Audi A7

First time round, the A7 Sportback was merely a swoopier, more fashionable five-door take on Audi's A6.

In 2018 though, we got an 4K8-era model that had arguably more in common with the brand's larger boardroom level A8 luxury saloon.

There was a different demeanour here of course to the sense of prestige that characterised Ingolstadt's bigger model - in an A7, it was all about 'pure progressiveness' apparently - but the technology was pretty much the same, both inside and under the bonnet.

And there was quite a lot of it, which was just as well because by 2018, competition in this profitable little niche had ramped up quite a lot since the launch of two direct rivals - BMW's 6 Series Gran Turismo and the third generation version of the model that pioneered this segment, the Mercedes CLS. But there's nothing quite like this A7 - and, from the launch of this second generation model anyway, also nothing quite like the so-called 'Level 3' autonomous driving tech it could potentially offer, which theoretically allowed its driver not only to relinquish control at certain speeds but actually to engage in other tasks unconnected with driving.

And that was just the start.

The petrol and diesel engines used became much more efficient in this MK2 design thanks to 'MHEV' mild hybrid electrification and the new-era cabin became completely touchscreen-orientated.

In addition, the sleek exterior styling introduced a fresh design language for the brand and clothed a completely new and much stiffer aluminium-intensive MLB EVO body structure.

Plus options included four-wheel steering and an astonishingly sophisticated active air suspension system.

In short, it was all very Vorsprung Durch Teknic.

The high performance 600PS RS 7 was launched in 2019 and in 2020, Audi introduced the S7 Sportback, which had a potent 350PS TDI V6 diesel.

The 50 TFSI e and 55 TFSI e petrol Plug-in Hybrids were introduced in 2021.

There was a light facelift in 2023 which saw the main A7 range through to the end of production in late 2023.

There was no replacement.

This is certainly a very imposing piece of design.

Is it beautiful? Well that'll depend on your definition - and possibly on the amount of money you have to spend on the chosen trim.

Either way, you'll certainly get yourself a very sizeable piece of sculpted Executive segment German real estate, this second generation A7 Sportback being nearly five metres long and almost two metres wide, yet standing only 1.4-metres high.

Classically elegant? Maybe not, but it's certainly handsome and sophisticated. Behind the wheel, the Vorsprung Durch Teknic charisma of this car really gets into gear.

There's a different, more technological ambiance than you get with obvious rivals, but the interior still incorporates the required splash of luxury needed for a Gran Turismo of this status and there's a bit more driver focus to it than you get with the larger A8, the car from which this 4K8-era model borrows most of its technology.

You're going to need to like screens because this cabin incorporates no fewer than three of them, largely replacing all the many buttons and dials of the previous model.

The two you'll notice first power up as soon as the door is opened and dominate the upper and lower parts of the piano black-trimmed centre stack.

The gently curved upper 10.1-inch display deals with the most important radio, media and telephone functions while the lower 8.6-inch monitor is reserved for more comfort-orientated mainly climate-related features.

Both monitors interact with the configurable 12.3-inch 'Audi Virtual Cockpit' instrument binnacle screen you view through the three-spoke wheel.

In the rear, Audi claimed that there was 21mm more legroom and 5mm of extra head room.

It's still not as spacious as the rear bench you'd find in a rival BMW 6 Series GT, but it's about on par with the stronger-selling Mercedes CLS.

And luggage space? Well the hatch opens electrically to reveal a 535-litre space that's exactly the same as what was offered by the previous generation version of this car.

If you need more room, completely flattening the rear bench frees up 1,390-litres of capacity - which of course is where this A7 holds a massive advantage over that rival CLS model.

4K8-era A7 Sportback models hold onto their value pretty well.

Prices start with an early '18-plate 40 TDI quattro diesel with base 'Sport' trim at around £19,700 (around £24,000 retail).

A typical early '19-plate 45 TFSI quattro petrol model with base 'Sport' trim at around £22,550 (around £27,250 retail).

As an alternative to a TDI, a petrol 50 TFSI e or 55 TFSI e Plug-in Hybrid A7 might be worth a look.

These came from 2021 onwards and had quattro 4WD; values for the 50 TFSI e start from around £26,650 (around £31,750 retail) on an early '21-plate with base 'Sport' trim.

RS 7 prices start from around £47,200 (around £53,750 retail).

All quoted values are sourced through industry experts cap hpi.

Click here for a free valuation.

Not too much goes wrong with a 4K8-era A7 Sportback.

The most common issue we've heard of relates to excessive oil consumption for models with the 3.0 TFSI petrol engine.

The 3.0 TDI diesel can also suffer from high oil consumption and with this unit, we've also heard of DPF clogging, EGR valve malfunctions, turbocharger failures and timing belt wear.

Few 4K8-era A7s will have air suspension, but if the one you're looking at does, check the system thoroughly when you test the car and make sure it rises and falls through its various modes as it should.

The most reported 4K8-era A7 faults relate to interior trim and non-engine electricals.

We've had some reports of issues with wear to the side bolsters of the leather seats, as well as squeaking front brake pads, so it's worth looking out for both of those.

There were a few issues with the car's infotainment system, with phones not connecting properly and flickering screens being the main problem.

The DSG automatic gearbox should be checked to make sure it's had a regular oil and filter change, as should the quattro four-wheel-drive system. Many A7 models will have been company or lease cars and, as a result, you should check the condition of the bodywork carefully.

The high-quality fit and finish of an A7 also makes it an ideal candidate for clocking, so ensure the history is absolutely verified.

If the A7 you're looking at has a panoramic glass roof and was an early 4K8-era model, be aware that on a few cars, this roof became unstuck from its frame.

(approx based on an A7 Sportback 45 TDI (2019) - Ex Vat) An air filter costs in the £84 bracket.

An oil filter costs around £6.

A fuel filter is around £27.

Front brake pads sit in the £58 to £91 bracket for a set; for a rear set, it's around £25.

Front brake discs sit in the £51 bracket; for a rear pair, you're looking at around £77-£186.

A headlamp is in the £968-£1,170 bracket; and a wiper blade is in the £11-£19 bracket.

Arguably the most important changes made to his second generation A7 Sportback model took place beneath the bonnet.

Various engines were on offer but most customers stuck with the two mainstream 3.0-litre six cylinder powerplants this car was launched with.

Both are fitted with Audi's latest MHEV mild hybrid technology which uses a clever 48-volt electrical system that enables the car to coast more economically at cruising speeds.

There's a 55 TFSI petrol model with 340PS and 7-speed S tronic auto transmission, but most used buyers are going to want the 286PS 50 TDI diesel derivative, which uses an 8-speed tiptronic auto.

The key attraction of this TDI variant will be class-leading running cost efficiency, which sees up to 50.4mpg being possible on the combined cycle and up to 147g/km of CO2.

In 2020, Audi introduced an S7 variant, which used a more potent 350PS version of the 3.0 V6 TDI.

At the top of the range is the 4.0-litre twin turbo petrol RS 7 Sportback. All the engines are mated to an improved quattro 4WD system.

And from new there was the option of a 'Dynamic all-wheel steering' package for greater cornering agility and parking manoeuvrability.

Both these things help at speed through the bends, though the steering could still use a bit more feel, even though it was improved in this MK2 model by a 'progressive' feature that allows it to operate more and more directly as the turning angle increases.

Throughout, the sheer weight and width of this Audi is never far from your mind.

On the highway though, this second generation model can manage all of that on its own if you get yourself a car whose original buyer took up the option Audi offered of building in a package of so-called 'Level 3' autonomous driving tech.

The 'Traffic Jam Pilot' system this included only allows that facility on properly divided highways at speeds of under 37mph but in operation, it's undeniably impressive, as are the associated 'Parking Pilot' and 'Garage Pilot' systems that will allow you to remotely park your car when you reach your destination.

And in summary? Well it's certainly true that you've still really got to like Audis to like this car.

More specifically, you've got to like A7s: for all this MK2 model's sophistication, it still feels very much an evolution of the original first generation design.

As a result, there are always going to be those who'll prefer the elegance of a Mercedes CLS.

Or the slightly more dynamic demeanour of a BMW 6 Series GT.

We're guessing though, that a small but significant number of executive segment buyers looking for a Gran Turismo-style luxury five-door model from the 2018-2023 era might find this Audi to be a surprisingly complete all-round choice, were they ever minded to consider one.

It's very Vorsprung durch technic.

Just as it should be.