2024 Audi Q7

The volume 2024 Q7 Premium Plus 45 TFSI uses the 2.0L turbo I4 rated at 261 hp; the optional 55 TFSI 3.0L turbo V6 (standard on Prestige) lifts output to 335 hp.

The 45 TFSI 2.0T produces 273 lb-ft; stepping up to the 55 TFSI V6 raises peak torque to 369 lb-ft.

Audi's claimed 0–60 for the volume 45 TFSI is 6.7 s; the optional V6 is quoted at 5.7 s and Edmunds instrumented it at 5.6 s.

Reviewers describe the 2.0T and its automatic as working 'in seamless harmony' with only a slight delay from a rolling start, and the V6 as quiet and refined; delivery is smooth and drama-free rather than urgent, which is the intent for this luxury three-row.

The sole transmission is an 8-speed Tiptronic automatic driving quattro AWD; reviewers report it shifts smoothly and promptly with no hunting, though it prioritizes smoothness over sporting decisiveness.

Properly equipped with the factory towing package, the 55 TFSI V6 is rated at 7,700 lbs — near the top of the SUV band; the volume 45 TFSI is limited to 4,400 lbs.

quattro permanent AWD is standard on every US Q7 trim, with a self-locking center differential (40:60 default split, up to 70% front / 85% rear) and Audi drive select modes — sophisticated for on-road traction, but there is no low range or locking axle differential.

A pavement-oriented luxury three-row: roughly 8 in of ground clearance (raisable on the optional adaptive air suspension), an offroad drive-select mode, and no dedicated off-road trim, low range, locking differentials or skid plating.

Three gas powertrains for 2024 in the US — 2.0T I4, 3.0T V6 (48V mild hybrid) and the SQ7's 4.0T V8 — but no hybrid, plug-in hybrid or EV variant; the 60 TFSI e PHEV is a Europe-only offering and electrification lives in Audi's separate e-tron models.

EPA rates both 2024 Q7 quattro powertrains at 21 MPG combined — the 2.0L 45 TFSI volume trim and the 48V mild-hybrid 3.0L V6 land on the same figure, so trim choice does not move this item.

EPA city rating for the volume 45 TFSI quattro; the V6 posts the same 19 MPG city thanks to its 48V mild-hybrid system.

EPA highway rating for the volume 45 TFSI quattro; the V6 gives up one MPG at 24. Highway is the only figure separating the two engines.

EPA-published total range for the 2024 Q7 quattro — a large 22.5-gallon tank offsets mediocre economy to give respectable real-world touring range for the segment.

EPA estimated annual fuel cost at standard assumptions; the premium-fuel requirement plus 21 MPG combined puts it at the very top of the SUV cost band.

EPA lists premium gasoline as recommended rather than required on both 2024 Q7 engines, so the car will run on regular at some cost in output and economy — a real ongoing premium over a regular-fuel rival, but not a hard requirement. No plug-in or flex-fuel option exists for 2024 in the US.

The 2024 Q7 carries NHTSA's top overall rating of 5 stars, built on 4 stars frontal, 5 stars side and 4 stars rollover — typical for a tall three-row where the rollover figure is the limiter.

The 2024 Q7 is an IIHS Top Safety Pick with Good ratings in all four evaluated crashworthiness tests — driver-side small overlap, passenger-side small overlap, moderate overlap front and the updated side test. It falls short of TSP+ under 2024 criteria only because the volume-trim headlights rate Acceptable rather than Good.

2024 is the year Audi closed its biggest ADAS gap: adaptive cruise assist with lane guidance became standard on every Q7 trim, joining Audi pre sense basic/front (AEB with pedestrian detection), Audi side assist (blind-spot), rear cross-traffic warning, lane departure warning and rear automatic braking as standard on the base Premium. That is the full AEB/ACC/LKA/BSM/RCTA set with nothing behind a package.

Audi pre sense front earned Superior in the daytime vehicle-to-pedestrian evaluation and Advanced at night, and standard rear automatic braking is a genuine extra. Under IIHS's tougher updated pedestrian protocol the system drops to Acceptable, which keeps it out of the very top band.

Audi side assist and rear cross-traffic warning are standard on the base Premium for 2024, with exit warning included; coverage is alert-based rather than actively steering, though standard rear automatic braking does intervene when reversing.

Lane departure warning with active lane assist is standard, and the newly standard adaptive cruise assist adds lane guidance that keeps the Q7 centered on the highway. Reviewers describe it as competent and unobtrusive rather than confidence-inspiring on curves, where it hands back sooner than the best systems.

Adaptive cruise assist is a full-speed-range stop-and-go system integrating distance keeping with lane guidance, and for 2024 it is standard rather than package-only — a meaningful upgrade over 2023. Behavior is smooth and well-damped, if less aggressive than BMW's or Mercedes' latest highway assist.

Audi offers no hands-free highway driving system on the 2024 Q7 in the US — there is no equivalent to GM Super Cruise, Ford BlueCruise or Tesla's supervised Autopilot. Adaptive cruise assist requires continuous hands-on-wheel contact.

Only the HD Matrix-design LED with laser light on the 55 TFSI Prestige earns IIHS Good; the two other variants — including what the volume Premium/Premium Plus 45 TFSI buyer gets — rate Acceptable. Audi's January 2023 aiming fix cured the earlier Poor glare ratings, so 2024 cars are clean, but the volume trim is still a step short.

A commanding, high seating position and a deep windshield give good forward sightlines, but thick rear pillars, a high beltline and the small third-row quarter glass limit over-shoulder and rearward vision. Rear camera and parking sensors are standard; the 360-degree top-view camera that would compensate is bundled from Premium Plus up.

IIHS rates the Q7's LATCH hardware Good+ — its top ease-of-use grade, awarded for easy-access anchors plus extra usable positions beyond the required minimum. Three rows, wide second-row door openings and sliding/folding second-row seats make multiple car seats genuinely workable.

Every US 2024 Q7 — Premium, Premium Plus and Prestige — ships with three rows and seven-passenger seating standard, including a power-folding third row; unlike the BMW X5 (five seats only for 2024) the third row is not an option to tick.

Audi publishes both figures; the 39.9 in no-sunroof number is used here per the item definition, but every US 2024 Q7 carries the standard panoramic sunroof and therefore actually delivers 38.4 in.

41.7 in of front legroom is mid-pack for a mid-size SUV — adequate rather than generous, since the Q7's 117.9 in wheelbase is spent on making the second and third rows usable.

The second row's 38.8 in of headroom is strong for the class and sits in the upper part of the SUV band; the third row gives up nearly three inches at 35.9 in.

38.8 in in the second row is comfortably adult-sized and the sliding bench can trade its legroom to the third row; the 29.2 in third row is a child-and-short-teen space.

A genuine, standard, power-folding third row with its own climate vents and USB ports — but 29.2 in of legroom and 35.9 in of headroom make it kid-and-teen territory, and getting back there past the sliding second row is a climb rather than a step.

The Q7's cargo hold is the weak point of an otherwise spacious cabin: 35.7 cu ft behind the second row trails most three-row rivals, and with all seven seats occupied just 14.2 cu ft remains — about a trunk's worth for seven people's luggage.

69.6 cu ft maximum is modest for a 199-inch three-row SUV — the BMW X5 manages 72.3 cu ft as a two-row — because the Q7 spends its length on the third row rather than on load space behind it.

Competent everyday storage without a signature idea: a covered center console with wireless charging pad (Premium Plus and up), decent door bins, an underfloor cargo well and a 12V outlet, but no household AC power, no frunk-style extra and no fold-flat trickery beyond the power-folding rear rows.

Leather-trimmed, heated, 8-way power front seats are standard and reviewers consistently rate the front and second row as long-haul comfortable with supportive cushions and broad adjustment; the third row is the exception and drags an otherwise excellent showing.

The steel-sprung volume trim rides firm but well controlled and filters out most broken pavement; the adaptive air suspension — optional lower down, standard on Prestige — turns it genuinely plush, so the volume Premium Plus buyer gets the good-not-great version.

Reviewers describe the Q7's cabin as impressively hushed at highway speed regardless of suspension choice — one of the model's most consistently praised traits; dual-pane acoustic side glass, which would push it further, is reserved for the Prestige trim.

Rich and mostly standard: tri-zone automatic climate control, heated power front seats, a panoramic sunroof and a hands-free liftgate on the base Premium, with a heated steering wheel added on the volume Premium Plus and remote engine start via myAudi newly available for 2024; four-zone climate and ventilated front seats stay optional/Prestige.

The entry 2024 Q7 Premium 45 TFSI quattro opens at $59,500 with destination — near the top of the SUV price band, since the Q7 competes in mid-size luxury rather than the mainstream three-row class the band is centred on.

Premium Plus on the 261-hp 45 TFSI four-cylinder is the volume configuration — the same trim this scorecard's powertrain items describe — at $63,300 delivered. Stepping to the 335-hp 55 TFSI V6 costs $5,800 more per rung, topping out at $75,100 for Prestige.

Published estimates diverge sharply — Edmunds True Cost to Own projects $8,646 maintenance plus $6,699 repairs ($15,345 combined) for a 2024 Q7, while CarEdge models just $4,175 over the same five years. The $8,800 figure sits between them and in line with how the rest of the German luxury SUV field is carried here (Q5 $8,200, Q3 $7,900, X5 $7,400), reflecting premium-fuel V6/2.0T service intervals, 19–21-inch tires and dealer-rate labor.

The Q7 is one of the harder-depreciating vehicles in its class: iSeeCars measures 57.2% five-year depreciation, versus 50.2% for the luxury mid-size SUV category and 44.9% for SUVs overall. A late-cycle 2024 car facing the announced MY2025 facelift retains no better than the nameplate average.

The standard Audi New Vehicle Limited Warranty covers 4 years or 50,000 miles — level with BMW and Mercedes-Benz, but short of Genesis and Jaguar at 5 yr / 60,000 mi.

Audi offers no longer powertrain term: coverage expires with the bumper-to-bumper warranty at 4 yr / 50,000 mi. That is the weakest structure in the segment against Lexus (6/70k), Acura (6/70k) and Genesis (10/100k).

For 2024 Audi included no complimentary scheduled maintenance at all — routine service is sold separately as the prepaid Audi Care / Audi Care Select plans ($699–$1,179 depending on model and term). What the buyer does get is 4 years of 24-hour roadside assistance (a year longer than most rivals), 12-year unlimited-mileage corrosion coverage and Audi connect PLUS trials. Roadside-only puts it at the bottom of the 50-79 band, and behind BMW, Acura, Volvo and Genesis, all of which bundled multi-year scheduled maintenance in 2024. Audi did not make maintenance standard until the MY2026 Signature Care program.

$63,300 volume-trim price minus its estimated resale value after 5 years (43% retained, or about $27,219) leaves about $36,081 in depreciation. Add the projected $8,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $44,881 in total.

The two authorities that matter both land below average, which is what pulls this under the segment's 65-point median. Consumer Reports states outright that the 2024 Q7 is less reliable than other cars from the same model year, and J.D. Power's Quality & Reliability score of 71/100 sits at the very bottom of its 70-80 "Average" band. Working the other way is the car itself: US-market 2024 is a carry-over of the 2020 facelift and the eighth model year of the 4M generation (the second facelift Wikipedia dates to January 2024 arrived here as the 2025 model year), so nothing structural is new, and the field record so far is quiet — three minor NHTSA campaigns and a single owner complaint on file. A negative CR verdict against a low-average J.D. Power one on an otherwise mature carry-over resolves to the bottom of the average band, not the middle of it.

J.D. Power and Consumer Reports disagree sharply, and the disagreement resolves below mid-pack because J.D. Power's evidence is both harsher and more current to this cohort. The 2024 Vehicle Dependability Study put Audi at 275 PP100 against a 190 PP100 industry average — second from last, behind Land Rover, in a study led by Lexus at 135 — and the 2024 Initial Quality Study, which surveys owners of 2024 model-year vehicles at 90 days and therefore samples exactly this car, placed Audi at 242 PP100, tied with Volvo and ahead of only Dodge, against a 194 PP100 industry average and a 230 PP100 premium-brand average. Consumer Reports is far kinder, ranking Audi 13th of the brands it surveys, but even there the trend is down: Audi fell 10 places in the 2026 Brand Report Card, the largest drop of any make. Bottom-third on both J.D. Power studies and mid-pack-and-falling on CR is a below-average brand, scored at the top of the bottom-third band. This is a brand-level fact and is scored consistently across Audi's model years.

This is the strongest part of the category and the clearest benefit of scoring a late carry-over year. Three NHTSA campaigns reach the 2024 Q7, and all three are peripheral: an improperly mounted driver's seat side airbag fixed by inspection and reinstallation, a loosening occupant-detection connector fixed by replacing one module, and a rearview-camera software fault fixed by a flash. Nothing touches the engine, transmission, quattro driveline, brakes or high-voltage systems, and there is no fire campaign — the failure modes that define the 0-49 band are entirely absent. Owner-reported volume is correspondingly thin at one NHTSA complaint. It falls short of the top of the 80-100 band rather than reaching it because a technology-dense luxury SUV of this age accumulates a normal-to-heavy MMI and electronics service-bulletin load, and because the 25V900000 camera campaign was only issued in late 2025, so the 2024 car's field record is still maturing.

The volume 2024 Q7 is the 45 TFSI — the 261-hp 2.0-litre EA888 Gen 3 four paired with the ZF 8HP eight-speed and quattro — and the two halves of that pairing have different reputations. The ZF 8HP is close to a benchmark automatic, used across VW Group, BMW, Chrysler and Jaguar Land Rover with a strong high-mileage record, and the optional 3.0T EA839 V6 shared with the Porsche Cayenne is likewise well proven. The EA888 is the qualifier: Gen 3 resolved the Gen 1/2 failures that gave the family its reputation — the timing-chain tensioner and the severe piston-ring oil consumption — but the plastic-bodied water pump and thermostat housing remain a documented recurring leak point, and chain stretch is a genuine long-term maintenance item with independents recommending preventative replacement around 120,000-150,000 km. So: a proven family with real, known, non-catastrophic wear items and an excellent transmission behind it. That is the upper half of the 50-79 band, not the 80-100 band a genuinely untroubled powertrain earns.

Material richness is the Q7's most consistently praised attribute and the one place it clearly outruns its scores elsewhere in this category. Reviewers describe the cabin as full of quality materials and soft-touch surfaces, with a blend of real wood and aluminium trim against wide expanses of soft leather, and rate the perceived quality at or near the top of the mid-size luxury SUV class rather than merely competitive with it. That holds on the volume Premium Plus trim, not just the Prestige. What keeps it short of the very top of the band is age rather than substance: by 2024 this is the eighth year of the 4M cabin, and the dual-touchscreen MMI layout draws recurring fingerprint and haptic-feedback criticism that newer rivals' interfaces avoid.

Physical assembly and measured initial quality point in opposite directions here, and the measured data is specific enough to this exact cohort that it has to win. Reviewers of the 2024 car cite excellent build quality and the Bratislava line has a long reputation for tight panel gaps and consistent trim. But J.D. Power's 2024 Initial Quality Study surveys owners of 2024 model-year vehicles at 90 days — this car's own cohort — and placed Audi at 242 PP100, near the bottom of the entire industry, tied with Volvo and ahead of only Dodge, against a 194 PP100 industry average. IQS is weighted heavily toward infotainment and connectivity complaints rather than panel gaps, which is why this lands mid-band rather than in the 0-49 zone, but it is precisely the initial-quality evidence this item asks for. One hard assembly defect corroborates it: recall 23V868000 exists because the driver's seat side airbag was improperly mounted to the seatback frame on this build. Generally solid construction with a genuinely poor initial-quality result against it.

Coverage is adequate rather than dense and satisfaction is mid-pack, which puts this in the middle of the 50-79 band. Audi runs a bit over 300 independently owned US dealerships — enough that metro buyers have a choice, thin enough that rural owners face real drives, and roughly a fifth of Toyota's footprint. Service satisfaction is the weaker half: Audi's J.D. Power Customer Service Index score trails the premium leaders by a wide margin, with Lexus, Porsche and Cadillac all clustered in the high 870s-890s while Audi sits in the 840s, and premium owners in the 2024 study waited 5.4 days for a service appointment. Nothing here is broken; nothing distinguishes it either.

Running costs are above average both absolutely and relative to the Q7's own segment, and the shop visits that generate them are more frequent than the class norm. RepairPal puts average annual repair and maintenance at $1,185 against $1,127 for luxury full-size SUVs and $652 across all vehicles, projects about $13,147 over the first ten years, and records 0.9 unscheduled shop visits per year versus 0.7 for the segment — so this is not merely the expected premium-brand parts markup, it is that markup applied more often. Parts themselves are neither scarce nor strictly dealer-only: the VW Group platform sharing that underpins the EA888 and the ZF 8HP supports a healthy European independent and mail-order aftermarket, which is the only thing keeping this out of the low 30s. Expensive, dealer-leaning, but not exotic.

Every 2024 Q7 uses the same dual-screen MMI touch response stack — a 10.1 in upper display for infotainment and an 8.6 in lower display for climate — with no larger option; measured on the center screen alone this is small by 2024 standards next to BMW's 14.9 in curved display.

MMI touch response is quick, logically laid out and uses haptic click confirmation that cuts false inputs — it won Wards '10 Best UX' in this Q7 — but by 2024 the architecture is late-cycle, moving climate onto a second touchscreen costs the eyes-free operation physical knobs gave, and the gloss panels smear.

Both Apple CarPlay and Android Auto are standard and wireless on every 2024 Q7 trim including the base Premium — the top of this item's band, with the only deduction being that a wired USB-C connection is still needed for reliable long-session use.

MMI navigation plus with Audi connect is standard, adding Google Earth satellite imagery, live traffic and online POI search, and the natural-language voice assistant handles conversational destination and climate requests; it is genuinely good, though most owners still default to CarPlay maps.

The volume Premium Plus trim makes the 19-speaker, 730-watt Bang & Olufsen 3D Premium Sound System standard rather than optional — a genuinely excellent system at the trim most buyers take, above the 10-speaker Audi sound system on the base Premium.

The 12.3-inch Audi virtual cockpit fully digital cluster is standard on every 2024 trim, with virtual cockpit plus and its additional layouts on Premium Plus and above — crisp, highly configurable, and still one of the better executions in the class despite the platform's age.

The 4M-generation Q7 supports over-the-air navigation map updates and Audi connect service refreshes, but not whole-vehicle software updates — there is no mechanism for Audi to add features or update powertrain/ADAS control units remotely the way BMW's Remote Software Upgrade does on the 2024 X5.

2024 is the year remote engine start arrived in the myAudi app for the Q7, joining remote lock/unlock, vehicle status, locate and the Audi connect key phone-as-key function — a competitive feature set, but it sits behind an Audi connect subscription after the trial and the app's reliability is a persistent owner complaint.

Two front and two second-row USB-C data/charge ports plus third-row charging cover all three rows, and wireless phone charging is standard from the volume Premium Plus up — but there is no 115V household outlet on any trim, which a three-row family SUV at this price ought to offer.

Proximity keyless entry with push-button start and a hands-free power liftgate are standard on the base Premium, the Audi connect key allows a compatible phone to act as the key, and app-based remote start became available for 2024 — close to the full complement short of a wide phone-key rollout.

Front and rear parking sensors with a rear camera are standard, and the 360-degree surround-view camera is standard on the volume Premium Plus rather than reserved for the top trim; Prestige adds park assist plus with automated parking. Image resolution is good but no longer class-leading.

A head-up display is offered but confined to the $75,100 Prestige trim — the volume Premium Plus buyer cannot get one at any price, which puts this squarely in the 'limited to top trims' band.

One of the strongest family-logistics packages in the segment: IIHS rates the LATCH hardware Good+, its top grade, with five complete sets of connectors across the second and third rows, and the power-folding third row plus hands-free liftgate make daily loading easy. The 14.2 cu ft behind row three is the one real constraint on a stroller-plus-seven day.

2024 is the year the safety case got genuinely good on the trims families buy: NHTSA 5-star overall, an IIHS Top Safety Pick, and adaptive cruise assist with lane guidance made standard on every trim alongside Audi pre sense AEB, side assist and rear cross-traffic warning. The gap is headlights — only the Prestige V6's HD Matrix units earn IIHS Good.

Quiet, plush and well equipped for the front two rows — tri-zone climate, 38.8 in of second-row legroom on a sliding bench, rear vents and USB-C, and a 472-mile tank range. It falls short of the best because the third row is a kid space and, with all seven seats up, 14.2 cu ft will not hold seven people's luggage.

Relaxed and low-effort in traffic: light steering at city speeds, a smooth-shifting 8-speed, a hushed cabin, a commanding seating position and standard stop-and-go adaptive cruise assist. The only recurring annoyance is a slight hesitation when accelerating away from a rolling stop with the 2.0T.

An expensive way to commute. EPA rates the Q7 at 21 MPG combined on premium fuel — the same figure for the 2.0T and the mild-hybrid V6 — for an estimated $3,600 a year at 15,000 miles, and 20-inch tires plus Audi service pricing keep consumables costly.

A 199-inch, 77.5-inch-wide body with a 40.7 ft turning circle is awkward in tight urban settings — the BBC once singled the Q7 out as too large for a standard parking space. Standard front and rear sensors and the Premium Plus surround-view camera make it manageable rather than easy.

Towing is the one work credential, and it depends on the engine: 7,700 lbs with the 55 TFSI V6 and the factory tow package is genuinely capable, but the volume 45 TFSI is capped at 4,400 lbs and the hitch is an extra-cost kit. There is no bed, no meaningful payload headroom and a luxury cabin ill-suited to dirty loads.

A luxury vehicle with no fleet or trade history: leather-and-gloss surfaces that mark, an air suspension option that is a known long-term expense on this platform, only 4 yr/50,000 mi of coverage with no separate powertrain term, and high out-of-warranty repair costs. It is built well, but not built to be abused.

Standard aluminum roof rails and cargo tie-downs, plus a healthy aftermarket for hitches and racks, are about the extent of it — no onboard AC power, no washable surfaces, no upfit ecosystem, and the hitch itself is an accessory kit rather than factory equipment on most builds.

This is what the Q7 is best at: an impressively quiet cabin, supportive long-haul front seats, a composed highway ride, standard full-speed adaptive cruise assist with lane guidance for 2024, and 472 miles of EPA range from the 22.5-gallon tank. Only the premium-fuel bill and the size argue against it.

quattro permanent AWD is standard on every trim with a self-locking center differential and an offroad drive-select mode, roof rails come standard for a box or bikes, and the air suspension can raise ride height — but roughly 7–8 in of ground clearance, no low range, no lockers and street-biased tires keep it to gravel roads and trailheads.

Flexible if not capacious: a power-folding 50/50 third row and split-folding sliding second row open a flat 69.6 cu ft, standard roof rails take a box or bikes, an underfloor well hides valuables, and the V6 with the tow package handles a small trailer. The raw volume is simply smaller than most three-row rivals offer.

Reviewers consistently describe the Q7 as more nimble through corners than a 4,700-lb three-row has any right to be, with restrained body roll and balanced, planted composure — but it is tuned for security rather than engagement and never disguises its mass the way an X5 does.

Accurate and well weighted — light for parking, firming up with speed — but the electric rack filters out road texture, so it is precise without being communicative. Textbook 'precise enough but numb' territory.

Large 14.8 in front and 13.8 in rear discs give the Q7 ample stopping power with no fade complaints over repeated use; pedal feel is firm and progressive at speed, though some reviewers find low-speed modulation slightly grabby.

The 261-hp 2.0T and ZF 8-speed Tiptronic are calibrated to work in near-seamless harmony, with smooth, unhurried shifts and no hunting; the one repeated criticism is a beat of turbo/transmission delay when accelerating out of a rolling stop, which the 48V mild-hybrid V6 largely resolves.

Well isolated at cruise and free of driveline vibration, but the volume trim's four-cylinder is the weak link in a $63,000 luxury SUV — it sounds ordinary and works audibly hard under full throttle, where the optional V6 stays quiet and refined.

A 40.7 ft turning circle on a 117.9 in wheelbase is wide even for a large SUV, and unlike the BMW X5 the 2024 Q7 offers no rear-wheel steering to shrink it — reviewers single it out as a weak point in tight parking.

A commanding, highly adjustable driving position with 8-way power front seats, a deep windshield and clear forward sightlines, and a control layout that keeps the essentials within easy reach of the wheel. Thick rear pillars and the small third-row quarter glass are the compromise over the shoulder.

Competent and pleasant rather than characterful. The Q7 is satisfying to cover ground in — quiet, planted, effortless — but the volume 2.0T offers no soundtrack and no urgency, and enthusiasts who want the Q7 chassis to entertain are pointed at the 500-hp SQ7.

Even the $59,500 Premium arrives with quattro all-wheel drive, seven-passenger seating with a power-folding third row, a panoramic sunroof, leather, heated power front seats, tri-zone climate, the dual-touchscreen MMI (10.1-inch upper, 8.6-inch lower) with wireless CarPlay/Android Auto and navigation, Audi virtual cockpit, hands-free liftgate and 19-inch wheels. Safety is likewise standard rather than bundled: pre sense basic/front/rear, automatic emergency braking, blind-spot monitoring with rear cross-traffic alert, and front and rear parking sensors. A BMW X5 at similar money is rear-drive and five-seat.

Fair rather than sharp. The $63,300 volume Premium Plus 45 TFSI buys a genuinely upmarket three-row cabin and standard AWD, but only 261 hp and 21 MPG combined — the 335-hp 55 TFSI V6 that makes the Q7 feel like a $65k+ car is a $5,800 walk on every rung, and towing drops from 7,700 lbs to 4,400 lbs without it. Against a Genesis GV80 or Acura MDX the content-per-dollar case is clearly weaker; against a five-seat X5 or GLE at similar money it holds up.

Five mainstream configurations spanning $59,500 to $75,100 — Premium and Premium Plus on the 45 TFSI 2.0T, Premium, Premium Plus and Prestige on the 55 TFSI mild-hybrid V6 — plus the 500-hp SQ7 above them. Well-spaced, but narrower than the Q5's nine-trim ladder or the X5's four-powertrain range, and with no plug-in hybrid offered in the US the way BMW and Volvo do at this price.

A shrinking niche seller by 2024: 13,550 US deliveries, down roughly 26% from 18,308 in 2023 and 20,346 in 2022, against a 14% decline for Audi of America overall. The segment's volume leaders sold four to five times as many — BMW moved 72,348 X5s the same year — and the Q7's fall was among the steepest in Audi's lineup while the smaller Q3 rose 45%.

The four rings remain genuinely aspirational and carry a design-and-interior reputation that supports both owner satisfaction and cross-shopping against BMW and Mercedes. The Q7 itself has anchored Audi's three-row presence since 2007 and holds recognition well above its sales rank, even as the badge is a step behind BMW and Mercedes on outright US volume.

2024 was a run-out year ahead of the MY2025 facelift Audi announced in January 2024, and there was real money on the hood without desperation pricing: lease cash of $2,500 on Q7 45 cars and $1,500 on the 55, alongside 3.99% APR for 60 months through Audi Financial Services on select 2024 models. Slipping sales made dealers negotiable, though the Q7 is still not a cheap lease relative to rivals because residuals are weak.

Late-cycle and visibly so. The second-generation Typ 4M Q7 was unveiled in January 2015 and has been on sale in the US since MY2017, with one facelift already applied for MY2020. Audi announced the second facelift in January 2024 — new front and rear lighting, HD Matrix LED headlights with laser high beam, OLED tail lights — for the 2025 model year, so a 2024 buyer was knowingly taking the outgoing look on an eight-year-old platform.

Well regarded without ever being the pick of the class. Reviewers consistently praise the cabin materials, quiet ride and standard AWD, and it earned an IIHS Top Safety Pick+ for 2024, but the aging MMI dual-screen interface and a cramped third row keep it out of comparison-test wins — Kelley Blue Book ranked it #6 among 2024 luxury mid-size SUVs. No 10Best, NACTOY or Top Pick of the class in this model year.