Audi Breaks into the Luxury-SUV Big Leagues with the Q9 and SQ9

It was only a matter of time until Audi put on its big-boy pants and fielded a legitimate full-size luxury SUV. It’s been going toe to toe with Mercedes-Benz and BMW in nearly every other segment for decades, and it has high hopes that its new 2027 Q9 and SQ9 SUVs will take a bite out of the full-size class, a profit-rich environment.

Unsurprisingly, this series is played largely in North America, where Audi says it expects 65 percent of the Q9s to find a home. In addition to the Mercedes-Benz GLS and BMW X7, the Q9 duo will, to a lesser extent, line up against the Cadillac Escalade and Lincoln Navigator. While it may seem a stretch to include those body-on-frame stalwarts, consider that the Q9's 123.5-inch wheelbase is 2.6 inches longer than the Caddy's, although its 208.9- to 209.0-inch overall length is 2.9 to 3.0 inches shorter. But its overall length outstretches both the BMW X7 and Mercedes GLS by several inches. (A full comparison of this German trio can be found here.)

During our first drive in Saint George, Utah, Audi reps cheerfully extolled the Q9’s size and expressed their hopes that it will resonate with U.S. consumers. Still, the designers put at least some energy into humanizing its considerable profile, an effort somewhat contradicted by the massive grille that’s illuminated and aggressively patterned.

What’s Inside

The self-professed space race continues inside, where buyers find a choice of a standard second row-bench or captain’s chairs, the largest sunroof in an Audi vehicle to date (16 square feet, with optional illumination!), and “oversized” cupholders—relative to what, we’re not sure.

While we didn’t have a chance to sample the standard second-row bench seat, we can confirm the middle captain’s chair setup is bound for car-service glory. The power-adjustable seats offer acres of headroom and legroom, a nice blend of padding and support, and even feature removable inner armrests to facilitate easier access to the third row. As a $450 option in a vehicle that starts at just under $90K, we figure it’s a box most buyers will check. Should you opt for the bench seat, however, know that it folds in a 35/30/35 fashion to help manage cargo and passengers.

The third-row seating will not share in the second row’s glory. Though Audi is quick to point out there’s more headroom back there than in the Benz or BMW, the seat base and backrest are rather flat. It will, however, make fitting a child car seat with the standard LATCH points a snap, once you get past the awkward forward-folding second-row seats. But foot- and legroom for fully formed humans is compromised at best and nearly eliminated when the A-listers in the second row get greedy and start scooting their power-adjustable chairs back.

Even the biggest SUV still needs a driver, and we’re happy to report life in the front compartment is carefree and comfortable. The seats offer an ideal blend of padding and support that left us fresh after a three-hour stint behind the wheel of the Q9. The sportier SQ9’s front seats are a bit more aggressive in terms of bolstering, but they don’t abandon comfort either. We’d gladly grab the SQ9 for a nine-hour Detroit-to-NYC run, confident that we’d exit the vehicle fresh enough for a dinner engagement. Complaints will be few from the front passengers.

What’s Under the Hood

The Q9's 429-hp twin-turbo 2.9-liter V-6 and the SQ9’s 591-hp twin-turbo 4.0-liter V-8, both in combo with an eight-speed automatic transmission, are also found in the redesigned (if somewhat smaller three-row) 2027 Q7/SQ7. Thankfully, both are up to the task of motivating this massive SUV at a rapid pace.

The Q9 V-6’s 429 ponies may be 162 shy of the SQ9’s V-8 output, you’d never be wont for more grunt if you didn’t know that beefy V-8 was out there. Audi claims a 4.9-second run to 60 mph for the V-6, but we’ll bet lunch that our test drivers will shave a tenth or two from that number.

As for the SQ9’s palpable performance improvement on the Q9, well, let’s just say Maker’s Mark is a fine drink if you’ve never had a sip of Weller 12. Audi is upfront about this being a large vehicle aimed at North America, and having a meaty V-8 under the hood is key to that mission. The SQ9’s 60-mph estimate shrinks to 3.8 seconds flat, and again, we think that’s conservative. Mat the accelerator, and the SQ9 moves like it has something to prove.

Visually, the SQ9 signifies its performance focus with a honeycomb grille, quad exhaust pipes, wider rear wheel arches, and larger brake rotors sized 16.5 inches in front and 15.0 inches in the rear. The Q9’s rotors span 15.7 and 13.8 inches, respectively.

But the SQ9’s biggest secret lies beneath the floor: While the Q9 uses the newest version of Audi’s long-running Quattro all-wheel-drive system with an updated locking center differential, the SQ9 gets an electronically controlled locking rear differential and all-wheel-drive clutch. Corporate siblings Porsche and Lamborghini have done this before, but it’s a first for Audi, and the benefits of are multifold.

First, the system permits varying levels of lock and unlock based on driving parameters and drive mode selection, and it works with the brake-based torque vectoring to provide higher levels of slip angle, allowing drivers to enjoy a bit more rotation regardless of the road surface. Second, Audi says it allows for the fitment of staggered front and rear tire sizes, a situation that could cause binding with the traditional system. Essentially, it does all the desired Quattro things but allows a wider range of operating variables and favors a rear-biased power balance. The more aggressive redirection on throttle-down corner exits is palpable.

Rear-wheel steering is standard on the SQ9 and available on the Q9, and we wouldn’t leave the dealership without it. It varies the amount of rear-wheel angle up to five degrees, significantly reducing the turning radius. At higher speeds, the rears turn in phase with the fronts, but it’s not obvious to the passengers; it’s just another refinement that contributes to the overall tranquility of highway travel. Like satellite radio and backup cameras, rear-wheel steering falls into the “once you have it . . .” category of modern automotive features for large vehicles.

The ride in both Q9s is remarkably quiet and smooth, the steering precise but overly light in our opinion—Audi engineers tell us that is intentional to help make a big, heavy vehicle feel lighter and smaller. Braking hard reveals a firm pedal, but the conversation is a bit light on details. The same can be said for the steering, although the progressive setup avoids harsh changes in response; the center valley feels light to the touch, but response moving off-center is linear, if synthetic. Still, a holistic, stout, and solid vibe permeates the entire driving experience in both vehicles.

Audi equips the Q9 and SQ9 with adaptive cruise control with hands-free driving, a proprietary system it classifies as Level 2+. This is the first Audi model to get this version; it allows hands-free driving up to 85 mph and can automatically perform lane changes. Tested on Utah’s Interstate 15, it performed as billed but behaved a bit erratically, switching off and back on randomly in areas that otherwise appeared well marked and free of impending traffic. We’re eager to sample it again as soon as we get a Q9 in our office for testing. As it exists now, the Super Cruise team at GM can rest easy.

A 16-speaker Bang & Olufsen audio system is standard, but the cars we drove had the available 22-speaker version incorporating a sound actuator—a big-money word for “bass shaker”—in each of the front seats, in addition to a genuine subwoofer. The system includes the Fraunhofer Symphoria processing for what Audi calls 4D sound reproduction. (Fraunhofer gave us the MP3 audio compression codec back in the digital music dark ages, so it’s legit.) The system sounds balanced and nuanced, and kudos for resisting the urge to crank up the sound actuators to high-school parking-lot levels. Conspicuously absent is Dolby Atmos sound processing; Audi tells us it will arrive “later,” a firmware issue rumored to be responsible for the delay.

The 2027 Q9 and SQ9 also serve as the host body for Audi’s long-gestating adaptive Digital Matrix LED headlights, a system that strives to put lots of forward illumination where you want it and keep it from where you don’t—primarily, the eyes of oncoming drivers and the rearview mirrors of vehicles in front of you.

Audi has been fussing with the technology for over a decade in Europe, but the United States Department of Transportation only recently finally revised its standards to allow such technology. (Read our in-depth tech analysis here.)

We tried out the system in the dark, late-night environs of Utah’s Snow Canyon State Park. While the sheer volume and clarity of the illumination on a deserted road is impressive, the system really proves its worth when an oncoming driver enters your field of view. Vehicle after vehicle, the headlights precisely and fluidly created a dark shadow of sorts around the approaching vehicle’s windshield while maintaining full illumination outside of the selected area. It performed the same trick when following a vehicle, accurately positioning a dark rectangle around the lead vehicle’s rear window and exterior rearview mirrors. An additional flourish: The Q9s can also project a turn signal on the pavement on the side of the vehicle.

The Q9 carries a base price of $89,095, with optional upgrades, including a towing package that allow it tug up to 7700 pounds, pushing that figure well beyond $100,000. The SQ9, meanwhile, opens at $119,395 and climbs from there.

As a first effort into the large-luxury-SUV segment, the Q9 and SQ9 hit all the right marks, combining healthy power outputs; a smooth, quiet ride; and some worthy gee-whiz technology. We just wonder if that’s enough to get noticed in this crowded segment.

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Specifications

Specifications

2027 Audi Q9/SQ9
Vehicle Type: front-engine, all-wheel-drive, 6- or 7-passenger, 4-door wagon

PRICE
Base: Q9, $89,095; SQ9, $119,395

ENGINES
twin-turbocharged and intercooled DOHC 24-valve 2.9-liter V-6, 429 hp, 442 lb-ft; twin-turbocharged and intercooled DOHC 32-valve 4.0-liter V-8, 591 hp, 590 lb-ft

TRANSMISSION
8-speed automatic

DIMENSIONS
Wheelbase: 123.5 in
Length: 208.9–209.0 in
Width: 79.2–80.4 in
Height: 71.3–71.4 in
Passenger Volume, F/M/R: 56/56/31 ft3
Cargo Volume, Behind F/M/R: 88/44–50/19 ft3
Curb Weight (C/D est): 5350–5600 lb

PERFORMANCE (C/D EST)
60 mph: 3.7–4.8 sec
100 mph: 8.5–9.6 sec
1/4-Mile: 11.9–13.0 sec
Top Speed: 130–155 mph

EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 15–18/13–16/20–22 mpg

Andrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. His work has appeared in numerous publications, including Car and Driver, Esquire, Forbes, Hot Rod, Motor Trend, MPH, MSN, and Popular Mechanics, among others. A Rust Belt native and tireless supporter of the region, he grew up immersed in automotive, marine, and aviation culture. A lifetime of hands-on experience and a healthy dose of skepticism provide him the tools to deliver honest and informative news, reviews, and editorial perspective. Of note, he once won a $5 bet by walking the entire length of the elevated People Mover up track that encircles downtown Detroit.