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| Sandwiched between the engine and transmission is the electric motor that also works as a starter and a generator. (photo: Lesley Wimbush/Auto123.com) |
It's probably possible to duplicate Audi's reported 3 kilometres of EV mode at 100 km/h under perfect conditions, but we found that the gas engine usually kicked in after 50 km/h. Still, we were impressed at how often it defaulted back to electric mode, especially during our circuitous downhill trip through the mountains. With a strong wind at our backs, we probably could have done even better.
Those tightly-looping switchbacks were a great opportunity to appreciate not only the Q5's nicely weighted centre of gravity, but the surprisingly good feedback delivered by the steering. Nose down, off-camber hairpin turns were often complicated by the sudden appearance of tiny Peugots and Twingos, though we're occasionally given advance warning by mirrors mounted high on the rock walls. Here, we were grateful for the precise steering feel, passing oncoming vehicles with inches to spare. Blessed with Audi's much-lauded quattro system, the Q5 hybrid felt composed and planted through the steep turns.
Once more in the lowlands, we pass through postcard villages, the streets so narrow we could almost reach out and touch the walls. Paved surfaces gave way to sections of cobblestone, all of which were absorbed with firm, yet compliant damping. A crumbling stone wall draped with brilliant fuchsia bougainvillaea presented a great photo opportunity; accessing it via a dusty laneway marked with potholes did little to upset the Q5's luxury car composure.
The only other SUV that I've enjoyed this much is the Mercedes-Benz GLK. But the Q5 Hybrid's reported combined fuel economy of 6.9L/100 km is roughly half that of the GLK's, greatly tipping the odds in the Audi's favour.
Exact prices haven't been released yet, but expect to pay around $55,000 for the Q5 Hybrid. It's scheduled to arrive in Canadian showrooms a year from now.
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