Volvo XC60 VS Audi Q5
- Great looks
- Strong diesel
- Advanced safety technology
- Smallish boot
- Diesel doesn't suit sporty driving
- No full-sized spare
- Good looks
- Great performance from the SQ5
- Advanced safety equipment
- Price hikes over previous models
- Four cylinder petrol could be more powerful
- Xenon headlights in Design grade
A Volvo XC60 R-Design D5, eh? Not only are you looking at a Volvo, but you’re looking at a diesel one, too.
So, you’re thinking out of the Benz and BMW box, but with a practical element as well, because as anybody who has ever towed a caravan or anything else knows, nothing quite beats diesel pulling power and the fuel saving advantages that go with it.
|Engine Type||2.0L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
About two months ago we met up with the new Audi Q5, but only for a brief drive around our nation’s capital. Audi told us we’d get to know the mid-sized SUV better at the official Australian launch in July. When they said better, we didn’t realise they meant Melbourne-to-Adelaide-on-a-900km-road-trip better.
That’s exactly what happened. But did we learn anything new apart from the fact The Big Lobster has been refurbished, that wild emus are the stuff of nightmares, that it’s still dark at 7:00am at this time of year in Victoria, or that Adelaide’s residential property market offers outstanding value?
|Fuel Type||Premium Unleaded Petrol|
The Volvo XC60 R-Design D5 is an alternative take on the prestige mid-sized SUV. There’s the cabin that feels more like modern art, the pioneering safety technology, and it’s easy and enjoyable to drive. The diesel engine can be noisy, and you’ll be busy shifting gears to keep the grunt under your right foot, but in return you’re getting great pulling power.
Would you chose the XC60 R-Design D5 over a Mercedes-Benz or BMW rival? Tell us what you think in the comments.
The new-generation Audi Q5 is difficult to fault as a premium SUV. All grades feel well-crafted, plush and high-tech. They’re comfortable to sit in (for hours) and deliver impressive performance. If you take money out of the equation, the SQ5 is the pick, but the sensible sweet spot in the range is the 2.0 TDI Sport with its great torque and standard features.
Is the new generation Q5 enough to talk you out of a Benz GLC or BMW X3? Tell us what you think in the comments below.
Check out Peter Anderson's video of the Q5 off-road driving experience in Germany here.
The XC60 is a beautiful beast – long bonnet, the raked windscreen and set back cabin make for a sleek profile. I’m a fan of those carved-out door panels and the wing style rocker panels, and those famous Volvo hallmarks are strong with this model – that stately grille with is giant badge and the vertical tail-lights.
The R-Design D5 looks almost identical to its petrol twin the R-Design T6 and top-of-the-range R-Design T8 hybrid with its 21-inch matte black and polished alloy wheels and the matte silver mirror caps.
The R-Design D5’s interior is modern and minimalist. The R-Design Sports seats look like those super expensive office chairs that are good for your posture, although I don’t find them overly comfortable (the office chairs and the D5’s seats).
The 9.3-inch vertical touchscreen isn’t quiet as impressive as the giant display in the XC90, but it’s still a unique looking set-up. With that screen taking care of air-con, vehicle settings and the media system the cabin has been de-cluttered, with minimal buttons on display. An aluminium mesh trim snakes its way along that cleanly designed dash, around that display, and the oversized air vents.
The XC60 is a mid-sized SUV with dimensions similar to its Audi Q5, Mercedes-Benz GLC and BMW X3 rivals. The XC60 is 4688mm long, 2117mm wide and 1685mm tall.
You can’t see it but this second-generation Q5 sits on a new platform – the same one underpinning the A4, the A5, and the big daddy of Audi’s SUV range, the Q7. As well as changing the Q5's on-road behaviour the new platform is partly responsible for the SUV’s new exterior dimensions.
The Q5 is a mid-sized SUV with a 2819mm wheelbase (+12mm). While end-to-end length has grown to 4663mm (+34mm), and height to 1659mm (+4mm), width is unchanged at 1893mm.
BMW’s X3 is 21mm longer, 16mm taller and 12mm narrower.
You can pick the new Q5 from the previous one courtesy of a distinctive shoulder line, running the length of the body, and twisting over the wheel arches; making it more athletic, and to these eyes, more attractive than the last edition.
No macho wheel arch extensions, side steps or bull bar here. This is a citified SUV, rather than an outback 4x4 blazer.
The grille has been restyled to create more depth around its frame, and according to Audi, if you look (and imagine) hard enough you should be able to see the a letter Q in the redesigned headlights.
All grades have the roof-top rear spoiler which is almost madatory on SUVs these days. The rear diffuser houses what appear to be chrome exhaust tips, but they're just cosmetic – the actual exuast pipe hides under the car. Trust me, I got under there and checked.
Now with bigger interior dimensions, too, the Q5’s cabin is completely new, from the display that sits high on a low dashboard, to the centre console redesigned around a new shifter and touch-pad for the media system, steering wheel and instrument cluster.
Take a look at the interior photos, the Q5's cabin is not as blingy as the Benz, but more luxurious than the Beemer. The Q5’s interior is plush without being over-the-top, but with a high quality well-crafted feel from the soft-touch plastic door sills to the wood and aluminium trim on the centre console.
The XC60’s cabin is spacious but not overly so, with plenty of head, leg and shoulder room, while in the back, even at 191cm, I can sit behind my driving position with about 30mm to spare. Headroom back there is excellent.
Storage inside is good, with two cupholders and large door pockets in the front, and two cupholders and smaller door pockets in the back. The centre console storage area under the centre armrest is also a decent size.
A boot capacity of 505 litres (with rear seats up) isn’t huge. Rivals such as the Audi Q5, BMW X3 and Mercedes-Benz GLC have 550 litres of cargo space.
You’re not buying an SUV to lord it over people in the traffic, right? If you are, it shouldn’t be the only reason, because the Q5 is as practical as a pair of cargo pants, and nowhere near as embarrassing to be seen in.
The Q5’s boot is 10 litres bigger than the previous model's boot dimensions at 550 litres, matching the luggage capacity of the Benz GLC and BMW X3.
If you’ve optioned the sliding second row, the boot space can be increased to 610 litres up to the cargo cover and if you’ve ticked the option box marked air suspension, like an elephant kneeling down, the Q5 will lower itself to make loading easier.
The Q5 is a five seater (there's no third row), if you’re looking for seven seats then head on over to our Q7 review here.
Cabin space has been increased, and without resorting to a predictable Dr Who reference: when you’re in the driver’s seat the cockpit does feel larger than you’d expect from the outside. I can also sit behind my driving position with about 40mm to spare. Good considering I’m 191cm tall. Headroom is also excellent back there.
The middle rear position is the Q5’s short-straw seat, as it means sliding over to straddle the driveshaft hump and perching on a harder surface.
In the back row you’ll find two cupholders in the fold-down centre armrest and two more up front, while all doors have bottle holders.
Storage space elsewhere isn't great: the centre console bin isn’t the biggest or deepest and there were times where I wished for a large, open storage dish under the dash to throw my wallet, keys and phone into rather than stuffing them in the cup holders and door pockets.
Price and features
The XC60 R-Design D5 lists for $73,990, which positions it high up in the range for this model. While the D4 and T5 engine variants are available in a couple of trims, the D5 only comes with the R-Design treatment, which includes the R-Design steering wheel, sports seats, pedals and carpet.
The standard features list is extensive. There’s the 9.0-inch vertical touchscreen and a 12.3-inch driver display, sat nav, 360 parking camera, auto parking system, head-up display, 10-speaker stereo system with digital radio, leather upholstery, four-zone climate control, power adjustable driver and passenger seat, proximity key, paddle shifters, roof rails, LED headlights, power tailgate and 21-inch alloy wheels.
All XC60s come with an armoury of advanced safety equipment – you can read about it in the safety section below.
At this price the D5-Design is good value, and you’re getting more features for your money than the T8, which I reviewed as well.
How does the XC60 compare to other SUVs? Well the Mercedes-Benz GLC 250d is a good match for size, features and price at $73,200. There’s also BMW's X3 xDrive 20d M-Sport for $73,450, and Audi’s Q5 2.0 TDI Quattro Sport for $70,700.
How much is an Audi Q5? Well, it depends on which one you mean, there are several trim levels. The range kicks off with the Design grade, which is diesel-only and the most affordable in the line-up at $65,900. That's a $2000 increase over the out-going Q5 entry price. Above this is the Sport grade which you can have with a diesel engine for $70,700, or petrol for $73,211 (RRP). At the top of the range is the SQ5 which (for now) only comes with a petrol engine for $99,611 - about $7000 more than the previous version.
At the launch Audi announced the S Line Black special edition would be available with just 70 going on sale in Australia. The diesel version of the S Line black pack is $82,900, while the petrol is $86,611.
Here’s a value curve ball for you. So, the entry-grade Porsche Macan SUV has the same drivetrain as the petrol Q5, with the same output, and lists for $80,410. I’m just going to leave that there, okay?
For a bit of a model comparison Mercedes-Benz’s GLC is within the same price range starting at $65,990 for the entry grade diesel and tops out at $89,900. A Mercedes-AMG GLC 43 is a rival to the SQ5 and costs about the same, at $101,400.
The Design grade’s standard features include a 7.0-inch screen (it's a multi-function display, but not a touch screen) with sat nav and a reversing camera, DAB+ digital radio, CD player, Bluetooth connectivity, front and rear parking sensors, keyless entry (also called a smart key), push button start (some call it keyless go or start, stop), three-zone climate control air conditioning, xenon headlights, LED daytime running lights, power tailgate, leather seats, power front seats, aluminium roof racks, ambient interior lighting, rain sensing wipers and 18-inch alloy wheels. There’s also some impressive advanced safety equipment, from AEB to blind spot warning (read more about the safety features below).
Stepping up to the Sport grade brings all of the Design’s standard features and adds 20-inch alloys, adaptive LED headlights (not the adaptive headlights), sports seats up front, a larger 8.3-inch screen (for multimedia including a DVD player) plus the amazing 12.3-inch ‘virtual cockpit’ instrument cluster, a DVD player, 10-speaker sound system inclusing a subwoofer and a panoramic sunroof. There’s also more safety equipment such as adaptive cruise control.
The SQ5 is a high-performance member of the Q5 family (an even more hardcore RSQ5 is also tipped to come) and picks up the Sport's standard features, and adds 21-inch alloy wheels with red brake calipers, adaptive dampers, tinted windows (rear), more premium leather upholstery, heated front seats and a sliding rear row. There’s also not-necessary-but-nice things such as the colourful ambient lighting, aww… pretty. There’s more safety equipment, too, such as auto parking.
The optional 'Comfort' package ($2200 on the Design and $1900 on the Sport) brings things such as a sliding rear seat and electric steering column adjustment.
The $3300 'S Line' package is only available on the Sport and adds a tough body kit and 20-inch alloy rims.
Then there’s the 'Technik' package (only available on the Sport and SQ5). This technology pack adds some cool gadgets such as a head-up display, Bang & Olufsen 19-speaker stereo and matrix LED headlights.
There's also a 'Parking Assistance Package', using four wide-angle cameras to cover the entire area immediately around the vehicle, also incorporating 'Park assist' self parking to help steer you into parallel or perpendicular parking spaces.
'Adaptive damper control', and 'Adaptive air suspension' are optionally available on the quattro S tronic sport models.
There's no 'Premium Package' but then again the Q5 is already a prestige vehicle.
There are ten paint colours to choose from with Brilliant Black and Ibis White being no cost options, but you'll have to pay for such metallic hues as 'Azores Green', 'Manhattan Grey', 'Floret Silver', 'Matador Red', 'Java Brown', and 'Navarra Blue'.
Apple CarPlay for your iPhone and Android Auto for Samsungs and the rest aren't offered on the Q5, which is a shame because these apps are excellent for maps and messaging.
Out of phone reception and GPS range we noticed the navigation system was patchy and when we really needed it in the dark, in the bush.
Engine & trans
The D5 has the most powerful and torquey diesel engine in the XC60 range – a 2.0-litre twin-turbo which makes 173kW/480Nm.
Using two turbos sequentially means turbo lag is reduced, with the first spooling up to 'pre-charge' before the second kicks in at higher revs.
I need to ask you a personal question: why are you thinking of buying the diesel? Please say it’s because you tow. If so, then it’d be a good choice because all of that 480Nm of torque comes in low at 1750rpm and that provides good pulling power.
There are three engine specifications currently in the Q5 line-up. Here are the stats for you. The regular Q5's have a 140kW/400Nm 2.0-litre four-cylinder turbo-diesel and a 185kW/370Nm 2.0-litre four-cylinder turbo-petrol. The SQ5 is a different beast with a 3.0-litre turbo-petrol V6 making 260kW (349 horsepower) /500Nm. Those are pretty impressive torque and power specs. (a turbo-diesel V6 version is expected to arrive soon).
The four cylinders have a seven-speed dual clutch automatic transmission, while the V6 has an eight-speed dual-clutch. Yes, no manual gearbox.
The four-cylinder Q5s come with a new form of Audi’s all-wheel drive (AWD) system called 'Quattro Ultra' which switches between front- and AWD on demand. The SQ5 sticks with full-time AWD.
Have it fitted with a towbar and the Q5 has a braked towing capacity of 2000kg and a 200kg towball download. If you're serious about hauling a van or trailer perhaps you should read this towing review.
For the 0-100km/h sprint Audi says the 2.0TDI takes 7.9 seconds, the 2.0TFSI can better it with 6.3 seconds, while the SQ5 is almost a second ahead on speed with 5.4 seconds. Not bad accleration for SUVs with a weight of about 1.8 tonnes.
Volvo says the XC60 D5 should use 5.6L/100km of diesel over a combination of open and urban roads. The trip computer in my car said I averaged 9.4L/100km after a roughly 120km test drive through The Royal National Park (south of Sydney), highways and inner city. While I was using the stop-start system to save fuel, I wasn’t driving to conserve it either.
The official combined fuel consumption figure for the diesel 2.0 TDI Design is 5.3L/100km, which jumps to 5.5L/100km in the Sport grade. Similar mileage for both then, regardless of what flavour fuel you use.
We drove the 2.0 TDI Sport grade 261.3km and the trip computer reckoned we were using an average of 6.5L/200km, which is pretty handy diesel fuel consumption. Fuel tank capacity is 65 litres.
The petrol 2.0 TFSI is claimed to consume 7.3L/100km. After about 200km in the S-line Black, with that engine under the bonnet, our trip computer was reporting 11.1L/100km, but there had been some hard acceleration in 'Sport' mode, and the odd spot of dirt road fun which activated the AWD. Still, not bad fuel economy.
The SQ5 officially consumes a combined 8.7L/100km, and after 189.8km our trip computer told us it was using 9.9L/100km. Not too shabby.
The XC60 D5 feels special just to sit in with its well-crafted, stylish interior and the driving experience goes a long way to matching that high-quality impression, too.
Steering is effortlessly light but accurate, acceleration is swift, and those brakes are responsive, with great pedal feel.
It’s not all perfect, though. That turbo-diesel engine is noisy, but the cabin is so well insulated you’ll only notice it if you accelerate hard or you put the window down (like I did, to stop and talk to a mate who then told me the engine was loud).
But then the diesel in the X3 xDrive 20d I drove to work in today is also noisy. Even in 2017, that’s the nature of these engines.
The other issue you’ll find with diesel engines is the need to shift up through the gears low in the rev range to take best advantage of the torque on offer. That makes for a busy time on the shifting paddles if you want to have a blast through twisty roads.
The sequential turbo set-up reduces lag impressively – although response is not instantaneous.
The D5 comes with a 'sports-tuned' chassis, but it’s on the firmer side. If you’re planning to spend money on options, throw it all at the air suspension for $2490 - the T8 I tested had it, and the ride was cushioned and composed.
Those LED headlights are excellent and cut through the darkness ahead with impressive brilliance.
The Aussie launch saw us climb into an SQ5 in Melbourne and step out 900km away in Adelaide, with a few hundred kays in between in the 2.0 TFSI S Line Black and a 2.0 TDI Sport. Yes, mum, we stopped to sleep somewhere overnight.
That amount of time sitting in anything should make you fairly familiar with it, but the lack of twisty roads meant there was little opportunity to really put the handling to the test. But fear not, we’ll road test the Q5 soon.
Despite the absence of corners, much was still learnt about this second-generation Q5.
First up, despite the next destination being entered into the SQ5’s sat nav, I was lost within moments of leaving Melbourne airport. The combination of a messy sat nav display and my bad sense of direction was going to be an issue over the next billion kilometres.
Back on track, and now in the civilised wilds outside Daylesford, only 100-odd kays north-west of Melbourne, we lost our GPS signal, phone reception, and therefore, sat nav.
We drove into the tiny, far western Victorian town of Dunkeld in a 2.0 TDI Sport, the xenon headlights of which hadn’t been cutting though the total darkness of the Aussie bush roads as well as the LEDs in the SQ5, although the ambient interior lighting package of 30 selectable colours was fabulous.
The next day we left Dunkeld for Kingston (home of the giant Lobster) in South Australia, in the limited launch edition S Line Black - the petrol version. Riding shot gun was the head of Audi’s Quattro AWD department, Dieter Weidemann, who kept pointing at emus and calling them wombats.
While he may not know much about Australian fauna, mechanical engineering is an entirely different story.
He told us he'd created a new 'Quattro Ultra' version of Audi’s AWD system that switched from front-wheel drive to AWD when you needed it. Then he encouraged me to try and trick it into losing traction on a dirt road. So I did, and what should have been a great power slide was an uneventful, perfect corner with no loss of traction. Although the Q5 has a good ground clearance of 200mm it's not designed for rough terrain. If you're looking for something with excellent off road capabiity then take a look at our off road reviews here.
Leaving the Lobster we bolted north road on the Princes Highway which has a surface resembling a cheese grater, but even at 110km/h there was hardly any road noise or wind noise intruding into the cabin – and that was the case on all variants.
Back in the SQ5, the optional rear air suspension made the course chip bitumen and regular undulations feel like carpet, but the trade-off was a bit of body roll.
That turbo V6 in the SQ5 is more beautiful than brutal – those performance figures we covered don't lie. Gurgling deeply at idle and barking through the gears, the V6 sounds wonderful, but there is some synthetic aural enhancement happening.
Stepping out of the SQ5 and back into a 2.0 TDI Design felt like a demotion, but 400Nm is hefty hitting power, and I enjoyed the torque on tap from 1750rpm. That diesel engine is remarkably quiet, too – enough to fool me into thinking we were in a petrol car until I saw the tacho and its 4500 rpm redline.
The 2.0 TFSI S Line Black is no SQ5, but its 185kW/370Nm are the type of figures V8 diehards used to boast about around barbecues back in 1997.
The Design and Sport grades didn’t have air-suspension which meant a firmer, but still comfortable ride.
Steering in all variants is spot-on. The SQ5’s especially felt well-weighted with great feedback from the wheels and road below.
Visibility all-around is excellent, helped even more by a new positioning for the wing mirrors which also reduces wind noise.
We arrived in Adelaide just in time to enjoy the city’s mid-week peak-hour traffic, our SQ5 covered in dirt, looked tough. Bumper to bumper this was the slowest part of the 900km, we were tired and the adaptive cruise control was a massive help as we trundled our way to the airport for the trip home.
What really impressed me was that after nearly 1000km, and a day where we spent nearly eight hours in either the driver’s or co-pilot’s seat, I was never sore, or even uncomfortable.
That’s saying a lot. I’ve been sitting here in an expensive, hi-tech chair typing for only two hours and my back is killing me.
Safety is Volvo’s ‘thing’ and the maximum five-star ANCAP score it was awarded this year doesn’t reveal just how impressive its safety performance is.
This new generation XC60 is fitted with AEB, which can detect and stop for animals, humans and other cars. Plus, there’s steering support, blind spot warning, front and rear cross traffic alert and adaptive cruise control.
All Q5s (including the SQ5) come standard with city AEB which can recognise pedestrians and detect a potential collision at up to 85km/h, and reduce speed by 40km/h in an emergency. All models also feature ABS, ASR (also known as ESP), EDL and Brake Assist, as well as rear cross traffic alert, blind spot monitor and warning and an alert which will sound if you’re about to open your door on a cyclist or car.
Another cool standard safety feature is a rear collision detection system which will flash the hazard lights to alert surrounding traffic to a potential impact.
All Q5 have eight airbags, and there are two ISOFIX mounts and three top tether points across the rear row for child and baby seats.
The Audi Q5 is built in Mexico.
The XC60 is covered by Volvo’s three-year/unlimited km warranty. Servicing is recommended every 15,000km or 12 months.
Volvo offers two service programs: the basic 'SmartCare' and the more comprehensive 'SmartCare Plus'.
The SmartCare three-year/45,000km plan is $2225 (SmartCare Plus costs $3050); a four-year/60,000km version is $3500 ($5200 with SmartCare Plus) and the five-year/75,000km agreement costs $4230 ($6400 with SmartCare Plus).
Audi covers the Q5 with a three-year/unlimited kilometre warranty. Maintenance is scheduled every 12 months/15,000km. There is no capped price service cost scheme available.
Under the boot floor you’ll find a space saver spare. Better than a tyre repair kit, but still not good enough in Australia if you’re covering long distances in remote areas.