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With every European car manufacturer it seems, there will always be a selection of models not available on the left side of the Atlantic – the greener grass on the other side of a row of pickets. For Audi, there is no more in-your-face example of this European forbidden fruit than the latest and greatest RS 6 Avant. And even though a more American mainstream-friendly sedan is known to be on the way, there’s been no mention of any potential sale of the car in the States. That said, the car hasn’t exactly been ruled out yet either and, combined with our own taste fruit we’re told we can’t eat, we headed to Germany’s Eurospeedway Lausitz to get sample the car.

As its name would suggest, the Audi RS 6 is the next step up in performance from the company’s V10-powered S6, currently on sale in the US. However, simply walking up on the Sprint Blue wagon as it sat in front of us on the tarmac, it’s easy to see there are clear and significant changes.

At the rear, changes are more subtle. The wider stance means the car gets a unique bumper to match, though the overall shape isn’t changed much. Two wide oval chrome exhaust tips hint at the potent engine feeding them gases – another RS cue, while the lower valance gets a ribbed splitter design seemingly inspired by Audi’s DTM racecars.

Under the hood, the already tight confines thanks to fitting the large V10 in the nose of the A6’s chassis are made even more intimate thanks to the addition of a new twin-turbo setup and other upgrades made to help account for a significant increase in power. With turbos the big V10 jumps from 435 hp and 398 lb-ft to 572bhp at 6250rpm and 479lb-ft of torque from a low 1,500 RPM all the way up to 6,250 rpm. For those counting benchmarks, that puts the RS 6 well ahead of the BMW M5 (500bhp and 384lb-ft) and even the Mercedes-Benz E63 (507bhp and 464lb-ft) in the legs race.

Opening the door of the RS 6, it’s clear this is another place where the car steps well beyond Audi’s S6. Our particular tester came complete with a whole host of Audi Exclusive interior upgrades from quattro GmbH. The car’s leather was a hue somewhere between amber and dark beige, with accenting black stitching on leather swathed across the door panels and armrest. Inverse black leather with amber-beige stitching skinned the dash,, steering wheel and shift boot while even matching piping was added to the floormats.

All of the buttons controlling the car’s MMI system have been finished in satin silver aluminum finish to match the aluminum accenting elsewhere in the car, such as new aluminum pedals and dead pedal down by your feet. Like the RS 4 before it, door handles have a hollowed out look that suggest weight savings but probably don’t save you any more than hitting the lav on the way to the garage. The RS 6 gets a flat-bottomed steering wheel. For the RS 6, the wheel is cladded with perforated leather – fatter and more contoured than any Audi wheel we’ve seen to date.

Hopping inside, we depress the RS 6’s console-mounted starter button. The bi-turbo V10 fires up and comes to a quiet idle ever-so-subtly more gutteral than that of the S6. Rolling at a slow pace to leave the track and first sample the car on nearby roads, the sound is again not far from the S6. Out on the highway though, the differences are clear and present. Under healthy throttle, the call is not at at all like the V10 in the more pedestrian S-version. You would perhaps expect that given the RS 6’s biturbo mill, but our first run through the gears makes it immediately apparent that Audi engineers spent plenty of time on exhaust note. Where the S6 sounds throaty and deep – almost NASCAR like, the RS 6 sounds screaming mad as revs pile on, then dials out as the transmission shifts cogs for the briefest of moments, paired with a gutteral “bwap” as the engine takes to the lower rev count, only to begin the scream all over again. It’s intoxicating.

“I love this car,” said the Volkswagen Group’s and Audi AG’s engine guru with board level position Wolfgang Hatz, before launching into an audible impression of the RS 6 under full throttle. “Grrrrrr, bwap, grrrr, bwap.” He’s admittedly proud – something even more significant when you consider this is the development mind behind such great engines as the 2.3-liter 4-cylinder in the first-generation M3, the 3.6-liter boxer in the Porsche 964 RS and the R8’s own high-revving 4.2-liter mill.
From a stop, the RS 6’s initial acceleration is not unlike an S6. The throttle is touchy, though not razor-touchy like the S6. As boost comes on, the superior power ratings become apparent. However, even then, the delivery is so smooth that it makes the RS 6 deceptively fast much like the twin-turbo W12 found in the Audi’s Bentley Continental GT corporate cousin.

There’s only one transmission available in the RS 6 – an Audi-termed Tiptronic with conventional torque converter and manual control over gear selection if you so choose. Shift inputs take only a tenth of a second to change a gear, and our RS 6 tester even let us bounce off the rev limiter when the engine first wound up to redline faster than we’d anticipated. Like all other modern Audi Tiptronic transmissions, you can also make use of a sport automatic mode when seeking the best performance, as it does an admirable job keeping you in the heart of the power range albeit swilling fuel all the way. The normal automatic D setting is best for daily driving and the bank account.

We’ve got limited time in the smurf blue metallic grocery-getter and find ourselves torn. We eventually find signs indicating the legendary Autobahn is just klicks away, but we are in danger of missing our window of track access back at the EuroSpeedway. With reluctance, we swing a U and head back. We know the claimed top speed, and are more curious about how this 4464-lb. car will handle hot into a curve where we know we can run it with fear of no Polizei intervention.

Eurospeedway Lausitz is the latest home of the Audi Sportscar Experience driving school and, in fact, our RS 6 tester is one of their charges. With no spare parts, tires or wheels, they’d prefer we go out with a lead car. All’s well though as the driver is a professional driver with rally cred and 25-years of experience at Audi… and he’ll be driving an R8. Open track might be preferable, but we figured it’d be interesting to see how the more powerful and heavier RS 6 fares against the lighter and lower R8 with its horsepower disadvantage.

As a Sportscar Experience car, there’s no way to defeat ESP in our RS 6 tester. The theory is that they don’t want to toy with the idea of an inexperienced driver stuffing this $100,000+ wagon into the wall, though we’re happy to have it after the first few curves of the course.

Before we hit the back straight of the track, several nuances have already come to light. While we’ve learned the track in an R8 just this morning, the RS 6 Avant has clearly more weight to throw around as well as a significantly taller center of gravity. That said, it feels surprisingly light on its feet – even willing to throttle-off oversteer or swing the tail with the right flick of the short-ratio steering.

Unlike the S6 and its conventional steel spring and shock suspension, the RS 6 has an adjustable damper controlled by the MMI with three settings – Comfort, Dynamic and Sport. Comfort is nice on rough roads and definitely more comfortable than the sometimes-harsh S6, while Sport is the clear choice on the track.

This suspension configuration isn’t to be confused with the air suspension in the S8 or the magnetic ride system in the TT. Rather, think of it like the old Koni adjustable shocks where the pressure of the shock is changed by adjusting the valve. In the Koni this was done by a manual action, though it is all done electronically via controls in the MMI system in the RS 6.

Hot into a corner, there’s more need for care with input to the throttle or brakes, but an experienced driver can use this to his or her advantage in dialing a small bit of oversteer or drift into a turn before the ESP kicks in. As with the R8, Audi’s left some wiggle room in the ESP’s programming to let you have some fun, though less experienced drivers may find themselves constantly sliding into the embrace of the safety net and significantly lessening the lifespan of the tires and brakepads.

The RS 6 has the same 40:60 bias Torsen quattro system as most any Audi north of and including the A4 nowadays – a setup that offers some rear bias, but will also understeer if you aren’t careful. The RS rotates admirably, but it should be clear that you still can’t play open parking-lot drift king.

Steering feels as if it’s been lifted wholesale from the S6. It’s light enough around town, and weights up in the curves but is still not as communicative as a rear-wheel drive application where no torque is pushed through the front wheels.

We do wish the car had column-mounted paddles over the wheel mounted satin silver butterfly wings in the RS 6. We’ve seen the column controls before in Bentleys and even a European Touareg V10 TDI we once tested. Even though they’re not quite as sightly, they’re much more functional. With the wheel turned 180 degrees and your hands rotating from the 10 and 2:00 positions, there’s no quick and easy way to make a shift.

The lead R8 is clearly not pushing it in the corners, but we’re surprisingly not that far off our morning pace in an R8 of our own. Out on the back straight, the R8 hammers it and so do we. He’s not pulling on us but, in turn, we’re not reeling him in either. The RS 6 and all its horsepower is at a stalemate in a straight line with the lower-powered R8 due clearly to the ample amount of extra heft it’s pushing around the course.

After just five laps, our track time with the RS 6 has come to an end. Audi’s carbon ceramic brakes are optional on the RS 6, though the car we had on track has the base setup 12.6” rotors clenched on demand by six-piston aluminum calipers. Even with the lesser stopper fitment, we experience no fade in our five laps. Still, a cool-down lap is in order to let the rotors (and the turbos) dissipate heat a bit before we head into the pit.

Running laps on a track isn’t the best way to milk high mileage from any car, much less a 5.0-liter V10 fitted with two turbochargers. In the real world, the RS 6 is said to be able to actually get 20.1 mpg on the highway and drop considerably when you press on the alloy pedal – not bad, but not all that great with today’s fuel prices. We’re guessing though, anyone in the market for an RS 6 doesn’t really care about price per gallon.

Having bitten this blue apple, there’s no surprise that we’d like more. Audi tells us the car hasn’t been ruled out for America, but that’s far from saying its coming. A sedan is on the way (to Europe at least), with pre-production versions having been spotted cruising around Neckarsulm and lapping the Nurburgring. Knowing Audi’s past offering of an RS 6 sedan and the brand’s 10:1 sedan to wagon ratio, we’d bet it will arrive as a sedan if it arrives at all. However, if they’re listening, we suggest the Avant. The new RS 6 is even more of an exotic than the old and it’s our belief that it wouldn’t be as susceptible to the normal buying trends applied to mass market Audis. Our gut says bring it as a wagon and the car will get even more attention – a ballsy move to be sure.

[Source: George Achorn]

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(Crewe, England. 12 November 2008). Stylish and powerful, the new Bentley Azure T is the world’s most elegant convertible and destined to become a future classic. With unique Bentley ‘T’ styling cues reinforcing its sporting stance, the 500bhp Azure T delivers driver-focused performance with the ability to transport four adults in first-class, open-top luxury.

The new Azure T, specified with the high performance version of Crewe’s iconic 6¾ litre V8 engine, is the latest in a line of Bentley models to bear the ‘T’ legend. The 1996 Continental coupe was the first modern Bentley ‘T’, followed in 2002 by the Arnage T, both flagship models with a distinctive sporting character and thunderous performance.

The Azure’s already striking form is now enhanced by 20-inch 5-spoke wheels and tyres, ‘Le Mans’ front wing vents, dark tint matrix grille and a sculpted, retractable Flying ‘B’ mascot.

For the performance-oriented Azure T, the twin-turbocharged V8 engine produces 500bhp and 1000 Nm of torque – an 11 per cent increase in power and a 14 per cent increase in torque over its 450bhp/875 Nm Azure stable mate.

The famous Bentley wave of torque is even more prodigious than before and performance is significantly raised with a top speed of 179 mph (288 km/h) and a 0-60 mph time of just 5.2 seconds (0-100 km/h in 5.5 sec). Member of the Board, Sales and Marketing, Stuart McCullough comments:

“The new Azure T reflects our passion for creating the world’s most exhilarating and prestigious convertibles that, true to the Bentley T tradition, blend sophistication with a powerful presence.”

A UNIQUE OPEN-TOP MOTORING EXPERIENCE
Based on the Azure, the Azure T offers a range of discreet exterior cues that further enhance its powerful stance and hint at its increased performance potential. Key ingredients of its distinctive appearance include design features such as 20-inch five-spoke, two-piece alloy wheels and ‘Le Mans’ lower front wing air vents.

Further distinguishing points from the Azure are standard features such as dark-tinted upper and lower grilles, ‘jewel’ fuel filler cap (made from billet aluminium) and door mirror mountings finished in body colour.

Like the Bentley Brooklands, the Azure T sports the iconic Flying ‘B’ mascot, which can retract neatly into the grille surround. Originally designed by motoring artist F. Gordon Crosby, the ‘B’ was first used on the 1930 Bentley 8-Litre.

With exterior lines that echo visual elements of the Bentley Mk.6 from 1946, the Azure was enthusiastically received on its original debut as a concept car at the Los Angeles Show in January 2005. Now, as the Azure T makes its own ‘debut’ at LA, Raul Pires, Manager of Exterior design for Bentley Motors, notes:

“The Azure’s proportions provided us with the ideal platform to work with when creating the new Azure T. The prominent haunches and ‘supermodel’ body inspired our designers to create a new interpretation of a Bentley convertible with the accent placed on a more muscular, sporting stance.”

Bentley’s designers highlight the 1955 Park Ward S1 Drophead Coupé and 1995 Azure as the main influences for the current Azure and Azure T. Like the ’50s convertible, the car has a deep body with a single feature line that runs along both flanks and rises at the powerful rear haunches before spearing off at the rear of the car. Similarly, the Azure T’s fast and flowing roofline is echoed in its seven-bow canvas roof that gives the car a visible sporting profile when raised.

Prominent wheel arches grace a slender, narrowing boot that results in a ‘horse shoe’ trailing edge. This elegant shape is reminiscent of the first Crewe-built Bentley, the Mk.6, and the overall effect is a subtle hint at the power and performance that lies beneath the Azure T’s bodywork.

Delicate brightware detailing accentuates the flowing lines of the Azure T and this includes rear tail-lamp bezels, exhaust finishes and slender strips that run the length of the car.

Significant time and effort has gone into making the Azure T’s folding roof attractive as well as highly functional. Operated hydraulically at the touch of a switch, the impressive, three-layer canvas roof is elegantly stowed beneath the rear parcel shelf in a matter of 25 seconds. Because the roof is held in a separate well area, there is no impact on the generous boot space which was designed to hold two sets of golf clubs and hand luggage.

EFFORTLESS PERFORMANCE FROM MIGHTY V8
The engine and transmission of the Azure T are identical to those already employed in the high-performance Arnage T and Arnage Final Series saloons. In this specification, Bentley’s remarkable all-aluminium 6¾ litre V8 engine produces 500 bhp (507PS/373kW) and 1000 Nm (738lb ft) of torque – with over 90 per cent of that torque available between 1,800 and 3,800 rev/min – figures that ensure the signature Bentley ‘wave of torque’ delivers effortless performance for a unique open-top convertible driving experience.

Each of these hand-made V8 engines comes with a black-finish air intake manifold bearing the signature of the team leader who oversaw its construction by Bentley technicians in the Crewe factory. The six-speed ZF automatic transmission ensures optimum flexibility, response and refinement. Three transmission modes (Drive, Sport and Manual) allow the driver to take full advantage of the powerful 500 bhp V8 engine.

A sophisticated electronic management system provides fast yet smooth gearshifts regardless of how the car is being driven. Another important feature of the latest Azure T is the separation of the sports suspension and sports gearbox settings, allowing the driver to select their preference for each system independently – via a ‘Sport’ switch on the dashboard for the suspension and by positioning the gearlever for the transmission’s Sport mode.

Bentley’s V8 guarantees outstanding performance levels. From standstill, acceleration to 60 mph is achieved in just 5.2 seconds (0-100 km/h 5.5 seconds), 100 mph reached in 12.1 seconds (160 km/h in 12.0 seconds) and a top speed of 179 mph (288 km/h) is possible.

DYNAMIC HANDLING, SUPERB RIDE AND AWESOME BRAKING
The Azure’s double wishbone front and rear suspension is carried over to the Azure T unaltered. Set-up and fine-tuned to give a refined ride that best suits the character of this convertible Bentley, the system features coil springs with computer-controlled, adaptive electro-hydraulic dampers and automatic ride-height control with auto-load compensation.

The Azure T’s suspension delivers impressive body control in all driving conditions, while the new five-spoke, two-piece 8.5J x 20-inch Sports alloy wheels with 255/40 ZR20 Pirelli P Zero tyres further improve handling and road holding.

As an option, Azure T owners may specify an upgraded braking system with carbon/silicon carbide, cross-drilled brake ventilated discs. Measuring 420 x 40 mm (front) and 356 x 28 mm (rear), these discs are the largest fitted to any production car on sale today. With eight-piston callipers, the brakes provide impressive deceleration and also give an 8 kg reduction in unsprung weight, benefiting steering response, ride suppleness and acceleration.

This lightweight braking system ensures virtually fade-free use, time after time, and superb resistance to disc distortion under high thermal conditions. Under normal use, the brake discs will last the lifetime of the car and pad life is doubled compared to the standard system.

For Azure T and its Bentley stable mates, the Traction Control system is calibrated with the aim of avoiding all unnecessary reductions in engine torque. The ESP logic system, which is set up to allow spirited handling without any reduction in stability or safety, monitors the car’s overall stability rather than simply loss of grip to the wheels. This reduces the amount of intervention required and restores power earlier and more progressively, allowing the power of the Azure T’s V8 engine to be fully exploited.

The Bentley Azure T enjoys an 11 per cent power and 14 per cent torque increase compared with Azure and the strength and stiffness of the original chassis are such that no changes were deemed necessary, as Brian Gush, Director of Powertrain and Chassis, explains:

“The Azure chassis has always had an immense potential and this enables us to offer the extra power of our 500 bhp V8 engine and the driver-focused qualities of a true Bentley T without compromising ride comfort.”

Compared with the Arnage, the Azure T benefits from significant stiffening members. These strengthened steel parts lie in the sill section of the car and extend into the A-pillars that form the windscreen frame. Beneath the front and rear of the Azure, carbon fibre cross-bracing members reinforce the whole bodyshell, while adding far less weight than steel.

Strengthening has also been applied to the body structure behind the rear seats where an advanced rollover protection system is fitted. This immediately detects if the car is in danger of inverting and deploys two hoops that are integrated within the rear headrests. In conjunction with the strengthened front windscreen frame, these are capable of supporting 2.5 times the entire weight of an over-turned car.

EXQUISITE CRAFTSMANSHIP
Befitting its role as a new Bentley flagship convertible, the Azure T embodies a range of standard features that were previously unavailable or only available as cost options on the Azure. The seats and door panels have Diamond Quilting, the fascia features an ‘engine-turned’ aluminium finish (reminiscent of 1920s racing Bentleys), and the instrument faces are finished in Black rather than Parchment.

Bentley emblems are embroidered on the front seat backs and the rear seat centre, an iPod/USB interface is provided, while the full range of Bentley’s premium veneers is available, a knurled finish is applied to several handles and switches and a knurled, chrome gear knob is fitted.

The new Azure T will have a strong appeal to Bentley customers, as Trevor Gay, Personal Commissioning Manager at Mulliner (Bentley’s specialist commissioning department), explains:

“The Azure has always stood apart from the rest of the Bentley range and the higher-performance Azure T will allow customers the opportunity to use the Mulliner service to create a bespoke convertible to their exact specification.”

Although many of the most desirable Mulliner options are included in Azure T as standard, Bentley anticipates that the majority of buyers will request additional enhancements. Inside, the Azure T is everything customers would expect of a bespoke Bentley, offering the highest levels of hand-craftsmanship to a small, discerning audience. The interior offers a spacious, luxurious cabin to provide the ultimate in first-class, open-top travel for four adults.

As in every Bentley, craftsmanship and bespoke finishing are to the fore. Every item of trim, be it veneer, hide or chromed bezel, uses authentic materials.

Azure T is available in the full Bentley range of 42 exterior colours, 25 interior hides, and the full range of premium veneers, plus the comprehensive line-up of Mulliner options and its bespoke colour-matching service that enable Bentley owners to create a uniquely personal car.

Of course, the nature of a convertible means that its interior is often on display as much as its exterior and Bentley’s design team knew that the Azure T’s spacious cabin should make a strong statement. Consequently, warm and inviting leather hide extend past the seats and onto the parcel shelf and this emphasises the dimensions of the rear compartment.

A new audio head unit with larger display screen and an SD (secure digital) memory card slot instead of the single CD slot is fitted. At the rear, a new hide-covered boot rail with coordinated leather trim and a chrome strip along the top edge gives the load area a tidier, premium appearance.

All Azure T models come with an iPod Interface linked to the Infotainment system, enabling customers to play their favourite music through the car’s audio system. The system is supplied with connectors for iPod, USB, Mini USB and a 3.5 mm AUX jack and includes a 12 volt power outlet for charging purposes.

As an option, Azure T buyers can specify the Naim for Bentley premium audio system. Created in partnership with Bentley by Naim Audio, a UK-based high end hi-fi manufacturer, this system features 10 speakers, a dual-channel sub-woofer and an 1100 watt amplifier, plus eight individual DSP modes to reproduce true emotions and a ‘live’ concert-like experience.

In Azure T the sub-woofers are located in the rear passenger footwells and contained within a special enclosure to ensure the sound of this pure music remains within the open cabin.

[Source: Bentley Motor Cars]

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Capable and handsome, the Q5 proves late is fashionable.

James Tate of MSN autos

There’s no mistaking Audi’s design language, and at the same time there’s no way you’ll remember you’re driving an SUV when in the cabin.
The toughest segment manufacturers can waltz into right now is probably the “compact luxury crossover” class — in English, these are small SUVs built on a car chassis. Think of the paradoxical demands they must meet: luxurious but sporting, capable off-road but pleasant on the highway. They must get decent gas mileage but tow trailers, and they should be able to carry tons of stuff, but still be small. Yet with handsome looks, a slick interior and sedan-like handling, the Audi Q5 may be the best balance yet.

Model Lineup
The Q5 is entering into a fairly well-defined segment, and thus comes equipped with the expected host of standard features, such as dual zone A/C, leather seating and a 10-speaker stereo. As you might expect, it’s easy to tack on the dollars after that.

The quickest way to do so is to choose two optional trim packages. The first gets you a power tailgate, bi-xenon headlights and LED taillights, while the second package includes Audi’s smart key system, blind spot detection, and a 14-speaker, 504-watt Bang & Olufsen stereo. This second package also includes 19-inch wheels, but 20-inch S-Line wheels, as well as (brace yourself) 20-inch chromed wheels will also be available as stand-alone options.

Other notable options include the largest panoramic sunroof in the class, adaptive cruise control, ventilated front seats and a climate-controlled cupholder. Also available is Audi’s new Drive Select, which alters suspension stiffness, steering and throttle response, and shift algorithms with the push of a button. There are three settings: comfort, dynamic and auto. If you opt for Audi’s MMI (multi-media interface), there’s the option to create your own setting by fine-tuning each aspect on screen.

Under the Hood
Here in the U.S., the Q5 is available with one engine: the 3.2-liter V6 that will power the all-new A4. The 270-horsepower V6 never leaves the Q5 short on power, but in comparison to Audi’s European-spec engines, it quickly looks like the runt of a prize litter. Continentals get the choice of two diesel engines, as well as a turbocharged 2.0-liter gasoline offering that feels just as strong as the V6. What’s more, at an estimated 17/24 mpg (city/hwy), our V6 isn’t exactly thrifty compared to the Euro options.

There’s good reason to hold your breath, however, since Audi says America will get a second engine offering in 2010 models. If you want our guess, it’ll be the rocket ship 3.0-liter twin-turbo diesel V6, which by then will be available in U.S.-bound Q7s. Expect the diesel’s EPA fuel ratings to be somewhere in the mid-20s around town and over 30 on the highway.

U.S.-spec Q5s will arrive with a sole transmission option (6-speed automatic), which is teamed with Audi’s quattro all-wheel-drive setup. The combination is said to propel the Q5 to 60 mph in 6.8 seconds, and S-Line models will have steering wheel-mounted paddle shifters.

Inner Space
It’s easy to see the common interior design language across the current Audi lineup. The Q5 benefits here, as no part of the spacious interior says “SUV.” Stereo controls and the MMI jog wheel sit alongside the shifter on the center console, allowing an uncluttered dash, with little more than a 7-inch LCD screen. Once you’re used to finding the controls on the console, you’ll wonder why all cars aren’t laid out this way. Behind the shifter is an armrest that can be extended and adjusted for height.

Q5s will only be available with leather seating. The front buckets hold the driver comfortably in place during spirited driving, and the rear seats can be laid flat right from the cargo area, providing just over 55 cubic-feet of storage capacity.

Audi’s MMI is much improved in the Q5, and we’d suggest ticking the option box. Gone are full-screen windows noting simple adjustments, replaced by a much more intuitive interface that uses momentary pop-ups. Similar to the navigation display in the Infiniti EX35, 3D buildings are now displayed where available.

On the Road
This isn’t the first time a manufacturer has claimed its SUV drives like a car, but the Q5 might be the first that actually does. Particularly when equipped with the active steering option, inputs are immediately translated into movement, and a stiff chassis derived from the A4 makes cornering entertaining.

Push too hard and Audi’s stability control system (ESP) intervenes seamlessly, helping to aim the Q5 in the right direction. On active steering-equipped models, the ESP setup will actually make perceptible steering adjustments to help avoid disaster.

The capable V6 is a good match for the impressive handling, but, because most of its punch comes at higher rpm, a couple toggles of the paddle shifter are often necessary for quick passing. At the end of the day it’s satisfying, but you can’t help but lust after the torquey European diesel offerings.

At the same time, the Q5 has 7.87 inches of ground clearance, 25-degree approach and departure angles, and can tow 4,409 pounds. The ABS system can even automatically detect if you’re driving on sand, gravel or stone and adjust accordingly. It’s almost sad that the closest thing to off-roading most Q5s will see in America is a scenic overlook.

Right for You?
If you’ve already decided that you need one vehicle to do it all, the only reason not to consider the Q5 is because you’re holding out for the new engine option in 2010. The Q5 drives like an A4, has the best fit and finish in its class, and is the best looking of the bunch. Pricing has yet to be announced, but you can expect the Q5 to be a couple thousand cheaper than BMW’s X3.

[Source: MSN Autos]

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