Audi Q7

Just as the dinosaurs evolved to suit a changing planet, so have large luxury SUVs, Audi's enormous Q7 more than most.

In 2019, we got a vastly improved version of the second generation 'Type 4M'-series model, which got smarter looks and the enhancement of mild hybrid power across the range. Ever since the very first MK1 'Type 4L'-series Q7 was launched back in 2005, it's been a vehicle that middle-England families have always rather liked but, if truth were told, felt a bit awkward about owning, the first generation Q7's sheer size, power and weight hardly in keeping with these eco-conscious times.

Hence the need for the MK2 model that was launched in 2015, the original version of the car we're going to look at here.

It was far lighter and more efficient than its predecessor - and slightly smaller too, though somehow even bigger inside.

All of which was possible courtesy of an all-new MLB EVO platform also designed for much pricier Porsche and Bentley Volkswagen Group SUVs. The result of all this was a model dynamically very different from the large, lumbering original version and it enabled the Ingolstadt brand to rejuvenate its proposition amongst large luxury SUVs.

Which was just as well given that by 2019, this segment was a tougher place to survive in than ever before.

By then, in the four year period since the original version of this 'Type 4M'-series MK2 Q7 had first been launched, we'd seen all-new versions of rivals like BMW's X5, the Mercedes GLE and the Land Rover Discovery, with nearly every competing brand in the sector copying this Audi's provision of seven seats to suit larger families.

By 2019, upper-spec Q7s also had BMW's all-new X7 and a fresh generation version of the Mercedes GLS to deal with too. Arguably this car's closest rival, the Volvo XC90, had always offered three seating rows, that Swedish contender updated in 2019 with mild hybrid technology.

Which, as mentioned earlier, was also the headline improvement for this revised version of the second generation Q7, also launched in mid-2019.

Audi took the opportunity here for a quick stylistic nip and tuck and there was a classier cabin, along with extra safety and autonomous driving tech.

Plus there were fresh plug-in hybrid variants on offer and air suspension was now standard across the range.

The MK2 Q7 sold in this form until early 2024, when it got another more minor facelift update.

This second generation Q7 was always less showy about its size than its predecessor, with sharp shoulder lines and sculpted lower side blades attempting to subtly disguise its still prodigious bulk.

With this improved model, there was still more to distract your attention, thanks to a package of stylistic Q model hallmark features mainly borrowed from this car's sportier showroom stablemate, the Q8. Primarily, that meant the adoption at the front of a large octagon-shaped Singleframe grille with six upright slats.

There were changes at the rear too, where a chrome strip carried forward the horizontal body line and created a visual connection between the glistening LED rear lights with their technical-looking graphics Inside, it was all very different to anything a Q7 driver would have experienced before, thanks to Audi's so-called 'luxury lounge' cabin architecture.

You're going to need to like screens because the gloss black-panelled layout incorporates no fewer than three of them, the two you'll notice first powering up as soon as the door is opened and dominating the upper and lower parts of the shiny centre stack.

The gently curved upper 10.1-inch display deals with the most important radio, media and telephone functions while the lower 8.6-inch monitor is reserved for more comfort-orientated mainly climate-related features.

Both screens interact with the optional 12.3-inch 'Audi Virtual Cockpit' instrument binnacle screen you view through the three-spoke wheel.

Provision for cabin storage isn't ideal, both the central bin between the seats and the door pockets being somewhat restricted in size, but the driving position is virtually faultless and the seats are supportive with heating and standard 4-way lumbar support. Let's consider the second row, access to which is helped by a large door aperture.

Passengers here benefit from Audi's standard 'rear bench seat plus' package, which gives you three individual seats each featuring 110mms of longitudinal travel, so that they can be pushed forwards or backwards to maximise either legroom or the space behind.

Plus the outer backrests recline through 16 increments for greater comfort on longer journeys.

OK - what about third row functionality? Audi doesn't pretend this area to be suitable for adults and long distances: with the sloping rear roofline, it could never be.

Still, the company's designers put a lot of effort into making these rearmost pews decently accessible.

You expect to get to them by pulling the outer middle seat forward.

Instead, you fold the backrest down onto its base, then pull the folded base up towards the front seat, which frees up a much wider aperture through which you can reach the third row.

There's no magic been worked on the available standards of legroom you get once you're at the very back though and for any kind of comfort here as an adult, you're going to need to ask those in the middle row to push their seats forward a bit.

Still, it's really intended for kids - of any age.

This is one of the very few 7-seat cars we've tested from this period with ISOFIX child seat fastenings fitted to its third row seats, so Audi gets a big tick for that.

Finally, let's consider luggage space.

As you'll discover when the powered tailgate rises, as usual with large SUVs in this segment, there isn't much of it on offer when all three seating rows are in place - just 295-litres of capacity.

Most of the time of course, you'll probably be running the car with the third row chairs folded down.

Buttons are provided for the electrical retraction process both in the cargo area and on each side of the car behind the second row.

Once everything's flat, there's a lot of room to play with, 770-litres to be exact in standard models.

Or 650-litres in the five seat-only plug-in hybrid TFSIe variants.

Otherwise, getting more room means folding the middle row.

The backrest falls in a 35:30:35-split, so if you've a long item to push through - say a set of skis - you may merely need to flatten the centre section.

Lower everything and as much as 1,955-litres of fresh air can be created in a standard variant.

Please contact us for an exact up-to-date valuation.

Most owners in our survey seemed happy, though a few buyers complained of various rattles and squeaks, so look out for these on your test drive.

Few Q7s will have been used off road, but check underneath just in case.

The most reported faults related to interior trim and non-engine electricals.

Look out for bodywork scrapes and kerb damage to the large alloys.

We've had some reports of issues with wear to the side bolsters of the leather seats, as well as squeaking front brake pads, so it's worth looking out for both of those.

There were a few issues with the car's infotainment system, with phones not connecting properly and flickering screens being the main problem.

The DSG automatic gearbox should be checked to make sure it's had a regular oil and filter change, as should the quattro four-wheel-drive system. Many Q7s will have been company or lease cars and, as a result, you should check the condition of the bodywork carefully.

The high-quality fit and finish of a Q7 also makes it an ideal candidate for clocking, so ensure the history is absolutely verified.

(approx based on an Q7 2019 50 TDI - Ex Vat) An air filter costs in the £44 bracket.

An oil filter costs around £8-£15.

A fuel filter is around £37.

Front brake pads sit in the £30-£175 bracket for a set; for a rear set, it's around £18-£74.

Front brake discs sit in the £48-£131 bracket.

Rear brake discs sit in the £31-£70 bracket.

Wiper blades cost £5-£29.

A water pump's in the £46-£123 bracket.

Audi offered its latest 48-volt mild hybrid engine technology with this revised version of this second generation Q7.

That sees an integrated 'BAS' belt alternator starter-generator powering a 48-volt main electrical set-up in which a compact lithium-ion battery in the boot stores energy harvested via a 'KERS' kinetic energy recovery system.

That additional electricity might be used either to boost the engine while accelerating, or to restart it when the stop/start system kicks in at low speeds.

The technology's seamless and features right across the post-2019-era range, which kicked off with two 3.0-litre V6 TDI options, either the base 45 TDI variant (which has 231PS) or the 50 TDI powerplant (which offers 286PS).

This engine is one of Audi's best, creamy smooth, superbly refined and generally torquey, equipped with 600Nm of pulling power.

And it was claimed to be capable of up to 33.2mpg on the WLTP combined cycle and 180g/km of NEDC-rated CO2.

If you want more power from a black pump-fuelled version of this SUV, there was initially an SQ7 TDI derivative which uses a 4.0-litre V8 diesel with 435PS and a thumping 900Nm of torque.

That was later replaced by a petrol-powered 3.0 V6 TFSI SQ7 model. The standard petrol Q7 used a 3.0-litre V6 - in 340PS form in the 55 TFSI but more proactively in two plug-in variants which pair it with an electric motor which is in turn powered by a 17.3kWh lithium-ion battery.

One of these variants, the 55 TFSIe model, offers a combined system output of 380PS while the other, the rare '60 TFSIe Competition' derivative, features a gutsier 94kW version of the electric motor that helps push total output up to 455PS.

TFSIe variant owners should find that when their cars are fully charged, around 26 miles of all-electric range is possible.

Whatever Q7 you choose, you'll find that, as before, this isn't a large SUV that particularly likes being hurried, but there's plenty of cornering traction, courtesy of torque vectoring and quattro 4WD, plus a 4-Wheel Steering set-up adds extra manoeuvrability to top 'Vorsprung'-spec models.

Adaptive air suspension was standard across the range, which helps you cruise over tarmac tears and speed humps, plus it lowers the car at highway speeds and can be raised for the greater degrees of off road prowess you'll probably never need.

Here's a big Audi SUV that, in an eco-conscious world, you could own proudly, rather than slightly awkwardly.

A statement of technology and innovation with electronic intuition anticipating needs you didn't know you had.

As well as simply a very plush and practical way to transport your household just about anywhere, riding beautifully on its sophisticated air suspension. Are there issues? A few.

We were a little disappointed that the much-trumpeted mild hybrid tech didn't deliver more in terms of efficiency gains.

And there are elements of the signature twin-touchscreen cabin that that in our view slightly prioritise style over function.

It all looks pretty smart though.

And very high-end. In summary, this significant package of post-2019-era updates enabled this Q7 to continue to compete on equal terms with much newer designs in this segment - and that was no mean achievement.

Potential used market buyers will be attracted not only by this SUV's cool, classy feel but also by strong residuals that deliver overall running costs which remain very competitive.

Other competitors might be glitzier, but this Ingolstadt contender remains an all-round proposition that's very difficult to beat.

And very vorsprung durch technic.