Range Rover Velar vs Audi Q7

What's the difference?

I think the Velar R-Dynamic HSE D300 is the most beautiful Range Rover ever made and one of the most stylish SUVs money can buy. It’s also fast, not too expensive and a proper Range Rover. It’s not big though, and if you’re looking for a seven seater you’ll have to step up to the big daddy Range Rover.

Do the right thing here, don’t skimp on the engine and go for the D300 diesel with its giant torque and the Velar will give you a driving experience as good as it looks.

I don’t think its essential to step up to the HSE grade at all and it’s a no-cost option to go for smaller wheels shod with higher profile tyres – just saying. 

The Q7 was at risk of irrelevancy due to the unfortunate timing of its rivals' life cycles, but Audi made sure that wasn't going to be the case.

As far as mid-life facelifts go, Audi has knocked it out of the park with the Q7, so much so that the case can be made it's now the class leader.

In many ways this Q7 feels like an all-new model, which is quite something. More importantly, the positives well and truly outweigh the negatives.

Can you believe there’s actually somebody out there who doesn’t think the Velar is stunning? It’s true, I’ve met him. And for fear of retribution I’ll keep his identity a secret, but let’s just say he’s more of a Suzuki Jimny man. And while I can appreciate the aesthetic ruggedness of the microscopic Jimny, the Velar could not be more different.

The Velar’s design is also vastly different from the traditional giant-brick Range Rover styling with its swept-back profile and smooth, almost line-less surfaces. Look at how those head and tail-lights sit almost completely flush with the panels around them – phwoaar, this is pure car porn.

When the Velar is locked the door handles sit flush against the door panels, like a Tesla’s, and deploy when the car is unlocked - another theatrical hint that the Velar’s designers wanted this SUV to look slipperier than a bar of wet soap.

The images I’ve taken don’t really do the Velar justice. The side shots are with the air suspension at its highest and the front- and rear-three-quarter ones are taken with the Velar on in its lowest setting giving it a tough stance.

The Velar I tested had an HSE badge on the back which means it’s the top grade in the range. If you look closely there’s another plaque, a tiny one, which says R-Dynamic which is a sports pack that adds the air intakes at the front, the vents in the bonnet and gives them 'Burnished Copper' colouring, which looks like a rose gold. Inside the R-Dynamic pack brings bright metal pedal covers and treadplates.

The Velar R-Dynamic HSE’s cabin is beautiful and modern. In Land Rover style the cockpit looks robust with large dials and a clear layout, but the double-decker displays and multi-function switchgear are technologically sophisticated.

The 'Light Oyster' (let’s call it white) 'Windsor' leather seats top off a prestige interior and if you look closely at the perforations a Union Jack will jump out at you. Not literally, that would be very dangerous while driving, but the pattern in the shape of the United Kingdom’s flag will become apparent.

The sliding panoramic roof, the tinted glass and the 'Santorini Black' paint were all options and you can read about how much they cost along with the list price of this Velar below.

Good on Audi for throwing the kitchen sink at the second-generation Q7. As far as mid-life facelifts go, this is a really good one.

Up front, the headlights, 'Singleframe' grille and bumper have all been redesigned to ensure the Q7 isn't out of place in Audi's new-generation line-up. Either way, this is a large SUV with presence in spades.

Changes around the side are less drastic, limited to new sills and fresh sets of alloy wheels, including the 20-inch items seen here, which we reckon are pretty unexciting.

The rear end is the best angle thanks to the redesigned tail-lights and rear diffuser, both of which look great. We particularly like the former's segmented design, shared with the headlights.

That said, the real story is happening inside, where Audi has well and truly flipped the script. The old cabin was ageing well in some regards, but not others, and that was reason enough for a complete overhaul.

If the new interior design looks familiar, it's because it is, having been lifted from the much newer – and mechanically related – Q8 large SUV.

Needless to say, it's a technological tour de force, with not one, not two, but three large display screens dominating the cockpit.

Of course, Audi's much-loved version of a 12.3-inch digital instrument cluster is one of them, although it's running new software now.

What is completely new, however, is the pair of stacked central touchscreens, with the top unit measuring 10.1 inches in diameter and the lower item checking in at 8.6 inches apiece.

Both are powered by Audi's latest-generation multimedia system, with the former handling most functions, while the latter is responsible for the climate controls.

Aside from being a fingerprint magnet, this set-up works pretty damn well. Yes, some functions require a few too many taps to get to, but the acoustic and haptic feedback bring some unexpected tactility to what is a largely buttonless system.

Look past the obvious, though, as it's more or less business as usual for the Q7, which is chock full of lovely materials, including the 'Cricket' leather upholstery seen here.

Take for instance the soft-touch plastics used on the upper dashboard and door shoulders. Even the hard plastics found lower down look and feel suspiciously good!

Metallic trims are used throughout to brighten up the interior, while gloss-black finishes are liberally applied to the dashboard and centre console. Frankly, we could do without them as they are fingerprint magnets. Yep, keep a microfibre cloth in the glove box.

The Velar looks large, but the dimensions show it to be 4803mm end-to-end, 1903mm across and 1665mm tall. That’s not enormous, and the snug cabin is a cozy reminder that this is a mid-sized SUV.

Space up front is good for the driver and co-pilot, and while things become a bit tighter in the back, even at 191cm tall I still have about 15mm of legroom behind my driving position. Headroom in the second row is excellent, even with the optional sunroof the test Velar sported.

The Velar is a five-seater SUV, but that uncomfortable middle space at the back wouldn’t be my first choice of places to sit.

Boot space is 558 litres, which is 100 litres bigger than the Evoque’s cargo capacity and about 100 litres smaller than the Range Rover Sport’s.

Air suspension is standard on Velars with the D300 engine and not only does this provide a comfortable ride it also allows you to lower the rear of the SUV so that you don’t have to hoist up your bags so high into the boot.

Storage throughout the cabin could be better, but you do have four cupholders (two in the front and two in the second row), four door pockets (small ones), a centre console bin (also little, but containing two USB ports and 12-volt outlet) and an odd square-shaped hole near the shifter. You’ll find another 12-volt power point in the second row and one in cargo area.

At this price point we’d like to see more in the way of power outlets such as USB ports in the rear and wireless charging for phones as standard equipment.

Measuring 5063mm long, 1970mm wide and 1741mm tall in facelifted form, the Q7 is large for a large SUV, which goes some way to explaining why it's only available with seven seats.

That said, the third row is more of temporary solution than a permanent one, even for kids.

Granted I'm an adult that's 184cm tall, and therefore not the target audience here, it's still tight back there, albeit up with the best in class.

With the second slid all the way forward, I manage to have my knees pressed up against the seat backrest, while headroom is severely limited.

Footwell space is okay, and so too is toe-room. Again, children will cope, but only on shorter journeys.

Ingress and egress to the third row is made easier by the 40/20/40 split-fold middle bench, which can tumble forward easily with the pull of a tab and then a latch. It's not glamorous, but it's doable.

Conversely, the second row is spacious and easy to get in and out of, even when set up to make the rear occupants as comfortable as possible.

Behind our driving position, around 10cm of legroom is available, depending on the positioning of the bench. No matter what, though, there's plenty of toe-room, and two inches of headroom is on offer, despite the panoramic sunroof.

Indeed, this is one of very few SUVs that can accommodate three adults abreast in relative comfort, even with the transmission tunnel reducing footwell space.

For reference, top-tether and ISOFIX child-seat anchorage points are spread across the second and third rows.

Cargo capacity with the power-folding third row stowed is generous, at 865L, and can be expanded up to 2050L with the middle bench stowed. An undisclosed amount of space is available with all seven seats in use. Either way, it's more than enough for the weekly shop (as you can see in our pics).

The boot is made more useful thanks to the inclusion of four tie-down points and one side storage net, while the lack of a load lip makes dealing with bulkier items a lot easier.

The only real issue we had was where to store the load cover when not in use. There's no false floor to gobble it up, meaning it'll annoyingly live at home when you've got six or more people on board.

That's not to say the Q7 doesn't have other storage options; it's got plenty of them, such as the useful storage nets on the back of the front seat backrests.

The glove box is pleasingly large, although the central storage bin is not, with most of its space taken up by the wireless smartphone charger.

The door bins are simply massive, with the front items capable of accommodating a large bottle and two regular ones, while their rear siblings can take one of each.

Two cupholders are located between the driver and front passenger, while another pair is hidden in the middle row's fold-down armrest. Rear occupants are treated to two smaller items.

Connectivity-wise, in an old-school twist, four USB-A ports are split between the first and second rows. In both instances, a 12-volt power outlet is found nearby.

The former's input options are located in the central storage bin alongside SD and SIM card readers, while the latter's reside at the rear of the centre console, below the central air vents and climate controls.

The entry-level 45 TDI variant kicks off the new Q7 line-up from $101,900, plus on-road costs – $4100 higher than its direct predecessor, although Audi claims more than $15,000 of value has been added.

Meanwhile, the mid-range 50 TDI version tested here costs $6000 more than before, at $112,900, in exchange for more than $20,000 of added value. It can also be had in S line guise for an $11,000 premium.

Standard equipment not already mentioned in the 50 TDI includes matrix LED headlights, dusk-sensing lights, rain-sensing wipers, 285/45 tyres, a tyre repair kit, auto-folding side mirrors (with heating and auto-dimming), and a hands-free power-operated tailgate.

Inside there's, satellite navigation (with live traffic updates), Android Auto and wireless Apple CarPlay support, digital radio, a windshield-projected head-up display, keyless entry and start, power-adjustable front seats with heating, four-zone climate control, a power-adjustable steering column, an auto-dimming rearview mirror and ambient lighting.

Not only are the rivalling BMW X5 xDrive30d ($117,900) and Mercedes-Benz GLE400d ($124,400) more expensive, but neither matches the Q7 50 TDI on value-for-money.

Land Rover offers a lot of choice when it comes to engines, grades and features… probably too much choice.

The Velar I tested was an HSE grade, but with the D300 engine (the most powerful diesel), a V6 turbo making 221kW/700Nm. You don’t have to step up to the HSE to have this engine, you can have it on the entry level Velar, too.

The D300 is super quiet for a diesel but it’s still clattery, and if you can see this bothering you then there are two petrol engines which make even more power. The thing is no petrol engine in the Velar range comes close to making the same mountainous torque as the D300.

The Velar is an all-wheel drive and it wouldn’t be a proper Range Rover if it didn’t have some sort of off-road capability – which it does. There are several off-road modes from which to choose from mud ruts to sand and snow.

The head-up display will also show axle articulation and the incline angle. Our Velar was fitted with an off-road pack which you can read about below.

The Velar has a braked trailer towing capacity of 2400kg.

An eight-speed automatic shifts beautifully, decisively, smoothly, but a little slowly.

The 50 TDI is motivated by a 3.0-litre turbo-diesel V6 engine, producing 210kW of power from 3500-4000rpm and 600Nm of torque from 2250-3250rpm.

For reference, the 45 TDI has the same unit but develops 170kW from 3250-4750rpm and 500Nm from 1750-3250rpm.

The former sprints from a standstill to 100km/h in 7.3 seconds, while the latter is 0.8s quicker, putting it in hot-hatch territory.

Either way, an eight-speed torque-converter automatic transmission sends drive to all four wheels via Audi's signature quattro system.

Both variants also feature a 48-volt mild-hybrid system, which consists of a belt alternator starter (BAS) connected to the crankshaft, and a 10Ah lithium-ion battery pack located under the boot floor.

And for those looking to do a little more than usual with the Q7, maximum braked towing capacity is 3500kg.

Land Rover says the Velar’s fuel consumption over a combination of open and urban roads is 6.6L/100km. I couldn’t match that, but measured 9.4L/100km at the pump. Still pretty good – if this was a petrol V6, that figure would be higher.

The 50 TDI's claimed fuel consumption on the combined cycle test (ADR 81/02) is 6.8 litres per 100 kilometres, while carbon dioxide emissions are 180 grams per kilometre.

Audi says the aforementioned 48V mild-hybrid system reduces fuel consumption by 0.7L/100km thanks to its coasting ability, which sees the engine turn off for up to 40 seconds between 55km/h and 160km/h. It also engages idle-stop from 22km/h. In reality, it all works pretty well.

During our week of testing, we averaged 8.9L/100km with limited highway driving, which is a pretty solid result. Naturally, longer journeys will see that figure come closer to the claim, if not exceed it.

It's also worth noting the standard fuel tank takes 75L of diesel, although the optional item accommodates 85L. The 50 TDI also requires AdBlue, with a 24L tank on board.

For reference, the 45 TFSI manages 7.0L/100km and 184g/km.

Plant your foot from a standstill and you’ll see the bonnet heave up and 100km/h rush up to meet you in 6.7 seconds. That was something I never go tired of during my week with the Velar R-Dynamic HSE. I also didn’t become bored with the light and accurate steering nor the great visibility.

But the ride, while comfortable on that air suspension when cruising along smooth motorways, had a sharp edge to it over speed bumps and potholes, which I think was the fault of the 21-inch rims and 45 profile Continental Cross Contact tyres.

The turbo-diesel engine is prone to a bit of lag at times and while that’s not a deal breaker, it sometimes spoiled the moment during a bit of sporty driving when the Velar shifted into a higher gear and I had to wait a moment for the mumbo to return.

That peak torque band is narrow, too (1500-1750rpm) and I found myself taking control of the shifting myself with the paddles to keep within it.

That said the Velar R-Dynamic HSE D300 feels superb and easy to pilot.

If you’re leaving the bitumen the Velar is a lot more capable that its looks may suggest. Our test vehicle was fitted with the optional 'Off-Road Pack' which brings 'Terrain Response 2' and 'All Terrain progress control'. A wading depth of 650mm is not too shabby either.

The Q7 is a big beast, but it's not as intimidating to drive as you may think.

In fact, it's very easy to live with, if you don't mind managing its size in certain scenarios, such as finding a park in a busy shopping centre.

The SUV's electric power steering is speed-sensitive, which means fewer inputs are required at low speed, making parking and other manoeuvres easier, while stability is improved at high speed.

While not the first word in feel, this system is nicely weighted and surprisingly direct, endearing the Q7 with some sports-car characteristics.

That said, our favourite element is its independent suspension set-up, which consists of multi-link axles with air springs and adaptive dampers.

Needless to say, ride comfort is superb, with the SUV just floating along, even on uneven surfaces.

Introduce a coarse-chip road or a pothole, though, and the Q7 does become unsettled. But this is probably more noticeable because the ride is otherwise so sublime.

Instead, it's through the corners where it's truly exposed, with body control decent but nowhere near class-leading. Yep, it's here that its 2135kg unladen weight (excluding 75kg for driver and luggage) is really felt.

Flick the SUV into its Dynamic drive mode and things noticeably pick up, with extra heft added to the steering and the suspension firming up and hunkering down by up to 40mm. It's an improved experience in the bends, but not a memorable one.

However, our biggest bugbear is the exaggerated turbo lag served up by the 50 TDI's engine. Below 2000rpm, it has absolutely no go. Above it, though, it hammers.

Being a diesel unit, it doesn't have a lot of revolutions to play with, so you find yourself hunting for its upper reaches when accelerating, even around the town.

Making the most of the situation, the 50 TDI's smooth automatic transmission is responsive to kick-downs, but it's not lightning quick, meaning progress is stunted more often than not.

It also doesn't help that the eight-speeder is tuned for economy and therefore likes to keep engine speeds just above idle. This is particularly evident when attempting to power out of a corner.

When playing in the engine's upper reaches, the 50 TDI well and truly comes alive, serving up punchy acceleration, which is easier to access with the aforementioned Dynamic drive mode engaged. It makes shift patterns more aggressive and prompts more consistency.

ANCAP awarded the Q7 range (excluding SQ7) a maximum five-star safety rating in 2015.

Advanced driver-assist systems extend to autonomous emergency braking (with pedestrian detection), lane-keep and steering assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control (with stop and go functionality), driver attention alert, hill-descent control, hill-start assist, tyre pressure monitoring, surround-view cameras, and front and rear parking sensors.

Other standard safety equipment includes eight airbags (dual front, front and rear side, and curtain), electronic stability and traction control systems, anti-skid brakes (ABS), brake assist and electronic brake-force distribution, among others.

The Velar is covered by Land Rover’s three-year/100,000km warranty with servicing for the 3.0-litre V6 diesel variants recommended annually, or every 26,000km.

Twenty-four hour roadside assistance is also available for the length of the warranty. A five-year/130,000km service plan, capped at $2200, is available for the Velar.

All Q7 variants come with a three-year/unlimited-kilometre warranty, which is well short of the premium market's new five-year standard.

Audi also bundles in three years of roadside assistance, although this term can be extended up to nine years if the vehicle is serviced at an authorised dealership, which is nice.

Speaking of which, service intervals are every 12 months or 15,000km, whichever comes first. Capped-price servicing plans are available, costing $2310 for three years or $3190 for five.