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.