Bentley Bentayga VS Audi Q7
- Magnificent twin-turbo petrol V8
- Superbly comfortable
- Surprisingly dynamic for its size
- A little awkward looking
- Low on standard advanced safety equipment
- Boot is smaller compared to rivals
When Bentley revealed its Bentayga in 2015 the British brand called it “the fastest, most powerful, most luxurious, and most exclusive SUV in the world."
See, that first Bentayga packed a W12 engine, but the SUV we have here was introduced in 2018 with a twin-turbo petrol V8 and a reduced price tag.
So how does this more affordable and less powerful Bentayga stack up to Bentley's lofty ambitions?
Well you’ve come to the right place, because along with speed, power, luxury and exclusivity I can also talk about the Bentayga V8’s other attributes, such as what it’s like to park, drop children off at school in, do the shopping in and even go through a 'drive thru' in.
Yes, the Bentley Bentayga V8 came to live with my family for a week and as with any house guest you quickly find out what’s great about them… and then there are those times you walk in on them not looking their best.
|Engine Type||4.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
|Engine Type||3.0L turbo|
The Bentayga is Bentley’s first attempt at an SUV and the Bentayga V8 is a more recent addition to the line-up that provides an alternative to the W12, hybrid and diesel models.
There’s no doubt the Bentayga V8 delivers an exceptionally good driving experience from its power and athleticism to the serene cabin and comfortable ride.
Where the Bentley Bentayga V8 appears to be lacking is in cabin technology which compared to other luxury SUVs is becoming outdated, and in standard advanced safety equipment. We’d expect this to be addressed in future revisions of the SUV.
Does the Bentayga fit the ultra-luxury SUV bill? Tell us what you think in the comments section below.
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.
The Bentayga is unmistakably a Bentley, but I have my doubts whether this first attempt by the British brand to build an SUV has been a design success.
To me, the rear three-quarter view is its best angle with those trademark rear haunches, but front-on reveals an overbite I can’t ‘unsee’.
But then again perhaps I’m the one with bad taste, I mean I think Lamborghini's Urus SUV, which uses the same MLB Evo platform, is a work of art in its design, staying faithful to the sports cars in the family, while acquiring a brave look of its own.
I also found the interior of the Bentayga V8 disappointing. Not in terms of overall craftsmanship but rather its outdated technology and plain styling.
The 8.0-inch screen is almost identical to the one used in the Volkswagen Golf in 2016. But the Golf received its Mk 7.5 update in 2017 and with it a stunning touchscreen which hasn't made it into the Bentayga yet.
The steering wheel, too, has identical switchgear to the $42K Audi A3 I reviewed two weeks ago and you can add the indicator and wiper stalks into that mix as well.
While the fit and finish of the upholstery was outstanding, there was a lack of interior refinement in some places. For example, the cupholders, had rough and sharp plastic edges, the gear shifter was also plastic and felt flimsy, while the fold-down armrest in the back seats also lacked refinement in the way it was constructed and lowered without damping.
At just over 5.1m long, 2.2m wide (including the wing mirrors) and a little over 1.7m tall the Bentayga is big but it’s the same length and width as the Urus, and a bit taller. The Bentayga’s wheelbase is only 7.0mm shorter than the Urus’s at 2995mm.
The Bentayga isn’t the longest of the Bentleys, that’s for sure. The Mulsanne is 5.6m end-to- end and the Flying Spur is 5.3m in length. So, the Bentayga V8 is almost ‘fun-size’ in Bentley terms, even though it’s large.
The Bentayga is made in the United Kingdom at Bentley’s home (since 1946) in Crewe.
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.
The Bentayga V8 may be an SUV, but that doesn’t immediately make it a god of practicality. While roomy up front for the driver and co-pilot, the rear seating is not exactly limo-like, although at 191cm tall I can sit with about 100mm of space. Headroom is slightly limited by the edges of the panoramic sunroof for rear riders, too.
Storage in the cabin is adequate with two cupholders and small door pockets in the back, and another two cupholders and larger door pockets in the front. There’s also a shallow centre console storage bin and two wells for loose items in front of it.
The Bentayga V8’s boot with the rear seats in place has a cargo capacity of 484 litres – that’s measured to the cargo cover, but to the roof its 589 litres.
That boot space is still smaller than the Lamborghini Urus’s 616 litres and there’s much less boot space than the Audi Q7 and Cayenne which both have 770 litres measured to the roof, too.
Making life easier is the load-height lowering system which is operated with a button located in the boot.
The tailgate is powered, but the kick-open function (standard on say an Audi Q5) is an option you’ll have to pay for on the Bentayga.
As for power outlets and charging, the Bentayga’s falling out-of-date here, too. There is no wireless charger for phones, but there are two USB ports up front and three 12-volt outlets (one in the front and two in the rear row) on-board.
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
That’s the question those who can’t afford a Bentley Bentayga V8 want to know the answer to, and the one that those who can don’t ask.
I’m in the first group, so I can tell you the Bentley Bentayga V8 has a list price of $334,700. Our car had $87,412 in options which we’ll take a look at, but all up including the on-road costs, our test car had a price of $454,918.
Standard features inside include leather upholstery in a choice of five colours, 'Dark Fiddleback Eucalyptus' veneer trim, a three-spoke leather clad steering wheel, ‘B’ foot pedals, Bentley embossed treadplates, an 8.0-inch touchscreen with Apple CarPlay and Android Auto, sat nav, a 10-speaker stereo, CD player, digital radio, four-zone climate control and shifting paddles.
Exterior standard features include 21-inch wheels, black painted brake calipers, air suspension with four height settings, a choice of seven paint colours, gloss black radiator grille, black lower bumper grille, LED headlights and LED tail-lights, twin quad-exhaust and a panoramic sun roof.
Our car was fitted with options galore which is common in vehicles loaned to the media. Car companies often use these cars to showcase available options rather than represent a typical customer specification.
There’s the 'Artica White' paint from the bespoke Mulliner range costing $14,536; 'our' car's 22-inch wheels weigh in at $9999, as do the fixed side steps; the tow bar and brake controller (with Audi Q7 badging, see the images) is $6989; body coloured lower bodywork is $2781 and LED puddle lights are $2116.
Then there’s the acoustic glazing for $2667, front seats with the 'Comfort Specification' for $7422 and then $8080 for the 'Hot Spur' main hide and 'Beluga' secondary hide leather upholstery, the $3825 piano black veneer trim and if you want the Bentley logo embroidered into the headrests (as per our car) it costs $1387.
Does it represent good value for the price? Not by regular standards, but Bentleys are anything but regular cars, and those that buy them tend not to look at prices.
But, as I do with every car I review (whether it costs $30,000 or $300,000), I ask the manufacturer for a list of options fitted to the test car and the as-tested pricing, and I always include those options and their costs in my review.
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.
Engine & trans
The scores I’ve awarded to the Bentayga V8 so far haven’t been impressive, but now we come to the twin-turbo 4.0-litre V8.
Derived from the same unit found in the Audi RS6 this turbo-petrol V8 makes 404kW/770Nm. That’s enough grunt to get this 2.4 tonne beast from parked in your garage to 100km/h in 4.5 seconds, provided your driveway is at least 163.04m long, which for some owners would be entirely possible.
That’s not as quick as the Urus which can do it in 3.6 seconds, but while the Lamborghini shares the same engine it’s tuned to make 478kW/850Nm and that SUV is about 200 kilos lighter.
Shifting gears wonderfully in the Bentayga V8 is an eight-speed automatic which suits the Bentley better with its seamless but not-in-a-huge-hurry gear swaps than the same unit in the Urus.
While there are those who think a W12, as found in the first Bentayga, is more in line with Bentley’s ethos, I think this V8 is superb in its power delivery and sounds subtle but magnificent.
The braked towing capacity of the Bentley Bentayga is 3500kg.
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.
A 4.0-litre twin-turbo petrol V8 pushing a 2.4-tonne SUV loaded up with people and possibly towing a horse float is going to want to be fed fuel – lots of fuel.
And that’s even if engine has cylinder deactivation like the one in the Bentayga V8 which can cut out four of the eight when not under load.
Officially, combined fuel consumption for the Bentayga V8 is 11.4L/100km, but after 112km of fuel testing on a combination of motorways, suburban and city roads I measured 21.1L/100km at the petrol pump.
I’m not surprised. For most of that I was in Sport mode or in the traffic, or in both at the same time.
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.
Comfortable and (believe it or not) athletic, sums it up. And the only thing stopping me from throwing in another word such as effortless is the forward visibility, which is what I noticed the moment I steered it out of the dealership and into the traffic.
But first let me give you the comfortable and athletic good news. The Bentayga felt nothing like it looked to drive – my eyes told me it should be more sumo wrestler than ninja to steer but they were wrong.
Despite the hulking dimensions and not insignificant weight, the Bentayga V8 felt surprisingly lithe with great handling for an SUV this size.
That the Urus, which I test drove a few weeks beforehand, also felt athletic seemed less a surprise in that the styling suggested it was agile and quick.
Thing is it shouldn’t be a surprise given the Urus and Bentley share the same MLB EVO platform.
Four standard drive modes let me change the character of the Bentayga V8 from 'Comfort' to 'Sport'. There’s also a ‘B’ mode which is a mix of throttle response, suspension and steering setting which Bentley nominates as the best for all-round driving conditions. Or you can ‘build-you-own’ drive mode in the 'Custom' setting.
Keeping the comfort mode on makes the ride composed and supple. Self-levelling air suspension with continuous damping is standard but flick the dial to Sport and the suspension firms, but not to the point where the ride is compromised.
I spent most of my almost 200 kilometres testing it in Sport mode which did nothing to help fuel economy but made my ears happy with the V8 burble.
Now, about that forward visibility. The design of the Bentayga’s nose is the cause of my issue here; specifically the way the wheel guards are stepped down out of view from the bonnet.
All I knew was that I was about 100mm wider that it looked from the driver’s seat – I don’t like that kind of guess work when piloting half a million dollars down a narrow street or car park. As you’ll see in the video I came up with a solution to the issue.
I’m not going to let that nose get in the way of a poor score, however. Besides owners will get used to it after a while.
Aside from that, the Bentayga was quite easy to parallel park with light steering and good rearward visibility and large wing mirrors, while multi storey shopping centre car parks were also surprisingly fuss free to steering through – this is after all not an overly long large SUV.
There was one ‘drive thru’ excursion and again I’m happy to report I emerged with hamburgers and without scratches at the other end.
So, I’m happy to throw effortless in there after all and you can add serene – that cabin felt bank vault-like insulated from the outside world. Don’t ask me how I know that.
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.
The Bentayga V8 has not been assessed by ANCAP testing but being based on the same platform as the five-star rated Audi Q7 I have no reason to suspect the Bentley would perform any differently and not be safe from a structural perspective.
We’re tough on budget cars that don’t come standard with AEB and likewise on high-end vehicles, and the Bentley Bentayga V8 doesn’t escape here.
AEB is not standard on the Bentayga V8 and if you want other forms of advanced safety equipment such as lane keeping assistance, adaptive cruise control and rear cross traffic alert you’ll have to option them across two packages – the 'City Specification' for $12,042 and the 'Touring Specification' which was fitted to our car for $16,402.
The Touring specification adds adaptive cruise, lane keeping assistance, AEB, Night Vision and a head-up display.
For child seats you’ll find two ISOFIX points and two top tether anchor points across the second row.
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.
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.