2025 Audi Q7 45 TFSI review: Australian first drive

Believe it or not, but Audi’s been selling the current-generation Audi Q7 for the last decade in Australia.

In fairness, there have been myriad updates and facelifts to keep it fresh in the face of new competition, such as the newer Mercedes-Benz GLE and BMW X5, plus even newcomer brands such as Genesis.

But, as the brand readies up a successor in the third-generation Audi Q7, which will make its debut within the next 12 months, it’s seen fit to issue one final facelift and update to the ageing nameplate.

In line with this update, it’s also seen fit to add a four-cylinder petrol engine under the bonnet of its most affordable variant of four total.

The new Audi Q7 45 TFSI is priced at $108,815 plus on-road costs. That’s just under a $10,000 saving on the next-most-affordable diesel-powered Q7 45 TDI.

However, it’s not as affordable as the newly updated Volvo XC90 Ultra B5 Bright at $104,990 plus on-road costs.

But, it’s far below the base-spec variants of the BMW X5 ($137,600 plus ORCs) and Mercedes-Benz GLE ($136,600 plus ORCs). That said, these versions come better specified and with bigger engines.

What you get for your money with the entry-level Audi Q7 45 TFSI includes adaptive air suspension, 20-inch alloy wheels, matrix LED headlights, an electric tailgate, tri-zone climate control, leather-appointed upholstery, a third row of seating, and an infotainment system that includes wireless Apple CarPlay and Android Auto.

It’s a specification that leaves you wanting for little, especially when you consider the entry-level price.

But then comes the entry-level powertrain – a 2.0-litre turbocharged four-cylinder petrol engine that outputs 185kW and 370Nm to Audi’s typical quattro all-wheel-drive system. There’s an eight-speed automatic transmission too.

This kind of powertrain is usually reserved for the smaller Audi Q5, and variations are even used in the Volkswagen Golf.

With that, I was particularly keen to see whether this version of the Q7 still eschews what buyers look for in a large, luxurious SUV.

If nothing else, there is little inside the cabin that signals to the owner (and passengers) that it’s a base-spec model grade.

It’s true that the Audi Q7 is bang-on 10 years old, and the cabin presentation has aged in the face of new competition (you only need to look as far as the rear ashtrays to find testament to that), but the materials, design inlays, and leather used in the Q7 45 TFSI still feel as good as what you’d get in a higher-spec variant.

The dashboard is stitched, there are nice aluminium inlays around the dash and centre console, and the door panels are covered with soft-touch elements that back up the premium experience.

There’s great space for front-row occupants, and electric adjustability for the seats (including memory function for the driver), while all key controls fall to the driver’s hands.

This car is unlike newer entrants that seem to place a concerning amount of settings and controls within infotainment screens.

Speaking of which, I appreciate the layout of the 10.1-inch infotainment screen. It may not run the same next-generation software as newer models such as the Audi Q5, but the underlying functionality and ease of use are handy.

There’s wireless Apple CarPlay and Android Auto, which I used in my time with the car, but it displays small on the small-for-the-segment 10.1-inch screen. Beneath, there’s an 8.6-inch display for changing the air-conditioning and minor functions – such as controlling the start/stop system.

I do like how the bottom screen sections out some critical functions like the air controls, and other manufacturers could learn a thing or two from this practice.

In front of the driver is Audi’s 12.3-inch ‘Virtual Cockpit’ digital cluster, which worked well in terms of information display, but looks decidedly old hat compared to newer brands’ systems.

Audi owners get three years of Audi Connect Plus smartphone connectivity through the myAudi app, which includes remote unlocking, vehicle status, and a vehicle locator, before having to pay for the service through a subscription.

Back to the usability of the interior, the front row houses a wireless phone charger, two USB-C ports, a 12-volt port, and heated front seats. There’s minimal storage unless you want to use the cupholders or centre console bin, otherwise, there’s a glovebox and door pockets to stow your items.

The back seat features enough space, even for my tall 194cm height, with plenty of knee room (and a scalloped seat back for greater spaciousness), ample head room, and acres of space for shoes.

There is, admittedly, a sizeable transmission tunnel that eats into middle passengers’ space, but I love the fact that the three seat bases slide independently. The seatbacks recline too.

Behind the centre console are air-conditioning controls, a 12-volt outlet, and twin USB-C ports for charging devices. There are also lidded pockets (ashtrays) in the armrests, interestingly.

It’s a very tight space in the third row unless you manipulate the seat in front to extract extra room, plus the experience of folding and flipped the second row forward is not the most ergonomic.

Handily, the third rows deploy and fold down electronically.

In the boot there’s a switch to lower and raise the air suspension to make it easier to load items in, the cargo blind retracts electrically, and there are lights to guide you when it's dark.

The Q7 only gets a tyre repair kit.

At present, the Audi Q7 will only retain its five-star ANCAP safety rating until December 2025. After then, its previous score, which will have stood for six years, will elapse and it will go unrated.

It still gets things like autonomous emergency braking, adaptive cruise control, lane-centring, blind-spot monitoring, rear cross-traffic alert and braking, speed limit detection, and a 360-degree camera.

These systems all worked in unison without annoying me while I tested the car.

Audi sells the Q7 with a five-year/unlimited-kilometre warranty with five years of roadside assistance.

Service intervals stand at 12 months or 15,000km, whichever comes first. Audi sells a prepaid five-year service package that costs $3820, and buyers will pay more if they opt to pay as you go.

For fuel economy, interestingly it’s the four-cylinder 45 TFSI that’s the most inefficient of all four model grades.

Audi claims 9.3 litres per 100 kilometres on a combined cycle. This is surprisingly thirsty for a four-cylinder engine, but then again it is hauling a two-tonne body.

In my experience, I returned 11.6L/100km with the car across inner-urban commuting.

Fire up the four-cylinder engine and it sounds gruff – not unlike the other engine options in the wider Q7 range.

But, whereas other engines would remain a bit louder after setting off, the 2.0-litre four-cylinder turbo-petrol unit inside the Q7 TFSI is a quiet and subdued partner to the large SUV.

You hear very little of the engine, and this is a reassuring quality in a prestige car. Likewise, the relative quiet from outside noise – be it wind or road – is impressive.

There is no doubt that the four-cylinder engine under the bonnet needs to work hard to get the car moving, but the eight-speed transmission works quickly and shifts smartly to work around the relative lack of torque.

You don’t get the same sense of low-down grunt that’d come naturally in the other engines, though the 2.0-litre engine did have enough oomph for driving the Q7 every day. Full-throttle acceleration means you’re quite easily able to overtake other cars at freeway speeds.

So long as you’re not towing (2000kg braked limit) or hauling an entire car load, there is ample power for the Q7 to move about freely and easily with the 45 TFSI variant. 

Having air suspension fitted on this entry-level Q7 is a nice novelty, and not something that every brand offers at the same level. It imbues the car with a soft ride quality that means it’s as comfortable on bumpy suburban roads as it is on smooth freeway.

Additionally, the 20-inch wheels and big rubber fitted to the base specification grade mean there’s enough soft and compliant rubber between the vehicle's occupants and the road surface beneath.

The steering contains a good heft to it, with enough feel to gauge what’s going on with the all-wheel-drive system. That said, this quattro set-up put power down to the road perfectly during the time I spent with the car.

Around bends, the Q7 doesn’t feel out of its depth and its handling remained dynamic and poised no matter what situation I threw at it. It wasn’t a pain to park in a reverse parallel parking spot, nor a tight perpendicular space either.

In the time I spent with the most affordable Audi Q7 45 TFSI, I thought it was a great way to buy into a large SUV with a prestige badge.

But this comes with a small caveat: I wasn’t able to test its towing credentials, which are limited compared to its bigger-engined brethren.

I do think it’d feel strained hauling anything other than a handful of passengers, but for the everyday commute, I was more than happy with the level of amenity and luxury offered by the Q7 45 TFSI.

It is getting on in age, but there is no doubt that it’s aging gracefully – even with a four-cylinder engine under the bonnet.

Tom started out in the automotive industry by exploiting his photographic skills but quickly learned journalists got the better end of the deal. With tenures at CarAdvice, Wheels Media, and now Drive, Tom's breadth of experience and industry knowledge informs a strong opinion on all things automotive. At Drive, Tom covers automotive news, car reviews, advice, and holds a special interest in long-form feature stories.

Read more about Tom Fraser