2014 Audi RS7
In the rarified world of ultra-high performance Audis, many think the exotic R8 is the champ. But it’s actually the 5-door RS 7 that is the most powerful Audi sold here. That’s right…you don’t need supercar style or impracticality for serious, street-fighting, track melting capabilities. Too good to be true? Well, buckle up!
It took us no time at all to absolutely fall in love with the Audi RS 5 when we hit the track with it last year. But to be honest, that car pales in comparison to this car, the 2014 Audi RS 7.
Building on the far from pedestrian S7, Audi pumps up the performance in just about every area of this vehicle.
Weight has been shaved by 30-pounds. And there’s more power, thanks to Audi cranking up the boost in the twin-turbo 4.0-liter V8 to 17.4 psi. That makes for 560-horsepower and 516 lb-ft. of torque. Quattro all-wheel-drive, along with the S7’s sport differential, and air suspension, are all standard.
One thing that hasn’t changed, is that much like the S7, this car seems up for just about anything you can throw at it; feeling smooth and steady no matter the speed. Compared to the impressive S7, it cuts through the cones even more effortlessly. Dynamic driving mode keeps the body roll well under control, but doesn’t necessarily make it feel more responsive.
However, the electromechanical steering is insanely quick on turn-in with a precise, heavy weight, but unsurprisingly little feel. More would be hugely welcomed. The upgraded brakes are great for such a heavy car, but not quite in supercar territory with average stops of 117 feet from 60.
Acceleration, however, is glorious, as there is a ridiculous amount of torque and quattro traction propelling you on an 11.7-second adrenaline rush through the quarter-mile at 123 miles-per-hour. The transmission is a straight-up 8-speed Tiptronic automatic, not a DSG, but it works better than most dual clutch boxes, so we have no complaints.
The first two gears seem ultra-low…that’s for acceleration, getting you to 60 in just 3.6-seconds while the top gears go into extreme overdrive. Manual shifting is hard to get just right on the power sweet spots, so just let the computers and accelerometers do their thing and propel you to glory.
Now if you’re on the highway and you choose to nail the throttle to its fullest, make sure you’re not even close to someone’s bumper, or you’ll be in it in no time as this thing just flat take off. So, it’s quicker than a BMW M6 Gran Coupe, but not quite as fast as the Mercedes-Benz CLS63 AMG. But perhaps more importantly, thanks to cylinder deactivation among other things, it out fuel misers both of them.
Government Fuel Economy Ratings are 16-City, 27-Highway, and 19-Combined. So, our average of 22.1 miles-per-gallon of Premium is quite good for supercar-like performance.
This vehicle is clearly made for eating up mass quantities of Autobahn miles at thrilling speeds in extreme serenity, as Audi seems to be in competition with themselves on building the most amazing interiors. No one else is really even in the game, as here the custom-crafted environment gets even better.
It looks and feels like those super expensive pieces of custom luggage you see that cost well into 5-figures. RS extras include shifter, steering wheel, carbon-fiber trim, unique door handles, and instrument panel.
Front seats are just great, very racy feeling yet also luxurious to the hilt. While it doesn’t feel, or look particularly big, ease into the rear seats and the car feels huge.
Instead of a one size fits all approach to the exterior design, buyers can opt for standard, matte aluminum, or carbon styling. This example sports the matte aluminum look along with new bumpers, revised Singleframe grille, adaptive rear spoiler, lower diffuser, and big elliptical taillight tips for the highly recommended optional sport exhaust system. Full LED lighting is standard.
But let’s be honest. At $105,795, the $25,000 price leap over an S7 may purely be for bragging rights. Most owners will never experience the full potential of this car. We really don’t have the appropriate roads in North America to fully exploit the RS 7’s capabilities. You do need the German Autobahn, or at least, your own track day for that.
We thought the S7 was terrific. But in creating the 2014 RS 7, the otherworldly Audi engineers are again on point. Too good to be true? Not hardly. Overkill? You’re darn right!
Specifications
- Engine: 4.0-liter V8
- Horsepower: 560
- Torque: 516 lb-ft.
- 0-60 mph: 3.6 seconds
- 1/4 mile: 11.7 seconds @ 123 mph
- EPA: 16 mpg city/ 27 mpg highway
2025 Kia K4
Kia Crams Premium Midsize Sport Sedan Into Compact K4
Kia has a new paint by numbers product strategy; first, trading in years of Optima equity to rename their midsize sedan the K5, and second, giving their compact Forte a reboot as the K4. So, let’s see if it all makes for a brighter spectrum for Kia.
Sometimes a vehicle gets such a drastic update that the brand feels an entirely new name is appropriate. That’s the case here, as we’re saying good-bye to the Kia Forte and hello to this 2025 Kia K4 sedan. We’ve been down this road before, as the Forte itself was once a replacement, taking over for the Spectra in 2010.
Whatever they’re calling it these days, it is easily one of the smoothest compact cars we’ve ever driven, from Kia or anyone else. It packs in lots of tech, too, with 11 active driving assist features standard and up to 29 available including Emergency Evasive Steering Assist. A 30-inch-wide housing contains both the 12.3-inch digital gauge display and a 12.3-inch touchscreen for infotainment; but, unlike other similar setups, it’s integrated into the dash more than just sitting on top of it. While there are lots of standard features as we’ve come to expect from Kia, they’ve pumped up high-end add-ons too, including Harmon Kardon premium audio, multi-colored ambient lighting, and sporty SynTex covered seats that are both heated and ventilated.
Rear-seat headroom and legroom are both excellent for the class, approaching midsize territory. All the additional space comes from a wheelbase increase of about an inch over the Forte sedan; it’s also almost 2-inches wider.
The K4 is a great looking compact four-door too, but with sport sedan proportions and a definite hatchback vibe. And on that subject, a five-door will join the sedan late this year, something that’s been missing in Kia’s compact ranks since the Forte5’s run ended in 2018. In the meantime, you’ll just have to make do with this still huge 14.6 cu-ft trunk for storage, extended by split folding rear seat backs.
Easily one of the most fun compacts we’ve driven this year.
Standard power comes from a 147-horsepower naturally-aspirated 2.0-liter I4 which carries over unchanged from the Forte. But if you can swing it, we highly recommend stepping up to this 1.6-liter turbo-four found in the GT-Line Turbo. Its 190 horsepower and 195 lb-ft of torque moves things from commuter car closer to sport sedan territory. It also gets you a true eight-speed automatic transmission in place of the standard CVT, and 18-inch wheels.
At Mason-Dixon Dragway, it didn’t exactly pounce off the line, but there was a nice punch of power when the turbo was fully spooled up, getting us to 60 in 6.7 seconds. Not as quick as some competitors, but that’s much improved compared to the 8.1-second runs from the Forte with the 2.0-liter. We found the eight-speed to prioritize smoothness over sportiness, however, resulting in quarter-mile times of 15.3 seconds at 95 mph. There wasn’t a whole lot of engine noise, but we really felt that small powerplant working overtime moving down the track.
The GT-Line puts some credence to the term “sport-tuned suspension” by ditching the standard car’s rear torsion beam for a multi-link setup, working with grippier 18-inch tires, and a quicker steering ratio. It had us whipping in and out of the cones with ease, feeling quick and agile; easily one of the most fun compacts we’ve driven this year. There was very neutral behavior, as we scooted through our handling course at Porsche-like speeds. Steering was light but still gave us plenty of feedback; and no matter how hard we pushed, stability systems stayed out of the way. The GT-Line Turbo gets 1-inch-larger front brake rotors too; they delivered plenty of feedback and consistent fade-free short stops, averaging just 100 feet from 60 with minimal nosedive.
Government Fuel Economy Ratings with the turbo are 26 city, 36 highway, and 29 combined. Our highway-heavy mileage loop returned 35.0 mpg of regular. That’s a better than average Energy Impact Score, using 10.3 barrels of oil annually with 5.0 tons of CO2 emissions. K4 pricing starts with LX at $23,165 and tops out at the GT-Line Turbo for $29,265.
At its essence, the automotive industry is just a big numbers game. Whether we’re talking about dollars, horsepower, fuel economy, tow ratings, 0-60s, storage capacity, it’s all just numbers. But more often than not, it’s the things that fall between the numbers that really make the difference, and Kia has been winning that game for years. Considering this 2025 Kia K4 sedan offers features and a level of sophistication well above its price point, it looks like that winning streak will continue.
Specifications
As Tested
- Engine: 1.6-liter turbo-4
- Transmission: 8-speed automatic
- Horsepower: 190
- Torque: 195 lb-ft
- EPA: 26 City | 36 Highway | 29 Combined
- 0-60 mph: 6.7 seconds
- 1/4 Mile: 15.3 seconds at 95 mph
- Braking, 60-0 (avg): 100 feet
- MW Fuel Economy: 35.0 mpg (Regular)
