Car Reviws |
| 2011 Audi Q5 2.0T Premium, an AW Drivers Log: Posted: 16 Feb 2011 06:55 AM PST  The turbo version of the Audi Q5 is rated at 211 hp.
SENIOR WEST COAST EDITOR MARK VAUGHN: Being in Los Angeles, I am the only one on the AutoWeek staff who is not currently wading through waist-deep snow, cursing the weather. So why is it that I am driving this perfectly capable all-wheel-drive Audi SUV? Because it's fun to drive on dry pavement, too. The Q5 shares some architecture with the A4 and has a feel almost like that of the A3 from behind the wheel. The steering is quick and direct and the 235/60R-18 Dunlops grip the dry California roads with near-elastic glee. Response from the 2.0-liter turbo is downright sprightly. By brake-torqueing to spool up the turbo, I recorded a couple of 6.9-second 0-to-60-mph runs. That wasn't a bad time at all considering the ute's 4,090-pound curb weight and relatively small-displacement engine. I did not attempt to approach the Q5's top speed, which is listed at an electronically limited 130 mph. But the whole reason Audi revised the Q5 for 2011, just two years after its introduction to the U.S. market, was not for better performance but to increase fuel economy. So now, in addition to the 3.2-liter V6 that had been the sole Q5 powerplant, Audi added the workhorse 2.0T. (There will be an even more fuel-efficient hybrid this fall). Power output when the Q5 downsized to the 2.0T did not take too big of a hit, since it makes 211 hp compared with the V6's 270 hp. Instead of the V6's six-speed automatic, the 2.0T is mated to a more-efficient eight-speed Tiptronic. The seven-speed dual-clutch transmission available in Europe is still not in U.S. Q5s, but the shifts in the eight-speed were fast enough. So was it really more efficient? Maybe. The EPA lists 20/27 city/highway mpg, and that is a step up from the Q5 V6's 18/23 city/highway mpg rating. I did not get a chance to go off-road, where Audi claims the Q5 is fully capable, with 25-degree approach and departure angles and eight inches of ground clearance. I can't imagine anybody ever taking this thing on anything more severe than light dust. I was afraid to scratch it as it was. The version I drove was pretty close to a base model, so I didn't get a chance to try out features available on more upscale Q5s. Those include but are not limited to the Audi drive select, which changes settings for steering, throttle response and suspension stiffness; the fancy graphics of the 3G MMI navigation, or the Bang & Olufsen audio. Didn't miss 'em. I was happy with this base model, though ultimately I might be even happier with an A4 Avant or an A3. Or a Volkswagen Golf GTI. Or just a Golf. Smaller is better, I almost always say. Still, this is Audi's smallest SUV, and it's far less imposing and costly than the Q7 behemoth. Inside, the Q5 has all the inherent benefits attributed to SUVs: the driving position is higher up with a good view of the road, there is plenty of storage in and around the cabin, and with a 110.5-inch wheelbase, there is legroom for adults in the back seat. The biggest drawback is the price. The base model stickers at $36,075, and the version I drove was an even $38,000. The Acura RDX, another turbo-four, starts at $32,620, and the Infiniti EX35, the Mercedes-Benz GLK and the Mazda CX-9 cost less than the Q5, too. The BMW X3 and the Lexus RX 350 cost more. If you're looking at crossover-utility vehicles in this segment or anywhere near this segment, there are an awful lot to choose from. If you're looking toward the sportier end of the segment, this and the X3 should be at the top of your list. 2011 Audi Q5 2.0T Premium Base Price: $36,075 As-Tested Price: $38,000 Drivetrain: 2.0-liter turbocharged I4; AWD, eight-speed automatic Output: 161 hp @ 6,000 rpm, 161 lb-ft @ 3,500 rpm Curb Weight: 4,090 lb 0-60 MPH: 6.9 sec (AW) Fuel Economy (EPA): 23mpg Options: Bluetooth & HomeLink ($700); teak brown metallic paint ($475); heated front seats ($450); Audi Music Interface with iPod cable ($300) |
| 2011 Lincoln MKZ Hybrid, an AW Drivers Log: Posted: 15 Feb 2011 07:58 AM PST        
ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: Any company that picks Mad Men actor John Slattery to promote its product is already good with me. But now that I've actually driven the 2011 Lincoln MKZ hybrid, I'm even more of a fan. The perfect word for this car is classic. The design is timeless. The MKZ (the entire Lincoln lineup, for that matter) is in a small group of vehicles that can appeal to a 20-year-old or a 90-year-old, which is a huge success in itself. The sharklike front grille is distinctive, and the enlarged emblems on the front and the rear of the car fit well and stand out at the same time. You instantly identify it as a Lincoln. The quality continues inside. The chrome and wood accents create dynamic contours in the cabin, and the steering wheel feels and fits nicely. The large screen that features the nav system, temperature controls and radio is easy to operate, having plenty of space for controls that are large enough to clearly touch without accidentally hitting three other buttons. And speaking of screens, the dash is spectacular! The bright colors, fun gauge design and flowering plant that grows or loses leaves throughout the drive create a whole new driving experience. I felt more in tune with the car, interacting with it more than I have most vehicles. The only bad thing I can say about this dash is that I found myself distracted, staring at the fluorescent bits moving and shifting; then I realized I was still driving. The MKZ moves well, and this hybrid makes so little noise I could hardly tell it was running. This peace and quiet continued for the most part during my commute. Only minimal wind noise was noticeable inside. The car fairly smooth over road blisters and simply glides over nice stretches of road (hard to come by in Michigan, however). The brakes are pretty sensitive, but after the first few slowdowns, I adapted to them. Despite my aforementioned love for John Slattery, I'd have to push him to the passenger seat. I want to drive. NEWS EDITOR GREG MIGLIORE: I think this car forms a solid foundation for Lincoln's hybrid strategy. The green technology is evident in the drive character, and even more impressively, on this brightly lit instrument panel. I've driven this Lincoln's sister cars, and this one really feels and acts like a normal ride. I think that's important for mainstream hybrid users. Merging onto the expressway is no problem, and higher-speed maneuvers are not an issue. I carved through traffic summoning revs with little trouble. This four-cylinder does feel a bit extended at times, but this has 156 hp, so there are no surprises there. I dipped into EV on more than one occasion, and it's a very smooth transition. As a hybrid, this Lincoln lives up. The chassis is quite adaptable over bad roads yet still offers a degree of sportiness. Jerk the steering wheel, and you can toss this thing a bit. It's behaved in corners, though the body does move slightly. Overall, Ford has done an excellent job with this chassis, and it shows. In regards to luxury, the MKZ is a sharp car inside and out. The grille is outstanding and demonstrative, and the lengthy sweeping taillights say upscale. Inside is a quiet atmosphere with pleasing materials that look and feel high-quality. The cabin is quiet at expressway speeds, and the woodlike parts are classy. My one beef with this car, and it's applicable to other makes and models both import and domestic, is simple--there's not enough differentiation from the mainstream Ford model. Aside from the grille, exterior dressings and a bit of wood trim, what is the real difference between the MKZ hybrid and a loaded Fusion hybrid? But to be fair, Acura, Lexus and plenty of other makes put out products that aren't all that much different from their proletariat brethren. And the Fusion is a hell of a good car. But to me, changing the silhouette of the Lincoln would make a lot of sense to add a more upscale feel. COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: Once again, I have mostly props for the MKZ, even in hybrid trim. My one big complaint was the brakes, which are super sensitive--even when you are aware of this and braking accordingly. You get used to them, yes, as Tara notes, but they're still an annoyance initially. Overall, the MKZ proved to be a solid ride for around-town and expressway travels. Through curves and over potholed roads, the car remained planted. The steering is well-weighted and the car goes in the direction in which you point it--and all of this, even in snow and ice and lots of messy mush. The cabin is classy, with its chrome and wood trim, and all of the controls are easy to use. I admit, though, that I got hooked on watching the growing and fading of the leaves to signal my fuel-economy state. Sometimes I would purposely feather the pedal in an effort to make the vines grow and to see how long I could go in EV mode. That's probably not what the NHTSA wants to hear--another distraction in cars. But it is interesting to monitor, and this is a hybrid, after all. The seats were comfy for longer rides, the car warmed up quickly, and there was good space in the back seat and in the trunk. All told, this MKZ is one fine package. 2011 Lincoln MKZ Hybrid Base Price: $35,180 As-Tested Price: $38,785 Drivetrain: 2.5-liter I4 hybrid; FWD, continuously variable transmission Output: 156 hp @ 6,000 rpm (191 net system hp), 135 lb-ft @ 4,000 rpm Curb Weight: 3,752 lb Fuel Economy (EPA/AW): 39/29.7 mpg Options: Rapid spec 201A including blind-spot information system with cross-traffic alert, rearview video camera, THX II 5.1 surround sound, navigation system including voice-activated control, in-dash screen and single DVD/CD/MP3 player, DVD-audio and DVD-video capability, internal hard-disk drive for map and point-of-interest storage, HD radio, a nearly 10 GB music jukebox and integrated Sirius Traffic and Sirius Travel Link, includes six-month subscription to Sirius Travel Link ($3,595) |
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