2013 Audi S7

2013 Audi S7

Episode 3221
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The 2013 Audi S7 may not be as potent as the recently introduced Audi RS5; but for the daily driving that most of us do, it’s a much better car.  So, let’s find out what it takes up the “7” from an “A” to an “S”!

Well, you won’t find too many differences on the outside, which is fine by us, as it would be a real shame to mess with the 7’s beautiful lines.  Some may not be fans of luxury hatchbacks, or 5-door Coupes as the Euros refer to them, but this is by far the best looking example we’ve seen.

S models are dressed with a unique version of Audi’s “Singleframe” grille with double horizontal chrome struts, plus aero treatments on the front fascia and down the sides, black brake calipers, aluminum-optic side mirrors, gray rear diffuser, quad polished exhaust tips, and V8T fender badges. 

You really have to go inside and spend some time behind the wheel to get a true sense of what S is all about.  And, in the S7, that means better steering feel and flatter handling.

And of course there’s more power to be had as well, thanks to a turbo-charged 4-liter V8 with cylinder deactivation, the same engine found in the Bentley Continental GT.  Output here is 420-horsepower and 406 lb-ft. of torque.

All S7’s feature the most advanced quattro all-wheel-drive system with an active rear differential that not only splits torque to whichever rear wheel is demanding the most traction, but it also shifts power to the outside wheel when cornering to help you get through with less steering input. 

A lowered air suspension with variable damping and bigger brakes completes package. And it’s still a heavy package, at 45-hundred pounds, despite having aluminum body panels wrapped atop its steel structure. 

So, when it comes to all-out handing, The S7 is not in M5 territory, but it’s not far off either. And like most luxury sport sedans, the S7 comes with selectable driving modes. When set to Dynamic, Audi’s Drive Select system firms up the suspension settings and adds more responsive steering.  It also sets throttle response to immediate.

With that throttle to the floor, the S7’s rear biased Quattro system instantly hooks up and propels you forward with some serious thrust.  It takes only 4.1-seconds to hit 60 miles-per-hour…that’s over one and a half seconds better than the A7…and 12.5 to reach the end of the quarter mile at 110 miles-per-hour. 

Things are smooth and stable the whole way, with nice firm shifts from the 7-speed dual-clutch transmission; and a ferociously pleasant exhaust note. 

Braking performance is equally fierce, hauling this heavyweight down to a halt in a very short average of 113-feet.

As fun as all of this is, the S7 is just as entertaining to drive at a normal “going to work” pace.  Our only complaint, when in full auto mode the transmission is a little jerkier than we’ve found in other Audi’s with similar trans, but it’s mostly noticeable because everything else about the driving experience is so smooth. 

The V8’s Cylinder on Demand system is virtually undetectable thanks to active engine mounts that quell vibration and even noise cancellation inside the cabin that eliminates any audible clues.

And it helps improve Fuel Economy Ratings to 17-City, 27-Highway, and 20-Combined. 

Still, being a big luxury car, the Energy Impact Score is only average at 16.5-barrels of oil devoured annually, while emitting 7.3-tons of CO2. 

The only thing that gets emitted inside the S7’s cabin is lavishness.  It’s the same gorgeous interior as the A7, only sporting great updates like super comfortable Valcona leather seats with well-done cross-stitching, an S-sport steering wheel with aluminum finish shift paddles, unique gray instrument cluster, aluminum pedals, and illuminated S7 labeled sill plates. 

And it’s more than just a pretty package, it’s a highly functional one as well, with Audi’s fairly intuitive MMI interface, and goodies like onboard Wi-Fi and Google Earth mapping.  

But, you do have to pay a price for such niceties, and the S7 is not exactly a performance bargain, starting just shy of the M5 at a still lofty $79,695.  

It’s easy to understand why Audi is doing so well right now.  They are building some incredibly nice cars.  The 2013 Audi S7 may not be a hard core performance sedan, but if you’re looking for long distance comfort with a definite performance edge, wrapped in an extremely stylish and highly functional package, the S7 is clearly a great pick!

Specifications

  • Engine: 4-liter V8
  • Horsepower: 420
  • Torque: 406 lb-ft
  • 0-60 mph: 4.1 seconds
  • 1/4 mile: 12.5 seconds @ 110 mph
  • 60-0 mph: 113 ft
  • EPA: 17 mpg city / 27 mpg highway
  • Energy Impact: 16.5 barrels of oil/yr
  • CO2 Emissions: 7.3 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW