BMW X4 VS Audi Q5
- Fabulous engine
- M-spec interior/seats
- 4WD Sport setting
- Confusing combination of style and substance
- Not pretty
- Much needed tech improvements
- Good value
- Sturdy family tourer
- Misses out on newer Audi design elements
- Not the sportiest-feeling SUV
- Still a three-year warranty
Launching new cars must be an endlessly repetitive job, and trying to keep over-fed, overly feted and ostentatious motoring journalists entertained would strain the will to live of any human being, or even a house elf. So it’s easy to see why the people at BMW tried something different when it came time to launch its new X4 M Competition.
They were also dealing with a very strange car; not just an M version, but a Competition variant of a mid-size SUV (or SAV, as they prefer) with a kind of quirky coupe roofline that makes it look like it would prefer not be an SUV (or SAV) at all.
While the idea that someone might use this car for any kind of motorsport “Competition” seems as likely as Clive Palmer running for the bus, what it means is that this X4 gets an absolute rocket of an engine and all kinds of go-faster bits.
So, BMW decided to create a place called M Town - “a place where too much is just right”, as they put it - where we could experience this car in what you would have to call its unnatural environment.
M Town, in this case, was a giant clay pan hidden in the middle of the South Australian outback, with a rally circuit laid out on it, where we would be invited to drive the X4 M Competition as no one intended.
Cue much hilarity, and a highly unconventional non-road test.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The mid-size SUV is now a brand's most crucial model.
Now the defining volume seller of our age, the ever-popular category transcends brand and market position – and Audi is no exception.
To that end, the German brand reminds us that Q5 is its most successful SUV, having sold almost 40,000 units in Australia so far. No pressure on this new one then, which brings some much-needed updates to the current-generation SUV which launched back in 2017.
Has Audi done enough to keep the Q5 sticking it to its (also very good) arch-rivals from Germany and the world for years to come? We sampled the updated car at its Australian launch to find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Clearly it is hard to give a verdict on what car generally bought to be driven on public roads 99.9 per cent of the time is like to drive when you've only smashed it around a clay pan like a (very) amateur rally drive.
What we can tell you is that the X4 M Competition is a far more serious, exciting version of the (small) family friendly/cool and trendy young couple mid-size SUV, the basic X4. It also has a very exciting engine, and lots of polished gloss black bits on it and, for some reason, seems slightly more fun than the X3 it is closely twinned with.
It is not a car that will attract, or makes sense to, everyone, and its high price will scare a lot of sensible people away. But clearly BMW believes there is a niche market of people who will want one, and will pay top dollar for one. There's no doubt Aussie buyers do love an M badge, and they may well warm to this one.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Audi has worked largely behind the scenes to tweak and change just little details for its facelifted Q5. Ultimately though, these all add up for a significantly more appealing mid-size luxury SUV, even against tough segment competition.
The brand has managed to add some vital tech enhancements, improve value, and breathe life back into its key family tourer which previously looked a little in danger of being left behind.
Our pick of the range is the Sport for having the most impressive equipment at a very reasonable price.
It only seems reasonable to give the X4 M one more point out of 10 for deign than its X3 non-identical twin sister, because at least the designers have had a bit of a go at the rear.
The idea of a coupe SUV has always seemed like something a hunchback came up with so that people wouldn’t only stare at him, but it obviously appeals to some people.
And yes, parked next to an X3, this version looks better, with sleeker tail lights and a more stylish rear altogether. The more pronounced swoop of the roofline is also an improvement.
But my argument remains that BMW calls this X4 M Competition “bold and functional”, which tells you all you need to know. When a marketing department can’t come up with a better term than “functional” when talking about design, for a BMW, it’s just not hat exciting to look at.
In fact, it looks like a shopping trolley with bigger wheels and go-faster stripes.
The non-M X4 is not exciting to look at it, either, it’s even more… functional, and this version is delineated as being M special by covering as many things as possible with “black high-gloss bits”, so black mirrors, black side gills, black chrome tail pipes, you get the picture.
BMW might have also used the word “tough” to describe this X4, and they did keep talking about how people might track it, which seems as likely as me entering a rocking horse in the Melbourne Cup, but I think they’re having a lend of themselves.
The interior feels like a proper M car, though, with the big red, programmable M buttons on the chunky steering wheel particularly eye catching, and a very cool looking gear stick. The M Sport seats also both look and feel fantastic, and the Merino Leather is lovely.
Perhaps the most interesting thing about the updated Q5's design is how closely you have to look to see what's changed. I know Audi's design language tends to move at a glacial pace, but it is unfortunate timing for the Q5 that it misses out on some of the more fun and radical design choices made with more recently launched Audi SUVs, such as the Q3 and Q8.
Regardless, the brand has revised the grille across all grades, tweaked some little features in the face to make it a bit more angular, added some contrast in the alloy wheel designs, and removed the chintzier plastic cladding from the base model.
They're all subtle changes, but welcome ones that help the Q5 sync up with the rest of the brand's line-up once more. The Q5 is a conservative choice, perhaps for those looking to fly under the radar compared to the shouty chrome of the GLC or exaggerated features of the BMW X3.
Round the back this latest Q5 update gets even more subtle, with the most notable feature being a highlight bar across the bootlid. The rear light clusters are now LED across the range, and have been slightly re-worked, and the lower splitter has a more modern design.
Put simply, if you liked the Q5 before, you'll like it even more now. I hardly think its new look is revolutionary enough to capture a new audience in quite the same way as its smaller Q3 sibling or even the new A1 hatch.
The changes to the Q5's interior design are small but significant, and really help to modernise the space. The standard 10.1-inch multimedia screen pairs nicely with the virtual dash cluster now standard across the range, and the dreadful software from the previous car has been replaced by the slick operating system from more recent Audis.
As things are now easier to use via the touchscreen, the Q5's once-busy centre console has been tidied up. The odd touchpad and dial set-up have been removed and replaced by a pared-back design with useful little storage cutaways.
It certainly looks as high-tech as Audi's "progress through technology" tagline would suggest. Other improvements include improved 'leather accented trim' on the seats, and a revised console box with a slide-away wireless phone-charging bay, a nice touch.
The two cars we tested showed off the choices of interior highlight trim: our diesel car had an open-pore wood look, and the petrol car had a textured aluminium finish. Both felt and looked great.
The Q5's overall interior design is showing its age a bit, with the rest of the quite upright dash remaining the same as it was when this generation launched in 2017. Apart from those nice highlight trims, it's a bit of a single-colour treatment. At least it has all of the comfort touches you might expect from a car in this segment. It's not even to say that Audi has done a poor job of this update, quite the opposite, it's more a credit to the strong design language found on the interiors of its new-generation vehicles that the Q5 misses out on this time around.
In practicality terms, the X4 loses the gains it made on looks against the X3, because you’re obviously getting less headroom in the rear, and slightly less boot space as well.
For a vehicle of its mid-size, the X4 isn’t too badly sorted for interior space, however. The rear seats, in particular, are impressive, in terms of knee room at least, although headroom is not fabulous.
I’m 176cm tall, and I could comfortably sit behind my own seating position without my knees even touching the seat in front, and headroom is also excellent, front and rear.
Those sporty front seats do make things feel slightly squeezed in the front, and the width of the headrests effects forward visibility for those in the rear, but they’re so great to sit in that you’d put up with that.
The rear seat splits 40:20:40, giving you access to the boot, which is 525 litres in the X4 M with the seats up, because you’ve chosen the more practical option (the X3 gets 25 litres more).
Drop the rear seats and you’ve got a useful 1430 litres of loadspace when you’re driving two-up, although you’d have 1600 litres if you’d chosen the cheaper X3 M.
There’s plenty of space for your phone, on its wireless charging pad, and you also get two cupholders for the front chairs, with another two in the rear armrest.
While the Q5 remains dimensionally identical to its predecessor, practicality has improved for this update, especially with the extra space afforded for front passengers. Small but useful storage cutaways for wallets, phones and keys now appear down the centre console, and the storage box with variable-height lid is nice and deep. The wireless phone-charger is a very nice addition, and it can either cover up the front two cupholders for a flush look, or slide away under the console lid if you need to make use of them.
The bottle holders are large, too, and there are even bigger ones with decent trenches in the door pockets.
The tri-zone climate unit is no-nonsense and practical but minimalist dials still appear near the shift-lever for volume and fine-tuning control.
The seats are quite adjustable, as is the steering column, but this is a true SUV at heart, so don't expect to find the sportiest seating position, as these have a high base and the tall dash precludes most from sitting lower to the floor.
In the back seat I had enough room for my 182cm height, but I was honestly expecting a little more from such a large SUV. There's room for my knees and head, but I'll also note the seat trim felt like it could do with more padding in the base. I wasn't as comfortable here as I was in a relatively recent test of the Mercedes-Benz GLC 300e, which has softer, more luxurious 'Artico' leather-appointed trim, too. Worth considering.
Rear passengers benefit from a light and airy space thanks to the panoramic sunroof in the Sport grade which we were able to test, and the Q5 continues to offer a very welcome third climate zone with adjustable vents and controls for rear passengers. There are also two USB-A ports and a 12v outlet, for a versatile set of charging options.
Storage-wise, rear passengers get large bottle holders in the doors and flimsy nets on the backs of the front seats, and there's also a drop-down armrest with two smaller bottle-holders.
Another consideration here is the optionally available 'Comfort package' which puts the second row on rails and allows passengers to further adjust the angle of the seat back. This option ($1300 for 40 TDI or $1690 for 45 TFSI) also includes an electric steering column.
Boot space for the Q5 range comes in at 520 litres which is on-par for this luxury mid-size segment, if a little smaller than its key rivals. For reference it easily consumed our CarsGuide demo travel cases with plenty of space to spare. The Q5 also has a collection of elastic nets to go with its multitude of tie-down points.
The addition of a motorised tailgate as standard is a very welcome addition, and the two Q5 Sports we tested had space-saver spares with an inflator kit under the boot floor.
Price and features
It’s a tricky thing to evaluate such a weird beard of a car as this in terms of value, because normally when you’re being asked to spend $164,900 for a BMW you’re getting something that’s all sports car, wrapped in sexiness.
To be fair, the X4 M has a more coupe-shaped roofline than the X3 version it shares its M Competition badging with, but this is a case of being less unattractive rather than better looking.
And, on the downside, you’re paying $7000 more than you would for the ever-so-slightly more practical X3 version, which would be hard to justify even if the X3 M wasn’t already very expensive.
What you are getting for the money is an engine that will blow you away, so that’s worth a bit.
The car only comes with the Standard Competition Package in Australia (it’s the top option elsewhere), due to the popularity of that kind of thing in our market, apparently.
That gets you the amazing engine plus a standard M Sport Exhaust, connected to four, black-tipped tailpipes, an eight-speed sports automatic, xDrive with 4WD and 4WD Sport modes, and an Active M Differential.
You’ll also score “Professional” satellite navigation, Comfort Access, a Panorama sunroof, M Head Up Display, Driving Assistant Plus with semi-autonomous functionality including Active Cruise Control and Parking Assistant Plus, plus Hill Descent Control.
And don’t forget 21-inch light alloy wheels, Adaptive LED headlights, ambient interior lighting with six colour options, and alarm system, very sexy M Sport seats (the M logo on the headrests even glows at night when you open the door) with Extended Leather Merino trim, a 16-speaker harman/kardon stereo system, tyre-pressure monitoring, lane-keeping assistant, wireless charging, individual roof rails, rear roller sunblinds and BMW Connected Drive.
Are there any options you could even want on top of all that? Have you ever seen a BMW offered without them?
Strangely and uniquely, BMW asks you to pay for Apple CarPlay, which everyone will, at $623, and you can have your seats ($700), or steering wheel ($500) heated for winter mornings. Active seat ventilation is $1600 more, and metallic paint will sock you $2000, or $2350 for Individual Metallic (you can have Alpine White, non-metallic, for free).
Would you believe me if I told you the new Q5 was a value buy despite a price-hike for this year?
Yes, it's a luxury SUV, but with a boost in equipment and price-tags across the range that range from slightly to significantly below its key rivals, the Q5 impresses from the get-go.
The entry-level variant is now simply called the Q5 (it used to be called the 'Design'). It's available with a choice of either a 2.0-litre diesel (40 TDI) or a 2.0-litre petrol (45 TFSI) engine, and equipment levels have been most significantly boosted here.
Now standard are 19-inch alloy wheels (up from 18s), full paint finish (the brand has elected to dump the plastic-guard look from the previous iteration), LED headlights and taillights (no more xenons!), a new 10.1-inch multimedia touchscreen with overhauled software (can't be thankful enough for this one), Audi's signature 'Virtual Cockpit' instrument cluster with further customisable features, wireless Apple CarPlay and wired Android auto connectivity, a wireless charging bay, auto dimming rear vision mirror, upgraded 'leather appointed' seat trim, and a powered tailgate.
Very nice and almost everything you need, really. The cost? $68,900 before on-roads (MSRP) for the diesel or $69,600 for the petrol. No context for that? All you need to know is it undercuts its two arch-rivals, the entry-level versions of the BMW X3 and Mercedes-Benz GLC.
Next up is the Sport. Again, available with a choice of the same 2.0-litre turbo engines, the Sport adds some primo items like 20-inch alloys, a panoramic sunroof, auto dimming wing mirrors, adaptive cruise control (can be had as an option on the base car), blacked-out headlining trim, sport seats, some more advanced safety items, and access to some further option packs.
Again, the Sport undercuts its equivalent badges in the X3 and GLC ranges, wearing MSRPs of $74,900 for the 40 TDI, and $76,600 for the 45 TFSI petrol.
Capping off the range will be the S-Line, which will exclusively be available with a 50 TDI 3.0-litre turbo-diesel V6. Again, the S-Line will up the visual ante with the brand's new performance-oriented blacked-out features, Sportier bodykit and honeycomb grille.
It comes standard with 20-inch alloys in a different design, an interior LED lighting package, electrically adjustable steering column, and a head-up display, but otherwise shares its primary equipment with the Sport. The 50 TDI S-Line wears an MSRP of $89,600. Again, this is not at the expensive end of the spectrum for a more performance-oriented mid-sizer from a luxury brand.
Engine & trans
No matter what you think of the X4 M Competition - its looks, its very existence - there’s no denying that its engine is something to be very excited about.
The 3.0-litre in-line six with M TwinPower Turbo technology is 90 per cent new, according to BMW, and will soon see action in the new BMW M3 and M4, and it is a rip snorter. The folks at M have thrown everything at it, using 3D printing to make the cylinder head, a forged crankshaft, and two new mono-scroll turbochargers, which are obviously different from the twin-scroll versions in the M5, and lift direct fuel-injection pressure from 200 bar to 350 bar. Apparently they’re even better. It also gets an electrically controlled wastegate for maximum efficiency.
The goal was an impressive 500 horsepower, or 375kW in our lingo, and they’ve achieved it. They’ve also made magic by combining both traditional BMW free-revvingness and savage turbo torque. With all of its maximum 600Nm available from 2600rpm to 5950rpm, it has the highest torque bandwidth of any BMW engine.
The screaming six can rev all the way to 7200rpm, at which point it sounds truly Wagnerian in its magnificence, and that 375kW peak point arrives at a dizzying 6250rpm.
This really is an engine that wants you to belt the hell out of it, and when you choose its most aggressive modes, and turn the adjustable M exhaust to its noisiest setting, it’s a joyful experience.
It’s also a weird one, because there’s just something so out of place about an engine like this in a car like this - it’s like finding out that your mum has secretly been cage fighting - but still, in pure engine terms, it’s a cracker.
The ZF eight-speed torque-converter automatic transmission is also silky smooth and seamless, as you’d expect.
Audi has tweaked the Q5 engine line-up for this facelift, introducing some more high-tech touches.
The base car, and the mid-grade sport have a choice of two engines, the 40 TDI 2.0-litre four-cylinder turbo diesel, and the 45 TFSI 2.0-litre four-cylinder turbo petrol.
Both have healthy outputs slightly different from their pre-facelift equivalents of 150kW/400Nm for the 40 TDI (slightly down), and 183kW/370Nm for the 45 TFSI (slightly up).
These are also augmented with a new mild hybrid (MHEV) system which consists of a separate 12-volt lithium-ion battery which helps to boost the starter motor. It is "mild" in the truest sense of the word but allows these engines to have smoother start/stop systems and increase the amount of time the car can coast with the engine off when decelerating. The brand claims this system can save up to 0.3L/100km on the combined fuel cycle.
Those looking for a little more in every department will soon also be able to opt for the 50 TDI S-Line, which trades the four-cylinder engine for a 3.0-litre diesel V6 producing 210kW/620Nm. It also ups the MHEV system to 48-volt. I'm sure we'll be able to share more on this variant when it launches later in the year.
All Q5s wear Audi's signature Quattro all-wheel drive branding, and in this case it has a newer version (launched with this car in 2017) called "Ultra Quattro" in which all four wheels are driven by default via twin clutch-packs on each axle. This is in contrast to some "on-demand" systems which only activate the front axle when a loss of traction is detected. Audi says the Q5 will revert to front-drive mode only in the most ideal of circumstances, like when minimal acceleration is applied, or when the car is coasting at higher speeds. This system is also said to "reduce frictional losses" for a further approximate 0.3L/100km reduction in fuel consumption.
There’s no official Australian figure as yet, and we certainly didn’t do any testing that would be helpful, so all we can tell you is that the claimed figure is 10.6 litres per 100km. Which would be good, if you could actually achieve it. Good luck with all this temptation on board.
The Q5 is big and heavy, but these new more efficient engines have helped to trim fuel use across the board.
The 40 TDI diesel engine option has an impressively low official claimed/combined fuel figure of just 5.4L/100km, while the 45 TFSI has a less impressive (but still good, all things considered) official/combined figure of 8.0L/100km.
We won't give an as-tested figure for our launch drive loops as they wouldn't be a fair representation of a week of combined driving, so we'll save a full judgement for later variant reviews.
You'll need to fill the 45 TFSI with mid-grade 95RON unleaded petrol. The petrol engine gets a large 73-litre fuel tank, while either of the diesel engines have 70-litre tank.
In theory, the X4 M Competition shouldn’t be very different to drive at all from the X3 M Competition with which it shares an engine, and just about everything else. At the same time, it would be nice if was more fun to drive, because that would help to justify the fact that it costs $7000 more than the (slightly more practical) X3 version.
The differences are mainly about looks, of course, but those aesthetic changes also make the X4 ever so lightly longer, wider and lower than the X3.
That really shouldn’t make a difference you can feel, yet somehow, every time I switched into the X4 and began another wild, hooting, dusty circuit of the rally course set out for us be foolish on at M Town, I found myself having slightly more fun than I’d been in the X3.
An actual rally driver who was in attendance, mainly to laugh at our ineptitude and because their diet consists largely of dust particles, told me he’d also found the X4 ever so slightly more chuckable, and stable, also.
So perhaps there are two reasons for choosing to spend $7K more on an X4 - the rear end, and the fun, but then again, this is probably only a factor if you attend to take your new BMW on some kind of mad motorsport adventure.
Certainly, in the unreal environment in which we tested these cars, they were hugely fun - overly powerful, playful, sporty in terms of steering feel and cabin ambience - but we will have to wait and see what they’re like in the real world.
Reports from overseas have hinted at overly firm ride quality, even in Comfort mode, and other foibles for the new X3 M Competition - like the fact that it doesn't actually feel all that fast, thanks to the 1970kg it's carrying.
What we do know is that the engine is a crackerjack, the (adjustable) steering gives fabulous feedback, and, if you happen to be on a clay pan, it’s just the vehicle you need to plaster a huge smile across your face.
I recommend the video footage highly.
One touch of genius that was beautifully highlighted, though, was the combination of the properly sports-car spec M Differential with an M version of xDrive, which allows you to choose between two 4WD modes, normal and 4WD Sport, which “pretty much does become rear-wheel drive”, as BMW admitted to us.
This is such an M move it’s hilarious. Force us to make an all-wheel-drive car will you? Ha, we’ll put a button on it that turns it back into a proper BMW M car.
On a clay pan, where you can drive almost entirely sideways, sawing at the wheel and using that gorgeous engine to carve beautiful arcs in the Earth via the throttle,4WD Sport is a work of genius.
In the real world, in this car, it’s… still a bit weird.
The chassis feels super stiff as well, and the big strut braces under the bonnet show you how seriously they’ve taken that.
There’s no denying the how, or the know-how on display here, it’s just the why that’s hard to get your head around.
Have you driven a Q5 before? For those who have, there will be no big changes here. For everyone else, it's a big heavy SUV with a 2.0-litre engine. The Q5 has always been inoffensive, but perhaps not a riveting experience behind the wheel when it comes to its lesser-powered variants.
We weren't able to test the go-fast 50 TDI S-Line as part of this launch review, but I can report that both updated 2.0-litre turbo options have both been nicely refined to make this big SUV a comfortable and competent family tourer.
Despite Audi going to lengths to point out aggressive 0-100km/h sprint times for both variants, I just couldn't connect with them in that sporty way. I'm sure they're fast in a straight line, but when you need to ask for torque at freeway speed or are really trying to make the most of a curvy road, it's tough to get over this SUV's bulk.
Both engines are quiet though, and even the non-active suspension tune does a remarkable job of being both comfortable and controlled.
The diesel engine is prone to bouts of lag, and although attempts have been made to reduce the impact of the stop-start system, it can leave you without precious torque at times when starting at the lights or at roundabouts and T-junctions. The petrol alternative is much better in this regard, proving slick and responsive on our test loop.
Once up-and-running the dual-clutch was hard to catch out, with ultra-fast shifts and ratios chosen at appropriate times.
The steering suits this car's character really well. It's quite computer-assisted, but in its default mode is pleasantly light, while sport mode tightens up the ratio to bring enough bite and responsiveness to keep the driver engaged enough.
Sport mode does deserve special mention here, as it's an unsually good one. The tightened-up steering is joined by more aggressive accelerator response, and with the excellent adaptive suspension package, a lower firmer ride.
Speaking of the adaptive suspension, we had the opportunity to test it in the 40 TDI, and while it's an expensive option ($3385, ouch!) it removed the sharper moments from the standard ride, added a dollop of dynamism, and quietened down the cabin even more.
Even the stock suspension plays nicely with this car's all-wheel drive system, which no doubt helps with that sturdy road feel and confident traction.
The sum of these parts makes the updated Q5 perhaps what it should be – a comfortable premium family tourer with a hint of something more thrown in. It sits nicely between its key rivals, with the Mercedes-Benz GLC more to the luxury side, and the BMW X3 offering a bit more of a sporty angle.
The X4 M Competition has not been crash tested yet but the standard X4 previously received a five-star ANCAP rating. It comes with six airbags - driver, front passenger, head airbags for both rows, side airbags with seat occupancy detection for driver and passenger and side-impact protection for the front seats.
You also get DSC, ABS and DTC and driver-assistance systems including Driving Assistant Plus, Parking Assistant Plus, tyre-pressure monitoring and a speed limiter.
Just like the bump in cabin tech, Audi has now made the majority of safety items standard across the Q5 range.
On the active safety front, even the base Q5 gets auto emergency braking which works up to 85km/h and detects cyclists and pedestrians, lane keep assist with lane departure warning, blind spot monitoring, rear cross traffic alert, driver attention alert, auto high-beams, and an exit warning system.
Adaptive cruise control, a 360-degree camera suite, a more advanced collision avoidance system, and an auto-parking suite are all part of the 'Assistance package' on the base Q5 ($1769 on 40TDI, $2300 on 45 TFSI), but become standard on the mid-grade Sport.
As for the more expected safety items, the Q5 gets the standard suite of electronic assistance items for traction and braking, with eight airbags (dual front, quad side, and dual curtain), and an active bonnet for pedestrian collisions.
The facelifted Q5 will carry over its excellent-at-the-time maximum five-star ANCAP safety rating from 2017.
As is typical for BMW, the maintenance requirements for the X3 M Competition are controlled by a Condition Based Servicing system, which constantly monitors the car, and the way it’s being driven, to determine when annual inspections or oil changes are required.
BMW is offering two service-inclusive packages, a five-year/80,000km Basic level for $3685, or the Plus, for $8173, which you should choose “if you drive spiritedly and you go through brakes a fair bit”, because it includes brake pads and discs over five years.
BMW seriously seems to think people are going to track this thing. Go figure.
Audi persists with a three-year/unlimited kilometre warranty, which is well behind the pace given its primary rival Mercedes-Benz is now offering five years, emerging rival Genesis also offers five years, and Japanese alternative Lexus offers four years. Still, many of its other rivals, including BMW and Range Rover, persist with three-year promises, so the brand is hardly alone here.
Audi does score some major points for having more affordable pre-paid service packages. At the time of writing, a five-year service pack for the 40 TDI comes in at $3160 or $632 a year, and a pack for the 45 TFSI comes in at $2720 or $544 a year. Super affordable for a premium brand.