Audi has revealed more information on the plug-in hybrid variant of its Q5 SUV that was originally launched at the 2019 Geneva Motor Show. Called the Audi Q5 55 TFSI e, it will act as a rival to the BMW X3 xDrive30e PHEV when it reaches the UK market in June, with prices starting from around 拢55,000. The Audi Q5 55 TFSI e is powered by a turbocharged 2.0-litre four-cylinder petrol engine and an electric motor, which produce a combined power output of 362bhp and 500Nm of torque. There鈥檚 a 14.1kWh battery pack on board, which Audi claims will provide the Q5 55 TFSI e with an all-electric range of 26 miles. Emissions are a claimed 49g/km of CO2, while fuel economy stands at 113mpg according to the WLTP test cycle. The German firm also states that the Q5 PHEV can reach a top speed of 84mph on electric power alone. To achieve these figures, Audi has reconfigured its Quattro all-wheel-drive system, changing it from a permanent to an adaptive setup. A bank of sensors monitor both the road surface and the driver鈥檚 behaviour and, depending on the conditions, can disconnect drive to the rear axle to benefit efficiency. Like the rest of Audi鈥檚 hybrid range, the new Q5 plug-in hybrid comes with a range of drive modes which offer either increased efficiency or maximum performance. 鈥淗ybrid鈥?mode works in tandem with the sat-nav system, optimally distributing the available battery charge across a route and reserving electric-only drive for urban areas and stop/start traffic. The electric motor deals with all light braking, recovering a maximum of 80kW of electrical energy, which can recharge the Q5 55 TFSI e鈥檚 battery pack on the move. When plugged into a conventional household 220V socket, it can be completely recharged in around six hours.
The Mercedes鈥?steering is similar to the Golf鈥檚, too, in that it鈥檚 precise but feels a bit disconnected; although it鈥檚 a nicer weight and does feel less resistive to your inputs, especially under power. Traction is brilliant as well, with the four-wheel drive shuffling power around effectively. Cornering grip is also plentiful, while our car鈥檚 winter tyres could explain a slight lack of steering precision compared with its rivals. The A 35 is also reasonably comfortable on a motorway and deals with smaller bumps pretty well at higher speeds. Yet as your speed drops so does the level of comfort, and around town the Mercedes feels firm. Adaptive dampers are a 拢695 option, but weren鈥檛 fitted to our car; they cost 拢850 on the VW and are included as standard on the Honda. The A 35 retains the A-Class鈥檚 acceptable 370 litres of boot space, which means it鈥檚 more spacious than the Golf R鈥檚 343 litres, which is reduced compared with a standard Golf due to the car鈥檚 four-wheel-drive system. Both capacities are smaller than the Civic鈥檚 420-litre volume, though. Compared with its predecessor, this A-Class is much better packaged, so there鈥檚 more space in the rear.
Headroom is still a bit tight, but it鈥檚 broadly on par with the Volkswagen and Honda for legroom. The Mercedes features a large central cubby, and with no gearlever on the centre console, there鈥檚 a big set of cup-holders for extra storage, which is easier to access than the VW鈥檚 cubby below its screen. In the makers鈥?chart of our Driver Power 2018 owner satisfaction survey, Mercedes finished behind both Volkswagen and Honda, in a relatively poor 20th place out of 26 brands. Honda performed well in third, while Volkswagen ranked in fifth position overall. The A-Class gets a full five-star Euro NCAP rating. Autonomous braking and lane-keep assist are standard on all three cars, but blind spot assist and parking sensors are both missing from the A 35; they鈥檙e part of the costly 拢1,695 Driving Assistance and 拢1,395 Executive option packages. One example of pricey options on the AMG is heated seats, which are part of the 拢1,395 Executive Package (they鈥檙e included as standard on the Golf R). But this also adds worthwhile extras, such as the larger infotainment screen. The A 35 returned a solid 34.4mpg during our test.
鈥淭he A 35鈥檚 dual-clutch gearbox is occasionally jerky in auto mode when it gets caught in two minds. It also sometimes selects an inappropriate gear in town. Honda offers the Civic Type R in two forms: standard and GT. Here we鈥檙e testing the 拢33,525 GT, which matches these rivals for kit but works out cheaper to buy. It鈥檚 our current favourite hot hatch, so it鈥檚 the model to beat. The Honda Civic Type R is already a legendary hot hatch. While the current 2.0-litre turbo isn鈥檛 an all-time great (especially next to the high-revving motors in previous Type Rs), it produces 316bhp and 400Nm of torque, so it鈥檚 the most powerful car here. As with its rivals, the Honda features struts at the front and a multi-link rear, but unlike the A 35 and Golf R, the Honda is front-wheel drive only, and there鈥檚 no automatic transmission option. The interior is plain, and features materials that, while hard-wearing, look and feel cheaper than those in the Mercedes and VW.
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