BMW I4 vs Audi S7

What's the difference?

The BMW i4 balances a solid, old-school feel with the beauty and stunning looks of high-end technology. It feels like the end of an era for the German brand before it leaps into the screen-heavy age of software-defined vehicles.

While BMW hasn’t publicly announced an end-date for i4 production just yet, the new i3 is bound to overshadow it once it arrives. It offers more than double the claimed range and will likely address a number of this car’s flaws.

In the meantime however, the i4 is definitely worth considering if you value driving dynamics and a quality feel in a car that you can drive daily.

Audi’s S7 Sportback wraps style, comfort and sportiness in an appealing package that is sure to please onlookers and occupants alike.

The great engine/transmission aside, the S7 Sportback also has cutting-edge technology at a more affordable pricetag, though less-than-comfortable rear-seat space lets it down a little.

We wish the car we sampled didn’t have the all-wheel steering, as we much preferred the more neutral feel of the S6 sedan we also drove but, overall, the S7 Sportback puts forward a strong case for its existence.

The BMW i4 is firmly at the end of its lifecycle, however its exterior design is ageing like fine wine. This is apt given our tester was finished in delicious-looking 'Fire Red' metallic paint.

The overall proportions of this car are gorgeous, especially towards the rear where the roofline is drawn out, accentuating the liftback look.

This latest update only brought minor tweaks to the design, including refreshed headlight and tail-light signatures. As mentioned above, the M Sport package is now also standard which does give this car a subtly sporty look.

Inside the design marries together the best of the old and new worlds. A major highlight is the curved display housing not only the 12.3-inch digital instrument cluster, but also a 14.9-inch touchscreen multimedia display. It’s a stunning setup that looks ultra modern.

On the flipside however, there is still a lot of physical switchgear on the centre console, including a rotary iDrive controller that allows you to control the content on the screen. It’s a great setup if you like to avoid getting fingerprints on the touchscreen.

While there are a few applications of glossy piano black around the cabin, it’s balanced nicely with other metallic and matt finishes. You’re able to choose from a few different trim inlays, including aluminium and open-pore wood, for no extra cost.

Lastly, the new M Sport steering wheel looks great in this car and adds a lovely sporty touch to the interior.

Audi’s second-generation A7 has always been a bit of a looker, but Audi has taken it up another notch in the S7 Sportback.

Differentiating the S7 Sportback is a more aggressive bodykit, complete with larger air intakes up front, blacked out exterior trim, quad-exhaust tips (denoting that it’s an Audi Sport model) and large 21-inch wheels

The S7 doesn’t go too overboard with the aggressive appointments however (that’s what the top-spec RS7 Sportback, due here later this year, is for), but balances its sportiness with a stately aesthetic.

We think the S7 Sportback is stunning, especially the white exterior colour that gives it an almost Stormtrooper-like look, but even our test car, finished in Daytona Grey, while much more subtle, is still easy on the eyes.

We especially like the strong shoulder line, chiselled doors and sloping roofline of the Sportback body style that combine in profile to make the S7 look like a sprinter on the starting blocks ready to pounce.

Inside, the S7 Sportback scores all of Audi’s latest interior technology, including a 12.3-inch Virtual Cockpit instrumentation and dual-screen centre console layout.

The triple screen set-up definitely helps the S7 Sportback feel very cutting-edge from the driver’s seat, especially when you start to play around with the multimedia system that sports haptic feedback when you press the screen.

Everything is laid out in a clear, concise and easy-to-use manner, while the surfaces of the dashboard are covered in soft-touch, premium materials.

If we’re being honest, we'd probably skip the red-leather interior of our test car in favour of something a little more subdued, but to each their own.

We like the integrated air-vents that blend well into the dash, while the sea of black is broken up with some aluminium detailing and different finishes.

Hopping into the i4, it’s clear you’re getting into a low-slung vehicle. If you’ve got poor mobility, it may be worth looking elsewhere.

Once you’re in though, the cockpit is a lovely space to spend time. The driver’s seat is beautifully comfortable and offers plenty of adjustment, including extendable thigh support.

Ahead of the driver the steering wheel is rather thick in classic BMW fashion. I appreciate the physical buttons and scroll wheels as they’re easy to understand and use on the fly.

The curved display not only looks stunning, but is functional and easy to use. The digital instrument cluster has a number of layouts you can choose from and it can be paired with the head-up display, which is great to refer to at a glance.

Moving across, there is a lot going on with the central multimedia system. It can feel overwhelming with the amount of content and information to begin with, but once you start poking around, things are logically sorted.

Thankfully there are also a series of shortcut buttons always at the bottom of the screen to take you to key menus.

Adding to this, there is the flexibility of having the iDrive controller. Reaching the far side of the screen from the driver’s seat can be a bit of a stretch and being able to use the rotary dial on the move is much easier.

There is wireless Apple CarPlay and Android Auto as standard. It takes up the full touchscreen display, which looks great.

Looking around the cabin, storage space is fine but not amazing. There are two cupholders plus a wireless charger tucked behind them on the centre console, plus a shallow centre storage area under the central armrest.

Hopping into the second row, it’s clear the focus for this car is on the occupants up front. The door aperture is rather narrow, making it tricky to get in and out gracefully.

In the second row space is nothing more than adequate. At a leggy 182cm tall, my legs almost touch the seat in front when it’s set to my driving position and my head almost brushes the roofliner. I’d struggle to spend a lot of time back here.

This is compounded by the massive hump in the centre that’s a carryover from the combustion platform this car is based on.

Second-row amenities include climate control with air vents mounted on the back of the centre console, two USB-C ports, as well as a fold-down armrest with cupholders.

At the back there is a large liftback that opens and closes electronically. With the rear seats upright there is 470L of boot space, which expands to 1290L when folded.

While this is not massive in terms of outright capacity over a similarly sized sedan, the envelope is much more open and usable.

There’s also a section under the boot floor that’s generously sized for power cables, among other odds and ends.

Measuring 4969mm long, 1908mm wide, 1417mm tall and with a 2928mm wheeblase, the S7 Sportback falls well and truly into the large car class.

Up front, the driver and passenger have plenty of room, while the seats and steering wheel are almost infinitely adjustable to find the perfect position.

As you can imagine though, the sloping roofline does eat into the rear-seat headroom a little.

The outboard seats offer plenty of leg- and shoulder-room, but the slanted roof prevents my six-foot-tall frame from sitting up straight comfortably.

Don’t get me wrong, the space is perfectly useable for children or even some smaller adults, but don’t expect to get any basketball players in those seats.

As for the middle seat, only children will find it comfortable due to the protruding transmission tunnel and higher-set seat.

The S7 Sportback’s boot offers at least 535 litres of space and expands to 1380L with the 40:20:40 split-fold rear seats stowed.

Being a liftback (or Sportback in Audi parlance) means the boot is much more practical than a standard sedan, and with such a large aperture, bigger items such as suitcases or golf clubs won’t be annoying to load and unload.

Bag hooks, storage tie-down points and carbo netting also feature to ensure your goods don’t roll around when the S7 Sportback is in motion.

Storage around the cabin though, could be a little better as the wireless smartphone charger takes up a fair chunk of room in the shallow central storage bin under the front armrest.

The usual storage tray found ahead of the shifter is also absent, due to the dual-screen centre console layout, but two generous cupholders and sizeable door pockets are still available up front.

Second-row passengers get access to a fold-down armrest with shallow storage tray and cupholders, as well as door pockets that can accommodate large bottles.

Priced at $159,900 before on-road costs, the new S7 Sportback is about $20,000 cheaper than before.

While the $20,000 saving is nice, we’d argue that maybe the $180,000 pricetag for an S7 was a bit high to begin with.

Aside from the new engine (more on that below), the S7 Sportback comes standard with a laundry list of equipment, including keyless entry, push-button start, 21-inch wheels (available in three designs), adaptive air suspension, privacy glass for the rear, electric tailgate with gesture control, soft-close doors, panoramic sunroof and Matrix LED headlights.

As expected of an Audi, the interior is kitted out with leather and soft-touch materials throughout, but it's equipment such as the illuminated seat belt buckles and loose wheel-nut detection that really elevate it above its peers.

The multimedia system is displayed on a 10.1-inch touchscreen and features satellite navigation with real-time traffic alerts, wireless Apple CarPlay support, Android Auto connectivity, Wi-Fi hot-spotting, wireless smartphone charging and digital radio, while the four-zone climate controls are nestled in the lower 8.6-inch screen.

While we prefer physical buttons to a purely touchscreen set-up, Audi’s implementation is fantastic thanks to the haptic feedback from the screens, which mimic a button press.

We also like that there is a dedicated volume-control knob, meaning you aren’t fumbling around with the touchscreen while driving to turn down the music.

The S7 Sportback also features Audi’s signature 12.3-inch Virtual Cockpit panel, which is still the best application of a digital instrumentation.

We’ve gone into detail about why we love it so much in the past, but a quick recap is that it's super-easy to use, can be customised to show whatever you want to see, and is clear in its layout.

Despite the long list of equipment, there are still a few items left on the options list.

Some, such as ceramic brakes and a Dynamic Package, are aimed to improve performance around the bends, so it’s nice that the extras aimed at a particular type of customer are not bundled into the asking price for everyone.

Likewise, there are also comfort- and style-orientated choices such as carbon interior, DVD player (in 2020?), heated rear seats and a premium sound system, but with the latter costing $11,700, the S7 Sportback’s price can quickly balloon.

Eight exterior colours are also available, each a no-cost choice.

The i4 eDrive35 continues to be powered by a single, rear-mounted electric motor that produces an unchanged 210kW and 400Nm.

This is nothing revolutionary in terms of the powertrain, though it’s nice it retains a rear-wheel drive-layout like the discontinued 4 Series Gran Coupe this car is based on.

BMW claims the i4 eDrive35 can do the 0-100km/h sprint in 6.0 seconds and the top speed is 190km/h.

Powering the new S7 Sportback is a 2.9-litre twin-turbocharged petrol V6, punching out 331kW/600Nm, which is paired to an eight-speed automatic transmission that sends drive to the road via Audi’s quattro all-wheel-drive system.

The result is a zero-to-100km/h acceleration time of 4.6 seconds.

Keen-eyed Audi fans might note that those are the exact same engine and outputs as the RS5 Sportback, RS5 Coupe and RS4 Avant, and they’d be right, however, Audi has added the 48-volt mild-hybrid and an electric powered compressor (EPC) to reduce turbo lag in the S7 Sportback.

It’s a similar system first employed in the SQ7 large SUV, and basically means that the EPC is spooling up the turbo at low engine speeds for better off-the-line performance.

The mild-hybrid technology no doubt helps shift the S7 Sportback’s 2040kg weight with peak power now available earlier on in the rev range (from 5700rpm), while maximum torque is available from 1900rpm.

Compared to the older car, the new S7 Sportback matches its predecessor in power, but ups torque by 50Nm despite losing the old car’s 4.0-litre twin-turbo V8 engine.

The electric motor is fed by a 70kWh lithium-ion battery pack that allows for up to 448km of claimed range, according to ADR 81/02 testing.

This is 18km more than the pre-update car thanks to silicon carbide semiconductor components which are claimed to reduce energy consumption and increase range.

However, the Tesla Model 3 and Polestar 2 both still offer more range for less money.

BMW claims the i4 eDrive35 consumes an average of 16.3kWh/100km, according to ADR 81/02 testing. Over my 200km of urban testing I saw an average of 17.5kWh/100km, which isn’t fantastic as EVs are predominantly more efficient in the city.

Using my as-tested consumption, this means you have a theoretical range of 379km. That’s not great, though this range issue will be addressed with the forthcoming i3 electric sedan.

AC charging is available at rates up to 11kW, whereas DC fast-charging is offered at rates up to 180kW, allowing for a 10 to 80 per cent charge in 32 minutes.

Official fuel economy figures for the S7 Sportback are 8.5 litres per 100km, but in our brief time with the car we managed 13.6L/100km, mainly due to the inner-city and country B-road driving.

The 48-volt mild-hybrid system works to reduce fuel usage, by as much as 0.4L/100km according to Audi, and allows the car to coast with the engine off between speeds of 55km/h and 160km/h for up to 40 seconds.

The start/stop system also aids in reducing fuel usage.

BMW has positioned itself as creating vehicles that are the ‘ultimate driving machine’ for decades now and this i4 is no exception.

While it’s not an outright performance powerhouse, it doesn’t need to be in order to feel engaging to drive.

The rear-mounted electric motor produces a decent 210kW/400Nm and it’s enough to get moving in frenetic urban traffic with ease. You’ll rarely want any more out on the open road either as rolling acceleration is decent.

The regenerative braking system in this car feels natural and transitions to the friction brakes with no awkward lurching or inconsistencies.

I like how you can drive this car like a regular combustion car using both the accelerator and brake pedals, or with an extra flick of the gear selector you can activate one-pedal driving. During my loan I played around with both and didn’t have a favourite as both feel well tuned and easy to adapt to.

The steering is direct and on the lighter side, making the car feel agile and nimble on the move. However, in low-speed situations you realise the turning circle isn’t fantastic…

I appreciate that BMW opted for standard 18-inch alloy wheels that are paired with tyres that have chubby sidewalls as this keeps the ride from being harsh and jittery, especially over firmer bumps.

Don’t worry if 18 inches aren’t enough though, BMW offers alloy wheel options that go all the way up to 22 inches.

This is the type of car that suits a long-distance road trip as it’s such an easy and fun car to cruise around in. That's why it’s so unfortunate that the range limits how you can travel before recharges.

In terms of noise, vibration and harshness (NVH) in the cabin, the i4 is naturally quiet given it’s an EV. However, it feels like there’s extra insulation because even at high speeds tyre and wind noise are virtually nonexistent, creating a hushed and tranquil interior ambience.

Audi’s formula for a go-fast vehicle has always been simple – quattro all-wheel-drive for grip, potent engine for speed – and the new S7 Sportback remains true to that formula.

We are big fans of the 2.9-lite twin-turbo V6 engine, which is matched wonderfully with a smooth-shifting eight-speed automatic transmission.

The S7 Sportback always seems to have plenty to give no matter where you are in the rev range, and the transmission isn’t bogged down with slow gear changes up or down.

Though it’s hard to tell how much the EPC helps in getting the S7 up to speed, if you have you window down and accelerate hard from a standstill, you can hear the electronics whirring away.

The standard air suspension also does a wonderful job at absorbing road imperfections in comfort, while it can be switched over to dynamic for a more sporting characteristic.

Grip is plentiful thanks to 255/35 tyres and the quattro all-wheel-drive system but, as with other Audis, the S7 Sportback tends towards understeer when pushed hard around a corner.

Being such a long and wide model, you definitely feel the S7 Sportback’s size on the road, especially when navigating through quick direction changes, but this is where the $7700 Dynamic Package comes into play.

It adds a sports differential, variable ratio steering and all-wheel steering, all aimed at sharpening the S7 up in the bends.

Our test car was fitted with the option pack, but it left us a little cold.

The all-wheel steering especially, made the S7 Sportback’s handling feel too artificial for our tastes, and we were never able to gauge where the rear end wanted to go in a corner.

If we were buying one, we’d leave the Dynamic Package option box unticked.

Bringing the S7 Sportback to a stop are big 400/350mm brake rotors front/rear, with six-piston callipers in the front.

Ceramic brakes with grey-painted callipers can be optioned for $18,000, but the standard stoppers do a fine job scrubbing speed in the S7 Sportback.

Audi’s S7 Sportback was awarded a maximum five-star safety rating by ANCAP based on crash-testing done by Euro NCAP in 2018.

The S7 scored 93 and 85 per cent in the adult- and child-occupant protection tests, while the vulnerable road user and safety assist categories yielded an 81 and 78 per cent score respectively.

Standard safety equipment includes tyre pressure monitoring, autonomous emergency braking, driver attention alert, adaptive cruise control, lane-keep assist, blind-spot monitoring, surround-view monitor, front and rear parking sensors, rear cross-traffic alert and a head-up display.

The AEB system is operational from 10-85km/h according to ANCAP’s documentation, and comes with pedestrian and cyclist detection.

Noticeably absent from the safety list is traffic-sign recognition, though the satellite navigation will give the speed-limit readout based on GPS data.

The S7 Sportback is also fitted with an exit warning system to warn passengers of any incoming cyclists or cars to prevent opening a door into strife.

Like all electric BMWs, the i4 is covered by a five-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered for eight years or 160,000km.

A five-year warranty has been commonplace within the premium space for a few years now, whereas many mainstream brands have since moved up to seven years of coverage, or longer in some cases. It’s far from competitive.

Owners also receive three years of complimentary roadside assistance.

BMW offers a six-year pre-paid service package priced at $2420, which averages out to just over $400 per year.

Like all new Audi models, the S7 Sportback comes with a three-year/unlimited kilometre warranty with three years roadside assist.

Audi’s warranty still lags behind Mercedes-Benz and Genesis, two premium marques that offer a five-year/unlimited kilometre warranty on their models.

Scheduled service intervals are every 15,000km/12 months, whichever comes first.

A three- or five-year service plan is available for the S7 Sportback, priced at $2350 and $4110 respectively.