New Q7 is lighter, smarter, sharper
Despite its size the Q7 has the ability to shrink around driver
IT’S ALL about the space ... ‘bout the space ... in big SUVs like the Audi Q7, but the second-generation version has just arrived here slimmed and trimmed to make it more fleet-footed to drive.
Now over 300kg lighter than its predecessor thanks to the extensive use of aluminium and other weightsaving materials, the new Q7 makes you feel like you’re behind the wheel of a smaller car.
The suspension alone is over 100kg lighter and this reduced unsprung weight plays an important factor in the big SUV’s newly-improved agility, making this behemoth slice through corners and hustle through the suburbs with a sharper, more wallow-resistant feel than you expect for its size. Optionally it comes with four-wheel steering to tighten its turning circle and make it even more manoeuvrable.
It’s the ride quality that really impresses though, and with optional air suspension the Q7 3.0 TDI quattro we tested delivered a royal ride, keeping passengers well insulated from the vagaries of potholes and bumps.
I haven’t driven a Q7 with standard steel springs to compare the waftability and decide whether the extra money is worth it, but the R30 500 air suspension does also allow the vehicle to be raised for offroading. With a standard ground clearance of 210mm the new Q7 is 50mm lower than its forerunner, which also plays a role in its improved agility, but with air suspension it can be raised up to a rock-straddling 245mm to make it a better offroad adventurer.
There’s no low-range gear but the diesel engine provides oodles of hillscaling grunt, while descent control helps prevent mishaps when driving down the other side.
Quattro drive provides grippy claws in both off- and on-road situations. Under normal driving there’s a 40-60 front-rear power split to prevent excessive understeer, but if any wheel starts slipping the centre diff shunts up to 70% to the front or 85% to the rear to bring things back into line. Electronic stability control lends additional traction, and it would take a dedicated effort by a foolish driver to make this big SUV lose control.
The new Q7’s now marginally smaller (37mm shorter and 15mm slimmer) but interior space has improved to make it the roomiest SUV in its market segment, according to Audi. I won’t argue the point and it’s truly a cavernous five-seater cabin with a bounteous 890-litre boot, expanding to 2 075 litres with the back seats flipped down.
An optional third seating row can turn it into a seven-seater with a reduced 295-litre boot.
In styling the second-generation Q7 follows Audi’s new ‘edgy’ look with its more geometrically-cut lines. It’s cool and modern but restrained, and doesn’t make any bold styling statement.
Inside it’s much the same. Audi’s typically fine finishes give the cabin a classy, upmarket flair with cool metals and soft-touch surfaces. It’s very Bauhaus with its absence of ornamentation and our test car’s silverand black-themed cabin had an austere high-tech look, but the Q7’s also available with ‘warmer’ trim lines featuring earthier colours and wooden panelling.
A shot of modern glamour is provided by the optional ‘virtual cockpit’ which was debuted in the new Audi TT. It replaces analogue instruments with a full-colour digital screen that offers a choice of views, for instance with the odo and speedo minimised against a panoramic navigation map.
The Q7’s standard equipment package comes with two-zone climate control, reversing camera, an electronically-operated tailgate, cruise control (distance-sensing active cruise control is optional), and a fuel-saving start-stop system. Also included is an MMI infotainment system with an 8.3” monitor which includes navigation and the ability to display emails from a cellphone (and reads them aloud). The audio system provides several ways to interface music, including Bluetooth and two USB ports, but I found the process of saving favourite radio stations more complicated needed to be.
Some features that you’d expect to be standard for the R924 000 pricetag only come optional, however: for instance the front seats are manually adjustable and you have to pay R8 050 extra to have them electrically-powered, while the abovementioned virtual cockpit costs an added R8 950. Options like the sports front seats (23 850) and Matrix LED headlights (R38 500) take even more sizeable bites out of your budget (the car comes standard with Xenon headlights).
Also optional is a rear-seat entertainment system featuring a removable Android tablet.
Under the Q7’s bonnet is the latest incarnation of the well-liked V6 3-litre turbodiesel, now bumped up to 183kW and a mighty 600Nm of torque. It’s a gem of a powerplant with vast reserves of lag-free pace and gives this big SUV the ability to go toe-to-toe with hot hatches with its claimed 0-100km/h sprint time of 6.3 seconds. The top speed is pegged at 234km/h.
It’s a notably smooth engine too – all trace of agricultural feel has been banished from this oil burner. The economy’s good, and though way short of Audi’s highly ambitious
than
it 5.7 litres per 100km claim, our test vehicle averaged a still-decent 9.9 litres.
Early next year a second engine derivative, a 185kW/370Nm 2-litre petrol turbo, will be added to the South African Q7 range. VERDICT The new Q7’s weight-loss programme has transformed it into a sharper-handling SUV without any loss of space.
Its classy cabin, gutsy engine and coaxing ride are other features that make it a firm contender for car-ofthe-year awards. If only some of those pricey extra-cost options came standard, though.
It’s sold with a 5-year/100 000km Audi Freeway Plan, available to extend to 6-years/200 000km.