Test: Audi A7 50 TDI quattro

This time we will not bother with the latter and expose it too much, although Audi has no problem with this on Slovenian soil. More importantly, the new Audi A7 is finally a hit, even when it comes to form and design. As far as the automotive world is concerned, it is true that the cars that truly deserve the Gran Turismo title combine sportiness and comfortable driving, as well as useful technology and innovation. They can be used to cover distances on motorways or for dynamic driving on a mountain road. Of course, the shape must also match the dot on the i. If, perhaps, the predecessor was at least in some parts (read overleaf), then now the new A7 is much better, or, since we are talking about form, much better. It is clear how for whom, but if I proceed from my point of view, then it should be so.

Depending on the shape and image, the test car could also get a brighter color, but on the other hand, the dark gray pearlescent color that Audi calls Daytona made it more elegant and powerful at the same time. The front end of the car definitely stands out here, especially since the A7, like the larger A8, is already ready for Level 7 autonomous driving. This means that there were two large rectangles on the mask, right next to the sign, hiding the radar eye, and for many on the road this could mean something else. Especially when I think about how quickly some fell back on the track. But the A21 is also strong on the side, where the XNUMX-inch wheels stand out, and even the rear doesn't seem so bad anymore. Although it still does not convince everyone.

On the other hand, it is difficult to say that it is easy to find the best car in the Audi offer, of course, referring to limousines - the SUV class is not considered here. The new Audi A7 Sportback offers the sportiness of a coupé, the usability of a saloon and the spaciousness of an Avant. Compared to its predecessor, there is 21 millimeters more knee room in the rear seat, as well as more room at shoulder and head height. As such, it easily shelters two adults in the back (although the test A7 was equipped with a bench for three) who sit at least as stately as driver and passenger. Much more, however, the last two pamper the interior.

Clean and sporty-elegant lines envelop the instrument panel, which blends harmoniously with the minimalist horizontal lines. The test car was equipped with the second-generation Audi Virtual Display, which gives the driver even more freedom to adapt than its predecessor, and as a result, it's really hard to wish for anything more from a driver's perspective. Of course, we must not forget that the test A7 had an excellent projection screen. Then there is the MMI Navigation Plus. It would be wrong to write only improved navigation - it is designed to work with two large screens, which, on the one hand, boast exceptional design and sophisticated materials, and on the other hand, offer an excellent user experience. I can shamelessly call them the most technologically advanced element that offers the driver (or passenger) a truly superior user experience. Of course, their use has never been so simple, but at the same time refined and elegant. And if I mention in their connection the piano lacquer that surrounds them along with the ambient light, we can imagine their elegance in our minds without even seeing the interior live. Of course, it's true that there is another side to this glitter - given that fingers are used for typing or writing, screens can quickly become distorted. Any fabric in the machine will not hurt.

If we were thinking about a bigger and more prestigious A8 or maybe even more pleasant to drive behind than behind the wheel, of course, there is nothing to think about. In the Audi A7, the driver is in charge and also the one who likes it the most. Despite diesel. There is nothing wrong with that, as it offers 286 "horsepower" and especially 620 Newton meters of torque. Also worth mentioning is the automatic transmission, which works fine with moderate to firm acceleration, but we've already noticed a nasty squeak at the South African presentation, sometimes with a little slowing down on the throttle and then with more determined acceleration. With the test machine, history sometimes repeated itself. Not tragic at all, especially since, of course, not only the gearbox is to blame. Is it a coincidence or a combination of different components such as redesigned four-wheel drive and four-wheel steering, and the fact that there are no such problems when driving with a gasoline A7, because the seven-speed S tronic, i.e. - high-speed automatic transmission, takes care of gear shifting. In an ideal world, squats would be charged the last.

But these are just observations that can be compared to finding a needle in a haystack. Other sweets deserve special attention. Among other things, the test car was equipped with HD matrix headlights, where laser technology comes to the rescue. The fact that their luminosity is higher probably does not require explanation. Among the many auxiliary safety systems, I would also like to highlight the lane control system. The test Audi A7 was my first test car on which I did not turn off this system for all 14 days. Its performance is top notch, there is enough assistance and there is almost no struggle to change the belt. Indeed, you need a sign to change lanes, otherwise the system tries to stay in the original lane, but we were taught to use signs in a driving school, right? I have no problem with this, but how such systems will be used by other drivers, especially in a competing brand, is another question. Even more confusing is that - during or after overtaking - the indicator must also be activated, because it shows the system that we want to change lanes. If we don't do this, the steering wheel fight will start again. It's not that hard for the driver, more for co-drivers who might think you can't decide which lane to drive in. But this is the beginning of modern technology, which I hope will be fully honed by the time cars drive on their own.

Until then, however, life will be more than pleasant for owners thinking of the current Audi A7.

Audi A7 50 TDI quattro (Audi AXNUMX XNUMX TDI quattro)

Basic data

Sales:	Porsche Slovenia
Test model cost:	112.470 €
Base model price with discounts:	81.550 €
Test model price discount:	112.470 €
Power:	210kW (286 KM)
Acceleration (0-100 km / h):	5,9 with
Maximum speed:	250 km / h
Guarantee:	2 years general warranty, 3 years varnish warranty, 12 years anti-rust warranty
Systematic review	30.000 km / 24

Cost (up to 100.000 km or five years)

Regular services, works, materials:	1.894 €
Fuel:	7.517 €
Tires (1)	1.528 €
Loss of value (within 5 years):	40.889 €
Compulsory insurance:	3.480 €
CASCO INSURANCE (+ B, K), AO, AO +	7.240 (
Calculate the cost of auto insurance
Buy up	€ 62.548 0,62 (km cost: XNUMX €)

Technical information

engine:	V6 - 4-stroke - turbodiesel - longitudinally mounted at the front - bore and stroke 83,0 × 91,4 mm - displacement 2.967 cm3 - compression ratio 16,0:1 - maximum power 210 kW (286 hp) at 3.500 - 4.000 rpm / min - average piston speed at maximum power 10,7 m / s - specific power 70,8 kW / l (96,3 l. turbocharger - charge air cooler
Energy transfer:	engine drives all four wheels - 8-speed automatic transmission - gear ratio I. 5,000 3,200; II. 2,143 hours; III. 1,720 hours; IV. 1,314 hours; v. 1,000; VI. 0,822; VII. 0,640; VIII. 2,624 – differential 8,5 – rims 21 J × 255 – tires 35/21 R 98 2,15 Y, rolling circumference XNUMX m
Capacity:	top speed 250 km/h - 0-100 km/h acceleration in 5,7 s - average fuel consumption (ECE) 5,8 l/100 km, CO2 emissions 150 g/km
Transportation and suspension:	limousine - 4 doors - 5 seats - self-supporting body - front single suspension, air springs, three-spoke wishbones, stabilizer bar - rear multi-link axle, air springs, stabilizer bar - front disc brakes (forced cooling), rear discs, ABS, rear wheel electric parking brake ( switching between seats) - rack and pinion steering wheel, electric power steering, 2,1 turns between extreme points
Mass:	empty vehicle 1.880 kg - permissible total weight 2.535 kg - permissible trailer weight with brake: 2.000 kg, without brake: 750 kg - permissible roof load: 100 kg
External dimensions:	length 4.969 mm - width 1.908 mm, with mirrors 2.120 mm - height 1.422 mm - wheelbase 2.926 mm - front track 1.651 - rear 1.637 - ground clearance diameter 12,2 m
Inner dimensions:	longitudinal front 910-1.150 620 mm, rear 860-1.520 mm - front width 1.520 mm, rear 920 mm - head height front 1.000-920 mm, rear 500 mm - front seat length 550-460 mm, rear seat 370 mm - steering wheel diameter 63 mm – fuel tank L XNUMX
Box:	535

Our measurements

T = 25 ° C / p = 1.028 mbar / rel. vl. = 55% / Tires: Pirelli P Zero 255/35 R 21 98 Y / Odometer status: 2.160 km
Acceleration 0-100km:	5,9s
402m from the city:	14,2 years ( 158 km / h)
Fuel consumption according to the standard scheme:	5,8 l / 100km
Braking distance at 130 km / h:	55,7m
Braking distance at 100 km / h:	33,7m
AM table:	40m
Noise at 90 km / h	56dB
Noise at 130 km / h	61dB
Test errors:	Unmistakable

Overall rating (513/600)

• In terms of content, the A7 is no better than the Audi A8, but far surpasses it in design. And this is a design that can often be decided when making a purchase.

• Cab and trunk (99/110)

  In fact, the Audi A8 comes in a much nicer package.

• Comfort (107
  
  
  / 115)

  Even though the A7 is a five-door coupe, we can't complain about the spaciousness.

• Transmission (63
  
  
  / 80)

  The drivetrain is proven and therefore excellent. You only need to be friends with diesel engines

• Driving performance (90
  
  
  / 100)

  Excellent and fast, but sometimes too difficult due to the sports suspension

• Security (101/115)

  The A7 has one of the best Active Lane Keeping Assist.

• Economy and environment (53
  
  
  / 80)

  If you want a sports version of the Audi A8

Driving pleasure: 4/5

• Excellent equipment, which is not spoiled by a quiet diesel engine.

We praise and reproach

form and presence on the road

Headlights

feeling inside

360 degree parking assist camera

random clinking gearbox