Yes! Indeed, short-travel suspensions can't do everything. Yes, sport tires don't hold traction well on wet mud. But even intimidating-looking slop yields to these cars. True, with certain caveats. Audi, for instance, confidently crawls under tension: all four wheels work in sync, the car holds a straight line. But it's better not to prolong such an exercise, otherwise there's a risk of overheating the friction clutches in the seven-speed robotic S-tronic gearbox. From the outside, everything looks scarier than it really is. Mercedes is also good, but it was more often thrown from side to side. Although the gas pedal is long-travel and allows precise dosing of thrust, the rear wheels kept breaking into wheelspin in the same places where Audi drove calmly. On dirt, the geometric cross-country capability and the less energy-intensive suspension of the GLK, compared to the competitor, take their toll, although it is noticeably more comfortable. Mercedes has an optional off-road package: different bumpers, hill descent assist, and a special mode where the throttle response becomes smoother, and ABS and ESP work on a different algorithm. Audi has the off-road stabilization system setting already in the base. And it copes well even with diagonal wheel hanging. So on moderate off-road, I would choose Audi. But if you regularly venture into serious mud, it's worth looking at something else. Indeed, who will play hero on crossovers? And they will handle everyday tasks without problems. Getting to a picnic or a dacha? Easily. Although a 'nine' (Lada) would probably get there too, but the crossover does it more confidently! And for everyday life, dynamics, comfort, and practicality are also important. So enough bathing cars in mud—let's hit the asphalt. The main thing, when climbing into a dirty Mercedes, is not to get dirty on the sill, and that's not easy. Getting in and out is easier in the Audi. And sitting inside is also more comfortable: the rear sofa is more spacious, and passengers can adjust the backrest angle. The Audi's trunk is again larger. Our GLK 280 with the base three-liter engine producing 231 hp and the seven-speed 7G-Tronic automatic—in the Edition 1 version. It differs from the regular one by striking 20-inch wheels, black-and-white interior trim, and an amazing three-spoke sport steering wheel that you want to take with you when leaving the car. Audi is in the most popular version, with the 211-horsepower two-liter turbo engine and, as already mentioned, a robotic gearbox. Also seven-speed. The Audi's gearbox is good! The two-liter turbo engine is quite peppy, and the S-tronic shifts quickly and exactly when needed. And managing thrust within a single gear is a real pleasure. The Mercedes automatic is not as successful. Yes, in most situations, the car responds to the gas pedal very smoothly, and shift points are masked perfectly. But in a tense city rhythm, the Mercedes stumbles more often. You press the gas—nothing happens for a second, and then—bang, and off you go. Unpleasant. The Audi's gearbox also jerks, but at least it doesn't hesitate. Still, Mercedes is Mercedes. Having gotten used to the thoughtful gearbox, small mirrors, and soft reactions, you, like an intercontinental missile, plunge into an isolating plasma cloud. And everything around—inadequate drivers, inadequate roads—seems to cease to exist. A long-noted feature of Mercedes: if you tune into the car's wave, you instantly calm down. What's the secret? In the suspension, which even on 20-inch wheels is much smoother than the Audi's, perfectly absorbs bumps and holds an ideal straight line? In excellent sound insulation? In the long-travel gas pedal that allows dosing effort with pharmacist precision? Or in the steering, completely isolated from the road 'background'? Audi can't do that. But on asphalt, it's even more likable! The car enters corners more eagerly, and the steering, though not as isolated from vibrations, is more informative. True, only in the normal mode of the drive select system. You can also choose dynamic—the steering effort thickens, but useful information doesn't increase. So it's better to leave the electronics in automatic mode and just enjoy the car. The Audi crossover is composed but not angry. It will support a relaxed driving mood but won't refuse other modes. Mercedes, it should be noted, also doesn't shy away in corners, partly helped by wide low-profile tires: drifts are minimal, reactions are calm and quick. But it goes through bends even too simply. You turn the wheel—and the 'crossover' obediently does everything. Audi is a different matter—it's your accomplice. On the highway, Mercedes remains unsurpassed, but in the city, Audi is more interesting. And on light off-road—too. And overall? The cars, despite being completely different, are damn similar. Both look great, boast good finishes, drive confidently on the highway, and take corners. And they can even frolic a bit in the mud. And the prices for the base versions of the Q5 2.0T and GLK 280 are almost identical! This test left us stumped: who to choose as the winner? This time, we choose Audi: the 'Q-five' is at least a little better in almost everything. Both off-road and in corners. The two-liter turbo engine is more economical than the three-liter naturally aspirated 'six', and rear passengers are more comfortable in the Q5. But the GLK is no slouch either, and how softly it glides over the road is already sufficient reason to buy. A true Mercedes. And I perfectly understand those who chose it. I went out for a test to compare two premium compact crossovers—the Audi Q5 2.0T and the Mercedes GLK 280. These are rivals that should combine status, comfort, and the ability to leave the asphalt. I'll say right away: the cars came to me not in perfect condition, but in mud. But that's even better—it shows better what they're capable of off smooth roads. Technically, these cars are built on similar logic, though with different accents. The Q5 has a chassis refined from the Audi A4: the arms and subframes here are reinforced, suspension travel is increased. Plus—electronically controlled shock absorbers and steering with variable ratio. Permanent all-wheel drive quattro with a Torsen differential in normal conditions sends 60% of torque to the rear axle. The body is 70% high-strength steels. The Mercedes GLK is made to a similar recipe—its platform and 4Matic transmission are borrowed from the C-class with necessary reinforcements. In normal conditions, its free differential splits torque in a 45:55 ratio favoring the rear wheels. As for safety, only the Audi Q5 underwent Euro NCAP crash tests. The results are mixed: for front passenger protection, it got 33 points (92%), for child protection—41 points (84%). But for pedestrian safety—only 12 points (32%). However, electronic aids like ESP and seatbelt reminders are rated highly—5 points (71%). Now about what you feel behind the wheel. Audi with its turbocharged two-liter engine producing 211 hp accelerates to 100 km/h in 7.2 seconds. The engine is elastic, peak torque of 350 N·m is available from 1500 rpm—very convenient in the city and on the highway. The gearbox—a seven-speed S tronic robot—works quickly and accurately. Fuel consumption in the combined cycle is 8.5 liters, which is an excellent indicator for such a car. Mercedes with the naturally aspirated V6 3.0 (231 hp) feels different. It's smoother, torque is distributed more evenly, but peak torque of 300 N·m appears only at 2500 rpm. Acceleration to 100 km/h is 7.6 seconds, which is also good, but the dynamics are perceived calmer. The seven-speed automatic works delicately, without jerks. However, the appetite is higher: in the city—14.1 liters, in the combined cycle—10.4. The suspensions of both crossovers are stiff, but in different ways. Audi holds the impact composedly, but on small bumps it noticeably shakes. Mercedes is a bit more comfortable, but on large bumps it may allow rocking. In corners, the Q5 stands more confidently thanks to a sharper steering, the GLK is predictable but less exciting. Off asphalt, the cars are also different. Audi with a ground clearance of 200 mm and approach/departure angles of 25 degrees confidently crawls on dirt, electronics help clearly. Mercedes with a clearance of 201 mm and an approach angle of 23 degrees also doesn't give up, but its transmission requires more time to redistribute torque, and on a slippery incline, this is felt. In terms of equipment, both cars are richly equipped: there's climate control, heated seats, a bunch of airbags. Except that Mercedes has a driver's knee airbag, while Audi has electronically controlled shock absorbers in the options list. Prices are comparable: the base Q5 costs 1,799,500 rubles, the GLK—1,808,400. Test cars with options—2,154,000 and 2,208,000 respectively. What to choose? If you need a livelier, more economical, and more technological car—the Audi Q5. If smoothness, a classic V6, and a calm character are more important—the Mercedes GLK. Both are worthy, but their characters are different. And, judging by the mud on the bodies, both are not afraid of it—which is perhaps the main thing for a crossover.