Audi Q2 vs Jeep Cherokee

What's the difference?

The Q2 is good value and great to drive – especially the SQ2. The exterior looks new, but the cabin feels older than the larger Q3, and most other Audi models.

More standard advanced safety tech would make the Q2 even more appealing, as would a five-year, unlimited-kilometre warranty. While we’re at it, a hybrid variant would make enormous sense. 

So, a great car, but Audi could offer more to make it an even better proposition for buyers. 

The Cherokee is perhaps not going to tempt anyone set on a mainstream mid-size family SUV. But, to those on the periphery who are genuinely looking for something different, there’s a lot on offer here.

The proposition is boosted by the Cherokee’s unique off-road equipment and compelling price tag, but just keep in mind it’s old-fashioned in more than just one way…

This updated Q2 looks almost identical to the previous one and really the only changes are subtle styling tweaks to the front and back of the car.

The front air vents (they aren’t real air vents on the Q2, but they are on the SQ2) are now larger and pointier and the top of the grille is lower. Around the back, the bumper now has a similar design to the front, with those pointy polygons set wide apart.

It’s an angular little SUV, full of sharp-edged shapes like some kind of acoustical wall in an auditorium.

The SQ2 just looks more aggro, with its metallic-trimmed air vents and beefy quad exhaust. 

The new colour is called Apple Green and it’s not really like any colour on the road – well not since 1951, anyway when this hue was hugely popular on everything from cars to telephones. It’s also very close to Disney’s “Go Away” green – look it up and then ask yourself if you should be driving a car that’s kind of invisible to the human eye.

I digress. Other colours in the range include Brilliant Black, Turbo Blue, Glacier White, Floret Silver, Tango Red, Manhattan Grey and Navarra Blue.

Inside, the cabins are the same as before, apart from the larger, sleeker media display, and there are some new trim materials, too. The 35 TFSI has silver inlays with a diamond paint finish, while the 40TFSI has aluminium door sills.

The Q2 has beautiful quilted Nappa leather upholstery, which goes beyond just covering the seats and to the centre console, doors and armrests.

All options offer well laid out and premium feeling cabins, but the disappointing part is that it's an older Audi design, which started out in the third-generation A3, launched in 2013, and still exists on the Q2, even though most Audi models, including the Q3, have the new interior design. This would bug me if I was thinking about buying a Q2. 

Have you thought about a Q3? It’s not that much more in price, and it’s a tad bigger, obviously. 

The Q2 is tiny, at 4208mm end to end, 1794mm wide and 1537mm tall. The SQ2 is longer at 4216mm long, 1802mm wide and 1524mm tall.  

Part of me wants to like the Cherokee. It’s a refreshingly modern take on the mid-size formula from Jeep. There’s another part of me which thinks it’s a bit soft around the edges with a little too much influence from the likes of the last-generation RAV4, especially around the rear. A smaller, heavily opinionated, part of me says it looks like the kind of car the Hamburgler would drive.

But you can’t deny the black paint with black and grey highlights looks tough. The raised plastic bumpers, small wheels, and red powder-coated recovery hooks speak to this SUV’s off-road ambition. And the package is nicely rounded out with LED light fittings front and rear which cut nice angles around this car’s edges.

Inside is still very… American, but this has been toned down significantly from past Jeep offerings. There are almost no truly awful plastics now, with an abundance of soft-touch surfaces and nicer interaction points.

The wheel is still chunky and leather-clad though, and the multimedia screen is an impressive and bright unit taking centre stage in the dash.

My main complaint with the cabin is the chunky A-pillar which eats a bit of your peripheral vision, but otherwise it’s a plush design.

The Q2 is basically a current model Audi A3, but more practical. I’ve lived with the A3 Sedan and Sportback and while rear legroom is just as confined in those as it is in the Q2 (I’m 191cm and need to squish my knees behind my driving position) getting in and out is easier in the SUV, with its elevated ride height and taller door apertures.

The easier access helps enormously when helping kids into their child seats. In an A3 I need to kneel on the footpath to be at the right level to put my son into the car, but not with the Q2.

The boot space of the Q2 is 405 litres (VDA) for the front-wheel-drive 35 TFSI and for the SQ2 it’s 355 litres. That not bad, and the large hatch makes for a big opening, which is more practical than a sedan’s boot.

Inside, the cabin isn’t enormous, but rear headroom is good, thanks to the fairly high roof.

Cabin storage isn’t terrific, although the front door pockets are big and there are two cupholders up front.

Only the SQ2 has USB ports in the back for rear passengers, but all Q2s have two USB ports up front for charging and media – plus all have wireless charging for phones.

The plushness makes for a comfortable environment, particularly for front passengers who benefit (in this case) from power adjustable seats, telescopically adjustable steering column and faux-leather trimmed padded surfaces pretty much everywhere.

There are small bottle holders in the doors, big bottle holders in the centre console, a large armrest box, and a small trench in front of the transmission stick. Sadly the Cherokee seems to miss out on the secret compartment under the seat base which the smaller Compass gets.

Back seat occupants get a decent, but not impressive, amount of space. I’m 182cm tall and had a small amount of airspace for my knees and head. There are small bottle holders in the doors, pockets on the back of both front seats, a set of movable air vents and USB ports on the back of the centre console, plus large bottle holders in the drop-down armrest.

Seat trim all-around has to be commended for being ultra-soft and comfortable, albeit not super supportive.

The second row is on rails, allowing you to max out boot space if need be.

Speaking of boot space, it’s a tough one to compare to other models because Jeep is insistent on using the SAE standard rather than the VDA standard (as one is more or less a liquid measurement, and the other is one made up of cubes, they are impossible to convert). Regardless, the Cherokee managed to consume all three items in our luggage set with ease, so it at very least has a competitive standard boot capacity.

The floor in our Trailhawk was carpeted, and a luggage cover comes standard. Worth noting is how high the boot floor is off the ground. This limits the space available, but is required for the full-size spare hidden under the floor, a must for long-distance drivers.

Does it represent good value for the price? In a word: Yes.

Let’s take a look. The Trailhawk is the most expensive Cherokee you can buy, yet at $48.450 you’ll get stacks of gear. In fact, you’ll get more stuff than is packed in to most of its mid- to high-spec mainstream rivals.

The question is whether you’ll even want it. This is because while the Cherokee might tick key mid-size spec boxes, its real advantage is in the off-road gear sitting underneath it.

This is one of very few front- drive biased, transverse-mounted engine SUVs to get a locking rear differential, low-range transfer case, and a series of rather serious computer-controlled off-road modes.

Impressive stuff if you’re ever going to take it onto sand or scrabbling up gravel surfaces, potentially of little value if there’s no chance you’ll be doing any of those things.

Regardless, the standard road-going kit is great. Included is LED headlights, leather seats, keyless entry and push-start, an 8.0-inch multimedia touchscreen with Apple CarPlay, Android Auto, sat nav and DAB+ digital radio, auto wipers, anti-glare rear vision mirror, and 17-inch alloys.

Those wheels might seem a bit small by high-spec SUV standards, but are more focused on being off-road ready.

Our car was also fitted with the ‘Premium Pack’ ($2950) which adds some luxury touches like heated and cooled front seats with memory power adjust, carpeted boot floor, distance control for the active cruise (more on that in the safety section of this review), and black painted wheels.

There are three grades and each has a different engine. 

The 35 TFSI has a new 1.5-litre four-cylinder turbo-petrol engine making 110kW and 250Nm; the 40 TFSI has a 2.0-litre turbo-petrol four making 140kW and 320 Nm; and the SQ2 has a 2.0-litre turbo-petrol as well, but it puts out a very impressive 221kW and 400Nm.

The 35 TFSI is front-wheel drive, while the 45 TFSI quattro S line and SQ2 are both all-wheel drive.

All have a seven-speed dual clutch automatic transmission – nope you can’t get a manual. There are also no diesel engines in the line-up.

I drove all three cars and, from an engine perspective, it’s like turning the ‘Smile Dial’ up from Mona Lisa in the 35 TFSI, to Jim Carrey in the SQ2, with Chrissy Teigen in between.

The Cherokee shows its star-spangled heritage here with a rather old-school drivetrain.

Under the bonnet is a 3.2-litre ‘Pentastar’ non-turbo V6. It produces 200kW/315Nm which you might note isn’t much more than a lot of turbocharged 2.0-litre alternatives these days.

If you were hoping for a diesel as a more attractive option for long-distance travel, tough luck, the Trailhawk is V6 petrol only.

The engine is perhaps at odds with the modern nine-speed torque converter automatic transmission, and the Trailhawk is one of the few front-biased, non-ladder chassis-based vehicles to have a low-range crawl gear and locking rear differential.

The Trailhawk drives all four wheels.

Audi engines are superbly modern and efficient – even its monster V10 can shut down cylinders to save fuel, and so can the new 1.5-litre four-cylinder engine in the 35 TFSI. Audi says that over a combination of urban and open roads, the 35 TFSI should use 5.2L/100km.

The 40 TFSI is thirstier at 7L/100km, but the SQ2 demands a bit more at 7.7L/100km. Still, not bad. 

What’s not good is the lack of a hybrid, PHEV or EV variant of the Q2. I mean the car is small and ideal for the city, and therefore a perfect candidate for an electric version. Not having a hybrid or EV is why the Q2 model range doesn’t score well for its overall fuel economy.

In the spirit of keeping the hard-done-by fuel conglomerates in business, this V6 is as thirsty as it sounds. This is compounded by the fact that the Trailhawk weighs in at close to two tonnes.

The official claimed/combined figure is already not great at 10.2L/100km, but our week-long test produced a figure of 12.0L/100km. Not a good look when many of the Cherokee’s mid-size competitors are at least in the single-digit range, even in real-world testing.

In a small concession, you’ll be able to fill up (annoyingly frequently) with entry-level 91RON unleaded. The Cherokee has a 60L fuel tank.

When it comes to the driving part, Audi can almost do no wrong – everything the company makes, whether it’s low powered or rip-your-face-off fast, has all the ingredients for engaging driving.

The Q2 range is no different. The entry-grade 35 TFSI has the least grunt and, with its front wheels pulling the car along, it’s the only one in the family that’s not blessed with all-wheel drive, but unless you’re doing laps at a track you’re not going to be wanting more power. 

I drove the 35 TFSI for more than 100km on the launch, through the country and into the city, and in all situations, from overtaking on highways to merging and slow traffic, the most affordable Q2 performed well. That 1.5-litre engine is responsive enough and the dual-clutch transmission changes swiftly and smoothly. 

Superb steering and good visibility (although that rear three-quarter view is slightly obstructed by the back pillar) makes the 35 TFSI easy to drive.

The 45 TFSI is a good mid-point between the 35 TFSI and the SQ2 and comes with a very noticeable bump in oomph, while the extra traction from the all-wheel drive is a reassuring addition. 

The SQ2 isn’t the hardcore beast you might think it is – this thing would be super easy to live with daily. Yes, it has firm sports suspension, but it’s not overly hard, and that engine, which nudges almost 300 horsepower, doesn’t feel like a Rottweiler on the end of a leash. If anything, it’s a Blue Heeler that loves to run and run, but is happy to take it easy and get fat.  

The SQ2 is my pick of the bunch, and not just because it’s quick, agile, and has an intimidating growl. It’s also comfortable and luxurious, with sumptuous leather seats.  

The Cherokee drives pretty much exactly how it looks, soft and ‘murican.

As thirsty as the V6 might be, it’s fun in a kind of retro way to be behind the wheel. It makes lots of angry noises and flies up the rev range (into fuel-drinkin’ town) all too easily, although despite that you might notice you’re not going particularly fast the whole time.

This is largely down to the Cherokee’s overbearing weight. Not great for fuel usage, it does have benefits for comfort and refinement.

On tarmac, and even gravel surfaces, the interior is impressively quiet. There’s little road noise or suspension rattle, and even the fury of the V6 is more of a distant thrum.

Gravity takes its toll in the corners, where the Cherokee hardly feels like a confident apex carver. The steering is light though, and the long-travel suspension is soft and forgiving. This makes for a refreshing SUV experience which places the focus solely on comfort over sportiness.

It’s also a nice point of difference from many mainstream competitors which seem hell-bent on making mid-size family SUVs handle like sports sedans or hatchbacks.

A test of the off-road features was a little outside the scope of our regular weekly test, although a thrashing down a few gravel tracks only served to confirm my confidence in the comfort suspension tune and stability of the standard all-wheel drive mode on offer.

In its last update the Cherokee acquired an active safety suite consisting of auto emergency braking (AEB) with pedestrian detection, forward collision warning, lane departure warning, blind spot monitoring, rear-cross traffic alert, and active cruise control.

The Trailhawk Premium Pack adds distance control (via a button on the steering wheel).

The Cherokee is also armed with six airbags, a reversing camera and parking sensors. It has dual ISOFIX child-seat mounting points on the outer rear seats.

Only four-cylinder Cherokees have been ANCAP safety tested (and scored a maximum five stars in 2015). This six-cylinder version does not carry a current ANCAP safety rating.

The pressure for Audi to move to a five-year warranty must be hugely intense, with Mercedes-Benz offering one, along with pretty much every other mainstream brand. But for now, Audi will only cover the Q2 for three years/unlimited kilometres.

As for servicing, Audi offers a five-year plan for the Q2 costing $2280 and covering every 12-month/15000km service over that time. For the SQ2, the cost is only a fraction higher at $2540.  

Jeep has upped its ownership promise in the past few years with what it calls the “there and back guarantee”. This consists of a five-year/100,000km warranty and matching capped price service program.

It’s a shame the warranty is distance-limited, but time-wise is on par with Japanese makers. While the capped price service program is welcome, it's almost twice as expensive as an equivalent RAV4.

According to Jeep’s online calculator, services varied from $495 to $620 on this particular variant.

Roadside assist is offered beyond the warranty period provided you continue to service your vehicle at an authorized Jeep dealership.