Essential Accessories for Audi Q7 and SQ7 2025

Audi's three-row SUVs are entertaining and adaptable, but a little update might not close the tech gap.

Should you be searching for a high-end German SUV with seating for more than five people, the Audi Q7 presents a very attractive option. Similar full-time three-row vehicles with somewhat larger and more expensive price tags are the Mercedes-Benz GLS-class and the BMW X7. The dimensions and cost of the Q7 are more in line with the Mercedes GLE-class, which only has a third row of seats available as an option. (The third row is no longer available at all in the BMW X5) The upper-gobbling SQ7, which sits in between the GLE's two highly modified AMG powertrains in terms of both price and power, will definitely catch the attention of speed enthusiasts.

To increase the appeal of the SUV, Audi mildly refreshed the Q7 and SQ7 for 2025. The fundamental ideas are still the same, despite some additional technology and style: the Q7 and SQ7 provide good value and corresponding driving dynamics.

Incremental Changes

The alterations aren't too noticeable because the Q7 and SQ7 are only being updated for 2025. The most evident upgrade is seen from a distance: Larger air intakes and redesigned headlamps are features of the new front fascia, while the updated rear end replaces the outdated tailpipe outlets with real, working ones. Customers purchasing SQ7s receive access to an additional lighting trick: for a little bit more customization, they can switch between four distinct daytime running light signatures. Other than that, you get the standard mid-cycle additions of fresh paint jobs and wheel designs.

The interior alterations are significantly smaller. The MMI infotainment software now has built-in support for well-known third-party apps like Spotify and Amazon Music, and there are new options for upholstery and trim. Additionally, the infotainment software provides Audi Themes, which mix particular ambient-light combinations with distinctive center-screen wallpaper. You decide whether $13 (for starters) is a fair price for a single JPEG.

Driving the Q7

The Q7's standard 45 model has a 261-hp turbocharged four-cylinder engine, but we drove the more powerful 55 version, which has a 3.0-liter V-6 turbocharged engine producing 335 horsepower and 369 pound-feet of torque. Although our testing was unable to achieve the factory-estimated time of 5.5 seconds to 60 mph, it settled at a somewhat slower 5.9 seconds. For the typical family, that's still plenty of get-up-and-go, and it will be useful when the car is completely packed with kids and sporting goods. Similar to the GLE-class, the Q7 55 and SQ7 have a towing capacity of up to 7700 pounds; the Q7 45 has a maximum weight of only 4400 pounds.

Although the six-pot on the Q7 55 doesn't exactly produce sweet sounds, the dual-pane acoustic glass that we had installed as an option on the first two rows of our car performed a remarkable job of blocking out road, wind, and engine noise. After attaching our microphones to a Q7 in Ann Arbor, we discovered that it is significantly quieter than the SQ7 that will be covered later—41 decibels at idling and only 70 decibels at wide-open throttle. We traveled the Utah's hilly back roads in near silence thanks to the Prestige trim's comfort-oriented air-spring suspension. However, that was only with the optional 21-inch wheels in place; sticking with the base 19s or the Premium Plus trim's 20s should result in even smoother driving.

But driving bliss isn't the only feeling that's available. By switching between Comfort and Dynamic modes, the Q7 55 gives off a respectable appearance of being more sporty. The eight-speed transmission performs a far better job of holding gears and keeping the engine in the powerband. The suspension and steering both stiffen up, and body motions are better controlled. However, it never really gets uncomfortable. We left everything in Dynamic and scarcely noticed any ride quality degradation, even after we had completed the twistiest parts of our driving route. This air spring tuning is upscale. It moves about our skidpad on all-season tires at a respectable to above-average 0.86 g, so it's not the most grippable object on the planet, but it's still got plenty of lateral suction for the rare long-distance corner carving session.

It's like saying hello to an old friend as you slide into the Q7. The interior is still very much a known quantity, even with a few little adjustments. The Virtual Cockpit gauge display is still as informative and adaptable as ever, and both the temperature panel below and the central touchscreen are simple to learn and operate at a glance. Though we do not appreciate the relative lack of front-row storage—aside from the door cubbies, there's a wallet-sized tray ahead of the center armrest, a small depression therein, and not much else—the standard vinyl dash topper does not exactly seem luxury.

Although the third row appears conventional, it is somewhat narrow for adults; your author, who is six feet tall, had his knees almost touching his chest even though his hair barely touched the headliner. Save those seats for little ones, pets, or quick excursions. With a single button press, they can be folded down when not in use. Due to the unusual 35/30/35 distribution in the second-row bench, Audi is able to provide five LATCH points over the back two rows. A whole lot of child seats, that. You may also read this: 2024 Toyota Grand Highlander Hybrid

Driving the SQ7

Our fully equipped Prestige-trim test vehicle drove the base price of the Q7 55, which is $67,095 with options, well above $80,000. But why end there? You may upgrade to the SQ7, which adds more cylinders, more power, and a ton more fun, for a starting price of $92,095 more.

The SQ7 retains its standard all-wheel drive and eight-speed automatic transmission, but its far more aggressive 4.0-liter twin-turbo V-8 engine generates 568 pound-feet of torque and 500 horsepower. Ingolstadt sandbaggers estimate a sprint time of four seconds flat to sixty miles per hour, a figure we were able to reduce to 3.8 seconds in our own tests. There's no escaping that V-8's song, even with the dual-pane acoustic glass; at wide-open throttle, our microphones picked up an 81-decibel howl that drops to 67 decibels at a steady 70 mph.

The roads that wind through the Uinta National Forest in Utah aren't as narrow as the ones we drove in the Q7; instead of hairpins, there are a lot of rapid sweepers, but the SQ7 always devours its lunch and begs for more. With Comfort mode, its sport-tuned air-spring suspension provides a cushion similar to that of the Q7, but with even less body motion in Dynamic mode. Part of it can be attributed to the optional S Sport Package fitted to our test vehicle, which includes a sportier rear differential and a clever anti-roll-bar system that adjusts roll stiffness dynamically with the help of an electric motor. However, everything works so seamlessly together that the only thing on your mind will be how much speed you have left to spare going into the next hairpin. The brakes should also quickly take care of any excessive speed that you may be carrying; at 70 mph, we were able to come to a 162-foot halt.

After the initial drive in Utah, our Michigan test vehicle switched to the more grippy Continental SportContact 6 summer tires. On our 300-foot skidpad, we recorded a solidly grippy 0.95 g without nearly as many crying out in pain.