As far as mid-life facelifts go, this is more of a ‘stretch here, tuck there’ than the full, drawn-out makeover. Such is the subtlety in the revised Q7. You sure would need a keen eye to notice the differences. In fact, I’m not even entirely convinced you’d be able to spot one on the road.

Dangerous, that. Audi’s conservatism could, on this occasion, mean the new Q7 slips under the radar of buyers of premium SUVs and becomes relegated into just an upmarket VW Touareg – especially as the new car was released to the world in May, but only arrived in the Middle East now.

There are other reasons for my scepticism. The first is that Land Rover is releasing revised versions of all its models. The second is that off-roaders aren’t being used off road any more, but as on-road status symbols. Prime examples are the Porsche Cayenne and BMW X5. With the buttocks-clenching, top-of-the-range, 493bhp 6-litre V12 Q7 not reaching Middle East shores (it’s a diesel, in case you forgot), it could get awfully difficult for Audi to stamp its authority in this segment, as Porsche has done so well with the hideously-ugly-but-brilliant Cayenne GTS.

First thing to look out for in the new Q7 – if you’re intent on picking out the differences – is the gigantic single-frame grille, followed by the LEDs at the rear, wraparound day-running lights at the front and the restyled bumpers. Internally and externally, in other words, the changes to the revised Q7 are hard to spot. But after three years of the old one, they are all welcome.
In the usual hard-to-fault interior, there are some detail enhancements to the switchgear and the top-spec S-line comes with climate-controlled seats.

On the options list is an HDD navigation that stores data, and, more interestingly, the carbon fibre ceramic brakes from the V12 Q7. Although I can vouch for them being hugely effective, they’re not strictly necessary.

The obvious engine choice for the region right now is this 4.2 FSI, which is cleaner and more frugal this time, but still releases a strong and linear delivery, and acceleration figures that aren’t to be ashamed of. It certainly felt rapid enough on the autobahns of the Munich-based test route.

In the hills away from the ’bahns, the air suspension set to the most dynamic setting of its five modes, the Q7 contains its roll well, and for such a big car, it feels easy making progress across Germany’s countryside back roads. There’s also no excess movement in the suspension, which induces confidence when driving at speed.

But while the V8 lugs 2.3-tons along nicely, the big beast still isn’t entirely comfortable being hustled, which makes it less entertaining than – yes, you’ve guessed it – a Cayenne. This would be a bad thing, were this 4.2 inclined towards the sporty agenda, but it isn’t; it’s just pretending to be that oxymoron, the ‘SUV that handles’. That particular edgy part is for the V12 monster to fill. This Q7 has a different set of requirements. At five metres long and two metres wide, it’s spacious inside and has flexible seating arrangements. Ground clearance also varies from 180 to 240mm, yet the ride quality always remains the same, varying from firm to soft, but always being well damped and has a quality that eliminates the harshest of bumps from the cabin. Makes you feel cosseted, I suppose. (No we don’t usually mention this kind of thing in evo, but in this case we’re left with no choice…)

If all this is beginning to sound a little ‘soft’ and disappointing, then perhaps I’m being misleading. Taken on its own merits, the new Q7 is really a very capable car with talents in all the right places. It’s just that when it comes to driving for enjoying, you shouldn’t kid yourself. Looking out of the window and noticing how high you are off the ground should cement that fact.
Audi’s SUV has effectively remained in the same ballpark: as a good all-rounder. Take driving pleasure out of the equation, and you’re still left with a fine everyday car.