Holden Equinox vs Audi Q2

What's the difference?

Overlook the Holden Equinox LTZ-V and you could miss out on a practical, spacious and value-for-money mid-sized SUV. Concerned about Holden’s exit from Australia and how this affects servicing and parts? Well Holden has assured us that it will provide servicing support for 10 years following its closure at the end of 2020. If anything, you could be picking up a bargain and one of the last cars to wear a Holden badge.

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. 

Big cheesy grin grille? Check. Flowing curves? Check. Sharp creases? Check. Irregular shapes? Check.

The Equinox is a bit of a mishmash of design elements which doesn't win this reviewer over.

The sloping, broad grille bears more than a passing resemblance to the Cadillac family face, and hints at the Equinox’s American origins. In the United States the SUV wears a Chevrolet badge, although ours is built in Mexico.

The shape of the rear-side window is also a little jarring to me. If you want to see something you’ll never be able to unsee, take a look at my video above where I turn this mid-sized SUV into a small sedan. That sounds ridiculous but, trust me, watch it and be amazed.

How big is the Equinox? Just when you thought the design of the Equinox couldn’t get any more peculiar it does. The Equinox is longer than most of its rivals at 4652mm end-to-end but about the same width at 1843mm across (2105mm to the ends of the wing mirrors).

Telling the LTZ and the LTZ-V apart is tricky, but you can spot the top-grade Equinox by its sunroof and a metallic window garnish around the widows of the rear doors.

Inside is a premium and modern cabin. There’s a high quality feel here from the materials used on the dash, seats and doors, to the display screen which sits at an angle that’s perfect for my reach, although others in the CarsGuide office aren’t quite as enamored with it.

Many cars are dressed up at the front of the cabin, but lack the same treatment in the rear, and the Equinox is a case in point, with hard plastics used around the window sills and the back of the console.

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.  

The Equinox’s greatest strength is its spaciousness and much of that comes down to its wheelbase.

See, the longer a car’s wheelbase the more room there is for the passengers inside. The  Equinox’s wheelbase is longer than most of its rivals (25mm longer than a CX-5’s) and that goes some way to explaining how, at 191cm tall, I can sit behind my driving position with plenty of knee room.

The longer wheelbase also means the rear wheelarches don’t cut far into the back doors, which allows for a wider aperture and easier access.

So, if you have young kids like me, they’ll find it easy to climb in, but if they’re really little the large opening will make it easy for you to put them into their car seats.

Headroom, even with the LTZ-V’s sunroof, is good in the back seats, too.

Cabin storage is excellent: the centre console bin is enormous, the door pockets are large; there are four cupholders (two in the back and two up front),

Even with all this extra room, however, the Equinox is only a five-seater SUV. Still, that leaves you with a large boot with cargo capacity of 846L when the rear row is up and 1798L with the second-row seats folded.

The Equinox has power outlets galore: three 12-volt sockets, a 230-volt power point; five USB ports (including one type C); and a wireless charging bay. That’s more outlets than any mid-sized SUV I’ve tested.

A flat floor in the second row, large windows and comfortable seats complete a well-appointed and practical cabin.

Really, the only reasons the Equinox doesn't score 10-out-of-10 here is the lack of a third-row seat, and sunshades or privacy glass for the rear windows.

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 Q2 entry grade is the 35 TFSI and it lists for $42,900, while the 40 TFSI quattro S line is $49,900. The SQ2 is the king of the range and lists at $64,400.

The SQ2 has never been to Australia before, and we’ll get to its standard features in a moment.

Aussies have been able to buy a 35 TFSI or 40 TFSI since the Q2 arrived in 2017, but now both have been updated with new styling and features. The good news is the prices have only gone up by a few hundred bucks,  compared to the old Q2.

Standard on the 35 TFSI are LED headlights and taillights, LED DRLs, leather seats and steering wheel, dual-zone climate control, Apple CarPlay and Android Auto, eight-speaker stereo with digital radio, front and rear parking sensors and a rear-view camera.

That was all standard on the previous 35 TFSI, but here’s what’s new: an 8.3-inch media screen (the old one was seven inches); a proximity key with push button start (great news); wireless phone charging (brilliant), heated exterior mirrors (more helpful than you’d think), ambient interior lighting (aww… pretty); and 18-inch alloys (heck yes).

The 40 TFSI quattro S line adds sports front seats, drive-mode selection, a power tailgate, and paddle shifters. The previous one had all that, too, but this new one has the sporty S line exterior body kit (the previous car was just called Sport not S line).

Now, the 45 TFSI quattro S line may appear  not to get much more than the 35 TFSI, but the extra money is getting you more grunt and an awesome all-wheel-drive system –  the 35 TFSI is front-wheel-drive only. If you love driving and can’t afford the SQ2, then $7K extra for the 45 TFSI is absolutely worth it.

If you have saved all your pennies and the SQ2 is what you’re zeroing in on, then here’s what you get: Metallic/pearl effect paint, 19-inch alloys, matrix LED headlights with dynamic indicators, the S body kit with quad exhaust, sports suspension, Nappa leather upholstery, heated front seats, 10-colour ambient lighting, stainless-steel pedals, auto parking, a fully digital instrument cluster, and a 14-speaker Bang & Olufsen stereo.

Of course, you get an incredible high-output four-cylinder engine, too, but we’ll get to that in a moment.

The Equinox LTZ-V has the most powerful engine in the Equinox line-up – a 188kW/353Nm 2.0-litre four-cylinder turbo-petrol engine.

The only other grade in the line-up to have this engine is LTZ, although it doesn’t have the LTZ-V’s all-wheel drive system.

It’s a powerful engine, especially considering that it’s just a four cylinder. Only a bit more than a decade ago V8s were making less power.

The nine-speed automatic transmission shifts slowly, but I found it to be a smooth unit at all speeds.

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.

Holden says the Equinox LTZ-V all-wheel drive with the 2.0-litre turbo-petrol four-cylinder and nine-speed auto transmission will use 8.4L/100km over a combination of open and urban roads.

My fuel test covered 131.6km, with 65km of that being city and suburban roads, while 66.6km were on the motorway almost entirely at 110km/h.

At the end of that I brimmed the tank with 19.13L of 95 RON premium unleaded which works out to be 14.5L/100km.

The trip computer disagreed and reported 13.3L/100km. Either way that’s a thirsty mid-sized SUV and it hadn’t even been carrying a full load of people or cargo.

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.

The Equinox’s handling isn’t superb and the ride could be more comfortable, but this is an SUV with far more good points than bad.

Such as impressive power from that four cylinder engine, and an all-wheel drive system which provides excellent traction, to the good visibility, and a stack of safety features.

But while I can excuse the average dynamics, the 12.7m turning circle proved annoying in car parks. Not knowing you can make U-turns in the space provided is an anxiety you should only experience when driving a bus.

Five-point turns aside, the LTZ-V is easy to drive, with accurate steering providing good road feel.

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 Q2 was given the maximum five-star ANCAP rating when it was tested in 2016, but by 2021 standards it is light on advanced safety tech.

Yes, AEB with pedestrian and cyclist detection is standard on all Q2s and the SQ2, and so is blind-spot warning, but there’s no rear cross traffic alert or reverse AEB, while lane-keeping assistance is only standard on the SQ2, along with adaptive cruise control.

For a car that will most likely be purchased by younger people, it doesn’t seem right that they’re not being protected as well they would be in more expensive Audi models.

For child seats, there are two ISOFIX points and three top-tether anchor mounts.

A space-saver spare is under the boot floor.

The Holden Equinox is covered by a five-year, unlimited kilometre warranty. At the time this review was published Holden was offering seven years’ free scheduled servicing.

But normally, the Equinox is covered by a capped price servicing program which recommends servicing annually or every 12,000km and costs $259 for the first visit, $339 for the second, $259 for the third, $339 for the fourth and $349 for the fifth.

So, how will servicing work after Holden closes down? In Holden’s February 17, 2020, announcement that the company will cease trading by 2021 it said that it would support Australian and New Zealand customers in honouring all existing warranties and guarantees, while providing servicing and spare parts for at least 10 years. The current seven-year free servicing offer will also be honoured.

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.