Audi Q5 Review

With several million already sold, the Audi Q5 is the firm’s most popular new car in the world. Since its launch in 2008, it has delivered an all-round blend of abilities that have had customers flocking to the showrooms. The second-generation version carried on this success in 2017, and the 2025 third-generation Audi Q5 aims to build further on this appeal. 

The stylish design of the Audi Q5 is a modern evolution of the well-liked profile seen in the previous two models. Here, it has a decidedly more sporting appearance, with a bold front end that includes a large grille and sophisticated headlights, and pronounced ‘quattro blisters’ for the wheel arches. From launch, there will be two distinct versions of Audi Q5, called SUV and Sportback. The Audi Q5 SUV has the familiar and practical silhouette we’ve known since 2008. The Audi Q5 Sportback blends the same front-end design with a more coupe-like rear, giving the car two distinct characters. Check out our Audi Q5 Sportback review to find out more. 

A highlight of the new Audi Q5 is the ingenious MHEV Plus technology used by the 2.0 TFSI petrol and 2.0 TDI diesel engines. This system mirrors the low-speed pure electric running of some full hybrids, and also allows some engine-off running once up to speed, reducing emissions and improving fuel economy. The Audi Q5 plug-in hybrid, called TFSI e is a great option if you can charge regularly, delivering up to 62 miles of electric-only driving. If you fancy an electric Audi, there's no full-on electric version of the Q5 - you'll want to take a look at our Audi Q6 e-tron review. 

The Audi Q5 is much more modern inside, too. Audi now gives it what it calls a panoramic digital stage, built around an 11.9-inch Audi Virtual Cockpit Plus digital instrument display and a 14.5-inch curved OLED touchscreen. Vorsprung models also add a separate 10.9-inch passenger display, which makes the cabin feel more like a current-generation Audi than a gentle rework of what came before.

A focus for the Audi Q5 engineers has been honing its everyday usability and practicality, with improved front seat comfort and rear seat space. It now has a split-slide rear seat, for example, to juggle boot space with rear passenger comfort. It even now has a retractable luggage blind that can be stored under the boot floor when the rear seats are folded. Meanwhile, Audi’s attention to detail extends to shaping the edge of the boot so it’s easier to load. 

To drive, the Audi Q5 is very appealing. The 2.0-litre engines perform efficiently, and the MHEV Plus system’s ability to switch into electric mode in town is impressive. With effortless sophistication and a composed ride that only gets better as road surfaces and weather conditions worsen, the latest Audi Q5 is a great evolution of a car that’s proven so popular over the years, and we’re sure will continue to do so.

For most, the best all-round choice still looks like the diesel 204 PS TDI in S line trim. The diesel’s torque and economy suit the Q5’s long-distance, family-SUV brief particularly well, and S line is the point where the car starts to look and feel more like the premium SUV most buyers will have in mind.

The regular Sport trim still makes a lot of sense if you want to contain costs, but S line is the best all-rounder. It gives you the sharper styling and a bit more visual attitude without heading all the way into range-topping money. Vorsprung is the indulgent choice, especially once you factor in the standard passenger display and Technology Pack, but the jump in price is substantial.

There's also a clear case for the Q5 e-hybrid if your driving pattern suits it. With up to 62 miles of electric range and a useful performance boost over the regular engines, it's a much more convincing plug-in hybrid proposition than older low-range PHEVs used to be.

The performance-focused SQ5 is a lot of fun, but it’s expensive and really the preserve of those who really want a big hit of power in their family SUV. Find out more in our Audi SQ5 review.

The Audi Q5 line-up currently starts at £52,360 and stretches to £69,595 for the plug-in hybrid versions. That puts it firmly in premium family-SUV territory.

It's not trying to be a bargain, and it doesn't need to be. The case for it's that the standard equipment is generous, the cabin feels properly contemporary, and the whole thing has the sort of polished all-round character that helps justify the asking price. Even so, it's worth being clear that upper trims and electrified versions move the Q5 into genuinely expensive territory very quickly.

The clearest rivals are the BMW X3, the Mercedes-Benz GLC and the Volvo XC60. The BMW is the one to consider if you want a slightly sharper, more driver-focused premium SUV, while the Mercedes leans harder into plushness and showroom appeal. The Volvo makes a strong case if you prefer a calmer, more understated alternative.

The Q5 makes most sense as the middle-ground choice. It's not the sportiest option in the class, and it's not the most overtly luxurious, but it blends comfort, quality, usability and long-distance refinement very neatly. If what you want is a polished all-rounder rather than a car that majors on one standout trait, the Audi’s balance is a big part of its appeal.

The Audi Q5 is an extremely practical model indeed. The high-set driving position is simply superb, with perfectly placed controls and plenty of adjustability. The driver has a great view out, with good visibility, while the seats really are among the best in the business. The sporty S line seats are particularly comfortable and supportive, even after hours behind the wheel. The Audi Q5 is easy to get in and out of, too. 

The latest Audi Q5 has a longer wheelbase than before, and the advantages are particularly obvious in the rear. Passengers have more leg- and knee room, while the seating itself is just as comfortable as those in the front, with good support. The backrests are reclinable, and two adults should fit comfortably, while higher trims add rear seats that slide backwards and forwards and can be individually angled. That should help make the Q5 feel more accommodating than some rivals when you are balancing child-seat duties, luggage and adult passengers.

The petrol and diesel Q5 models have a 520-litre boot, which expands to 1,473 litres with the rear seats folded. That’s a useful figure, but it's not class-leading, and if you go for the e-hybrid model, it drops further to 450 litres. A BMW X3 has 570 litres, and the regular Mercedes-Benz GLC goes larger again at 620 litres, so the Q5 trails both on outright luggage space. Even so, it remains easily practical enough for family use, with a split-sliding rear bench to help juggle boot room against rear-seat comfort, and Audi has shaped the edge of the boot to make loading easier. With the rear seats folded – via remote levers in the boot – the Audi Q5 SUV has 1,473 litres of space. 

The Audi Q5 is 4,717mm long, 2,155mm wide including the side mirrors, and 1,647mm high. It's a substantial car, but the steering and general visibility help make it easier to place than the size first suggests. In practical terms, it sits right in the heart of the premium mid-size SUV class.

The Audi Q5’s infotainment takes the form of a ‘Digital Stage’. This is a curved, freestanding panoramic OLED display that integrates a 14.5-inch Audi MMI touchscreen and 11.9-inch Audi virtual cockpit driver display. As soon as it comes to life, it impresses, with brilliant and colourful clarity from the extra-large array of screen space. 

It will require a little familiarisation. In a change from before, it’s now entirely operated by touch, and the menu structure requires acclimatisation (although there is a vertical strip of shortcuts to help here). The heater controls are also integrated into the screen itself, along the bottom of the display, rather than being tactile physical buttons, which is a shame. 

The Audi Q5’s infotainment system is extremely comprehensive, incorporating plenty of new technology and functionality. There’s even now an Audi app store, which allows access to third-party apps. The Audi voice assistant is now smarter, including self-learning and AI support to recognise more than 800 voice commands. 

A supplementary 10.9-inch passenger display, standard in the Edition 1, allows them to stream content and use infotainment and navigation features independently of the driver. They can, for example, set the sat nav on behalf of the driver. 

The driver display operates a little differently to before, via touch-sensitive steering wheel buttons. These are a bit fiddly, but the logic does become clearer the more you use it. You can’t get full sat nav mapping in the driver’s display anymore, though, as it’s restricted to the large centre touchscreen. 

The Audi Q5 is also available with a head-up display, which we found particularly crisp, clear and colourful. It’s genuinely useful, with plenty of functionality and super-useful sat nav instructions, and we liked how it even used the familiar, attractive Audi font in its various readouts.  

The Audi Q5 comes as standard with a 10-speaker stereo. The Bang & Olufsen 3D premium sound system is superb, and comes as part of the Sound & Vision Pack that also includes the snazzy head-up display. 

The Audi Q5 will support passengers’ devices too. The front USB ports offer power up to 60 watts, while those in the rear are capable of up to 100 watts – that’s enough to power larger devices such as laptops.

Material quality is one of the Q5’s strengths. Audi still gives the cabin that solid, slightly over-engineered impression buyers expect of the badge, even if modern Audis lean more heavily on digital presentation than older ones did.

The dashboard design also helps here, because it gives the cabin a more cocooning and expensive feel than a simpler mainstream SUV interior. The overall impression is that the Q5 still feels a cut above more ordinary alternatives.

The launch Audi Q5 range has a choice of two engines, the 2.0-litre TFSI petrol and 2.0-litre TDI diesel. Both produce 204PS, and both have quattro four-wheel drive as standard. They also both have an S tronic seven-speed DSG automatic gearbox and the MHEV Plus 48-volt mild hybrid system. 

The Audi Q5 TFSI is the most affordable engine. It accelerates from 0-62mph in 7.2 seconds and produces 340Nm of torque. This gives it a punchy feel, although it does need to be revved to give its best, where it can sound a bit thrashy and vocal. 

As the gearbox has a tendency to change up quickly, to boost fuel economy, you’ll notice it often has to change down a gear or two when you press the accelerator, which can make it feel a bit busy. Flicking the tiny gearshifter back to ‘S’ mode holds onto gears for longer, which resolves this, and there are also steering wheel paddleshifters. 

The Audi Q5 2.0 TDI has the same power output but feels more muscular thanks to 400Nm of torque. 0-62mph acceleration in 7.4 seconds indicates that it’s a match for the TFSI in terms of performance, and it feels like a larger, more relaxing engine in practice because there’s more pulling power at lower revs. It will accelerate more strongly without having to change down a gear. 

The plug-in hybrid, badged as the e-hybrid, broadens the range significantly. It brings stronger performance and a useful electric-only range, which makes it a much more credible plug-in option than before. It should be a strong fit for buyers who do lots of local journeys but still need full petrol backup for longer trips.

The Audi Q5 is a very sophisticated car to drive. The steering is light and ultra-precise, which makes this fairly large car easy to place on the road. You’ll quickly gain confidence driving it in busy town centres, for example, as the steering takes the guesswork out of driving. We loved the squared-off steering wheel you get in S line models as well. 

The hushed refinement is matched by a compliant and composed ride quality. We found it was plush on all wheel sizes, even the sporty 21-inch wheels, which was impressive. The taut ride also dealt with rough road surfaces superbly, which means you won’t have to slow down to avoid noisy crashes and bangs on poor roads. 

However, it’s worth pointing out that the only cars we’ve driven were all fitted with the optional air suspension. This will have a positive effect on ride quality, so we’ll have to wait until we drive it in the UK to find out what it’s like on standard suspension. 

The air suspension does allow a variable ride height. You can raise it up for rough roads, and even raise the suspension when you open the boot, which is surprisingly convenient. 

The Audi Drive Select button on the centre console, which lets you select drive profiles including Comfort, Sport and Off-Road, has added functionality with the air suspension. It will set things up to be softer in Comfort and firmer in Sport – and you can also tailor various settings in an ‘Individual’ mode. 

The Audi Q5 is a crisp and precise car to drive on twisting roads. Again, the steering is precise and confident, while levels of body roll are kept in check, and it generally has a dynamic, tenacious feel, aided by grippy quattro four-wheel drive. It perhaps doesn’t have the engagement of something like a BMW X3, but most will find it a very talented and sophisticated car to drive, on all roads and in all weathers. 

The Audi Q5 is a very hushed car to drive and travel in as well. Wind noise is kept at bay even at motorway speeds, and road noise is generally isolated as well. This gives it a sophisticated feel at all speeds. 

The engines can be audible at times, though. The Audi Q5 TDI has a clattery nature, and it sounds obviously ‘diesel’, even if it is generally well isolated. There’s a touch of vibration at lower speeds, and while it’s a very smooth engine, you’ll notice it when you rev it. Incidentally, the diesel clatter is far more obvious from the outside than within. 

The Audi Q5 TFSI is quieter in everyday use. You’ll notice the whistle of the turbo more than the engine itself. However, with less pulling power, it often needs to rev a bit higher than the diesel, where it does sound gruffer and more intrusive. 

An advantage of both engines is their ability to often switch into pure electric mode at lower speeds. This gives them the gliding refinement of the best EVs, and means you’re less aware that you’re running with petrol or diesel power. The engines will generally always be off as you come to a halt and sit at junctions or traffic lights. 

The Audi Q5 has a maximum five-star rating from independent safety organisation Euro NCAP. It also comes with the sort of strong baseline of driver-assistance kit buyers in this class will expect, including a good spread of active-safety and convenience systems.

That all helps reinforce the Q5’s appeal as a premium family SUV that prioritises calm, confidence-building everyday usability rather than gimmicks.

The diesel remains the stronger economy choice in the regular range, with up to 47.6mpg quoted in the most efficient versions. The petrol is respectable, but the Q5’s size and character mean the diesel still feels like the more natural fit if you do regular motorway mileage.

The e-hybrid is a different ownership proposition. If you charge it properly and mostly use the electric range, it could be far cheaper to fuel than the regular petrol or diesel. If you don’t, you are carrying the extra cost and complexity of a plug-in system without getting the full benefit.

Audi’s standard new-car warranty (three-years, 60,000 miles) is decent enough, while for plug-in hybrids, the separate battery cover adds some useful extra reassurance. Servicing is due every year or 9,300 miles, whichever comes soonest.

Current Audi Q5 derivatives sit between insurance groups 37 to 45 of 50. In other words, this is not a cheap SUV to insure, and upper trims or more expensive derivatives will push you further up the spread.

That’s worth being explicit about, because the Q5 can look manageable in lower trim but still sits firmly in premium ownership-cost territory.

All Q5 models sit above the relevant threshold for the Expensive Car Supplement, so they will be hit by the extra £440 charge currently set in years two to six – bringing the total tax due each year to £640.

That means a noticeably higher VED bill for several years after registration, which is worth factoring into the ownership picture rather than just looking at the monthly payment or list price.