Audi's Drives

Audi Allroad 3.0 TDI long-term test review

2009-01-06T01:12:00.000-08:00

By the CAR road test team

29 December 2008 09:30

Long term update - 29 December 2008

Yes, it really did fit. Even I was amazed when the Allroad swallowed the 6ft fridge freezer I’d bought second-hand when we moved house recently, saving me the hassle and expense of hiring a van. I wondered if the sloping rear window might cause trouble but all I needed to do was jiggle the front seat settings. And after I’d finished shifting white goods I filled the Allroad with junk and treated it to a trip to the tip.

But once the rubbish was gone all I had to do was give it a quick vacuum and it immediately resumed its limo role. The odometer now reads 18,000 but the black leather is wearing well and the very smart browny orange-flecked carpets (sounds revolting but looks very tasteful) are brilliant at hiding dirt when you haven’t got time to spruce up the interior. I still really look forward to climbing behind the wheel of the Allroad no matter where I’m going. Of course there are occasions when I long for something a little more agile, but for the most part it really does tick almost every box I’d want ticking.

Being useful at PCotY - 26 September 2008

Useful, the Allroad, as you might expect. Big boot, perfect for stashing sandwiches, crisps, fruit, water, crisps, biscuits and more crisps to feed the 20-strong PCotY crew, and sufficient rough-road ability to make ferrying trips up and down Anglesey Circuit’s gravel access lane a piece of proverbial.

But there’s one situation in which the Allroad moniker is a bit of a misnomer, and it’s called the A5 – not Audi’s coupe but a fabulous route that winds through rural Wales. Specifically, one section of the A5, a series of S-bends west of Cerrigydrudion. In extraordinarily wet weather. The Allroad aquaplaned so severely and so unexpectedly that I ended up on the wrong side of the road facing oncoming traffic. A couple of seconds later and it would have done more than wipe the smile off my face (still there since I’d passed signs for the Ewe-phoria Sheepdog Centre).

The rest of the 180-mile drive to Angelsey? Great fun actually. The Allroad proved swift yet unusually relaxing, and was well capable of maintaining an ‘enthusiastic’ average speed in spite of all those bends. Until the water got the better of us, anyway.

A week's Scottish adventure - 19 August 2008

Our Allroad long-termer has been on a 11-day adventure north – taking in wedding duties and a touring holiday of Scotland. For the nuptials, where I was ushering at a friend’s Cheshire country wedding, the Audi with SUV pretensions scrubbed up well and looked the part in a lounge-suit-and-wellies sort of way. Which was fitting, as the reception was held on a farm.

To be honest, I had asked to take the editor’s Lexus IS-F as flashier wedding wheels, but a quick peek inside the saloon’s 378-litre boot made me pick the Audi’s cavernous 565-litre hold-all. We tagged a week’s holiday in Scotland onto the wedding trip, you see, and that meant taking a good proportion of our worldly possessions. I’m sure I even spotted my wife popping the kitchen sink in there when we loaded up.

How did the Allroad fare? Brilliantly. At risk of sounding like another journo-takes-estate-is- gobsmacked-by-big-boot, it did remind me that the A6 is a great load lugger. We didn’t have to lower the seats to pack 11 days’ luggage for three, and it’s the only car I’ve driven recently that allows our baby buggy to fit widthways, allowing more bags to be packed within reach of the tailgate. (These things count for dads).

Even loaded up to the gunwhales, our 3.0-litre TDI quattro performed faultlessly, gliding up motorways, slinging around Scottish B-roads with abandon and generally gripping the sodden Dumfrieshire roads and beach tracks with a Velcro-like grasp. The ride was better than I remembered, too (at least once Comfort was selected on the air springs) and we averaged a parsimonious 32mpg over 800 miles – just 0.5mpg shy of the official combined figure. A BMW 530d claims 41.5mpg, but I doubt the reality would be as saintly.

The A6 Avant is full of family-friendly touches, such as the built-in sunblinds, and the MMI controller and sat-nav were quickly mastered by my wife without recourse to the manual. And – get this – the sturdy brown footwell carpets hide beach holiday grime really well and brush up easily. Such details make family life much easier, believe me.

Gripes? Well, there’s only one cupholder available up front when the armrest is down; things slide around annoyingly in the underboot storage cubby; the electric parking brake isn’t as quick as some rival systems; and I’m still not sure I’d go for an Allroad over a regular A6 Avant.

To be honest, that’s nit-picking, though. Like owner road test ed Chris Chilton, I have nothing but respect for this lumbering big Audi. It’s a multi-skilled car – juggling family duties, slick exec skills and mild green laning ability in one well-executed, wholesome package.

Room for a decent camera? - 3 June 2008

Please excuse this terrible, hastily grabbed cameraphone snap of the Allroad’s bulging boot. I blame bucketing rainfall and a screaming child. But engage some auto-focus and crop out my finger, and you’ll see the Allroad in its natural habitat as superlative family transport.

Peer inside that blurry boot and you’ll spot a wheelbarrow, one travel cot, a child’s buggy, various gardening boxes and bags and our overnight bags for a family of three’s weekend away. That’s not bad for any car – but the Audi A6 confirmed itself as one of the best estates around. That loadbay is vast and it’s a cinch to lower the seats to swallow the odd wheelbarrow and the like.

This was the first time I’ve driven our long-term A6 and I rate its combination of 3.0 TDI and genuine auto gearbox. It’s punchy and refined, with none of the tearaway revving that can afflict its CVT sibling. Thing is though, I don’t buy into the Allroad philosophy. I’d do away with the faux-SUV body addenda, save £2000 and stick with the excellent A6 Avant.

I could even buy a decent camera with the spare change.

Meeting Nan - 28 May 2008

I’ve met the girlfriend’s parents, but now it was time to meet Nan. But what to take for the long slog to Blackburn and back? And to ferry family friends around? The answer was our big, black Audi Allroad, and it covered the 400-mile trip with absolute ease.

It schlepped up the motorway with little wind or tyre noise. It cruised into Blackburn town centre on Saturday night without attracting any attention despite that fancy front grille. And then it traversed the narrow lanes of Lancashire with ease on Sunday morning, and felt right at home with the proper 4x4s that we met.

The steering might lack any feel whatsoever, but in this sort of car it just doesn’t matter. There’s a big boot, room for five and a gorgeous and well-built interior. Our oil-burning Allroad is the consummate family car. And I got the thumbs from Nan too. Nothing to do with the car, mind.

A foolish trip to Ikea - 6 May 2008

A sunny Bank Holiday Monday? Could there be a better day to visit Ikea? Cue large estate car with air suspension to keep everything level once the Audi Allroad is loaded up with lots of flat-pack nonsense.

Except we couldn’t find anything we actually wanted. Between the better half and myself all we bought was a plastic storage box and a tray. Which, out of spite, I put on the back seat rather than in the boot. Never has so much ability been so wasted. And never have I been so annoyed at the Swedes. Still, at least we didn’t meet any traffic over the whole weekend...

Audi Allroad 3.0 TDi first report - 2 April 2008

Porsche 911: brilliant sports car; not so good when it comes to taking stuff to the tip or bringing back a load of flatpack from Ikea. I’ve got a scruffy but reliable Mk1 Focus that acts as back up but I couldn’t resist the offer of adding something to the fleet that would perfectly complement my Porsche by taking over sensible duties.

Which explains why there’s a mean-looking metallic black Audi Allroad parked on my drive. We’ve become accustomed to the concept of estate cars being desirable for reasons other than their carrying capacity and this Allroad is a perfect exponent. Okay, so it’s essentially a jacked up A6 Avant Quattro, but the Auto Union racer grille and chrome flashes at the bottom of the doors really make sure it won’t be mistaken for an M1 rep chariot.

There’s a price to pay of course, the bottom rung £34,295 Allroad 2.7 TDi commanding a £2215 premium over the equivalent A6 Avant Quattro. There are other benefits to minimise the pain though including the ability to crank up the air suspension to give 185mm of ground clearance. I haven’t had the chance to venture off road yet but it’s unlikely to worry a Landie Defender.

On the other hand the Allroad is probably capable of doing everything most SUV drivers need but in a package that is better to drive, takes up less space and won’t make you feel guilty for killing the planet. Unless you look carefully at the green figures, that is. Audi is falling behind BMW in its engine technology to the extent that a petrol-powered 530i Touring is actually a couple of mpg more economical than my 3.0-litre TDi Allroad. In its defence, the Audi is at least matching its official 32.5mpg combined figure and managing near 40mpg on leisurely motorway strolls.

The 2.7 costs £1515 less to buy than the 3.0 but is significantly slower and its eco numbers are almost identical. On the plus side it comes as standard with an auto ’box, a £1400 option with the bigger motor, but essential nonetheless. The downside is it’s a CVT: great for economy; hell for the ears with all those slipping clutch sound effects. The 3.0’s auto is a proper auto, the engines’s 332lb ft of torque being too much for the CVT to handle. The other drivetrain options are 3.2 and 4.2 petrols, neither of which makes any sense. The 4.2 is hugely fast but costs nearly £50k. The 3.2 gobbles fuel at the same rate and is no faster than the 3.0 diesel yet costs £1000 more.

The slush ’box wasn’t our only indulgence. I swapped the standard 17-inch rims for some much sexier looking 18s and added leather and map-based navigation. Jaguar’s XF has raised the bar by making leather and nav standard so hopefully Audi will be a little less mean with the standard spec in future. My other addition was an iPod adapter for the also-optional Bose stereo. Unlike some iPod connections this one actually allows you to control the whole thing through the car’s Multi Media Interface (Audi’s answer to BMW’s iDrive). It works brilliantly.

In fact I’m pretty smitten with the whole car even if I'm not totally convinced about this crossover stuff. What I do know is that there’s a big difference between a car that’s fun to thrash around for 15 minutes and one that you’re still happy with months later. I doubt I’ll be taking the scenic route to work too frequently but I’m convinced that I’ll be sorry to see the Allroad go when the time comes.

Audi A5 2.0 TFSI Quattro (2008) CAR review

2009-01-06T01:00:00.000-08:00

By Glen Waddington

25 December 2008 23:35

Audi’s dinked the A5’s old 1.8-litre base engine, and brought in this 2.0-litre turbo, that kicks off the range in 178bhp front-drive mode for £26,150. There’s also this 208bhp version, tested here with Quattro four-wheel drive.

Great-looking car, the Audi A5. Is it great to drive too?

The A5 is more than just a chopped-down A4. Take a peek behind the front seats and you’ll notice there’s significantly less legroom in the back. And that’s a legacy of Audi placing the engine further back in the chassis, so the A5 isn’t quite so nose-heavy as you might expect.

And that’s immediately apparent when you head into a corner. Sure, the steering is Audi's usual Mute n Lite™ affair, but those front wheels feel reasonably keen to dig in rather than scrubbing you into the trees. You might expect a bit of help from the back ones, given that they’re driven too, but for the 2.0 TFSI Quattro, Audi’s priority seems to be security rather than excitement.

So it’s not exciting. Is it comfortable?

The ride is firm but rarely harsh, though it suffers from the habitual Audi tendency to fall heavily into bigger depressions and potholes rather than skip lightly across them. It’s this unfortunate lack of polish that denies access to the club of dynamic excellence occupied by the likes of the BMW 3-series. There’s a rather long-winded gearshift to contend with too, but the engine’s plentiful torque means you don’t have to rely on cog-stirring to get the best out of the A5.

In fact, the engine is probably this car’s best aspect. It spins sweetly and seems to become quieter the harder you rev it. And there’s always plenty of acceleration on tap.

It’s an Audi, so I’m expecting great things about the interior

It’s certainly a pleasant place in which to spend time, with plenty of expensive-looking (and feeling) surfaces despite the sense that Audi’s saved a bit of cash here and there (hard lower door casings, silver plastic doorhandles instead of alloy) compared with the old A4.

The Multi Media Interface continues to impress by being more intuitive than BMW’s iDrive, but the ergonomics elsewhere are slightly suspect. I’m thinking in particular about the overloaded heater controls, that always demand a push then a twiddle, and about the crowded footwell. Maybe it’s that set-back engine, or maybe it’s that space is needed for the four-wheel drive gubbins, but there’s not much room left for your left foot and Audi doesn’t provide a footrest either. I suffered an ache in my left lower back as a result on a long journey.

Verdict

It’s a genuinely likeable car, the A5, quite possibly the most impressive car Audi builds short of the R8. And it works particularly well with this four-cylinder engine, which is smooth, refined, delivers decent economy and certainly feels quick. Just take a look at that 0-62mph time.

Whether it’s worth investing in Quattro four-wheel drive is another matter. As a front-driver, the A5 is sure-footed and much more agile than the A4 with which it shares so much hardware. In this case there might be more grip, but there’s not a whole lot of finesse to be gained by forking out the £1490 those driven rear wheels add to the A5’s price.

Statistics

How much?	£29,645
On sale in the UK:	Now
Engine:	1984cc 4-cyl turbo, 208bhp @ 4300-6000rpm, 258lb ft @ 1500-4200rpm
Transmission:	Six-speed manual, four-wheel drive
Performance:	6.5sec 0-62mph, 153mph, 38.2mpg, 173g/km
How heavy / made of?	1490kg/steel
How big (length/width/height in mm)?	4625/1854/1372

Handling

Performance

Usability

Feelgood factor

Readers' rating

McLaren P11 spyshots

2009-01-06T00:56:00.001-08:00

By Gus Turney

29 November 2008 07:00

Glad you liked the first set of spyshots of the P11. Here are three more. Apologies for the quality,as these are stills from the video posted on YouTube.
Regards Gus.

Audi Q5 2.0 TFSI quattro SE S tronic review

2009-01-06T00:39:00.000-08:00

By Anthony ffrench-Constant

27 November 2008 10:34

Well, you do have to admire the attitude… Whilst my colleagues in the media remain determined to talk us all into ‘the forthcoming recession’ just because a pox of relentlessly greedy estate agents have had to give their Minis back and get proper jobs, Audi is having none of it.

At the recent 2008 Paris motor show, Audi obersturm gruppenfuhrer Rupert Stadler was asked how Audi is preparing for the financial crisis. His response was: ‘We’ve had a board meeting, discussed it thoroughly, and decided not to participate.’

Predictably, then, any suggestions that the introduction of the new Audi Q5 in the current climate is tantamount to re-arranging the deck-chairs on the Titanic have been swatted aside with the gently bullish rejoinder that Audi has never been interested in overheating any of the rapidly burgeoning number of market segments it occupies, and that they’ll undoubtedly sell every one they make.

And, having driven it, I suspect they’re right. Largely because the damned thing’s so bloody convincing.

Really? The Audi Q5 doesn’t look that enthralling…

True, but to those of us who find the my-God-it’s-moving-towards-us Q7 so preposterously gargantuan that it’ll never really look the part until Audi fits a gun turret on the roof, the Q5 represents a welcome return to sizing sanity.

Boasting beefed-up A4 architecture under the skin, the Q5 doesn’t look instantly off-road friendly in the manner of a Freelander or Volvo XC60, but then again, it doesn’t look utter cack like an X3 either. Oversized front grille aside (and, no, I’m never going to stop complaining about that), this is classic, safe, Audi styling simply left a tad longer on the party balloon pump.

What's the Q5 like inside?

On board, space afforded by the five-seat layout is considerably abetted by the cunning relocation of the drive differentials in front of the clutch, buying an extra 152mm of wheelbase. Astern, sensibly engineered lever systems make rear seat origami a doddle, and Audi has no plans to insert a Bangalore torpedo up the exhaust of the Q7 through the introduction of a seven-seat variant.

The driving position’s first class, and only marred by a constriction of the footwell aggressive enough to push your resting clutch foot rather too far to the right; the only downside to that differential relocation. Happily, this model’s fitted with Audi’s superb seven-speed DSG gearbox (which we must now call ‘S tronic’), but I wonder, in manual guise, just how much room there would be for three pedals and two feet….

The tidy, A4 sourced dashboard is elegantly oriented towards the driver, and loaded with good stuff, including an extremely trick sat-nav which not only gives you topography in something akin to 3D, but also affords views of major cities’ landmark buildings in remarkable detail. Zoom in on Paris, for instance, and you can actually see blokes scrambling about on the Eiffel Tower’s steelwork with paint brushes. OK, I lied about that, but it’s still a nice conceit.

There must be something you don't like about the Q5!

Well, yes, there are one or two things. A potential fly in the ointment is the electronic handbrake. We’ve had trouble with these before in an off-road context, but since the only off-roading we’re afforded at launch is a quick thrape along a donkey track previously swept for donkeys, we’re not about to find out today.

Oh, yes, that and the fancy cup holder; an option which cools drinks to 5 degrees centigrade and heats them to 55. Important, then, to push the right button having stashed the Mars bar, unless you’re happy to tuck in subsequently via a forest of marshmallows on sticks.

And I suppose the Q5 drives like any other pocket SUV?

Rather better than most, in fact; think tall A4 quattro. Though nothing like as quiet and frugal as what will undoubtedly be the best-selling 2.0 TDI variant, this 2.0 litre turbocharged petrol unit bungs out a respectable 208bhp and shares the turbodiesel's 258lb ft of torque, and is quoted as offering it from just 1500rpm, even lower down the rev band than the diesel.

In a quoted time of 7.2 seconds, it sprints to 62mph over two seconds faster than the diesel, but it doesn’t half make a fuss about it, bellowing its intent rather more vocally than is seemly most of the time, particularly in the context of that master of the oleaginous slush change, the DSG (sorry, S tronic) gearbox.

End-of-term report on the cornering ability please!

Though UK specification Q5s will be equipped with conventional suspension, the one I drove sported something called Audi Drive Select, another take on the group’s adaptive suspension system. This one offers Comfort, Auto and Dynamic settings which adjust suspension firmness, steering weight and throttle mapping, with the facility to adjust steering and suspension independently of each other via the Multi-Media Interface. As usual, the chassis gubbins are best left alone to do their thing in Auto mode.

Thus armed, the Q5 goes straight to the top of the class. Audi clearly benchmarked the X3’s make-it-handle-like-a-hatchback-at-all-costs dynamics and, having all but matched them whilst besting the nasty little BMW in every other respect, it’s now safe to assume that every single person you see driving an X3 does so simply because of the badge on the hooter.

I fear you’re about to suggest the new Q5 is actually fun to drive…

Um, yes. It is rather. In the quest for the predictably early onset of understeer and pig-in-shite rolling proclivities I hunted down a dusty back road. And… nothing. Ganging up with adaptive dampers and Quattro drive, the long wheelbase and wide track deliver just enough body roll to keep you informed and such a total absence of understeer that I suspect the next step would be for the Q5 to simply fling itself, wholesale, into the shrubbery.

The steering feels pretty meaty at everything but car park speeds. But that’s appropriate to the Q5 and, once you start to hoon a little, is surprisingly accurate and informative by Audi’s traditional, numb-nuts standards, accessing a level of agility that the little porker’s couture completely fails to even hint at.

Vocal albeit, the engine’s eager enough for me slot the gear lever into manual mode, and then feel instantly frustrated. The lever operates, as is so often the case with manual override, the wrong way round, requiring a forward push for up changes and rearward tug for changes down. This is, as they say in Germany, not correct. Just ask any racing driver, or, indeed, Spike, the bulldog in Tom and Jerry cartoons, who inevitably pushes up mountainous divots in a futile effort to stave off an impending collision.

None of this would matter if this sublime gearbox were linked, as it so often is on an Audi, to steering wheel mounted paddles. But here, for some reason, they don’t appear to be standard fit….

Which brings us to one, major gripe...

Yes indeed. The list price of this model (too long to write out again so please refer to the headline) is an ostensibly reasonable and competitive £30,600. But the car I drove sells for, erm, £41,400. And that doesn’t even include the essential £250 extra for paddles. Looking around, it’s hard to see where that £10,800 has gone, and it does leave me gently perplexed about what would be missing on the standard, option-free car. Paint? Steering wheel?

Amongst a fitted options list too long to bore you with here, £1995 for MMI technology which lets you watch men paint the Eiffel Tower and £1000 for Audi Drive Select must be taken on the chin. As must £1200 for 20in alloys. But tumble down through the numbers further and you soon reach territory I’d hoped had long since been abandoned by Germany’s Big Three.

A cheeky £450 for something called ‘Mobile phone prep low’, £100 for a steering wheel with buttons on it, £170 for ‘Rear bench seat plus’, and even £160 for an ‘Interior light package’. Rear bench seat plus what? And what’s the standard interior lighting; a Maglite in the glovebox?

Am I alone in expecting an SE spec car to offer far more of this stuff as standard equipment these days?

Verdict

Understated but horribly good. The meek are about to inherit the earth. But they’ll need fat wallets.

Statistics

How much?	£30,600
On sale in the UK:	Early 2009
Engine:	4cyl petrol, turbocharged, 1984cc, 208bhp @ 4300-6000rpm, 258lb ft @ 1500-4200rpm
Transmission:	7-speed automatic, all-wheel drive
Performance:	0-62mph in 7.2sec, 137mph, 33.2mpg, 197g/km
How heavy / made of?	1740kg/steel
How big (length/width/height in mm)?	4629/1880/1653

Handling

Performance

Usability

Feelgood factor

Readers' rating

New Audi S4 saloon (2008) CAR review

2009-01-06T00:24:00.000-08:00

By Georg Kacher

21 October 2008 12:30

The new Audi S4 is either Ingolstadt’s idea of a bad joke or a stroke of genius. If you follow the former line of thought, then you’re from the camp that thinks the economy has jumped off a cliff, gone into freefall and the last thing the world needs is a grunty super-saloon.

But if you side with the latter then Audi’s timing with the S4 couldn’t be more apt – the company has replaced its old 4.2-litre V8 with a new, smaller, supercharged V6. This car is potentially very in tune with these downsizing times.

And while the headline power figures might be down, they still surpass the equivalent Mercedes or BMW. The torque figure also bests both (and the old S4), while mpg figures are 26 percent better that before. The new S4 will even cost a few grand less than its predecessor. Time to find out if the drive is as good as the stats...

Start me off with the Audi S4’s new engine – any good?

The big V8 lump from the old car has been dumped, and in comes the direct-injection 2995cc supercharged V6 from the recently revised A6. Only here the 3.0-litre gets a tweak to lift power from 286 to 329bhp, while torque is up from 310 to 325lb ft.

Compared to the old S4’s 344bhp, you might be disappointed that the power figure is down, but then the new car has more torque (versus the old car's 302lb ft) spread across 2900-5300rpm, rather than peaking at 3500rpm. And the new S4 weighs 10kg less, too.

However, this engine doesn’t scream and shout about its power – even Audi’s own PR team admit the S4 is a bit of a whisperer. Personally we’d prefer a more exciting base tune, some more supercharged whine and something to tell us about the top-end fury. Because unlike other blown engines, this S4’s 3.0-litre keeps on going right up the rev range.

That muted sound actually serves to make the S4 seem even quicker than it already is. Tickle the throttle and you’re away – speed is effortless, responses are immediate. The benchmark 0-62mph sprint is dismissed in 5.1 seconds, half a second quicker than the old car, while 50-75mph in fourth gear takes a mere 4.4 seconds.

Is there some trick gearbox to go with the new Audi S4's fancy engine?

A six-speed manual 'box is standard, but some extra cash will buy you the seven-speed dual-clutch S-tronic. The latter offers two modes (Drive and Sport), paddles behind the wheel to change gear, and a fuel economy improvement, upping the figure from 29.1 to 30mpg – that’s 27 percent better than the old S4.

However, the extra gear in the seven-speed ‘box means an extra change is needed to reach 62mph, dropping the benchmark sprint time to 5.3 seconds. The S-tronic box has seamless shifts, without interruption to the torque delivery. It never ceases to amaze.

The only pity about enjoying all this performance is that after 300 miles, we returned the S4 with 17.7mpg on the trip computer, balding Bridgestones and 18-inch wheels caked in brake dust. Still, more sedate everyday driving might bring that claimed 30mpg average figure within reach.

Quattro, I presume, is standard on the new S4?

But of course, with the latest 40:60 front:rear torque split – just make sure you spec the optional sport differential to get the best out of the new S4. It works like the system in BMW's X6, distributing torque between the rear wheels.

But unlike BMW’s trick diff, Audi’s fancy system works under a trailing throttle. So, turn into a corner and torque is sent so the outside rear wheel, reducing understeer, or – if you’re reaching the limit of adhesion – twist action goes to the wheel nearest the apex.

Response times are less than 100 milliseconds and the result is not just more or less understeer, but a nose that turns in and a rear that tracks to match. You can even four-wheel drift if you want, but those who fancy the BMW 335i still might find the S4 a little boring. However, pick a section of twisting Tarmac and the Audi might well be faster than the BMW.

Are the S4's looks too understated?

Of course this is a subjective answer, but while the R8 or blistered-wheelarch RS6 shout money, the S4 is indeed understated, looking no more impressive than a regular A4 adorned with the S-line bodykit.

But the result is a socially acceptable super-saloon, even in the bright red of our test car. Somehow silver wing mirrors, quad exhaust pipes and 18-inch wheels just don't seem too aggressive while the interior is equally restrained, but always cosseting and classy.

Verdict

Match the S4 up against an M3 or C63 and it won’t come out on top. But then these cars aren’t rivals – better to face the S4 off against the 335i and C350. If you do, you’ll find an Audi that’s quicker point-to-point.

But the beauty of the new S4 is in its understated looks – this is a real Q-car, and a bloody quick one too. Some potential customers may actually find it too unassuming, but we rather like it.

Statistics

How much?	£36,000
On sale in the UK:	March 2009
Engine:	2995cc supercharged V6, 329bhp, 325lb ft @ 2900-5300rpm
Transmission:	Six-speed manual, four-wheel drive
Performance:	5.1sec 0-62mph, 155mph, 29.1mpg
How heavy / made of?	1650kg/steel
How big (length/width/height in mm)?	4717/1826/1406

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi A6 2.0 TDIe (2008) CAR review

2009-01-06T00:08:00.000-08:00

By Glen Waddington

29 September 2008 12:40

There’s an all-important headline figure for the new Audi A6 2.0TDIe, and it’s not 53.3mpg – however impressive that may be. No, of greater importance is its carbon emission figure of 139g/km, sneaking this A6 beneath the 140g/km tax barrier. Its £24,800 list price is pretty impressive, too: this is a big Audi after all, and it comes with most luxury conveniences despite its ‘e’ suffix. This is no stripped-out economy car.

So how does this Audi A6 earn its name, then?

Like Ford’s Econetic models and with some similar tech to BMW’s Efficient Dynamics, this car is ‘optimised’. Think longer gear ratios (by five percent), low rolling resistance tyres, an on-demand power steering pump, a decoupling alternator and a 20mm lower ride height that contributes to aerodynamics so sleek, its 0.28Cd drag factor (remember those?) matches the headline-grabbing Renault 25 of 1984. No kidding.

Any clever lightweight stuff then?

No, it’s a full-fat A6, but 1550kg isn’t outrageous for a car that’s physically the largest in this class. And inside you get pretty much the same equipment level as the luxo-spec SE, bar leather trim and an auto-dipping mirror. Plain cloth trim means the atmosphere is sombre rather than plush, but every surface is pleasing to eye and fingertip.

Out front (right out front – this is an Audi) is the latest common-rail diesel engine, in place of the hammery old PD unit. In ‘e’ spec it produces 134bhp, and there’s a less eco-focused 168bhp version for £25,810 if you value turbodiesel oomph more than tax- and tree-friendly emissions and economy.

Oh, so is the ‘e’ slow then?

Not exactly, though it won’t cause flames to erupt from the tarmac. You can feel the length of those new ratios because they blunt the shove you know is really there and, if you take heed of the dashboard’s change-up indicator, you’ll never broach 2000rpm and you’ll rarely hear more than a murmur from under the bonnet.

But who’d buy this car for its performance? In true turbodiesel style, it’s best appreciated at a languid cruise, during which you can appreciate the fine finish of your surroundings.

Dare I ask if it handles?

Turn the wheel and the A6 TDIe will go round corners. That’s all you need to know because, if you’re going to get hung up on dynamics, you’re reading the wrong road test. There’s nothing innately entertaining about the way the A6 drives but there’s not much wrong with it either, bar a ride that’s a bit firm thanks to the lowered suspension – it’s genuinely less pliant than the set-up in, say, a 2.7TDI SE. But not by much.

Verdict

It makes quite a lot of sense, this eco-A6. It’s reasonable value for money, won’t break the bank to run, and it’s decently comfortable and refined. Just forget about having fun while you’re driving it: the TDIe is not that type of car. But it’s very good at being efficient, and that makes it perfect for business drivers with an eye on the bottom line.

Statistics

How much?	£24,800
On sale in the UK:	October 2008
Engine:	1968cc 16v turbodiesel four cylinder, 134bhp @ 4000rpm, 236lb ft @ 1750-2500rpm
Transmission:	Six-speed manual, front-wheel drive
Performance:	10.3sec 0-62mph, 129mph, 53.3mpg, 139g/km CO2
How heavy / made of?	1550kg/steel
How big (length/width/height in mm)?	4927/1855/1459

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi RS6 saloon (2008) CAR review

2009-01-05T23:20:00.000-08:00

By Glen Waddington

22 September 2008 09:53

It’s a car of broad abilities, the Audi A6. An eco-friendly 2.0TDIe tax-buster at one end, some slick and savvy V6s in the middle – then this utterly bonkers RS6 road-burner at the other end of the scale. And it truly is upscale, with a 572bhp twin-turbo V10 engine and a list price of £76,160. We’ve had the five-door Avant version for a while now; Audi waited until the facelift to launch the saloon, so here it is.

Hmm, 572bhp you say. So the Audi RS6 quick, is it?

Yes, yes and thrice yes. The RS6 is utterly, rampantly, addictively, oh-my-gawd rapid. So quick it’s worth inventing a new adjective for, complete with a matching expletive.

Not only is it fast, but it sounds great too, with a hard-edged throb at low engine speeds that increases in urgency as the needle whips round the clock. But the best thing about its voice isn’t the climactic snarl, and nor is it the unfettered whoosh of two turbos dumping gobfulls of air into the cylinders. No, it’s the muffled boom as the tiptronic transmission grabs the next ratio. It sounds like a bomb going off under water, except it comes from the boot. It makes you smile and emit a muffled exclamation of your own, every time.

It’s an Audi. Does it handle?

Depends what you mean by handling. This thing grips like cat claws on curtains, and it changes direction with greater haste and agility than a 5.0m length and a two-tonne weight would suggest. And… you know what’s coming.

It just isn’t involving in the way the best sports saloons are, and you can blame the steering. It’s rubbery and numb. Sure, it’s sharp enough, yet you can feel the weight of that engine in the nose and, despite the latest Quattro system’s 60 percent rearward torque bias, there’s never a hint of rear-end throttle steer.

Of course, because it’s so quick and grippy, there are plenty of less enjoyable things to do than drive an RS6 quickly. But it’s a machine of devastating power and towering ability rather than one of enormous character. Impressive yet aloof, the RS6 just isn’t friendly and encouraging in the way BMW’s M-cars are.

Will its ride batter me senseless?

It can but it doesn’t have to. You get three settings on the Audi’s dynamic ride control, all set by the revised MMI controller. Go for ‘comfort’ and it’s just at the acceptable end of firm: thumpy over ruts, occasionally harsh but mainly bearable. Flick it to ‘dynamic’ and you’ll begin to believe that motorways – even autobahns – have been resurfaced in corrugated iron. And just forget ‘sport’ unless you’re on a racetrack.

What’s the inside story?

The usual. The RS6 has a fantastic cabin ambience, with loads of supple leather, a great driving position and wonderfully supportive seats. The dash looks impressive, works well, and there’s decent room in every corner. Even at £76,160, it’s befitting of the price.

Verdict

This is not one of those M3/911-style ‘if you can, you must’ purchases. More a case of ‘if you do, then fine’. The RS6 is not magically granted access to the club of iconic performance saloons by dint of its twin-turbo V10, even if it would qualify purely on account of thrust and noise. It’s let down by dynamics that deny it membership rights. And that’s a huge shame, especially bearing in mind the tactile delights of the old RS4.

It’s a near miss too, because driving this thing fast in a straight line is so much fun, you can’t help but feel let down by what happens in corners. In this class, it’s not good enough simply to go round them. This Audi needs the dynamic drama to match its pace and soundtrack. As it stands, it’s very, very good but not a true great.

Statistics

How much?	£76,160
On sale in the UK:	October 2008
Engine:	4991cc 40v twin-turbo V10, 572bhp @ 6250-6700rpm, 479lb ft @ 6250-6700rpm
Transmission:	Six-speed auto, four-wheel drive
Performance:	4.5sec 0-62mph, 155mph (ltd), 20.3mpg, 331g/km CO2
How heavy / made of?	1985kg/steel
How big (length/width/height in mm)?	4928/1889/1456

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi A6 3.0T facelift CAR review

2009-01-05T22:57:00.000-08:00

By Glen Waddington

19 September 2008 10:00

With an almost invisible change here and there, the Audi A6 joins the Golf and 3-series as the latest barely perceptible facelifts of best-selling German cars. Okay, I know, the Golf shares only roof and glass with its forebear but it hardly moves the game on. For the A6, Audi has merely tweaked the headlamp and front bumper treatments, added a stainless highlight along the side rubbing strips and, on saloons, fitted new LED tail lamps and a new bootlid. It’s the oily bits that have been occupying Ingolstadt minds. A bit.

Did the Audi A6 really need a facelift, then?

Maybe not, but you don’t stay ahead of the pack by slowing down. The A6 is firmly cemented as Europe’s best-seller in the business car category, ahead of the BMW 5-series and the Merc E-class. It’s four years old, still soberly stylish and competent, and Audi believes a spec tweak and an A4-style cosmetic refresh are enough. For now.

This 3.0 TFSI. What’s new there, then?

Well, you’ll have noticed it’s a new capacity for Audi’s petrol V6. Gone is the old 3.2 and in comes this new supercharged 3.0-litre - that’s right, it’s no longer ‘T’ for ‘turbo’. In fact the new engine has an even tougher job than it would elsewhere, because Audi is discontinuing the 4.2 V8 in the UK. The new 3.0 matches it for torque, and improves on the old 3.2 by being 13.3 percent more powerful and 16.2 percent more economical.

Want some more stats? Happy to oblige…

Remarkably, 95 percent of A6s sold in the UK are diesel-powered, so Audi has rationalised petrol versions down to the base 168bhp 2.0 TFSI, the 217bhp 2.8 FSI V6 (up 10bhp) and the new 3.0. Above them sit the V10-powered S6, and the newly launched twin-turbo RS6 saloon. The old 2.4 V6 has gone.

The 2.7 and 3.0 TDIs continue, with power up by 10bhp and 7bhp respectively. The old 2.0 PD unit is no more, and in comes Audi’s new common-rail four-cylinder, with 168bhp - or 136bhp in the new eco-optimised TDIe.

Enough, enough! What’s it like to drive?

Much as before, actually, though the 3.0 is noticeably quicker than the old 3.2-litre. With standard Tiptronic transmission in S-line trim, it’s both brisk and soothing to drive, accelerating with verve, great refinement and a pleasingly subdued growl from under the bonnet, while the wheel-mounted shift paddles act quickly and feel good to the touch. It’s exactly what you’d want of an Audi in the performance stakes.

That very Audiness also means it’s thoroughly undramatic in the process, newly rear-optimised Quattro four-wheel drive or not. It still feels incredibly secure, but also front-heavy - the weight distribution means there’s no getting away from that, thanks to its forward-mounted engine. The steering is over-light and under-endowed with feedback, so you feel utterly detached from the finer sensations of driving. And the ride can be rather jarring over bumpy surfaces, though at least it’s tautly damped over longwave stuff.

What’s it like inside?

None of that dynamic numbness will matter if you buy an Audi as a business tool rather than a driving experience. While you’re battling the M4 to catch that morning flight from Heathrow, you’ll be soothed by the warm, cocooning atmosphere of the cabin, and entertained by the (optional) new 3D sat-nav, 20Gb music capacity and voice recognition system. The MMI controls have been titivated, and there’s new satin chrome edging for the optional wood trim finishes. Leather is standard on all but base-spec four-cylinder models and it now stretches over the door armrests.

Architecturally, all is as before and that means a great driving position, a calmly stylish environment and a finish slicker than a photo-shopped Pierce Brosnan. All perfectly Audi.

Verdict

It’s no surprise that Audi is leading the sales charge with the A6 because it’s just so mollifying to drive – and that surely counts for more than driving excitement to the company execs who buy them. So while you or I might have more fun piloting a 530i down a twisting B-road, those who prefer the Audi’s combination of subtle attractions will be more than happy with what’s on offer here.

Statistics

How much?	£37,440
On sale in the UK:	October 2008
Engine:	2995cc 24v supercharged V6, 286bhp @ 4850-6800rpm, 310lb ft @ 2500-4850rpm
Transmission:	Six-speed automatic, four-wheel drive
Performance:	5.9sec 0-62mph, 155mph (ltd), 30.0mpg, 219g/km CO2
How heavy / made of?	1725kg/steel
How big (length/width/height in mm)?	4927/1855/1459

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi Q7 V12 TDI CAR review

2009-01-05T21:46:00.000-08:00

By Glen Waddington

18 September 2008 10:30

There are big numbers at play with the Audi Q7 V12 TDI. Try these for size: 2635kg (big SUV), V12 (the first 12-cylinder diesel engine yet fitted to a passenger vehicle), 493bhp (it’s the most powerful, too), 738lb ft (that’s one hell of a stack of torque) and £96,295 (yes, you read that right). The question is, do all the numbers add up?

Hmm. 738lb ft? In an Audi Q7? Tell me how that feels

Short answer? Fantastic – but with provisos.
This car is all about its engine. We’re used to the Q7, and most of us would be happy to ‘make do’ with the V8 TDI – at £50,695 it’s barely half the price of the V12. Audi is playing on the V12 TDI’s sheer scale (remember those numbers), and the fact that its engine is related to that of Audi’s R10 Le Mans-winner, to market it at the top of the SUV pile.

Start the engine and you’re immediately aware of its presence. It throbs quite vocally, almost malevolently. Slot the selector into Drive, a blast on the go-pedal and you’re away. Immediately, the thrust feels like the kind of experience you’d more normally associate with Boeing badges and a runway. Yes, 738lb ft, even in something this heavy, feels quite extraordinary.

Extraordinary, yes. But what’s the catch?

Well, all too soon you run into the red line. That’s fine in itself because you’ve got six ratios to play with, so the mad assault on the horizon continues unabated. Yet you feel slightly cheated because you just want the thrust to continue seamlessly, with the revs rising to match. It would be churlish to call it frustrating.

So maybe the Q7’s put me in a churlish mood, because there’s another problem too. It just doesn’t sound alluring. Vivid, yes. Threatening, yes. Belligerent, dramatic, exciting, even. But it’s not remotely appealing for its own sake, just a loud, booming resonance, with no hard edges nor any subtle tones with which to enthrall you. No, it just bullies your ears then hits the red and shifts up a gear

Er, does it handle?

What do you think? This is no sports car. It feels extremely big (it is extremely big). Hustle it and you might breathe in when something comes the other way, and it pitches and dives as you come on and off the throttle. But it’s not difficult or heavy to drive. The steering’s numb, not especially quick, but at least it’s linear. There isn’t much roll, and body control is decent over longwave undulations. Surface bumps are smothered away with a shrug and a shudder under 2635kg of steel, so it’s pretty comfortable. But if you want a sports car with this kind of power, status and price, buy a Merc SL63.

So what else does nearly £100k get you?

The Q7 V12 TDI is pretty much fully loaded: DVD sat-nav, Bose sounds, heated seats front and back, ceramic brakes, xenons, electric tailgate, air suspension. Extra money buys a Bang & Olufsen stereo, with cute tweeters that pop out of the dash when you switch on the ignition (Walcot and co will love that), and there’s no doubt the Q7 has the potential to be the coolest wheels before the Premiership’s decided this season.

What it doesn’t have is the cabin ambience of a £100k motor - you’ll pay extra for the leather-covered dash that does that job. Fine Audi finish or not, the big slab of soft-touch plastic looks a bit downmarket at this price.

Could I live with myself if I bought one?

Only you can seriously answer that question, but I’ll give you a guide. Audi is expecting to shift around 40 V12 TDIs in Britain next year, which doesn’t leave many after the Arsenal/Chelsea/Man Utd crowd have ordered theirs. But, then, as Lehman Brothers collapses (and others surely follow), will there actually be 40 Brits who can afford one?

Audi makes some interesting claims about efficiency: the Q7 V12 TDI is apparently 44 percent more economical than its closest petrol-fired rival, and its emissions per unit of engine capacity (53g/km per 1000cc) look highly efficient compared with the Range Rover 4.2 (89g/km per 1000cc) or the Porsche Cayenne Turbo (74g/km per 1000cc).

Fine - but the Audi sports an extra litre or two, so you couldn’t exactly call it green. And I thought zeitgeist was a German word.

Verdict

In a field of, er, one, the Audi Q7 V12 TDI is the undisputed champ – and you should either love it or hate it. Yet, in fact, it’s possible to be a bit ambiguous, and that’s this particular Q7’s problem.

It’s top of a tree that just didn’t need a branch this high. If you really wanted to tell the world that ecology is a thing of the past, you might want to have a bit more fun behind the wheel while you’re doing it – one last blast before the straightjacket goes on. And, no matter how creative Audi might be with the green stats, you know and I know that if you cane this thing everywhere, you’ll never see 25mpg.

So those big numbers add up to a sense of bewilderment. If you want to be truly wicked, best look elsewhere, because you won’t necessarily enjoy killing the planet in this car.

Statistics

How much?	£96,295
On sale in the UK:	January 2009
Engine:	Engine 5934cc 48v twin-turbo diesel V12, 493bhp @ 3750rpm, 738lb ft @ 1750-3250rpm
Transmission:	Six-speed automatic, four-wheel drive
Performance:	5.5sec 0-62mph, 155mph (ltd), 25.0mpg, 298g/km CO2
How heavy / made of?	2635kg/steel
How big (length/width/height in mm)?	5063/2000/1772

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi Q5 2.0 TDI CAR review

2009-01-05T20:23:00.000-08:00

By Ben Pulman

10 July 2008 18:23

The Audi Q5 is here – and we've driven it. Finally Ingolstadt has a medium-sized SUV with which to battle the likes of the BMW X3 and Mercedes GLK. But in the war of the small, premium Germans 4x4s, the X3 is ageing fast and the GLK won’t be in the UK until 2010 at the earliest. That leaves the Q5 with an easy run at the likes of the Land Rover Freelander and Volvo XC60, if it can deliver on its promise. We’ve just driven the Q5 so read on for our first drive.

So what makes the Audi Q5 stand out from its rivals?

Not its styling. The Q5’s design is safe and secure, with obvious links to other Audi products like the A3 (front lights) and Q7 (taillamps). The front grille is seemingly even bigger than before and the chrome trim around it even thicker, but it’s the only shiny highlight on an otherwise straightforward design.

The Q5 goes on sale in the UK in September 2008 and all cars will initially come in SE spec, which means leather, electric doors and mirrors, rear parking sensors and 18-inch alloys. Pity they look so puny on the Q5. In fact, unlike its big brother the Q7, we would go as far as to recommend an S-line spec car, if only for the 19-inch wheels and bodykit to butch it up.

What about the technical stuff?

Audi’s Quattro four-wheel system is present and correct – this is a 4x4, remember – with a 40:60 front-rear torque split to (apparently) give a more sporting drive. That’s exactly what this car isn’t, but it still handles tidily, slipping into safe and secure understeer if you push too far.

Despite the 2.0-litre TDI engine of our test car also sitting almost completely ahead of the front axle, the Q5 never feels nose heavy and manages to turn in sharply. There’s no feel through the steering though.

The ride patters a little on motorways and on the few sections of bumpy Spanish roads that we could find, our impression is that the Q5 may not be up to scratch for the British B-road. Time will tell.

Visibility is good and the Q5 is compact enough to never intimidate the driver in urban driving. The huge door mirrors make the optional blind spot warning system almost redundant, though they also create a lot of wind noise at cruising speeds.

Safe and secure? You’ve said that a few times now!

We have and that’s exactly what the Audi Q5 is. Those expecting something earth-shatteringly new will be disappointed. The Q5 is a line drawn straight down the middle of the medium-sized SUV class. It’s well built and the perceived quality is high. It handles tidily which is all it will ever need to do, while it will manage any off-road work should you be in the minority who ever leave the Tarmac. Those four rings on the nose are still a strong hook for many buyers and we see no reason why Audi won't sell as many Q5s as it can make.

The engine, Audi’s latest common-rail 2.0-litre diesel, is quiet, potent enough that it’s (just about) all you’ll ever need and reasonably economical too. Just think: 42mpg on the combined cycle on a biggish SUV. The gearshift indicator encourages you to pootle not power, an ever-present reminder that you could be greener.

I presume the interior is the same-again stuff from Audi…

If you’ve recently seen an A4 or A5, then yes it is. That’s not to detract from the innards of the Q5 though. Audi still offers the best-looking and best made cabins. But, as other members of the CAR team have pointed out, the unlined door pockets and switch from metal to plastic trim does weaken the quality ambience.

The Q5 is certainly spacious, with an optional sliding rear bench. The controls are as intuitive as ever and the buttons and dials as slick to push, prod and twist as ever. There’s a new MMI system, with topographic sat-nav maps so all the buildings in the centre of Valencia stood out in 3D on our test route. A £300 TomTom might be cheaper, but try selling a Q5 in a few years without MMI.

Verdict

If we sound underwhelmed by the Q5, then we don’t mean to be. It doesn’t do anything vastly new but it does do all its needs to do pretty well. It’s a compact Audi 4x4 and that’s been one obvious hole in Audi’s range.

The Q5 has plugged that gap and that’s all it needs to do. We just can’t help feeling we wanted a little bit more...

Statistics

How much?	£30,000
On sale in the UK:	September 2008
Engine:	1986cc 4cyl turbodiesel, 168bhp @ 4200rpm, 258lb ft @ 1750-2500rpm
Transmission:	Six-speed manual, four-wheel drive
Performance:	0-62mph 9.5sec, 126mph, 42.1mpg, 175g/km
How heavy / made of?	1730kg/steel
How big (length/width/height in mm)?	4629/1880/1653

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi A4 2.0 TDI SE CAR review

2009-01-05T20:05:00.000-08:00

By Glen Waddington

09 July 2008 10:49

If you want an Audi A4 2.0 TDI there’s no way I’m going to be able to talk you into buying a Ford Mondeo, even though it’s cheaper and much more engaging to drive. If you want an Audi, you’re set on the badge, the image, the perceived quality, maybe the technology, the fuel economy and emissions. How does it drive? You don’t care.

Are you going to tell me about the Audi A4 2.0 TDI anyway?

Of course I am – this is CAR Online, after all. But it’s not great news. Audi’s made big claims about its latest front-wheel drive platform yet, while it’s a marginal improvement on what went before, this is still resolutely an Audi A4, new or not. And that means it’s got a thumpy ride, mute steering and dim reactions.

You’d forgive its unengaging feel if the Audi cosseted over corrugated surfaces, but the sad fact is that it never settles down. It’s insistently firm over low-speed bumps and lacking in body control over long-wave stuff, so it feels like a tug boat caught in a rough harbour.

The steering is over-light at low speeds but feels reluctant to turn once you’ve gathered pace, and corners show the A4 up as leaden. Put simply, it just ain’t no fun.

Does it have any good points?

Well, it’s an Audi, so of course it does. This is where the Mondeo comparison works the other way. You’ll bask in a smug glow when you tell people what you own, it will look prestigious as it crouches on your drive, and it genuinely looks and feels well-finished. There’s plenty of room inside (the A4 is nearly 8in longer than a 3-series), even if there are signs here and there that Audi is spending less on cabin trim. It’s also competitive in terms of fuel efficiency and emissions.

The new common-rail diesel engine is impressive too, far more refined than the hammery old pumpe duse unit, it’s brisk, and it’s linear in its power delivery.

Verdict

Come on, Audi. Decide whether you want to sell cars that handle really well or cars that ride well – the C-class can do both, you know. Sadly, the A4 can do neither and it seriously undermines what is otherwise an excellent car.

You’ll want to love it but, if you’re at all interested in the driving experience, then you just won’t.

Statistics

How much?	£23,600
On sale in the UK:	Now
Engine:	1968cc 16v turbodiesel four cylinder, 141bhp @ 4200rp, 236lb ft @ 1750-2500rpm
Transmission:	Six-speed manual, front-wheel drive
Performance:	9.4sec 0-62mph, 134mph, 51.3mpg, 144g/km CO2
How heavy / made of?	1460kg
How big (length/width/height in mm)?	4703/1826/1427

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi S5 7-speed S-tronic

2009-01-05T19:58:00.000-08:00

By Tim Pollard

03 June 2008 15:30

Audi has just about the most bewildering array of transmissions of any car maker – and it’s about to get more confusing, with the launch of a twin-clutch version of the S5 coupe. We’ve just driven the seven-speed S tronic S5 to bring you this first CAR review.

Across its burgeoning range, Ingolstadt now offers manual transmissions, Tiptronic automatics, CVT Multitronic gearboxes, an R-tronic automated manual in the R8 supercar and an ever-broadening choice of twin-clutch transmissions badged S-tronic (formerly DSG).

It’s a new seven-speed S tronic ’box that we’re here to test on the svelte S5 coupe. It’s the first time anyone’s tested this transmission, that’s bound for a range of future Audis.

Audi already does twin-clutch ’boxes… What’s new about this one on the S5?

So far, Audi has only offered its twin-clutch transmissions on its smaller, transverse-engined cars (remember the world’s first, the TT back in 2003?). That gearbox comes in two forms: a seven-speeder, dry-clutch affair for engines rated up to 184lb ft, and a six-speed, wet-clutch one for models rated up to 258lb ft.

Now with the launch of this seven-speeder, the same technology is available on bigger quattro models whose engines are mounted longitudinally. It’s a new wet-clutch application designed entirely inhouse by Audi and can be fitted to most of the company’s larger cars.

So we’ll soon see twin-clutch versions of every big Audi?

Not quite. But this new seven-speed, longitudinal application can be fitted to any model rated up to 406lb ft with engine speeds of up to 9000rpm.

These twin-clutch gearboxes might be all the rage (everyone from BMW to Mitsubishi is jumping on the bandwagon these days), but Audi has form in this area. Walter Rohrl drove the Sport Quattro S1 back in the 1985 World Rally Championship and it had an early version of the same transmission. Don’t scoff at those racetrack to road claims, then…

Does the S5 have rally car get-up-and-go?

It’s a very slick application, make no mistake. The S5 is a GT-style coupe, a comfy cruiser with ample thrust on tap at the prod of your big toe. It won’t rip around a race circuit particularly well (we tried that at CAR’s 2007 Performance Car of the Year event), but it’s an utterly accomplished real-world drive.

That 4.2-litre V8 FSI is well suited to the S tronic gearbox; if you’re going for it in manual mode, it bangs home the next ratio in the blink of an eye. It’s computer-game quick.

Electronics second-guess your next move and pre-select the next ratio on the second transmission, simultaneously swapping drive between the two clutches. Nudge the steering wheel paddle or rock the gearstick, and – snick – you’re in the next gear, with minimal disruption to drive. Audi claims a gearchange takes just 200ms.

It can’t be faultless, surely?

It feels lightning fast and as good as any rival system we’ve tried. Like our long-term test Mitsubishi Evo X, the S5 satisfyingly holds the revs all the way up the ’box, leaving the driver wholly in charge of proceedings. Just don’t bounce off the rev limiter too long, alright?

The Audi’s S tronic system also changes to a lower gear if you trundle, but this is more forgivable. Around town, the S-tronic feels comfortable in Drive mode. Apparently 95 percent of buyers leave it in D all the time anyway.

Downsides? We noticed a bit of a clonk when selecting gear at standstill, but otherwise the system seems very well sorted.

Verdict

Would we pick an Audi with the gearbox formerly known as DSG? You bet. The latest seven-speed S tronic adds a smooth drive, lightning gearchanges and decent economics to the S5’s slick appeal. Picking the new auto option will even slightly trim fuel consumption and emissions.

Audi predicts it will cost £1450 on the new models; this transmission is bound for the Q5 coming to the UK in December 2008, the new S4 due in 2009 and numerous other future derivatives of A4, A5 and A6.

It’s a reasonable outlay for a gearbox that can play at being an automatic, a manual and a race car with impressive ease.

Statistics

How much?	£41,715
On sale in the UK:	Winter 2008/early 2009
Engine:	4163cc 32v V8, 349bhp @ 7000rpm, 324lb ft @ 3500rpm
Transmission:	Seven-speed twin-clutch S-tronic, four-wheel drive
Performance:	5.9sec 0-62mph, 155mph, 23mpg, 295g/km CO2
How heavy / made of?	1672kg/steel
How big (length/width/height in mm)?	4635/1854/1369

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi A3 2.0 TDI SE 170

2009-01-05T19:55:00.000-08:00

By Adam Towler

22 May 2008 10:30

Audi has given the A3 a mid-life facelift, and the revised 2.0-litre TDI engine heads the oil-burning line-up in 168bhp form. Audi promises this diesel A3 is cleaner and quieter than the car it replaces while still offering a sporty drive within premium quality surroundings.

This Audi A3 diesel doesn’t look that much different does it?

Not visually, no: it’s a minor nip and tuck job that only the committed Audi fan will spot – re-crafted bumpers, headlamps, tail lamps - unless you’re looking at a car fitted with the new optional daytime LED running lights, of course.

Doesn’t sound like they’ve done much then?

Well there are quite a few detail changes across the range – flatter underfloors, improved aerodynamics, tweaks to the interior trim - and the A3 range has recently become rather complicated on the engine front. There’s a 1.4-litre petrol engine that makes more power than the 1.6-litre – thanks to a turbocharger – leaving the latter as the entry level - and rather dated - motor. Then there’s a new 1.8-litre turbo engine in the range that sounds to the ear like the 2.0-litre TFSI but is in fact an all-new unit first seen in the recently launched A4. Actually, the acclaimed 2.0 TFSI won’t be around for much longer either: it’s due to be replaced soon by another 2.0 TFSI unit based on the new 1.8-litre block. The 3.2 narrow-angle V6 has been dropped in the UK, but not elsewhere, where it continues in S-Tronic Quattro form only.

On the diesel side, the ubiquitous 1.9 TDI is still rattling away at the foot of the range but can also be had in greener ‘e’ trim, and then there’s a couple of 2.0-litre TDI motors with 138bhp and 168bhp. Except don’t be fooled by these numbers, because they aren’t the usual A3 pump-düse injection engines, but the revised common rail injection units first seen in the new A4. Got all that? And there’s now a seven-speed dual clutch S-Tronic ‘box available on smaller engines, as well as the usual six-speed S-Tronic ‘box on the bigger engines.

What exactly has been done to this TDI motor?

Modified piston geometry, redesigned drive belt, new-gen turbocharger and, of course, the replacement of the old unit injectors with a common rail delivery operating at 1,800 bar. There’s 258lb ft of torque on offer here so it should go a fair bit, and it’ll do 47.9mpg on the combined cycle.

Sounds good – what’s it like on the road?

Can this engine really be from the same firm that produced the old-spec 2.0-litre TDI? Sure, in the right car the old engine went like stink, but all that harshness, the gravelling boorishness and vibration – it’s all gone. When coupled with the S-Tronic transmission as in this case it offers fluid, smooth power with a restrained note from behind the bulkhead.

This is a diesel A3 with a remarkable 0-62mph time of 7.8sec – let alone colossal in-gear shove – but subjectively from behind the wheel, it doesn’t feel that fast thanks to a very linear delivery; it’s the kind of car that surprises you when you glance down at the speedometer.

Factor in a chassis that while sophisticated on paper and competent in practise, is hardly involving or exciting, nor the most comfortable riding – although the newly optional Magnetic Ride damping might improve that in the UK – and despite the constant talk of ‘sportiness’ from Audi you’re left with a desirable hatchback, but not one that’ll get the pulse racing.

For many would-be owners that won’t be an issue, because it’s the same recipe of quality interiors and bewitching brand at work here. But if you’ve read the headline engine stats and begun to see this A3 as some kind of frugal hot hatch alternative then I think you might be disappointed.

Verdict

Smooth, solid, proficient, expensive: it’s more of the same from the new Audi A3, and thanks to this heavily revised engine it’s an improved car in diesel form. Just not one you’ll necessarily covet.

Statistics

How much?	£20,165
On sale in the UK:	Now
Engine:	1968cc 16v 4-cyl turbodiesel, 168bhp @ 4200rpm, 258lb ft @ 1750-2500rpm
Transmission:	Six-speed twin-clutch, front-wheel drive
Performance:	7.8 sec 0-62mph, 138mph, 47.9mpg, 156g/km CO2
How heavy / made of?	1340kg/steel
How big (length/width/height in mm)?	4238/1765/1421

Handling

Performance

Usability

Feelgood factor

Readers' rating

First Drives Audi S3 Sportback

2009-01-05T19:44:00.000-08:00

By Adam Towler

21 May 2008 10:30

The Audi S3 Sportback is the latest Audi niche performance car - the mechanicals of the three-door S3 being shoehorned into the five-door Sportback A3 body. Its introduction coincides with a mild facelift across the A3 range as a whole that includes some new engines and detail engineering updates.

So it’s exactly the same as the current Audi S3 but with two extra doors?

Almost. Although there are changes to many of the power units, the potent 261bhp turbo ‘four’ is carried straight over, along with the Quattro four-wheel system. However, all Quattros have revised electronics for the Haldex differential so that it reacts faster in the distribution of torque to the rear axle. The suspension is unchanged, but Audi’s Magnetic ride variable damping system – as seen on the TT and R8 - is now available as an option.

The S3's usual visual bite is applied to the new A3's general makeover that consists of subtle alterations to the front bumper, headlamps and tail lamps, along with minor developments to trim and texture inside, and a new dial pack.

Feels much the same on the road then?

Yes it does: the strengthened TFSI engine is at its gruff and growling best, pulling heartily from low revs yet sprinting with aerobic conviction, and all the while staying just the right side of raucous. This is a seriously quick car, and although Audi suggests it’s a fraction slower to 60mph – it weighs 40kg more than the three-door – you’d be hard pressed to feel it on the road.

It’s also a very effective way to cover ground quickly thanks to excellent traction, good body control and an entertaining neutrality to the chassis. The nub of this cars appeal is the mix of extreme hot hatch thrills with a premium Audi cockpit, a high perception of build quality throughout and an image considerably more sophisticated than most hot hatches or any rally special rival.

Come on, I bet the ride is still on the uncompromising side though?

Our drive was too brief to conclude that the Quattro tweaks have made much of a difference, but it did suggest that an S3 equipped with Magnetic Ride is a more comfortable car to travel in. Although in ‘Sport’ mode the suspension is excessively firm and only really suitable for the racing circuit, in its standard setting it did appear to soothe the aggressive rebound damping that makes the regular sprung car quite tiresome in the UK. It could turn out to be money well spent.

If only there was more feedback from the steering rack: it’s quick and precise, but the light steering tells you little about what is happening at the front wheels. You just have to learn to trust it anyway.

Let’s talk money: I bet this is a pricey car?

Afraid so. The three-door S3 has had a price ‘adjustment’ and now costs an additional £220 at £27,220. You can add £500 to that for the Sportback body style, and then dig deeper still if you want the aggressive bucket seats, flat-bottomed steering wheel and Magnetic Ride dampers of our car. Audi’s twin clutch S-Tronic transmission will be available later this year, and that currently carries a £1,400 premium across the rest of the range. As you can see, the price of the S3 Sportback you might crave can easily rise through the £30,000 barrier – a not inconsiderable sum for such a car.

Verdict

The S3 is still as potent and pricey as ever; providing the same thrills in the Sportback body means those with the need for five-door practicality can allow themselves to be seduced by this surprisingly boisterous uber-hatch.

Statistics

How much?	£27,720
On sale in the UK:	Now
Engine:	1984cc 4-cyl turbo, 261bhp @ 6000rpm, 258lb ft @ 2500-5000rpm
Transmission:	Six-speed manual, four-wheel drive
Performance:	5.8sec 0-62mph, 155mph, 33.2mpg
How heavy / made of?	1495kg/steel
How big (length/width/height in mm)?	4302/1765/14 02

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi A4 3.0 TDI SE Quattro

2009-01-05T19:37:00.000-08:00

By Glen Waddington

20 May 2008 10:09

Pick the optimum combo for a compact exec and the Audi A4 3.0 TDI SE Quattro might spring to mind: V6 diesel grunt and smoothness, the handling promise of four-wheel drive, suave looks and finish and a tempting equipment level. It costs nearly £30k (more like £42k, optioned-up like the test car) – and there’s stiff competition at that level, so the Audi A4 3.0 TDI will have to be good to get noticed.

Forget Quattro, it’s an Audi, so does it handle?

Let’s get the disappointment out of the way first: in a word, no. Jump out of the old A4 into this and you’ll be pleasantly surprised by its poise and alacrity. Problem is, if you’ve jumped out of a 3-series or a C-class (even a Mondeo) you’ll be gutted. There’s just no fun to be had punting this Audi hard, and that’s a real shame.

It feels leaden. You might think that's just impressively solid build quality until you enter a corner and find the A4 strangely reluctant to turn in. The ride is firm too, even in ‘comfort’ mode, yet still it tends to bobble and lurch over long-wave imperfections, so it never feels truly tied down, even if you accept a numbed spine and shift the Drive Select mode to ‘dynamic’. Yes, Quattro keeps it all secure through the twists, but the numb steering (too light at a canter, too heavy once you turn it in anger) thwarts any engaging interactivity you might otherwise have enjoyed.

So what’s the point of this ‘sports’ saloon, then?

Maybe we need to stop thinking of the A4 as a sports saloon. It’s a compact exec and it fulfils a lot of desires as a static object, oozing class, desirability and straightforward driveway appeal. Park this up outside the family homestead and the Joneses will be envious. Period.

It’s also swift and exceptionally refined. There’s a modicum of diesel grumble at idle but it disappears as soon as you make forward progress, becoming progressively quieter as the revs increase. It’s masked a little by (typically Audi) road noise but motorway travel is incredibly subdued and there’s ample, instantaneous thrust on offer at any speed.

What’s it like inside?

As you might expect, Audi leads the class for cabin ambience. It makes the 3-series feel stark and the C-class angular and sterile. It’s also genuinely spacious for five adults, thanks to a wheelbase and body length that are notably long for the class.

Yet there’s a sense that Audi is paying for tech advances elsewhere by notching back on trim quality here and there. Some of the obsessively anal detailing has gone; in come silver-painted plastics (instead of aluminium), unlined door pockets, and some hard plastic finishes where once you’d have had more finger-friendly surfaces. Even the doors slam with a more lightweight clunk than of old. Yes, it’s still gorgeous and not quite like the switch from VW Golf Mk4 to Mk5, but the commanding lead that Audi once had in this department feels as if it’s being eroded, and with it goes Audi’s cast-iron USP.

Verdict

I really wanted to love this A4 and, in fact, the oomph and silence of its engine nearly won me over completely. But it’s just too wooden dynamically in the face of the 330d and co, and it doesn’t reward you by being silken over bumpy surfaces in recompense. The clunky six-speed manual conspires against smooth progress too. Lack of torque-steer aside, it’s difficult to justify splashing out on the Quattro hardware.

The 3.0-litre TDI might work better as an auto, but none is available. Instead, save yourself a couple of grand and go for the 2.7 TDI with its standard ‘eight-speed’ CVT system, itself no less refined and still brisk.

Until Audi fits Tiptrronic to the 3.0 TDI and softens the suspension, it will remain as satisfying as bedding your pin-up dream and discovering she’s frigid.

Statistics

How much?	£29,500
On sale in the UK:	Now
Engine:	2967cc 32v V6 turbodiesel, 237bhp @ 4000-4400rpm, 369lb ft @ 1500-3000rpm
Transmission:	Six-speed manual, four-wheel drive
Performance:	6.1sec 0-62mph, 155mph, 40.9mpg, 183g/km CO2
How heavy / made of?	1655kg/steel
How big (length/width/height in mm)?	4703/1826/1427

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi TT 1.8T driven CAR review

2009-01-05T19:33:00.000-08:00

By Christopher Hubbard

02 May 2008 11:44

Just when you though Audi were getting carried away with the TTS and TT TDI we have the much more sensible 1.8 turbo. And no, this isn’t the old car come back to haunt us, but an entry-level version of the new car that goes on sale in 2009. And CAR Online has managed to get behind the wheel before anyone else.

This new TT uses Audi’s latest 1.8TFSI engine, produces 158bhp, 184lb ft of torque, and returns over 40mpg. Thanks to the second generation TT’s lightweight aluminium and steel construction this also means 0-62mph in just 7.2 seconds, and a top speed of 140mph.

But doesn’t the Audi TT 1.8T feel a little slow?

Actually, no. Not even if you’ve just stepped out of the new 268bhp TTS. It’s front-wheel drive only, of course, so traction out of slow corners in the wet (and it was very very wet) can be a bit interesting, but as a package this engine seems to suit the TT brilliantly. There’s no lag to speak of and the sweet six-speed manual gearbox means you can keep things strolling along very nicely. The whole thing weighs just 1240kg in Coupé form, too, so the chassis feels as sharp as ever.

How much then?

Well, we can’t actually tell you for sure just yet – Audi UK is still in negotiations with the factory. But an insider assures us it should be a good £2k cheaper than the equivalent 2.0-litre turbo that currently represents the entry point into TT ownership. These cars currently start at £25,210 on the road. A £23k TT? Yes please. Oh, and look out for a Quattro version of the 2.0 arriving at the same time.

Verdict:

The forthcoming entry-level TT is a base model car anyone would be proud of. Fast enough, fun to drive, and frugal. It’s not the ultimate driver’s car but no TT is. However, this car is definitely worth waiting for…

Statistics

How much?	£23,000
On sale in the UK:	2009
Engine:	1798cc 16-v 4-cyl turbo petrol, 168bhp @ 4500-6200rpm, 184lb ft @ 1500-4500rpm
Transmission:	Six-speed manual, front-wheel drive
Performance:	7.2secs 0-62mph, 140mph, 42.1mpg, 158g/km CO2
How heavy / made of?	1240kg/aluminium and steel
How big (length/width/height in mm)?	4178/1842/1352

Handling

Performance

Usability

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Audi TTS Coupe (2008) CAR review

2009-01-05T19:05:00.000-08:00

By Gavin Green

30 April 2008 12:07

The new Audi TTS is the fastest and sportiest version of the iconic TT. Finally, the TT gets the performance to complement the style. Power comes from a hotter version of the TT’s existing 2.0-litre turbo engine and the price jumps to £33,390 for the coupe and £35,390 for the roadster. It’s the first TT to play in Porsche territory.

The TT has always been a bit of a hairdressers’ car – more high-pose than high-performance. Does Audi finally have a cut-price Porsche beater?

Well it’ll certainly beat a Cayman or most Boxsters in the 0-60 dash. What’s more, it feels light, eager and willing to rev. The 2.0-litre turbo FSI engine, already familiar to TT buyers, gets a bigger turbocharger, an uprated air cooler, a better flowing exhaust and a host of internal upgrades: power is boosted from 197bhp to 270bhp and torque jumps 25 percent.

The engine revs sweetly, growls pleasingly as it homes in on its 6800rpm redline, and it’s silky smooth to boot. The standard six-speed manual is quick shifting and short-of-throw, and so light that gear-changing is a simple matter of flicking the wrists. This lightness of control also extends to the clutch and steering: it’s an easy car to drive hard.

The direct fuel injection engine is also light, and combined with the part aluminium construction of the latest TT, it makes for a featherweight sportster (at least compared with some beefy rivals). It’s an agile car, the handling security helped by the Quattro all-wheel drive system (which can vary 100 percent of the torque from front-to-rear and vice versa as conditions dictate). Fuel consumption and CO2 emissions are good for a 155mph car too..

Sounds like the TT has become a serious sports car, at last.

It has. Add the style – something the TT has never been short of – and a really convincing cabin and the result is a highly desirable machine. By some margin, this is the best driving TT yet. But the elevation into Porsche territory does highlight a few shortfalls. Push hard on a twisting undulating road and you still won’t get the feedback or the deftness of a Boxster or a Cayman, or even one of the hotter 3-series Coupes. That ultimate easy-driving poise still isn’t quite there. Plus the steering, though sharp and linear, won’t entertain like a better rear-drive machine.

Verdict

The brilliant R8 now has a little brother it can be proud of. The TTS is a handsome, beautifully wrought and pleasingly fast sports car. It’s light, agile, supremely stable at 100mph-plus and rides well too. As always with a sports Audi, go for the optional S-tronic (nee DSG) dual-clutch paddleshift gearbox (faster of shift and more economical too).

Statistics

How much?	£33,390
On sale in the UK:	Now
Engine:	1984cc 16-v 4-cyl turbo petrol, 270bhp @ 6000rpm, 258lb ft @ 2500-5000rpm
Transmission:	Six-speed manual, four-wheel drive
Performance:	5.4secs 0-62mph, 155mph, 35.3mpg, 191g/km CO2
How heavy / made of?	1395kg/aluminium and steel
How big (length/width/height in mm)?	4198/1842/1345

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi TT 2.0 TDI driven CAR review

2009-01-05T18:49:00.000-08:00

By Ben Pulman

29 April 2008 16:17

The Audi TT TDI. Is this oil-burner from Audi another Ingolstadt niche? Or a svelte coupe and cabriolet with low-end grunt, low emissions and decent fuel consumption?

A few critics of Audi's blunderbuss new model programme worry it's another box ticked so the company can out-offer the opposition. And worse than that, perhaps Audi is offering something no one really wants. The TT is a standalone sports car, a supermodel. Should it really be allowed diesel power? Imagine Gisele Bundchen opening her mouth and speaking Scouse and you get the idea of where this could end up.

So tell me about the Audi TT TDI’s diesel engine

Under that elegant, mostly aluminium body sits a 2.0-litre diesel and a turbo, which together produce 168bhp at 4200rpm and 258lb ft from 1750-2500rpm. That’s 22lb ft more than the V6 petrol, and enough horsepower to push this diesel on to 140mph. Audi’s quattro drivetrain sends the power to all four wheels via a six-speed manual box.

Forget performance though - you'll probably only buy a TT TDI because of the g/km and mpg figures: 140g/km CO2 and 53.3mpg. Those figures are for the Coupe and rise and drop respectively should you buy the Roadster.

Start the engine and your ears aren’t met by instant farmyard clatter, but nearly the same starter motor whirr and sudden exhaust woofle that was present on our long-term TT 3.2 V6. Of course you can hear the diesel bass on the road, but not a badly as you might think. You could forget you were being pushed along by a compression motor if it wasn’t for the fact you had to change up soon after 4000rpm.

Right, what's this thing like on the road?

A little old-school in fact. A bigger turbo has lifted power and means there’s a touch of lag and then a lot of boost. While BMW and now Mercedes offer twin-turbo diesels there’s something pleasing about a sudden rush of power rather than a refined run to a 5000rpm redline.

To some it might feel a rawer than BMW’s 123d, but this engine is more exciting for it and still a smooth diesel. It’s quick enough too, with that torque making overtaking easy.

Downsides? The steering is still a tad too light and lifeless, and the gearbox equally lacking in any mechanical feel. But for those long motorway miles it’ll be a doddle to drive.

Has Audi added anything else new apart from the diesel engine?

Yes. There's a light refresh that freshens up the front while our test car was an S-line model. That means leather seats over the standard Alcantara items, gunmetal 19-inch rims over the regular 17s, and a butch bodykit with a new front bumper and carbonfibre look lip spoiler and rear diffuser.

The car looks great in the metal but the TT was stiff already and never Audi’s finest ride/handling combo. Add in the bigger wheels and there’s a constant patter, much like a test tube on a mechanical shaker in a laboratory. The tyres might add some extra grip but they upset the ride and don’t particularly benefit the handling.

Is the rest of the car as before?

Pretty much - which means when it’s optioned up like our test car with sat-nav and all sorts of other goodies there are few cabins this side of an Audi R8 that match the TT. And when you consider that the R8’s insides use lots of TT bits that makes it feel even more special.

There still isn’t much room in the back, but the boot is reasonable enough. The rear seats don’t quite fold flat but once down provide enough room for two people going on a substantial holiday.

Verdict

The Audi TT TDI is a good car. It goes through your wish lists and ticks all the boxes. Great looks, impeccable cabin and build quality, peerless badge and now diesel power offering improved emissions and mpg.

But as lovely as the TT is, it still feels too much by the book. All the ingredients are there and if you need or even want a diesel coupe then take your cake and eat it. It’s just that we prefer to look elsewhere for our fill.

Statistics

How much?	£26,350
On sale in the UK:	Now
Engine:	1968cc 16v 4-cyl turbodiesel, 168bhp @ 4200rpm, 258lb ft @ 1750-2500rpm
Transmission:	Six-speed manual, four-wheel drive
Performance:	7.5secs 0-62mph, 140mph, 53.3mpg, 139g/km CO2
How heavy / made of?	1370kg/aluminium and steel
How big (length/width/height in mm)?	4178/1842/1352

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi R8 V12 TDI concept driven CAR review

2009-01-05T18:17:00.000-08:00

By Georg Kacher

10 April 2008 10:43

Does the world need the Audi R8 V12 TDI, a supercar powered by diesel? We love the regular Audi R8. It’s our 2007 performance car of the year, with sublime steering that belies its Ingolstadt roots, and one of the best gearboxes around. That high-revving 4.2-litre V8 sounds wonderful and the quattro system juggles all-weather security with rear bias for tail-out action. How could you want any more? Well, there is a V10 version coming in 2009...

But over the past few years Audi has sought to fill every conceivable niche. Welcome then, to the Audi R8 V12 TDI, the world’s first diesel production supercar. Yes, it's a concept car for now, but Audi is seriously debating the future of this car.

Hold on, did you say Audi R8 V12 TDI?

We did indeed. Underneath that stunning bodywork sits an oil-burning engine. The car was first unveiled at the Detroit Motor Show at the start of 2008 in a shade of silver. Since then it’s been repainted red and now CAR Online has been to Miami for a drive of this rather special concept car.

The job of the R8 V12 TDI is two-fold. For one, it is designed to showcase the Hungarian-built V12 TDI engine. At six litres it easily surpasses the 5.0-litre V10 that sits in the nose of Volkswagen's Phaeton and Touareg. The new V12 will be available in the Q7 from later in 2008, will probably be in the next A8, and maybe, just maybe in the R8…

That’s right, the second reason for the R8 diesel concept is to preview a production car that is currently 50:50. But that’s without taking into account the influence of a certain Dr Ferdinand Piech, the man who insisted that the impossible be made reality with the Bugatti Veyron.

So can you just drop a V12 into the R8 in place of a V8?

Not quite. The 6.0-litre V12 is considerably longer than the 4.2-litre V8 so it now sits tight behind the rear seats. To feed the big engine the side intakes are larger and a NACA duct sits on the roof, feeding air to the hungry engine. Either side of the roof-mounted duct sits a polycarbonate panel that gives us a glorious view of the Miami sunshine. It's neatly finished.

Inside there is a bit of concept car trinketry with contrasting red accents everywhere and a Drive Select toggle on the left spoke of the steering wheel. Select Dynamic, Sport or Race depending on your mood, and the car adapts the dynamic settings accordingly.

So, what’ll she do mister?

Prod the big red starter button on the other steering wheel spoke and you’re met with a noise that is neither TDI nor track-ready . There’s tantalising wastegate hiss but you’re left wondering just what this engine is.

The one thing that is certain is the potential of this engine. The headline figures are 493bhp and 737lb ft. The latter arrives at a piffling 1750rpm and keeps being produced until 3000rpm. Audi is claiming, on paper, a 4.2 second run to 60 mph and a top speed of 203mph. Yet it’ll apparently average nearly 30mpg and keep the air clean thanks to Audi’s NOx beating AdBlue technology. It's called having your cake and eating it...

I sense a but…

You do indeed. This is a concept. The R8 V12 TDI’s minders were insistent on a 3000rpm limit, despite a 4500rpm cut-out. And the 737lb ft had been cut to a mere 295lb ft in the first two gears, and 369lb ft thereafter to protect the six-speed manual tranmission. The concept is worth €3m, you see. Still, it does smack of ludicrous concept-car claims that can't be delivered in the real world.

But there’s a but with the but. This thing has effortless grunt. Absolutely effortless grunt - even with the concept car restrictions in place. It might not scream to 8000rpm, but it will overtake almost anything in the blink of an eye. Despite a decidedly portly 1900kg kerbweight.

Verdict

This is one stunning car, and we can only admire Audi for making it. If they build a production version, we will be gobsmacked. Even if the marketeers do insist on harping on about the links to the derv-sipping, Le Mans winning R10.

Price-wise, although it’s not 100 percent confirmed, expect £120-130k. At that price, the diesel R8 will have a unique offering that truly stands out from rivals Aston Martin, Ferrari and Lamborghini.

Statistics

How much?	£125,000
On sale in the UK:	2009 (est)
Engine:	6.0-litre twin-turbo diesel V12, 493bhp, 737lb ft @ 1750-3000rpm
Transmission:	Six-speed manual, four-wheel drive
Performance:	4.2sec 0-60mph, 203mph, 28mpg
How heavy / made of?	1900kg/aluminium and carbonfibre

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi A4 Avant 2.0 TDi S-line CAR review

2009-01-04T20:55:00.001-08:00

By Dan Trent

03 April 2008 17:57

The Audi A4 Avant exists because not everyone wants an SUV and, while BMW’s 3-series has the ‘medium premium’ saloon market sewn up, when it comes to wagons Audi rules the roost. And with this Avant version of the new A4 that domination looks set to continue.

It’s no great mystery as to why this is so. While the 3-series’ sporty character suits the saloon sector, Audis are seen as sensible, dependable and quietly luxurious – themes that sit perfectly with this more family oriented corner of the market. Indeed, Audi claims the A4 Avant commands over 40 percent of its segment, while BMW and Mercedes squabble over much smaller shares.

The new model is certainly going to tick all the right boxes for the aspirational middle classes. With a sleeker, fastback look reminiscent of the A6 Avant the A4 at least looks significantly different from its predecessor. Well, compared with the saloon version at least. It’s still pretty conservative of course, but then that’s the Audi way.

Audi A4 Avant: the estate we're in

Much cleaner in appearance than the 3 Series or C-Class estates, the Avant’s initially low key design merits closer examination and will delight the aesthetically literate. Witness the so-called ‘tornado line’ originating in the headlights and then sweeping over the flanks and breaking up the surface, reversing around the rear light to create a subtle airflow-splitting lateral spoiler. Form and function? Again, Audi fundamentals and brilliantly executed.

The A4 Avant is bigger than its predecessor, 154mm of the 166mm wheelbase stretch pushing the front axle forward to improve handling balance. It’s also 55mm wider and 117mm longer overall, boot space increasing by 48 litres to 490 litres seats up and 1430 litres folded. Only the C-Class estate is bigger, with a maximum of 1500 litres available.

Practical features abound too. There’s a neat reversible floor, rubberised on one side if you’re carrying muddy hiking gear or have a bootful of bounty from the garden centre, and optional load restraints seen previously on the A6 Avant. It’s comfy too, with firm, supportive seats and lots of useful cubby holes in the cabin.

Ok, so much for practicality – what about the technology?

Luddites and technophobes need not apply – the A4 Avant boasts Vorsprung Durch Technik with the emphasis on the Technik. For the driver this means Audi’s button-heavy Multi Media Interface (MMI) to control the various navigation and media options, including the very slick iPod interface. All cars get a 6.5-inch colour screen, MP3 compatible CD player and 10-speaker stereo, the options list offering all manner of further goodies according to taste and budget.

The electronic automatic handbrake is another typical example of Audi’s fixation with replacing traditional mechanical components with sophisticated technology but this is only the start of it. The optional Audi Drive Select system offers three-way adjustment for throttle response, steering assistance and – if fitted – CDC (continuously damping control) settings. With MMI there’s a further personalised setting available, with different drivers able to store their own settings on different keys.

You can also choose from three levels of parking assistance, automatic cruise control, brake assist, blind spot warning alerts in the mirror housings and even a vibrating steering wheel to alert you to ‘unintentional’ lane changes. We’re not quite at the stage of electric shocks for forgetting to use your indicators but this can’t be far off.

Enough already! What about the engines?

The techfest continues under the bonnet. When the A4 Avant arrives in June 2008 there will be five engine options. The 1.8 TFSI petrol has already impressed in the A4 saloon and if you can’t kick the big-cube habit there’s also the familiar 261bhp direct injection 3.2 V6. Diesels start with a 141bhp version of the new common-rail 2.0 TDI, with 118 and 168bhp versions to follow. Two diesel V6s are also on offer – 2.7-litre (187bhp) and3.0-litre (237bhp) – if you need more grunt.

The 2.0-litre TDi driven here will account for most Avant sales and is a step up in terms of refinement from the outgoing PD diesel motors. An output of 149g/km CO2 and a claimed combined average of 49.6mpg are decent enough for it to qualify as the default choice. But it’s still eclipsed by both the 318d and 320d versions of the 3 Series Touring in terms of CO2 and fuel consumption.

Don’t overlook the petrols though, the four-cylinder TFSI motor is especially impressive. The 178bhp 2.0-litre version we drove proved smooth and eager, the exhaust side Audi valvelift system providing a big step up from the 1.8 and delivering peak torque of 236lb ft from just 1500rpm. Six-speed manuals are the default, with optional CVT gearboxes for front-wheel drive cars and six-speed autos for the flagship V6 and Quattro models.

Ok, engines sorted, but is there a bit of R8 magic in the handling?

Not quite. When Audi encounters a development challenge the default reaction appears to be to throw technology at it, rather than perhaps address the issue at its core. And when it comes to the chassis it seems there is still a lot to learn from direct rivals Mercedes and BMW.

Three-quarters of A4 Avants are expected to be front-wheel drive versions and despite moving the front axle further forward and coming up with a complex five-link front suspension design the traditional nose-heavy handling is still apparent. It’s not helped by a chassis that becomes further unsettled as you attempt to correct. There's also a lack of feel at the steering wheel.

Sports suspension lowers the chassis by 20mm, S-line dropping it a further 10mm and throwing 18-inch wheels into the mix too. Ride comfort suffers as a result but some semblance of poise is the reward, the optional Audi Drive Select at least allowing some choice between tough and tender when specced with CDC dampers. Forget the variable rack, variable assistance dynamic steering too – it may be technologically impressive but feels totally artificial.

Verdict

While the traditional demarcations between the big German three of Audi, BMW and Mercedes are now more blurred than ever some constants do remain. And if you consider yourself an Audi buyer through and through the A4 Avant is satisfyingly on message. However it won’t win any converts from the two main rivals.

Audi insists its customers demand and expect high levels of innovation and enjoy exploring the technological features on offer. But at times it feels like the engineers have lost sight of the real issues and the A4 feels too clever by half. Get the basics right and the rest will follow guys.

Of course, for many issues of desirability and liveability weigh in much more heavily than knife-edge handling and in this respect the A4 Avant has to be considered a success. Handsome, swift and with a great engine line up to back up its practical nature there’s little reason to doubt it will build on the success of its predecessors.

Statistics

How much?	£29,250
On sale in the UK:	June 2008
Engine:	1968cc 4-cyl turbodiesel, 141bhp @ 4200rpm, 236lb ft @ 1750rpm
Transmission:	Six-speed manual, front-wheel drive
Performance:	9.7sec 0-62mph, 130mph
How heavy / made of?	1520kg/steel
How big (length/width/height in mm)?	4703/1826/1436

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi A3 1.4 TSI Sport CAR review

2009-01-04T20:52:00.001-08:00

By Glen Waddington

25 March 2008 11:35

Logic dictates that you should just ignore the Audi A3 and buy a Golf, because it's more spacious, cheaper and better-equipped. But logic would deny you an appealing car if accommodation matters less to you than image. There's no denying the A3 is a slick little hatchback, and the hi-tech appeal of this little turbocharged 1.4-litre engine suits it well.

An Audi A3 turbo? So it's quick then...

Don't get too carried away. Think of this engine as punching above its weight, spinning sweetly but with plenty of overtaking urge. It'll get you to 62mph in less than ten seconds and carry on to a maximum of 128mph, so it certainly isn't slow, and it pumps out 154g/km of CO2 and returns 43.5mpg, so it's pretty clean and efficient too. All of which points to the 1.4TFSI being a sweet spot in the A3 range.
Clearly it's not intended to be a hot hatch but, by Audi standards, it's quite entertaining to drive, handling neatly and safely if without quite the verve of a Golf, and riding without the domineering over-firmness of faster Audis. Whatever you do, don't order it with sports suspension. This A3 just doesn't need it, and it ruins the ride.

Does it feel good inside?

Just like any A3, the interior is a nice place to spend time. The low-line dash is ergonomically sound and beautifully finished, the seats firmly supportive and it all feels extremely solid and built to last.
But it's also spectacularly predictable and (once you've got past the tactile surfaces) just uninteresting. The A3 is starting to feel old. And it's not as roomy as a Golf either, either in the cabin or in the boot.

Verdict

At £18,365, the A3 TFSI Sport costs substantial money, especially as you'll pay extra for sat-nav, auto-wipers and auto-headlamps. Similar money buys the Golf GT, with a supercharger as well as a turbo and 168bhp to play with. The Audi scores on its plusher finish but the Golf is a much more rounded car and far more entertaining to drive, as well as being much more practical. Logic has a lot going for it.

Audi A3 Cabriolet 2.0T Sport CAR review

2009-01-04T20:44:00.000-08:00

By Audi A3 Cabriolet 2.0T

19 February 2008 11:21

The A3 has been with us since 1996, while the second-generation model arrived back in 2003. Yet this is the first time a cabriolet has been offered, and it’s incredibly late in the model cycle. The official line is that Ingolstadt has been struggling to meet demand – it produced 231,000 A3s in 2007 alone – but that the bottleneck has now been eliminated, paving the way for the cabriolet.

But Audi won’t have the niche to itself. Almost simultaneously, BMW is launching the A3 soft-top’s only direct rival: the 1-series convertible.

What’s the Audi A3 cabriolet range?

There are two petrols and two diesels to choose from, all turbocharged and featuring direct injection: in the petrol corner there’s a 158bhp 1.8-litre petrol complemented by the 197bhp 2.0-litre engine already found in the Golf GTI; oil burners come in 103bhp 1.9-litre or 138bhp 2.0-litre trim. The S-tronic paddleshift gearbox is offered throughout the range. Sixteen-inch wheels come as standard fit, while Sport spec introduces 17s plus sports seats and a 15mm reduction in ride height. There’s also the option of 18in alloys and the S-Line trim pack with its bolder grille and bumper treatment.

CAR drove every model bar the 1.9-litre diesel which was wasn’t available at the launch.

How does A3 cabriolet drive?

The A3 cab steers with some real verve, gripping hard and darting through bends with grin-inducing eagerness. But you notice the soft-top’s 120kg weight penalty through the front suspension – it just doesn’t feel as well resolved as the hatch, and there’s a light but noticeable shimmy over secondary imperfections. This is tolerable in the petrol models, but it’s more pronounced in the diesel – even with standard wheels and suspension – which exacerbates the jiggles and transmits them through the steering column. It was enough to put us off recommending this option.

So the petrol is the one to go for?

Yes. Suspension aside, diesels make most sense when you’re covering big distances and need to maximise your mpg. Cabriolets generally cover lower average mileages, negating this advantage.

So, yes, the petrol gets our vote, but not the one you might expect: the 2.0-litre. This engine’s great in the Golf GTI, but here its lusty edge is blunted and it struggled to put its power down cleanly out of tight hairpins when pushed – presumably because of the less rigid chassis. Sure, a cabriolet is more for cruising than hooning around hairpins, but then what’s the point of having that extra power? For us, the 1.8T gets the nod. With 158bhp it’s got plenty of poke for sun seekers, costs less and is cheaper to run.

We tried the sports suspension and larger wheel options and, while these combinations didn’t destroy the ride, it did deteriorate. The choice is yours. We’d save on the cost of the semi-auto gearbox: it’s a bit shunty at low speeds and there’s pleasure to be had from shifting gears manually.

Is the Audi A3 cabriolet practical?

Yes. Audi has shunned the folding hard-top route to keep weight down, retain the original car’s handsomely chiselled looks (think of the elongated windscreens and fat rumps sported by the folding topped 207, Focus and Megane) and preserve legroom for rear occupants.

It’s a well thought-out system that opens and closes in just nine seconds. Well, it does if you plump for the fully auto roof that comes with the Sport package, base models making do with semi-auto operation. The higher spec also allows you to open or close the roof at up to 19mph with the press of a button or close it from outside the car with a blip of the keyfob.

Roof down, the rear glass screen lies flat and the fabric hood folds on top of it. The fabric roof increases stowage space, which remains at 264 litres whether the roof is up or down. Drop the rear seats and that balloons to 674 litres.

Is there a lot of wind noise?

There’s obviously more noise roof-up than you’ll experience in a tin top, but it’s certainly not overbearing. Drop the roof and put both the windows and the wind deflector up and it’s all incredibly civilised, giving you that wind-in-the-hair feelgood factor minus the bungee-jumper hairstyle.

The wind deflector is another example of how well thought out this car is. When it’s not doing its thing deflecting wind, you can fix it across the top of the rear seats (passengers removed, of course) to entirely disguise any valuables. And if you need it out of the way altogether, you can fold it in half and stow it – almost flat – in the boot.

What’s the interior like?

Superb and typically Audi. Everything feels solid, is well laid out and looks incredibly premium – we particularly like how the dials echo the sporty S3’s and the TT-esque heater vents. If we were to splash the options anywhere, it’s here. We’d tick the sports seats box, the leather box, the three-spoke steering wheel box, the heated seats box. In fact, we’d get quite carried away which would send the total price skyrocketing by several thousand pounds. But if you can, spoil yourself.

Verdict

This is an incredibly desirable car and one that very nearly scored five stars, only the suspect ride – especially on the diesels – marking it down from a perfect score. If you want a premium cabriolet to do what most people do with premium cabriolets (ie swan about, do below average mileage, feel very good), there’s little to fault here.

Statistics

How much?	£25,500
On sale in the UK:	February 2008
Engine:	1984cc 4-cyl turbo, 197bhp @ 5100-6000rpm, 207lb ft @ 1700-5000rpm
Transmission:	Six-speed manual, front-wheel drive
Performance:	7.4sec 0-62mph, 143mph, 37.1mpg, 182 g/km CO2
How heavy / made of?	1435kg/steel
How big (length/width/height in mm)?	4238/1765/1424

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi RS6 Avant (2008) CAR review

2009-01-04T20:35:00.000-08:00

By Ben Barry

29 January 2008 11:08

Another performance car for the mid-life crisis, then?

Harsh. The Audi RS6 carries on what the original car started back in 2002: it’s an all-wheel drive large family car – the estate goes on sale first to stress its versatility – with supercar-crushing performance. And that’s no hyperbole. With its 5.0-litre V10 – a heavily re-worked version of the 5.2-litre naturally aspirated unit we’ve already seen in the 429bhp S6 – aided and abetted by not one but two turbos, the RS6 musters 572bhp at 6250rpm and a torque curve that’s anything but curvy – the maximum 479lb ft is available from just 1500rpm all the way to 6250rpm.

Forget the obvious BMW M5 Touring and Mercedes E63 AMG comparisons, this is Lamborghini territory.

Aren’t the M5 and E63 comparisons kind of essential?

Both these rivals are rear-drive only with naturally aspirated powerplants (M5: 5.0-litre V10; E63 6.2-litre V8) that lose out to the RS6 with 500bhp and 384lb ft and 507bhp and 464lb ft respectively. On paper – and on a damp and twisty road – the RS6 has the upper hand. The trade-off comes in the shape of a £77k purchase price – £10k more than the M5 and £8k more than the Merc.

How does it drive?

Impressively. It pulls off the around town stuff admirably. There’s light steering, good visibility – the rear-facing camera helps guide you into those tricky parking spaces – a smooth ride and some very comfy seats. Only the edgy, ultra-aggressive throttle gives the game away.

Hit the open road, open the throttle only a quarter of the way and the RS6 gathers momentum at an astonishing pace. Bury the pedal deep into the carpet and there’s a bassy eruption from under the bonnet, a cacophonous thunderclap between gearshifts and a sense that – even though you’re now moving at highly illegal speeds – everything’s in hand.

A twin-turbo V10 that goes quite quickly? Well I never…

Okay, the revealing stuff. The quattro system splits torque 40/60 front-to-rear. Thread through a fast but twisting road and you do get that satisfying sense of rear bias. But take to the hairpins and it’s the nose that pushes wide, making for jerky progress as the master of four-wheel drive tries to calm your exuberance. Here the M5 in particular would be sharper, gripping hard at the front while the rear powers on.

While the steering is light at low speeds, it is speed-sensitive. And although that lends an artificial edge, it does offer a very real and consistent heft right from the moment you turn in. Not wishing to be sexist, but working against this resistance is the most obvious sign that you’re in a Man’s Car. If you’re thinking about dual duties behind the wheel, let the other half have a test drive too.

And you say it’s got a smooth ride? In a sporty Audi?

Believe it. There are three suspension settings to choose from: Comfort, Dynamic and Sport. Body control gets a little too sloppy for our liking in Comfort (though it’s nice to have the option for straddling urban potholes), Dynamic offers the everyday compromise while Sport really tightens up the damper control which makes for the sort of short, spiky vertical movements that are best avoided after feeding a young family. Yet the ride still isn’t crashy.

However, all three controls are only accessible via the multi-media interface so you press ‘car’, then select ‘suspension’, then choose your setting. It’s easy enough to locate and avoids more buttons cluttering up the dash, but it’s not as intuitive as pressing a ‘sport’ button when you stumble across that dream bit of tarmac.

I’ll take the manual, please.

Only a six-speed tiptronic gearbox is offered but it’s actually very good, responding to your paddleshift inputs in a tenth of a second and making a good job of second-guessing what you want in full automatic mode. It’ll even let you crash into the limiter with a noisy rat-a-tat-tat. We’re all for having that degree of control over a semi-auto, but it can catch you out initially. That’s because the car charges to the rev limit so quickly and because the flat torque delivery mutes the kind of soaring crescendo you might expect from such a powerful car. Not a complaint, just an observation.

So let’s make a complaint: why do the paddles have to move with the steering wheel? You never know where they’ve gone when you get into the really twisty stuff and once you’ve got accustomed to using them it’s difficult to suddenly recalibrate and bang the gearstick down the ’box. Fixed paddles please.

How does the RS6 get on at the track?

The track is not the natural environment for a two-tonne estate car with four-wheel drive. And as much as we love lapping the Paul Ricard test track, the RS6 was not the car we’d have chosen. There’s absolutely no fun to be had in finding this car’s limits. Get some satisfying oversteer and it’ll only be overruled by clumsy understeer. So you end up winding back a little and driving within the grip limits. So you never feel like you’re really pushing and, strangely, a 5.0-litre twin-turbo V10 manages to feel ever so slightly pedestrian.

However, the track did allow us to try out a couple of options: bucket seats and ceramic brakes. The buckets are much more aggressive than the standard chairs (only 10 percent of buyers are expected to spec them) and are manually adjusted save for the trick bolsters which tighten around you at the press of a button. Good as the buckets are, we’d stick with the standard chairs unless you’re spending much time on track – and, as we’ve said, that’s not a place we’d be heading with the RS6.

We’re even less certain about the ceramic brakes as we only got three laps of the circuit and had to come in to cool down at the end of each one. As ceramics usually work at their optimum with some heat in them, we struggled to notice any difference over the perfectly adequate standard stoppers.

Verdict

Does the world need an Audi RS6? Not really, but Audi predicts that around 8000 people will and that’s good enough for Ingolstadt. If you’re wealthy, love performance cars, have a family and take the odd excursion to winter climes, the RS6 will appeal. But you’ll struggle to tap into its limits on the road and it’s not much fun when you find them on the track.

As a driver’s tool, the M5 is more convincing, has the more engaging power delivery and a more exploitable chassis that still offers huge amounts of grip – if it’s wet just leave the traction control on! It’s also £10k cheaper.

Credit where it’s due, though. The RS6 is an accomplished machine: well-built, beautifully engineered, desirable and incredibly fast. If you can stomach a best of 20.3mpg on the combined cycle and couldn’t care less about heroic missions in search of the limit, you’d better put your order down quickly

Statistics

How much?	£77,625
On sale in the UK:	Now
Engine:	4991cc, V10, 40v twin-turbo, 572bhp @ 6250rpm, 479lb ft @ 1500-6250rpm
Transmission:	Six-speed semi-automatic transmission, four-wheel drive
Performance:	4.6sec 0-62mph, 155mph (limited), 20.1mpg, 333g/km CO2
How heavy / made of?	2025kg/steel
How big (length/width/height in mm)?	4928/1889/1460

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi A8 facelift

2008-01-31T07:42:00.000-08:00

Audi A8 facelift

How much?	£49,995
On sale in the UK:	Now
Engine:	2773cc, 24V, V6, 207bhp, 207lb ft
Transmission:	Multitronic continuously variable transmission, with seven selectable speeds
Performance:	0-62mph 8.0secs, 147mph, 34.0mpg, 199g/km
How heavy / made of?	1690kg/aluminium
How big (length/width/height in mm)?	5062/1894/1444

I'm sorry, did you say this was a mid-life facelift for Audi's luxury A8?

Fair enough – the cosmetic changes aren't that exciting. In fact, they're really rather difficult to spot, being limited to some new front grille colours, re-arranged LEDs in the tail-lights, and new LED indicator strips in the door mirrors. Plus a different alloy wheel or two (or four for the sake of cosmetics). But under the skin, Audi's been busier tweaking the mechanicals to make an already refined car even quieter. It's also rustled up some extra equipment, added some toys to the options list, and – stop the press – boosted the engine range by dropping in a new 2.8-litre V6 petrol engine.

A new 2.8-litre petrol? Be still my beating heart...

OK, so it isn't all that stimulating, though 0-62mph in 8.0 seconds and 147mph isn't really hanging about – on paper, at least. But that's not the point. While we wouldn’t usually be that bothered about a new entry-level powerplant, producing only 199g/km of CO2 makes it by far the most environmentally friendly combination of car and engine in the luxury saloon class. All achieved via clever FSI direct injection, Audi's efficient new valvelift technology, and a Multitronic CVT auto. Average economy of 34.0mpg is impressive for a luxo-barge, too.

That sounds good. What's the catch?

This new 2.8 is two-wheel drive only and is stacked to the roof with safety acronyms to make up for the loss of Audi's quattro four-wheel-drive system. Even without the 4wd heft, it does seem to lack a bit of get up and go. Put your foot down on the motorway and the engine spools up into an angry thrash but you don't get any of the boardroom dictator-grade thump you'd expect in a car of this size. Its 207bhp sounds adequate, the problem is that with only 207lb ft of torque it just doesn't generate enough low-down thrust – especially when the 3.0-litre TDI diesel costs only £1000 more, and generates a far more respectable 332lb ft of pull.

Er, so what's the point of this new 2.8 petrol engine, then?

We're not altogether sure. Even though the difference in company car tax – 27 percent for the 2.8, 35 percent for the 3.0 TDI – shouldn't be ignored for business users, both engines come in at under 225g/km of CO2, which will be important if proposed changes to the London Congestion Charge go ahead. No-one at Audi is prepared to even guess how many of the £49,995 2.8 FSIs will find homes; currently about three-quarters of all A8 buyers leave the dealer with a diesel engine. Still, every little helps – and if people are prepared to splash out for the fuel devouring S8 and W12 models, there's got to be room for such economical luxury.

Ah, the other engines – I'd almost forgotten. How are they getting along?

Just fine it seems – there are no other major changes to the A8's oily bits. But Audi has revised the suspension and steering settings in this facelift. This has taken nothing away from the existing car, but the changes are hardly revolutionary, either – the steering’s slightly more linear, the ride supposedly smoother (but still fidgety – especially if you opt for the sport package). However, Audi claims improvements to refinement make the A8 the quietest car in class – and our autobahn experiments confirm it as a very hushed place to sit. You can't quite hear a pin drop, but normal conversation is easy deep into three-figure speeds.

Good stuff. What about the new toys you mentioned?

The A8 has always been comprehensively equipped as standard – what with range-wide adaptive air suspension, sat-nav, leather and iDrive-shaming Multi Media Interface (MMI). But you now also get four-zone climate control for your money, and a nifty DAB digital radio. New to the options list are blindspot monitors (blinking LEDs if you're in danger of pulling out into someone), lane assist (jiggling steering wheel if you stray over a motorway line without indicating), and a ceramic brake package for the hot S8 and W12 versions. There's also a Sport trim line with bodykit and two-tone leather. And don't forget the £4500 Bang & Olufsen stereo – after all even a Mazda 3 has a Bose system these days.

Verdict

As you were. The revised A8 builds on an already impressive package without ever being in danger of adding that killer hook. If you've already got your sights set on a 7-series, S-class, LS or XJ, don't worry about missing out. But the A8 is still an excellent car, and its gradually strengthening market position (2006 was the A8’s best ever year) seems set to continue – even if the new 2.8 FSI petrol is a tiny bit pointless unless low company car tax is paramount.

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi RS6 Avant

2008-01-30T19:05:00.000-08:00

Audi RS6 Avant

How much?	£77,625
On sale in the UK:	Now
Engine:	4991cc, V10, 40v twin-turbo, 572bhp @ 6250rpm, 479lb ft @ 1500-6250rpm
Transmission:	Six-speed semi-automatic transmission, four-wheel drive
Performance:	4.6sec 0-62mph, 155mph (limited), 20.1mpg, 333g/km CO2
How heavy / made of?	2025kg/steel
How big (length/width/height in mm)?	4928/1889/1460

Another performance car for the mid-life crisis, then?

Forget the obvious BMW M5 Touring and Mercedes E63 AMG comparisons, this is Lamborghini territory.

Aren’t the M5 and E63 comparisons kind of essential?

How does it drive?

A twin-turbo V10 that goes quite quickly? Well I never…

And you say it’s got a smooth ride? In a sporty Audi?

I’ll take the manual, please.

How does the RS6 get on at the track?

Verdict

Handling

Performance

Usability

Feelgood factor

Readers' rating

Audi A4 3.2 quattro

2008-01-21T11:15:00.000-08:00

Audi A4 3.2 quattro

How much?	£28,815
On sale in the UK:	February 2008
Engine:	3197cc 24v V6, 261bhp @ 6500rpm, 243lb ft @ 3000rpm
Transmission:	Six-speed manual, four-wheel drive
Performance:	6.2sec 0-62mph, 155mph, 31mpg, 219g/km CO2
How heavy / made of?	1580kg/steel
How big (length/width/height in mm)?	4703/1826/1427

This new Audi A4, it looks classier than before...

Audi has moved its game on, as indeed it had to. With squarer proportions than the ubiquitous 3-series, this forthcoming A4 looks decidedly more imposing on the road. There’s a considerably longer wheelbase – look at that BMW-esque front-wheel-in-the-front-corner stance. In turn, that pushes the engines further behind the front axle line to increase the balance. But it’s the R8-style daylight driving lights that really make the A4 stand out in an instant, even if you need to opt for the £775 xenon light pack to get them. Is Audi chasing the pushy BMW image? It makes us wonder...

Longer wheelbase? Isn’t a cramped interior a given in compact execs?

It’s increasingly less the case. But while each new iteration of any car inevitably involves an increase in size these days, the A4 gains an extra 54mm in the wheelbase, most of which appears to have gone into increasing rear legroom. That, according to Audi’s figures, makes it the roomiest of the three German contenders. The A4 is long, too, an eye-catching 200mm longer than the BMW and Mercedes. But while that puts the latest A4 on a par with earlier versions of the A6, it’s still a long way short of the layabout space you get in a new Mondeo.

Does the interior measure up in other respects?

Audi has moved its game even further away from rivals with a result that drivers moving down from an A6 or even an A8 won’t feel short-changed. It's that good. There is a lightness of touch here, a calculated use of aluminium, cloth and leather there. It really lifts the interior. The usual Audi tactile switchgear helps, too. The A4 gets the MMI control interface from the A6, which is arguably either slightly easier or slightly fiddlier to operate than BMW’s iDrive, as well as an electro-mechanical parking brake with hill start assist. There’s a deeply impressive optional B&O sound system too.

But mechanically, this is just another no-surprises VW Group package, right?

Far from it. The longer wheelbase changes the chassis balance, and in the 3.2 V6 the quattro drive now channels 60 percent of the torque available to the rear wheels. That V6 now has 262bhp, which provides sufficiently involving performance, although it lacks the low-end thump of the diesel alternative, the 3.0 TDI quattro. All the diesel engine options are now common rail, with the 138bhp TDI Audi’s predicted A4 best-seller; it’s now as good as the 2.7 TDI V6 in many circumstances. Biggest changes are reserved for the four-cylinder petrol engines, though. They're completely redesigned, going all-turbo helping Audi achieve some impressive CO2 and mpg figures. The 160bhp 1.8 T is a sweet-sounding, enthusiastic machine that, economy and CO2 aside, is more fun than the diesel. The 2.0 T will arrive later and is promised to have undetectable turbo lag.

Can Audi Drive Select overcome Audi’s reputation for slightly turgid handling?

This is the big question for Audi. ADS gives push-button control of the accelerator pedal response, power steering weight and ratio, shock absorber stiffness and, in cars with Multitronic CVT transmission, the shift points. You simple pick Comfort, Auto or Dynamic mode and the electronics do the rest. The suspension settings are changed by variable valves rather than via the charged magnetic particles that work so effectively in the R8 and TT. Audi says this method is more suited to comfort-oriented cars. It’s cheaper, too, but the results are nothing like as impressive over the whole driving spectrum. The chassis is undoubtedly a step up from the previous A4 - but that’s hardly any surprise. If you choose to select-and-forget with the Audi Drive Select, there’s an entertaining time to be had in this V6 quattro, with a handling balance less front-biased and thus sharper on the turn-in. It’s – and this really will have to wait for UK evaluation to be definitive – just that in any setting the suspension doesn’t deal with bumps terribly well. It seems slightly bizarre that the lowly 1.8 T without the £1700 ADS seems the better developed package.

How does the new Audi A4 measure up with the BMW 3-series and Merc C-class?

For its home market it’s essential for Audi to big-up the technical prowess of its new A4, but in the UK things are slightly different. With turbodiesels now the best sellers it will be ownership costs and personal taxation that hit home harder. Plus style and what your friends think. The A4 will do well in all these areas, sitting comfortably alongside the 3-series and Mercedes C-class, and making Jaguar’s X-type look even more dated. The A4 3.2 SE quattro has performance that, on paper, is virtually identical to BMW’s 330i SE and there’s only a few pounds in the price. Mercedes can’t really provide a decent match to this particular model. The C280 is cheaper but significantly slower, while the C350, with its unappealing CO2 figures, is £34k, compared to the A4’s £29,680.

So the A4 looks like the best value?

One thing you can never do with cars in this class is make any rational judgments about value. That’s because Audi (and BMW, and Mercedes) has this whole book of options that you know you need to dip into. A decent wheel and tyre package, metallic paint, leather, sat-nav, Audi Drive Select, those driving lights and the B&O, will add another £8k, and there’s plenty of room left for further amusement. But that’s par for the course with compact execs. On a more positive note, the residual values are predicted to be much better than the BMW and Mercedes. But then the A4 is the new kid on the block, and the future RVs do wax and wane depending on the state of the market.

Verdict

The A4 doesn’t quite deliver the killer blow we might have hoped for. There’s still some ingrained Audi stubbornness that prevents it from accepting that others who do things rather differently with their chassis might have something valuable to offer. But it’s not a serious weakness and in other areas the 2008 A4 is a much more enticing proposition than the outgoing model, with the visual presence to tackle rivals with one hand tied behind its back. Make no mistake, the A4 has moved on a long way from Audi's first efforts at a compact executive...

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Audi A8 2.8 V6 facelift

2008-01-21T11:10:00.000-08:00

Audi A8 2.8 V6 facelift

How much?	£49,995
On sale in the UK:	Now
Engine:	2773cc, 24V, V6, 207bhp, 207lb ft
Transmission:	Multitronic continuously variable transmission, with seven selectable speeds
Performance:	0-62mph 8.0secs, 147mph, 34.0mpg, 199g/km CO2
How heavy / made of?	1690kg/aluminium
How big (length/width/height in mm)?	5062/1894/1444

I'm sorry, did you say this was a mid-life facelift for Audi's luxury A8?

A new 2.8-litre petrol? Be still my beating heart...

That sounds good. What's the catch?

Er, so what's the point of this new 2.8 petrol engine, then?

Ah, the other engines – I'd almost forgotten. How are they getting along?

Good stuff. What about the new toys you mentioned?

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Audi A5 3.0 TDi

2008-01-21T10:57:00.000-08:00

Audi A5 3.0 TDi

How much?	£33,430
On sale in the UK:	Now
Engine:	2967cc, 24V, V6, 237bhp, 368lb ft
Transmission:	Six-speed manual gearbox, four-wheel drive
Performance:	0-62mph 5.9secs, 155mph limited, 39.2mpg, 191g/km CO2
How heavy / made of?	1610kg/steel
How big (length/width/height in mm)?	4630/1854/1372

Haven’t you driven the Audi A5 before?

We have, but only in S5 guise, and not on UK roads. Back in April we drove the 354bhp V8 but that was Audi’s attempt to steal a little limelight from the BMW M3; now we’ve got behind the wheel of the 3.0-litre diesel. Audi hasn’t been in the big coupe game for 11 years, not since the S2 went out of production in 1996. Now it’s back, and with an all-new platform – dubbed MLP.

Is that the modular longitudinal platform we’ve been hearing about?

It is, although MLP is less of a mouthful. Audi believes that in order to compete successfully as a premium manufacturer it needs some driving credibility; the MLP is supposed to herald a change in dynamic philosophy at Ingolstadt. The front axle has been moved 120mm further forward, extending the wheelbase and moving the engine back in the chassis. The A5 is our first chance to try the new platform that will be the basis for the next A4, Q5, A7 and many more. It’s all part of Audi’s plan to sell 1.5 million cars by 2015. The company is on target, too, with sales up sixfold from 1991 to 2006, and up 20 percent year on year in the first quarter of 2007.

Does the Audi A5's new platform mean rear-wheel drive then?

Not a chance – some things never change. On the lowlier models front-wheel drive is standard, though the 3.0-litre diesel comes with Quattro as standard to handle the torque. Conversely, the 2.7 diesel won’t come with four-wheel drive at all. When it is available the Quattro system splits torque 40:60 front to rear, as we first saw on the RS4. As usual this means great all-weather traction and little chance to spin the A5’s wheels.

So is the interior also a mix of something old and something new?

Yes. Audi have set the standard over the past decade and the A5 is nothing new. It’s still impeccably built, but it also looks modern and classy with a gorgeous sweep of aluminium around the dials and sat-nav screen. The optional sports seats are great though lacking a little side support. In the back there are only two perches, and that’s what they really are. There’s only room for two and it’s a little cramped and claustrophobic. Then again, every coupe in the class is like that.

Is it really the most beautiful car Walter de’ Silva has ever designed?

Apparently so, but maybe he no longer likes the look of the Alfa Romeo 156, and nor is the A5 as stunning as the 2003 Nuvolari concept on which it is based. However, on the move the A5 looks stunning and very modern. And with its LED daytime running lights ablaze, there are few more aggressive-looking cars that can appear in your rear-view mirror. The LEDs ape the R8's and are so bright you only know which is which once it has passed you.

With an all-new platform what’s it like from behind the wheel?

Very good, and a decent step forward for Audi. Our car came with the optional £950 Sport pack, which means uprated, lowered and stiffened suspension. Ten-spoke 18-inch wheels (17s are standard) complete the package, but even on these the car looks under-wheeled. Nevertheless, it rides well, and a lot better than the equivalent (and run-flat equipped) BMW 3-series Coupe. The engine is a little noisier than BMW’s 3.0-litre straight six diesel but it’s also more powerful. The Three has 368lb ft at 1750rpm but the Audi has the same from 1500-3000rpm. Its 237bhp also pips the BMW by six ponies. Price-wise the BMW is cheaper at £32,220 to the Audi’s £33,430. Add the Sport pack and it comes level with the M-Sport equipped 3-series which is £34,775.

What else should I know about the car?

Audi’s target customer is ‘masculine and wealthy’, according to the marketing bumf, but the A5 feels like it was designed for the more deadly of the species. The steering, gearbox and clutch move about with very little effort and unless you’re driving spiritedly it feels little different from an A3. The BMW on the other hand has a heavy clutch, weighty steering and a notchy gearbox, and feels not only like a car designed for a man, but a proper driver’s car as well. Go for the Audi and you’ll also lose out at the pumps; 39.3mpg and 191g/km versus the BMW’s 43.5mpg and 174g/km.

Verdict

Audi wants to shift 8000 A5s in the UK next year, the first full year of production. That should be no problem for them; the car drives well, looks great and at last provides a credible alternative to the BMW 3-series coupe. It’s no more compromised than its rivals, the Audi brand is incredibly strong and it is a worthy rival to Munich’s offering. Just don’t expect to see too many 3.0-litre diesels on the streets; the majority of sales are expected to come from the forthcoming 1.8T petrol and an as-yet-unannounced 2.0-litre diesel.

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Audi Q7 4.2 TDi

2008-01-21T10:41:00.000-08:00

Audi Q7 4.2 TDi

How much?	£50,090
On sale in the UK:	June 2007
Engine:	4134cc biturbo V8, 326bhp @ 3750 rpm, 560lb ft @ 1800 - 2500rpm
Transmission:	6-speed automatic, full-time four-wheel drive
Performance:	6.4sec 0-62mph, 146mph, 25.4mpg, 294g/km CO2
How heavy / made of?	2450kg/steel
How big (length/width/height in mm)?	5086/1983/1697

Is this 4.2-litre diesel Q7 just playing another part in the Audi master plan for world dominance?

When you’ve spent a gazillion euros developing the world’s most powerful V8 diesel engine it would seem economic suicide not to use it in as many models as possible. This, and the fact sales of the Q7 have far exceeded Audi’s wildest forecasts, makes the two appear a perfect match. Taking into consideration the phenomenal success the Q7 has had (88,000 units to date worldwide since launch thirteen months ago) during a trend of unfounded villification against all SUVs, it make you wonder what Audi know that all the other car manufacturers don’t.

What’s wrong with the current 3.0-litre TDI in the Q7?

Absolutely nothing, but it’s all about choice. As good as all the other engine options are - the aforementioned 3.0 TDI, and the petrol 3.6 FSI and 4.2 FSI - this 4.2-litre V8 diesel is the most compelling powerplant currently available in the line-up. And given the choice, wouldn’t you want your two tonne off-roader to swagger around with 326bhp, and 560lb ft of torque, enough turbo-blown muscle to bolt to 60mph in a smidgen over six seconds and post a 146mph top speed? Exactly. And it’s quieter than a slipper-shod church mouse tiptoeing across a shag pile carpet. Add the intuitive six-speed automatic gearbox and Quattro 4WD system into the equation, and you end up with a flagship SUV, fuelled from the black handled pump, which truly believes it is a petrol driven sports coupe.

All that power means it can’t be that economical… can it?

Granted, it is not the most fuel efficient or ecologically friendly diesel on the market but by being a little less enthusiastic with the right foot it will average 25mpg. Even though this particular engine is right up at the cutting edge of diesel technology, it still spews out 294grams of CO2 from its twin cannon-like exhaust pipes. Mayor Ken and all of his tree-hugging pals really won’t thank you for driving it through the heart of the capital, but then again if you’ve spent £50,000 on this premium SUV will you care what a load of lentil-eating cyclists think?

Is it just another four-wheel gin palace offering the off-road ability of a flip-flop?

It still wouldn’t be our first choice to enter the Paris Dakar Rally in, and Land Rover or Jeep won’t losing any sleep over it’s off-road abilities, but if in the unlikely event any Q7 owners did venture a little further afield than their gravel driveways, they might be surprised at how well it can handle itself. Despite its massive girth the Q7 rides on a proven four-wheel drive system, there’s air-suspension, which can be raised to limit expensive bodyshop repairs, and more importantly the biggest dollop of V8 diesel torque ready and willing to try and pull it out of a not-to-sticky situation.

Any thing else I should know about?

The Q7 flagship comes with an exclusive Bang&Olufsen sound system option. It may set you back the best part of three grand but worth every penny just to watch the acoustic tweeter lenses rise gracefully up from either side of the dashboard. The radio/CD/satnav system took two years to develop and replicates near concert-like pitch. It’s even wired up so the noise quality changes automatically to compensate for ambient road and wind noise. Otherwise it’s the same plush leather and wood Q7 cabin – excellent ergonomics, fine build quality and so-so packaging.

Verdict

Audi may have turned up more than fashionably late to the SUV party but this formidable V8-powered diesel Q7 is bound to impress the remaining guests. Powerful, smooth and – relatively speaking of course – delivering decent fuel economy, it effectively steals the headlines from its competitors. But every party has to end. Will Audi wake up with the mother of all hangovers when the festivities wind down? We think not - this V8 diesel could manage to keep the guests entertained far longer than any of their other German rivals.

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Audi S5

2008-01-21T10:36:00.000-08:00

Audi S5

How much?	£39,825
On sale in the UK:	Now
Engine:	4163cc 32v V8, 354bhp @ 7000rpm, 325lb ft @ 3500rpm
Transmission:	Six-speed manual, four-wheel drive
Performance:	5.1sec 0-62mph, 155mph, 22.8mpg, 298g/km CO2
How heavy / made of?	1630kg/steel
How big (length/width/height in mm)?	4630/1854/1369

Have I missed something? How can we be reading about an S5 when we haven't even had an A5?

Because Audi knew BMW was going to launch its M3 this spring and wanted to spoil the Munich firm's thunder. So it decided to launch both the A5 and its hot 354bhp S5 spin-off at the same time. The £39,725 S5 isn't so much a rival for the 414bhp M3 though, as a rival for the £35,670 twin-turbo 335i. But there are bound to be a few potential buyers prepared to pay a few thousand extra for the M3. And a few more prepared to pay even more - probably more than £50k - for the Audi RS5 when that turns up in 2009.

But what exactly is an A5?

It's a 3-series coupe rival with a new-to-Audi swoopy design language. But it's also so much more because underneath those coke-bottle hips is Audi's new MLB chassis. MLB stands for modular longitudinal chassis and it's the architecture that will underpin the Q5 off-roader and A7 coupe as well as the replacements for the A4, A6 and A8.

What's so special about it?

Audi has stuck to its longitudinal engine layout - the same layout that has been criticised for making Audis feel nose heavy. But one of the key differences is that the front diff is now mounted ahead of the clutch. Another is the longer wheelbase. Together they reduce the front overhang and improve weight distribution to an ideal 50:50 split. Other changes include a steering column mounted lower in the chassis for better steering feel.

But does it all work?

Yes. Compared with rivals' racks (and with the honourable exception of the RS4), Audi steering feel has been foggier than a spring dawn. But with the S5, the inertia has gone; things happen just off the straight ahead position, and turn-in is a little prompter and a lot more communicative. And there is absolutely no kicking and tugging no matter how cratered the road and how crazy the pace. Unwinding lock is no longer a kick and rush affair, the helm does not stiffen up momentarily during quick lane changes, and precision has improved hugely. And it's one quick car. The S5 runs the latest version of the familiar 4.2-litre V8, equipped with FSI direct injection. This boosts peak power to 354bhp at 7000rpm, with maximum torque of 325lb ft kicking in at 3500rpm. Sixty takes just 5.1sec, although the push in the back feels more refined than frenetic. For now, power is sent to all four wheels by a manual six-speeder. A six-speed auto arrives early next year, a seven-speed S-tronic dual-clutch 'box won't come to market before 2010. But the manual transmission provides a decent start. First is short enough even for the most extreme hairpins, second slurps up the short connecting stretches, third unleashes the car vigorously onto more open terrain, and fourth is just perfect for blasts on high visibility straights.

What's it like inside?

The S5 cockpit is Audi at its finest, so you get top quality, top materials and top ergonomics in one attractively styled package. MMI (Audi's take on iDrive) is still the pace-setter in terms of secondary controls, but the centre console is getting more and more crowded, and we certainly don't need any more chrome bezels and bling bits either. Turning to the rear, those upright and oddly-shaped back seats may look uncomfortable, but they're actually okay for the broad-shouldered, even if headroom isn't generous. Accessing them isn't easy though. If you travel three or four up most of the time, it's best to wait another year for the new S4 saloon. With 455 litres of lugagge space - and that's before any folding manouevre - the new coupe's boot almost matches the outgoing saloon's for space.

Leaving the fantasy S5 aside, what's the A5 range got to offer?

Much like BMW's 3-series coupe, the A5 comes in various flavours from very mild upwards. Bottom of the ladder is the £30,175 2.7TDi. It's front-wheel drive, like all A5s for now, comes only with Audi's Multitronic CVT gearbox, takes 7.6sec to reach 62mph and delivers 42.1mpg. The bigger 3.0TDi costs £33,410 and cracks 62mph in just 5.9sec but gives away 3mpg. And for petrol fans, there's the 3.2FSi - £33,205, CVT-only, 33mpg and 6.1sec.

Verdict

Would I buy an S5? Yes. It's a pretty car and a convincing grand tourer. The new suspension hugely improves ride quality, the steering feels alive, and four-wheel drive gives the Audi a real-world edge over its rear-drive rivals. The transformation of Audi ride and handling shows that the MLB approach is a confident step in the right direction. With this flexible chassis as a foundation, it's no surprise Audi talks of dominating the premium world.

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Audi R8

2008-01-21T10:20:00.000-08:00

Audi R8

How much?	£76,825
On sale in the UK:	Now
Engine:	4163cc 32v V8, 414bhp @ 7800rpm, 317lb ft @ 4500rpm
Transmission:	Six-speed manual/semi-auto, four-wheel drive
Performance:	4.6sec 0-62mph, 187mph, 20.7mpg, 349g/km CO2
How heavy / made of?	1565kg/aluminium spaceframe
How big (length/width/height in mm)?	4431/1904/1252

A mid-engined supercar from Audi – how extraordinary...

Make no mistake, this is a seminal motoring moment. The R8 is Audi’s first mid-engined supercar, designed to prove that Ingolstadt can mix it with pedigree sporting brands like BMW and Porsche. The launch version – running a V8 – costs £77k, a chunky price tag which illustrates Audi’s three-decade transformation into a true luxury car player. And with a 187mph top speed, it’s also the fastest production Audi. All very exciting – but does the driving experience live up to this billling… • READ OUR 17-PAGE DRIVE OF THE AUDI R8, SHOT ON LOCATION IN NEVADA, IN THE MARCH 2007 ISSUE OF CAR. CALL 0845 121 4000 FOR BACK ISSUES

Cut to the chase: does it handle?

Yes – better than any current Audi. With the 414bhp 4.2-litre mounted amidships in a beautiful carbonfibre cradle, the R8 eliminates Audi’s typically nose-heavy dynamics. Only 44 percent of weight is up front, although the massive overhang could fool some into thinking the lump hangs over the front axle. Until you peer into that glass display case up back, the trademark of an Italian exotic. • CAN AUDI CUT IT AS A TRUE SUPERCAR BRAND? Hit 'Add comment' to post your views

It’s like a Lamborghini then…

Funny you should say that. The R8 has the same aluminium spaceframe construction as the Gallardo from Audi’s Italian outpost, and it sends power to all four wheels, too. But the R8 is a very different beast. It’s 131mm longer overall, and the R8 is pitched as an everyday supercar, with heaps of space for two and no fear of claustrophobia. Visibility is unusually good for a sports car, too. And Audi claims there’s room for two sets of golf clubs between seat backs and bulkhead (although you might wish to take your set to the showroom before buying), and the undivided front boot is more practical than a Gallardo’s. The cockpit has neat design touches like asymmetric door handles and bright white instrument graphics, and the materials are fabulous. It’s certainly superior to its Lamborghini counterpart, despite an asking price some £30k cheaper.

Grippy four-wheel drive? Hardly a sideways machine, then…

Oh, it can be. First, hold down the stability control button for three seconds, and the system is deactivated. Second, find a slippery road surface – the dusty twisties of the Nevada desert (where the R8 was launched) were ideal. Third, swing the flat-bottomed wheel eagerly and boot the right pedal. The back end swings out of line, and the slide can be choreographed nicely with the throttle. It won’t endlessly powerslide like an M3, but it’s fun enough to bring out the devil in you. And how many Audis can you say that about?

Are the controls more communicative, too?

The hydraulic rack takes three turns from lock-to-lock, but it’s quicker than it sounds. And you get a decent feel for the undulations of the scarred Nevada tarmac. Carbon ceramic brakes are available on the R8, but the standard steel ones – clamped by eight pistons up front and six at the back – are so aggressive, you can save your cash. Don’t go for the sequential R-tronic box, either. A tweaked version of the Lambo’s e-gear transmission, it’s neither Ferrari F1 quick nor DSG smooth and is prone to judder in traffic. And the paddles are too small, so opt for the manual instead.

It's quick, I take it...

Of course, but acceleration doesn’t feel ballistic. Indeed, in today’s climate of nutty Q-cars, the RS6+ Avant is as fast as an R8 with a shared 4.6sec 0-62mph sprint. But here the V8 – the naturally aspirated, high-revver from the RS4 saloon – is perfectly positioned to make the hairs erect on the back of your neck, rather than being slung out up front. Yet the R8 sounds curiously quiet, unless you’re wringing its neck. You’ll have to drop to third or fourth for rapid progress at higher speeds, because the V8 is quite peaky. The forthcoming V10 version should address these quibbles, though.

I’m going off it…

Don’t. The R8 doesn’t feel staggeringly fast partly because it’s so refined. It’s not just the muffled engine, but the lack of wind noise at UK motorway speeds, and well-suppressed tyre noise. Wind the car up to 150mph and the R8 feels so well planted, so solid, that you could probably press on to the 187mph top speed without breaking sweat. The ride quality is also sensational. The R8’s double wishbone suspension eliminates Audi’s typical loping gait, and the magnetic ride suspension option is a work of magic. Applying an electrical charge to magnetic particles in the damper fluid stiffens them, tying down the body while maintaining comfort levels.

Verdict

An Audi supercar was a big risk, even though it was ameliorated by piggy-backing an established heavyweight like Lamborghini’s Gallardo. But Ingolstadt has pulled it off – spectacularly. The R8 is handsome, dynamic and its refinement level carves out a new niche. If you want a supercar that rides well, and won’t wear you down on a long motorway drive, the R8 is your car.

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Audi TT Roadster 2.0T

2008-01-21T09:54:00.000-08:00

Audi TT Roadster 2.0T

How much?	£26,940
On sale in the UK:	Now
Engine:	1984cc turbocharged four-cylinder, 197bhp @ 5100-6000rpm, 206lb ft @ 1800-5000rpm
Transmission:	S-Tronic semi-automatic gearbox, front-wheel drive
Performance:	0-62mph in 6.7sec, 147mph, 35.9mpg, 186g/km CO2
How heavy / made of?	1295kg/aluminium/steel hybrid construction
How big (length/width/height in mm)?	4178/1842/1352

Why do I want to read about a roadster in this weather?

Look out of your window. Yes, you’ll see stormclouds, flooded roads and possibly a tornado, but you’ll probably also see an Audi TT roadster. In eight years 48,000 of them have been sold to optimistic Brits determined to make the most of every moment of weak sunshine. Astonishingly, more are sold in the UK than in any other country and at its peak the old model was outselling its nearest rival by three to one. So the new Roadster is headline news, whatever the weather, and we’ve driven it.

No fancy folding hardtop?

No. Nor was it ever really considered, according to Audi. The Roadster gets a fully electric hood (no catch to release by hand, unlike the old car) that drops in 12 seconds at up to 20mph. It folds in a Z-pattern, the rigid front section remaining facing upwards so a separate tonneau cover is no longer required. There’s an electrically-operated mesh windbreak that rises between the trademark rollover hoops. Boot space is a reasonable 250 litres whether the roof is up or down – enough for a long weekend’s baggage for two – and critically the weight isn’t significantly increased; up just 35kgs to 1295kgs for the two-litre, four-cylinder T-FSI manual.

Tell me what it’s like with the roof up, first.

Impressive. The UK gets a more thickly-insulated hood, optional in other markets, as standard. Roof up, the cabin feels more spacious than the old car’s but the dark headlinings (black or dark grey) make it feel a little gloomy and oppressive. We tested the car in high winds and torrential rain and might as well have been in a tin-top. In the brief moments between storms, the windbreak makes the cabin comfortable and conversation possible at over 100mph with the roof down.

But it’s still no Boxster-beater, right?

The old Roadster was grunty and grippy, but its Golf underpinnings lacked the sophistication and rigidity to challenge a bespoke roadster. Viewed in isolation the new Roadster is simply a good car to drive. The part-aluminium spaceframe of the coupe starts light and stiff, and for the Roadster requires only some internal reinforcement in the sills and a steel rollover hoop hidden in the windscreen surround. Of course, you can detect some flexing, but in fast driving on poor surfaces in the south of France the Roadster steered cleanly and accurately with almost none of the unpleasant distortion that plagued the old car. British roads have a habit of amplifying any lack of stiffness, but our first drive impressed.

Front drive or quattro? Turbo or V6?

We thought that putting 197bhp through the front wheels might have created torque steer which, added to the loss of stiffness might have kippered the handling. Not so. Even on streaming wet tarmac the front-drive-only four-pot turbo had to be seriously provoked before it would do anything other than grip and go. Quattro just feels unnecessary. The 250bhp V6 is a little quicker at 6.1sec to 60mph to the turbo’s 6.7, with a fuller, richer soundtrack you can better appreciate with the roof down. The turbo’s slightly harder rip is almost as good and its mid-range torque means it feels almost as quick, but its killer advantage is the fact that it is 135kgs lighter than the V6, and feels it; sharper, nimbler, keener to turn in.

And will I save much?

Yes, at £31,535 for the V6 and £26,915 for the turbo. The turbo will also depreciate less, though both will lose less money than almost anything else you could pick. We’d spend £1400 of the savings on the magnificent S-tronic gearbox, as Audi’s DSG system is now known, but would give the Impulse leather trim a swerve; it’s the new version of the baseball-glove big stitching offered on the old car.

Verdict

Bigger and not as strikingly-styled as the old car, but so much stiffer and better to drive in Roadster form that someone who likes driving their car as well as just being seen in it can finally justify buying one. A turbo with the S-tronic ‘box would be our pick.

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Audi TT 2.0T S-Tronic

2008-01-21T09:10:00.001-08:00

Audi TT 2.0T S-Tronic

How much?	£24,900
On sale in the UK:	Now
Engine:	1984cc turbocharged four-cylinder, 197bhp @ 5100-6000rpm, 206lb ft @ 1800-5000rpm
Transmission:	S-Tronic semi-automatic gearbox, front-wheel drive
Performance:	0-62mph in 6.4sec, 149mph, 36.7mpg, 183g/km
How heavy / made of?	1260kg/aluminium/steel hybrid construction
How big (length/width/height in mm)?	4178/1842/1352

Haven’t you driven the TT?

We’ve already tested the 3.2-litre four-wheel drive Audi TT, but this car’s the cut-price sibling: a front-wheel drive, 2.0-litre turbo which, at £24,625, undercuts its big brother by nearly £5000. The two cars look virtually identical both inside and out. So if 197bhp sounds like plenty and all-weather grip isn’t a priority, the 2.0-litre could fit the bill. Best of all, the cheaper car is also considerably lighter: 1260kg versus 1410kg. In fact, it’s even lighter than the often-lauded Golf GTI on which it’s based, thanks to the TT's part-alumnium construction.

Does the 2.0-litre feel low spec?

No, it’s hard to spot the difference. Where the 3.2-litre wears 18in wheels as standard, the turbo gets 17s with the option to upgrade to two other 18in designs. The turbo model also lacks dual exhaust pipes, while the interior looks near identical save for the lower-spec car’s leather and alcantara mix – a combination that feels noticeably grippier when you’re pressing on. Seems the saving has come almost entirely from losing two cylinders and two driven wheels.

How does the 2.0-litre TFSI drive?

At lower speeds, it’s only the different engine characteristics that let you know you’re in the turbo. So where the V6 emits a sophisticated woofle and its power builds progressively to the redline, the 2.0-litre is less linear with an obvious turbo kick and a harder-edged bark to its note. But thanks to its lower weight and the on-boost whoosh, the less powerful car doesn’t feel noticeably slower. Do the sums and it’s easy to see why: every 1bhp of 2.0-litre turbo power has to move 6.4kg, while every 1bhp of V6 shifts 5.6kg.

And the handling?

The TT chassis has so much grip with just two driven wheels as to make all-wheel drive seem an unnecessary extravagance. Throw it down your favourite B-road and the 2.0-litre instantly feels the more nimble car, though it still can’t entertain like a 350Z; the TT’s default handling setting is benign neutrality with predictable understeer creeping in at the limit. In fact, the four-wheel drive system’s main benefit is in quelling torque steer under hard acceleration.

Anything else?

Both TTs share slack steering, surprisingly high levels of tyre roar at lower speeds and wind noise as you up the mph. Both feel better built than the 350Z – especially when you step inside the restrained cabin – and both offer very good visibility for a coupé. While the S-Tronic gearbox (a £1400 option) is smooth under normal driving, it can be a frustration on an enthusiastic blast through the country, taking an age to kick down and, very occasionally, leaving you in limbo for several seconds. Sure, you can use the paddles, but it’s all too easy to forget where you are with them. We’d save the cash.

Verdict

The 2.0-litre TT is fantastically good value. It delivers what the vast majority of owners will desire – pace, quality and eye-catching style – for £5000 less than the V6 model. Better still, the turbo kicks out significantly less CO2 (183g/km versus 224kg/km) and is more economical (36.7mpg plays 30mpg) than its big brother. But the bigger issue of true driver involvement remains. It’s as though there’s a good car somewhere between the turbo and the V6. The V6 engine is more refined, the turbo drivetrain more nimble, but neither model is enough to get you out of bed on a Sunday just for the heck of it. However, if you like how the TT looks and care more about posing down the high street than ripping round the Nürburgring, you’ll love this car. And at under £25k, the TFSI is the pick of the range.

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Audi S3 (2006)

2008-01-21T08:39:00.000-08:00

Audi S3 (2006)

How much?	£27,000
On sale in the UK:	Now
Engine:	1984cc 16V four, 261bhp@6000rpm, 258lb ft@2500-5000rpm
Transmission:	Six-speed manual, front-wheel drive
Performance:	5.7sec 0-62mph, 155mph, 31mpg, 217g/km CO2
How heavy / made of?	1455kg/steel
How big (length/width/height in mm)?	4214mm/1765/1399

Hot hatch

So the fast A3 returns. What’s the story this time?

It’s the same basic recipe: turbocharged four-pot motor and Haldex four-wheel drive system, a great cabin and a price that makes it appear suspiciously poor value beside a couple of other Volkswagen-group cars.

The old S3 was always aware of its place below the TT in the hierarchy. Presumably this one is too.

Actually this time the S3 has 265bhp, making it 65bhp beefier than the 2.0 TT and 15bhp harder than the V6. It now reaches 62mph in 5.7sec, nearly a second faster than the old 225bhp car.

But if the engine is basically the same as the one under the Golf GTi’s nose, where does the extra power come from?

The turbo and intercooler are bigger, the boost pressure has been cranked up to a lively 1.2 bar and the engine internals – stuff like the con rods and bolts – are beefed up to cope with the increased stress of 265bhp and 258lb ft.

What about this rear-drive bias we’re always hearing about these days?

Not applicable here. The rear-drive biased Quattro Audis – cars like the RS4 – all use the more basic Torsen four-wheel drive setup; the transverse-engined cars like the TT and A3 employ the more sophisticated Haldex system which is basically front-wheel drive but can throw its weight rearward when needed.

So is it fun?

That's probably not the word that we’d have used but the S3’s certainly not without merit. It’s grippy, very quick and the body control seems good, but it doesn’t exactly goad you into cranking up the pace. There’s no real point in bothering the rev limiter, so strong is the mid range pull. In fact the whole package is almost too refined, too subtle to match Audi's talk of it being a proper sports car. And it doesn’t sound particularly exciting, not like a V6 TT or Golf R32. In fact it drones a bit at motorway speeds. But then it is slightly more economical than either of those cars: it manages 31mpg on the combined cycle.

But surely it’s an appealing package

Of course, it’s an Audi. The cabin is gorgeous and you can order the optional RS flat-bottomed wheel and RS4 bucket seats, though neither the buckets, nor the standard Recaros can be dropped quite as low as those in the Golf GTi. Curious. Xenons, leather and 18-inch wheels are standard but the standard kit list isn’t exactly enormous and the exterior styling a little dull, aggressive nose aside. If there was an RS version on the way we could excuse the subtlety, but Audi says no, there are too many more important projects including the Q5 and A5 coupe.

Verdict

A capable and competent fast hatch but not the barrel of laughs you might have been hoping for. The Audi’s biggest problem is its price and it’s in-house rivals: you’ll rarely miss the S3’s extra performance or four-wheel drive traction if you choose the brilliant Golf GTi instead, but you’ll certainly notice the £7k bulge in your pocket. Yes the GTi is slower and only two-wheel drive but if you do insist on more poke and the security of the Quattro drivetrain you can have Volkswagen’s equivalent, the Golf 4-Motion. It has the charismatic 3.2 V6, the option of five doors and the DSG gearbox, which can't be had on the S3, all for less than the price of the Audi. So while the S3 is a very likeable car, it's not the best way to spend £27K.

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Audi TT 3.2 V6 quattro

2008-01-21T08:14:00.000-08:00

Audi TT 3.2 V6 quattro

How much?	£29,635
On sale in the UK:	Now
Engine:	3189cc 24V V6, 247bhp @ 6300rpm, 236lb ft @ 2500-3000rpm
Transmission:	Six-speed DSG, four-wheel drive
Performance:	5.7sec 0-62mph, 155mph, 30mpg, 224g/km CO2
How heavy / made of?	1430/steel-alumnium hybrid
How big (length/width/height in mm)?	4178/1842/1352

Another Volkswagen hatch in drag?

Not quite. Where the old car shared too much with the Golf - to the detriment of the driving experience - this new TT is actually an ally/steel hybrid, with an extruded spaceframe chassis bonded and riveted to a steel rear section. Doors and boot lid are also made of steel, with the weightier elements located towards the back of the car to promote a superior centre of gravity and ensure a balanced axle load. Audi claims a 50 percent improvement in torsional rigidity over the outgoing TT. As well as that steel rear subframe, the Golf V-sourced four-link rear suspension is steel (remember, the old TT had a torsion beam set-up); the front suspension - MacPherson struts with triangular lower wishbones - is largely aluminium, as is the subframe.

The old car always over promised and under delivered, is this one any better?

Leagues ahead of the old car, certainly, although it’s similar in spirit. Four-wheel drive and shod with extravagant 245/40 section rubber, the TT clearly has a job to do - grip - which it does with awesome efficiency. Its electro-hydraulic speed-sensitive power steering is non-committal at low speed, but weights up pretty authentically the faster you go. It has superb body control and it turns in effectively. It even rides well, the optional adaptive magnetic damping - using a magneto-rheological fluid which alters when a voltage is passed though it - actually tuning the car's handling characteristics with a subtle efficacy that few adaptive set-ups ever genuinely manage. In other words, there's lots to like here.

http://www.carmagazine.co.uk/upload/5486/images/300x200/auditt_6_560px.jpgNot least the optional DSG gearbox

That 'box - rebranded as S-tronic in Audi parlance for TT Mk2 - is a quixotic companion despite its awesome smoothness, second guessing your moves in Sport mode and often getting it wrong. Pop it into D mode, and it'll do a perfectly good impression of a regular torque converter 'box.

So how does the TT compare with something like a Porsche Cayman?

Sadly, but somewhat predictably, it lacks the Cayman's interactivity, fingertip accuracy and distilled 911 precision. The Porsche dials you expertly into the road, whereas the Audi is seemingly pre-programmed to keep you at arm's length. Which doesn't stop the TT 3.2 from making a super-strong case for itself. It’s just that motion, once again, defeats emotion.

But there's more to a TT than hammering down back lanes...

True, it has always been a car you wear rather than just sit in. The downside was a slight claustrophobia - not helped by that shallow glasshouse - but while over-the-shoulder visibility is still compromised, the TT is simultaneously a snug, purposeful fit and airy. The driver-centric centre console with telematics screen is easy to use, and rotating knobs have replaced the old car's fiddly climate control buttons.

What other models are there?

If you want four-wheel drive you have to tick the V6 box. The 2.0 alternative - basically the Golf GTi's engine - come only in front-wheel drive form. Audi hasn't ruled out the possibility of a diesel version or the estate-body style it previewed on the Shooting Brake concept. What is guaranteed to appear is a convertible TT next year.

Verdict

If you liked the old one, you'll like this one too. Some of the rest of you will like it too but any talk of being competition for the Cayman is rubbish. The TT has price on its side but it's nowhere near as much fun.

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Audi S6

2008-01-21T08:06:00.000-08:00

Audi S6

How much?	£55,475
On sale in the UK:	Now
Engine:	5204cc 40V V10, 429bhp @ 6800rpm, 398lb ft @ 3000-4000rpm
Transmission:	Six-speed automatic
Performance:	5.2sec 0-62mph, 155mph, 21mpg, 319g/km CO2
How heavy / made of?	1910kg/steel
How big (length/width/height in mm)?	4916/1864/1449

After the rapturous reception given to the brilliant new RS4 we've got high hopes for the S6.

As well you might. All the ingredients are there: V10 Lamborghini engine, grippy Torsen four-wheel drive transmission, special 19-inch rims, four tailpipes and various S6 and V10 badges dotted around. There are even daytime LED lights mounted beneath the headlights - one for each cylinder to let people know you're driving something special.

But you have to admit it looks like Audi has save the best stuff for the RS6.

Yes, even with those tweaks, the whole is so subtle that the chances of being mistaken for a 3.0 Tdi are not small. The V10 has been detuned from the 450bhp it makes in the S8 to keep the marketing men happy too. When the RS6 arrives it will do so with a twin-turbo version producing over 520bhp and probably get to 62mph nearly a second quicker than the 5.2sec it takes the S6. It will also come with massive wheelarches even bigger than the S6's 14mm flares, and the clever Dynamic Ride control system from the RS4 and the old RS6+ that connects diagonally opposing dampers so the car doesn't bounce along the road like this one. But then the S6 costs Â£55,375; the RS6 is likely to command a Â£10k premium.

You say detuned but this thing is hardly slow.

Far from it. Sixty-two rocks up in 5.2sec and the fun doesn't stop until you've slammed into the obligatory 155mph limiter. Making the engine work with a conventional auto 'box (the Lambo uses manual and sequential manuals) meant dropping the rev limiter to save the torque converter and the noise is a bit subdued. In fact the whole experience of planting your right foot is surprisingly low key: exciting, unless you've driven an M5 or E63.

What about that 60:40 torque split? Is this the end of understeering Audis as we know them?

Fear not, Audi has managed to stop things getting too fun. In fact it's a lot of marketing guff really - more fun than old hot Audis but not as good as the new RS4. Although you can sense the torque split changing in certain conditions, it never feels remotely rear drive on the road to most drivers. You're certainly never going to find yourself drifting out of damp roundabouts even if my brochure says it can send up to 85 per cent of its torque to the rear wheels. The steering is more direct than on lesser A6s and it's great in wet weather, although disturbingly tubby. The saloon weighs 1910kg and the Avant 50kg more.

But at least I can expect the usual fine Audi attention to detail inside?

Certainly can. The cabin is as beautifully trimmed as every A6 and then some: tasty carbon trim on the dash, beefy Recaro seats that, although not as buckety as the RS4's, are much more comfortable and far less likely to break after a year of buttock-brushing. Buyers are saved from the horrible flat-bottomed RS4 wheel too whose plastic section makes it feel like a kids toy. Ride apart, this cabin is one of the nice places to while away a motorway journey we can think of.

What else is in the pipeline?

As you'd expect, there's an estate version too, and that's the one we'd recommend. The Avant bodywork adds an extra 50kg but that negative is more than outweighed by the extra practicality - and desirability - of the five-door shape.

Verdict

If you were looking for M5 excitement you're probably better off waiting for the turbo'd RS6. It will be faster, more fun and a lot more likely to get you noticed. But as an inconspicuous means of travelling very fast - if not particularly comfortably - with your entire family in tow, the S6 makes the cut, particularly given its favourable pricing.

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