Background
Question: is it really necessary for a premium-badged mid-sized SUV to also be available with a second, sleeker coupe body shape? Some brands, like CUPRA, Genesis, Porsche and BMW don't think so. Others, like Mercedes and Audi, remain convinced that a second coupe body shape is needed - and it's Audi's take on that, the Q5 Sportback, that we look at here.
This body style first arrived at the time of the previous generation Q5's mid-term facelift in 2020 and, understandably given what was happening in the world back then, didn't attract much attention. Unfortunately, it's rather frumpy looks didn't attract much pavement passer-by attention either, which rather put the car at a disadvantage compared to its arch-rival, the Mercedes GLC Coupe. So in late 2024, as part of a new generation Q5 launch, Audi tried again, creating the sleeker MK2 Q5 Sportback we look at here.
Driving Experience
Obviously, a Q5 Sportback doesn't drive any differently from a Q5 SUV. Customers of premium upper mid-sized SUVs don't typically tend to prioritise an involving driving experience - and if they do, they don't tend to choose this one. Yet if for you, driving enjoyment lies with a lowering, rather than a raising of the heartbeat, you might really appreciate what Audi has tried to do with all versions of this Q5. The engines on offer here are pretty familiar and as before, all versions come with quattro 4WD and 7-speed dual clutch S tronic auto transmission. What's new is that it all sits on completely new underpinnings, the 'PPC' 'Premium Platform Combustion' chassis we've already seen in the new A5. Development of new combustion-based fundamentals here tells you everything about how long Audi thinks the EV revolution will take to get into full swing.
As for those engines, well perhaps the most surprising news is that one of the mainstream ones is still a diesel. The EA288 evo generation 2.0 TDI unit develops the same 204PS output as the alternative 2.0 TFSI petrol powerplant, but quite a lot more torque (400Nm, as opposed to 340Nm) - which will be of interest to towers. The continuing top SQ5 sporty model now isn't a diesel, the old 3.0 TDI V6 unit now swapped for 3.0 TFSI petrol V6 that produces 367PS and a gutsy 550Nm of torque. All the mainstream engines are aided by the brand's 'MHEV plus' mild hybrid system, which is different from the old MHEV set-up in that in addition to the usual system-integrated starter-generator, there's also a second centrally-mounted powertrain generator. The result is dramatically increased levels of regenerative braking - and consequently, a bit more of a positive impact on efficiency.
You might also want to consider the e-hybrid PHEV. This uses a 2.0-litre TFSI turbo petrol unit, the associated seven-speed s tronic dual clutch auto gearbox and a quattro 4WD system. New (compared to this model's TFSI e predecessor) is the 142PS electric motor the e-hybrid system links to it, energised by a 25.9kWh (20.7kWh net) battery that's 45% bigger than that used by that outgoing TFSI e model. EV drive range is rated at 62 miles and total output at 299PS with 450Nm of torque, allowing for 0-62mph in 6.2s en route to 155mph.
With all powertrains, Audi says that drive dynamics have been improved with this third generation model courtesy of a more noticeable spread between drive modes and an 'optimised' steering and suspension set-up. The steering features the brand's 'Progressive' system, whilst the standard passive suspension arrangement now features Frequency Selective Damping, which adapts automatically to different surfaces. Adaptive damping comes only if you stretch to the air suspension that features at the very top of the range.
Design and Build
The design of this second generation Q5 Sportback is certainly sleeker compared to its predecessor. The horizontal shoulder line connecting the front and rear lights rises slightly above the rear tail lamps to visually support the roof arch with its flat rear window. The rear of the Q5 Sportback is visually stretched as far as possible, creating a roof line that slopes from the B-pillar. And the elegant rear window graphics are there to visually stretch the cabin. At the rear, the smooth surface that flows from the back window to the lower edge of the tailgate light strip is bordered by a sharp cut across the entire width of the car. A sporty break-away edge at the boot lid completes the design. The diffuser is integrated into the raised bumpers, creating what Audi calls 'an island effect'.
The front-of-cabin design is of course exactly as in the Q5 SUV. Here Audi's set out to establish a new class standard for interior tech and quality. As in the A5, a so-called 'soft wrap' element runs from door to door across the entire width of the dashboard. Together with fabric panels on the doors and armrests, this aims to create what Audi calls a 'homely ambience'. And of course screens are everywhere, primarily the 11.9-inch digital gauge cluster in front of the driver and the 14.5-inch infotainment screen in the centre of the dash. These together forming the basis for what Audi calls a 'digital stage', mounted under one huge slab of curved glass.
If that's not enough, there's the option to order an extra 10.9-inch MMI passenger-side display, fitted with a polarising filter so that use of it (for video streaming apps or to send nav instructions and media to the central screen) won't distract the driver. A 'dynamic interaction light' can be specified, which spans the interior as an LED light strip and not only provides comfort features (like a welcome function) but also interacts with the safety and communication systems to more quickly alert the driver.
In the second row, tall adults can sit behind equally tall folk without much problem but the door opening is a little small and if you don't specify the glass roof, it can feel a bit dark inside. If you're comparing between this Sportback body style and the SUV version, the Sportback isn't much compromised in head or legroom, despite its more rakish roof line. And, as in the SUV, you can slide and recline its rear seats.
Boot space for the Sportback is rated at 515-litres for mainstream models - which is just 5-litres less than you get with the SUV (when measured from boot floor to parcel shelf). Obviously though, the Sportback version will struggle more with bulkier items and in e-hybrid form, you only get 433-litres of space. With the seats down in mainstream models, there's 1,415-litres of space with this Sportback, compared to 1,473-litres with the Q5 SUV.
Market and Model
Audi wants a £2,500 premium to own this Q5 Sportback compared to the Q5 SUV - which sounds quite a lot. Which meant at the time of our test in Summer 2025 that prices started from around £55,000, rising to around £79,000 for the top SQ5 Edition 1 version. As usual with Audi, the mainstream trim choices are 'Sport' or 'S line', with a premium of £2,600 to progress to more dynamic-looking 'S line'-spec. You'll need to find £1,650 more to go from the base 2.0 TFSI petrol engine to the 2.0 TDI diesel. Prices for the e-hybrid PHEV start from just under £60,000.
Only the priciest variants will get things like the digital OLED lights and air suspension with adaptive damping. Desirable options include a panoramic roof with Polymer Dispersed Liquid Crystals, which can transform itself from translucent to opaque at the touch of a button. 'Edition 1'-spec will include the optional 10.9-inch MMI front passenger display. This new Q5 has an optional, configurable head-up display (also part of the 'Sound and Vision pack') that has been further developed compared to its predecessor (and is standard on the SQ5). For the first time, drivers now have the option of controlling vehicle and infotainment functions via the head-up display. All the usual camera driver assistance safety systems you'd expect are of course included.
Cost of Ownership
Let's get to the figures; up to 40.4mpg (combined) and 159g/km for the 2.0 TFSI petrol version; for the 2.0 TDI, it's up to 47.3mpg and 157g/km. The key engineering efficiency development with this second Q5 Sportback design is, as we told you in our 'Driving' section, the new 'MHEV plus' mild hybrid system that features on mainstream versions. This is based on a 48-volt on-board electrical system that supports the combustion engine and reduces CO2 emissions while increasing performance. Its added powertrain generator (the 'PTG') enables electric driving components that contribute to a reduction in fuel consumption.
The 'MHEV plus' system offers advantages in CO2 emissions compared to the previous MHEV set-up. Over the WLTP driving cycle, these total up to 10g/km of CO2 in the 2.0 TDI and up to 17g/km of CO2 in the SQ5. The system's 'PTG' powertrain generator can also add up to 24PS of electric power to the output of the combustion engine. When decelerating, the PTG feeds energy back into the battery at up to 25kW. As a result, purely electric manoeuvring and parking are possible to a limited extent.
If you really want efficiency from your Q5 Sportback though, you'll need the e-hybrid PHEV version. From this, Audi talks of 73.5-94.1mpg on the combined cycle and a weighted figure of 56-75g/km of CO2. Charging power is much better than the old TFSI e Q5 Sportback Plug-in Hybrid system could provide, increased from two-phase 7.4kW to three-phase 11kW (if you can use that). With a three-phase supply, you could completely re-charge the Q5 e-hybrid model's battery in 2.5 hours.
Across the line-up, as usual with Audi models, there's a choice of either a 'Fixed' or a 'Flexible' servicing regime, the choice between the two depending on the extent of your likely annual mileage. The 'Fixed' schedule is aimed at drivers covering fewer than 10,000 miles a year and includes an oil change service every 9,000 miles or every year, plus an inspection service every 19,000 miles or every two years. If you cover more than 10,000 miles a year, the 'Flexible' service schedule will be more appropriate, this regime including oil change and inspection services at variable intervals of up to every 19,000 miles or every two years.