2013 Audi Q5

Audi frames all this in metallic trim, wood, and coordinated leathers and plastics to give the somewhat cluttered dash a unified look. About our only complaint about the design is that, at least directly around the driver--even with the MMI interface--there are a few too many buttons.

Last year's upgrade, a normally-aspirated V-6, is replaced this year by the supercharged version of Audi's 3.0-liter V-6. A good uptick from the older six with far more torque, the new engine's tuned to produce 272 horsepower via the same automatic and all-wheel-drive system, which puts its 0-60 mph time at 6.0 seconds (despite 250 pounds or so in extra curb weight), with the same top speed. It's only available with more expensive features, and fuel economy drops from 23 mpg combined to 21 mpg combined--so while we're gripped by the higher output and the Q5's ability to blast free of on-ramp inertia, the turbo four's a better everyday choice despite a little more coarseness in its game.

Both engines mate up well with the eight-speed automatic--it has closely spaced gears and responsive shifting to go with improved gas mileage, and paddle-shift controls are available--to cut down on the driving distraction of choosing gears manually at the lever, of course.

Audi's quattro all-wheel drive system plus eight inches of ground clearance make the Q5 a good pick for deep snow and steep driveways. The Q5 can also tow up to 4,400 pounds.

This year there's also a Q5 Hybrid, which pairs the turbo four-cylinder engine with an electric motor and lithium-ion batteries for a net of 245 hp and 354 pound-feet of torque, for a 0-60 mph time of 6.8 seconds and combined gas mileage of 26 mpg. We haven't had a chance to drive it yet, but we'll update this review as soon as we get into one.

Driven back to back against some other luxury crossovers without German heritage, the Audi Q5's dynamics come off as taut and carlike. Especially in the lightest-weight turbo four model, the Q5 excels in passing maneuvers, and out of corners. That's with an asterisk: we'd recommend against Audi's adaptive Drive Select controls for steering, transmission, and throttle, and pass on the adaptive suspension, too. Given our recent experience in a 3.0T with the standard suspension and without Drive Select--and past drives with those features--the simpler Q5 just feels better, with more natural response to road flaws. Steering in this case is still typically electric-assist numb, but at least it's predictable and tracks well, which we haven't always found to be the case with Drive Select.

With the seats folded, the Q5 moves from about 29 cubic feet to more than 57 cubic feet of storage space. There's enough cargo room for four roll-on suitcases and a clear view out the rear hatch glass. Small storage abounds, down to the 1-liter cup holders molded in all the doors, the console, and the fold-down armrest in the backseat.

Cabin materials are about the best they come in this class, with a rich, unified feel throughout and nice detailing. Furthermore, the Q5 has excellent build quality and a tight, refined feel overall--although road noise can be an issue and on four-cylinder models, you'll hear the engine hit a coarse note or two when accelerating.

We don't think Bluetooth or a rearview camera should be options at this price point, but good visibility is baked into in the Q5's design. Combined with the rather large side mirrors, drivers will have good outward visibility without the high-tech solutions. If you want them, they can be paired with optional adaptive cruise control and blind-spot monitors.

That's plenty, but to get an iPod interface and Bluetooth, you'll need to pay $1,000 to get them, or spend $4,300 to step up to the Premium Plus package, which also adds heated front seats; a panoramic sunroof; a power tailgate; and a xenon headlight package with LED daytime running lights. The turbo-four model's options include a navigation system bundled with a rearview camera, for $3,550; a $500 package with sport seats, a sport steering wheel and shift paddles requires the Premium Plus trim. Rear-seat airbags, an entertainment system, and different wood or aluminum trim are stand-alone options.

The $44,795 Q5 3.0T has standard 19-inch wheels, S line exterior trim, and Premium Plus content. For $7,500 the Prestige trim adds standard adaptive lighting; navigation; blind-spot monitors; a Bang & Olufsen audio system; and a heated/cooled cupholder. Stand-alone options include adaptive cruise and Drive Select; the Sport interior; an S line package with 20-inch wheels, sport interior, adaptive suspension, and aluminum trim; and a Comfort package with a leather instrument panel, ventilated front seats, and premium Milano leather. Our most recent Q5, a Q5 3.0T with Comfort add-ons, bore a sticker price of more than $55,000.

Hybrids come only in the equivalent of Prestige trim, at $50,795. The Comfort and Sport interiors are options, as are different 19-inch wheels and 20-inch wheels, rear side airbags, a DVD entertainment system, and interior trim.

We're still clumsy when it comes to running Audi's MMI and navigation system smoothly. It doesn't have the depth of voice control that other systems do, nor does it allow touchscreen contact. What it does have--aside from four new hard buttons that provide hot-key access to major functions--is lovely Google Earth mapping, integrated with Audi Connect, the brand's data-connectivity package. For a monthly fee of under $40, drivers get beautifully flowing and accurate maps, as well as real-time traffic information and local search. They also get connectivity for up to eight devices inside the car, all provided by Audi's 3G link to T-Mobile. Yes, you already pay for that with your smartphone--but does your navigation system look this good?

The base Q5 remains the best compromise for value and gas mileage. At 20/28 mpg, or 23 mpg combined, it's competitive in its class--and we've seen solid numbers near the higher end of the combined figure (24 mpg) in a mix of spirited city and highway driving.