Common Problems with the
2024 Audi Q5 Mk3 (GU)

The new Q5's adaptive air suspension - the same hardware that costs extra and is meant to be the comfort option - was independently criticised in two 2025-26 tests: Auto Express found it 'unsettled at lower speeds', clunking into potholes and drain covers 'more clumsily than a car riding on coil springs', while RAC says the car is 'upset by low speed bumps a bit more than we'd like for a premium SUV'. For a used buyer it is both a spec-choosing tip (the steel-sprung car was actually praised as the better balance) and a check: air bags, sensors and compressors that get bashed on kerbed UK roads become genuine MOT advisories.

The entry-level 2.0 TFSI four-cylinder petrol engine (EA888 evo4) in the Mk3 Q5 produces 204hp, but struggles to deliver effortless refinement. Auto Express concluded that the diesel is preferable to the noisy and lacklustre petrol engine that chips away at the Q5 otherwise impressive levels of refinement, noting coarse engine buzz under acceleration. Real-world fuel economy is also disappointing: Carbuyer recorded an average of just 32.1mpg during road testing, falling well short of official claims. Pushed to haul the Q5 1.9-tonne kerb weight, the 2.0 TFSI revs noisily and drinks petrol rapidly in urban and stop-start British traffic.

The Mk3 Q5 features Audi 48-volt MHEV plus mild-hybrid system, incorporating an 18kW powertrain generator integrated onto the 7-speed S tronic transmission output shaft. While intended to supply instant torque when moving away, Auto Express observed that the 24bhp hybrid boost feels less punchy off the line than expected. Parkers similarly noted that across both engines the S tronic transmission can feel hesitant, occasionally requiring a manual paddle override to summon immediate low-end punch. In UK urban stop-and-go driving and entering roundabouts, the engine restart and clutch engagement can cause a brief lag followed by an abrupt pull-away surge.

Auto Express reports the Q5's steering wheel 'has fiddly touch-sensitive ones... we inadvertently skipped tracks as our hands rested on the keys', alongside a cabin that 'relies too much on touchscreens'; Parkers' long-term verdict names 'fiddly controls throughout cabin' and 'software niggles that could tinge ownership' in the cons of the same car. Audi itself concedes the direction: the physical-controller wheel and revised assistance software arrive only on 2026MY cars, and cannot be retrofitted - a concrete value argument when shopping the 2024/25 stock.

Despite growing in external dimensions on the new PPC platform, the Mk3 Q5 offers less luggage capacity than its second-generation predecessor. Auto Express highlighted that boot space in the Mk3 Q5 trails its predecessor, dropping from 550 to 520 litres, falling behind rivals like the BMW X3 (570L) and Mercedes GLC (620L). Top Gear likewise criticised the regression, noting that the Mk3 is not quite as practical as the older model despite its larger road footprint. The loss of 30 litres of volume and a narrower load floor between the wheel arches makes loading bulky family buggies, dog crates or golf bags more challenging.

The Mk3 Q5 cabin introduces extensive curved OLED displays, but compromises on tactile solidity in lower trim areas. The Car Expert noted that some interior materials do not match the £50,000-plus price tag, while Top Gear observed that the cabin lacks the tactile delight and polish Audi is celebrated for, noting several material missteps. Lower dashboard trims, centre console sides, door bins, and the steering wheel hub are molded from unlined, hard-grained plastics that scratch easily and can produce annoying trim buzzes over rough UK road dressing.