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Audi Q7 Reviews – Audi Q7 Price, Photos, and Specs – Car and Driver

Audi Q7

Car and Driver

Tested: two thousand seventeen Audi Q7 Two.0T

2017 Audi Q7 Two.0T

  • Aug 2017
  • By STEVE SILER
  • Numerous Photographers

Go back about a decade, and Audi’s audacity was on total display. Its very first supercar, the R8, had just recently debuted; the R10 V-12 diesel race car took the checkered flag at the twenty four Hours of Le Boy’s; the A8L W12 galvanized Audi’s place among full-size luxury sedans; and in Europe, Audi introduced a hedonistic version of its Q7 SUV. Powered by a growling, turbo-diesel 6.0-liter V-12 with five hundred horsepower and seven hundred thirty eight lb-ft of torque, the Q7 V12 TDI was a literal heavyweight at more than five thousand seven hundred pounds and was suggested only to its European customers for the equivalent of about $185,000, making it the most expensive Audi of its day.

Since then, Audi’s grandiosity has receded somewhat from that high-water mark. The brand has pulled out of stamina racing. The R8 may be super-er than ever, but 12-cylinder full-size luxury sedans like the A8 W12 are an endangered species. The Q7 V12 TDI’s successor, the SQ7 TDI, has lost four cylinders and a chunk of torque, and it’s half the price. And here we are in a version of the Q7 that the market hadn’t considered or wished back in 2008, powered by an engine with one-third of that mighty diesel’s displacement and cylinder count: the Q7 Two.0T Quattro.

Faint Praise for the Four-Pot

Since you’ve very likely already glanced at the spec panel, you may be astonished (as were we, frankly) that with just two hundred fifty two horsepower and two hundred seventy three lb-ft of torque from its turbocharged Two.0-liter inline-four, the Q7 Two.0T accelerated from zero­ to sixty mph in 7.0 seconds in our testing, a not-at-all-terrible number for a three-row luxury SUV. This could never have been possible without the extensive use of aluminum in the second-generation Q7’s slightly downsized bod and redesigned suspension, resulting in the loss of hundreds of pounds compared with its predecessor. Indeed, at four thousand seven hundred seventy six pounds with a total tank, this Q7 weighed approximately half a ton less than the Q7 V12 TDI and is three hundred nine pounds lighter than our long-term Q7 Trio.0T.

That said, the Two.0T doesn’t feel that spry all the time. The 8.2-second rolling-start figure shows the extent to which downshifting and turbo lag hinder acceleration, so unless one toggles the shifter into Sport mode and/or places the vehicle in Dynamic mode via the Audi Drive Select system, sluggishness is almost unavoidable. We found ourselves pushing the pedal to the floor often, not only due to the puny engine but also because we found the throttle calibration to be lacking in responsiveness, which didn’t help our fuel economy. Over the course of its stay, the Two.0T averaged eighteen mpg, four mpg less than the EPA’s 22-mpg combined rating and just one better than we’ve seen in similar driving in a Q7 Trio.0T. However, on our 75-mph highway fuel-economy loop, the Q7 Two.0T turned in a respectable, 26-mpg spectacle, one mpg better than the EPA highway number and two mpg ahead of the Q7 Trio.0T. At least the eight-speed automatic transmission shifts quickly and crisply, particularly in Sport mode or when shifting by hand with the shift lever or the steering-wheel paddles. And all through the rev range, the four-cylinder spins with a sinewy smoothness commensurate with its luxurious host vehicle.

Lower Thresholds

The Q7 Two.0T’s comparatively lower curb weight also helps it feel nimble and responsive, switching direction quickly and predictably. But even with its optional 255/55R-19 all-season tires (a $1000 upgrade from the standard 18-inch wheels), its lateral grip of 0.80 g was markedly lower than the 1990s-sports-car-like 0.90 g of our overachieving long-termer. We should note that our long-term Q7 benefits from the optional, $4000 Adaptive Chassis package (adaptive dampers, air springs, and four-wheel steering) and low-profile, 21-inch summer tires, none of which are available with the four-banger. Even so, the base Q7 suspension ably absorbs bumps and keeps the figure from rolling excessively.

The four-cylinder’s all-season rolling stock also accounts for the Q7’s disappointing 186-foot stopping distance from seventy mph, a whopping thirty one feet longer than our stronger Trio.0T despite using the same substantial 14.8-inch front and 13.8-inch rear brake discs. The Q7 Two.0T’s optional 20-inch wheels and 285/45-series all-season run-flat tires might represent a worthwhile expenditure, especially considering that they only cost another $800 more than the 19s on this vehicle. Oh, and take note, towing enthusiasts, as this one is rated to tug a trailer up to four thousand four hundred pounds.

Gray Matter

The relative humility of our test example was accentuated by its color scheme. Painted Florett Silver (a $575 option), this model’s exterior was downright boring—and nowhere near as cool as our Graphite Grey long-term Q7 Three.0T’s, with its Titanium-Black Optic package and aforementioned 21-inch wheels. Only close inspection exposes the styling nuances of the Q7’s design, including flared rear fenders, serrated grille vanes, and skid-plate-like lower bumper details. Helping somewhat were full-LED headlights and taillights that are part of the $2000 Vision package, which also includes a top-view camera system and Audi’s nifty 12.3-inch Virtual Cockpit digital instrument cluster.

That Virtual Cockpit display, in fact, was the highlight of our test Q7’s interior, which was outfitted with black leather. While we’ve sampled several other two thousand seventeen Q7s with more stylish color schemes, this one’s blackness was downright gloomy, its dark-gray oak wood inlays scarcely noticeable anywhere except for the center console. (The memory card with our interior pics became corrupted, so the photos in our gallery showcase a brown interior from a different Q7 Two.0T; we think it looks far less dire.) Only after more time spent pressing its haptically perfected buttons and switches, scanning the razor-sharp resolution of both the Virtual Cockpit and the stand-up infotainment screen, and appreciating the sensible logic of its MMI infotainment system does one come to love the refinement of the Q7’s cabin. Front and rear seating areas feel open and expansive, thanks in no petite part to the standard panoramic sunroof. We can’t say the same for the third row, which is best left for wee ones or folded to make way for cargo.

Sensible Price

At least our test Q7’s price didn’t climb into the stratosphere from its $49,950 commencing point. Even with the options already mentioned, the $4000 Premium Plus package (including proximity-key entry and push-button beginning, MMI Navigation Plus with MMI Touch, smartphone integration, blind-spot monitoring and rear cross-traffic alert, a power-adjustable steering column, LED interior lighting, and more), the $500 Cold Weather package (heated steering wheel and rear seats), and the $350 rear side airbags, our test car was cozily under $60K, totaling out to $58,375.

This practice with the Two.0T didn’t necessarily burnish our enthusiasm for the Q7, but it remains our dearest mid-size luxury SUV. Neither did it diminish our anticipation for some of the more titillating Q7 variants that Audi has planned in the future, including an electrified Q7 and even a possible RS Q7. However, we would advocate for upgrading to the $6500-pricier Trio.0T and, barring that, at least getting an interesting color.

Highs and Lows

Highs:

Crisp steering, nimble treating, tasteful and tech-laden interior.

Laggy throttle response, long stopping distances, disappointing fuel economy.

Audi Q7 Reviews – Audi Q7 Price, Photos, and Specs – Car and Driver

Audi Q7

Car and Driver

Tested: two thousand seventeen Audi Q7 Two.0T

2017 Audi Q7 Two.0T

  • Aug 2017
  • By STEVE SILER
  • Numerous Photographers

Go back about a decade, and Audi’s audacity was on utter display. Its very first supercar, the R8, had just recently debuted; the R10 V-12 diesel race car took the checkered flag at the twenty four Hours of Le Stud’s; the A8L W12 galvanized Audi’s place among full-size luxury sedans; and in Europe, Audi introduced a hedonistic version of its Q7 SUV. Powered by a growling, turbo-diesel 6.0-liter V-12 with five hundred horsepower and seven hundred thirty eight lb-ft of torque, the Q7 V12 TDI was a literal heavyweight at more than five thousand seven hundred pounds and was suggested only to its European customers for the equivalent of about $185,000, making it the most expensive Audi of its day.

Since then, Audi’s grandiosity has receded somewhat from that high-water mark. The brand has pulled out of stamina racing. The R8 may be super-er than ever, but 12-cylinder full-size luxury sedans like the A8 W12 are an endangered species. The Q7 V12 TDI’s successor, the SQ7 TDI, has lost four cylinders and a chunk of torque, and it’s half the price. And here we are in a version of the Q7 that the market hadn’t considered or desired back in 2008, powered by an engine with one-third of that mighty diesel’s displacement and cylinder count: the Q7 Two.0T Quattro.

Faint Praise for the Four-Pot

Since you’ve very likely already glanced at the spec panel, you may be astonished (as were we, frankly) that with just two hundred fifty two horsepower and two hundred seventy three lb-ft of torque from its turbocharged Two.0-liter inline-four, the Q7 Two.0T accelerated from zero­ to sixty mph in 7.0 seconds in our testing, a not-at-all-terrible number for a three-row luxury SUV. This could never have been possible without the extensive use of aluminum in the second-generation Q7’s slightly downsized bod and redesigned suspension, resulting in the loss of hundreds of pounds compared with its predecessor. Indeed, at four thousand seven hundred seventy six pounds with a total tank, this Q7 weighed approximately half a ton less than the Q7 V12 TDI and is three hundred nine pounds lighter than our long-term Q7 Three.0T.

That said, the Two.0T doesn’t feel that spry all the time. The 8.2-second rolling-start figure shows the extent to which downshifting and turbo lag hinder acceleration, so unless one toggles the shifter into Sport mode and/or places the vehicle in Dynamic mode via the Audi Drive Select system, sluggishness is almost unavoidable. We found ourselves pushing the pedal to the floor often, not only due to the puny engine but also because we found the throttle calibration to be lacking in responsiveness, which didn’t help our fuel economy. Over the course of its stay, the Two.0T averaged eighteen mpg, four mpg less than the EPA’s 22-mpg combined rating and just one better than we’ve seen in similar driving in a Q7 Trio.0T. However, on our 75-mph highway fuel-economy loop, the Q7 Two.0T turned in a respectable, 26-mpg spectacle, one mpg better than the EPA highway number and two mpg ahead of the Q7 Trio.0T. At least the eight-speed automatic transmission shifts quickly and crisply, particularly in Sport mode or when shifting by hand with the shift lever or the steering-wheel paddles. And all through the rev range, the four-cylinder spins with a sinewy smoothness commensurate with its luxurious host vehicle.

Lower Thresholds

The Q7 Two.0T’s comparatively lower curb weight also helps it feel nimble and responsive, switching direction quickly and predictably. But even with its optional 255/55R-19 all-season tires (a $1000 upgrade from the standard 18-inch wheels), its lateral grip of 0.80 g was markedly lower than the 1990s-sports-car-like 0.90 g of our overachieving long-termer. We should note that our long-term Q7 benefits from the optional, $4000 Adaptive Chassis package (adaptive dampers, air springs, and four-wheel steering) and low-profile, 21-inch summer tires, none of which are available with the four-banger. Even so, the base Q7 suspension ably absorbs bumps and keeps the assets from rolling excessively.

The four-cylinder’s all-season rolling stock also accounts for the Q7’s disappointing 186-foot stopping distance from seventy mph, a whopping thirty one feet longer than our stronger Trio.0T despite using the same substantial 14.8-inch front and 13.8-inch rear brake discs. The Q7 Two.0T’s optional 20-inch wheels and 285/45-series all-season run-flat tires might represent a worthwhile expenditure, especially considering that they only cost another $800 more than the 19s on this vehicle. Oh, and take note, towing enthusiasts, as this one is rated to tug a trailer up to four thousand four hundred pounds.

Gray Matter

The relative humility of our test example was accentuated by its color scheme. Painted Florett Silver (a $575 option), this model’s exterior was downright boring—and nowhere near as cool as our Graphite Grey long-term Q7 Trio.0T’s, with its Titanium-Black Optic package and aforementioned 21-inch wheels. Only close inspection exposes the styling nuances of the Q7’s design, including flared rear fenders, serrated grille vanes, and skid-plate-like lower bumper details. Helping somewhat were full-LED headlights and taillights that are part of the $2000 Vision package, which also includes a top-view camera system and Audi’s nifty 12.3-inch Virtual Cockpit digital instrument cluster.

That Virtual Cockpit display, in fact, was the highlight of our test Q7’s interior, which was outfitted with black leather. While we’ve sampled several other two thousand seventeen Q7s with more stylish color schemes, this one’s blackness was downright gloomy, its dark-gray oak wood inlays scarcely noticeable anywhere except for the center console. (The memory card with our interior pics became corrupted, so the photos in our gallery showcase a brown interior from a different Q7 Two.0T; we think it looks far less dire.) Only after more time spent pressing its haptically perfected buttons and switches, scanning the razor-sharp resolution of both the Virtual Cockpit and the stand-up infotainment screen, and appreciating the sensible logic of its MMI infotainment system does one come to love the refinement of the Q7’s cabin. Front and rear seating areas feel open and expansive, thanks in no petite part to the standard panoramic sunroof. We can’t say the same for the third row, which is best left for wee ones or folded to make way for cargo.

Sensible Price

At least our test Q7’s price didn’t climb into the stratosphere from its $49,950 embarking point. Even with the options already mentioned, the $4000 Premium Plus package (including proximity-key entry and push-button commencing, MMI Navigation Plus with MMI Touch, smartphone integration, blind-spot monitoring and rear cross-traffic alert, a power-adjustable steering column, LED interior lighting, and more), the $500 Cold Weather package (heated steering wheel and rear seats), and the $350 rear side airbags, our test car was cosily under $60K, totaling out to $58,375.

This practice with the Two.0T didn’t necessarily burnish our enthusiasm for the Q7, but it remains our dearest mid-size luxury SUV. Neither did it diminish our anticipation for some of the more titillating Q7 variants that Audi has planned in the future, including an electrified Q7 and even a possible RS Q7. However, we would advocate for upgrading to the $6500-pricier Trio.0T and, barring that, at least getting an interesting color.

Highs and Lows

Highs:

Crisp steering, nimble treating, tasteful and tech-laden interior.

Laggy throttle response, long stopping distances, disappointing fuel economy.

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