BY JENS MEINERS
This 500-hp monster is the strongest commitment to the diesel engine yet.
Some folks are writing off the diesel. The future, they say, lies in electric vehicles, with hybrids as the transition technology. Diesel fuel is expensive, they continue, and there is the further popular conception that diesels are not “clean.” In reality, a diesel typically shaves 30 percent off fuel consumption, and diesel fuel savings are even more substantial at high speeds. New technologies make burning diesel clean as—if not cleaner than—gasoline combustion.
Diesel: Fueling Passion?
It is true that the European market for diesels is still huge, but for most companies and consumers, diesel is a means to achieve fuel-efficiency, not fun. There is, however, one company where diesel enthusiasm still reigns: Audi. Allow us to offer as proof Audi’s twin-turbocharged V-12 TDI, packaged into the unabashedly large Q7 SUV. Think of it as Audi’s unconventional response to the Mercedes-Benz ML63 AMG and the Porsche Cayenne Turbo S—the latter of which sits on the same platform as the Q7—as well as upcoming M versions of the BMW X5 and X6. In fact, the Q7 V-12 TDI was developed by Audi’s Quattro GmbH high-performance division, and Audi even considered officially dubbing it an RS model.
A diesel-powered Audi RS? The company decided against it so as not to limit this SUV’s appeal, but we wouldn’t have objected. The straight-line performance of the Q7 V-12 TDI is impressive. From 1750 through 3250 rpm (redline is a typical-for-diesel low 4400 rpm), it delivers an earth-melting 738 lb-ft of torque. The long, flat ceiling of the torque curve suggests that more would easily have been possibly, were it not for concerns about the transmission’s durability. Even so, this Q7 uses a strengthened six-speed ZF HP32—the biggest, strongest unit available on the market. Power is rated at a flat 500 horsepower.
A Quick, Angry-Sounding Beast
On the road, few cars can keep up; Audi says the 0-to-62-mph sprint takes just 5.5 seconds and—more impressive—133 mph is achieved in 15.7 seconds, just a few tenths slower than the last base Corvette we tested. These figures, which we couldn’t verify with test equipment, seem absolutely credible. Power is instantly available. Push the throttle, and you get treated to an evil growl as the Q7 lurches forward. We were surprised at the sound level; Audi wants it that way, though, and in fact it’s almost completely designed into the exhaust system. The 6.0-liter V-12 works smoothly and quietly otherwise.
At 156 mph, the governor kicks in; the theoretical top speed is 171 mph in standard configuration, while 176 mph would be possible with minor tweaks. But the 155-mph cut-off is fine with us, since it is part of a voluntary agreement by the German auto industry that has thus far helped to keep the autobahn unfettered by an overall speed limit. After all, we prefer a real 155 mph to a theoretical 176.
This 6.0-liter V-12 is a completely new engine, but it shares components with Audi’s family of V-6, V-8, and V-10 engines. Audi wants you to believe this engine is derived from the engine of the Le Mans–winning R10 TDI race car, but there are few commonalities besides the high-pressure common-rail injection system.
Less Hippo, More Tutu
Despite this SUV’s considerable heft—5700-plus pounds—it feels light and agile. The steering setup is more direct than in other Q7 models, and the adaptive air suspension can be dialed into a dynamic setting that pushes the capabilities beyond typical-SUV territory. In this setting, body roll is almost nonexistent. As for the Quattro all-wheel-drive system, the power distribution is flexible, but the standard setting is 40 percent front and 60 percent rear.
Roadholding is further improved by the Q7’s huge rubber; 20-inch wheels are standard, 21-inchers are optional. Audi engineers have lapped the Nürburgring Nordschleife in as little as 8 minutes 50 seconds, a hugely impressive performance for a large, top-heavy SUV. Of course, this means off-roading is off-limits; with this SUV’s footwear, you’d probably need to get towed off wet grass.
Stopping power from the standard carbon-ceramic brakes is exceptional, and we were not able to produce any fade, despite a considerable amount of high-speed braking during autobahn stints. The carbon discs measure 16.5 inches in the front and 14.8 out back.
Audi Refinement Inside, Big Presence Outside
The interior shows Audi’s trademark attention to detail. Our test car was decidedly sporty, with carbon-fiber appliqués and a dark, cold color scheme. There is no loss of room for people or cargo over more pedestrian Q7s, meaning space is abundant.
It’s fine to show off your choice of a V-12 diesel with a badge on the rear, but first you need more plebeian vehicles to move out of the way, and Audi has made sure the Q7 V-12 TDI does not stay unnoticed in rearview mirrors. Large air intakes and two strips of LED daytime running lights are unique to this version of the Q7. More subtle modifications to the rest of the exterior include vertical chrome strips in the front grille, RS-type aluminum mirror covers, wider fenders, and a restyled rear bumper with two large exhaust tips.
This SUV isn’t exactly politically correct, but you’ll smile every time you fill it up. Fuel consumption in the European cycle is rated at 21 mpg, a figure that is entirely realistic. On a particularly challenging stretch with repeated top-speed charges, we averaged about 13 mpg. Not great, but a figure that is hard to reach in any high-powered SUV with a gasoline engine, even if driven moderately.
Audi is considering further applications. There is a running prototype of an R8 equipped with this engine, and the next-generation A8 is another likely candidate. It could also fit into the Porsche Cayenne, but we vividly remember the pointed tongue lashings Porsche CEO Wendelin Wiedeking has given diesel power in recent years. We suspect, too, that Audi wants to keep this technology for itself.
At the equivalent of about $185,000, this is the most expensive Audi currently offered, even slightly topping the long-wheelbase A8 W-12 that, admittedly, has less power. The U.S. won’t get the Q7 V-12 TDI for now (commence lower-lip trembling, American diesel fans), but Audi executives aren’t shutting the door entirely. Should we buy a lot of Q7s fitted with the 3.0-liter V-6 TDI, they might reconsider.
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