2025 Audi Q5 Reviews, Pricing & Specs

This third-generation model leans into SUV toughness. The large, textured grille, prominent side air intakes, and high-mounted headlights give the front end an imposing look, while a network of well-defined lines along the body sides add some musculature. Yet while nothing on the exterior carries over from the previous generation, all of these new styling elements look more evolutionary than revolutionary, making the new Q5 seem more like a facelift than a redesign.

Trim levels include Premium, Premium Plus, and Prestige, with all but the base Premium model equipped with LED Headlights Plus, which allows drivers to choose from one of eight patterns for the daytime running lights. Premium Plus and Prestige models also get programmable OLED taillights with a neat three-dimensional look.

As with the previous-generation Q5, the 2025 model is available in standard crossover SUV and coupe-like Q5 Sportback body styles, with the latter sporting a lower roof and raked rear window that presents a sleeker profile at the expense of cargo space and rear-seat headroom. Mercedes-Benz offers a comparable GLC Coupe, and the BMW X4 serves as a coupe counterpart to the X3, albeit without the updates that model gets for 2025.

An SQ5 performance grade also remains available with both body styles. In addition to increased power and sport suspension, the SQ5 is distinguished by matte chrome trim (a blackout package is also available), larger front air intakes, a more prominent rear diffuser, and quad exhaust tips. It also comes standard with 20-inch wheels on all-season run-flat tires (21-inch wheels with summer tires are available), while 18-inch wheels and 19-inch wheels are standard on the Q5 and Q5 Sportback, respectively (20-inch wheels are optional with both body styles).

The interior takes the same “more is better” approach as the exterior, piling on details in an effort to create something distinctive. None of the lines of the dashboard and door panels seem to be going in the same direction, as designers had to accommodate the opposing curve of the main touchscreen and doors that bulge with speakers and chunky armrests, the latter housing haptic controls for the headlights, mirror adjustment and door locks on the driver’s side.

The design may be a bit discordant, but materials are at least top-notch. Even the plastics felt fairly sturdy, the mix of silver and black trim pieces nicely contrast the available lighter upholstery colors, and leather seating surfaces are standard. A red interior, with Alcantara trim and sportier front seats, is available on the SQ5, but it doesn’t replace the unfortunate chunk of piano-black plastic that surrounds the cupholders and shifter, which will likely get dirty pretty quickly. And SQ5 seats still lacked adequate bolstering for the enthusiastic driving that model was designed for.

All 2025 Audi Q5 models have a seven-speed dual-clutch automatic transmission and Quattro all-wheel drive (AWD), with four cylinders of turbocharged power for the base Q5 and six cylinders for the SQ5. The base model’s 2.0-liter turbo-four produces 268 horsepower and 295 pound-feet of torque, while the SQ5’s 3.0-liter turbocharged V6 makes 362 hp and 406 lb-ft of torque.

The standard output is about right for a compact crossover in the Q5’s competitive set. The Audi has slightly less horsepower than an Acura RDX, but more torque. Its torque output also matches the base 2025 BMW X3 30 xDrive, but the Q5 boasts an additional 13 hp. The SQ5 is less powerful than a BMW X3 M50 xDrive, but nearly matches a Mercedes-AMG GLC43 in output and split the difference between the two with a manufacturer-estimated zero to 60 mph time of 4.6 seconds (Audi estimates a still-brisk 5.8-second zero to 60 mph time for the standard Q5).

Neither the Q5 nor the SQ5 felt as quick as the specs claim. The dual-clutch transmission was unable to make quick shifts off the line, and we experienced a surprising amount of turbo lag with both engines. That meant there was a significant gap between hitting the right pedal and any meaningful acceleration. Midrange acceleration was punchier, but the transmission still occasionally exhibited the rough shifts typical of gearboxes lacking a torque converter. The tradeoff is usually a sportier, more responsive feel, but we just didn’t get that here.

Steel-spring suspension with passive frequency selective damping to help calm suspension movement is standard, while air suspension with adaptive damping is available on the Q5 Prestige trim level and standard on the SQ5. The latter gets sportier tuning to help it live up to that Audi S badge.

We were only able to sample the air suspension, which imbued both the Q5 and SQ5 with capable, but not sporty, handling characteristics. Audi struck a good balance between damping and body control; these SUVs don’t float over bumps, but they also don’t flop around when cornering. That improves handling while helping ensure passengers don’t get carsick from excessive undulation. However, this competent tuning didn’t encourage attacking corners or late braking, nor did the precise-but-lifeless steering. If you happen to be on a good driving road, a Q5 or SQ5 won’t waste the opportunity. But it’s hard to imagine seeking out such roads in these SUVs.

Audi does include Off-Road and Off-Road Plus driving modes (alongside pavement-focused Balanced, Individual, Dynamic, and Comfort modes) that raise the air suspension 1.2 inches, incorporate hill-descent control, and allow a little bit more wheel spin, but the Q5 is more at home on dirt roads than technical trails. But’s that’s also the case for its closest rivals.

This redesigned model remains close to the 2024 Audi Q5 in exterior dimensions and interior space. Headroom and legroom in both rows are nearly identical to the outgoing model, but that leaves the 2025 model with merely adequate space compared to rivals.

A sliding and reclining 40/20/40 split-folding second-row bench seat is standard, with helpful cargo-area buttons to lower and raise it from that position. The 2025 Q5 has an additional 1.7 cubic feet of cargo space behind its second row of seats and 2.8 cubic feet behind its first row compared to the 2024 model, at 27.6 cubic feet and 56.9 cubic feet, respectively. That also gives this Audi more cargo space than a Lexus NX or Mercedes-Benz GLC, but less than an Acura RDX or BMW X3.

Audi also makes a power tailgate standard, along with heated front seats. You have to upgrade to the Premium Plus trim level to get a heated steering wheel, but that trim also includes a panoramic sunroof. Top Prestige models add heated rear seats and ventilated front seats. All models get what Audi claims is a larger center-console storage bin, but interior storage space isn’t remarkable for a vehicle of this size.

The Q5 also offers up to 4,400 pounds of towing capacity, enough to make it a usable as a tow rig. It also beats the 3,500-pound towing capacity of a Mercedes-Benz GLC 300 4Matic, the core AWD version of the Audi’s three-pointed-star rival, and the 2,000-pound maximum of the Lexus NX.

Whether it’s a Q5 or an SQ5, the standard infotainment setup consists of an 11.9-inch digital instrument cluster and 14.5-inch central touchscreen. The top Prestige trim level adds a 10.9-inch touchscreen for the front passenger. Wireless Apple CarPlay and Android Auto are standard, along with a cooled wireless charging pad. Premium Plus models add four USB-C ports (two for each row of seats) for device charging, along with a 16-speaker Bang & Olufsen audio system with 3D sound.

The screen setup carries over from the electric Audi A6 e-tron and Audi Q6 e-tron, with the same version of Audi’s MMI (Multimedia Interface) infotainment system, which is based on the Android Automotive OS. It’s in keeping with the automaker’s strategy of offering common tech features across its EV and internal-combustion vehicle lineups. Luckily for loyal Audi customers, the curved display is easy to both see and reach from the driver’s seat. Achieving that perfect positioning meant tilting the main touchscreen away from the front passenger, but that’s where the optional third screen earns its keep. Front-seat passengers can play DJ, pull out inclinometer or altimeter readouts, or watch videos (a filter ensures they can’t be seen from the driver’s seat).

A built-in voice assistant can handle some vehicle functions such as climate control, so drivers don’t have to rely on the touchscreen or the steering wheel’s fussy haptic controls. The only blemish, from a driver’s perspective, is the digital instrument cluster, which despite having the same Virtual Cockpit branding has less functionality than previous versions and reduces the tachometer to a tiny bar that’s easy to miss.

An available head-up display can show speed, driver-assistance system warnings, navigation directions, and phone calls. It remained clearly visible in sunny conditions, and hovered within our line of sight without actually blocking anything. But, as always, drivers of different heights, or who prefer different seating positions, may not get the same results.

With this redesign, the Q5 also adopts Audi’s Dynamic Interaction Light, a light bar at the base of the windshield meant to provide additional cues to the driver. It flashes in sync with the turn signals, when the vehicle is locked or unlocked, and provides welcome lighting. But that doesn’t exactly add much to the experience.

Other secondary tech features include digital key connectivity that lets a smartphone act as a key fob, and a built-in toll transponder. While many other brands rolled out digital key tech before it, Audi has quietly offered integrated toll transponders for several years, avoiding the need to Velcro one to your windshield.

Standard driver-assist features include: adaptive cruise control, active front assist (incorporating automatic emergency braking, forward collision warning, and swerve and turn aids), lane departure warning, parking sensors, automatic high beams, blind spot monitoring and traffic sign recognition. Also standard is an exit alert feature that uses the interior ambient lighting to flash warnings if occupants are about to open the door into the path of an oncoming vehicle or cyclist.

Premium Plus models add a 360-degree camera system and adaptive cruise assist, a more sophisticated version of adaptive cruise control that incorporates lane keep assist and can automatically adjust speed as limits change.

This redesigned model was just reaching showrooms at press time, so safety ratings from the Insurance Institute for Highway Safety (IIHS) and National Highway Traffic Safety Administration (NHTSA) were not available. Audi will be aiming match the five-star overall safety rating the previous-generation Q5 received from the NHTSA.

Audi estimates EPA fuel economy of 25 mpg combined (22 mpg city, 30 mpg highway) for the Q5 and 22 mpg combined (19 mpg city, 26 mpg highway) for the SQ5. At press time, the automaker wasn’t discussing bringing back the Q5 plug-in hybrid. Meanwhile, it’s still possible to get a plug-in hybrid powertrain in a Lexus NX, Mercedes-Benz GLC, or Volvo XC60.

Audi continues to offer a four-year/50,000-mile new vehicle warranty and equivalent powertrain warranty, matching the coverage of most rivals.

Pricing starts at $53,795 for the base Q5 Premium SUV (all prices include a mandatory $1,295 destination charge. Q5 Premium Plus and Prestige models start at $57,995 and $61,895, respectively. The SQ5 starts at $66,095 in Premium spec, with the Premium Plus starting at $69,595 and the Prestige starting at $72,495. The price premium for the Sportback body style varies by trim level.

This puts the new Audi Q5 at the high end of the compact luxury SUV segment. Only the BMW X3 has a higher base price, and the Acura RDX and Lexus NX start at well under $50,000. The Q5 makes up for that somewhat with lots of standard content, a premium-feeling interior and chassis tuning, and well-executed tech. However, that still adds up to a new car that’s competent rather than compelling, one that will surely appeal to returning Audi customers, but doesn’t make an ironclad argument for itself.