What the Auto Press Says

The 2012 Hyundai Elantra ranks 4 out of 41 Affordable Small Cars. This ranking is based on our analysis of 23 published reviews and test drives of the Hyundai Elantra, and our analysis of reliability and safety data.

The high praises the 2011 Hyundai Elantra received carry over into the 2012 model year. The automotive press still says the Elantra is an affordable small car with upscale amenities that will make others think you paid more for it than you actually did.

The press isn’t worried about whether or not the Elantra will lose its new-car sparkle now that the Ford Focus, Kia Forte and Chevrolet Cruze are in the mix. One reason the Elantra can hold its ground is because it has a stylish exterior that makes the Cruze and Forte look bland. In addition to stand-out exterior styling, the Elantra Limited offers heated leather seats in the rear row, a feature that isn’t available on most upscale sedans. Test drivers appreciated this option last year, and are still impressed with it this go-around.

Most members of the automotive press agree that the 2012 Hyundai Elantra outshines many of its competitors because it’s well-rounded. For example, the Elantra has high fuel economy ratings of 29/40 mpg city/highway, and unlike the Ford Fiesta, Ford Focus and Chevrolet Cruze, shoppers don’t need to upgrade to higher trims to get those figures. Inside, the Elantra offers enough cabin and trunk space to compete with some midsize sedans, a navigation system that’s fast and easy to use and more standard features than other affordable small cars like the 2012 Honda Civic.

The Elantra is a good value, but no reviewers label the Elantra fun-to-drive like the Mazda3 or Honda Fit. But they do say the 2012 Hyundai Elantra makes a great daily driver. After looking at all these qualities, many members of the automotive press say the Elantra is one of the best affordable small cars on the market. Edmunds agrees, and says, “Thanks to head-turning styling, a fuel-efficient engine and a long list of standard safety features and upscale options, the 2012 Hyundai Elantra is a top pick for a small sedan.”

Other Cars to Consider

Reviewers compare the 2012 Hyundai Elantra to the Honda Civic, Chevrolet Cruze and Kia Forte, all of which are very similar to the Elantra in terms of daily driving capabilities.

The Honda Civic was redesigned for the 2012 model year, but reviewers don’t endorse this model as much as they have in the past because it doesn’t push the envelope in any way. This consumer favorite doesn’t come standard with air conditioning or any kind of radio or CD player, but it does have Eco Assist, which helps you drive frugally. To get more features on the 2012 Civic, you have to upgrade to the nearly $18,000 LX trim, which adds a radio, CD player, USB audio interface, air conditioning, cruise control, steering wheel-mounted controls and auxiliary input jack.

The Kia Forte, however, challenges the Elantra in terms of standard interior features and price. The base sedan starts at about $15,000, compared to the Elantra’s nearly $16,500 base price, and has satellite radio, USB and auxiliary input jacks, Bluetooth and steering wheel-mounted audio controls. It also has a powertrain warranty that lasts for 10 years or 100,000 miles that matches the Elantra’s. The Forte does have more standard features, which sets it apart, and its conservative styling will appeal to shoppers who dislike the Elantra’s modern design.

Details: 2012 Hyundai Elantra
The Hyundai Elantra was completely redesigned for the 2011 model year, and little has changed for 2012. Hyundai improved horn sound, calibrated the steering, added fog lights to the GLS Preferred Package and is offering more color options and an optional roadside assistance kit. The most significant update is the addition of Hyundai’s Active Eco System that comes on all Elantra models with an automatic transmission. Hyundai says this system improves fuel economy by 7 percent, but that claim hasn’t been independently tested.

The 2012 Elantra is more expensive than the 2011 model, which starts at $14,945. The 2012 model starts at about $16,450 for the GLS trim with a manual transmission. Adding an automatic transmission increases the price by $1,000, and upgrading to the Limited trim, which adds leather seats and a tilt and telescopic steering wheel, raises the price to $20,445.

“Hyundai’s Elantra sedan follows the lead of the larger Sonata with attractive styling and good fuel economy. While it might not stand out in any one area, this compact car does most everything well. That makes for a compelling package in this highly competitive class.” — Consumer Guide
“With seating for up to five, the Elantra’s looks and fuel efficiency – it’s rated at 40 mpg on the highway – make it a compelling entrant in the segment.” — Cars.com
“Howlin’ enthusiasts might want a more sporty Mazda 3 or a Civic, but the majority of buyers in this segment aren’t enthusiasts. For them, Hyundai has offered a solid option to consider in the class, loaded with available features such as a seven-inch navigation screen, 360-watt premium audio and proximity entry key.” — AutoWeek
“You won’t mistake the Elantra for a Volkswagen GTI or a BMW 3-series from behind the wheel, but as a practical commuter, there’s not much to complain about. And that’s what this type of car is about – comfortable, economical, and practical. Right now, it’s without question at the top of its class, and until the next Ford Focus goes on sale, we have no doubt that it’ll remain there.” — Automobile Magazine

HYUNDAI 2012,FAMOUS CARS,NEW CARS,BEST CARS,ELANTRA

Small power, small package
In place of the Yaris’ conventional four-cylinder and manual or automatic transmissions, the c uses a thoroughly downsized version of the so-called Hybrid Synergy Drive powertrain found in the liftback.

Essentially, Toyota took everything in the standard Prius and shrunk it, which leaves the c with a combined 99 net horsepower (couldn’t they have eked out another pony?) from a 1.5-liter four-cylinder with variable valve timing and an electric motor/generator. The gasoline and electric mills send power to the front wheels through a CVT. It’s not the kind of stuff that will get a rise out of any enthusiast, but the Prius c’s downright lithe sub-2,500 lbs. curb weight is intriguing. Helping keep the Prius c light is its 120-cell nickel metal hydride battery, which tucks under the rear seat. Why not a higher tech lithium ion battery? Simple: Tech costs more, and the Prius c has to be significantly cheaper than the liftback (which will get a lithium ion unit soon) to succeed.

The electric motor is capable of motoring the Prius c on its own for about a mile if the driver is especially gentle with the skinny pedal and it helps the gas engine motivate the car from a complete stop to 60 mph in 11.5 seconds. An EV-only mode is available with the press of a console-mounted button, but hard acceleration will override the system for some gas-powered help when needed.

In practice, the Prius c doesn’t struggle to keep up with urban traffic, but it is sluggish on big hills and during highway passing. The CVT does its best to keep the little engine in its power range, although that means that there’s a lot of noise coming from under the hood and not much action for the digital speedometer. The upside to this limited power situation is astounding fuel economy: We kept up with traffic on various mixed routes through the hip city streets and winding Hill Country byways around Austin, Texas, and we never saw less than 50 mpg. Officially, Toyota thinks the EPA will rate the c at what will likely be a conservative 53/46 city/highway mpg.

Fast albeit numb steering tuning and a taut suspension give the car a more nimble, tossable feel in the city than you’ll find in the larger Prius. Credit an ultra-stiff structure for helping the c overcome its dinky 175-width tires and 100.4-inch wheelbase with a generally upmarket-feeling ride quality that betters the Yaris. Once up to highway speeds, the c feels remarkably planted, although wind noise is prominent. An optional 16-inch alloy wheel package for the range-topping model brings with it even faster steering tuning, which does actually impart a modestly zippier feel to the Prius c. Make no mistake, however: Prius c has clearly not been designed for track days or cross-country jaunts, and Toyota thinks that will be just fine for its target market.

Looking the part
The five-door hatchback shares no styling cues with the larger Prius, which makes it one of the more striking subcompacts. Because it eschews the wind tunnel-proven shape of the standard Prius for a more conventional five-door look, the c’s drag coefficient is higher than the liftback. Toyota hopes that its not-so-Prius-looking design will bring in buyers who might not otherwise consider such a model. Unlike the liftback, the c is a pleasant-looking subcompact that doesn’t necessarily look naked without a “coexist” bumper sticker.

Inside, the look is also more traditional than the main Prius, another move designed to appeal to a wide audience. A fairly conventional dashboard layout groups a digital speedometer and a high-resolution LCD screen on the top of the dashboard. No tachometer is included, though the LCD features some innovative functions to allow drivers to track how much they’re “saving” by driving a Prius c instead of another, programmable “comparison” car. The system won’t let you pick specific cars to compare to, but drivers can input a fuel economy number to simulate, say, another car or their old car. Another screen groups your three most efficient trips in a nifty Olympic podium-like display to allow drivers to compete against themselves. Generally, the screens are simple to sort their way through thanks to convenient standard steering wheel controls.

The front passenger compartment is roomy enough and the mood is brightened by a number of attractively grained surfaces. The range-topping c features a few soft touch materials, but other Prius cs make due with hard trim that is about par for the class. Two seat designs are on offer: A simple four-way style for the base model and a more heavily bolstered, height adjustable (for the driver) design on other trim levels. Standard cloth seats are augmented by an eco-friendly neoprene-like Softex material on the range-topping model. Back seat space is limited, making the c an iffy choice for family buyers, though the 17.1 cubic foot trunk is nicely sized.

At $18,950, the Prius c One base model isn’t cheap, but it does bring with it a decent amount of standard equipment. That LCD screen is joined by automatic climate control, Bluetooth and nine airbags (including two built into the front seat bottoms to keep passengers in position during a severe wreck). Three additional trim levels (Two, Three and, you guessed it, Four) add more features, although we think the lower-rung One and Two models represent the best value (our red photo car was a zero option c One). The price premium for the Prius c over subcompact rivals like the Ford Fiesta and Chevrolet Sonic is around $2,000, but a real world 15 mpg advantage might actually make the math work in the Prius c’s favor for many owners.

Leftlane’s bottom line
Subcompact buyers who prioritize fuel economy – and let’s face it, that’s most buyers in this segment – should flock to the high-mpg Prius c. As a gateway into the world of hybrids, it immediately makes mincemeat of the Honda Insight.

Whether it can convince buyers to step up from other subcompacts remains to be seen, but we’d be willing to hedge our bets in its favor.

2013 Toyota Prius c base price range, $18,950 to $23,230.

It finished a clear 49 votes ahead of the second-placed Volkswagen Up, and five others which made up the seven-strong shortlist. Third placed was the Ford Focus – a good car but a bit conventional and not far enough ahead of class rivals – followed by the Range Rover Evoque; an excellent showing because SUVs have never done well in the past, and neither have upmarket cars.

The Fiat Panda lost out convincingly to its Up rival.

Trailing the VW came the Citroen DS5, a favourite here at TG but always a patchy car. The UK judges all gave it a kicking for its bony ride. The Toyota Yaris completed the shortlist in seventh place, and while the original won this very award in 2000, successive generations haven’t moved on enough.

Top Gear correspondent Paul Horrell was one of 59 jurors from across Europe who voted on the award, opting for the Vauxhall Ampera and VW Up as top two, but had the Range Rover Evoque above the Ford Focus.

He said of the Vauxhall Ampera: “If people can get green electricity, they can drive green for their commute, but even when the combustion engine kicks in they can expect reasonable fuel economy on long journeys.

“Beyond that, it’s a satisfying car, with the usual quiet responsiveness of electric drive, and it’s notably smooth-riding while still being pleasant to steer.”

The final tally:

Vauxhall Ampera: 330
Volkswagen Up: 281
Ford Focus: 256
Range Rover Evoque: 186
Fiat Panda: 156
Citroen DS5: 144
Toyota Yaris: 122

The first decision you have to make when buying a car is used, or new? There are many advantages to buying a new car. New cars generally will come with a good warranty, so you have the comfort of knowing any surprises will be taken care of at no cost to you. New cars also have the advantage of generally running the way they should, meaning that you spend less time in the shop getting it repaired, and time is very valuable. New cars also come with no service history, so you will be sure to know exactly how well it has been taken care of since day one.

While new cars have many advantages, they have one glaring disadvantage. The price. New cars are much more expensive than used cars. In fact, it has been said that the minute a new car is sold and driven off the lot, it is now worth half of what it originally sold for. This is a huge advantage to buying a used car. In fact, even a car that is only 6 months or a year old, and in mint condition, will cost you substantially less than buying a car new. In fact, many used cars actually come with a manufacturers warranty still intact, depending on the age and the mileage of the car.

Once you have decided whether to buy new or used, you can begin shopping. Many people have a “maximum price” in mind when they head out to make a major purchase such as this one. If you are on a budget and need to be sure that you come in under a certain dollar amount there are a few things to be aware of. Remember that the sticker price is not the same thing as the price you will pay. On top of the sticker price you will be paying a dealer’s fee, registration, licensing, and sales tax, so keep that in mind.

The MDX is powered by a 300-hp 3.7-liter V6 engine, mated to a six-speed automatic transmission with manual mode and paddle shifters. A power moonroof, power tailgate, 18-inch aluminum wheels, heated front seats, leather upholstery, tri-zone automatic climate control, satellite radio and HandsFreeLink (Bluetooth) wireless connectivity are standard on every MDX. Three premium amenities packages are available: the Technology package adds a voice-activated navigation system and upgraded audio with a USB port, Bluetooth audio streaming and 15 gigabytes of hard drive media storage; the Advance package includes the Technology package content, as well as a sport suspension with active damper system, exclusive 19-inch aluminum wheels, and ventilated front seats; and an Entertainment package boasts Acura’s DVD Rear Entertainment system and heated rear seats. Standard safety-enhancing features include anti-lock disc brakes with brake assist, Vehicle Stability Assist (VSA) with traction control, Xenon High-Intensity Discharge (HID) headlights, front and front side-impact airbags, overhead curtain airbags for all three rows, active front head restraints and rearview camera parking assist. The Technology package adds a multi-view rear camera, while the Advance package also includes a blind spot information system, Adaptive Cruise Control (ACC) and a Collision Mitigation Braking System (CMBS).

VITAL STATS

Do we buy it? Well, the A7 certainly looks gorgeous enough to play in the same league as the Mercedes CLS. And it does one parlor trick the CLS will never do: press a button, and the motorized rear hatch swings upward exposing an enormous cargo hold. Fold down the rear seats, and you could sleep two six-footers comfortably in back. No folding or bending necessary. The trunk of the CLS, on the other hand, is best reserved for unsightly corpses, preferably in the fetal position.

The rest of the CLS game is familiar: start with a mid-size sedan (in this case, the Audi A6), stretch it a little, lower the roof a little, and add high style. Other than a slightly droopy butt (also a characteristic of the CLS), it works quite well. Like the CLS, it only seats four, though the back seat has no console or divider, so in theory Audi could have added a fifth seat belt.

The A7 should have a base price of around $60,000 when it arrives stateside in the spring of next year and it will show up with one sole powertrain: the supercharged 3.0-liter V-6 we know from other models. (The A7′s new badge says 3.0 TFSI, so maybe Audi’s grown weary of all of the jokes about the engine having a “tupercharger” because of its previous “3.0T” badge.) The engine is rated at 300 hp in Europe, Audi says a 310-hp rating is possible for our market.

Attached to the engine is the ZF 8-speed automatic transmission from the A8 and, of course, Quattro all-wheel drive. This particular Quattro system is new, replacing the previous system’s Torsen center differential with a faster-acting, lighter, and more efficient planetary gearset. Under nominal conditions, the system sends 60 percent of the power rearward, but can send as much as 85% or as little as 30% to the rear. Audi’s torque-vectoring Quattro Sport Differential will be available as an option.

The A7s we drove in Europe were European-specification and used Audi’s 7-speed twin-clutch S-tronic transmission, and all we can say is: we’re glad we’re getting the ZF 8-speed torque-converter automatic. There’s nothing horribly wrong with the twin-clutch unit, but the torque converter is far smoother under off-the-line acceleration and in low-speed maneuvering.

And smooth is the name of the game with the A7. The 3.0T still sounds a little like a vacuum cleaner, but it’s quiet, and its power delivery is silky. Made partially of Aluminum, the A7 weighs 4100 lb, according to Audi. Our butt scales think the actual weight of a well-equipped A7 will be closer to 4500-it didn’t feel quite as lively as Audi’s quoted 0-100 km/h time (5.6 seconds) would suggest.

Riding on optional 20-inch wheels, the A7 generated an astonishing amount of cornering grip, no doubt thanks to the aggressive 265/35-YR20 Yokohama Advan Sport summer tires fitted. Cornering balance was surprisingly neutral, and body control excellent. Sadly, the perfectly paved, smooth roads on our test drive didn’t give us the opportunity to test what the ride will be like on our third-world U.S. roads.

We did get to sit in the back seat, though — and though legroom isn’t quite as vast as this big Audi’s exterior dimensions might suggest, it’s more than adequate, and headroom isn’t an issue despite the steeply sloping roof. The word claustrophobia will never come to mind — it’s light and airy in back, no doubt helped by the frameless windows’ larger openings.

Audi’s MMI interface takes a step forward in usability with the touchpad that debuted in the A8 (which allows you to spell out the name of navigation destinations), but it takes a few steps back at the same time. A new menu structure requires that you take your eyes off the road more often than before, and with two sets of buttons surrounding the circular MMI controller, both arranged in the same square (one in each corner), it’s easy for your fingers to aim for the wrong button. Additionally, the engine start button and the stereo volume control are both mounted on the passenger side of the shifter — a curious placement at best.

In terms of styling, though, the interior leaves little to be desired. Swooping surfaces of wood break up the dashboard into multiple contours, and there’s a small vertical swash of wood, a la Jaguar XJ, at the base of the windshield that allows the dash upper surface to be brought down, enhancing the feeling of spaciousness. A new type of wood, a striped light oak veneer, looks particularly Scandinavian, as if Ikea suddenly went upmarket and consulted with Audi on the design. It’s very chic.

Like the new A8, the navigation screen rises from the dash, and it’s a relatively large (eight-inch) high-resolution screen that can now display Google Earth images (in 2D or 3D birds-eye view). An additional LCD panel between the analog speedometer and tachometer displays all kinds of information — too much, perhaps — directly in front of the driver. And like other upscale Audis, there’s an optional (and surely fabulously expensive) 1300-watt, 15-speaker Bang + Olufsen sound system with gorgeous motorized tweeters that rise out of the dashboard. The system is worth the upgrade for the looks alone, but the base Bose system (14 speakers, 600 watts) sounds flat enough that the B+O is a requirement for any audio fan.

Some upgrades that might not be worth the extra money: a parking assist system. We still think that if you can’t park your car, you probably shouldn’t be driving it. With that said, if you need help squeezing into a tight spot, this system can shoehorn the A7 into a spot only 31 inches longer than the car. You’d better budget some extra time, because like all of these systems, any good parker could accomplish the same in a fraction of the time, but Audi’s system is particularly flexible and forgiving: it’ll guide the car into the spot in multiple passes, and won’t cancel if you accidentally creep forward or backward while it asks you to stay stationary as it turns the wheel in the opposite direction. It’ll also help you get out of a tight parking spot, which might be its most useful feature.

As cool as the infra-red night vision is (and it’s so cool, if you’re a geek like me), it’s more of a gimmick than a tool — as is the blind-spot warning system, when you’re driving an A7 with the awesome European-market side view mirrors. Far more convex than the mirrors we get in the states, they completely eliminate blind spots — and someone at the DOT needs to be kidnapped and tortured until agreeing to make them legal in the US.

Sign us up — every time — for the head up display, which is a new feature at Audi. For long drives, we’d also recommend the double-glazed windows (optional in Europe, though they may be standard on US-models), as the interior remains very quiet even at high speeds. Even the HVAC fan is barely audible.

An all-new 3.0-liter turbodiesel V-6 is one of the available engines in Europe, and it, too, is impressively refined. It comes in two versions (204 or 245 hp), and we drove a front-wheel drive, CVT-equipped 204-hp version, and it’s quite fast. Once you’re moving, that is — it suffers from what could be the worst off-the-line throttle response of any car we’ve ever experienced. Adding a smaller second turbo (as BMW did in their twin-turbo 3.0-liter six) would likely fix that problem, but this engine’s fuel economy (44 mpg on the EU combined cycle versus 29 mpg for the supercharged gas engine) is a significant benefit.

Yes, both of those numbers would likely be unobtainable in the real world, but we suspect the US-market gas A7 to post impressive EPA numbers. Both the 8-speed transmission (in the A8) and the 3.0T (in the S4) have proven to be highly efficient. The A7′s low coefficient of drag (0.30) will surely help there.

The A7 is a great looking, high-quality design compromise that seems to have no real drawbacks. Its low roof might afford it slightly less rear passenger and cargo room than, say, an A6 Avant wagon, but its additional elegance is probably a better match for the needs of luxury car buyers anyway. We look forward to driving a US-spec A7 on our own soil, but until then, we think Audi might have just leapfrogged the original CLS by skipping over two categories on the Cool Car Chart. Then again, we’ll be driving the brand-new 2012 Mercedes CLS in a few weeks and it sounds like these two cars are ripe for a shootout. 

First, the official list and the vehicles they’re most often found in:

• 3.0L TFSI Supercharged DOHC V-6 (Audi A6)
• 2.0L N20 Turbocharged DOHC I-4 (BMW Z4/528i)
• 3.0L N55 Turbocharged DOHC I-6 (BMW 335i coupe)
• 3.6L Pentastar DOHC V-6 (Chrysler 300/Jeep Wrangler)
• 2.0L EcoBoost DOHC I-4 (Ford Edge)
• 5.0L DOHC V-8 (Ford Mustang Boss 302)
• 2.0L Turbocharged DOHC I-4 (Buick Regal GS)
• 1.6L DOHC I-4 (Hyundai Accent/Kia Soul)
• 2.0L Skyactiv DOHC I-4 (Mazda3)
• 3.5L DOHC V-6 HEV (Infiniti M35h)

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Timeless icon Ever since its first appearance the Monster has been an undisputed Italian-made icon, a symbol of Ducati’s unique history and the embodiment of a winning ‘less is more’ philosophy. Its seductive, essential lines represent an extraordinary balance between sports performance, sheer riding pleasure and awesome design. The Monster 795 is the definitive naked sports bike and a lifestyle icon of unmatched brilliance.

Chassis

Engine

Transmission

Emissions

DDA

ENGINES

Desmodue

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The engine of the Monster 795 is the legendary Desmodue, air cooled, Dual Spark L-Twin engine whose 87 hp gives it that unmistakable Ducati sound. Developed for an incredibly flexible power delivery, the Desmodromic engine provides enough torque to exit the most challenging of corners. The impressive torque, typical of the Ducati L-Twin engines, will excite with every twist of the throttle.

Power & torque curves

The Monster 795 produces 87hp (64kW) @ 8250rpm and 57,9 lb-ft (8,0kgm) of torque @ 6250rpm

Exhaust system

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The 2-1-2 catalytic exhaust system uses an efficient pre-silencer configuration with twin lambda probes providing finer fuel mapping and Euro 3 conformity. The system’s lightweight and compact design is achieved by using 1mm thick tubing and terminates in Ducati’s trademark twin under-seat, black exhaust mufflers, stylishly contrasted with great looking aluminium end caps.

Headlight

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The triple-parabola headlight on the Monster utilises the latest optical technology and advanced construction techniques to provide an incredibly compact lighting package. In spite of its compact size, the headlight throws a broad and deep beam to provide excellent visibility and make night riding safer. Viewed from the side, its discrete silhouette mimics the radical shape of the fuel tank.

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The 2012 Audi A7 is available in three trim levels: Premium, Premium Plus and Prestige. A supercharged, 3.0-liter V6 engine and all-wheel drive come standard on all models.

The 2012 Audi A7 ranks 5 out of 16 Luxury Large Cars. This ranking is based on our analysis of 13 published reviews and test drives of the Audi A7, and our analysis of reliability and safety data.

Test driver’s love the 2012 Audi A7’s performance, attractive exterior and stunning interior. Still, the A7 falters with steering and brake feel that some reviewers don’t like.

The 2012 Audi A7’s sleek, sexy design makes it unique among luxury large cars. Reviewers are floored by the A7’s combination of beauty, technology, power and refinement, but some note that the Audi A7 is not the most affordable car in its class. Still, the A7 earns top honors from the automotive press. Automobile Magazine writes, “Mesmerizing to look at and seductive to drive, the Audi A7 is a car to aspire to — and an entirely worthy Automobile of the Year.”

Inside, the A7 features stunning interior materials, which include soft leather and variety of available woods to accent the dash, console and door trims. Audi continues to push the envelope with class-competitive cabin electronics as well. Models that carry Audi’s MMI navigation system also come with Audi Connect, which uses a SIM card to turn the A7 into a wireless hot spot. The data connection also provides real-time updates to the navigation system, displays Google Earth views and informs with timely weather, news and point-of-interest information.

Despite the A7’s triumphs when it comes to interior features and class-leading cargo space, most reviewers note that the back seat of the A7 is not the most comfortable place to be. With coupe-like designs come coupe-like problems, and the sloping roofline that adds to the A7’s attractive appearance also takes its toll on available headroom in the backseat.

Under the hood, all models are powered by a 3.0-liter supercharged V6. Power is put to the ground through an eight-speed automatic transmission and quattro all-wheel drive. Test drivers are generally quite pleased with the power and refinement of the drivetrain, and the A7 earns praise for its handling prowess. However, a few critics comment that the A7’s steering and brake feel leave something to be desired.

Other Cars to Consider

While the Jaguar XF’s V8 provides significantly more grunt than the A7’s supercharged V6, Audi does have a leg up thanks to two key features: standard all-wheel drive and class-leading cargo space. The XF can’t hold a candle to the available trunk space in the A7, and Jaguar also doesn’t have an all-wheel drive option. However, the XF does offer navigation as standard equipment – a feature that will require you to upgrade to the Premium Plus trim on the A7.

If you’re looking for all the features available on the Audi A7 but also want a comfortable back seat, the BMW 535i Gran Turismo may be your best bet. It’s not nearly as attractive as the A7, but the 535i GT has better seats, with more headroom and legroom. However, the 535i GT doesn’t have as much cargo space. While the 535i GT offers optional all-wheel drive, Audi provides it as standard equipment on the A7.

Audi A7: The Details

The 2012 Audi A7 is available in three trim levels: Premium, Premium Plus and Prestige. A supercharged, 3.0-liter V6 engine and all-wheel drive come standard on all models.

• “Audi’s line is that anyone needing to transport five people won’t buy the A7. Maybe. But you have to think at least one potential customer is going to look at the rear seat and find this disdain for practicality a deal-breaker. Especially when Audi markets the hatchback design in terms of its usefulness.” – Los Angeles Times
• “But what about the A7? Would I buy it? Pretending for a moment that I’m in the market for an $80,000 hatchback of a design statement, oh, yes – absolutely.” – Motor Trend
• “While the 2012 Audi A7 may not be as uncompromising sporty as a BMW 550i or carry the deeply chiseled exterior of a Mercedes-Benz CLS, it should appeal to a broad spectrum of luxury car buyers on the basis of its overall pleasing performance, tastefully attractive styling and broad array of cutting-edge amenities.” – Forbes
• “The A7 has significant advantages over the BMW 550i GT, a hatchback that is probably its most direct competitor. The A7 not only costs less and gets better mileage but feels nimbler, because it weighs about 800 lbs less than the all-wheel-drive version of the 550i GT. The A7 also has 9 cu. ft. more luggage space with the rear seats up.” – Businessweek