2024 Audi A7

For 2024 the US A7 is offered solely as the 55 TFSI quattro: a 3.0L turbocharged V6 with 48-volt mild-hybrid assist rated 335 hp, unchanged across Premium, Premium Plus and Prestige.

The 55 TFSI V6 makes 369 lb-ft, on a broad turbocharged plateau, identical across the 2024 trim range.

Audi's own claim for the 2024 A7 55 TFSI quattro is 5.2 seconds; independent instrumented runs of the same drivetrain have come in quicker (Edmunds 4.7 s, Car and Driver 5.1 s), so the manufacturer number is used as the conservative authoritative figure.

The 3.0L turbo V6 is quiet, effortlessly strong across the rev range and helped by 48-volt mild-hybrid restarts and coasting, but reviewers consistently note a faint low-speed hesitation from a standstill — a dual-clutch trait rather than an engine one. Well clear of the mainstream hatchback peers here, without the immediacy of a top-tier performance drivetrain.

The seven-speed S tronic dual-clutch shifts quickly and decisively once rolling, with good manual-mode response and no gear hunting, but takes up softly and can hesitate off the line in stop-and-go traffic.

quattro all-wheel drive is standard on every 2024 A7 — there is no front-drive version — using a mechanical self-locking (Torsen-type) center differential, and a torque-vectoring sport rear differential is available with the S line/performance options.

For 2024 the US A7 is a single-powertrain car: the 335-hp 55 TFSI quattro only. The 45 TFSI four-cylinder is long gone from the US lineup and the 55 TFSI e plug-in hybrid — still sold in Europe for 2024 — was dropped from the US after 2022, so an American buyer has no electrified or alternative-output choice within the A7 nameplate.

EPA rates the single 2024 A7 configuration at 25 MPG combined; the 48-volt mild-hybrid system trims consumption but this is still a 3.0L turbo V6 with standard all-wheel drive.

EPA city rating of 22 MPG — mild-hybrid stop-start helps, but weight and quattro keep it well below the segment's four-cylinder and hybrid competitors.

30 MPG highway is respectable for a 335-hp AWD liftback, aided by the slippery Sportback body and the mild-hybrid system's ability to shut the engine off while coasting.

A large 19.3-gallon tank offsets the modest combined economy, giving a genuinely useful ~480-mile touring range — the A7's strongest showing in this category.

The combination of 25 MPG combined and a premium-fuel requirement puts annual running cost near the top of the hatchback band — about $5.07 to cover 25 miles.

Premium gasoline is required, not merely recommended, on the 3.0L TFSI — an unavoidable per-gallon surcharge on every fill of a 19.3-gallon tank, with no regular-fuel or plug-in alternative in the 2024 US lineup.

NHTSA's database returns 'Not Rated' for the 2024 A7's overall, frontal and rollover scores — the agency only ran the side barrier and side pole tests, both of which came back 5 stars. The 4.5 estimate reflects a real 5-star side result and IIHS Good in both frontal tests the A7 has taken, discounted because the frontal and rollover legs — where the closely related A4 posts only 4 stars — were never measured.

Every IIHS crash test the C8 A7 has taken came back Good — driver- and passenger-side small overlap front and the original moderate overlap front — but that is a thin slate carried from a 2019 A6 test and applied to 2019-25 A7s. The updated moderate overlap (rear passenger), the updated side test, roof strength and head restraints are all unrated, headlights are only Acceptable, and the 2024 A7 holds no Top Safety Pick of any kind.

For $72,295 the volume Premium trim ships only the core: Audi pre sense front (AEB with pedestrian detection) plus forward collision warning, lane-departure warning, high-beam assist, front and rear parking sensors and a rear camera. Adaptive cruise, active lane assist, side assist and rear cross-traffic all sit in the $2,250 Convenience package — Audi made adaptive cruise standard across its 2024 SUV line but left the A7's sedan-family packaging untouched.

Standard Audi pre sense front earned IIHS's top Superior rating for daytime vehicle-to-pedestrian crash prevention, avoiding collisions outright in several scenarios. What holds the score mid-band is what was never measured: the A7 has no nighttime pedestrian result and no rating under IIHS's tougher 2024 front-crash-prevention protocol, which is where systems of this generation typically give ground.

Audi side assist is alert-only — a mirror-mounted LED with no steering or braking intervention — and on the volume Premium it is bundled into the Convenience package rather than fitted as standard, becoming standard only from Premium Plus up. Rear cross-traffic assist and exit warning come in the same bundle, so coverage is complete once bought but is not what a base A7 leaves the lot with.

Lane-departure warning is standard, but active lane assist and the lane guidance built into adaptive cruise assist are package content on the volume Premium. Reviewers describe the centering as subtle and comfortable on gentle highway curves yet plainly out of its depth in tighter bends — functional rather than trusted, and a step behind BMW's and Genesis's equivalents.

Audi adaptive cruise assist is a full-speed-range stop-and-go system with integrated lane guidance and predictive, nav-linked speed adjustment, and 2024 adds a dedicated Adaptive Cruise Assist display; reviewers consistently call the operation smooth. The deduction is availability, not quality — a Premium buyer has to spend $2,250 to get any adaptive cruise at all.

Audi offered no hands-free highway driving system anywhere in its 2024 US lineup, and the A7 is no exception — there is no BlueCruise, Super Cruise or FSD-supervised equivalent. Adaptive cruise assist is a hands-on, driver-monitored lane-centering aid, and Audi's Level 3 traffic-jam pilot has never been sold in the US.

There is no good headlight on a 2024 A7: IIHS rated both available configurations Acceptable, so paying up for the Premium Plus's HD Matrix-design LEDs buys styling and a better beam pattern than the base car but not a Good result. High-beam assist is standard across the range, which is what keeps this out of the bottom band.

The Sportback silhouette costs rearward vision — thick C-pillars, a shallow, steeply raked backlight and a high tail leave real rear-three-quarter blind zones, and the same roofline that trims rear headroom trims the view out. Forward vision over the low cowl is good and the rear camera plus front and rear parking sensors are standard, but the surround-view camera that would properly compensate is package content on the volume Premium.

IIHS rated the A7's LATCH hardware Good for ease of use — anchors in the two outboard positions that are easy to find and reach rather than buried in the seat bight. Generous rear legroom leaves room ahead of a rear-facing seat, but the fastback roofline lowers the door aperture and makes lifting a seat in awkward, and two complete LATCH positions rule out three-across.

The 2024 A7 seats five; the rear middle position is a perch over a tall tunnel under the sloping roof.

A sunroof is standard on every 2024 A7, so 37.0 in is the only front-headroom figure published; that's modest for the class.

Front legroom is adequate for a mid-size luxury car but not generous.

Rear headroom is competitive despite the fastback roof, though taller riders brush the rear glass header.

Two adults fit comfortably in the outboard rear seats; the tall center tunnel compromises the middle seat.

The Sportback liftback has a wide opening and 24.9 cu ft of space, far more than the A6 sedan's trunk, plus 40/20/40 split-folding rear seats.

The liftback's access is the standout. Small-item storage is only average: the console bin is small and the dual-screen haptic center stack squeezes the bins around it.

Reviewers praise the cushy, highly adjustable front seats. Ventilation comes on Premium Plus and massage on Prestige, and the rear is comfortable for two adults.

The ride is composed and mostly smooth, but the sport-tuned steel suspension turns firm over broken pavement, especially on the larger wheels in the 2024 refresh.

The cabin is well insulated at highway speeds, and Premium Plus adds acoustic side glass. Wide tires bring some road roar on coarse surfaces.

Heated front seats and dual-zone climate with rear controls are standard. The volume Premium Plus adds four-zone climate, ventilated fronts, heated rears and a heated wheel, and Prestige adds massage.

For 2024 the US A7 is 55 TFSI quattro only — the 45 TFSI four-cylinder and the 55 TFSI e plug-in hybrid are both gone, so the Premium trim's 335-hp turbo 3.0L V6 is the entry point. Far above the mid-size hatchback band ceiling of $55,000, as expected for a mid-size luxury liftback.

Premium Plus is the volume trim — it is where Audi puts the content most luxury buyers expect (Bang & Olufsen 3D audio, side assist, ambient LED lighting, which became standard on Premium Plus and above for 2024). Prestige runs to roughly $80,800 and the Executive package pushes a typically-optioned car past $80k.

Turbo V6 with quattro, premium fuel, 20-inch tires and dealer-only servicing, with no complimentary scheduled maintenance on a 2024 Audi — every service inside the warranty window is out of pocket unless Audi Care is prepaid. Sits above the hatchback band ceiling of $9,000.

The A7 depreciates faster than the luxury-large-car average, and the 2024 model year carries an extra headwind: Audi dropped the A7 and S7 from the US lineup after 2025, and a discontinued nameplate with a known successor (the A6 Sportback) softens used demand. In dollars this is the dominant ownership cost — roughly $42,000 of depreciation on a $77,000 car.

Standard Audi New Vehicle Limited Warranty, unchanged for 2024. Level with BMW and Mercedes-Benz at 4/50, but well short of Genesis (5/60) and Jaguar (5/60) at this price point.

Audi folded powertrain coverage into the basic warranty from MY2020 onward, so a 2024 A7 gets no coverage past 50,000 miles on the 3.0L V6, seven-speed dual-clutch or quattro hardware. Below the 5–10 yr band floor and dramatically shorter than the 10-yr powertrain terms at Hyundai/Kia/Genesis.

No complimentary scheduled maintenance on a 2024 Audi — Audi Care Free ended in 2020 and Audi Care remained a prepaid, extra-cost plan; the included-maintenance program (Audi Signature Care, 10k/20k/30k-mile services) did not arrive until model year 2026, two years after this car. What the buyer does get is 4 years of unlimited-mile 24-hour roadside assistance and connected-service trials, including the 6-month Audi connect PLUS with Audi app store trial that became standard across the 2024 lineup, plus a SiriusXM trial. Roadside plus trials but zero included servicing places it just under the 'basic roadside only' band, behind BMW's then-current 3-year Ultimate Care and far behind Genesis/Jaguar included-maintenance programs.

$77,045 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $34,670) leaves about $42,375 in depreciation. Add the projected $9,030 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $51,405 in total.

Model-specific signals are below average — RepairPal rates the A7 Quattro 2.0/5.0, 27th of 30 luxury full-size cars, driven mainly by repair frequency (1.63 unscheduled shop visits/year against a 0.8 segment average). That is offset by 2024 being the final, most-sorted year of the C8 generation on sale in the US since 2019, with the electrical and infotainment gremlins that dogged the 2019–2022 cars largely worked out.

Audi's multi-year dependability standing is below average and trending down: three consecutive J.D. Power VDS cycles place it well behind the industry average and worst of the German luxury trio, and Consumer Reports' strong 2024 placement has since reversed hard. Same brand baseline applied to the 2024 A4.

The 2024 A7 carries exactly one NHTSA recall — a fleet-wide rearview-camera software error spanning 2019–2026 Audi models, remedied by a free software update with no mechanical defect involved. Crucially, none of the C8 generation's earlier campaigns reach the 2024 car: the gateway-control-module, brake-fluid-cap and 2021/2022 camera recalls stop at earlier years, and the high-voltage battery and charging-cable recalls apply only to the A7 TFSI e PHEV, which was not sold in the US after 2022. The residual weak spot is MMI/infotainment software TSBs, an Audi-wide pattern rather than an A7 one.

The 55 TFSI's turbocharged 3.0L EA839 V6 has been in service since 2016 and routinely passes 150,000 miles on schedule maintenance, with no systemic failure campaign; the high-mileage wear items are timing-chain wear, PCV failure, coolant leaks and carbon buildup rather than catastrophic defects. The seven-speed DL382 wet-clutch S tronic avoids the dry-clutch DQ200 reputation entirely, though mechatronic faults and low-speed jerkiness appear if fluid service is skipped. Discounted from top-tier because both units are maintenance-sensitive European hardware, not fit-and-forget.

The C8 A7 cabin is a segment benchmark — cushy leather, genuine wood or carbon-fiber inlays, and unusually convincing plastics even in low-touch zones, wrapped around the dual-screen MMI and 12.3-inch Virtual Cockpit. Comfortably ahead of the smaller A4/A3 tier and competitive with the Mercedes CLS and BMW 5 Series on tactile richness for the money.

Assembly quality is a strength — reviewers single out the A7's panel fit and cabin solidity, and by 2024 the Neckarsulm line has been building this body for six years, so first-year variability is long gone. Held below 90 because Audi's brand-level initial-quality standing is poor, though the J.D. Power IQS penalty is concentrated in infotainment and driver-assistance annoyances rather than in how the car is screwed together.

Roughly 314 US Audi dealers give adequate metropolitan coverage but the thinnest network of the German luxury three, and rural owners can face long trips for warranty work on a car that needs dealer-level diagnostics. Service satisfaction is mid-pack for luxury. Brand-level baseline, identical to other 2024 Audis.

Running costs are high in absolute terms — roughly double the all-vehicle average annual repair bill and twice the segment's rate of unscheduled shop visits — and the MMI electronics, adaptive dampers and air suspension are effectively dealer-only to diagnose. Parts are not scarce, though: VW Group volume supports a deep independent-specialist and aftermarket supply, severe-repair probability matches the segment average, and over ten years the A7 actually undercuts its own luxury-sedan class. Scored at the bottom of the "normal" band rather than in the punitive band for that reason.

The dual-screen MMI Navigation Plus with haptic feedback pairs a 10.1-inch upper infotainment screen with an 8.6-inch lower screen.

The MIB3 MMI is quick and its haptic feedback is satisfying, but moving climate and most controls onto touchscreens distracts the driver. By 2024 the 2018-era layout felt dated.

Wireless Apple CarPlay and Android Auto come standard from the base Premium trim.

Standard MMI Navigation Plus with natural-language voice, Audi connect traffic/online search and built-in Alexa beats most native systems.

The base system has 10 speakers. Premium Plus adds the 16-speaker Bang & Olufsen 3D Premium, and a B&O 3D Advanced system is optional at the top.

The standard 12.3-inch Audi virtual cockpit plus is still one of the most configurable, legible digital clusters.

Through Audi connect, MIB3 receives over-the-air map and some infotainment updates. The C8 platform gets no whole-vehicle OTA feature updates.

The myAudi app covers remote lock/unlock, status, locate and send-to-car, but it sits behind Audi connect plans after the trial and there is no US phone-as-key.

There are USB-C ports front and rear. Wireless phone charging is standard from Premium Plus and part of the Convenience package on Premium, and there's no household outlet.

Keyless start and a power liftgate are standard. Audi advanced key (proximity entry) and hands-free liftgate come with the Convenience package or Premium Plus, and there's no digital key in the US.

A rear camera and front/rear Parking System Plus are standard. The top-view 360 camera is standard on Premium Plus and part of the Convenience package on Premium, and Park Assist is available.

A color head-up display is available but tied to the upper trims and packages, not the base Premium.

The frameless rear doors open wide, but the sloping roof makes you duck to install a child seat. The big liftback takes strollers easily.

Standard pre sense front scored Superior in IIHS pedestrian tests, but the base Premium keeps blind-spot monitoring and adaptive cruise in a package. NHTSA has not given the car an overall rating.

On the volume Premium Plus, four-zone climate, heated rear seats and a big cargo hold keep four adults comfortable. The rear middle seat and rear head clearance limit it to four, not five.

The V6 is smooth and the car settles well, but the dual-clutch can hesitate and lurch pulling away and the touch-heavy controls add fatigue.

At 25 mpg combined on premium fuel, it's a pricey commuter even for the luxury class.

A 195-inch body and a turning circle of roughly 40 ft make tight spaces awkward. Standard front/rear sensors and the available 360 camera help.

It has no US tow rating and a low-slung liftback body, so the cargo hold is its only real utility.

Luxury-oriented materials and a complex frameless-door body aren't suited to hard use.

Beyond cargo tie-down hooks and a 12V socket, it has few work provisions.

Excellent seats, a quiet cabin, 30 mpg highway (about 480 miles of range) and lane-guidance adaptive cruise make it a strong tourer. The firm ride holds it back.

Standard quattro AWD copes with snow and gravel, but low ground clearance and no tow rating keep it on pavement.

The 24.9 cu ft liftback and 40/20/40 split-fold rear seats take bulky items far better than a sedan does, but there are no roof rails or factory hitch.

Standard quattro AWD and a poised chassis give tremendous grip and crisp responses, though it feels heavy next to true sport sedans.

The steering is accurate and well weighted in Dynamic mode but offers the usual thin Audi feedback.

Reviews describe strong, progressive brakes with good pedal feel. No 2024 instrumented stopping distance was found.

The 335-hp turbo V6 is smooth and punchy, but the 48V mild-hybrid stop/start and seven-speed dual-clutch can hesitate pulling away.

The V6 is refined and well isolated, with a muted, pleasant growl under load.

The long wheelbase gives it a wide turning circle for a hatchback.

The seat and wheel adjust widely for a low, sporty position, but touch-only climate controls on the lower screen and thick rear pillars cost points.

It's quick, grippy and stylish, but it's more grand tourer than sports sedan; the S7 and RS 7 carry the real fun.

The $72,295 Premium is well equipped for a base trim: quattro AWD, 335-hp turbo V6, leather, heated power front seats, panoramic sunroof, tri-zone climate, power liftgate, the dual-touchscreen MMI (10.1-inch upper, 8.6-inch lower) with navigation, 12.3-inch Virtual Cockpit, wireless Apple CarPlay/Android Auto, front and rear parking sensors, and Audi pre sense forward AEB. But at this price the omissions sting — adaptive cruise, blind-spot side assist, Bang & Olufsen audio, head-up display and matrix-design LED headlights all sit in Premium Plus/Prestige or in the Convenience and Executive packages. Genesis G80 bundles more for meaningfully less.

The A7 asks roughly $12–14K more than an A6 fitted with the same 55 TFSI drivetrain and essentially the same cabin and technology — the premium buys the liftback silhouette, frameless doors and hatch practicality, not extra hardware. Against Genesis G80 (more content, far less money) and BMW 5 Series (sharper dynamics for similar money), 335 hp and mid-pack acceleration for $77K delivered is fair rather than compelling.

A clean three-step Premium / Premium Plus / Prestige ladder spanning roughly $72K–$81K, topped by the S7 and the newly rebadged RS 7 Performance, with Convenience, Executive and S line packages layered on. Choice narrowed for 2024 though: the A7 is 55 TFSI quattro only in the US — the 45 TFSI four-cylinder and the 55 TFSI e plug-in hybrid are both discontinued, so there is one drivetrain, one body and no Avant.

A genuinely marginal seller. Roughly a thousand A7/S7 units moved in the US in calendar 2024, down about 27% year over year, in a segment where the BMW 5 Series and Mercedes E-Class sell in the tens of thousands. Audi confirmed the model's fate shortly after: no MY2026 A7 or S7 for the US at all.

Audi holds strong aspirational equity in the US premium tier, and the A7 is the design halo of the sedan range — the frameless-door fastback has been the 'best-looking Audi' pick for a decade and pulls image weight far beyond its volume. A notch above the A6 for cachet, a notch below the Mercedes CLS and BMW 8 Gran Coupe for pure fastback status.

A slow-turning niche model with sitting inventory is a buyer's car: Audi Financial Services ran subvented financing on 2024 A7 55/S7 stock, Audi waived first-month payments across most of the lineup, and dealers had room to move. Real transaction data on the adjacent model year shows consistent, if not dramatic, savings off sticker — good buyer benefit without desperation-level pricing.

2024 is the sixth model year of the second-generation (Type 4K8) A7 that launched for MY2019, and the year's updates are cosmetic housekeeping rather than a real mid-cycle renewal — a honeycomb grille, new wheels, four new paints, new inlays, ambient lighting made standard on Premium Plus, traffic-sign recognition and dual-pane glass folded into the Executive package. The dual-touchscreen MMI was already a generation behind newer curved-display rivals, and replacement risk was real: the A7 and S7 were dropped from the US lineup entirely after 2025.

Consistently well-reviewed and occasionally a class podium finisher, but never the outright pick. Reviewers praise the cabin materials, ride/handling balance and hatchback practicality; the recurring criticisms are the haptic dual-screen interface, merely adequate V6 pace for the money, and a base trim that withholds driver-assist content. No 10Best or NACTOY recognition for the A7 line.