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Buyers continue to queue up for the Audi R8
Car Enthusiast - Audi's sublime R8 takes the fight to Porsche's 911, even if it's not quite as accomplished an all-rounder.
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Audi TT Coupe : A DESIGN FOR LIFE
Car And Driving - Replacing a modern classic is a tough task but Audi reckon theyve pulled it off successfully with the latest TT. Andy Enright reportsIve attended quite a few press launches in my time but none quite like that for Audis latest TT. Perhaps attending is an exaggeration. I wasnt there at all. Instead, I was sitting comfortably in my office with a mug of coffee watching the whole thing on a live webcast. Various Audi suits chuntered on interminably before the lightshow started and the TT was unveiled. At first, I was underwhelmed. It looked much like the old car with a new front grafted on. It was only when the official pictures pinged into my inbox a few minutes later that I realised quite what a clever job stylist Walter De Silva had done. I must admit that I was expecting a train wreck. I was sure that Audi would try once again to shift the goalposts much as the original TT did upon its launch in 1998. Not optimistic about their chances of success, most in the office figured wed be seeing something that looked as if it had fallen out of the ugly tree and clouted every branch on the way down. Not so. Although De Silvas design could stand accused of playing it safe, its a handsome car and that, above all, was what sold the old TT. Look a little closer at the technical specifications and its clear that Audi is intent on progressing the TT as a drivers car, something for which the old model never really garnered a solid reputation. A series of high profile crashes caused Audi to emasculate the old TT, modifying the suspension, fitting ESP stability control to all models and adding a rather ugly rear spoiler. In reality, all the TT did was what any proper performance car does and that is allow a degree of oversteer when lifting off the throttle. Enthusiasts call this chassis adjustability but the TT didnt sell exclusively to enthusiasts - hence the embarrassing about face. The latest car offers a smarter solution. All the electronic control systems are in place to keep the averagely skilled driver on the road but real hotshoes can switch them off and access a chassis thats a good deal more focused than any previous TT. Theres even a concealed rear spoiler that pops up at speed but which doesnt jar with the styling in the same way the old one did. ''The TT takes the best parts of the old model and fuses them with Audis latest design direction. Surprisingly it works''One of the reasons why the TT promises so much comes from its dampers. Bear with me here, because I appreciate that dampers may not seem the most eye-catching part of the TTs specification sheet but theyre well worth a mention. Press a button on the gearlever and a voltage is applied to tiny magnetic particles swimming in the damper oil, changing their polarity and, in turn, either firming up or softening the damper in milliseconds. Weight is a key component in the TTs handling ability. The latest TT comes with four engines. Theres a 200bhp 2.0-litre turbo front wheel drive variant, the TTS with the same 2.0-litre engine bored out to 272bhp and the 250bhp 3. 2-litre V6. You can even have a 170bhp TDI diesel version. Only the 200bhp 2.0-litre petrol unit comes with the option of front wheel drive: the others are all 4WD quattro-driven. The entry-level car is, in effect, not hugely different under the skin to a Volkswagen Golf GTI which, if youve ever driven one, is all the testimony you need to realise that this means a serious helping of fun. Whereas the Golf uses steel for its suspension components, the TT uses expensive and lighter aluminium. Whats more, Audi have pioneered a method of using aluminium and steel components in tandem with each other, overcoming the electrolytic corrosion issues that have plagued other manufacturers who have tinkered with this approach. Some 69 per cent of the body is aluminium with the other 31 per cent steel, which means that the 1,260kg 2.0-litre turbo model is 60kg lighter than the old 1.8-litre six-speed car. The S-tronic twin clutch gearbox option (the gearbox formerly known as DSG) adds 20kg to that figure while the 3. 2-litre car tips the scales at 1,410kg. To put that figure into perspective, a Nissan 350Z weighs 1,545kg. As youd expect given such light weight, performance is strong. The 197bhp 2. 0-litre turbo TT posts a sprint to 60mph in 6.6 seconds (6.4 with DSG) before running on to a top speed of 149mph. The 3. 2-litre car makes 60 in 5.9 seconds (5.7 with DSG) and hits an electronic limiter at 155mph. Thats a whole new plane of performance for the TT and also represents a more sensible product mix. It was slightly bizarre that the old TT quattro Sport with 237bhp was, due to its lighter weight, quicker and more capable than the flagship 3.2-litre car. At least now theres a product hierarchy thats easy to grasp. The cabin of the TT also has high standards to live up to. Even today, the old TTs cabin feels anything but old. Yes, all-round visibility is woeful but that fascia still feels smart, the much-copied aluminium finishes and buttress bars remain slick pieces of detailing. The latest car reprises the old models look and feel, with the chrome-ringed speedo and rev counter housed in their own cowl and the round air vents, but also adds a few contemporary design touches such as the flat-bottomed steering wheel, the angled centre console and a sportier seating position. Theres more rear kneeroom and luggage space but headroom in the back could still be generously described as woeful. Theres a Roadster open-topped model also on offer at a premium of around £2,000 over the coupe, which has added to Audis full order book. With 2.0-litre pricing starting at under £26,000 and the TT TDI not much more. Youll need to budget closer to £30,000 for the 3. 2 or TTS versions but even so, theres going to be no shortage of takers. A TT to take on the Porsche Cayman? It sounds unlikely but it could well prove a reality.FACTS AT A GLANCE CAR: Audi TT Coupe PRICES: £25,460-£33,640 on the road INSURANCE GROUPS: 17-18 CO2 EMISSIONS: 139-247g/km PERFORMANCE: [3.2] 0-60mph 5.9s / Max Speed 155mph FUEL CONSUMPTION: [3.2] (urban) 19.2mpg / (extra urban) 36.2mpg / (combined) 27.4mpg STANDARD SAFETY FEATURES: Twin front and side airbags / ABS / stability control WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4178/1842/1352
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Over 50mpg in new Audi A5 coupé
Car Enthusiast - Audi has released details of its frugal new 2.0 TDI A5.
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New Audi S4 is a driver's treat
Car Enthusiast - Audi introduces its new S4 and surprises with its pace and poise. It's economical too, the S4 a performance saloon that salves your environmental conscience.
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Audi Q5 Range : JOIN THE Q
Car And Driving - Audi tackled the luxury 4x4 sector with its gargantuan Q7. Now the Q5 is aiming at smaller posh-roaders with a rather different approach. Steve Walker reports.Audis understated Q5 forgoes the excesses of the premium compact SUV market in favour of car-like driving dynamics. Its low-slung stance sets it apart but SUV fans shouldnt be deterred. Theres a strong engine range, loads of advanced technology and a practical interior crafted in Audis own inimitable style.Once 4x4 vehicles were for driving off-road. Then it became trendy to drive them to work, on the school run, to the supermarket and round to your mothers at the weekend. Today, its not at all easy to pinpoint what 4x4s are actually for but a conservative estimate would be, well, everything. The basic 4x4 blueprint is available in a multitude of shapes, sizes and price ranges so that virtually everyone will find a variant on the theme that suits them. Audis latest effort is the Q5 and its taking a sporty approach with the manufacturer positioning it as "the performance SUV for all seasons and all surfaces". Audi entered the 4x4 sector proper with the Q7 luxury 4x4 in 2006 but its no secret that this is a brand that has pioneered all-wheel-drive in road cars for many years prior to that. It all boded rather well. Audis classy brand image and quattro 4x4 technology made it appear the perfect parent for a high-end SUV. Sure enough, the imposing Q7 did the job very nicely and the Q5 is the follow-up. Its a smaller, more affordable vehicle thats noticeably less ostentatious than its big brother. The Q5 is the beneficiary of three of Audis star engines. The 2. 0-litre TFSI petrol unit is the entry level option, a powerplant that weve seen and been impressed by before in numerous racy VW Group products. In the Q5, it actually generates 208bhp and, crucially, a torque output that youd be more inclined to expect from a big six-cylinder diesel engine. 350Nm from 1,500rpm to 4,200rpm is a whole lot of shove and it helps the Q5 to 62mph in 7.2s. Many 4x4s claim to be sporty but the Q5 appears intent on delivering. The other options are both diesels. First is an economical 168bhp 2.0-litre TDI which also has a strong 350Nm but over a much narrower rev band. Then theres the 237bhp 3.0-litre TDI with a huge 500Nm available between 1,500rpm and 3,000rpm. It can hit 62mph in only 6.5s. "Audi has brought its winning formula to the compact SUV market, a sector where it probably should have been from the word go.."The task of marshalling the power and torque from those advanced engines falls upon the standard six-speed manual gearbox but Audi also makes its S-Tronic seven-speed dual clutch gearbox available with the Q5. This transmission is teetering on the cutting edge of gearbox technology with its twin clutch system and clever electronics predicting the next gear and engaging it prior to the driver selecting it with the wheel-mounted paddle shifters. It makes for a lightening fast and buttery-smooth transition between ratios whether youre flipping the paddles in manual mode or letting the gearbox take care of the whole process. As well as the greater security of four driven wheels, the Q5 also uses an advanced ESP stability control system that senses when a roof rack is fitted and compensates for the vehicles higher centre of gravity by intervening earlier. The Q5 rides on a lightweight suspension system predominately built of aluminium. The multi-link design front and rear promises composure and a sporty feel on the road as do the Q5s dimensions which are markedly un-SUV. The vehicle is 4,630mm long but only 1,650mm tall, giving it a sleek, ground-hugging stance and bringing the centre of gravity closer to terra firma than in the majority of the Q5s rivals. This low profile look is evidenced by a drag coefficient of just 0. 33cd. The Q5 might be as bold or brash externally as weve come to expect in the SUV sector but inside, it aims to replicate the interior versatility of its most sizable rivals. Audis cabin design and build quality remains tough to fault and the Q5 also includes some clever features that make the whole thing more practical to use on a daily basis. The rear seat backs can be reclined to increase comfort and the whole of the back bench can be folded into the floor at a stroke by means of a lever in the boot. Luggage space is 540 litres but once those seats are stowed, 1,560 litres is opened up. The Q5 kicks off at around the £30,000 mark and is offered with a decent haul of standard equipment and a bulging options list giving buyers the opportunity to inflate that asking price at will. Of particular interest will be the exterior trim options. An S-Line package emphasises the cars sporty side with styling accessories or theres an off-road package that adds under body protection to help avoid costly accidents when driving in rough terrain. The Q5 goes head to head with the likes of Land Rovers Freelander, BMWs X3 and the Mercedes-Benz GLK at the plush end of the compact SUV market. Its the BMW that the Q5s focus on driving dynamics and on-road performance will put it in direct competition with, while the Freelander will probably remain the default choice for buyers actually intending to undertake off-road trips. The Q5 makes a reasonable stab at avoiding the kind of profligacy thats associated with larger premium-badge SUVs. The 2. 0-litre TDI engine can do over 42mpg on the combined cycle but the higher performance of the 2.0 TFSI and the 3.0-litre TDI mean they can only return 33.2mpg and 36. 6mpg respectively. Audis traditionally buoyant residual values should apply to the Q5 and buyers are unlikely to catch a cold when the moment comes to sell their vehicles on. If any premium brand should have a range of SUVs on its books, its Audi. The marque has been inextricably linked to 4x4 technology over the years so the only surprise where the Q5 is concerned is that it took the marque so long to come up with the goods in the volume part of the 4x4 sector. The vehicles emphasis on road-going performance and sharp driving characteristics will appeal to typical buyers in this market who are unlikely to take their vehicles off-road. The Q5 is more than a jacked-up A4 Avant, however, with some nice practical features that make it well suited to family life. The Q5s interior is predictably well executed and the engine range resolutely high tech. With an options list brimming with choice extras and Audis classy brand values oozing from every shut line, its hard to see the Q5 failing. Audi has brought its winning formula to the compact SUV market, a sector where it probably should have been from the word go.Facts At A Glance
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57.7mpg, Audi, Mazda and VW slug it out
Five of the Best - More space and some prestige on offer with this trio, which manage a highly impressive 57.7mpg.
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Audi RS6 : THE FOUR RINGS OF POWER
Car And Driving - If power corrupts, the Audi RS6 is definitely the shadiest offering to emerge from the German marquee so far. Steve Walker checks out its mettleExecutive saloons and estates dont come any quicker and very few cars of any kind do full stop. The Audi RS6 uses the VW Groups 5.0-litre V10 as seen in the Lamborghini Gallardo and bolts on a pair of turbochargers. The result is 572bhp, 0-60mph in 4. 6 seconds, 0-124mph in 14.9s and, in the estate version, one queasy looking Labrador.One-upmanship, the car industry is awash with it and car enthusiasts wouldnt have it any other way. If the leading manufacturers were any less hell-bent on outdoing their rivals at every opportunity, cars like the Audi RS6 would simply never have been dragged into being. There are those who will greet news of this 572bhp super saloon or estate with abject horror and most right-minded observers will at least briefly entertain the possibility that Audi may have gone a shade too far this time but you have to admire the firms commitment. For car nuts the world over, the only thing more exciting than the prospect of climbing into an RS6, firing up the V10 biturbo engine then administering the full beans will be the thought of what BMW and Mercedes will do to top it. Rest assured, as soon as news of the RS6 broke, the machinations of the powers that be in Munich and Stuttgart will have been directed along similar lines. The previous generation RS6 was a bit of an animal. The car was a devastating cross-country tool with an engine note like a squadron of bombers overhead and stylistic aggression that made other road users feel like abandoning their cars and sprinting for the nearest Anderson shelter. That car had 429bhp but this RS6 has a different group of rivals to battle so Audi has furnished it with the capabilities on another level. BMWs 507bhp M5, the first in the illustrious line to be offered to UK buyers in Touring estate form, and the 503bhp Mercedes-Benz E63 AMG are the RS6s primary targets and taken in isolation, its 572bhp motor makes a convincing case for air-superiority."572bhp, 0-60mph in 4.6 seconds, 0-124mph in 14.9s and one queasy looking Labrador"The engine in question is the same V10 that was already found in star cars like the Lamborghini Gallardo and Audis S8 flagship. Its also hotly tipped to make an appearance in the firms R8 supercar. The S6, the 429bhp model demoted to the role of understudy by the RS6s arrival, uses a version of the unit too but like these others, its engine is normally-aspirated. In the RS6, the thunderous V10 uses turbocharging to achieve its phenomenal power output and, just for good measure, Audi have thrown in a pair of them. This is the most powerful car Audi has ever built. Oh and in Avant form, it has up to 1,660 litres of luggage space. The 572bhp courses through the quattro all-wheel-drive transmission at 6,250rpm and just as astonishingly, the 650Nm maximum torque is available from 1,500rpm all the way up to 6,250rpm. If you spot an RS6 on the road and fancy giving it a run for its money away from a set of traffic lights, be warned. The car will pass the 62mph barrier from a standing start in 4.6s. To live with that kind of punch, youll need to be at the wheel of something like a Ferrari F430 or a Porsche 911 GT3 RS. Anything from an Aston Martin DB9 down need not apply. To underline the supercar-slaying performance of the RS6 this is a full-size executive saloon or estate car remember it can reach 124mph in 14.9s. If the 155mph electronic limiter wasnt installed, most drivers would run out of race track and nerve well before the RS6 ran out of steam. The twin turbochargers and a series of component modifications are responsible for the power boost enjoyed by the RS6. The gears are shifted through steering wheel paddle shifters connected to a six speed automatic gearbox and an upgraded guattro 4x4 system has the unenviable task of putting all that power down onto the road. The RS6 hints at its fearsome capabilities via a reworked exterior. The rear view that rivals may be forced to get used to is dominated by two huge oval exhausts set into each end of a diffuser thats cut into the bumper. At the front, the cooling ducts of the A6 base vehicle are super-sized and the wheelarches flare dramatically around the standard 19" wheels. Chromed mirrors and side skirts complete the effect. Its a rather low key look when you consider the fireworks that go on under the bonnet but Audis RS models have always done a good line in understated aggression. Its menacing rather than in your face. Theres more to the RS6 than its engine. The S6 chassis has been extensively re-worked with the introduction of revised all-hydraulic version of the Dynamic Ride Control (DRC) system found previously in the old RS6 and the RS4. DRC allows the driver do adjust the RS6s damping through a three-stage system with comfort, dynamic and sport settings. It progressively stiffens the suspension for a more focused driving experience when required or eases off to enhance ride comfort. The ESP system on the RS6 has been programmed to make late interventions, allowing the driver scope to enjoy the cars handling characteristics to the maximum. The system will brake individual wheels and modulate the engines power output to rescue the situation if it detects that the driver has lost control but its been specially designed to give the enthusiastic RS6 owner room for manoeuvre. Those who find even this set-up intrusive can turn the whole thing off entirely but on your head be it. Braking is by a high-spec set of ceramic discs designed to resist fade and stand up to the taxing job of bringing this substantial vehicle safely back from the extreme velocities its capable of. Whichever way you look at it, buyers will be facing at a pricetag of just under £80,000 for an RS6 which is a lot for a large executive saloon or estate car but not so much when you consider its performance credentials. The BMW M5 and Mercedes E63 AMG are the cars it needs to beat, with both offering significantly less power but coming inside the £65K-£70K bracket. This select band of German offerings apart, its only really the pure-bred supercars that can match the RS6 for pace and they come with supercar pricetags and supercar practicality, rendering them out of the question for many. Whatever your view on it, theres no doubt that youll have an easier time justifying the purchase of an RS6 to your other half that of a Lamborghini Gallardo. The RS6 interior does a decent job of justifying the cars pricing. The standard A6 feels genuinely special inside with some beautiful design touches and real quality throughout. This gives the RS6 a solid platform which it builds on with leather and alcantara RS sports seats, a flat-bottomed RS steering wheel and expensive-looking aluminium detailing. There are read-outs for turbo boost pressure and oil temperature too. Fuel economy for the RS6 is actually almost reasonable with the 20mpg combined cycle economy only fractionally worse than the non-turbo S6. Its still never going to be a cheap car to run though, so make sure theres some money left in the bank after youve met the asking price. So exactly who is it that goes out and buys a vehicle capable of transporting a family of four and their holiday luggage on a sub 8-minute lap of the Nurburgring Nordschliefe, overtaking a gaggle of supercars in the process? The Audi RS6 is definitely not your average executive saloon or estate and thats a given. Its a car with an awesome array of talents, from its 572bhp performance to the Avanbt versions 1,660-litre payload capacity and one that takes the executive supercar arms race to a whole new level. Some will find the idea of an executive saloon or estate car with 572bhp from a 5.0-litre biturbo V10 difficult to reconcile with the modern motoring age of proliferating speed cameras, spiralling fuel prices and emissions-based vehicle taxation. In the end, though, if the RS6 buyers arent forthcoming, the bottom could potentially fall out of this highly specialised and proudly contested market sector. That would deny car enthusiasts the world over the opportunity of seeing where those crazy Germans will go from here. Facts At A Glance CAR: Audi RS6 PRICES: £76,160-£77,730 on the road INSURANCE GROUP: 20 CO2 EMISSIONS: 331-333g/km PERFORMANCE: Max Speed 155mph / 0-60mph 4.6s FUEL CONSUMPTION: [Avant] (urban) 13.8mpg / (extra urban) 27.4mpg / (combined) 20.2mpg STANDARD SAFETY FEATURES: Twin front and side airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: [Avant] Length/Width/Heightmm 4730/1860/1460
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Audi A8 Range : SMOOTHLY DOES IT
Car And Driving - The Audi A8 has always represented understated cool in a look at me corner of the market. The latest version just does the job better than ever. By Steve WalkerA big, elegant luxury saloon, the Audi A8 uses aluminium to keep weight down and yield an advantage over heftier rivals. Highlights include the interior build quality, quattro four-wheel drive mechanicals and air-suspension but theres also the exemplary refinement and advanced engine technology to factor in. The 2.8-litre FSI petrol engine gives surprisingly reasonable economy and emissions while the 5. 2-litre V10 S8 turns in savage performance but pick of the bunch is the 3.0-litre TDI diesel.Being lightweight isnt something one usually associates with full-size luxury saloons. In this rarefied sector of the market, weight is one of many things that the major protagonists have a surfeit of. All that technology and equipment, those luxurious materials and the build quality that marries it all together: this is how the luxury saloon justifies those big price tags and none of it tends to be particularly light. Things are changing though. The environment has never been a bigger issue and the green lobbys tentacles of influence are stretching even into the blue-blooded realm of the luxury saloon. These days, company directors and chairmen of the board need to be green or at least to be seen to be being green and the aluminium bodied Audi A8 is better placed than most to oblige them. The A8s aluminium architecture has a big influence on the way the car rides and handles. The Audi is around 100kg lighter than an equivalent BMW 7 Series, even with the Quattro four-wheel-drive mechanicals installed, and saves over 200kg compared to a Mercedes-S-Class which, like the BMW, is rear-wheel-drive. These dont sound like massive differences in a 1,800kg car but its the equivalent of a couple of portly passengers and the A8s lightness helps it achieve a responsiveness and poise on the road and means the engines have an easier time of it. The range now opens with a 207bhp 2. 8-litre V6 FSI unit that employs Audis latest valvelift technology to boost efficiency and performance. Next comes the 256bhp 3.2-litre FSI engine which is also a V6 and the 4.2-litre V8 with its 345bhp output. The 444bhp W12 engine tops the standard range and diesel customers can select either the 3.0-litre TDI or the 4.2-litre TDI that produce 230bhp and 322bhp respectively. All of which leaves only the barnstorming S8 performance model with its Lamborghini-sourced 5. 2-litre V10 engine and 444bhp."The A8 is at its most impressive when taking things easy"The A8 is extremely refined at cruising speeds with the engines only breaking into a low roar when extended and the standard air-suspension creating a luxurious magic carpet effect. The latest models also benefit from revised rack and pinion speed-sensitive steering for improved feel at the helm. The smaller petrol engines are available in front-wheel-drive form to help with economy but further up the range, its an all-quattro affair for biting traction even in slippery road conditions. The tiptronic gearbox is smooth in operation and can operate in fully-automatic mode or as a clutchless manual via the wheel-mounted paddle shifters. Audi also offers the Multitronic CVT gearbox with the V6 petrol units which can actually improve fuel economy. The A8 is at its most impressive when taking things easy but it can certainly pick up its heels when required. 0-60mph performance times range from 8.0s in the 2. 8-litre V6 equipped car to 6.1s in the V8 diesel and 5.1s in the awesome S8. Top speeds are artificially capped at 155mph in all except the 3. 0-litre TDI which runs out of steam at 151mph. The A8 has a real aura of class about it. The long body and high window line give the car a low, ground-hugging stance that combines with the imposing front end to give it plenty of road presence. The look is still pleasantly understated compared to its big saloon rivals, however, the Audi coming across as a more elegant alternative in a sector populated by overt status symbols. The current model benefits from a smarter design for the trademark single frame grille, LED indicator strips in the side mirrors and LED tail lights. The interior is a masterclass of Audi design. The A8 flagship was the first car to trial many of the features and themes that have since been rolled out across the marques model range. Well judged use of chrome detailing, high quality plastics and the class leading MMI control interface give the A8s cabin a degree of style and usability that rivals struggle to emulate. The controls are a pleasure to use from the switch for the electronic handbrake to the dial that controls the headlights: its all solid feeling and beautifully weighted. Even in the standard wheelbase models give abundant rear legroom and as the sleek, elongated styling suggests, theres a massive boot out back. This is simply a great place to sit out a long journey, whether youre behind the wheel or luxuriating in the rear with your chauffer doing the hard work. Equipment provision is at a level befitting this prestigious sector of the market. All A8 customers find themselves in possession of a 9-speaker 230-watt stereo with a six-CD auto-changer and a DAB digital radio. Theres four-zone climate control so that each occupant can adjust the temperature as required, heated front seats and full Bluetooth mobile phone compatibility. Prices range from £49,995 up to £80,995 and theres a choice of SE or Sport trim levels with the latter adding sports seating in two-tone leather along with the sports steering wheel and bootlid spoiler seen on the S8. The possibility is always there to trawl through the options list and have your A8 delivered with a technology quota to rival your local branch of PC World. One item that stands out is the Audi side assist and lane assist system. It uses radar technology to detect vehicles in the A8s blind spot, alerting the driver by illuminating an LED in the wing mirror. If the driver then indicates to change lanes on that side, the warning LED grows brighter and flashes to attract the drivers attention. Also part of this technology is the lane assist function that uses a small camera to detect the lane markings and sends a warning vibration through the steering wheel if the driver starts to drift across a line without indicating. The A8s lightweight aluminium construction gives it obvious advantages over bulkier rivals in terms of accelerating, braking and handling but in the increasingly green-aware automotive marketplace, the marque is also keen to emphasise its environmental credentials. The entry-level 2.8-litre engine is at the centre of this eco-drive on Audis part. Its valvelift technology in combination with the FSI injection system can adapt various parameters of the combustion process to optimise either performance or economy according to the throttle loads that the driver is applying. Its capable of 34mpg on the combined cycle and 199g/km CO2 emissions which is better than Hybrid models like the Lexus LS600h and even diesels such as BMWs 730d. Audis own diesel engines give an appealing compromise between muscular performance and economy with the 3.0 TDI capable of 33mpg and 224g/km but as you ascend the range, the more powerful engines prove less cost-effective. Youll certainly be lucky to achieve the official 21mpg from the S8 if you regularly access its blistering performance and its 319g/km emissions wont get you an honorary membership of Greenpeace. Depreciation in this sector is traditionally severe, especially where the more expensive big-engined models are concerned, but buyers with the means and the inclination to buy an A8 wont be unduly concerned by this or the prohibitive insurance costs. Alan Sugar famously likes to deride his apprentices by branding them lightweights before his inevitable youre fired coup de grace. Audi, however, is confident that the aluminium construction and resultant light weight of the A8 luxury saloon will get the car hired by the high-flyers of British businesses. Luxury saloons have long been the epitome of automotive excess but by keeping its mass low, the A8 manages impressive performance and handling and can also play the increasingly important green card very effectively, helped by some advanced engine technology. With sleek looks, first rate refinement, a great array of engines and an interior that showcases Audis design expertise in outstanding fashion, the A8 has all the attributes it needs to succeed. It may be less ostentatious than its German rivals but this understated approach has been serving Audi well in its battles with BMW and Mercedes over recent years and that looks set to continue here.Facts At A Glance CAR: Audi A8 range PRICES: £49,995-£81,100 - on the road INSURANCE GROUPS: 17-20 CO2 EMISSIONS: 199-355g/km PERFORMANCE: [4.2 FSI V8] 0-60mph 6.1s / Max Speed 155mph FUEL CONSUMPTION: [4.2 FSI V8] (average) 23.9mpg STANDARD SAFETY FEATURES: Twin front, side and SIDEGUARD airbags/ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm 5051/1928/1444
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Audi R8, Audi for a Bugatti
Five of the Best - An Audi supercar isn't perhaps an obvious economy choice, until you consider what it replaces.
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Audi R8 : BELIEVE THE HYPE
Car And Driving - The R8 is Audis first take on the bona fide supercar genre. Somewhat incredibly, it hits bullseye. Andy Enright reportsWhen invited to drive Audis R8, I was curious, excited and intrigued. A colleague I trusted had raved about the car but I put this down to the fact that hed driven to the launch in a Citroen C3 Pluriel and anything would seem fantastic thereafter. Named after the Le Mans-winning R8 racing car, the roadgoing R8 certainly had the right ingredients mid-mounted V8 engine, aluminium spaceframe chassis and styling to cause otherwise rational men to resemble slack-jawed yokels. I was convinced, however, that Audi would build in a frustrating carapace of safety margin, ironing out all the excitement. On occasion, its utterly fantastic to be proven wrong.Regular readers will probably know that one subject guaranteed to have me climbing aboard the soapbox is Audis rather half-hearted attempts at building a convincing sports car. This from a company that can build a racing car so brilliant it could probably win Le Mans driven by Rio Ferdinand and Brian Harvey. In short, Audi could build a fantastic sports car for the road but for one reason or other, havent. Instead, it chose to patronise the enthusiast with some so-so offerings packing a lot of engine but all the subtlety of an elbow to the ocular orbit. Things have changed. And how. The engine you probably know about. Its the same 420bhp 4,163cc V8 that powers the RS4, a car that moved Audi in the right direction but which still regards its driver as a bit of a berk. Punting 1,560kg of R8 up the road isnt much of an impediment for this powerplant and 62mph will flash by in 4.6 seconds on the way to 187mph. So far, so predictable. What is a genuine eye-opener is the way the R8 involves the driver, crediting its pilot with some judgement and skill. "Its hard to pinpoint one aspect of this cars dynamics I dont like"Arrive mid-corner at speed and the R8s handling balance gives you options. Its softer edged than its distant cousin, the Lamborghini Gallardo, but more benign, offering plenty of feedback as to whats going on at the tyre contact points. Both a six-speed manual and a sequential R tronic gearbox (the amazing twin clutch DSG apparently doesnt fit) are offered. I usually detest sequential manuals but really rather warmed to the Lambo-derived R tronic with its aggressive Sport mode and surprisingly adept automatic system. Ride, handling, brakes, visibility, and engine note all get the thumbs up. In fact, its hard to pinpoint one aspect of this cars dynamics I dont like. Perhaps the steering could use a little more weight. Thats about it. One of the most fascinating things about the R8 is its complex, unorthodox shape. Viewed in profile, its not conventionally beautiful, looking a little stretched and with some strange design features such as the awkward ridge at the rooftop and the rather weak looking haunches. Move around the car and the shape improves with front and rear three-quarter views looking especially muscular. There are many details to soak in. The side blades which channel air to the engine can be specified in many different colours and finishes. Look closely at the headlights and youll see an R8 logo etched into the main beam reflector. The twelve LED running lamps that rim the light pod look particularly menacing when looming out of the darkness. The engine bay is beautifully displayed and the interior is an object lesson in how to package a two seat car with plenty of space, decent visibility and fantastic Audi build quality, the monoposto fascia sweeping from door handle to door handle in a broad arc and encompassing the main dials and information system. Theres room in the front boot for a couple of squashy bags and theres also a slot behind the seats but the R8 is otherwise not long on luggage space. At the moment there is just one engine offered and its available with either the manual gearbox at £78,195 or the R tronic sequential box at £83,395. Standard equipment includes 19-inch alloy wheels, leather seats, bi-xenon headlights, ESP stability control and a retractable rear spoiler. Desirable options include Carbon Sigma sideblades, extended leather treatment for the cabin, carbon fibre fascia inlays, satellite navigation, electric adjustment for the front seats, parking sensors and the extended light package that includes lighting for the engine compartment. Its not rare for R8s to be leaving dealerships costing well into six figures. One thing Audi do need to get to grips with is dealing with the demands of supercar buyers. There have been some initial grouses about the way waiting lists for the car have been administered and this is one area where there is no substitute for experience. Benchmarking Aston Martin would pay dividends here. The R8 may well be the sensible mid-engined supercar but dont let that lull you into the false belief that itll be cheap to run. It comes with some properly exotic running costs as the test route fuel consumption figure of 8mpg demonstrated. Driven (much) more sedately itll average just over 19mpg if you opt for a manual car and nearly 21mpg if you choose the R tronic equipped model. Get a bit enthusiastic with the R8s playful rear torque bias and you could soon immolate a pair of rear P-Zeros and this 295/30 R19 rubberwear can be an expensive habit. Insurance is a top of the shop Group 20 but you probably wouldnt expect anything else. Audi run a scheme underwritten by Zurich thats worth a try. Depreciation is a tougher one to get a handle on. The initial slew of speculators jumped on the R8 waiting lists long ago but much will depend on how quickly these cars are built at Neckarsulm. Figures of 350-400 cars a year for the UK suggest that the R8 will never become ubiquitous in the way Porsche 911s are which should help prop up residuals. The Audi R8 has no right to be this good. Yes, we knew Audi had it in them to build a corker of a sports car but they could have at least respected the hierarchy and produced a couple of duffers before they unleashed something like the R8. It makes many far more expensive exotics look faintly silly. What it lacks - and this sounds a little odd given that were talking about Audi is conspicuous badge equity. Its why some will look at the money Audi is charging for this car and still be prepared to lay down several thousand pounds more for a Lamborghini Gallardo or a Ferrari F430. About the only flaw in the R8s make up is that its almost too versatile. Itll sit happily in traffic and is eminently commutable but those who can afford a stable of four or five cars might well choose something even more focused such as a 911 GT3 or a Gallardo Superleggera to get their jollies. I think that might be called damning with faint criticism.Facts At A Glance CAR: Audi R8 PRICES: £79,075-£84,275 on the road INSURANCE GROUP: 20 CO2 EMISSIONS: 325-349g/km PERFORMANCE: 0-62 4.6s Top Speed: 187mph FUEL CONSUMPTION: (urban) 12.7 (extra urban) 27.6 (combined) 19.3mpg STANDARD SAFETY FEATURES: ESP, twin front and side airbags, anti lock brakes, traction control, ISOFIX child seat fixing WILL IT FIT IN YOUR GARAGE?: length/width/height 4431/1904/1249mm
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