Audi Q7 2015: International Launch

When motoring.com.au's European correspondent, Michael Taylor, drove the new Audi Q7 last fortnight his praise was overwhelmingly positive – almost gushing… And that was after we shaved 1700 words from his original copy!

As Road Test Editor I felt compelled to restore some balance. Drive the Q7 for myself and see whether it lived up to the hype; or if MT had indeed swallowed some Germanic brand of Kool-Aid. It seems I shouldn't have doubted the man. The Q7 is in every way as good as he called it!

The second-generation Q7 is Audi's second take on parent company Volkswagen's MLB platform. The Q7 is the first vehicle to utilise the PL71 derivative of the MLB 2 architecture, which in shorter wheelbase form will go on to also support the next Volkswagen Touareg, Porsche Cayenne and, in a slightly different format again, Bentley’s Continental.

The original MLB platform was first used beneath the Q5 in 2009 and has also featured under a number of Audi vehicles including the A4, A5, A6 and A7 ranges, as well as the Porsche Macan. The modular platform architecture follows the same theory as the much talked about MQB underpinnings of traverse-engine-mounted models like the Golf, but applies it to longitudinal, front-engined and all-wheel drive models.

More than the chassis, however, the Q7 is aided in its 'diet' by a lighter (-71kg), more rigid and more aluminium body (around 41 per cent) whose centre of gravity sits 50mm lower than before. It now tallies 1970kg (kerb, 1995kg for five-seat diesel models) which Audi says makes the Q7 the lightest vehicle in its class.

Considering the Q7 is 5050mm long (-37mm), 2990mm between the axles (-12mm), 1970mm wide (-15mm) and 1740mm high (-32mm), the savings in mass are well worth spruiking. Audi saying it has pulled significant weight from the Q7 — 325kg to be precise — in areas including the powertrain (-20kg), rear suspension (-40kg), front suspension (-27kg), doors (-24kg) and exhaust system (-19kg). It even managed to shave 8.5kg from the brakes and even 4.2kg out of the wiring harness.

With weight savings like these it's understandable how Audi has managed up to a 26 per cent improvement in fuel economy and a 16 per cent reduction in emissions.

Engines remain largely familiar to those elsewhere in the Audi portfolio, and for the time being include 3.0-litre V6 turbo-diesel (TDI) and supercharged-petrol (TFSI) units, e-tron 2.0-litre turbo-petrol (TFSI) and 3.0-litre turbo-diesel (TDI) plug-in hybrid models.

Initially, Australia will take only the 3.0-litre V6 turbo-diesel in its 200kW form, though next year — and assuming the parameters of the business case are met — a 160kW turbo-diesel and the e-tron oiler will also be offered. After slow sales in the last generation, there will be no petrol models.

And that's no bad thing. The turbo-diesel engine delivers 200kW and 600Nm, and a combined cycle average of 5.5L/100km. It's claimed to hit 100km/h in 6.3sec and boast a top whack of 234km/h.

It is fitted standard with a new iteration of Audi’s idle stop-start system and is hooked-up to an all-new ZF-sourced eight-speed automatic transmission with Porsche-style coasting function.

Audi's quattro permanent all-wheel drive system is standard (of course) meaning power delivery can be split up to 70 per cent to the front wheels and 85 per cent to the rear wheels as required. The system is now supervised by no fewer than 31 different electronic safety systems, Audi says.

The Q7 is steered by an electro-mechanical set-up and is suspended by a multi-link arrangement at each end. Optionally, it is further available with an air suspension system capable of raising or lowering itself to improve not only ride and handling, but also cargo loading and vehicle aerodynamics at highway cruising speeds. Active (electric) rear-wheel steering, claimed to reduce the Q7’s turning circle by as much as a meter, is also available.

Depending on model grade the Q7 rides on 18, 19, 20 or 21-inch alloy wheels. All stopped by four-wheel disc brakes. The front rotors measure 375mm and are grabbed by six-piston aluminium callipers with the rear 350mm discs clamped by four-pot stoppers.

Should you be tempted to head off-road, the Q7 is offered with Allroad and Offroad modes featuring Hill Descent Control, 500mm wading depth and 245mm ground clearance. The latter, in conjunction with air suspension, can elevate the body a further 60mm at speeds up to 30km/h or by 25mm up to 80km/h.

The Q7 is also rated to tow up to 3500kg (braked) when equipped with air suspension, which brings it in-step with light commercial vehicles like the Ford Ranger and Mazda BT-50. However, the new Trailer Assist program offered in Europe will not be available in Australia owing to differences in tow ball down weight regulations and safety chain-fitment considerations.

But what of that larger, quieter cabin?

Considering the outside measurements of the Q7 shrink slightly, it's pleasing to find interior space utilisation is both flexible and considerate. Front seat headroom grows 41mm and second-row headroom 23mm. There's 21mm more room between the first and second-row while the three-row / seven-seat arrangement is raised slightly allowing a better view forward for children.

There are four ISOFIX points and five top-tether child-seat restraints fitted, three-point seatbelts in all positions and full-length curtain airbags.

The seats themselves (with the exception of the centre, middle-row pew) are supportive and offer adequate adjustment. Even in the third row there’s adequate leg, toe and shoulder-room, though headroom is a little tight.

Our drive loop drew no complaints on the comfort front, either. The Q7's ergonomics are well sorted and the lower shoulder-line means lateral visibility is pretty much as good as it gets for a high-riding vehicle. A reversing camera is standard across the range.

Technology items lead current rivals with equipment levels nearing that of luxury models like the Audi A8 or Mercedes-Benz S-Class. Radar cruise control capable of driving and steering the car in stop-start traffic at speeds up to 65km/h, multi-mode colour head-up display, multi-zone climate control, speed-limit recognition, self parking, autonomous braking, electric, heated and cooled leather seats, a customisable TFT instrument panel (a la Audi TT) and, of course, an electric tailgate.

Behind said tailgate the Q7 offers 890 litres of cargo space in five-seat mode, growing to 2075 litres with the 40:20:40-split second-row flipped flat. If you've got bums in all seven seats, the available luggage space shrinks to an acceptable 295 litres. Unfortunately, there’s no where to store the retractable cargo blind when removed, except on the floor of the cargo area or under the feet of those in the second row.

The infotainment system is controlled via a 12.3-inch touch-screen that is completely customisable, and offers internet connectivity, Audi's handwriting recognition pad, removable, shatter-proof rear-seat displays and the usual run of Bluetooth, SD card, HDD, DAB+, CD, AM/FM and USB music options.

The removable tablet-style rear-seat screens also link into the MMI system, are shatter proof, and operate outside of the car for up to 30 days. As a security measure the tablets are locked-out after this time, reactivating when clipped back into the car.

On the road we found the Q7 a smooth, sorted operator. The V6 turbo-diesel engine is strong with only a slight hint of lag when reapplying the throttle after coasting. The momentary shift out of coasting mode may, in fact, exaggerate the momentary delay, though we otherwise found the transmission smooth, and impeccably decisive.

Through our winding alpine drive route, the transmission was content to operate in Drive, though steeper descents saw Sport mode preferred, assisting engine braking by maintaining gears between bends.

And in spite of the tight, curving roads the Q7 never felt large or unwieldy.

This is a vehicle that belies its physical size both in terms of overall feel and placement, and body control. Sampled on air suspension, the Q7 maintained a flat pose in corners, even when driven in a spirited manner. Pleasingly, ride quality is excellent -- an impressive feat considering the model sampled rode on optional 21-inch alloys.

Audi’s electric steering, in this instance assisted by active rear steering, is well metered and properly weighted. There’s enough feedback to place the car accurately in corners, and at lower speeds is superbly easy to park, helped in no small part by intelligent cameras and easy-to-use self-parking aids.

The Q7’s braking feels competent in demanding conditions. Despite being called on to repeatedly haul the two-tonne SUV to a crawl for hairpin turns, the binders showed no signs of heat stress. The pedal stroke is beautifully metered and makes soft stops at the lights a cinch.

We also enjoyed the Traffic Jam Assist system and Brake Hold function when stopped at the lights.

The cabin is also beautifully insulated from noise – there’s just a hint of wind noise registered from the wing mirrors at freeway speeds (130km/h). Match this fact with a balanced and secure ride, plentiful overtaking power, and a navigation and infotainment system that’s easily on of the best in this class and the Q7 is every bit an ideal prestige family hauler.

Initially, Audi will offer the new Q7 in 3.0 TDI (200kW) form Down Under. The model will be priced from $103,900 (plus on-road costs). We note that the current model is priced from $91,500 (plus ORCs) and Audi says it may look at offering the 160kW diesel later in the year to mitigate the difference.

Audi has sold just more than 11,500 Q7s in Australia since the model debuted in 2006. In recent times, and owing to its design age, the figures have fallen considerably. For 2014, the Q7 sold just 1452 units Down Under, falling well behind the Mercedes-Benz ML-Class (2848) and segment-leading BMW X5 (3302).

Audi Australia says the new model will likely see the model return to the top of the segment, and is looking forward to its on-sale date in September.

Based on this week's drive, so are we.