Browse over 9,000 car reviews
What's the difference?
You never want to be left behind by the competition, especially in the automotive world, where things change at a breakneck pace. Case in point: The Audi Q7.
If Audi is well-known for its subtle mid-life facelifts that make you question the difference between new and old, then the second-generation Q7 is the exception to the rule.
Make no mistake, the large SUV has been given a major facelift – one that it needed to keep up with its new-generation rivals.
So, has it been worth the extra effort? We put the updated Q7's volume-selling 50 TDI variant to the test to find out.
The Lexus LX500d is the base-spec variant in the Lexus LX range, so it’s your entry-level introduction to a prestige line-up.
But “base-spec” and “entry-level” usually mean “budget-friendly”, right? Well, this seven-seat four-wheel-drive SUV has a price tag tickling the $150 grand mark, so it’s not a cheap vehicle, but it is a very refined, plush and feature-packed urban-friendly vehicle – and it is an effective off-road touring platform.
So, is the Lexus LX simply a Toyota LandCruiser 300 Series in a nice suit?
Read on.
The Q7 was at risk of irrelevancy due to the unfortunate timing of its rivals' life cycles, but Audi made sure that wasn't going to be the case.
As far as mid-life facelifts go, Audi has knocked it out of the park with the Q7, so much so that the case can be made it's now the class leader.
In many ways this Q7 feels like an all-new model, which is quite something. More importantly, the positives well and truly outweigh the negatives.
The Lexus LX500d is a genuine seven-seater with impressive levels of refinement, comfort and even off-road capability.
The interior borders on being chintzy and it’s price-tag is the wrong side of bloody expensive, but there's no denying this Lexus is packed with stuff.
It’s more city than country, more bling than bush tourer – it’s like a tarted-up 300 Series – but that’s absolutely fine for the people who buy these.
I wouldn’t blame anyone for cross-shopping a Toyota LandCruiser 300 Series with this – and then opting for the 300 Series! For one thing, you’ll save a stack of cash.
Good on Audi for throwing the kitchen sink at the second-generation Q7. As far as mid-life facelifts go, this is a really good one.
Up front, the headlights, 'Singleframe' grille and bumper have all been redesigned to ensure the Q7 isn't out of place in Audi's new-generation line-up. Either way, this is a large SUV with presence in spades.
Changes around the side are less drastic, limited to new sills and fresh sets of alloy wheels, including the 20-inch items seen here, which we reckon are pretty unexciting.
The rear end is the best angle thanks to the redesigned tail-lights and rear diffuser, both of which look great. We particularly like the former's segmented design, shared with the headlights.
That said, the real story is happening inside, where Audi has well and truly flipped the script. The old cabin was ageing well in some regards, but not others, and that was reason enough for a complete overhaul.
If the new interior design looks familiar, it's because it is, having been lifted from the much newer – and mechanically related – Q8 large SUV.
Needless to say, it's a technological tour de force, with not one, not two, but three large display screens dominating the cockpit.
Of course, Audi's much-loved version of a 12.3-inch digital instrument cluster is one of them, although it's running new software now.
What is completely new, however, is the pair of stacked central touchscreens, with the top unit measuring 10.1 inches in diameter and the lower item checking in at 8.6 inches apiece.
Both are powered by Audi's latest-generation multimedia system, with the former handling most functions, while the latter is responsible for the climate controls.
Aside from being a fingerprint magnet, this set-up works pretty damn well. Yes, some functions require a few too many taps to get to, but the acoustic and haptic feedback bring some unexpected tactility to what is a largely buttonless system.
Look past the obvious, though, as it's more or less business as usual for the Q7, which is chock full of lovely materials, including the 'Cricket' leather upholstery seen here.
Take for instance the soft-touch plastics used on the upper dashboard and door shoulders. Even the hard plastics found lower down look and feel suspiciously good!
Metallic trims are used throughout to brighten up the interior, while gloss-black finishes are liberally applied to the dashboard and centre console. Frankly, we could do without them as they are fingerprint magnets. Yep, keep a microfibre cloth in the glove box.
In firmly keeping with its target market, the LX500d is a premium-looking SUV.
This is a big unit and everything is slick and in-your-face impressive. Inside and out this Lexus looks a lot like a tarted-up LandCruiser 300 Series that’s been on a recent cycle of steroids.
The optional 22-inch alloy wheels (part of the $5500 Enhancement Pack, as mentioned above) add to the overall look.
The interior is a tasteful blend of woodgrain, leather accents, soft-touch surfaces, plush seating, and even comfortable arm-rests.
Measuring 5063mm long, 1970mm wide and 1741mm tall in facelifted form, the Q7 is large for a large SUV, which goes some way to explaining why it's only available with seven seats.
That said, the third row is more of temporary solution than a permanent one, even for kids.
Granted I'm an adult that's 184cm tall, and therefore not the target audience here, it's still tight back there, albeit up with the best in class.
With the second slid all the way forward, I manage to have my knees pressed up against the seat backrest, while headroom is severely limited.
Footwell space is okay, and so too is toe-room. Again, children will cope, but only on shorter journeys.
Ingress and egress to the third row is made easier by the 40/20/40 split-fold middle bench, which can tumble forward easily with the pull of a tab and then a latch. It's not glamorous, but it's doable.
Conversely, the second row is spacious and easy to get in and out of, even when set up to make the rear occupants as comfortable as possible.
Behind our driving position, around 10cm of legroom is available, depending on the positioning of the bench. No matter what, though, there's plenty of toe-room, and two inches of headroom is on offer, despite the panoramic sunroof.
Indeed, this is one of very few SUVs that can accommodate three adults abreast in relative comfort, even with the transmission tunnel reducing footwell space.
For reference, top-tether and ISOFIX child-seat anchorage points are spread across the second and third rows.
Cargo capacity with the power-folding third row stowed is generous, at 865L, and can be expanded up to 2050L with the middle bench stowed. An undisclosed amount of space is available with all seven seats in use. Either way, it's more than enough for the weekly shop (as you can see in our pics).
The boot is made more useful thanks to the inclusion of four tie-down points and one side storage net, while the lack of a load lip makes dealing with bulkier items a lot easier.
The only real issue we had was where to store the load cover when not in use. There's no false floor to gobble it up, meaning it'll annoyingly live at home when you've got six or more people on board.
That's not to say the Q7 doesn't have other storage options; it's got plenty of them, such as the useful storage nets on the back of the front seat backrests.
The glove box is pleasingly large, although the central storage bin is not, with most of its space taken up by the wireless smartphone charger.
The door bins are simply massive, with the front items capable of accommodating a large bottle and two regular ones, while their rear siblings can take one of each.
Two cupholders are located between the driver and front passenger, while another pair is hidden in the middle row's fold-down armrest. Rear occupants are treated to two smaller items.
Connectivity-wise, in an old-school twist, four USB-A ports are split between the first and second rows. In both instances, a 12-volt power outlet is found nearby.
The former's input options are located in the central storage bin alongside SD and SIM card readers, while the latter's reside at the rear of the centre console, below the central air vents and climate controls.
Everyone is well catered for inside this Lexus, in terms of, well, everything.
The tech is easy to use – it was simple enough to get Apple CarPlay working – and the screens are big: the horizontal 12.3-inch multimedia unit upfront, an 8.0-inch screen (to monitor air-con, air-suspension height, the four-wheel-drive system, and other vehicle information), a head-up display, plus a 7.0-inch touchscreen for rear passengers.
Heating and cooling are via the 'climate concierge' and everyone can keep themselves as comfortably hot or cold as they like with separate controls.
Storage is plentiful with the usual array of door pockets, cupholders, big glove box etc, but there’s also a cavernous centre console (with multiple ways to open the lids) as well as map pockets for the second row, cup-holders in the centre fold-down armrest and even cupholders for the third row.
The Lexus has a Qi wireless charger as well as front and rear USB-C charging ports – one upfront, two in the second row, and two in the third row – so that should keep any whinging about devices to a minimum – but, knowing kids, it probably won’t.
There’s also a 12V DC socket (front and rear) and a 220V socket in the rear cargo area.
Power-adjustable seats upfront make life easy for the driver and front passenger and these pews are as good as what I’d imagine a massage chair is like. Even the second row is on the right side of plush, but the third row is not quite there.
Second-row passengers have their own air con and entertainment controls, and there’s also an HDMI port.
The moon roof – an Enhancement Pack inclusion – is power-adjustable and allows plenty of welcome natural light in through the top.
In terms of packability, the Lexus LX500d has a claimed 174L (VDA) of cargo space when seven seats are in use; 982L when five seats are being used (that’s with the power-folding third row stowed flat at the push of a button); and 1871L when all seats are stowed away (the 60:40 folding second-row seats tumble-fold forward), except for the driver and front passenger.
The boot has a 220V power outlet.
The entry-level 45 TDI variant kicks off the new Q7 line-up from $101,900, plus on-road costs – $4100 higher than its direct predecessor, although Audi claims more than $15,000 of value has been added.
Meanwhile, the mid-range 50 TDI version tested here costs $6000 more than before, at $112,900, in exchange for more than $20,000 of added value. It can also be had in S line guise for an $11,000 premium.
Standard equipment not already mentioned in the 50 TDI includes matrix LED headlights, dusk-sensing lights, rain-sensing wipers, 285/45 tyres, a tyre repair kit, auto-folding side mirrors (with heating and auto-dimming), and a hands-free power-operated tailgate.
Inside there's, satellite navigation (with live traffic updates), Android Auto and wireless Apple CarPlay support, digital radio, a windshield-projected head-up display, keyless entry and start, power-adjustable front seats with heating, four-zone climate control, a power-adjustable steering column, an auto-dimming rearview mirror and ambient lighting.
Not only are the rivalling BMW X5 xDrive30d ($117,900) and Mercedes-Benz GLE400d ($124,400) more expensive, but neither matches the Q7 50 TDI on value-for-money.
As mentioned the seven-seat Lexus LX500d is the entry-level variant in the Lexus LX line-up.
The standard features list is comprehensive but, for the sake of brevity, we’ll rattle off only a handful of them including a 12.3-inch multimedia touchscreen (with Apple CarPlay and Android Auto, and Bluetooth), a 25-speaker Mark Levinson sound system, heated and ventilated power-adjustable seats, woodgrain steering wheel trim, 8.0-inch multi-information display, quad-zone climate control, 7.0-inch touchscreen and separate control panel for rear passengers, multi-terrain monitor with panoramic view, and 20-inch alloy wheels.
It also has a digital rear-view mirror, adaptive variable suspension, and active height control with low, normal and two high settings.
The Lexus LX500d retails for $153,091 (excluding on-road costs). Our test vehicle has an optional Enhancement Pack (which includes 22-inch alloy wheels, moonroof, hands-free power boot with kick sensor, $5500) and has been fitted with a towbar ($1545). The total price of this vehicle as tested is $160,136 (excluding on-road costs).
Exterior paint colours include the no-extra-cost 'Onyx' or any of these – 'Liquid Metal', 'White Nova' (F Sport models only), 'Sonic Quartz' (not available on F Sport models), 'Titanium', 'Graphite Black', and 'Khaki Metal' (on our test vehicle) – all of which incur an extra cost.
The 50 TDI is motivated by a 3.0-litre turbo-diesel V6 engine, producing 210kW of power from 3500-4000rpm and 600Nm of torque from 2250-3250rpm.
For reference, the 45 TDI has the same unit but develops 170kW from 3250-4750rpm and 500Nm from 1750-3250rpm.
The former sprints from a standstill to 100km/h in 7.3 seconds, while the latter is 0.8s quicker, putting it in hot-hatch territory.
Either way, an eight-speed torque-converter automatic transmission sends drive to all four wheels via Audi's signature quattro system.
Both variants also feature a 48-volt mild-hybrid system, which consists of a belt alternator starter (BAS) connected to the crankshaft, and a 10Ah lithium-ion battery pack located under the boot floor.
And for those looking to do a little more than usual with the Q7, maximum braked towing capacity is 3500kg.
The Lexus LX500d has a 3.3L V6 twin turbo-diesel engine, producing 227kW at 4000rpm and 700Nm between 1600-2600rpm.
It has a 10-speed automatic transmission with manual shift mode, a full-time all-wheel-drive system, low-range transfer case and locking diffs.
The V6 is impressive and this is a smooth-shifting beast, but there’s a real lazy – not lively – feel to how the engine and auto work.
It’s pretty hefty as well – with a listed 2690kg kerb weight – so the Lexus takes a bit of a wind-up to get going off the mark and during overtaking moves.
The 50 TDI's claimed fuel consumption on the combined cycle test (ADR 81/02) is 6.8 litres per 100 kilometres, while carbon dioxide emissions are 180 grams per kilometre.
Audi says the aforementioned 48V mild-hybrid system reduces fuel consumption by 0.7L/100km thanks to its coasting ability, which sees the engine turn off for up to 40 seconds between 55km/h and 160km/h. It also engages idle-stop from 22km/h. In reality, it all works pretty well.
During our week of testing, we averaged 8.9L/100km with limited highway driving, which is a pretty solid result. Naturally, longer journeys will see that figure come closer to the claim, if not exceed it.
It's also worth noting the standard fuel tank takes 75L of diesel, although the optional item accommodates 85L. The 50 TDI also requires AdBlue, with a 24L tank on board.
For reference, the 45 TFSI manages 7.0L/100km and 184g/km.
The Lexus LX500d seven-seater has a listed fuel consumption of 8.9L/100km on a combined cycle.
Our actual fuel consumption on this test, from pump to pump, was 13.2L/100km. Note: our test included a lot of low-range 4WDing.
The LX500d has an 80-litre fuel tank – so, going by that on-test fuel consumption figure, you should be able to get a driving range of about 606km or so. Take off a 30km safe-distance buffer and you have 576km.
The Q7 is a big beast, but it's not as intimidating to drive as you may think.
In fact, it's very easy to live with, if you don't mind managing its size in certain scenarios, such as finding a park in a busy shopping centre.
The SUV's electric power steering is speed-sensitive, which means fewer inputs are required at low speed, making parking and other manoeuvres easier, while stability is improved at high speed.
While not the first word in feel, this system is nicely weighted and surprisingly direct, endearing the Q7 with some sports-car characteristics.
That said, our favourite element is its independent suspension set-up, which consists of multi-link axles with air springs and adaptive dampers.
Needless to say, ride comfort is superb, with the SUV just floating along, even on uneven surfaces.
Introduce a coarse-chip road or a pothole, though, and the Q7 does become unsettled. But this is probably more noticeable because the ride is otherwise so sublime.
Instead, it's through the corners where it's truly exposed, with body control decent but nowhere near class-leading. Yep, it's here that its 2135kg unladen weight (excluding 75kg for driver and luggage) is really felt.
Flick the SUV into its Dynamic drive mode and things noticeably pick up, with extra heft added to the steering and the suspension firming up and hunkering down by up to 40mm. It's an improved experience in the bends, but not a memorable one.
However, our biggest bugbear is the exaggerated turbo lag served up by the 50 TDI's engine. Below 2000rpm, it has absolutely no go. Above it, though, it hammers.
Being a diesel unit, it doesn't have a lot of revolutions to play with, so you find yourself hunting for its upper reaches when accelerating, even around the town.
Making the most of the situation, the 50 TDI's smooth automatic transmission is responsive to kick-downs, but it's not lightning quick, meaning progress is stunted more often than not.
It also doesn't help that the eight-speeder is tuned for economy and therefore likes to keep engine speeds just above idle. This is particularly evident when attempting to power out of a corner.
When playing in the engine's upper reaches, the 50 TDI well and truly comes alive, serving up punchy acceleration, which is easier to access with the aforementioned Dynamic drive mode engaged. It makes shift patterns more aggressive and prompts more consistency.
The Lexus is a refined and comfortable vehicle on sealed surfaces.
It’s 5100mm long (with a 2850mm wheelbase), 1990mm wide (with a 1675mm wheel track, front and back), 1895mm high, and it has a 2690kg kerb weight.
The woodgrain steering wheel feels nice in the hands but even though the Lexus feels tighter and more controlled than the previous-gen – its body-on-frame structure has shed some kegs – this is a hefty rig so it’s no real surprise that body roll remains pronounced – it always tends to wallow even at optimal ride height.
The suspension set-up – adjustable dampers, double wishbones at the front, a four-linkage rigid axle at the rear, stabiliser bars front and rear – is aimed at keeping things under control, and it certainly irons out any major issues, but it’s not perfect, even ably supported by adaptive variable suspension.
The brake pedals feel spongy, taking some time to ‘bite’, but the ventilated disc brakes front and rear did pull the Lexus to a controlled stop when I did a “watch out for that roo!” emergency-braking move.
And while, by its very nature, it may not be a very dynamic SUV to drive, its low-key composure makes up for that.
The gutsy V6 and auto work well, if lazily, together, and while that transmission is enough of a smooth shifter, 10 gear ratios seems like overkill to me.
Driving modes include normal, eco, sport and each adjusts throttle response, engine outputs, and gearshifts to suit the driver and the driving conditions.
It’s quiet inside – very quiet – and there’s no issues with vibration or harshness levels either.
Among its many tech-based attractions, the digital rear-view mirror is a handy touch.
This is a great open-road touring vehicle but with some flaws when it comes to adventuring off-road.
Our test vehicle is shod with Dunlop Grandtrek 265/50R22 112V tyres and these all-season tyres are fine for sealed surfaces, but they’re not up to low-range 4WDing in tough conditions, even more so on these 22-inch rims, as we found out during a few hours at our 4WD testing ground.
The Lexus has Cruiser-like off-road-capable underpinnings with top-layer dirt-focussed tech as well.
There’s plenty of glass around so visibility is fine, steering generally feels light but takes on a clinical precision during low-speed, low-range 4WDing.
And ‘clinical’ is how the Lexus feels off-road – not always in a good way either. Like many contemporary tech-heavy off-roaders nowadays, it’s almost so good that you’re in danger of feeling entirely removed from the actual process of driving.
With multi-terrain select driving modes offering auto, dirt, sand, mud, deep snow, and rock options; with a multi-terrain monitor and panoramic view helping you ‘see’ everywhere that you usually wouldn’t be able to see on the track; with active height control helping you to lift the vehicle’s body in order to improve off-road angles at the push of a button; and the list goes on.
That’s not forgetting downhill assist control, hill-start assist, crawl control, and off-road traction control.
Don’t get me wrong: high-tech is great because anything that helps maintain safe forward progress out bush or while beach driving is awesome but, Great Odin’s raven, it’d be great if the tech onslaught stops now. As if that’s going to happen.
If you’re looking to tow with your Lexus, listen up: unbraked towing capacity is 750kg, braked towing capacity is 3500kg. It has a gross vehicle mass of 3280kg and a gross combination mass of 6780kg. There you go.
It has a full-size spare tyre and that’s mounted under the rear cargo area.
ANCAP awarded the Q7 range (excluding SQ7) a maximum five-star safety rating in 2015.
Advanced driver-assist systems extend to autonomous emergency braking (with pedestrian detection), lane-keep and steering assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control (with stop and go functionality), driver attention alert, hill-descent control, hill-start assist, tyre pressure monitoring, surround-view cameras, and front and rear parking sensors.
Other standard safety equipment includes eight airbags (dual front, front and rear side, and curtain), electronic stability and traction control systems, anti-skid brakes (ABS), brake assist and electronic brake-force distribution, among others.
The Lexus does not have an ANCAP safety ratings as it has not been tested yet.
Safety features include 10 airbags (driver and front passenger: front, knee, side; rear: side), AEB with pedestrian detection and daytime cyclist detection, front and rear parking sensors, reversing camera with rear camera washer, adaptive cruise control, road sign assist, blind spot monitor with rear cross traffic alert, tyre pressure warning system, and more.
Buying a Lexus gives you three-year access to Lexus Connected Services including (SOS) emergency calls, automatic collision notification, and stolen vehicle tracking.
All Q7 variants come with a three-year/unlimited-kilometre warranty, which is well short of the premium market's new five-year standard.
Audi also bundles in three years of roadside assistance, although this term can be extended up to nine years if the vehicle is serviced at an authorised dealership, which is nice.
Speaking of which, service intervals are every 12 months or 15,000km, whichever comes first. Capped-price servicing plans are available, costing $2310 for three years or $3190 for five.
The Lexus LX500d has a five-year/unlimited-kilometre warranty.
Capped-price servicing applies for three years. Servicing is set at six month/10,000km intervals with each appointment costing $595 over that period.
Lexus Encore Platinum benefits – including valet parking and on-demand vehicle loans – are standard for new Lexus owners.