As the leaves are beginning to turn and the grayness of
Winter lurks on the margins of the increasingly short days, I
begin to think about the waning of 2006 and of the vehicles that
I have had the fortune—sometimes good, sometimes not—to drive. A
mental “10-best list,” in effect. And here in the fourth
quarter, I’ve just been in what is certainly among the best—if
not the best—vehicles I’ve driven this year, the 2007 Audi Q7
4.2. While I am not particularly taken with SUVs, given that
their function is rather mysterious as the urban environment may
necessitate good shocks and a sturdy vehicle, not some sort of
REI-oriented capability, the Q7 proves itself to be a
comfortable, drivable vehicle, not one that screams to be taken
on some boulder-strewn landscape, although I suspect that it
would comport itself well if it was taken on an adventure.
The interior of the Q7 is one that ought to be used in
automotive design classes as it is simply first-rate. Colors,
textures, materials, lighting—all of the elements are matched and
harmonized. With an amazing expanse of overhead transparency in
the form of a massive sunroof (optional), the inside is actually
a place far more inviting than the inside of vehicles—especially
SUVs—tend to be. Yes, there is a third row of seats back there,
but folded down it offered the sort of cargo space that one would
expect from a “utility” vehicle. One interesting feature of the
front and second rows is that they are mounted on pedestals, or
platforms, which provides an even higher seating position than
SUVs ordinarily do, which is certainly the kind of thing that
makes a vehicle of this type more appealing to some buyers.
Being the top-of-the-line trim, this Q7 has the full ride.
The 4.2-liter, 350-hp V8. A six-speed transmission. All-time
all-wheel drive (it is a quattro). Electronic stability
control. Speed-sensitive steering. There’s a really nice Bose
audio system. Perhaps a weak point is that the audio system
happens to be controlled through the “MMI Advanced system with
7-in. color screen.” Which leads us from a diversion from this
list into a bit of a rant about man-machine interfaces and
automobiles. What, I wonder, is wrong with knobs and
buttons? You know, like a knob to turn an audio system on and to
adjust the volume, and a matching knob that allows tuning. Or
buttons that allow one to adjust the HVAC system. Why is it
necessary to scroll through screens? Admittedly, it is a really
nice screen on the Q7, one that’s animated rather dramatically as
one switches from one function to another, but if you climb into
a vehicle you ought to be able to do some things in a
straight-forward manner, which these MMIs do not facilitate. To
be sure it is a simpler system than that proffered by another
German maker, but ask yourself this question: When you think of
PC manufacturers of software companies, how many German firms
leap to mind? Yes, about zero is my answer, too. So maybe the
German vehicle manufacturers ought to spend more time doing the
things that they do best, like making remarkable structures and
mechanisms, of which the Q7 is a superb example. Rant over.
From the front, the Q7 has the massive Audi grille, but in
this case it is one that is even more gargantuan, given the
overall dimensions of the vehicle. The rear has the fresh look
including the horizontal taillamps that is become the new Audi
signature. While the vehicle is not as boxy as a Cadillac
Escalade, it is not as swept back as an Infiniti FX45. It splits
the difference in an attractive execution.
Yes, this is a bit steep in the price category. The MSRP
before options and destination is $49,900. Then, add things like
a towing setup (it can tow up to 5,500 lb.—after all, there is
that V8) for $550. Adaptive air suspension (really nice, by the
way) for $2,600 (nice has a price). And before you know it,
you’re at $64,520. But still, this is a best-in-class contender.
Specs:
Wheelbase
118.2 in.
Length
200.2 in.
Width
78.1 in.
Seating capacity
7
Curb weight
5,467 lb.
Fuel economy (EPA estimate)
14 mpg city/19 mpg hwy
