In addition, a plug-in hybrid model is expected with refinements over the current system fitted in the 50 TFSI, which is currently capable of 37 miles of EV driving range and produces 295bhp. Petrol and diesel engines (both with a 2,0-litre capacity) are to be fitted with a more advanced and powerful mild hybrid system than on the current Audi Q5. The combustion engines that will be offered in the new model have been described as “the best” Audi has created by the brand’s technical boss, Oliver Hoffman. However, one is likely for the Chinese market. The new model will be the third generation of Audi Q5, and like the current car will likely include an additional coupê-shaped Sportback model.ĭespite Audi’s commitment to electrification, an all-electric e-tron model of the Q5 is not expected in Europe. In recent years Audi has delivered some of the most upmarket and hi-tech designs, and the next Q5 cabin will likely feature new infotainment and switchgear. The rear features the brand’s now trademark full width LED lighting design.Īlthough the exterior doesn’t break much new ground, the interior will likely receive a complete overhaul. The rectangular lights and straight edges of the lower bumper reinforce this imposing design without diluting the recognisable styling of the existing Q5. At the front a large grille retains the signature Audi look but with a raised and squared off nose that gives a stronger appearance. The images show a vehicle that has similar proportions to the existing model both in wheelbase and overhangs. That means the new model must convince buyers not just in Europe, but also in North American, and China along with other key markets.Īs a result, our images of the new model suggest an SUV that makes evolutionary changes rather than a bold new statement. Pressure to maintain that success means the new Audi Q5 will need to attract the same wide variety of buyers from the moment it arrives in showrooms in markets across the globe. While the Q5 wasn’t the first Audi SUV, it has become its most successful vehicle, with 300,000 sales globally. However, there’s unlikely to be an all-electric option. The popular Q5 will likely be given a petrol and diesel engine with mild hybrid technology, as well as a plug-in hybrid option. My tester takes that window sticker a little higher the Premium Plus trim, in addition to options like fancier paint, navigation, a Bang & Olufsen sound system and bigger wheels, brings my tester's out-the-door price to $60,740.The Audi Q5 model is set to be replaced next year with an all-new model that will be the firm’s last generation mid-size SUV before the brand moves solely to EVs for 2030. While a base 2021 Audi Q5 will set you back $44,395 (including $1,095 in destination charges), the PHEV is a little pricier, starting at $52,995 before any EV-related federal or local incentives. The Premium Plus trim adds adaptive cruise control, active lane-keep assist and a surround-view camera system, all of which are easy to use and make daily commutes a less frustrating affair. Standard kit includes automatic emergency braking, forward-collision warning, lane-departure warning, parking sensors and automatic high beams. Andrew Krok/RoadshowĪudi has always been good at offering a complement of standard safety technologies, and the story is the same with the Q5 PHEV. Whether it comes with one screen or two, Audi's MMI Touch interface is one of our favorites across the industry. One final word of warning here: The Q5 PHEV's gas tank had to shrink to accommodate the hybrid bits, condensing from 18.5 gallons to 14.3 gallons. In my week with the Q5, I find the Audi's EPA estimates to be easily reachable with regular access to a plug or a public charger. That said, PHEV efficiency varies wildly in real-world situations, depending on how often the battery is charged and how long trips take. Overall, the EPA rates the 2021 Audi Q5 PHEV at 50 mpge, which is a bit lower than what you'll find from competitors like the BMW X3 xDrive30e (60 mpge) and the Mercedes-Benz GLC350e (68 mpge). The brakes do have a bit more bite than the base variant, but pedal modulation is dead simple, and the blend between regenerative and friction braking is nearly impossible to suss out. The suspension does a good job of eliminating nasty roads underfoot, even with my tester's larger alloy wheels. Otherwise, the Q5 PHEV's driving experience is absolutely lovely, just as it is with the base model. It's really only when the gas engine starts up as the transmission shifts to second gear. Giving the Q5 PHEV a little extra gas pedal when starting from a stop can eliminate the powertrain hesitation.
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