Audi Q5

The new Audi Q5 is launching with a wide variety of technologies for power transmission – with manual, S tronic and tiptronic transmissions and with front-wheel and quattro drive. The ideal solution is provided for each engine; all of the transmissions have undergone re-development or in-depth modification.

The right solution for every customer: the transmissions

The 2.0 TDI* with 110 kW (150 hp) operates exclusively with a manual six-speed transmission. The seven-speed S tronic is available as an alternative for the versions with 120 kW (163 hp) and 140 kW (190 hp). The transmission cases of the manual transmissions consist of ultra-light magnesium in many areas. Perforated gear wheels, hollow shafts and a weight-optimized clutch reduce weight further – the new transmission is 16 kg (35.3 lb) lighter than the previous unit. The new spur gear stage to the front differential exhibits great advantages in terms of friction and installation space.

The seven-speed S tronic is available as an option for the more powerful four-cylinder TDI engines, and is standard in the 2.0 TFSI model. The dual-clutch transmission impresses with a high level of efficiency. Its compact multiplate clutches are arranged axially in series instead of radially over one another as in the previous unit. This reduces drag torque. The reduced friction, considerably reduced weight, highly efficient oil supply and centrifugal pendulum on the dual-mass flywheel also contribute towards improving fuel economy. The centrifugal pendulum enables very low engine idling speeds.

Both clutches of the seven-speed S tronic operate two independent sub-transmissions, whose construction is similar to that of manual gearboxes. Both are continuously active, but only one is connected to the engine at any given time. Gear changes are performed within a few hundredths of a second and with no interruption in the power flow by changing the clutches. From the output shaft, torques flow via a spur gear stage to the front differential.

Smooth and fast gear shifts: the eight-speed tiptronic

The 3.0 TDI in the new Audi Q5 has an eight-speed tiptronic as standard equipment. The engine operates near its ideal load point very frequently, because of the large number of gears of the smooth, fast and spontaneously shifting torque-converter automatic. A speed-adaptive absorber enables the V6 diesel to turn at at a low speed of around 850 rpm. The layout of the gear sets and shifting elements provide for low drag torques and thus high efficiency.

Both the eight-speed tiptronic and the seven-speed S tronic demonstrate the latest state-of-the-art technology. Their lower gears feature short, sporty ratios, while the upper gears are long to reduce revs and fuel consumption. The automatic transmissions are integrated into the engine’s thermal management and designed for start-stop operation. Drivers can choose between the modes D, S and E, and shift gears manually at any time using either the elegant selector lever or the standard shift paddles on the steering wheel. All commands are transmitted by wire, i.e. electrically, to the transmission.

In interplay with the new cruise control system, the S tronic and tiptronic offer a powerful efficiency function: If the driver releases the accelerator pedal between 55 and 160 km/h (34.2 - 99.4 mph) in the D or E mode, the transmission switches to freewheeling, provided that this enables fuel savings. If the optional predictive efficiency assistant and adaptive cruise control Stop&Go including traffic jam assist are installed, the coasting function has very good predictive control.

Next-generation all-wheel drive: quattro with ultra technology

The new Audi Q5 2.0 TDI with 110 kW (150 hp) comes off the assembly line with front-wheel drive as standard equipment. The quattro all-wheel drive system is available as an option here; it is standard for all other engine models. With the exception of the 3.0 TDI, all Q5 versions have the completely newly developed quattro with ultra technology. It offers maximum efficiency and does not perceptibly differ from permanent systems in terms of traction and driving dynamics.

Control of the new quattro drivetrain operates predictively. Networked throughout the vehicle, it acquires and evaluates data – in ten millisecond cycles – such as the steering angle, transverse and longitudinal acceleration and engine torque.

As long as the new Audi Q5 is driving with a moderate type of gear and there is no risk of tire slip, the quattro with ultra technology benefits from all of the advantages of a front-wheel drive. If all-wheel drive is needed, it is immediately available. It is engaged in two stages – predictive and reactive.

On the predictive level, the focus is on data supplied by the networked systems. From this data the control unit computes, for instance, the point at which the front tire on the inside of the curve will reach its grip limit during fast cornering; it computes this around one-half second in advance. If the wheel approaches the grip limit at a defined threshold value, the all-wheel drive system is activated.

The control unit’s decision on whether to predictively engage the all-wheel drive is primarily based on the driver’s style of driving, the status of the Electronic Stabilization Control (ESC) and the mode selected in the Audi drive select system. In reactive engagement, the system reacts to sudden changes in friction, and it engages the quattro drive. These changes might occur, for example, when the wheels go from dry asphalt to a sheet of ice.

Networking of the quattro drive with Audi drive select means that drivers of the new Audi Q5 can adjust the properties of the quattro drive according to their personal preferences. The auto mode represents maximum traction and balanced handling properties. In the dynamic mode, the torque is redirected to the rear axle earlier and at higher levels – this increases dynamic performance, especially when pavement friction values are low.

The crucial efficiency gains compared to the competition are rooted in the concept of the two clutches in the drivetrain. When the system changes to front-wheel drive, the front clutch – a multi-plate clutch at the transmission outlet – disconnects the propshaft. An integrated decoupling clutch also opens in the rear differential. It shuts down those components that cause the most drag losses here, such as the large crown wheel running in the oil bath. Despite the new parts, the quattro with ultra technology is nearly four kilograms (8.8 lb) lighter than the previous system.

Purely mechanical: quattro permanent all-wheel drive in the 3.0 TDI

The new Audi Q5 3.0 TDI* still uses the quattro permanent all-wheel drive system, which operates purely mechanically. During normal driving, the limited-slip center differential directs 60 percent of engine torque to the rear axle and 40 percent to the front. If necessary, it can distribute up to 70 percent of these forces to the front, or up to 85 percent to the rear. These high locking figures enable a clearly defined torque distribution and a highly precise interplay with control systems.

In both of these quattro systems, and with front-wheel drive, the further developed wheel-selective torque vectoring acts as a partner – it is active on all types of road surfaces. In dynamic cornering, the software function minimally brakes the front wheel on the inside of the curve (for front-wheel drive) or both wheels on the inside of the curve (for quattro drive) before they experience slip. Due to the difference in propulsive forces, the car turns itself into the curve ever so slightly. Turn-in behavior remains neutral longer, making handling even more precise, agile and stable.

Active torque shifting: the sport differential

The sport differential, available as an option for the 3.0 TDI, optimizes handling even more – it actively distributes torques between the rear wheels via two superposition stages. During fast driving, the sport differential literally pushes the car into the curve, which eliminates even the onset of understeer. Its management is integrated into the Audi drive select control system, and it runs over a central control unit, the electronic chassis platform. The sport differential in the new Audi Q5 responds even quicker than in the previous model, and it is around one kilogram (2.2 lb) lighter.


The equipment, data and prices specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.