Audi Q7 3.0 TDI quattro tiptronic 2015 Review

Audi Australia shipped eight examples of its new Q7 into the country for a preview drive late last month, ahead of the car's on-sale date sometime in September. It was a clever tactic, introducing the car to the local press just days ahead of Volvo's XC90 launch in Australia.

Over the course of that two-day drive program the Q7 impressed with its refinement and capability across a broad range of criteria. At full pelt on country roads, the Q7's V6 (diesel) was barely audible. On coarse-chip country roads there was little noise from the contact between tyres and road. Even pulling off the side of the road at speed there was no chatter of gravel flung at the underside of the car.

Audi has clearly pulled out all stops suppressing noise, vibration and harshness (NVH). That begins with the 3.0-litre turbo-diesel V6 under the bonnet. It's Euro 6-compliant and almost entirely free of diesel labouring and vibration. Redlined at 4500rpm, the V6 produces 600Nm between 1500-3000rpm, plus the power (200kW) tops out at 4250rpm, making a higher redline largely redundant.

The engine responds eagerly to demands for rapid acceleration, and rarely will owners need to mash the pedal into the carpet, unless the Q7 is fully loaded and towing something (weighing up to 3500kg). It's a bit of a whippet, this SUV.

Yet the fuel consumption over the two legs of the drive program ranged between 8.4 and 9.4L/100km. The lower figure is probably closer to what most owners will see if they spend more time in the Q7 on the open road.

Power is transmitted to all four wheels via an eight-speed automatic transmission and a centre differential. Audi claims the torque split can vary between 15-85 per cent (front/rear) and 40-60 per cent in normal operation.

Shifting smoothly – even with the engine delivering maximum available torque – the transmission is highly adaptive and changes up automatically at redline without waiting for the driver to select a new gear using the shift paddles.

With Audi Drive Select fitted as standard, the Q7 offers different operating parameters for differing situations. Ride comfort is acceptably good with the Drive Select System set to Dynamic mode on well maintained surfaces. But in Comfort mode, and on some of South Australia's undulating country roads, there was a hint of floatiness about the Q7's ride. On those same roads, the firmer Dynamic mode could be slightly jittery and choppy at times.

All the cars tested came with optional air suspension, which suggests Audi expects the majority of Q7 buyers to order that option. The premium suspension option masked any impact harshness from the optional 21-inch wheels fitted to one of the test vehicles (19-inch alloys are standard).

In Comfort mode the Q7 steered and handled with a degree of accuracy and precision not apparent in all its competitors. For long-distance touring the Q7 is a comfortable and relaxed place to be, requiring relatively little input to correct at the straight-ahead. The Q7 also provides respectable steering response – particularly in Dynamic mode. Steering feedback doesn't match the Range Rover Sport's or BMW X5's, but betters others in the segment.

Switching on the (optional) Active Lane Assist for a quick punt in Dynamic mode over typical Aussie back-roads delivers varying results. The system occasionally indicates, when the dash icon is illuminated green, that it has detected the line markings for the road – when it's clear those line markings are old, faded or altogether non-existent. At other times it fails to pick up line markings that are reasonably fresh and obvious. As a consequence, the system nudges the car in the direction it expects the Q7 to take, and it doesn't always get it right.

The system does work fine on a freeway, though, in Comfort or Auto modes. And it's certainly an asset for drivers concerned about fatigue setting in. Timed using a smartphone (from the passenger seat), the system held the Q7 in a lane and steered through bends for up to 1min 50secs before it prompted the driver to reacquire full control of the vehicle.

Q7 buyers can choose not to order Active Lane Assist – it's part of a $4075 Assistance Package option – but then they miss out on the active cruise control and other worthwhile features. Alternatively, the driver can opt to leave Active Lane Assist disabled at start-up, if it's not required.

One option highly recommended – although it's not cheap at $2775 – is the all-wheel steering. This feature proved its worth just exiting the parking garage at Audi Centre Melbourne. Audi claims that the Q7's turning circle is comparable with the much smaller Q3's with the rear wheels steering also. At higher speeds (above 80km/h), the rear wheels steer in the same direction as the front, improving stability.

Still on the subject of options, at a price above $100,000, Q7 buyers might expect a power-adjustable steering column. Power adjustment in the Q7 is available, but as an option costing $970.

On the standard equipment list the Q7 comes with a 'sensor release controlled' power tailgate. Lash out with a couple of kicks under the bumper and the tailgate will rise automatically. As with many such systems, the double-kick method of opening the power tailgate works better with some practice.

The Q7 comes with numerous other advanced features – either standard or optional – many of which are operable through the multi-function steering wheel or the MMI single-point controller. The display in the instrument binnacle can show trip computer functions or infotainment (in two different Virtual Cockpit view modes), while those and sub menus for settings can be seen and operated from the MMI and infotainment screen.

At a glance there is a plethora of info to take in from the fully digital dash, which displays in a high-resolution format. At least with the Q7's adoption of the virtual cockpit introduced in the TT things are made simpler than might have been the case. The overall look of the Q7's dash and centre fascia is neat, functional and attractive.

Setting up the driving position to suit can be accomplished quickly and with a minimum of bother. The electrically-adjustable seats in the front are quite comfortable and supportive, with the driver's seat enhanced by power-adjustable lumbar.

A button is incorporated in the shift lever to select 'Park', and sequential-shift mode is accessed by pushing the lever across to the left. Shift paddles replicate the sequential shifting also, and drawing the lever back from Drive selects Sport mode.

None of these different means of prompting the transmission to deliver sportier shifting will change the Audi Drive Select system to Dynamic mode – which would have been fabulous if they did. And unlike models from the past, changing Drive Select from one mode to another can't be done by merely pressing one button near the driving position, unfortunately.

Audi claims that the Q7 is roomier than before, despite its smaller external footprint. Up front there's very generous legroom... enough for both front passenger and second-row seats to slide forward for more legroom in the third row. Owners planning to carry around larger passengers in the third row will need to configure the Q7's seating judiciously.

While the second row – slid aft to the full extent – provides abundant accommodation for adults, the third row is pretty cramped. There's limited headroom back there, and it's very tight for kneeroom if the second-row seat isn't slid forward. It's no place for anyone older than around the mid teens.

Climbing into the very rear of the Q7 is a matter of flipping forward the second-row seats on either side of the car. The process of flipping the seats in the Q7 is a two-stage process: Lever the squab flat and then lift a hand-pull on the back of the squab for the base and the squab to pivot forward in unison.

The third-row seats raise and lower electrically from switches in the luggage compartment on the left side, or from behind the second row in the footwell. Behind the third-row seats there's room for an overnight bag, a bulky backpack and a laptop, with 30 or 40 per cent of the available luggage space (270L) remaining free. With the third-row seating lowered, there's substantial luggage volume on offer – up to 770 litres – and that increases again to 1955 litres with the second-row seat also folded down.

While the new Q7 has its work cut out for it, in what is an intensely competitive market segment, it has the fundamentals to build sales, without a doubt. Where it might struggle is with its pricing and equipment break-down.