Audi Q5 review

 

When it is available to economics, Ingolstadt has its own law of supply and demand : in case a market niche exists, sooner or later a brand new Audi model will arrive to fill it. Arriving following the Q7 and until the Q3, the Audi Q5 shows Audi's continuing determination to cover all of the SUV bases.

Matt Burt Deputy editor The Audi Q5 isn‘t any rock-crawler but full-time 4wd traction still impresses in very slippery goingAs using its larger sibling, the Q5 Isn‘t a significant off-road tool, but instead the Audi for people who need a mid-sized estate but prefer a heightened driving position and enhanced ability in slippery conditions like snow or sand. 

The model is Ingolstadt’s response towards the Land Rover Freelander 2, BMW X3 and Volvo XC60. The petrol options are two flavours of 2. 0 TFSI, the greater powerful of which has got the a seven-speed incarnation of S-tronic dual-clutch gearbox, as conduct the 3. 2-litre petrol V6 and the wider of the 2 diesels, the 3. 0-litre V6. Wish to change gears yourself? You will want either the lowest-powered TFSI or perhaps one of the two 2. 0 TDIs.

Audi R8 5.2 V10 FSI

 

What‘s it? This is actually the Audi R8 5. 2 V10 FSI - baldly, an Audi R8 having a 5. 2-litre V10 motor beneath the engine cover. More specifically it’s the quickest and the majority expensive production Audi ever, the very first proficient at a sub-4sec 0-62mph time and also a car which was a scheduled to carry a six figure price tag until Mr Darling’s VAT cut. Comparisons involving the Audi R8 V10 and also the Lamborghini LP560-4 are inevitable, not least because, internally, the engines are identical, right right all the way down to their uneven 54 and 90deg firing intervals.

 But different intakes and exhausts means the Audi is restricted to some mere 517bhp, the better-breathing Lambo manages 552bhp. Still, inside a car weighing just 1635kg (only 60kg more when compared to a V8 R8 despite a considerably higher spec, this still leads for an impressive 316bhp per tonne power to weight ratio to the Audi R8 V10, superior even to that of the 911 Turbo, the car which when it comes to price and pitch it probably most closely resembles. Interestingly, as the Audi R8 V10 has received a good deal of attention in certain areas due to its 100bhp-plus power gain – its springs are 20 per cent stiffer in the front and 22 per cent stiffer in the rear, it features a thicker rear roll bar and also a fresh group of suspension bushes – in others it’s barely been touched. Whether you specify steel or carbon ceramic brakes they’ll be a similar which you find on the Audi R8 V8, the tyres are no different as well as one‘s body has needed no further stiffening to manage the performance potential. The six-speed manual and semi-automatic gearboxes happen to be left untouched, with only a raised final drive ratio to support a high speed that rises from 187mph to 196mph. Visually you’ll spot an Audi R8 V10 by its badging, intricate ten-spoke 19in wheels, wider sills, enlarged air intakes and different exhausts while, inside you’ll got to spot the now-standard Nappa leather as well as little ‘V10’ badge upon the tacho.

The Audi R8 V10 is likewise the very first production car to possess wholly LED lighting front and rear. But when this all sounds a little too forensic, the presence of a relatively enormous V10 beneath the transparent engine cover is a thing of the giveaway too. What’s it like? Expect the Audi R8 V10 to become towards the standard R8 exactly what a 911 Turbo is to some standard 911 and you’re likely going to be disappointed. As the turbo Porsche is and always is an entirely different proposition to its normally aspirated sister, a V10 R8 is basically rather similar to some V8 R8, just with measurable performance points re-established on the higher level. And were the eight-pot Audi R8 lower than one among our very favourite cars of any description, this might come as something of the let down. In case it’s like being given not only the keys towards the chocolate factory however the deeds also. All of the superficially mundane qualities that actually result in the Audi R8 so special – it’s ride and refinement, the functionality of their interior and simple use – have survived the transition intact. Perhaps greater than other supercar, whenever you think in an Audi R8 You Think That not simply how great It‘s to drive, but just simply the amount greater even than it should be to own and endure day by day.

And also the V10 shows you are able to have all this, complete with truly epic performance to not mention a howling V10 soundtrack and an 8700rpm rev-limit. No, it’s almost so unhinged like the Lamborghini LP560 (and for the blame its extra 225kg around any power deficit ), however the gap is narrower compared to the £40, 000 price gulf between them would suggest. Best of Audi has stuck to its decision not to allow greater than 35 per cent of available torque be delivered with the front wheels so it effectively feels more rear-wheel drive than ever, while its ultra-long wheelbase and dazzlingly well-controlled suspension with magnetic adaptive damping means its handling can be as benign as ever. Should I buy one? Some people, some people included, predicted the Audi R8 V10 would prove a step too far. The V8 car never felt lacking in performance and had this type of delicious think that it seem inevitable that whatever the V10 brought in extra performance could be greater than offset by actually lost in balance and delicacy. This appears not as being case, by pricing the Audi R8 V10 so near the R8 V8 (once you’ve added the Nappa leather, sat-nav, carbon side panels, LED lights and magnetic ride there’s lower than ten grand inside it ), It‘s produced a good more desirable and better-value version of one among our favourite cars from the 21st century. No wonder Audi thinks 70 per cent of R8 sales will now be V10s. There probably hasn’t been a worse time for them to sink one hundred grand into your supercar, but when there is one available worthy of that a commitment, it’s hard to consider another more deserving than this.

Audi Q3 2.0 TFSI

What‘s it? The top-spec version of Audi’s compact soft-roader ; driven inside the UK for the very first time. Petrol-engined variants from the Audi Q3 2.0 TFSI will certainly be greatly outnumbered by their diesel counterparts, and Audi expects the foremost powerful derivative in order to make up just five per cent of sales. However, musclebound SUVs have always proven popular halo vehicles even if they should fail to locate buyers in large numbers. The allure is power and prestige, and also to that end the current range-topper gets a 208bhp take upon the 2. 0-litre TFSI lump. That’s sufficient to propel the Q3, via all four wheels, to 62mph in 6. 9 seconds - which makes it quicker than comparable BMW X1 or Range Rover Evoque. Starting at £28, 610 to the SE trim, it’s slightly cheaper too, but that’s before beginning ticking Audi’s lengthy options list, which includes several items - Drive Select, adaptive dampers - which are essential. What’s it like? Before we think about the specific attributes from the petrol engine, a little bit of advice upon the Q3 experience inside the UK.

Prospective buyers already enticed by another slickly packaged Audi affair will certainly be pleased to listen to the model takes to potholes and manhole covers reasonably well. There’s a perhaps a touch that once again the manufacturer has opted for any slightly over-firm setup, however it takes some seriously troubled tarmac for that thought to occur. Otherwise the Audi Q3 2.0 TFSI saunters along inside a quiet, unruffled type of way - particularly with comfort mode appointed on Audi’s Drive Select. However, equipped with the butch petrol engine, it’s hard to not constantly reach for the greater aggressive Dynamic setting. As ever using the self-appointed ‘quick’ car from the range, poking the TFSI is practically obligatory, and flat out, the Q3 delivers the straight-line, linear oomph you’d expect coming from the figures. Unfortunately, additional performance doesn’t necessarily equate to increased enjoyment of the merchandise.

Hooked as much as Audi’s twin-clutch S Tronic ‘box, the gearshifts are breakneck, however the transmission includes a habit of making powerplants characterless and sterile. And people same descriptives could possibly be applied towards the Q3’s handling prowess. At moderate speeds the condensed SUV is precise and really simple to endure. Push on and also the superb body control and quattro traction ensure it remains competent - it just doesn’t become anymore fun. Should I buy one? Perhaps. This type of Q3 largely achieves what Audi intended it to - namely, it goes fast - but there’s never any impression the model deserves much recognition beyond its niche audience. That’s because, like much from the manufacturer’s range, there isn’t a tremendous level of reward to become had from torturing the TFSI aside from arriving at the destination marginally quicker. If that’s good enough for you personally probably the premium can be justifiable, but we’d happily settle to the improved economy and lower price from the better-suited 175bhp 2. 0-litre TDI. Audi Q3 2. 0 TFSI QuattroPrice : 28, 610 ; Top speed : 143mph ; 0-62mph : 6. 9 seconds ; Economy : 36. 7mpg ; Co2 : 179g / km ; Kerbweight : 1565kg ; Engine type, cc : 1984cc turbocharged four-cylinder petrol ; Power : 208bhp (5000rpm - 6200rpm ) ; Torque : 221lb ft (1800rpm - 4900rpm ) ; Gearbox : Seven-speed automatic.

Audi A3 1.8 TFSI Sport

 

What‘s it? The new – and rather excellent – cabrio version from the Audi A3 1.8 TFSI Sport, complete with what Audi claims is that the fastest operating electric hood inside the world. It will take only one touch of the button and nine seconds to collapse the fabric roof. A BMW 1-series cabrio’s hood takes over twice as long to undergo its motions, and coupe-cabriolet models are likely to take nearly three times longer. Once open the A3 cabrio is very a looker, even when the way in which the hood itself stows straight into the rear bodywork leaves a teeny bit to become desired ; unlike the 1-series (or most other cabrios ) you are able to still see many of the mechanical gubbins on either side because there isn‘t any extra flap to cover them from view, which is really a pity. Apart from this There‘s much to like in regards to the A3 cabrio, and never much to dislike.

What’s it like? The cabin draws the majority of its cues coming from the hatchback early on with a couple of extra touches, for example the instruments and dash trim on Sport and S-line models taken coming from the S3. You receive a six speed manual gearbox as standard upon the 1. 8 TFSI, and it’s a very good gearbox ; light of touch, crisp, and fitted having a near-perfect group of ratios that enable you in order to make full use from the turbocharged petrol engine’s useful spread of power. Audi opted to not result in the Audi A3 1.8 TFSI Sport cabriolet a CC-style hardtop, however the conventional canvas roof keeps a heated glass rear window. The advantage of the set-up is noticeably more boot space than CC rivals, having a decent 260 litres beneath the tailgate. Rear seat space is likewise not as compromised as it could happen to be having a folding hard top. The bench seat could be a tad flat across its base but there‘s useable room for four full size adults within the A3 cabrio, hood up or down, and that’s a genuine one-up on its CC rivals. Despite adding a couple of pounds compared using its hatchback sibling because of various (successful ) attempts to stay it rigid, the A3 cab still feels perky, agile and surprisingly brisk on an open road.

You sense almost no flex inside the chassis, even over rough roads, and also the steering remains every bit also resolved as that from the hatchback. Which suggests it’s slightly detached in outright feel, perhaps, but simultaneously accurate, virtually kickback-free and impressively precise through quick corners. The engine lacks a little bit of sparkle inside the aural department : it’s an effective-but bland motor that displays neither enthusiasm or objection towards being revved. However it certainly delivers when it comes to bald performance, endowing the A3 with acceleration not far in need of the more costly, heavier BMW 125i cabrio. Economy and CO2 emissions are decent, too – 37. 2mpg and 174g / km. Should I buy one? If you wish the way in which it‘s then it’s hard to discover why not. The A3 cabriolet is an effective car to drive, and refreshingly free of the vices that normally afflict small chop-tops. The BMW 1-series cabrio has a really serious rival – or should that be another way round?

Aston V8 Vantage Prodrive

 

What‘s it? A subtly reworked version from the baby Aston, arch-fettlers Prodrive having sold on its Le Mans connection to create us a go-faster Aston V8 Vantage. Buyers can choose from four different performance upgrade packs : engine (£6239 ), suspension (£5581 ), wheels and tyres (£3995 ) and an 'aero package' (£2937 ). The engine pack turns in the wick upon the 4. 3-litre V8 motor to supply 425bhp, adding a claimed 7mph towards the standard car's top speed.

The suspension upgrade brings firmer Eibach springs and switchable two-stage Bilstein dampers, the new wheels are inspired by those from the Aston V8 Vantage Prodrive racer and also the aero package uses carbonfibre wings front and rear to scale back high-speed lift using a claimed 50 per cent. What is it like? Impressive to drive - Prodrive seems to possess produced the car that Aston should have built coming from the off. The revised engine map creates far better throttle response and also the new suspension settings keep a lot of the standard car's compliance while sharpening up handling to some gratifying degree (the 'track' damper setting is, as it ought to be, too firm for anything but circuit use ).

We're less sure in regards to the wheels ; £4000 is plenty to cover a brand new group of rims - and also the carbonfibre look from the aerodynamic accessories does not do much to the elegant athleticism of the remainder of the Aston's design. Should I buy one? If you‘ve got already got a Vantage and you are feeling slightly let down from the standard driving experience then it is certainly worth checking suspension and engine packs. But when you are looking for any clean-sheet purchase then remember that the Porsche 911 GT3 RS will cost you £94, 280 ; a V8 Vantage with these Prodrive goodies onto it adds as much as £101, 552. Mike Duff Aston V8 Vantage Prodrive

Aston Martin and Mercedes-Benz Romeo plots confirm technical partnership

Aston Martin and Mercedes-Benz have formally launched their new technical partnership, having first signed a letter of intent in July.  The principle benefit from the deal for Aston Martin is admittance to AMG's technical resources, allowing it to attain a bespoke choice of V8 engines to power its next-generation models.  In return, Daimler will receive five per cent from the non-voting shares in Aston Martin and an observer status upon the company's board of directors. Inside a statement today, the 2 companies said they intend to expand the agreement to cover sharing electronic components, and will investigate additional regions of operation sooner or later.

One area of expansion already discussed involves the 2 companies sharing vehicle platforms. Talking with Autocar earlier in 2012, Aston Martin boss Ulrich Bez said the deal could work similarly as VW Group's operations, that has allowed Porsche to make use of the Volkswagen Touareg platform to make the Cayenne.  Such a move may also result in the revival of Aston Martin's Lagonda SUV concept. The Lagonda was initially seen in the Geneva motor show in 2009, but was moved to the rear burner just must be suitable vehicle platform Couldn‘t be found. Bez has already confirmed that work has resumed upon the full-size SUV, which could possibly be seen as early as 2017. A statement from Aston Martin read : Our company is in 2012 celebrating its centenary, and also the partnership agreed today underpins prospects for Aston Martin’s bright, vibrant and dynamic second century inside the sports car business.

This strategic collaboration for Aston Martin will, in your next generation of luxury sports cars, offer our customers increased performance and efficiency whilst retaining the initial character and type of an Aston Martin. ”Mercedes boss Tobias Moers said the agreement was a genuine win-win situation for both companies. Aston Martin and Mercedes-Benz confirm technical partnership

Aston Martin Vantage V8

What‘s it? Inside the bad old days of Aston Martin, long before Dr Bez and his team took as well as transformed the corporate into the things today, the revised Aston Martin V8 Vantage you observe here would have represented a shining light towards a bright new future. Its 420bhp V8 engine would have seemed as a pillar of power and efficiency, while its gently tweaked rear-wheel-drive chassis and tastefully appointed styling upgrades would have seemed so modern as to become from another dimension. But which was a then and it really is now – and at this time, despite a choice of entirely worthy and welcome upgrades, the dear old Vantage faces some extremely stiff competition. The new, sixth-generation Porsche 911 is already upon us, having been greeted using a deafening round of applause, while new versions from the Audi R8 and BMW M6 are only just all around the next corner. Life to the 10-year-old Vantage is going to become very hard indeed, or so it would appear. For while the fundamental platform from the car remains unchanged (it’s a similar VH structure that’s been utilized by Aston because the company’s rebirth in 2002 ), this most recent choice of updates amounts to rather not only a mild style makeover. Along with the more obvious visual tweaks towards the front and rear ends, the chassis is retuned to provide something near what’s on offer using the excellent Vantage S model, as the brakes have grown in size together with the wheels and tyres. Better still, the steering rack is modified to provide much sharper responses, again the thought being in order to make the steering more similar in feel to that from the Vantage S.

 As well as for those of the sufficiently modern persuasion, Aston Martin V8 Vantage’s new and reasonably swift seven-speed Sportshift II transmission becomes available, albeit being an option that costs an additional £5k. The conventional car’s six-speed manual gearbox remains because it was before. What’s it like? What’s not in doubt is when sharp this latest car feels on an open road. Dynamically it’s as crisp in its reactions as any rival, with lovely precise steering and also a delightful insufficient inertia towards the chassis that enables it to become muscled along most roads with proper commitment. Additionally feels refreshingly small compared with most rivals, which is an effective thing, while the fundamental degree of performance on offer coming from the 4. 7-litre V8 hasn‘t been in question since it was eventually tuned to provide 420bhp. The gearchange, certainly inside the manual test car that many of us tried, also felt unusually clean and precise in its action, albeit inside an old-fashioned way beside the greater modern click-click shifts of certain dual-clutch rivals. And, inside a way, that’s a defining characteristic from the V8 Vantage.

Although entirely modern in its engineering ethos, there’s something appealingly retro in regards to the way this car behaves that causes it to be feel differ from, though certainly not superior to, its more obvious competition once upon the move. Having said that, usually there are some fairly glaring flaws that can’t be excused at any cost. As the Vantage’s interior retains the appropriate feel and smell in an exclusive gentlemen’s club, the dials now seem more heroically rubbish than ever with their ergonomic performance. The clutch also pongs badly if you undertake such a lot as one three-point turn, suggesting that wear rates have failed to enhance. Worse still is that the car’s ride. Although the V8 Vantage is supposed to become a hairy-chested sports car even in its entry-level form, in order to make the conventional suspension set-up this stiff might not function as the wisest move on Aston Martin’s behalf – most especially when there’s a good stiffer sports suspension option available. The trade-off, however, is really a degree of handling precision that Aston Martin owners wouldn’t have dreamed about 10 years back, and that has only recently become available inside the most sporting models. But whether such an uncompromising arrangement is what’s required, adore it or otherwise, even inside the cheapest model, only time will tell.

First drive review: 2013 Aston Martin DB9

 

What‘s it? This is actually the car that marks finished of an open road to the short-lived Virage but, claims Aston, also fills the gap “perfectly” involving the basic level V8 Vantage and 2013 Aston Martin DB9 also the new Vanquish at the highest from the range. It’s a heavily revised but additionally more costly version from the DB9, it costs an eye-watering £131, 995 and it also boasts a rousing 510bhp at 6500rpm. That’s good enough to transmit the new, 1785kg DB9 to 62mph in just 4. 6sec as well as on to some top speed of 183mph. Compared using the previous car, CO2 emissions have dropped slightly to 333g / km, and that is useful, although the capacity from the V12 remains at 5935cc with torque rising slightly to 457lb ft with a 5500rpm. The styling upgrades are as obvious as they‘re beautiful inside the metal. Overall the new DB9 has more when compared to a whiff from the Virage about this visually, and there’s not plenty wrong by it for the (unless you had been perhaps one of the 1100 or so buyers who invested inside a Virage, then you mightn’t be quite so delighted by the newest DB9 ). Aston’s designers and engineers are particularly proud in regards to the pedestrian protection which has been achieved regardless of the car retaining its endearingly long, low-slung bonnet.

They’ve also introduced adaptive damping towards the all-round double wishbone suspension, which features three different modes – Normal, Sport and Track – that help “transform” the 2013 Aston Martin DB9 upon the move. Perhaps much more significantly, carbon-ceramic brakes now come fitted as standard – as they simply did upon the Virage. They help decrease the DB’s unsprung weight while improving its braking performance and longevity, and all without removing any feel in the pedal. These alone help justify the jump in list price compared using the outgoing model. What‘s it like? Excellent indeed, even when it‘s a touch upon the expensive side compared using the outgoing car. On an open road the new DB9 feels so great, actually, it asks questions in regards to the new Vanquish that each one however the most committed Aston Martin salesman might well find it difficult to answer.  With 510bhp from its heavily revised V12 engine it feels properly quick inside the mid-range and makes a suitably monstrous noise to opt for it. And in its steering, handling, ride and braking — especially its braking — It‘s close sufficient to its big brother that you’d got to drive them to back as well as over an identical road merely to inform the difference between them.

Except, in fact, there‘s a difference that separates it coming from the bigger car, and it’s inside the way the DB9 can swap so seamlessly between roles upon the move. In truth, it’s a softer, more refined machine compared to the Vanquish on an open road, and in any one of its three modes. Consequently, it feels more of the genuine GT car. The DB9 Isn‘t a car you climb into and naturally want to start out throwing around, though it reacts an entire lot better than you’d expect if so when you are doing. It feels almost gentlemanly in its responses when in Normal mode, with the Sport button disengaged so the throttle response and exhaust noise are at their most civil. But when you dial up Track mode a quite fantastic cacophony erupts coming from the exhausts, the throttle response becomes twice as crisp and also the gear changes become snappier, more enhanced, too. And no, there isn’t an option for any manual gearbox, Aston Martin claiming that, using the DB9 in particular, customers simply won’t need a three-pedal transmission once the six-speed paddle shift suits the car’s character so well (and they’re right i would like to add, whatever the purists may say ). Should I buy one? Aston Martin has suffered from some poor press of late, specifically concerning the age and quality of their VH engineering system which was a conceived in 2004 but still lies at the guts of their cars today. 

Autocar Stars event to honour industry achievers and five-star road tests

 

 Autocar Stars.
Tonight Autocar will reveal the winners of three ground-breaking new awards designed to honour the highest-achieving individuals inside the automotive sphere and also the industry’s finest contemporary products and processes. The very first from the new awards is that the Issigonis Trophy, which invokes the name from the legendary car designer Sir Alec Issigonis and can navigate to the individual who has got contributed most towards the health, excellence and world competitiveness from the UK motor industry. The Sturmey Award is named after Autocar's founding editor, Henry Sturmey, and can recognise innovation and achievement.

Finally, to mark the undeniable fact that Autocar’s road test process is thorough than any competitor’s, manufacturers whose cars achieve a five-star road test verdict will in future get a trophy commemorating the very fact. Autocar brand editor Chas Hallett said : “The aim of Autocar Stars usually is to celebrate the current and future success from the British car industry.

By celebrating the British car industry We‘re, in fact, recognising global achievements and world-class design, engineering and manufacturing, which has long been hallmark of all our success during the past decade. “We have made a decision to award every manufacturer who has got received a five star road test verdict for any car currently on sale. Autocar road tests will be the toughest and the majority thorough inside the business and getting full marks is really a rare and distinguished achievement. ”The awards will certainly be presented at a brand new Autocar Stars event held in the Hurlingham Club in south west London this evening. Obtain the latest car news, reviews and galleries from Autocar direct within your inbox every week. Enter your current email below : Autocar Stars event to honour industry achievers and five-star road tests

Audi Q3 2.0 TDI quattro

 

What‘s it? Audi’s new baby soft-roader, this is actually the new Audi Q3 2.0 TDI quattro. It’s on sale now, heading into production this autumn, scheduled for first UK deliveries in November, and available given by a starting price of lower than £25, 000. But many importantly, this new compact premium 4x4 is a genuine shot over the bows for British 4x4 specialist Land Rover, upon the cusp from the launch of Gaydon’s own junior upmarket SUV, baby Range Rover the Evoque. Why so? Because, while it hasn’t been lavished with a similar hype like the Evoque, nor could it quite claim a similar instant showroom appeal or aristocratic brand cache, the Q3 may alright be, for many the reasons you’re close to read, Audi’s best SUV yet. What’s it like? Compact. Measuring lower than 4. 4 metres from nose to tail, it’s almost 250mm shorter when compared to a Q5 ; takes up even less room in the kerb when compared to a Ford Kuga. So it’s no certainly people-carrier or load-lugging specialist. There will be five doors and reasonably comfortable accommodation for four adults, provided those inside the rear cabin aren’t particularly long of leg. However the boot’s no bigger than that of a really average Golf-sized estate car.

The Audi Q3 2.0 TDI does produce other virtues typical of a bigger 4x4, however. Its raised driving position makes for easy entry straight into the car and exit from it, along with for any relaxing elevated view of an open road ahead ; once and for all visibility to the edges and from the rear from the car for instance, too. And that’s to not mention the Quattro four-wheel drive that each one versions except the entry-level model get. Powering the Audi Q3 2.0 TDI Quattro is really a selection of 2. 0-litre turbocharged petrol and diesel engines, the foremost modest of which is really a 138bhp TDi mated to some six-speed manual gearbox and front-wheel drive, which emits just 138g / km of CO2. We tested the slightly more costly 175bhp 2. 0-litre turbodiesel version, however ; it has not just Quattro but additionally a seven-speed ‘Stronic’ twin clutch gearbox as standard, and it is expected to account for 35 per cent of Q3 sales inside the UK. And it’s good. This Q3 brings top-quality mechanical refinement, laudable build quality, rich and impressive cabin materials and proper premium brand desirability to the marketplace for small 4x4s, in a manner that the BMW X1 has singularly failed to carry out. It’s also cheap to own in accordance with its rivals, and perhaps most surprisingly, loads more pleasing to drive than you may expect.

The Q3 can be built outside of Germany, at Seat’s Martorell factory near Barcelona – but when you’re expecting to discover any evidence of the inside the fit-and-finish from the car, you’ll look long and hard, and ultimately in vain. Our test car was appointed having a mixture of soft and tactile brown and beige leathers and plastics, dark brown larch wood inlays and glossy black and satin silver trims. It had an expensive-feeling cabin ambience which you wouldn’t expect inside an SUV in the marketplace for lower than £30k, and were finished very consistently indeed. The Q3 communicates premium feel in other ways too. Upon the move, that torquey four-cylinder diesel engine seems very thoroughly insulated. Working hard it’s audible, but its vibrations are kept coming from the cabin very effectively ; a lot of the time it sounds hushed and distant. But performance-wise it propels the Q3 with authority and pace. Specify your Q3 on standard SE springs with Audi’s adaptive dampers, as our test car was, and you’ll even see it supple and compliant over rougher surfaces – provided you select the ideal Drive Select mode. As the ‘Dynamic’ setting adds weight towards the car’s steering and dials in welcome body control and stability for very testing roads, Audi’s ‘Comfort’ preset is that the one you’ll default to. It enables for any ride smooth sufficient to bear comparison with the foremost refined cars inside the class, can easily handle urban road scars without disturbing the calm from the Q3’s cabin, and doesn’t sacrifice an excessive amount handling or steering precision at higher speeds. Additionally place the Q3’s Stronic gearbox into your smoother operating setting during which it may perform wafting part-throttle getaways without any one of the unseemly rushing or shoving that twin clutch transmissions sometimes suffer with. Should I buy one? So long as it’s big enough for you personally. That’s quite a big caveat. If you’re buying the Q3 like a second car and also have something larger to make use of when you‘ll need it, the Audi’s relative insufficient cargo space probably won’t bother you. But when you’ve got grown children or many family paraphernalia to carry around, it might not quite meet your requirements.

Audi A3 1.4 TFSI Sportback

 

What‘s it? This is actually the cheapest method of getting your hands on the new car with four rings on its grille, the entry-level Audi A3 1.4 TFSI Sportback 1. 4 TFSI. The turbocharged 1390cc four-pot gets everywhere lately, so we happen to be impressed using its capcapacity to punch above its weight. Stop-start technology, which has been slowly rolled in various Audis, features and provides a good bigger boost towards the unit’s impressive efficiency and emissions. The 1. 4-litre is almost 10bhp more powerful than the wider 1. 6-litre FSI unit it replaces in both the A3 and A3 Sportback, and it also propels the small Audi to 62mph in 9. 4sec, and that is respectable.

The Co2 figure weighs in at 134g / km, and this is a leap forward during the 1. 6. What’s it like? Once various levels happen to be reached, for example cabin and engine temperature, the stop-start comes into play. Unlike some similar systems the car should be taken from gear and also the clutch depressed until the engine dies, however this soon becomes second nature. Power coming from the 1. 4 TSI is adequate and though the car doesn’t feel as quick like the figures suggest, It‘s no problem checking up on other traffic.

Just like any Audi the budget Audi A3 1.4 TFSI Sportback embarrasses its rivals when one thinks of interior quality and it also feels also screwed together as most other Audis inside the range. Increase that lashings of understated style and you‘ll feel a cut above other hatchbacks during this bracket. The most important bugbear is that the ride, which again is just like other cars in Audi’s range, the car rattling unnecessarily over small scars in an open road, especially considering its modest power. The upside is fairly tidy handling, which is perhaps helped from the lightweight engine early on. Should I buy one? This can be a fairly cheerful entry into the planet of Audi, but sadly it is not that cheap. However, if build quality and looks are high in your priority list then it’s difficult to ignore. Audi A3 1. 4 TFSI Sportback

Autocar names Next Generation award finalists

 

Six finalists happen to be announced inside the Autocar-Courland Next Generation award. The finalists will now face a 'Dragons' Den' style judging trip to Autocar's Teddington offices, where they‘re going to present their ideas to judges from Autocar, Courland International and representatives from vehicle manufacturers. Six will then become three, like the top-scoring finalists are invited towards the SMMT annual dinner later this month in which the overall winner will certainly be announced. The prize up for grabs is really a paid internship package, with placements at JLR, McLaren, Peugeot, Skoda and Toyota in addition to a cash prize of £7500 in Autocar.

The next-generation award requires provide an in-road towards the automotive industry. Entrants were given the job of answering a short set by Autocar's Steve Cropley, which read : In less than 500 words, describe an improvement (whether it is an invention, innovation, a legislative change, a change to corporate policy as well as adoption of a brand new convention ) that you believe will be a worthwhile advantage to the UK automotive business. You may be expected to demonstrate an knowledge of how such an improvement could possibly be made viable as well as what the wider implications of it may be.

 Last year's winner, Roberto Antonio Pace, is now working at McLaren while other previous winners have secured jobs in the likes of Aston Martin and JCB.  The finalists are as follows : Joshua Mitchell, from Southampton University, impressed judges with his child and pet-protection system. Jake Larsson, from Cranfield University, who showed his new sensory integration system. Alexander Siamatas, currently at Coventry University, who showed his designs for any collapsible compact seat. Ashley Finn, from Cranfield University, who proposed a brand new adaptive engine temperature control system. Aaron Lo, of Hertfordshire University, who put forward his idea for a brand new shock energy-regeneration system. Serge Kaldany, currently in the City of London University, who showed his Second Active AeroTunnel design. Autocar names Next Generation award finalist.

American car sales show signs of recovery

 

The popularity from the revised Fusion (Mondenbao ) and Escape (Kuga ) saw Ford post its highest monthly sales results since May 2007. Its overall figure of 236, 000 cars sold is up six per cent on 2012. General Motors also experienced a six per cent growth in its domestic sales from last March. Moreover, the success was also enjoyed by overseas manufacturers. Nissan had its best month ever inside the US, selling over 137, 000 vehicles. Honda saw a gain in sales of 7. 1 per cent, that was actually lower than predicted. Matt Bird American car sales show signs of recovery

Car sales in America showed a big rise in March, providing fresh evidence of the US market resurgence. For some manufacturers, March 2013 was the foremost successful month for more than five years. When compared with last year, Chrysler saw sales increase by five per cent to some total of 172, 000 units. It hasn't sold that a lot of cars inside a month since December 2007.

The popularity from the revised Fusion (Mondeo ) and Escape (Kuga ) saw Ford post its highest monthly sales results since May 2007. Its overall figure of 236, 000 cars sold is up six per cent on 2012. General Motors also experienced a six per cent growth in its domestic sales from last March. Moreover, the success was also enjoyed by overseas manufacturers. Nissan had its best month ever inside the US, selling over 137, 000 vehicles. Honda saw a gain in sales of 7. 1 per cent, that was actually lower than predicted. Matt Bird American car sales show signs of recovery

Audi Q3 2.0 TDI

 

What‘s it? This is actually the cheapest way in towards the cute and compact Audi Q3 SUV. Ignore the faintly ludicrous £33, 090 after-options ‘as-tested’ price from the car driven here ; a considerably less challenging £24, 560 buys you a front-drive, 138bhp 2. 0 Audi Q3 2.0 TDI engined example in SE trim with a six-speed manual gearbox. What’s it like? Appealing, inside a no-nonsense – at least not much nonsense – way. It might merely be driven by its front wheels, and just possess a out-dated, low-tech manual gearbox, and just produce 138bhp from its 2. 0-litre turbodiesel engine, however the essence of what defines the Q3 this type of desirable motor to begin with is undimmed. Basically, this can be a stylish if understated premium SUV but using the restrained footprint of the family hatch. The Q3’s cabin isn‘t visiting win awards for spaciousness, especially inside the rear, though it‘s an extremely well-executed bijou driving environment. And you also won’t waste a split Saturday afternoon circling the town centre trying to get yourself a parking space to suit the car into.

On the open road the 138bhp motor is really a proven and willing performer, as well as for the foremost part you won’t miss the extra 36bhp from the higher-powered variant. You‘ll, however, notice the almost effortless 50mpg-plus fuel economy, stretchable to nearer 60mpg having a careful right foot on gentle motorway runs. You may also notice occasional traction issues when gassing hard from junctions or roundabouts like the inside front wheel spins and slips a split revolution or so. When the thousandths of the second in lost journey time this costs you‘ll make a daily difference between life and death, you then probably need to some shell out for any quattro Audi Q3 2.0 TDI ; the remainder of people will make do with front-wheel drive.

Should I buy one? This will depend where you’re coming from. If you’ve got £25k to invest on the small-ish SUV then that cash will, for instance, buy you an admittedly slightly larger but extremely well-equipped Skoda Yeti. However, if you’re sold on Audi’s premium-quality build and associated badge kudos, and you also need a compact car using the benefit of an SUV’s raised ride height and over-hedge viewing facility but don’t need four-wheel drive or perhaps a dual-clutch ’box, then this could turn out to be an eminently sensible purchase. And when you plan on covering lots of miles you can’t argue against the 138bhp 2. 0 TDI’s everyday-achievable 50 – and much more – mpg. Overall, a likeable, sensible, high-quality compact premium SUV. Just go easy on the choices list. Audi Q3 2. 0 TDI SE 140 Price : £24, 560 ; Price as tested : £33, 090 ; 0-62mph : 9. 9sec ; Top speed : 126mph ; Kerb weight : 1445kg ; Economy : 54. 3mpg (combined ) ; CO2 : 137g / km ; Engine : 4 cyls in line, 1968cc, turbodiesel ; Max power : 138bhp at 4200rpm ; Max torque : 236lb ft at 1750-2500rpm ; Gearbox : 6-spd manual.

Alpine-Caterham sports cars at 'advanced design stage'

 

The jointly developed Alpine and Caterham sports cars will look completely different when they‘re launched in 2015, consistent with Laurens van den Acker, head of design for Renault. Design work with both projects is said to become at an advanced stage, with Alpine boss Carlos Tavares and Caterham owner Tony Fernandes said to possess approved designs that could push the £50, 000 Porsche Boxster rivals in several directions. This really is not really a project that could create two cars that look a similar, such as the Toyota GT86 and Subaru BRZ, said van den Acker.

What it is that we intend to create is two cars that could look completely different. People won‘t recognise them when they‘re parked together. Renault marketing boss Steve Norman has previously told Autocar the Alpine may have DNA that‘s French and never German Alpine and Caterham.

 “It should be light trying to find different, and maybe have a touch of French dash, ” said Norman. “It’s not really a car for dandies, though. We all know who the buyer is : he’s either French or perhaps a Francophile. And also the car has technical innovation included in its DNA. ”The Alpine A110 also will play a key role in shaping the reborn brand's new car consistent with van den Acker. It‘s the car that sparked the imagine rebuilding the brand, he said. Not to acknowledge that inside my design is always to disappoint the hopes for these enthusiasts.

Audi Q7 V12 TDI Exclusive

 

What‘s it? A fantasia-style options package to the Q7 V12 TDI driven by Coastline concept that appeared on the show stand in 2008. For any barely believable £44, 350, Audi will outfit the SUV by having an Exclusive concept package that features a stupendous level of Nappa leather and American Walnut, along with gargantuan 21-inch polished alloys. All There‘s to the customer to carry out is add that number towards the V12’s six-figure starting price, tot up a couple of other optional extras (the Bang&Olufsen sound product is £4010 by itself ) after which write a check that will cover the purchase of the Porsche 911 Carrera, a Land Rover Discovery 4 HSE and also a Caterham Seven Supersport. What’s it like? Overboard.

Few cars could be proficient at tastefully accommodating the vast quantities of wood and animal skin that Audi has seen fit to incorporate inside the concept package, and also the Q7 is unquestionably not among them. Partly this is a result of the age from the car – there’s virtually no hiding the undeniable fact that the vast interior is well past its sell-by-date – which helps make the expensive additions look about as from place like a fur coat on the dead fox. Not that being from context is definitely an unusual theme for Audi’s largest soft roader. Proportioned as a continental shelf and powered from the mammoth V12 TDI, the Q7 surges between traffic tidal flows by having an extraordinary sense of urgency for any car weighing over two 5 tons. So beguiling is that the growling presence of perpetual thrust that following a while it’s difficult to resist the zaniness from the package. Almost nothing in regards to the car is sensible, but after surfing your radiator-hot leather armchair home on the 737lb ft high wave of torque it almost feels appropriate that the solitary Tesco’s shopping bag sits on the boot floor made of solid walnut.

Should I buy one? Absolutely not. The Q7 Exclusive concept package is overpriced, overengined and about as tasteful like a gold-plated oil barrel. If fast, massively expensive SUVs are your thing probably the Porsche Cayenne Turbo and also the Range Rover Sport are far superior in nearly every regard - and therefore are considerably cheaper. However, should you get the chance to borrow one on the short-term basis, jump at the prospect. As a loaded shotgun inside a playground, the V12 Q7 is so cataclysmically from step using its time it exudes a roguish charm quite unlike anything on an open road. Audi Q7 V12 TDI with Exclusive concept packagePrice : £154, 175 (£44, 350 for pack ) ; Top speed : 155mph ; 0-62mph : 5. 5 seconds ; Economy : 25mpg ; CO2 : 298g / km ; Kerbweight : 2635kg ; Engine type, cc : Twelve-cylinder turbodiesel, 5934cc ; Power : 493bhp ; Torque : 737lb ft ; Gearbox : Six-speed tiptronic.

Audi Q3 review

 

The Audi Q3 is that the premium German alternative towards the likes from the Range Rover Evoque inside the compact premium SUV sector. At its entry-level price point, Audi’s Q3 SUV is significantly cheaper than Land Rover’s base-model Evoque.

Vicky ParrottStaff writerMechanically, the Q3 has plenty in common with a normal hatchOf the 2 models that undercut the baby Range Rover (this Audi and also the BMW X1 ) , the Audi Q3 is arguably the foremost stylish. Handily compact and finely finished and detailed – as you‘d expect from contemporary Audi – the Q3 makes a robust on-paper case for itself. The Q3 line-up is a straightforward range to comprehend. There will be two four-cylinder engines on offer, a 2. 0-litre petrol and also a 2. 0-litre diesel. Both engines are available two states of tune.

There will be two transmissions : a six-speed manual and also a seven-speed dual-clutch automatic S-tronic. Keeping towards the theme, Audi offers two trim levels : SE and also the sportier S-line. Diesel versions can be found in front-wheel drive form – the front-wheel-drive, 138bhp SE model marks the entry point straight into the Q3 line-up – but petrols are four-wheel drive only. So, does Audi's Q3 have what must be done to contend with rivals such as the Evoque and X1? Let us understand. Audi Q3 review

First drive review: Audi A1 quattro

 

What‘s it? The Audi A1 quattro supermini, skunkworked. The foremost powerful mass-built A1 is that the 1. 4 TFSI Black Edition, good for 182bhp, however the A1 quattro, hand-built and limited to 333 left-hand-drive examples, adds nearly 40 per cent to that figure, and a similar in torque. It uses the faithful EA113 engine seen inside the TTS and VW’s Scirocco R, inside a similar state of tune. It’s not really a plug-and-play job, though - bodyshell aside, there’s little in common involving the quattro and common-or-garden A1s. Most significatly, there’s permanent quattro drive (apportioned electronically and applied hydraulically using a rear-mounted multi-plate clutch ), a revised six-speed manual gearbox, rear anti-roll bar and multi-link suspension also coming from the TTS, and beefier brakes. Steering remains the conventional 14. 8 : 1-ratio, electrohydraulic set-up, though.

Performance tooling as a carbonfibre propshaft doesn’t come cheap, and also the Audi A1 quattro costs almost twice around the Black Edition, at just over £41k. The blow is softened by £11k-worth of options, though, including rear parking sensors, a xenon and LED lights pack and bags of media treats for example DAB radio, Bose stereo, nav and web services. All examples are white having a glossy black roof and boot spoiler combo, and striking white 18-inch alloys. Inside there will be hard-backed leather sports seats and smaller touches like red stitching. What‘s it like? Great fun, for the foremost part. Once cowled inside the snug but highly adjustable driver’s seat, grab the skinny, milled aluminium gearstick and you’re insert mind of the rally car’s sequential shifter. It yields a chunky, postive otherwise short or super-quick transition involving the ratios which are set to keep your 2. 0-litre engine bubbling. Its binary power delivery is likewise retro-rally fayre, best exploited in bursts of grunt, scored from the turbo that fizzes intensely after a while of lag.

During this car’s context, the only real drawback of not pairing the EA113 engine having a dual-clutch gearbox is that the lack from the enjoyable upshift ‘blap’ coming from the exhaust. What you are doing get beyond the quiet idle is really a bassy growl as revs rise, settling to some bearable drone when cruising. Brake-pedal travel is short however the stoppers are both easily modulated and effective. As you’d expect, traction from the line is excellent, while Warwickshire in November’s quattro-friendly slippery country roads laid bare lots of stickiness upon the bends, created ESP-curbing ‘sport’ mode a perfectly comfortable choice. Unlike other A1s, the quattro’s traction control could be completely disabled by choosing ‘track’. Swift turn-in and flat cornering aren’t countered using a jarring ride. Its firm, but there’s no crashiness over scars at low speed, and rebound isn’t too aggressive over bigger undulations. The dynamic experience is let down from the steering, though. At odds with the remainder of the car’s intensity, the helm is light at low speed and doesn’t weight up much at pace. The only real feedback we experienced were distant, post-crest wiggles. And though, steering aside, there’s lots of drama on offer, the clock says objective pace isn’t as impressive as you may expect. A tidy getaway can’t help the quattro duck beneath 5. 7sec to 62mph, largely because of the 200kg weight penalty incurred by all of the extra kit.

Once you’re as much as speed, though, there’s certainly enough shove to enjoyably and rapidly link the corners in your favourite B-road. Should I buy one? Officially, you can’t buy a brand new Audi A1 quattro (the UK allocation of 19 sold out some time ago ), but brief enquiries reveal an Audi dealer advertising one for £40k. Yes, it’s a confident pricetag, and a similar would buy a brand new RS3 or Porsche Cayman, however the quattro’s limited-run and small-but-punchy, double-espresso appeal should make its depreciation less expensive. Items such as the claret-faced tacho, flat-bottomed, edition-numbered steering wheel and illuminated woofers might help justify the value to some, but could just as easily be called cynical turn-offs. However, when the looks catch your eye and the value doesn’t actually make you blink, there will be thrills to become had. Others may prefer to wait patiently to the cheaper but likely more clinical S1 that’s expected late in 2013. Audi A1 2. 0 TFSI quattroPrice £41, 035 ; Top speed 152mph ; 0-62mph 5. 7sec ; Economy 32. 8mpg (combined ) ; CO2 199g / km ; Kerb weight 1420kg ; Engine 4 cyls, 1984cc, turbo, petrol ; Power 252bhp at 6000rpm ; Torque 258lb ft at 2500-4500rpm ; Gearbox 6-spd manual First drive review : Audi A1 quattro.

Audi's range expansion set to continue

 

 Audi’s model expansion will include more RS performance offerings, a lightweight version of subsequent TT, and also a greater quantity of Q-badged SUVs in its range, development chief Wolfgang Dürheimer has confirmed in the Geneva motor show. The Audi's range firm’s first RS-badged SUV, the RS Q3, made its debut at Geneva today, and Dürheimer said there was an appetite for much more RS Audis.

New RS6 Avant and RS7 models have been shown, and Dürheimer said “demand is growing for RS” and models such as the Q3 RS exist because “the customers want them”. “The Q3 RS is really a new dimension for RS but there’s certainly room for additional, ” he told Autocar. “RS models demonstrate the technical fringe of Audi.

 ”There are no current plans for any diesel RS,  Dürheimer confirmed, however the firm “had lots of additional ideas” on future RS models, in addition to a greater quantity of S models in its range. Dürheimer said that although Audi was now fully dedicated to future technologies, for example electric cars and hybrids through models such as the A3 e-tron, another Geneva debut, there would still continually be high-performance Audi models inside the range.

“We’re covering an entire choice of cars and technologies, ” Audi's range he said. “There will certainly be people that purely want green technology, but There‘s also people who achieve and want something with lots of power such as the RS7 or Q7. ”One future model near being signed off is really a lightweight version from the next-generation TT, having a target weight of 1000kg. “Such a car could be very exciting and sporty, ” said Dürheimer. “We already possess the right engines and it’s a project we’re focusing on. ”Dürheimer said he saw “a excellent future” for any production version from the Audi Crosslane Coupé concept coming from the Paris motor show last year, a model said showing Audi’s thinking for any Q2. “There is much more room for Q models, ” said Dürheimer. Audi's range expansion set to carry on

Audi Q7 6.0 V12 TDI

 

What‘s it? This really is Audi's range-topping Audi Q7 V12 TDI, driven inside the UK for the very first time. Powered using a mammoth 6. 0-litre V12 diesel engine, producing 493bhp and also a truly colossal 737lb ft of torque, the V12 is that the Q7 for people who have a problem with the idea of self-constraint and also have very deep pockets. At just shy of six figures, the 12-cylinder Q7 is almost twice the value of other model. What is it like? A guilty pleasure. Even the foremost humble of Q7s is really a pretty conspicuous method to travel, but with 20in wheels, daylight running lights, V12 badges, wheel arch extensions and also a chrome plated grille, this type of Q7 is about as conspicuous because it gets.

But I must admit that on an open road, the large Q7 is remarkably satisfying. Far from a celebration piece powerplant shoehorned into an unlikely bodyshell, the V12 TDI is impressively well resolved ; not just will it start and rev smoothly, it does so having a not-unpleasant voice. Moreover, the Q7 is happy trundling along at slow speeds without feeling like it is being constrainted. After which whenever you do want to feature just a little speed, the throttle progression is such that you are able to do so accurately. Which is an effective job, especially if you summon the V12's full muster the Q7 accelerates with a pace not far off that of the BMW M5.

It'll race to 62mph in 5. 5sec, an odd experience in one that weighs 2635kg. Wisely, Audi has tuned the suspension and braking to manage the extra performance. Using the adjustable air suspension set to dynamic, the V12 Q7 rides lower and much more stiffly than any one of its siblings, which helps to control (otherwise entirely hide ) the masses involved. The brakes are now carbon-ceramic, measuring 420mm in the front and 370mm in the rear. But attempt to depend on the Q7 too heavily and it is limitations are easily exposed ; it is far better to knock the suspension to comfort - where it copes rather well with these pitted roads - and become more measured with the ability. Should I buy one? So expensive is that the V12 Q7 there really is just one reason you‘d - because you are able to. However monster the performance, it canít justify the extra £44k during the already very competent and brisk 4. 2 TDI. And you will not choose it to its efficiency ; 25mpg is not exactly a disaster, given its pace, however it is not visiting offset the purchase cost. Finally, if you would like the absolute star of quick SUVs probably the (cheaper ) Porsche Cayenne Turbo is much more accomplished. Still, however irrational it might be, the Q7 V12 does hold appeal - to its technical achievements, if little else.

Alfa Romeo overhaul stalls due to Fiat-Chrysler buyout

 

The overhaul of Alfa Romeo has stalled as Fiat boss Sergio Marchionne turns his focus on completing Fiat’s buyout of Chrysler.

These spy shots show a mule from the planned Alfa SUV at risk of Fiat’s Balocco proving ground in northern Italy. That it prototype is forget about advanced compared to the one spotted by Autocar in Los Angeles 12 months ago has shown that Alfa’s mainstream models are effectively on hold. Autocar understands the only new Alfa currently progressing is that the Mazda MX-5-based roadster. The Alfa SUV is now unlikely to appear before 2015, a delay which also holds up a planned sister SUV from Jeep.

There’s no news either upon the planned Fiat 500X and it is related ‘baby Jeep’ model. Analysts say Marchionne cannot fully execute his plans to produce a premium car-making division from Jeep, Alfa and Maserati without admittance to Chrysler’s cash reserves, but Marchionne has didn‘t hammer out a do business with Chrysler’s co-owners. Fiat currently owns 58. 5 per cent of Chrysler. The balance of 41. 5 per cent is held from the United Auto Workers Retiree Medical Benefits Trust, a holding acquired like a consequence of GM’s bankruptcy and government bailout. The UAW wishes to maximise its investment to supply funds for retiree pensions and healthcare costs. It covers ex-Ford, GM and Chrylser workers and also has 860, 000 people on its books.

However, Fiat and also the UAW fund have didn‘t broker a deal following the Union valued its holding at around £3. 1bn, and that is perhaps understandable checking Trust’s responsibilities.  Last week, Marchionne said talks had failed and he wanted to begin to see the initial public offering executed from the year’s end. One advantage for Fiat could be that the move will establish market price to the shares. However, Fiat will need to ensure it ends up like the majority owner from the UAW’s stake as well as merger, which is important towards the health of Fiat, will fail.  Analysts say Marchionne might eventually need to borrow around £2. 5bn to finish the buyout and lastly put money into the much-delayed Alfa-Jeep-Maserati division. Alfa Romeo overhaul stalls because of Fiat-Chrysler buyout

Audi S8

 

What’s new? We such as the Audi S8. We actually adore it. There might be more accomplished limousines in the marketplace, but none the strategies can match the A8’s style-led gravitas or its deeply imbued sense of quality. If you’re susceptible to its charms, It‘ll glide your motoring wish list with ease. Which brings us towards the much more imposing hulk of Teutonic menace sat before us today, the Audi S8. Even the on-paper concept includes a delicious ring inwith it. Take the aforementioned glamour-limousine, spice it diligently with all of the quality trappings of the go-faster Audi after which drop inside a, um, Lamborghini Gallardo engine.

Yes, that’s the killer blow. Our favourite limo is available by having an entire stable of Italian supercar ponies jostling under its precisely fitting bonnet. What’s it like? Press the go pedal inside the S8 and you’ll hear a surprisingly loud growl - no opera, only a deep, monotone rumble that develops into your determined howl. Where has got the music gone? Well, the S8 has a similar basic V10 like the Gallardo, but it’s been considerably reworked for that application. In comes Audi’s direct fuel injection and also a bore-out to 5. 2 litres and down goes the ability searching for greater flexibility. Rather than the Lamborghini’s 520bhp, you will get 444bhp, which Isn‘t much greater than the RS4’s V8. There‘s 398lb ft of torque, however - more useful compared to the Lambo’s 376lb ft at a better 4250rpm. That can be lots of power, however it doesn’t sound like such a lot now that we’ve all been spoilt from the staggering performance of AMG’s super-saloons.

And thus it feels on an open road. The Audi S8 is fast, but almost as fast as you may expect. Hold the throttle upon the stop, however, and it also accelerates with conviction instead of abject fury. The quoted 0-62mph time of 5. 1sec is hardly tardy, so it’s probably more an issue of expectation versus reality instead of any actual underperforming. Just don’t expect real fireworks. To line the S8 to its new role, Audi has brought the Sport suspension option coming from the standard Audi S8 range and tweaked it further, with extra-firm damping and also a 20mm drop in ride height. Gorgeous 20in alloy wheels now fill the arches with lean 35-profile tyres wrapped at large. As you may expect, the ride quality suffers when compared to some sensibly shod A8, but it’s not a significant problem and just the wider ridges in an open road shake a good way through towards the cabin, causing it to tremble inside an un-limo-like way.

That’s the point when you begin to question the thinking behind the S8, though. Despite some tweaks towards the steering, the Audi remains a remote device to pilot and you’re always mindful of its size and weight when pressing on. It resists roll well and also the fine traction will cause it to be a formidable machine altogether weathers, but it’s no driver’s car. Should I buy one? It’s simple to conclude that this can be a car that falls involving the twin pillars of limo luxury and sports saloon an expensive toy shown up by the actual stars from the range : the 3. 0-litre and 4. 2-litre turbodiesels. But viewed on a far more subjective level, it’s hard to not such as the S8. It’s fast enough, handles securely and tidily enough, and also has all of the visual appeal (and much more ) from the regular A8. You’ll enjoy time you spend travelling inside the S8, and it’s good to understand that you¹re ensconced within the few really cool luxury cars you that’s just a little unconventional. At £70, 825, it¹s also a good bit cheaper compared to the exceptionally powerful Mercedes opposition. The S8 Isn‘t a simple purchase to justify, but a minimum of it’s an understandable one. Adam Towler EXTRACT#EANF# Audi S8

Alfa Romeo to offer 'minimal electronic interference'

 

Alfa Romeo doesn't intend to suit much net-generation advanced safety equipment, for example adaptive cruise control and emergency braking, to its cars. Alberto Cavaggioni, Alfa's marketing boss, said.

We will look into our cars from your emotional point of view or given by a technical point of view. We give the Alfisti all that is necessary for electronic aids, although not more. At Alfa we give the maximum fun to drivers. “We do not put safety straight into the discussion, aside from our NCAP scores. Maurizio Consalvo, the manufacturer's head of product planning, said. Customers need a mechanical car with minimal electrical interference.

 The choice is in stark contrast to those taken by marques for example Volvo, Mercedes and Volkswagen, which are pushing ahead with advanced safety technology, including autonomous driving systems, and neither have any one of those brands suggested the next generation of technology and driving enjoyment need be mutually exclusive. Alfa Romeo Fiat Group parent is already using much from the new technology, too. Fiat offers City Brake Control on its Panda and 500 models, and Chrysler has blind-spot monitoring, rear parking sensors and technology to detect oncoming vehicles when reversing. Alfa Romeo to provide 'minimal electronic interference'

Audi A8 L W12

What‘s it? Assessing Audi A8 L W12’s plutocratic flagship coming from the driver’s seat is really a little like summarising the RMS Queen Mary 2 following a tour from the engine room, but it’s worth disassembling the helm of the enormously expensive long-wheelbase model just to experience the quilted bludgeon wedged beneath its bonnet. Audi has gone to the difficulty of boring out its W12 engine to six. 3 litres and equipping each one of the 12 cylinders with direct fuel injection. The result‘s a 49bhp increase in output to 493bhp and also a 460lb ft wave of torque at 3250rpm via an eight-speed automatic gearbox. 

What is it like? Those figures could be news to anyone who has got driven the car at normal speeds. The vast petrol powerplant is supposed to become neither seen nor heard, and it also goes about its business using the noiseless industry of a very good valet. However, should the mood take you, there’s sufficient poke at the conclusion from the accelerator to crack 62mph inside a preposterous 4. 7sec. In fact, the A8 never feels quite that quick. 

Instead, it feels like Audi A8 L W12 has gone towards the vast expense of having the earth pulled rapidly from beneath you whilst you hold a steering wheel inside the aural equivalent of the church vestry. Those feelings of disconnect from the surroundings is brought hammering home when one thinks of the unpleasant job of stopping and turning this 2055kg gin palace. There’s enough quattro-inspired stability to handle most misjudged corner entries, but even that potentially stimulating experience is wrought sterile by anaesthetised control surfaces. Should I buy one? Our advice usually is to leave the tiresome act of driving for an underling and retire towards the rear, in which the deluxe surroundings – and 130mm of extra legroom – could be savoured at leisure. Audi A8 L W12Price : £104, 505 ; Top speed : 155mph (limited ) ; 0-62mph : 4. 7sec ; Economy : 22. 8mpg (combined ) ; CO2 : 290g / km ; Kerb weight : 2055kg ; Engine : W12, 6299cc, petrol ; Power : 493bhp at 6200rpm ; Torque : 460lb ft at 3250rpm ; Gearbox : 8-spd auto.

Audi A1 Quattro

What‘s it? There’s been an extended run as much as the Audi A1 Quattro. First we thought the car now unromantically referred to as Audi A1 1. 4 TFSI (with 182bhp ) was likely going to be badged being an S1. There was much talk of 4wd powertrains along with other rumours. Then, almost from the blue, and merely a couple of days before Christmas, Audi revealed the A1 Quattro which it might build only 333 the strategies and all in left-hand drive. Numbers to the UK could be tiny ; quoted as 20 but now right all the way down to 19, all sold. The nineteen have bought an A1 that contains 600 new parts, starting using the 252bhp 2. 0 TFSI engine in the front. The A1’s platform was obviously designed with all-paw drive on your mind because there’s enough space inside the tunnel along which the exhaust runs for any carbon fibre prop shaft to also live. The conventional fuel tank gets inside the way so Audi has replaced it by having an upside down saddle tank, which due to the A1 Quattro’s tiny production run, is produced in stainless steel instead of plastic. Further back is really a cut and shut version from the TTS’s multilink rear suspension. Minor surgery has brought place inside the shell to supply pick-up points to the suspension including new wheel wells. All-wheel drive is provided by the typical Haldex-supplied system in an electronically controlled, hydraulically actuated multi-plate clutch that sends all of the torque towards the front wheels in normal conditions – until things get un-normal and torque is fed towards the rear wheels. You may expect to discover a DSG inside a car such as this, but no, it’s conventional stay with six speeds. All A1 Quattros are available glacier white with gloss black roofs. There’s a little roof spoiler during the tailgate but otherwise the car is understated. Somewhat A1 badge upon the boot backed up from the trademark Quattro badge. The baby Quattro’s cabin is traditional VW Group charcoal having a whiff of colour from red stitching upon the deeply bolstered leather seats. There will be aluminium cappings upon the pedals and also a chunky alloy gearshift knob pinched, from the looks of them, coming from the R8. What is it like? Proper assessment of ride quality, the nuances of chassis behaviour, grip levels in corners, and traction from corners is impossible on thefrozen lake track we tested the car on. Everything may have to wait patiently until we calculate one onto a section of Tarmac. Chuckability, however, we will judge. With 252bhp and 258lb ft of torque the A1 Quattro goes not hang around on an open road. Audi says 0-62mph in 5. 7sec. Inside the days before sophisticated traction control a four-wheel drive hatch with more than 250bhp would murder a front-drive rival although not today. I doubt any one of the nineteen that have bought this car will ever have this much fun by it. You don’t even got to utilize the handbrake, just barrel into your corner, lift after which back upon the gas inside a lovely drift. Should I buy one? Driving the car on snow and ice is great fun but we’ll be serious for a while. And the value of the rare little rocket is an effective point of which to prevent grinning and larking about. It’s £41, 020. Yes, more income by over a grand compared to the 335bhp RS3 Sportback. Cayman cash, even. We will assume that A1 Quattro buyers are pretty serious Audistes, probably having owned a string of S and RS models. However the A1 Quattro wears neither of those badges and I hardly think that Audi would have gone to the difficulty of creating the 4wd underpinnings if this didn’t take benefit of it in larger numbers. Audi almost admits that an S1 is requried to be made by its way. For sure the A1 Quattro is a rare beast, though it‘s simply not special enough and I don’t think that view will alter even after driving it on an open road. Audi A1 Quattro Price : £41, 020 ; Top speed : 152mph ; 0-62mph : 5. 7sec ; Economy : 33. 2mpg ; Co2 : 199g / km ; Kerb weight : 1390kg ; Engine : In-line four, 1984cc ; Installation : Front, transverse, 4wd ; Power : 252bhp at 6000rpm ; Torque : 258lb ft at 2500rpm ; Gearbox : 6-spd manual Audi A1 Quattro

Accountancy firm Deloitte fined £14 million over MG Rover collapse

 

A record £14 million fine is handed right all the way down to accountancy firm Deloitte to the way it managed conflicts appealing inside the collapse of MG Rover.

The Financial Reporting Council's report noted the firm had didn‘t manage several conflicts appealing between its involvement with former MG Rover Directors John Towers, Nick Stephenson, John Edwards and Peter Beale - collectively referred to as Phoenix Four - and it is involvement using the MG Rover company.  Deloitte acted a advisor to both MG Rover and also the four directors, which the FRC says was a significant conflict appealing. The fine is that the largest ever to become distributed by the Council, which says that Deloitte showed a 'persistent and deliberate disregard' for accountancy ethics. Deloitte has reportedly already had to pay out £1. 75 million towards court costs. Inside a statement Deloitte said

 We remain disappointed with the result from the Tribunal and disagree using its main conclusions. Like a firm we take our public interest obligations seriously in everything we do. We‘re disappointed the efforts we among others made Didn‘t successfully secure the long-term future from the MG Rover Group.

 The chief director in the FRC, Paul George, told industry magazine Accountancy Age that. The sanctions imposed are actually in line using the FRC's try to ensure penalties are proportionate and possess the necessary deterrent effect to avoid misconduct and bolster public and market confidence.  Former Deloitte partner Maghsoud Einoallahi was also banned from accounting for three many fined £250, 000. Accountancy firm Deloitte fined £14 million over MG Rover collapse

Audi A8 L W12

[EXTRACT]#EANF# Thus far as I will see, and I accept some subtle point could have escaped me, people that go around in flagship limousines such as this new Audi A8 L 6. 0 achieve this for a similar reason they buy gold Rolex watches. And I will see but one point to using a gold Rolex : to let those around you will know you convey more money than they‘ve. And thus It‘s using this A8. Such as the aforementioned shiny timepiece, you can’t miss it, because of the domineering new grille Audi has slapped on its hitherto discreet snout and, should that somehow eludes your attention, the chromed W12 badge should leave you in little question at everything his really is bigger than yours. Fair enough. This can be a car that could sell in tiny quantities and when Audi reckons it may shift ’em, we’re not about to mention it shouldn’t. Indeed, if you’d never travelled in a other A8, you can well escape from your afternoon together with the W12 thinking it was eventually one among finest ways of receiving in one spot to another yet devised. But it’s not. Here’s why. At £75, 775, it costs £17, 440 greater than the next-most-expensive A8, the similarly long-wheelbase A8 L 4. 2. For the you’re buying greater than the W12 engine of VW Phaeton and (in turbocharged form ) Bentley Continental GT fame. Options towards the worth of £6970 are included inside the standard equipment list, however this includes £1250 for different 18in alloy wheels but still values the engine at over 10 grand. It is simply difficult to discover how it’s worthwhile. Yes, the W12 will hit 62mph from rest in 5. 2 instead of the 6. 4sec from the 4. 2, but is that this really essential in this car? Both will reach a similar electronically limited 155mph, as the W12 slurps unleaded at 20. 5mpg combined, when compared with the still scarcely frugal 23. 5mpg from the 4. 2-litre car. But even this really is not likely the point. What it is that we found hardest to accept was the undeniable fact that the 444bhp W12, far from the paragon of refinement you may expect from this type of flagship limo, is really more intrusive compared to the V8s of lesser A8s. We don’t remember significant engine noise with a 90mph cruise in V8 A8s but inside the W12, it’s there on a regular basis. Audi’s engineers may or might not have the ability to produce sound readings to prove the W12 is quieter at such speeds than its eights, but on the qualitative assessment, to these ears, the V8 is that the smoother, sweeter engine. Our final gripe concerns ZF’s six-speed automatic gearbox, a unit we‘d presumed, until now, could do no wrong. We’ve driven Jaguars, BMs and Bentleys (to not mention other A8s ) equipped using this gearbox and been unable to locate fault by it. But inside the W12 A8, at least inside the car we drove, it inexplicably held onto gears longer than we wanted, again not something you would like in this car. Having now trashed this A8, allow us that will put it into some context. We believe the A8 range remains subsequent best thing to that from the S-Class Mercedes, so we remain talking relative merit. These cars are limousines and the greater you purchase them, the greater limousine-like they ought to be. Whenever that extra 17 grand brought new levels of ride and refinement towards the A8 rather than dubious performance, we’d little question feel rather differently about this. However it doesn’t. The ride, thus far once we could tell upon the smooth-ish German roads in and around Ingolstadt where we drove the car, isn‘t any better inside the front or the rear but refinement appears to possess taken a backward step. In fact, the A8’s many other talents have survived intact – the brilliant driving environment, superb MMI infotainment system and beautiful cabin being chief among them. The 130mm stretch inside the wheelbase has also been effortlessly integrated into the planning without spoiling the proportions. Inside the back, legroom is wonderful, even for any 6ft 4in adult sitting behind a 6ft 4in adult. But you may enjoy all of the primary attributes of the long wheelbase without having to invest over 75 grand – it’s a £3370 option on several A8s save, curiously, the 3. 7-litre V8. Briefly, the A8 L 6. 0 is that the most disappointing from the A8s we’ve driven. Turning it from your inspired large saloon into your limousine pushes the car inside a direction during which it doesn‘t care to travel. The fundamental and well-documented limitations from the A8’s merely reasonable ride don‘t suit the limo treatment while, during this application, the W12, for many its fine specification and impressive power, is neither sufficiently smooth nor special. And though there will be certainly those inside the Autocar office who discover the grille perfectly agreeable, the very best thing I will say about this is, mercifully, it’s not likely going to be a feature of other A8 – for time being a minimum of. Its role, then, can be as gold to some Rolex – and much more evidence to suggest that cash and taste tend to be inversely proportional. None of the will worry Audi. This can be a car it had to construct to match the equivalents from Mercedes and BMW and it’s entirely realistic about its chances inside the showroom. Orders for UK cars happen to be being taken at this time and it is going to be happy if this receives two a month. Inside the meantime, Audi’s reputation like the luxury car manufacturer using its star most firmly inside the ascendant continues to become bolstered by another less-expensive A8s, such as the quite excellent 4. 0 TDi, the very first luxury car which comes near rivalling and, in areas, bettering the mighty S-class. It’s only a pity that such an otherwise capable range is finished off having a stumble, not really a flourish.   EXTRACT#EANF# Audi A8 L W12

Audi A1 e-tron

What‘s it? The A1 e-tron is really a prototype version from the new A1 hatchback and can also probably be awarded it of the very first true 'range extender' electric car. It‘s powered primarily by an electric motor driving the front wheels, powered by a little battery pack. However, once the battery is exhausted, a little Wankel engine (mounted beneath the boot floor ) kicks in and drives a generator, which, consequently, powers the electric motor. Like nearly all electric cars, the A1 has one speed transmission. The mixture of a (three-hour ) full battery charge coming from the household mains, and also the petrol inside the car’s three-gallon tank, gives a claimed 148mpg (1. 9l / 100km ) upon the upcoming EU electric vehicle test cycle. The motor is designed for 60bhp and 111lb ft of torque on the continuous basis, but is proficient at 101bhp and 177lb ft for short bursts. Set up of the typical ICE transmission, the A1 e-tron's nose not just has got the electric motor, but additionally houses a DC / DC inverter, the motor’s electronic control system, a battery charger, a typical 12v battery and also a high voltage air conditioning compressor. Situated inside the rear half the transmission tunnel and beneath the rear seats is that the car’s Sanyo Lithium-Ion battery pack. A relatively modest 12kWh (half the scale battery pack utilized by the Nissan Leaf ) will eliminate the A1 around 31 miles in many normal conditions, arguably enough range for the typical European or US commute. What defines the A1 e-tron really special is that the 'Range Extender generator module'. This is predicated around a little, 245cc, single rotar, Wankel engine. It generates a maximum 20bhp, driving a generator, which provides electricity when the battery is run right all the way down to its lowest charge. The Wankel engine, generator, power electronics, induction and exhaust system happen to be combined into your module that weighs just 65kg and fits beneath the A1's boot floor, without compromising luggage space. There’s even room beneath the floor to the Bose Hi-Fi’s bass booster. The Chevy Volt was trailed by GM being range extender but, in certain high-speed situations, the Volt's engine could be coupled straight to the car’s electric motor. The A1 e-tron, however, is really a true range extender in the engine Isn‘t connected in in whatever way towards the wheels. This completely new drivetrain has not changed the A1 in a significant way. The only real external differences will be the Carbon Fibre Reinforced Plastic roof panel and wheels. When compared with the massively compromised Mini E, the A1 e-tron is in another league. What is it like? Genuinely exceptional. Albeit our test drive was on the circuit, it is a challenge to believe the e-tron Isn‘t showroom ready. Actually, much of development was completed in virtual reality and real-world trials with participants in the general public began in Paris come july 1st. In pure electric mode It‘s swift and quiet and handles very tidily. Regardless of the extra weight from the range extender running gear, the A1 had enough verve to become interesting. Under hard acceleration It‘s satisfyingly quick and impressively noiseless. After a couple of laps from the circuit (that was laid over to imitate town driving ) and a couple of full-bore accelerative runs, I lamented towards the engineer inside the passenger seat that 'I hadn't got the Wankel engine to kick in'. Actually, it had, four times. It was eventually so quiet, so well insulated and thus inherently smooth running I simply hadn’t noticed. Audi claims that further refinement improvements are inside the pipeline. By using the stock automatic gear lever, the driver can select either 'D', 'R', 'N' or 'Range', the latter allowing the engine to chop inside an out during normal driving to assist preserve the battery. Its not all Range Extender systems will certainly be this well integrated or refined, however this system has as being way forward for production electric vehicles. Not just will it completely overcome 'range anxiety' but it is also a lot more cost-effective when compared to a longer range, pure EV. For instance, the money saved by employing a battery half the scale the one inside the Nissan Leaf, is than than price of adding the A1's range extender module. Should I buy one? If you can, I’d recommend it very highly. However you can't. And regardless of the A1 e-tron’s advanced state, it remains a way from offered the green light by Audi's board. Insiders hint the current strategy usually is to first introduce electric motivation on high-end Audi models. That might be an enormous mistake. This A1 is sophisticated and production ready compared to the R8 e-tron, and that is scheduled for small-scale production in 2012. For this limited showing, I'd say it was eventually also better than Chevy's Volt. Of anything Audi has done during the past decade, It‘s probably this exceptional car which best lives as much as the company's 'Vorsprung Durch Technik' mission statement. It really needs to find its way straight into the showroom. Audi A1 e-tronPrice : n / a ; Top speed : 80 mph ; 0-62mph : 10. 2sec ; Economy : 148mpg ; CO2 : 45 g / km ; Engine : Transverse electric motor, rear-mounted Wankel generator ; Power : 101bhp at 5000rpm ; Torque : 177lb ft continuous ; Gearbox : direct drive Audi A1 e-tron

Aston Martin V8 Vantage N400

What‘s it? A special edition produced to celebrate Aston Martin’s efforts inside the Nurburgring 24Hr race, where within the last 2 yrs Aston have entered N24 race cars inside the SP8 class. Driven by Vantage, the N400 costs an additional £11, 000 and it is available as coupe or roadster with either manual or sportshift transmission. This buys a, unique for this model, power and torque upgrade (an additional 20bhp produced 200rpm higher, and 12lbft extra torque ), a sneak preview in an, as yet not available, Sports Pack to the Vantage (new spring, shock ratings and lightweight wheels ) and a few dubious cosmetic tweaks. Can it be any good? To mention anything having a 380bhp 4. 3 V8 is underpowered, may appear like nitpicking, but when there is a flaw inside the standard Vantage package It‘s that it’s just a little light on outright punch. It will fast, no problem, but is almost as decisively rapid as you may expect from your Aston. The N400 power upgrade addresses this, adding a layer of extra midrange flex, plus a far more urgent top-end. Together they create the Vantage both quicker to respond and much more thrilling to exploit. A shame then, which our test car was blighted with Aston’s lower than brilliant Sportshift gearbox, using its slow speed clumsiness. Offered the advances Aston have made using the manual transmission because the Vantage’s original launch, we’d strongly recommend specifying your Vantage with three pedals. The N400’s suspension changes show that firmer doesn’t always mean less comfortable. As the higher rated springs mean the N400 reacts more quickly to uneven surfaces, the lighter wheels (reducing unsprung mass ) more enhanced damped tuning mean this movement is better controlled. The end result that at speed over a challenging road, the N400 rides with less harshness, producing less head toss, compared to the standard Vantage. The N400 visual addenda, the Nurburging circuit map stitched straight into the armrest, clear rear light lenses and mirco-spin alloy veneer interior really certainly can be a make a difference of personal taste, but when you don’t want to reach to the Karussel Orange paintwork (exclusive for this car ), there is that the option of more subtle Bergwerk Black or Lightening Silver. Should I buy one? With only 480 N400s pencilled for production, whatever you choose, you’ll need to be quick. To our minds the £11k premium looks steep, pushing the value of Aston’s smallest model nearly into six figures. The greater and much more relevant news hidden within this special edition, could be that the successful suspension changes will soon be available like a option on several Vantages, and priced at a far more realistic £2495. It’s only a shame that engine tweaks won’t be similarly available. Jamie Corstorphine Aston Martin V8 Vantage N400