Although it may seem that SUVs offer a more favorable overall compromise than other “classic” configurations, due to size, versatility, capacity and comfort, there are options that still demonstrate even better qualities for certain uses. This is the case, for example, of sedans, unbeatable in comfort for long trips, whether in traditional three-volume format, or more sporty in style, with coupe-style architecture and tailgate.
The Audi A7 Sportback is paradigmatic, as it displays ride comfort and rolling quality that matches the comfort levels of its “representative” brother, the A8. However, it adds a dynamic component to this that is appreciated both visually and dynamically. Its stylized “fastback” silhouette, with the rear window extended and a pronounced drop in the roof at the rear, makes its image more sporty and attractive. In addition, the one-piece tailgate for wider access to the cargo area also improves its versatility of use.
This architecture has as its least favorable points a somewhat lower headroom for rear seat occupants and slightly worse accessibility to them, but in neither case does the difference become a problem.
The main benefit of this sedan compared to a crossover of similar size and positioning – such as a Q7 or a Q8 – is, without a doubt, more agile behavior and a firmer and more settled response to the steering wheel due to its lower height, its center of gravity. and the geometry in general, with a better centered weight distribution.
This is also evident in the driving position itself, lower near the ground and with the cabin set back, so that the sensations give the driver more confidence. In the case of the plug-in hybrid engine of the unit tested, Audi’s traditional sportiness – with its exceptional efficiency in traction and stability thanks to the renowned quattro technology – is still very present despite being a mechanism focused on efficiency.
With a total combined power of 367 HP and no less than 500 Nm of torque, performance under high demand is brilliant, with a very fast and energetic delivery thanks to the immediate contribution of the electric assistance. Furthermore, its mechanical sound is at all times very restrained and discreet. This is precisely one of its great virtues; With highly sifted and filtered acoustics, the change in propulsion modes is almost imperceptible and undetectable.
The smoothness is exquisite in completely electric circulation, but the transition to hybrid mode, in which the combustion block intervenes assisted by electricity from the additional battery, is extremely refined, achieving a very “sweetened” and satisfactory overall result.
Driving in a relaxed manner is simple and convenient in this A7, which transmits a calm and serene sensation in the modes with parameters that prioritize efficiency and comfort. But, far from being “just” a sustainable option, the combination with the quattro-ultra electric all-wheel drive and a set-up designed for the greater weight of this version (2,140 kilos), translate into a very well achieved general balance, managing to make economy and sportsmanship compatible.
In terms of efficiency, note that the A7 PHEV has an approved average consumption of 1.5 liters per 100 km with an electric range of 62 kilometers. However, as is well known in plug-in hybrids, the data that really matters is what is obtained once the battery charge is depleted, which happens on the longer trips for which this vehicle is designed. According to our records, obtained after covering about 250 km on the highway, road and city at very slow paces and with the electrical reserve depleted, the average consumption value obtained was 9.2 liters.
As a questionable aspect (clearly subjective) behind our driving experience behind the wheel of the plug-in hybrid from the firm with the four rings, there is the excessive “interventionism” of the help and assistance systems that this model is equipped with. Only partially disconnectable – according to a control program set to High, Medium or Low – and with constant visual and auditory warnings and indications, the level of “intrusiveness” and “interference” on the driver’s handling is too intense and frequent.
Changes in trajectory and corrections to the steering due to remaining in the lane, notifications about the safety distance with the preceding vehicle, the particular touch of regenerative braking and preventive interventions on them, the recommendation for efficient driving and its impact on the accelerator pedal, automatic propulsion management and many other measures and interventions that the vehicle executes autonomously and automatically ultimately entail a certain “stress” by not being able to fully control or modulate certain decisions, distances or reactions of the vehicle, which ends up playing against driving pleasure.
Many – or all – of these measures are in pursuit of security, so their benefits are not “questionable”, but the management of so many elements ends up also becoming a problem of attention (and, therefore, security). .
