This model is the Audi RS e-tron GT performance. Representing the pinnacle of Audi's engineering, this high-performance electric grand tourer is taking Audi into the next decade thanks to a list of advanced features that place it among the world’s most sophisticated and expensive EVs.

The Audi RS e-tron GT performance

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• Model Years: 2025 on
• Rivals:Tesla Model S Plaid, Porsche Taycan Turbo GT, Lucid Air Sapphire.

The RS e-tron GT performance is the flagship electric offering in Audi’s lineup, and while the Q4 e-tron and Q6 e-tron SUVs serve the higher volume EV market, the RS e-tron is purely here to demonstrate what is possible when cost is a secondary concern.

Audi is keen to take all the credit for its technical marvel, but it’s actually the result of a close collaboration with Porsche.  Built on the J1 electric platform, it is to most intents a rebodied Porsche Taycan. The styling, aerodynamics and interior design were developed independently to instill each model with its marque’s specific styling language, but the electric motors, battery tech and electrical architecture are one and the same.

That’s no bad thing though, after all, the R8 was essentially a Lamborghini Huracan in disguise, and the iconic 1990s RS2 Avant had plenty of input from Porsche. Its best to think of the RS e-tron GT performance as a (slightly) more affordable version of the Taycan, with looks that are, subjectively anyway, way more pleasing to the eye.

The Audi RS e-tron GT Performance in Detail

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While the e-tron GT has been around since 2022, the entire range got a refresh in 2025, and the RS e-tron GT performance you see here is all-new. Fitted with an electric motor on both axles, the e-tron GT develops up to 912-hp when launch control is engaged, which allows it to blast to 60mph in a mega 2.4 seconds. In normal driving, you get approximately 730-hp, which is still more than most non-race car drivers should be allowed to access.

A 105-kWh battery pack is standard, and allows for an EPA estimated 278 miles of driving between charges. Not class-leading, but it can go from 10 to 80 percent charge in as little as 18 minutes using a 320-kW DC fast charger.

At this price point, outright EV efficiency is less important than the performance potential, and the e-tron GT is capable of speeds that no Audi has achieved before. And unlike the previous fastest Audi, which was a mid-engined V10 two-seater, this model is packed with luxurious features and will seat four adults in comfort. It comes fitted with many advanced features as standard, including adaptive air suspension, carbide brakes, e-torque vectoring plus, and a Bang and Olufsen sound system.

Optional Extras

For customers that want something a little different, there are nine exterior colors to choose from, as well as five interior colors, but there are several design packages and performance-enhancing features on offer as well. Here are some of the most notable:

The total price once you factor in additional taxes and potential dealer markups can reach close to $200,000.

Rivals

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The Tesla Model S Plaid may no longer be available to buy new, but it remains the price/performance leader in this group. It never had the ultra-luxurious interior or build quality of the Audi, but it delivered a level of performance for its price that nothing else has come close to matching. It isn’t quite as capable when pushed on track as some rivals, but it does cost less than half as much. Nearly new used models are still available, and the EPA estimated 368 miles of range still betters many newer rivals.

Sharing its core 800V architecture and platform with the Audi, the Taycan Turbo GT is Porsche's track-focused weapon. It commands a heavy premium over the Audi, and offers much better track capabilities and slightly better overall performance, but the $186,950 871-hp Taycan Turbo is a closer match in pricing albeit with slightly less straight-line performance.

For the ultimate in four-door EV performance, the Lucid Air Sapphire rules the roost. It is more powerful and quicker than the other vehicles here but costs a hefty $78,500 more than the Audi. While the Lucid’s ridiculous 0-60mph time is best sampled in the confines of a dragstrip, the 427-miles of predicted range is what you’ll appreciate on a more regular basis.

The ultra-luxury EV sedan market is a tricky segment, filled with overpriced overachievers that tend to depreciate faster than they accelerate. Technology and consumer tastes change quickly, and as most buyers are not all that fussed about running costs, mega performance capability and futuristic features are what they are after.

The Audi RS e-tron GT performance offers plenty of both. Whether it is a worthy alternative to its equally impressive rivals is a decision for someone who has the thick end of $200,000 to spend on their next ride. For most people, cars like this range-topping Audi represent what to expect from future mainstream models, and from that viewpoint, the Audi RS e-tron GT performance is a very exciting car indeed.

Data Sources:

• All vehicle data, pricing figures, and technical specifications were sourced from the official manufacturer websites.
• Pricing figures represent the base manufacturer's suggested retail price (MSRP) and exclude destination charges, and taxes.

Volkswagen's Job Cuts Could Double

According to the report, Volkswagen's restructuring could be far more extensive than previously expected. Earlier plans called for around 28,000 job cuts within the core Volkswagen brand, while more than 50,000 positions across the wider Volkswagen Group, including Porsche, Audi, and software division Cariad, were already expected to disappear by 2030. However, the latest report suggests the total number of layoffs could eventually rise to 100,000 employees. Manager Magazin also claims Volkswagen could shut down four factories, including plants in Emden, Zwickau, Hanover, and Audi's Neckarsulm facility.

The Emden and Zwickau facilities manufacture all-electric vehicles, namely the ID.4, ID.5, ID.7, Audi Q4 E-Tron, and the Cupra Born. The Hanover factory assembles commercial vehicles like the ID. Buzz, California, and the Caravelle/Transporter, and Multivan. Audi's Neckarsulm facility builds the A5, A6, A8, the all-electric E-Tron GT, and various RS cars.

Fewer Models, Lower Costs

Part of Volkswagen's strategy reportedly involves simplifying its global lineup to reduce costs. Instead of offering a broad range of low-volume models and variants, the company wants to focus on its best-selling vehicles, similar to Toyota's approach, adopted under its new leadership. Volkswagen plans to reduce the number of platforms underpinning both its internal combustion and electric vehicles. By sharing more architecture across its lineup, the automaker hopes to cut engineering and manufacturing costs while speeding up the development of future models.

Volkswagen remains confident in EVs' adoption. The brand believes ICE cars will eventually become inferior to EVs, arguing that the transition will follow in the footsteps of how gasoline-powered cars rendered horses useless more than a century ago.

Chinese Competition Is Changing The Industry

If Manager Magazin's report proves accurate, it would represent one of the biggest restructuring programs in Volkswagen's history. Much of the pressure likely stems from Chinese automakers rapidly gaining market share worldwide, forcing legacy manufacturers to rethink how they compete. While Chinese brands remain effectively locked out of the US market, Canada has shown a greater willingness to embrace them, provided production takes place on Canadian soil.

Despite the challenges facing its European operations, Volkswagen continues to see success elsewhere. Its Chattanooga plant in the United States recently celebrated its 1.85 millionth vehicle, proving that while some parts of the business are shrinking, others continue to reach new milestones.

For a company that helped pioneer all-wheel vehicles for the mainstream market, Audi usually plays catch-up in the SUV market. For instance, it took a while for the X3 to respond when the Q5 finally rolled out in 2008, four years after the BMW debuted. Still, it's better late than never, as the Q5 has been Audi's best-selling model worldwide since 2015.

The all-new model was introduced in 2024 for the 2025 model year. It rides on Audi's new architecture, called PPC (Premium Platform Combustion). Surprisingly, it was given a 2026 update, but it's more about an enhanced user experience than a major facelift.

2026 Audi Q5 Lease Deals for June

At the moment, Audi doesn't have national offers for the Q5, although we did see a couple of solid lease deals when we entered some ZIP codes. From what we've seen, there are only offers for the mid-spec Premium Plus trim, and the lowest we saw was $569 for 36 months with $6,863 due at signing. That was in Southern California.

We also saw a couple more sub-$600-per-month offers, so we recommend visiting the Audi website, entering your ZIP code, and seeing what offers are available in your area. Annual mileage is limited to 10,000 miles, and there's a $0.25 penalty for each mile over. This offer is valid until June 30, 2026.

2026 Audi Q5 Highlights

Base prices for the 2026 Audi Q5 start at $52,800 and top out at $60,700. The three trims on offer are the Premium, Premium Plus, and Prestige, just like all the other U.S-market Audi models. Of course, there's also the SQ5, although that's a more special model that delivers more performance and comes with a higher price tag. $64,500, to be exact.

Updates to the 2026 Q5 include more physical controls on the steering wheel. Also given a refresh was the infotainment system, which Audi claims has a simpler and easier-to-use interface, along with tweaks to the voice command system. All trims are equipped with Quattro all-wheel drive, basic advanced driver assists, wireless Apple CarPlay and Android Auto, and tri-zone climate control. The Audi Signature Care scheduled maintenance plan is also included in every lease or purchase of the vehicle.

Powering all trims of the 2026 Q5 is a turbocharged 2.0-liter engine producing 268 hp and 295 lb-ft of torque. Those who prefer V6 power will have to go for the S Q5, with its 362 hp and 406 lb-ft of torque. If that's still not enough, an RS Q5 is coming soon.

Final Thoughts

The changes made for the 2026 Q5 are indeed welcome, and they show that Audi is listening to its customers who voiced complaints about the interior's user experience. With that, it's now more enjoyable and agreeable to own, and owners are then rewarded by this crossover's excellent ride-and-handling balance, as well as its practicality and the reassurance of Quattro all-wheel-drive grip. While the X3 and GLC remain ahead in sales, we say the Q5 deserves more attention.

Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle.

Audi has been making a fair bit of noise over the last couple of years with successive launches. The new-car barrage started with all-new A5 and A6, followed up by the redesigned Q5. More recently, the third-gen Q7 made its world premiere, and barely a week later, the A6 Allroad debuted. Oh, and let's not forget the RS 5.

Audi needs to launch all the new cars it can following a rough 2025. With the way things are going, the company range overhaul should help turn the tide sooner rather than later. We still have several launches to go this year, namely the first-ever Q9 and the reboot of the A2 as an electric vehicle.

The A3 Gets Attention

But if there's one model that's largely been left untouched, it's the A3. With the discontinuation of the A1, it's not the smallest and least expensive model to wear those four rings. We're currently in the fourth generation, and that was first revealed in 2020. It was given a facelift in 2024, and not much has happened since then.

To make up for that, Audi has given the compact a few more tweaks for the 2027 model year. It gets updates and upgrades that help it align with the newer offerings, particularly in interior design and tech.

Dashboard Overhaul

For the 2027 A3, it's all about screens this time around, and the shroud for the digital instrument cluster is gone. The dash now sports a curved, free-standing screen that combines the new digital cluster and infotainment screen.

The redesign of the dashboard has prompted Audi to relocate the air-conditioning vents lower, to the climate-control panel. Now, climate control functions are embedded in the infotainment screen. So much for the brand promising to bring back more physical controls. At least the steering wheel buttons were left untouched.

Tech Upgrades

Audi enhanced the A3's advanced driver assist system and added a neat feature to the adaptive cruise control. It can now read traffic lights and react accordingly at a stoplight. The car can now slow to a halt at a red light and automatically move when it turns green. Automatic lane change has also been added for the 2027 model, in which a flick of the turn signal on the highway will steer the car autonomously into the desired lane if conditions are safe.

Trained Parking, which allows the vehicle to memorize specific parking maneuvers and spaces. Up to five parking spaces can be stored in the system's memory. New remote functions are also part of the tech upgrades for the new A3. The status of the parking brake, lights, doors, and windows can now be checked via the MyAudi app.

Changes Apply to All A3s

These updates won't just be applied to the standard A3 models. The lifted Allstreet versions of these changes, too. The same goes for the higher performance models, the S3 and RS 3, regardless of body style. Improvements were also made to the e-Hybrid plug-in hybrid model, with its EV-only range now rated up to 89 miles.

As for powertrain options, they are unchanged from those on the current A3 models. That means the gas, diesel, and plug-in hybrids retain their respective power outputs, from the A3 all the way to the RS3. For now, there is no launch date for North America, but it could likely be in showrooms before the end of the year - presumably only as a sedan, as always.

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While many car owners trust dealerships for quality repairs, aftermarket shops remain a popular alternative due to lower costs. That is especially true for routine services such as oil changes, which are often simple enough to be performed at home – unless the vehicle in question is a limited-edition hypercar.

This particular TikTok user, @thelifeofjanaep, was one of the owners who opted for an aftermarket shop for an oil change on a 2024 Audi Q3. Unfortunately, she later encountered an “Inspection Due” notification that kept sounding an alert every time she entered or exited the vehicle. When she asked the dealership about her concern, she said she was quoted $115 for a 20-minute service.

@thelifeofjanaep

Might need to become an Audi mechanic. #audi #sos

♬ original sound - thelifeofjanaep

Time For Plan B

Of course, the Q3 owner was surprised by the quote, even starting her post with, “I need you to be pissed with me.” She had expected the dealer to simply tell her to bring the vehicle in to have the notification turned off, but that was not the case. As a result, she turned down the dealer’s offer and instead searched the “school of YouTube” for a DIY fix.

What she found was that she apparently needed a “reprogramming tool,” likely referring to an OBD-II scanner or similar diagnostic tool. If that was the case, the fix may have cost less than $100, provided a professional-grade scanner was not required, along with a few minutes spent resetting the reminder.

At the end of the video, the Q3 owner described the quote as “absurd,” especially considering it was simply to turn off a notification.

Cars Are Becoming Computers On Wheels

Of course, the post should be taken with some caution. It runs less than two minutes and only presents one side of the story. Still, this type of scenario helps explain why some car owners grow wary of dealerships and turn to aftermarket shops instead, especially once the complimentary maintenance period has ended.

There is also the broader issue of vehicles becoming more dependent on software, with Rivian even describing its vehicles as “software-defined.” Of course, there are benefits to this, including over-the-air updates and remote fixes that can reduce dealership visits. But it also points to a future where owners may not be able to work on their cars the same way they could with older, more analog vehicles. Whether that counts as innovation or a drawback is open to interpretation.

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Reliability ratings at a glance

On average, the 3 Series scores a 65 out of 100 for reliability, placing it on the lower end of its class. Annual repair costs for the model run about $773, and the BMW brand as a whole averages $968 per year across all models, ranking it 30th out of 32 car brands. A major survey rates the 2018 model as less reliable than other cars from the same model year, with in-car electronics, engine concerns, and fuel system complaints topping the trouble list. None of this is shocking for a BMW, but it is worth acknowledging: this is a car you buy for the driving experience, not for worry-free ownership.

On average, the A4 earns a 3.5 out of 5.0 reliability rating in front-wheel-drive form, ranking it 14th among 31 luxury midsize cars. Annual repair costs come in at $739, slightly below the 3 Series and right at the segment average. Opt for the Quattro all-wheel-drive version, however, and that figure jumps to $925 with a lower 3.0 out of 5.0 rating, a meaningful penalty for the added mechanical complexity. A major survey also rates the 2018 A4 as less reliable than its model-year peers, with electrical system glitches and infotainment malfunctions being the most frequent complaints. Both cars are below average for reliability; the A4 just clears the bar by a slightly wider margin.

Recalls and owner complaints

Five NHTSA recalls apply to the 2018 3 Series, though several are narrow in scope. The most significant targets diesel-equipped models (328d) where the exhaust gas recirculation cooler can leak coolant that mixes with soot, potentially melting the intake manifold, a dramatic failure that BMW addressed with cooler replacements and manifold inspections. Other recalls cover more routine items. Total complaint volume is moderate, with engine, electrical system, and fuel-related issues accounting for the majority of reports. For a car with this much technology packed under the hood and behind the dashboard, the recall sheet is busier than ideal but not catastrophic.

Four NHTSA recalls affect the 2018 A4, and they lean toward safety system concerns rather than powertrain drama. One recall addresses the passenger airbag occupant classification system, which can erroneously disable the airbag. Another covers a seat heating mat connector that can overheat. Owner complaints are modest in number, with electrical accessories, climate system quirks, and the occasional transmission hesitation making up the common gripes. Compared to the 3 Series, the A4's complaint profile is a touch quieter, which tracks with Audi's slightly better overall reliability scores for this generation. Neither car is recall-free, but the A4's issues tend to be less mechanically alarming.

What breaks, what lasts, and what it costs

Living with a 2018 3 Series long-term means budgeting for the realities of German engineering. Oil leaks from the valve cover gasket are common after 60,000 miles. The blower motor fan resistor is a known failure point. Turbocharger issues, while not universal, have been reported. Parts and labor are expensive across the board, and independent specialists typically charge less than dealers but still command premium rates. A 15% probability of any given repair being severe adds a degree of financial unpredictability that mainstream sedans simply do not carry. That said, the 330i's 2.0-liter turbo four and eight-speed automatic are fundamentally solid units that can last well past 100,000 miles with attentive maintenance.

Keeping an A4 running long-term follows a similar script with a slightly different cast of characters. The 2.0-liter turbocharged four-cylinder and seven-speed dual-clutch transmission are capable and generally reliable, though the dual-clutch unit can develop low-speed shuddering if the mechatronic unit wears. Electrical gremlins, particularly in the MMI infotainment system, are the A4's signature annoyance. On the upside, Audi's repair frequency and severity are both closer to average than BMW's, which means fewer surprise visits and slightly smaller bills when they happen. Neither car is cheap to maintain, but the A4 asks for roughly $30 to $40 less per year in the base model, a small but consistent advantage that compounds over time.

Repairs on each are squarely on your tab

Both the 3 Series and the A4 came with a four-year, 50,000-mile limited warranty and no separate powertrain warranty. On a 2018 model, that coverage expired years ago, leaving every future repair squarely on your tab. If you are buying either car today with 60,000 to 90,000 miles and planning to keep it for another three years, expect to spend at least $2,200 to $2,300 on maintenance and repairs over that stretch for the A4, and closer to $2,300 to $2,500 for the 3 Series. An extended warranty or prepaid maintenance plan is worth serious consideration for either car. Average used prices for a 2018 330i currently sit between $13,000 and $15,000, while a comparable A4 ranges from $13,000 to $18,000 depending on whether it is front-wheel or all-wheel drive.

The bottom line

So which one is more reliable? By a slim margin, it is the A4, at least in front-wheel-drive form. Lower annual repair costs, a slightly higher reliability rating, and a quieter complaint record give it the edge in a matchup where neither car is truly dependable by mainstream standards. Opt for the Quattro all-wheel-drive system and that advantage narrows considerably, as repair costs jump and the reliability rating drops.

We decided to pit Audi and Mercedes against each other across several key segments, to see which manufacturer has managed to deliver the most durable and reliable models over the past few years. Audi is known for its exceptional interior build quality, sure-footed quattro all-wheel drive systems and head-turning designs. Meanwhile, Mercedes has traditionally been the pinnacle of prestige and luxury, delivering superior quality cabin materials and a refined ride over outright dynamic ability. These days, the boundaries between the two have become blurred, as both offer sporty, luxurious, and very well finished vehicles across virtually every segment they compete in.

Looking at sales volumes over the past five years, Mercedes-Benz has consistently outsold Audi, with around 284,000 vehicles sold compared to just over 200,000 over the same period. But both have experienced a downward trend over the last few years due to supply chain backlogs, competition in the luxury EV market, and a shift in their product portfolios as they try to recapture lost sales. But, while flashy new designs can help temporarily boost sales, it is a model’s reliability that will help maintain that momentum, especially in a market segment where vehicles are pricey and consumer expectations are high.

We looked to Consumer Reports (CR) reliability data to ensure that the comparison was fair, as CR is a trusted, completely independent source that doesn’t accept corporate advertising and purchases all test vehicles anonymously. The predicted reliability scores below are derived from CR's extensive member surveys. This score reflects a brand's predicted reliability by analyzing collective data across the relevant models, providing insight into what new car buyers can expect.

Compact Luxury Sedans

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• Audi A5 CR Predicted Reliability Score: 46/100
• Base MSRP:$50,200

• Mercedes-Benz C-Class CR Predicted Reliability Score: 59/100
• Base MSRP:$49,650

It may be a dwindling segment, but compact sedans are still a major battleground for the German luxury brands. Mercedes takes the lead here with its C-Class sedan, but it is worth noting that the A5 was launched just last year, and most new vehicles tend to experience a dip in reliability as the manufacturer refines the production process and rolls out a few minor updates and fixes.

A5 drivers frequently praise the car's sharp looks and driving dynamics but note that minor electronic glitches in the center console display can occasionally require a system reset. C-Class owners, meanwhile, had fewer complaints overall, and issues with the electronics and appreciated the high quality of the fit and finish.  

Midsize Luxury Sedans

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• Audi A6 CR Predicted Reliability Score: 42/100
• Base MSRP:$64,100

• Mercedes-Benz E-Class CR Predicted Reliability Score: 32/100
• Base MSRP: $63,900

Moving up to the midsize tier, the Audi A6 shows the Mercedes-Benz E-Class how it’s done, although to be fair neither model performed particularly well here.. Owner feedback reveals that the current generation of the E-Class has been plagued by complex in-cabin software bugs, lagging screen responses, and occasional battery draw issues caused by the heavy load of its advanced tech features. While the Audi A6 is certainly not flawless, its mechanical powertrain components and infotainment system have had fewer issues overall.

Compact Luxury SUVs

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• Audi Q5 CR Predicted Reliability Score: 40/100
• Base MSRP:$52,800

• Mercedes-Benz GLC CR Predicted Reliability Score: 37/100
• Base MSRP:$49,500

The compact SUV segment is a tight race for reliability, with the Audi Q5 squeezing past the Mercedes-Benz GLC by just 3 points. A good result here is important, as this is the most popular segment for both brands, and consumers will be closely comparing these scores when deciding on their next family vehicle.

Unfortunately, neither marque does well here, as these results are both at the lower end of the scale compared to their rivals. Owners of the Mercedes GLC have cited unexpected sensor faults and active driving assistance hiccups that trigger false warnings, while Audi Q5 owners also document occasional sensor issues, but they tend to occur less frequently. But both pale relative to rivals like the Porsche Macan (84/100) and the Lexus NX (71/100).

Midsize Luxury SUVs

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• Audi Q7 CR Predicted Reliability Score: 45/100
• Base MSRP:$62,000

• Mercedes-Benz GLE CR Predicted Reliability Score: 41/100
• Base MSRP: $62,250

For larger family-sized luxury haulers, Audi takes another narrow win. The three-row Q7 achieves a 45/100 against the GLE's 41/100, but seeing as the current Q7 has been around since 2017, some common owner niggles should have been resolved by now. A brand new Q7 is waiting in the wings, and hopefully it will prove to be a more solid performer in the reliability stakes. The GLE has been around since 2020, and while it is still cutting-edge thanks to recent updates, owners haven’t been particularly pleased with the rough shifts from the 9-speed automatic transmission and minor climate control system anomalies.

Electric Luxury SUVs

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• Audi Q6 e-tron CR Predicted Reliability Score: 27/100
• Base MSRP:$64,500

• Mercedes-Benz EQE CR Predicted Reliability Score: 35/100
• Base MSRP: $64,950

Despite their comparative simplicity, according to Consumer Reports, electric vehicles have proven to less reliable than both gas and hybrid cars.  This holds true for both Mercedes and Audi, where the EQE’s lowly 35/100 score was enough o edge out the Q6 e-tron’s 27/100.

Early adopters of the Q6 E-Tron heavily criticized charging port communication failures and thermal management errors that cause charging speeds to drop considerably. EQE owners also complain about infotainment system bugs, incorrect range predictions and other issues. The basic drivetrain and electric motors of both brands are solid, but there is a lot of room for refinement of the electrical systems and user interfaces.

Reliability Summary

While Audi wins three out of the five comparisons here, it does so with very small margins. Mercedes takes just two segment wins, but the C-Class sedan manages to push it ever so slightly ahead of the Audi overall.

In truth, there really is nothing in it, and neither manufacturer has managed to overcome the challenges of EVs or the complexity issues of their larger tech-packed models just yet.

The inline-five has always been odd, but it spawned cult appeal, motorsport success, and manufacturer approval. Most inline-six engines have a firing order of 1-5-3-6-2-4, with the firing events evenly spaced due to balance and cylinder count. In comparison, the inline-five has a firing order of 1-2-4-5-3, resulting in distinctive sound and vibration characteristics. Being smoother than a four and often lighter than a six, the inline-five appealed to manufacturers, but marketers struggled early to position it as a middle ground option. The inline-five was framed as boasting a four’s fuel economy and a six’s power, but it often failed to deliver this proposition consistently. Engineers, on the other hand, knew that something had to give regarding the popular inline four. Mercedes-Benz is credited with creating the first series-production five-cylinder (3.0-liter diesel) for its 300D sedan in 1974.

In an SAE paper from 1975, Daimler engineers Kurt Obländer and Manfred Fortnagel explained: “With time, the demands of modern traffic called for a continuous increase in performance of diesel engines. Until 1974, this demand was met by increasing average piston speeds and displacement of four-cylinder engines in connection with progress in diesel combustion. Considering wear, fuel consumption, noise, and vibration problems, speed and cylinder displacement had reached an upper limit, so that a further sizable raise of performance of naturally aspirated engines was only possible by increasing the number of cylinders,” as quoted in Road & Track.

The inline-six was already established, but engineers used the inline-five to balance increased power/displacement needs with space constraints. Despite marketers struggling to place it, there was a moment when the inline-five became legendary.

Audi’s war cry: How five cylinders conquered rally stages

Audi’s Group B rally dominance was the proving ground that allowed the inline-five to have significant cultural impact. More specifically, the turbocharged five-cylinder gasoline engine in Audi’s original 1980 quattro, complemented by intercooling and permanent all-wheel drive, packed a punch on both the road and in racing. Audi won the World Rally Championship (manufacturers’) title in 1982 with this car, and Finnish driver Hannu Mikkola secured the drivers’ title a year later. In the same year as Mikkola’s title, Audi released its Sport quattro with a wider track and a length that was 24 centimeters shorter. This car’s new four-valve, five-cylinder light-alloy engine delivered 302 horsepower, making it the most powerful German public road car at the time. The Sport quattro would form the basis of Audi’s next Group B four-valve inline-five rally car with 444 horsepower, which debuted in 1984 and preceded its racing division’s quattro A2. It was this season that Audi won both the drivers’ title and the manufacturers’ world championship. Audi’s inline-five worked so well in rally because it struck an ideal balance between an inline-four’s weight and an inline-six’s power, optimizing the brand’s innovative quattro all-wheel drive (AWD) system with immense torque and high power density and producing an intimidating exhaust note.

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Related: Lancia Is Winning Again After More Than 30 Years

Sweden doubles down: Why Volvo bet big on five cylinders

Audi’s rally dominance brought the inline-five to attention, but Volvo played a significant role in making it mainstream. Volvo introduced its first car with an inline-five, the 850, in 1990. The 850 featured a 2.5-liter, 20-valve, naturally aspirated inline-five cylinder and was part of the company’s modular engine strategy. This unique strategy featured a family of inline-four, inline-five, and inline-six engines that used aluminum blocks and heads, aluminum pistons, and double overhead cams. Utilizing a cohesive engine strategy helped Volvo close the gap between inline-four and inline-six engines, giving the five more cost efficiency, greater scalability, and smoother performance without a six-cylinder’s price.

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The sound that shouldn’t work but does

Enthusiasts are drawn to inline-five sound for its uneven cylinder configuration and 1-2-4-5-3 firing order. Some people describe inline-fives as baby V-10s since they produce similar raspy, high-pitched, aggressive notes. The TT RS is a prime example of an Audi that looks like a normal car but sounds like a supercar.

The sweet spot that didn’t last: why inline-fives fell out of favor

While the inline-five started as a smart middle-ground solution, it became unnecessary as tech and industry priorities evolved. The inline-five was always more complex and costly than a four-cylinder, but its tradeoffs became especially evident as four-cylinders improved. Turbocharged inline-fours closed the refinement gap with greater affordability, fuel efficiency, and performance, while hybrids addressed torque discrepancies more effectively. The improved fuel efficiency and reduced emissions of newer turbocharged inline-fours were especially significant as fuel-economy regulations increased pressure on automakers in the late 2000s through the 2010s. Starting in the late 1990s, automakers had also begun standardizing platforms, leaving less room for niche engine layouts such as the inline-five. This atypical engine’s decline wasn’t so much rooted in failure as it was in relevance loss.

Not quite dead: Why Audi still believes in five cylinders 

Despite the inline-five’s being less relevant than in prior decades, companies like Audi have continued releasing niche performance models with this configuration, making defiance part of the engine’s legacy. These models have included the RS 3, TT RS, and the RS Q3 crossover, which is exclusive to Europe. Audi’s inline-five will end in Europe after 2027 due to Euro 7 standards, but other parts of the world can still buy one. This regulation will likely push the brand’s inline-five further toward a low-volume halo strategy rather than mass-market viability, but its status among enthusiasts is solidified regardless.

Related: Most Reliable Audi Models That Hold Up After 5 Years

The 2026 Audi Q8 Lease Deal

This is an estimated lease, not an official Audi national program, so actual terms will vary by location and credit profile. The vehicle is a 2026 Q8 Premium Plus with quattro AWD, powered by a 3.0-liter twin-turbocharged V6 with mild-hybrid assist, producing 335 horsepower through an eight-speed automatic. MSRP is $85,665, and the vehicle is listed at $76,382 with no documentation fee.

The estimated monthly payment is $1,262 for 36 months with $0 down. At signing, only the first month's payment, title, and taxes are due. No security deposit is required. The mileage allowance is 12,000 miles per year. The total cost to the lessee over the full term is approximately $45,432. The estimate is based on programs valid through July 1, 2026, and requires credit approval.

Audi is currently offering $5,000 in customer cash available to all buyers on the 2026 Q8, expiring July 1. As with the Q7, this bonus cannot be combined with discounted Audi Financial Services special lease or Wells Fargo special APR programs. Run the numbers both ways with your dealer to see which path saves more.

What You're Getting

The Q8 is Audi's flagship five-seat luxury SUV, positioned above the three-row Q7 with a sportier roofline and a more performance-oriented character. The Premium Plus trim builds significantly on the base Premium, adding a Bang & Olufsen premium 3D sound system, four-zone climate control, dual-pane acoustic side glass, ventilated front seats, power soft-closing doors, a heated steering wheel, heated rear seats, adaptive air suspension, a top-view camera system with virtual 360-degree view, and LED interior lighting.

Under the hood, the 3.0-liter twin-turbocharged V6 with mild-hybrid assist delivers 335 horsepower through an eight-speed automatic transmission and quattro AWD. Fuel economy sits at 19 combined MPG, and towing capacity is rated at 7,700 pounds, which is exceptional for a luxury SUV in this class. Standard technology includes wireless Apple CarPlay and Android Auto, and the Q8's interior is trimmed in premium leather and features Audi's clean digital cockpit layout. Audi backs the Q8 with a 4-year/50,000-mile basic warranty, 3 years of complimentary scheduled maintenance, and a 12-year/unlimited-mile rust warranty.

The Bottom Line

This estimated lease fits the buyer who wants Audi's flagship SUV experience with a payment that benefits from the current $5,000 customer cash. With $0 down and only the first month's payment, title, and taxes due at signing, the upfront cost is low for a vehicle at this price point, and the 12,000-mile annual allowance is generous. The Q8 competes directly with the BMW X6, Mercedes GLE Coupe, and Porsche Cayenne, and the Premium Plus equipment level holds up against all of them. Remember that the $5,000 cash cannot stack with Audi's special lease or APR programs, so compare both financing paths. The estimate runs through July 1.

The broader European manufacturing landscape is shifting rapidly as Germany's auto industry faces a systemic decline driven by high energy costs, intense regulatory pressure, and aggressive foreign competition. Even Volkswagen, long considered the untouchable backbone of global automotive production, has been forced to initiate severe countermeasures. In a bid to protect its future, the Wolfsburg giant is executing a massive restructuring campaign to protect shrinking profit margins and streamline bloated operations.

Automotive News has acquired transcripts of VW Group CEO Oliver Blume's speech at an annual shareholders' meeting, and according to it, the company has secured agreements for more than 28,000 employee departures through 2030. Roughly 19,000 of these workforce reductions will hit German factories by the end of this year alone. This aggressive downscaling has already generated about 1 billion euros in sustainable savings. However, this is just the opening salvo in a larger plan targeting 50,000 job cuts across core brands such as Audi, Porsche, and the Cariad software division.

Shrinking Footprints and the Fight Against Economic Headwinds

Volkswagen has spent months negotiating complex labor pacts to manage these departures. The restructuring comes at a time when the automaker is battling falling margins, as evidenced by reports showing Volkswagen's global profits collapsing under intense pressure. To counter this, management is aggressively scaling back manufacturing capacity, effectively cutting millions of cars from its global production network to match lower demand. These painful decisions align with a broader initiative in which Volkswagen plans massive 20 percent cost cuts across its entire group operation to stabilize its balance sheet.

The manufacturing footprint is being scaled back from a pre-pandemic capacity of 12 million vehicles annually to a leaner 9 million. While German factory costs dropped by 20 percent last year, Blume warned that severe economic headwinds are swallowing up these hard-earned gains. To protect the remaining business, VW is simplifying vehicle platforms, reducing product complexity, and granting more autonomy to its regional divisions. The company expects a modest operating margin between 4 percent and 5.5 percent for the current fiscal year.

The Lowdown

This drastic downsizing highlights a fundamental shift in how Western legacy automakers must operate to survive. As European production becomes increasingly cost-prohibitive, rumors suggest that Volkswagen may bring China-built cars to Europe to preserve competitive pricing on electric vehicles. Leveraging highly efficient Chinese supply chains and local partnerships might be the only viable shortcut to offset the immense costs of the EV transition.

It is disheartening to witness tens of thousands of factory workers lose their livelihoods in the birthplace of the modern automobile. Yet, a leaner, more agile Volkswagen is exactly what the market demands right now. Car enthusiasts and industry analysts alike can only hope that one of the world's most respected and venerable brands successfully navigates this storm and emerges stronger on the other side.

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How a New Car Becomes a Used One With Zero Miles

The zero-mileage used car trick exploits a specific gap in how automakers enforce their Russia restrictions. Manufacturers can prohibit new car sales to Russia through contractual clauses with dealers, but those restrictions do not follow a vehicle once it has been classified as previously sold. According to CarNewsChina, Chinese dealers and traders register brand new cars as sold domestically, which instantly reclassifies them as used exports. A former exporter at a Sichuan-based trading firm told Reuters this reclassification exists simply to make exporting easier. In Russia, these zero-mileage cars fetch prices comparable to new ones. Nearly 47,000 BMW, Mercedes, and Volkswagen Group vehicles were registered in Russia in 2025 despite every one of those brands publicly committing to exit the market.

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The Badge That Handles the Border

Once the paperwork says used, the badge swap handles the rest. Vehicles are temporarily rebranded as Chinese domestic makes before shipping, with customs documentation to match. The heavy import taxes and outright bans that apply to sanctioned brands do not apply to what looks, on paper, like a Chinese car, so border officials wave it through.

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Inside Russia, the Chinese branding comes off, and the original logos return. One sanctions expert told Reuters there are simply too many ways to work around the restrictions for enforcement to keep pace, and this badge-swap seems like the easiest way to fly under the radar. Until now, that is. 

About a month ago, government files for the new-generation Audi A6 Allroad had leaked, confirming that the jacked-up wagon will be getting a new generation. Now, that time has come, and the redesigned model has just made its world premiere.

It's totally new, but the formula remains the same. However, there are a few surprising things about the 2027 Allroad, and it's effectively a preview of the RS 6's body. Confused? Let us explain.

Wider than Ever

Each generation of car gets bigger, and the A6 Allroad is no exception. But what's surprising here is that the lifted version is even wider than the standard A6. According to Audi, the all-new Allroad is, get this, 4.3 inches wider than an A6 Avant and sedan. That's thanks to the wider fender flares on this tall wagon, and one can say that its body might just be used for the upcoming RS 6.

Of course, there are the typical Allroad touches of extra body cladding. This model also gets a different set of wheel options, a honeycomb grille, and taller roof rails to give it more SUV-esque elements. The new A6 Allroad sits over half an inch higher off the ground than the outgoing model, and its rear axle is unique to this model.

The Chassis

The redesigned A6 Allroad comes standard with adaptive air suspension. It has been given a wider range of adjustability, with a 2.1-inch range from its lowest to highest setting in the usual driving modes. However, the Allroad-specific Off-Road modes can further raise the body by up to 0.8 inches.

The Progressive Steering system is another standard feature, and the front axle has different settings over the lower-riding A6 models. All-wheel steering is standard in select versions of the high-riding wagon and optional in others. Its traction control system has also been recalibrated for greater off-road capabilities.

Powertrain Options

For now, there are two powertrain options available. The first is the 3.0-liter V6 turbodiesel mill, which is also present in the Euro-spec Q7 that debuted about a week ago. It's good for 295 hp, and more importantly, 428 lb-ft of torque. Audi claims the 3.0 TDI can do 0 to 62 mph (100 km/h) in 5.4 seconds, so it's a rapid oil burner. Estimated fuel consumption is 36.8 to 40.6 mpg.

A first for the Allroad is the plug-in hybrid option that comes standard with all-wheel steering, by the way. This arrangement pairs a 2.0-liter TFSI engine with a single motor, delivering a combined system output of 362 hp and 369 lb-ft of torque. The battery has a usable capacity of 20.7 kWh with an electric-only range of up to 59 miles. Despite the horsepower advantage, the plug-in hybrid is a tenth slower to reach 62 mph, at 5.5 seconds. As for fuel efficiency, it's estimated to get up to 90.5 mpg.

Other Highlights

The cabin of the A6 Allroad is pretty much the same as the regular A6, although we did notice a different horn pad for this one. The Allroad also benefits from the recent user interface update, which adds more physical controls on the steering wheel. As this is a wagon, it's worth discussing cargo capacity. For the diesel, it's 16.4 cu.-ft. to 52.8 cu.-ft., while its 14.2 cu.-ft. to 50.2 cu.-ft. in the plug-in hybrid. Do note that Europe (and the rest of the world) measures cargo capacity differently from the U.S, and these are conservative numbers.

Exclusive to this model is an off-road display in the infotainment system. It shows the vehicle's pitch and angle on the screen, which should come in handy when tackling rough terrain.

The question now is if it will come to the U.S. Audi North America doesn't break down A6 sales, but it's safe to say that its crossovers are easily outselling the current Allroad. With that, the odds of it coming stateside are on the slim side, although it would be a neat addition to the U.S. lineup.

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The 1970s marked the three-box sedan era’s peak, but the decade’s pressures were pushing automakers toward an aerodynamic shift. Factors like the 1970s fuel crisis and increased highway speeds prompted engineers to rethink efficiency. A more noticeable visual change didn’t arrive until the 1980s, when wind tunnel work began expanding from niche motorsport and luxury applications into mass-market production. Aerodynamic drag subsequently became an increasingly crucial engineering consideration, gradually reshaping mainstream sedan designs. This transition is especially evident with the four cars below.

Related: 1960s And Beyond: The Dodge Charger Remains A Cultural Icon

Citroën CX (1974–1991): The futuristic fastback that broke convention

The Citroën CX is one of the earliest large sedans designed around aerodynamics. Citroën’s CX replaced the aging DS and was the company’s last car designed completely in-house, as Peugeot’s purchase of the brand would occur soon after the model’s debut. The CX’s flowing lines and Kamm tail slicing the car’s back off abruptly were wind tunnel tested before the practice became more standard. Covers were added to the rear wheels to help manage airflow, and the rear hatch glass was concave. Petrolicious notes that CX’s aerodynamics allowed water to be swept clear without the use of a rear wiper, and its Cd (coefficient of drag) was almost half of the period’s typical American cars at 0.36,according to Autozine. American vehicles commonly had a Cd in the 0.45-0.50 range. The Citroën CX’s cutting-edge design would win the European auto journalists’ Car Of The Year Award in 1975.

Audi 100 C3 (1982–1991): The mainstream aerodynamic breakthrough 

The Audi 100 C3 turned heads by recording the lowest Cd ever for a production sedan at 0.30 for its smoothest base model. This Audi’s angular nose confidently sliced through wind resistance, and it pioneered the use of flush-fitting glass as a mass-market aerodynamic solution. The 100 C3’s flush-fitting side windows featured glass sitting almost perfectly flat with the surrounding bodywork, reducing turbulence and creating clean aesthetics. Audi also implemented a large underflow cover reducing turbulent drag and lift while quieting the ride. The German automaker has continued making headway in aerodynamics, achieving a 0.21 Cd with its 2024 A6 Sportback e-tron.

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Mercedes-Benz W124 (1984–1995): Conservative shape, serious aero science 

The Mercedes-Benz W124 is a prime example of how aerodynamic progress didn’t always require extreme styling. Extensive wind-tunnel refinement led to this Mercedes-Benz being celebrated for its 1984 debut with a 0.29 Cd. Elements like smooth surfaces, an inward-drawn rear end, and a clear spoiler lip on the trunk lid were at the heart of its aerodynamic design. Later models even achieved a 0.26 Cd, and fuel efficiency noticeably improved over the previous W123 series. The 500E W 124 (1991 to 1995) would feature a wider body needing to accommodate a V8 engine, so since it didn’t fit down the regular W 124 assembly line, Porsche re-engineered the chassis and assembled it by hand. Despite retaining a boxy profile, the W124 had aerodynamics like a modern car.

Honda Accord (late 1980s-early 1990s aero-focused generations): efficiency goes mainstream

Honda’s Accord brought aerodynamic design into affordable mass-market sedans. While aerodynamic design became increasingly familiar every day during the late 1980s and early 1990s via the Accord, Honda had already applied an aerodynamic philosophy to the model from its debut. When the Accord was first released in 1976, Honda said, “Several factors contributed to lower noise levels in addition to aerodynamic design. New V-type engine mounts aided in reducing engine noise, while wind sounds have been cut sharply as a result of a new driprail design and new, U-shaped rubber moldings on the doors.”

The third-generation Honda Accord premiered in 1986 and refined the nameplate’s aerodynamics through design choices such as a low, sleek exterior with retractable headlights, a sharp, sloping nose, and flush-mounted windows that Audi helped pioneer at scale. This generation also minimized drag through a low beltline, hidden windshield wipers, and integrated bumpers. Starting in 1990, the fourth-generation Accord upped the ante with a distinctive Aero-Wedge body blending the classic wedge’s crisp lines with the demands of the time’s aerodynamic efficiency. To better manage airflow under the car, designers adopted several aerodynamic ground-effect devices found on 1990s racing cars. For example, the wraparound front air dam minimized drag and front-end lift. The fourth-generation Accord also featured a smooth underside to the trunk floor, along with a high rear deck and an integrated rear deck spoiler.

Final thoughts

The collective shift from boxy utility-driven design to prioritizing aerodynamic efficiency didn’t happen overnight. Despite pressures like the 1970s oil crisis reshaping consumer demands, models like the Citroën CX in its early days more closely resembled isolated experiments than mainstream design. Aerodynamic-first manufacturing didn’t become the norm in America until the 1980s and early 1990s, through models like the third- and fourth-generation Accord, and Europe/Japan largely beat the U.S. to the punch. Now, aerodynamic thinking is foundational rather than optional, and the four models above are pillars of that foundation.

Related: The Most Reliable Ford Engine Might Not Be What You Expect

AI is being integrated into the automotive industry in many ways. Brands like Audi are using AI to improve production processes, while General Motors wants the technology to help shorten vehicle development from the usual four to six years to just two.

In showrooms, AI is also being used for customer service, including chatbots. For one BMW dealership in Toronto, however, that backfired after its AI agent offered to buy back what appears to be a 2021 X3 for far more than the dealer reportedly intended to pay. According to CBC News, the dealership later agreed to honor the AI-generated offer after media scrutiny.

The Buyback Twist

What happened was that the owner, Zack Giacomelli, wanted to sell his BMW X3 back to BMW Toronto after the vehicle required major repairs. Giacomelli contacted "Quinn," whom he did not know was an AI chatbot at the time, about selling the SUV. The chatbot then offered him CAD 27,162.79 (approximately $19,400 at current exchange rates) for the vehicle – the exact amount remaining on his loan – which he accepted.

A BMW Toronto sales consultant later contacted Giacomelli to inform him that Quinn was an AI agent and that the offer had been reduced to CAD 20,000 ($14,200) instead. Giacomelli said he felt “devastated” by the situation but argued that the dealership should honor the AI-generated offer because the chatbot was acting in place of a dealership employee.

After CBC News contacted BMW Toronto, the dealership reinstated the original offer, with sales manager Scott Shadbolt saying it was the right thing to do for Giacomelli. Shadbolt also explained that the AI had mistakenly treated Giacomelli’s remaining loan balance on the X3 as the vehicle’s buyback value, and that the dealership would rely only on human employees for such transactions moving forward.

The Bigger Question

It is worth noting that, as with most dealership-manufacturer relationships, BMW Toronto operates independently of BMW, meaning the chatbot error and subsequent buyback dispute were the dealership's responsibility rather than the German automaker's.

Nevertheless, the case shows how risky AI can be when it is used in customer-facing parts of a business. AI adoption feels inevitable at this point, so much so that BMW itself is already using AI-powered humanoid robots called AEON at its Leipzig plant in Germany. So perhaps the challenge is how well companies manage and oversee it.

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Given its specs and limited production run, the Audi Nuvolari is bound to be a collector's item. Heavily based on the Lamborghini Temerario, production will commence in 2027 with just 499 cars to be produced, and there are also plans for a drop-top version that will surely be even more exclusive. Often referred to as the spiritual successor of the R8, the Nuvolari will be a much rarer car. For reference, nearly 46,000 R8s were produced over a 17-year run.

It won't be a common car to spot, that's for sure, but most of these will simply be tucked away in a fancy garage somewhere. If the rarity keeps people from putting miles on it, the estimated price tag of over $650,000 might just do the trick. It's a bit of a shame as the car does have impressive specs.

More Than a Show Piece

And in case there are any doubts about the car actually running, the shakedown video floating around YouTube should quell any of that. Mind you, it's not an all-out run for the most part, but at least we see the car moving at a fair lick.

Of course, there are no surprises about the way it sounds. As it shares the same mechanics as a Temerario, the Nuvolari plays a similar soundtrack. The Audi does make more power to justify its premium over the Lamborghini, which is a phrase that isn't said very often said.

The Specs

The Audi Nuvolari is powered by Lamborghini's 4.0-liter twin-turbo V8, which is then mated to three electric motors. Its basic architecture is derived from the Temerario, much like the R8, which was heavily based on the Gallardo and, later, the Huracan. Like the Lamborghini, the Nuvolari is a plug-in hybrid.

In terms of power, it produces a total system output of 987 hp, which is the same as the Bugatti Veyron from 21 years ago. Next to the Temerario, the Nuvolari packs 80 more total horsepower. That's thanks to a couple more horses extracted from the engine, along with a more optimized plug-in hybrid system.

Performance claims include a 0-to-62 mph (100 km/h) time of 2.6 seconds, 0-to-124 mph (200 km/h) in 6.8 seconds, and a top speed north of 215 mph. It would be awful, then, if that power wasn't unleashed from time to time on a racetrack.

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1. Audi Nuvolari vs. Lamborghini Temerario: Performance

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Both the Audi Nuvolari and the Lamborghini Temerario use similar architecture to house the same 4.0-liter twin-turbocharged V8 engine and tri-motor plug-in hybrid system, but the figures they achieve are different. Both combustion engines rev to 10,000 rpm, but while the Lambo's makes "only" 907 horsepower, the Nuvolari makes 987 hp. While the Temerario takes 2.7 seconds to get to 62 mph and 7.1 seconds to double that speed, the Nuvolari is a tenth quicker to 62 mph and three tenths quicker to 124 mph. Top speed is also different, with the Temerario peaking at 213 mph and the Nuvolari pulling until 217 mph.

2. Audi Nuvolari vs. Lamborghini Temerario: Exterior Design

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No Lamborghini ever really looks boring, but the Temerario has a relatively understated design, at least from the front. It's quite clearly part of the same family as the V12-powered Revuelto, but it's also not as visually aggressive, with fewer sharp angles, relatively restrained side intake openings, and subtler LED lighting. Basically, it's still a Lambo, but it looks intentionally less extreme. The Novulari, on the other hand, takes Audi design in an entirely different direction than anything Ingolstadt has produced before, and while there's certainly a focus on elegance and clean lines, and while there are some minor cosmetic parallels to be drawn with the R8, Audi's new supercar stands out as a futuristic, concept-like creation that will serve as an example of what can be done when designer Massimo Frascella's pencil rejects the formation of curves. While the Temerario seems to have been toned down so as not to draw too much attention from the Revuelto, the Novulari's design makes a bold statement that future Audi models will take only the mildest inspiration from. And besides the placement of the exhausts on both supercars, there's little to tie the Nuvolari to the Temerario aesthetically.

3. Audi Nuvolari vs. Lamborghini Temerario: Interior Design

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Both supercars have portrait-oriented central infotainment displays, and both feature horizontal digital driver displays behind their steering wheels. Both cars also boast physical switchgear on these wheels and column-mounted shift paddles behind them. But the Temerario has a passenger display and places greater emphasis on a cockpit-like feel, with the door cards, dashboard, and center console all featuring elements that taper and a start button that resides below a flip-up cover. Meanwhile, the Nuvolari is, as with the exterior, allergic to anything that isn't straight-edged. The center console is one continuous slab, the dashboard is uncluttered, and the door cards feature plenty of right angles. In a nutshell, while the Temerario's interior is dramatic and full of interesting shapes, the Nuvolari is pared back, restrained, and somewhat calming.

4. Audi Nuvolari vs. Lamborghini Temerario: Price

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It's not often that a Lamborghini can be considered a relative bargain, and it's even rarer that an Audi commands a higher asking price than most exotics, but that's the case here. The Temerario's base MSRP is around $382,000 before options, rising to well over half a million dollars for a fully loaded model with the Alleggerita track pack and some special paint. The Nuvolari starts around €600,000, or nearly $700,000. That's even more than the range-topping Revuelto's starting price of around $608,000, and at nearly twice the price of the Temerario, the Nuvolari suggests that it's offering more than just another fast mid-engine luxury product. It's offering a chance to be a part of history as one of the very few collectors allowed to own Audi's first true supercar, and that brings us to the final key difference between the Nuvolari and the Temerario.

5. Audi Nuvolari vs. Lamborghini Temerario: Philosophy

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The Nuvolari and Temerario differ in several aspects, but one of the biggest is production volume. Demand for the Temerario is remarkable, far exceeding the 2,500 annual units that Sant'Agata produces, and Lamborghini won't increase production to meet this demand because that would negatively impact resale values. Still, 2,500 units is more than five times the total production of the Nuvolari, which has just 499 examples planned. While the Temerario is a core product and something that Lamborghini will rely on for several years to come, the Nuvolari is a halo product, one that will be available until all allocations sell out and never again (ignoring the possibility of an even rarer drop-top variant). The Nuvolari is a collector's item, while the Temerario is an everyday supercar that can be spotted in any major city. The Nuvolari employs F1-derived active aero and is Audi's most powerful car ever, while the Temerario is just Lamborghini's most powerful V8 offering. From design and output to production volumes and placement in their respective hierarchies, the Nuvolari and Temerario are completely different. Despite this, much of the internet will reduce the former to a reskinned version of the latter. The inevitable Nuvolari auctions will show just how wrong that perspective is.

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Quattro AWD: A Brief History

While early BMW M and Mercedes-AMG cars were often seen spinning their rear tires in a cloud of smoke, Audi has been more closely associated with all-wheel drive than perhaps any other automaker—at least, as far as road-based performance vehicles are concerned. The iconic Audi Quattro set the tone for the brand with its permanent AWD system in the 1980s. This road and rally car revolutionized the performance market with its impressive grip and speed, regardless of the weather conditions. Coupled with a turbocharged five-cylinder engine, it was the blueprint for many RS models to come.

The Audi RS2 Avant that went into production in 1994 was the first RS model. Like the Audi Quattro, it used a turbo five-cylinder engine and quattro AWD. Today, this feisty wagon—which was developed in collaboration with Porsche—has developed a cult following around the world. RS versions of everything from the small A3 to the mighty Q8 SUV eventually followed.

While quattro-equipped Audis have always been quick, earlier models suffered from excessive understeer that made them less enjoyable than RWD BMWs. Over the years, Audi has virtually eliminated this tendency thanks to enhancements like the Active Sport Differential. In the current RS3, a torque-vectoring rear differential enhances high-speed stability and even comes with a drift mode. This setup offers the best of both worlds: RWD-like drifts with the security of AWD. But the M2’s xDrive AWD system goes one step further.

Related: Do You Really Need AWD In Your Next Vehicle?

BMW M2 xDrive: Still RWD When You Want

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In the Audi RS3, up to 50% of the total torque can be directed to the rear wheels, regardless of the driving mode you choose. Therefore, it’s always operating as an AWD vehicle. The new M2 xDrive differs by allowing the driver to select 2WD mode with the DSC system deactivated. By doing so, torque is directed to the rear wheels exclusively, allowing for a pure RWD experience. It’s not going to get you the fastest lap times or the most control, but in safe environments, the M2 xDrive will likely still have the edge for pure thrills. Despite the Audi’s clever RS Torque Splitter—which can independently distribute up to 100% of the available rear torque to the outside wheel—the M2 has the more versatile AWD system because it can be driven as a fully RWD car.

“The system’s rear-wheel bias fits the familiar M blueprint,” says BMW of the M2’s xDrive setup. “In normal driving, power is sent exclusively to the rear wheels. Only when they cannot feed any more power to the road does the all-wheel-drive system bring the front wheels into play.”

Related: 2027 BMW M2 xDrive Adds AWD And Hits 60 MPH In 3.3 Seconds

RS3 Vs. M2: The Raw Performance Numbers

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Before the M2 xDrive was revealed, the Audi RS3 was a full half-second quicker to 60 mph than the manual M2 with RWD. That’s quite a substantial difference at this level. In the wet, the M2 driver would find it impossible to keep up with the grippy Audi. All that has changed with the arrival of the M2 xDrive, as the performance specs below show.

The M2 is significantly more powerful than the RS3, but it’s also heavier by 361 lbs. As a result, the two cars are incredibly closely matched, with identical 3.6-second claimed times for the 0-60 run. They remain neck-and-neck up to 124 mph (200 km/h), so one would need a track with a long straight section to establish if there’s any difference between them at very high speeds.

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The M2’s xDrive system allows it to finally keep up with the RS3 sedan, though. It’ll be fascinating to see if the M2 xDrive can break the Nürburgring record for production compact cars, set by none other than the M2 CS. The CS managed to complete a lap of the track in 7:25.5 minutes, stealing the record from the RS3 in the process. Although the CS remains ahead in terms of raw power (523 hp), it makes do with RWD only.

Sedan Vs. Coupe

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A key difference between these two cars remains their body styles. The M2 xDrive remains a dedicated two-door coupe, while in the U.S., the RS3 is only available as a sedan. Despite the extra pair of doors, it’s actually the BMW that’s longer and wider by a few inches. It’s also taller by a hair and has a 4.4-inch longer wheelbase. 

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Both cars can accommodate smaller adults in reasonable comfort at the back, although the BMW only seats up to four and more effort is required to access its back seat. Intimate, driver-focused cabins are common to both, with each showing off sporty flourishes from the M and RS divisions; the M2 has the M tri-color stripes on the door panels and the RS3 gets special stitching on the seats in a honeycomb pattern.

They may be smaller than other BMW and Audi models, but both are solidly built and equipped with the latest infotainment and safety systems. 

Final Thoughts

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Audi’s hallmark quattro AWD system is still brilliantly effective, but where the RS3 and M2 xDrive are concerned, the Audi may have been surpassed. Although performance specs are nearly identical, the M2’s ability to access a pure RWD mode sets it apart from its Audi rival. It will take a back-to-back drive to break down all the nuances between these two and determine a clear winner, but it’s safe to say that the rivalry between the littlest M and RS models has never been closer.

Picture this: you drop serious cash on a luxury SUV, expecting years of smooth, worry-free driving, only to discover your prized ride is quietly rusting away underneath. That’s the claim of some Audi Q5 and SQ5 owners, and now they’re dragging Audi into court to answer for it.

A fresh class-action lawsuit says that 2009 to 2017 Audi Q5 and SQ5 models have a big problem with their rear subframes – the part that keeps the suspension, drivetrain, and wheels in check. But this isn’t your run-of-the-mill surface rust. Owners claim the corrosion is sneaky, hiding out of sight until it’s already done some serious damage.

The whole thing kicked off when a Maryland owner of a 2015 Q5 found a nasty surprise during a regular checkup: once the mechanic peeled back the plastic covers on the subframe, there was rust everywhere.

The Alleged Design Flaw Behind The Corrosion

The heart of the lawsuit is Audi’s plastic protective covers on the rear subframe, which, according to owners, are doing the exact opposite of protecting anything.

Instead of keeping the elements out, these covers apparently trap water, salt, and road grime right up against the steel, giving rust a perfect hiding spot and making it nearly impossible for owners or mechanics to spot the problem until it’s too late.

The lawsuit says this hidden rust can eat right through the subframe, leaving holes and weakening the structure. Since the subframe is what keeps your suspension and drivetrain together, owners argue that letting the rust go unchecked could turn into a real safety hazard.

Plenty of owners have already sounded the alarm, filing complaints with the NHTSA and swapping horror stories on forums. The repair bills aren’t pretty – some owners are staring down costs ranging from a few grand to $10,000, depending on how bad the rust has gotten.

To make matters worse, owners say Audi often refused to cover these repairs under warranty, leaving them to foot the bill themselves.

What Happens Next?

Right now, these are just allegations – Audi still gets its day in court to argue its side. The plaintiffs want this to become a class action, so other Q5 and SQ5 owners can jump in. They say Audi should have known about the rust problem from all the warranty claims, dealer reports, and customer complaints piling up.

Whether the court buys it is anyone’s guess. These cases can drag on for years, and the ending could be anything from a quick dismissal to a big settlement or a drawn-out court battle.

In the meantime, expect plenty of Q5 and SQ5 owners – especially in salty, snowy states – to start peeking under their SUVs. If you own one, it might be time for a closer inspection.

The luxury midsize SUV segment has seen a flurry of activity over the last few months. Mercedes-Benz unveiled a comprehensively refreshed GLE-Class in March, and Audi has just taken the covers off an all-new Q7. These have always been fierce rivals—along with the BMW X5, which will also be entering a new generation soon—so we’re taking a closer look at how the Q7 and GLE have evolved for the 2027 model year. To see which one may have the edge when they go on sale, we’ve picked out five major differences between these large and powerful SUVs.

1. New Q7 Is Quicker and More Powerful

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Audi has turned the new Q7 into the performer of this segment, claiming best-in-class acceleration. While both models have performance variants, the standard Q7’s V6 is a lot more powerful than the base four-cylinder mill in the Mercedes-Benz GLE. However, the GLE does offer more engine choices. Here’s an overview of powertrain specifications.

The SQ7 is unmatched by any version of the GLE, although we do expect a new GLE 63 to arrive at some stage. The Audi has no hybrid options, whereas the Mercedes has two, so efficiency should favor these GLE models. All derivatives of both SUVs have standard all-wheel-drive systems.

Related: 2027 Mercedes-AMG GLE 53 Hybrid Brings V8 Power Without the V8

2. Audi Seats Seven As Standard

Although both vehicles can seat up to seven occupants, only the new Audi Q7 has three rows as standard. We suspect that the all-new Q7 will offer more third-row space, as the GLE-Class has never been the most spacious three-row SUV. In the Mercedes, the third row is an option, but you’re better off with a GLS if you want to seat adults back there.

The Audi now also offers the option of second-row captain’s chairs, transforming it into a very comfortable space for six. All seats are electrically adjustable, too. The even larger Audi Q9 will be available for anyone wanting maximum passenger and cargo space.

3. Audi Has More Total Cargo Space

If you need to transport larger or bulkier items, the Audi Q7 emerges as the better choice. It has up to 78.1 cubic feet of space behind the first row, whereas the GLE offers 72.6 cubic feet. That’s not a huge difference, but the Audi is the more practical vehicle overall, especially when you consider its more versatile seating options.

4. Mercedes Offers Better Off-Road Features

Audi has never touted the Q7 as anything but a luxury SUV, leaving off-road ambitions to rivals. That’s continued with the latest Q7; Audi made no mention whatsoever of any off-road gear in the new SUV. Mercedes, on the other hand, offers several features that should help GLE drivers cope better with snowy or gravel roads. It’s no Land Rover Defender, but it’s better kitted out for tougher environments with the following features:

• Transfer case with low range reduction gear (1:2.93 ratio)
• Off-Road drive program
• Free-wheel mode, which can free the vehicle if stuck in a sand dune
• Transparent Hood function with a virtual view under the front of the vehicle
• MBUX information such as gradient, roll angle, compass, and steering angle

Free-wheel mode lowers and raises the vehicle automatically several times, which can increase or reduce the pressure of the wheels on the ground, helping to free it if stuck. Overall, this is the SUV to have if your lifestyle includes more than just trips to and from the office or the daily school run.

Related: Audi Q7 Vs. BMW X5 Reliability: One Luxury SUV Pulls Ahead

5. Unique Interior Control Concepts

At first glance, the latest Audi Q7 and Mercedes GLE adopt very similar interfaces. Both have a trio of displays across the dashboard, split into a driver’s display, a center touchscreen, and a passenger-side touchscreen. Beyond this, there are a few important differences.

Both models have brought back a few physical controls based on customer feedback. Notably, they have physical roller switches on the steering wheel, which are more satisfying to operate than capacitive controls. But the Mercedes goes further. It comes with a row of toggle switches below the center vents that can be used to quickly adjust climate control settings, whereas the Audi relies on its touchscreen.

The Q7 also has electrically adjustable vents, while the Mercedes sticks with more visible, traditional vents that can be easily adjusted by hand. Finally, Mercedes has retained a center touchpad, giving drivers another option to adjust settings outside the touchscreen.

We’ll need to evaluate both models to make a definitive statement, but the GLE does appear to have a more usable blend of physical and touchscreen-based controls.

Related: BMW X5 Vs. Mercedes-Benz GLE-Class: Which Luxury SUV Is The Safest?

Final Thoughts

The 2027 models of the Audi Q7 and Mercedes-Benz GLE-Class are more advanced and luxurious than ever before. They each have their strengths, though. The Audi offers superior standard performance and seating, while the Mercedes is available with efficient hybrids, more conventional controls, and better off-roading tech. Pricing will be shared later this year, but both are expected to sit at or near to the top of the midsize luxury SUV segment once we’ve had the chance to drive them.

This homework copying has been going on for years, but in 2025 Audi decided to discontinue production of its A4 and A5 models, in favor of a new ‘do-it-all’ A5 that had four doors and a hatchback-style trunk. It’s essentially a Sportback in everything but name. Proving that Germans do have a sense of humor, it called this model a sedan.

BMW, meanwhile, continues to offer its 4 Series models in two-door coupe, four-door Gran Coupe, and convertible body styles. For the purposes of this comparison, we decided to see how the new base A5 stacked up to the current entry-level 4 Series Gran Coupe.

Audi A5 vs BMW 4 Series: Performance

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Perhaps unsurprisingly, the bare figures are so close that if it weren’t for the fact that collusion between auto makers is illegal, you’d swear that executives from both companies had decided on things beforehand.

But, of course, we know that German automakers wouldn’t stoop to any illegal practices, so let’s put the similarities down to luck, and clever marketing. For the entry-level models, power is provide by 2.0-liter turbocharged four-cylinder engines that are aided by a 48-volt mild hybrid setup. Torque output is identical, however, the A5 delivers 13-hp more, which gives it an edge in acceleration, but the BMW claws back the lead in overall fuel economy figures.

In terms of the driving experience, the Audi is sure-footed, and confidence-inspiring in the corners, and offers a near-silent and very comfortable highway ride. The BMW is just as refined, but offers better steering feel, and the rear-biased all-wheel drive system makes for a more engaging experience on the right roads. So, this is another area where the status quo remains. Both cars are equally adept at cruising around town, and while the A5’s dual-clutch transmission offers slightly quicker sifts than the BMW’s eight-speed torque-converter ‘box, it is slightly less smooth at very low speeds. It is about as close to a dead heat as you can get, and driving both is the only way to really know which suits your needs best.

Audi A5 vs BMW 4 Series: Pricing, Tech, and Space

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Despite the Audi’s freshness, it undercuts the 4 Series Gran Coupe by almost $3,000 in base trim. Audi’s trademark quattro all-wheel-drive system is standard, so the base A5’s closest rival here is the 430i xDrive.

We won’t get into the merits of the exterior design of either model, suffice to say that the newer A5 is less likely to offend buyers with its styling. The interior of both models follows the current trend of minimal buttons and maximum screens. The Audi has an 11.9-inch instrument panel, 14.5-inch infotainment screen, and an optional 10.9-inch passenger display. The 4 Series counters with a 12.3-inch driver display and a 14.9-inch infotainment screen, but no passenger interface. Both offer the latest tech and features, although Audi’s newer design looks fresher.

The quality of the interior materials is top class for both models, and while both offer plenty of space for four adults and their luggage, the A5 is slightly longer, wider and taller than the 4 Series. Considering the newer design and better base pricing, this time it’s a win for the Audi.

Audi A5 vs BMW 4 Series: Reliability

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We used actual customer feedback from Consumer Reports for this data, but comparing reliability statistics between these two is tricky because the Audi A5 has only been in production since 2025. Its predicted reliability figure is based purely on current owner experiences, and in light of its newness, a score of 46/100 is not particularly poor.

However, we will only be able to form a clearer picture once this model has been on the road for a few more years. The previous generation A5 scored 61/100 overall over its seven-year production run, while the A4 sedan managed 64/100, and as the new model has carried over several key components, it should score similarly well in the coming years.

The BMW 4 Series scored 63/100 for 2026, but its average over the entire production run so far is 69/100. That’s slightly higher than the Audi, but not a significant difference enough to declare an overall winner here. Another dead heat then.

In the final reckoning it would be all too easy to declare this a tie and risk irritating both Audi and BMW fans. But thanks to the Audi’s newer design, slightly better straight-line performance, and lower starting price, we will only be irritating BMW fans today. The Audi A5 wins by the slightest of margins.

 When it comes to European offerings, the Audi Q7 and BMW X5 have been trading blows for decades. Each offers a unique mix of traits that make them a compelling purchase, and while both have been around for several years now, regular updates and improvements have kept them competitive with their rivals.

But how do they match up compared to each other in terms of reliability? After all, even the sharpest driving, or most luxurious car will be a frustrating ownership experience if it leaves you stranded on the side of the road. We decided to compare the reliability of these two SUVs using data gathered by Consumer Reports from actual owner feedback.

The Audi Q7

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The third-generation Audi Q7 has just been announced, and it’s about time, too, the current model has been on sale in the US since the 2017 model year. That’s close on a decade, yet it still looks and feels as fresh as if it was released just last year. That’s thanks to two endless tweaking and some major updates along the way. A major update in 2020 introduced a completely new dual-touchscreen infotainment setup, and the exterior got a sharper look with revised front and rear bumpers and several other detail changes.

Another refresh for the 2025 model year added upgraded exterior lights, and further improvements to the infotainment system and design language. Two engine options are on offer, as well as a 500-hp SQ7 which does not form part of this comparison. The current generation Q7 is still listed for sale at the time of writing, and used examples can be had for a bargain.

The BMW X5

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Introduced in 2019, the BMW X5 is also an old stager, and a replacement is due either in late 2026 or early next year. In the meantime, the current X5 is still one of BMW’s top sellers and it still offers cutting-edge interior tech and the latest powertrains thanks to several updates along the way. The exterior has been sharpened up to mimic some of the newer BMW models, and the interior has also got the latest iDrive curved display layout and several advanced driver aids.

There are two engine options available in the regular X5 lineup, the 40i can be had with or without AWD, and there is also a hybrid variant using the same basic engine. The 523-hp X5 M60i competes with the SQ7, while the 617-hp X5 M Competition is a $131,000 rocket ship for parents who really don’t want to be late for little Timmy’s Accordion recital. This comparison will focus on the regular models.

Reliability Matchup

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Audi vs. BMW. The perennial battle for supremacy across countless segments has been going on for decades and will surely continue for many more years. In terms of tech, performance and comfort both models give as good as they get. The Q7 offers better value at the entry level thanks to a base four-cylinder engine, and the V6 55TFSI undercuts the X5 xDrive40i in pricing, too.

The X5 counters with better performance and a sharper drive. But this isn’t about the merits of each vehicle, it’s about which one is least likely to have you shelling out for unplanned servicing and maintenance. Thanks to their long production runs, we have years of data to compare. The info below was sourced from Consumer Reports and represents actual owner experience. The results are out of 100. So, which is the most dependable midsize SUV here?

 As is commonly the case with a new platform, reliability takes a dive in the first few years of production, after which it tends to stabilize. Facelifts and major updates can also cause a short-term dip, but if the manufacturer manages to do address issues along the way, the final production years should prove to be the most reliable.

The Audi Q7 followed this pattern initially and dropped again over the 2020-2022 model years following the big update. It slowly recovered in 2023, but the overall scores failed to improve much above the 40s, resulting in a middling 43.1 reliability average across the entire production run. The BMW X5 also started off poorly, but soon picked up its scores, and aside from a dip in 2023, it has scored relatively well over the years.

An average of 56.6 is decent for a mechanically complex and luxurious mid-size SUV, and judging by these scores, it is the BMW that should prove to be the more reliable vehicle in the long run.

Of course, reliability varies from vehicle to vehicle, and while the BMW is statistically less likely to let you down, your driving style and adherence to the manufacturer's recommended maintenance schedule can have a significant effect on durability, too. If you are interested in the reliability of other midsize SUVs, check out which are the most and least reliable midsize SUVs currently on sale.  

2027 Audi Q7 SUV Has Real Presence

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The new Q7 and SQ7 both feature an enormous Singleframe front grille flanked by headlight clusters that are separate from the daytime running lights. These headlights feature adaptive matrix technology for the first time in the U.S., a system the new Q9 flagship will also offer. Below this grille with its expanded mesh are functional lower intakes that increase the sense of width, and this commanding presence is enhanced by blistered fenders, the rears of which taper into a taller D-pillar that makes the roof flatter, thus providing more interior room. At the back, OLED taillights are available with a full-width light strip, and these can display different patterns as required, including warning symbols in specific circumstances, like an emergency stop. Both ends of the SUV feature illuminated Audi rings, and lighting is a big part of the new Q7's talents, with a world-first advanced turn signal system available, projecting turn signals onto the ground when the low beams are on and making it easier for pedestrians and cyclists to see when the SUV is about to turn. There's also now a white rhombus projected onto the ground that functions as both a light carpet and a warning for approaching cyclists when the door is about to be opened. Audi has always been at the forefront of lighting tech, and the 2027 Q7 only reinforces that status.

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Back to the design, and the lower half of the rear end adds a lot of gloss black plastic to reduce the visual mass of the tall SUV, while a faux diffuser integrates quad tailpipes on the SQ7. As usual, optional S line treatment is available for the regular Q7, adding several dark accents, red brake calipers, and sportier wheels. Speaking of wheels, Q7 buyers can choose from four designs in sizes from 20 to 22 inches, while the SQ7 gets access to three styles in either 22- or 23-inch diameters. The SQ7 avoids the smaller options because while the regular Q7 uses 375-millimeter front brake discs and 350-mm rear rotors, the SQ7 is more powerful, so it needs 420-mm front rotors and 380-mm rear discs. To improve maneuverability, all-wheel steering can be paired wth the available adaptive air suspension system, which lowers the SUV by 62 mm to improve ingress and egress. Speaking of, automatic doors are now available and include a soft-close function.

2027 Audi Q7 Interior: Fancier and More Digital

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The chief concern with a purchase like the Audi Q7 is practicality, and the 2027 model offers 15.7 cubic feet of cargo space behind the third row, 43.9 cubes behind the second row, and up to 78.1 cubic feet with all the rear seats folded. All of the seats are power-adjustable as standard, and the second-row bench can fit three child seats alongside each other. With these installed, the third row can still be accessed, but if your kids have graduated beyond child seats, you can spec a six-seat setup with captain's chairs in the second row. The 'sports seats plus' option adds lighting to the headrests that activate when the SUV is locked or unlocked, and these work in conjunction with a new, standard dynamic interaction light, an LED strip spanning the dashboard. Much like the interaction bar in many recent G-series BMWs, this includes a welcome function and also mimics the turn signals. The main means of interaction remains the Audi MMI panoramic display, and this applies to the climate functions, including the air vents, which are now electronically adjustable. At least the volume knob is still a physical piece of switchgear. Elsewhere, you get two wireless smartphone charging pads with cooling, USB-C ports in all three rows, some of which provide enough juice to charge laptops, and cup holders big enough to hold a large Stanley cup.

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2027 Audi Q7 interior colors:

• Stone Beige
• Black
• Tamarind Brown

2027 Audi Q7 trim options:

• Olive Ash Amber Brown
• Lime Structure Gray Brown
• Fine Grain Ash Silk Beige

2027 Audi SQ7 interior colors:

• Black
• Arras Red
• Pastel Silver
• Baikal Blue

2027 Audi SQ7 trim:

• Carbon fiber with Basalt Gray accents

In terms of audio, the new Q7 is a big step up, with Bang & Olufsen's optional system providing so-called 4D sound through headrest speakers and actuators in the front seats, which provide vibrations in sync with your music. The 22-speaker, 1,360-watt system promises ultimate quality with Fraunhofer Symphoria technology, and the vibrations can be deactivated if you prefer. We wonder how these would feel with the optional massaging activated. Look up, and Audi has joined the trend of illuminating patterns in the panoramic glass sunroof. With the 2027 model, the sunroof impacts headroom less, and optionally, buyers can spec a Polymer Dispersed Liquid Crystal layer that allows the roof to match the ambient lighting system or be turned opaque in nine segments, which happens automatically when the car is locked to prevent people peering in. Audi says the standard coated laminated glass also negates the need for a conventional blind, as this blocks over 99.5 percent of UV radiation. Another noteworthy feature is the available integrated dash cam system, which can record automatically or manually, saving the 30 seconds before and after an incident. For your protection, the recordings are stored on your own removable SD card, not in the cloud.

Final Thoughts

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The new Q7 and SQ7 are more practical and interesting than ever, with the SUVs capable of being trained in certain parking maneuvers and then carrying them out automatically (under supervision). Porsche has a similar system, and it's great for tight spaces and narrow driveways, with the ability to remember up to five maneuvers and work over up to 650 feet. The new Q7 also offers two levels of intensity for lane-keep assist technology, and the SQ7 gets a new limited-slip center differential with preload, similar to the new RS 5. From design and technology to safety, comfort, and performance, the 2027 Q7 and SQ7 appear to be better than ever. Will they be better than the BMW X7 and Mercedes-Benz GLS? On paper, they certainly look compelling. Pricing will be a key factor, but that's only going to be revealed closer to the on-sale date later this year.

Audi’s EA839 3.0-liter turbo V6 is widely used across the VW Group vehicles. You’ll see it in everything from the Audi S4 and S5 to the SQ5, A6, A7, Q7, Q8, and even some Porsche Cayennes. It has a good reputation for those who want an engine with plenty of tuning potential.

However, this force-inducted V6 mill’s reliability isn’t exactly spotless. Piston failures and oil-guzzling are common, as are scored cylinder walls and cooling-system headaches. The EA839 has even landed in the spotlight over water pump issues, with a lawsuit thrown in for good measure.

Case in point: a 2021 Audi S4 with only 47,000 miles made it through the shop of our favorite engine coroner, I Do Cars. It’s young by most standards, and yet, it has already scored a new engine thanks to a warranty extension.

Hiding a Much Bigger Problem

Everything seemed healthy at first. Spark plugs? Normal. Engine rotation? Smooth as butter. No rod knock, no signs of disaster lurking inside. Even the oil filter was clean, while the timing chains, guides, and tensioners all looked solid. Even the bottom end looked shockingly healthy. Just a bit of sludge in the oil pan, a spotless pickup screen, and barely any wear on the bearings.

However, after one cylinder came off, all three cylinders showed deep scoring. The other side? Pretty much normal. The damage was impossible to miss after pulling the pistons – severe skirt wear and scuffing everywhere, classic signs of piston slap and metal-on-metal drama.

This is a common issue among EA389 V6 engines, according to I Do Cars. The engine probably still ran, but you’d hear a tapping noise and maybe notice the oil level dropping as things got worse.

Interestingly, the car had already gotten a new water pump and thermostat before the engine swap. Makes you wonder if a bit of overheating helped kick off the trouble.

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Can Owners Prevent It?

Some experts think cooling-system gremlins accelerate damage, so swapping out dodgy water pumps and thermostats early might help. Others blame the pistons themselves or tight manufacturing tolerances.

For owners, the best move would be to stay alert. If you hear a rhythmic tapping that speeds up with the engine, spot unexplained oil loss, or catch odd noises from one side, get your car checked ASAP. A quick borescope peek should be able to spot scoring before everything gets ugly.

The good news is that not every EA839 experiences this failure. Many examples have accumulated high mileage without major engine issues. Audi has also revised components throughout the engine's production run, though it remains to be seen whether the company has fully resolved the problem.

Audi has been introducing intriguing new designs with the Concept C and Nuvolari, seen as spiritual successors to the TT and the R8. These designs appear to be highly intentional under the leadership of Massimo Frascella, who became Audi’s chief creative officer in 2024. In an interview with the UK’s Car Magazine, Frascella shed light on the brand’s new design direction, which is built around “extreme solidity” and “absolute simplicity.”

These principles can be seen in the Concept C and Nuvolari, with the latter looking so clean and minimalist that it could almost be mistaken for another concept car despite being headed for production. Both cars also carry some of the same bold, design-led appeal as the Jaguar Type 00, perhaps unsurprising given Frascella’s previous role at JaguarLand Rover before joining Audi. His goal is ambitious: to help Audi change car design this century in the same way past models like the original Quattro and TT did in the last one.

The Design Formula

Frascella told the publication, “In my view, Audis should exude extreme solidity and absolute simplicity. The secret sauce is the perfect coexistence of radii and tensions, incredibly controlled but never organic, a strong sense of solid metal supported by very precise geometric shutlines.”

The chief creative officer said future Audi models will borrow elements from the Concept C, including the “super-precise” wheel arches, scaled-back glass area, and broad-shouldered plan view, among others. Its minimalist interior will also help guide upcoming models, marking a clear contrast with rivals such as Mercedes-Benz, which has leaned heavily into screen-heavy cabins with features like its pillar-to-pillar Hyperscreen.

The Nuvolari, the first production model to showcase Audi’s new design philosophy, will be limited to 499 plug-in hybrid twin-turbo V8 units, with reports suggesting a convertible variant could also be in the works.

Beyond The Halo Car

But while Audi’s new design direction is interesting, Frascella suggested that the bigger challenge is applying it to the brand’s crossover and SUV lineup, including the Q3, Q4, Q5, Q6, Q7, Q8, and Q9, along with a large body-on-frame SUV related to the Scout Traveler. Those models will carry the brand's sales volume, while the Nuvolari is described as more of a “nice-to-have,” likely because it functions more as an image-building sports car, much like the R8, which was discontinued in 2024.

Whatever the German marque's future lineup looks like, Frascella appears more interested in collaboration than internal rivalry within the Volkswagen Group, saying he does not believe competition improves creativity.

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I’ve reviewed a handful of the industry’s finest, dedicated family haulers. I’ve also reviewed some sports luxury cars that had me thinking, this would easily bridge the gap between the WRX and the Forester. In this day and age, it is certainly possible to have a family car that’s both fun and pretty to look at. Here’s what I’d recommend, based on my experience.

Related: Road Ethos Launches: The New Automotive Lifestyle Site You Should Read

First and foremost, the 2026 Genesis GV80 is spunky and practical

The Genesis GV80 is vastly underappreciated. To the untrained eye, it looks like a standard SUV—but once you step inside it, it’s anything but that. My 2026 GV80 3.5T Prestige AWD tester had the quilted white leather with a navy blue base, and it made it feel so much more expensive than $83,000—probably because it had every option Genesis offers, including all-wheel drive and the more powerful 375-horsepower engine. But that price is at the very, tippy top of the lineup. At the base, the GV80 2.5T has the smaller (but still plenty powerful) 2.5-liter turbo four that puts out 300 horsepower. It comes standard with front-wheel drive, a long list of features, and a gorgeous interior starting at $59,195. The most expensive trim with the turbo four, the 2.5T Prestige, starts at $74,995.

Once we get to the 3.5T trims, which feature the larger 3.5-liter turbocharged V6 producing 375 horsepower, the price reasonably goes up. The lower 3.5T Advanced trim starts at $77,445, while the Prestige, the model I tested, has a price tag of $82,330. And while you get Genesis’ full safety suite, I found it to be one of the better examples of balancing family-friendliness with elegance. Here are some noteworthy features I came to love:

• The Power Rear Sunshades (My Favorite): The 3.5T Prestige includes power-operated second-row window sunshades. The brilliant part for parents is driver control: you can roll them up or down directly from the front window switch panel, and engaging the driver's window-lock button locks out the rear switches so toddlers can't constantly fiddle with them. 
• The Optional 3rd Row: The GV80 offers an optional power-folding 3rd Row (expanding capacity to 7 passengers). It is operated electronically via buttons in the cargo area, allowing you to quickly drop them flat for strollers and Costco runs. It’s worth noting, though, that it is a tight fit, and opting for the 3rd row limits car-seat installation to the second row, as the third row lacks top tether anchors. Still, it’s there if you want it.
• It Comes With HMG’s Baby Mode: Rolled out as part of its recent updates, the GV80 features a driver-selectable Baby Mode within its drive menu. This feature intentionally softens initial throttle response and smooths out acceleration and braking inputs to prevent sudden, jerky movements that might wake a sleeping baby or induce carsickness. It’s similar to Quiet Mode, which moves the audio to the front speakers and limits the max volume to make it quieter for rear passengers.
• Passenger Talk: This built-in intercom system uses the front cabin microphone to amplify your voice through the rear speakers. It means you can easily speak to kids in the back rows without having to turn around or yell over highway noise. 
• Power Passenger Seat Controls ("Chauffeur Switches"): Located on the inner shoulder of the front passenger seatback, these buttons let the driver easily slide or recline the front passenger seat forward. It's incredibly convenient for maximizing second-row legroom for bulky, rear-facing car seats during school pickup without getting out of the car. 
• Rear Passenger Accommodations: Plenty of cupholders, USB-C charging ports, and rear-facing A/C vents.
• The Mirror-Mounted Cameras (Blind-Spot View Monitor): This feature uses wide-angle cameras tucked under each side mirror. The second you flip on your turn signal, a live, high-definition video feed of that exact blind spot pops up directly inside your digital gauge cluster (replacing either the speedometer or tachometer circle temporarily, depending on which way you're turning). For parents, this is massive because it eliminates the classic over-the-shoulder glance that temporarily takes your eyes off the brake lights of the car ahead of you—crucial when kids are distracting you or chatting in the back. It’s also an incredible tool for preventing curb rash on those premium 22-inch Prestige wheels during tight drive-thrus. Because those same mirror cameras feed the 360-degree Surround View Monitor, you can easily see toys, bikes, or low-lying hazards left in the driveway before you pull out.
• Safe Exit Warning: For older kids and distracted adults, this feature is a Godsend. I helps protect passengers by alerting them if a vehicle is approaching from behind when opening a door. It’ll chime to warn you, and if the child safey lock is on (which, why wouldn’t it be?), the door will temporarily lock itself to prevent the door from opening. It’ll unlock once the approaching car isn’t detected.
• Self-Leveling Rear Suspension: This is an under-the-radar family feature. When you pack the trunk to the brim with heavy vacation luggage, coolers, and strollers—or if you put a bike rack on the tow hitch—the rear suspension automatically pumps itself back up to its optimal level. This prevents the back end from sagging, which preserves normal steering geometry, braking performance, and headlight alignment when the vehicle is fully loaded with family gear.

It’s a common misconception that leather is hard to clean, and after putting two toddlers in one, I can tell you that’s not at all true. Again, mine had white leather, and I personally would choose a color that’s easier to clean, like the elegant brown option against black. But I took them both to Dutch Bros, and they both spilled chocolate milk on the seats. It wasn’t difficult to clean at all. Both of their car seats were incredibly easy to install, and they loved the large sunroof, excellent sound system, and outward visibility. I adored the baked-in software and user interface, and came to love the haptic HVAC controls. There was very little I didn’t like about the GV80 from the perspective of a parent, other than the white leather.

It was incredibly fun to drive, too. All of the drive modes made noticeable differences in the driving behavior of the SUV, especially Sport or Sport+. Both modes caused the seat bolster to close in around you, keeping you centered in the seat. The shifting became shorter, the exhaust was louder, and the steering felt tighter instantly. The electronic dampers lowered themselves, too, to put more pep in the GV80’s step. Finally, it did amazingly well in the snow. It snowed during my time with it, and even on all-season tires, it handled just as well as my Subaru with dedicated snow tires. The Snow Mode is incredibly intuitive, complete with rear steering assist.

The Audi SQ7 provides a premium German experience for everyone

The Audi SQ7 is one of my favorite examples of German engineering. It’s substantially more expensive than the Genesis GV80, with a price range of $93,800 to $119,695 with all of the packages and add-ons, but that’s for a very understandable reason. From the outside, it looks like a regular ol’ Audi SUV. But the interior is one of the most flexible in the mid-sized performance luxury SUV segment. For example, unlike most luxury SUVs that use a 60/40 split bench, the SQ7 features three completely independent, equal-sized seats in the second row. Each seat can slide forward and backward, recline, or fold flat on its own. This allows parents to perfectly customize legroom or stagger child seats so three passengers aren't rubbing shoulders. 

Additionally, all five car seats in the rear have latch anchors and top tether points. You can theoretically install five child seats simultaneously—a configuration usually reserved for minivans and full-size truck-based SUVs. And because it’s got a throaty, torquey V8 under the hood (not a turbocharged V6 or a turbo four), making 500-horsepower and 568 lb-ft of torque, it can handle the added weight. Here are some other features to highlight for parents:

• Manual Rear Sunshades: While the Prestige trim of the GV80 boasts power blinds, the SQ7 utilizes manual pull-up sunshades integrated into the rear doors. They require a manual clip-in, but they provide excellent, full-window UV coverage for infants and eliminate the need for tacky aftermarket suction-cup shades. 
• B-Pillar A/C Vents: Unlike the GV80, which does have rear-facing A/C vents, the SQ7 has that plus ducts in the B-Pillar that can be moved to direct airflow to a front-facing toddler, or help improve air-flow for rear-facing tots.
• Virtual Overhead 360-Degree Camera with 3D View: Audi's camera system is legendary. It uses cameras hidden in the grille, tailgate, and under the side mirrors to stitch together a flawless 360-degree top-down view. What makes it incredibly family-friendly is the interactive 3D mode: you can swipe across the touchscreen to rotate a virtual model of the SUV, letting you easily check the driveway for scattered toys, bikes, or low-lying hazards before shifting out of park. 
• Intersection Assist & Exit Warning: This dual-purpose safety feature is a lifesaver for chaotic school drop-offs. Using side mirror and bumper radar sensors, Exit Warning will flash bright red LED lights on the interior door panels and briefly lock the door handle if a child tries to open the door into oncoming traffic or a passing cyclist, not unlike the GV80. Meanwhile, Intersection Assist watches your cross-traffic blind spots when pulling out of tight, obscured parking lots.
• Adaptive Air Suspension with Cargo Lowering: Because the SQ7 comes standard with a sport-tuned adaptive air suspension, you can adjust the ride height. For parents, the best part is the dedicated button located inside the trunk area: pressing it actively lowers the rear axle of the vehicle by a few inches, making it significantly easier to lift heavy double strollers, luggage, or large dogs into the back.
• Audi Pre Sense Basic & Rear: This, I thought, was a really cool feature, similar to something Mercedes-Benz offers. If the SQ7 detects an imminent rear-end collision from a car speeding toward you at a red light, it automatically tightens the seatbelts, rolls up the windows, closes the panoramic sunroof to protect against flying glass, and flashes the hazard lights at a high frequency to warn the approaching driver. 

Now, compared to the GV80, the SQ7 is noticeably larger. But that didn’t fool me—it was still incredibly pleasant to drive, with plenty of driver assistance and parking features to help it feel a lot smaller than it truly is, and there’s something to be said about that. The GV80 has multiple personalities, and so does the SQ7. If room is equally as important to you as driving dynamics, the SQ7 puts up a resilient fight.

Related: These Are the Best Cars for Families in 2026 According to Experts

The Lexus TX 500h F Sport is an excellent choice, too

The Lexus TX 500h is about the size of a school bus (it shares a platform with the Toyota Grand Highlander, so this is no Dainty Daisy), but if you go for the F Sport trim, it doesn’t drive like it at all. Yes, the “h” in the name stands for “hybrid,” so that comes with a lot of points in the mileage category that the GV80 or the SQ7 can’t claim. The Lexus TX is fitted with the same powertrain we see in the Grand Highlander Hybrid MAX, so it produces 366 horsepower and 406 lb-ft of torque from Toyota’s 2.4-liter turbo four, high-capacity battery, and electric motors. If you go with the PHEV version, you get a turbo V6 that puts out 404 horsepower. It may not sound like a lot for an SUV the size of a New York apartment, but the hybridization gives it instantaneous torque that helps it feel more punchy and poised. You’ll come to appreciate the EV mode, though. Especially when you’re sitting in the school pickup line and not burning gas.

It’s a Lexus, so the interior is both gorgeous and functional. But my favorite part is the actually usable third row, and the mileage. I saw an average of over 30 miles to the gallon, and in this economy, those are excellent figures from a full-sized, all-wheel drive, 3-row SUV. While it’s not as powerful (or as expensive, with a range of $71,810 to $74,960) as the others I’ve mentioned, its heaviest punch is in the passenger space and utility categories, while maintaining a luxurious driving experience. Here are my favorite family-friendly features:

• DIRECT 4 All-Wheel Drive & Dynamic Rear Steering: All-wheel drive is useful in both adverse weather and performance settings, and since it’s Toyota’s system, it’s an on-demand system. So, when slipping isn’t detected, it’s largely a front-wheel drive SUV until the rear wheels are needed. Combined with rear-steering, it hauls, and it’s easier to maneuver. The SQ7 can’t say the same, and it’s much more expensive.
• A Truly Adult-Sized Standard 3rd Row: Unlike the cramped third rows in the GV80 and SQ7, the Lexus TX boasts a massive 33.5 inches of third-row legroom. Because it rides on a platform optimized for maximum interior space, the third row sits higher off the floor, meaning teenagers and adults can sit comfortably without their knees shoved into their chests. It is arguably the most usable third row in its class. My husband and I adored it.
• The "Removable" Center Console (6-Passenger Layout): The TX 500h F Sport comes standard with second-row captain's chairs (limiting total seating to six). Lexus includes a modular center console between those chairs that features dual cupholders and storage. For parents, the party trick is that this entire console can be completely removed with a quick-release latch, creating a wide-open center aisle so kids can easily walk straight into the third row without folding any seats forward.
• Active Sound Control: To mimic the Quiet Mode of the GV80, Lexus relies on heavy mechanical insulation and Active Sound Control. Microphones in the headliner constantly listen for cabin drone, road slap, and engine vibration, then blast noise-canceling frequencies through the audio system to keep the cabin a serene environment for napping toddlers.
• Digital Rearview Mirror: The GV80 and SQ7 had this as well, but in the Lexus and it’s fully packed with three rows of passengers, strollers, and road trip gear, your physical line of sight out the back window is completely blocked. The TX features a digital mirror that flips a switch to display a high-definition live feed from a dedicated camera mounted on the rear spoiler, giving you a crystal-clear view behind the vehicle regardless of cabin cargo.
• Digital Latch with Safe Exit Assist: The doors use electronic touchpads rather than traditional mechanical pull handles. Integrated into the safety tech, if radar sensors detect a cyclist or vehicle approaching from behind, Safe Exit Assist will actively prevent the door from unlatching, stopping a child from accidentally swinging the door open into traffic.
• Proactive Driving Assist (PDA): This is one of the most innovative additions to Lexus's safety suite and a massive win for parental peace of mind. Using the front camera and radar, PDA acts like an invisible co-pilot. If it senses you approaching a curve a bit too fast, or if a vehicle ahead begins to slow down, it will preemptively apply very gentle braking or subtle steering adjustments to maintain a safe cushion before you even touch the pedal. I found it to be incredibly smooth, and it prevents the kind of sudden, jerky panic-braking that scares toddlers or causes carsickness.
• Advanced Interior Motion Sensors (Technology Package): If you opt for the higher-tier technology packages, the rear seat reminder upgrades to a full interior radar monitoring system. If you lock the doors and walk away, and the vehicle detects any microscopic movement inside the cabin (like a sleeping infant or a pet moving under a blanket), it bypasses the car's horn and sends an instant emergency notification directly to your smartphone via the Lexus app, not unlike Volvo’s system.

The Lexus TX 500h was designed for families who refused to give up on the finer things while keeping their kids in mind, and it shows. It’s comfortable, versatile, spacious, surprisingly quick, and incredibly functional and efficient without compromising performance or style. It’s the ultimate luxury family car in that sense, and it’s not nearly as expensive. But, let’s be honest—Lexus doesn’t hold the same prestige as Audi. But it absolutely should. That’s why I added it here.

Now for my favorite, the Acura MDX Type S

Like the Lexus TX, the Acura MDX shares a platform with another family-favorite that I’d bet money your neighbor has: the Honda Pilot. Because it’s closely related to the Pilot, it shares several assets that make it a proven favorite, like a removable middle seat in the second row that can either make it a bench seat or give way to two captain’s chairs, a roomy third row (though not nearly as roomy as the Lexus), clever storage spaces and compartments, and a fun, spunky driving style. But, because it’s an Acura, it’s very performance-focused. 

Instead of a plain ‘ol trucky 3.5-liter V6, the MDX Type S has a turbocharged 3.0-liter V6 that generates 355 horsepower and 354 lb-ft of torque. It’s less than the SQ7, GV80, and the Lexus TX, but the traditional automatic transmission does an amazing job moving the power where it needs to be, so it feels like it packs a bigger punch. Especially in Sport or Sport+ mode and all-wheel drive. Because it’s a V6 and not a hybrid, you don’t get the best mileage—I averaged about 23 mpg—but it’s all in the name of performance, right?

It’s also one of the more affordable options on this list, starting at $51,800 and topping out at $75,850 for the Type S—so it’s a bit pricier than the TX 500h. With that price, though, you get excellent features for families, like:

• The Three-in-One Removable Center Seat: I’m going to mention it again because it’s the MDX's signature cabin trick. The second row comes standard as a 3-passenger bench seat, but the center seat can be completely removed by pulling a quick-release latch. This instantly converts the middle row into dual captain's chairs with a wide-open center walkthrough aisle for kids to easily access the third row. Alternatively, you can keep the seat in place and fold the seatback down to act as a massive armrest with built-in cup holders and a smartphone tray. As a bonus, there’s a dedicated underfloor storage space for it, so you don’t have to eat into your garage space. If the seat is installed, that space works great for items you don’t want to move around in the rear, muddy shoes or clothes, or groceries, too. Ask me how I know.
• One-Touch Smart Slide Third-Row Access: To get into the rearmost seats, there is an illuminated electronic button located on both the lower side of the second-row seats and on the upper shoulder. Pressing it once causes the entire second-row seat to instantly tilt and slide forward under its own spring tension, making it incredibly easy for kids to hop into the back without adults having to wrestle heavy manual levers.
• The 3-Across Second-Row Car Seat Flex: Thanks to the wide-body architecture of the MDX, the second-row bench features three full sets of LATCH anchors. This means you can physically fit three child safety seats across the second row simultaneously if you use narrow convertible or infant seats, allowing you to keep all of your youngest kids within arm's reach of the front row.
• Redesigned Center Console Storage: Following recent interior updates, Acura completely removed the old infotainment touchpad from the center console. This freed up a massive amount of real estate, replacing it with a far more functional, deeply recessed storage tray, expanded wireless smartphone charging pad, and extra cup holders right at the driver's fingertips.
• CabinTalk In-Car Intercom: Acura’s answer to keeping the peace in a multi-row vehicle. This built-in PA system pauses or lowers the music playing through the sound system and routes the driver’s voice directly through the second-row, third-row speakers, or wireless headphones. It means you don't have to turn around or yell to break up a backseat argument or check on an infant.
• Digital Rear-View Mirror: Like the others listed, the MDX Type S has a camera on the rear, and that feed can be seen on the rear view mirror if the view from the mirror itself is impacted by passengers or gear.
• Google Built-In Voice Control: As a Google Girlie, I loved this feature. Ditching the old console touchpad for a responsive 12.3-inch touchscreen, the current MDX Type S features native Google Automotive integration. Distracted parents can keep both hands on the steering wheel and say, "Hey Google, change the rear temperature to 72 degrees" or "Find the closest drive-thru coffee shop," and the system handles it instantly.
• Acoustic Vault Upgrades (The 2025+ Silence Packages): Recent cabin updates gave the MDX Type S major acoustic upgrades to lower interior decibels. Acura added thicker acoustic laminated glass to both the front and rear doors, stuffed extra sound-deadening insulation into the fenders, and integrated an upgraded Active Sound Control system. It helps protect napping toddlers from harsh highway road roar and tire slaps.

It’s worth noting, too, that while the Acura MDX has a safe exit warning, it will not temporarily lock the doors like the SQ7, GV80, or the Lexus TX. It will chime and warn you, but it won’t intervene. It’s not a deal breaker for me because I use my mirrors and always have the child safety lock on, but in case you’re shopping for that specifically, keep that in mind.

Related: 2026 Genesis GV80 Coupe vs 2026 Acura MDX Type S: I Drove Both Luxury SUVs—Here's My Honest Comparison Review

The BMW X7 M60i balances luxury, performance, and utility almost perfectly

Because I mentioned the Audi SQ7, it seems natural to include the BMW X7 M60i. While the SQ7 is a driver-focused, fun family-fauler designed to make life with kids easier, the X7 M60i is an uncompromised, unapologetic luxury cruise ship with a 523-horsepower twin-turbo V8 (that’s 23 more ponies than the Audi). Like the Audi, it’s the Poster Child for German quality, factoring in luxurious materials alongside the functional and tech-forward interior. The “i” in the badge means it features the company’s mild-hybrid setup alongside the 4.4-liter twin-turbo V8, and while it’s a “hybrid,” don’t expect Lexus TX features. It’s a performance-only setup, so it’s rated for 16 mpg in the city, 20 mpg on the highway, and 18 mpg combined.

The BMW, though, is the most expensive on this list. There are three configurations to choose from: the base X7, the M-version, and the ALPINA variant. The X7 starts at $87,500, the M60i starts at $115,000, and the ALPINA is the most expensive at $156,000.

That aside, here are my favorite, family-focused features packed into BMW’s largest SUV:

• The Split-Tailgate Picnic Seat: This is the X7's ultimate family feature. The trunk features a classic Range Rover-style split tailgate. The bottom portion drops down electronically to create a perfect, carpeted bench for parents to sit on while changing toddlers out of muddy clothes or tailgating at soccer games.
• Fully Electric 2nd-Row Captain's Chairs: If you opt for the 6-passenger layout, the second-row seats are completely power-operated. They can slide, recline, and tilt forward at the press of a single button—even with a child seat latched in—to let passengers into the third row effortlessly.
• 5-Zone Climate Control: While most premium SUVs max out at four zones, the X7 offers a dedicated fifth climate zone specifically for the third row, meaning kids in the very back get their own roof vents and independent digital thermostat control.
• Sky Lounge LED Roof: This is more of a fun feature than a useful one, but the panoramic glass sunroof features thousands of microscopic etched dots that light up via LEDs to match the ambient cabin lighting, creating a literal starry-night effect over the rear rows that keeps babies completely mesmerized on night drives.
• Parking Assistant Professional & Backup Assistant: BMW has some of the coolest features in the industry (in my opinion), and this one is no exception. BMW's backup assistance system automatically remembers the last 200 feet you drove forward, so when it’s time to leave, you shift into reverse, take your hands off the wheel, and the SUV will perfectly steer itself backward out of the exact labyrinth you just drove into—a massive stress-saver when toddlers are screaming in the back.
• Climate-Controlled Cup Holders: This is another cool, but not necessary feature that helps justify the price. The front cup holders can actively heat or cool at the press of a button. It’s a spectacular convenience feature for keeping a baby bottle perfectly warm on a road trip, or keeping a parent's much-needed iced coffee from melting during a long suburban commute.
• Highway Assistant (Hands-Free up to 85 mph): Part of the Driving Assistance Professional package, this allows for true hands-free driving on mapped highways. Crucially, it features an eye-activated lane change function. If the car suggests a lane change to pass slow traffic, the driver simply looks into the corresponding side mirror to authorize the maneuver, and the X7 handles the rest. This gives parents an extra layer of mental bandwidth to focus on the road (and the kids) during exhausting family road trips.
• Soft-Close Automatic Doors: A luxury feature with a major family benefit: it eliminates the need to slam heavy doors. If a toddler leaves their door clicked open on the first notch, the vehicle automatically catches it and electronically pulls it shut silently. It also ensures you can slip back into the car late at night without waking a baby who just fell asleep in their car seat.

Final thoughts

Thankfully, there's a luxury performance SUV for every budget. Yes, you could pay $50k for a top-tier Honda Pilot, or you can spend a little more to get something with a little more juice. I'm a fan of cars and SUVs that are practical, but I'm also a fan of a well-executed performance car, and these—at least for me—scratch the itch just fine. And, of course, they worked well with my kids.

1.

Despite being completely unrelated to the R8 and not being an official successor to the R8, the Nuvolari shows a familial link. At the front, long, narrow headlights sit above gaping intakes. On the side, the area behind the doors has a vertical black accent that calls to mind the R8's famous sideblades, and at the back, the horizontal taillights sit above gaping grilles and vents. However, this is still a vastly different car. We're getting Ferrari 849 Testarossa vibes from the vertical side accents, and like the Bugatti Tourbillon, the nose tapers to reduce frontal area - good for top speed.

2.

The rear three-quarter angle looks particularly dramatic, and although Audi hasn't mentioned Lamborghini, the tall, center-mounted exhaust exit is a dead giveaway, as is the powertrain: a 4.0-liter twin-turbocharged V8 revving to 10,000 rpm and supported by a trio of axial flux motors, resulting in a total of 987 horsepower. The car is less curvaceous than the R8, with clear inspiration from the Concept C design study that will ultimately inform a new sports car to sit between the spaces vacated by the TT and R8.

3.

From above, the Nuvolari's clean aesthetic is far less fussy than that of the Temerario, and it looks like a modern take on the Audi RSQ concept from 2004. Without any rear glass, the cabin needs a digital rearview camera, but it's arguably worth it for the futuristic look.

4.

The front end has a gaping hood to improve downforce, spitting out air that enters the front grilles. The middle grille is a clear departure from the Singleframe grille Audi used for so long, and while it's a little odd seeing a vertical center intake in isolation, the look works well with the side intakes, helped by the lines on the bodywork that draw the eye backward. Chief Creative Officer Massimo Frascella has created something unique while still capturing the Audi spirit of Vorsprung durch Technik, or progress through technology.

5.

The rear spoiler includes an Audi logo, and this is neither paint nor a decal, with Audi setting real metal into the milled carbon fiber. From this angle, the Nuvolari reminds us slightly of the Lamborghini Murciélago, with the tapering intakes behind the B-pillars sweeping backward and increasing the sense of size.

6.

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Audi has not revealed the dimensions of the Nuvolari, but the mechanically similar Lamborghini Temerario measures 185.3 inches in length, 78.6 inches in width, and 47.3 inches in height, with a wheelbase of 104.6 inches. The Temerario weighs 3,726 pounds dry; plug-in hybrids are heavy. Expect similar figures for the Nuvolari.

7.

Audi hasn't shown us much of the cabin, but again, the Concept C was clearly the source material. Audi has avoided the trend of a passenger screen, with a portrait display in the center of the dash handling infotainment duties. This has some physical switches and looks like it can move, though Audi hasn't said so. The steering wheel is particularly interesting. Not only does this have physical controls and what appears to be a well-proportioned rim, but the shift paddles have moved to the steering column for the first time. Some prefer having the paddles on the wheel, but column-mounted shifters feel more exotic. More importantly, they stay in the same place when you're mid-corner. Another screen sits behind the wheel, but overall, the cabin seems to focus on tactility.

8.

Even the air vents for the climate control are a thing of beauty that were clearly designed specifically for this car. Unlike the R8, which shared several elements with other "lesser" Audis, the Nuvolari helps justify its exclusivity by being a bespoke creation, at least for now. Expect the Nuvolari's exterior design language and interior ethos (meaning fewer screens) to carry over to more Audi products before long.

9.

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The Nuvolari, says Audi, will get from 0-62 mph in 2.6 seconds and from 0-124 mph in 6.8 seconds. It will also reach a top speed north of 217 mph. By comparison, the Temerario will get to 62 mph in 2.7 seconds and 124 mph in around 7.1 seconds, running out of puff at 213 mph. Why the difference? Well, the Nuvolari's 987-hp peak output figure is some 80 ponies higher than the Temerario's 907-hp rating, and while the R8 was never more powerful than the Huracán on which it was based, letting the more exotic brand lead the way, the Nuvolari is not a series-production vehicle, and as a limited edition focusing on exclusivity, Lamborghini can let Audi have the headlines and maintain its pride while it prepares its own special editions based on the Temerario.

10.

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Just 499 examples of the Nuvolari will be produced, each starting at a reported $686,613 at current exchange rates. Carbon-ceramic brakes, F1 technology, a new Audi Space Frame with a carbon exterior (a first for Audi), and a nomenclature honoring Tazio Nuvolari, the man Enzo Ferrari once called the "inventor" of the all-wheel drift and one of Auto Union's most successful drivers, the new Audi supercar has all the right ingredients to justify its place in the world. A rebodied Temerario? Please. Don't be so uncouth. Sure, there is shared technology, but this sits on a higher plane than the Temerario. With captivating lore, a link to F1, and a design that doesn't follow trends, the Nuvolari will certainly help increase the prestige of the Audi brand to a greater effect than the R8 ever did. Now, about a convertible...

A Rarer Audi Drop-Top Supercar Fits the Bill

The Novulari is not an R8 replacement, sitting in a higher echelon of rare and exceedingly expensive special editions. Because of that, it's allowed to have even more power than the Temerario corporate cousin with which it shares much of its technology (987 horsepower in the Audi versus 907 in the Lambo), and Audi is clearly using the Novulari to move its brand further upmarket. The R8 could perhaps be described as a super sports car rather than a bona fide supercar, and the Novulari is intentionally less attainable, inserting itself into discussions that would normally concern brands like Ferrari, Lamborghini, and McLaren. Adding an even more exclusive convertible version would surely get more high-net-worth individuals interested in Audi, and with Lamborghini already testing a Spyder version of the Temerario, a Novulari convertible seems like a lay-up. But ease of development is not the only reason Audi should cut the roof off its Novulari, and soon.

Automakers Are Running Out of Time to Build Exciting Exotics

The Novulari was secretly developed by a small skunkworks team that took the supercar from boardroom idea to Côte d'Azur reveal in just 440 days. The car was built so quickly with the help of F1 engineers, partly to capitalize on the glamor of F1's most famous race, but more so because it had to be homologated before EU7 emissions regulations come into effect on November 29, 2026. With these rules looming over automakers, there's less and less time left to launch products using the existing playbook, and Audi will want to take advantage. This deadline also explains why Lamborghini is launching so many cars this year. Granted, six-figure supercars are out of reach for most of us, but they improve brand image, helping sell greater volumes of regular cars through simple association, and that's what Audi needs if it wants to beat the likes of BMW and Mercedes.

The 2026 Audi Q3 lease deal

The national lease through Audi Financial Services covers the 2026 Q3 quattro at $529 per month for 36 months. Due at signing is $4,849, which breaks down to the first month's payment of $529, a customer down payment of $3,425, and an acquisition fee of $895. No security deposit is required, and the offer is for highly qualified customers, meaning top-tier credit is expected. Mileage is capped at 10,000 per year, with a $0.25 per mile overage charge. A $495 disposition fee applies at lease end.

One important caveat: the $529 payment assumes a suggested dealer contribution of $2,431 off the $50,035 MSRP. Audi's own disclosure states that the dealer's contribution may vary and your payment will differ based on the final negotiated price. That means $529 is the floor if the dealer applies the full suggested discount, not a guaranteed figure. The offer is available nationwide, excluding Puerto Rico, and expires June 30, 2026.

What you’re getting

The 2026 Q3 represents a full redesign of Audi's entry-level crossover. It comes standard with quattro all-wheel drive and a turbocharged 2.0-liter four-cylinder. At $50,035 as equipped in this lease, the Q3 sits well above where the previous generation priced in, which started in the high-$30,000 range.

That's a notable step up, but the redesigned cabin, updated technology suite, and larger footprint position it closer to midsize rivals than the outgoing model ever managed. Inside, the Q3 benefits from improved materials and more rear-seat space than its predecessor, making it a more viable option for small families who want Audi refinement without stepping up to the Q5.

Standard features include Audi's latest MMI infotainment system, a digital instrument cluster, and wireless smartphone integration. The Q3 remains compact enough for city driving, which is still the primary appeal in this segment.

Should You Jump on It?

The Q3 quattro at $529 per month is a credible entry point into Audi's lineup, but the $4,849 due at signing adds real upfront cost, and the mileage cap of 10,000 per year is on the low side. The bigger variable is whether your dealer matches the suggested contribution that makes $529 possible. If you can confirm that number before signing, and the mileage works for your commute, this is a clean way into a redesigned luxury crossover this June.

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After teasing it would build a production car based on the futuristic Concept C, Audi has finally revealed the long-awaited spiritual successor to the R8 supercar; it's called the Nuvolari. Named after Tazio Giorgio Nuvolari, an Italian driver who raced for Auto Union in the 1930s, this is the most powerful production Audi has ever created, with a hybrid powertrain producing 987 horsepower.

Unlike the R8, which used either a naturally aspirated V8 or V10 engine, the Nuvolari employs two turbochargers on its 4.0-liter twin-turbocharged V8 that revs to 10,000 rpm. But just like its spiritual predecessor, it borrows that engine and its three-motor plug-in hybrid system from a Lamborghini, in this case, the Temerario.

Lambo Performance

We will need to wait for U.S.-specific performance metrics, but Audi says the Nuvolari will hit 62 mph (100 kph) in just 2.6 seconds on its way to 124 mph in only 6.8 seconds. Lamborghini's official estimate for the Temerario was 2.7 seconds with a 7.1-second 124-mph time, so the Audi supercar may actually be quicker than the Raging Bull.

Like an Audi Formula 1 car, the Nuvolari can recuperate energy during coasting and braking, generating up to 0.3 g of electric deceleration to charge the battery. A new Audi Ceramic Pro braking system with 10-piston front calipers and four-piston rear calipers clamp down on 420 x 40 mm and 410 x 32 mm discs, respectively, via a brake-by-wire system.

Concept Styling

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The Nuvolari debuts a new design philosophy for Audi, previewed by the Concept C. It features strong geometric angles, futuristic lighting elements, and a new color called Titanium. This may look like a car devoid of advanced aerodynamics, but it's all hidden beneath the surface. Front air intakes keep the brakes cool, while an S-duct at the front delivers downforce and reduces lift. A deployable rear wing features a closed, low-downforce and a high-downforce mode, depending on the driving situation. In HD mode, it can deliver up to 400 kg of downforce.

Inside, Audi embraced some of the ideas it previewed with the Concept C. There are more tactile controls than you'd expect in a modern supercar, most of which are easily accessible to the driver. The Nuvolari does have a center screen, unlike the R8, but it's not overwhelming.

Limited Run

Audi has not announced pricing for the Nuvolari, but only 499 units will be produced with deliveries set to begin in the first half of 2027.

It isn’t the fastest, most expensive or even the most spacious Audi on sale, but the Audi Q5 is the one model in the range that has proven itself to be the best all-rounder, all without falling into the trap of being mundane. By assessing data from trusted sources like Consumer Reports and Kelley Blue Book, we looked into what made this particular model stand out.

The 2026 Audi Q5

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• Base MSRP: $52,800
• Model Years: 2025-on (third generation)

Audi’s Q5 has been around for many years, but the latest generation was launched only last year, so it is as fresh inside and out as any of its major rivals. We’ll get into how it compares to other compact luxury SUVs further down, but it’s worth seeing just what the new model offers first.

Being the best-selling vehicle in Audi’s lineup meant that the recent update was an important one. While its silhouette will be immediately familiar to existing to owners of the older Q5, the new model is sharper, sleeker and fitted with some of the marque’s latest tech. The interior is dominated by a new 11.9-inch virtual cockpit which blends seamlessly into a 14.5-inch MMI touch display.

There is now also an optional 10.9-inch front passenger display, and the steering wheel once again has physical buttons instead of the hit-or-miss haptic touch items on the older model. In an unusual move for a new model, cargo space is slightly less now, but still enough for a family of four, although adults may find the second row a bit cramped on longer journeys. The coupe-shaped Sportback cuts even further into the rear headroom and cargo space, so it’s best to stick with the regular model if you need more rear space.

Reliability has historically been a strong point for this model, and time will tell if the third-generation Q5 follows suit. Considering that it shares much of its underpinnings and running gear with other Audi models, it shouldn’t throw up any surprises.

The 2026 Audi Q5 in Detail

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As you might expect, the Q5 delivers a driving experience that is composed, refined and reassuring, even over poor road surfaces or during inclement weather. This is thanks to the standard all-wheel drive setup on all trims and a chassis that has been tuned to deliver vice-free responses when pushed.

The standard Q5 is fitted with the latest iteration of Audi’s 2.0-liter turbocharged four-cylinder power unit. In the Q5 it produces 265-hp which is sent to all four wheels through a seven-speed dual-clutch transmission. With a claimed 5.8-second 0-60mph time, the Q5 is no slouch even in base trim, but for those wanting a bit more, the SQ5 with its 362-hp 3.0-liter turbocharged V6 does the same benchmark sprint in 4.6 seconds.

Considering the $13,000+ price difference and harsher ride of the SQ5, the regular model is arguably the better choice for daily driving duties.

The Rivals

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The compact luxury SUV class is packed with great options, and the Audi Q5 is up against impressive rivals like the recently redesigned BMW X3 and Mercedes GLC. It also has to contend with long-time dynamic class-leader, the Porsche Macan, which despite its age is still as impressive as ever. However, the recent redesign has given the Q5 fresher interior tech, and while it is nowhere near as dynamically competent, or potent in a straight line, the Macan prices itself out of contention here.

The Mercedes-Benz GLC was redesigned in 2023, so is still relatively fresh, and its base MSRP comes in below the others here, but that’s for the rear-wheel drive model which can easily reach $60,000 and more once you tick a few options. Its still a great drive, with enviable refinement and decent performance, but the newer Q5 is a worthy rival that is just as plush inside.

The BMW X3 poses a more serious challenge and has plenty of great tech and is more dynamically capable than the Q5. However, the base model is slower than the equivalent Q5 model, and the interior fit and finish, as well as material quality are also below the class average in some places. The potent 393-hp X3 M50 xDrive is the pick of the range, but with a base MSRP of $66,500 it certainly isn’t going to be the volume seller.

So, the Audi Q5 now poses a far larger threat to its main rivals, and while it has historically trailed the X3 and GLC in overall sales, the new model has the prefect combination of features, practicality and overall competence that make it far harder to ignore. The compact luxury segment has always been a tough place to stand out, but the Q5 certainly stands out as a worthy competitor.

Data Sources:

• All vehicle data and technical specifications were sourced from the official manufacturer websites
• Pricing figures represent the base manufacturer's suggested retail price (MSRP) and exclude destination charges, taxes, title, and license fees.
• Comparative testing data, acceleration times, and safety/reliability insights were sourced from Consumerreports.org, and Kbb.com.

While the first-ever Q9 has been grabbing headlines for Audi's crossover range, let's not forget that the company is also busy preparing the world premiere of the long-overdue third-generation Q7. In fact, it's the first to be revealed ahead of its now-bigger brother.

There's no launch exact date for now, but Audi has revealed the first photo of the SUV. This indicates that we might not have to wait too long before we see it in the metal. That said, all the folks from Ingolstadt are showing up at the door for now.

It's...Something

Admittedly, there isn't much to go on with the teaser photo of the 2027 Q7. At least we can report that the redesigned model will have normal door handles. That should make it easier (and cheaper) for Audi when it's inevitably sold in China.

We can also say that there will be at least one interesting color option that isn't the usual black, white, or grey. The 2027 Q7's push color appears to be a shade of blue, so there is a splash of color going on here. Unsurprisingly, there will be an S Line package.

What to Expect

This being Audi, you can bet that the future Q7 will really look more like a downsized Q9. With that, you can bet that it'll come with a split headlight design with DRLs by the edges of the hood and bumper-mounted headlights. For the rear, we might see some cues from the A6 Avant being applied to the crossover.

Expect a variation of the Q5 and Q9's interior design inside the third-gen Q7. Audi did promise to put more buttons inside its vehicles moving forward, so we're looking forward to that in the redesigned midsize crossover. As for engines, it'll likely be carryovers for now, while other markets get a good chance of getting plug-in hybrids and diesel options. We'll have more details about it once it's fully revealed.

It's been a decade since the Q7 benefitted from a total redesign. The incoming model should help Audi regain its footing as it overhauls its lines.

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Overview

The 2027 Audi RS5 compact high-performance sedan is a new take on an RS-badged Audi. It abandons the pure-combustion formula in favor of the RS division’s first high-performance plug-in hybrid powertrain, combining a twin-turbocharged V6 engine with an electric motor and a battery pack for 630 hp and near-silent electric driving. The Quattro AWD features electromechanical rear torque vectoring for the first time, ensuring sharp handling. It’s the next-gen electrified Audi RS for the enthusiast who wants everyday usability, zero-emission city driving, and high performance in a compact package.

What's New for 2027

The 2027 RS5 is the brand-new RS-badged variant of the 3rd-generation A5 that’s been around for two years. Like the Mercedes-AMG C63, it’s a PHEV now. It uses a revised version of the 2.9-litre twin-turbo V6 engine, an electric motor integrated into the 8-speed automatic transmission, and Dynamic Torque Control, which is claimed to be the world’s first electromechanical torque-vectoring rear transaxle. It’s also bigger, while the coupe is gone; we only get the 4-door sedan-style hatchback, not the Europe-only Avant wagon.

Exterior

The new RS5 is unmistakably an RS, with bulging wheel arches widening the body by more than 3.5 inches, with blisters above them harking back to the box arches of old Quattros. You get a 3D Audi Singleframe grille, air curtains channeling air around the front wheels, darkened Matrix LED headlights, checkered-flag DRLs, OLED taillights, matte oval RS sport exhaust outlets, and a finned diffuser to complete the effect. The 20-inch wheels can be upgraded to 21s.

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Interior

The RS5’s driver-focused interior combines a curved freestanding OLED panel that incorporates the 11.9-inch digital gauge cluster and 14.5-inch MMI touchscreen, while a 10.9-inch passenger display is standard. The various available interior themes include a leather-free option using recycled materials, but heated, cooled, and massaging power front seats with honeycomb quilting and aggressive bolstering are standard, alongside a flat-bottomed RS steering wheel with buttons for drive modes and the boost function. The Audi Sport package adds new Serpentine green and brass accent stitching..

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Price Range and Best Value Trim

The 2027 Audi RS5’s price has not yet been confirmed for the local market, but based on the European €106,200 starting price, we’re looking at nearly $124K in U.S. dollars, though many factors may affect this, and a price range of between $110,000 and $120,000 has been suggested. Here is the current European pricing:

The RS5 Sedan should offer the strongest price-to-features ratio, since it has the same powertrain and standard technology as the Avant for less money; the wagon is not expected to be sold here anyway.

2027 Audi RS5 Specs Overview

The 630-hp PHEV powertrain drives all four wheels through an 8-speed transmission and a new Quattro system with electromechanical torque vectoring. Twin-valve RS sport suspension is standard, and carbon-ceramic brakes are optional.

Powertrain and Battery Options

The powertrain is supported by a 25.9-kWh battery pack, of which 22 kWh is its usable capacity.

Range and Efficiency

EPA figures are not yet available, and the European WLTP figures are usually optimistic. For what it’s worth, the RS5 is claimed to achieve about 54 MPGe in hybrid mode and 23.5 MPG on gas alone; expect these figures to be around 41 MPGe and 19 MPG here if we assume the EPA figures to trail the WLTP figures by 20%. The RS5 should be able to cover around 44 miles on electricity alone.

Performance and 0-60 MPH

Audi claims a 0-62 MPH sprint of 3.6 seconds in Europe, which should bring 3.5 seconds within reach for the 0-60. Top speed is limited to 155 mph, but you should be able to upgrade it to 177 mph with the Audi Sport package. In electric mode, up to 87 MPH is possible. A boost button on the steering wheel provides full system power for ten seconds, while the electric motor smooths out the power delivery and gearshifts, and fills in low-rev torque.

Audi has mitigated the bloat by placing the battery in the rear for a near-ideal 49/51 front/rear weight distribution and giving the car the first-ever electromechanical rear-axle torque vectoring, so it still handles incredibly well and turns in very sharply, despite the weight.

Dimensions

Preliminary dimensions are as follows, pending confirmation by Audi USA:

Interior Space (Front and Rear)

*These figures are for the regular A5; RS5 figures were still pending at the time of writing.

Cargo Space

The regular A5 Quattro models have 22.6 cu-ft of cargo space behind the rear seat and 36.6 cu-ft with it folded, and we don’t expect the RS5’s figures to differ much from these. The image below shows the regular A5.

Ground Clearance

The Audi RS5’s ground clearance is expected to be around 6.5 inches at most, which is quite generous for a sports car, but pending confirmation once the official figures are available.

Warranty

The 2027 Audi RS5 is expected to ship with the same warranty coverage as other 2027 Audi models, and the electric components should be covered for at least the minimum federally required period:

Pros and Cons

Pros:

• Massive 630 hp combined output
• Innovative torque-vectoring Quattro
• Genuine electric-only commuting
• Dharper, wider styling

Cons:

• Heavy curb weight of around 5,200 pounds
• U.S. pricing and many specs still unconfirmed
• No coupe
• Wagon unlikely in the U.S.

Verdict

The 2027 Audi RS5 is boldly reinvented as a powerful plug-in hybrid, and it certainly looks the part with its aggressively flared wheel arches and RS detailing. With 630 hp on call, it’s rapid too, though it’s also ballooned in weight to beyond 5,000 pounds due to the electrickery under the skin.

With more than 40 miles possible on electricity, the new RS5 successfully takes the RS5 formula forward into an electric era, while still offering a sonorous V6 soundtrack. It’s fast, practical, and versatile, with a roomy cargo area, but we’d have to give our final verdict once U.S. prices and specs have been confirmed.

Competitors

• BMW M3 Competition xDrive
• Mercedes-AMG C63
• Cadillac CT4-V Blackwing

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Overview

The 2027 Audi Q6 e-tron compact electric luxury SUV is back after having skipped the 2026 model year. The “6” in its name would suggest a midsize car, but the Q6 e-tron is in fact the same size as the compact BMW iX3, and compares with this and the Volvo EX60, the Genesis Electrified GV70, and others. It shares its PPE architecture with the Porsche Macan Electric and slots in between the subcompact Q4 and midsize Q8 e-trons. All trims come with dual motors and Quattro AWD, and 456 horsepower. The Q6 e-tron blends premium refinement and all-weather traction in a compact SUV body.

What's New for 2027

The 2027 Q6 e-tron loses the 332-hp RWD powertrain this year, so all trims now have dual motors, Quattro AWD, and 456 hp. There are meaningful tech upgrades as well, with an updated multi-function steering wheel that sees the return of the scroll wheel in place of the old touch controls, reworked gauge cluster graphics, a newly available dashcam, and expanded voice control. The upgraded one-pedal drive mode can now bring the vehicle to a complete stop. A new Power Nap mode creates a restful cabin while charging the battery, and three years / 30,000 miles of complimentary scheduled maintenance now comes as standard.

Despite the discontinuation of the 332-hp powertrain this year, the 2027 Audi Q6 e-tron’s price starts only $700 higher at $64,500.

Exterior

The Q6 e-tron is streamlined, but with defined SUV proportions and creased wheel arches that remind one of sporty ’80s Audis’ box arches. Split-level LED headlights and a mesh grille give it a premium countenance that ties in with the gas Audis. Wheels measure 19 inches, but 20s are available. Dynamic turn signals are standard, but taillight animations are featured on upper trims. The Sportback body style features a more dynamic, sporty design with a sloped roof that reduces practicality but boosts style.

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Interior

Audi’s “digital stage” interior comprises an 11.9-inch digital gauge cluster and a 14.5-inch touchscreen, while the Prestige also gets a 10.9-inch passenger display (optional on the Premium Plus). Heated power front seats, drive modes, tri-zone climate control, wireless smartphone mirroring, and leather upholstery are standard, and material quality is excellent. Higher trims gain a panoramic sunroof, Harman Kardon audio, and more. The Sportback has less rear headroom and cargo space, but the same 37.4 inches of rear legroom as the SUV.

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Price Range and Best Value Trim

The mid-range Premium Plus is the sweet spot, adding a panoramic sunroof, heated rear seats, a surround-view camera, and B&O audio for an extra $4,300 over the Premium.

2027 Audi Q6 e-tron Specs Overview

Audi now offers a single dual-motor setup with Quattro AWD across the lineup, so the mechanical story is simple; trims differ in equipment rather than running gear.

Powertrain and Battery Options

Range and Efficiency (MPGe / MPG / Electric Range)

The Q6 e-tron Quattro earns 110/97/104 MPGe city/highway/combined on 19-inch wheels in either SUV or Sportback format, with 325 miles of range. The combined figure drops to 96 MPGe with the 20-inch wheels, and range drops to 301 miles.

Charging

The 100-kWh battery can be charged at up to 270 kW, enabling a 10-80% charge in 21 minutes at the maximum charging speed. Level 2 charging at 9.6 kW will take about 12 hours. NACS adapter support for Tesla’s Supercharger network is included. Regenerative braking includes a one-pedal mode this year that can bring the vehicle to a stop.

Performance and 0-60 MPH

With launch control and the full 456 hp, the Q6 e-tron sprints from zero to 60 mph in 4.9 seconds and tops out at a limited 130 mph. The powertrain provides plenty of punch for overtaking and merging, and handling is neat and predictable, with a comfortable ride.

Dimensions

The compact Q6 e-tron’s long wheelbase maximizes cabin space within a manageable footprint.

Interior Space (Front and Rear)

Cargo Space

The Q6 e-tron SUV’s trunk measures 30.2 cubic feet with all the seats in use and 60.2 cu-ft with the second row folded. The Sportback’s styling drops these figures to 26.1 and 52.9 cu-ft, respectively.

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Ground Clearance

The Q6’s ground clearance is modest for an SUV, topping out at about 7.2 inches, so it will make short work of steep driveways and rough roads, but it is not meant for off-roading. The optional air suspension can raise the car to a maximum of nine inches.

Warranty

Audi adds complimentary maintenance for the first time this year.

Pros and Cons

Pros:

• Smooth, powerful acceleration
• Competitive range and efficiency
• Refined, comfortable ride
• Standard quattro AWD
• Fast 270-kW DC charging

Cons:

• Glossy piano-black trim shows smudges
• Capacitive controls lack tactile feedback
• Price climbs quickly with options

Verdict

The 2027 Audi Q6 e-tron isn’t resting on its laurels, despite still being a very new car, and its tech is usefully improved for the new model year. It’s now an even better-rounded compact electric SUV with Audi’s signature blend of technology, refinement, handling, and all-weather Quattro composure. It’s tastefully styled, performs well, and offers a range of over 300 miles in all versions, with 270-kW charging possible and access to Tesla’s Supercharger network. 

The switch to the 456-hp Quattro powertrain came with a small price penalty, so it remains good value, with the mid-level Premium Plus being the sweet spot thanks to added features like a panoramic sunroof, B&O audio, and a surround-view camera. The Q6 e-tron remains an excellent choice if you’re looking for a premium compact without any notable weaknesses and a strong tech offering.

Competitors

• BMW iX3
• Volvo EX60
• Cadillac Optiq
• Mercedes-Benz GLC EV
• Genesis Electrified GV70
• Polestar 3

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Audi may be going through a bit of a tough time right now, but let's not forget that it's a pioneer in all-wheel drive technology. If it weren't for the Quattro - both the car and the system - all-wheel drive wouldn't be as democratized today.

The German automaker has fitted pretty much everything it makes with Quattro. Heck, even the versions from the '80s came with a center-locking diff, giving it some off-road capability limited only by ground clearance. Ironic, then, that Audi was late to the SUV game, only unveiling the Q7 in late 2005, many years after BMW, Mercedes, and Lexus had rolled out their first SUVs. Still, better late than never.

Quattro Squared

These days, Audi makes a crossover in every size, shape, and price bracket. The upcoming Q9 is a further expansion of that range, but the company is mulling the idea of something more, well, rugged.

Speaking to CarBuzz, Audi CEO Gernot Döllner floated the idea of an off-road vehicle. While the Q9 is expected to have some off-road capability, it's not exactly the kind of SUV one would take dune-busting or rock-crawling. It's not that its target market would actually take it to places more challenging than a curb.

Döllner told the publication that Audi is exploring its options in both sports cars and off-road vehicles. He also added that the company is "specifically listening to the US market in these directions." In other words, people who really want one and can actually buy one better start speaking up now.

What About Scout?

It's an interesting proposition from Audi, but it clashes with a brand the Volkswagen Group is trying to get off the ground. We are, of course, talking about Scout Motors. At the moment, it's already had its fair share of battles because of its direct-sales route, well before the first batch of models had even reached customers.

Building an Audi off-roader carries the risk of overlap with Scout Motors' products. At the same time, Audi doesn't have a body-on-frame platform to work with in the first place. It could utilize the frame used by the Scouts, but that just opens up even more internal in-fighting within the Volkswagen Group.

Hurdles and Challenges

With that in mind, Döllner did tell CarBuzz that Audi is 'not ready to commit to help from other brands' within the VW Group. Should the plan actually get going, it appears that Audi wants to take on the project on its own. It is, however, easier said than done.

Remember, Audi and Porsche have had to deepen their collaboration following a disastrous 2025 for both brands. The two will have to play nice and share more platforms and technologies moving forward to return to healthy profitability. If Audi really wants a G-Class rival, it has to help build a Porsche version to spread costs and hope that economies of scale work in its favor. At the same time, we have to ask ourselves if there's a place for a truck-based Porsche in the first place.

Still, the idea is there, and the CEO isn't closing the door on that possibility. Admittedly, it's a long shot, although Audi has a better chance of bringing back some sports cars, presumably with Quattro all-wheel drive.

Some of the most exclusive exotic cars are purely the stuff of big dreams. Stunning styling, loads of power and advanced technology are packed into cars with astronomical price tags to boot. However, making a car is an extremely difficult process regardless of the final asking price. In reality, manufacturers both big and small have to work with tight budgets and the conflicting visions of the engineering and accounting departments, while their final products have to adhere to stringent emissions and safety regulations.

In the end, real sacrifices have to be made in order for said cars to reach both motor show floors and customers’ garages. Sometimes, if not often, prestigious brands dive into the parts bins of mainstream manufacturers to keep costs down and cars on production schedule. For instance, the facelifted Lamborghini Diablo used the headlights from a Nissan, the McLaren F1 used VW Corrado mirrors and taillights from a bus, while the Honda Odyssey shares parts from the Acura NSX. While this makes for some interesting easter eggs between pedestrian commuter cars and 200-mph monsters, sometimes these decisions involve more than just bits and bobs; with supercars sharing powertrains with more innocuous vehicles. 

Engineering is a small world. Over the course of decades, corporate alliances, platform sharing, and badge-engineering have quietly concocted some of the most unlikely creations in the automotive universe. In the end, a handful of truly extraordinary machines share a bloodline with the kind of car your neighbor might drive to the grocery store. Here are five of the best.

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Mercedes-Benz G63 AMG & Aston Martin Vantage

As a total package, the AMG-tuned G-Wagen is probably one of the most absurd vehicles money can buy. Built on the base of a boxy, nearly half-century-old off-road truck with military roots, the near-$200,000 G63 AMG is a coveted status symbol that can be found at valet parking stands and in the driveways of every suburb in America. On the other hand, the Aston Martin Vantage is a sleek British sports car that echoes the spirit and soul of James Bond — a menacing machine meant to tear up both the racetrack and the less-traveled B-roads.

However, these two vehicles share Affalterbach’s M177 twin-turbo 4.0-liter V8; an engine so good that Aston Martin essentially licensed it wholesale from Stuttgart when developing the current-generation Vantage. In the current G63, it makes 577 horsepower, and is also connected to a 48V mild-hybrid system providing 20 more horsepower and 148 lb-ft of torque, but it is a different beast in the Aston. The most recent edition of the Aston Martin Vantage V8’s biturbo AMG V8 got a boost in power; up from 577 in the G63 to 656 horsepower. Both engines feature AMG’s signature flat-plane crank that produces an impressive raw sound, but while the motor is connected to a nine-speed automatic box in the G63, the Vantage gets an eight-speed automatic with a shorter final drive for faster acceleration and a top speed of more than 200 mph.

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Ford Crown Victoria & Koenigsegg CC8S

This sounds like a joke, but it technically isn’t. The Ford Crown Victoria was the car of choice for police forces, taxi fleets, and probably your grandpa or meemaw for the better part of three decades. It was big, it was comfortable, it was utterly inoffensive, and it was powered by Ford’s venerable 4.6-liter modular V8 — a dependable, workmanlike engine that asked nothing of you and gave you exactly what you needed. It was the automotive equivalent of a plain white t-shirt.

On the other hand, the Koenigsegg CC8S was the legendary Swedish brand’s first production hypercar. Christian von Koenigsegg’s creation made waves when it debuted at the 2000 Paris Auto Show, as no one had seen anything like it. The “eight” in CC8S is derived from the fact that it took eight years to develop, and in that time, they created a 655-horsepower carbon fiber monster. 

The CC8S’s chassis, suspension and brakes were of an in-house design, but its motor was a heavily modified version of that same Ford Modular V8. Koenigsegg bored the displacement out to 4.7 liters, rebuilt nearly every internal component from the crank up and threw two superchargers on it. With Koenigsegg’s mods, the police cruiser’s engine powered something that could embarrass Lamborghinis. 

Koenigssegg made just six CC8Ss, but its successor; the 14-unit CCR, would go on to claim a production car speed record in Feburary 2005. In practice, it’s the most extreme example of starting with humble ingredients and creating something extraordinary. In a nutshell, it’s the automotive equivalent of a Michelin-starred chef making a gourmet dish out of ingredients from Walmart.

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Renault Espace & Nissan 350Z

In 1999, Renault and Nissan forged an alliance to save the Japanese automaker from a fatal blow. Led by the now-infamous Carlos Ghosn, the French automaker implemented a serious of changes that would make Nissan profitable and much financially stable. However, part of the recovery effort included implementing parts-sharing practices between the French and Japanese, which resulted in a European minivan sharing its engine with one of the era’s most iconic Japanese sports cars.

If you were a teenager, or played Need for Speed Underground or Forza back in the early 2000s, the Nissan 350Z needs little to no introduction. It was the cover car for these cult games and the car that’d grace bedroom posters and magazine covers. Underneath its distinctly styled body was an engine that gained a cult following among car enthusiasts of all stripes. The 3.5-liter VQ35DE V6 made anywhere from 287 to 300 horsepower in stock form, though it became a blank canvas for power-obsessed tuners both in Japan and the world over.

However, around the same time the 350Z hit the market, Renault introduced the Espace IV, the fourth iteration of its MPV. By then, previous iterations had become a common sight on school runs, grocery store parking lots and motorways across Europe, though its optional 3.5-liter V6 would come from a surprising source. Rebadged as the V4Y under the Renault banner, Nissan’s VQ35DE in detuned form served family duty in the Espace from 2002 to 2015. Making a modest 238 horsepower in a much bigger minivan body, the Espace was never going to be on a poster. But, it’s cool to know that a seven-seat family hauler has the same engine that has become a soundtrack for a generation of young enthusiasts.

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BMW i8 & Mini Cooper

The BMW i8 is one of those cars that, even today, still makes you stop and stare. Launched in 2014, it looked like something that had rolled off the set of Mission Impossible than a BMW dealer. It was much cooler than any other Bavarian motor at the time; even your friend’s 3-Series. It had butterfly doors that went up, a swooping, sculpted body, which looks so futuristic, it still looks ahead of its time more than a decade later. It was BMW’s vision of a sustainable supercar; a plug-in hybrid that combined a rear-mounted electric motor with a mid-mounted combustion engine to produce 369 combined horsepower and a 0-60 time of around 4.2 seconds.

The combustion engine they used wasn’t some powerful, or exotic unit like the ougoing E90 M3’s V8, or even the then-new F80 M3’s S55 turbo inline-six. For the sake of efficiency over outright power, BMW put in the B38 in the i8, a 1.5-liter turbocharged inline-three cylinder that made 228 horsepower in the i8. According to the EPA, this combination made for a combined gas and electric fuel economy of 76 MPGe and 28 miles per gallon on just the gas engine alone; impressive figures for an exotic-looking sports car. 

However, many enthusiasts felt that such an engine doesn’t make sense in such a stunning vehicle. In a slightly different state of tune, that very same B38 could be found under the hood of the base-model Mini Cooper, where it made just 134 horsepower. The difference could not be more dramatic. In the Mini Cooper, the B38 powers a cheerful, efficient little city car. Meanwhile, in the i8, it’s part of a hybrid powertrain in one of the most visually striking cars of the 21st century. 

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Audi S6 & Lamborghini Gallardo

For most of the 2000s, the entry point to Lamborghini ownership was the Gallardo, a two-seater that eventually became the brand’s bestseller at the time, with 14,022 built throughout its production run. Despite it being the “baby Lambo,” it came with an engine that wasn’t juvenile by any measure; a naturally aspirated five-liter V10 with an 8,000 RPM redline, that made up to 552 horsepower in later iterations. It was the kind of engine that didn’t just make noise, it made a sharp, high-revving, spine-tingling statement that screamed and shouted from three city blocks away.

On the other hand, the Audi S6, is a very fast executive saloon that your accountant might drive. But unbeknownst to outsiders, the C6-generation S6 of the mid-2000s carried an exciting little secret; a 5.2-liter V10. Audi and Lamborghini are both members of the Volkswagen Group, and the V10 that powered the S6 shared its fundamental architecture with the Gallardo’s. Although C6-generation S6 owners would be quick to brag that they have a Lamborghini engine under the hood of their “grown-up” sedan, the two V10s are not exactly same-same.  

The 5.2-liter V10 in the S6 has different camshafts, cylinder block and pistons than the one in the Gallardo, as well as a new crankshaft to provide longer stroke and wider bore for additional low end torque. All in all, this made 429 horsepower and 398 lb-ft of torque, which gave the hefty sedan a 0-60 mph of 5.2 seconds and an electronically limited top speed of 155 mph. 

Don’t Sweat The Engineering

If there is any lesson we could learn from all this, it is that exotic cars aren’t somehow less special because they borrowed their engines from more ordinary machines. If anything, it’s the opposite; it’s a reminder that an engine is just a starting point, and what engineers, tuners, and manufacturers do with that starting point is where the real story lives. 

Whether it be Koenigsegg building their own V8 as a derivative of the Ford V8 in one of America’s most well-known cop cars, or Audi sharing a Lamborghini V10 design for its fast executive sedan; the result is the same. Automakers and sports car firms save money and mindpower and buyers get an interesting piece of lore to share with curious friends, family and the next guy at Cars and Coffee. What you make of it is up to you. 

Alfa Romeo isn’t completely done for

Italian automakers create some of the industry’s most breathtaking designs, for better or worse, and Alfa Romeo is no exception. Their distinctive styling evokes an emotional response for some drivers. While stylish in their own right, the German brands tend to stick to more clinical, impersonal designs.

Several Alfa Romeo models, like the Giulia Quadrifoglio, have served as an alternative to mainstream performance cars in the past and became fast favorites of enthusiasts. The Italian automaker also emphasizes a refined steering feel and high levels of driver engagement that result in sporty handling across the range. Not only that, but Alfa Romeo models tend to be competitively priced compared to their German rivals. 

German brands have distinct advantages

While Alfa Romeo may have some advantages, the German brands are still dominant. BMW, Audi, and Mercedes-Benz each have more than 300 active dealerships in the United States. While it's a smaller-volume luxury brand, Porsche still maintains over 200 dealerships. Alfa Romeo, on the other hand, has less than 100 active dealerships in the United States.

Thanks to their established brand reputations, German vehicles tend to maintain their value over time. Not only that, but almost every model year brings consistent updates across the range. Alfa Romeo lacks a strong reputation in the United States, likely due to its weak dealership presence. Due to their steep depreciation curve, Alfa Romeo models can be a bargain on the used market, although there are some exceptions for the more collectible models. The Italian automaker often skips annual updates, leaving some models feeling a little stale.

There’s a staggering difference between the German luxury brands and Alfa Romeo when it comes to vehicle offerings in the United States. While BMW, Audi, and Mercedes-Benz maintain a full range of vehicles that include sedans, crossovers, SUVs, EVs, and hybrids, Alfa Romeo’s current United States lineup consists of just three vehicles, the Tonale, Giulia, and Stelvio. While the Tonale is a new offering for the 2026 model year, the next-gen Giulia and Stelvio aren’t expected to arrive until late 2027 or early 2028.

Perception is powerful

No matter what way you cut it, consumer perception of brands can last a lifetime. While these stereotypes exist for a reason, they may not always be true. In the United States, Alfa Romeo has a reputation for poor reliability, likely due to electrical problems and expensive repairs being commonplace in older models. Newer models, specifically 2020 and onward, aren’t as prone to the same problems and are generally fairly reliable, although they do have more problems than Japanese luxury brands.

Much like the German luxury brands, Alfa Romeo vehicles require more maintenance than the average mainstream car. Even so, consumers don’t hold the same perception about German brands. Part of that view is a result of the marketing by each individual automaker. Whereas BMW, Audi, and Mercedes-Benz spend heavily on branding in order to set themselves on a prestigious pedestal, Alfa Romeo has far less visibility. The Italian brand’s advertising is rare, and a lack of dealerships, which double as billboards in a sense, doesn’t help the matter.

There’s something to be said for exclusivity, but at a certain point, it becomes a drawback rather than a point of pride. While BMW sold more than 388,000 vehicles in the United States last year, you don’t see them literally everywhere like you do more mainstream brands. Rather, you see them just enough to make the brand a household name. Alfa Romeo sold less than a 1,000 vehicles in 2025, a volume that doesn’t move the needle for most consumers when it comes to brand recognition.

Success isn’t out of reach

Alfa Romeo has a few options that could pave the way to success in the United States, but each one requires major capital investment and time. It could lean into becoming a performance-luxury brand similar to the upper-end performance models offered by Audi and BMW. Alternatively, the Italian luxury brand could go a step further by becoming a lower-volume performance marque similar to Porsche.

No matter what way you cut it, there’s no shortcut for Alfa Romeo to take in the United States. In order to compete with established German brands, the Italian automaker will need to invest heavily in all aspects of its presence, from dealerships to marketing to product line. In its current state, Alfa Romeo doesn’t stand a chance against German rivals like BMW, Audi, and Mercedes-Benz, but that doesn’t mean they can’t turn things around.

Power and speed

BMW's 3.0-liter turbocharged inline-six with 48V mild hybrid assistance produces 393 hp and 428 lb.ft through an eight-speed automatic. It hits 60 in 4.4 seconds. On paper, that puts it last in this comparison. In practice, nobody cares because the B58 inline-six is one of the finest engines in production. Power arrives with the kind of creamy, linear urgency that makes you forget turbochargers are even involved. It sounds good at idle, better at 4,000 rpm, and extraordinary at redline. If engines had personalities, the B58 would be the one everyone wants to sit next to at dinner.

Audi's SQ5 runs a 3.0-liter turbocharged V6 with mild hybrid, producing 349 hp and roughly 369 lb-ft through a seven-speed dual-clutch transmission. It is the least powerful of the three by a meaningful margin, and the DCT can feel unsettled at parking-lot speeds, hunting for gears like a graduate student hunting for purpose.

The Mercedes-AMG GLC 43 wins the horsepower war outright with 416 hp from a 2.0-liter turbocharged four-cylinder and mild hybrid assistance, hitting 60 in roughly 4.0 seconds. Yes, 416 hp from a four-cylinder. That is either a triumph of engineering or a cry for help from a piston, depending on your philosophy. It is genuinely fast, but the power delivery lacks the mechanical depth that the BMW's six and even the Audi's V6 provide. Speed and soul are not the same thing.

Driving experience

Behind the wheel, the X3 M50 is the clear winner. Adaptive M Suspension, Variable Sport Steering, and a chassis tuned with genuine enthusiasm rather than just competence make it feel like a sport sedan that grew an extra 6 inches of ground clearance. Body roll is minimal. Turn-in is sharp. The steering communicates what the front tires are doing without requiring a translator. For a vehicle that weighs north of 4,200 pounds and sits in the school pick-up line every afternoon, it has no business being this engaging through corners. And yet.

The SQ5 rides with more compliance, which some will prefer as refinement and others will interpret as disinterest. It is comfortable and composed, but does not reward the driver who takes the longer route home.

The GLC 43 splits the difference with AMG-tuned adaptive dampers that sharpen in Sport+ mode, though the nine-speed automatic is not as crisp as the BMW's eight-speed, and the steering feels vague compared to both Germans on either side of it. If your priority is comfort, the Audi wins. If your priority is cornering, the BMW wins. If your priority is the number on the spec sheet, the Mercedes wins. Only one of those priorities involves actually driving the car.

So, which one is actually fast?

Spec sheets lie. Or at least they omit the parts that matter when three SUVs line up next to each other at a red light and all three drivers are pretending they are not about to do exactly what everyone knows they are about to do. In real-world drag testing, the GLC 43 launches hardest thanks to its aggressive AMG Speedshift calibration and the instant shove of 416 hp through a nine-speed that, whatever its faults at low speed, hooks violently off the line.

It clears 60 first and holds a slim lead through the quarter mile. The X3 M50 is a half-step behind, its eight-speed shifting more deliberate, and its power curve builds with an elegance the Mercedes trades for aggression. The SQ5 brings up the rear, and its dual-clutch hesitation off the mark costs it lengths it never recovers. If the traffic light is your racetrack, the AMG wins.

Roll the clock forward to a highway on-ramp or a rolling start from 50 mph, and the order reshuffles. The BMW's inline-six has a broader, more usable powerband that pulls harder in the mid-range, where real-world overtaking actually happens. The AMG's four-cylinder runs out of breath sooner than the six-cylinder cars, and the turbo needs a beat to re-spool after partial throttle. Braking tells a similar story: the X3 M50's M Sport brakes haul it down from 70 mph in fewer feet than either rival, with better pedal feel and more confidence on repeated stops.

The fastest in a straight line from zero is the Mercedes. Fastest in the way that matters every day is the BMW. The Audi is fast enough to never embarrass you and slow enough to never thrill you, which is either a compliment or a verdict depending on your personality.

Pricing and warranty

Speed and power are not all that factors in when buying any of these SUVs. Insurance premiums, maintenance schedules, and the number on the window sticker all matter the moment the adrenaline wears off, and the monthly payment hits your bank account.

Audi enters cheapest at roughly $64,800. BMW sits in the middle at approximately $65,700 and includes three years of complimentary maintenance, effectively saving $2,000 to $3,000 in service costs. Mercedes asks the most at roughly $72,900 and does not include free maintenance. All three carry 4-year/50,000-mile basic warranties. BMW's included maintenance makes it the best value proposition when total first-year ownership costs are considered, which is a sentence nobody expected to write about a BMW in 2026.

The bottom line

Buy the BMW if you care about how the car drives. Its inline-six is the best engine in this comparison by a margin wide enough to end arguments, and its chassis makes 4,200 pounds feel like a suggestion rather than a limitation. Buy the Audi if you care about how the car feels when you are not driving. Its interior is the most refined, its ride the most comfortable, and its price the lowest. Buy the Mercedes if you want the biggest number on the spec sheet and do not mind that a four-cylinder is the one providing it. All three are excellent performance SUVs. One of them also happens to be an excellent car.

Audi was relatively late in the compact luxury crossover game, but it came well prepared with the launch of the Q5 in 2008. Aimed squarely at the BMW X3 and Mercedes-Benz GLK (later GLC), the Q5 has been Ingolstadt's best-selling product for over a decade. It took the sales crown from the A4 in 2015, and hasn't looked back since.

The Q5 was comprehensively redesigned in 2024 for the 2025 model year and rides on Audi's new Premium Platform Combustion chassis. Bigger and packed with more tech, the company aims to replicate the success of the previous generations with this latest generation. Even though it's still fresh off a full model change, the Q5 already sees several key changes for 2026.

2026 Audi Q5 Lease Deals for May

This month's lease deal for the Audi Q5 is just for one trim. It's specific to the mid-level Premium Plus trim, although the good news is it's for the 2026 model. This month, Audi's best-selling model in the land can be leased for $659 for 36 months with $5,753 due at signing.

Do note that the due-at-signing price varies by state, so it's best to contact your nearest Audi dealer. We did, however, notice that most retain the monthly payment of $659, which is unchanged from the previous month. For the Q5, it's $0.25 per mile in excess of 32,500 miles. This offer is valid until June 2, 2026.

2026 Audi Q5 Highlights

The 2026 Audi Q5 is available in three trims, namely Premium, Premium Plus, and Prestige. Base prices range from $52,800 all the way to $60,700, although there is also the SQ5 that starts at $65,400. Each trim adds in more equipment, although various option packages are available for all models.

New for 2026 is the return of more physical controls on the steering wheel. The infotainment system also benefits from an update, now with a simpler and easier-to-use interface. Its voice command system was also given enhancements, and Audi Signature Care scheduled maintenance is included to entice more customers towards the new Q5. As for standard equipment, it comes with Quattro all-wheel drive, a basic set of advanced driver assists, front seat heaters, tri-zone automatic climate control, and wireless Apple CarPlay and Android Auto.

All are powered by a 2.0-liter turbocharged engine that produces 268 hp and 295 lb-ft of torque. However, those who'd prefer more power and cylinders from their Q5 will have to go for the SQ5, with its 3.0-liter turbo V6 producing 362 hp and 406 lb-ft. An RS Q5 model is also in the pipeline.

Final Thoughts

The redesigned Q5 continues to build on the strengths of its previous generations by offering more space and technology. But what this new model nails down is the ride-and-handling balance, making it by far the best Q5 yet from behind the wheel. With three trims to choose from, there's also greater variety than its peers, and the available packages further enhance this crossover. Before heading straight to the BMW or Mercedes-Benz showroom, it's worth swinging by Audi to check out this crossover.

Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle.

The 2026 Audi Q7 Lease Deal

This is an estimated lease, not an official Audi national program, so actual terms will vary by location and credit profile. The vehicle is a 2026 Q7 Premium Plus with quattro AWD, powered by a 2.0-liter turbocharged four-cylinder with mild-hybrid assist, producing 261 horsepower through an eight-speed automatic. MSRP is $72,855. The estimated monthly payment is $978 for 36 months. Due at signing is $2,819, covering the first month's payment and applicable fees.

No security deposit is required. The mileage allowance is 12,000 miles per year. Taxes, title, registration, and government fees are excluded. The total cost to the lessee over the full term is approximately $38,080. The estimate is based on programs valid through June 2, 2026, and requires credit approval. Audi is currently offering $5,000 in customer cash available to all buyers on the 2026 Q7, which expires June 2. This bonus cannot be combined with discounted Audi Financial Services special lease or Wells Fargo special APR programs, so it's worth running the numbers both ways with your dealer to see which path saves you more.

What You're Getting

The Premium Plus is the mid-tier Q7 trim, and this particular build stacks several packages that push it well above the base configuration. The Black Optic Package adds anthracite Audi rings, dark chrome exhaust tips, black exterior trim, black door blades, black roof rails, black window surrounds, and 20-inch all-season run-flat tires for a blacked-out aesthetic. The Executive Package brings four-zone automatic climate control, dual-pane acoustic side glass, heated rear seats, and rear door sunshades. The Premium Plus Package itself adds a Bang & Olufsen premium 3D sound system, heated steering wheel, LED interior lighting, illuminated door sills, a top-view camera system with virtual 360-degree view, and four-way power lumbar for the passenger seat.

Under the hood, the 2.0-liter turbo four with mild-hybrid assist delivers 261 horsepower and 22 combined MPG. The Q7 seats seven across three rows and offers 4,400 pounds of towing capacity. Audi backs it with a 4-year/50,000-mile basic warranty, 3 years of complimentary scheduled maintenance, and a 12-year/unlimited-mile rust warranty.

The Bottom Line

This lease suits the family buyer who wants a three-row luxury SUV loaded with premium equipment at a monthly payment that stays under four figures. The $2,819 at signing is one of the lowest upfront commitments available on a luxury three-row this month, and the 12,000-mile annual allowance is generous enough for most suburban families. The $5,000 customer cash from Audi is a meaningful incentive, but be sure to review the stacking restrictions before you sign. If you need seven seats, quattro AWD, and a cabin that genuinely feels premium, the Q7 Premium Plus at this estimated payment is a deal worth pursuing before June 2.

One of the latest shifts in the car industry is that some automakers are bringing back combustion powertrains, with Ram reviving the 1500 TRX and its Hemi V8. However, market preferences still vary, with the U.S. remaining more receptive to combustion-powered performance vehicles than some other regions.

That raises the question of whether the production version of the Audi Concept C, seen as the spiritual successor to the TT, could get a combustion powertrain to cater to American buyers. After all, it is related to the planned all-electric Porsche 718, which is reportedly being re-engineered to accommodate a combustion engine. Thanks to CarBuzz, which asked Audi CEO Gernot Döllner directly about the matter, the Concept C’s direction is now clearer.

Audi Draws The Line

Audi’s boss confirmed the Concept C will stick to its original plan as an all-electric sports car. He told the publication, “Asking for that specific model, it will definitely be battery-electric only. We are not thinking about flexibility [for that model] because the global volume we are planning for [it] is quite small.”

The confirmation may be underwhelming for enthusiasts and longtime Audi fans, especially since the German marque has not offered a dedicated combustion-powered sports car like the R8 since its discontinuation in 2024. Yes, RS-badged models still deliver serious performance, but the automaker currently lacks the kind of dedicated sports car once represented by the TT and R8. The Concept C – expected to start production in 2027 – seemed poised to fill that gap, but as Döllner stated, the production version will run exclusively on electricity.

Batteries Carry The TT Legacy

Despite ruling out a combustion alternative, Döllner anticipated stronger demand for the new all-electric sports car in certain parts of the U.S., particularly on the East and West coasts. Those regions generally support EV adoption more than others, with California even facing a federal lawsuit over its zero-emission vehicle rules, including its push to phase out new gas-powered car sales by 2035.

Given recent developments, Audi appears to be prioritizing profitable segments over enthusiast-focused projects, which do not always deliver the strongest financial returns. That approach is even clearer as the automaker continues to face U.S. tariff pressure on imported vehicles. Its latest move is the planned launch of the Q9, an all-new flagship three-row SUV that will debut in the U.S. before reaching other markets.

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The old adage of 'there's no replacement for displacement' is becoming more and more difficult to apply these days. Downsized turbos have become commonplace, effectively replacing displacement, and the same could be said about hybridization. V12s are on thin ice, and V8s, while not (yet) endangered, are a threatened species.

At least there are conservation efforts to keep V8s around for longer. For starters, cars that were previously offered with 12 cylinders are going for V8s. America is also doing its part. Some automakers have been vocal about keeping it alive for longer, such as Mercedes-Benz. Now, even Audi says its eight cylinders aren't going anywhere.

Audi CEO: "I'm a Big Fan of V8"

That's what Audi CEO Gernot Döllner told The Drive right before the launch of the RS5 earlier this month. Okay, this doesn't mean that Audi will start shoving V8s in everything it makes (admittedly a fun idea), but given that its CEO would like to have V8 power in the company's roster is a good sign.

Döllner added, "It's a perfect fit to the full-size SUVs, and whenever package-wise possible, there's no restriction to have an engine like that." It's the second half of that sentence that's caught everyone's attention, as it shows that the company isn't limiting its applications.

What Models Could Have it?

The bigger the vehicle, the less it is strangled by emissions regulations. With that in mind, the upcoming Q9 is the perfect candidate for V8 power. While we're certain it'll come with Audi's now-familiar 3.0-liter V6 turbo, the large crossover's size should make it easy to accommodate a V8 under its hood. Having trademarked the name SQ9, that engine might make its way to the performance version of the model should the company decide to build it.

Another obvious candidate is the next-generation RS6. This one could have some electrification thrown in to keep it compliant with tough EU regulations. Again, given its size, it's not subject to the even tighter rules that the smaller RS5 has to follow, giving the RS6 more leeway with the cylinder count. Besides, it sounds blasphemous to have a six-cylinder RS6, literally and figuratively. Admittedly, though, we miss the days of non-sporting Audi A6s being available with V8 power.

We might still see the next-generation Q7 with a V8 option, too. While it won't be as large as the Q9, the model can fit a V8 under its hood, as shown by the last two generations. Like before, it'll likely be reserved for the SQ7.

Hope for a New Flagship Sedan?

As nice as this bit of news is, we can't help but wonder if a V8 will make it to other non-SUV models. Audi did say it's not completely closing the door on a flagship sedan, but it might take some time before we see another generation. Before its gradual discontinuation, the A8 was offered with a twin-turbo V8 found in either the 60 TFSI or S8.

In the meantime, the Q9 will serve as a stand-in for the A8 as Audi's flagship luxury vehicle. It's still unknown how long the current model will hang on before it's eventually retired, but hopefully, we'll see another large V8-powered sedan with four rings on the grille in the future.

Audi CEO Gives More Hints That a New R8 Is Coming

According to The Drive, the Audi boss said, "It's a great V8 engine in the Temerario. 10,000 rev, really outstanding engine." This response to a question about a new R8 was not confirmation thereof, but it strongly suggested that such a thing is likely. After a pause, he went on to talk up the continued benefit of being part of the Volkswagen Group, under the same corporate umbrella as Lamborghini, and he pointed out that even when Audi shares parts with other VW Group brands, it creates its own thing. "The C Sport [Audi's internal name for the production version of the Concept C] is an example that we build a car with character based on a Porsche platform," said Döllner. "And the result is a clear Audi, and that's our approach to have our customers in mind and come up with the right solutions."

Related: Audi’s Plug-In Hybrid R8 Supercar Could Look Like This

In other words, if Audi does leverage the Temerario's technology for a new R8, it won't be a restyled Lamborghini. Döllner reportedly ended the discussion by laughing and saying, "Good idea." According to The Drive, this wasn't the sort of embarrassed laugh that comes when an exec wants the questions to stop, and it wasn't the sort of shy laugh that happens when the person being quizzed is presented with an idea they haven't yet considered. And it's not the first time that the possibility of an R8 revival has looked real.

Plenty of Clues to Suggest a New R8 Is Already In Development

While the production version of the Concept C/C Sport will sit between the discontinued TT and R8, replacing neither of them, its design would surely inform a new R8, and according to an Autocar report from roughly a year ago, a new R8 will appear in late 2027. More recently, Audi Sport Managing Director Rolf Michl revealed that Audi is weighing the business case of a new R8, saying that it needs to be profitable and thus indicating that Audi has already discussed the prospect behind closed doors. He may also have been preparing us for a scary price, albeit one that will almost certainly be below the $300,000 (before options) of the Temerario.

Whatever it costs, and even without V10 power, a new Audi supercar arriving next year would be cause to rejoice. And since the Temerario's powertrain is designed to last at least two life cycles, a 2027 release wouldn't mean a shortened production run. The evidence of a new R8 being a real possibility seems to be mounting, and it's likely only a matter of time before Audi confirms what appears to be an open secret: Ingolstadt wants a new supercar, it just needs to build anticipation to the right level so it sells well.

A report from Autocar shows that Cupra, one of the brands under Volkswagen Group, is planning to enter the premium compact crossover segment with the Tindaya. That is the same space where models like the BMW iX3 and Volvo EX60 compete, a category that typically serves as a major volume driver for automakers.

Cupra has plans to enter the U.S. market, though that has reportedly been delayed. Even if the Tindaya itself is not confirmed for America, its expected use of Volkswagen Group’s new Scalable Systems Platform, or SSP, could still indirectly influence future Volkswagen, Audi, and Porsche EVs built on the same architecture. It will be interesting to see Cupra’s take on the platform, especially since SSP has also been delayed as Volkswagen works to refine it to ensure its next-gen models are more competitive, though it may have contributed to the group falling behind in the EV race.

The Platform Meant To Power VW’s Next Era

Audi will be the first Volkswagen Group brand to use SSP, though the debut model remains unclear. Porsche is next in line, with Cupra eventually benefiting from the architecture. The Tindaya could use a fully electric powertrain instead of the 489-horsepower range-extender setup seen in the concept, though the platform has reportedly been engineered to accommodate powertrains with a combustion element as demand shifts.

If Cupra retained a range-extender setup, the Tindaya could be a good fit for the U.S. market, as this type of powertrain can help reduce anxiety during long interstate trips, where EV infrastructure may still be lacking. That could explain why brands like Ram and Ford are shifting some of their all-electric truck programs toward EREVs instead.

Flexibility Is The New Strategy

If there is one thing the EV market has taught automakers, it is that doubling down on an entirely new powertrain can be risky, with Porsche taking a $3.5 billion EV-related hit last year. As such, the report stated that Cupra wants to stay flexible, with Seat-Cupra CEO Markus Haupt saying:

“But which powertrains will we have in the end? It’s a decision we have not taken now, and we want to stay flexible as long as possible, because when the car hits the streets, we need to ensure that it has the right powertrains for our markets, for our customers.”

Despite targeting the BMW iX3 with the Tindaya, Cupra says it plans to retain its sporty ethos rather than go mainstream. That could make the Tindaya one of Volkswagen Group’s more aggressive-looking electrified crossovers yet, with the model forming part of the company’s push for a 3% global market share by 2030.

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2026 Updates: A New Q3 Enters The Fray

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To answer those, let's back up a hair and go over what's new. The Q3 has the requisite new looks, including an updated grille and fresh lighting elements incorporated into the grille to make them look a bit like intakes. The body also gets more noticeable fender flares and an updated rear end. The big news, though, is on the inside, where Audi has fitted a new control system to the Q3's wheel, which seeks to do away with the traditional stalks and buttons in favor of slightly different stalks and buttons. It looks nice, at least. A new Android-based infotainment system also makes an appearance, with larger displays and improved performance.

How Much Will All This New Q3 Cost?

To say the Q3 lineup has been simplified is an understatement. Just one trim is available for 2026: a Q3 S Line Quattro. The rest is handled by à la carte options, which our test car has plenty of. The Q3 starts at $43,700, but ours totaled nearly $10k more, at $51,790 with options and destination charges. Some important ones are a $1,250 Driver Assistance package, which assists the driver with adaptive cruise control, parking assistance, a top-view camera, and a heated steering wheel. The Infotainment Package, $1,000, also adds a nice SONOS sound system and USB-C ports. The rest is largely unnecessary or cosmetic.

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What's Under The Hood?

The Q3's powertrain sees some tweaks for 2026. The turbocharged 2.0-liter four-cylinder now makes 255 horsepower and 273 pound-feet of torque to all four wheels via a seven-speed dual-clutch automatic transmission. The Q3's added grunt is enough to help it feel much more spritely.

It's sort of like driving a big GTI (which it basically is). The Q3's DCT feels quick to shift up through the gears, and the car feels light on its feet and plenty nimble. The interior also feels a bit quieter during normal driving, too. Regardless, the powertrain adds a little fun to the SUV equation and helps lend some credibility to the Q3's muscular new looks. We imagine an eventual SQ3 could be a genuinely fun sporty SUV. For now, the 5.3-second run to 60 mph is enough. "Adequate" might also describe the Q3's 25 MPG combined, no doubt hampered by the SUV's all-wheel drive system.

Reinventing The Wheel

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The big fuss for 2026 is the new stalk system, which largely unnecessarily reinvents the wheel. There was nothing wrong with the traditional turn signal and cruise control stalks in the old Q3. These are... an addition. The new controls take a bit of learning - not having a wiper arm is strange, but enough cars have moved to the column-mounted shifter that this feels natural enough.

Still, some ergonomic issues did emerge. For one, the new design is shorter than your usual turn signal stalks. I think the idea here is that you can manipulate all of the controls without your hands leaving the wheel, which does largely work. However, sometimes your hands are a bit off, and you'll find yourself looking for a turn signal stalk that seems to have disappeared. Then, you'll compensate and inevitably hit the wrong control.

On a few occasions, I went to turn on the turn signal and ended up scrolling the new wheel-based wiper controls, cranking the windshield wipers to "Fend Off A Deluge" mode. Did any of this need to be redone? No. Does it look nice? Sure, I guess. Did it fundamentally change how I interact with the car in a positive, beneficial, or otherwise meaningful way? No. Will anyone care? Probably not. They're just buttons.

Conclusion: An Improvement On An Old Favorite

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The Q3 isn't a huge departure from the old one. Much of its interior feels familiar and friendly. The seats have that slight bit of bolstering to them that reminds you Audi also makes fast cars. The leather feels nice and slick and matte and pretty and new. The tech is great. The Q3's not an SUV that needed a major revival to fix some past sins. Instead, it's an SUV that benefited from some slight revisions and a few new items. Sure, the turn signal thing is a bit gimmicky, but fundamentally, all the buttons still do the same stuff, and I imagine the learning curve flattens pretty quickly. At its core, the Q3 is still the same solid, well-balanced compact that previous generations were. Audi will sell every one it can build.

This puts it slightly above BMW’s 49.9% depreciation figure and just under Mercedes’ 46.2%. So, it slots in-between its two main rivals, but there is a fair amount of deviation between the best and worst performing Audi models. The sedans and large SUVs tend to fare the worst while some of Audi’s sportier models and smaller SUVs have performed better than average.

So, to see just how they stack up, we picked a selection of different models to see how each fared after five years of ownership.

5. Audi Q7

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• 5-Year Depreciation: 57%
• 5-Year Resale Value: $28,279

The Q7 experiences the steepest decline on this list, losing more than half of its initial value within five years. This is not uncommon for large luxury three-row SUVs, where high initial MSRPs and the looming specter of high maintenance costs once the warranty wears off often scare off second-hand buyers.

The good news is that while maintenance costs may be higher as vehicles get older, a depreciation figure of 57% makes the Q7 a great used deal as long as you find one with a solid service history.

4. Audi Q5

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• 5-Year Depreciation: 54%
• 5-Year Resale Value: $24,657

Audi’s most popular SUV does a little better than its bigger brother, but because there are plenty to choose from, it’s a buyer’s market. It offers a lot of car for the money, though, but bear in mind that its Consumer Reports predicted reliability score of just 40/100 means that it may be more costly to maintain than some of its rivals.

Still, the Q5 isn’t popular without reason, and a well-maintained example could be a good buy, especially at these prices.

3. Audi A6

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• 5-Year Depreciation: 49%
• 5-Year Resale Value: $31,960

Executive sedans like the A6 have always been some of the highest depreciating vehicles around. Yet this mid-sixed luxury sedan managed to outperform its more popular SUV stablemates, by retaining 51% of its value after five years. Interestingly, the A6 Allroad variant, which is a great al-rounder but not a great sales success, performed even better, retaining roughly 55% of its value.

This is likely to its niche appeal among wagon enthusiasts. For the standard A6 sedan, its strong tech suite and timeless styling help it stay relevant in a market increasingly dominated by SUVs.

2. Audi RS 5 Sportback

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• 5-Year Depreciation: 43%
• 5-Year Resale Value: $46,273

The RS 5 proves that performance sells. Despite a high initial MSRP, it has managed to retain 57% of its original value after five years, outperforming most of its more pedestrian siblings. This is common across several high-performance Audis, as low sales volumes and a keen enthusiasts community keep prices higher than you might expect. While the RS5 you see here was discontinued in 2024, its imminent replacement promises to be even more extreme.

The RS7 matches the RS5’s depreciation performance, while the RS6 is just 1% behind these two. With many new RS models now costing well over $100,000, there is a strong market for the used models, especially considering that their performance is still up there with some of the latest offerings from rival brands.

1. Audi Q3

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• 5-Year Depreciation: 38%
• 5-Year Resale Value: $24,816

Luxury compact SUVs are a popular category, and the Q3 proves just how much people are willing to pay for a premium driving experience at the lower end of the market. Having retained an impressive 62% of its value after five years, it is one of the best performing Audis, in terms of retained values.

Its success comes from its entry-level positioning, which makes it more affordable than Audi’s larger SUVs, and it has seen a big increase in sales over the past few years as cash-strapped buyers move away from pricier alternatives. Overall maintenance costs should also be lower due to fewer complex electronics and the lack of troublesome air-suspension systems.

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Overview

The 2026 Audi RS 6 Avant remains one of the most distinctive performance wagons sold in the United States. It is powered by a twin-turbocharged V8 and equipped with standard Quattro all-wheel drive, combining supercar acceleration with the practicality of a midsize luxury wagon.

While performance is the headline feature, the wagon body offers real everyday usability. Seating for five and substantial cargo capacity allow the RS 6 Avant to function as a family vehicle while delivering sports-car acceleration. The model sits near the top of Audi’s performance lineup and targets buyers seeking a luxury wagon that balances speed, technology, and daily practicality.

What's New for 2026

The 2026 RS 6 Avant Performance wagon continues largely unchanged following the performance upgrade introduced recently. That update increased output from 591 horsepower to 621 hp and reduced weight by removing sound insulation and offering lightweight forged wheels.

For the 2026 model year, the primary update is the addition of Audi Signature Care complimentary maintenance for three years/30,000 miles. The only other change is the addition of blue-painted brake calipers. RS-specific matte gray exterior trim remains standard, including roof rails, mirror housings, and lower body accents.

Exterior

The Audi RS 6 Avant uses the A6 platform but receives extensive design changes to emphasize its performance focus. Wider fenders significantly increase the body width compared to the standard A6, giving the wagon a more aggressive stance.

The fascia features Audi’s large Singleframe grille with RS-specific details and large air intakes. HD Matrix LED headlights with laser lighting are standard. Dual oval exhaust outlets and a prominent diffuser highlight the vehicle's performance orientation.

Standard 21-inch wheels fill the arches, while optional forged 22-inch wheels reduce unsprung mass and improve handling response. RS-tuned adaptive air suspension lowers the vehicle at speed to improve stability and aerodynamics.

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Interior

The RS 6 Avant blends luxury comfort with RS-specific performance touches. The dashboard centers around a dual-screen MMI interface with a 10.1-inch upper display and an 8.6-inch lower touchscreen used for climate and vehicle controls.

A 12.3-inch digital instrument cluster with RS graphics provides configurable performance information, while a head-up display is available. Audi equips the cabin with carbon-twill trim, heated and ventilated sports front seats, and four-zone automatic climate control.

Technology features include wireless Apple CarPlay and Android Auto, and a 1,820-watt Bang & Olufsen Advanced 3D sound system. The panoramic sunroof further enhances cabin airiness, but adds weight.

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Price Range and Best Value Trim

The 2026 Audi RS 6 Avant’s price starts at $130,700 before destination charges. The lineup consists of a single trim level.

Note: Because the vehicle is offered as a single configuration, the RS 6 Avant Performance is both the base and best value trim.

2026 Audi RS 6 Avant Key Specs

The Audi RS 6 Avant uses a longitudinal engine layout paired with Audi’s Quattro all-wheel-drive system. A sport rear differential actively distributes torque between the rear wheels to improve traction and cornering performance. RS-specific adaptive air suspension adjusts ride height and damping, depending on driving conditions.

Powertrain Options

Fuel Economy (MPG)

Compared with other high-performance wagons and super sedans, however, its efficiency is broadly similar.

Dimensions

Length: 196.7 in

Width: 76.8 in

Height: 58.6 in

Wheelbase: 115.3 in

Seats: 5

Cargo: 29.9/69.5 cu-ft

Curb weight: 4,982 lbs

Warranty

Audi’s brand-new complimentary maintenance offering is more limited than some luxury brands that include scheduled service programs.

Pros and Cons

Pros:

• Extremely powerful twin-turbo V8 performance
• Wagon body provides strong cargo capacity
• Standard Quattro all-wheel drive enhances traction
• High-quality interior materials and technology
• Strong acceleration for a midsize luxury vehicle

Cons:

• High purchase price before options
• Fuel economy lower than most luxury wagons
• Aging infotainment interface compared with newer Audi models
• Near-5,000-pound curb weight affects tight-corner agility

Verdict

The 2026 RS 6 Avant remains one of the most compelling performance wagons available. Its twin-turbocharged V8 delivers exceptional acceleration, while the wagon body provides the versatility expected from a luxury family vehicle.

The Audi RS 6 Avant stands out by combining practicality with high-performance engineering. Spacious cargo capacity, advanced technology, and Quattro all-wheel drive make it usable in everyday conditions.

Although the 2026 RS 6 Avant price places it firmly in the premium segment and fuel economy remains modest, the model continues to occupy a unique niche. Few vehicles blend supercar performance with the usability of a luxury wagon as effectively as the Audi RS 6 Avant.

Competitors

• Mercedes-AMG E 63 S Wagon
• BMW M5 Touring
• Porsche Panamera Sport Turismo
• Mercedes-AMG GT 63 S

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Overview

The 2026 Audi Q4 e-tron competes with cars such as the BMW iX3, Genesis GV60, and Volvo EX40 in the compact electric SUV class. It comes as single-motor RWD Q4 45 with 282 hp and 288 miles of range and dual-motor Q4 55 with Quattro AWD, 335 hp, and 258 miles of range. Both powertrains share the same 82-kWh battery of which 77 kWh is the usable capacity, and can be DC fast-charged at up to 175 kW. A coupe-styled Sportback is also offered with the 335-hp powertrain.

What's New for 2026

The 2026 Q4 e-tron range is restructured; the previous top Prestige trim has been dropped and some of its key extra features have been incorporated into the $2,500 Vision package, which is now availlable on the Q4 55 Premium Plus trims and contains Matrix-design LED headlights with washers, animated head- and taillights, and an AR head-up display. 

The Premium Plus also gains a surround-view camera system, Park Assist Plus, and a Sonos audio system, and a new Black Optic appearance package blacks out all the exterior trim and Audi badges. Like all other 2026 Audis, the Q4 e-tron also now gets as standard Audi Signature Care complimentary maintenance for 3 years / 30,000 miles.

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Exterior

The Q4 e-tron is based on the VW ID.4’s MEB platform, but its looks are all Audi, with a big closed-off Singleframe grille panel and S Line exterior styling on 55 models. All trims run on 19-inch wheels, which can be upgraded to various 20- or 21-inch options. All-LED exterior lighting is standard, but the Vision package upgrade 55 models to Matrix-design LED headlights and animated lighting signatures front and rear. Both bodies measure just over 180 inches long and 73.4 inches wide, but the 55 Sportback is 0.7 inches lower at 63.5 inches.

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Interior

Inside, the Q4 e-tron has a 10.25-inch Audi Digital Cockpit Plus gauge cluster, an 11.6-inch MMI touchscreen with wireless Android Auto and Apple CarPlay, navigation, and an 8-speaker audio system, heated front seats, a power driver’s seat, and leather upholstery. The 55 trims get 10-speaker Sonos audio, a garage-door opener, and a surround-view camera. An augmented-reality head-up display that projects navigation cues onto the road is available on 55 models. The trunk measures 24.8 cu-ft behind the rear seat and 53.1 cu-ft with it folded (figures for the Sportback are 26.1 and 54.4 cu-ft).

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Price Range and Best Value Trim

The 2026 Audi Q4 e-tron’s price breaches $50K this year for the 45 Premium, which is very well-equipped with leather upholstery, heated front seats, a power panoramic sunroof, and adaptive cruise control. It also has the full 288 miles of range.

2026 Audi Q4 e-tron Key Specs

Powertrain Options

All: 82 kWh battery, 175-kW DC fast charging (10-80% in ~28 min).

Efficiency (MPGe)

Dimensions

Warranty

Pros and Cons

Pros:

• 288-mile range on the base Q4 45 competitive for the class
• Quiet, refined ride quality befitting the Audi badge
• Panoramic sunroof and leather standard across all trims
• Available augmented reality head-up display is class-leading tech
• 53.1-cu-ft maximum cargo is generous for a compact EV

Cons:

• 175-kW DC fast charging is slower than newer competitors
• Range drops to 258 miles with the AWD Q4 55
• Infotainment has drawn complaints about software glitches
• Base price above $50K faces stiff competition from Tesla Model Y
• No performance variant to match rivals like the Model Y Performance

Verdict

The 2026 Audi Q4 e-tron compact luxury electric SUV prioritizes refinement over performance, with a composed ride, smooth power delivery, and an upscale cabin defining a distinctly Audi premium experience. The base trim is the pick, with adequate performance, the full 288-mile range, and features like leather upholstery, heated front seats, a power driver’s seat, and the full digital cockpit already included.

If you’re willing to shell out more, the 55 Premium Plus adds more power, AWD, Sonos audio, a surround-view camera, and more. The Q4 e-tron may not be an outright class leader, but it’s a premium SUV with a great blend of talents.

Competitors

• BMW iX3
• Mercedes-Benz GLC EV
• Cadillac Optiq
• Genesis GV60
• Volvo EX40l

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While buyers in Europe and other markets have enjoyed Audi’s sophisticated Matrix LED headlights for more than a decade—they debuted on the flagship Audi A8 back in 2013—U.S. buyers have been deprived of this feature because outdated federal regulations did not allow it.

That will end this year, as Audi has confirmed its adaptive driving beam (ADB) Digital Matrix LED headlights are coming to the U.S. on the 2027 Q9 and SQ9 three-row luxury SUVs. The new micro LED technology will be available when the new full-size SUVs arrive at U.S. dealers later this year.

Why Digital Matrix LED Headlights Matter

What’s the big fuss about Matrix LED headlights, you ask? The technology’s intelligent matrix functionality delivers superior lighting by precisely directing light where and when it’s needed for improved traffic safety.

Unlike conventional high beams that switch on or off as a single unit, Digital Matrix LED tech continuously shapes the light pattern in real time, keeping more usable light on the road while reducing glare for other road users.

Thanks to front-facing cameras, the system detects oncoming traffic and vehicles ahead, then selectively masks the light around them, maintaining maximum illumination in all other areas. This results in better nighttime visibility and less work for the driver, who is no longer require to toggle between high and low beams.

Up until 2022, U.S. Department of Transportation (D.O.T.) testing requirements differed from the standards used elsewhere, delaying widespread adoption of the matrix LED technology. While new federal rules adopted in 2022 created a pathway for the technology, manufacturers until now have struggled to meet the stringent federal regulations.

Audi's Tech Now Complies With U.S. DOT's New Regulations for Glare

With the introduction of the all-new 2027 Q9 SUV, Audi says its engineers have developed a system that meets U.S. DOT regulations for glare, “while simultaneously delivering the high performance of the adaptive systems already widely used in Europe for more than a decade.”

“Audi has always been a leader in lighting technologies. Audi pioneered the LED daytime running light signature now found on virtually all cars,” said Filip Brabec, SVP Product Planning at Audi of America.

“We are very excited to be able to offer Digital Matrix LED lighting functions to our U.S. customers for the first time. It’s a technology that will benefit all road users by providing better lighting and less glare for all.”

It's worth noting that Audi sold vehicles equipped with Matrix LED hardware in the U.S. before (like the 2021 e-tron), but the advanced adaptive functionality had to be disabled by the factory. The first automaker that offered adaptive Matrix LED headlights on U.S. roads was Rivian in 2024.

In addition to bringing digital matrix LED technology to the U.S., the all-new Audi Q9 model family will also bring several other advanced features which use light and technology in new ways to enhance visibility, elevate sophistication and boost personalization. Full details of these technologies will be announced at the 2027 Audi Q9’s world debut in July.

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Overview

The 2026 Audi RS Q8 Performance midsize SUV is the kind of machine that makes very little effort to advertise how absurdly quick it is. Underneath its sleek, coupe-like SUV shape sits a 4.0-liter twin-turbocharged V8 making 631 horsepower and 627 lb-ft of torque, sent to all four wheels through an eight-speed automatic. It takes just 3.4 seconds to bolt from 0-60 mph, and the rest of the package backs that up with standard adaptive air suspension, active roll stabilization, and serious stopping power. It’s a five-seat luxury SUV, yes, but one with the temperament of something much lower, louder, and far less practical.

What makes the 2026 RS Q8 Performance especially appealing is that it doesn’t turn every drive into a punishment. It has the grip and balance to feel genuinely athletic, yet it still settles down when the road gets dull and the trip gets long. The cabin is loaded with the screens, materials, and comfort features buyers expect at this price, so the experience feels expensive in more ways than one.

What's New for 2026

The RS Q8 Performance carries into 2026 unchanged. Audi introduced this version just last year, so there are no major styling, equipment, or mechanical revisions for the new model year. In common with other 2026 Audis, it does gain Audi Signature Care complimentary maintenance, valid for three years/30,000 miles.

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Exterior

Audi doesn’t need wild bodywork to make the RS Q8 Performance look expensive and fast. The shape is clean, wide, and low for an SUV, with enough aggression in the front fascia and stance to separate it from the standard Q8 without turning it into a rolling cartoon. Standard 22-inch wheels help fill the arches properly, and buyers can step up to available 23-inch forged designs if they want an even more serious look.

The RS Q8 Performance comes standard with RS-tuned adaptive air suspension, active roll stabilization, massive ceramic brakes, and summer tires. That means the exterior attitude is matched by the engineering underneath it, which is exactly what you want in something that weighs more than 5,400 pounds and still claims a 3.4-second sprint to 60 mph.

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Interior

Inside, the RS Q8 Performance follows the familiar Audi formula of clean design, heavy technology, and a clear effort to make everything feel tightly assembled. The five-seat cabin carries over the basic Q8 layout, but it adds RS-specific trim, more heavily bolstered front seats, and RS logos throughout the interior. It feels sporty without forgetting that this is still a luxury SUV first.

Tech is a major part of the experience. A dual-touchscreen MMI setup handles core infotainment duties, while the digital gauge cluster includes RS-specific displays that can show performance data such as torque, power output, lap timing, and g-forces. Wireless Apple CarPlay and Android Auto are standard, as is a 17-speaker Bang and Olufsen audio system. Rear-seat space remains generous for adults, and cargo room is still useful enough for real daily duty, which keeps the RS Q8 from becoming a one-trick performance toy.

Price Range and Best Value Trim

The 2026 Audi RS Q8 Performance’s price sits at $138,300 for the single available trim. This price includes the 631-hp twin-turbo V8, adaptive air suspension, 22-inch wheels, heated and cooled front seats, ceramic brakes, and a 17-speaker Bang and Olufsen stereo as standard equipment.

2026 Audi RS Q8 Key Specs

Powertrain Options

Fuel Economy (MPG)

Dimensions

Warranty

Pros and Cons

Pros:

• Huge V8 power and explosive straight-line pace
• Standard ceramic brakes and serious chassis hardware
• High-end cabin with strong everyday comfort

Cons:

• Fuel economy is predictably poor
• Standard summer tires limit cold-weather flexibility
• Six-figure price puts it deep into exotic territory

Verdict

The 2026 Audi RS Q8 Performance is a deeply irrational vehicle, which is exactly why it works. It has the mass, seating position, and cargo room of a luxury SUV, yet it moves with the force and composure of something far more focused. The engine is the headline, as it should be, but the chassis deserves just as much credit because it keeps this Audi from feeling like a blunt instrument.

It also helps that Audi does not force buyers to compromise much in daily use. The interior is comfortable, the technology is current, and the standard feature list is rich enough that the price feels substantial rather than padded. For shoppers who want one vehicle that can cover family duty, highway cruising, and genuinely quick back-road work, the RS Q8 Performance delivers a rare mix of speed, polish, and usability.

Competitors

• BMW X5 M
• Porsche Cayenne Coupe
• Mercedes-AMG GLE63 S
• Lamborghini Urus

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Overview

The 2026 Audi SQ7 is a midsize luxury performance SUV with three seating rows that pairs family practicality with a powerful V8 engine. The 2026 SQ7 uses a 4.0-liter twin-turbocharged V8 producing 500 horsepower and 568 lb-ft of torque. Power goes through an eight-speed automatic transmission and Audi’s quattro all-wheel-drive system.

Positioned as the performance version of the Q7, the SQ7 combines strong acceleration with everyday usability. Audi states the SUV reaches 60 mph in 4.0 seconds and can tow up to 7,700 pounds. Standard hardware includes sport adaptive air suspension, a rear sport differential, and all-wheel steering.

The Audi SQ7 seats up to seven passengers and offers a broad range of luxury and technology features.

What's New for 2026

For 2026, the Audi SQ7 mid-size SUV carries over largely unchanged mechanically and visually. The current generation already received its most recent styling updates earlier in the lifecycle, so this model year focuses mainly on equipment and ownership changes.

The Carbon package is now available on both trims instead of only on the Prestige. It adds carbon-fiber mirror housings and carbon-fiber side sill inlays.

Audi also introduces Audi Signature Care for the 2026 model year, which includes complimentary scheduled maintenance for three years or 30,000 miles.

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Exterior

The Audi SQ7 maintains the clean styling typical of Audi’s larger SUVs. S-specific bumpers, enlarged air intakes, a large Singleframe grille, and quad exhaust outlets distinguish it from the standard Q7.

Standard 21-inch wheels reinforce the performance positioning. The SUV keeps a fairly flat roofline instead of a coupe-style design, preserving third-row usability and cargo capacity.

Optional lighting technology remains a highlight. OLED taillights offer customizable signatures, while HD Matrix LED headlights add a more technical appearance. Nine colors include Chili Red, Waitomo Blue, and Sakhir Gold.

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Interior

The Audi SQ7 cabin emphasizes digital interfaces and premium materials. The dashboard centers on Audi’s dual-screen MMI system, consisting of a 10.1-inch infotainment display and an 8.6-inch lower touchscreen used mainly for climate and vehicle settings.

A 12.3-inch Virtual Cockpit Plus instrument cluster includes an S performance mode. Wireless Apple CarPlay, Android Auto, wireless charging, and a 19-speaker Bang and Olufsen audio system come standard.

Heated and ventilated front seats, heated rear seats, a panoramic moonroof, adaptive cruise control, and four-zone climate control are also included. The 2026 SQ7 seats seven passengers. Cargo space measures 13.6 cu-ft behind the third row and expands to 68.1 cu-ft with the rear seats folded.

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Price Range and Best Value Trim

The 2026 Audi SQ7’s price starts at $93,800 for the Premium Plus trim and rises to $99,800 for the Prestige.

Best Value: The best is the Premium Plus. Even as the entry version, it includes Bang & Olufsen audio, adaptive cruise control, a panoramic roof, and heated and ventilated seats.

2026 Audi SQ7 Key Specs

Performance hardware plays a major role in the SQ7’s character. Adaptive sport air suspension adjusts ride height and damping depending on driving mode and road conditions. All-wheel steering improves maneuverability at low speeds and stability at highway speeds. In addition, the potent twin-turbocharged V8 engine allows the SQ7 to deliver strong acceleration while maintaining the comfort expected from a luxury SUV.

Powertrain Options

Fuel Economy (MPG)

Fuel economy reflects the SQ7’s performance focus. Its EPA ratings are typical for large luxury SUVs powered by twin-turbo V8 engines, though several six-cylinder competitors offer better efficiency.

Dimensions

Length: 199.6 in

Width: 87.1 in (w/ mirrors)

Height: 68.5 in

Wheelbase 118.0 in

Seats 7

Cargo Capacity Behind Row 1 / 2 / 3: 68.1 / 35.7 / 13.6 cu-ft

Curb weight 5,291 lbs

Warranty

For 2026 models, Audi also includes complimentary scheduled maintenance for three years or 30,000 miles through the Audi Signature Care program, covering routine services during the early ownership period.

Pros and Cons

Pros:

• Powerful twin-turbo V8 performance
• Standard sport air suspension and all-wheel steering
• Extensive standard technology and audio system
• Strong towing capability
• Premium Plus trim offers strong value

Cons:

• Fuel economy trails six-cylinder rivals
• Dual-screen infotainment system requires adjustment
• Cargo space behind the third row is limited
• High starting price before options
• Conservative styling compared with some rivals

Verdict

The 2026 Audi SQ7 combines strong V8 performance with the practicality of a three-row luxury SUV. It remains one of the few vehicles in this segment that blends quick acceleration with genuine family usability.

For buyers evaluating the 2026 Audi SQ7 price, the Premium Plus trim offers the best balance of equipment and value. While fuel economy is not a strength, the Audi SQ7 still delivers powerful performance, refined road manners, and substantial towing capability.

Competitors

• BMW X5 M60i
• Mercedes-AMG GLE 53
• Porsche Cayenne S
• Range Rover Sport

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