Toyota 86 vs Audi A7

What's the difference?

The Toyota 86 might be a bit of a blast from the past in 2020, especially considering there is a new-generation version just around the corner, but that doesn’t mean it’s a bad car.

In fact, it serves up a fun and visceral driving experience seldom seen in anything other than the most focussed of sports cars, but packaged up with an attainable price.

If you value practicality and straight-line pace, a hot hatch will be the easy choice, but if the driving experience is the most important aspect of a car to you, it’s hard to pass up the Toyota 86.

The Audi A7 is a really likeable car, one that is heavily focused on style but also emanates substance. The 55 TFSI model will appeal to many, but my initial impression is that the best buy in the range could well be the entry-level 45 TFSI. I can't wait to sample it sometime in 2019.

There’s no denying Toyota’s 86 boasts classic sports car proportions thanks to a long bonnet, short overhangs and a sleek coupe body-style.

Though some things have changed since the model first came to market in 2012, such as revised bumpers and lights, the 86 is just as recognisable today as it was back then.

From the front, the 86 gives off a purposeful and aggressive stance thanks to its angled headlights, gaping intake and bulging arches.

Move to the side and you will see the wheelbase stretches nearly to the edges of the car, while a strong shoulder- and roofline join at the rear haunches to emphasise the 86’s rear-drive character.

The rear end is probable the least favourable angle for the 86, but the wide tail-lights, large diffuser and dual-exhaust outlets add to its sporting character.

Our test car was fitted in the eye-catching Apollo Blue colour, as well as 17-inch wheels, mirror caps and a rear spoiler finished in black.

After eight years on the market, we still think the 86 is one of the better-looking sports cars on the market, largely thanks to its purposeful and no-frills approach to styling.

It’s not quite as over-the-top as something like a Honda Civic Type R, but you still know it means business if it showed up to a track day.

Step inside though, and the cabin has not aged as well as the exterior.

The centre stack houses a 6.1-inch multimedia touchscreen that looks like it was picked out at a Repco sale, while you can practically see the pixels on the digital clock and temperature readout screens.

It’s not all bad though, as the chunky switchgear and large push-button starter add a little character to the interior.

We also like the instrumentation, which puts the tachometer front and centre for the driver while also incorporating a 4.2-inch display to add a bit of modernity.

If you can't find something interesting about the design of the Audi A7, there's a good chance you're visually impaired.

The original A7 Sportback was perhaps ahead of its time in the way it blended the lines of a coupe with the practicality of a big sedan, and the new second-generation version pushes the envelope even further into the future. The vision, according to chief designer Andreas Koglin, was "a clear form with sharp lines and tight shapes", including the distinguishable 'boat tail' at the rear.

This is a technologically advanced looking car - big, long, sleek and stylish. From the LED headlights (or matrix LED and laser lights - yes, frikkin' lasers that have the same 5500 Kelvin as the sun, according to Audi) and daytime running lights, to the long, lean LED tail-light assembly, there's an illuminated, enlightened air to the A7.

Plus, with the matrix lights, both ends of the car do a sort of disco sequence as part of the start up and shut down procedure for the car.

There are a few carefully balanced lines across the body of the A7 that help catch the light, which is something you can't really say about its closest direct rival, the Mercedes-Benz CLS. It still retains the 'big-metal-small-glasshouse' look of the existing model, but there are definitely more angles and interesting elements to this new-generation car.

There are two exterior types offered for Australia - the S line that you see here is the version that'll be fitted to the two higher grade models, while the entry-grade model gets a less aggressive look to its front and rear bumpers. To my eyes, the base car actually looks more luxurious, where the S line models - when not fitted with the optional black exterior styling pack that deletes the chrome trims outside - have a slightly uneasy look in the grille area. With a black edge to the single frame grille, it looks a touch more convincing.

The A7 is still large, at 4969mm long (-5mm) and riding on a longer 2926mm wheelbase (+12mm), spans 1908mm wide (2118mm including mirrors), but it's also a little bit taller, at 1422mm (+2mm). According to Audi, the interior space has been increased by 21mm in this generation, making for a more luxurious cabin than before.

Things are a little edgier in terms of design in the cockpit, too. Gone is the appealing wraparound dashboard design, with a more driver-focused treatment evident. It looks sharper, more shapely, and has improvements to the usability inside, too.

Measuring 4240mm long, 1775mm wide, 1320mm tall and with a 2570mm wheelbase, the 86 coupe is dimensionally smaller in every measure to its Corolla hatchback sibling.

Despite this, Toyota says there is enough seating for four, but the 86 is much closer to a 2+2 than it is to a proper four-seater.

Front occupant space is ample enough, with plenty of adjustable in the seat and steering column for drivers to get into the perfect position.

There’s cupholders in the centre console, storage and the door pockets will even take a water bottle.

Front occupants also have access to a very, very small tray just in front of the shifter, though what it could accommodate is unknown.

We will also mention that when in odd-numbered gears, it can get tricky to use the climate controls, though it wouldn’t be a problem in auto-equipped cars.

Flick the front seats forward, contort yourself into the rear and, well, its more akin to a medieval torture device than passenger-friendly seating.

Headroom is especially limited, though we were surprised with the better-than-expected legroom due to the bucket-shape of the rear seats.

Don’t expect any mod-cons in the rear though, as the only thing to keep yourself entertained back there is the seat belt.

The boot accommodates just 237 litres of volume, which is just about enough to fit a large suitcase, though because of the short space, it will have to go in sideways leaving not a lot of room for much else.

Boot floor is also quite high, meaning tall objects will struggle to fit, but the rear seats can be folded flat to accommodate longer items.

While early versions of the 86 came with a spare wheel, in 2020, all new cars come with a puncture-repair kit.

According to Audi, the A7's interior is said to offer a "futuristic lounge type ambience". And if your vision of a lounge in the future includes beautiful textile finishes, quality trims, and your choice of three crisp screens to look at and interact with, it certainly lives up to that.

Unlike the existing model, which seemed to draw a bit more inspiration from the world of watercraft, the new model isn't as luxe looking, with a more tech-focused approach inside. The wraparound finish on the dash is gone, and everything is more driver-centric in its orientation - the screens are tilted just enough towards the pilot and the design of the dashboard helps anchor the person in the driver's seat as the most important in the car.

As a driver, I still struggle to come to terms with climate controls that require you to use a screen, and I think it's distracting, too. At least with the Audi screen there's the possibility to slide up or down on the temperature display to make quick changes, rather than having to tap the screen repeatedly.

The haptic feedback on the screens is something that does take a bit of getting used to, because the response time isn't as instant as some regular touchscreen systems, but the menus are all pretty logically laid out.

And of course, all the storage considerations are dealt with, including good cupholders between the seats, decent door pockets, some loose item caddies and so on. In the back there's a flip-down armrest with cupholders, bottle holders in the doors and map pockets on the seat backs. One really neat addition is illuminated seat belt buckles - clever!

Space back there is mostly good, but it's better if you're short. There's enough legroom and shoulder-room for three adults, but anyone taller than me (I'm 182cm) will likely lack some headroom due to the curvaceous roofline.

The boot is good at 535 litres - enough to deal with two golf bags, the brand claims. The shape of the boot means tall items mightn't fit, but the length and width is good, and you get tie-downs with a mesh net to keep things in order. And there's a space-saver spare wheel under the boot floor.

There are three models in the range, and considering the most natural competitors to the Audi A7 - the Mercedes-Benz CLS (from $136,900) and the BMW 6 series GT (from $123,500) - there's an argument that this car is something of a bargain. Ahem. 'Bargain' is relative, clearly.

The entry-level model is the 45 TFSI, which lists at $113,900 plus on-road costs. That's pretty close to the existing starting point for the A7, but now there's a bit more gear included as standard. It doesn't arrive until around the middle of 2019, though.

This model is comprehensively kitted out, with standard inclusions consisting of 20-inch alloy wheels, adaptive suspension, Audi's 'progressive steering' system, LED headlights with high-beam assist, an electronic tailgate with smart opening, keyless entry and push-button start, 'Valcona' leather trim and sports front seats, electric front seat adjustment and front seat heating and three-zone climate control air conditioning.

Other goodies include an LED interior ambient lighting package, head-up display, Audi's 12.3-inch 'Virtual Cockpit' digital driver information display, a 10.1-inch media screen and 8.6-inch control touchscreen, Bluetooth phone and audio streaming, USB connectivity, Apple CarPlay and Android Auto phone mirroring, and wireless smartphone charging.

Next up the model range is the 55 TFSI, which has a list price of $131,900 before on-road costs - which is the exact same price, and carries the exact same level of standard specification, as the diesel-powered 50 TDI model (also due mid-2019). This splits the difference between the existing models, but still undercuts the rivals by a good margin.

Over the entry-grade model, the 50 TDI and 55 TFSI models bring matrix LED headlights (with light animation), a different 20-inch wheel design, the S line exterior styling pack - essentially a body kit with new front and rear bumpers incorporating mesh-look diffusers and new side sills, plus S line badging.

These two models also get different interior styling, too, with S line embossed leather seats, illuminated door sill trims, a flat-bottom leather wheel with paddle shifters, dark brushed aluminium inlays, stainless steel faced pedals, black headlining, piped floor mats, electric steering column adjustment and a Bang & Olufsen 3D 705-watt sound system with 16 speakers and subwoofer.

There's a lot of safety kit included at each price point, too - see the section below for a breakdown.

Audi has tried to simplify things in terms of optional gear - apparently its customers said there was too much complexity when it came to electing bits and bobs, so the company's local arm has just one optional package... and a few other items it says are very much "buyer specific".

The 'Premium Plus' package costs $6500 for the 45 TFSI and $8000 for the other two models (and you get air suspension included in those grades). Across all grades the pack adds 21-inch alloy wheels, tinted rear glass, a panoramic glass roof, an extended upholstery package, four-zone climate control with rear touch control panel, plus a colour interior lighting package with up to 30 colours.

Other options include metallic paint (up to $2200), a four-wheel steering system ($4200) and laser headlights ($2500).

Powering all Toyota 86s is a 2.0-litre four-cylinder Boxer petrol engine, outputting 152kW/212Nm when paired to a the six-speed manual gearbox.

Automatic transmission versions are downgraded to 147kW/205Nm.

Peak power comes in at a heady 7000rpm, while maximum torque is available from 6400-6600rpm for both manual and automatic versions.

Tipping the scales at around 1258kg means the manual 86 can accelerate from zero to 100km/h in 7.6 seconds, while the automatic version is 0.6s slower to the landmark time.

All three drivetrains offered in the A7 have some form of mild hybridisation. The entry-level 45 TFSI engine is a 2.0-litre four-cylinder turbo producing 180kW of power (at 5000-6000rpm) and 370Nm of torque (1600-4500rpm). It has a 0-100km/h claim of 6.8 seconds, and employs a seven-speed dual-clutch auto with quattro all-wheel drive. It employs a 12-volt mild-hybrid system to assist with stop-start traffic and uses brake regeneration, too.

The high-spec petrol is the 55 TFSI, a 3.0-litre V6 producing 250kW (at 5000-6400rpm) and 500Nm (1370-4500rpm). The 0-100 claim is 5.3sec, and it also uses a seven-speed dual-clutch auto. It has a 48-volt mild-hybrid system that uses a larger capacity battery and a belt-driven starter generator that recuperates energy in stop start traffic and, according to Audi, can also allow the car to coast for up to 40 seconds at speeds of 55-160km/h.

The same 48-volt tech is used for the only diesel model in the range, the 50 TDI. This powertrain uses a 3.0-litre turbo-diesel engine producing 210kW (3500-4000rpm) and 620Nm (2250-3000rpm), and unlike the petrols, it has an eight-speed automatic (not a dual-clutch). The claim for acceleration is 5.7sec from 0-100km/h.

Official fuel-consumption figures for the 86 is 8.4 litres per 100km with the six-speed manual.

However, we managed an 8.3L/100km figure after a week’s worth of driving, which is especially impressive given most of our time was spent in Melbourne’s inner-city.

Of note, the 86 requires 98 RON petrol.

The mild hybrid tech in each of the A7 models help it offer miserly fuel consumption.

The 45 TFSI model claims 7.1 litres per 100 kilometres; the 55 TFSI model just a touch more, at 7.3L/100km. And as you might expect, the 50 TDI diesel model is the most efficient, using a claimed 6.0L/100km.

We only drove the 55 TFSI on test, and the dashboard indicated display of 9.1L/100km seemed pretty respectable.

Front engine, rear-wheel drive, it’s a tried-and-true formula for an engaging driving experience and the Toyota 86 certainly doesn’t disappoint its spiritual predecessors in this regard.

Sure, the engine is a little underpowered, but the free-revving 2.0-litre will happily be wrung out until the 7600pm cut off.

The slick six-speed shifter is also an absolute joy to move, offering satisfying ‘snicks’ with every gear change, and a positive and natural throw that makes it hard to mis-shift.

Pedal placement, a crucial element in a manual car, is equally excellent, with just the right amount of spacing between the clutch, brake and throttle.

Don’t get us wrong, we aren’t heel-and-toe devotees, but it's nice they are positioned well, and offer the right amount of feedback and engagement.

From the driver’s position, looking out over the long bonnet can be a bit daunting, but with the bulging front wheelarches, you can actually tell exactly where the front wheels are, making apex-clipping a breeze.

The fantastic steering response helps with that too, as does the communicative chassis that conveys exactly what the rear axle is wanting to do.

Balanced, neutral handling is the name of the game here, with MacPherson struts up front and a double wishbone rear.

Our test car was also fitted with the up-rated Brembo brakes and Sachs-branded dampers that are designed to improve stopping power and handling respectively.

However, without driving this car and an 86 without the Dynamic Performance Pack fitted, it’s hard to make comment on how much the handling characteristics have changed.

We can say that the Brembo brakes are excellent at scrubbing speed from the perky Toyota coupe, thanks to larger callipers and rotors.

A lot of the time when we go on new car launches the test drive route is planned to highlight handling dynamism, with less focus on the day-to-day drudgery most of us will actually encounter.

The launch of the Audi A7 was primarily of that design, too, but (thankfully?) there was some disgusting traffic to deal with on our in and out of Brisbane, where it was clear the A7 is superbly comfortable.

Well, that is, if you get the air suspension system. The ride was impressively cushioned, untroubled by sharp edges and road joins, and the suspension eliminated pothole effects, too. All the cars I drove on the launch were the 55 TFSI model, and all had the air suspension - the cynic in me thinks there's probably a reason for that, and I'd love to sample one without it.

This stint of stop-start driving saw the engine cut out at speeds up to 22km/h when you're decelerating, allowing us to coast to a stop without the engine burning fuel.

Once we exited the city limits and found ourselves on the roads of Mt Nebo and Mt Glorious, the chance presented itself to push the A7 in some bendy bits. With the dynamic drive mode selected, the transmission in sport mode, and about a hundred corners to contend with, the big German luxury hatch showed its skills.

The air suspension kept the circa-1815kg model relatively flat in the bends, but the front seats lacked adequate side bolster support despite being called 'sports' seats. Obviously physics were at play here.

The steering was more eager in the four-wheel steer version we sampled, and that's definitely an option for the enthusiastic owner to consider. Otherwise, the steering was accurate, if devoid of meaningful feel.

And while the engine was strong in its response and the transmission clever in its shift speed and intelligence, it became clear that this was a car that seemed more adept at open road cruising than bruising a series of hairpins. It didn't disappoint in terms of dynamics - it just felt its size.

Eventually when we reached an open road, the effortlessness of the A7 came to the fore. Comfort mode engaged, it paced along beautifully, the adaptive cruise taking its surroundings in nicely. There is a touch of wind noise and the suspension can be loud when you encounter pockmarked sections, but it doesn't feel flustered at speed.

One of the nice elements of the A7's smarts is that it will pulse the accelerator pedal to warn you that you could be saving fuel - say you're approaching an 80km/h zone, and you're driving at 100km/h, the throttle will throb to let you know you could ease off. Neat.

At the end of our day of driving, I was left with the impression that the Audi A7 is more than capable as a luxury saloon, one that was relaxing to drive - even when we encountered a five km traffic jam on the way back into Brisbane. It feels well engineered, without excessive gimmickry and with enough genuine quality to leave you feeling pampered.

The Audi A7 doesn't have a five-star safety rating from either ANCAP or Euro NCAP. It's hard to see it not getting that rating, if it were to be tested, because every trim grade has an array of high-tech safety equipment.

The A7 is fitted with a surround-view camera system (360 degree camera) and there are front, side and rear parking sensors, as well as Audi's version of auto emergency braking (AEB) which it calls 'pre sense' - and it operates up to 250km/h.

There's also a reverse AEB system, lane keeping assistance, blind spot monitoring, cross traffic alert (front and rear), and there's adaptive cruise control with traffic jam assist (allowing semi-autonomous driving up to 60km/h), a system that'll stop the car if it doesn't think you can make a gap in the traffic (Intersection Assist) and a system that prevents you from opening your door into the path of cyclists, pedestrians or oncoming traffic.

There are dual ISOFIX child seat restraints in the back, as well as three top-tether attachments. The A7 has dual front airbags, side airbags front and rear, and curtain airbags (Audi claims a total of 10, but by most other makers' counts, that'd be eight).

Like all new Toyota vehicles, the 86 comes with a five-year/unlimited kilometre warranty, which is also accompanied by a seven-year anti-corrosion assurance.

The first service is due in the first month of ownership and is free, while scheduled servicing is usually every 15,000km/nine months, which every comes first.

Each of the next four services covering up to 36 months/60,000km is capped at $200 per servicing, while the next service rises to $391, $1860 and $391

Therefore, the first 63 months/105,000km of ownership will set buyers back $3051 in servicing.

As with all Audi models, there's a three-year/unlimited kilometre warranty offered. Mainstream brands seem to be pushing to five years' warranty, while the premium makers lag behind.

The company also offers a three-year pre-purchase capped price service plan called the 'Audi Genuine Care Service Plan', which you can bundle into your finance package. Exact pricing isn't known yet, but you can expect it to average out at about $650 for every 12 month/15,000km service (based on the previous generation model).