Audi Q5 TFSI and TDI 2026 review

With the car industry undergoing enormous degrees of change overseas and here in Australia, there’s a certain desirability to the fact the new, third-generation Audi Q5 has remained very true to the established luxury SUV formula.

Along with the smaller Q3, the Q5 is a global best-seller for Audi. Sticking to the recipe by carefully and conservatively modernising this key cash-cow combustion crossover is the obvious and easy choice for the Ingolstadt, Germany-based marque.

Like other Volkswagen Group brands, Audi is engaged in a remarkably public accounting of its future electric model plans, and it’s also navel-gazed openly in recent times about things like car badging strategies.

No surprise the Audi executives running the Q5 program were keen to avoid rocking the boat. It’s clear Audi looked at BMW’s increasingly avantgarde styling choices, and Mercedes’ poorly-received engine downsizing strategy, and thought “nope, not us!”

Arriving simultaneously with the new Q5 is the SQ5, which retains a turbo V6 but flips back to petrol power, while coupe-roofline Sportback versions launch locally later this year.

As a result, the third iteration of the Q5 arrives with familiar styling and familiar engines: a 2.0-litre turbo petrol four-cylinder with front-wheel drive (150kW/340Nm) and a 2.0-litre turbo diesel four-pot with all-wheel drive (150kW/400Nm), while riding atop a retooled iteration of the old MLB Evo platform, now called Premium Platform Combustion (PPC).

As the acceleration of EV demand slowed, Audi invested further into PPC, bequeathing it with computing power for better semi-autonomous tech and space for larger batteries.

Both new Q5 engines have a 48-volt mild-hybrid system adding 18kW/230Nm and a strong plug-in hybrid (PHEV) version is on the way with circa-100km range.

As a result, the fuel consumption and emissions are said to be cleaner for all models — these are critically important factors in Australia now, given carmakers will pay penalties under NVES laws if they do not offset high-CO2 vehicle sales with deliveries of PHEVs and BEVs. Making the combustion engines cleaner is like getting a head-start.

In Australia, despite Audi’s concentration on cheaper, value-play Q5 models in the twilight years of the second-gen (2017-2025), most buyers kept vigorously ticking voluminous option boxes.

As a result, the 2026 lineup of new-gen models have a stack more standard spec and are pricier out of the box as a result.

Still, Audi says value for money marches forward across the board. So, how does the new Q5 stack up on local roads?

What are the Q5’s features and options for the price?

The regular Q5 SUV range consists of three trim grades in Australia for now, not including the separately tested SQ5 ($122,400) and SQ5 Edition One ($106,400, prices all listed before on-road costs).

Entry-level is the Q5 TFSI 150kW with front-wheel drive, priced at $81,000 (before on-road costs).

That’s $7600 dearer than the previous base grade but standard kit swells, taking in 19-inch twin-spoke alloys, matrix LED headlights with selectable signatures, LED taillights, heated/folding/tilting side mirrors, and aluminium roof rails and exterior trim.

Pictured: the Q5 TFSI

Further kit on the most affordable grade includes full keyless entry and start, genuine leather seating and steering wheel, brushed aluminium inlays, 12-way power-adjustable and heated front seats, tri-zone climate control, 11.9-inch driver/14.5-inch central displays, wireless Apple CarPlay/Android Auto, and ventilated wireless device charger.

An eight-speaker stereo, power tailgate, tyre pressure loss indicator, 360-degree camera, satellite navigation, and a three-year subscription to Audi’s Connect Plus suite of online features and companion smartphone app round out the package.

It is then a $6600 step into the TDI quattro 150kW model ($87,600), which gains all-wheel drive and additional torque (+70Nm) but otherwise shares its standard equipment with the TFSI 150kW.

Diesel buyers can, however, choose a Sport trim for the 150kW AWD powertrain ($94,100) which gains no performance but adds 20-inch snowflake alloys in grey, an opening panoramic sunroof with sunshade, sport front seats in black (with black headliner), a three-spoke sport steering wheel with flat top and bottom, and stainless-steel pedals.

While Audi has thinned out the options list, some higher-end features still attract additional cost, with individual items including rear sunblinds ($420), and for the TFSI/non-Sport TDI, the opening sunroof (TDI/TFSI, $3500), and open-pore wood inlays ($600) with a choice of grey lime sediment or brown walnut trunk.

A Premium Package costs $5400 but is worthwhile, adding an excellent Bang & Olufsen 3D stereo, 100W/60W USB-C ports, acoustic glazing for the front windows and head-up display, while the Style Package ($4900/$3400 TDI Sport) adds silk matt grey 20-inch wheels, a black exterior pack, and privacy glass.

The Tech Pro Package ($5700) is exclusively offered to TDI Sport buyers, adding digital OLED taillights with selectable light signature, a 10.9-inch front passenger display, power steering wheel adjustment, heated rear seats, and a heated steering wheel.

Paint-wise, only Arkona White is included; the sole pearl (Daytona Grey) and various metallics (Mythos Black, Navarra Blue, Glacier White, Ultra Blue, District Green, Tambora Grey, Grenadine Red) attract a $2000 premium while Sakhir Gold is $3300.

Inside, the TDI and TFSI come with black leather by default, but Pearl Beige is a no-cost option and darker Murillo Brown hide costs $600 as it also includes a black headliner.

How does the Q5 drive?

The Audi Q5 has a confident and secure demeanour on the road. Both the regular petrol and diesel engines are refined and, with each offering 150kW, are appropriately powerful.

While other engines (including a plug-in hybrid) are on the way, for now, the choice is a pretty simple one.

If you don’t need the surety of AWD, the Q5 150kW TFSI (petrol) is sufficient. As it’s not overpowered (and torque is reasonably modest at 340Nm), it doesn’t lose traction from its front wheels.

The petrol engine accelerates reasonably quickly from a stop and is quiet, though it is not the smoothest dance partner for the Q5’s new standard-fit 48-volt mild hybrid system and seven-speed S tronic dual clutch automatic.

Audi’s mild hybrid tech is quite strong (with 18kW/230Nm available) and, when you are crawling in traffic, it wants to glide along on electric power — a bit like a Toyota or Lexus hybrid. But in the petrol, this can feel clunky as the power unit fusses over whether to use combustion or electric motivation.

Interestingly, that clunkiness is not present in the Q5 TDI (diesel), which not only gains more torque (400Nm), and picks up Quattro AWD that disconnects when not needed, but also enjoys a happier marriage to the automatic transmission and mild hybrid smarts.

The diesel is also amazingly refined for a four-cylinder unit, with virtually no clatter audible in the cabin. All the usual things we like about diesel are here, including lush, muscular acceleration and very long fuel range (over 1000km).

Opting for the diesel brings a 120kg weight penalty over the TFSI (with the TDI ending up at a hefty 2030kg unladen) but it’s hard to tell unless you are attacking lots of tight bends in a row, where the lighter petrol engine reduces mass over the nose.

Speaking of cornering, the Q5 has oddly slow steering off-centre, meaning you have to keep turning the steering wheel to feel an initial response. That’s despite the standard fitment of progressive (variable ratio) electric power steering. The issue isn’t present in the SQ5.

Push through and keener drivers will discover that the new Q5 still has an excellent chassis that can stand up to more assertive driving, and on an enticing B-road the midsize Audi can fleetingly feel fun — though it isn’t quite a match for the BMW X3’s extroverted dynamics.

Ride quality is something of a concern.

Globally, Audi has increased the firmness of the standard Q5 suspension, which remains a passive, steel-spring setup albeit now with frequency selective dampers which automatically vary stiffness based on road inputs. Theoretically, the ride can be firmer across undulating terrain but softer across little urban imperfections.

While we’re typically fans of frequency selective damping, what the jargon disguises is how firm the default settings are that the manufacturer dials in, and in the case of the new Q5, it’s remarkably firm. The previous car was never soft and the new one certainly isn’t.

There was an antidote to this on the old Q5, which was the ability to option adaptive air suspension which allowed drivers to choose softer or firmer ride settings. Because fewer than 10 percent of Australians ticked the air-ride box, the option has been deleted here.

Air suspension is still available on the SQ5 and it could return on a different version of the standard Q5 in future. We’d like to see that, as the new SQ5 on air rides considerably better than the regular Q5.

What is the Q5’s interior and tech like?

Learning from the option-ticking habits of buyers of the previous-generation Q5, Audi has upped the ante with rich interior specification for the new model.

Real leather, top-end infotainment with the biggest screens and online connectivity are all included as standard here, with only the optional Premium Package on our ‘recommended’ list to take in true premium audio (Bang & Olufsen 3D).

While the exterior design of the Q5 is very much about a slow evolution, the interior changes for this new-gen are more like a revolution. The dashboard shape and structure is entirely changed to be all about Audi’s new ‘Digital Stage’ two- or three-screen concept.

The main portion of the Digital Stage is an impressive piece of curved glass incorporating the crisp 11.9-inch Virtual Cockpit, and a new 14.5-inch OLED centre screen with deep colours. Both displays are bright, clear, crisp, and easy to navigate.

That’s despite the near absence of physical buttons; Audi has learned from a few mistakes of sister brand Volkswagen by ensuring the screens have snappy processing power, big touch targets, and a permanent on-screen climate bar.

A knob has been retained for volume control, and even the steering wheel shortcuts — which initially appear to be annoying touch-based — are well-executed haptic buttons separated by easily perceptible ‘bridges’ in the plastic to avoid mistaken clicks.

A few foibles connecting to wireless CarPlay out of the way and smartphone mirroring proceeded to work without issue, with mapping from Audi’s system — or Apple Maps, or Waze — directions projecting onto either the driver’s screen or head-up display.

The seats are classic Audi — firm and supportive but lacking a little lateral support, particularly in the TFSI and TDI (the TDI Sport picks up sport pews). In the regular Q5, the leather is of the hardier, rather than plusher, sort.

Ergonomics are solid, though, with an elevated driving position and nice touches like an extendable and height adjustable armrest, while key controls fall to hand.

Build quality was excellent across four new Q5s we experienced, though Audi loyalists might feel let down by some of the material choices, which include too much piano black splashed across secondary items like the window adjustments and centre console.

Some family buyers will find that the second row is still a bit tight. While the new Q5 is 56mm longer than the old version (4719mm vs 4663mm), the wheelbase is the same and as a result, second-row space is only marginally improved.

It’s big enough for two adults back there but we suspect families with taller teenagers, or three children, will still need to opt for the (considerably bigger) Audi Q7 if they wish to stay with the four rings.

A standard power tailgate (with kick to open or close) operates promptly to reveal 520 litres of space with the (40/20/40 folding) rear seats upright, though this can be expanded by sliding the second row forward with 100mm of travel.

Some netting and straps are included with the Q5, though a partition net separating the boot from the cabin costs $300.

Is the Q5 a safe car?

Australia’s new car crash and safety ratings body ANCAP has not yet rated the Audi Q5, though a rating is expected to be announced soon. The Q5 received a five-star score from Euro NCAP.

Standard safety equipment for all Q5 models includes:

• Autonomous emergency braking (including swerve, junction and forward cross-traffic braking functions)
• Adaptive cruise control with stop and go function
• Lane departure warning (but no lane-tracing yet)
• Side assist, including blind spot monitoring, rear cross-traffic alert and door-opening exit warning
• Speed sign recognition
• 360-degree parking camera and front/rear parking sensors
• Automated parking system

Oddly, neither the new-gen Q5 nor the closely related A5 model has true lane-centring technology as yet, though this might be added later. For now, its lane-departure tech is of a more basic type that avoids the sides of the lane.

The other systems we tested worked well, with smooth adaptive cruise control and an extremely clear 360-degree camera making parking manoeuvres easier.

Some safety systems can be permanently turned off, including audible speed warnings. 

What are the Q5’s ownership costs?

Ownership costs for the Q5 will depend on the engine selected. A future plug-in hybrid is likely to have the lowest running costs of all if you can charge it at home, but for now, the choice is between two combustion engines.

Interestingly, the Q5’s TFSI and TDI engines have very similar official fuel consumption ratings in Australia: 5.7L/100km (petrol) and 5.4L/100km (diesel).

But things play out quite differently in the real world, where it is easy to extract great fuel economy from the diesel but rather difficult in the petrol.

In the TDI diesel we managed 6.3L/100km (urban) and 5.8L/100km (highway), plus 7.2L/100km in sportier country-road driving. Those figures are exceptionally good.

The TFSI petrol consistently used around 25 percent more fuel, meaning 7.9L/100km (urban), 7.2L/100km (highway) and 9.0L/100km (sporty driving).

From the 65-litre tank, average fuel range is around 812km for the petrol and 1015km for the diesel.

With petrol and diesel fuel currently priced at around $2.00/litre, driving 15,000km would cost $1920 in the diesel, or $2400 in the petrol. So, given the TDI costs $6600 more to buy than the TFSI, the argument to buy the diesel can’t only be an economic one.

Pre-paid servicing plans can be purchased for either engine at a cost of $3520 for five years/75,000km, with annual/15,000km visits. That’s quite expensive at an average of $704 per visit.

A five-year, unlimited kilometre warranty applies to the vehicle and the mild hybrid components.

The honest verdict on the Q5

The new Audi Q5 is a well-executed premium SUV. It looks attractive, without calling too much attention to itself. The revitalised interior looks very modern but is, in fact, quite easy to use. The dynamics are planted and assured.

However, the Q5 range has gaps. Clearly, there is room for a petrol engine with AWD, and one is expected to arrive with 180kW or 200kW and Quattro soon — as is a plug-in hybrid version, likely with 270kW of combined power.

But while the powertrains get all the attention, what is really lacking in our eyes is an upgraded suspension — either the full-fat adaptive air suspension system, or a simpler steel springs/adaptive dampers setup that would add bandwidth to the ride quality.

For now the Q5 is just a little too focussed and firm for our tastes on Australian roads. That’s appropriate for the SQ5 but for the regular version, we’d like more suppleness.

Still, the ride is far from bad, and many of the Q5’s other virtues (not least its reasonable pricing compared to key rivals like the BMW X3 and Mercedes-Benz GLC) outweigh this factor in our minds.

We’d recommend test driving the Q5 if you’re in the market for a new midsize luxury SUV, with a preference for the TDI diesel at this point in time.