Recent Arrival! 2017 Audi Q7 3.0T TECHNIK NAVI TOP OF LINE quattro Dark Blue 8-Speed Automatic with Tiptronic 3.0L V6 TFSI quattro NO ACCIDENTS,ABS brakes,Air Conditioning,Alloy wheels,Automatic te Read more. 57,863 km; Ajax, ON; Automatic; Gas; All-wheel drive (AWD) Features. A/C (automatic) Adaptive cruise control; Alloy wheels; Blind spot The 2.0 TFSI feels much like the diesel as far as immediacy of response goes too, max torque arriving at just 1,600 rpm, and it certainly can pull like a tractor when the available trailering package is added thanks to a tow rating of 2,000 kilos (4,400 lbs). Two Standard LED taillights respond quicker to reduce potential rear accidents. Tested vehicle: 2023 Audi Q7 3.0T 4-door 4wd. The Audi Q7 was redesigned for the 2017 model year (no 2016 model was produced). Side 2.0 ratings are assigned by the Institute based on a test of a 2023 Q7 conducted by Volkswagen/Audi as part of side crash test verification. The ratings also apply to the Audi Q8, introduced in the 2019 model year. The new Q7 can stop from 60 mph in 117 feet and complete our figure-eight test in 26.5 seconds. For comparison, the Volvo needs 113 feet and 26.8 seconds. Both tall wagons pull an average lateral View detailed specs, features and options for the 2023 Audi Q7 Premium Plus 45 TFSI quattro at U.S. News & World Report. Cars. 2023 Audi Q7. 59,200 - 74,400 MSRP. Audi Q7 Technology Price in India is Rs 92.30 Lakh. Check out Q7 Technology colours, Features & Specifications, read Reviews, view Interior Images, & Mileage. Audi A3 35 TFSI Premium Plus. Rs . Throughout the mid 2000s, the streets are filled with difference machines to impress different crowds in different strokes and one of those is the the VW/Audi EA888 Gen 3 engine. This engine is an evolution of its engines and where we have been over time with those designs – but there are still many questions about it. Let’s take a look on these engines. What are VW/Audi TSI/TFSI EA888 Engines? The Volkswagen TSI / TFSI EA888 is a liter four-cylinder gasoline turbocharged engine based on the EA888 series’ TSI/TFSI. In March 2008, manufacture of the TSI engine began. It was released to replace the existing EA113 family’s TSI engines. This two-liter variant, like the TSI engine, went through a number of revisions during manufacture. The final VW engine has three versions. Engine Specifications and Design: Production Run: 2008 – Present Cylinder Head Material: Aluminum Cylinder Block Material: Cast-Iron Configuration: Inline 4 Bore: mm Stroke: mm Valvetrain: DOHC four valves per cylinder Displacement: L (1984 cc) Compression Ratio: Weight: 320 lbs. Maximum HP: 310 HP at 4,300 – 5,900 RPM Maximum Torque: 280 lb-ft at 1,500 – 5,500 RPM TSI EA888 Generation 1 CAWA, CAWB, CBFA, CCTA, and CCTB are the codes for the EA888 Generation 1. The engine, like the features a cast-iron cylinder block with 88 mm cylinder spacing and 220 mm height. The new forged steel crankshaft with a stroke of mm increased displacement while keeping the bore size same. Furthermore, the engine’s short connecting rods and other pistons reduce the compression ratio to The engine block is outfitted with two counter-rotating balancing shafts that are chain-driven. The aluminum 16-valve cylinder head of the is comparable to the head of the Each cylinder has two intake and two exhaust valves. The intake valve has a diameter of mm, the exhaust valve has a diameter of mm, and both valves have a stem diameter of 6 mm. For valve clearance adjustment, the valvetrain uses low-friction roller finger cam followers and hydraulic tappets. The timing chain drives the intake and exhaust camshafts, which are located on top of the head. The variable intake valve timing system is installed on the intake camshaft. The TSI Gen1 features direct injection with homogenous mixing. The low-pressure fuel pump, which is housed in a tank, distributes gasoline to the high-pressure pump, which provides up to 2,760 psi of fuel pressure to the six-hole fuel injectors. A four-lobe cam on the exhaust camshaft drives the high-pressure injection pump. The engine also includes electronic ignition with long-life spark plugs and four unique single spark coils. Gen-1 Turbocharging With a maximum boost pressure of psi, the engine is turbocharged by the water-cooled and incorporated into cast iron exhaust manifold turbocharger KKK K03. The compressed intake air is routed through the variable shape intake manifold made of plastic. The whole operation is managed by the Bosch Motronic MED ECU. Further, as a compliance, the TSI Gen1 with two lambda probe sensors complies with European pollution standards Euro 4 (CAWB, CAWA engines) and ULEV 2 (CCTA, CCTB engines); the CCTA variant has three lambda probe sensors and complies with Californian SULEV. The EA888 Generation 2 debuted in 2008, with the same set of changes as the TSI Gen-2. The primary goal was to reduce friction and increase efficiency. The diameter of the main journals was lowered by 6 mm for this reason (58 mm to 52 mm). In addition, low-friction thin piston rings, new pistons, and a new technology for creating cylinder wall surfaces were used. A variable oil pump is used in this generation. Furthermore, the engines for Audi applications were outfitted with the AVS system (CCZA, CCZB, CCZC, and CCZD engines); it’s a two-stage intake valve lift controller. After 3,100 rpm, the mechanism changes the valve lift in two stages: mm and 10 mm. The EA888 Generation 2 fulfills greater emission requirements than the EA888 Generation 1 – Euro5 (CDNC engine) and ULEV 2. (CAEB engine). These engines were manufactured till 2015. TSI EA888 Gen 3 The EA888/3, often known as the Gen-3, was created to be lighter and more efficient. First and foremost, the engine received a new cast iron cylinder block with mm thinner walls (3 mm instead of New steel crankshaft, pistons, and rings, as well as an oil pump and light-weight balance shafts, have been installed. The new engine architecture includes a completely redesigned cylinder head. It’s a 16-valve aluminum DOHC cylinder head with a water-cooled exhaust manifold that’s incorporated. The camshafts are still operated by the timing chain, and the AVS system is solely used for the intake valves. The variable valve timing system, on the other hand, is available for both camshafts. Dual injectors are standard on the EA888 Gen 3. For that additional efficient power when needed, one set is put at the port (MPI) and another set is installed inside the cylinders (direct injection). The maximum boost pressure was raised to psi. It was made feasible by adding a new turbocharger (IHI IS20) with an electronic wastegate that controlled boost pressure. The CULA, CULB, CULC, CPLA, and CPPA models use a smaller and less powerful turbocharger – the Garrett MGT 1752S. Engineers made certain design changes for high-performance automobiles. CJX engines having a slightly altered cylinder head shape, a performance intake camshaft, larger exhaust valves, a lower compression ratio of new pistons, more productive injectors, and a high-pressure fuel pump. IHI IS38 turbochargers provide a maximum boost of psi to the engines. More powerful models include a large air-to-air intercooler. The Siemens Simos electronic engine control unit is installed in the Gen 3 engines (ECU). The updated TSI EA888 Gen 3 meets the most recent emissions rules for the European market, such as Euro 6. Applications of VW/Audi TSI/TFSI Engine: VW Golf 5 GTI Golf 6 GTI Golf 7 GTI/7R Volkswagen Jetta GLI VW Passat B6/B7/B8 VW Passat CC VW Tiguan VW Beetle VW Amarok VW Eos VW Scirocco VW Sharan SEAT Alhambra VW T6/California Audi A4 Audi A5 Audi A6 Audi Q5 Audi S3 Audi A1 Audi Q2 Audi Q3 Audi Q7 SEAT Altea Skoda Kodiaq SEAT Leon Cupra Skoda Superb Skoda Octavia RS Problems Surrounding VW/Audi TSI/TSFI Engine: The TSI EA888 TSI engine has been a source for some problems, and though there is a sign that it will get any better with the latest update, the high oil consumption can be attributed to worn out camshafts or chains while carbon deposits on your valves could result from build-up due to improper cleaning practices at home. Apart from that, unstable lifespan, high oil consumption, and timing chain issues earned the TSI EA888 a terrible reputation among automobile owners all over the world. Some of the issues for the engine include: 1. Timing Chain Issues A stretched timing chain is a common issue in the Volkswagen EA888 Gen1 and Gen2 engines; more specifically CCTA, CBFA, CAEB, CAEA, CDNC, and CPMA variants. The major cause of timing chain stretching has been reported to be higher-than-normal power over a sustained period of time. It should last the life of your car, unless unforeseen events put additional strain on it, in which case you may only need to replace it once. Because the timing chain is not normally a planned maintenance item, this problem will likely go unnoticed until some of the symptoms begin to manifest. The issue is usually accompanied by excessive engine noise and unreliable operation, and it might result in catastrophic engine damage. However, the Gen 3 engines have a redesigned tensioner and are less prone to similar failures. 2. Excessive Oil Consumption The Gen 2 is well-known for its penchant for consuming copious amounts of oil. This typical issue is caused by piston rings that are overly thin. The oil consumption is quite progressive, reaching 2 liters per 600 miles at a mileage of roughly 60,000 miles. The remedy is to use pistons and piston rings from a Gen1 engine to replace the factory Gen 2 pistons. That problem is not listed in the issues list for Generations 1 and 3. For Gen 3 engines, the turbocharger actuator must be adjusted when the mileage reaches 60,000 miles or less. 3. Carbon Build Up Carbon buildup on the intake ports and intake valves is an inherent problem with direct injection engines. Instead of being injected into the port and washed out, the fuel is poured directly into the cylinder. This results in reduced airflow, more weight on valves, and poor closing gaps. As another result, the engine will generate less power and use more gasoline. In addition to direct injection, the Gen 3 engines include fuel injection into the ports; in this instance, the latest generation avoids the issue and maintains the intake components reasonably clean. Summary It may appear unusual, but all of the major issues were inherited from the EA888 engine with no adjustments in any direction. There are issues with the timing chain, excessive oil consumption, and carbon deposits within ports and on intake valves. However, everything is repairable. The cast iron engine block is rebuildable, solutions to typical issues have already been discovered, and new parts are not prohibitively expensive. Fill the engine with high-quality engine oil, feed it with minimum 95 RON fuel, and stick to the maintenance plan, and the engine should survive for 150-200k miles. Good thing is that the engine’s lifetime does not decrease after Stage 1 (ECU remapping), and even after Stage 2 – downpipe, more productive turbocharger, and ECU remap, depending on the amount of power you receive. However, Stage 3 will severely impair dependability. The crossover is the new minivan, and in an age of $4-per-gallon gasoline, the fuel-efficient crossover is all the rage. While minivan-mommies may disagree for the sake of image, ask yourself: how is your crossover different than your parent’s minivan? The minivan sprang out of the station wagon revolt and the CUV is the result of minivan denial. As usual, the formula is the same: start with a sedan, add a taller box, toss in some optional AWD to make buyers think they are getting something rugged and you get instant sales success (unless you’re a Chrysler, but that’s a different review). This CUV formula wrought on an A4 creates the Audi Q5, one of Audi’s hottest selling models in the US market. Sales of the cute-ute soared over 70% to just over 23,000 in 2010 and show no signs of cooling with January sales up 50% over 2010. To keep the momentum (and CAFE numbers) going in the right direction, Audi has mated the corporate engine to the latest 8-speed auto from ZF creating the 2011 Q5 Quattro. Editor’s note: apologies for the press shots, which were made necessary by a technical the Q5 plays the same farm girl card as the majority of the Audi lineup. The wholesome sheet metal is attractive, but completely devoid of the dramatic styling cues that grace the new X3, GLK, SRX and even the XC60. Some might even call the Q5 slightly boring. The sterile exterior was accentuated by the rental-car white paint our tester wore. Sales of the old X3 paled in comparison to the Q5, but by early indications, the X3 has the Q5’s sales crown in its sights this year. Will the wholesome farm girl beat the beauty queen with its newly found frugal practicality? Since it will take a while for the market to let us know, give us your take now in the comment section below. In order to maintain brisk sales, the base Q5 has received an engine down-size for 2011. With the likes of the Ford Explorer sporting a turbocharged engine option, it was only a matter of time before one of VW/Audi’s turbo engines was found under the Q5’s hood. Audi followers know that the TT, A3, A4 and A5 are now available exclusively with the turbocharged four-pot in the USA and if the numbers tell the full story, buyers may not miss the V6 when the option is finally removed at some point in the future. Forced induction lovers rejoice! The turbo charged fuel sipper is the base engine, not an expensive option (unlike the new the new Explorer).While the 211HP Audi TFSI engine is nothing new, the lighter duty version of the 8-speed ZF cog-swapper found under the hoods of certain Rolls Royce and BMW models is. According to ze Germans, the 2 extra cogs alone are worth an 11% improvement in fuel economy over the previous 6-speed. The result of the displacement right-sizing and extra gears means the Q5 in guise delivers 20MPG city, 27 highway and 22 combined. On paper this is only a 15% increase, in practice during our 800-mile week-long test of the A5, we averaged an impressive in mixed driving; a practical real-world 25% increase in mileage over a Q5 I drove a year ago. would be good in a FWD CUV, but even better when you note that all US bound models are equipped with Quattro. By offering AWD standard on all Q5s in the USA, Audi succeeds in distancing themselves from the likes of the two-wheel-drive XC60 or GLK chionophobic base models. For MPG comparison, the new BMW X3 xDrive28i delivers 19/25 MPG, the Volvo XC60 AWD gives buyers 18/24, the Acura RDX spools up 17/22 and the Mercedes GLK rounds out the bottom gulping a lowly 16/22 MPG. No wonder Audi expects 60% of Q5 buyers to stick with the base the first stab of the accelerator it seems that there is a replacement for displacement after all: while the V6 in the Q5 may deliver 59 more horsepower, it’s actually 15lb-ft down on its two-liter cousin. Torque comes on early, lag is minimal and the twist doesn’t quit until high in the RPM band. It is therefore no surprise that our tester scooted to 60MPH in (Audi claims officially), down only .2 seconds to the equipped Q5 we have tested in the past. It’s worth pointing out that the beats acceleration expectations while the merely meets them. The numbers are close enough to make little difference to most shoppers. The only impediment to sporting progress in the seems to be the 8-speed transmission. The sheer number of gears seems to leave the transmission software confused about which gear is right for you. The result: acceleration can be a varied experience depending on your speed. Still, overall performance is quite good having a far more linear feel than the I6 in the XC60 or even the turbo four in the RDX. Buyers paying extra for the Q5 may be disappointed to find that the is still mated to ye olde ZF 6-speed. Towing capacity is the same between engines at a lofty (for a small CUV) 4,400lbs when properly on the road, the suspension tuning is similar to the stiff for a CUV. Wide tires, a wide track, beefy brakes, fairly svelte curb weight (the is 209lbs lighter than the and oddly well balanced weight distribution of (TTAC estimate) and quick steering ( to lock) combine to give the Q5 athletic prowess on the track worthy of a BMW badge. If you are used to your Audi plowing like a nose-heavy freighter, the Q5 will surprise you. A quick-shifting DSG gearbox or at the least some shift paddles (available on the might even turn the into a pleasing corner carver. Compared to the likes of the XC60, RDX and GLK, the Q5 is certainly the road feel champ but it can’t quite match the new X3 for road manners. First released as a 2009 model, our 2011 tester brought few changes to its largely monochromatic interior. Audi’s limited and tasteful use of wood trim helped break up the large expanses of black in our tester but let you know the price tag is lower than the wood-laden Q7. Unlike some of the competition (and some Audi models) buyers can opt for lighter leather and dashboard shades resulting in a feel that is far more airy than the black-on-black-on-black theme of our latest MMI system is the largest change inside the Q5. Along with a large high-resolution LCD in a dedicated dash binnacle, a revised MMI controller knob that now includes a mini-joystick and revised software. The high-resolution 3-D navigation screens are crisp and comparable to BMW’s latest iDrive. BMW’s wise-aspect ratio screen gets the nod for the wow factor, but Audi delivers a close second in both form and function. Bluetooth and iPod integration are both about average in the class with logical controls and fairly good media device browsing ability on the main screen or the small LCD between the speedo and tach via the steering wheel controls. My only major gripe with the MMI system continues to be the lack of voice commands for media device voice control ala Ford Sync, in truth this is a complaint against everyone but Ford. A less critical niggle is that Audi has done nothing to address the ergonomic flaw in the button and knob layout. While you can change the volume on the steering wheel (and voice command is available for some functions) I found myself spending a great deal of time looking down at the array of buttons surrounding the MMI dial or hunting for the volume knob. In a CUV with a moderately high beltline, this poses a distraction issue. Some upgrades, including steering-wheel-mounted paddle shifters, a backup camera, and intelligent cruise control are available only on the Prestige (the most expensive version of the Q5) so they were not available to test on our loaner. Great, but how much does it cost? Our Q5 came in Premium Plus trim with a base MSRP of $39,400, the $3,000 navigation and parking sensor package and the $850 Bang & Olufson sound system. Only a $350 rear side-airbag option, 19”” wheels and some sparkly paint remained un-selected on our nearly loaded $44,600 tester. While the navigation system wears a big price tag, even for the luxury market, the functionality of the MMI is worth it. To achieve the lower ticket the is “de-contented” to 18-inch wheels, a manual lift gate, and washerless headlamps. In our book these features (or lack thereof) are worth the $7,300 discount and greater fuel economy. A quick drive by my local Audi dealers revealed that all but two examples on the floor had had the MMI, so if you want a stripper, be prepared to order. In comparison, a similarly equipped Volvo XC60 (albeit larger and more powerful) is the value leader coming in $2000 less with more interior room. A comparably equipped Mercedes GLK? $46,400. If BMW is more your style, an X3 xDrive28i will set you back an eye bulging $47,825 comparably equipped. Admittedly the Q5’s sporty dimensions (read: small) limit cargo room compared to the GLK and XC60, both which can easily swallow a 10-foot PVC pipe or 6-foot ladder from the home improvement shop of your choice. Practicality lovers note that the XC60’s fold-down front seat actually allows the Swede to sword-swallow a 10-foot ladder if you are careful. As pictures can attest, a two-tank water softener will fit in the Q5 no problem. If a sporty ride with cargo hauling capacity is what you seek, look no further than an Audi A4 Avant. If you really must CUV like the Jones’ then the Q5 is certainly a well-balanced provided the vehicle, insurance and one tank of gas for the statistics as tested:0-30: seconds0-60: seconds SAMACO Audi Jeddah Address: 8659 Al-Madinah Al-Munawarah Rd, Sunday 09:00 - 13:00 17:00 - 21:00 Monday 09:00 - 13:00 17:00 - 21:00 Tuesday 09:00 - 13:00 17:00 - 21:00 Wednesday 09:00 - 13:00 17:00 - 21:00 Thursday 09:00 - 13:00 17:00 - 21:00 Friday Closed Saturday 09:00 - 13:00 17:00 - 21:00 SAMACO Audi Riyadh Address: Dabbab street, Sunday 09:00 - 21:00 Monday 09:00 - 21:00 Tuesday 09:00 - 21:00 Wednesday 09:00 - 21:00 Thursday 09:00 - 21:00 Friday Closed Saturday 09:00 - 21:00 SAMACO Audi Al Khobar Address: King Fahd Road, 24 St (Khobar - Dammam road), Sunday 09:00 - 12:30 16:00 - 20:30 Monday 09:00 - 12:30 16:00 - 20:30 Tuesday 09:00 - 12:30 16:00 - 20:30 Wednesday 09:00 - 12:30 16:00 - 20:30 Thursday 09:00 - 12:30 16:00 - 20:30 Friday Closed Saturday 09:00 - 12:30 16:00 - 20:30 Sometime next year, Audi Philippines will be introducing a heavily refreshed Q7 and with it comes styling heavily influenced by its flagship Q8. But before that happens, there’s this: the 2019 Q7. It’s hard to imagine but 10 years ago, Audi didn’t have SUVs. Sure, they built a name around the quattro all-wheel drive, but they had no high-riding, family-oriented vehicles. It’s astonishing therefore how Audi’s managed to get the SUV game so right. Compared to its premium-priced compatriots, they’ve managed to build winner after winner after winner, and the Q7 is no different. Determined to future-proof this three-row SUV, they tapped the MLB-Evo platform—the very same one that underpins the Bentley Bentayga, Porsche Cayenne, and the Lamborghini Urus. With that, it’s managed to shed around 300 kilograms—an enormous saving even on a two-ton (1,950 kilograms to be exact) car while also offering extra chassis stiffness thanks to reinforcements dubbed “torsion rings.” This should be good news because despite a dizzying array of engine options, the base model makes do with a 4-cylinder gasoline engine. Don’t fret though because with direct fuel injection and turbocharging, it makes 252 horsepower and 370 Nm of torque—figures that match some of the more popular mid-sized SUVs, premium or otherwise. Even better, it uses a proper 8-speed torque converter automatic to handle all that twist. Audi claims that the century mark is dispatched in just seconds, an impressive number but probably not the best criterion on which it’ll be judged day to day. Since it’s a 7-seater, 5-meter long, wide SUV, standing starts seem a little gauche. What’s important to the would-be buyer is how the Q7 utilizes all this power to effortlessly merge with traffic, be it at highway speeds or trudging along EDSA. Equally great is how the 8-speed gearbox handles all this power. It’s smooth, well-mannered, and responsive. Moreover, the car is refined keeping the outside world hushed even at triple digit speeds. With steel springs as standard, the Q7 takes on a permissive approach to its ride. There’s a bit more float here, but at least the ride is a match for the character of its drivetrain. There’s an odd low speed niggle, especially when going over expansion joints, but the overall experience is agreeable; definitely better than any of its German rivals. Even better, Audi has managed to disguise the Q7’s mass with linear steering. It’s lacking in feedback and a bit light, but it does result in sedan-like quickness. With generous greenhouses all around, it’s easy to place it despite its size. On the flipside, it doesn’t communicate intimately with the road, but perhaps that’s not part of its CV as a large SUV. In fact, for those in the back seat, this could be deemed desirable. Audi’s decision to mold the Q7 into a more isolated, more opulent experience continues inside. The brushed metal applique, geometric forms, and supreme fit and finish serve this car well and are fitting for a car priced close to 6 million pesos. The treatment here is more of smart, modern, and sensible luxury rather than an ostentatious one. Plus, dig deeper and it’s actually well-speced with power front seats, four-zone climate control, and an electrically retractable third row. The only thing missing would be the vaunted Virtual Cockpit instrumentation and that’s reserved solely for high trim models. The MMI interface, with its combination of buttons, a toggle switches, and a rotary knob, is surprisingly easy to use but because it’s located north of the shifter, requires a reach for those with short arms. Next to the expansive cabin, the 8-inch (retractable) infotainment screen is pleasant enough to look at, but the graphics do come across as low-rent at times. Moreover, it does obstruct traffic occasionally. The Q7’s close to three-meter wheelbase and squared-off roofline translates into an SUV with commendable room across all three rows. Naturally, the front is capacious, but those in the second and third row are treated just as well. With children the most likely occupants of the third row, it’s worth saying that the second-row seats require some muscle to get out of the way. Still, they slide in a split adding to flexibility. With the third row up, there’s room for a couple of grocery bags. Flatten them and it grows to 770 liters. Fold the second row too, and it can actually swallow a whopping 1,955 liters. In the broadest sense, the Q7 isn’t the most visually striking or appealing car to look at. However, its sense of understatement seems more becoming of an Audi. Its biggest success is mainly at how it manages to cut its bulk by using strong horizontal lines. The only thing that betrays its size? The 19-inch wheels and tires which look rather small next to the metal work surrounding it. Audi’s brand claim has always been to use technology to deliver the gains that other carmakers use more obvious means to achieve and often court compromise for the sake of. With that in mind, the Q7 comes as a serious piece of work—one that combines a practical, brilliantly-constructed cabin with immaculate road manners, and upper-class imperiousness. It’s refined, capable, and laden with sophistication—it’s an ultimate expression of Audi’s knowledge. 2019 Audi Q7 TFSI Quattro click here for latest prices Ownership 2019 Audi Q7 TFSI Quattro Year Introduced 2016 Vehicle Classification Luxury SUV Warranty 2 years / Unlimited kilometers The Basics Body Type 5-door SUV Seating 7 Engine / Drive F/AWD Under the Hood Displacement (liters) Aspiration Turbocharged Fuel Delivery Direct Injection Layout / # of Cylinders I4 BHP @ rpm 252 @ 5,000-6,000 Nm @ rpm 370 @ 1,600-4,500 Fuel / Min. Octane Gasoline / 95~ Transmission 8 AT Cruise Control Yes Fuel Economy @ Ave. Speed km/L @ 13 km/h Dimensions and Weights Length (mm) 5,052 Width (mm) 1,968 Height (mm) 1,741 Wheelbase (mm) 2,994 Curb Weight (kg) 1,910 Suspension and Tires Front Suspension Independent, MacPherson Strut Rear Suspension Independent, Multi-Link Front Brakes Vented Disc Rear Brakes Disc Tires Goodyear Eagle F1 SUV 255/55 R 19 Y (f & r) Wheels Alloy Safety Features Airbags 6 Anti-Lock Brakes (ABS) Yes, with EBD Traction / Stability Control Yes Parking Sensors Yes, Front and Rear Front Seatbelts 3-pt ELR with pre-tensioner x 2 Rear Seatbelts 3-pt ELR x 3 (2nd row), 3-pt ELR x 2 (3rd row) ISOFIX Child Seat Anchor Yes Other Safety Features Hill Start Assist Tire Pressure Monitoring System Exterior Features Headlights HID Fog Lamps Yes, Rear Auto Lights Yes Rain-sensing Wipers Yes Interior Features Steering Wheel Adjust Tilt/Telescopic Steering Wheel Material Leather Seating Adjustment (driver) Electric, 8-way Seating Adjustment (front passenger) Electric, 8-way Seating Surface Leather Folding Rear Seat Yes, 40/20/40 (2nd), 50/50, Electric (3rd) On-Board Computer Yes Convenience Features Power Steering Yes Power Door Locks Yes Power Windows Yes Power Mirrors Yes, with Fold Proximity Key Yes Climate Control 4-Zone, with Rear Vents Audio System Stereo CD MP3 Aux USB Bluetooth # of Speakers 10 Steering Controls Yes Sometime next year, Audi Philippines will be introducing a heavily refreshed Q7 and with it comes styling heavily influenced by its flagship Q8. But before that happens, there’s this: the 2019 Q7. It’s hard to imagine but 10 years ago, Audi didn’t have SUVs. Sure, they built a name around the quattro all-wheel drive, but they had no high-riding, family-oriented astonishing therefore how Audi’s managed to get the SUV game so right. Compared to its premium-priced compatriots, they’ve managed to build winner after winner after winner, and the Q7 is no different. Determined to future-proof this three-row SUV, they tapped the MLB-Evo platform—the very same one that underpins the Bentley Bentayga, Porsche Cayenne, and the Lamborghini that, it’s managed to shed around 300 kilograms—an enormous saving even on a two-ton (1,950 kilograms to be exact) car while also offering extra chassis stiffness thanks to reinforcements dubbed “torsion rings.”This should be good news because despite a dizzying array of engine options, the base model makes do with a 4-cylinder gasoline engine. Don’t fret though because with direct fuel injection and turbocharging, it makes 252 horsepower and 370 Nm of torque—figures that match some of the more popular mid-sized SUVs, premium or otherwise. Even better, it uses a proper 8-speed torque converter automatic to handle all that claims that the century mark is dispatched in just seconds, an impressive number but probably not the best criterion on which it’ll be judged day to day. Since it’s a 7-seater, 5-meter long, wide SUV, standing starts seem a little important to the would-be buyer is how the Q7 utilizes all this power to effortlessly merge with traffic, be it at highway speeds or trudging along EDSA. Equally great is how the 8-speed gearbox handles all this power. It’s smooth, well-mannered, and responsive. Moreover, the car is refined keeping the outside world hushed even at triple digit steel springs as standard, the Q7 takes on a permissive approach to its ride. There’s a bit more float here, but at least the ride is a match for the character of its drivetrain. There’s an odd low speed niggle, especially when going over expansion joints, but the overall experience is agreeable; definitely better than any of its German better, Audi has managed to disguise the Q7’s mass with linear steering. It’s lacking in feedback and a bit light, but it does result in sedan-like quickness. With generous greenhouses all around, it’s easy to place it despite its size. On the flipside, it doesn’t communicate intimately with the road, but perhaps that’s not part of its CV as a large SUV. In fact, for those in the back seat, this could be deemed decision to mold the Q7 into a more isolated, more opulent experience continues inside. The brushed metal applique, geometric forms, and supreme fit and finish serve this car well and are fitting for a car priced close to 6 million pesos. The treatment here is more of smart, modern, and sensible luxury rather than an ostentatious one. Plus, dig deeper and it’s actually well-speced with power front seats, four-zone climate control, and an electrically retractable third row. The only thing missing would be the vaunted Virtual Cockpit instrumentation and that’s reserved solely for high trim MMI interface, with its combination of buttons, a toggle switches, and a rotary knob, is surprisingly easy to use but because it’s located north of the shifter, requires a reach for those with short arms. Next to the expansive cabin, the 8-inch (retractable) infotainment screen is pleasant enough to look at, but the graphics do come across as low-rent at times. Moreover, it does obstruct traffic Q7’s close to three-meter wheelbase and squared-off roofline translates into an SUV with commendable room across all three rows. Naturally, the front is capacious, but those in the second and third row are treated just as well. With children the most likely occupants of the third row, it’s worth saying that the second-row seats require some muscle to get out of the way. Still, they slide in a split adding to flexibility. With the third row up, there’s room for a couple of grocery bags. Flatten them and it grows to 770 liters. Fold the second row too, and it can actually swallow a whopping 1,955 the broadest sense, the Q7 isn’t the most visually striking or appealing car to look at. However, its sense of understatement seems more becoming of an Audi. Its biggest success is mainly at how it manages to cut its bulk by using strong horizontal lines. The only thing that betrays its size? The 19-inch wheels and tires which look rather small next to the metal work surrounding brand claim has always been to use technology to deliver the gains that other carmakers use more obvious means to achieve and often court compromise for the sake of. With that in mind, the Q7 comes as a serious piece of work—one that combines a practical, brilliantly-constructed cabin with immaculate road manners, and upper-class imperiousness. It’s refined, capable, and laden with sophistication—it’s an ultimate expression of Audi’s knowledge. 2019 Audi Q7 TFSI Quattro click here for latest prices Ownership 2019 Audi Q7 TFSI Quattro Year Introduced 2016 Vehicle Classification Luxury SUV Warranty 2 years / Unlimited kilometers The Basics Body Type 5-door SUV Seating 7 Engine / Drive F/AWD Under the Hood Displacement (liters) Aspiration Turbocharged Fuel Delivery Direct Injection Layout / # of Cylinders I4 BHP @ rpm 252 @ 5,000-6,000 Nm @ rpm 370 @ 1,600-4,500 Fuel / Min. Octane Gasoline / 95~ Transmission 8 AT Cruise Control Yes Fuel Economy @ Ave. Speed km/L @ 13 km/h Dimensions and Weights Length (mm) 5,052 Width (mm) 1,968 Height (mm) 1,741 Wheelbase (mm) 2,994 Curb Weight (kg) 1,910 Suspension and Tires Front Suspension Independent, MacPherson Strut Rear Suspension Independent, Multi-Link Front Brakes Vented Disc Rear Brakes Disc Tires Goodyear Eagle F1 SUV 255/55 R 19 Y (f & r) Wheels Alloy Safety Features Airbags 6 Anti-Lock Brakes (ABS) Yes, with EBD Traction / Stability Control Yes Parking Sensors Yes, Front and Rear Front Seatbelts 3-pt ELR with pre-tensioner x 2 Rear Seatbelts 3-pt ELR x 3 (2nd row), 3-pt ELR x 2 (3rd row) ISOFIX Child Seat Anchor Yes Other Safety Features Hill Start Assist Tire Pressure Monitoring System Exterior Features Headlights HID Fog Lamps Yes, Rear Auto Lights Yes Rain-sensing Wipers Yes Interior Features Steering Wheel Adjust Tilt/Telescopic Steering Wheel Material Leather Seating Adjustment (driver) Electric, 8-way Seating Adjustment (front passenger) Electric, 8-way Seating Surface Leather Folding Rear Seat Yes, 40/20/40 (2nd), 50/50, Electric (3rd) On-Board Computer Yes Convenience Features Power Steering Yes Power Door Locks Yes Power Windows Yes Power Mirrors Yes, with Fold Proximity Key Yes Climate Control 4-Zone, with Rear Vents Audio System Stereo CD MP3 Aux USB Bluetooth # of Speakers 10 Steering Controls Yes Review: 2019 Audi Q7 TFSI Quattro Reviewed by Kimramos on October 07, 2019 Rating: 5 Sometime next year, Audi Philippines will be introducing a heavily refreshed Q7 and with it comes styling heavily influenced by its flagship...

audi q7 2.0 tfsi test