Audi Q7 review
All-new Audi Q7 is packed with technology - but still has all the features you need every day
The second-generation Audi Q7 is the first in a new family of large SUVs from the VW Group, and goes up against the new Volvo XC90.
Based on a new MLB evo platform that will also underpin the next VW Touareg, Porsche Cayenne and Bentley Bentayga, it weighs an astonishing 325kg less than its predecessor, and is stuffed with cutting-edge technology. For example it can brake, accelerate and steer itself up to 37mph and feature the same full-digital instrument cluster as the new Audi TT.
It still does the basics brilliantly though – there’s seven seats in three rows and despite being narrower and shorter than the old Q7 there’s more space inside.
A four-wheel steering system makes it more manoeuvrable at low speeds and more stable when you up the pace, while optional adaptive air suspension is worth having for the cushioned ride and exceptional refinement.
Only one engine is available from launch – a quiet and powerful 268bhp 3.0 TDI, returning 47.9mpg and emitting 153g/km of CO2.
Our choice: Audi Q7 3.0 TDI S line
The Q7 showcases a whole new design direction for Audi’s ‘Q’ family, so expect future replacements for the Q5 and Q3, as well as the new Q1 due next year, to follow suit. The most striking element is the huge three-dimensional grille that announces the Q7’s arrival, flanked by LED lights (standard on S line models).
Two wide-set exhausts and LED taillights that wrap around the corners of the tailgate emphasise the car’s width at the rear. However, cast your eye over the Q7 in the metal and a combinations of less width and length than its predecessor, plus colour-coded bodywork around the sills and wheel arches, means it looks a lot less bulky – more like an inflated family estate than a rugged, high-riding SUV.
The interior is wonderfully crafted, with a wide minimalist dash design and materials that look and feel expensive to the touch. An optional 12.3-inch ‘virtual cockpit’ digital display replaces a set of analogue dials, while a second display rises from a slot in the top of the dashboard. Both are controlled via a touchpad and control wheel, which slims down the number of buttons required.
With the optional adaptive air suspension fitted (designed to keep the body level at all times), the Q7 sails smoothly over even the bumpiest surfaces. Scroll up through the Audi drive select modes (or set you own individual parameters for steering, throttle and suspension in ‘Individual’ mode) and the Q7 is certainly more agile than its predecessor.
That’s largely thanks to its new MLB evo chassis that uses 71 per cent aluminium, combined with high-strength steels, and helps to cut 325kg from its predecessor’s kerb weight.
The steering is still light and lacks feedback, but it’s far more willing to change direction and stability is rock solid at high speeds. That’s helped by a new four-wheel steering system, again optional, that turns the rear wheels by two degrees in parallel with the front wheels at high speeds.
At lower speeds they turn by up to five degrees in the opposite direction to the fronts, cutting the turning circle by a metre. Only one engine gearbox combination is available in the UK to begin with – a 268bhp 3.0 TDI with 600Nm of torque combined with an eight-speed automatic gearbox.
That’s enough to propel the two-tonne Q7 from 0-62mph in 6.5 seconds, but such is the smoothness of the power delivery that accelerating hard is still a relaxing experience. Later in the life cycle a 218bhp 3.0 TDI that should return over 50mpg, and a diesel-electric Q7 e-tron with quoted economy and emissions figures of 166mpg and 50g/km will be introduced.
Although it’s not designed to match a Range Rover off-road, the Q7’s quattro system is more than capable of hauling it through a muddy field or up a slippery path. In normal operation it splits the torque 40/60 front/rear, but can send up to 85 per cent of the torque to the rear axle if required.
Audi is famed for the quality and reliability of its components, and the Q7 should be no different. The engine and gearbox are developments of existing technology, so are proven in the real world, while the interior feels solid enough to stand up to the knocks and scrapes of family life.
The Q7’s electrical systems are fiendishly complicated, though, with an arsenal of cameras, sensors and high-power computer processors all built into the car. Only time will tell whether they can remain glitch-free. What we do know is that the Q7 is packed with cutting edge technology that should help to take some of the stress out of driving, but also keep you out of harm’s way.
Two trim levels are available – SE and S line – and standard equipment includes rear parking sensors, cruise control, adjustable speed limiter and an auto braking function at low speeds. Optional systems include an autonomous park assist function and active lane keep assist. One step up from that, and new for the class, is something called traffic jam assist. A development of adaptive cruise control, it can take over the steering (as well as the braking and accelerating) on well-marked roads up to speeds of 37mph.
Despite being shorter, narrower and no taller than the old Q7, there’s actually more head and legroom in all three rows in the new Q7 – achieved through clever packaging and thinner seats – and the seven-seat layout is fully configurable so you can make the most of it.
The third row is designed primarily for children, but smaller adults can squeeze in there too for shorter journeys, so long as the second row slides to its forward-most position. To make access to the third row easier the second row can fold and tip forwards to let you through. When you don’t need the third row, simply push a button on the side of the boot and they fold flush into the boot floor.
With all seven seats in place there’s 295 litres of boot space – about the same as a Ford Fiesta – accessed via a standard powered tailgate, but that expands to 770 litres when you collapse the third row. Fold the second row forward too and there’s a massive 1,955 litres to play with – nearly 100 litres more than the new Volvo XC90.
If you tow a caravan, you’re in for a treat. An electrically deployable trailer hitch is on the options list and allows you to tow up to 3.5 tonnes, although you do need to order the adaptive air suspension as well. Other useful options include a powered luggage compartment cover, soft-close doors and a heated windscreen.
Running a large, premium, seven-seat SUV is never going to be cheap, but the Q7 shouldn’t break the bank either. The only option from launch is a 268bhp 3.0 TDI engine (although other markets get a 3.0 TFSI petrol, too), which returns claimed economy and CO2 emissions of 47.9mpg and 153g/km.
That’s slightly better than the BMW X5 30d M Sport (47.1mpg and 158g/km) despite the Audi carrying and extra pair of seats and producing 14bhp more. That 153g/km figure puts the Q7 in tax band G which costs £180 a year, and attracts a 29 per cent BIK rate for company car users.
There will be a more efficient version of the 218bhp 3.0 TDI engine available later in 2015, around the same time as the plug-in hybrid Q7 e-tron goes on sale. Combining a 254bhp 3.0 TDI engine with a 124bhp electric motor integrated into the gearbox, the Q7 e-tron produces a total of 368bhp and 700Nm, but returns a tax-busting 166mpg and 50g/km.