Q7 [Official] Audi Q7

Mick Briesgau · Mar 18, 2016

klier said:
Yea like I said, I made a 180 with this car. Just very solid looking when I see it on the roads.

Yes and plenty of them allready. I see at least one every day (in the Netherlands). But not as many as XC90's; seems as if they came free with the laundry detergent

klier · Mar 18, 2016

Mick Briesgau said:
Yes and plenty of them allready. I see at least one every day (in the Netherlands). But not as many as XC90's; seems as if they came free with the laundry detergent

Today on my way to work (<10 km), I saw at least 6 or 7 XC90, and at the stoplight I was literally in between two identical colors.

Too much already, LOL. It seriously comes free here, I wonder where I can get mine.

Rainer271 · May 1, 2016

Audi’s SQ7 TDI diesel SUV beast on sale mid-May

Audi has announced it will begin taking orders for the SQ7 TDI in Europe from mid-May.

With a monstrous 435 horsepower (320 kilowatts) and 663.8 pound-feet (900 newton meters) of torque, the SQ7 TDI is the most powerful diesel-powered new SUV money can buy. However, it’s not actually the strongest iteration of the Q7 ever since the first-gen was available for several years with a huge 6.0-liter V12 that churned a whopping 500 hp (368 kW) and 737 lb-ft (1,000 Nm).

Even though it’s down on power, the new SQ7 TDI is substantially quicker in the 0-62 mph (0-100 kph) sprint which takes 4.8 seconds (compared to 5.5s). Just like the old V12 model, the high-performance SUV diesel from Ingolstadt is electronically-capped at 155 mph (250 kph). In terms of fuel consumption, the SQ7 returns 32.7 mpg (7.2 liters / 100 km) whereas the V12 monster was a lot thirstier as it did just 20.8 mpg (11.3 liters / 100 km).

Audi hasn’t specified how much the car weighs, but it’s definitely a tad heavier than the five-seat 3.0 TDI quattro which tips the scales at 4,563 lbs (2,070 kg). For the sake of comparison, the V12-powered, first-gen Q7 was an absolute whale, weighing no less than 5,809 lbs (2,635 kg).

The SQ7 TDI costs a hefty €89,900 at home in Germany and comes as standard with goodies that on the regular Q7 are offered as optional equipment for an extra €10,000. These include LED headlights, larger 85-liter (22.5 gallon) fuel tank, adaptive air suspension (with S-specific settings), 20-inch rims, and a three-spoke sport steering wheel. In addition, the base SQ7 benefits from electrically adjustable heated sport seats covered in Alcantara and leather.

At an additional cost, buyers will be able to add the dynamic driving package bringing extra hardware upgrades. These include all-wheel steering, quattro with sport differential, as well as a newly developed electromechanical active roll stabilization.

Audi says early adopters in Europe are going to take delivery of their prized possessions this summer.

Source: Audi / motor1

WAND · May 1, 2016

Amat46 said:
oh dear
View attachment 333946

car scoops

Q7 Avant

JHF · May 3, 2016

domleo999 · May 3, 2016

The interior is very nice but I feel like it's in the wrong type of vehicle

JHF · May 4, 2016

Audi SQ7 TDI (2016) review

► Go-faster version of Audi’s giant SUV
► Seven seats, 429bhp and 4.9sec to 62mph
► ‘Borderline madness but hilariously endearing’

Audi has a new performance SUV called the SQ7. It’s the second Q-series model to receive an S designation, and shoots instantly to the top of the Q7 range. And instant is a pretty good word for this ridiculous machine, for the SQ7 is also the first production vehicle to ever feature an electrically powered compressor, or EPC, which is designed to speed up the response from its 4.0-litre twin turbo V8 diesel engine. Because, obviously, 4.0-litre twin-turbo V8 diesels need all the help they can get with that sort of thing.

Have you ever wanted to be the bane of hot hatch drivers’ lives? Or perhaps you once were a hot hatch aficionado, forced to give up your life of tyre-squealing fun in the face of domestic demands and corporate image projection? Well, in the way that we once used to describe really good hot hatches as being faster cross-country than a supercar, the 429bhp Audi SQ7 is an SUV that’s quite possibly faster cross-country than a really good hot hatch – and we don’t mean because its off-road capability allows it take a more direct route…

Could you, possibly, be over-egging this pudding, pudding?
At first encounter, you might think so. The electric compressor exists to fill in any holes in the response time of the V8’s two conventional turbos off idle, which are already plumbed in sequentially but still rely on exhaust gases to build boost; the EPC simply pulls power from the SQ7’s new 48-volt electrical system whenever it needs to spin up, meaning it hits 70,000rpm in about a quarter of a second, sending a short pulse of motivation into the intake to help get the party started.

However, if you’re expecting this to feel like a shot of nitrous every time you put your foot down, you’ll be disappointed. This is still a 2.3-tonne vehicle and initially the sheer mass of the thing conspires to disguise just how fleet of foot it really is. But then you start to notice how rapidly other cars get smaller in the mirrors, and shortly after that you begin to process what’s happening with the chassis.

What is happening with the chassis?
The same 48-volt system that allows the electric compressor to function is also juicy enough to run an electro-mechanical active anti-roll system – basically the same as that fitted to the Bentley Bentayga (which shares the Q7’s platform). This comes as an optional extra on the SQ7 as part of a driving dynamics package that also includes a torque-vectoring sport differential at the rear and four-wheel steering. In combination, these have a tendency to make Einstein look like he was off his head.

Dial up the Dynamic driving mode, which also firms up the standard variable dampers and air suspension, and although the active anti-roll doesn’t neutralise cornering lean altogether it does allow you to carry far more speed through a sequence of bends than anything of this size and stature should really make possible. A slight lateral pogoing motion tells you when you’re approaching the limit, though the sport diff and the four-wheel steering help keep the front end so nimble and pointy you still carry on taking greater and greater liberties.

Eventually you find yourself at the bottom of a mountain road with the (also optional) carbon ceramic brakes on fire and your perspective on performance motoring irrevocably warped, wondering exactly what just happened.

But seriously, what is the point of this monster?
We suspect this is one of those ‘because they can’ kind of deals. Only a sadist really needs a seven-seater SUV that can out-sprint all but the three most potent hot hatches currently on sale before attempting to out-corner them. The visual makeover is likely to be as endearing to other motorists as Jeremy Clarkson at a Greenpeace convention, the interior is finished to a high standard but totally devoid of charisma, and despite the 70 grand price tag you still need to spend more to make it really behave like an animal.

Still, it makes a great V8 noise, which becomes more or less subtle depending on driving mode, and the Comfort settings cope tolerably well with the optional 22-inch alloys should you really feel the need to look totally obnoxious. And honestly, these are so sexy we just might – though UK buyers are probably better off sticking to the standard 20-inch wheels.

Verdict
A colleague described this car as physically impressive but difficult to love. We’re not so sure – there’s just something so hilariously endearing in the way this massive bus can charge along a twisty bit of road that it might just ignite the spark of permanent passion. Perhaps not least because in spite of all its toys, this is still borderline madness and requires a fair degree of input from the driver to manage and maintain. We cannot wait to see whatPorsche does with this platform when it launches the next generation Cayenne…

http://www.carmagazine.co.uk/car-reviews/audi/audi-sq7-tdi-2016-review/

ThroughandThrough · May 10, 2016

Review: 2017 Audi Q7

BY JOHN NEFF, Editor in Chief

A towering list of technology makes Audi's people-mover most attractive for early adopters

- Cleveland, Ohio

Audi first debuted the Q7? In all that time, we’ve never gotten an all-new, clean-sheet design until now. This new Q7, though, joins a group of well-heeled competitors that haven’t been standing around twiddling their turn signal stalks over the last decade. They include Volvo’shot new XC90 and the recently renamed Mercedes-Benz GLS-Class, as well as a few Japanese luxury competitors that would prefer not to be forgotten. Fortunately, Audi has armed the Q7 with enough tech to make NASA jealous, but we’re not sure that’s enough to place it firmly in front of its three-rowed cohorts.

Pros

The Q7’s 3.0-liter supercharged V6 makes 333 horsepower and 325 pound-feet of torque, but it feels more powerful than those numbers suggest. Maybe it’s the Q7’s relatively light sub-5,000-pound curb weight or the fact that peak torque arrives at a low 2,500 rpm. It could also be the eight-speed automatic transmission’s imperceptible shifts always keeping the engine in its sweet spot. Regardless, power is always there when needed and it comes on strong and silently.
The Q7 stays more composed in turns than most large, high-riding crossovers. It’s tighter, more-controlled handling means things don’t get scary when you take an onramp too fast or cut a corner a little too tightly. That said, the ride is still plenty comfortable, even over rough roads. Of the four different driving modes available – Comfort, Auto, Offroad, and Dynamic – only Dynamic strongly differentiates itself. Unfortunately, it’s not a mode we would drive in every day because it’s too firm.
Virtual Cockpit is one of the coolest interfaces you can find in a new car. Rather than entering an arms race over who can fit the largest screen in the center of the dash (ahem – Tesla, Volvo), Audi turned its entire gauge cluster into a 12.3-inch digital screen and masterfully integrated the typical info you see through your steering wheel with full controls for the stereo, navigation, and communication systems. It looks impressive and works brilliantly once you learn the controls, though Audi could’ve acted more boldly by deleting the second screen on top of the Q7’s dash altogether like it did in the new R8 and TT.
There’s an incredible amount of technology both standard and optionally available on the new Q7. Some of the cooler bits we’ve yet to mention that came with our tester include the MMI all-in-touch handwriting-recognition pad, Apple CarPlay and Android Auto integration, and a top-view camera system for reversing. Some we weren’t able to try that you can order with the top Prestige trim level include all-wheel steering, an adaptive air suspension, night vision, and two 10.1-inch Audi-branded Android tablets that act as removable, rear seat entertainment systems. We haven’t encountered a luxury three-row crossover that offers more cool tech to buy, but you’ll pay north of $80K if you want it all.

Cons

I’m not a fan of Audi’s current exterior designs, and the Q7 is perhaps the least attractive expression of it. This large crossover has always been shaped oddly with a very long, tall body that looks as much wagon as it does SUV. This new design doesn’t fix those odd proportions; in fact it might accentuate them more. Just look at how long those rear passenger doors are!
The design of the Q7’s shifter is highly suspect. Reverse, Neutral, and Drive are all engaged – in that order – by pushing the shifter forward or pulling it back. Park, meanwhile, is engaged by pressing a button on the back of the shifter. The first few times driving the Q7, I instinctively pushed the shifter forward to engage Park only to realize – quickly, thankfully – that I had entered Reverse. I got used to this odd design over time, and the Q7 will enter Park automatically when you shut it off or open a door, but the placement of this button seems like an invitation for trouble.
Audi Active Lane Assist wasn’t the semi-autonomous driving technology I expected it to be. All it does is make small, jerky steering adjustments that are supposed to keep you in your lane, but half the time the system can’t operate because it doesn’t see the lane or you’ve entered a bend that’s just a little too sharp. Rather than being helpful, it feels like you’re fighting for control of the wheel with a ghost in the machine. I left it off mostly, but it’s part of a Driver Assistance Package that costs $2,400 and also comes with adaptive cruise control, auto high-beams, and traffic sign recognition.
The Q7 is really big on the outside but not so large on the inside. In particular, its third row of seating is cramped with limited legroom and a flat, not-well-cushioned seat bottom that’s very low to the floor (the second row does slide forward for more legroom, though). Also, its maximum rear cargo area with all of the seats folded is 71.6 cubic feet, which is over 14 cubic feet smaller than what the Volvo XC90 offers despite the Audi being five inches longer and nearly three inches wider. You may not use the third row often and 71.6 cubic feet is probably big enough for most, but that’s still an inefficient use of space inside for a vehicle so outwardly large.