Before the autumn leapfrog with prices, each of these four cost from five to five and a half million rubles. All of them are potentially seven-seat, all have gasoline engines with power from 306 to 333 Horse power. And the main intrigue is this: will the latest Audi Q7 3.0 TFSI (333 hp) and Volvo XC90 T6 (320 hp) be able to surpass the old-timers of the full-size crossover segment, which will be the proven BMW X5 xDrive35i (306 hp) .) and Mercedes-Benz GL 400 (333 hp)?
By the way, why GL, and not his "younger" brother GLE, cheered up by re-styling? Because the GLE cannot be a seven-seater - and it hasn’t even reached the Russian press park yet.
Therefore, we took the GL, which after the update will carry the proud GLS index (the letter S stands for S-class). Flagship! This is not the elegant Q7 or XC90, friendly and peaceful in a European way. Even BMW — and that one now intellectually gravitates toward moral pacifism, although branded “nostrils” and Bavarian “angel eyes” still cause a desire to step aside. And only Mercedes is brutal and unceremonious: scat, small fry!
Audi Q7 is the new Everest in the auto industry: more obedient than a BMW and more comfortable than a Mercedes
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Imperial manners are also felt in the Mercedes interior, solid and solid, like a mausoleum. Old-fashioned rows of buttons and a tiny multimedia display by today's standards only reinforce this feeling. But how convenient everything is here! In addition to the hyperfunctional steering column lever (a tradition!) And standard wide seats (chic multi-contour ones - for a surcharge).
Vanguard with a human face: full of quality technocratic Audi interior does not require getting used to. For the quick-firing and quick-witted ZF “machine gun”, Audi made as many as five modes, including manual. Although one thing is enough - the adaptive program Auto
BMW is an enveloping modernity, doubly pleasant thanks to the comfortable optional seats. Branded eccentricities with paddle levers are in the X5. But with a pair of non-fixed BMW levers, you find a common language much faster than with the Mercedes “one-armed bandit”.
Four-zone climate control for Audi, BMW and Volvo is available as an option for 40-60 thousand rubles
And techno fans will be crazy about Audi. Ease of style, clarity of lines. Every detail, whether it's a small button or a huge touchpad, is in its place. And the seats with massage, ventilation and countless adjustments (270 thousand rubles) complete the idyll. Moreover, Audi has the lowest, actually light, landing. But the optional Audi virtual cockpit monitor is positioned vertically – and the colorful virtual instrument cluster even appears to be tilted backwards.
Selecting from the seven Audi presets can be done either via the menu or directly with the drive select hot arrows. Dynamic, Comfort and Efficiency by name and essentially correspond to sport, comfort and eco modes in BMW and Volvo
Beautiful pictures with roll angles (the same can be shown by BMW and Mercedes) and the ability to soar over a quarter-meter track are the advantages of the lift / offroad mode (it is active up to 35 km / h). But at the same time, the Audi Q7, like Volvo, turns into a stool: the suspension has no rebound travel. For driving on primers, auto is better, where there is a smooth ride and a 20-centimeter clearance
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In Volvo, the seat is set five centimeters higher than in Audi. And what a chair! Deep, multi-contour - no less comfortable than in Audi and BMW. Here you want to admire the exquisite lines of the door upholstery and the exhibits of the jewelry exhibition on the central tunnel, and then go headlong into the colorful, but complex world of the built-in "tablet". Volvo will turn anyone into an introvert!
As soon as information about the fifth generation Discovery was leaked to the Web, sofa experts and jeepers-Old Believers, as they say, were bombed. The rejection of the integrated frame in favor of a load-bearing body was taken by the public with hostility. As well as changes in design, thanks to which the new "disco" for once can boast of good aerodynamics, but lost its charm and became like a Range Rover.
My colleagues and I have long forgotten how to think in stereotypes and we meet statements like “a jeep without a frame is not a jeep” with a smile. Instead of chattering, we thoroughly test and meticulously check. That is why for a week they drove a seven-seater Discovery with a 249-horsepower three-liter diesel engine and air suspension through cities and villages. We stood in traffic jams, wound kilometers of suburban highways on the odometer and swaggered in a sand pit. Moreover, the "Englishman" whiled away this time not alone.
The first serious contender -. Also a debutant of our comparisons. Its three-liter diesel engine produces the same 249 "horses". Plus optional "pneuma", which provides excellent "geometry" off the pavement.
Opponent number two - . He has only two diesel liters, but the 235 forces taken from them make him feel like part of the party. Air suspension and a third row of seats help to look even more convincing. In addition to Volvo, in our company only Discovery can boast of it.
Finally, our last client is . Don't be surprised if you haven't heard of this car before. But it was this SUV that in 2015 staked out the title of the first serial plug-in-hybrid from Munich. In September last year, he reached us. two liter Gas engine 245 hp supplemented by a synchronous electric motor integrated into an eight-speed automatic. The total return of the power plant is 313 forces, which is noticeably more than that of opponents. And it does not matter that air suspension in the arsenal of the "X-fifth" does not exist in principle. Even if he is somewhat inferior to competitors on the road, on the pavement he will surely give a light. With this thought, I jumped behind the wheel - and the sucker closer pulled the wide door into the opening.
BMW X5BMW introduced its first SUV on the platform of the "five" with the E39 body in 1999 and produced it for eight years. In 2006, it was replaced by the second generation X5. And in November 2013, the release of the third began. Despite the fact that the platform has remained the same, it does not have any common features with its predecessor. body part. Diesel and gasoline engines are available on the Russian market, as well as the xDrive40e hybrid version (this is the one used in this test). In any case, an eight-speed automatic is responsible for changing gears. ENGINES: gasoline: 3.0 (306 hp) - from 3,900,000 rubles. diesel: 3.0 (218 hp) - from 4,100,000 rubles. hybrid: 2.0 (313 hp) - from 4,730,000 rubles. | Volvo XC90The first Volvo SUV was released in 2002, and he had to wait an indecently long time for a replacement. Only 13 years later, in August 2014, the Swedes showed. The car is based on a corporate-wide modular platform SPA (Scalable Product Architecture). Like competitors, it is offered with gasoline or diesel powertrains and a classic eight-speed automatic. At the same time, out of the entire test four, only Volvo can be ordered with front axle drive. Hence the attractive base prices. ENGINES: gasoline: 2.0 (249 hp) - from 3,549,000 rubles. diesel: 2.0 (190 hp) - from 3,379,000 rubles. |
| The first generation car debuted in September 2005 at the Frankfurt Motor Show. The current, second generation, was presented in January 2015 in Detroit. At the base - modular platform second generation MLB. The Bentley Bentayga is also based on it, and it will also form the basis of the future Porsche Cayenne. In Russia, both diesel and gasoline engines are available for the Audi Q7. The gearbox is exclusively an eight-speed automatic. ENGINES: gasoline: 2.0 (252 hp) - from 3,750,000 rubles. diesel: 3.0 (249 hp) - from 4,260,000 rubles. | For the first time the name Discovery sounded in 1989. The new SUV was supposed to fill the gap between the utilitarian Defender and the luxurious Range. The second generation appeared nine years later and was the result of a rethinking of the first. And only in 2004, the British introduced a really new - the third generation of the model, which, with the modernization of 2009, smoothly turned into the fourth. It was the last frame Discovery in history. debuted at the close of last year and received a load-bearing body. Available with diesel and petrol engines. The gearbox is a non-alternative eight-speed automatic. ENGINES: gasoline: 3.0 (340 hp) - from 4,181,000 rubles. diesel: 3.0 (249 hp) - from 4,033,000 rubles. |
electrocoal
If you've never seen a BMW X5 xDrive40e before, that's par for the course. If you have seen it, you are fantastically lucky, and it is likely that right now you are looking at this particular car. For nine months of Russian sales BMW dealers managed to implement only six hybrid "X-fifths". Despite the fact that even the "handsome" Prius for the same time bought almost three times more - 16 pieces! Nevertheless, despite the exclusivity of the hybrid, out of curiosity, we took it for a test.
Distinguishing a hybrid from a gasoline or diesel BMW X5 is like sticking two fingers into a socket. The charging hatch on the front left fender and the catchy nameplates on the C-pillar give away the electric nature. A lithium-ion battery paired with a conventional 12-volt battery hides in its usual place - under the trunk floor. As you may have guessed, this is the first serious "cant". If two years ago, during the test of the mono-fuel X-fifth, we measured 460 liters of volume under the luggage curtain, then only 332 liters were found in the hybrid. By the standards of a full size family SUV- unacceptably small. But the most annoying thing is that I don’t have an intelligible answer to the logical question of what exactly hybridity offers in return. Moreover, any arguments for I am ready to smash to smithereens.
Fuel consumption in normal driving? There is nothing for the hybrid to cover here. The manufacturer talks about three and a half liters per hundred, but, in our experience, the real figures are three times higher. Outside the city, the BMW turns out to be the most voracious in our quartet, and at the finish of the 100-kilometer section, passed by cars one after another, it displays 11.9 l / 100 km. At the same time, the rest of the consumption barely exceeds 10 l / 100 km.
If you want a BMW X5, take the power of 249 forces. It has a full-fledged trunk, it accelerates to a hundred in the same 6.8 seconds, fits into a relatively reasonable tax segment and will almost certainly be more economical than a hybrid. After all, it is cheaper by at least 670,000 rubles. And if the craving for driving on electricity still haunts you, you can take an electric city car "for change" Renault Twizy. With a range of 100 km, one battery charge is enough to get you to and from work. And the baby is charging the same three hours.
And only now, when we can digress from the hybrid component, I boldly declare: “X-fifth” is cool. In November, the current generation will be four years old, but it cannot be called obsolete. The quality of the finish, the level of equipment and ergonomics are at the highest level. If something betrays age, it is not the highest resolution of the trip computer screen and monochrome analog displays of the climate unit. Although many will call it loyalty to tradition. Legacy, so to speak.
In the second row it is very free: an almost flat floor and a fair amount of space for the head and knees. Climate block compact - the envy of Volvo. So, if you manage to stuff all the suitcases into the trunk of a hybrid, five of us can go medium-range distances without complaining. And yet in this car, I would prefer to sit in the front left. Because in the Sport mode - when the steering wheel is filled with a pleasant effort, and the active shock absorbers are “gathered” in the best sense of the word - the “X-fifth” clings to the trajectory no worse than other sports sedans, remaining quite comfortable. And BMW has amazingly fast accelerator responses. And more… Just go for a test drive!
And they will reach out to you
Not so long ago, on the way to work, I listened to an interview with a corporate host on the radio. I remember one curious moment: all the musicians invited to the events asked this guy to represent them with the utmost restraint. Without any "the best rock band" or "the guys who rock everyone enchantingly" there. Right step! After all, if you are not a narcissist, it is much easier and more pleasant to do things without too much pressure. Now you will understand what I mean.
When my colleagues and I got acquainted with the second generation Volvo XC90, it was 2015 in the yard. "Scandinav" just arrived in Russia and looked at the city from every second billboard. He was promoted frenziedly on radio and television. Given that the second generation has been in the making for 13 years, the expectations associated with it were as high as the Empire State Building. As a result, a good car was completely flattened by a layer of cloying advertising.
Two years later, I look at the XC90 with different eyes. Advertising passions subsided, and the car only got better. The same two-litre D5 diesel now produces 235 horsepower, ten more than before. Steering feedback is good at all speeds. Especially in Dynamic mode. And although the diesel Volvo with an eight-speed automatic is expectedly inferior to the more powerful hybrid BMW in terms of extreme dynamic capabilities, it is even more pleasant to prescribe trajectories on it. And how delightfully the “Swede” keeps a straight line! No lane keeping assistant needed.
The interior of the test Volvo with a leather-wrapped front panel is perceived no cheaper than the Bavarian one. And he's not screaming at all.
Just look at the matte veneer on the front panel - these pieces of wood make you want to take them with you.
But not everyone will like Volvo ergonomics. Claims are the same: the lack of real buttons and the need to explore the menu of a 12-inch tablet just to turn off the start-stop system or some obsessive assistant. Of course, those who bought the XC90 will quickly get used to it. But another thing is also true: older buyers may simply not want to get used to it.
In terms of space in the second row, Volvo and BMW are again very similar: the places above the head, in the shoulders and knees are almost one to one. The only difference is that the XC90's center passenger is more likely to bang their knees on the climate control unit, whose touchpad protrudes into the cabin. But in the sleeve of the "Swede" is a trump card in the form of a third row of seats, so that the "extra" passenger can be sent there. With a height of 176 cm, I settled quite comfortably in the “kissing places”. And if you are lower, you will not feel the difference with the second row at all. And even in a seven-seat configuration, Volvo is able to shelter a couple of rather big backpacks in the trunk. If you fold the third row back, the seats are just in bulk: 468 liters.
Run from Shawshank
For a moment I panicked: wrong car! It sounds strange - but when you work in the magazine "Behind the wheel", this sometimes happens. The editorial parking lot is a small asphalted patch, on which each newcomer inevitably blocks the one who parked earlier. In order not to distract each other from work, we usually leave the car keys to the guards. And so, at the end of the day, I go downstairs, take a keychain with four rings and jump into an Audi Q7, carefully fitted by a colleague a couple of hours earlier. After five or six kilometers, a short glance at the odometer - and the body gets a chill. On trip computer virtual panel instrumentation shows the value “42,000 km”: a child's mileage for a private car, but for comparison, this is not quite what you need. So I thought that I accidentally "hijacked" a similar car of someone from the board of directors. Or, even worse, one of the important guests who came to the negotiations. I slowed down, reached into the glove compartment for documents ... Everything turned out to be in order. With me. Too bad the same can't be said for the car.
The Audi Q7 is installed, which copes better with huge torque. I didn’t expect “preselective” shift speed from hydromechanics, but the thoughtfulness of the box on the test car turned out to be simply monstrous. In normal mode drive systems Select between "pushed the pedal" and "got" Q7 allowed himself a three-second delay. And although drive select can be switched to Dynamic mode, and the machine to Sport, this does not completely solve the problem. In this situation, the machine of the test Q7 no longer wants to immediately be taken to the trash, but colleagues confirmed: this should not be so.
When setting the final points, we took into account the fatigue factor of the machine and did not reduce Audi's acceleration rating: the 3.0-liter diesel engine pulls very confidently. The following phenomenon also helped to forgive phlegm: with very serious limiting capabilities, Audi does not at all encourage active driving. It can easily go through a corner faster than a Volvo XC90. And, perhaps, when sorting out the speed, it will begin to slide outward no earlier than the "x-fifth". However, even in Dynamic mode, you do not want to rush headlong. The Q7 steering wheel does not “open canned food”. And the suspension will still remain soft - tuned mainly for comfort. It is this quality that is the main strong point of "ku-ziben".
Audi's rear row is much more spacious than passenger seats Volvo and BMW, and in all directions. Only here the three of us do not have to push our shoulders. In addition, the seat itself is more successfully molded: the stampings do not put pressure on the shoulder blades, the hips always find support - even tall people do not have to keep them on weight. And the volume of the trunk - like the XC90. In general, if we talk about long-distance trips, the choice is obvious: Audi Q7.
The driver's seat is great too. Although some decisions surprised. I did not expect to see a completely stupid touchpad in the new model - during the test I did not use it even once. I didn’t like the thick, non-fixable joystick of the machine with the “parking” button at the very top. As conceived by ergonomists, it should serve as a wrist rest for those who for some reason need a touchpad. However, as in the case of the Volvo multimedia tablet, we did not reduce the assessment of Audi for these features. If you like the car as a whole, you can get used to almost everything. As for the finishing materials and ergonomics of the main functions, I don’t remember that the “rings” disappointed us: everything is fine.
Pedal horse
First there was a spare. The people who worked on really wanted to see her on the fifth door. For this reason, the glass was made asymmetrical, and the license plate was shifted to the left of the center. It came out nice. On the second generation car, the location of the spare wheel and the number was preserved, because the “disco” itself remained, in fact, the same car - despite the fact that at the time the second generation was released, the first one was in its tenth year. In the third coming, the spare wheel moved under the bottom, and the asymmetrical glass of the fifth door and the “curved” number were kept for recognition. But - good God! - the creators of the fifth generation have no excuse for such an ugly trunk lid.At first, I tried not to approach Discovery unnecessarily from behind. It's like a horse that can kick. Even now I am much more pleased to look at him in profile or three-quarters in front. After all, from these angles, "disco" - almost! In addition to external resemblance to the flagship, they also have technology in common. Apart from the motor and gearbox, the cars have the same wheelbase, power structure front end, steering and suspension architecture. And behind the wheel of a "disco" there is no feeling that this car is simpler or cheaper than a Range Rover.
The layout and ergonomics of the interior are one to one. As well as finishing materials. A well-known steering wheel with a thin rim, a classic double-glazed window control unit placed on the door “sill”, and a corporate selector washer automatic box. If you ever sat in the Range, every little thing will seem familiar. Marketers cheated Discovery in favor of the older model with only two things: a digital dashboard and door closers. It is easy to come to terms with such losses.
Firstly, in the gallery, albeit not much, but more spacious than in Volvo. Secondly, both passengers have access to three-stage seat heating and a personal USB slot. Finally, the seats of the second and third rows do not need to be folded and unfolded manually - an electric drive is provided. One control panel for this splendor is built into the lining of the left trunk wall, the second is located at the rear right door. Towards the end, Discovery “stings” competitors with a trunk: 560 liters, according to our measurements, in a five-seat configuration - absolute record! Although in the seven-seat version, a slight advantage is still on the side of Volvo.
A three-liter diesel sounds beautiful: low, juicy and not intrusive at all. Unlike Volvo, Land Rover and Audi brilliantly hide the diesel nature, protecting the interior from vibrations and characteristic chirping. The main surprise lies in the fact that 249 forces for the Discovery heavyweight is enough not to be shy either in the city or on the highway. Moreover, faster than this motor allows, driving a “disco” is already uncomfortable. Land Rover conquers with a smooth ride and keeps a straight line best of all in the quartet. But once you fall into a turn a little faster than necessary, and you won’t want to do this again. Its handling is predictable and quite adequate, however, against the background of its current competitors, the Discovery is a fast and comfortable truck.
There is not much point in discussing the issue of price in relation to the cars of this test. With careful handling of the configurator, each of them (and even the hybrid X-fifth) can cost five million rubles. And in order to make the right choice in conditions of equal price, you just need to think about the purpose of use.
BMW X5 perfect for the role of everyday car for the whole family. And if you don't decide to be the seventh Russian to choose a hybrid, there's enough room inside for both people and things - even if you have triplets. Regardless of the version chosen, the Bavarian will be passionate and fast. And even if its off-road capabilities are more modest than those of the others, this is compensated by the pleasure of driving on asphalt.
When the fourth child is born and the passion for active driving begins to fade, you can change to Volvo XC90. "Scandinavian" also allows you to enjoy active driving, it looks more confident on the roads and has a third row of seats. The only thing it may lack is comfort when driving on a long distance. And if this is essential for you, pay attention to Audi.
Q7 of the second generation turned out to be almost flawless. And although it is deprived of the driver's spark of the above-mentioned opponents, it is he who is the most comfortable, convenient and thoughtful car in today's test. And with a thoughtful approach and off-road moderately good.
Controversial. It is spacious, but does not impress with the convenience of the second row. He is fast enough and understandable, but turns are not his forte. Nevertheless, excellent smoothness, the highest level of equipment (only here there is heating of the third row and ventilation of the second), a huge trunk and off-road capabilities make it the leader of today's test. If you periodically go off-road and do not see the tragedy in asymmetry, the choice is more obvious than ever.
CAMEL DYSTROPHYAlexander Vinogradov Not many people in their right mind will buy a crossover for five or six million to iron plowed fields on it. However, everyone wants to know that his car is capable of great feats. We'll drive the cars onto Zarulev's branded zero-traction roller platforms, and then throw the SUVs into the sand pit. |
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| The hybrid BMW X5 40e is armed with the proprietary xDrive system, and the traction motor is integrated into the gearbox. There are no off-road modes in the arsenal, air suspension in a circle - too. Of course, when our roller platforms were under the front wheels, the “X” moved out, not allowing even the slightest slip. But with diagonally set platforms it turned out to be more difficult: the slip was decent. But the car did it. X5 could not cope with three platforms. Moreover, hybridity clearly interfered with him: automation kept switching energy sources. And in field conditions the same trouble happened. Overcoming sandy slopes at first did not cause problems: a completely flat bottom and competent redistribution of momentum help a lot. But at the most inopportune moment, the internal combustion engine suddenly stalls and the car switches to electric traction. To help the "smart enthusiast" a little, I had to go to sports mode- in it the petrol engine works constantly. But here a second problem arises: the wheels slip too early, and the wide road tires only exacerbate the situation - the X5 is buried. Although the BMW did not master the difficult sandy climb, sitting in the middle, it did not need a cable. The car got out of the trap in reverse. Soon the onboard computer reported overheating. | Slid off the platforms under the front wheels with a noticeable slip. When we set the platforms diagonally, in normal transmission mode, the Q7 folded. The rollers succumbed to him only after turning on the offroad mode. Is it any wonder that the “ku-seventh” did not master the three platforms? Moreover, unlike the BMW X5, there were no signs of torque on the free wheel in principle. In the sandy quarry, Audi at first felt more confident than the “X-fifth” - thanks to the air suspension, which allows the car to be “lifted up” significantly. However, the heavy climb with a deep rut, on which the native of Munich became discouraged, turned out to be too tough for the native of Ingolstadt. No matter how hard Audi tried, no matter how roared the diesel "six" - in vain. |
| Volvo XC90 The Volvo XC90 surprised us. Rollers "Swede" passed under a blueprint with BMW. Barely noticeable slip when leaving the platforms under the front wheels, a little more rotation when leaving the “diagonal” and capitulation in front of three platforms. Although the free wheel was twisted. But the Volvo quarry was not embarrassed. Thanks to the air suspension and off-road presets, which, in addition to the raised body, also imply a speed limit. Not a downer, of course, but also something. Diesel Volvo does not sound as intelligent as the "six" Audi or "turbo" hybrid BMW, but confidently lucky where both "Germans" give up. At first, the XC90 also could not master the calibrated climb, but after three or four attempts, raising fountains of sand, climbed to the top. | But all this Kindergarten and playing in the sandbox. land Rover Discovery c - that's who the king of off-road! From the rollers under the front wheels, the "disco" drives off instantly, the same story with the "diagonal". We put three platforms: two in front and one behind - the “Englishman” copes with this task, and it didn’t even need to turn on the off-road mode and downshift. For dessert - the final exercise, to which only a few have reached in the entire history of our roller tests: one free wheel in front. Land Rover tries to figure out the situation for 10-15 seconds ... and in the end still transfers the moment to a free wheel. Victory! What about natural terrain and shifting sand? Discovery rides on them with amazing audacity. The difficult climb, which the Volvo barely mastered, turned out to be a cakewalk for the "disco". We had to go even further - we found a very steep hill, which, judging by the tracks, was conquered only by ATVs. On the second try, Land Rover took it. It does not matter that in the fifth generation the "Englishman" began to look glamorous. Off-road it is still a very strong player. |
MANUFACTURERS DATA
| BMW X5 | VOLVO XC90 |
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| Curb / full mass | 2055 / 2750 kg | 2230 / 2980 kg | 2223 / 3170 kg | 2130 / 2750 kg |
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| Acceleration time 0–100 km/h | |||||||
| 210 km/h, electric - 120 km/h | |||||||
| Turning radius | |||||||
| Fuel / fuel reserve | |||||||
| Fuel consumption: urban / extra-urban / mixed cycle | 7.3 / 5.7 / 6.3 l / 100 km | n.a. / n.d. / 3.3 l / 100 km | 8.6 / 6.8 / 7.5 l / 100 km | 6.4 / 5.5 / 5.8 l / 100 km |
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| ENGINE |
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| diesel | hybrid (petrol + electric, synchronous) | diesel | diesel |
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| Location | front, lengthwise | front, lengthwise | front, lengthwise | front, transverse |
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| Configuration / number of valves | |||||||
| Working volume | |||||||
| Compression ratio | |||||||
| Power | 183 kW / 249 hp at 2910–4500 rpm | ICE: 180 kW / 245 hp electric motor: 55 kW / 75 hp in total: | 183 kW / 249 hp | 173 kW / 235 hp |
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| Torque | 600 Nm at 1500-2910 rpm | ICE: 350 Nm at 1250-4800 rpm electric motor: 250 Nm total: 450 Nm | 600 Nm at 1750-2250 rpm | 480 Nm at 1750–2500 rpm |
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| TRANSMISSION |
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| type of drive | |||||||
| Transmission | |||||||
| Gear ratios: I / II / III / IV / V / VI / VII / VIII / z.x. | 4,71 / 3,14 / 2,11 / 1,67 / 1,29 / 1,00 / 0,84 / 0,67 / 3,32 | 5.25 / 3.03 / 1.95 / 1.46 / 1.22 / 1.00 / 0.81 / 0.67 / n.a. |
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| main gear | |||||||
| CHASSIS |
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| Suspension: front and rear | multi-link, pneumatic | multi-link | multi-link, pneumatic | multi-link, pneumatic |
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| rack-and-pinion, with electric booster | rack-and-pinion, with electric booster | rack-and-pinion, with electric booster | rack-and-pinion, with electric booster |
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| Brakes: front and rear | disc, ventilated | disk, | disc, ventilated | disc, ventilated |
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| 275/40 R20 front, 315/35 R20 rear | BMW X5 | VOLVO XC90 |
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| Workplace driver | The driver's seats of all SUVs are successful: they are perfectly profiled, with a full range of electric adjustments. But questions may arise for the controls: someone will not like the non-fixed selectors of Audi and BMW machines, someone will criticize the huge and thin Discovery steering wheel. Nevertheless, we again gave the subjects nine points, because at the end of the test week we realized that it was only a matter of habit. And with visibility order. Each car can be equipped with a surround view system. |
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| Governing bodies | |||||||
| Salon | If we talk about the quality and convenience of the interior, it is not easy to single out one of the cars. Each has its own ergonomic features and “chips”, but a premium spirit hovers in all. Seriously, there's nothing to complain about. Evaluating second-row seats is easier: here the clear favorite is Audi. The interior width of the Discovery also allows three to sit well, but the seat is set too low and the hips are on weight. BMW and Volvo are just closer together. In terms of luggage liters, Land Rover is out of reach. The outsider here is the hybrid BMW X5: the battery eats up the lion's share of the trunk. But the usual “X-fifths” in this indicator are quite comparable with the Audi Q7 and Volvo XC90. |
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| the front of | |||||||
| Rear end | |||||||
| Trunk | |||||||
| Driving performance | The leader in terms of accelerating dynamics is the BMW X5. Moreover, he owes a high assessment by no means more than powerful engine, and the perfect tuning of the motor-automatic linkage. On my own diesel Audi only a little slower, but the thoughtfulness of the box in kick-down mode spoils the impression. The slowest is Land Rover. He likes to turn less than others. There are no complaints about the brakes to anyone. Even the hybrid BMW pleases with a uniform effort on the pedals. |
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| Dynamics | |||||||
| Controllability | |||||||
| Comfort | No SUV can be called loud, but Volvo is still a little short of competitors: on abrasive asphalt, tire noise clearly penetrates the cabin, and the two-liter engine immediately gives out its diesel nature. In terms of ride comfort, Land Rover and Audi are at the forefront: thanks to the long-travel suspension. Discovery gets the maximum score in the “Climate” column: none of the competitors offers ventilation to passengers in the second row, and heating to the inhabitants of the third. |
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| Smooth running | |||||||
| Adaptation to Russia | Discovery and XC90 are absolute leaders in terms of geometric cross-country ability. Rising on tiptoe of the air suspension, both demonstrate a fantastic ground clearance- 270 and 275 mm, respectively. But the angles of entry, exit and ramp are more impressive for the "Englishman", so we did not spare the highest score for him. Audi Q7 is close enough to the leaders: 245 mm under the bottom and good angles. But BMW is lagging behind: only 205 mm is protected. Audi owes a high rating for service to a long warranty, Volvo - to large service intervals. Only Discovery has a full-size spare tire. The BMW X5 has no spare wheel at all. |
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| Geometric patency | |||||||
| Exploitation | |||||||
| Interim assessment | 8,87 | ||||||
| Behavior off the road | The Land Rover Discovery is packed with Terrain Response presets, low gearing, gigantic suspension travel and metal crankcase protection. The hybrid BMW X5 is a complete absence of off-road "presets", a small suspension travel and a crankcase covered with a felt apron. The Volvo XC90 and Audi Q7 are somewhere in between, both with plastic engine guards and limited off-road capability. |
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| Power-to-weight ratio | |||||||
| Endurance | |||||||
| Suspension moves | |||||||
| Overall score | |||||||
The editors would like to thank Villagio Estate and the administration of the Renaissance Park cottage settlement for their help in organizing the shooting.
Audi Q7 is German car in a new body and advanced technologies.
Volvo XC90 is a Swedish car with new features, exterior and interior.
German front end with a new massive trapezoid-shaped radiator grille with chrome crossbars and a trapezoid-shaped frame. Massive bumper, narrowed lights. Depending on the modification, the optics come with xenon or LED filler. The side view shows the roof falling towards the stern, large wheel arches with original wheels.
At the rear of the Audi Q7, you can see a huge fifth door, unique headlights and a narrow strip parking lights. The bumper is compact, with a nice diffuser and exhaust pipes.
The updated look of the Volvo XC90 has got stylish lights, the bonnet is reminiscent of the BMW x6. The radiator grille has not changed much, it is surrounded by chrome. Individually shaped air intake. Additional lights placed below. The location of the fog lights has changed. At the stern you can see a massive trunk and a powerful bumper.
Headlights go down from the roof. The exhaust system looks different, it is located below the bumper.
Audi Q7 and Volvo XC90 interior
The interior of the Audi Q7 looks amazing. There is more space inside now. The instrument panel and console in the center were designed neatly, practically and informatively understandable. For the driver, the multifunction steering wheel was updated, all the seats are comfortable. The instrument cluster contains a 12.3-inch digital screen - this panel is only available as a feature. Front seats with el. drive, ventilation and heating.
The equipment includes: 7 or 8.3 inches multimedia system screen, 2 or 4 zone climate system, luxury audio system, parking sensors, cruise control system, various security structures.
Inside the Volvo XC90, everything is also done at a high level, high-quality finishing materials. Noise isolation has also become better. On the instrument panel are the usual keys and a 9.5 inch touchscreen monitor. All seats are quite comfortable with side support and adjustable headrests.
The equipment includes: DRL with LEDs, heated front seats, 4-zone climate control, 6 PB, full el. package, a full package of security structures and circular parking sensors.
Video
Start of sales in Russia
Sales of the Audi Q7 in our country will begin in the fall, and sales of the Volvo XC90 will begin this summer.
Complete set
- Base, Comfort, Sport and Business - 2-liter engine. 252 "horses", gasoline, gearbox - AT, drive on both axles, acceleration - 6.9 s, speed - 233 km / h, consumption: 8.8 / 6.6 / 7.4
- Motor 3 l. 249 "horses", diesel engine, gearbox - AT, drive on both axles, acceleration - 6.9 s, speed - 225 km / h, consumption: 7.3 / 5.8 / 6.4
- Motor 3 l. 333 "horses", gasoline, gearbox - AT, drive on the axis of the axle, acceleration - 6.1 s, speed - 250 km / h, consumption: 9.4 / 6.9 / 7.8
- Momentum - 2-liter engine. 190 "horses", diesel engine, gearbox - AT, front axle drive, acceleration - 9.2 s, speed - 205 km / h, consumption: 5.8 / 5.0 / 5.3
- Motor 2 l. 225 "horses", diesel engine, gearbox - AT, drive on both axles, acceleration - 7.8 s, speed - 220 km / h, consumption: 6.4 / 5.6 / 5.9
- Momentum 7-seat, Inscription, Inscription 7-seat, R-Design, R-Design 7-seat - 2 HP engine 190 "horses", diesel engine, gearbox - AT, front axle drive, acceleration - 9.2 s, speed - 205 km / h, consumption: 5.8 / 5.0 / 5.3
- Motor 2 l. 225 "horses", diesel engine, gearbox - AT, drive on both axles, acceleration - 7.8 s, speed - 220 km / h, consumption: 6.4 / 5.6 / 5.9
- Motor 2 l. 249 "horses", gasoline, gearbox - AT, drive on both axles, acceleration - 8.2 s, speed -215 km / h, consumption: 9.3 / 6.9 / 7.7
- Motor 2 l. 320 "horses", gasoline, gearbox - AT, drive on both axles, acceleration - 6.5 s, speed -230 km / h, consumption: 9.3 / 7.1 / 8.1
Dimensions
- L*W*H Audi Q7 – 5069*1968*1741 mm
- L*W*H Volvo XC90 -4950*2008*1775 mm
- Wheelbase Audi Q7 - 2 m 99.6 centimeters
- Wheelbase Volvo XC90 - 2 m 98.4 cm
- Clearance Audi Q7 - 23.5 centimeters
- Ground clearance Volvo XC90 - 23.5 centimeters
Price of all packages
The price of the Audi Q7 is from 3,755,000 to 4,997,000 rubles. Price Volvo XC90 from 3265000 to 4540000 rubles.
Audi Q7 and Volvo XC90 engine
This year's Audi Q7 power units are presented in 4 types of engines:
- Petrol 2 l. TFSI motor, power - 252 "horses", acceleration - 6.9 seconds, average consumption- about seven liters, top speed - 233 km / h.
- Petrol 3 l. TFSI motor, power - 333 "horses", acceleration - 6.2 seconds, top speed - 250 km / h.
- Diesel 3 l. motor, with power - 218 "horses", acceleration - 7.2 seconds, consumption - 6.2 liters, top speed - 234 km / h.
- Diesel 3 l. motor, with power - 272 "horses", acceleration - 6.3 seconds, consumption - 5.7 liters, top speed - 240 km / h.
Ruler power plants Volvo XC90 consists of 4 engine variations:
- Diesel 2 l. engine 190 "horses", acceleration - 9.2 s, speed - 205 km / h, consumption: 5 liters.
- Diesel 2 l. engine 225 "horses", acceleration - 7.8 s, speed - 220 km / h, consumption: 5.6 liters.
- Petrol 2 l. engine 249 "horses", acceleration - 8.2 s, speed -215 km / h, consumption: 6.9 liters.
- Petrol 2 l. motor 320 "horses", acceleration - 6.5 s, speed -230 km / h, consumption: 7.1 liters.
Trunk Audi Q7 and Volvo XC90
The luggage compartment of the Audi Q7 is designed for 2075 liters. The luggage compartment of the Volvo XC90 is designed for 1900 liters.
Final conclusion
As a result, we see that both cars are fully improved. Improved all technical data, also chassis, interior decoration and appearance. Price category and the Audi Q7 and Volvo XC90 are high, which is typical for premium cars. The choice, gentlemen, is yours, it all depends on your preferences.
These cars are the flagships model ranges in their companies. Both are crossovers. Both have both five- and seven-seat versions. And both are long-awaited: the first Audi generation Q7 lasted exactly ten years on the assembly line, and the Volvo XC90 - eleven and a half! It’s just that until now it was impossible to call these cars rivals: after all, Audi is a full-fledged “premium”, while Volvo was previously referred to this segment only with a stretch. Will the most revolutionary Swedish novelty in recent decades manage to change its status?
In appearance, the Audi brand is unmistakably recognizable. But not everyone can immediately determine that this is the new Q7 - the design is too impersonal
In our test, Audi acts as a kind of benchmark. Although not the most massive on the market: sales, for example, of the Mercedes GL-Klasse are almost three times greater. However, the Ingolstadt novelty at the start was limited by quotas, while the sales of the Stuttgart opponent are limited only by the solvency of buyers. But what do we care about these two authorities, if they both begin to be pressed a year ago by playing a league lower than Volvo? This is where the real revolution happened!
It is even more difficult to recognize the novelty from behind: the designers have tried so hard to preserve the style of the model that even an experienced motorist may wonder if this is the new Q7, or the old one ...
Against the background of Audi, the new Volvo looks much more interesting. In general, I would call the design of the new XC90 an absolute success of the Swedes. Judge for yourself: the corporate style here, like that of Audi, is clear. At the same time, even a blonde who is far from technology will be able to recognize in the new XC90 not just the flagship of the model line, but also the company’s novelty, while looking at the Q7 and among men, not everyone will immediately understand that he is facing a new generation of the model.
The new XC90 differs radically from all previous models of the company. By and large, only the branded oblique bar on the radiator grille reminds of belonging to the Swedish brand.
What do you prefer: a jewel-cut classic from Germany or a futuristic challenge from the Scandinavians? Both options are good in their own way, but to be honest, the design of the Volvo is still more attractive. Although it blows with Nordic coolness, this northern breeze against the backdrop of another German Ordnung is perceived as a breath of fresh air. Audi design peremptorily dictates an appropriate dress code for all passengers. Does everyone like a strict dress code?
Behind the Swedish flagship looks a little less futuristic: the company's chief designer Thomas Ingenlath retained the characteristic shape of the taillights and the large VOLVO lettering on the tailgate in general terms.
The same trends can be seen in the interior of both crossovers. However, Audi's armchair severity is no longer perceived as conservative as appearance. The front panel is a masterpiece of conciseness and elegance. The central and right side ventilation deflectors have become almost a single whole, instead of the console there is only a small “tide” under the climate control unit, and the front panel itself goes to the door cards like winglets on airplane wings. There is not a single extra detail! However, there is no ascetic minimalism either.
The front panel of the old Q7 looked massive and larger. New crossover became more elegant and refined. You sit down here and it’s as if you are throwing off a dozen years: you want to take off your tie and think not so much about status as about sports, drive, dynamics ...
Perhaps not the last role in the perception of interiors is played by color design. And here the bright interior of the "German" again contrasts somewhat with the strict appearance of the dark blue body. On the rear Audi sofa, even with the seats of the first and second rows completely shifted towards each other (the rear sofa with separate seats here, like the front seats, is adjustable in the longitudinal direction), there is a feeling of freedom and spaciousness, although in fact there is not so much space . The only thing missing is multimedia entertainment for rear passengers or folding tables for a laptop - without them, the Q7 passenger compartment begins to be associated with a bus.
The classic interior of the Audi is imbued with modern technology. Multi-mode color monitor dashboard, a retractable media system display and a beautiful remote control for the entire multimedia economy bring the feeling of the car to new level. Moreover, using electronics, although not quite familiar, but intuitive
Dark Volvo interior also does not match the appearance of the car. But if on the “German” the strict body design breaks the “lightness” of the bright interior, then on the “Swede” the opposite is true: the freshness of the exterior is suddenly replaced by business twilight. Leather and wood trim, complemented by a “diamond” engine start knob and a “barrel” for selecting driving modes, in combination with more voluminous forms of the front panel, only add a sense of solidity and status.
Leather trim, woodgrain inserts and exclusively dark colors- The interior of Volvo, unlike the exterior, sets up in a fairly strict way, while maintaining, however, a looser "dress code" for the driver: it is still permissible to replace a business suit and tie with jeans and a jumper. Maybe it's because the quality of the finish is not perfect? - at least the seams on the leather inserts could be stitched more accurately ...
The main difference from the "German" is in the multimedia component. If on Audi all electronics look like a logical evolutionary development of automotive media systems, then Volvo is closer to the “computer” Tesla electric car. This comparison is prompted by a very similar, vertically oriented "tablet" with a strict menu with numerous subsections. Through touch screen literally everything is controlled: from seat heating to engine and suspension settings. Moreover, the menu itself has minimal color embellishments, although both the navigation map and images from external view cameras are full-color. The driver from time to time begins to feel like a system administrator.
Volvo has fewer interactive dashboard settings than Audi. However, the display on the console is not much inferior in functionality to a tablet computer: it is easy to get lost in the menu in its subsections. And the fact that there is no separate touchpad for control is compensated by a multi-touch display, which the German opponent does not have. The only pity is that it leaves fingerprints
Behind - similar to the front part of the feeling of business twilight and discreet luxury, which even the panoramic glass roof is not able to brighten up to a "sunny" perception. But there are no associations with "public transport" at all. Space for passengers in the middle row of seats with “oncoming” adjustments of the first two rows is at least - not even a child will sit down. However, the range of longitudinal adjustments of the middle row (as in Audi, here it consists of three separate seats) is greater. As a result, there are no problems with accommodating tall passengers.
Separate second-row seats in both crossovers can be moved forward, but if front seat shifted back, then in Volvo (on the right) in this situation there is practically no legroom. However, the number and range of adjustments in the XC90 allow all passengers to comfortably accommodate. In Audi, an adult passenger will be able to sit in the back at any adjustment. And also in Audi, and in Volvo second a row of seats can be turned into a two-seater "coupe" - lowering the back of the middle seat
Special mention should be made of the third row. The fact is that one is available for both compared models, but in our test, seven-seat only Volvo. Therefore, we will evaluate it according to this parameter, as they say, out of standings. It's a pity, because the "gallery" on the XC90 was more convenient than expected. AT long way adult passengers, of course, it is better not to go. However, there is no obvious discomfort or embarrassment either. When unfolding, the rear seats rise above the trunk floor, move the middle row forward a little, and voila - the knees fit and do not lift up to the ears. Stamping on the ceiling leaves a margin of headroom. And of the amenities, not only armrests and cup holders, but even individual ventilation deflectors and a lighting cover!
Sitting behind the wheel, an unprepared person can experience a real culture shock. It's all about the settings of the driver's seat. At first, we were content with the standard ones - in length, height and angle of inclination of the back. Even this was enough to get a comfortable fit. Then it's time to use heating or ventilation. The third stage in comprehending the mystery of the perfect fit will be the development of the "joystick" of additional adjustments.
The main "trick" for adjusting the driver's seats is a round "joystick" on the side of the base. With it, you can adjust not only the depth of the lumbar support or the length of the seat cushion, but also the lateral support and the overall “grip” of the seats. With such a wide range of options to determine which of the chairs is more comfortable, the task is almost impossible.
And it’s hard to find fault with other aspects of ergonomics. The differences are more at the level of nuances. So, in Audi, everything, as they say, is in its place and is almost blind. And only the visibility let us down: with such narrow pillars, the wide back sides of the exterior mirror housings were unpleasantly surprised (in fact, they hide the entire sector between the body pillar and the mirror, making the small triangular windows in the doors useless), and there was no rear view camera in our configuration. Well, at least the "parktronic" works flawlessly: parking "by ear" allows you to literally turn a blind eye to the lack of cameras. Volvo is better in this regard: it is only slightly inferior to Audi in the "direct" view, but "video surveillance" allows you to control the entire perimeter.
Engines
The biggest difference between our two crossovers is in the engines. Volvo has a four-cylinder engine with a volume of only two liters under the hood. In fact, two packs of juice, each of which is "charged" with 160 "horses". Against this background, the degree of forcing Audi is much more modest: "only" 111 horses per liter. But the liters themselves are half as many: exactly three. Accordingly, the power of the "German" is 333 hp. against 320 for the "Swede".
The dense layout of the engine compartment of both crossovers leaves no doubt about maintainability: only service centers. The fact that Volvo's in-line "four" is located transversely does not give any advantages: free space is occupied by numerous mounted units
Once on the road, you expect powerful acceleration and a soft “step” from Audi. And, in principle, expectations are justified: acceleration is assertive and smooth at the same time, and the initial stiffness is easily “treated” by switching the air suspension to Auto or Comfort mode. However, the response to the gas in this case becomes a little dampened, if not lazy. Activating the Efficiency or Dynamic modes improves acceleration, but expectedly worsens the smoothness of the ride. The driver is fine, but the passengers are not. A compromise can be the Individual mode, in which the engine can be set to a dynamic mode, and the suspension to a comfortable one. Or vice versa - whichever you prefer.
Chassis tuning games are interesting. However, for most drivers, the most versatile Auto mode is fine.
In terms of handling, Audi once again deserves to be compared to the benchmark. I won’t even say which of the cars available on the Russian market has such an impeccable interaction with the driver. Any maneuver is given easily and naturally. Asphalt, even broken, does not strain either the hands or the vestibular apparatus of the driver at all. Banks in corners ... They rather warn that no setting can deceive the laws of physics. But even in an emergency, the Q7 does not make “sudden movements” that frighten an inexperienced driver and force electronic security systems to give in.
The Q7 is first and foremost an excellent balance of road performance and comfort. In any of the individual parameters, you can find a car with slightly better performance. But none of them will be such a harmonious combination of them.
Volvo after Audi is perceived differently. And it's not just the difference in tires (our Q7 was shod in friction Continental tires ContiVikingContact 6, while the XC90 had a studded Nokian Hakkapeliitta 8 SUV). At the end of the test, I deliberately drove a similar Volvo on Velcro for a while and found that the difference in handling only intensified. The "Swede" does not react so clearly to the actions of the steering wheel, the smoothness of the ride even in the most comfortable mode is still a little worse, and the noise level is somewhat higher. However, these nuances cannot be considered shortcomings: for a debutant in the top-level premium crossover segment driving performance XC90 are quite high. It’s just that against the background of Q7, you can clearly see what is still missing for the optimum: as our chief editor Dima Krotov said, the degree of roasting is not yet the same ...
The main disappointment in Volvo is the lack of "noble" habits. This annoying feeling starts with the sound of a two-liter "four", continues in the not-so-ideal work of an eight-speed "automatic" and reaches a peak in tire noise.
However, a strange thing: the imperfection of Volvo for some reason does not repel. On the contrary, it turns on the driver! Only two liters in the engine? But this does not fundamentally affect the intensity of acceleration (unless the “automatic” is constantly late with gear changes). Does the suspension not cope delicately enough with the joints of overpasses or speed bumps in inter-district driveways? But the feeling of sportiness is sharper and there is definitely no detachment from the road.
The XC90 even has the makings of self-management: in the presence of clearly visible markings and the absence of heavy traffic on the highway, the crossover is able to independently control traffic in the lane. But in the corners, the "autopilot" does not work.
Having rolled on the asphalt, we move out to the country road. Of course, on tires designed for fast movement on highways (you must admit that the owners of both models are unlikely to put “toothy” mud Boggers or Goodrichs on their cars), you won’t go far off-road. However, numerous electronic systems, coupled with an air suspension that increases ground clearance, give hope to get stuck going further than expected.
Our rivals have different ground clearance ranges: Audi's ground clearance ranges from 210 to 245 mm, while for Volvo these values range from 237 to 267 mm. If the Audi profile looks big station wagon, then Volvo looks closer to classic SUVs. Moreover, the Swedish car looks organic at any level of air suspension, while the “German” in the lower position seems a little flattened along the road, and in the upper position, as if standing on tiptoe
We raise the bodies to the highest positions and, in turn, check our test subjects on typical urban obstacles: a high curb, a roadside ditch, beach sand ... It’s a pity that at the time of the test in Moscow, not only snowdrifts, even the usual slush was not. Therefore, overcoming winter obstacles remained “behind the scenes”. As for the other obstacles, none of them caused any difficulties. Unless Volvo in front of the curb requires more accuracy due to the additional optics located low in the front bumper.
All-wheel drive in both Audi and Volvo is more suitable for more confident driving on the roads: there is no demultiplier, no locks - only their electronic imitations. They then saved when hanging the wheels
Both crossovers showed approximately equal abilities. The difference is in the nuances: the Audi center clutch connects a little longer rear axle, and Volvo's electronics imitates wheel locks a little worse. And keep in mind that on both vehicles, the towing eyes are removable, that is, not designed for serious rescue operations.
So could the new XC90 line up with the Q7? To be honest, not really. More precisely, he stood in a row, but the level of feeling the quality of the car is still not so high. The “Swede” still does not have the precision and attention to detail characteristic of the German opponent. Audi conquers the fact that any function, any option, if necessary, can be activated when required. And in motion you will think about anything, but not about what is happening there under the wheels.
Measurements Drom.ru
Coating
dry asphalt
Winter, without studs (Audi), studs (Volvo)
Temperature
Volvo is completely devoid of the "fat" of the engine displacement and does not try to completely isolate the driver and passengers from the outside world. The XC90 is more willing to “inform” riders about the state of the asphalt under the wheels, and it is removed from the worldly bustle not so much by noise isolation as by more numerous electronic security systems and driving assistance. And after all, it’s not to say that they greatly interfere with unity with the car - rather, the “Swede” himself cannot always “explain” with the driver. He lacks the clarity of steering and synchronism in the operation of the engine and the “machine”. Who cares, but I got the impression that Volvo is an electronic gadget on wheels, many of whose shortcomings can be fixed with a simple firmware update.
| Renault Duster | ||
|---|---|---|
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Classic timeless design | Weak external identification of novelty |
| Refined ergonomics in the cabin | Insufficient equipment with electronic options in the standard version | |
| Excellent ride balance | ||
| Lada 4×4 Urban | ||
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Fresh and at the same time original appearance | "Unsolid" two-liter engine |
| Saturation with electronic security and comfort systems | Insufficient running smoothness | |
| Favorable price/equipment ratio | Flaws in the quality of the interior | |
Audi is for those who value stability and are accustomed to classic solutions. From a truly wide range of finishes and options, you can "design" a truly unique car, the owner of which will always be confident in its qualities and status - as in the invariance of a classic suit and tie.
Specifications of the tested vehicles (manufacturer data)
| Audi Q7 3.0TFSI Quattro | Volvo XC90 T6 AWD | |
|---|---|---|
| Body | ||
| Type of | Wagon (SUV) | Wagon (SUV) |
| Number of seats/doors | 5/5 | 7/5 |
| Engine | ||
| Type of | Petrol, turbocharged | Petrol, with double supercharging |
| Engine location | Front lengthwise | Front transverse |
| Number and arrangement of cylinders | 6, V-shape | 4, in a row |
| Working volume, cu. cm | 2995 | 1969 |
| Power, hp at rpm | 333/5500-6500 | 320/5700 |
| Torque, Nm at rpm | 440/2900-5300 | 400/2200-5400 |
| Transmission | ||
| Drive unit | Full | Full |
| Transmission | 8-automatic transmission | 8-automatic transmission |
| brakes | ||
| front | Disc ventilated | Disc ventilated |
| Rear | Disc ventilated | Disc ventilated |
| Suspension | ||
| Front | Independent, pneumatic, double lever | |
| rear | Independent, pneumatic, multi-link | |
| Dimensions, volume, weight | ||
| Length/width/height, mm | 5052x1968x1715-1750 | 4950x2008x1746-1776 |
| Wheel base, mm | 2994 | 2984 |
| Clearance, mm | 210-245 | 237-267 |
| Curb weight, kg | 2045 | 2004 |
| Fuel tank volume, l | 85 | 71 |
| Trunk volume, l | 890-2075 | 310-495-1899 |
| Tires | 255/50 R20 | 275/45 R20 |
| Dynamic characteristics | ||
| Maximum speed, km/h | 250 | 230 |
| Acceleration to 100 km/h, sec. | 6,1 | 6,5 |
| Fuel consumption, l/100 km | ||
| Combined cycle | 7,7-8,1 | 8,5 |
| CO2 emissions, g/km, eq. Class | 179-189, Euro 6 | 197, Euro 6 |
| The cost of the car, rub. | ||
| Basic equipment | 3 630 000 | 3 773 000 |
The smartphone is in my left hand, and I'm scrolling through the Facebook feed with my right hand. Sleepy morning traffic creeps slowly from traffic light to traffic light, and I crawl along with it to the subtle accompaniment of a murmuring diesel engine. I sit behind the wheel of a Volvo XC90, but I do not touch the steering wheel or the pedals, periodically glancing at my neighbors downstream. Look, the car drives by itself! Let not for long, even if demanding to periodically touch the steering wheel, but - herself. Be sure to click a selfie, but it's better to make a short video - and post it immediately. Isn't this my finest hour?
Or, let's say, like this: display a news feed on the screen of the Audi Q7 media system, then look at the weather, and then specify the time of tomorrow's flight from Sheremetyevo. Then enter the address of the tax office into the navigator, which is just on the way to the office, and better inspect the location on Google satellite images for parking. I am too businesslike to waste time, and even in a traffic jam I am able, if not to work, then at least to get the information I need. With quick movements, I rotate the puck of the media system, go to the touch panel and enter the desired address without looking up from the road. Failed? Then another time. Drivers of neighboring cars still can't see what I blindly wrote with my finger there.
The largest of Audi crossovers stubbornly combs the traffic flow and enjoys well-deserved respect on the road, but is not perceived at all by an elephant in a china shop. If the first generation Q7 seemed heavy and heavy, then the current car has gained a light and chiseled elegant figure with a solid hexagonal grille. The dimensions really have become a little smaller, but the main thing is that the profile of the crossover has become lighter, as if it is not a crossover at all, but elevated wagon audi A6. However, everything is in place in the TTX - a five-meter body, a three-meter wheelbase, and a spacious seven-seater saloon.
The Audi Q7 reigns in the stream exactly until the moment when the new Volvo XC90 pulls up. This is a real show-stopper among crossovers, especially at dusk, when the headlights are brightly lit with Thor's hammer LEDs. To recognize in it the heir to the former XC90, which was produced for 13 years, is not so simple, but the general stylistic details can be found without difficulty. For example, lanterns lined with a zigzag or a not so clear, but still obvious window sill line running along the entire body. The new XC90 has become not just more solid - it is visually larger, stronger and more brutal than before. The concept of soft styling has changed dramatically - if before we just knew that Volvo cars were safe, now the XC90 seems simply impregnable, and the owner likes this feeling. Next to the Audi, this Volvo seems to be much larger, although the overall characteristics suggest otherwise. But the fact that the new XC90 enters the segment of large premium crossovers on an equal footing is beyond doubt.
Inside the bright and airy Volvo interior, you want to put on slippers right away. Thick glass isolates from the outside world, a Bowers & Wilkins audio system worth 200 thousand rubles softly booms. The front seats are completely unsportsmanlike, but you don't want to get out of them. Among a dozen electric drives, there are those that will correct the length of the pillow and hug the side bolsters. It's certainly expensive here, but what's most impressive about the XC90's cabin is not the quality or selection of materials. Here, comfort and visual security, which seems to be touchable, are combined with absolute high-tech: strict lines, elegant chrome, large displays - and no clutter of buttons and levers. For a smartphone user, everything is familiar here: menu screens can be scrolled through with finger movements, the navigator map can be scaled with tweaks.
There is no notorious lens on the gear selector handle in our configuration, but the existing one seems quite sophisticated. Next to it is an elegant rotary handle for starting the engine and a textured “twist” for selecting driving modes. On the console - a line of media keys with buttons for turning on the heated windows. And nothing more. Instruments come to life and a projector on the windshield turns on, immersing in the atmosphere of films about the future - those in which people are organized in an ideal society, walk in white clothes and operate touch surfaces with chiseled graphics.
Salon Audi is more honest and it seems to be more real. This is ultra-modern techno, to which the Q7 came in an evolutionary way, retaining everything that is familiar to the owners of any of the Audi models. Unless the L-shaped knob of the "machine" lever is out of the general style, but in fact it turns out to be in place, since it serves as an excellent palm rest when operating the media system or adjusting the climate. Virtual Audi instruments familiar, contrasting and well perceived. Changing the view, like on Volvo, will not work, but this is not required. The display sticking out on the console seems a bit alien, but if you remove it, it turns out that something is missing in the cabin again. Especially after the interior gadget XC90 with its “tablet”.
From the Volvo driver's seat, the end of the cabin is almost invisible, and behind the first row of seats is really very spacious. No matter how you move back and forth parts of the passenger sofa, there will be plenty of space for both the knees and above the head. There is also a separate climate control system, and heated seats, and curtains on the windows, and even 220-volt sockets. Plus, two more quite decent places in the trunk, which are easily removed to the floor, if so many seats in the cabin are not needed. Above the folded luggage seats, 692 VDA-litres remain, and in the five-seater version, a good 30 liters.
Audi offers even more: 890 liters of luggage space, room in the shoulders and a wide sofa. The second row is not as comfortable as in Volvo: there is a massive central tunnel, but there is enough space for three people to sit down without touching each other. Finishing materials are also of the highest grade, and in the list of options there is a set no worse than that of a competitor. But in the Q7, you don’t want to sit in the back seats - a verified driver’s toolkit beckons behind the wheel, where the seat in German correctly distributes the load, and the side bolsters are adjustable not only at the back, but also at the pillow. And buttons with handles, whatever one may say, are still more convenient than the labyrinths of the menu of the touch media system. It turned out to be easier to enter the address into the navigator the classic way using the washer of the MMI system, and not the touch panel, which now and then confused signs and Latin letters with Cyrillic ones. And even more so it will not work to do it on the go.
The course of the new Q7 is excellent, even though there is a diesel engine under the hood. The V-shaped "six" develops quite civilian 249 hp, but generously distributes torque from the lowest revs and pleases with pleasant traction. In urban conditions, the reaction of the car to the accelerator seems calm and confident. But it's worth a little piss off the engine, as the Q7 becomes very fast and responsive. Acceleration is very easy for a six-cylinder engine, and an eight-speed automatic can afford to work smoothly even in a dynamic chassis version. The solid muttering of the engine at high speeds turns into an aggressive almost gasoline roar - you can’t tell by the sound that it’s a diesel engine. The diesel Q7 rides juicy and expensive, as befits a car of this class.
The Volvo XC90 has no "sixes" at all, and all engines are four-cylinder two-liters. And a diesel in the D5 version with a power of 225 hp. its four cylinders work out in full. Behind the gas pedal swedish crossover follows very sensitively even in the comfortable mode of the chassis, and in the dynamic mode it becomes very sharp, requiring careful handling of the accelerator. Eight gears automatic clicks quickly and imperceptibly, and in urban modes with traffic lights starts and active rebuilding Volvo seems more dynamic than the quieter in the reactions of Audi. Although it is faster in the Q7 limit, and when accelerating at highway speeds, the XC90 begins to suffer from a lack of torque. In addition, the two-liter Volvo engine turns sour at high speeds and does not sound as noble as the “six” Audi.
However, the harsh nature of the diesel fits well with the new XC90, which was taught to really interesting ride. If the model old generation on the go was a bumpkin, now the crossover rolls very moderately, reliably writes arcs of turns and pleases with intelligible feedback on the steering wheel. Of course, there are limits to what is permitted, but they are far enough away. And everything that goes beyond these limits is suppressed by the electronics of the stabilization system. And just in time - in the limiting modes of reaction, the cars are no longer so clear, and the suspension does not have time to work out all the bumps. The dynamic suspension mode does not fundamentally change the picture - the crossover is still confidently on the road, but it starts to react nervously to the accelerator, and clamps the suspension too actively, forcing the steering wheel to dance in the hands on bumps.
Chassis comfort is not Volvo's forte. It's fine on a good road, but noticeable potholes make the car wobble uncomfortably. Heavy wheels with a diameter of 21 inches deprive the suspension of the nobility that gives Audi passengers. The new Q7 is definitely one of the most comfortable cars stamps. The suspension isolates passengers superbly from bumps, and even in dynamic mode, the chassis remains quite comfortable, although it begins to more carefully count the joints of the canvas with slaps of 20-inch tires. On the Audi, you can safely roll, almost without disassembling the road, or actively cut turns for your own pleasure. The steering remains informative even on a broken road, the suspension is collected, and the reactions are accurate. In turns, the force on the steering wheel logically increases, always leaving the driver with a clear feeling of the car.
Even though it stretches five meters and weighs two tons, the Audi feels like it rides and steers almost like a car. In part, this is also why he absolutely does not want to be dragged off-road. Dirt does not suit him, as well as the brutal XC90. Yes, and in terms of cross-country ability, both cars are uneven with classic SUVs like Toyota Land Cruiser 200. Their body geometry is light, adjusted for the size and capabilities of the air suspension, for which owners are invited to pay at least 120 thousand rubles. Volvo's patency is also limited by optional thresholds, which are of little use - it is inconvenient to stand up on them, and even your pants get dirty. But if the owners decide to pay extra for the air suspension, then the Volvo owner will have a head start. The Swedish crossover can rise from 187 mm to 267 mm, and its ground clearance in standard mode is an impressive 227 millimeters. Audi hovers on 175 mm passenger cars by default, although at the limit it is able to vary the ground clearance from 145 to 235 millimeters.
Another thing is that neither one nor the other has a real off-road transmission. The idea to seriously knead the dirt is unlikely to occur to the owner of a premium crossover, so the designs are relatively simple. The Q7 is built on the global Volkswagen MLB platform with a longitudinal engine and offers traditional Audi all-wheel drive with a Torsen self-locking differential and torque distribution in favor of the rear axle. The XC90, built on the SPA platform, has a transverse engine and rear wheels leads Haldex coupling which works almost instantly. Both cars painstakingly mimic locking diffs, but neither has much of an advantage in off-road running. The suspension travels are small, there are no real differential locks. But both are able to helpfully squat for loading luggage and beautifully draw diagrams of the distribution of moment between the wheels on the screens.
Given the range of equipment that Volvo offers XC90 buyers, as well as the quality of finish and build, the price of the Swedish crossover seems perfectly adequate. But according to sales results, Audi is ahead by several bodies: 1,227 Q7s sold in the first quarter versus 152 XC90s sold. But it feels like the new XC90 is much more common on the roads. It looks like the eye just doesn't cling to the Q7 which looks like everything Audi models simultaneously. Not like the new XC90 with its brutal appearance and Thor's hammers in the headlights. This means that the finest hour for Volvo designers has already arrived. Dealers don't yet.
We express our gratitude to the residential complex "Olympic Village Novogorsk. Apartments" for their help in filming.
