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Home Showroom Audi

2025 Audi SQ5 Review

Words: Peter Louisson | Photos: Alex Schultz

by Alex Schultz
October 5, 2025


The latest Q5 is available in two guises, good and great, with a sizeable difference in cost. Is the SQ5 worth the considerable extra over the TFSi?

Once upon a time the best selling Audi was the SQ7. That was when the property market was heading in only one direction. Since then things have changed, the golden era over, so no surprise that it’s the new Q5 that would-be Audi buyers are keenest to own. Evidently Audi NZ has sold over 3500 of them since around 2010, over two generations.

And they will be even more popular now that the third-generation example has dotted down in New Zealand (second generation for the SQ5 Sportback featured here). This is a completely new era for the Q5 with a new look, and a new platform. 

For simplicity, it is available in just two guises. There’s the base TFSi S line at $111,990 or the model you see here, the SQ5 Sportback at $149,990. That’s quite a gap to bridge but for the extra there’s also quite a step up in the engine room. 

Pumping

The TFSI S line has a 2.0L IL4T that generates 150kW and 340Nm. It evidently hits open road speeds in 7.2sec and sips fuel at a rate of 7.1L/100km. By contrast the SQ5 with its 3.0 V6T musters up a more snarling 270kW and 550Nm, yet its claimed fuel use figure is only 1.1L/100km more. Both feature a 48v mild hybrid system. This comprises a 48v battery, a belt alternator starter, and a new powertrain generator.

The battery, an LFP type, has a storage capacity of 1.7kWh. Refiring the engine is the belt alternator starter’s primary function but it also supplies the battery with electrical energy. The powertrain generator enables partial electric driving, provides extra torque, and also handles regen during deceleration.

MHEV plus technology helps the engine when starting up in stop-and-go traffic or when passing. The powertrain generator makes an additional 18kW of power 230Nm of twist. It also feeds up to 25kW of power back into the battery during regeneration. The brake control system ensures the best possible regeneration, in most cases without the use of the friction brakes.

Quick and abstemious

Despite all this tech, there’s only occasional engine-off running. It happens about as often as you’d expect with a mild hybrid. Out of town that’s generally during downhill running only. But in stop-start traffic and slow-speed running the engine is often silent. A combined fuel figure of 8.2L/100km isn’t bad for the SQ5 which weighs in at 2045kg. We observed figures in the high eights when cruising on the open road, occasionally into the early tens when pressing on some. But we didn’t do a whole lot of town running so low eights might be possible with more motor-only use. 

Anyhow, it is reasonably quick for an SUV when optimised in Dynamic mode and ESP switched out. Try 4.45sec 0-100km/h. Launch control and all, of course, and it scampers off the line well as you’d imagine from an AWD system. The TFSI S line is all-paw too, by the by. On overtake the SQ5 requires just over 3sec, which is pretty snappy.

Cosy with generous luggage space 

This is a fully new SUV built on Audi’s new Premium Platform Combustion (PPC). It’s slightly larger than the former Q5, though only by a few mm in any given direction. And the SQ5 is a Sportback variant so looks a bit more up for it. We like the profile, with a cab-rearward stance. And this is such a good size too; little wonder Q5 is popular. It’s big enough for five adults at a pinch. The legroom in the back is not exactly generous, even with the seats set right back on their runners. However, it is fairly sizeable on the luggage front. Try 475-1446L. If space is a priority, you’re better off with the TFSi S line. With its SUV body style it offers 520-1473L. We still managed to get our clubs and trundler in the back, no worries, the clubs on the diagonal. And the fifth door is powered as you’d expect.

Desirable spec

Being the top model, the SQ5 is rather well equipped. Not that the S line is exactly wanting, with matrix LED headlights as standard. The SQ5 goes one better with OLED taillights, rear proximity warning (back off) and customisable light signatures. Both come with sports seats (artificial leather in S line, the real thing in SQ5), a sports wheel that’s flat top and bottom with paddle shifters for the seven-speed auto, powered seat operation and three zones of AC. There’s also a Qi phone charger and MMI front passenger display. The SQ5 adds a heated wheel and seat heating front and rear. Count on seat ventilation for both occupants up front and a massage function as well. Safety and driver assist items are similar for the two models. 

Other special features for SQ5 include a premium B&O system, head-up display, and adaptive S air suspension. It should be noted that most of the trick bits on the SQ5 can actually be optioned into the S line as part of two packages totalling $11k. There’s also the option of air suspension for $4500. So essentially the S line customer is only then missing out on the (admittedly considerable) extra performance of the bigger engine. Sure, the bill is by now $125k which isn’t chump change but that’s still $25k shy of the SQ5. 

When you’re paying decent money for a premium vehicle like this it’s sometimes the little things that impress. On the driver’s door is a small touch pad that includes myriad items, like the main headlight controller which we left on auto, the master lock and unlock mechanism for the doors, the mirror controls and two driver seat saved settings. 

We like also that the ambient lighting acts as indicators, lest you forget to turn them off. And one of Audi’s best features that’s also present here? The button on the end of the indicator wand. Push and hold this and the lane keeping ceases and desists. Nice in something that actually steers okay. 

And it rides pretty well too, as you’d expect of a vehicle with sports air suspension. Nice and controlled in comfort without being too controlling. And firmer for sport mode, which also amps up the transmission and engine note. It sounds a bit stroppy for a V6 too. The quattro imparts confidence on road regardless of conditions, and this handles neutrally. There’s even a hint of oversteer through corners under power, aided by a torque vectoring rear diff.

This or the base Q5? 

We haven’t driven the base Q5 so it’s hard to make a call as to which is better. But we’d imagine the TFSI S line would be just fine for day-to-day use, especially as you can option it up to near SQ5 level. But the V6 performance and snarl, along with the extra gear would sure be tempting, especially as fuel use isn’t a whole lot higher. Whether it’s $38k tempting or not is happily not my decision.  


Audi SQ5
$149,990  /  8.2L/100km  /  186g/km
0-100 km/h 4.43s
80-120 km/h 3.16s (90.21m)
100-0 km/h 35.89m
Speedo error  97 at an indicated 100km/h
Ambient cabin noise  70.1dB@100km/h
Engine  2994cc / V6 / T / DI
Max power  270kW@5500-6300rpm
Max torque  550Nm@1700-4000rpm
Motor output  18kW / 230Nm
Battery  1.7kWh
Drivetrain  7-speed auto / AWD
Front suspension  Multilink / air springs
Rear suspension  Multilink / air springs
Turning circle  11.8m (2.4 turns)
Front brakes  Ventilated discs (360mm)
Rear brakes  Ventilated discs (330mm)
Stability systems  ABS, ESP, TV
Safety  AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size  f/r-255/40R21 
Wheelbase  2820mm
L/W/H  4717 / 1900 / 1649mm
Track f-1649mm  r-1613mm
Fuel capacity  65L
Luggage capacity  475-1446L
Tow rating  750kg (2400kg braked)
Service intervals  12 months / 15,000km
Scheduled servicing  3yrs / 150,000km
Warranty  5yrs / 150,000km
ANCAP rating  Not yet rated
Weight (claimed)  2115kg

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