The Audi Q5 is the golden goose of the Bavarian-based auto-manufacturers. Since it debuted in July 2008, the Q5 quickly rose to become one of Audi’s best-selling models, and in 2012, became the best-selling Audi model internationally.
Not only this, but the Q5 has retained the best-selling title right up until today. So naturally, it’s going to be somewhat of a big deal when this new third-generation Audi Q5 was launched.
Although market conditions are challenging for the German automotive industry at present, and Audi along with its parent Volkswagen AG, are facing some well-publicised problems, whether they be from increasing manufacturing costs and regulatory burdens, cost-cutting or faltering demand in key markets, like China.
So, can the new Q5 be the boon for the brand that it needs going into 2026? Or has Audi overcooked the golden goose?
What We Like and Dislike About The 2025 Audi Q5 TFSI S-Line
| What we like | What we don’t like |
| Quiet, comfortable cabin Superb ride quality Smooth, refined powertrain Excellent gearbox calibration | Interior quality has regressed Naff switchgear and haptics Some tech isn’t as good as it was Passenger screen is pointless |
What’s In the 2025 Audi Q5 Range?
There are four variants of the Audi Q5 available for buyers in New Zealand. In summary, you can have a standard Q5 (TFSI S-line), a hot Q5 (the SQ5), a hot Q5 with an odd body shape (the SQ5 Sportback), and an electrified Q5 (Q5 e-hybrid).
| Model | Price |
| Audi Q5 TFSI S-Line | $111,990 |
| Audi SQ5 | $149,990 |
| Audi SQ5 Sportback | $153,990 |
| Audi Q5 e-hybrid | $119,990 |
The standard Q5 is powered by a 2.0-litre turbocharged inline four-cylinder mild hybrid petrol engine, producing 150kW of power and 340Nm of torque paired with a 7-speed dual clutch automatic transmission, to deliver power to all four wheels via Audi’s Quattro all-wheel drive system.
The SQ5 is the performance variant, or the hot Q5. It’s powered by a 3.0-litre turbocharged petrol V6, producing 270kW of power and 550Nm of torque. It is also paired with a 7-speed dual clutch automatic transmission and utilises Audi’s quattro all-wheel drive.
The SQ5 Sportback is the same vehicle, but for people that prefer less luggage space. In other words, the Sportback is a body style with a tapered rear roofline.
The Q5 e-hybrid is a plug-in hybrid, utilising the 2.0-litre turbocharged inline four-cylinder mild hybrid petrol engine of the standard Q5, with the addition of a single electric motor and a 20.7kWh battery. The electric motor provides an electric-only range of 87kms (claimed) and an additional peak output of 105kW, bringing the total system output to 220kW.
I ought to make the disclaimer that the Q5 e-hybrid isn’t actually for sale yet, but it should be available shortly after the publishing of this review.
As is the case for most premium vehicles from the German marques, there is a list of big-ticket options available for the Q5.
I won’t list them all, but I will tell you that our test vehicle has roughly $14,300 worth of options on it, including acoustic glazing ($1,000), panoramic sunroof ($4,000), rear window sunblinds ($800), black exterior package ($2,500), MMI Experience Pro ($6,000).
Anyway, head on over to the Audi New Zealand website if you want to know more.
How Does The 2025 Audi Q5 TFSI S-Line Compare To Its Competition?
| Make/Model | Engine | Power/ Torque (kW/Nm) | Seats | Fuel (L/100km) | Towing capacity (Kg, unbraked/braked) | Boot space (litres) | Price |
| Jaguar F-Pace R-Dynamic SE P250 AWD | 2.0-litre turbocharged 4-cylinder | 184/365 | 5 | 9.1 | 750/2,400 | 613 | $124,900 |
| Land Rover Range Rover Velar S | 2.0-litre turbocharged 4-cylinder | 184/365 | 5 | 8.0 | 750/2,400 | 568 | $119,900 |
| Audi Q5 TFSI S Line | 2.0-litre turbocharged 4-cylinder MHEV | 150/340 | 5 | 7.1 | 750/2,400 | 520 | $111,990 |
| Mercedes GLC 200 | 2.0-litre turbocharged 4-cylinder MHEV | 150/320 | 5 | 7.3 | 750/2,500 | 620 | $101,100 |
| Lexus NX 350h Premium | 2.5-litre 4-cylinder hybrid | 179/- | 5 | 5.5 | 500/1,000 | 520 | $98,700 |
| BMW X3 20 xDrive | 2.0-litre twin-turbo 4-cylinder MHEV | 140/310 | 5 | 7.2 | 750/2,000 | 550 | $97,900 |
| Volvo XC60 B5 AWD | 2.0-litre turbocharged 4-cylinder | 184/360 | 5 | 8.7 | 750/2,400 | 483 | $87,990 |
| Volkswagen Tiguan | 2.0-litre turbocharged 4-cylinder | 195/400 | 5 | 8.6 | 750/2,300 | 652 | $84,490 |
First Impressions of The 2025 Audi Q5 TFSI S-Line
There are few automotive companies that can rightfully claim to possess an Audi level of attention to detail when it comes to design. Heck, I’d even say that Audi has held this crown for at least the last two decades when comparing the German big three.
Generally speaking, if you’d lined up an Audi, a BMW and a Mercedes from the same competitive segment, the Audi often felt the highest quality of the three.
Their design language, which utilised hard bodylines, deliberate angles with sharp radii, strong light-shadow transitions and impressive LED light features, all contributed to that ‘solid’ Audi feeling.
This was no accident either, as from the early 2000’s Ferdinand Piech was at the helm of Volkswagen A.G. Piech was big on accurate body design and prioritised fit-and-finish. Essentially, he was the reason that Volkswagen Group vehicles from 2005 onwards all look like they were made of granite.
Although, a fair amount has changed at Volkswagen A.G since Piech abdicated in 2015, which brings us onto our test vehicle, the 2025 Audi Q5.
The new Q5 is a handsome machine, which is mostly owed to its sharper light features (Audi has always done good lights). Although, there’s something about the body that doesn’t convey the same sense of quality which its predecessor did. The lines are softer, the angles more rounded, and door panels are straighter.
Am I being picky? Absolutely. Although for me, these details make the Q5 appear less high-end and it leans more in the direction of being commodified.
What’s The Interior Like In The 2025 Audi Q5 TFSI S-Line?
It’s no secret that the German car industry is on the brink of a crisis, and chiefly among those being in the proverbial is Volkswagen AG.
The last decade has been tough on the German automaking giant. Between dieselgate, ever tightening European emissions standards, along with a shaky start to their electrification strategy, along with other lesser-known falters such as Volkswagen’s recently established software subsidiary CARID – which apparently spent billions developing software for the group’s brands, only to replace a chunk of it with software sourced from Rivian – has all been painful for Volkswagen and its brands.
All of this has occurred against a backdrop of a torrent of affordable Chinese EVs emerging into the European market, which hit Volkswagen’s EV sales right where it hurt.
Where am I going with this, you ask? Well, the situation naturally has spoiled the books and led to some cost-cutting across the range. This is ever apparent in Audi’s new standardised interior designs, which are used in their new models, like this Q5. To me, the interior quality of this Q5 has noticeably dropped compared to the previous generation.
In terms of materials, the main culprits are the haptic controls on the steering wheel, along with the ‘haptic style’ panel controls for the mirrors and door locks. Then, there’s the short-sighted decision to use gloss black plastics in high traffic areas, particularly in the centre console area.
My real gripe is with many of the haptics, however. Haptic controls on steering are such a poor idea, that most manufacturers (including Volkswagen themselves) have backtracked on their usage. Why Audi persists, is another question entirely.
The other “haptic style” controls aren’t really haptic but instead are a fixed single panel that moves as one piece when you interact with it. It looks nice, until you actually use it and the dexterity feels all off. Also, because they’re finished in gloss black, those panels were already starting to scratch in our test vehicle. Not good.
Of course, there’s still some areas where Audi absolutely nails it. In particular, the seats are superb in terms of their comfort, and for the leather quality throughout the cabin. I also really appreciate the haptic ‘feedback’ on the infotainment, which Audi has carried over from its previous models.
Speaking of which, the technology is probably an area where you’d think there’s been improvements, by virtue of this being a new generation Audi, and in general, you’d probably be right. The infotainment system has a fresh UI, with greater functionality incorporated into it. The system is also quick to respond and has high-quality graphics. If anything, the only downside is that awkwardly large bezel that encases the thing.
Yet surprisingly, the technology has taken a step back in some areas. For example, the resolution of the exterior cameras appears to have been downgraded. If anything, the resolution on these ones seems similar to those on the Volkswagen Tiguan.
Although, the worst part for me is the new digital instrument cluster interface. Audi’s previous generation of MMI (otherwise known as Virtual Cockpit), was probably one of the best digital instrument interfaces which I’ve used in a modern car. For the new Q5, Audi has thrown that all out for the new one (Audi calls it MMI Pro), which isn’t as good in my view. I should clarify, the interface which Audi is using now is far from bad. If anything, it’s quite good but there’s nothing special about it either. You also can’t pull up the SatNav screen anymore, which was a feature previously enjoyed on the old one.
By now, you’ve probably already noticed the additional screen on the passenger’s side. Audi isn’t the first to offer this, but the Q5 does appear to be the first in its segment (at least in New Zealand). There’s nothing wrong with having this screen, but I’ve never understood what would motivate someone to actually want to use it.
For example, the screen replicates some of the infotainment functions, but it doesn’t actually allow the passenger to do anything meaningful, like set their climate control zone, as an example. Also, who isn’t carrying their smartphone with them these days? So, who would use the screen for entertainment?
Admittedly, every passenger I took in the Q5 did interact with it. Well, they did for about three minutes, until they stopped. Then, I had to look at their fingerprints all over it when they’d been dropped off.
I’ll admit, I have been quite tough on the Q5 so far. To be straightforward, this Q5 interior is still a lovely place to spend time. Although, the fundamental issue is that I struggle to see where there’s been any meaningful improvements over the previous Q5, yet I can clearly see where it has taken steps backward.
In some ways, it seems like Audi was under pressure to develop the new Q5 quickly. To really drive this point home, I’ll draw your attention to the badging.
Audi has redesigned their badges, and the result is that the silver rings are no longer silver, and the S-badging has been subtly changed to separate the S from the trapezoid, where they’d previously overlapped. Funnily, Audi appears to have forgotten one badge on the exterior fenders, which still uses the old S-badge logo compared to the new one.
That, in my view, isn’t the attention to detail that Audi is known for.
What’s The 2025 Audi Q5 TFSI S-Line Like To Drive?
I am aware that I haven’t exactly been heaping praise on the new Q5 so far. Instead, I’ve essentially said that the new Q5 looks and feels cheaper compared to its predecessor.
Fortunately, this section allows me to bring some balance.
In short, the Q5 drives beautifully.
Its stand-out qualities are the ride and the low noise floor. The ride quality is buttery-smooth, with the Q5 being equally adept at making patchy urban streets and undulating state highways feel like you’re driving across polished marble.
You’ll also barely notice any noise from the coarse three-quarter chip seal that paves our highways, owing to the Q5’s superbly insulated cabin, effectively minimising NVH and keeping the noise floor low.
The steering is also light yet direct, meaning that placing the Q5 where you want it draws upon little effort.
Together, the qualities make piloting the Q5 a relaxing experience. Simply, it drives like a luxury car should.
That said, the previous-generation car was already an excellent luxury car, and I’m not fully convinced that this Q5 drives much better compared to its predecessor. If I were able to drive both back-to-back, I wouldn’t anticipate that there would be much in it.
Still, whether in the current or prior generation, the Q5 is a lovely thing to ride around in.
Performance wise, this ‘entry-level’ Q5 utilises a 2-litre turbocharged petrol engine, outputting 150kW of power and 340Nm of torque, via a 7-speed dual clutch automatic transmission and Quattro all-wheel drive.
I wouldn’t exactly say that the performance of this Q5 is sprightly, but I would call it adequate. The engine has ample mid-range, and there’s enough power in reserve so that you aren’t needing to excessively plan your passing manoeuvres.
The dual-clutch automatic gearbox (DSG) also provides a great deal of assistance, with smooth yet snappy shifts keeping the engine right in the sweet spot of the powerband. Audi has also calibrated this DSG superbly, and I never noticed it getting its hair-in-a-knot in stop-start traffic, which is something DSGs have traditionally struggled with.
As expected from Audi, its Quattro all-wheel drive provides the Q5 with excellent road holding ability. More specifically, it provides the Q5 with excellent traction and stability. Although it’s somewhat inert from a handling perspective, the sheer grip means you can push the envelope in a corner, and the Q5 will maintain an impeccable composure. It really comes into its own in more challenging conditions, such as wet surfaces or uneven terrain.
In general, this powertrain package is superb. Yet, it isn’t without its drawbacks. For me, the most irksome issue was its responsiveness from a standstill. After sitting at an intersection or traffic light, the Q5 would take longer than expected to “wake up” after you’d touched the accelerator.
Its efficiency isn’t anything to write home about either. During our test, we achieved a fuel consumption result of 9.9-litres per 100 kilometres, or 2.8-litres higher than Audi’s claimed consumption figure. Although, this result is still on-par with its direct competition.
Another matter is the price. Admittedly, this is less related to how it drives, but more to do with the alternatives, particularly within Audi’s own line-up. On paper, this entry-level Q5 has a decent margin between itself and the hotted-up Audi SQ5. Although, the difference narrows considerably once you’ve started to add options to this Q5, some of which are standard on the SQ5.
More crucially, there’s also the forthcoming electrified Q5 PHEV, which is meant to start at $119,990, or only $9,000 more.
Speaking of options, it’s surprising that this Audi Q5 doesn’t come with lane-keep assistance as standard, considering that almost every new vehicle I’ve tested of late does have it as a standard feature (except for a few utes). The rest of the automated safety suite is excellent, however.
2025 Audi Q5 TFSI S-Line – Specifications
| Vehicle Type | Mid-size 5-door crossover SUV |
| Starting Price | $111,990 |
| Price as Tested | $126,290 |
| Engine | 2.0-litre turbocharged 4-cylinder mild hybrid |
| Power, Torque (kW/Nm) | 150/340 |
| Transmission | 7-speed dual clutch transmission |
| Spare Wheel | Tyre repair kit |
| Kerb Weight (Kg) | 1,845 |
| Length x Width x Height (mm) | 4,717 x 1,900 x 1,649 |
| Boot space (litres, seats up/seats down) | 520/1,473 |
| Fuel tank capacity (litres) | 70 |
| Fuel Economy (L/100km) | Advertised Spec – Combined – 7.1 Real-World Test – Combined – 9.9 Low Usage: 0-6 / Medium Usage 6-12 / High Usage 12+ |
| Towing Capacity (Kg, unbraked/braked) | 750/2,400 |
| Turning circle (metres) | 11.7 Small: 6-10m / Medium 10-12m / Large 12m+ |
| Warranty | 5-year/150,000 kms Audi warranty 5-year/150,000 kms roadside assistance |
| Safety information | ANCAP Rating – 5 Stars Rightcar.govt.nz – 5 Stars – AUDINZ |
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