Car or SUV? Half empty or half full? This is just a sampling of the unavoidable interrogative tone that indevitably surfaces when a European marque dials up the performance and affixes suggestive chrome letters to the back side of a crossover… all while sought-after performance wagons remain on the other side of the pond. Such is the state of being for a crossover like the 354 hp Audi SQ5.
First, it’s worth putting the crossover question into context. America doesn’t buy wagons. Yes, they do buy a few, but those watching volume charts will tell you that the Audi A4 Avant sold about as many in its absolute best month ever as the A4 allroad sells in an average month. And, though that means the A4 allroad has technically improved wagon sales a bit, it does so only just while the very similarly sized Audi Q5 has even pulled ahead in of the vaunted A4 sedan in North American sales, seizing the title of volume leader in America.
In the meantime, crossover sales in Europe and the rest of the world are also on the rise. From the current-gen Q7 going gangbusters in the twilight of its production years to the RS Q3 storming past projected sales figures and rendering the car to seemingly perma-backorder status. Crossovers are here to stay, and not just in America.
Given this undeniable trend, it was only a matter of time before Audi launched S or even RS-badged variants of its Q family of vehicles. In fact, the SQ5 was the first of such offerings, though launched only as a diesel when it emerged in Europe last year. Over there, it was and remains powered by the company’s potent-yet-frugal 3.0 Bi-TDI.
We tested the SQ5 TDI last year and you can find that report HERE.
Unfortunately for diesel diehards, the 3.0 Bi-TDI isn’t yet federalized for America. Audi product planners point out that without an AdBlue exhaust filtration system the mill would only qualify as EU5. It needs to be EU6 in order to be 50-state legal and such development simply hasn’t yet been performed. That’s not to say that the engine won’t come here, but it’s not here yet and the SQ5 simply couldn’t wait.
What you see here then is still an SQ5, but one specifically built for markets like North America and China. As such, Europe will have to admire it from their side of the pond. This SQ5 may look quite similar to that of Europe, but under the hood resides the most potent version yet of Audi’s supercharged 3.0 TFSI V6 with no less than 354 hp and 347 lb-ft of torque on tap. That’s 82 hp and 51 lb-ft over the Q5 3.0 TFSI just in case you were wondering.
Those familiar with the Audi Q5 may be wondering just how different this new iteration of the SQ5 is to, say, a 3.0 TFSI S line complete with similar bodywork. Such individuals may even be wondering if it’s worth the premium. We know we were, so we pulled up Audi’s North American configurator and found you can get a lot of the basic trim and equipment in a Q5 Premium Plus with Sport Interior and S line plus package that’ll net out at $48,795… but we’re not sure why you would, other than some menacing black optics.
At a base price of $51,900, the SQ5 is a little over $3,000 more than the equivalent Q5. Why the premium? To start, there’s the engine. Essentially this is an S4/S5 spec 3.0 TFSI and as such benefits from an uprated crankshaft, bearings and stiffened engine block. The SQ5 also gets a new sport exhaust from manifold to valved pipes at the back, not to mention increased cooling capacity that allowed engineers to up boost and thus up power beyond that of the S4 and S5. Even still, the SQ5 retains the Q5’s class-leading towing capacity of 4400 lbs.
Unlike most other S-cars including the SQ5 TDI that use S tronic, this petrol-powered version makes use of the same ZF 8-speed Tiptronic transmission used in the Q5. While not a dual clutch DSG like S tronic, the Tiptronic 8-speed is still appreciably efficient, highly responsive. Even better, it’s got a new version of shifting software that makes it faster than normal, more frenetic than any other so-equipped Audi we’ve sampled short of the guano crazy (in a good way) RS 6 and RS 7. In short, we hate to say it about a torque converter Tiptronic but we hold it in as high-regard as S tronic and highly suitable to the SQ5.
Worth noting, this more aggressive drivetrain comes at a cost. Start stop functionality is not included with the SQ5. Combine that with willingness to keep revs in the sweet spot of the torque curve and EPA fuel economy figures suffer slightly. The SQ5 is rated at 16 mpg city/ 23 mpg highway… 2 mpg off the Q5 3.0 TFSI. On the up side, the SQ5 will do 0-60 mph in just 5.1 seconds, .9 less than the Q5 and just .2 behind the lighter S4 sedan.
Of course, stopping power is another notable S-car cue and the SQ5 gets upgrades here as well. The standard fare 4-piston Brembo-sourced 345 mm brakes are nothing to sneeze at, though the SQ5 gets an upgrade to 380 mm 4-piston units complete with black gloss paint and SQ5 logos.
Another difference, and perhaps the most notable, is the change Audi made to the suspension. Unlike Europe, American product planners chose to keep the Q5 ride height, 30 mm higher and exactly the height of the Q5. The reasoning is fairly complicated, having everything to do with light-duty truck certification that benefits Audi as a manufacturer in emissions credits. Even still, Audi engineers were adamant that things like SQ5-spec spring and damper rates would be retained.
Okay, so we get the reasons for the ride height difference and (spoiler alert), you’ll see below that we were impressed by the SQ5’s handling. Even still, we know an opportunity when we see one and we suspect there’ll be real market demand for European spec sport spring kits for American SQ5s. The lower ride height makes the SQ5 that much more visually appealing, but OE+ nutters should take note that the European spec springs wouldn’t be a correct swap as the TDI carries more weight in the front of the car. Instead, hope or even lobby for companies like H&R or Eibach to package SQ5 stock rate springs with the aforementioned 30 mm drop if you prefer the Euro look.
On the outside, the SQ5 gets a distinctive look that fits the S-car formula at Audi. There are those more aggressive bumpers shared with the S line models and paired with extended sills. S-car trim also dictates aluminum brightwork in places like foglight accents, horizontal trim on the singleframe grille and also aluminum mirrors. Other pieces like the rear valance and inner grille are in platinum grey and of course there are the S-car badges complete with Audi Sport’s familiar red rhombus. Finally, there is also an SQ5-specific upper rear spoiler.
Inside, the SQ5 comes standard with the 12-way adjustable sport seats tailored in a leather and Alcantara mix, black cloth headliner, 3-spoke flat-bottom sport steering wheel complete with newer and larger design shift paddles and S-car specific trim.
The base SQ5 trim level is Audi’s Premium Plus packaging and this includes things like TPMS, power adjustable, power-folding, auto-dimming and heated memory exterior mirrors, front and rear fog lights, power tailgate open/close, 3-zone climate control, panoramic sunroof, heated front seats, driver seat memory, Audi Music Interface, satellite radio, Bluetooth, Home Link, Audi advanced key with keyless start, Audi Drive Select, Rain/Light sensor for automatic headlights and wipers and auto-dimming rearview mirror with compass.
Options for the more basic Premium Plus spec offer many of the Prestige standard equipment as stand alone options. These include an Audi MMI Navigation plus Package that delivers Google map supported navigation, HD Radio, DVD player, voice control and parking system plus with rear view camera and front and rear sensors ($3400). Other stand-alone options include Audi side assist ($500), Fine Nappa leather seats and door arm rests ($1500), Bang & Olufsen audio ($850), rear seat entertainment ($1950), panoramic sunroof delete ($0) and rear-passenger thorax side airbags ($350).
Audi’s Prestige equipment level adds more standard kit like Audi MMI navigation plus with voice control, Audi connect, Bang & Olufsen Audio system, color driver information system, HD Radio functionality, SiriusXM Traffic with four-year subscription, Bluetooth streaming audio, Parking System Plus with rearview camera, Audi Side Assist, Thermo heating and cooling cupholder and manual rear sunshades.
Options for the Prestige level SQ5s include a Driver Assist Package with dynamic steering and adaptive cruise control ($2750), Comfort Package including Milano leather seating, ventilated front seats and extended leather package ($2100), Fine Nappa leather seats and door armrests with extended leather package ($1500). Stand alone options include a no-charge panorama sunroof delete ($0), a rear-seat entertainment system ($1950), and rear passenger thorax side airbags ($350). You can also opt to upgrade from aluminum dash trim to carbon fiber ($500) or Audi’s new layered wood (black wood in this case) and aluminum ($1100).
Our particular Monsoon Grey and Estoril Blue testers were Premium Plus level equipment, though packaged on the high side of the SQ5 spectrum, including the Audi MMI Navigation plus Package, Fine Nappa leather seats in all-black, Bang & Olufsen audio, 21-inch 5-double spoke wheels and Audi side assist to net in at $61,445 plus an $895 destination charge.
First-Hand Impressions
There’s no doubt the SQ5 looks the business. S-car optical upgrades complement the hunkered and blister-flared form of the SQ5. The optional 21-inch 5-spoke alloys are as large as you’ll find on any other production Audi model, including such beasts as the Q7 V12 TDI or flame-snorting RS 7.
Opt for the 21s though and plan accordingly. So-equipped, the SQ5 comes with a set of summer rated Dunlops that amply stick on warm dry roads, though you’ll want to pick up a set of winter tires if you live in a climate where winter weather is on the agenda.
There’s no doubt the SQ5 looks more exclusive than any other Q5 variant, though we’ll admit it would look even better if it had the lowered stance of the European SQ5 TDI even though we understand the reasoning.
Even more important than how it looks though is how it drives. We expected a higher center of gravity thanks to the North American ride height and thus we expected to be a little disappointed as compared to the European spec SQ5 that we were so enamored with last year.
Frankly, we were pleasantly surprised to find that it seems to differ little from the lower Euro SQ5 as evidenced nearly right away from some of the first few corners we encountered during a spirited road trip through the San Juan mountains between Durango and Gran Junction, CO. We were less surprised to find the SQ5’s familiar electronic power steering is weighted well, though purists may grouse that it’s drive by wire and thus a bit synthetic in its feel. In the meantime, the suspension is taut and rounds corners much more satisfyingly and flatly than does Q5 S line.
Using the adjustable Audi Drive Select system, we found our enthusiast selves keeping the suspension in its most dynamic setting. The setup seemed perfect for the twisties yet didn’t beat us up when we encountered imperfect roads. Contrarily, the Comfort setting made a perfect choice for more highway-like cruising.
As you might expect, the SQ5 is equipped with Audi’s 40:60 split Torsen style quattro system, though it does not get the right-left torque vectoring rear Sport Differential that is optional in all other S and RS-cars from S4 on up.
Why Audi chose to skip the Sport Differential isn’t entirely clear, but we wish it were there given how well it complements cars like the S4 and S5. Frankly, you’ll likely never notice its absence in day-to-day driving, but we’d miss the throttle-on oversteer of the Sport Differential in cases like a track event or hooning about in the snow.
Audi claims the SQ5 will do 0-60 mph in 5.1 seconds and we find they usually under promise and over deliver in such cases. Even still, full straight line acceleration didn’t seem quite as brutal as those numbers would suggest. We’d chalk this up to two things. First, our test route was 11,500 feet above sea level. Second, the 8-speed transmission is downright Bentleyesque in its power delivery, equating to a highly refined jump to warp speed.
Dropping the shifter down into sport mode, things change a bit. We were quickly impressed with just how aggressive Audi engineers tailored shift programming for the SQ5. Hammer the throttle and the car makes all the right moves and noises. Shifts are crisp and are complimented with captivating intake noise and exhaust note. Let off the gas and it’ll pop a bit as it up shifts, making you think the car had S tronic if you didn’t already know better.
Inside, the SQ5 wets our performance Audi whistle. The flat-bottom sport wheel is meaty and feels great in your hand while the new butterfly shifters are more readily found with eyes glued to the apex ahead. The sport seats grip well as we’d expect, just as they do in the S4, S5 and even RS 5, though we’d have gone for the even more-gripping and lower-priced standard Alcantara surfaces were we ordering the car for ourselves. The platinum grey SQ5 instrumentation and sport shift knob complete the very familiar S-car experience.
As mentioned, this is Audi’s first S offering in its Q-range and it’s likely perfectly positioned for the US market. Not only are most Americans crossover crazy, but the U.S. also represents Audi’s #1 S-car market in volume and #3 in overall percentage of S-car sold worldwide. Audi of America’s General Manager of product planning Barry Hoch says he expects the SQ5 could account for up to 15% of overall Q5 sales once it’s fully integrated into American inventory. Though early examples have hit dealerships well before our test drive, precious few have been seen on streets or listed on the open market for sale. Clearly those inventories aren’t quite there yet.
In regards to competitors, there are none in the SQ5’s direct orbit. Even still, Audi sees the this S-crossover competing most closely with the BMW X3 xDrive35i with M Sport package, the Lexus RX 350 F Sport, Mercedes-Benz GLK 350 with AMG styling or the upcoming Porsche Macan. Others in the space not mentioned by Audi include the Volvo XC60 R design and maybe… just maybe… the Jeep Grand Cherokee SRT8 by means of price.
Amongst ardent Audi aficionados, the competitive set is likely a little different. In the eyes of this group, the more important question is whether the SQ5 is a proper replacement to the S4 Avant that was retired in America at the end of the B7 S4 lifecycle. We’ve no doubt that this group who prefer the low-slung wagon body style will be skeptical, and to that group we’d suggest a test drive.
We’ve driven the SQ5 and we count ourselves as former Avant owners. And, in the end, we’d buy the SQ5 and probably not miss the S4 Avant very much beyond the level of separation it offers from the typical crossover customer. The fact of the matter is that the SQ5 is a proper S-car and not a typical crossover… or even just an S-crossover brought about by market demand. Like the SQ5 TDI, we still think it’s that good.
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