The new version of Audi’s best-selling Q5 SUV arrives in the US

ASPEN, Colo.—There's a lot riding on Audi's next Q5. The model has been Audi's bread and butter here since the model went on sale in the US in 2009, as tastes changed and sedans fell out of favor. The third-generation Q5 is built on an all-new platform and is one of a new generation of software-defined vehicles that's meant to ditch a lot of legacy crud for a clean sheet approach. You would have known all of that from our look at the new Q5 in a studio last year, when Audi briefed us on its new platform. What you wouldn't have known from that piece is how it drives, particularly on US roads. The answer is: surprisingly well.

PPC

Just a few years ago, the world's big car brands were telling us that soon everyone would be driving electric cars, and that it would be wonderful. Things haven't quite panned out the way people thought they might when prognosticating in 2018, though. Electric powertrains have yet to reach price parity, in many places infrastructure still lags, and so automakers are developing new combustion-powered vehicles, particularly for markets like the US, where adoption remains far behind Europe or China.

For Audi and the other premium brands within the Volkswagen Group empire, that's a new platform called PPC, or Premium Platform Combustion. PPC will provide the bones for new vehicles in a range of sizes and shapes, the same way the MLB (and MLB Evo) platforms have done until now. In a week, you can read about the A5, for example, but as the sales figures show, SUVs are what people want, so the Q5 comes first.

To begin with, the US will get just two choices of powertrain. The Q5, which starts at $52,200, is powered by a 2.0 L turbocharged, direct-injection four-cylinder engine, which generates 268 hp (200 kW) and 295 lb-ft (400 Nm), which is sent to all four wheels via a seven-speed dual-clutch transmission. The SQ5 is the fancier, more powerful version. This starts at $64,800, and its 3.0 L turbocharged, direct-injection V6 provides 362 hp (270 kW) and 406 lb-ft (550 Nm), again to all four wheels via a seven-speed DCT.

At some point Audi will likely put a plug-in hybrid powertrain in the Q5, but there's no guarantee it would come to the US, particularly if the US government remains hostile to both foreign trade and environmental protection. Audi sells a 48 V mild hybrid Q5—essentially a powerful starter motor—in Europe but currently has no plans to bring that version to the US. Happily for those looking for an entirely electric Audi midsize SUV, the Q6 e-tron is ready and waiting.

But you can get the Q5, and the SQ5, in a pair of different body styles. As before, Audi has a Sportback variant, which trades the upright rear hatch for a more sloping roofline. What the Sportback loses in rear headroom, it makes up for in style but should drive the exact same way. In Colorado, Audi only had the regular SUVs for us to test.

Software-defined vehicles

Although the Q5 and Q6 e-tron don't share a common platform, they do share a common electronic architecture. Gone are the days of CANBUS and a hundred or more discrete black boxes and ECUs, each with a single function. Instead, it's an entirely clean-sheet approach known as a software-defined vehicle, where a handful of powerful computers are each responsible for controlling a different domain, in this case vehicle dynamics, driver assists, infotainment, climate, and convenience, all tied together by Ethernet, with a backbone computer overseeing it all.

VW Group bit off a bit more than it could chew and tried simultaneously developing not one but two SDV architectures, before realizing no one wanted to work on the one the company actually needed sooner. That architecture is called E3 1.2, and with a bit of focus, VW Group's software division has gotten it out the door.

The practical upshot of SDVs, unlike older cars with their single-function black boxes, is that everything on an SDV should be updatable. The flip side is the potential for more bugs, although I can report that the Q5s and SQ5s we encountered in Colorado felt much more mature, software-wise, than the somewhat buggy preproduction cars using E3 1.2 that we drove in mid-2024.

As for VW's future SDV architecture, it might well come from Rivian instead of its in-house division. Last summer, VW Group invested $5 billion in Rivian to gain access to the startup's SDV technology.

As part of E3 1.2, the Q5 gets the latest version of Audi's MMI infotainment, which now uses Android Automotive OS. There's a more powerful voice assistant, triggered by "Hey, Audi," that uses natural language processing that's able to easily understand me, and which I think provides a good alternative to using a touchscreen while driving. I lament the lack of customizability, particularly in the main driver display and the fact that you can no longer display a map there, despite that being a feature Audi pioneered.

You can also add a second infotainment screen for the passenger, although only by ticking the box for the Prestige trim, which adds $8,400 to the price of a Q5, or $6,400 to the price of an SQ5. More on this later.

The driving experience: Q5

We began our day in the Q5, albeit one fitted with the optional air suspension and 20-inch wheels (18-inch wheels are standard, and 19-inch wheels are also available). Despite the altitude, there was more than sufficient power and torque to move the Q5's 4,244 lb (1,925 kg) curb weight—forced induction providing the same benefit here as it did for piston-engined aircraft a century ago or more. At sea level, you could expect to reach 60 mph in 5.8 seconds, or 100 km/h in 6.2 seconds, according to Audi.

There's a new drive mode called Balanced, which fits between Comfort and Dynamic; on the road this mode is well-named as it indeed provides a good balance between ride comfort and responsiveness, with just enough but not too much weight to the steering. There's also an individual mode that lets you pick and choose your own suspension, transmission, and steering settings, plus off-road and off-road plus modes, which we'll encounter again later.

In fact, for a midsize crossover, the Q5 proved quite engaging from behind the wheel. It doesn't lean too much when cornering, although if you plan to negotiate a sequence of twisty tarmac, the lower ride height in Dynamic mode, plus the firmer air springs, is definitely the way to go. When you're not in a hurry or grinding along the highway, the ride is comfortable, and up front, there is little road noise thanks to some acoustic glass. I would like to try a car fitted with the conventional steel springs, however.

The cockpit layout is similar to the electric Q6 e-tron, with the same "digital stage" that includes a second infotainment screen for the passenger. But the materials here feel of a higher quality—my guess is that weight saving was much less of a concern for the gasoline-powered Q5 than the battery-carrying Q6. There is plenty of cargo room in the back, and perhaps a little more rear legroom than the photo would suggest—38 inches (965 mm), according to the spec sheet.

The driving experience: SQ5

The second half of our day was spent in the SQ5, most of it above 10,000 feet (3 km). Even in the thin air, the car was responsive, with the extra power and torque over the Q5 quite apparent. Audi was evidently confident in the SQ5, since our drive route included more than an hour on unpaved roads. None of the cars, all equipped with 21-inch wheels and lower-profile tires, had any trouble with punctures, and the off-road plus mode, which raises up the suspension, changes the throttle mapping, and disables the stability control, coped perfectly well over stretches of road that few luxury SUVs will ever face. I can report that as occupants, we weren't even particularly jostled.

I liked the way the SQ5 sounded, particularly in Dynamic, and it's engaging enough to drive that you'd take the long way home in it, despite being an SUV. However, it's also deceptively quick, in part thanks to being quiet and refined inside. There's a lack of intrusion from the outside environment that removes the noise and vibrations associated with speed, so you can look at the dash or heads-up display and see you're 20 mph faster than you thought. That's not great when mountain roads with no guard rails trigger your fear of heights, but the fact that I'm writing this means it ended OK.

They make you pay

I enjoyed driving both the Q5 and SQ5, but as is always the case on first drives for the media, we were presented with very well-equipped examples to test. For example, the great ride I experienced with the Q5 requires the $8,400 Prestige pack, which also adds the acoustic glass that made it so quiet inside. That's also the only way to get heated rear seats and ventilated front seats, the clever OLED tail lights, or the second display for the passenger. (On the SQ5 the Prestige pack is only $6,400, since air suspension is standard on all SQ5s, and adds Nappa leather as well.)

Some other features that I expected would be standard were instead behind the Premium Plus pack—$4,500 for the Q5 and $3,500 for the SQ5. I would expect the high-resolution, full-color heads-up display to be an extra, but you also have to tick this option if you want USB-C ports (2 x 60 W in the front, 2 x 100 W in the rear) in the car. And you probably do.