Audi SQ7 vs BMW X4

What's the difference?

There are newer options than the current Audi SQ7 and SQ8, including those which use the same platform, but don't write these luxury large SUVs off just yet.

It's a rare thing that a vehicle costing $200,000 has an air of pragmatism about it, but the SQ7 does. Its sensible leather upholstery, decent practicality, towing capability and near-excess of interior space make it a great family wagon.

As a counterpoint, the sharper looking SQ8 has minimal trade-off in comfort and interior room (at least for five) and is the kind of statement piece you'd expect for the price — especially in one of its loud paint colours.

Whichever way you leap, it's true that while the SQ7 and SQ8 are ageing, they are doing so gracefully and remain a superb option in this segment.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

Okay, so the BMW X4 xDrive30i is neither an ass nor an elbow, to be fair, it's more of a bulky shoulder muscle, or two.

I can't say I'll ever love the X4, the idea of it is a bit too weird for me, but I can't help admiring the way it looks and the way it drives.

It's a bit like a sedan on steroids - or an SUV on a diet, depending on your perspective - but that doesn’t take away from the fact that it’s fun to drive, comfortable and retains just enough coolness, and just enough practicality, to make it worthwhile.

If you're getting an SQ7, you'll want to tick the 'Black Pack' box because otherwise there are a lot of high-gloss silver details, especially at the rear that don't suit this tall and slightly awkward SUV.

The SQ8 is more convincing, appearing wider on the road with its new 'singleframe' grille design seemingly sucking it even closer to the tarmac like some kind of overgrown Audi RS3.

Both get an attractive new 2D design for the Audi rings and L-shaped grille details. These aid the SQ7's front end which is more muscular and purposeful than before.

The attractive lights have moved higher up the front end for enhanced presence, too. You get Matrix LEDs as standard but these candles are the hardcore HD Matrix items that feature laser light for further even longer light throw at night. They are simply awesome.

Fresh 22-inch alloy wheels and minor changes to badges finish off the exterior treatment for both cars.

The SQ8's bold specification — finished here in 'Sakhir Gold' — sets it apart from other SUVs as the metallic gold paint shimmers in the sunlight. The SQ8 is also available with whopping great 23-inch alloy wheels that you see here.

Inside, both cars share a similar architecture with 10.1-inch touchscreen for the multimedia and an 8.6-inch item below for heating and ventilation settings. 

The SQ7 is a great example of a design ageing without dating, its confident horizontal lines and well-proportioned cabin features are as attractive as they were at launch, if less impressive than the related VW Touareg's whopping 15-inch screen or the minimalist Range Rover Sport.

Adding to the feeling of quality is that signature Audi smell — a combination of leather and the Sensory Package's perfume, no doubt. The SQ7 keeps a round-bottom steering wheel which remains one of the best in the business, it's just the right size and diameter trimmed with dimpled leather.

Final flourishes include the optional contrast red stitching and seatbelts as well as eye-catching turned aluminium trims.

So here's the thing. Obviously I have a personal beef with the existence of vehicles like this, but my eyes cannot deny the facts - the X4 looks fantastic. It's muscular, imposing and smooth all at once. Unlike the X6, a bigger and less visually successful attempt to play the same styling tricks with an X5, it doesn't have a ridiculous rear view that looks like it shoulders and buttocks have been fused (although it's hard to miss just how small the rear window is).

Even more impressively, there's no denying it looks better than the X3 that gave birth to it, so I can easily see why someone in a BMW showroom could be drawn to it. At least until they sit inside.

If the exterior style and eye-catching Sophisto Grey metallic paint don’t make an immediate impression then your eyes will surely widen at the interior, resplendent with bold Tacora Red seats, Aluminium Rhombicle trim finisher and the kind of sleek, classy styling that BMW excels in. 

Both the adjustable ambient lighting on the doors (we were partial to lilac) and door projectors that shot out what looked like robot wings onto the ground every time we hopped out of the X4 at night walked a fine line between futuristic cool and “parked out the front of a nightclub entrance” chintz, but over time the scales tipped more to the former. 

The big differentiator between the X4 and X3, of course, is the sloped coupé roof, a design feature that may make the X4 look a little cooler, but at the expense of cabin space, but more of that in a moment.

The difference between aged and dated is best summed up, though, by the excellent usability of the SQ7's cabin controls.

The separate screen for ventilation, for example, makes it simple to adjust seat or vent temperatures without interrupting the main screen's navigation instruction or other media systems.

When using wireless Apple CarPlay and Android Auto the top screen is entirely devoted to the other software with no remnants of Audi's system. It runs smoothly at all times.

Switching back to Audi's system, and there's a lack of contrast to the dark main screen and navigation. The touch targets are huge, though, and the satisfying click of the haptic feedback is welcome when driving. It seems expensive and natural in a world of feel-free touch operation.

Audi's 12.3-inch digital driver's display remains one of the best in the business. Legible and customisable with bespoke sport modes and the ability to show a full-size map, if you wish.

You can keeping devices charged with a wireless pad or there are two USB-C ports under the cushy centre armrest. A 12-volt socket is also available, and two more charge points are found in the back.

If there's one criticism in the front, it's the fairly limited storage. The door bins are big enough for a 600mL bottle but not much more and beneath the armrest the tray is shallow. The only other storage spots are the two cupholders which are the perfect size for a small take-away coffee.

While on the critiques, the drive mode selector is awkwardly hidden near the passenger below the touchscreen.

The seats are amazingly comfortable with ample support and power adjust for everything, including under-thigh length and bolsters. Several massage programs can be accessed through the menus, too.

Continuing the comfortable seating, the SQ7's second row is capacious with plenty of head, leg and toe room even for those over 180cm.

The bench slides forwards and backwards manually and the backrest is adjustable. A fold-down armrest contains two more small cupholders, and there are two separate climate zones, two vents and heated outboard seats.

However, folding and unfolding the second row is a bit complex and quite heavy work with a strange mix between electric and manual movement to access the third row — a Nissan Pathfinder does this better.

Once back there, the third row is passable for adults providing the second row is slid forward.

There are ISOFIX ports and top tether anchors for both power-deployed third row seats, so you can fit up to five children's seats in an SQ7.

The SQ8's second row is still generous but you do lose a small amount of headroom owing to the sloping roof design.

You also sacrifice some boot space, at 608L with five seats and 1755L with the second row folded. That's still a lot but the spacious SQ7's 793L/1921L figures are even better and 295L with all seven seats up is respectable. Both have sturdy 40/20/40 split-fold rear seats.

As the vehicles are equipped with air suspension, owners can raise or lower the boot floor to make it easier to load bulky objects if needed. A power tailgate is standard on both models.

A retractable luggage cover, netted pocket, boot lights and some underfloor storage complete the boot, however both cars lack a spare tyre of any sort. A tyre inflation kit is included.

For a car that is very much a mid-sized SUV on the outside, the interior can feel a bit too snug, like you’re driving a compact car that’s tried on a suit a few sizes too big (for reference, I’m 175cm tall - above-average height drivers may find the snugness soon turns to claustrophobia). 

While comfortable - it is BMW we’re talking about, after all - there’s not an overly abundant amount of headroom available, a feeling that becomes more pronounced should you shut the big moon roof.

My two children felt slightly too close to “you’re annoying me” distance from one another, which is to say this isn’t really the kind of car you should be getting if you plan on regularly ferrying about passengers in the rear who are bigger than a child. But I really don't think many people with kids would choose the X4 over the X3.

Boot space also takes a hit when compared to the X3 (550 litres versus 525-litres in the X4 - I was surprised the difference wasn't larger - although that expands to 1430-litres with the rear seats folded down. 

The boot opening is also mouth-shaped, which makes packing in wide-load items more of an issue.

Cupholders are plentiful - two in the front, two in the rear, and bottle holders in each door - and there’s a decent-sized storage cubby in between the front two seats. 

The sloped roof, and big fat A pillars, also result in the X4 being a bit more pinched at the rear, which is not especially great for visibility, with the vehicle’s blind spots taking some getting used to.

Cost-wise, the X4 is roughly in the same ballpark as the other cars in this strange sub-segment, but when you add in optional extras - metallic paint, panorama glass sunroof and BMW Laserlight headlights among them - the base price of $95,900 plus on-road costs sneaks up to $101,800, which is is no small figure. 

It’s also a considerable $8000 more than the SUV-shaped X3, meaning you’re essentially getting the same car, but with less cabin and boot space, for more money. To be fair, this is just part of a long tradition of the style-conscious buyer being willing to pay more for less, one that the invention of the coupe pretty much invented.

That kind of money also makes exclusions like adaptive cruise control, heated seats and wireless charging a bit of a head-scratcher.

Still, there’s plenty to love, including an M Sport kit that comes standard with the X4 (a suspension/brake package and various styling embellishments), butter-soft Tacora Red Vernasca leather seats (Sport adjustable for the driver and front passenger), 20-inch M light alloy double-spoked wheels, a head-up display, adaptive LED headlights, and an automatic tailgate. 

There’s also a generous high-resolution 12.3-inch control display and digital 12.3-inch instrument display, the former operated by touch or via the rotary iDrive Touch Controller. 

Cable-free Apple CarPlay and Android Auto are also available, but BMW allows you the option to use its iDrive system instead, just in case you're some kind of mad Munich fanboy - or you hate Apple. 

The SQ7 and SQ8 both use a 4.0-litre twin-turbo 'hot vee' V8 petrol after the diesel SQ7 was abandoned in mid-2022.

It is the same engine you'll find in just about every application of this MLB platform, including the Porsche Cayenne, Bentley Bentayga and Lamborghini Urus — though it makes more power elsewhere.

In Audi's two medium-sporty SUVs it produces 373kW at 5500rpm and 770Nm between 2000-4000rpm.

In practice, it's a swelling, punchy engine without much top-end sparkle — though 4.1 seconds to 100km/h is nothing to scoff at.

The V8 also produces a rather splendid soundtrack, striking the right balance between Detroit burble and motorsport bark for this application.

An eight-speed torque converter auto transmission has been retuned for improved shift logic and it remains buttery smooth. It's pleasing enough just manoeuvring slowly around a car park, where you can feel just well calibrated the long travel throttle and transmission logic are.

Now, prepare to be confused. In the past, the 3.0 in the xDrive3.0i nomenclature might have led you to believe you'd bought a BMW with a 3.0-litre straight six engine. But in this case, you have not, the 3.0 just means you have a more exciting version of the 2.0; a TwinPower turbo 2.0-litre inline four-cylinder engine, making 179kW and 353Nm that the xDrive system delivers to all four wheels. 

The claimed zero to 100km/h time of 4.9 seconds feels completely realistic as this engine has plenty of poke. Put it in the Sport setting and you'll get some serious shove. Indeed, the switch between Comfort and Sport is very noticeable and changes the character of the car entirely.

The transmission is an eight-speed conventional torque converter automatic gearbox that’s both smooth and responsive. 

With 2340kg to heave around, not even the 48-volt mild hybrid system can save the SQ7's fuel consumption — it's a thirsty beast.

The rated ADR combined cycle (urban, extra-urban) figure is 11.8L/100km and indulging in the ample performance resulted in 16.5L/100km on the trip computer. The SQ8 was much the same.

The SQ7 is certified to tow up to 3500kg (braked), equal to a Toyota LandCruiser or Nissan Patrol.

A fairly large 85L tank gives the SQ7 a theoretical driving range of around 720km from a fill-up. Naturally, 98 octane unleaded is required.

The X4’s 65-litre tank needs to be 95-octane at a minimum, and BMW’s claimed combined fuel consumption is 7.9 litres per 100km. The temptation to use its rorty little engine is going to push you higher, though - you chose the one with the 3.0 badge on it after all - and we averaged 10.9 litres per 100km in our week together, which was mainly city driving, to be fair. 

Our drive loop started in South-East Sydney where the SQ7's burbly V8 and air suspension fitted right in, easily soaking up the worst of the concrete expansion joints and sharp-edged potholes.

It is a joy to waft around in the refined SQ7 with its remarkably good vision out the front and back (with 360-degree cameras to help elsewhere). Standard rear-wheel steer allows the back tyres to rotate up to 5.0 degrees, giving the 5072mm long SQ7 a better turning circle (12.5m) than a Q3 small SUV.

Its driven home further by the excellent drive mode customisation. Along with the standard programs, you can set an 'Individual' mode up with various selections for the suspension, steering, powertrain response and exhaust noise.

Following the SQ7, our time in the SQ8 took in some more twisting roads and the combination of 23-inch alloys with firmer suspension settings meant that, even in 'Comfort', 'Auto' or 'Balanced' drive modes, the coupe-styled model had a busier ride.

Both SQ7 and SQ8 featured 'Sport' adaptive air suspension, sitting 15mm lower than normal with the ability to drop the ride height up to 40mm in 'Dynamic' mode or raise it 50mm in lift mode to get out of sticky situations.

Audi chose not to specify the Dynamic pack on the SQ8, though, and the difference is noticeable compared to the SQ7. The coupe SUV rolls a little more in hard cornering and doesn't engage the rear end in quite the same way.

Back in the SQ7, turn in may feel a little less sharp owing to the taller height but the active roll stabilisation and Quattro electronically-controlled limited-slip differential splitting power between the two rear wheels makes for a more confident vehicle with better punch out of corners.

Grip is prodigious and the SQ7 is always in control with 285/35R22 Bridgestone Turanza T005 tyres.

A 2.4-turn lock-to-lock steering system is well-judged, remaining light in Comfort but adding enough weight and precision in Dynamic.

The brakes — 400mm front rotors clamped by six-piston calipers with optional ceramics — are reassuring and feel Autobahn ready. 

The Audi SQ7 with Dynamic Pack is like an Olympic swimmer that's put on some kilos and had a few kids but can still gap his teenage son in a 50-metre freestyle race.

This is perhaps the perfect expression of Audi's 'S' models USPs, being totally normal when pottering despite huge reserves of talent. 

The impressive trick that BMW continually pulls off with its SUVs is giving them the same sensual, muscular steering as its sedans, and an impressively similar ride and handling balance.

The steering is the highlight here, but it's also noticeable how planted to the road it feels.

The X4 speaks to its looks, in fact, by feeling sportier and more alive to drive than you'd expect an X3 to be.  

This is less an SUV for soccer mums and dads, and more a bastard love-child that’s into loud leather and bright neon - a CEO who dressed punk rock-lite on weekends, if you will. 

If those weekends are bereft of child taxiing and loading up the boot with several tons of kid stuff, then you’ll have a blast in the X4. 

A 2018 test gave the X4 a five-star ANCAP safety rating, and an easily located button on the dash brings up the vehicle’s safety suite if you’re the kind of driver who likes to make a few adjustments. 

A 360-degree camera offers multiple viewpoints and is a godsend when parking the X4, since the cabin makes the car feel smaller than it actually is on the outside, and the range of safety features on offer are more than adequate. 

Those include autonomous emergency braking, dynamic braking lights, dynamic stability and traction control, rear-cross traffic alert, speed limit information and hill descent control. 

Audi recommends SQ7 and SQ8 owners bring their car in for a service every 12 months or 15,000km.

Service pricing is not cheap, with a five-year package costing $4600 for either model. For reference a basic service plan for a BMW X5 costs $3450 for five years.

Audi has moved to a five-year, unlimited kilometre warranty with owners able to extend that (for a fee) up to nine years with Audi Advantage. An extra two years of warranty and scheduled servicing costs $4360 for the SQ7 and $4160 for SQ8.

Additionally, customers get access to Audi's loyalty programs with event invitations, ambassador experiences and discounts offers from select partner companies.

Despite all the brouhaha about other car manufacturers offering more generous warranty periods - seven years for Kia, for example - BMW has not shifted its stance, still offering its standard three-year unlimited-kilometre warranty. Frankly, it's just not good enough.

BMW also offer a Service Inclusive package for $2010 that covers owners for five years, or 80,000km.