2011 Audi A7 Sportback

2011 Audi A7 Sportback

With many automakers expanding their lineups to satisfy every niche in the market, some previously thin segments have exploded with entries. One of the most notable is the four-door coupe. The Mercedes-Benz CLS-class kicked off the trend, of course, and the segment now includes stuff as varied as the Volkswagen CC and the Aston Martin Rapide. Heck, we wouldn’t call you crazy if you argued that the idea influenced the design of the latest Hyundai Sonata. The idea behind all of them: Combine sultry styling with four-door practicality, and, in some cases, hatchback versatility. The latest from Audi, this sexy A7 Sportback, is one that hits all three notes.

An Elegant Shape

The A7 actually is the second recent Audi to play this tune, but it will be the only one sold in the U.S.; the 2010 A5 Sportback will remain forbidden fruit. But we don’t mind that we had to wait for such a four-ringer, as we feel the swoopy styling looks even more fantastic stretched over the A7’s longer, 114.6-inch wheelbase. You might notice that figure puts the A7 size-wise in between the latest 2011 A8 (117.8-inch wheelbase) and the current A6 (111.9), which could lead to some confusion over this car’s origins. Let’s put that to rest: The A7’s underpinnings are more closely related to the A6’s, specifically those of the next­-generation A6, which is due out for 2012.

Up front, the A7 wears the latest interpretation of Audi’s trapezoidal grille, as well as the brand’s now-signature LED running lights. Two lower intakes mirror the shape of the headlight housings, but they don’t house fog lights; those are integrated into the standard xenon headlights themselves. Eighteen-bulb, full-LED headlamps like those available on the A8 and R8 5.2 are an option on the A7.

The side and rear views are the most memorable to our eyes. What Audi dubs a “tornado line” gently arches from the upper corner of the headlight, flattening out as it moves rearward to the LED-lit taillight. This sharp crease defines the A7’s shoulders, and serves as a nice complement to the graceful roofline. The power-operated hatch’s large rear backlight flows into a hidden, automatically deploying spoiler that rises above 81 mph and retracts below 50. Eighteen-, 19-, or 20-inch wheels sit below subtle flares that contribute to an overall look of understated elegance, an impression further enhanced by the fact that the car is just 55.9 inches high. For reference, the A6 is 57.4 inches tall.

Elegant Inside, Too

Just as the exterior stays true to that of the A7 concept shown at the 2009 Detroit auto show, so does the interior. The upper section of the dash resembles the new A8’s, but the center stack in the A7 features upright climate controls and other buttons repositioned around the shift lever. Drivers will grip a four-spoke steering wheel that sits in front of a gauge cluster housing either a five-inch text display or a full-color seven-inch screen. An additional 6.5-inch screen in the center console hosts the MMI system. The entry-level version of MMI controls the stereo and other basic functions, with navigation available at additional cost. There’s also the top-dog MMI Navigation Plus setup, which adds an eight-inch monitor in the center console (in place of a 6.5-inch unit) and a nifty touchpad that can read inputs drawn with a fingertip. Internet connectivity is available on the A7, too.

As you’d expect from Audi, the interior is a study in luxury. Available trims include two types of aluminum, three types of wood grain (including the sweet-looking Laden wood trim from the concept), and an optional leather package that covers the center console, door pulls, and armrests. Leather seating is standard for all four occupants, and the fronts can be swapped for seats featuring 20-way adjustment with ventilation and massage or sport seats with heavier bolsters and 14-way adjustment. (Audi hasn’t yet confirmed if we’ll end up getting all three seat options.) The rear seats fold forward to expand the cargo volume from 19 cubic feet to 49. A Bose stereo is standard, but as with most Audis of late, a Bang & Olufsen unit is optional; the one available here pumps out 1300 watts through 15 speakers.

Engines and Tech

While the look of the A7 is new, the powerplants are not. In Europe, the A7 initially will be available with four V-6s—two gas-fired and two diesels—but the only engine offered to Americans at first is the 300-hp, 3.0-liter supercharged V-6. It’s the same one currently available in the A6, but the A7’s version gains 15 lb-ft of torque for a total of 325. In the U.S. it hooks exclusively to an eight-speed automatic transmission and the latest Quattro all-wheel-drive system from the RS5. The other choices available to our Euro friends are a 204-hp, 2.8-liter gasoline-burner or a 3.0-liter TDI diesel in 204- or 245-hp strengths. Front-wheel drive and a seven-speed S tronic dual-clutch gearbox also are available across the Atlantic (the eight-speed automatic is on offer, too), as is an engine stop/start system that won't initially be offered in the U.S. We may get more choices down the line: Audi hints at a high-performance engine option for America, and an A7 TDI isn't out of the question.

Making its debut on the Sportback is a new head-up display that can be customized through the MMI system to show info like speed and navigation prompts. The A7 also will be the first Audi with a new active parallel-parking system (it’s not planned for the U.S., though), as well as an adjustable active cruise-control system that reacts to traffic more or less aggressively based on one of three modes. As is the case with most high-end versions of this technology these days, the active cruise can be used in low-speed or stop-and-go traffic and as part of the collision-mitigation system that brakes harder if the vehicle senses the driver isn’t slowing quickly enough.

The A7 also features active lane assist, Audi’s Drive Select adjustable chassis system, an optional torque-vectoring Sport differential, night vision, and exterior S line body trim. An available Sport suspension lowers ride height by about 0.4 inch, and those seeking a plusher ride can choose an air suspension (in Europe, anyway) that adjusts ride height based on vehicle speed.

When it goes on sale this fall, the A7 Sportback likely will start below the 2011 A8’s $80,000 estimated base price, and its closest competitor will be the Porsche Panamera V-6. We’re looking forward to sliding behind the wheel. We shall see if the stunning A7 drives as well as it looks.

2012 Audi A7 Sportback 3.0 TFSI

2012 Audi A7 Sportback 3.0 TFSI

When automakers begin development on a new model, there are typically three or more competing design proposals, one of which is then chosen to make it into metal. This standard operating procedure was discarded with the Audi A7 Sportback, says Audi boss Rupert Stadler: "Everything was right in the first place." Indeed, this large hatchback could be the most beautiful of all Audis. Long, wide, and low, it’s styled with smooth and supremely clean lines. The front end is better proportioned than the latest A8's and seems cool and almost stoic—especially with the optional LED headlights. The side view recalls the most handsome (if not the most reliable) of 1970s hatchbacks, such as the Rover SD-1 and Citroën CX; the rear end is cut off sharply, like an Italian supercar of that same era. This car is free of the gimmicks you'll find on many others in this class, and we haven't talked to anyone who doesn't admire its looks.

Now that we've established that the A7 is beautiful, we’ll note that the car really is little more than a dressed-up, next-generation A6. It uses Audi’s modular longitudinal architecture; a good 20 percent of the A7’s body is made from aluminum, which is more heavily relied on in the more expensive A8, but most of the A7 is made from less costly steel.

Calm and Collected

Our experience behind the wheel of the A7 bodes well for the next A6. The chassis glides over uneven roads with far more grace than before; this is a very comfortable car, with none of the harshness and forced sportiness that characterizes many other Audi models. The 114.7-inch wheelbase, up almost three inches over the previous A6’s, definitely helps in keeping body motions controlled and the cabin serene. But whereas the A7 can be considered a big car, at least in Europe, it doesn't mind being pushed through the corners. This is especially true for those versions equipped with the Quattro all-wheel-drive system, which feeds 60 percent of torque to the rear wheels as a default; as much as 70 percent can be shunted to the front and 85 percent to the rear. All U.S.-bound A7s will have Quattro.

Even without the optional sport differential, the A7 is agile when pushed. It stays neutral up to insane cornering speeds and never discourages you from playing. Audi's wheel-selective torque vectoring is so well programmed that the stability control has one of the lightest workloads of any of the systems in this car. Besides the 3.0 TFSI Quattro—the U.S.-bound configuration—we drove a front-wheel-drive 3.0-liter TDI. It is also predictable in its handling and fairly agile but ultimately tends toward understeer and is less quick to recover speed when exiting corners.

The 300-hp 3.0 TFSI is the same engine found in the current A6 and S4—it makes 310 hp in the former, 333 in the latter—and it remains great in the A7. Despite its misleading "TFSI" moniker, this V-6 is supercharged with a Roots-type blower. It’s smooth and responsive and delivers excellent performance, or so says Audi. The company claims an A7 thus equipped can achieve 62 mph in 5.6 seconds—we estimate that to be about right—and the top speed is governed at the customary 155 mph. In Europe, the 3.0 mates to a seven-speed wet dual-clutch gearbox, but we’ll get the same ZF-supplied eight-speed automatic found in the A8. The seven-speeder executes quick shifts, but the exhaust sound is subdued; this is clearly a luxury car with sportiness playing second fiddle—although it is, as noted, plenty capable.


The most popular engine in Europe likely will be the 245-hp, 3.0-liter V-6 TDI Quattro (it’s the same engine as in the front-wheel-drive version we sampled, but it made a weaker 204 hp there). There also is an entry-level gasoline engine that is a naturally aspirated 204-hp, 2.8-liter V-6. The best engine is yet to come: a 4.0-liter turbocharged V-8 that will be available in the upcoming S7 and mated to the seven-speed dual-clutch S tronic gearbox. The S7 will arrive after the S8 sometime late in 2011, and it just might be worth waiting for. Of course, if you need a sportier look right now, Audi is happy to oblige with an S line package that adds boxier front air intakes, although we found them disrupting to the front-end aesthetics. No thanks.

Opulence and Simplicity

Inside, the A7 simultaneously oozes opulence and simplicity. The high center console creates a sporty, cockpit-like feeling; the instruments are clear and crisp; and the materials are, as usual for Audi, stunning. The aluminum and wood trim options could be considered an industry benchmark, with the layered oak being the most luxurious variation.

Complementing the A6-based mechanicals are lots of gadgets that first appeared in the flagship A8, including the touch pad that can detect fingertip handwriting and a feature whereby our test car constantly updated its navigation system with Google Maps data (we'd be interested in checking out the cellular data bill after the multiwave, two-week press launch). The A7’s head-up system is crisp and clear, and there is a full set of nanny and assistance systems, including radar sensors to detect slow or stopped vehicles ahead, blind-spot monitoring, active cruise control that can operate to and from a complete stop, and lane-keeping assist. The data fed into the latter helps in the event the car begins to slide by increasing or decreasing the power steering assist. We like the speed-limit-recognition technology, which displays road signs in the IP as you pass them—handy if you’re driving in unfamiliar locales—but we’re unsure if it will make it to U.S. models.

Speaking of U.S. models, expect them here next year, priced somewhere between $50,000 and $60,000. The A7’s most direct competitors are the Mercedes-Benz CLS, the second generation of which debuts at the Paris auto show, and the Porsche Panamera V-6. Others are the coupe-ish Jaguar XF, as well as the funky BMW 5-series GT. Whereas some are better to drive and all offer more or less similar levels of practicality, none wears sheetmetal that is as effortlessly sensual as the A7’s. And in a segment where styling is pretty much everything, that gives the Audi a leg up.

2012 Audi S7 Spy Photos

2012 Audi S7 Spy Photos

Luscious sheetmetal is the must-have in the four-door-coupe arena, but power doesn’t rate far behind, at least in the U.S. The Mercedes-Benz CLS-class is available here exclusively with V-8 engines, the same goes for the rakish Jaguar XF, and even the BMW 5-series GT—admittedly a bit of an outlier to the segment—is available with a twin-turbo V-8. And so for the Audi A7, a V-8 option seems indispensable. Enter the top-spec A7, the S7 spied here.

To be sure, we like the A7’s responsive and gutsy, 300-hp supercharged V-6, but its muted snarl just can’t deliver the aural satisfaction and hearty growl of a V-8. In addition, the 333 hp the engine produces in the S4 is likely near its maximum output. So we’re not entirely surprised that Audi has chosen to add an entirely new engine to its arsenal for the S7 (as well as the next S8): a turbocharged and direct-injected 4.0-liter V-8 good for at least 400 hp.

Loosely based on the old naturally aspirated 4.2-liter V-8, the 4.0 will launch in the S7 next year, and will also serve as the base engine for the redesigned 2011 Bentley Continental GT. The fact that the power addicts at Bentley deem this powerplant fit to move their portly luxo-cruiser with sufficient authority can be taken as a strong indicator of its capabilities. We expect it to be equipped with a single turbocharger in the S7 and with twin turbos in the S8, where it could make around 450 hp. We hear rumblings that the S7 will scoot to 60 mph in fewer than five seconds; top speed will be a governed 155 mph. Power will be channeled to a rear-biased Quattro all-wheel-drive system through Audi’s seven-speed dual-clutch automated manual, which will surely be programmed to deliver all sorts of sweet-sounding, rev-matched downshifts.

The prototypes caught by our photographer are running on the same parallel-spoke 18-inch “S-Design” wheels that are standard on the Europe-only S5 Sportback. They will certainly be the smallest available on the S7; count on Audi to offer optional 19- and 20-inchers to visually offset the S7’s considerable size. The exterior of this prototype is rather low-key, and in fact virtually identical to the A7 with the optional S-line package that we sampled during the A7’s launch in Sardinia earlier this month. The gaping, rectangular air intakes do little to improve the look of the base model, and we hope—probably in vain—that the S7 will come to market with a somewhat more sophisticated front bumper. The four exhaust pipes out back, on the other hand, look just fine to us.

The suspension will naturally be upgraded to deliver sportier responses, and Audi will offer a number of assistance systems, such as the torque-vectoring “sports differential” and active steering. Inside, the S7 will receive specific trim and décor.

The S7 won’t arrive at U.S. dealers before the 2012 model year. By then, Mercedes will have unveiled its 550-plus-hp CLS63 AMG, which begs the question: How about an RS7?

2011 Bentley Continental GT

2011 Bentley Continental GT

If you think this 2011 Bentley Continental GT is just a face-lifted version of the predecessor, you are forgiven. It’s the same thought we had when we watched the car driving towards us in a hidden courtyard at Bentley's Crewe headquarters in England. Indeed, the Continental GT is Bentley's most successful model ever, and when the company asked current owners what they would like the company to change about it, the overwhelming response was, "Nothing." And so whether Bentley liked it or not, the brand was stuck with the unenviable task of reworking what’s arguably become an icon—at least among the wealthy, some of the world's most critical customers.

All-New Metal

Under the direction of chief designer Dirk van Braeckel, Bentley changed every single body panel and glass surface of the new Continental GT, but the proportions are very similar to those of the first generation. Upon closer inspection, the differences become somewhat obvious. Up front, the inboard lights are now much larger than the outer lighting units, similar to the Mulsanne’s. A circle of LEDs further emphasizes the family resemblance, and a crease above the headlights is continued into the side windows. The grille is bigger and extends farther down, and the lower front air intakes have grown vastly, giving a more accurate idea of this autobahn-stormer's potential.

The side view is now more streamlined, with the windows stretching farther toward the rear. Viewed from the back, the Continental GT appears sleeker as well, with a horizontal line stretching above a new, stylized diffuser. The trunklid swells with the hint of a spoiler, and the taillights are wider with cleaner graphics. While the taillights now stretch slightly onto the body sides, they no longer butt up against a panel gap, and this helps to create the impression of a hand-built, bespoke body. Altogether, the car looks more muscular and slim, as if the original design has been carefully sandblasted to reveal its essence.

Fabulously Trimmed Interior—As If It Wouldn’t Be

Of course, the interior has been heavily reworked as well, and there it’s somewhat easier to spot the differences quickly. The symmetrical dashboard now flows a bit more from the center stack, which makes for a sportier look than in the predecessor. One improvement: It's harder to spot parts shared with the Volkswagen Phaeton than on the first GT. The HVAC controls and terrible nav system get an overhaul on the center stack. One of our favorite details has survived in the traditional air-vent knobs, which are similar to those that regulate the airflow to an organ pipe. The ashtray is now a movable aluminum cup, which we find a bit odd—isn't a beautifully executed, integrated butt can a hallmark of a British luxury car? What if it gets left outside the car and Edward Penfold Chesterfieldington VI is forced to extinguish his Cohiba Behike on the glove-box door? Heavens!

In a nod to sportiness, the shift paddles for the ZF six-speed automatic transmission remain fixed on the steering column (compelling the driver to shift for himself only when the car is pointed straight), unlike on the Mulsanne where they have moved to the steering wheel. The gearbox has now gained the ability to downshift by two gears, and downshifts are of the throttle-blipped variety, too. The design of the (supremely comfortable) seats is surprisingly sporty, with a muscular look—Bentley calls them "Cobra" seats—that says new-money Lamborghini more than old-money Rolls-Royce. A Breitling-branded clock sits between the center vents.

Same Platform, New Base Engine

Under the skin resides the predecessor's platform, complete with the slightly upgraded twin-turbocharged W-12 engine. (Bentley claims the W-12 car is some 140 pounds lighter than before.) The twelve-cylinder engine still displaces 6.0 liters—unlike its naturally aspirated 6.3-liter sibling in the new Audi A8—but this time makes 567 hp and 516 lb-ft of torque, improvements of 15 hp and 37 lb-ft. This car’s version also won’t receive direct injection, but in what’s becoming Bentley fashion, it can run on E85 biofuel. (Way to be green, Bentley!) The Continental GT will continue to be ungoverned up to its top speed, which is 198 mph, and the company claims a 0-to-60-mph time of 4.4 seconds. In Europe, you can even set the cruise control at the top speed, but the option to do so will be disabled for the U.S. market in case you were going to try. The standard all-wheel-drive system now features a 40/60 front-to-rear torque split versus the old car's 50/50 setup, and the change should help mitigate some of the progressive understeer.

Big news is a new entry-level V-8, which will be launched next year and perhaps mated to an eight-speed automatic. Bentley is mum on the exact specifications, but we do know that it will be a turbocharged, direct-injected 4.0-liter, and we suspect it will be closely related to the upcoming Audi S6/S7/S8 engine. It should produce around 400 hp and push the car comfortably beyond the voluntary 155-mph limit that most of the lesser premium brands have already started to ignore. Fuel economy is expected to be significantly better than the W-12's. Bentley won’t comment on the expected production split between the two powertrains.

The brand will again extend the Continental lineup with GTC convertible and Flying Spur sedan versions, as well as higher-powered variations in the spirit of the Speed and Supersports models. The current Supersports remains in the portfolio for the time being, though, allowing a direct comparison between the old and the new model in Bentley showrooms. All Bentleys continue to be assembled in the Crewe factory; the batch of completed Flying Spurs spit out by VW's Dresden factory (alongside the Phaeton) a few years ago was an exception, not a precedent.

It won't take long to get used to the new Continental GT's evolutionary styling, but the improvements should be significant enough to convince current buyers to upgrade. And the V-8 model should make the brand a bit more accessible, although it won't be cheap by any means. Our first look at the car was just a static preview, but we expect to slide behind the wheel of the updated Continental soon.

2012 Bentley Continental GT

2012 Bentley Continental GT

What Bentley is asking you to do with the 2012 Continental GT is block out all the pink-over-white-quilted-leather GTCs you’ve seen on TMZ and all the murdered-out, 24-inch-rim-wearing Supersports at the SEMA show and instead think of its coupe as a timeless icon of ultra-refined performance. In its bid for immortality, the Continental GT changes very little for its first full makeover in seven years, as its bodywork—a bit crisper, a bit wider, and a bit more wide-eyed—evolves at a decidedly Porsche 911–like crawl.

Where’s the Wolfsburg?

Beneath the Conti GT’s louche associations was always a car that hewed to Bentley tradition, with hand-stitched leathers, book-matched veneers, and a roguish sportiness. And beneath that car was always a Volkswagen Phaeton. Although the Continental’s Phaeton platform carries over, all outward evidence of German involvement is gone, as a new center stack replaces the outgoing car’s Wolfsburgian HVAC buttons and much maligned, mildly reskinned VW infotainment system. Central to the interior is a new eight-inch touchscreen that fluidly guides you through Google Maps, a 30-gig hard drive, and the $7015 optional 11-speaker Naim stereo that is to sonic clarity what Ronald Reagan was to capitalism—defender, protector, and deshackler.

Around the screen are subtle improvements to the hide- and millwork. The biggest change inside is the more comfortable fluted- or quilted-leather seats, which are 77 pounds lighter in total than those of the old car. Overall, the GT shaves a commendable 143 pounds off the outgoing model’s weight, but it’s still very heavy at 5115 pounds. “This is our market position,” says Bentley chairman and CEO Franz-Josef Paefgen. “Let others build light cars.”

Continental Divide? Not Really

Does it drive differently? Hardly. It is still the same werewolf in a tuxedo, the same savage and powerful brute who dotes on his thimble collection. Its inscrutable combination of muscle and finesse bears evidence of endless tweaking. As in the Supersports, the final and enduring version of the old Conti GT, the Torsen-based AWD system has a 40/60 torque split that helps to dial out some of the GT’s fun-killing understeer. Also as in the Supersports, its ESP system will prevent itself from throttling back if it senses you’re serious about an upcoming corner. But the car is still grossly nose-heavy with the big twin-turbo W-12 hanging over the front axle.

Look under the hood, and you’ll marvel that the Conti GT turns at all. Yet turn it does, even if it is better suited to long sweepers than tight first-gear corners. The steering comes off-center predictably but weights up dramatically toward full lock. Slowing for a curve, the car dives forward and the brakes reveal a grabby spot in the middle of their travel. Grab a downshift from the column-mounted paddles, and all is forgiven: The six-speed ZF trans will let you plunge two gears in an instant to put you in the middle of the flex-fuel 6.0-liter W-12’s power band, an expletive-rife zone that begins at 1500 rpm and doesn’t let up until the horizon. This engine didn’t need any more power, but it gets some: 15 more hp, for a total of 567; and 37 more lb-ft, pegging the total at 516. Bentley expects the 0-to-60-mph sprint to take 4.4 seconds.

Entry V-8 on the Way

There’s a V-8 version coming later this year, with a 4.0-liter direct-injection engine shared with the Audi A8 mated to an eight-speed transmission. It will bring the Continental GT experience to a lower price point that is yet to be revealed, but perhaps it will be closer to the $150,000 mark than our test car’s optioned-up $226,975 (from a base price of $192,495). We hope it will be cheap enough to ward off any remaining Hollywood types.

2011 Audi Q7

2011 Audi Q7

Just as it followed the VW Touareg and Porsche Cayenne into the marketplace, the Audi Q7 now will be following their lead on engine downsizing. While its recently updated exterior remains unchanged, the 2011 Q7 loses both of its current gasoline engines, the 280-hp, 3.6-liter V-6 and the 350-hp, 4.2-liter V-8. They get replaced by two variations of the supercharged TFSI 3.0-liter V-6 found in the A6, S4, and S5.

In the Q7, the entry-level 3.0 TFSI makes 272 hp and produces 295 lb-ft of torque—down eight horses but up 29 lb-ft from the 3.6-liter's 266. The stronger Q7’s 3.0 makes 333 hp and produces 325 lb-ft of torque, a 17-hp deficit compared to the outgoing V-8 but matching it in the torque column. Top speed with the new engines is 140 and 152 mph, respectively.

While we don't have U.S. fuel-economy figures yet, Q7’s mileage will improve markedly. In Europe, the entry-level model improves by 12 percent, and the stronger motor tops the V-8 by 16 percent. That's partly thanks to the new engines and partly thanks to the eight-speed automatic that replaces the current six-speed box across the board.

Clean-Diesel Madness

The 3.0-liter TDI turbo-diesel is back and also will benefit from the eight-speed transmission. While it will be the U.S.’s only diesel option, Europeans who find its 225 hp and 406 lb-ft inadequate will still be able to choose the 340-hp, 4.2 V-8 TDI and the absolutely insane 500-hp, 6.0-liter V-12 TDI, which punishes its four wheels with 738 lb-ft of pulverizing twist.

The Q7's new engines will be available here by mid-2010 for the 2011 model year. If you must have a V-8, now is the time to try getting a deal on one. But if it's efficiency you’re looking for, our experience in other cars suggests the supercharged engines will be well worth the wait.

If customers clamor sufficiently, more options could materialize. The Q7's engine compartment would hold the full gas-electric system of the Cayenne and Touareg hybrids, which use an Audi TFSI engine anyway. And an upcoming, 400-hp-plus turbocharged 4.0-liter V-8 would fit beautifully. Wait some more, perhaps?

2012 Audi A6 Rendered

2012 Audi A6 Rendered

We surely can't say Audi has been lazy recently. The Bavarian carmaker has been churning out one new product after another, from the R8 supercar to the 10Best-winning S4, and the upcoming A1, a technology-laden premium city car.

But we haven't heard much lately from the comfy and powerful executive sedan that’s the backbone of the brand, the A6. And that’s because the current model is just about ready to retire. Its successor's design was locked in a year ago, and we expect the next car to be unveiled at any of this fall's upcoming auto shows, likely in Paris or Los Angeles.

Internally called C7, the next-generation A6 will be built on Audi's modular-longitudinal platform. This means its front axle moves further to the front, and the nose-heavy look of the current C6 will disappear. The front end, in fact, will look a lot like the Sportback concept, which is essentially the upcoming A7, which is due to launch this summer and is closely related to the A6.

Unlike the fully aluminum A8, but exactly like the A7, the next A6 will keep a body mostly made of steel. Audi had considered an all-aluminum body for the A6 (C5) in the mid-‘90s but abandoned the idea because of the huge cost involved. LED light strips are a given for the front end, and so are fuel-efficient and somewhat downsized powertrains.

There is a strong chance that the next A6 will be available with an entry-level 2.0-liter TFSI four-cylinder, which will make north of 200 hp. The next engines likely will be two variations of the supercharged 3.0-liter V-6, just like in the 2011 Q7. Above that, we are entering S territory: The next S6 will be powered by the same 400-hp, 4.0-liter turbocharged V-8 that will move the S7 and the next S8, but with slightly more power. The Euro-only RS6 will have a successor as well, and we believe the current 580-hp turbocharged V-10 will give way to a turbo V-8 with a very similar power rating. We’ll just ask Audi now: Can you bring it back to our shores, please?

U.S. models will be equipped with an eight-speed automatic transmission, while the lower-powered versions should see a seven-speed dual-clutch gear box. Hybrids won't come immediately, but Audi has systems in the making which would require little more than a hand in the corporate parts bin.

Should wagon fever ever catch on here, we might see the next-generation A6 Avant, but we aren’t betting on it. Look for that to be launched at the Geneva auto show next spring. A long-wheelbase sedan will continue as an exclusive for the Chinese market, where people enjoy being chauffeured around.