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James Griffiths test drives the new Audi Q7 SUV

Audi has announced that instead of constantly reusing and ‘overheating’ concepts and models within individual segments, it is looking to increase sales by breaking into new markets. The premium SUV sector, heavily saturated and fiercely competitive, would look to be pretty rocky ground, but then again, that’s just what the seven-seater Q7 seems to have been designed to handle.

There are five different versions of the Q7 available over two engine choices – the new 4.2-litre V8 petrol, or 3.0-litre V6 diesel, although a second petrol unit, a 3.6-litre V6 is to be made available later.

The 4.2-litre V8 FSI engine, although similar to that in the RS 4 Quattro, is the first Audi unit to combine FSI technology with eight-cylinder power, and is capable of developing 350PS (257 kW) at 6,800 rpm. A maximum 440 Nm (325 lb/ft) of torque is produced at 3,500 rpm, with 85 per cent of this (374 Nm or 275 lb/ft) available from 2000 rpm, boosting the 2270kg SUV from 0-100 km/h in 7.4 seconds up to a top speed of 154 mph (247 km/h). Overall, fuel consumption for the combined cycle works out at 13.6 l/100km (20.8 mpg) whilst emissions are 326 g/km.

For the 3.0-litre TDI diesel, the 2967cc unit generates 233PS (171 kW) of force at 4000rpm with a maximum torque of 500 Nm (369 lb/ft) from 1,750 rpm. 0-100 km/h is reached in 9.1 seconds with a top speed of 134 mph (215 km/h). Fuel economy works out at 26.9mpg for the combined cycle and the unit is equipped with an exhaust gas recirculation system. Diesel particulate filters, however, are optional, as despite the benefits they offer, Audi claims they also increase CO² emissions which in some countries can affect how the vehicles are taxed. CO² emissions for the diesel Q7 are listed as 282 g/km.

The Q7’s drivetrain makes use of a third, ‘Torsen’ (torque sensing) centre differential, unique in that it operates purely mechanically for optimum reaction time and demands no driver input, so there is no need for an in-cabin differential-lock button, which conveys power to all four wheels whether on-road or off the beaten track. The torque split is standardised at 40:60 front and rear, to help to optimise axle load distribution for improved agility and steering precision.

The Audi Q7 is set to open up the premium SUV market for Audi, with technology such as side assist and a variant on adaptive cruise control equipped for the first time on an SUV

On the higher spec versions, a number of assistance systems are available, including adaptive cruise control that will bring the vehicle to a complete stop should the situation dictate – a first for an SUV. Coupled with this is the ‘braking guard’ which acts in two stages should the radar detect a vehicle ahead decelerating sharply. Firstly an acoustic signal is given with accompanying light on the instrument panel; if this is insufficient, the system will preload the brakes ready to use and ‘jolt’ the vehicle through a fast build up of pressure in the brake system. Slightly worryingly, Audi describes this as being intended to ‘shake the driver awake’.

Audi’s side assist again uses radar technology, this time to detect when another car has moved into the blind spot on the Q7 and lights up an LED on the inside of the wing mirror. If the driver indicates to turn towards the ‘hidden’ car, this light will begin to flash strongly as a clear visual warning.

Audi has been built up as a brand with few, if any, negative connotations. The styling on the Q7 is clean and reserved but confident and backed up with two capable engines and options that really do justify the ‘premium’ label. Audi recently claimed to have reached its highest market share ever in 2006, and there is no reason to see why the Q7 will not add to its success.