2009 Audi Q5 – Automobile Magazine

31 Aug 2014 | Author: | Comments Off on 2009 Audi Q5 – Automobile Magazine

Most crossovers look as if could drive up the north of Mount Washington with the selector stuck in D, yet they struggle for traction on muddy tracks because of their tires. Perhaps nothing but a marketing ploy, soft-roaders Indiana Jones appearances city-slicker undercarriages borrowed related sedans and wagons.

it’s hard to predict how the zeitgeist will tolerate worst-of-both-worlds half-breeds, we wasted no checking out the latest high-roof entries. Predictably, the trio of crossovers we tested from Mercedes-Benz. and Volvo is much environmentally friendly and less than full-size SUVs.

fuel economy almost identically equipped versions of the upon which these are based, handling and roadholding are unfazed by the higher centers of and added belly fat. to the strange world of all-providing, engineered automobiles.

Four-wheel should be taken for granted in pricey high-tech circles, but offers a rear-wheel-drive, price-leader of the GLK for $34,775. Our particular vehicles, each feature four wheels. Although in most a set of decent winter tires do just fine, only drive offers the confidence, convenience, and traction that vehicles are all about.

We understand why crossovers are so popular in and Colorado. But what is the attraction you live in London, Redondo or Abu Dhabi, where lack of is rarely an issue? Frequently question, disarming answer: the appeal of our three musketeers is, of the mix of easy entry and exit, a driving position, and relative

You sit above the madding crowd, are by a few extra square inches of and can see things earlier and more It’s not just a girlie It’s a tangible asset and on almost certainly the main motive.

We could have the X3 in this shoot-out, but the aging BMW have placed last. still a hoot to drive, yet its is unacceptably crash-bang hard, its is sadly outmoded, and its compromised is a good reason why buyers wait for the replacement that is due year. That’s why this concentrates on three brand-new and modern contenders.

In the left the Audi Q5 – pretty, sporty, innovative, and powerful. In the corner, the Mercedes-Benz GLK350 more comfort-oriented, more competent even off the beaten but styled inside and out with and ax. Between the two German vehicles the Volvo XC60 – clever, tastefully appointed, in style and character, and emphatically thanks to its distinct turbo

In terms of styling, the three radiate a mixed bag of charm and The GLK was allegedly conceived in an intimate between design and marketing, but the outcome looks more an optical short circuit. The is an Audi is an Audi, another from Ingolstadt adorned by the single-frame grille that do with some kind of pronto. The Q5, then, is our runner-up in the sweepstakes.

The Volvo may be a flashy fashion on wheels, but here today, the light gray XC60 car with the duotone two-piece wheels is our favorite centerfold.

If and ecology were our prime we would have picked the models – which won’t go on sale in the United anytime soon, if ever. leaves us with a trio of six-cylinder powerplants that enough grunt for energetic passing maneuvers, legs enough for relaxed highway and sufficiently docile manners for intra-city commuting work.

In of power output and torque there isn’t much among these three Nominally least potent is the direct-injection Audi V-6, develops 270 hp and 243 lb-ft of torque. in the hierarchy is the Mercedes GLK350’s V-6, which is rated at 268 hp and 258 The Grunt Oomph trophy to the 3.0-liter turbocharged in-line six of the XC60, which is good for 281 hp and 295

The machine from Sweden is the heaviest drinker in this In our hands, it averaged an OPEC-supporting 15 thereby trailing the Benz (16 and the Audi (17 mpg). The Q5 can carry gallons of fuel – 1.3 gallons more than the and a 2.4-gallon advantage over the

Subjectively, the Volvo feels the the fastest, and the most responsive. to their manufacturers, however, the wins the 0-to-60-mph sprint in 6.5 the Q5 comes second in 6.7 seconds, and the finishes third in 7.1 seconds. inside your head, the Swede that leads the

It simply whips up more as the revs build, and the impressive effect generated by the zero-lag peaks at a commendably low 1500 The Volvo straight six spins to its like a turbine on steroids, but its autobox is over-eager and not quite enough. All three vehicles can easily at triple-digit speeds, they’ll each be limited to 130 mph in specification.

With every new generation of automotive engineers seem to a little more grip and as well as an extra dose of and torque. In addition, they try to us more space, added improved ergonomics, and new driver-assistance But what the RD departments often ignore is progress in terms of quality and suspension comfort.

innovations like air springs, dampers, and pneumatic massage many vehicles’ chassis vary between firm and firm. This trend is in our three crossovers. In their to make their vehicles and outcorner each other, line executives are resorting to and damper calibrations that are enough to rearrange your in the wake of one deep pothole or a tall transverse ridge.

contributing elements are low-profile that look great but to crush every bit of compliance can find.

Even with the Drive Select set to comfort the Audi. with its nineteen-inch Eagle all-season tires, too stiff. Our Volvo was equipped fat, nineteen-inch Pirelli winter tires that it a tendency to tramline, but we’ve had favorable ride-quality impressions in XC60s shod with rubber. Still, although the is in its element on supersmooth blacktop, on tarmac it can develop too much pitch, and roll.

The fail-safe is put into perspective by excessive understeer, the inherently light stiffens during brisk of direction, and the chassis feels on broken surfaces while too much seesaw motion bigger obstacles.

Shod with modest Pirelli winter rubber, our test car turned out to be the smoothest and most relaxed soft-roader in class. U.S.-spec GLK350s are only with standard or optional twenty-inch wheels, but our drives with the largest also demonstrated good quality. Calm, composed, and cossetting, the GLK350 also praise for its impeccable directional

It does not beg to be pushed, but when you do the whip, the Benz doesn’t long to enjoy life at the of adhesion. Having said the meaty steering is a tad on the heavy the brakes need a good to deliver, and the V-6 wants to be revved it will show off. The sports the best brakes, as far as and modularity are concerned.

The GLK is let down by its toy exterior and its somewhat uninviting with a mix of angular shapes and plus a dashboard and door that are clad with materials. Despite the latest-generation system, which works well, the cockpit layout strangely old-fashioned – the notable exception of the easy-to-reach switches and the power seat

The Audi ‘s cabin, is extremely well made in the case of our test car, was very well equipped. new, second-generation MMI control makes its U.S. debut in the Q5, and a significant improvement over a that already far surpassed BMW iDrive. There are still too switches grouped around the MMI but a new joystick controller and 3-D maps show the outlines of buildings than compensate.

The Volvo XC60. conversely, is by a navigation system that’s to read, hard to operate, and a deal-breaker. But the cabin layout, the and the main instrument panel are It’s too bad that the active control, lane-departure warning, and monitor are linked to a nerve-racking of warning lights and chimes.

the GLK is a highly capable, all-weather its design polarizes, which is never a good thing, its is ho-hum by Mercedes standards, and it is in almost every respect by the Audi. It also has the smallest compartment (23.3 cubic versus 30.8 for the XC60 and more for the Q5) and the tightest back

The XC60 beats the Benz by a head, but when it comes to fashion, and flair, the Swedish is, in fact, our undisputed favorite. On the side, the large turning diminishes maneuverability, and the complicated need updating.

The gold thus goes to the Q5 – but we seen grander victories and compelling winners. While handling, roadholding, and build are hard to fault, the U.S. lacks Audi’s superb S seven-speed dual-clutch transmission. All of these vehicles are offered in with smaller, more engines that surely broaden their appeal in the market.

American product hint that plans are way to bring them here. As far as concerned, they can’t soon enough.

Techtonics: Crossovers

Don Sherman

Audi Q5

Three to do the twist. Each of these crossovers employs a six-cylinder to power all four wheels in a different manner.

Audi and agree on the 90-degree V-6 format variable intake and exhaust timing. The two German engines about the same peak (270 hp for Audi, 268 hp for Mercedes), the larger Mercedes engine a bit more torque. To manipulate into the combustion chambers, uses variable valve while Mercedes favors port flaps. Volvo its cylinders in a row and positions the engine in the XC60’s chassis.

A twin-scroll turbo boosts the six to 281 hp and 295 lb-ft of torque to trump the output.

The Audi Quattro and the 4Matic all-wheel-drive systems employ a rear-biased torque (40/60 front/rear in the Audi, in the Benz). The Q5’s Torsen center differential is capable of a maximum of 65 percent of the available to the front wheels but no more 85 percent to the rear wheels. uses a multiplate clutch in the differential to keep one axle when the other loses its

In the Volvo XC60. drive to the wheels is direct. A Haldex adds rear propulsion in to commands from a control All three crossovers use momentary applications to curb wheel

A Crowded Pool

Our featured of all-new European luxury joins an already-packed segment of players from around the But in 2008, the models below for less than 1.5 percent of sales in the U.S.

Base $34,655

2.3L turbocharged 240 hp, 260 lb-ft

5-speed automatic

‘s (and Honda first gasoline turbocharged provides the performance of a six-cylinder, and the system makes it very in the turns.

Audi Q5
Audi Q5
Audi Q5
Audi Q5
Audi Q5
Audi Q5
Audi Q5
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