Almost Letter-Perfect

It will be a red-letter day for cross/utility vehicles when the '07 Audi Q7 arrives in U.S. showrooms in June.

Not only will the event mark Audi AG's first serious entry in the market's most dynamic segment, it will herald significant advancements in refinement and function — the attributes that define utility vehicles.

That Volkswagen AG's luxury brand is the best-kept secret in mainstream America won't help sell the Q7. Audi has enjoyed steady sales gains this decade, but through the first quarter, its share of the U.S. market trails all its main competitors except niche-volume Porsche AG.

Instead, the auto maker hopes to use the Q7 to build the brand. Audi is aiming for about 35,000 annual sales to start, but its long-term volume target is closer to 50,000. Audi is counting on the Q7's styling to differentiate itself enough to achieve those numbers.

The Q7 boasts Audi's new face, which is dominated by a grille so large as to appear disproportionate to the rest of the vehicle. Standing nearly perpendicular to the road, the grille towers 19 ins. (48 cm) from the bottom of the front fascia to a point just below the crest of its distinctive creased hood.

Despite its luxury-brand pedigree, the Q7 is a capable vehicle in all but the most hostile off-road environments. Equipped with Audi's trademark quattro all-wheel-drive system, the Q7 also features a new-generation transfer case from BorgWarner Inc. and a central, self-locking Torsen differential.

A brief sojourn off the Arizona blacktop reveals responsive steering and the benefits of a stance tall enough to accommodate a fording depth of just over 20 ins. (51 cm).

The Q7's base engine is a trusty 280-hp 3.6L V-6, while a stout 350-hp 4.2L V-8 is optional. Both employ Audi's excellent direct-injection gasoline technology, known as Fuel Straight Injection (FSI).

The V-6 and V-8, respectively, generate maximum torque of 265 lb.-ft. (360 Nm) at 2,500 to 5,000 rpm, and 325 lb.-ft. (440 Nm) at 3,500 rpm.

The V-8 displays adequate tip-in response, though not exhilarating. At low revs, it seems lazy and is louder than expected — laboring, no doubt, under the its 5,467-lb. (2,487-kg) curb weight.

Still, the Q7 is unquestionably an Audi, feeling extremely nimble. The independent suspension, with its double wishbone front and 4-link rear setup, transmits just enough feedback to maintain a close connection with road or trail.

At cruising speed, the Q7 stays remarkably flat on winding pavement. And the adaptive capability of its 4-corner air suspension helps keep the Q7 horizontal on an undulating stretch of desert sand.

The “dynamic roll stabilization” feature of Audi's air suspension system increases damping forces in response to steering input and body lean.

Based on the Audi A6 sedan architecture, the unibody Q7 is 12 ins. (30 cm) longer than its platform-mates, the Porsche Cayenne and Volkswagen Touareg.

But the larger footprint enables the Audi to accommodate one of the segment's most functional and comfortable interiors.

The front-seat bolsters offer the right balance of give and take for a long haul. And the 6-passenger Q7 — it also comes in 5- and 7-passenger configurations — boasts a stylish console with cupholders that grab like locking pliers.

Third-row seating boasts a superior folding mechanism from Faurecia SA. With the single flip of an accessible lever and a gentle push, its third-row headrests collapse before the seatbacks neatly fold flat. The result is a cargo compartment with the elegant fit and finish expected of an Audi interior.

Audi even advances the technology used to access the Q7's cargo area. Its power tailgate, which comes standard on models equipped with the V-8, can be programmed to open to a predetermined height. This ensures the activation button to close the hatch is never out of reach.

The Q7's top selling points, however, are buried in the logarithms of its electronic driving aids. The time required to dream up such technologies may explain Audi's belated entry in the rapidly maturing CUV market.

The Q7's “side-assist” system from Hella KGaA Hueck & Co. detects vehicles approaching from the rear at distances up to 165 ft. (50 m) away. It then determines their speed and activates a flashing light if conditions are unsafe for a lane change.

The lights are mounted neatly on the edges of the side-view mirrors. A little too neatly, because they are sometimes difficult to see from the driver's seat. However, a slight turn of the head accomplishes the task, which is a far sight easier than the full head-swivel required to check blind spots the traditional way.

This technology complements the Q7's adaptive cruise control system, which is so sensitive it can be used in bumper-to-bumper traffic and can bring the vehicle to a stop — a first for Audi.

Approaching a queue of traffic, feet off the pedals, the Q7 decelerates smoothly from near-highway speeds. Resisting the overwhelming urge to brake, the driver subconsciously braces for an impact that never comes.

Instead, the vehicle's 6-speed automatic transmission gently downshifts until it rolls to a quiet stop on its own. The driver can reactivate the system with the flip of a switch.

A remaining question is whether its price will be out of reach. The Q7's $49,900 starting sticker exceeds that of competitors such as the Cayenne, Volvo XC90, BMW X5 and Mercedes-Benz M-Class, according to a Ward's segmentation.

With the establishment of the Q7 nameplate, Audi incurred the legal wrath of Nissan Motor Co. Ltd., which features the QX56 SUV and Q45 sedan in its Infiniti brand's showroom. But a court ruling upheld Audi's claim, by virtue of its quattro technology.

How will Audi spell success in the future? With a ‘Q.’