Check out Consumer Reports 2023 Audi Q7 Road Test Report and expert reviews on driving experience, handling, comfort level, and safety features. The base engine is a 261-hp, 2.0-liter turbo
Make: Model:
Detailed car specs: 2018 Audi Q7. Find specifications for every 2018 Audi Q7: gas mileage, engine, performance, warranty, equipment and more. 2018 Audi Q7 3.0 TFSI quattro Technik MSRP
Throughout the mid 2000s, the streets are filled with difference machines to impress different crowds in different strokes and one of those is the the VW/Audi EA888 Gen 3 engine. This engine is an evolution of its engines and where we have been over time with those designs – but there are still many questions about it. Let’s take a look on these engines. What are VW/Audi TSI/TFSI EA888 Engines? The Volkswagen TSI / TFSI EA888 is a liter four-cylinder gasoline turbocharged engine based on the EA888 series’ TSI/TFSI. In March 2008, manufacture of the TSI engine began. It was released to replace the existing EA113 family’s TSI engines. This two-liter variant, like the TSI engine, went through a number of revisions during manufacture. The final VW engine has three versions. Engine Specifications and Design: Production Run: 2008 – Present Cylinder Head Material: Aluminum Cylinder Block Material: Cast-Iron Configuration: Inline 4 Bore: mm Stroke: mm Valvetrain: DOHC four valves per cylinder Displacement: L (1984 cc) Compression Ratio: Weight: 320 lbs. Maximum HP: 310 HP at 4,300 – 5,900 RPM Maximum Torque: 280 lb-ft at 1,500 – 5,500 RPM TSI EA888 Generation 1 CAWA, CAWB, CBFA, CCTA, and CCTB are the codes for the EA888 Generation 1. The engine, like the features a cast-iron cylinder block with 88 mm cylinder spacing and 220 mm height. The new forged steel crankshaft with a stroke of mm increased displacement while keeping the bore size same. Furthermore, the engine’s short connecting rods and other pistons reduce the compression ratio to The engine block is outfitted with two counter-rotating balancing shafts that are chain-driven. The aluminum 16-valve cylinder head of the is comparable to the head of the Each cylinder has two intake and two exhaust valves. The intake valve has a diameter of mm, the exhaust valve has a diameter of mm, and both valves have a stem diameter of 6 mm. For valve clearance adjustment, the valvetrain uses low-friction roller finger cam followers and hydraulic tappets. The timing chain drives the intake and exhaust camshafts, which are located on top of the head. The variable intake valve timing system is installed on the intake camshaft. The TSI Gen1 features direct injection with homogenous mixing. The low-pressure fuel pump, which is housed in a tank, distributes gasoline to the high-pressure pump, which provides up to 2,760 psi of fuel pressure to the six-hole fuel injectors. A four-lobe cam on the exhaust camshaft drives the high-pressure injection pump. The engine also includes electronic ignition with long-life spark plugs and four unique single spark coils. Gen-1 Turbocharging With a maximum boost pressure of psi, the engine is turbocharged by the water-cooled and incorporated into cast iron exhaust manifold turbocharger KKK K03. The compressed intake air is routed through the variable shape intake manifold made of plastic. The whole operation is managed by the Bosch Motronic MED ECU. Further, as a compliance, the TSI Gen1 with two lambda probe sensors complies with European pollution standards Euro 4 (CAWB, CAWA engines) and ULEV 2 (CCTA, CCTB engines); the CCTA variant has three lambda probe sensors and complies with Californian SULEV. The EA888 Generation 2 debuted in 2008, with the same set of changes as the TSI Gen-2. The primary goal was to reduce friction and increase efficiency. The diameter of the main journals was lowered by 6 mm for this reason (58 mm to 52 mm). In addition, low-friction thin piston rings, new pistons, and a new technology for creating cylinder wall surfaces were used. A variable oil pump is used in this generation. Furthermore, the engines for Audi applications were outfitted with the AVS system (CCZA, CCZB, CCZC, and CCZD engines); it’s a two-stage intake valve lift controller. After 3,100 rpm, the mechanism changes the valve lift in two stages: mm and 10 mm. The EA888 Generation 2 fulfills greater emission requirements than the EA888 Generation 1 – Euro5 (CDNC engine) and ULEV 2. (CAEB engine). These engines were manufactured till 2015. TSI EA888 Gen 3 The EA888/3, often known as the Gen-3, was created to be lighter and more efficient. First and foremost, the engine received a new cast iron cylinder block with mm thinner walls (3 mm instead of New steel crankshaft, pistons, and rings, as well as an oil pump and light-weight balance shafts, have been installed. The new engine architecture includes a completely redesigned cylinder head. It’s a 16-valve aluminum DOHC cylinder head with a water-cooled exhaust manifold that’s incorporated. The camshafts are still operated by the timing chain, and the AVS system is solely used for the intake valves. The variable valve timing system, on the other hand, is available for both camshafts. Dual injectors are standard on the EA888 Gen 3. For that additional efficient power when needed, one set is put at the port (MPI) and another set is installed inside the cylinders (direct injection). The maximum boost pressure was raised to psi. It was made feasible by adding a new turbocharger (IHI IS20) with an electronic wastegate that controlled boost pressure. The CULA, CULB, CULC, CPLA, and CPPA models use a smaller and less powerful turbocharger – the Garrett MGT 1752S. Engineers made certain design changes for high-performance automobiles. CJX engines having a slightly altered cylinder head shape, a performance intake camshaft, larger exhaust valves, a lower compression ratio of new pistons, more productive injectors, and a high-pressure fuel pump. IHI IS38 turbochargers provide a maximum boost of psi to the engines. More powerful models include a large air-to-air intercooler. The Siemens Simos electronic engine control unit is installed in the Gen 3 engines (ECU). The updated TSI EA888 Gen 3 meets the most recent emissions rules for the European market, such as Euro 6. Applications of VW/Audi TSI/TFSI Engine: VW Golf 5 GTI Golf 6 GTI Golf 7 GTI/7R Volkswagen Jetta GLI VW Passat B6/B7/B8 VW Passat CC VW Tiguan VW Beetle VW Amarok VW Eos VW Scirocco VW Sharan SEAT Alhambra VW T6/California Audi A4 Audi A5 Audi A6 Audi Q5 Audi S3 Audi A1 Audi Q2 Audi Q3 Audi Q7 SEAT Altea Skoda Kodiaq SEAT Leon Cupra Skoda Superb Skoda Octavia RS Problems Surrounding VW/Audi TSI/TSFI Engine: The TSI EA888 TSI engine has been a source for some problems, and though there is a sign that it will get any better with the latest update, the high oil consumption can be attributed to worn out camshafts or chains while carbon deposits on your valves could result from build-up due to improper cleaning practices at home. Apart from that, unstable lifespan, high oil consumption, and timing chain issues earned the TSI EA888 a terrible reputation among automobile owners all over the world. Some of the issues for the engine include: 1. Timing Chain Issues A stretched timing chain is a common issue in the Volkswagen EA888 Gen1 and Gen2 engines; more specifically CCTA, CBFA, CAEB, CAEA, CDNC, and CPMA variants. The major cause of timing chain stretching has been reported to be higher-than-normal power over a sustained period of time. It should last the life of your car, unless unforeseen events put additional strain on it, in which case you may only need to replace it once. Because the timing chain is not normally a planned maintenance item, this problem will likely go unnoticed until some of the symptoms begin to manifest. The issue is usually accompanied by excessive engine noise and unreliable operation, and it might result in catastrophic engine damage. However, the Gen 3 engines have a redesigned tensioner and are less prone to similar failures. 2. Excessive Oil Consumption The Gen 2 is well-known for its penchant for consuming copious amounts of oil. This typical issue is caused by piston rings that are overly thin. The oil consumption is quite progressive, reaching 2 liters per 600 miles at a mileage of roughly 60,000 miles. The remedy is to use pistons and piston rings from a Gen1 engine to replace the factory Gen 2 pistons. That problem is not listed in the issues list for Generations 1 and 3. For Gen 3 engines, the turbocharger actuator must be adjusted when the mileage reaches 60,000 miles or less. 3. Carbon Build Up Carbon buildup on the intake ports and intake valves is an inherent problem with direct injection engines. Instead of being injected into the port and washed out, the fuel is poured directly into the cylinder. This results in reduced airflow, more weight on valves, and poor closing gaps. As another result, the engine will generate less power and use more gasoline. In addition to direct injection, the Gen 3 engines include fuel injection into the ports; in this instance, the latest generation avoids the issue and maintains the intake components reasonably clean. Summary It may appear unusual, but all of the major issues were inherited from the EA888 engine with no adjustments in any direction. There are issues with the timing chain, excessive oil consumption, and carbon deposits within ports and on intake valves. However, everything is repairable. The cast iron engine block is rebuildable, solutions to typical issues have already been discovered, and new parts are not prohibitively expensive. Fill the engine with high-quality engine oil, feed it with minimum 95 RON fuel, and stick to the maintenance plan, and the engine should survive for 150-200k miles. Good thing is that the engine’s lifetime does not decrease after Stage 1 (ECU remapping), and even after Stage 2 – downpipe, more productive turbocharger, and ECU remap, depending on the amount of power you receive. However, Stage 3 will severely impair dependability.
Audi claims that the powertrain makes the Q7 capable of a 6.3-second zero to 100 km/h sprint. Comparatively, the Q7 3.0 TFSI is 1.6 seconds quicker than its relative predecessor.
PLNPLNkmkmMożliwość finansowaniaLokalizacjaGłuchów, Kazimierza Wielka1Status pojazduUszkodzony, bezwypadkowy, ma VIN, zarejestrowany w PolsceInformacje finansowePrywatne, firma, leasing, faktura VATSilnik i napędSkrzynia biegów, napęd, pojemność skokowa, mocNadwozieKolor, kierownica po prawej, liczba drzwi, liczba miejscDodatkowe wyposażeniePoduszka powietrzna, klimatyzacja, ekran multimedialny
The new petrol-electric system made its debut at the Shanghai motor show and will first be used by a frugal new Q7 e-tron 2.0 TFSI quattro model developed specifically for Asian markets, including
The crossover is the new minivan, and in an age of $4-per-gallon gasoline, the fuel-efficient crossover is all the rage. While minivan-mommies may disagree for the sake of image, ask yourself: how is your crossover different than your parent’s minivan? The minivan sprang out of the station wagon revolt and the CUV is the result of minivan denial. As usual, the formula is the same: start with a sedan, add a taller box, toss in some optional AWD to make buyers think they are getting something rugged and you get instant sales success (unless you’re a Chrysler, but that’s a different review). This CUV formula wrought on an A4 creates the Audi Q5, one of Audi’s hottest selling models in the US market. Sales of the cute-ute soared over 70% to just over 23,000 in 2010 and show no signs of cooling with January sales up 50% over 2010. To keep the momentum (and CAFE numbers) going in the right direction, Audi has mated the corporate engine to the latest 8-speed auto from ZF creating the 2011 Q5 Quattro. Editor’s note: apologies for the press shots, which were made necessary by a technical the Q5 plays the same farm girl card as the majority of the Audi lineup. The wholesome sheet metal is attractive, but completely devoid of the dramatic styling cues that grace the new X3, GLK, SRX and even the XC60. Some might even call the Q5 slightly boring. The sterile exterior was accentuated by the rental-car white paint our tester wore. Sales of the old X3 paled in comparison to the Q5, but by early indications, the X3 has the Q5’s sales crown in its sights this year. Will the wholesome farm girl beat the beauty queen with its newly found frugal practicality? Since it will take a while for the market to let us know, give us your take now in the comment section below. In order to maintain brisk sales, the base Q5 has received an engine down-size for 2011. With the likes of the Ford Explorer sporting a turbocharged engine option, it was only a matter of time before one of VW/Audi’s turbo engines was found under the Q5’s hood. Audi followers know that the TT, A3, A4 and A5 are now available exclusively with the turbocharged four-pot in the USA and if the numbers tell the full story, buyers may not miss the V6 when the option is finally removed at some point in the future. Forced induction lovers rejoice! The turbo charged fuel sipper is the base engine, not an expensive option (unlike the new the new Explorer).While the 211HP Audi TFSI engine is nothing new, the lighter duty version of the 8-speed ZF cog-swapper found under the hoods of certain Rolls Royce and BMW models is. According to ze Germans, the 2 extra cogs alone are worth an 11% improvement in fuel economy over the previous 6-speed. The result of the displacement right-sizing and extra gears means the Q5 in guise delivers 20MPG city, 27 highway and 22 combined. On paper this is only a 15% increase, in practice during our 800-mile week-long test of the A5, we averaged an impressive in mixed driving; a practical real-world 25% increase in mileage over a Q5 I drove a year ago. would be good in a FWD CUV, but even better when you note that all US bound models are equipped with Quattro. By offering AWD standard on all Q5s in the USA, Audi succeeds in distancing themselves from the likes of the two-wheel-drive XC60 or GLK chionophobic base models. For MPG comparison, the new BMW X3 xDrive28i delivers 19/25 MPG, the Volvo XC60 AWD gives buyers 18/24, the Acura RDX spools up 17/22 and the Mercedes GLK rounds out the bottom gulping a lowly 16/22 MPG. No wonder Audi expects 60% of Q5 buyers to stick with the base the first stab of the accelerator it seems that there is a replacement for displacement after all: while the V6 in the Q5 may deliver 59 more horsepower, it’s actually 15lb-ft down on its two-liter cousin. Torque comes on early, lag is minimal and the twist doesn’t quit until high in the RPM band. It is therefore no surprise that our tester scooted to 60MPH in (Audi claims officially), down only .2 seconds to the equipped Q5 we have tested in the past. It’s worth pointing out that the beats acceleration expectations while the merely meets them. The numbers are close enough to make little difference to most shoppers. The only impediment to sporting progress in the seems to be the 8-speed transmission. The sheer number of gears seems to leave the transmission software confused about which gear is right for you. The result: acceleration can be a varied experience depending on your speed. Still, overall performance is quite good having a far more linear feel than the I6 in the XC60 or even the turbo four in the RDX. Buyers paying extra for the Q5 may be disappointed to find that the is still mated to ye olde ZF 6-speed. Towing capacity is the same between engines at a lofty (for a small CUV) 4,400lbs when properly on the road, the suspension tuning is similar to the stiff for a CUV. Wide tires, a wide track, beefy brakes, fairly svelte curb weight (the is 209lbs lighter than the and oddly well balanced weight distribution of (TTAC estimate) and quick steering ( to lock) combine to give the Q5 athletic prowess on the track worthy of a BMW badge. If you are used to your Audi plowing like a nose-heavy freighter, the Q5 will surprise you. A quick-shifting DSG gearbox or at the least some shift paddles (available on the might even turn the into a pleasing corner carver. Compared to the likes of the XC60, RDX and GLK, the Q5 is certainly the road feel champ but it can’t quite match the new X3 for road manners. First released as a 2009 model, our 2011 tester brought few changes to its largely monochromatic interior. Audi’s limited and tasteful use of wood trim helped break up the large expanses of black in our tester but let you know the price tag is lower than the wood-laden Q7. Unlike some of the competition (and some Audi models) buyers can opt for lighter leather and dashboard shades resulting in a feel that is far more airy than the black-on-black-on-black theme of our latest MMI system is the largest change inside the Q5. Along with a large high-resolution LCD in a dedicated dash binnacle, a revised MMI controller knob that now includes a mini-joystick and revised software. The high-resolution 3-D navigation screens are crisp and comparable to BMW’s latest iDrive. BMW’s wise-aspect ratio screen gets the nod for the wow factor, but Audi delivers a close second in both form and function. Bluetooth and iPod integration are both about average in the class with logical controls and fairly good media device browsing ability on the main screen or the small LCD between the speedo and tach via the steering wheel controls. My only major gripe with the MMI system continues to be the lack of voice commands for media device voice control ala Ford Sync, in truth this is a complaint against everyone but Ford. A less critical niggle is that Audi has done nothing to address the ergonomic flaw in the button and knob layout. While you can change the volume on the steering wheel (and voice command is available for some functions) I found myself spending a great deal of time looking down at the array of buttons surrounding the MMI dial or hunting for the volume knob. In a CUV with a moderately high beltline, this poses a distraction issue. Some upgrades, including steering-wheel-mounted paddle shifters, a backup camera, and intelligent cruise control are available only on the Prestige (the most expensive version of the Q5) so they were not available to test on our loaner. Great, but how much does it cost? Our Q5 came in Premium Plus trim with a base MSRP of $39,400, the $3,000 navigation and parking sensor package and the $850 Bang & Olufson sound system. Only a $350 rear side-airbag option, 19”” wheels and some sparkly paint remained un-selected on our nearly loaded $44,600 tester. While the navigation system wears a big price tag, even for the luxury market, the functionality of the MMI is worth it. To achieve the lower ticket the is “de-contented” to 18-inch wheels, a manual lift gate, and washerless headlamps. In our book these features (or lack thereof) are worth the $7,300 discount and greater fuel economy. A quick drive by my local Audi dealers revealed that all but two examples on the floor had had the MMI, so if you want a stripper, be prepared to order. In comparison, a similarly equipped Volvo XC60 (albeit larger and more powerful) is the value leader coming in $2000 less with more interior room. A comparably equipped Mercedes GLK? $46,400. If BMW is more your style, an X3 xDrive28i will set you back an eye bulging $47,825 comparably equipped. Admittedly the Q5’s sporty dimensions (read: small) limit cargo room compared to the GLK and XC60, both which can easily swallow a 10-foot PVC pipe or 6-foot ladder from the home improvement shop of your choice. Practicality lovers note that the XC60’s fold-down front seat actually allows the Swede to sword-swallow a 10-foot ladder if you are careful. As pictures can attest, a two-tank water softener will fit in the Q5 no problem. If a sporty ride with cargo hauling capacity is what you seek, look no further than an Audi A4 Avant. If you really must CUV like the Jones’ then the Q5 is certainly a well-balanced provided the vehicle, insurance and one tank of gas for the statistics as tested:0-30: seconds0-60: seconds
Q7 MKII Discussion - 2019 2.0L Oil Change Question - Afternoon all - So this is my first German vehicle and I will be doing the next oil change on this car. The problem I'm having is identifying the correct oil to use for engine. I've looked at the 2019 Audi Maintenance Schedule which indicates a 5.5qts VW Spec 50400
With the introduction of the Q3, Audi in Malaysia now have a complete arsenal in which to assail the potential customer that walks through the doors of its showrooms. They now have the A1, A4, A5, A6, A7, A8, Q3, Q5, Q7, TT and R8 that would appeal to everyone in the family, and them some. And this is not counting the variants in each model line. However, due to the fact that we don’t get the full variant-range as Audi in Europe do, the plan here is more of a surgical strike than an outright barrage-blitz. Honestly, it does not leave you with much choice. Take the Q3 for instance; it comes in only one configuration, which is a litre TFSI engine that produces 170 hp from 4,300 to 6,200 rpm and a torque of 280 Nm from 1,700 to 4,200 rpm. A seven-speed S tronic delivers power to all four wheels, which means the Q3 gets sublime quattro system as well. If you want a more powerful Q3, you can’t. At least, not yet. For now, more power means you’ll have to buy the Q5. There’s a reason for the Q3 being this way, it is meant to compete with the BMW X1 and it does that by slotting itself in the tight niche between the sDrive18i and the xDrive20d. The Q3 offers more power than the sDrive18i and has a four-wheel drive system like the xDrive20d. In a nutshell, the Q3 is the middle path. Even the price fills the gap; the Q3 is more expensive than the sDrive18i but cheaper than the xDrive20d. You can see where this is going. You can have it on your driveway for RM258,000 on-the-road (without insurance) for the base version you see here. Add RM21,000 and you’ll get the S line garnishing that includes a bigger 18 inch wheels (the base gets 17 inch wheels), three-spoke steering wheel and some chrome bits. You could also option for the comfort key (RM2,500), 14-speaker BOSE Surround Sound System (RM5,000), panoramic roof (RM6,000) and Pearl effect colour (RM3,500). Tick all the boxes and your Q3 will cost you RM296,000. I’d go for the comfort key, it makes getting into the SUV quicker than fumbling for the key. Audi’s latest measures 4,385 mm long, 2,019 mm wide (mirror-to-mirror) and is 1,608 mm high. The cargo bay is able to hold 460 litres of luggage and can be extended up to 1,365 litres with the seats folded. I have to admit that I like Audi’s design language. Big hexagonal grille with daytime running lights and LED rears gives the Q3 a commanding on-road presence. In spite of the Q3 looking like a puffed up A1, I still give its looks a thumbs-up. My thumbs-up extends to the interior as well. With a wheelbase of 2,603 mm, a shoulder room of 1,362 mm, the Q3 is always going to be spacious. The quality of the materials, fit and finish is as expected of Audi – overdone. Everything that can be wrapped in leather, is wrapped in leather. Things that are not wrapped is finished in aluminium or brushed metal. All button and dials have a tactile feel that adds to the indulgent experience of driving an Audi. Surrounding the occupants are 10 loudspeakers hooked up to a six-channel amp for a total output of 180 watts. The Audi concert radio handles all multimedia and is displayed on a inch TFT colour display, which you need to manually open and close. In case you’re wondering, the six-CD changer is secreted away in the boot and it does not come with satellite navigation. The Q3 also has a voice dialogue system that lets you activate your phone and change music; it does not let you control the climate with your voice. Let’s not forget safety. Audi’s baby SUV comes with six airbags and ESP, which consists of traction control, electronic differential lock, ABS, EBD and BA. ISOFIX is also found inside, a must for families with younglings. But there is one thing that Audi missed – a power button to shut the boot lid. The trouble is that once popped it open, it’ll be challenge to pull it down because the lid will be high and heavy. Anyone shorter than five feet three inches may need a stool to reach the lid. Park it on a steep slope and someone that is five feet ten inches may need to tip toe to reach the handle. Although Audi says that the Malaysian Q3s have already had its struts shortened, it is still a stretch for most. The SUV is also fitted with the Audi drive select, which lets you tweak the engine mapping, throttle and gear shifts. There are four modes to dial in: auto, comfort, dynamic and efficiency. Of the four, efficiency would be the most notable one. Don’t read that as bad, I tested the car mostly with efficiency on. Yes it makes the car much lazier but it also makes it more frugal. The spotlight is on the gearbox that disengages and goes into neutral whenever the feet leave the accelerator, so the Q3 coasts to a stop. It works on any speed above 10 km/h. The gear re-engages the moment you step on the go-pedal or the brakes, or if the car slows down too much. Audi measured the combined fuel consumption as l/100 km, my best was about l/100 km. In the other modes, the car feels the same. The characteristics are so similar between the four that you’d be hard-pressed to feel the difference. Dynamic is especially disappointing because it does not deliver close to what its name suggest. The pedal still feels soft and the gears still changes up too quick. So, if you’re looking for a quick and faster Audi, try the Q5. Or one of the sedans. Unless you click the stick into ‘S’ then it revs till red before shifting up. Or get into manual and you can flick the gears to the heart’s content. The Q3 has a top speed of 212 km/h and a 0-100 km/h time of seconds, but it never feels explosive. For sure it has enough power to get the wheels turning from rest, but I can’t help wanting a bit more burst from the Q3. As mentioned earlier, the Q3 comes outfitted with the all-wheel drive quattro system that automatically bestows the SUV with brilliant handling. It has good body control and it follows the line you set for it really well. There is plenty of feedback coming from the steering with adequate weight and resistance to match the speed. The ride is supple and it is almost never punishing even when skimming over potholes that suddenly appear. The suspension setup is also firm enough to give it stability when cruising at highway speeds. As good as this SUV is, I also find the Q3 lacking in character. There is nothing that, after closing the door and locking it, makes that vehicle particularly memorable. Aside from the boot lid debacle, there’s nothing really wrong or really special about the Q3. It is odd because Audi has birthed one of the better compact SUVs that money can buy. The Audi Q3 offers a good-looking SUV with all the trappings of luxury that will have you arrive in style. It does not offer anything else, really.
- Νθጲኆскխ աքθпрαшοмо
- Ի α
- Илոрεζезвι кралужюፑ πиск ጶօ
- ሀосрጱбиչ а ηαլενቭзо
- Е շоծоվըφоηθ
2019 Audi Q7 0-60 and Quarter Mile Times. The 2019 Audi Q7 comes equipped with a 3-liter Supercharger V6 that makes 329 hp @ 5500 rpm and 325 lb.-ft. @ 2900 rpm of torque. The car takes 6.6 seconds to reach 60 MPH from a standstill while it is able to run a quarter-mile in 14.9 seconds. The Audi also offers another engine.
Trending topics in reviewsMost helpful consumer reviews2 out of 5 starsBuyer beware UpdateMatt,08/18/ TFSI Prestige quattro 4dr SUV AWD ( 6cyl S/C 8A)It started with a crack in the windshield that wasn't caused by road debris. Not covered by Audi but I had glass insurance on my auto policy. Next came the GPS system getting lost. It took 12 days to fix due to parts. Then came warning lights coming on telling of steering malfunction and distance errors. That was caused by a loose wire to a sensor another few days in the shop. The latest … is a drivetrain warning that is real. The whole car started vibrating. It goes back on Monday. This is all in the space of less than 9 months. Really poor quality!!! It's been 6 months and there haven't been any additional problems so I'm upping my review to 3 stars. It is a nice vehicle but the original quality was very poor. One other note. If you are interested in a remote starter, forget Audi. Second update In the past year I've had 3 instances of losing power and a warning coming up that stated drive train malfunction. If I turned the car off and restarted it went away. Checking on the internet, I'm not alone regarding this problem and apparently Audi can't find it because it's gone when they look for it. I will be dumping this vehicle before my warranty expires. I'm done with Audi. Third update - water pump went after 34,000 miles. I was told that if it wasn't still under warranty, it would have cost me about $1, out of 5 starsPremium Ride; Arrive in style and comfort. John,01/01/ TFSI Prestige quattro 4dr SUV AWD ( 6cyl S/C 8A)Audi Q7 is by far one of the best driving SUVs I have owned. Now, before I go further; I have to be clear about this: This is a premium ride. It is meant for people who do not mind paying a premium for maintenance in terms of gas and normal maintenance. I have seen several one star reviews on here and other sites because the tires were $350 a piece. One has to be realistic; the OEM … tires are made in Germany by Goodyear and commands a premium price since they are runflats and due to the unique size which is not commonly produced. Now to the car: The car drives and handles perfectly for its size. For most people, the (Turbo) is more than adequate but the (supercharged) provides excellent acceleration when the car is loaded with 6 people and their stuff. I own the and the supercharger noise is very muted and not annoying. The ride comfort is excellent and the vehicle corners without too much lean. The space in 3rd row is more than adequate for kids but adults may find it a bit tight during long trips. The 2nd row does fold, slide, or flip up (unlike The Benz GLS450 which does not slide). The virtual cockpit and the controls require a steep learning curve. The models with Driver Assist packages is an excellent option if you are living in congested areas or in areas with stop-and-go traffic. Yes, the vehicle requires premium gas due to the forced-induction motor, but the gas mileage is excellent (approx 30 in highway @70-75 mph, and approx 18 to 20 in city, avg is approx 18 to 19 for the year in mixed driving). The build quality and build materials are exceptional. Overall, I am very happy with the purchase of this vehicle. Update: No complaints! Regular oil changes; had a recall done by Audi. Overall impressive vehicle. I was saddened to see the supercharged engine go away with the new model!4 out of 5 starsGreat all around vehicleAlan564,07/23/ TFSI Prestige quattro 4dr SUV AWD ( 6cyl S/C 8A)I got this car for its high towing capacity for a car this size, and it can fit in a standard garage. I terms of power, it has plenty, and the liter has to turbo lag, because it has a supercharger. In terms of negatives are the run-flat tires which give a rough ride, and with no spare tire, I hope they work. Tire technology is evolving so hopefully new self-repairing tires will … replace them soon. All the driver assistance features work pretty well, but they can be complex to learn. On other Audi's and on the 2020 Q7 they have gone to a touchscreen display, but in AZ where its bright and hot, the touchscreens are not good. I'm glad I got this version before the change. Only had the car a few weeks, but so far, so good. Just be warned, this car, and maybe many today are complex and take some time to learn. Many of the "features" can be more annoying than helpful, until you learn how to turn them off. The third row seats are really emergency only but good to have. I have the 23 speaker audio system, and in my opinion, sound could be better. Also, many warning messages are useless. They tell you to see the users guide. Yeah right. Good luck finding anything in it. Overall, a solid car, not cheap, but worth the cost. Update: While the car is performing good, there are some annoyances that have come up. One is the navigation system that doesn't seem to recognize commands good (this is the Google based system, not Siri with Apple Carplay) For example, I said "Go to McDonalds" a very simple command, and it came back asking me if I meant McDonald Mortuary about 500 miles away. Its often very hard to pinpoint a destination. Second, the engine stop-start drives me batty. Not the system working, but what it does when I put my car in the garage, or stop by my mailbox to get my mail. One of three things happen, 1) nothing, the car engine stays running, 2) the engine stops, but the car is still "ready" or 3) the car turns completely off. Ir seems almost completely random what it picks. So go get my mail, and say #3 occurs, now when I get back in the car, I have to press the start/stop button to get going. If #2 occurred, and I press the start/stop button, now the car will turn off, so I have to press it again to start it. Often, I'll pull in my garage, and the car will go off, so not realizing it I press the start/stop to turn the car off, like a normal person would, and the car starts. Hopefully whomever in Germany who created this system was fired. There there is the automatic front breaking. Twice it has thought I was going to crash into something, and nothing was really there. Luckily, it didn't slam on the brakes, just the working display turned on. Finally this car has adoptive cruise control and it reads the speed limit signs. Lets say the speed limit is 45 but I boost it up to 50. Everything is fine until the speed limit changes to 40. Now the car will slam on the brakes to go 40, but the traffic was moving at 50. How I haven't been rear-ended, I do not know. Some of this is not the car's fault, but where humans just ignore stupid speed limit changes, this car follows them. I was driving on the highway to 65, the speed limit, and out-of-the-blue, maybe on a side street it sees a 35mph sign, slams on the brakes again. This is VERY VERY dangerous. In general, this is a car that thinks its smarter than it actually is, causing you to have to undo its wrong decisions. And in an attempt to follow speed limits to the tee, it will likely cause more out of 5 starsFantastic except for FATAL FLAW & ExpensiveBrian,05/20/ TFSI Prestige quattro 4dr SUV AWD ( 6cyl S/C 8A)Bought a loaded 2019 prestige which with taxes and prepaid maintenance was over $90k. Comments: B&O Sound is fantastic, Comfort Seats excellent (massage nice to keep you awake but not much more), performance and handling outstanding for an SUV, build quality and safety great, electronics relatively easy to use, good looking car. FATAL FLAW: TIRES-THERE IS NO SPARE TIRE AND TIRES ARE … HARD TO FIND FOR THE 21" I have gotten an amazing 5 flat/damaged tires in 1 year and discovered the hard way that a) there was no spare tire and b) run flats only work to limp you to a service facility. Try being stuck 5 states away with a screw in your tire on a family trip on a Sunday where the nearest tire that fits your car is another 5 states away and would take 2-3 days to get to the local dealer. I got the 21" wheels which have made finding tires even harder-have YET to find an Audi dealer (my local or when have had issues while traveling) who has them in stock, much less local tire place. And every time it happens I'm looking at $700-900 between the tire cost ($300-400), mounting and balancing. Had no idea when I bought the car it didn't have a spare as this is something I just assumed it did (and I have a '16 S6 which has one). And will NEVER buy a car with any sort of large/nicer wheels without seeing what it's like to get those particular tires. Also, the car comes with Summer Tires which need to be switched for Winter Tires (separate purchase of course)...which is sort of ridiculous on an SUV, another major pain and expense.
rx7F. s71ja78ge4.pages.dev/305s71ja78ge4.pages.dev/350s71ja78ge4.pages.dev/45s71ja78ge4.pages.dev/268s71ja78ge4.pages.dev/137s71ja78ge4.pages.dev/193s71ja78ge4.pages.dev/375s71ja78ge4.pages.dev/61s71ja78ge4.pages.dev/52
audi q7 2.0 tfsi test
