Review: 2010 Audi Q7 TDI

Edward Niedermeyer
by Edward Niedermeyer

One of the enduring lessons of the car game is that good vehicles don’t always sell well. As a car writer who took on news analysis before ever getting manufacturer-sponsored time behind the wheel, this lesson can’t help but tinge my impressions of a road test. So when my first week-long-test vehicle arrived in the form of a Q7 TDI, I felt no desire to justify Audi’s decision to bring the thing to market. After all, by any reasonable analysis, the brand built by Quattro wagons should have been the primary beneficiary of America’s SUV craze. Or at least, its worst enemy. Instead the Q7 showed up for the party fashionably dressed but fashionably late. And very few wanted to buy it. With the high price of luxo ute party fuel already killing the festive vibes, is switching to a new drink enough to make Audi’s SUV sales party like it’s 1999?

On its face, diesel is the least sexy non-gasoline fuel out there. Sure, it’s packed with hydrocarbons and, sure, biodiesel has a certain following, but the American experience with diesel has not been a love-in. Even for those of us who are young enough not to remember the bad old diesels of the last energy crisis, oil burners bring up bad memories.

The most common impression is of full-on sensory assault: sitting at a stoplight while the jackhammer idle of a Cummins-powered Ram rises to a ground-shaking roar, having your hair blown back by an apocalyptic cloud of sooty smoke exhaled from howitzer-sized exhaust. In short, not the kind of impression one likes to leave with observers of ones expensive German chariot.

If you’re a diesel aficionado, you know that the current generation of European “clean diesels” have put many of these stereotypes to rest. The reality is still shocking. Fire up the Audi’s three liter turbodiesel V6, and the cockpit fills with sound . . . from the climate control. Roll down the windows and a faint sound might tempt you to think that internal combustion is taking place. Only parked by a brick wall is the idle noise even properly identifiable: a newborn Cummins, murmuring to itself in a barbiturate coma.

This aural timidity belies the engine’s humble on-paper proportions. You’ll note that Audi has refrained from putting 3.0 anywhere on the Q7 diesel’s badging. That’s because folks who spend the national median household income on a family hauler think numbers below 4.0 are bad luck. It’s TDI Quattro, thanks. (Massive graphics available on Audi press fleet models only.)

Lucky then, for these already lucky people, that this ain’t yer uncle Lou’s Olds diesel V6. To say the least. Thanks to basic engineering competence, common rail injection, and a Google server farm worth of computers, this V6 performs its luxobarge duty with distinction. Its (whisper it) 225 horsepower and (shout it) 406 pound-feet of torque are earned with a 17/25 mpg EPA rating. In fact, the only thing that should remind you of the Olds diesel era is the fact that diesel prices are again cheaper than gas.

But they won’t be forever. In the mean time, take the opportunity to go to new places and meet new people. I did and saw beautiful things. And met kind gas station employees who told me that they only sold low sulphur diesel. I would need to drive a couple of miles to the 76 where they sell ultra low sulphur diesel.

And, no, you can’t just top off at the Chinese restaurant’s grease dumpster. The TDI’s manual states firmly that fuels with more than five percent biodiesel are verboten. The upside is that with a 26-gallon tank and a 600 mile range, you’ll only have to fill up about 17 times before your clean diesel confronts you with your new urea addiction. Wait, is that an upside?

No, to understand the upsides of the Q7 TDI, you really have to drive it. On the open road you completely forget that the main nitrogen-containing substance in mammal urine is even being used to scrub your exhaust into compliance with 50-state emissions standards. Torque has a way of concentrating the mind on the task at hand. Tasks such as picking up the kids from the Academy or heading for the hills like your tail’s on fire. I recommend the latter.

After all, the Q7 TDI isn’t particularly exciting to drive around town. It’s competent, but it fails at the two primary in-town activities of the luxury SUV: stunting and the traffic light Grand Prix. Competency at showing off is obviously a subjective and controversial issue. I will simply say that in my week with the Q, the only two comments I got from strangers were “never seen one before” and “what’s the mileage?” A luxury ute that subtle will need to earn the peasant’s respect at the green light.

Sadly, this one doesn’t. The Q7 TDI accelerates to 60 mph in about 8.5 seconds, roughly the same as a Saturn Vue Red Line. Or a Mercedes R320 Bluetec. The problem is that the engine isn’t really happy until it has a good head of steam spinning its turbos. Until then it’s just three liters working against 5,512 pounds. There’s only a brief pause before the twist starts flowing, but it’s enough to keep you from feeling like, well, sixty grand.

Part of the problem is that the Audi’s Tiptronic transmission tends to short-shift through the first two cogs unless you keep the throttle pinned. Happily, dialing “S” for sport mode tightens up the whole drivetrain, improving response and acceleration which match well with the Q7’s firm steering and epic grip. Even with minimal use of the competent but unremarkable brakes, Mr. Q easily focuses on a tight line going into corners. Stab into the engine’s sweet spot, hang on tight, and the giant ute hurtles around bends with minimal body roll. Only the tightest S-bends at the most foolhardy speeds are able to confuse the chassis and induce understeer.

Munching miles on arrow-straight desert highways is where the TDI starts to feel properly at home. The engine’s computers seem to keep a thick wave of torque just below your right foot; and a muffled, gusty whoosh accompanies any surrender to the torque’s temptation. Very muffled. In fact, rumbling from the S-line’s 20-inch wheels are more of a disturbance than engine noise. Over freshly paved surfaces, the dubs add to the Q’s taut, poised handling and the ride is impeccable. On rough roads, they break the cabin’s eerie calm with road noise and chop.

Look for the cruise control and you become aware of this Audi’s one other major shortcoming as a tourer. The same S-Line package that saddles the Q with oversized wheels and unsubtle side badging also upgrades the standard four-spoke wheel with a two-spoke helm. Unfortunately, the left spoke perfectly covers the cruise control’s stubby stalk during straight-ahead cruising. Once you confirm that it is in fact there, you still have to pull over to familiarize yourself with the control. Save yourself $1,200 and improve the Q7’s cruising manners by not checking that box. Flappy paddle downshifts and brushed aluminum interior trim might be missed, but neither is an imperative.

Audi’s interiors are polarizing and whether you find them dour or refined, the Q7 won’t change your mind. In the first class front row, you get firm, supportive seating with an aristocratic vista and endless distraction courtesy of Audi’s Multi Media Interface (MMI). In second class and the steerage third row, things are less plush. The second row bench is too low, and the six foot club should expect knees to end up around ear level. Over eastern Oregon’s washboarded dirt roads, the back seat shudders and flails, threatening to shake free from its anchors. The effect on passengers is something between a “Magic Fingers” vibrating bed and a peak-condition Mike Tyson working your kidneys like a speedbag.

But the impromptu shiatsu won’t have anyone looking longingly at the third row. Only the panorama sunroof option ($1,850) keeps the way back from feeling like a Guantanamo Bay holding cell. And unless you are a four-foot yoga master, the distraction doesn’t last long. Even as emergency seating for unexpected passengers, the third row comes up short. The rolling cargo cover must be removed to raise the seats, and once converted the bulky unit no longer fits in the remaining storage area.

Not that you run into many hitch hikers or unplanned carpoolers climbing the gravel logging roads of Southern Oregon’s Rogue-Umpqua Divide. The Q7 maintains a paved-road clip through steep ascents and winding turns, each wheel keeping in constant communication with the loose road surface. Stability control is turned off and a slight twitchiness comes into the controls; electronic flattery, not skill, makes the storming pace possible. Barreling around a corner, a Suzuki Sidekick suddenly appears, its driver frozen in awe of the Wagnerian apparition bearing down on him. Considerable nose dive and pumping ABS accompany the Q’s sudden braking, but crisis is averted.

The OHV tracks leading into Newberry Crater didn’t inspire similar gravel-stage heroics, but, again, the Q7 felt confident and capable. Even with expensive paint,

oversized wheels and no special off-road equipment, the TDI makes for a willing partner through rougher terrain. At the deliberate speeds necessary to thread through sharp rocks, deep ruts and undulating ascents, the oil burner’s drag racing downsides become real strengths. Power is smooth, precise, tractable and predictable. In short, everything you want when tackling the roads that don’t show up on your nav screen.

Whether prospective Q7 owners will appreciate the TDI’s many winning qualities is a question that a road test alone won’t answer. in addition to the intrinsic shortcomings exposed here, a Cayenne is sportier and a Range Rover is more statusy. A Touareg is cheaper ($8K less with the same engine) and nearly as classy. Robert Farago drives a GL. The list goes on, but one thing is for certain: if you’re going to buy a Q7, the diesel is the one you want. The gas V6 suffers the same status and low-end pickup deficits, while the V8 is thirstier, heavier and more expensive. Besides, the TDI matches the Q7’s anonymously unique character perfectly. If you are considering showing up late for the luxury SUV party, the Q7 is one of the more intriguing guests still getting down.

[Audi supplied the vehicle, insurance and one tank of diesel.]

Edward Niedermeyer
Edward Niedermeyer

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  • Wabisabi Wabisabi on Oct 09, 2009

    #Strippo : ..."Folks who spend $50K+ on an automobile want the corresponding badge..." I bought the technology and features, the brand happened to be Audi. The X5 35d seems to have a better engine but the space wasn't there. Plus, I don't like the way it looks.

  • Anonymous Anonymous on Feb 07, 2013

    [...] [...]

  • Ronin The very asking of the question "Are Plug-In Hybrids the Future?" is an interesting one. Because just 2 or 3 years ago we'd be asking- no, asserting- that E cars are the future. We're no longer asking that question.
  • Peter Benn There apparently were some K-code 4-dr sedan Fairlanes. Collectible Automobile Apr 2024 has found a '63 500 with HD 3/spd.
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  • Rust-MyEnemy Whoa, what the hell is wrong with Jalop1991 and his condescension? It's as if he's employed by Big Plug-In or something."I've seen plenty of your types on the forums....."Dunno what that means, but I'm not dead keen on being regarded as "A type" by a complete stranger"" I'm guessing you've never actually calculated by hand the miles you've driven against the quantity of gas used--which is your actual miles per gallon."Guess again. Why the hell would you even say that? Yes, I worked it out. Fill-to-fill, based on gas station receipts. And it showed me that a Vauxhall Astra PHEV, starting out with a fully charged PHEV battery, in Hybrid mode, on my long (234-mile) daily motorway daily commute, never, over several months, ever matched or beat the economy of the regular hybrid Honda Civic that I ran for a similar amount of time (circa 5000 miles)."You don't use gasoline at all for 30-40 miles as you use exclusively battery power, then your vehicle is a pure hybrid. Over 234 miles, you will have used whatever gas the engine used for 200 of those miles."At least you're right on that. In hybrid mode, though, the Astra was using battery power when it wasn't at all appropriate. The petrol engine very rarely chimed in when battery power was on tap, and as a result, the EV-mode range quickly disappeared. The regular hybrid Civic, though, deployed its very small electric reserves (which are used up quickly but restore themselves promptly), much more wisely. Such as when on a trailing throttle or on a downward grade, or when in stop-start traffic. As a result, at the end of my 234 miles, the Civic had used less gas than the Astra. Moreover, I hadn't had to pay for the electricity in its battery.I look forward to you arguing that what actually happened isn't what actually happened, but I was there and you were not."Regardless, that you don't understand it appears not to have stopped you from pontificating on it. Please, do us all a favor--don't vote."You really are quite unpleasant, aren't you. But thanks for the advice.
  • Tassos Jong-iL Electric vehicles are mandated by 2020 in One Korea. We are ahead of the time.