While is certainly hasn’t been left lingering in the shelf, Audi’s Q5 seems to have dropped off the radar for some buyers as newer, flashier offerings from other brands have come along. That’s not to say the Q5 is too old, or unworthy of inclusion on your list of mid-size, Euro SUVs to buy.
We last reviewed a hybrid Q5 in 2023, and I was extremely impressed with that car, finding it hard to fault. Styling, quality, equipment levels, fuel economy, sheer driveability – that car had it all.
So how is Audi going to improve on something so good, and lift it higher into the sights of buyers in this segment? We headed to Auckland to check out the new model.
2025 Audi Q5 & SQ5: Q5 in New Zealand
According to Audi, the new Q5 is one of the “onslaught” of new models they are releasing. The Q5 dates back only as far as 2007, when an SUV convertible concept car was shown to the public. This morphed into a ‘real’ SUV, that is now in its third generation. There have been two facelifts along the way in the previous two generations, but Audi are keen to point out that this is almost an entirely new Q5, worthy of being called a new generation model instead of simply a facelift.
To date, around 3,500 Q5s have been sold new in New Zealand, with 2,000 of those Q5s, and 1,500 SQ5s. It goes to show how New Zealand drivers love their performance models, and New Zealand is still the number one Audi sport market per capita in the world.
Audi New Zealand know this is their halo model, as it sells more in volume than any other new Audi for sale here. “It’s the allrounder – more than an SUV,” they say.
2025 Audi Q5 & SQ5: Models
New Zealand sees 4 models available, although two are simply different body styles:
- S Line quattro – $111,990
- S Line e-hybrid – $119,990
- SQ5 – $149,990
- SQ5 Sportback – $153,990
The engine in the ‘base’ S Line model is a 2.0-litre, 4-cylinder turbo-petrol engine that outputs 150kW of power, and 340Nm of torque and is fitted with a mild hybrid (MHEV) system. It will arrive slightly later in the year, but the S Line e-hybrid has 185kW of power (220kW combined), and 450Nm of torque. The S Line gets to 100km/h in 7.2 seconds, while the e-hybrid does it in 6.2 seconds. Fuel economy is rated at 7.1 for the S Line, with the e-hybrid yet to be disclosed.
Both SQ5s are powered by a 3.0-litre, V6 petrol engine with mild-hybrid assist. Power is rated at 270kW and torque at 550Nm. Acceleration to 100km/h in the SQ5 takes 4.5 seconds. Fuel economy is suggested at 8.2L/100km.
It’s great to see that all models of the Q5 have functional tailpipes, instead of the fake exhaust tips the second generation has (complete with fake exhaust butterflies on the ‘old’ SQ5).
All models are mated to a 7-speed automatic transmission.
2025 Audi Q5 & SQ5: Exterior
The model is the first SUV to use Audi’s new Premium Platform Combustion (PPC), the same platform as used on the recently launched S5. All Q5s sold new in New Zealand will have Audi’s quattro system, meaning they are all-wheel drive as standard.
There is increased width and length, while the height has dropped a little, and according to the company, that’s to give it a wider, more muscular look. Audi calls the design of the new model “dynamic and muscular,” and it sure does look good in the flesh.
There is a stretched bonnet, and “optically stretched sides” to complete the look the company is going for. Up front, matrix headlights are standard and have 8 selectable digital light signatures. The rear has 266 LED segments, and these are customisable in conjunction with the front LED matrix headlamps. Previously, these selectable light signatures in any Audi have been an additional cost, however, now they are standard.
A new feature for the lighting is ‘Car-to-X Technology’, where the car’s head and/or taillights will react to environmental changes. For example, if another car comes within two metres of the rear of the Q5, all the rear lights will light up to give the other car a warning. Another example is of a cyclist riding past and a passenger in the Q5 goes to open their door; the taillights lights will flash up a warning triangle to let the cyclist know of the potential hazard.
Still in changes in lighting, there is now a rear projection brake stop light; this means as well as the high-level stop light, any braking is projected via LED lamps right across the back window, to aid safety. According to Audi, the driver in the Q5 cannot see the lights on the back window, so there is no extra distraction. This projected light is also lit up when using the Welcome Home function.
2025 Audi Q5 & SQ5: Interior
The new model is 35mm longer, and 7mm wider than the second generation Q5, and this allows for more interior room – although it is 11mm lower. The company claims the interior has been completely redeveloped, using the latest Audi design language.
Ergonomics are now more driver-centric; for example, the centre screen is curved towards the driver to match the arc of your hand moving across it.
The new dashboard is 11.9”, the centre screen 14.5”, and the passenger’s screen is 10.9” Lots of screens! All three screens are standard across the range. That passenger screen has a privacy mode, so if the passenger is watching a video and the car starts to move, the driver will not be able to view the screen.
There’s a few other tweaks and changes; the Qi wireless phone charger now has cooling fan, and the cargo blind can now be stored below the boot floor. Rear-seat passengers have access to a 100-watt USB-C charger, and that is powerful enough to charge a laptop.
The heads-up display (standard in all but the base model) is 85% bigger in size, and all the images are a far higher quality, says Audi.
2025 Audi Q5 & SQ5: Drivetrain/Chassis
All models are mild-hybrid (MHEV), with a 48-volt hybrid system powered by a very small 1.7kWh battery. According to Audi, that makes it easier to charge the battery up so the car can focus on using that power all the time. It does mean the petrol engine doesn’t really switch off, except for low-speed manoeuvring, parking, and initial acceleration. The electric motor in the MHEV system has 18kW of power and 230Nm of torque. The system allows for up to 25kW of recuperation, so this should charge that tiny hybrid battery very quickly.
While the SQ5 models have air suspension for the best ride/handling compromise, the other models have Audi’s ‘Frequency Selective Damping’, meaning a system which mechanically decides how to adjust shock absorber rebound for a better ride, and better cornering. We’ll test this out later today.
A great improvement is the inclusion of progressive steering,and also what Audi is calling a “more agile front axle”. There is also Integrated Brake Control, which sees the brakes being applied gently on the inside of a bend, for smoother cornering.
2025 Audi Q5 & SQ5: Safety and Delivery
The new model has not been ANCAP rated yet, but it is in the line up to happen. Audi says the bulk of pre-orders and stock will arrive next month.
2025 Audi Q5 & SQ5: Drive Impressions
I mistakenly grabbed an SQ5 first off; my preference is always to get the base model, then try out the higher-spec model after that. Would I be spoilt by the SQ5? Probably.
This car looks so good in District Green, although no doubt most Q5 buyers will stick to the German rainbow of colours; white, silver, grey, or black. It may be slightly bigger, but even with a second generation Q5 at the launch to compare it to, it’s hard to tell.
The interior – especially in the front – is completely different. The huge, single pane of glass for the 2 main screens dominates the interior, but in a good way. There are now haptic steering wheel buttons, and also haptic controls on the door for mirror adjustment, seat memories and some lighting.
On the road, the engine instantly impresses. While there is a little lag on initial acceleration – surprising when there is mild-hybrid assist – it’s so smooth and effortless, you can’t help but love it. That V6 also makes fantastic noises as you pass slower traffic.
Another highlight is the ride – it’s excellent. While this is the SQ5 model with its air suspension, it would be hard to pass this model up for the lower-spec S-Line. Not only is the ride excellent, hitting bumps mid corner – at any speed – does nothing to the car’s composure, as you barely register that there even was a pothole in the road. It’s that good and even more impressive when you see the car is fitted with large, 21” alloy wheels and low-profile (40 series) tyres.
Handling is excellent too; the car sticks like not much else on the bends, and while there’s more body roll than expected, it handles brilliantly – at least on this short drive. That quattro system giving all-wheel drive grip and the SQ5’s Pirelli P-Zero tyres means that grip is outstanding. I switched the car into Dynamic mode at one point, and that really tightened up the gear changes, forcing the transmission to hold the gears as well. This car is easily chuckable around the bends.
As I drove on, I couldn’t help but think this car was the perfect allrounder, as Audi had suggested. But we’ll have to reserve our decision on that until we spend a week with one.
Next up, it was swapping into the base spec S Line. Some of the extras were obviously missing, like the panoramic roof, but it still feels like a premium, well-equipped model. However, although the S Line does well in the performance department, I was already missing the SQ5. The S Line just doesn’t have the same sense of urgency. The engine in the S Line is quiet most of the time, although a little noisier under load up a hill. Good, but not a patch on the V6.
Handling in the S Line is above average, and while the ride is good, I couldn’t stop comparing it to the SQ5. But if you were to compare the Q5 S-Line to say the BMW X3, it would easily be equal to if not better than – in the ride-quality department at least. Body roll is more pronounced than the SQ5, and possibly at a higher level than the X3, or Mercedes-Benz GLC.
Something I found in both models is the over-bearing Lane Keep Assist that seems to plague Audis. It’s just too much, and you find yourself fighting the steering too often, especially on New Zealand’s windy country roads. It’s easily turned off by holding down the button on the indicator stalk for a few seconds, but how I wish Audi would just get it sorted and make it work. We shouldn’t need to turn safety systems off in normal driving.
2025 Audi Q5 & SQ5: Off-roading
As part of the launch, we’d been taking both the S Line and SQ5 off the beaten track and onto, well, a beaten track.
This wasn’t to be some tough cross-axle test, but instead a demonstration that you can take your Q5 offroad and onto tracks, and you’ll likely be just fine. I got back into the SQ5, and we hit the road out of Kauri Bay for a few minutes, then turned up some tracks to head to the hills of Clevedon. Once ‘offroad’, the SQ5 coped very easily. I did switch the car into Offroad+ mode, and that automatically raised the suspension.
All I threw at the car it coped with, although we are talking muddy patches, steep uphills over gravelled tracks, so it wasn’t too difficult. Still, both the S Line and SQ5 are fitted with Pirelli P-Zero tyres; they are high-performance on-road tyres, and not made for the muddy stuff, so that highlighted that the SQ5 was relatively confident in a mild off-roading situation.
On the way back down, I got into the S Line for the return drive, and it wasn’t much different. I had to ride the ridges to avoid scraping the bottom, where the SQ5 with its air suspension did not need to. But the S Line simply cruised back down all the hills and had no issues with mud or getting cross-axled on a few places where the track had washed out.
2025 Audi Q5 & SQ5: Summary
It was ‘only’ a launch, but I found it hard to fault the new Q5 – just as I found it hard to fault the old model. New looks, new equipment, and some worthy changes will move this model up in the charts, there is no doubt.
For now, we wait to book in the Q5 for review and see what it is like to live with for a week.
