After all everybody else has either done it or is doing it, with newcomers such as the Volvo XC60 joining the German luxury vehicle market leaders literally at the end of the queue. Enter the Audi Q5. Smaller and better proportioned than the Q7, it takes Audi into a new market segment, and at the same time provides those wanting an upmarket 4WD with an alternative to the top-end Japanese 4WDs that have dominated the mid-size sector. Based on Audi A4 architecture and drive components, the Q5 will be available with just two engine options, both common rail TDI turbo-diesels – the first time Audi has used common rail rather than single port injection. First to hit the market is the new 3-litre V6 producing a lusty 176 kW and no less than 500 Nm of torque, and as expected this gives the 4.6 metre long Q5 superb performance on-road, with the zero to 100 km/h sprint in just 5.6 seconds, combined with overall fuel consumption of only 7.5 litres/100 km. At the end of March/beginning of April supplies of the other version, fitted with a 2-litre TDI motor producing 125 kW and 350 Nm are expected to arrive, and these give 9.5 secs and 6.7 litres/100 km performance figures. Both versions come with 200 mm ground clearance and angles of approach and departure of 25 degrees, while water half a metre deep can be safely waded. Both versions have the latest S-Tronic seven-speed twin clutch transmission, and power is delivered to the wheels via a modified version of quattro 4WD which gives a normal torque split of 40/60 front to rear, with a maximum of 65 percent going to the front and 85 percent to the back as conditions dictate, via an electronic centre diff. But there’s no way to lock the centre diff when going off-road. However switching off ESP activates an off-road function which includes an auto-sensing hill descent control package similar to that on the VW Tiguan, the system guided by angle sensors. There’s also a hill hold function. It operates on gradients between 10 and 50 percent. As to be expected the Q5 also has the latest version Bosch ABS which allows the brakes to lock on gravel and in snow for better braking in those conditions, and there’s also a hill hold assist function (optional on the 2-litre). A novel feature is the roof rack detection feature, which senses when a roof rack is fitted and makes the ESP intervene at much lower speeds to prevent rollover from the higher centre of gravity (although it cannot measure the load on the roof) as well as a trailer stabilisation feature and a brake drying feature. As mentioned the Q5 is 4.63 metres long and it’s 1.88 metres wide, but only 1.65 metres high. Its drag coefficient of just 0.33 is an excellent figure in this segment. The side view is dominated by large wheels and rising lines; the roof contour, crowned by flat roof rails, accentuates the Audi Q5’s slim, coupe-like appearance. The wraparound tailgate, like the front lid, is made from lightweight aluminium. The S line exterior package creates an even sportier look, while the off-road style package has an underbody guard at the front and rear, and 19 inch wheels. The wheelbase of 2.81 metres means that there is abundant space on board the Audi Q5. The seats are ergonomically shaped and very comfortable. As again to be expected the vehicle is luxuriously appointed, although some functions are only available if you specify the satellite navigation option and its MMI mouse control. There’s no suspension height adjustment as on the Q7 – steel springs are used front and rear, with aluminium suspension parts. However adaptive damping is available in conjunction with the optional drive select package. The angle of the rear seat backs can be adjusted and they can be laid flat very easily. This increases the cargo capacity from 540 to 1,560 litres. Prices: 2.0 TDI $79,500; 3.0 TDI $99,500; S-line $7,000 extra.