Audi AG’s own chassis development team has taken 30mm out of the regular Q5’s ride height, stiffened its springs and anti-roll bars and specified new, stiffer fixed-rate dampers. The kinematics of the suspension — camber, castor and toe angles, in other words — haven’t been altered.
Our test car, equipped with Audi’s optional variable-ratio Dynamic Steering system, had plenty of purpose and grip about it but lacked a little simple coherence and progressiveness in its handling responses, and both feedback and consistency from its controls.
Although fast and stable, it was barely any more involving than its lesser range-mates on a really testing road. It bamboozled the driver, instead, in a never-ending search for the best Drive Select settings, and confused slightly with unpredictable steering weight and directness.
The SQ5’s ride, too, leaves a little to be desired. The car’s chassis isolates you from noise well enough and reins in roll quite well. The ride quickly becomes restless as the road’s surface begins to rise and fall, though, as those new dampers attempt — and often fail — to keep vertical body movements in check with any subtlety.
While a BMW X3 xDrive35d is a less mechanically refined machine than this, it’s also a much more compelling one through a fast bend. And a Range Rover Evoque SD4 may not be able to compete on sheer urge, but its blend of compliance, responsiveness and control is also much more impressive. While Alpina's XD3 has the oomph and driveability to make it a compelling option - albeit an exclusive and expensive one.
As for the interior, well its typical Audi - which means it is simple, ergonomical and stunningly well put together. As for the standard equipment, expect the SQ5 to be very well equipped as it is the range-topper and as the Q5 is nearing the end of its lifecycle, with the second generation SUV having already made its media appearance.
There are two trims to choose from - SQ5 Plus and SQ5 Plus Special Edition. The 'entry-level' as much as you can describe it that, comes with a wealth of equipment, with the outside being adorned with 21in alloy wheels, a sports-tuned suspension, active sounding twin exhaust, parking sensors and xenon headlights as standard. Inside there is tri-zone climate control, heated and electrically adjustable front seats, a Nappa leather upholstery and Audi's MMI infotainment system complete with a 7.0in display, DAB radio, Bluetooth, USB connectivity, sat nav and a 40GB hard drive.
Audi SQ5 (2013-2017) review
The introduction of the Audi SQ5 marks a new era for Audi’s S performance division. It’s the first SUV to benefit from the brand’s sporty makeover, and the first S model with diesel power. Under the bonnet is the 3.0-litre V6 twin-turbodiesel from the A6. The SQ5 also has revised suspension and a sportier design than the standard Audi Q5.
One area where the SQ5 has a definite advantage over its closest rival, the Alpina XD3, is in how it sounds. Fire up the twin-turbodiesel V6, and you could believe you’re being powered by a V8 or V10. That’s because Audi has added a sound generator to the exhaust, which gives it a suitably aggressive rumble that turns into a muted roar when you accelerate. There’s also a whoosh from the turbos when you floor it, although it’s not quite as distinctive as the XD3’s high-pitched whistle. While the 309bhp diesel is 36bhp down on the Alpina’s, and also has a 50Nm torque disadvantage, these cars were closely matched on performance. A 0-60mph sprint time of 5.1 seconds is fast in anyone’s book, although the XD3 was quicker still, taking 4.9 seconds. The combination of quattro four-wheel drive and a slick-shifting eight-speed S tronic auto gearbox meant that the SQ5 delivered its acceleration consistently and without drama. Audi’s Drive Select system is an optional extra (£220), and has also been tweaked for the SQ5’s high-performance nature. Selecting Dynamic mode sharpens throttle response and instructs the transmission to hold on to gears for longer. But while there’s lots of grip, the SQ5 still feels like an SUV when cornering. The suspension is unsettled by mid-corner bumps, and the standard Dynamic Steering set-up delivers inconsistent feedback, which doesn’t inspire much confidence. Switch to Comfort mode, and engine noise is reduced, while the box shuffles up through the gears as quickly as possible. The steering still lacks consistency, however. And unlike the standard Q5, you can’t specify the optional adaptive dampers. The SQ5 follows every bump in the road and crashes into potholes. Plus, as this model is designed to be a fast road car, its off-roading abilities have been severely compromised. A flat, grassy field is about as far as you should attempt to take it off the beaten track, despite the inclusion of hill descent control.
Diesel power normally means low running costs, but while the SQ5’s big-capacity twin-turbo V6 will definitely be more efficient than a petrol V6, it is not as efficient as the Alpina XD3, for example, despite having less power. The Audi also emits 5g/km more CO2 than the Alpina, at 179g/km, so it’ll cost £20 more a year in road tax. But as the £44,055 SQ5 is nearly £11,000 cheaper than its rival, company car tax costs are significantly lower. You’ll need to spend around £2,000 on extras to get the Audi up to the same spec as the XD3, yet if you go to town on the options list, you can easily match the Alpina’s price.
It’s clear as soon as you look at the Audi SQ5 that it’s more than your average Q5. For starters, it’s 31mm lower, while the wheelarches have been flared to add 13mm to the car’s width. It’s also 15mm longer than the standard car, thanks to deeper bumpers front and rear. Two crystal-effect colours are exclusively offered on the SQ5, although we think the sporty styling tweaks do enough on their own to mark it out as something special. The satin silver wing mirrors are a traditional feature of S models, and they’re complemented by silver roof bars, while the imposing grille, quad exhaust pipes, dark grey diffuser and standard 21-inch alloys give the car a more aggressive appearance. The SQ5 looks squat compared with the high-riding Alpina XD3 Bi-Turbo, plus it has more subtle styling, which will appeal to some buyers. Inside, the updates are just as subtle. There are SQ5-branded kickplates, special badging on the dials and embossed lettering on the leather trim. Aside from the heavily bolstered sports seats, the rest of the cabin is pure Q5 – although that’s no bad thing, as it’s very well built. A lower seating position means the Audi feels sportier than the Alpina as well.
Upgrading from Q5 to SQ5 doesn’t require any compromise on practicality, but with 520 litres of boot space, it's 10 litres smaller than the Alpina XD3's, at 540 litres. Fold the back seats, and the load capacity increases to 1,560 litres. The seat folding levers are handily placed next to the seatbases. The load partition system on the car is a £180 option. Back seat space isn’t quite as good as it is in the XD3. There’s less legroom, and the black headlining made our car feel a little bit claustrophobic, although you can specify a light grey lining for no extra cost.
Not enough Q5 owners took part in our Driver Power 2013 satisfaction survey for the car to feature, but Audi came 10th overall in the manufacturer list and 23rd for dealers. On the whole, it seems there are no major issues with the Q5, so as the flagship the SQ5 should be built to an even higher standard. It goes without saying that annual maintenance will help keep things running smoothly, and you can opt into Audi’s fixed-price servicing scheme for as little as £20 a month. Euro NCAP tested the standard Q5 in 2009, and awarded it a five-star rating, with higher percentage scores than the BMW X3 for adult and child occupant safety. There are Isofix child seat mountings in the back and for the front passenger seat, as well asan all-important airbag deactivation switch.
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Clean Retail Price
The MT clean retail price reflects a reasonable asking price by a dealership for a fully reconditioned vehicle (clean title history, no defects, minimal wear) with average mileage.
|5-Year Cost to Own / Rating|
|$53,300||Coming Soon||$61,964 / Poor|
|$53,300||Coming Soon||$61,964 / Poor|
|$60,800||Coming Soon||$66,097 / Poor|
5-Year Cost to Own
- Practicality for hauling as many as five people and their gear
- Attractive exterior design that has aged well
- Good performance on summer and winter tires and good fuel efficiency
- Dated interior
- Doesn't offer the latest active safety technology on other Audis
- Buyer's remorse, knowing the next Q5 is on the way
Audi SQ5 Expert Review
New For 2017:
The 2017 Audi SQ5 comes standard with dynamic steering and gets a new black optic package, which adds a black rear spoiler, diffuser, door handles, and exterior mirrors.
The 2017 Audi SQ5 plus is the high-performance version of the Audi Q5 midsize luxury performance crossover. The sporty crossover is bigger than the Q3 and the Audi Allroad (a tall off-roady wagon) and smaller than the three-row Q7. The crossover seats five passengers and drives more like a sedan than an SUV, but has standard all-wheel drive.
The 2017 Audi SQ5's 3.0-liter supercharged V-6 engine is mated to Audi's eight-speed automatic transmission and puts out 354 hp and 346 lb-ft of torque.
The 2017 SQ5 gets an EPA-rated 17/24 mpg city/highway. Inside the 2017 Audi SQ5 you'll get a multifunction, three-spoke, flat-bottomed steering wheel with shift paddles and contrast stitching. The gas and brake pedals add aluminum insertsYou'll also get gas and brake pedals with aluminum inserts and a SQ5 specific leather wrapped, aluminum shift knob. Leather and Alcantara sport seats are standard on the SQ5.
The 2017 SQ5 comes in two trim levels, Premium Plus and Prestige. Prestige includes Audi's MMI infotainment and navigation system as well as the upgraded Bang & Olufsen stereo system.
The 2017 Audi SQ5 received a four-star overall rating (out of a possible five stars). In IIHS testing, the 2016 Q5 earned a Top Safety Pick+ designation, with a frontal crash prevention rating with optional equipment of Advanced (ratings include Basic, Advanced, and Superior).
The crossover includes as standard equipment driver and front passenger dual-stage airbags, front thorax side airbags, knee airbags and side curtain airbags. Rear side airbags are optional.
Upgrade to the Technology package and you can get Audi's side assist that helps alert you to cars in your blind spot but, adaptive cruise control is not yet available in the SQ5. The technology package will also get you the parking system plus with rearview camera and front and rear acoustic parking sensors.
What We Think:
We drove the 2015 SQ5 during our 2014 SUV of the Year competition and on winter tires in the L.A. area in the spring of 2015. Though it felt a bit more sticky and heavier than normal when shod with winter rubber, the Audi SQ5 was surprisingly nimble and quick on winter tires.
The engine was "gutsy and mean-sounding," and we thought it felt more alive and powerful than the Porsche Macan Turbo we compared it to. In the comparison, the SQ5 placed third, ahead of a BMW X4 xDrive35i but behind a Porsche Macan Turbo and a Mercedes-AMG GLA45.
In our tests, the 2015 Audi SQ5 did the 0-60 hustle quicker on winter tires than it did on summer tires.
2014 Audi SQ5 Road Test
A prime example of this is the Audi S4/ S5line. In America, we can have the supercharged twins in two-door coupe, four-door sedan, and cabriolet body styles. Meanwhile, our Euroland cousins get the same trio of bodystyles, as well as the A5/S5 Sportback, a characterful 'four-door coupe,' and a versatile hauler, the S4Avant. At first glance, Audiof America lacks a vehicle that can compete with the latter's blend of performance, versatility and subdued looks. So, what's an American with around $60,000 and an obsession with quick, conservative haulers to do? Well, he can buy an SQ5. (Though it bears mentioning, our US-spec SQ5is vastly differentthan what's available to our European friends.)
The SQ5 has a huge number of things going for it that make it a viable alternative to a proper hot wagon, and foremost among them are its looks – this is a sleeper. Audi has thankfully decided not to molest the clean looks of the standard Q5when penning the sportier model.
The SQ5 gains a unique set of wheels: 20-inchers are standard, but our tester was fitted with a set of 21-inch rollers. Visually, neither make a huge departure from the standard Q5though. Other standard features of Audi's S models are also found on the SQ5, including a set of quad exhausts, silver mirror caps and mildly different front grille and foglight surrounds. If anything, the Q5 TDI diesel I tested late last yearlooks sportier than today's tester.
It's a similar story of minor but purposeful changes in the cabin. Audihas ditched the Q5's standard steering wheel and slotted in the excellent, flat-bottomed unit found in other S models, which in this case is flanked by a set of high-quality "alu-optic" paddles. Upgraded leather seats complement the new wheel, while my SQ5 offered the Carbon Atlasinterior trim (a $500 option). Outside of the S-specific changes, this is the same cabin I've enjoyed in other Q5s, with fresh, attractive materials and excellent fit and finish.
Audi has decided not to molest the clean looks of the standard Q5 when penning the sportier model.
The SQ5's interior updates are targeted specifically at the driving enthusiast, so it should come as no shock that the cabin is an excellent place to spend time. The seats are wide and comfortable, yet they aren't even remotely short on support. The 12-way power seats offer a wide range of adjustability that is supplemented by a leg extension (heat on these chairs is standard, while ventilation is optional). Combined with tilt and telescoping functions for the sport wheel, there's no reason that even the most oddly proportioned driver won't be able to arrange their seating position just so. Meanwhile, the ample paddles fall nicely to hand, as do the rest of the cabin's various buttons and knobs. It isn't a bad interior for the folks in second class, either, as Audi offers standard reclining seats in back, which pair well with the plentiful rear legroom (37.5 inches, more than a BMW X3).
The overarching influencer of the SQ5's drive experience is Audi Drive Select, the German brand's name for its all-encompassing electronics that manage throttle mapping, shift points, engine sound and steering effort. There are three global settings – Comfort, Auto (Normal) and Dynamic – which run the gamut of these adjustable systems. There's also an Individual mode, in which the driver can select his or her preferences for the CUV'ssystems (e.g. engine and steering in Dynamic, noise in Auto and transmission in Comfort). I greatly prefer this approach to global Sport and Comfort modes, as it really allows the driver to tailor the various systems to create a just-right driving experience.
So, the SQ5 is a match for the S4 Avant in terms of its exterior styling, interior function and custom-fit for drivers. That wouldn't mean much were it not also a match for the longroof's performance. Under the SQ5's hood sits the same 3.0-liter, supercharged V6 that's on duty in the S4 and S5. In this guise, however, it's more powerful, producing 354 horsepower and 347 pound-feet of torque versus the sedan and coupe's 333 ponies and 325 lb-ft. The extra power doesn't fully make up for the SQ5's 4,409-pound curb weight (551 pounds more than the S4), but this is still a riot in terms of outright quickness.
The SQ5 is a match for the S4 Avant in terms of its exterior styling, interior function and custom-fit for drivers.
It's not only the power on offer that's so seductive, it's also the quickness with which this engine revs. Particularly in first gear, the SQ5 comes with a sense of urgency that is shocking at first, and becomes exhilarating with subsequent drives. The sharpness of the throttle is dependent on how the Audi Drive Select system is set, yet to its credit, it avoids dead spots or sluggishness in all three settings. Power is robust throughout the rev range, delivering a particular punch in the middle of the tach without feeling out of breath as the 6,800-rpm redline approaches. 60 miles per hour arrives in a manufacturer-estimated 5.1 seconds, but I thought it felt quicker from behind the wheel.
This sensation may be down to the evocative sound coming out of the SQ5's four exhaust pipes rather than actual performance. If Audi could bottle and sell the sound of this 3.0-liter, supercharged six-pot, I'd buy it by the case. It's rorty and buzzy (in a good way) at first, and it builds into a potent, smooth V6 scream. Keep the radio volume low and leave the Audi Drive Select system's engine noise setting in Dynamic, and not only can you better hear the boisterous exhaust, you can even hear the supercharger working its magic.
Adding to the experiences provided by the engine's performance and sound are the effects of the SQ5's eight-speed Tiptronic gearbox. I'll admit that I was initially disappointed to learn that Audi hadn't fitted the seven-speed, S-Tronic dual-clutch found in the S4 and S5, but as it turns out, the automatic seen here is a gem.
If Audi could bottle and sell the sound of this 3.0-liter, supercharged six-pot, I'd buy it by the case.
Upshifts are quick, almost dual-clutch-like, and at wide-open throttle the first few gear changes are accompanied by a satisfying burp from the quad tips. Downshifts are similarly rapid, and the 8AT will happily drop multiple gears at a time. Truth be told, if given a Pepsi Challenge between the S-Tronic and the Tiptronic, it'd be difficult to distinguish the two. Perhaps the big difference happens to be the 8AT's main weakness – in manual mode it won't hold its gears to redline. Admittedly, that's a very minor niggle, but it still bears mentioning. While the trans is just fine when left to its own devices, it's still just more fun to do it yourself, plain and simple. Auto mode is just fine, but I enjoyed relying on the paddles for more interaction.
Like the transmission, I was initially dismayed to learn that Audi opted not to fit an adaptive damping system to the SQ5, even though it's optional on the lesser Q5 TDI and 3.0T. Despite the lack of this increasingly common technology, you'll take little issue with the SQ5's five-link front suspension and multi-link rear when the road gets curvy.
This is a sharp handler, despite its crossoverprofile, with remarkably composed behavior through bends. It rolls progressively without feeling top-heavy or tipsy, and is almost car-like in its attitude, with plenty of feedback. This allows the driver to really push the SQ5 around the bends with a higher degree of confidence than most other vehicles in its class. Its higher center of gravity can be noticeable, though, and the SQ5 is (unsurprisingly) unable to duplicate the pinned-down handling character of the S4 or S5 (it should be noted that Audi offers a sunroof delete option, which would lower its center of gravity a smidge). That said, in terms of overall handling, it's easily one of the most agile and composed crossovers I've ever driven.
This is a sharp handler, with remarkably composed behavior through bends.
In terms of ride comfort, however, the SQ5 would benefit from the adaptive dampers available on other models in the Q5 line. Not that it's particularly uncomfortable for the intended purpose – indeed, if speed and comfort are your game, you'll be better served by the SQ5 than the stiffer S4 or S5 – but under certain conditions, you're reminded of that permanently firmer suspension.
There's too much vertical motion, though to be clear, it's not that the vehicle is porpoising down the road – the degree of movement is quite small. No, the issue is that the body seems to be constantly moving and responding to the road surface, a condition that can grow tiresome, particularly on roads that still bear the scars of winter (thanks, Michigan Department of Transportation). Perhaps the issue isn't so much one of suspension tuning, as it is wheel choice. As previously mentioned, my tester arrived wearing 21-inch wheels wrapped in 255/40R21 Dunlop Sport Maxx GT tires. They look spectacular, but so do the standard wheels, which are an inch smaller and boast a slightly taller 255/45 sidewall. Bottom line: if you're keen on comfort, save yourself the $800 and stick with the standard alloys.
These oversized wheels and tires also have an impact on the SQ5's acoustics. There is more road noise than expected, and impact sounds are a bit more noticeable, too. Wind noise, though, is hardly an issue, even at freeway speeds. The engine's lovely sound doesn't wear out its welcome, as it doesn't drone, even when the Drive Select's engine note is set to Dynamic.
There is more road noise than expected, and impact sounds are more noticeable.
Regardless of wheel size, the SQ5 benefits from thoroughly uprated brakes. The vented rotors have grown from 13.6 inches in front and 13 inches in back on the standard Q5 3.0T to 15 inches in front while retaining the 13-inch plates in back. Aesthetically, these new stoppers are highlighted by having "SQ5" emblazoned on the front calipers. It shouldn't be a shock with this kind of disc acreage, but the SQ5's brakes proved up to the challenge posed by this 4,400-pound wagon replacement, delivering confident stopping power, as well as a communicative and easy-to-modulate left pedal.
While the SQ5 generally feels solid in most areas, its electromechanical steering would prove to be a low point, as it lacks clear feedback and exhibits too little effort for the CUV's sporting character. Even when set to its heftiest mode, the steering lacked the sort of weight that one expects of a racy German vehicle, feeling particularly lifeless on center. Every piece of armor needs its chink, I guess.
Let's be honest, fuel economyis not the SQ5's raison d'etre, so its EPAestimated rating of 16 miles per gallon in the city and 23 mpg in the city isn't particularly shocking. I finished my loan out with this fast Audi sitting nearer to the city rating than the 19-mpg-combined figure, although I place all blame squarely on the ear-pleasing exhaust and lickety-split transmission, not on my over-exuberant right foot.
Of course, I'm attempting to justify the SQ5 based on its similarity to the not-for-US S4 Avant. Part of that means looking at the wagon's biggest selling point – its cargo space. According to the EPA, the SQ5 comes with 29.1 cubic feet of cargo volume, which can be expanded to 57.3 cubic feet by folding the second-row seats down. Those are both big gains over the S4 Avant, which makes do with just 17.3 cubic feet with the second row up and 50.5 with the back row down. Also factor in the large aperture and high-opening tailgate, and America's lack of an S4 Avant doesn't sting quite so badly.
The SQ5 is, in some ways, better than the wagon we yearn for an ocean away.
I've already gone over one chink in the SQ5's armor, but unfortunately, there's a second: it ain't cheap. Prices start at $52,700. To get an SQ5 like the one seen here, though, will run you $60,750. Of course, that adds Monsoon Gray paint ($500), a $3,400 Navigation package (including Audi's excellent MMI infotainment system and rearview camera), Nappa leather upholstery ($1,500), a 14-speaker Bang and Olufsen stereo ($850), 21-inch wheels ($800), the aforementioned Carbon Atlas interior ($500) and blind-spot monitoring (also $500). Or, you could just pick up the $60,200 Prestige trim, and add the B&O stereo, navigation system, blind-spot monitoring and a smattering of lesser extras free of charge. That may be the better option, overall, as the $1,500 Nappa leather, $800 21-inch wheels and $500 carbon-fiber trim are really take-it-or-leave-it options.
Regardless of how you build your own SQ5, the resulting vehicle is in some ways better than the wagon we yearn for an ocean away. Sure, it's a tiny bit slower and less maneuverable, but it's more comfortable, too, and boasts a noticeable improvement in versatility. And if anything, it does its job as a sleeper even better than the S4 Avant. No one, and I mean no one, will expect this Audi to scamper away from a red light or confidently carry speed through a bend as well as it can. Yet it will do just that, all while providing the kind of comfort and class that's expected from the Q5 range. That makes it, if anything, a better all-around vehicle to own and live with than its five-door cousin from the Old World. So be happy, America. For once, we've got it as good as Europe.
Audi SQ5 Information
Sq5 reliability audi 2014
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She just dragged me onto herself, to herself and to herself, she undressed and undressed me, she rolled on the grass, she slobbering her mouth all over my face, she. Rubbed her tits against me, rubbed her pussy against me, lasciviously and impatiently moved her legsass, she wanted my dick, wanted to be fucked. And I, either was stunned by all this energy that poured out on me, or I could not forgive her for her hesitation, or.
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Oh, she was a noble woman - passionate, strong, beautiful. I fucked her until dawn, and she did not make a sound, just sobbed voluptuously and closed her eyes when I. Penetrated her too deeply. Her daughter came to me the next evening.