2021 Audi Q7 55 TFSI Quattro S Line review

Petrol power makes a return to Audi’s Q7 stable after a generation-long absence, the new Q7 55 TFSI Quattro S Line filling a large and conspicuous hole in Ingolstadt’s endlessly expanding SUV line-up.

On paper, the newcomer looks glove-fit for buyers uninterested in the range’s formerly diesel-only choices or the coupe-like pretensions of the Q8 and perhaps aimed their oiler-dodging attention towards logical SUV wagon alternatives from BMW, Land Rover, Mercedes-Benz and Porsche.

The only petrol choice in the five-variant-strong Q7/SQ7 stable is, as a safe banker for Audi, somewhat formulaic and surprise-free. It fits an off-the-rack 3.0-litre turbocharged V6 in 250kW/500Nm tune, as used in the Q8 55 TFSI, rolls out a features and equipment suite mirroring its diesel Q7 50 TDI S Line counterpart and matches the high-grade oiler’s $122,500 (before on-roads) price bang on.

Thus, it’s priced sweetly and neatly against logical spark ignition nemeses in BMW X5 xDrive 40i ($124,900 list), Range Rover Sport P400 SE ($128,206 list), Mercedes-Benz GLE 450 ($119,100 list) and Porsche Cayenne ($128,200 list). Until recently, your Audi petrol foil in large SUV-dom was the Q8 55 TFSI, the rich end of the pack (and currently at $130,200 list) but somewhat hamstrung by a five-seater format.

36

The newcomer dovetails into Audi’s family-hauling fold, some six-tenths quicker (at 5.9sec for 0-100km/h) than the 50 TDI S Line (6.5sec), offering lineball performance to the pricier and fancier Q8 55 TFSI to offset its more pedestrian all-round pitch. That it’s down 100Nm on its direct oiler alternative and, thus, possibly no swifter in the real world matters not when it comes to strategic positioning within its family.

Or is it? Coax the petrol six into life and it’s smoother than lukewarm margarine and whisper-quiet, its sanguine character barely ruffled regardless of how hard much you squeeze your right foot. There’s proper premium dignity to the TFSI engine, at idle or in the manner in which it slips up the rev range, something Audi’s reasonably refined oiler does a valiant job of mimicking but doesn’t quite achieve.

The turbo six’s workmanlike 500Nm hardly pins your ears back attempting to thrust 2215 kilo of metal, glass and leather towards the horizon and that high-five acceleration claim probably demands wing and prayer. But with maximum shove clocking on at just 1370rpm and holding steady until peak power ceases at 6400rpm, the petrol unit offers a broad window of flexible energy that the punchy if mid-peaky diesel, with its 2250-4000rpm sweet spot, simply can’t offer.

There’s proper premium dignity to the TFSI engine, at idle or in the manner in which it slips up the rev range.

36

It’s perhaps the rounder, more polished nature of the TFSI powertrain that lulls you into believing it’s not as swift as really is. Some of it is because the engine swells in delivery with relative transparency, some of it because the eight-speed automatic isn’t inclined to over-actively switch ratios in the pursuit of swift progress. It’s not the most alert transmission, nor is it frustrating enough to warrant diving for the drive mode switch during the balance of normal driving demands.

You do need to tap the transmission controller into Sport and give it the berries to unearth a faint semblance of soulfulness but, really, that this powertrain’s charm. It feels like the Q7 has a limousine engine under its pronounced snout and, to a large degree, that’s exactly the case. Not only does it suit the large luxury SUV’s purposes, but it also brings an upmarket sheen to proceedings lacking a little in the diesel, as if the wagon stock has finally graduated finishing school. There’s no compromise in towing capability either, as the TFSI is capable of the same 3500kg-braked haulage as the TDI versions.

One penalty, though, is thirst. Unsurprisingly, the Q7 55 TFSI’s 9.4L/100km combined-cycle claim matches that of the identically propelled Q8 and a far heavier drinker than the 50-grade diesel (6.8L/100km). Audi’s 48-volt sailing stop-start system, marketed as mild hybridisation, trims a few millilitres here and there on the rare occasion when particular circumstances permit – Efficiency drive mode, flat running, foot off the throttle – and despite some stunningly frugal open road moments, the SUV tends to settle into the high tens for mixed driving.

36

The silken powertrain is married to an air-suspended chassis offering consummate ride suppleness in its default Comfort setting. Bar patter from the broad footprint of the 21-inch wheels, isolation from vibration and noise is very good, at least when carrying a head of steam where the adaptive system does a fine job of maintaining composure across larger undulations and bumps.

From a ride and handling perspective, the Q7 is most comfortable on the open road. Around town, it’s a little untidier, if only marginally so. Air ride ‘float’ is apparent but not to the kind of motion-sickness-inducing detriment that has you diving for the tauter Sport mode, with enough body control support to avoid the dreaded and annoying body wobble under wheel articulation that plagues some rivals’ air suspension designs.

It’s a large and hefty rig and feels as much from behind the wheel, the handling composed and surefooted with enough cooperation to neatly sidestep ponderousness. The real boon is the optional Dynamic all-wheel steering, more for the remarkably tidy maneuverability than its somewhat secondary function of enhancing high-speed stability. It’s a $2750 premium well spent.

36

The 2019 ‘broad grille’ facelift softened its forebear’s slightly brutal boxiness a little, its fundamental form allowing efficient packaging and impressive spaciousness. The update also introduced a vastly slicker Q8-pilfered dash array, resplendent with ‘MMI touch’ dual-screen centre stack – 10.1-inch infotainment screen top, 8.6-inch control pad bottom – to augment the 12.3-inch Virtual Cockpit digital driver’s display, plus a head-up display if there already wasn’t enough eye-candy.

Audi’s as guilty as any German marque of spearheading the digital visual assault, as dazzling as it is confronting here in Q7 55 TFSI. The marque is rarely shy of technical embrace – vorsprung durch technik, of course – and its bombastic multiscreen array is the current Q7’s biggest change and largest drawcard that undoubtedly makes more deals than it breaks.

The high-spec Q7 bolsters the goodies bag elsewhere, including standard-fit Matrix LED headlights and trendy dynamic rear indicators, subtle S Line styling, gesture-controlled tailgate, panoramic glass roof, four-zone climate control, interior mood lighting and heated sports seats trimmed in Valcona leather contrasting nicely with Audi’s penchant for brushed aluminium detailing. The fulsome infotainment suite includes proprietary sat-nav, DAB+, Bang & Olufsen 19-speaker 730W sound, wireless Apple CarPlay/wired Android Auto and inductive phone charging. Front and rear parking sensors are augmented with a 360-degree camera system.

36

The cabin is big and airy, if now slightly cosier in facelifted form and the centre stack now presents elevated glassy touchscreen goodness within convenient reach. The click-and-zip haptic effect, mimicking physical button tactility, is pleasing to touch and reacts mostly well most of the time, if occasionally demanding a firm prod.

Packaging control of most of the Q7’s expansive content into a pair of stacked screens is a double-edged sword, simplifying cabin design but risking information overload once you throw the driver’s display into the mix. It’s challenged for quick-glance legibility, can be distracting until you're acclimatised and some buyer tastes might prefer a simpler format or at least the option to streamline the interface content. Point is, you’ll be seduced by it or just shop elsewhere.

The S line-specific sport-contoured front pews offer a well-struck balance of support and comfort and the seating arrangement through all three rows is well executed and offers oodles of flexibility. Design-wise, Q7’s smart packaging was clearly a primary mandate rather than some afterthought.

Packaging control of most of the Q7’s expansive content into a pair of stacked screens is a double-edged sword, simplifying cabin design but risking information overload.

36

Generous width means that all three, individually adjustable seating positions in row two are properly adult-friendly, each fitting ISOFIX mounting points to cater equally well for youngsters. Any of the three seat sections can slide fore or aft to taste of to balance legroom across all seating rows and set rearward on the rails, second-row room is downright palatial.

In a more middling position, there’s ample cabin length to allow genuine seven-adult accommodation, and rearmost entry and egress is reasonably friendly. But there’s more than that. The generous glass area – including a long panoramic glass roof – and airy ambience greatly diminishes the sense of claustrophobia that plagues less-ample SUVs that otherwise treat seven seats as an inconvenient formality of design rather than a genuinely friendly and usable format.

The Q7’s plus size affords a usable 295 litres of boot space with the 50:50 split-fold third row in play, so either seating position can be stowed, forming a six-seat configuration for extra load flexibility. As a five-seater, luggage space expands to a whopping 770 litres, arguably the Audi’s sweetest configuration as a jumbo wagon and its clear forte as a long-haul grand tourer.

Impulsive trips to Ikea are serviced with a humongous 2050 litres of maximum space when the Q7 is converted into a surrogate van, a role it embraces impressively well given how flat the broad the load area becomes when treated as a two-seater.

36

In terms of safety, the facelifted Q7 range wears a five-star ANCAP rating, covering “all variants” from a 2019 assessment, which at the time was an all-diesel range. While the newly arrived TFSI isn’t stipulated in the ANCAP report, Euro NCAP testing that formed the basis of ANCAP's local assessment includes both left- and right-hand-drive 55 TFSIs as five-star prospects in its own report.

Active safety gear includes all-speed (up to 250km/h) autonomous emergency braking with pedestrian (up to 85km/h) and cyclist detection, lane departure warning and active lane-keeping, blind-spot monitoring, front cross-traffic AEB (up to 30km/h) and right-hand turn assist, pre-sense collision preparation front and rear, and exit warning when opening doors. The 55 TFSI fits front as well as side and curtain airbags for front and rear occupants as well as five ISOFIX mounts points across all second and third rows of seating.

Ownership wise, Audi’s three-year (unlimited-kilometre) warranty remains slim pickings (and from the date of first registration if you’re tyre-kicking demonstrators). A five-year servicing plan, payable up front, costs $3170, with intervals of 12 months or 15,000kms, whichever comes first.

36

Audi has been bolstering its large family-hauling ranks with the likes of diesel and petrol Q8, the performance SQ7 and electric E-Tron wagon, as well as coupes-SUVs under the Sportback badge in recent times.

But as downright predictable as a petrol-powered Q7 might be, and as surprise-free as its form and fit-out, the 55 TFSI fills a crucial and gaping hole in what’s been, for a generation and a facelift, a bit of a doughnut of a line-up.

As downright predictable as a petrol-powered Q7 might be, the 55 TFSI fills a crucial and gaping hole in what’s been a bit of a doughnut of a line-up.

Audi Q7 55 TFSI Quattro S line specifications

36