Car review: Audi Q7 shows combustion cars are not going quietly into the night

Straits Times

a day ago

SINGAPORE – Some people say that once you have driven an electric car, you can never go back to one with a combustion engine. Besides the instant gratification an electric drivetrain often offers, electric vehicles (EVs) have gizmos spilling out from their wing mirrors that make them so modern, so high-tech and so cool.
To test that hypothesis, I take out an Audi Q7, a model which has not changed substantially since it first appeared 20 years ago. The variant on hand is a 3-litre turbocharged V6 putting out 340hp and 500Nm from 1,370rpm.
It is the second facelift of the second-generation Q7, spruced up with a new grille, new wheels, cabin inlays and seats with contrasting stitching. It is equipped with high-definition Matrix LED headlights and organic LED rear lights (with four selectable designs, no less).
The Q7 looks rather distinguished, having aged better than many cars of its era. Measuring 5,072mm long, 1,970mm wide and 1,734mm tall with a 2,995mm wheelbase, the car is still imposing, but it is no longer the bulkiest in town. That superlative belongs to a slew of electric behemoths, mostly from China.
At 2,115kg, the Q7 3.0 is not considered overweight either. Again, that honour belongs to the battery behemoths.
At the wheel, the Q7 acquits itself very well for an ageing Audi. The 0-100kmh sprint is done in 5.6 seconds and the top speed is an electronically regulated 250kmh. These figures compare well against sportier, dual-motor electric cars.
You may not get the instantaneous throttle response electric cars usually deliver, but you get the staccato progression in speed as the car's eight-speed transmission matches cog to revs. The mechanical proceedings may be less efficient than electric drive, and even a tad sluggish when you want a quick getaway, but it is more emotional.
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Familiar territory: The cockpit of the Q7 has not changed dramatically over the years.
ST PHOTO: ARIFFIN JAMAR
Driving the Audi is thus akin to listening to an unplugged version of your favourite song. Not better or worse, just different. For me, driving the Q7 is like a small homecoming. I have driven several variants of the car in several countries over the years. And it has never failed to bring a smile to my face.
I like the Q7's seven-seat configuration for transporting my entire family. Surprisingly, my youngest and tallest son, at 1.78cm tall, can still sit comfortably in the last row. When this row is not in use, the car has a whopping 780 litres of stowage. Flattening and reinstating the seats can be done at the touch of buttons in the boot. You can also raise or lower loading height with buttons.
With its adaptive air suspension, the Q7 3.0 dishes out a palatable blend of ride comfort and handling. It is a car which you can drive effortlessly with its easy-to-use adaptive cruise control or enthusiastically in Dynamic mode, with your fingers determining gear changes.
Floor flaw: Occupant of centre seat in second row has to contend with an enormous transmission tunnel.
ST PHOTO: ARIFFIN JAMAR
Two-step tango: Accessing the third row requires pulling two levers to fold and lift second-row seats.
ST PHOTO: ARIFFIN JAMAR
The Q7's cockpit is pleasantly familiar. Although Audi was among the first to go digital, the Q7 does not overwhelm, as many common adjustments can still be done manually. I am glad its cabin has not yet been 'upgraded' to the new format seen in the Audi A5. The latter, I feel, is not an improvement.
The Q7's tech suite is sufficient but not superfluous. It has wireless Android Auto and Apple CarPlay, the former of which I can say reconnects automatically and unfailingly. There is a wireless phone charger, but it is not very fast.
All-wheel steering makes driving the luxe barge easier, and conveniences such as soft door closing and head-up display are other welcome frills. But even without these, the Q7 is eminently likeable. Its only blemishes are a prominent hump in the middle of the second row, and a sticky centre console lid.
Boot cramp: Still sufficient for weekend grocery shopping.
ST PHOTO: ARIFFIN JAMAR
The test unit averages 12.7 litres/100km, which is not too shoddy for a car of its size and performance, and not far from Audi's stated 11.8 litres/100km. When this 3-litre turbocharged V6 variant was
first reviewed in February 2021, it clocked 15 litres/100km.
With its 85-litre fuel tank, the latest Q7 3.0 can be driven to Ipoh non-stop with plenty of range to spare. And that may be yet another reason I feel an EV owner can easily go back to combustion if there are attractive options available.
That may also be why a growing list of carmakers, including Audi, are delaying their goal to ditch combustion engines for an all-EV future.
Audi Q7 S Line 55 TFSI quattro
Price: $525,999 with certificate of entitlement (COE), before applicable discounts
Engine: 2,995cc 24-valve V6 turbocharged
Transmission: Eight-speed Tiptronic with paddle shift
Power: 340hp at 5,200rpm
Torque: 500Nm at 1,370-4,500rpm
0-100kmh: 5.6 seconds
Top speed: 250kmh (electronically limited)
Fuel consumption: 11.8 litres/100km
Agent: Audi Singapore
Rating: ★★★☆☆
Comparable considerations
Volvo XC90 B5 Ultra ($418,000 with COE)
The
XC90 does not match the Q7's bristling performance, but it is more frugal, has more usable space and comes with a more compelling price. Its cabin feels more contemporary than the Audi's and is a degree better in fit and finish. Although it lacks the brute force of the Q7, it feels breezy and lightfooted on the go.
BMW X5 xDrive40i ($554,888 with COE) The X5 still reigns as the most driver-engaging multi-seater in town. The xDrive40i packs a slightly bigger punch than the Q7 3.0 yet delivers better efficiency. Space-wise, it is similar to the Audi. Like the Q7, it is arguably a more agreeable car than its electric equivalent overall.