Audi A7

	Audi A7
	Debut: 2018 Maker: Audi Predecessor: A7 (2010)

Published on 22 Feb 2018

The new A7 is an alarming signal that needs the company management to pay attention...

The second generation Audi A7 continues the strategy of luxury 4-door coupe, a kind pioneered by Mercedes CLS-class in 2004. This is a niche segment in which only 3 contenders exist (BMW 6-Series Gran Coupe is the other). Their combined sale volume is well below 100,000 units globally. In 2016, the A7 registered just over 26,000 sales, while BMW managed about 10,000 (Mercedes did not offer standalone figure for CLS, although it might be slightly higher than Audi). To make them financially viable, they have to be derived from their companies’ E-segment sedans. In the case of A7, it is A6.

The current A6 is about to be replaced, so it is not surprising to learn that the new A7 sits on the next generation A6 underpinnings. It is also closely related to A4 and A8, as all of them are based on the MLB Evo platform. When we say platform, we mean the mechanical layout, electronic architecture as well as key component set rather than the exact chassis. While A8 enjoys the most sophisticated aluminum spaceframe with carbon-fiber reinforcement, both the A7 and A6 are settled with more conventional materials (mainly high-strength steel, plus some aluminum chassis parts and aluminum suspensions) like the smaller A4. There are not many surprises in the use of technology, as we have already seen the engine range and Quattro Ultra system on the A4, as well as the 48V electrical system, 4-wheel steering, air suspension, semi-autonomous driving technology and touchscreen-based infotainment system from the A8. The wow-factor is rather limited.

Size remains unchanged, but the new design is a bit less beautiful.

The biggest selling point of A7 is looks, of course. While the car is virtually the same size as its predecessor at 4969mm long, 1908mm wide, 1422mm tall and 2923mm in wheelbase, it has adopted the company’s new design language which sports a sharper hexagonal grille and angular nose. In my eyes, those angular elements are perhaps over the top, because they serve to make the car different rather than more beautiful. The sleek side profile is largely carried over, but the tail is raised by 30mm thus the fastback does not drops as dramatically as before. The slimmer, full-width LED taillights don’t look as sporty as the old ones. Overall, you may be still attracted by the car’s sleek proportion, but the new Mercedes CLS looks a more elegant sculpture, and I guess the next BMW 8-Series Gran Coupe would be more stylish, judging from the 2-door concept.

Inside, the A7's cabin design is largely taken from the A8, especially the dashboard architecture with twin-touchscreen at the center console area – the upper one is for infotainment system while the lower one is for climate control etc. The instrument is a 12.3-inch TFT screen which doubles as the satellite navigation screen. Tech fancies will like the touchscreen control’s intuitive menus and haptic feedback, although in practice it is more difficult to access than the old MMI control while you are driving. As for space, the rear seat gains 21mm legroom and 5mm headroom, so it is spacious enough for two adults – just. Materials and build quality of Audi has always been high, and the A7 is no exception. It just feels a bit too cold and business-like, lacking the sense of occasion of Mercedes cabin designs.

A8 donates vast of technology to its cabin.

All A7 models run 48V mild hybrid system as standard, which recoups braking energy for coasting and automatic engine stop-start. The launching engines are the familiar 340hp 3.0 TFSI single-turbo V6 and 286hp 3.0 TDI V6. The former is smooth and more refined, offering good if not outstanding performance (0-60 in 5 seconds). The diesel is slightly more vocal and less willing at the top end, of course, but it feels stronger at the bottom end. Want a V8? Then you had better to wait for the S7. The 3.0 TFSI is mated with 7-speed S tronic gearbox and the part-time Quattro Ultra system. The diesel engine is too torquey for them, thus it needs ZF 8-speed automatic and permanent Quattro.

The traditional Quattro layout puts the engine completely ahead of the front axle thus results in less than ideal weight distribution. However, on a car as large and heavy as the A7, the adverse effect is relatively small. This is especially true as the high-end car has many optional equipment to regain the lost ground, such as 4-wheel steering and torque vectoring sport differential. Moreover, it offers 4 choices of suspension: standard setup, 10mm-lower sport suspension, adaptive damping and air suspension, although it doesn’t have the AI Active suspension of A8. A fully equipped A7 has its body motion well controlled and understeered well managed. However, like most big Audis, it is never exciting to drive. The steering feels like playing video games although its response is accurate. The car doesn’t feel as agile or as sharp to turn-in as its coupe looks suggested. Its chassis tuning is simply too safe, just like a luxury limo.

Chassis tuned like a luxury limo, but the ride is certainly not.

But the ride quality is certainly no limo-grade. On the best looking 21-inch wheels, even with the most sophisticated air suspension installed, it rides harshly over sharp bumps. Even on 20-inch wheels and with the suspension set to Comfort mode, it still rides more stiffly than a luxury coupe is expected to be on anything other than the smoothest highway. This means it is not qualified to be a good cruiser. In terms of dynamics and refinement, the new A7 is less than the sum of its classy components, and it is a big disappointment indeed.

Over the past decade or so, Audi has been consistently fighting uphill to close the gap between itself and its German rivals. The last generation R8, RS4, RS5, A4 and A6 were all close to the excellence of BMW and Mercedes, and in some cases better. Unfortunately, maybe due to brain drain or the shift of focus to autonomous technology, the trend has taken a U-turn in the latest generation of Audis. Now they are boring to drive and to look again. The new A7 is an alarming signal that needs the company management to pay attention. If this trend continues, Ingolstadt will slip further behind in the chase for the world’s largest premium car maker.

Verdict:

Published on 31 May 2019

Audi S7 TDI

There is nothing wrong with TDI power. The problem lies on the badge.

A good-looking, long-legged luxury car. Its liftback can swallow quite a lot of luggage. It will do 0-60 mph under 5 seconds. It will cruise quietly on highway. Its suspension is slightly firmer than its sedan sibling, but not overly firm for a coupe. Quattro gives it very good roadholding and all-weather security. Rear-wheel steering makes it feel more agile than you might expect for a car so large (just under 5 meters long) and so heavy (over 2 tons). Even the steering, a traditional weakness of Audi, is more pleasurable to engage here – responsive, consistent and well weighted.

The problem lies on its badge: S7. When it starts with the letter “S”, you would expect more thrills, more speed and more sharpness. From this perspective, the 3.0 TDI V6 falls short of expectation. Although its output is remarkable by diesel standard, 349 horsepower is not great for a 2-ton performance car. 516 pound-foot of torque is more appreciated, but the torque band is quite narrow, spanning between 2500 and 3100 rpm. At lower revs, not even the 48V electrical supercharger can mask the turbo lag. It is not as bad as a traditional big turbo engine, but you don’t get the instantaneous response a performance car deserved. At the other end of the spectrum, the diesel V6 feels flat, reluctant to rev much beyond its surprisingly low, 3850 rpm power peak. The background rumble produces by the exhaust sounds good, but it never brings the same thrills as a good gasoline engine.

The 8-speed automatic also leaves a lot to be desired. In automatic mode, it sometimes hesitates, seems wondering which gears to be selected. We don’t expect this to happen on the marvelous ZF 8HP, but Audi’s calibration seems to have difficulties to deal with the high torque and the intervention of electric charger and turbocharger.

Moreover, the mild-hybrid diesel V6 is heavy. In addition, it is mounted beyond the front axle, making the balance even more challenging. At lower speeds, the 4WS system manages understeer remarkably well, but cornering at higher speeds, the rear wheels no longer turn to opposite direction, and then you can feel the immense mass at the nose in the form of understeer and hesitation to turn-in. Technologies are still not advanced enough to beat the laws of physics.

If you look for a luxury coupe-like sedan, Mercedes-AMG CLS53 could be a better bet. Its gasoline straight-six turbo is also equipped with mild-hybrid tech and an electric charger. It offers significantly more power, and it gets to 0-60 mph 0.6 seconds quicker. Its straight-six is smooth, responsive and free-revving. If you don’t like the looks of CLS, you may wait a few months for the upcoming BMW 8-Series Gran Coupe.

Those living outside Europe are more fortunate, because they will get an S7 powered by a 450hp petrol V6. Still, they moan the demise of the old twin-turbo V8.

Verdict:

Published on 16 Apr 2020

Audi S7

Downsizing engine brings some compromises.

While European S7 turns to TDI power, blame to the CO2 cap there, American version retains gasoline power. However, it is downsized from the previous V8 to V6 in the name of rationalization. This means from now on V8 power is reserved for the range-topping RS7. Is it a backward step?

Firstly, let’s look at the output figures: 450 horsepower and 442 pound-foot of torque. The former is virtually the same as the outgoing 4.0TFSI motor, while the latter is even 36 lbft up. How is this possible? Obviously, the new V6 is not derived from the single-turbo 3.0TFSI unit that serves the lesser A7, but the 2.9-liter twin-turbo unit the powers the RS5, and in different tune, Porsche Panamera 4S. Read the figures again and you might assume that it is the same motor as the RS5. Not only the peak power and torque figures are the same, but they appear at exactly the same revs, i.e. 5700-6700 rpm for the former and 1900-5000 rpm for the latter. However, this motor is actually different. Apart from the 2 turbochargers sitting inside the V-valley, it has added an electric supercharger at the left side of the engine. The charger is connected downstream of the turbos and upstream of the intercooler. Its function is to help spooling up the turbos quicker, but not adding maximum boost, because while it can rev to 70,000 rpm, the turbos can spin to well over 200,000 rpm at maximum boost. When the turbos are spooled up, the electric supercharger returns to idle. This means, the maximum boost of 1.5 bar is generated purely by the exhaust gas and it explains why the peak torque happens at the same rev as the RS5 motor. However, if you inspect the torque curve, you should find it rises more rapidly at very low revs, which means better drivability.

An electric supercharger is added to the RS5's twin-turbo V6 to improve drivability.

As in the case of S7 TDI, the electric charger is driven by the 48V electrical system which powers also the car’s mild-hybrid system. It captures braking energy to help acceleration or sustain coasting with the engine shut down momentarily. The integrated starter-generator it uses also doubles as the means for automatic stop-start. In addition to the downsized engine, the new S7 returns 4mpg more than the old V8 model according to EPA.

That said, fuel economy comes with some compromises. The first to suffer is sound quality, as no V6s can match a great V8. The second is a faint turbo lag. Despite the help of electric supercharger, the 2.9 V6 runs a lot more boost than the 4-liter V8, so turbo lag is not completely banished. In terms of performance, it is also a backward step. Audi quotes 0-60 in 4.5 seconds, a tenth adrift of the old car. Although the V6 produces more torque, it has exceeded the torque capacity of the old car’s 7-speed S tronic (twin-clutch) gearbox, so it changes to an 8-speed Tiptronic automatic. It is the same ZF 8HP unit used in many BMWs and Jaguars, but Audi’s calibration is not quite as skillful, resulting in slower gearshifts and a modest launch control. The immense weight of S7 doesn’t help either.

In the end, the gasoline S7 remains a long-legged cruiser rather than an outright performance car. It is designed for laid back driving style, allowing its occupants to enjoy the composed ride of its air suspension (don’t opt for steel springs and larger wheels), excellent traction from Quattro and a relatively agile manner afforded by 4-wheel steering and active differential. There is not much communication through the steering, but let’s face it, the S7 is not a sports car.

Verdict:

Published on 19 Feb 2020

Audi RS7

The big coupe is surprisingly nimble for its size and weight...

Once again, the RS7 is practically an RS6 Avant dressed in a 4-door coupe body. All the underpinnings and performance options are shared between the 2 cars. That might sound unamusing to the buyers of RS7, who should expect more dynamism and speed. But think about this: for virtually the same money, you can enjoy the aesthetic of a luxury coupe and the envy sight of viewers, all the while without losing everyday driving comfort. The only sacrifice is luggage carrying capability, but then again, the RS7’s hatchback load bay is still very useful.

Speaking of looks, while the angular front end may split opinions with its flamboyant styling, the RS7 is generally a handsome car, with a long, wide and sleek profile. It looks especially beautiful from the rear quarter. Fitted with optional, massive 22-inch wheels, and it looks even better. The 20mm wheel arch extension at each side makes its range-topping performance evident. The frameless windows and curvy roofline achieve a dynamism omitted on the RS6, whose shape is boring. As far as a 4-door luxury coupe is concerned, the Audi is the most elegant design you can buy currently.

Despite that faster roofline, the RS7 is still a true 4 or 5-seater. Adults, unless very tall, shall be pleased to settle into the rear bench. Space and outward visibility aside, the interior is very much like the RS6, or just any A6 and A7. It looks avantgarde and rich, if not as luxury as a Bentley or Mercedes. High-tech and intuitive to use, there is really nothing to complain about.

Rated at 600 hp and 590 lbft, the 4.0TFSI V8 is stronger again than the old car, if not the outgoing Performance model. However, weight is also up by 145 kg, so it is not a lot quicker. Still, 0-60 mph is accomplished in 3.5 seconds, like its sedan cousin, while top speed is regulated at 190 mph with optional “dynamic package plus”. At speed, a tiny spoiler rises from the tail to reduce aerodynamic lift.

Few could match it for long-distance high-speed travelling...

Although the drag coefficient is an unremarkable 0.32, the RS7 is well insulated from wind as well as road noise. Its cabin is quiet in high-speed cruising. The V8 always turns smoothly, as is the ZF 8-speed automatic dubbed Tiptronic. Power delivery is very linear and flexible. It is willing to pull from 2000 rpm to redline, but at no point it feels particularly explosive. Such a refined manner is different from its BMW and especially AMG rivals. There is little turbo lag, although throttle response could be sharper. The V8 idles with a bassy rumble and works quietly in normal driving. Even at a push, its sportier exhaust note is never loud. It is therefore a good luxury high-speed cruiser, if not the most entertaining. Speed is seen rather than heard or felt, sometimes you might confuse it with a limousine.

Like RS6, the big coupe is surprisingly nimble for its size and weight. The main reason is the new rear-wheel steering, but I would say equally important is how Audi tuned and integrated its active rear differential, active steering and adaptive suspension to work together. It turns in eagerly, corners with little roll, and the chassis balance is close to neutral. Understeer is well tamed, and you can push it to oversteer at corner exit – though never as massive, sustainable or adjustable as the AMG or M5 in rear-drive mode. Ultimately, you will be still aware of its size and weight should you keep pushing hard. However, compared with the old car, the new RS7 is far more athletic and interesting to drive.

Compared with RS6 Avant, the slightly lower roofline makes no discernible differences in handling because its suspension is neither lower nor stiffer than its sedan cousin. So the choice is purely down to your desire and needs.

As before, the RS7 offers the choice of adaptive air suspension or DRC Dynamic Ride Control, which uses steel springs and hydraulically linked adaptive dampers. The former is more comfortable, especially on smoother and faster roads, while the latter is sportier. For RS6, we prefer the DRC for its better control and more connected feel. However, for the RS7, the air suspension is probably more likeable, because it lets the car delivers a better ride refinement than the sportier AMG GT 4-door, and we expect the same to be true when BMW M8 Gran Coupe arrives. If Audi cannot beat its rivals for sportiness, why not excel in its own way? Yes, this is a fast, refined and well finished luxury 4-seater coupe. It is not the most agile or the most thrilling to drive, but few could match it for long-distance high-speed travelling. A true 4-door GT, in short.

Verdict: