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Audi Q7 60 TFSI e and BMW X5 45e in the test

Hans-Dieter Seufert
Going Green
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M it is now not possible to appear when buying a luxury SUV just suspicious of having a deep green environmental conscience. In any case, Fridays-for-Future-Kids would probably rather run to the next demo than let a conventional Audi Q7 or BMW X5 drive them there. But now drive luxury is paired with the rolling status symbols at least with a touch of sustainability: The plug-in hybrids with gasoline and electric motors can be moved several kilometers purely electrically.

On the electric Consumption lap from auto motor und sport, the Q7 managed 46 kilometers without the aid of its V6 combustion engine, and the X5 only switched on its straight-six after 76 whirring kilometers. Anyone who uses ignorance rhetoric to say that these e-ranges do not polish the CO2 balance to a shine, should be countered with this: Large SUVs in particular are often used in urban areas. And this is exactly where they could theoretically drive completely electrically - if they were regularly attached to the wallbox.

The reward of waiting

Only BMW has such a charging device for the home garage as an accessory ; Audi customers have to look for a competent electrician who will sell and assemble them for them.

Hans-Dieter Seufert
It takes 6.8 hours to completely fill the X5's battery.

On the 32-ampere wallbox with 400 volts, the Audi takes 78 minutes to recharge energy for a range of 20 km, drawing the current over two of the three phases offered. The X5 hangs on the cable much longer, namely 107 minutes. It only charges in one phase. It takes 6.8 hours to fully fill the battery (Audi: three hours). The reward for the longer wait is the one mentioned at the beginninggreater range thanks to the higher battery capacity (21.6 instead of 14.3 kilowatt hours).

In addition, the BMW has the option of charging the energy storage device with an internal combustion engine while on the move - if you drive locally emission-free in the next low emission zone want /must. That gives three extra points for the variability of the hybrid mode. Nevertheless, there is still room for improvement when it comes to drawing electricity, i.e. shorter charging times would be possible if the power electronics of the test cars allowed , which now populate a number of supermarket parking lots. Would you like to get electricity while you go shopping? Unfortunately, this is impossible with the luxury SUVs tested here; During this time they only suck supplies for a range of a few kilometers from the network, which is why there are only two points in the charging options for both.

How the stored energy is converted into motion depends on whether you has entered his destination in the navigation system. And which driving mode you choose. In the factory setting, the Q7 starts in electric mode, whereas the X5 prefers the hybrid. Then the respective area of ‚Äč‚Äčapplication decides on the type of drive: in the city and in villages mainly electric, on the highway the gasoline engine dominates. Obviously, BMW wants to offer the possibility of electric propulsion over a long period of time, while the Q7 should drive as much electric as possible even if the driver consciously chooses the hybrid operating mode by pressing a button. The watt reserve is processed directly, so to speak.

This is also possible with the X5, provided you have selected the E mode. Like the Audi, it swims in traffic up to the recommended motorway speed and does not become an obstacle. This is an important finding for many interested parties: E-mode does not degrade both SUVs to gigantic shopping trolleys, so it does not tie them to the city. For many, just other interested parties, this statement is likely to be decisive for the purchase: the switching back and forth and the superimposition of the two drives can generally only be heard, but not felt.

Hans-Dieter Seufert
Both SUVs still have e-support more bangs than their closest relatives, the conventionally burning Q7 55 TFSI and X5 40i.

With electric assistance, both SUVs have even more bangs as their closest relatives, the conventionally burning Q7 55 TFSI and X5 40i, both with 340 hp under the hood. And above all, the hybrid cars have no turbo lag: their drives get straight to the point.

Ultimately - this should also be mentioned - not every buyer is driven by the motivation to fulfill their SUV desire as little as possible climate-damaging. Some adorn themselves with the hybrid status, but actually attach great importance to the boost function of the e-machine and its additional torque. Combined, the Audi lifts up to 700 Newton meters (system output: 456 hp), while the BMW (394 hp) has 600 Nm. And with that, the 2.5-ton trucks stomp off brilliantly - anything else would also be a bitter disappointment in view of the performance data.

Even more than in the awake Q7, the electric motor in the X5 hides the startup of the turbocharger up to Unrecognizable. Like a large-piston naturally aspirated engine, the three-liter in-line six-cylinder reacts to accelerating and pushes forward smoothly. Then he turns up committed and cultivated, well supported by the gently and quickly acting eight-speed automatic. This highest drive culture is worth the full number of points to us.

Latent rear-heavy

The BMW also takes the lead in transverse dynamics. He is at least 49 kilograms lighter and combed the country roads a little less cumbersome than the Audi, also because the X5 test car is equipped with rear-axle steering. This agility-promising technology was noticed negatively in an X5 40i about a year ago with fidgety cornering behavior, because the limit area had a moment of surprise in store.

The 323 kilogram heavier hybrid now looks less overzealous and wags in the evasive tests more stable around the pylons. Just like on winding country roads, it shows a latently rear-heavy design that almost completely prevents it from understeering. This basic tendency of self-steering behavior can be explained by looking at the wheel load distribution. For this purpose, the test cars are weighed for each axle, with the X5 showing that 200 kilograms of the extra weight are on the rear axle. This has a calming effect on the driving character.

When driving on the autobahn, however, the nervous steering around the central position of the BMW is displeasing, which results in a point deduction for straight-line stability. In general, the two standard air-sprung SUVs treat their passengers courteously, with the Audi a little more flattering on the highway. It responds more gently to short bumps and lets less wind noise through, which is why thatThe comfort chapter goes to Ingolstadt. By the way: Both test cars had the optional acoustic glazing.

Hans-Dieter Seufert
When driving on the autobahn, the BMW steering, which is nervous around the middle position, is displeasing.

Because the high-voltage batteries are under the loading floor, there is no option for a third row of seats. And the hybrid principle limits the storage space. After all, the Audi remains a maximum of 1,835 liters (BMW: 1,720). In addition, the Q7 can fold the seats of the rear bench plus (390 euros) forwards, similar to a van . Even so, the Audi grabs the body chapter. Why does he still lose the property rating? Because he easily falls behind when it comes to braking distances and the safety and assistance systems. But also because it consumes more fuel and electricity on average, and also goes less electrically.

... when it is attached to the can

We assume this for the calculation of the test consumption from the fact that both plug-in hybrids are used 15,000 kilometers a year and are regularly plugged into the socket. Furthermore, we assume that two-thirds of this will be covered purely electrically as short distances - the remaining 5,000 kilometers hybrid, whereby the car itself decides on the type of drive.

The Audi would then have an average test consumption of 2.4 Liters of fuel and 24.2 kilowatt hours of electricity per 100 kilometers. Converted to the energy density of gasoline, this would correspond to a combined equivalent of 5.2 l /100 km. This low value results from the high efficiency of an electric motor in principle.

Hans-Dieter Seufert
BMW scores with the lower purchase price as well as the somewhat cheaper surcharge.

With the BMW you would even get just 4.6 liters per 100 kilometers - they add up to 1, 9 l /100 km fuel and 24.9 kWh. As already mentioned: This seemingly fantastic information assumes that the SUVs are regularly connected to the wallbox and draw cheap electricity here.

The greater economy of the X5, however, does not have a positive effect on the costs because the Difference in consumption is too small. However, BMW stands straight for its products for a year longer and scores here with the lower purchase price and the somewhat cheaper surcharge. This means that the X5 with the cost section takes overall victory - the more economical is also the better.


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