AUDI Q7 (2026) REVIEW: IS ELEVEN YEARS TOO LONG TO WAIT?

► Audi’s new third-generation Q7 driven

► Only 3.0-litre mild hybrid V6 TDI available for now

► Goodbye gloss black

Twenty years after we cast our eyes on Audi’s first ever SUV, the third-generation Q7 has finally turned up the party, launching with a 3.0-litre diesel V6 in 2026, no less. The previous generation Q7 held the fort for eleven years with two facelifts (one major, one minor), being proof that when a car is already an excellent all-rounder, a few tweaks are enough

It’s hard to justify pulling the plug on a car that’s been a 780,000-strong-seller, and with Audi busy across all flavours of Q car – including the incoming, even hulkier Q9 – that the Q7 hasn’t been top of the to-do list.

But modern design has gone to strange new places, and moved on about two generations since the last Q7. Take the futuristic-looking and cross-eyed Neue Klasse BMW X5, or flashy and starry-eyed Mercedes-Benz GLE. And so enters the monolithic new Q7, complete with an illuminated grille, of course.

To find out if Audi took too long to pull the trigger and whether it holds up against the ultramodern competition, we drove it in Crozet, France. If you’re wondering how we came to our conclusions read how we test.

Should you buy an Audi Q7? Yep, it’s still got it. The blend of comfort, technology, space and quality is exactly what you’d buy a Q7 for, and it’s darn satisfying to pilot great distances, too.

At a glance

Pros: Cosseting ride, quality interior, masses of space

Cons: Performance lacks punch, thirsty

What’s new?

It’s a new generation, so a fair bit. The already generous dimensions of the previous Q7 have swollen 40mm wider, 66mm taller and poured into a boxier mould than before. All launch models get seven seats in the UK, where elsewhere five or six seats are an option. We’ll have to wait for the Q9 to get a six-seater. Inside, gloss black trim has gone on strike favouring natural materials, which are certainly less magnetised to scratches and fingerprints. But we’ll talk more about the interior below.

The Q7’s party trick is a set of new OLED lights which project indicator signals onto the ground – a first for any Audi. They’re visible at night or when you hit the hazards, the idea being that pedestrians, cyclists and other road users are alerted to lane changes and turns more quickly. There’s a demo of this in our first look video below, along with the optional powered doors. If we’re honest, it’s much quicker and less annoying to just use regular doors, so save your money. But we do like proper fixed door handles over fiddly flush ones.

Aside from the visual changes inside and out, the Q7 sports the Premium Platform Combustion (PPC) architecture which we’ve already seen on its smaller Q5 sibling, as well as the A5 and A6. Alongside that comes the new 48-volt MHEV Plus mild hybrid system, plugged for the first time with a 3.0-litre V6 TDI. Further down the line a V6 petrol and a plug-in hybrid model will appear but the latter only as a five-seater. And it would be silly not to expect a brutish SQ7 too.

What are the specs?

At launch, the Q7 comes as a 3.0-litre diesel-powered V6 bolstered by mild hybrid tech, developing 295bhp and 465lb ft of torque. This is sent through an eight-speed Tiptronic transmission and since it’s a quattro, delivered to all four wheels for 0-62mph in 6.2 seconds and a top speed of 146mph. The efficiency of the TDI we tested is a claimed 36.3mpg combined, though we got 24mpg on mixed test route.

The MHEV Plus set-up uses two electric components which, in theory, eliminates gaps in torque. What Audi calls the powertrain generator is an electric motor integrated into the transmission. This boosts power and torque by 24bhp and 273lb ft allowing for manoeuvring and low-speed driving on electric power alone, or for a bit of zip on overtakes.

The other is the electric compressor, which acts like a turbo without the exhaust gases. Spinning up to 90,000rpm and building boost in a quarter of a second, it forces air into the engine, before the conventional turbo gets involved.

How does it drive?

It might be primitive to think that it’s nice to pilot a big ol’ diesel but Audi has proved that once again there’s something pleasurable about it. Taking the helm of such a lump of metal as it loads up on a swell of torque before pressing forwards is always pleasing. But fast it is not.

Audi claims its single turbo tag-teamed with an ever-ready electrically charged compressor, should plug any gaps in torque. In practice, there’s still a noticeable lull before a kick of power. Mash the throttle, and it doesn’t feel as fast as the 6.5 second 0-62mph time would have you believe. (More like 7.4 seconds in our testing) Instead, it makes rocksteady progress that’s deliciously old-school. It also seems more ready to up-and-go with a touch of throttle, rather than a stamp on the floor mat.

That’s not to say it can’t hustle. It’s so isolated in the cabin and stable on the move that a glance down at the speedo will surprise you, the only clue otherwise being a distant rumble from the engine.

The steering is light (a ploy to disguise its mass) but it feels accurate and connected. Its quattro grip and suspension set-up keep it flat, settling it into corners and maintaining momentum. It won’t allow for much monkeying around. While it can never be described as pointy, and no match for an X5, it’s satisfying to carve into bends and definitely more compliant than a BMW.

Across the drive modes, the adaptive air suspension keeps the ride comfortable even on the 22 and 23-inch wagon wheels we tested. Balanced is the default setting. It’s supple, providing some communication of the road surface through the seat, but remaining cushioned from textures. Comfort lightens the steering and softens the setup, introducing slightly more roll, but it still glides along without the total detachment classic of ‘waft’. Sport puts the Q7 on its toes, with a tautness in the body, road texture sharpening up through the cabin, a touch more feel in the steering, and more urgency in the throttle.

But it never feels harsh, even in the second and third rows. Passengers will rarely notice a difference between modes, and leaving it in Balanced is where you’ll end up staying. It’s an excellent way to cover miles.

What about the interior?

One of the major changes in the interior is the lack of gloss black, which has plagued Audis of late. Instead, there’s a much more pared-back look to the cabin and a dose of solidity, in part helped by the use of real wood and slabs of metal, making it feel well screwed together.

Choose the cream leather with light wood, and it feels much less ordinary and far more welcoming than opting for a raincloud grey interior. The latter is the option most Q7s will be equipped with, even if the brushed aluminium door for the massive cupholders resembles a mini fridge, but each to their own.

There’s still the familiar Audi widescreen wraparound display, wrapped in gloss black, that integrates the 11.9-inch virtual cockpit and 14.5-inch infotainment. Only now it’s flanked by a 12.3-inch passenger display that comes standard across all models. It’s crisp, bright and responsive, and the menus are logical.

Comfort is one of the Q7’s biggest strengths. The seats are plush yet stocky captain’s chairs, swathed in soft leather, shaped with superbly supportive padding and heated and ventilated. The driving position is spot on. Every seat is electrically adjustable, and the second row gets to recline as well as move backwards and forwards.

The more pronounced box shape also means headroom is never a problem. The first two rows get plenty of space to lounge though those in the third row might argue. Knees will float around in mid-air, and thighs won’t be supported by such short seat bases, but for children or for occasional use, it’s more than adequate. The boot is a very healthy 722 litres in two-row configuration and dropping the second and third rows expands this to 1,980 litres.

Accessing the third row or folding the seats is done with the touch of a couple of buttons, where clever electronics begin the slow shimmy of the chairs into place. It saves precious effort rather than time, because luxury is dillydallying. The same goes for the self-opening and closing doors.

There are more tricks, too. The panoramic roof is very Grand Designs, made from smart glass so you can switch which segments of it are transparent or opaque. Then there are the vibrating seats. Spec the top-drawer 22-speaker Bang & Olufsen audio package (part of a £2,450 option pack) and the front seats get actuators which vibrate according to the bass in your music, though it feels more like a call coming through from your phone in your back pocket. The additional speakers in the headrests are neat when using the satnav, as the driver gets instructions into their ears only.

Before you buy

At launch, the seven-seat 3.0-litre TDI will be the only version available and comes with a choice of three trim levels. Starting at £81,665, base-spec S-Line already comes well equipped with 19-inch wheels, electric seats all round with heating at the front, a 12.3-inch passenger display, two inductive phone chargers at the front, USB ports in the front two rows, adaptive cruise, powered tailgate, 360-degree parking assistance, and a heap of safety aids.

Edition 1 swaps the 19s for 22-inch wheels, and adds customisable light signatures, dark exterior trim, red brake callipers, a heated steering wheel, heated front armrests, ventilated massaging front seats, and heated seats for all, even the third row. Plus the smart panoramic glass roof and electric sun blinds in the rear.

And finally, for £101,665 Vorsprung adds even bigger 23-inch wheels, the Bang & Olufsen sound system, faster phone charging with 100W chargers in the back, the flashy ground-projection indicators, illuminated grille, powered doors, remote parking assistance, and a head-up display.

Verdict

The Q7 has always been a combination of luxury, space and technology, and this generation is no different. It’s still an excellent all-rounder that will devour miles and keep a family in perfectly cosseted comfort, along with their baggage. It’s a lovely place to spend time in, and even better that it’s enjoyable to pilot. What might irk some is the lack of pace for the money. The big diesel V6 is hearty, but 295bhp these days seems puny and diluted against its more muscular rivals, and a sharper drive might send a few heading to BMW.

Eleven years might be a long wait for a new car, but it doesn’t feel like the Q7 came too late. Whether it will hold up for another decade is yet to be seen.

2026-08-12T06:56:09Z