2025 Audi Q7 review: Australian first drive

02/13/2025 05:00 PM

2025 Audi Q7

Most new cars stay in showrooms for six to eight years, but the second-generation Audi Q7 has now celebrated its 10^th birthday – and is still going strong.

Audi has updated what is now its oldest model for 2025, with mild exterior styling changes, tweaked interior technology and a new entry-level petrol variant.

A new Q7 is on the way, spotted testing in Europe in recent months ahead of an expected unveiling before the end of this year, and an Australian launch to follow.

The German car giant says a significant portion of Q7 customers simply buy another one once a new model is available, or they're ready to trade up.

Is the final update for the current Audi Q7 worth the upgrade, or has Audi's flagship SUV passed its prime?

How much is an Audi Q7?

Below the flagship SQ7 – which we've tested separately – the regular Audi Q7 range is now available in four engine variants, all fitted with seven seats as standard.

In dealers since late 2024 are familiar 45 TDI turbo-diesel V6, 50 TDI turbo-diesel high-output V6, and 55 TFSI turbo-petrol V6 models, with the new variant – an entry-level 45 TFSI turbo-petrol four-cylinder, with the engine from a Golf GTI or mid-spec Audi Q5 – due in the coming months.

Prices on equivalent variants have climbed by $385 to $884, the line-up ranging from $108,815 plus on-road costs for the Q7 45 TFSI, to $117,284 for the 45 TDI, and an identical $136,815 for the 50 TDI and 55 TFSI.

However in the 18 months prior to the update, prices rose by about $9000 across the line-up, and the new 45 TFSI base model is a similar price to the 45 TDI two years ago.

The Q7 undercuts most of its luxury-badged, seven-seat rivals at the bottom end of the range, but it is similar on price when comparing equivalent six-cylinder versions.

The BMW X5 starts from $137,600 for the six-cylinder turbo-diesel xDrive 30d, the Genesis GV80 opens from $128,914 with a twin-turbo petrol V6, and the Mercedes-Benz GLE is priced from $134,900 with a four-cylinder turbo-diesel.

Among the rivals – luxury-badged or not – that are closer to the lower end of the Q7 price spectrum are the Land Rover Discovery ($114,921 to $129,320), petrol and hybrid Lexus RX five-seater ($90,350 to $127,700), and petrol and plug-in hybrid Volvo XC90 ($99,940 to $128,390).

Standard equipment in the 45 TFSI and 45 TDI – which are aligned on features – includes 20-inch alloys, matrix LED headlights, adaptive air suspension, power-folding third-row seats, leather interior, three-zone climate control, heated front seats, and a power tailgate.

It also offers three screens – 12.3-inch instrument, 10.1-inch infotainment and 8.6-inch climate-control displays – with wireless Apple CarPlay and Android Auto and wireless phone charging, plus driver aids including adaptive cruise control and a 360-degree camera.

The 50 TDI and 55 TFSI add 21-inch wheels, the S Line pack, a panoramic sunroof, four-zone climate control, power steering column adjustment, a Bang and Olufsen stereo, head-up display, Valcona leather trim, and more.

The range of option packs available is listed in the table below.
MORE: Audi Q7 price and specifications

Audi Q7 best deals

If you're in the market for an Audi Q7, you can find new and used examples for sale at Drive Marketplace.

Find your nearest Audi dealer at this link to check out the Q7 in the metal, or book a test drive.

For more information, including pricing, specifications, model updates, and the latest offers on the Audi Q7 range, click here.

How big is an Audi Q7?

The last major update to the Audi Q7 interior's was in 2020, and it fits between 'old' Audi cabins – with hard buttons for most functions, and screens that popped out of the dashboard – to the screen-heavy cabins of its all-new models now on sale in Europe.

Updates for 2025 are limited to new apps, and a slightly different layout for the infotainment screen, which remains a 10.1-inch unit – alongside a 12.3-inch instrument cluster and 8.6-inch climate-control touchscreen. (More on these in the next section.)

The Q7's cabin may be getting old but it doesn't feel dated, and gets the basics right, with a comfortable driving position, good perceived build quality, and soft-touch materials on the doors, dashboard and centre console.

There are some harder plastics lower down on the dashboard, however, and the centre console is covered in gloss black trim that, at best, will attract fingerprints, and at worst, may scratch easily.

Front-seat comfort is good no matter which model you go for, with standard power adjustment and heating across the range, and supple leather upholstery.

The thin-rimmed steering wheel feels great in the hand too, with leather trim, not too many buttons to learn – all physical controls rather than fiddly touch-sensitive controls – and power steering column adjustment on certain models.

The Q7's age isn't such a bad thing in other areas, as it means there are still old-school controls like a physical volume dial, and drive mode button – but a number of key functions, such as the air conditioning controls, run through a touchscreen.

Features up front include keyless entry and start, a wireless phone charger, two USB-C ports, a 12-volt socket, and heated front seats, with higher grades or option packs adding colour ambient lighting, a panoramic sunroof, and ventilated seats.

Storage space is limited, with two small cupholders, a shallow centre console box, and door pockets that are modest, not generous in size – though the glovebox is big.

Space in the second row is accommodating enough to fit a 186cm-tall adult behind a similarly-sized driver with the seat bench slid back, something it can do in three sections. The seatbacks recline, too.

There is either one or two climate zones for second-row occupants, depending on the options ticked – in addition to the two up front – with their own control panel, two USB-C ports, a 12-volt outlet, map pockets, a fold-down armrest with quite tight cupholders, and small door pockets.

Audi is keen to highlight the Q7's standard power-folding third row of seats, with both top-tether and ISOFIX anchor points for all five rear seating positions – and curtain airbags extending to the rear-most passengers.

The third row is best reserved for kids, as space for adults is limited – particularly for taller people, who will find their head jammed in the roof, and knees wedged, even with the second row adjusted.

Ingress and egress for the third row is tight but acceptable thanks to a fold-and-tumble mechanism for the second row – though it's manually operated, not power like the folding third row – and there are cupholders for the rear-most seats.

Boot space behind the third row of seats is rated at 295 litres, which is respectable and in line with a small hatchback like an Audi A3, with enough room for shopping bags and small suitcases.

It expands to a cavernous 780L behind the second row – about 20 per cent bigger than the same area in a Mercedes-Benz GLE or BMW X5 – while folding down seats to the first row creates a van-like 1908L, ideal for trips to Ikea.

A power tailgate with kick sensor is standard, plus a light, 12-volt socket, bag hooks, a tyre repair kit (rather than a spare wheel), and buttons to lower the air suspension at the rear of the car for easier loading of heavy items or connecting the tow hitch.

Does the Audi Q7 have Apple CarPlay and Android Auto?

Wireless and wired versions of Apple CarPlay and Android Auto are standard in the Audi Q7, running on a 10.1-inch touchscreen that is small by modern standards – a BMW X5 has a 14.9-inch screen – but works well, with simple but clean graphics, a revised home screen for 2025, and reasonably quick responses.

The display also includes embedded satellite navigation, digital radio, an app store for downloading additional programs, and real-time data such as weather and fuel prices. It offers haptic touch feedback to presses in its native menus, but this functionality in CarPlay and Android Auto.

We spent most of our time behind the wheel in a wired CarPlay connection, which worked seamlessly with no stutters or dropouts.

Below the 10.1-inch touchscreen is an 8.6-inch touch display for the climate controls and other vehicle functions such as toggling the auto stop-start system.

It works well enough, and buttons for the likes of air temperature are easy enough, but some functions redirect to the upper screen when tapped, rather than changing the content on the lower screen, which is a frustrating choice.

But better than even the most user-friendly screen would be a bank of physical dials and buttons.

Ahead of the driver is a 12.3-inch instrument display, which looks sharp and offers a number of views – including a full-screen map – but it could do with more customisation, particularly in terms of how driving data like the speed and RPM are displayed.

A head-up display is standard on the 50 TDI and 55 TFSI, or optional on cheaper models. For 2025, driving directions through Apple CarPlay now display in the head-up display and instrument cluster.

All models get three years of free access to Audi Connect Plus, a set of services accessible via the myAudi app, including a car finder, remote locking and unlocking, and online roadside assistance.

Is the Audi Q7 a safe car?

The Audi Q7 range carries a five-star safety rating from ANCAP, based on 2019 testing conducted by sister organisation Euro NCAP against less stringent protocols than those in force today.

It earned category scores of 92 per cent for adult occupant protection, 87 per cent for child occupant protection, 71 per cent for vulnerable road user protection, and 71 per cent for safety assist technology. This rating is due to expire after 31 December 2025.

MORE: ANCAP to test how new cars behave underwater from 2023

What safety technology does the Audi Q7 have?

Audi offers a broad suite of safety features as standard across the Q7 range.

Among the only features not standard across the range is direct tyre pressure monitoring, which is only available on the SQ7. Cheaper models are left with a pressure loss warning that only tells the driver when a puncture has occurred, not how much pressure in the tyres at any given moment.

As we'd expect – and hope – of a car at this price, the Q7's safety systems are well-calibrated, with smartly-tuned adaptive cruise control and smooth lane-centring assist that holds the middle of the lane confidently.

The lane-keep assistance technology works with the driver, rather than against them, only intervening when the vehicle is leaving its lane and it is required.

There are areas where the Q7 is starting to show its age, though. It won't change lanes for you on the motorway – as a Genesis GV80 can – and the AEB technology isn't rated to detect cyclists or motorcycles.

MORE: New car safety systems explained

How much does the Audi Q7 cost to service?

The Audi Q7 is covered by a five-year/unlimited-kilometre warranty, with five years of free roadside assistance.

Service intervals are set every 12 months or 15,000km, whichever comes first. Pay as you go, and prices differ depending on whether you cross the time or distance intervals first.

Over five years, for example, maintenance costs $5055 for diesels and $4859 for the 55 TFSI petrol, while over 75,000km it costs $5675 for diesels and $5679 for the 55 TFSI.

Buyers can also opt for a five-year pre-paid service plan priced at $3820, irrespective of engine.

It is dearer than a Volvo XC90's $2830 (over five years/75,000km) and a BMW X5's $3275 (five years/80,000km), but vastly cheaper than a Mercedes-Benz GLE's $7585 (five years/125,000km) – all prices applicable to pre-paid plans.

A Genesis GV80 beats all of them with the first five services free.

A year of comprehensive insurance coverage with a leading provider for a Q7 55 TFSI is quoted at $4693, compared to $3489 for a BMW X5 xDrive 40i.

Is the Audi Q7 fuel efficient?

We spent time behind the wheel of the Q7 45 TDI and 50 TDI during the media preview drive, as well as the related Q8 55 TFSI, which Audi says sips a similar amount of fuel to a comparable Q7 with the same engine.

The trip computer in the 50 TDI displayed 7.8L/100km against a claim of 7.1L/100km, based on a partially-uphill highway cruise and a brief city drive.

The 45 TDI returned indicated fuel economy of just 5.7L/100km against a claim of 7.0L/100km, though much of our drive was on flowing, downhill country roads when the engine wasn't often being called upon.

Meanwhile, our time in the Q8 55 TFSI returned indicated fuel consumption of 10.3L/100km, based on a mix of highway, suburban and winding-road testing. You can expect a similar result from a Q7 55 TFSI, if the on-paper fuel use claims are a guide.

Interestingly, the 45 TFSI base petrol is the thirstiest model of the bunch on paper. We've yet to test it in the real world.

All models are fitted with an 85-litre fuel tank, with a further requirement for AdBlue on diesel variants – though it's something dealers may top up come service time – and premium fuel on the petrol variants.

What is the Audi Q7 like to drive?

Nothing has changed in terms of how the Audi Q7 performs on the road, which is no bad thing.

We're yet to sample the entry-level 45 TFSI, but none of the other three engines feel underpowered as big and heavy as this.

The two diesels are quiet and refined for the type of fuel being fed into them, both offering plenty of low-down torque, and enough punch for motorway overtakes. The 50 TDI is our pick of the range, as it doesn't need to work quite as hard when called upon for a burst of power.

The 55 TFSI – if its performance in the Q8 is an indicator – feels as quick as the on-paper specs suggest, though any gains it makes over the 50 TDI are outweighed by the fuel economy penalty, and a slightly generic, not-very-sonorous note.

All but the 45 TFSI are fitted with a 48-volt mild-hybrid system, allowing the car to coast with the engine switched off for up to 40 seconds between 55 and 160km/h, or provide a 6kW/60Nm boost for up to five seconds under hard acceleration.

Any performance boost is hard to notice, but the way in which it cuts the engine in and out is smooth – and befitting of a luxury-car experience – though it doesn't work in all drive modes, and it requires the driver to lift off the accelerator pedal completely; any input will see the petrol engine kick back on.

The weakest link in the powertrain is the eight-speed torque-converter automatic transmission, which in S mode shifts crisply and quickly – but in its regular D setting, can slur shifts and be sluggish to respond.

It's particularly noticeable at low speeds on approach to a roundabout, when it can take the car's computers a few seconds after pressing the accelerator for the gearbox to change down and deliver a surge of thrust. Its tendency to move away from a standstill in second gear also blunts off-the-line response.

Adaptive air suspension is standard across the range for a supple ride that irons out all but the worst bumps in the road.

It's most comfortable on the cheaper models' 20-inch wheels, as the 22s available on high-grade models have a sharper reaction to lumps and imperfections in the road.

At higher speeds, Comfort mode does not feel quite as settled over crests and dips as the firmer Dynamic setting, but most buyers will be hard-pressed to complain about the Q7's relaxed, comfortable ride on country roads.

The light steering feels slightly less natural in cars with rear-wheel steering than those without – with a touch of artificial-ness just off the centre point – but it's something first-timers will quickly adapt to, and the system unlocks a much smaller turning circle that makes driving a large car on tight city streets easy.

Audi has not set up the Q7 for enthusiastic driving, but it doesn't feel out of its depth on a winding road, with plenty of grip from the Pirelli or Continental tyres (depending on model), well-managed body roll, linear steering, and a confident brake pedal.

Some tyre roar leaks into the cabin on coarse-chip country roads in models with 22-inch wheels and Continental rubber, but it's otherwise well-isolated, including from wind noise.

Can a Audi Q7 tow?

The Audi Q7 45 TDI, 50 TDI and 55 TFSI are rated to tow up to 3500kg braked, with the 45 TFSI limited to 2000kg.

Maximum towball weights are set at 10 per cent of the braked tow ratings, at 200kg or 350kg depending on model, while gross combination masses range from 4900kg to 6595kg.

Plenty of Q7 buyers use their vehicle to tow, and it's not hard to see why – particularly the higher-grade V6 variants, which offer plenty of power and a stable footprint on the road.

We've conducted tow testing on a Q7, prior to its last major update in 2019 – read that report here.

Should I buy an Audi Q7?

The Audi Q7 is no longer the newest kid on the block, but it's holding up reasonably well in the face of much newer competition.

It can no longer compete with the latest BMW, Mercedes-Benz and Genesis models on technology, safety or cabin space, but it's still practical enough inside, drives well, cheaper to maintain than key rivals, and has kept a more affordable entry point to its line-up than many competitors.

The arrival of this update comes at an awkward time, given a new model is on the way.

Launch timing for the new Q7 yet to be confirmed for Australia, but if it is unveiled in Europe this year, it's likely to be here by the end of 2026.

If you've always hankered for a Q7 and don't want to wait – or your lease is coming to an end and want another Q7 – the 2025 model shows there's plenty of life left in this old favourite, but if you're willing to hold out, we'd consider waiting for the new version.

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