New Audi Q7 vs new Volvo XC90 comparison

For most carmakers, seven years is about the outer limit they can continue with the same product without bringing out a replacement. Not so for Audi and Volvo. The first-gen Q7 was available for nearly a decade and the XC90 marched on for an incredible thirteen years. However, the reasons were different. With Q7 sales showing no signs of slowing down, Audi was in no real hurry to replace it. The honest-to-goodness XC90 had its own fan following too but Volvo and new owner Geely’s ambitious plans to develop grounds-up new platforms and engines is really what pushed back the launch of a successor.

The SUVs here are the said replacements and both boast greater comfort, luxury and performance than before. In line with the times, there’s also more focus on connectivity and efficiency. But which one offers more of everything is what we’re interested to find out.   

Design & engineering

Last generation to current generation, the Audi Q7 has shrunk 37mm in overall length while the Volvo XC90 has grown a substantial 143mm to a sizeable 4950mm. The 5-metre-plus Q7 is still the longer (and wider) SUV here but see it in isolation and you’d probably think otherwise. You see, where the old Q7’s bloated surfacing made it look larger than it was, the latest Q7’s tight skinning actually has the opposite effect. The new Q7 looks lean and athletic but SUV traditionalists may miss the fuller form of the old Q7. Be in no doubt though, this is an attractive SUV, from the front especially. The beautifully detailed Matrix LED headlights, single-frame grille and flat bonnet give it a modern face, and features like the well-defined wheel arches and distinct belt line add a degree of sharpness to the look. Styling at the rear is attractive too but the rake of the windscreen is more stationwagon than SUV and this does rob the Q7 of some of its road presence.

The relatively upright XC90 has the more traditional SUV look in that sense. It looks solid, has loads of visual mass and features some really interesting details. Elements like the intricately detailed grille and the new headlights with the ‘Thor’s hammer’ daytime-running LEDs ensure you won’t confuse the XC90 for anything else. What also look nice are the Volvo-typical wide hips that end in distinctive inverted question mark-like tail-lamps.

At their very core, both these monocoque SUVs are entirely new and are, in fact, the first models to be built on their parent company’s respective new modular platforms. The Q7’s building block is the Volkswagen Group’s latest MLB 2 platform (for longitudinally-placed engine applications) which is claimed to be significantly lighter than the older Q7’s chassis. The quest for lightness also drove Audi engineers to trim the flab from the Q7’s front and rear axles, engine, exhaust, doors, seats and even smaller parts like the brake pads. True to Audi tradition, aluminium has also been generously used to pare weight – as much as 41 percent of the body structure is made of the metal. The net effect is that the Q7, with the 3.0-litre turbo-diesel engine, weighs in at 2255kg.

At 2,011kg, the XC90 is lighter still. The Volvo’s readout on the scale is all the more impressive when you consider it uses steel in its construction with only few parts made of aluminium. Forming the basis of the XC90 is Volvo’s brand new Scalable Platform Architecture that positions the four-cylinder engines it’s designed to host transversally. Correspondingly, the XC90 uses a front axle-biased Haldex all-wheel-drive system where the Audi’s quattro system is rear axle-biased in normal driving conditions. Both SUVs feature electric power steerings, all independent suspensions and air springs that give the option to adjust ride height. The duo also feature drive modes to alter powertrain, ride and handling characteristics.

Both SUVs get a full complement of airbags but radar-based safety systems have been disabled for India, if not left out completely. Still, there’s a sense of security in knowing both SUVs have been rated with 5 stars in Euro NCAP crash tests.

Interiors

Visualise the difference between the look and feel of a business hotel and a luxury resort and you’ll pretty much understand the difference between the Q7 and XC90’s cabins. The Q7 is all business-like on the inside with a general neat, clean and minimalist look. Without doubt, it’s the Q7’s very luxury sedan-like low-set dashboard that’s the talking point. The sleek dash with its faux vents that extend across its breadth not only looks unique but is brilliantly finished too. Audi clearly hasn’t held back here because everything from the wood, metal and soft-touch plastics on the dash to small bits like the knurled knobs and touch-sensitive toggles for the climate control have a richness to them. The dash is also thoughtfully laid-out with easy access to oft-used features such as the climate control, audio player, navigation and drive modes in addition to a rotary controller for other functions. All functions and settings are displayed on a retractable 7-inch screen that sits atop the dash though drivers can solely rely on their customisable high-res all-digital instruments (Virtual Cockpit in Audi speak) to get any info needed. The superbly done interior lighting only adds a further sense of occasion to the cabin at night. In addition to a horizontal strip of light on the dash and doors, the Q7 also gets feather-touch light switches overhead and door pockets that automatically illuminate as you access them. Excellent outside visibility courtesy the low dash, large windscreen and slim A-pillars is another highlight here. In all, it’s very easy to feel at home in the Q7’s cabin.

Q7’s low-set dashboard is unique among SUVs; frontal visibility is excellent.

The XC90’s cabin, as mentioned, has a very earthy and soothing look to it. It’s largely down to the generous use of very Scandinavian unlacquered wood (similar to what you’d find in a sauna) and the distinct lack of buttons in sight. Save for nine buttons for the very basics such as one for the hazard lights, Volvo has bundled all other functions onto the brilliant nine-inch touchscreen that takes pride of place on the dash. The screen is a fingerprint magnet but the system is quite simply the best such interface on offer in India with the same resolution and usability of a top specification tablet. It’s also quite intuitive to use so new users will get comfortable navigating through the menus pretty quickly. Still, a few more physical buttons for simple functions like those offered on the Audi would be welcome. And while we’re nitpicking, the Volvo could do with livelier themes for the informative all-digital instruments panel, more detailed cabin lighting and richer plastics low down on the dash. Elsewhere though, the XC90 impresses. There’s no faulting the double stitching on the dash and seats while the crystal finish for the start-stop knob and drive mode selector look particularly exquisite. 

Touchscreen takes pride of place on Volvo dash. Cabin has a soothing air about it.

In terms of comfort, front-most occupants will be equally happy on the Q7’s large seats and the XC90’s decidedly shapely thrones. Again, getting into (and out of) the middle-row seats pose no problem on these SUVs but once inside, you’ll find seat comfort to be good but not great on either. The reclinable backrests are nice but the somewhat short seat squabs compromise middle-row thigh support on both SUVs. Also, hard, uncomfortable backrests and a big centre tunnel will trouble middle-seat passengers. However, the Q7’s noticeably greater interior width makes the middle row more conducive to seating three abreast. Also, while the XC90 offers plenty by way of legroom in its own right, it’s the Q7 that really lets middle-row occupants stretch out. This point also comes into play when there’s a need to slide the individual middle-row seats forward to free up space for third-row passengers; the Q7’s second- and third-row passengers will find it far easier to reach a legroom compromise.

The Q7 also offers better access to the third row. The middle-row seats tumble forward on struts where the XC90’s middle-row seats merely slide forward. Once settled in though, third-row passengers will find themselves more comfortable in the Volvo. The seating position is better (read: less knees-up), the large windows give a greater feeling of space and there’s more headroom too. That said, this is still not a place suited to adults over long journeys.

Spare wheel positioning in boot of the Q7 is simply ridiculous.

Do note, you can only use the Q7 as a seven-seater by ditching the space saver spare tyre that otherwise sits vertically in the boot (the XC’s is positioned under the boot floor) ◊ ∆ and effectively rules out the use of one of the last row seats. The Audi’s ridiculous spare tyre arrangement also severely eats into boot capacity. Even with the Q7’s spare wheel out of the picture, however, it’s the XC90 that offers more luggage room with all seats up. In fact, the Q7’s luggage area has reduced over the previous model, which is a shame. Both SUVs offer the option to fold the last row and middle-row seats to create a large loading bay, should the need arise.

Features

Luxury SUVs as they are, the Q7 and XC90, in top trim, come pretty well loaded. LED headlights, leather seats, electric front seat adjust, fully digital instrument consoles, Bluetooth-ready audio systems, cruise control, panoramic sunroofs, four-zone climate control systems, powered tail gates and park assist that can automatically steer the vehicle into a detected parallel or perpendicular parking slot are among the features you’ll find on both. The XC90 goes one up on the Q7 to offer heads-up display, front seats with ventilation, adjustable side bolstering and adjustable thigh support in addition to dedicated air-con vents for the third-row passengers and a brilliant sounding 1400W, 19-speaker Bowers and Wilkins sound system. However, the XC90 also makes do without paddleshifters and electric adjust for the steering wheel, both of which are offered on the Q7. Top-spec Q7 in Technology trim also feature a touchpad to feed inputs to the multimedia system (it requires practice and dexterity to make full use of), a strong Bose sound system, a useful electric adjust for the third-row backrests and 360-degree parking cameras.

360-degree camera comes very handy when placing the big Audi.

Engine, Gearbox & Performance

Downsizing may be a trend that’s gaining popularity but if there’s one carmaker that’s really committed itself to it, it’s Volvo. Engines from its new Drive-E range are no larger than 2000cc and feature no more than four cylinders. Make no mistake though, because the small engines have been designed to do big things. The diesel engines, as the one on the XC90, feature microcomputers at each of the injectors that individually optimise the quantity and pressure (up to 2500bar) of fuel entering each cylinder. Volvo claims this setup betters the traditional arrangement in which all of the injectors on the common-rail are provided a constant, single pressure. The benefits are in emissions, sound and power. The 2.0-litre D5 version of the engine under the XC90’s hood also features two turbos to force feed air into the combustion chamber. The net result is a healthy 222bhp and 48kgm.

Expectantly, performance is more than just adequate. The XC90 feels quick off the line, responds well to part-throttle inputs and offers genuine thrust in the mid-range. There’s not much of a top-end however and though this is not an issue in town, out on the highway, with seven people on board, you miss the extra power when overtaking. The Aisin-supplied eight-speed torque-converter automatic works well in everyday driving but when you are driving with vigour, you’ll note gearshifts aren’t as quick as they ought to be; there’s no dedicated sport mode to speed things up either. You can use the slightly mechanical gearshift to take manual control but frustratingly, there are no paddle shifters at the steering.

XC90's gearbox not enthusiastic. There are no paddleshifters either.

No such problems on the Q7 whose snappy ZF eight-speed torque converter gearbox helps get the best out of the Audi’s engine. The engine in question is the next-generation 3.0 TDI turbocharged V6 diesel and this state-of-the-art powertrain is another big change over the previous Q7.

Power and torque are now up to 245bhp and 61.2kgm, numbers significantly more than the XC90’s. Bring the similar kerb weight, wider powerband (it pulls to its 4600rpm limiter with ease) and more alert gearbox into the picture and you’ll understand why the Q7 will leave the XC90 well behind in flat-out acceleration runs. 0-100kph on the Q7 takes just 6.95 seconds where an XC90 will need 9.14 seconds to hit the ton. Even through the gears, the Q7 is much faster. The Q7’s paddle shifters also offer an element of control that you enjoy, especially on a hilly road. Just wish the Q7 allowed drivers to hold onto gears in manual mode. Not that the XC90 offers the option either.

Performance aside, what is bound to make you a fan of the Q7’s engine is its high level of refinement. The unit rarely emits more than a cultured hum in average driving and even when you are going for it, the note is sporty rather than noisy. The XC90’s engine, in comparison, tends to sound gruff under load and busy when revved hard.

Both SUVs’ gearboxes are configured to keep the engines running at low rpm where possible but again, it’s the larger-hearted Q7 that makes for the more relaxed cruiser. At 120kph in eighth gear, for instance, the Q7 engine spins at just 1600rpm where the XC90’s motor turns at a higher 1800rpm.   

Ride & handling

As large SUVs go, the Q7 is remarkably easy to drive and place in tight traffic. The steering that requires little effort to twirl and the good all-round visibility help to this end. At lower speeds, the air suspension and chunky 255/55 19-inch tyres also do a reasonably good job of absorbing bumps and potholes. Sure, the Q7 will thud through sharp imperfections common in our cities but for the most part, the suspension works silently and this only adds to the general calm in the cabin. Incredible road and wind noise insulation also allow the Q7 to cruise amazingly quietly at even speeds of over 100kph. Add to this the brilliant straightline stability and you have an SUV that’s well suited for crossing continents in. But it’s not all good news. The weak link is in the form of the somewhat unsettled high-speed ride. There’s an ever present if only mild up and down motion on all but the flattest surfaces and even the firmest Dynamic suspension setting can’t totally arrest the vertical movement. 

On the plus side, with the suspension and steering set to Dynamic, the Q7 feels borderline sporty. Body control is good and there’s a general readiness to change direction that makes the new Q7 feel smaller than its size around bends. Mind you, the Q7 is still no Porsche Cayenne. The steering, for one, always feels artificially weighted at speed and this doesn’t give a great sense of connection with the big Audi.

In comparison, the XC90 has the marginally heavier steering but it also feels more naturally weighted and correspondingly, more feelsome. Body control is largely good here too but the XC90 never seems to shrink around you as a Q7 can. The taller XC90 rolls that little bit more even in Dynamic mode and neither does it take mid-corner bumps in its stride quite as well as the Q7. Nonetheless, the grippy XC90, with a particularly good front-end bite, does feel solid and reassuring around the bends.

In contrast to the Q7, it’s the XC90’s high-speed ride quality that’s its strength. Straightline stability is just as good as the Audi’s but there’s no undue vertical movement here which means the Volvo feels more settled and composed at serious cruising speeds. In town, though, you can’t escape the very European car stiffness to the XC90’s ride. You can feel, or at least hear all imperfections on the road at low speeds and it will crash through larger potholes more frequently than the Q7. The Volvo’s suspension doesn’t seem to have the same travel as the Q7’s nor does it work as silently. Road and wind noise are also not quite as well contained.

In the rough, the SUVs are limited more by their size than their ability. All-wheel drive, hill descent control, hill start assist and dedicated off-road modes are part of the package on both. At full suspension height, it’s the XC90 that offers more ground clearance — 267mm to the Q7’s 245mm. However, the XC90 lacks the Q7’s 360-degree camera (extremely useful in the rough) and readouts for roll and pitch angles and steering lock.

Fuel economy

Both the SUVs here come with auto engine start-stop, efficiency boosting eco modes and coast functions that cease engine braking by decoupling the engine and transmission when a driver lifts off the throttle at steady highway speeds. The duo did quite well in our efficiency tests though the XC90, with its smaller engine, extended each litre of diesel that little bit more. In our city cycle, the XC90 returned 9.1kpl while the Q7 managed 8.3kpl. The gap reduced on the highway – the Volvo gave us 13.1kpl to the Q7’s 12.5kpl. Sedate driving, however, can push the figures up. We managed a true 18kpl from the Q7! Correspondingly, it’s possible to get over 1,000km from their 70-odd-litre fuel tanks. 

Verdict

Right from launch, the new XC90 has been rightfully getting a lot of attention the world over. With that chunky shape, beautifully turned-out cabin and agreeable performance, what’s not to like? There’s also enough equipment onboard to let you see some value in the top-spec Inscription trim’s Rs 77.5 lakh (ex-showroom, Delhi) price tag. The sharply styled Audi Q7 in top-spec Technology trim costs an identical Rs 77.5 lakh and has its own set of highlights. Cabin quality is top-class, performance is fantastic and overall refinement is superb. Compromises, as such, are few and centre around the outrageous positioning of the spare wheel in the cabin and to a lesser extent, the average comfort in the third row. Truth is, the XC90 works better as a seven seater.

But enticing as the XC90 is, the nagging feeling is that it could have been better still with a larger, more refined engine and more absorbent suspension. In this respect, the Q7 leaves less to the imagination because it’s as fast, quiet and luxurious as you’d want a luxury SUV to be, and then some. It’s the nicer SUV to drive and also the nicer SUV to be chauffeured around in. In all, the Q7 does space and pace a crucial bit better than the XC90, a fact that demanding luxury SUV buyers are sure to take note of. If you’re not too fussed up about the un-SUV looking rear, the Q7 is quite the new benchmark in the big luxury SUV class.