Range Rover Sport VS Audi Q7
Range Rover Sport
Likes
- New more powerful, more efficient powertrain
- Handling is remarkable for an SUV this size
- Purposeful look and plush interior
Dislikes
- Body and Soul seats are clever but feel gimmicky
- Already sold out for the first year
- Miss the sound of the old supercharged V8
Audi Q7
Likes
Dislikes
Summary
Range Rover Sport
Breadth of capability. That’s the key phrase the engineers, public relations managers and even the support crew keep using when discussing the all-new Range Rover Sport SV. And with good reason.
There aren’t too many SUVs on the market that can match it for its bandwidth. Within the space of a few hours at the recent launch in Portugal, we hit 233km/h down the front straight at the Portimao race track, carved through country back roads and then drove down a muddy track, across a small creek and then conquered an off-road obstacle course.
Most of its rivals can do some of those things, but none can do all of them.
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Range Rovers have always had a Swiss Army knife element to their appeal, but the Sport SV adds a new dimension with its sheer dynamic ability.
The company confidently calls it its most dynamic model yet, which isn’t saying much for a brand that’s history is focused on off-road performance rather than worrying too much about paved roads.
But not only is it clearly the most dynamic Range Rover ever, it’s also now a clear front-runner in the highly-competitive performance SUV market, capable of holding its own against the likes of the Porsche Cayenne Turbo GT, Lamborghini Urus and Aston Martin DBX.
| Safety rating | |
|---|---|
| Engine Type | 4.4L turbo |
| Fuel Type | — |
| Fuel Efficiency | —L/100km |
| Seating | 5 seats |
Audi Q7
Audi's Q7 burst on to the scene at the 2002 Frankfurt Motor Show. A big, bluff unit, it went into production in 2005 and hung around for what seemed like an eternity. Like many first-generation German premium SUVs, it was compromised, heavy and heavily US-market focused.
The second-generation arrived in 2015. Its styling polarised opinion but its shift in focus has - arguably - made it more appealing to more people. Lower, better-packaged and with a very impressive interior, the Q7 transformed into a proper, premium SUV.
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 5.8L/100km |
| Seating | 7 seats |
Verdict
Range Rover Sport8.1/10
Range Rover proudly calls it its “most dynamic” model ever, and based on our first experience that’s most definitely true. Its ability to be genuinely exciting to drive on a race track is nothing short of remarkable for a brand whose history is all about off-road prowess.
On the road it shines just as brightly, with its potent engine and state-of-the-art suspension system working in unison to make for a stunningly dynamic large and luxurious SUV. And then, if you need to cut across a field or scramble up a slippery hill, it will do that too.
Range Rover’s claims of ‘breadth of capability’ is apt but arguably an understatement. I’d stop short of calling the Sport SV the obvious class-leader in the high-end, high-performance SUV market because it’s up against some seriously impressive rivals, but the Range Rover offers a broader range of ability than any of its competitors.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
Audi Q77.6/10
It's difficult to pick between the 160 and the 200. Neither are particularly cheap but this is another of those occasions where it would be a waste of money to bring in a comparatively stripped-out entry level that nobody would buy.
If pressed, I'd say spend the extra on the 200 - it's got a fair bit more gear for the extra outlay and in both the theoretical and real worlds, it doesn't really use that much more fuel for the decent performance boost.
The e-tron is a long shot for a bigger wad of cash and is really only for those keen on a plug-in hybrid Q7. The limited competition isn't any better.
The Q7 is a belter of a large SUV - quiet, refined and reasonably capable off-road, despite its decidedly on-road focus. It goes about its business quietly, confidently and with a minimum of fuss . You know it's big, but it doesn't shout about it and, crucially, it doesn't feel like it from behind the wheel. That's a neat trick.
Do you agree with Peter's assessment that the Q7 is a suave city-dweller or is it just Another SUV? Tell us in the comments below.
Design
Range Rover Sport
Range Rover is a brand synonymous with big, imposing and off-road capable SUVs, not dynamic and sporty vehicles. But in recent years the Evoque and Velar have added a new layer of style and a sleekness to the brand’s reputation.
The latest generation Sport is still a big and imposing two-tonne SUV, but it’s also definitely sportier to look at and the SV changes only add to that.
It only takes a moment looking at it and it’s clear this is an SUV that means business. The 23-inch wheels fill out the guards, the air-suspension can lower the body to the ground and the aerodynamic package, including the front splitter, make for a purposeful look.
The carbon-fibre bonnet can be finished with the centre section exposed, showing off the weave of the fibres, which is a nice touch, although fake vents on the bonnet and front fenders are a bit disappointing.
Audi Q7
The second-generation Q7 is a familiar sight on our roads. I remember the change from the first to second iterations clearly - I wasn't a fan of the old one's overbearing looks and it always looked as though it rode too high, especially on smaller wheels. As its long model cycle wore on, it became ever more bejewelled and the basic shape was lost in bling.
Thankfully, the second generation went light on the chrome and flashiness. Always riding on big rims, it looks less imposing than the original. There are some off-road nods, like vestigial wheelarch extensions, but anything with a rear diffuser is meant more for tarmac than gravel.
This Q7 is more a high-riding wagon (or higher-riding of you take the A6 Allroad into account) and seems more optimised for passenger space and utility rather than shouting 'Look at my massive car!'. Like the bulk of the current Audi SUV range, it's quietly elegant.
And inside, it's tremendous. The now de rigueur 'widescreen' feel to the interior means an airy, light space. Materials are spot on, the design coherent and sensible and the ergonomics are close to faultless. You'll want for nothing in here, with plenty of space, gadgets and style.
Practicality
Range Rover Sport
There are two stand-out features in the cabin, beyond the standard high-level of luxury you expect from a Range Rover Sport.
The first is the SV-specific steering wheel with illuminated paddles, which feels solid in your hands. But the second is by far the most interesting, the so-called Body and Soul Seats (BASS), which Range Rover has developed in conjunction with Coventry University.
Available with either genuine leather or ‘ultra fabric’ and a 3D-print knit trim, the seats look great on the outside but it’s what’s inside them that’s special.
There are four audio transducers integrated into the seat back which can vibrate to the beat of whatever audio track you’re listening to. The system uses AI to detect the lower frequencies and then work out which beats to transmit.
This is technology used by musicians, Coldplay’s Chris Martin reportedly wears transducers integrated into a vest when he performs, but Range Rover is confident it will add to the ownership experience.
It’s certainly an interesting technology and a demonstration across different music genres highlights the way the system adapts to individual songs, but it’s hard not to feel like this is more of a gimmick than something an owner will use every day.
If you don’t like listening to music with it, the Body and Soul Seats also work with a ‘Wellness’ setting that features six audio pieces (designed by Coventry University musicians) - calm, soothe, serene, cool, tonic and invigorate.
It’s probably what you need to help settle your heart rate after you unleash the full performance potential of the Sport SV.
In the back seat there’s none of this technology but they do feature heating and ventilation as well as power recline functions. There’s also four-zone climate control, so every occupant can be comfortable.
Audi Q7
The size of this car is undeniable - interior images confirm loads of space and comfort for passengers and cargo. The interior dimensions match the huge exterior (the Q7 measures 5052mm long, 1968mm wide, and 1740mm high).
The diesel-only Q7s are seven-seaters, with access to third-row seating provided by tumbling the middle row forward. You can change how many seats by specifying it with just five as a no-cost option. The e-tron is available as a five-seater only.
Rear legroom in the middle row ranges from almost zero if you slide the seats all the way forward, to 'limousine', and that obviously affects the back row. The four-zone climate control (optional in the 160) also means third row passengers don't have to sweat it out when it's hot, which is a nice touch.
Boot space starts at an already-massive 770 litres with the third row stowed, and up to 1955 litres with the middle row down. The e-tron, with its underfloor gubbins, has a slightly reduced capacity with 650/1835 litres. The bottom line is, luggage capacity is excellent when the third row is out of the way.
The car comes standard with a cargo cover, roof rails (but no roof rack, although I'm certain a dealer will sell you one from an extensive accessories list). A net-style cargo-barrier can be erected either behind the middle or front rows of seats.
Storage space is good - the interior features a shallow centre console up front, a cupholder each for up to six passengers, a good glove box and bottle holders in each door.
Gross vehicle weight is rated at 2940kg for the 160 and 200 while the e-tron, with its higher kerb weight as a result of the electric gear, is rated at 3185kg. Double the turning radius and you have a turning circle of 12.4 metres. Ground clearance is 245mm unladen and wading depth, if you're game, is 535mm.
Price and features
Range Rover Sport
To be blunt, the Range Rover Sport SV is one of those vehicles that if you have to ask, you can’t afford. Particularly in this case, as the model has launched in a single specification level, the Sport SV Edition One, which is priced from $360,800, plus on-road costs.
That puts it into the same financial category as the likes of the Aston Martin DBX ($356,512), Porsche Cayenne Turbo GT Coupe ($364,700) and Lamborghini Urus ($409,744) - especially when we discuss some of the pricier options.
For that price the Sport SV Edition One comes with exclusive branding on the front splitter, centre console, treadplates and puddle lamps as well as a raft of standard features likely to carry-over to the 2025 model year version.
These include carbon-fibre badges, forged 23-inch alloy wheels, digital LED headlights, a carbon-fibre bonnet, 16-way electronically adjustable front seats, Meridian 'Signature' sound system, 13.1-inch multimedia touchscreen, Apple CarPlay and Android Auto and newly developed ‘Body and Soul Seats’ (more on those later).
But if you’re feeling really sporty, you can upgrade your Sport SV with lightweight carbon fibre wheels and carbon ceramic brakes.
These will cost you a staggering $16,130 and $13,500, respectively, but the wheels measure 23-inches and are the largest fitted to a production car (and are also Australian-made by Carbon Revolution in Geelong).
Unfortunately, for now at least, this is all a moot point because Range Rover Australia has already invited and sold all examples of the Sport SV Edition One, so you'll need to be patient and wait until at least 2025 to have the option to buy one.
Audi Q7
There are three Q7s in our model comparison, excluding the V8-powered triple-turbo SQ7. The range starts with the 160 at $97,800, with the 160 designation referring to the engine output in kilowatts.
The 160 starts the range with 19-inch alloys wheels, dual-zone climate control air-conditioning, reverse camera, front and rear parking sensors, bi-xenon headlights, LED daytime running lights, Wi-Fi hotspot, keyless entry and push button start via smart key, electric power steering, cruise control, hill-descent control, quattro all-wheel drive, power tailgate, floor mats, chrome exhaust tips, electric front seats, leather trim, air-quality sensor, park assist, electric everything, auto wipers and headlights and a comprehensive safety package.
Read More: Audi Q7 e-tron 2018 review: snapshot
Read More: Audi Q7 3.0 TDI 160 2018 review: snapshot
Read More: Audi Q7 3.0 TDI 200 2018 review: snapshot
Rather than supplying a spare tyre, Audi gives you a tyre-repair kit.
Stepping up to the 200, the price increases to $106,900, with an attendant increase in horsepower. The basic specification is roughly the same between the two versions, with detail differences.
The 200 adds four-zone climate control, a self-parking system, full body paint finish (body colour applied to the lower extremities of the car) and Audi's excellent 'Virtual Cockpit' digital dashboard.
The difference between the 160 and the 200 is small but useful. The diesel fuel economy is barely different, you get the same transmission, 4x4 system and overall comfort.
Both 160 and 200 buyers have a wide choice of colours: 'Night Black' and 'Carrara White' are free. 'Orca Black', 'Galaxy Blue', 'Ink Blue', 'Cobra Beige' (more gold, really), 'Argus Brown', 'Graphite Grey', 'Temperament Red' and 'Florett Silver' are all $2250. 'Sepang Blue' and 'Daytona Grey' are $7050.
The e-tron adds the hybrid electric unit, loses the third row of seating and some cargo capacity and comes with a full suite of safety systems, heated front seats, 'Audi Connect', LED headlights, e-tron styling and adaptive air suspension. The options list is way shorter, however, but few e-trons find their way into customers' hands.
Audi e-tron buyers are down to seven colours: Night Black, Carrara White, Orca Black, Ink Blue, Graphite Grey and Florett Silver are all freebies.
The many iPhone users out there will be very pleased that Apple CarPlay is standard on the Q7, while Android Auto is also available. As always, Audi's MMI mutlimedia system is excellent. The big 8.3-inch screen is run by a console-mounted rotary dial and touchpad, but it's not yet a touch screen.
GPS sat nav is available across the range. The navigation system can also have a Google Earth overlay. Obviously there is a mobile-phone bluetooth connection in addition to the USB. The multimedia gadgets include a CD player, DVD player, MP3 functionality and the usual AM/FM radio as well as DAB.
As it's an Audi, there's a huge options list as well as various packages to add to the lengthy standard features list.
The $6200 'Technik' technology pack adds the excellent head-up display, plus nine speakers to the stereo (19 in total, including sub-woofer) and wireless phone charging.
The Assistance package includes additions to the safety list (see below).
Of course, the drive-away price can be significantly affected by options choice. The standard price list is just the start, and the amount you can choose to spend on options is breathtaking.
You can upgrade the sound system to a thumping Bang & Olufsen with 23 speakers (including sub-woofer) for a whopping $13,990 (it's a good one), a panoramic sunroof for $3990, four-wheel steering for $2650, air suspension ($4690), 'Matrix LED' headlights ($4850), rear seat entertainment system, side steps, - you get the idea. If I have this right, you can almost double the cost of the Q7 with options.
The S-Line options are more an exterior design pack than the dynamic pack they used to be, offering ever-bigger alloy wheels, side skirts, darker tinted windows, subtle front spoiler and LED headlights.
Ceramic brakes with red brake calipers aren't available in 'standard' Q7s but are available on the sport edition SQ7.
Unavailable are autopilot self driving, tool kit, nudge bar, bull bar, auxiliary heater, heated steering wheel, sunglass holder, carbon fiber trim, 'Homelink', specific premium package and cargo liner.
Under the bonnet
Range Rover Sport
Sadly the wonderfully evocative supercharged V8 engine from the previous generation Range Rover Sport SVR is gone.
But, thankfully, in its place is a more powerful engine that’s exclusive to the Sport SV in the Jaguar Land Rover family.
It’s a 4.4-litre twin-turbo V8 petrol engine with mild-hybrid assistance, which is actually built by BMW and based on the same powertrain as you’ll find in the M5, albeit with some specific Range Rover elements for more off-road capability.
It’s also more powerful than the old supercharged V8, making an impressive 467kW of power and 750Nm of torque, which is a 44kW and 50Nm improvement over the old engine.
It’s paired to an eight-speed automatic transmission, again with a specific SV calibration for improved performance.
And, of course, being a Land Rover, it’s also got a four-wheel drive system with full off-road systems as well as an active locking differential.
Audi Q7
All Q7s are available with same engine size - a turbo-diesel 3.0-litre V6. In the base model it spins up 160kW/500Nm. Step up to the second spec and with a bit of extra turbo boost and some software tweaks you have 200kW/600Nm.
The e-tron plug-in hybrid runs the same diesel engine with an electric motor added. The diesel specs come in at 190kW/600Nm while the electric motor brings 94kW/350Nm to the party. It's not as simple as adding the figures together, however - Audi quotes the combined specifications as 275kW/700Nm. The battery is a 17.3kW/h lithium-ion pack under the boot floor.
Charging times vary from 2.5 hours from a 400V/16-amp supply to 10.5 hours from a household socket.
All Q7s ship with an eight-speed automatic transmission (from ZF) with power going through all four wheels. All Australian Q7s are all-wheel drive.
Towing capacity is 750kg for unbraked trailers and 3500kg braked - the ratings are identical across the three trim levels. A tow bar is on the optional features list.
The 0-100km/h acceleration times are an impressive 6.2 seconds for the e-tron, 7.3 for the 160 and 6.5 for the 200. These are good performance numbers for a 2000kg-plus SUV with decent fuel mileage.
The question of whether the engines use a timing belt or chain has a simple answer - the Q7's engines all use a chain. The engine also features a diesel particulate filter and the turbocharger is inside the engine V for quick response. The oil type is listed in the owner's manual.
There is no manual transmission or LPG version.
Efficiency
Range Rover Sport
Despite all the extra power, thanks to the mild-hybrid system it’s more fuel efficient and produces less emissions than the old 5.0-litre V8.
Still, it’s all relative, and as you’d expect from a twin-turbo V8 SUV it’s still thirsty and uses 11.7-12.5-litres per 100km, based on European specifications.
The mild hybrid system uses a crank-integrated starter generator instead of a conventional alternator, providing a boost of up to 20kW and 175Nm of electrical power when needed, with the energy captured during braking and stored in a 48-volt lithium-ion battery.
Audi Q7
For the 160kW, claimed consumption is listed at 5.8L/100km, while the 200kW is barely more at 5.9L/100km. Our time with a 200kW with a few options on board resulted in an average of 8.2L/100km.
On pure electric, Audi says you can shift the e-tron Q7 up to 56km with a top speed of 135km/h. This is purely academic - after a full charge we managed about 20km on pure electric, which isn't terrible but a fair way off the claimed range.
The e-tron's claimed combined consumption figure is 1.9L/100km but we got 4.5L/100km.
The fuel-tank capacity is a hefty 85 litres with the exception of the e-tron, which carries 10 fewer litres at 75.
As the Q7 is available only as a diesel or diesel PHEV, petrol consumption is a non-issue.
Driving
Range Rover Sport
Before driving the Sport SV you need to understand its highly complex suspension system that allows it to be so dynamically capable. Range Rover calls it a '6D Dynamic' system, because it can control the car left and right, up and down and corner to corner.
To achieve this the system uses a combination of hydraulic interlinked dampers, height-adjustable air springs and pitch control, which makes it a semi-active suspension set-up similar to the set-up Formula 1 race cars used to boast.
This allows the Sport SV to sit between 10-25mm lower than the other Sport models and with its clever suspension can actually sit flatter in the corner with less pitch and roll - which is the traditional enemy of high-riding SUVs when it comes to handling.
But the suspension is only part of the story, with the intelligent all-wheel drive, rear-wheel steering, torque vectoring and the active locking rear diff all combining to produce an SUV with incredibly impressive dynamic capability.
Put simply, there’s never been a Range Rover that deserved to be driven on a racetrack. The Sport SV changes that, and thankfully the company let us loose on the challenging Portimao circuit in Portugal to put the SV through its paces.
Range Rover management was quick to stress it doesn’t expect the Sport SV to be a race track regular for its owners, but driving it on track did highlight the extreme potential it offers.
With such a powerful engine it should come as no surprise that the Sport SV hauled down the straight, hitting 233km/h at the end of the long front straight, but with speed still rising which suggests its 290km/h claimed top speed is accurate.
Even from those speeds and with 2560kg of SUV to slow down, with the carbon ceramic brakes it was no trouble whatsoever. Instead the braking was strong and consistent across multiple laps.
The steering is the particular highlight, with the rear-wheel steering helping to turn the Sport SV sharper and more quickly than a big SUV like this should.
But while it impressed on the circuit, we also experienced it on some great winding rural roads across Portugal and this is where it shone even more brightly.
This is an SUV that you’ll genuinely enjoy driving with its ability to carve through corners and blast down anything resembling straight road.
But to ensure it lives up to the Land Rover badge on the front, we also drove it off-road. Nothing too serious at first, just muddy ruts, across some water and over some rocks.
But then we were guided through a course that showed off its articulation potential, which is far greater than the average owner will ever need.
However, to achieve this Range Rover removed the carbon-fibre front splitter, so it’s not the most off-road friendly model the brand offers.
Audi Q7
Hit the start stop button (like most cars, carefully hidden from view behind the steering wheel) and the 3.0-litre V6 starts quietly (or not at all in the e-tron). As soon as you're out driving, you realise how little road noise invades the cabin, even with the fat tyres all Q7s wear.
Acceleration is good in all of them, even the 160 feels quick. At speed, the cabin is super-quiet and with the air suspension the ride is almost supernaturally good. With the steel springs, you do feel the weight of the car more than with the air suspension, but it handles the bumps and grates of Sydney roads very well indeed.
The e-tron feels heavier, but the standard air suspension copes nicely with the extra bulk. In all other ways it feels extraordinarily similar to the 160 and 200, with the predictable penalty in handling. While the pure EV range might be a little disappointing, the stats tell a rosier story. Around town, you might see 0km in the digital display for electric range, but stepping off from a standstill - a big contributor to city fuel consumption - is electric, with the diesel quietly intervening at around 20km/h. All up, the MMI system told us electric drive accounted for half of city running.
From the day this Q7 landed on our roads, we've praised it for its overall refinement, good steering and handy chassis. Ride is excellent on the standard and air suspension, although the latter is clearly better but does add weight (and cost).
This isn't an off-road review, but the capability of Audi's SUV range surprised me last year on a trip to the Audi Driving Experience where I put Q5s and Q7s through a reasonably tricky set of obstacles and alarming angles, all without the aid of off-road tyres.
Safety
Range Rover Sport
The Sport SV comes generously equipped with safety gear, as you’d expect at this price point. There’s all the usual passive safety, including airbag coverage for all occupants, and plenty of active safety including adaptive cruise control with steering assist, remote park assist and 3D surround cameras - which are used for off-roading as well as parking.
As with the rest of the Range Rover Sport range, it has been awarded a maximum five-star rating from safety agency, ANCAP.
Audi Q7
The Q7 arrives with six airbags, reverse cross traffic alert, traction and stability controls (aka ESP), forward (up to 85km/h) and reverse AEB, around-view cameras as well as forward and side, blind-spot sensor and lane-departure warning.
The 'Assistance' package ($3850) adds active lane assist and adaptive cruise control.
Oddly, traffic-sign recognition isn't available.
You can fix your ISOFIX baby car seat with the supplied two anchor points or three top-tether points in the middle row and a further two in the third row where fitted.
All of these combine for a five-star ANCAP safety rating, awarded in December 2015.
Ownership
Range Rover Sport
If you’re worrying about servicing costs, you’re probably shopping at the wrong end of the market, but as with the range-topping Range Rover model the price of the car is expected to include servicing for the first five years and roadside assistance for the same period.
It’s also covered by a five-year, unlimited kilometre warranty.
As with all Range Rovers the car will tell you when it needs a service depending on driving conditions. For example, if you hit the track or go off-roading it will likely need a visit quicker than if you're just commuting to and from work.
Audi Q7
Audi offers a three-year/unlimited-kilometre warranty along with roadside assist. An extended warranty is available from your dealer.
The maintenance cost of the Q7 is controllable if you purchase an Audi service plan. This covers the basic service costs for three years/45,000km and at the time of writing costs $1900.
The stocks of Q7s appear reasonable, particularly during the current dip in the luxury market, so unless you have a weird set of options, your waiting time will be short.
Second-hand resale value stats appear strong. Audi certainly got on top of the common problems, complaints, faults and issues of the first-gen and the new car appears free of major reliability issues. The automatic-gearbox problems and diesel-engine problems of the past seem absent during my usual sweep of prominent internet forums.
Where is the Audi Q7 built? Same place as the forthcoming Q8 - Audi's Slovakian factory in Bratislava.