The contenders are an interesting pair: Audi’s Q5 is derived from its A4 sedan platform, and powered by a longitudinally mounted 3.2-liter V6. Volvo’s XC60 T6 AWD, on the other hand, uses a heavily modified version of Ford’s EUCD (Ford Mondeo/Volvo S80) platform that is shared with the Land Rover LR2. Interestingly, each car had exactly the same base price of $37,200, though the final tally was quite different with the Q5’s bottom line at $52,475 versus the Volvo’s $44,240. Given the price and equipment disparity, would this be a fair fight?
Surprisingly, yes. Despite the fact that Audi’s Q5 combines pretension, sportiness and luxury in such a seductive manner that it’s almost an art form, the Volvo proved itself able to punch above its weight.
Engine, Transmission, Drivetrain
This is a tale of two sixes. Audi uses an all-aluminum 3.2-liter V6 with direct injection and variable intake valve lift that produces 270 hp @ 6500 rpm and 243 lb-ft @ 3000 rpm. The transmission is a six-speed automatic with Tiptronic that allows the driver to manually override the gearbox’s up- and downshifts. And the all-wheel-drive system biases 60% of the power to the rear wheels and 40% to the front. In approximate terms, this is the opposite of the vehicle’s weight distribution, and is designed to make the Q5 more balanced. It works. The Q5 doesn’t have the ponderous, nose-heavy feel that quattro-equipped Audis have been known for. In addition, the torque split changes dynamically as needed to provide the best traction possible through the use of a self-locking center differential that varies torque front-to-rear automatically.
Audi claims the Q5 will accelerate from 0-60 mph in 6.7 seconds, and there is no reason to doubt that figure. But this is neither a raucous romp through the gears nor the stately tug of a magnetic attraction. It is a well-balanced drive forward with just enough exhaust noise to excite those for whom driving is something other than a chore. Upshifts are crisp but not overly intrusive, and both they and downshifts can be manually initiated as quickly as you please. In addition, the all-wheel-drive system keeps the Q5 tucked into corners below the limit of adhesion, and exhibits a mild nose-first understeer as that barrier is approached. In short, it reacts like a tall car, not a sport utility vehicle.
Volvo also uses a six-cylinder engine, in this case an inline turbocharged design with continuous variable valve timing, a variable-length intake system, and cam profile switching. This results in 281 hp @ 5600 rpm and 295 lb-ft of torque at a diesel-like 1500 rpm. Geartronic is the name Volvo gives to its six-speed automatic transmission with manual shift capability, and its all-wheel-drive system is on standby until front wheel slip tells the Haldex multi-plate clutch to send torque to the rear wheels. It does so nearly instantaneously.
The odd thing about the XC60 is that a car that weighs 70 lbs less than the Audi Q5, has 11 more horsepower, produces 52 more lb-ft of torque at a much lower engine speed, and also has six gears in its automatic transmission gets two fewer mpg in the city (16) and one less on the highway (22) while running from 0-60 slower (7.1 seconds). The answer may not be in the different types of all-wheel-drive systems, but in the fact that the Audi’s drivetrain has fewer 90-degree bends to send its power through than the Volvo’s transversely mounted engine and transmission. That said, the XC60 accelerates cleanly and crisply, and it corners with only a bit more understeer than the Q5 at all phases through a bend.
Suspension, Steering, Brakes
This is where the Audi falls flat, in my estimation, but not because it can’t adapt to the driving situations it faces. If anything, it is because the Q5 is too adaptable. Audi Drive Select lets the driver choose the driving experience from one of four options: Comfort, Automatic, Dynamic and Individual. Each adjusts the settings of the suspension, steering, transmission and throttle, with Individual being a driver-created custom profile. Switching to Comfort improves the ride characteristics over rough streets, but also takes away some of the precision you expect from a vehicle that has four interlocked rings on its grille. Dynamic, on the other hand, combines the worst of both with heavy steering and a suspension that is more tuned to race track conditions than to the everyday world. Perhaps those looking for the quickest time on their favorite arcing, bending, multiple camber road will appreciate the changes, but are they a large enough segment of the buying population to make this necessary? Maybe in the California canyons or the central coast wine country where the roads are maintained and meander, but even then I doubt the bulkl of drivers will consciously engage this system. A vehicle with this much technology should make these choices itself. One technology that does just that is the standard electronic stability control. It can choose between on-road, off-road, and roof cargo configurations automatically. Since it is not part of the Audi Drive Select package, that is one $2,950 option that can be left unchecked.
Unfortunately, the standard variable-boost steering has problems of its own. At speeds below 20-25 mph, the steering on the Audi is light, crisp and communicative. Above that speed the system dramatically reduces steering boost and imposes a heavy artificial feel. The software coding needs more time with the development engineers to fix this problem.
In reality, the Q5’s sophisticated suspension layout doesn’t need computer assistance. Up front there is an independent aluminum five-link layout that handles longitudinal and lateral forces separately for precision in both handling and ride. In the back, cargo capacity and dynamics are both well served by the compact trapezoidal-link independent suspension that allows a low load floor without adversely affecting vehicle dynamics. Should things turn nasty, the brakes use 13.58-in. discs up front and 12.99-in. disc in the back, vented all around.
Volvo’s XC60, on the other hand, doesn’t have a lot of technology laid over the basic package. It has a MacPherson strut front suspension with asymmetrically mounted coil springs and an anti-roll bar up front (pretty standard fare), and a multi-link independent rear suspension with anti-roll bar mounted on an aluminum subframe in the rear. The steering is via a power-assisted rack and pinion unit with no techno-trickery. Because it doesn’t try to be all things to all people, the XC60 T6 corners crisply with very little steering friction, and doesn’t exhibit any wallow or excessive roll. True, the nose will push wide when provoked, but the fact that the messages coming back through the seat and steering wheel are not computer-enhanced gives great confidence in its ability. Because small SUVs like this are used mostly to deliver the kids to school or run errands or go back and forth to work, there’s little need for the adaptability Audi built into the Q5. That said, on the right road and with professional drivers, the Q5 probably would have an advantage, but in normal conditions or with non-professionals behind the wheel, the Volvo probably would be stuck to the Q5’s tail.
Body, Design, Quality
The Audi is a stunner, with full, mature shapes and detailing so precise it probably makes designers at rival car companies cry. Its trapezoidal grille is filled with 11 bold vertical bars. Xenon headlights with LED daytime running lights that follow the curvature of the light cutouts not only show the way, but make certain you will be noticed. The body shape is rounded with strong horizontal lower sills and handsome details. Interestingly, Audi matched the brushed nickel-type trim both inside and out to give the Q5 an of-a-piece look that few other automakers can match.
The Volvo is more expressive in that it is less upright, with a forward leaning rear hatch that may cut ultimate cargo capacity but also makes it look a bit sportier. This is enhanced by large taillights that run alongside the hatch, and project a ribbon of light down their center. Unfortunately, the nose is less successful, what with daytime running lamps located on either side of the grille but separate from the main lighting units.
On the other hand, a rising shoulder line travels along the front fenders, beneath the side windows and creates a ledge between roof and body that gives the XC60 a visual heft that is surprisingly lithe. Volvo’s design language has matured nicely over the years, making it hard to remember when its vehicles looked like the boxes they came in. Each iteration hones the “drawn bow” design theme that plays well on the brand’s Scandinavian roots. It isn’t as intricate as the Audi, but it is no less handsome.
Ergonomics, Interior
There is a reason Audi interiors are the benchmark for every other automaker, and the Q5 extends this trend, considerably. Look no further than the outer heater vents outlined by thin strips of brushed nickel trim and subtly integrated into the rest of the instrument panel. Gaps are miniscule, even, and consistent, giving the distinct impression that the Q5 is built by craftsmen.
As with other Audis, the large speedometer and tachometer are separated by a small display unit that not only shows trip computer functions, but with a push on one of the steering wheel-located roller switches shows the audio band and station. Nice touches like these abound. In the Q5 it’s like sitting inside a very high-end living room covered in the best materials, detailed with a precision that borders on obsessive, without being ostentatious. You will feel wealthy after a few minutes in the Q5, even if you happen to be sitting in the spacious and easy to enter/exit back seats.
Volvo’s XC60, on the other hand, is clean, crisp and very Scandinavian. Think Ikea. Your eye gravitates to the spear of brushed trim that runs from the inner door handle and along the arm rest, the metal discs that outline the speedometer and tachometer, the “floating” center stack covered in an optional wood inlay, and the large-texture covering that sweeps across the top of the instrument panel and is replicated on the door panels and two-tone seats. It’s not as overtly luxurious as the Audi, but is very stylish and as precise in its construction. Volvo has created a very successful interior design language, and the XC60 is just the latest – and best – iteration thus far. On the downside, the more than two-inch difference in wheelbase is noticeable, as is the greater difficulty in entering or exiting those rear seats. If people of any size are to travel in the second row, the front-seat occupants will have to cooperate.
Audio, Navigation
Where the two cars diverge is in their audio and navigation systems. Like the rest of the interior, Audi’s nav system is finely detailed, exceptionally crisp and, with the help of the controller on the center console, easy to use. The Volvo’s system? Not so much. The screen detail is not as crisp or as detailed, and the system can be infuriatingly difficult to use. Remember that floating center stack mentioned above? It has enough space behind it for sunglasses or knick-knacks, except that’s where the nav system’s remote lives. True, there are redundant controls on the back of the steering wheel, but it takes familiarity before you realize that you can back out of your last screen and wend your way back to the main menu. Or you can just grab the remote and do it the (relatively) easy way.
On the Q5, you can use the combination of the controller and the buttons that surround its base – the functions change depending on which system you are using and are shown in a pictogram on the instrument panel – to find your way back to where you want to be. It also accepts simple voice commands like “I’m hungry” or “I need money” or “I need gas” to find the nearest restaurant, ATM or gas station on the 3D map. (Saying, “I’m not going to be able to make this month’s payment,” had no effect.) And, as stated, you also can use the physical interface to control other functions. Volvo’s remote works on only one thing, like television remote controls before cable, and relies on a DVD for map data instead of a hard disc drive.
The same level of detail is found in the audio systems. The Bang & Olufsen sound system that is part of the – deep breath – $11,000 Prestige Package is the best these ears have ever heard. (Ordered separately, the sound system is $850.) Find music with a combination of strings, horns, bass and voice and you will discover that the Audi Q5’s audio system reproduces the sounds as good as or better than most high-end home sound systems. Fourteen speakers driven by a 505-Watt amplifier will do that for you.
The XC60’s Dynaudio audio unit has a 4×40-Watt amplifier and eight speakers, active sound control for automatic sound level adjustment while on the move, and – like the Audi – an AM/FM radio with CD player and a subscription to Sirius (three months for the more expensive Audi and six months for the Volvo). It sounds fine, but not as crisp and lifelike as the Audi’s optional audio unit.
Safety
Beyond the electronic stability control mentioned earlier that adjusts for whether the vehicle is on-road, off-road or carrying cargo on its roof, the Q5 comes up a bit short when compared to the XC60. That’s because the Volvo’s $2,695 Climate & Child Seats & Technology Package (a dumb but descriptive name) includes rain-sensing windshield wipers, adaptive cruise control, lane departure warning, collision warning with automatic braking, and distance alert with driver alert control. At speeds between approximately 2 mph and 10 mph, the XC60 will come to a complete stop if the driver hasn’t activated the brakes and a collision with another vehicle ahead is imminent. Between 10 mph and 19 mph, the system will brake the vehicle sharply but not prevent contact. So those distracted by their cell phone conversations or window shopping are saved from their car sustaining even greater damage. At higher speeds, the Collision Warning with Autobrake feature sets off both an audible and visual warning, and slams on the brakes if the driver hasn’t reacted to lessen the impact with the vehicle or object in your path. In addition, the XC60’s blind spot and lane departure warning systems give audible responses when someone is next to you or you wander into the next lane without signaling. Audi’s unit uses LEDs fitted to the sides of the outside mirrors to provide the warning. Unfortunately, there is no other alarm, and the dark plastic covers over the LEDs make them difficult to see under some conditions.
In many ways, the Audi Q5 is the superior vehicle. It exudes precision and craftsmanship, has one of the best sound systems ever placed in a vehicle, has more rear cabin room, and gets better fuel economy than the Volvo XC60. Even its all-wheel-drive system is biased for greater performance. However, the XC60 T6 has more low-end torque for quick bursts of acceleration, a more natural steering weight and feel, superior safety technology, and somewhat sportier styling. In the case of our two test vehicles, the Volvo also is less expensive, though more judicious use of the options list would bring the two vehicles closer in price and possibly tip the balance back in the Audi’s favor.
You must log in to post a comment.