Audi Q2 vs BYD Sealion 5

What's the difference?

The Q2 is good value and great to drive – especially the SQ2. The exterior looks new, but the cabin feels older than the larger Q3, and most other Audi models.

More standard advanced safety tech would make the Q2 even more appealing, as would a five-year, unlimited-kilometre warranty. While we’re at it, a hybrid variant would make enormous sense. 

So, a great car, but Audi could offer more to make it an even better proposition for buyers. 

Cars that don’t always appeal to enthusiast buyers are often seen by manufacturers as a way of not bothering with the dynamics. Good enough is, apparently, good enough. Thankfully, BYD hasn’t taken that path here and the local suspension tweaks have turned what could have been a me-too product into a bit of a dynamic class leader. And even if buyers can’t verbalise the benefits of that, they will still be subliminally enjoying them with every kilometre.

The other stand-out feature is the price-tag which represents an awful lot of car for the money. And, in such a price-sensitive market as this one, that will get the BYD over the line for a lot of families. That it also offers a vastly better driving experience simply makes the value equation – and the purchasing proposition – even stronger.

This updated Q2 looks almost identical to the previous one and really the only changes are subtle styling tweaks to the front and back of the car.

The front air vents (they aren’t real air vents on the Q2, but they are on the SQ2) are now larger and pointier and the top of the grille is lower. Around the back, the bumper now has a similar design to the front, with those pointy polygons set wide apart.

It’s an angular little SUV, full of sharp-edged shapes like some kind of acoustical wall in an auditorium.

The SQ2 just looks more aggro, with its metallic-trimmed air vents and beefy quad exhaust. 

The new colour is called Apple Green and it’s not really like any colour on the road – well not since 1951, anyway when this hue was hugely popular on everything from cars to telephones. It’s also very close to Disney’s “Go Away” green – look it up and then ask yourself if you should be driving a car that’s kind of invisible to the human eye.

I digress. Other colours in the range include Brilliant Black, Turbo Blue, Glacier White, Floret Silver, Tango Red, Manhattan Grey and Navarra Blue.

Inside, the cabins are the same as before, apart from the larger, sleeker media display, and there are some new trim materials, too. The 35 TFSI has silver inlays with a diamond paint finish, while the 40TFSI has aluminium door sills.

The Q2 has beautiful quilted Nappa leather upholstery, which goes beyond just covering the seats and to the centre console, doors and armrests.

All options offer well laid out and premium feeling cabins, but the disappointing part is that it's an older Audi design, which started out in the third-generation A3, launched in 2013, and still exists on the Q2, even though most Audi models, including the Q3, have the new interior design. This would bug me if I was thinking about buying a Q2. 

Have you thought about a Q3? It’s not that much more in price, and it’s a tad bigger, obviously. 

The Q2 is tiny, at 4208mm end to end, 1794mm wide and 1537mm tall. The SQ2 is longer at 4216mm long, 1802mm wide and 1524mm tall.  

The interior of the Sealion 5 feels pretty well-made and there are soft-touch surfaces on most of the touch-points. The steering wheel, too, is thick and chunky and nice to hang on to. But there’s a lot going on in terms of different colours, textures and surfaces, and it can all look a bit busy, despite the high-tech boardroom overall flavour. It’s also worth mentioning the trim material is synthetic but does a great job of looking and feeling like real leather.

Externally, there’s not a lot to grab the eye. Sure, it’s not an unpleasant looking vehicle, but neither does it stand out from the mid-size SUV pack. At least BYD decided against those cheap-looking plastic tack-ons on each wheel-arch.

The Q2 is basically a current model Audi A3, but more practical. I’ve lived with the A3 Sedan and Sportback and while rear legroom is just as confined in those as it is in the Q2 (I’m 191cm and need to squish my knees behind my driving position) getting in and out is easier in the SUV, with its elevated ride height and taller door apertures.

The easier access helps enormously when helping kids into their child seats. In an A3 I need to kneel on the footpath to be at the right level to put my son into the car, but not with the Q2.

The boot space of the Q2 is 405 litres (VDA) for the front-wheel-drive 35 TFSI and for the SQ2 it’s 355 litres. That not bad, and the large hatch makes for a big opening, which is more practical than a sedan’s boot.

Inside, the cabin isn’t enormous, but rear headroom is good, thanks to the fairly high roof.

Cabin storage isn’t terrific, although the front door pockets are big and there are two cupholders up front.

Only the SQ2 has USB ports in the back for rear passengers, but all Q2s have two USB ports up front for charging and media – plus all have wireless charging for phones.

Here’s the other big shock relative to the price-tag of the Sealion 5: This is not a small car. Based on the price, you might have been thinking the vehicle would be a compact SUV. And you’d have been wrong. This is a proper mid-sized SUV with room for five and luggage and an overall length of 4.7 metres and change. And to put that into some kind of perspective, that’s just 30mm shorter than the Sealion 6 which costs about $9000 more at its starting point.

The wheelbase is long, too, and the 2712mm between the axles helps make the interior even more spacious. That means there’s lots of stretching room in the front, but also that a grown adult can comfortably sit in the back seat behind another grown adult at the wheel and still have enough room in every direction. The window sills are commendably low in the rear seat, too, ensuring even littlies can see out.

The biggest problem in the back is that the seat cushion is a bit flat, but, like the front chairs, it’s still pretty plush.

With all five seats in place, the Sealion 5 boasts 463 litres of luggage space and the cargo area is well done with storage pockets at each side, a light and an under-floor tray designed to transport charging cables and a tyre repair kit. Yep, that’s right, there’s no spare tyre of any sort here. No surprise, really.

Fold the rear seat down and you’re suddenly looking at 1410 litres of cargo space and your SUV is now a panel van.

As well as the dual-zone climate control, the Sealion 5 also offers a single USB -C and a USB-A charging port in the front and rear compartments.

The Sealion 5 also offers a V2L (Vehicle to Load) function, meaning it can power camping or on-site work equipment and even act as your home’s battery.

The plug-in hybrid in question is the BYD Sealion 5. It has a claimed EV-only range of better than 100km, relatively quick charging, a decent sized battery, adequate performance, enough interior space for a family, good safety and lots of equipment. Oh, and it costs just $33,990, before on-road costs, in its entry-level Essential form. Incoming!

Equipment-wise, that sub-34K sticker gets you a 10.1-inch central info-screen, an 8.8-inch driver display, digital radio, a six-speaker stereo, wireless connectivity for Android Auto and Apple CarPlay and dual-zone climate control.

Throw another four grand on the table and you move up to the Premium version which adds plenty of kit for the $37,990 ask. That includes a panoramic sunroof, automatic tailgate, roof rails, heated and electrically folding mirrors, one-touch power windows, a six-way powered drivers seat and four-way powered co-pilot’s chair, a heated and ventilated driver’s seat and wireless charging.

The step up from Essential to Premium also includes a battery upgrade, and we’ll cover that off in the Under the Bonnet section below.

There are three grades and each has a different engine. 

The 35 TFSI has a new 1.5-litre four-cylinder turbo-petrol engine making 110kW and 250Nm; the 40 TFSI has a 2.0-litre turbo-petrol four making 140kW and 320 Nm; and the SQ2 has a 2.0-litre turbo-petrol as well, but it puts out a very impressive 221kW and 400Nm.

The 35 TFSI is front-wheel drive, while the 45 TFSI quattro S line and SQ2 are both all-wheel drive.

All have a seven-speed dual clutch automatic transmission – nope you can’t get a manual. There are also no diesel engines in the line-up.

I drove all three cars and, from an engine perspective, it’s like turning the ‘Smile Dial’ up from Mona Lisa in the 35 TFSI, to Jim Carrey in the SQ2, with Chrissy Teigen in between.

Both variants of the Sealion 5 have the same driveline – mostly. They each use a 1.5-litre petrol engine teamed with a single electric motor, both driving the front wheels. Unlike the bigger Sealions, there’s no all-wheel drive version. Power peaks at 156kW and torque at 300Nm.

Why a non-turbocharged engine? BYD tells us the non-turbo engine helps keep cost out of the vehicle and, since the engine really only runs to power the electric motor and charge the batteries, it does so at a relatively constant engine speed, negating the need for a wide spread of petrol power.

The only major difference is that the Essential version has a 12.9kWh battery-pack, while the Premium gets a bigger, 18.3kWh pack for longer range, but precisely the same output and, therefore, performance.

A single-speed transmission is part of the BYD driveline package, also made possible by the fact that the vast majority of the driving of wheels is done by the electric motor.

Audi engines are superbly modern and efficient – even its monster V10 can shut down cylinders to save fuel, and so can the new 1.5-litre four-cylinder engine in the 35 TFSI. Audi says that over a combination of urban and open roads, the 35 TFSI should use 5.2L/100km.

The 40 TFSI is thirstier at 7L/100km, but the SQ2 demands a bit more at 7.7L/100km. Still, not bad. 

What’s not good is the lack of a hybrid, PHEV or EV variant of the Q2. I mean the car is small and ideal for the city, and therefore a perfect candidate for an electric version. Not having a hybrid or EV is why the Q2 model range doesn’t score well for its overall fuel economy.

The Premium’s bigger battery claims to up the official NEDC range from the Essential’s 71km to 100km. BYD reckons with the 52-litre fuel tank brimmed and the car operating at its claimed 1.2 litres per 100km efficiency, the range of either version is just on 1000km. In the real world, that’s likely to be closer to 800km (especially with some highway running thrown in) but it’s still one heck of a solution to range anxiety.

There’s no DC charging function for the Sealion 5, so forget about commercial fast chargers. But on a 3.3kW AC power outlet, the maker claims the Essential can reach full charge in under four hours, while the Premium’s bigger battery will take under six hours to fully charge. A Type 1 charge cable is included.

When it comes to the driving part, Audi can almost do no wrong – everything the company makes, whether it’s low powered or rip-your-face-off fast, has all the ingredients for engaging driving.

The Q2 range is no different. The entry-grade 35 TFSI has the least grunt and, with its front wheels pulling the car along, it’s the only one in the family that’s not blessed with all-wheel drive, but unless you’re doing laps at a track you’re not going to be wanting more power. 

I drove the 35 TFSI for more than 100km on the launch, through the country and into the city, and in all situations, from overtaking on highways to merging and slow traffic, the most affordable Q2 performed well. That 1.5-litre engine is responsive enough and the dual-clutch transmission changes swiftly and smoothly. 

Superb steering and good visibility (although that rear three-quarter view is slightly obstructed by the back pillar) makes the 35 TFSI easy to drive.

The 45 TFSI is a good mid-point between the 35 TFSI and the SQ2 and comes with a very noticeable bump in oomph, while the extra traction from the all-wheel drive is a reassuring addition. 

The SQ2 isn’t the hardcore beast you might think it is – this thing would be super easy to live with daily. Yes, it has firm sports suspension, but it’s not overly hard, and that engine, which nudges almost 300 horsepower, doesn’t feel like a Rottweiler on the end of a leash. If anything, it’s a Blue Heeler that loves to run and run, but is happy to take it easy and get fat.  

The SQ2 is my pick of the bunch, and not just because it’s quick, agile, and has an intimidating growl. It’s also comfortable and luxurious, with sumptuous leather seats.  

You don’t have to drive very far to realise that the local input into the Sealion 5’s suspension and steering have been worth the effort. BYD Australia has a local engineering team on call these days, and it shows here.

Actually, the steering is not the highlight; it has some weight but not a whole lot of feel, or, indeed, feedback for the driver. The ride and handling combination is what stars. Obviously well-damped, the suspension allows for a ride that is both complaint and quiet, without causing the car to wallow around like some jacked-up designs can with their higher centre of gravity.

In fact, the BYD is athletic to the point where keener drivers will find it an entertaining drive; hardly something that can be said for the majority of medium SUVs.

Performance is strong without being overwhelming and even though the Sealion 5 has that signature electric-drive feeling of effortlessness, the accelerator pedal has been calibrated to avoid the neck-snapping surge of grunt off the line. As such, it emerges with a fairly flat acceleration curve, and no hint that the petrol motor is cutting in or out.

Until, that is, you bury the throttle all the way at which point the petrol engine takes a few second to join in. And when it does, it’s pretty vocal – shrill, almost – as it catches up with the rest of the car and starts directly driving the wheels. To be fair, though, this is not going to be a common occurrence in everyday life thanks to the flexibility of the petrol-electric system for 99 per cent of circumstances.

On the move, the cabin is perhaps most notable for its soft, plush seats that are a nice change from the church pews of some manufacturers. And although the driving position is about right, taller drivers might prefer a steering column that extends out another few millimetres.

The driver display screen is another source of annoyance. It’s pretty small and contains lots and lots of information, to the point where the typeface is too small to be read on the run by anybody who relies on reading glasses.

Passive safety in the Sealion 5 starts with no fewer than seven airbags including full-length side-curtain bags. 

There’s also a front-centre airbag, something we’d like to see in more cars, particularly at this price-point. Child restraint points in the rear seat are the ISOFIX type.

The BYD gets pretty much the full suite of driver aids, including autonomous emergency braking, blind-spot monitoring, rear-cross traffic alert with active assistance, stability control, active cruise-control, traffic-sign recognition, front and rear collision warning and tyre pressure monitoring.

The Sealion 5 also incorporates a driver-attention monitor which seems better calibrated than some earlier efforts from some of the Chinese carmakers. Also improved in calibration terms is the lane-keeping assistance which is still too violent for our tastes, but more subtle than some of the competition’s systems. But while the savagery of this system has been toned down, it appears to have been at the expense of sensitivity and, time and time again, the cameras missed road markings that were faded or dirty.

The major safety benefit in paying more for the Premium variant is the addition of front parking sensors and a 360-degree camera instead of the Essential’s simple reversing camera.

The Sealion 5 has not been ANCAP tested as yet, although BYD says this is largely down to ANCAP’s scheduling rather than any hesitance on BYD’s part.

The pressure for Audi to move to a five-year warranty must be hugely intense, with Mercedes-Benz offering one, along with pretty much every other mainstream brand. But for now, Audi will only cover the Q2 for three years/unlimited kilometres.

As for servicing, Audi offers a five-year plan for the Q2 costing $2280 and covering every 12-month/15000km service over that time. For the SQ2, the cost is only a fraction higher at $2540.  

Like other BYDs, the Sealion 5 comes with a six-year/150,000km warranty. Some of the competition have unlimited kilometre warranties, but to be honest, 150,000km in six years is going to be beyond the need and aspirations of most owners.

The EV battery is covered by an eight-year/160,000km warranty, and let’s not forget, BYD was a battery manufacturer before it started making whole cars. Certainly, the company is very bullish about the quality and safety of its 'Blade' battery technology, claiming it easily passes the technically-daunting 'nail-puncture' test.

BYD plans to have capped-price servicing for the Sealion 5, but no pricing announcements have been made yet.

Servicing also falls into line with other BYD models, so that means 12 months or 20,000km intervals.