Audi SQ5 and SQ5 Edition One 2026 review

Since first appearing on Australian roads in 2013, the Audi SQ5 has tapped a rich vein of local inclination for a subtle sledgehammer in the sports SUV class.

Despite flip-flopping from diesel, to petrol, and back to diesel, the recipe has remained: six-cylinder rapidity, in-cabin desirability and a degree of family-ferrying flexibility.

Pictured: regular SQ5

While well-off Australians have flocked to the right-sized SQ5, road testers have tended to offer tempered praise for the model. While Audi’s decision to avoid AMG-style aggression is sensible, the SQ5 has typically lacked BMW-esque precision while also demonstrating more aloofness than its cousin — the Porsche Macan.

Which is why sparkling-Sekt corks must have popped off in Ingolstadt when Porsche announced it would delete an aspect of the Macan’s competitiveness against the Audi by moving to an all-electric platform — perhaps a touch early.

While a future Q5 will be electric, the new SQ5 has many years ahead with combustion motivation. How traditional! And, as it turns out, well-timed.

While demand for EVs is, in fact, growing, that growth has slowed and hybrid is in vogue. Hence the SQ5’s adoption of a ‘strong mild hybrid system’ (which sounds like, but isn’t, a contradiction in terms). Traditional, too, is yet another fuel-type flip: the SQ5 is back to petrol, so dodge the diesel bowser.

This is still Audi, though, so the SQ5’s retention of conventional ‘raised wagon’ proportions, a narrow glasshouse, long bonnet and handsome styling should be expected and is, in fact, welcome. Things have changed more-so inside than out.

Less traditional by some degree is the decision to offer a stripped-back SQ5 spec in addition to the fully-kitted version, to allow more Australians into the six-pot model than ever before. Could the ‘Edition One’ be the sweet spot? Or is more really more?

What are the SQ5’s features and options for the price?

Audi’s decision to offer the SQ5 at two remarkably different price points — and with correspondingly varying equipment levels — appears to be a one-year experiment, for now.

For its first year in production for Australia, the SQ5 range will open with the Edition One grade. This isn’t a limited edition per se — it can be ordered on an ongoing basis — but there is no plan to offer the $106,400 + ORCs trim long-term.

But who knows? BMW’s similarly pared-back ‘Pure’ series of its M Performance models reappear from time to time. Notably, not now, however — hence Audi’s window.

The rival BMW X3 M50 currently costs $129,600, while a Mercedes-AMG GLC43 is $136,900 though the rare lower-end GLC43 Edition R is $128,900 (all prices before on-road costs).

In any case, the $106K SQ5 Edition One keeps several fundamentals, including passively damped sports suspension, the same V6 engine tune, matrix LED headlights, 12-way power adjustable heated front sports seats, keyless entry and start, power tailgate, three-zone climate control and a panoramic opening sunroof.

Pictured: SQ5 Edition One

The savings are found in the way the Edition One dilutes some of the plushness in other areas, making do with hardier leather and door inserts, an eight-speaker 180-watt stereo, and smaller 20-inch wheels — which give away an Edition One, as does its standard-fit black exterior package.

While both SQ5 grades enjoy top-end infotainment (bundling a 14.5-inch OLED touchscreen, 11.9-inch Virtual Cockpit, online connectivity, a companion smartphone app, cooled wireless charger and wireless Apple CarPlay/Android Auto), the full-fat SQ5 ups the ante in other ways.

At $122,400, before on-road costs, the ‘true’ SQ5 steps up to 21-inch gloss silver alloy wheels while gaining acoustically glazed windows, ‘premium’ leather seating with rhombus pattern, massaging and cooling front seat functions, a 16-speaker, 685-watt Bang & Olufsen stereo, 100W/60W USB-C charging, a head-up display and Dinamica door inserts.

Cosmetically, the regular SQ5 runs with the true marker of an Audi Sport model: a matt aluminium styling package for the mirrors, grille and daylight opening, though this can be changed to a black pack ($2150) or a carbon fibre styling pack ($9200), with carbon inlays for the dash (instead of aluminium) a $1200 upcharge.

Worth considering from the brief options list is adaptive air suspension (we’ll explain why the stiff $3800 charge should be paid), while many will be interested by the Tech Pro Package ($5700) bundling a passenger display, OLED taillights with customisable light signature, heated rear seats and heated power steering wheel.

Exterior colours are included on the SQ5 but they run $2000 on the Edition One, while only the former offers a no-cost Arras Red leather alternative to black.

How does the SQ5 drive?

Save for the noticeable (and unproblematic) presence of mild hybrid electrification, the new SQ5’s driving dynamics closely follow the virtues and vices of the previous, second-generation version.

This is a solid, rapid, slick vehicle — Audi Sport distilled into dense SUV form (quite literally: the SQ5 is just 4717mm long, but it weighs 2115kg).

The considerable similarity between old and new SQ5 makes sense. Many of the ‘hard points’ of the previous Audi’s chassis are similar. Despite adoption of a nominally new platform (PPC versus the old MLB Evo), most of the architectural changes focus on electrics, cabling, safety tech, and creating spare room for hybrid batteries.

No problem, really, because the dynamics of the old SQ5 were likeable if not overtly outgoing. For most buyers, the combination of a pretty-quick powertrain, firm but controlled ride quality, quick and progressive steering, subdued road noise and just enough room to serve as a family wagon were enough.

Perhaps the biggest change, then, is that the new SQ5 is quite a bit quicker, with the 3.0-litre single-turbo petrol V6 producing 270kW/550Nm and delivering a claimed 0-100km/h time of 4.5 seconds, trumping the old 251kW/700Nm diesel’s 5.1sec run.

The bassy diesel note has been deleted and replaced with an appealing petrol-six cry, some audible turbo whistle, and pronounced pop/crackle sounds on the overrun, travelling through four real oval pipes at the rear for extra cred (the old car’s outlets were fake).

Then there’s the 18kW/230Nm produced by the 48-volt ‘mild hybrid plus’ system’s belt starter and powertrain generators and fed from a 1.7kWh lithium iron phosphate battery beneath the boot floor (that offers 25kW of regen braking off-throttle).

The system cuts fuel use (and can even crawl in traffic on electric power alone with no loss of air conditioning power) but it also offers a small contribution to forward progress, particularly in brief moments when the turbo and/or seven-speed wet-clutch S tronic automatic transmission are caught off-guard.

In Dynamic drive mode, the system deliberately retains more charge to offer on-tap boost out of corners, while in the powertrain’s Balanced/Efficiency modes the charge level settles at around 50 percent to provide more headroom for regen braking.

More importantly the mild hybrid/V6 petrol/seven-speed pairing is a happy one and the electric bits don’t get in the way or reduce the fun — except if you get a flat tyre, as the battery for the system means the old collapsible spare wheel has been deleted.

Tradition is the name of the SQ5’s sports SUV game and one thing that hasn’t changed (much) since the nameplate launched is the default very firm ride quality. Buyers appear to like this but it’s just too much for our tastes on Australian roads.

On the full-fat SQ5 variant only, $3800 buys truly superb adaptive air suspension with a now-wider spread of damping between Comfort/Sport modes. In either setting, wheel control remains excellent but compliance, particularly around town and across expansion joints, is vastly superior to the standard passive/frequency-selective dampers.

Handling-wise, the SQ5 is reasonably fun. The steering is light and quick off-centre (unlike the standard Q5, which is a bit treacly), with a custom SQ5 tune and a variable ratio system.

ESC Sport is available and small amounts of rear-end attitude can be induced; the Quattro AWD system can send most of the torque to the rear wheels.

Sadly, the Audi Sport rear differential, available on the old car as a truly nerdy SQ5 cultist option, has been deleted globally. Ultimately, this has narrowed the SQ5’s on-limit handling bandwidth.

Keen drivers will be better served by the related (and cheaper) S5 Avant, which scores the tricky diff and air suspension as standard for $117,900, before on-road costs.

Beyond the useful regen braking allowed by the hybrid system (and informed in part by the forward radar, meaning stronger regen in traffic), the physical brakes (360mm front, 330mm rear) are up to the task and pedal feel is reasonable.

What is the SQ5’s interior and tech like?

If we regret any of the changes to the SQ5, it might be Audi’s move away from unfussily styled cabins that seemed hewn-from-granite.

No need to overblow it: build quality appears to be good on the new SQ5 but the interior has been glitzed up with much larger screens and a few overly indulgent design choices.

It’s true that buyers are demanding more tech, and in fact the new SQ5’s ‘Digital Stage’ infotainment concept bundling two bright and crisp screens in one curving glass panel is one of the better modern manifestations we’ve seen. Lightning-quick processing and big touch targets negate common foibles, too.

Frankly we don’t mind the screens; we do mind Audi’s recession to piano black as the secondary trim across the centre console and the bizarre, most un-Audi-like fitment of a blank panel where the optional passenger display would go…a constant reminder you didn’t fit the (highly unnecessary) optional extra. It looks cheap.

Thankfully, the traditionalists put their foot down where it really counts, with key touchpoints like the perforated leather steering wheel, metal door latch pull, and especially the full SQ5’s soft and supportive ‘premium’ hide seats all reminding of what this brand is supposed to be good at—rich interiors.

More broadly, it looks like the Volkswagen Group might have reached the bottom of its years-long perceived interior quality regression and is now on an up-swing so the eventual mid-life upgrade to the SQ5 could correct the bugbears above.

In the meantime, it’s far from bad in here— we only nitpick because we know Audi can do so well.

The ergonomics are great, the seating comfortable, storage plentiful, and smartly, things like a rotary volume knob and clicky steering wheel controls (haptic, but like the real thing) have been retained.

Sound quality is good from the Edition One’s eight-speaker unit but truly great from the full-fat version’s clear and loud Bang & Olufsen unit.

The decision to effectively retain the dimensions of the outgoing SQ5 means the back seat still isn’t huge, and larger families will find this Audi on the smaller side.

However, we like the disciplined size and solid packaging; the back seats will accommodate six-footers but probably only two of them.

Boot space of 520 litres is competitive enough in this class and a variety of nets come with the vehicle to help tie down loose items, while the cargo blind neatly fits between the carpeted boot floor.

Is the SQ5 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.

In Europe, the Q5 received a five-star score from that region’s Euro NCAP testing body.

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 or closely related A5 models have 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 SQ5’s ownership costs?

The fitment of the ‘mild hybrid plus’ system to the SQ5’s 3.0-litre petrol V6 engine has improved its fuel efficiency, though there will be scenarios in which the old diesel SQ5 will still be more efficient or longer-legged.

Audi acknowledges this, as the new petrol/mild hybrid SQ5 is rated for 7.6L/100km (combined) while the previous SQ5 TDI wore 7.0L/100km stickers.

So, why the change? It’s mainly about CO2 emissions, which are lower for the petrol (172g/km) than the diesel (185g/km). Australia and Europe have similar approaches to emissions regulations and lowering the CO2 number is paramount for avoiding fines.

That said, fuel range from the 65-litre tank remains reasonably good for the new SQ5 as we saw 8.0L/100km on the highway (812km range) and a decent 10.0L/100km in stop-start urban traffic (650km range). In harder, sporty driving we managed 9.3L/100km.

Pre-paid servicing plan pricing has not changed compared to the previous SQ5, with costs held at $3560 for a five year/75,000km maintenance package, working out to a (pricey) $712 per annual visit.

The warranty for the vehicle, including its mild hybrid components, is five years with unlimited kilometres.

The honest verdict on the SQ5

The new Audi SQ5 is a fun, polished sports SUV that hits the brief. Stylish outside, easy to use inside (if a little down on perceived quality), rewarding to drive and pretty quick, the SQ5 deliberately sticks to a proven formula.

Handily, it does so while also being much cheaper than its key rivals, the BMW X3 M50 and Mercedes-AMG GLC43. But the Audi isn’t just more affordable than its fellow German crossovers. Arguably it’s more handsome than the new X3 and the GLC was downsized to just four cylinders…

Not all buyers will be thrilled about the loss of the cult-hit TDI diesel powertrain, though the adoption of a petrol/mild hybrid engine is more of a sign of the times than a deliberate shot by Audi across the bow of diesel lovers. The new engine is a good unit that should be given a chance by TDI owners.

Ultimately, the SQ5 is not the last word in dynamic capability — it’s heavy — though we’d no longer call it aloof. It does isolate, but it offers reasonable feel and connection.

Still, the absence of a petrol Porsche Macan means unfavourable comparisons to its cousin, at least where petrol fuel is involved, may be a thing of the past…except that Porsche is rumoured to be looking into adapting the new SQ5’s platforms into a renewed petrol SUV.

The SQ5’s virtues considerably outweigh its vices, in any case. It should be test-driven.