Infiniti QX80 VS Audi Q7
- Improved looks
- High level of comfort
- Off-road ability
- No Apple CarPlay, Android Auto
- Understeer, bodyroll
- Huge interior space
- Tonnes of tech and standard features
- It's really loooong at 5 metres
- Sometimes wild options prices
- A bit on the heavy side
The world of upper large luxury SUVs, like Infiniti’s latest-generation QX80, occupies that rarefied air, way up high in the car market, that I’ll never breathe – and that’s okay with me.
You see, as much as I admire these plush vehicles, even if I did have the cash and the inclination to buy one, I’d be so worried about incidental damage to the exterior (shopping trolleys or other drivers’ touch-parking) or children-induced damage to the interior (car sickness, spilled food or drink, blood from sibling punch-ups in the second row) that I’d never be able to fully relax while driving the thing. (Newsflash: I’ve heard from Infiniti that the QX80’s upholstery has a soil-resistant coating.)
These pricey wagons certainly do have their fans though and now, with extensive exterior changes and some interior ones, does the QX80, based on the Y62 Nissan Patrol, actually offer anything to set it apart from other large premium SUVs? Read on.
|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 petrol-only QX80, really a Y62 Patrol with shedloads of bling, is a curious beast; a big, bold status-boosting premium SUV, which is much better suited to the US and Middle East markets than ours. However, it has a real premium feel, is very smooth to drive and the exterior and interior changes have improved what has so far been a divisive model for a brand with a small but growing fanbase here. Infiniti sold 83 of the previous QX80 in 2017 and is hoping to move 100 of these new ones in 2018; they have their work cut out for them, but if brand confidence is worth a few sales, who knows, they might even top the ton.
Is the QX80 worth its hefty price-tag, or is it simply too much cash for something that doesn’t even have mainstream connectivity functions?
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 bulk of the facelifted QX80’s design changes have been to the exterior and include, most noticeably, new LED headlights with a redesigned, sleeker but more aggressive front end than its predecessor’s softer, more rounded curves.
The new QX80’s bonnet is 20mm higher than before and has been extended 90mm; the side steps have been stretched 20mm wider, and the power tailgate has been re-designed to include sharper, thinner, rear LED taillights and the bumper is visually wider.
The whole body has a higher visual centre of gravity, with this latest raft of design shifts giving the SUV a taller, broader, wider and more angular overall appearance.
The interior includes a bigger, chunkier redesigned centre and rear console and those aforementioned premium touches, such as leather-wrapped heated steering wheel, updated upholstery-stitching, semi-aniline quilted leather patterning on door panels and seats, as well as its stainless-steel sill plates, all add to the premium feel.
The QX80 looks better than it did but, as the previous one was pretty hard on the eyes, the 2018 version may still polarise opinion.
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 QX80 is a big unit – 5340mm long (with a 3075mm wheelbase), 2265mm wide and 1945mm high – and, when you’re seated inside it, it feels like Infiniti designers and engineers must have worked hard to maximise the space afforded them for driver and passengers without seeming to have sacrificed any style or comfort.
And that big open space inside the cabin is easy to get comfortable in. There are soft-touch surfaces everywhere – door panels, arm rests, centre-console edging – and the seats are unsurprisingly soft and supportive but tend towards slippery when there are quick changes in speed or direction, or when tackling steep downhills off-road. (It was fun to watch front-seat passengers slip-slide around inside during the 4WD loop)
If you’re up-front you’re well catered for; big glovebox; overhead sunglasses storage; the centre console now has a roomy smartphone storage area; the twin cupholders have been upsized to cop two 1.3-litre cups with handles (up from one 1.3-litre cup and a 950ml container); the USB port has been moved to the other side of the centre console so it’s easier to get to; the storage area under the front passenger arm-rest is now a 5.4-litre compartment, able to hold up to three upright 1.0-litre bottles or tablet devices.
There are nine cupholders and two bottle-holders in total in the QX80.
There’s a sunroof if you get the urge for natural light from above.
Second-row passengers now get 8.0-inch entertainment screens (up from 7.0-inch) and two additional USB ports.
The tip-up second row seats are easy enough to operate and the third row is power 60/40 split-fold-to-flat and reclining.
There is a 12V outlet in the cargo area.
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
Pricing has not changed: there is one model and it still costs $110,900 before on-roads and that price does not include paint other than the standard Black Obsidian; metallic paint is $1500 extra. Changes over and above the previous model’s standard features list include 22-inch 18-spoke forged alloy wheels (up from 20-inch), Infiniti’s InTouch 8.0-inch colour touchscreen (up from 7.0-inch), new Espresso Burl coloured trim, new chrome finishes all-round, updated upholstery-stitching everywhere, quilted leather patterning on seats, new headlights, LED foglights and more. There is no Apple CarPlay or Android Auto.
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.
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 previous generation’s 5.6-litre V8 petrol engine (298kW@5800rpm and 560Nm@4000rpm) remains, as does the seven-speed automatic transmission with adaptive shift control. It also has Infiniti’s all-mode 4WD system, which offers Auto, 4WD High and 4WD Low settings and it has terrain appropriate modes (sand, snow, rocks) able to be dialled in.
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.
The QX80 is claimed to use 14.8L/100km. We reckon that fuel-consumption figure is very optimistic and if QX80 owners are partial to towing boats – as Infiniti reckons they are – or if they tackle some 4WDing, then that figure is going to climb much higher quite swiftly.
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.
In the world of luxury SUVs big is king and this thing is definitely on the chunky side of big, but it doesn’t often feel too cumbersome for its own good, or too bulky to steer in and out of Melbourne’s bustling morning traffic with precision.
During this event, we did a fair chunk of driving – highway, country roads, gravel roads and a decent bit of 4WDing – and, surprise, surprise, it did pretty well, especially when things of this ilk usually exhibit the ride and handling of an old poorly-sprung couch on wheels.
It did, however, feel top-heavy at times and revealed substantial body-roll when pushed around corners at speed or even during some sections of slow, bouncy off-roading, so I’d be reluctant to experience what it would be like without hydraulic body motion control. However, we were willing to forgive it any rocking-and-rolling when that healthy V8 growl kicked in as we gave it the boot.
The 22-inch tyre-and-wheel combination is not the way I’d go if I was going to use the QX80 for any off-road forays but, having said that, we did fine on them, at road tyre pressures, over a decent off-road loop.
It has 246mm of ground clearance and 24.2 (approach), 24.5 (departure) and 23.6 (ramp-over) angles.
The QX80 has coil springs all-round and it was only ever caught out when it thumped through a couple of surprise potholes along a dirt road.
This Infiniti model has a claimed tare mass of 2783kg, but you wouldn’t have known it was that many kegs because it powered up steep and slippery bush tracks, through deep muddy ruts, over greasy rocks and through a few knee-deep mud holes with ease. It was as easy as pulling up, switching your terrain modes and dialling in your setting: 4WD High, 4WD Low or Auto. It has a locking rear diff and very capable hill descent control, which we tested on a few rather steep sections of track.
It’s nice to see vehicle manufacturers unafraid to put their off-roaders, even their pricey luxury ones, through a decent off-road loop at launch because it shows they have confidence in its capabilities.
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 QX80 does not have an ANCAP safety rating. Safety tech as standard includes blind spot warning, intelligent parking system, forward emergency braking, lane departure prevention (incorporating lane departure warning), distance control assist and predictive forward collision warning, Infiniti/Patrol intelligent rear view mirror (which can display video from a camera mounted in the upper rear windshield) and more. It has two ISOFIX points in the second-row seats.
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.