If you think about the new Audi A7, you’ll undoubtedly focus on its absurdly huge grille. But there’s a lot going on, generally nice, behind that giant gob. It’s just as much of a niche vehicle as the previous one, but it’s nonetheless attractive and serves as a good preview of the next A6 saloon model.
After a two-day test drive at the vehicle’s premiere in South Africa, here is what we discovered:
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Refinement is amazing
The Audi A7 is quite relaxing to drive. With the proviso that things take a crashy turn if you choose huge wheels and the lower, firmer S Line suspension, the optional air suspension’s ride is flawlessly smooth. Although the latter reduces body roll noticeably, it doesn’t appear to be worth the ride compromise in a car like this.
In the meantime, outside noise is kept to a minimum, and the cabin is just beautiful. The leatherwork is gorgeous, the seats provide exactly the proper amount of support, and, when specified, the wood trim has a delectable appearance. This is proper automotive luxury.
It’s hugely competent to drive, but not massively thrilling
The active rear-wheel steering technology was standard on every vehicle we tested in South Africa, and it does make a difference. The rear wheels revolve in the opposite direction from the front ones to improve agility under 60 km/h, and in the same direction over that speed to aid stability.
In fact, the A7 feels eerily active for a car that weighs close to 1900 kg in tighter turns, and you are pleasantly surprised when it doesn’t flop around like a beached whale in challenging higher-speed cornering. But the A7 is not a sports-saloon/coupe, so don’t expect it to be.
Everything is tightly secured and secure. It will gladly transport you from one location to another competently and swiftly, but it won’t provide much thrill. The Quattro all-wheel drive system, which frequently succumbs to – as you might imagine – pleasant, predictable understeer, is a contributing issue, but the engines are largely to blame for the lack of excitement.
Even with what seems to be a small amount of artificial auditory enhancement, the 3.0 litre turbocharged V6 is disarmingly smooth and whisper quiet. Although it is soothing (see our earlier argument about refining), it is not at all exciting. That sort of works in the A7, making the petrol variant more enticing than the diesel onethe one that most people will choose to purchase. Don’t disregard the gasoline, though; the latter has a more powerful mid-range and will be much more economical.
The mild hybrid system is fascinating
The A7 is loaded with technology, from the semi-autonomous functionality to the trio of screens up front. The “mild hybrid system” is probably the most fascinating aspect, but it’s also the most complicated, so bear with us. There is still a traditional starter motor, however it is only utilized for cold starts. The water-cooled 48-volt belt alternator starter, also known as the “BAS,” is responsible for starting the engine every other time.
A lithium-ion battery is located in the trunk and may be recharged by up to 12kW of power while coasting or braking. Additionally, if the front camera detects a slowed-down vehicle in front, the re-gen can be precisely controlled. clever work
What’s the purpose of all that, then? Efficiency, mainly. The start-stop function can be increased up to 11 mph when coasting, and the engine can completely disengage. For every 62 miles you travel, you can save up to 0.7 liters of fuel, plus – this is our favorite part – it lessens turbo lag. As a result, the V6 petrol is noticeably more responsive than you’d anticipate, while it hasn’t completely eliminated lag in the diesel.
This type of 48-volt system will become very widespread in a few years, and so far, that’s looking good.
The semi-autonomous system is good, but far from perfect
The A7’s semi-autonomous capabilities gave me two very distinct experiences. Although it’s still a fairly basic system (Level 3 autonomy and a remote parking capability will be introduced later), after using it for the first time, it seemed to be the best and smoothest of its kind that I’ve yet used. It only allows you to take your hands off the wheel for a brief period of time, but the steering inputs felt mild and natural (you can’t say the same about Volvo’s jerky Pilot Assist). which is how things ought to be.
On the second trip, though, it didn’t appear to be at all content. It generally required greater human intervention and was continuously straying into adjacent lanes. We’re not sure, but perhaps the road markings weren’t as distinct. Before giving the system our final assessment, we must conduct more testing.
You HAVE to option the Bang and Olufsen sound system
The A7’s $54,940 starting price is, in fact, just thata starting price. Like the majority of Audi products, as well as German automobiles in general, you’ll want to add some options that will significantly increase the price. The Bang & Olufsen sound system should be at the top of your list since it produces a rich, clear, and gratifying sound whether you’re listening to the London Symphony Orchestra or early Snoop Dogg.
The S Tronic gearbox can’t make its mind up
The gasoline A7’s engine is largely the same as the one in the S4, but with one significant exception: instead of the ZF-derived eight-speed torque converter automatic, it is connected to Audi’s ‘S Tronic’ seven-speed dual-clutch gearbox. ‘ Hold on, you’re probably thinking, “So the wafty A7 has the snappier DCT and the sporty S4 has a standard auto?” Nope, we don’t either, and when we asked a few technical staff members from Audi during the event, we didn’t get a clear response as to why.
It’s unfortunate because the diesel A7 benefits greatly from having the automatic and does so. Because of how subtly it operates, it’s the kind of “box” you quickly forget about, which is how it should be for a vehicle like this. The DCT, on the other hand, performs admirably in manual mode but, when switched to automatic, struggles to decide what to do when you adjust the throttle inputs.
The new infotainment system isn’t as easy to use as the old one
There has long been an unspoken rule that touch screens are just not permitted in German premium vehicles. However, Audi is doing away with the rotary interface in favor of a touch screen layout that functions, well… much like a smart phone, undoubtedly inspired by the smartphone revolution. I understand this because it is how consumers expect to engage with technology today, but I am adamant that cars cannot be handled similarly, merely because a rotary controller is more mobile-friendly than a touch screen.
Nevertheless, with an open mind, how would you describe the new system? It certainly has a stunning appearance: in addition to the instrument binnacle’s Virtual Cockpit panel, which appears clearer than ever, you also get two touch screens with haptic feedback, the largest of which measures 10.1 inches. Yes, the heating controls are now on a screen, but since you can usually just keep them on the smaller 8.6-inch display, this isn’t as big of a deal as it might otherwise be.
It just didn’t seem as simple to use as the old system, open mind or not, and it’s a little too sophisticated when compared to BMW’s better-than-ever iDrive system. Of course, after only two days of driving the car, it’s a little silly to label it “unintuitive”; actual owners will have more time to get used to it and the strange-feeling service that requires more of a push than a touch to work. But will the climate control ever be as simple to operate while moving as it would be if it had physical controls? In my opinion, no.
The appeal over a BMW 6-series GC or Mercedes CLS is clear
I like how the A7 looks, even with the enormous grille (Audi’s design team informed us that, predictably, that’s as big as the trapezoid grille is likely to grow). It blends its tidy aesthetics with incredible elegance and an absurd amount of technology, making it attractive yet remarkable. Driving a BMW 6-series Gran Coupe will be sportier, but the A7 is in an other league if you want something sophisticated and comfortable. Will the next Mercedes CLS be the superior model? When we get to drive it for the first time in a few weeks, we’ll find out, but for now, it appears that the bar has been set very high.
What is it like to drive?
The new A7 was first introduced to us with only V6 engines, the top-of-the-line air suspension, and a few desirable options. However, now that we’ve driven automobiles without air suspension in the UK, we can advise you even more effectively on what to choose and avoid.
The traditional option for a large barge was a diesel, but not this time. When taken in isolation, the 3.0 TDI unit is a well-balanced engine with a wide power range. The diesel, however, has a rougher start-up and more vibrations when compared to the 3.0 TFSI petrol (or even the new Mercedes inline six). The eight-speed automatic transmission it’s been coupled to is even slower than the much sleeker, faster seven-speed dual-clutch attached to the petrol A7, which is the worst of them. Frequently, traditional cars panic in a “full warp please, Mr. Zulu situation” while dual-clutchers struggle in the city. The less powerful gasoline ultimately makes smoother, more effortless progress as you maneuver around the automatic’s delayed replies.
You must wait a little while for the gasoline.
The initial vehicles in Great Britain will be diesel, but it might be worthwhile. It can even be too quiet for it to be effective. This engine is eerily silent and whispery, like a mime artist. The A8’s effect is really astonishing, and Audi’s investment in a new, soundproof bulkhead and adjustable engine mounts is paying off. The problem is that the 48-volt electrical ancillaries add a dominant whine to this whispering, making it seem like a supercharger. Due to the faraway, high-pitched ‘wheeee’ coming from the depths of the engine bay, your passengers may wonder if it is an electric vehicle.
Now, the choices. Rear-wheel steering is a must. RWS reduces the turning circle by one metre so you may use that maneuverability around town. The additional stability on the motorway won’t be noticed, but it’s comforting to know that it’s quietly operating in the background, much like a smoke alarm or the SAS. However, dynamic steering, which decides for itself how much steering lock is needed depending on your speed, doesn’t work well with the system and makes the A7 seem haphazard and unsteady in turns.
The lower A7 wasn’t designed to have the handling prowess of a Panamera or, say, a Jaguar XJ because it was based on an A8 and didn’t receive any genuine hardware upgrades to suspension and steering. In all three of its settings, the steering is twirly-light and might need more resistance just to give you a little more assurance when you’re aiming such a big barge. It gives the impression that the car is distant and glassy. Huge grip reserves are there underneath, and the ‘ultra’ quattro brain frequently conceals the fact that the vehicle is only front-drive. There is also the ride.
The optional air suspension expertly manages compressions and controls the mass of the A7 using the Comfort, Balanced, and Dynamic settings of the Drive Select menu. But the wheelsnot the suspensionare the trap. Standard tires on base “Sport” A7s are 19 inches, while 20 inches are standard on top-of-the-line “S-Line” models. You can choose option 21; it looks good on those. But since they ruin the ride, you are unable to have them. The ferris wheels rock over road acne as resonant thuds crash into the building.
The tyres are basically painted on, so forget it. There is simply not enough wheel motion to achieve any absorption. Happily, an S-line model with 20-inch wheels and air suspension oozes along with respectable compliance and manners, transmission cooperating, engine whining, and wheeeeeeing under maximum attack load.
The air suspension costs 2000. Enjoy it. Whichever option you choose, the A7 is a firm vehicle, but it performs best in the air. The Sport’s traditional springs are the same ones that come standard on the most popular S-Line, but they are stiffer and 10mm lower. To be genuinely comfy, it’s just a little bit too equipped and jiggly.
What type of suspension is in the Audi A7?
Because the majority of the quattro-driven range is vintage Audi, with plenty of grip, quick direction changes, and good performance in all types of weather, no A7 will ever be dynamically out of this world.
Because of its uncommunicative steering and lack of particularly lively throttle adjustment in turns, the A7 will always cover ground quickly. But resist the urge to select the variable ratio assistance rack option 1210 for dynamic steering. We’ve only ever found this to be a really uncomfortable setup with cloying, artificial weighting.
Model to model, suspension varies, with the passive systems beginning with Dynamic Suspension (standard on the SE Executive). The SE Executive has a 410 option to remove the sports springs and dampers that come standard on the S line cars but may be removed at no additional cost on these vehicles. For whatever reason, S line sports suspension is a free option on S line vehicles and comes as standard equipment for the Black Edition.
Has the 2012 Audi A7 been air-sprung?
Our test vehicle has the optional adaptive air suspension, which lets you adjust the steering weight, drivertrain response, and damper settings through the Audi Drive Select menu. The ride height can be lowered by up to 0.8 inches when the “Dynamic” suspension is set to its most aggressive position.