Audi SQ5 vs Mercedes-Benz G-Class

What's the difference?

Let’s forget the money, for a second, because yes, you’re paying more for the Sportback variant. But if you can afford it, then why wouldn’t you. This is a sleeker, sportier and more stylish answer to the regular Q5, which was already a super-solid offering in the segment. And as far as I can tell, the practicality sacrifices you have to make are minimal at best. 

So why not?

The Mercedes-AMG G 63 isn't for shrinking violets. It's bold, fast, and loud, and in second-generation form massively improved dynamically and technically. It's a lot of money, but there's a lot to love, and here's hoping it stays around for decades to come.

Our adventure began with the SQ5, and, to my eye at least, it looks mean, and more like a jacked-up hot hatch than sportier version of a mid-size SUV.

Speaking of which, it looks bigger than a mid-size, too, as though the flattened roof has pushed the rear out for more length, at least visually.

By far its best angle, though, will be afforded to the people in front of you on the road, with each peek in the rear-view mirror revealing a wide, forward-leaning grille, all black honeycomb mesh, with a cat-clawed bonnet and headlights that sweep back into the bodywork, hinting at speed before it even sets off. 

Side on, the massive 21-inch alloys hide red brake calipers, but it does also reveals a tale of two SUVs, with the front half looking taller and straighter, while the rear roofline is more raked as it flies towards a fairly small rear windscreen with a roof spoiler that juts out over it. 

At the rear, the quad exhaust tips (which sound great), and a boot spoiler moulded into the bodywork complete the package.

But even in lesser lesser Q5 45 TFSI guise, this Sportback looks the business, I reckon. Though a little more premium than performance-focused, perhaps.

As the name suggests, the Sportback version gives you, well, a sportier back, and it all starts at the B-Pillar, with a more raked roofline that gives this version of the Q5 a sleeker, more slippery look. 

But they aren’t the only changes. In Sportback models, the single-frame grille upfront is different, and the grille is also positioned lower, and seems to jut out from the bonnet more, for a lower, more aggressive look. The lights are also positioned a little higher, and those massive air vents on either side are different, too.

The cabin is the usual level of Audi niceness, with a big central screen, big digital screen in front of the steering wheel, and a sense of genuine solidity and quality wherever you look.

There are some questionable materials at work, though, like the door trims and the hard plastic that your knee rubs against when driving, but all in all, it's quite a lovely place to spend time.

The original (W460) G-Glass, then known as the G-Wagen (or Geländewagen for cross-country vehicle), was launched in 1979 as an ultra-capable off-roader, soon favoured by armies the world over. Arriving here in 1982, its distinctive, slab-sided form remained unchanged over the best part of four decades.

At close to 4.8m nose-to-tail, more than 1.8m across, and a bit over 1.9m tall, the G 63 is now longer (+110mm), wider (+106mm), and fractionally lower overall (-13mm), but still pulls off a convincing impersonation of a bread box.

Merc-AMG confidently quotes a drag coefficient (Cd) of 0.55 for the G 63, which isn't as bad as a brick (around 2.0… I Googled it) although it is in the same league as a heavy truck.

But it's the car's unique, upright stance, complete with pumped wheelarches and old-school flat glass, that sets it apart and draws people in. Looking more like a take-no-prisoners, functional device than a luxury cruiser, I can assure you it attracts as many admiring looks and comments as a low-flying supercar wedge.

The new-gen G 63 features AMG's vertically slatted 'Panamericana' grille, and our test example was fitted with the optional 'Night Package' ($5900) adding a range of dark exterior details including tinted indicator lenses, dark tinted glass, black exterior mirror shells and spare wheel ring, other black trim pieces and painted areas, as well as 22-inch AMG forged alloy rims.

Also worth noting, Merc has retained the G-Class's solid metal door handles, complete with the mechanism's unmistakable 'click-clack' opening and closing sound. Nice touch.

Inside, the biggest change is the upgrade from a conventional dual-gauge instrument cluster and central media stack to a pair of 12.3-inch digital screens, forming a sleek widescreen display, and bringing the G 63 in line with other recent Merc offerings.

Similarly, the gearshift moves from a traditional console-mounted set-up to Merc's 'Direct Select' lever on the steering column (exactly where the indicator stalk is located in 90 per cent of right-hand drive cars).  And the standard flat-bottom, leather-trimmed 'AMG Performance' steering wheel is a racy addition.

Like the exterior door handles, another tip of the hat to the car's heritage is retention of the horizontal grab handle ahead of the front passenger on the dash above the glove box. Nice to have something to hold on to if the going gets rough.

The Q5 Sportback range stretches 4689mm in length, 1893mm in width, and around 1660mm in height, depending on the variant. It rides on a 2824mm wheelbase. 

And remember when I said there were few practicality penalties for the new sportier look? This is what I meant.

Up front, it's basically the same Q5, so if you know that car, you'll know this one, with its spacious and airy feeling front seats.

In the back, though, things are a little different, just not quite as different as I was expecting. The new sloping roofline has actually only reduced headroom by 16mm. I’m 175cm tall, and there was clear air between my head and the roof, and plenty of leg-room, too.

The central tunnel arrangement means you probably don’t want to squeeze three adults across the back, but two would really be no problem at all. That way, you can deploy the back seat divider to uncover two cupholders, use the two USB charge ports or adjust your climate controls, including temperature settings.

In the 45 TFSI and SQ5 models, the rear seats also slide or recline, meaning you can prioritise luggage space or passenger comfort, depending on what you're carrying.

Up front, there’s heaps of little cubby spots, including a key storage spot under the aircon controls, another in front of the gear shift, a phone slot next to the gear shift, two cupholders in the big centre console, and a surprisingly shallow centre console that’s home to a wireless phone charger and a USB port, joining the regular USB port under the drive mode selector.

And at the rear, Audi reckons there’s 500 litres of storage, only about 10 litres less than the regular Q5,  which grows to 1470 litres with the second-row folded.  

The G-Class has never been a particularly squeezy proposition for passengers or cargo, but an extra 40mm in the wheelbase adds even more breathing space.

Getting in is the first step, and it's a big one. At 183cm tall, in an athletic mood, I could grab the A-pillar and swing up into the driver's seat in one vaguely respectable movement.

But, those side steps aren't just for show, and at the end of a long day provide a handy staging camp between terra firma and the lofty pilot's chair.

Once on-board there's plenty of room up front, with adequate storage including a bin between the seats (now with a double door opening rather than a single hinged lid), a modest glove box, oddments space and two cupholders in the centre console, and bins with space for bottles in the doors.

There's a 12-volt power outlet in the front, second row and cargo area, while there are two USB ports in the centre console bin and a charging USB port in the second row.

In the back I could have donned a dusty Akubra and still had headroom to spare, with generous foot room, and a substantial gap between my knees and the driver's seat (set to my position).

A fold-down armrest incorporates a pair of cupholders (as well as a through-port to the cargo space for long items) and there are map pockets on the front seat backs as well as space for bottles in the doors. Two adjustable air vents in the rear of the front centre console, and another pair in the B-pillars also provide climate-controlled air to those in the rear.

With the rear seats upright boot volume is quoted at 454 litres (VDA); enough to easily swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram, or a largest-suitcase-and-pram combo.

There are tie-down shackles in each corner of the floor, usefully bright lighting, a netted storage area on the passenger side (containing five fluorescent emergency vests), and folding the 60/40 split rear seat liberates even more space.

Unfortunately, gaining access to that load space is fraught with compromise. First, the single-piece rear door hinges vertically and opens from right to left. No problem when you've nosed into a shopping centre space, but not so great when you're parking nose-to-tail on the left-hand side of the road.

That means you typically have a small space between you and the car behind to get the door open, and when it is at 90 degrees, you're blocked from unloading things onto the footpath until you've shut the door.

As well as that, the door has a full-size spare (alloy) wheel and tyre attached to it. Good because a full-size spare is welcome, and bad because it makes the already bulky door even heavier.

Those keen on towing things will be pleased to hear the G 63 is rated to haul up to 3.5 tonnes of braked trailer and 750kg unbraked.

Okay, you're laying down a quarter of a million bucks ($247,329 before on-road costs) and it's fair to expect some serious tech and standard equipment to keep you feeling warm and fuzzy after you're finished impressing friends and family with the G 63's howling acceleration.

For a start, there's a bunch of leading-edge safety tech on-board (detailed in the safety section below), and as expected that substantial cost-of-entry brings an extensive list of luxury features.

We've touched on the twin 12.3-inch 'Widescreen Cockpit', and available media includes digital radio and TV tuner, internet connectivity and 3D nav (with dynamic route guidance), as well as smartphone integration with Apple CarPlay and Android Auto.

Audio is a thumping 15-speaker, and 590-watt Burmester surround sound system, and the ambient lighting set-up offers a choice of 64 colours.

Also included are 'Multibeam' LED headlights, 'AMG Ride Control' adaptive damping, a 'Parking Package' with 'Active Parking Assist' and 360 camera, a sliding glass sunroof (with tilt function), the selectable AMG sports exhaust system, keyless entry and start, the AMG Performance steering wheel (trimmed in nappa leather), and 21-inch AMG '5-Twin spoke' alloy wheels.

Then there are the three 100 per cent differential locks (plus an 'off-road information centre'), electronically adjustable front seats (ventilated front and heated front and outer rear), steering column and mirrors (with memory function), three-zone climate control, nappa leather upholstery, a leather-finished dashboard with open-pore ash wood trim, a 'Dinamica' microfibre roof liner, and an AMG-specific IWC design analogue clock. Plus, the 'Dynamic Select' system enables a choice of pre-set driving profiles or individual settings.

The optional 'Exclusive Interior Plus Package' ($10,300) fitted to 'our' car adds deluxe nappa hide on the dashboard, door centre panels and grab handle, as well as a diamond quilted treatment on the seat centres, a black 'Dinamica' roof liner, velour floor mats (with edging in nappa leather), a frameless interior mirror and air vents in 'Silvershadow'.

On top of that the test vehicle was optioned with the 'Night Package' ($5900) detailed in the Design section, and Designo 'diamond white bright' paint ($5900) for a manufacturer's recommended list price (MRLP) of $269,429.

That puts the G 63 in the same price and equipment ballpark as the supercharged V8 Range Rover Autobiography ($268,900), twin-turbo V8 Porsche Cayenne Turbo ($239,400), and its Mercedes-AMG GLS 63 sibling ($221,729), powered by a version of the 5.5-litre twin-turbo V8 used in the first-gen G 63.

An impressive trio of alternatives, but in reality the idiosyncratic G 63 doesn't have any direct competitors, and for those who give in to the pull of its powerful tractor beams value-for-money becomes a uniquely personal concept.

There are three engines total here, kicking off with the 2.0-litre TDI in the Q5 Sportback 40. It produces 150kW and 400Nm - enough for a sprint to 100km/h in 7.6s. The 2.0-litre TFSI in the Q5 Sportback 45 petrol bumps those figures to 183kW and 370Nm, lowering your spring to 6.3s. 

Both pair with a seven-speed S tiptronic automatic, and feature a 12-volt mild-hybrid system to smooth out acceleration and lower fuel use, as well Quattro ultra, which can disconnect the rear drive shaft so only the front wheels are driven.

The SQ5 gets a seriously lusty 3.0-litre TDI V6 which deliver 251kW and 700Nm, and a sprint of 5.1s It also gets a 48-volt mild-hybrid system, and an eight-speed tiptronic transmission.

The G 63's 4.0-litre (M177) all-alloy V8 is closed deck design using direct-injection and a pair of twin-scroll turbos to produce 430kW at 6000rpm and no less than 850Nm from 2500-3500rpm. That's 10kW/90Nm more than the 5.5-litre twin-turbo V8 it replaces!

To improve throttle response and optimise efficiency, the turbos are located inside the engine's 'V', improving air flow and shortening the distance from the exhaust side to the turbos, and in turn, from the turbos to the inlet side.

And the housings on the twin-scroll turbos are divided into two parallel flow channels connecting with separate ducts in the exhaust manifold, allowing fine management of the exhaust gas coming in and pressure going out. Result is more torque and even better response times.

Drive goes to all four wheels via a new 'AMG Speedshift' nine-speed, dual-clutch auto (replacing the previous seven-speed auto transmission) with paddle shifters and a multiple downshift function which will go to the lowest ratio possible as you keep squeezing the shift paddle.

The 'AMG Performance 4Matic' all wheel drive system is front/rear biased 40/60 (50/50 in the previous model), although if you want to head off-highway the G 63 still features three 100 per cent diff locks and low-range off-road gear reduction.

All Q5 Sportback models are fitted with a 70-litre fuel tank, which should produce a driving range in excess of 1000kms - though prepare for pain at the pump. Sometimes premium fuel in Sydney can run to around $1,90 a litre, for example, so the good stuff will cost you around $130 bucks a tank in the petrol cars.

Audi says the Q5 Sportback 40 TDI will sip 5.4 litres per 100km on the combined cycle, while emitting 142g/km of c02. The 45 TFSI needs 8.0 litres per 100km on the combined cycle, and will emit 183g/km of c02. The SQ5 sits somewhere in the middle, with 7.1 litres per 100km and 186g/km of c02.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 13.1L/100km, with the 4.0-litre, twin-turbo V8 emitting 299g/km of CO2 in the process.

Despite the fact cylinder management tech means the engine will run on four cylinders under light load, and start-stop (with 'glide mode') is standard, we managed 16.7L/100km (measured at the bowser) over a mix of city, suburban and freeway running. To be expected for such a big bus, especially one that constantly tempts you into squeezing the throttle just to hear the exhaust bellow.

Minimum fuel requirement is 98 RON premium unleaded, and you'll need 100 litres of it to fill the tank.

How to best describe the drive experience in the Q5 Sportback? That's easy. And it's 'easy'.

Honestly, I know this is ostensibly the sportier version of the Q5, but the truth is that, in the 45 TFSI version we tested, it's a comfortable, light-feeling drive experience that only ever reveals its sporty nature when you really command it to.

Left in its Auto drive mode, the Q5 45 TFSI will positively waft around town, road noise kept to an absolute minimum, and feeling somehow smaller and lighter than its dimension would suggest.

You can dial-up the aggression by cycling through the drive modes, of course, but even in Dynamic guise it never feels too harsh, too aggressive. More that you've simply tightened the screws a little bit.

Plant your right foot and the 45 TFSI will collect speed in a way that Audi refers to as "hot hatch-like", punching towards the 100km/h sprint with verve and aggression. But having just stepped out of the SQ5, it still feels somehow sedate, and almost relaxing, rather than out-and-out aggressive.

And that's because the SQ5 variant is clearly, purposefully, the performance-focused variant here. I think this V6 engine is an absolute peach, and its the kind of powerplant that inspires you to stick with the vehicle's most dynamic settings, putting up with the just-too-firm suspension settings so you can access more fo the grunt more quickly.

And it feels constantly ready for action. Tap the accelerator and the car bristles, dropping down a gear, revving higher and preparing for your next command.

Through bends, it feels smaller and lighter than you might expect, with plenty of grip and steering that, while not overflowing with feedback, feels true and direct.

Short answer? It's the one I'd take. But you'll pay for it.

Let's cut to the chase. The G 63's pure grunt overpowers its challenging aero profile to thrust this boom box on wheels from 0-100km/h in a claimed 4.5 seconds. And believe it or not, despite its greater length and width, it has enough power to punch a 240km/h hole in the air (maximum velocity is limited to 220km/h if you choose not to opt for the 'AMG Driver's Package').

The new electronic architecture brings with it the latest version of Merc's 'Dynamic Select' system with five driving modes adjusting the engine, transmission, suspension, steering and assistance systems right up to maximum attack Sport+ mode.

All 850Nm of peak torque is available between 2500-3500rpm and pinning the throttle anywhere in that band feels like lining up a runway and preparing to rotate for take-off.

The two-stage exhaust flap arrangement allows you to turn the noise up from growl to roar even at modest around town speeds, and the nine-speed transmission is sharp and positive, with the multiple downshift function (in manual mode) hilariously good fun.

The racy AMG sports seats are as grippy as they are comfortable, and the fat 295/40 Goodyear Eagle F1 rubber, wrapped around the optional 22-inch forged alloys, does a good job of keeping all that mass and momentum in control as the high riding G 63 careens around corners.

And speaking of mass, the job of hauling it from warp speed to rest sits with big ventilated discs all around (cross-drilled 400mm front/370mm rear), clamped by monster six piston calipers at the front and single piston at the back. They're progressive and reassuringly powerful.

So, the performance is as dramatic as ever, but when I think of previous Merc-AMG G-Class offerings, two main shortcomings come to mind... steering and ride.

The steering was like a laggy mouse, with a few beats separating input at the wheel from response at the front treads. And the damping came up short, with a bouncy ride par for the course.

Still sitting on a ladder-type frame, the new G's suspension was developed by Mercedes-Benz and Mercedes-AMG. And finally, it has a decent double-wishbone independent front-end, with a rigid axle at the rear and coil springs all around. Plus, a strut tower brace, Merc-AMG calls it a 'suspension bridge', now connects the front strut towers, increasing torsional rigidity.

Ride comfort, especially in the most compliant 'Ride Control' suspension setting and riding on the big 22s, is massively better. It's no limo. You'll still feel jittering over higher frequency imperfections. But it's way, way ahead of the first-gen version.

The steering system changes from a recirculating ball to rack and pinion, and is now variable ratio with electro-mechanical rather than purely hydraulic assistance. And it's also much improved. We're not talking about a Lotus Elise-style connection with the road, but the steering is clearly more predictable and responsive.

One thing that hasn't changed is an ocean liner-worthy, 13.6m turning circle. You'll need to plan ahead for U-turns and reverse parks, but enough parking cameras (including surround view) to please Cecil B DeMille are on hand to help.

It's like a whole new world with a familiar cover wrapped around a markedly improved package. But (there must be a but) visibility is still compromised by thick window and door pillars, and despite the new dash layout ergonomic efficiency is patchy, with some switches and knobs located in relatively awkward positions.

As mentioned earlier the G 63 features three 100 per cent diff locks and low-range off-road gear reduction. But forget breakover angles and wading depths. This 4x4 seeing off-road action is as likely as an Abbott 2.0 prime ministership.

Suffice it to say, this car wears the 'Schöckl' badge at the base of its B-pillar. And in case you were wondering, Schöckl is a 1445m mountain in Graz, the Austrian city where the G-Class is built (and big Arnie Schwarzenegger was born!).

In the second-gen G-Class's development, prototypes covered roughly 2000km over a five kay trail including gradients of up to 60 per cent and lateral inclines up to 40 per cent. So, despite its irrelevance, the off-highway box is ticked.

The second-gen G 63 hasn't been assessed by ANCAP or Euro NCAP but its new electronic architecture brings the car up to speed on active safety tech, now incorporating 'Distronic' cruise control with 'Active Distance Assist', 'Active Brake Assist', AEB (forward and reverse), 'Active Lane Keeping Assist', 'Blind Spot Assist', 'Adaptive High-Beam Assist', tyre pressure monitoring, and 'Traffic Sign Assist'. Plus, the 'Pre-Safe' system prepares the vehicle and occupants in the face of an inevitable collision.

And once that impact has occurred, you're protected by nine airbags, including rear seat airbags, full-length curtains and a driver's knee bag.

There are three top tether points for child restraints/seats across the back seat, with ISOFIX anchors in the two outer positions.

All Audis are covered by a three-year, unlimited-kilometre warranty, which really isn’t great in a world of five-, seven- and even 10-year warranties.

The brand will let you prepay your services, required annually, for the first five years, with the regular Q5 Sportback billed at $3140 and the SQ5 billed at $3170.

Mercedes-Benz (and by extension Mercedes-AMG) offers a three-year/unlimited km warranty with 24 hour 'Road Care' emergency roadside assistance provide for three years.

Servicing is recommended every 12 months/20,000km and a capped price servicing plan is available at Silver and Platinum levels for up to five years/100,000km.