Cadillac Vistiq vs Audi SQ5

What's the difference?

The Vistiq is a properly luxurious car that cleverly undercuts all the premium players. It has a flashy exterior with a generously equipped and spacious interior. Plus, it’s got enough oomph to move a small mountain.

Cadillac seems to be onto a winner with this car, especially at this price point. However, it will be interesting to see whether buyers of big SUVs like this are willing to make the jump to electric. The upper large SUV segment has been dominated by the Toyota LandCruiser and Nissan Patrol for decades now and I don’t see this changing anytime soon.

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?

There’s no way around it, the Vistiq’s exterior design is over the top and flashy. You’ll either love it or hate it.

I particularly like this car’s silhouette. It has a long and boxy roofline that gives off baby Escalade vibes, though you wouldn’t necessarily call this car small given it measures over 5.2 metres long…

One of the features that can read as gimmicky is the lighting animation that plays when you unlock and lock the car. They are rather long and obnoxious, though they’re a fun novelty feature to show off to your friends and family.

Inside, the design is jaw-dropping. It’s top-notch luxury with oodles of soft touches, premium-feeling switchgear and high-end tech.

The showpiece is the 33-inch curved display that houses not only the digital instrument cluster but the touchscreen multimedia system. It’s a stunning unit.

Out tester's brown interior combo looks gorgeous on the plush seats and contrasts well with the dark metal finishes.

Speaking of the seats, they’re surprisingly finished in synthetic leather but the smell in the cabin can convince you otherwise.

One of the few interior finishes I don’t love is the glossy piano black on the steering wheel and door cards. You interact with these often and they show fingerprints easily.

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 front seats in the Vistiq are delicious. There’s so much adjustability, plus they’re heated, ventilated and have a fantastic massage function. It’s a great space to be in regardless of whether you’re driving or not.

Ahead of the driver the steering wheel has a lot of physical buttons and switches that are clearly labelled, though as I just mentioned, the fingerprints quickly make it look grubby.

The digital instrument cluster is bright, clear and easy to refer to at a glance, plus it has a number of layouts you can choose from. On the right-hand side there’s even a small touch section where you can cycle between the trip computer readouts, among other things.

Moving across, the central touchscreen multimedia system is big, bright and high-resolution. It’s also an easy interface to navigate through thanks to the shortcut buttons always at the bottom of the screen.

The far side of the screen can be a bit of a stretch from the driver’s seat at times, but thankfully Cadillac has included a rotary dial controller. It’s also a great way to minimise fingerprints on the screen.

There’s Google Built-in as standard, meaning there’s integrated Google Maps, the Google Assistant, plus you can download a range of different apps, like Spotify, from the Google Play Store. It’s a seamless ecosystem.

Thankfully there’s still wireless Apple CarPlay and Android Auto as standard. Connection with my iPhone 15 Pro Max was rock solid, though the resolution doesn’t appear as high as the native interface.

Underneath the central touchscreen is a secondary touchscreen for altering the climate control for all three rows, as well as the seat heating, ventilation and massage. It’s similar to the system Audi has in its flagship models and exudes a premium vibe.

Up front there are two cupholders, two wireless chargers, two USB-C ports, a large open section under the centre tunnel, a centre console box, plus a glove box that needs to be opened by using the touchscreen.

Moving to the second row, it’s an easy car to hop in and out of thanks to the easy access/exit system which drops the air suspension to its lowest setting. You’re not looking for sidesteps at all.

In Australia the Vistiq is only being offered with a six-seat configuration, meaning in the second row you get separate captain’s chairs. They’re lovely to sit in, have a dedicated armrest and are heated.

At a leggy 182cm I have an adequate amount of legroom behind my own driving position. Headroom is also great.

It’s worth noting that the second-row seats are fixed and don’t slide back or forward. They only recline which is still a nice way to get more comfortable.

Second-row amenities include a touchscreen on the back of the centre console to control the climate control, among other features, as well as air vents on the centre console and B-pillar, USB-C ports and a pull-out section with cupholders.

Going to the third row, you can either slide between the two captain’s chairs, or press a button on the side of the second-row seat which quickly pushes it out of the way. The latter allows for a clear entry/exit path.

The third-row seats are mounted low, making it feel like there’s a knee-up sensation, but there’s enough space for two adults to sit side by side. It’s a surprisingly usable space, though legroom isn’t palatial.

In terms of amenities there is a USB-C port, cupholder, air vent and padded armrest on each side.

At the back it took me a long time to figure out how to open the boot. Turns out you push the Cadillac badge… Thank you Google.

With all three rows of seating upright there’s 430L of boot space which is enough for a few shopping bags. Thankfully there’s a generous underfloor section which is big enough for charging cables among other odds and ends.

The third and second row seats fold electronically from the boot which is a lovely convenience feature. With them folded there’s over 2200L of space which is massive.

Like many EVs, there’s no spare wheel which isn’t great if you do long-distance driving away from tyre repair shops.

Continuing the gripes, there is no front boot despite the large bonnet. If you take a look it’s mostly taken up by electrical componentry.

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 three-model line-up (two regular Q5s and the SQ5) Sportback range kicks off with the Q5 40 Sportback TDI quattro, which will set you back $77,700 (which is plenty more than the $69,900 of the regular Q5).

The entry-level Q5 Sportback gets 20-inch alloys, a standard S Line sporty exterior styling treatment, LED headlights and tail lights, and an electric tailgate with gesture control. Inside, there’s leather trim, electric sport seats, three-zone climate, paddle-shifters for the steering wheel and ambient interior lighting.

You also get the virtual cockpit, the 10.1-inch central screen with all the Connect Plus services, like live traffic, weather and restaurant tips, as well Android Auto and wireless Apple CarPlay.

The range then steps up to the Q5 45 Sportback TFSI quattro, yours for $86,300. That's another marked jump from its regular Q5 equivalent.

That model delivers a new 20-inch alloy wheel design, a panoramic sunroof, and Matrix LED headlights, The S Line treatment extends to the interior, along with Nappa leather trim, heated front seats and a sliding or reclining rear bench. You get a better sound system, too, with 10 speakers, including a sub-woofer. 

Finally, the SQ5 Sportback is yours for $110,900 (up from $106,500), and delivers 21-inch alloys, adaptive dampers and red brake callipers, while inside you get electric steering adjustments, a head-up display, colour ambient lighting and a banging Bang and Olufsen stereo with 19 speakers.

The Vistiq is powered by a dual-motor all-wheel drive set-up with ridiculous total system outputs of 459kW and 880Nm.

This is enough to send it from 0-100km/h in just 4.2 seconds, which is wild given it has a kerb weight of almost 3000kg.

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.

Feeding these electric motors is a 91kWh lithium-ion battery pack which allows for a claimed range of up to 461km, according to WLTP testing.

Cadillac claims the Vistiq consumes an average of 22kWh/100km, which is on the higher end, but you need to remember this is a hulking big SUV.

In terms of charging, AC charging is available at rates up to 22kWh, whereas DC fast-charging is offered at rates up to 130kW.

The former is rather competitive, allowing up to 95km of range to be added per hour, whereas the latter is mediocre as other luxury and Korean rivals can do well over 200kW of peak fast-charging.

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.

Behind the wheel of the Vistiq there’s an immediate elevated and premium feel. Even though EVs are already naturally quiet, Cadillac seems to have installed a lot of insulation, making it very hushed in the cabin.

As a result you pick up on other noises and disappointingly this Vistiq tester had a random rattle coming from behind the dashboard when travelling at higher speeds. It’s unclear if it’s just this car, but it doesn’t speak well to great long-term quality as the car had only done 2000km.

The Vistiq is the kind of car you feel like being driven around in. It’s so smooth, measured and calm.

Despite this, there's a ‘V’ button on the steering wheel which activates the ‘Velocity Max’ drive mode. It unleashes the full 459kW and 880Nm, making this 3000kg box on wheels absolutely haul.

It’s frightening how quickly this car can accelerate from a standstill. You’ll be leaving virtually everyone in your dust at the lights.

As I alluded to before, the Vistiq is a very comfortable car and this is largely due to the adaptive air suspension system that comes as standard. There are a range of different heights to choose from, ranging from lifted to slammed. All of which look awesome from the outside.

The suspension does a great job of rounding off pimply urban road imperfections. It’s so good you forget there are huge 22-inch alloy wheels as standard.

Unlike many American cars, the suspension isn’t overly floaty and soft, instead creating a balanced ride. Goldilocks would approve.

The only times the suspension feels out of its depth is when you hit a bigger bump at a higher speed. It can feel a little crashy from inside the cabin, but it never feels too firm.

There’s no way around it, the Vistiq is a big car and it swallows up a lane with ease. Despite this, there’s a rear-wheel steering system as standard which turns the rear wheels the opposite direction of the front at low speeds.

As a result the turning circle is much smaller than you’d expect. This means you can zoot around tight, multi-storey carparks like you’re in a much smaller car. It also makes parking a breeze.

Although you’d expect this powerful and heavy car to come apart in the bends, it holds its own rather well. It’s far from a sports car, but it limits the body roll to an extent and the tyres provide enough grip.

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.

The Audi Q5 Sportback carries a five-star ANCAP safety rating thanks to the regular Q5, but that’s really the minimum cost of entry these days. So what else do you get?

Advanced driver-assist systems on offer here include autonomous emergency braking (with pedestrian detection), active lane-keep assist with lane change warning, driver attention assist, blind-spot monitoring, rear cross-traffic alert, park assist, a great surround-view camera, parking sensors, exit warning and tyre pressure monitoring, and more radars than you can poke a stick at. 

There's also twin ISOFIX anchor points, and top-tether points for child seats.

At this stage Cadillac hasn’t fully detailed the ownership package for the Vistiq.

There is a five-year, unlimited-kilometre warranty, as well as an eight-year, 160,000km warranty for the high-voltage battery. There's also five years of roadside assistance.

Logbook servicing is required every 12 months or 12,000km, whichever comes first, however pricing hasn't been confirmed yet.

“Service pricing for the Cadillac Optiq and Vistiq in Australia will be announced in the coming months - as we progress our planned dealer expansion, including new franchised locations in Melbourne and Brisbane," said General Motors ANZ General Manager Jess Bala.

It’s worth noting that Cadillac is still scaling its dealer network in Australia and currently only has select locations in certain capital cities.

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.