Audi Q7 vs Jaguar F-Type

What's the difference?

Overall, changes to the Q7 aren’t quite revolutionary, but that’s okay because it was already a fantastic large SUV.

The fact Audi has kept the price around the same mark and introduced a cheaper entry-grade should be welcome news for prospective buyers.

But even the existing variants are capable and impressive family haulers… and now they’re just that little bit better.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Jaguar F-Type R is as fast and capable as it is beautiful. Although it's a little thirsty and comes up short on active safety, it's technically outstanding, delivering a stunning mix of performance, dynamics, and comfort.

The phrase ‘evolution not revolution’ is applicable here, cliche as it is, with the Q7 having been given a Botox-style lift at the front end.

The standard matrix LED headlights have a higher lighting signature than before, with the lighting elements leading into the lines down the shoulder of the SUV.

The grille now features a hexagonal honeycomb insert, the vertical line styling is now a thing of the past and the functional side vents are a little more aggro.

Overall, it’s a sharper look that brings the Q7 up to date with Audi’s current design language, down to the more angular wheel choices.

At the rear, the new tail-lights are ‘joined’ via a chrome strip spanning the rear, and the lower bumper (with real exhaust exits) has had a refresh.

Audi’s new CI badging (or ‘corporate identity’, pretty sexy stuff) is also present, which includes a new typeface for the ‘Q7’ badge at the rear, which is no longer italicised and is separate from the red ‘S line’ rhombus.

The four rings badge is also flatter and is white with black outlines, rather than a three-dimensional chrome badge.

Inside, the changes are more than skin-deep. In fact, the skin is the same, you’d be hard pressed to notice anything different about the Q7’s interior between pre- and post-facelift without diving into the electronics.

Although it kicked off as a roadster, a coupe version of the F-Type was always part of the plan. In fact, Jaguar's C-X16 concept, that in 2011 previewed the eventual production car, was a hardtop.

Following the Coupe's public reveal at the 2013 Los Angeles motor show, I asked Jaguar's then head of design, Ian Callum, if the bean counters had vetoed the concept's ultra-cool side-opening hatch door; one of many styling hat tips to the E-Type. His response was a wry smile and slow nod of the head.

It's a shame that door didn't make it to the showroom floor, but the E-Type is still a strong design influence on its successor.

At close to 4.5m long, around 1.9m wide, and a fraction over 1.3m tall, the F-Type R looks more compact in the metal than it does in photographs, arguably the hallmark of a successful sports car design.

A long, flowing (front-hinged) bonnet (Jaguar calls its shape 'liquid metal' sculpture) projects forward from a rear-set cabin, with broad but tightly wrapped haunches behind it. The 20-inch, 10-spoke rims (in 'Gloss Black' with diamond-turned finish) fill the wheel arches perfectly.

I'm a huge fan of the tail-light cluster design, subtly reprofiled in the late 2019 update, which echoes the shape of the Series 1 E-Type and other classic Jags, but found it harder to warm to the outgoing F-Type's squarish headlight treatment.

Always a subjective call, but to my eyes this car's slimmer, more feline (LED) eyes and ever-so-slightly larger grille deliver a better front to rear balance. And slender, flush-fitting pop-out exterior door handles remain sub-zero cool.

Our 'Santorini Black' test car had been optioned with the 'Exterior Black Design Pack' ($1820) for an extra hint of menace. It applies body-colour to the front splitter, side sills, and rear diffuser, at the same time blacking out the grille surround, side vents, side window surrounds, rear valance, Jaguar script, F-Type badge and 'Leaper' emblem.

Jaguar describes this two-seater as a '1+1', confirming the F-Type's focus on the driver, and our test car's tan leather interior emphasises the fact.

Tan dash on the passenger side, complete with flying buttress-style grab handle for extra support when g-force starts to build. Contrasted by all black and all business on the driver's side.

A broad centre stack houses the 10-inch multimedia touchscreen, with easy-to-use dials for the climate control system below. And the 12.3-inch reconfigurable hi-def instrument cluster (with graphics unique to the F-type) is a model of clarity and simplicity.

The latter offers a choice of display themes, including full nav map, but the default mode highlights a large central tachometer. Nice.

An impressive design feature carried over from the previous model is deployable front air vents. The dashtop remains flat until a given climate control temperature setting causes an upper section, housing a pair of adjustable vents, to gently rise. Very cool (no pun intended).

Audi has changed the layout and added new apps in the main 10.1-inch multimedia touchscreen, though fortunately it still has shortcuts to all the Big Dogs in terms of functions: media, navigation, phone, etc.

On top of that, everything is still in big, easy-to-see (and press) blocky buttons on the main screen.

The 8.6-inch screen below also still has climate controls readily available, and there are still physical buttons for a bunch of functions including drive modes.

The wide 12.3-inch driver display also remains familiar, though now has a higher resolution and more functionality in terms of on-road help and safety - which we’ll come to later in this review.

Aside from the tech, ‘spacious’ is an understatement when it comes to the big Audi’s cabin. In the front seats especially, the Q7’s central tunnel and dashboard are easy to reach without feeling like an enclosure as they wrap around the front passengers.

However, if I had to level one criticism at the usefulness of the Q7’s front row, it would be that despite there being physically plenty of room, storage is at a premium. 

For something this big, there aren’t many places to put items that aren’t your phone or a drink. 

There are door card holders for bigger bottles, some space for small items, and the cupholders of course, but the space under the central armrest including the phone charger is stingy.

Fortunately, the second row is not lacking space and is modular in its adjustability. Occupants can move seats, adjust their angle, and even sort out the middle seat separately. 

Depending on how high up the variant chain you go, separate climate controls for the middle row and the panoramic sunroof help create a comfortable and roomy feeling.

The second row can also be tucked up behind the front row for easier access to the third row, which (if the second row is slid forward a tad) is just spacious enough for an average adult to be relatively comfortable for a short trip. 

The third row seats are able to be folded or raised with switches that are accessible from the side doors or the (electric) tailgate, where there’s also a switch to lower or raise the rear suspension by 55mm to aid loading.

On that, the Q7 has a claimed luggage capacity of roughly 295L with all seats up, 780L with the third row folded down and 1908L with the second row lowered.

If you're intending to daily drive your F-Type R, make sure your yoga fees are up to date, because entry and egress are for the fleet of foot and flexible of limb.

Once inside, though, within the bounds of its two-door coupe format, the F-Type offers an array of storage options, including a decent glove box, centre storage box/armrest, small door bins, a netted pocket on the top of the bulkhead between the seats, and a pair of console cupholders.

Power and connectivity runs to a 12V socket in the dash, with another in the central storage bin, alongside two USB-A ports, and a micro SIM slot.

Notwithstanding the (alloy) space saver plonked on the boot floor, the F-Type Coupe delivers worthwhile cargo space, with 310 litres on offer, rising to 408 with the load cover removed.

That's enough to swallow small (36-litre) and large (95-litre) suitcases together, and there are two (nicely chromed) tie-down anchor, as well as elasticised retaining straps at either end of a small ledge on the bulkhead.

It's hard to pin down direct competitors for the $262,936 F-Type R, except one; Porsche's 911 Carrera S, a clear price and performance rival at $274,000.

With a 3.0-litre, twin-turbo 'flat' six producing 331kW/530Nm the 911 is capable of accelerating from 0-100km/h in just 3.7sec, which (surprise, surprise) exactly matches the Jag's claimed performance number.

Cast the net a little wider and you'll snag the likes of Nissan's GT-R Track Edition on the low side ($235,000), and the Mercedes-Benz S 560 Coupe ($326,635) for around $50K above the F-Type's asking price. So, the standard features list needs to be impressive, and long story short, it is.

Drilling down to the depths of detail on this car's equipment spec would need a review of its own, so here's the highlights package.

The 10-inch 'Touch Pro' multimedia screen manages a 380-watt Meridian audio system featuring 10 speakers (including subwoofer), digital radio, dynamic volume control and a 10-channel amp, as well as Apple CarPlay, Android Auto, and Bluetooth connectivity.

It's also the gateway to the car's configurable dynamic set-up, 'Navigation Pro', phone connection, ambient lighting, reversing camera, and a lot more.

Full-grain 'Windsor' leather is applied to the 12-way, electrically-adjustable (plus memory) performance seats. There's also a 12.3-inch customisable digital instrument cluster, cruise control (and speed limiter), keyless entry and start, auto rain-sensing wipers, auto-dimming and power folding heated door mirrors (with memory), a switchable active exhaust, LED headlights, DRLs and tail-lights, as well as an electrically adjustable steering column (with memory), climate control, powered boot lid, 20-inch alloy wheels, racy red brake calipers, and specific 'R' branding on the leather-trimmed sports steering wheel, door tread plates, and centre console.

The four drivetrain options for the Q7 line-up are split between the two ‘grades’, with the 45 TFSI and TDI powering the 'entry-level' cars and the 50 TDI and 55 TFSI as the feature-packed variants.

The most affordable option is the 45 TFSI, which runs a 2.0-litre, four-cylinder, turbo-petrol engine making 185kW and 370Nm.

Like all variants in the Q7 range, the 45 TFSI engine powers all four wheels via an eight-speed automatic transmission. Audi claims the 45 TFSI will hit 100km/h in 7.3 seconds, if that’s your thing when it comes to three-row SUVs.

The rest of the line-up is powered by different versions of the brand’s 3.0-litre V6, all turbocharged, and all with 48-volt ‘mild hybrid’ (MHEV) tech aiming to increase efficiency.

The 45 TDI is, of course, a turbo-diesel 3.0-litre V6 that makes 170kW and 500Nm, also sending power and torque to all four wheels via the same style transmission. Audi says this one knocks over 100km/h in 7.1 seconds.

Similarly, but with more power and torque, the 50 TDI is also powered by a turbo-diesel unit as the name suggests. This one puts out 210kW and 600Nm, making it likely the best choice for towing and such even though all V6 variants boast a 3500kg braked towing capacity. The 50 TDI’s figure to hit 100km/h is a claimed 5.9 seconds.

Finally, the 55 TFSI makes 250kW and 500Nm, and boasts a 5.9-second claimed 0-100km/h time.

The F-Type R is powered by Jaguar's all-alloy (AJ133) 5.0-litre supercharged V8 engine, featuring direct-injection, variable (intake) cam timing, and an Eaton (Roots-type) blower to produce 423kW (567hp) at 6500rpm, and 700Nm from 3500-5000rpm.

Drive goes to all four wheels via an eight-speed 'Quickshift' automatic transmission and Jaguar's own adaptive AWD system with 'Intelligent Driveline Dynamics' (IDD).

The AWD system is based on an electro-hydraulic multi-plate (wet) clutch, controlled by a centrifugal electro-hydraulic actuator. Default front/rear drive balance is 10/90, although Jaguar claims even a full shift of power from 100 per cent rear to 100 per cent front takes just 165 milliseconds.

The IDD system continuously monitors each wheel's speed and traction, suspension compression, steering angle and braking force, as well as the car's rotational state.

It then uses an algorithm to determine which wheel(s) are likely to lose traction, and before grip is lost, transfer drive to the wheels that can make best use of it.

As you might expect, diesel versions of the Audi Q7 are claimed to use less fuel than their petrol counterparts, so let’s start with those. 

The 45 TDI boasts a claimed 7.0L/100km consumption figure, while the 50 TDI is a little higher at 7.1 litres. Both have 75-litre fuel tanks, and should therefore theoretically get more than 1000km out of a fill.

On to the petrol models, the four-cylinder TFSI 45 has a claimed 9.3L/100km efficiency figure and the V6 TFSI 55's number is 9.0L/100km.

Given the nature of the driving and groups sharing cars during the launch event, we’ll wait until we’re next in a Q7 for a longer time before doing our own efficiency test.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.3L/100km, the F-Type R emitting 269g/km of CO2 in the process.

Despite the standard auto stop/start function, over close to 350km of city, suburban, and freeway running we recorded a (dash-indicated) average of 16.1L/100km.

That's a solid drinking habit, but it kind of goes with this performance territory, and we did lean into the throttle on a regular basis.

Recommended fuel is 95 RON premium unleaded, and you'll need 70 litres of it to fill the tank. That equates to a range of 619km in line with the factory claim, and 434km using our real-world number as a guide.

Aside from the mild-hybrid now standard on the Q7’s V6 models, there’s not a whole lot to report on in terms of new tricks or surprises from behind the wheel.

But that’s okay, because it means the Q7 remains a supremely comfortable and capable large SUV.

Our test route consisted of plenty of rural driving, with a combination of surfaces that would in some family haulers see the suspension and maybe even steering show cracks in their ability - but the Q7 remains composed.

Given its weight and size, it can feel a little hefty around sharper corners, but the Q7 in these variants (i.e, not its performance-focused SQ7 sibling) isn’t built to be hustled like that.

It feels like the kind of air-suspended loungeroom-on-wheels that would be at home barreling down the autobahn at 180km/h and being completely undramatic about it.

Still, this model shares some moving parts underneath with the likes of the extremely capable Porsche Cayenne, and while the Q7 isn’t quite a giant hot hatch, the sound foundations shine through dynamically.

Of course, when it comes to powertrains, there isn’t really a wrong answer, each engine fits a purpose.

If you’ll ever need to tow (and you can at up to 3500kg braked), the low-down steady urge of the 50 TDI is probably your best bet, but even the 45 TDI is a solid choice for long-range motoring.

The petrol models will better suit those in city situations, and while they never feel truly urgent, the 55 TFSI isn’t without some impressive push for something of this size.

Yep, no surprise, the 2021 Jaguar F-Type R is a proper, rip-snorting, beast of a machine. Weighing in at just over 1.7 tonnes, with 423kW/700Nm to propel it forward, in terms of straight line acceleration, it's every bit the scalded cat.

Bury the right foot and it will storm from 0-100km/h in just 3.7 seconds, with furious aural accompaniment courtesy of the 4.0-litre supercharged V8 and sports exhaust system. Electrically-actuated bypass valves in the latter's rear silencer remain closed until they automatically open under load, and boy, do they open up.

Prospective F-Type R owners wishing to remain on good terms with their neighbours will be pleased to know there's a 'Quiet Start function', but once you're a few blocks clear the engine is capable of alerting the entire suburb to you presence, complete with raucous crackles and pops on the overrun.

All 700Nm of maximum torque is available from 3500rpm through to 5000rpm, and mid-range thrust is ferocious. If you have access to a long enough private road Jaguar claims this car will storm on to a (electronically-limited!) maximum velocity of 300km/h.

The eight-speed auto transmission has picked up several tweaks courtesy of the XE-based SV Project 8, and it's brilliant. A conventional torque-converter based unit, rather than a dual-clutch, it's dubbed 'Quickshift', and that it does. Manual flicks between ratios, using the wheel-mounted paddles, are rapid and positive.

Head for your favourite B-road, and it's the F-Type R's ability to put every bit of its power down, without fuss, that impresses next. Push into a series of tight corners and the car grips, settles, and simply surges from one bend to the next, the tricky AWD system seamlessly shuffling torque between the axles and individual wheels.

The standard electronic active diff, and torque vectoring (by braking) also help keep everything under control, turning backroad tryhards into apex hunting virtuosos.

Suspension is by (aluminium) double wishbones front and rear, with revised springs and anti-roll bars added in the 2019 upgrade. Continuously-variable dampers underpin the 'Adaptive Dynamics' system, learning your style and adjusting accordingly.

The electrically-assisted power steering combines great road feel with satisfying accuracy, and the car feels balanced yet agile and responsive in enthusiastic driving.

In a more relaxed mode the adaptive set-up detects rough road conditions and adjusts the suspension settings for greater ride comfort. According to Jaguar, the damper valves and control algorithms have been recalibrated to improve low-speed comfort and high-speed control, and I can vouch for their effectiveness.

Not long after steering this F-Type R I spent some time in the supercharged V6 F-Type P380 R-Dynamic, and this R is far more compliant.

Rubber is a specially-developed Pirelli P Zero (265/35 fr - 305/30 rr), and the supremely efficient brakes are ventilated 380mm at the front, and 376mm rear.

The F-Type hasn't been assessed by ANCAP, but as well as the usual active safety suspects like ABS, EBD, traction and dynamic stability controls, the R features an AEB system operating at speeds above five km/h, Vehicle detection is in place at speeds of up to 80km/h, and pedestrian detection up to 60km/h.

The AWD system facilitates specific 'Rain', 'Ice', and 'Snow' modes, plus there's active high-beam, lane keep assist, a reversing camera, as well as front and rear parking sensors, and a 'Driver Condition Monitor.'

But cross-traffic alert (front or rear) is missing-in-action, blind spot assist is an option ($900), as is park assist ($700), and tyre pressure monitoring ($700). Any car that's crested the $250K barrier should have all of these as standard.

If an impact's unavoidable there are six airbags (front, side, and curtain). But remember, the front passenger seat is a no-go zone for a rear-facing child restraint. And Jaguar says, "A child should only travel in the front passenger seat if it is essential and national or state legislation permits it."

Audi’s five-year/unlimited kilometre warranty is pretty standard for a premium brand, but five years of free roadside assist and the ability to add a package to extend the warranty both add a little extra to the deal.

For the Q7, a five-year servicing plan is $3820, while the $4370 'Audi Advantage' plan adds two years to the warranty, two more services, and two more years' roadside assist.

Jaguar covers its Australian new car range with a three-year/100,000km warranty, which looks particularly stingy next to the mainstream market norm of five years/unlimited km, and lags other premium players like Mercedes-Benz and Genesis, both sitting at five years/unlimited km.

On the plus side, paint and corrosion (perforation) are warranted for three years, and roadside assistance is complimentary for 12 months.

And on the big plus side, scheduled servicing for the F-Type (determined by an on-board service interval indicator) is free-of-charge for five years/130,000km.