Used Audi A3

A full used car buyer's guide on the Audi A3 covering the A3 Mk2 (2003-2013) and the A3 Mk3 (2012-date). Audi wasn’t the first maker to offer a posh small car, but it was the first to be successful. Until the original Audi A3 arrived in 1996, most contenders in this market were built down to a price. But when the A3 car appeared nearly 20 years ago, it cost as much as many models in the class above. 

Things have changed a lot since then, as many of the Audi’s more mainstream rivals like the BMW 1 Series and Mercedes A-Class are significantly more costly, so while the A3 still has the edge on build quality and class, it’s no longer that expensive in comparison. 

A used Audi A3 has always been a tempting proposition thanks to its positioning at the head of the Volkswagen Group's family hatchback line-up. While the equivelant Volkswagen Golf, SEAT Leon and Skoda Octavia models have always used the same technology as the A3, the Audi badge ensures extra desirability and better residual values. 

The original A3 ran from 1996 to 2003 but it's the Mk2 that sold from 2003 to 2013 and the Mk3 that arrived in 2012 that we're focused on here.  

• Audi A3 Mk3 (2012 -)  - Classy hatch isn’t cheap used, but it’s worth shelling out for.
• Audi A3 Mk2 (2003-2013) - Affordable way into Audi ownership, lots of choice and should be reliable. 

Audi A3 Mk3

Prices from £13,000.

The third-generation A3 arrived in September 2012 as a three-door hatch, with 1.4 TFSI and 1.8-litre TFSI petrol or 2.0 TDI diesel engines. The latter came with front or quattro four-wheel drive, and soon after launch a 1.6 TDI engine joined the range – although both diesels have since been embroiled in the VW Group emissions scandal. 

By March 2013, a five-door Sportback had been added, featuring a 35mm longer wheelbase to give more rear legroom than in the three-door car. A 104bhp 1.2 TFSI engine was introduced in spring 2013, alongside a 60mpg Cylinder on Demand (CoD) 1.4-litre TFSI, capable of running on just two cylinders when cruising. 

The 296bhp S3 also appeared in 2013, as did a powerful 181bhp 2.0 TDI, then in May 2015 a 1.6 TDI Ultra launched, with 89g/km and 83mpg. Audi has confirmed 2015’s Euro 6 diesels are not affected by the scandal, but it’s unclear which cars in the A3 line-up are. 

Audi A3 Mk3 reviews

Audi A3 Sport review
Audi A3 S-Line review
Audi A3 1,6 TDI SE review
Audi A3 1.8 TFSI review
Audi A3 2.0 TDI Sport
Audi A3 1.4 TSI long term test review

As all A3 engines are turbocharged, they have plenty of pulling power, while the S tronic twin-clutch automatic gearboxes are just as good as the six-speed manuals fitted as standard on most models.

The A3 comes in SE, Sport and S line trim. Entry-level cars feature 16-inch alloys, a 5.8-inch display, eight-speaker hi-fi, Bluetooth, Isofix, remote central locking and electrically adjustable mirrors. Also included are heated windscreen washer jets, a multifunction steering wheel, electric front windows (and rears on the Sportback), plus air-con. Sport adds 17-inch wheels, sports seats and suspension (lowered by 15mm) and dual-zone climate control. S line cars come with 18-inch alloys, part-leather, xenons plus sportier design details inside and out. 

The BMW 1 Series is the Audi’s closest rival in terms of price, size and image. It’s also available with a wide choice of engines and bodystyles, and while prices can be high, supply is plentiful. The Volkswagen Golf Mk7 is another tough adversary; it’s a bit more affordable, yet mechanically it’s the same, although not all of the A3’s engines were offered in the Golf, plus there was no four-wheel-drive option in the mainstream line-up. More affordable still is the Mazda 3, which features sharp styling and generous equipment, but if a premium badge is key, take a closer look at the Mercedes A-Class. 

Inside, the A3’s finish and layout are exemplary. But low-spec cars can be sombre. Space is good, although the Sportback is worth having if you use the rear seats a lot. The three-door has a 365-litre boot, or 1,100 litres with the seats down. It expands from 380 litres to 1,220 litres in the Sportback.

Some early examples of the 1.4 TSFI engine suffered from rattling under acceleration, because of the wastegate actuator rod vibrating. 
 
The screen for the Multi Media Interface control system slides out of the dashtop, but it can creak. The mechanism needs to be lubricated or even replaced.











Some owners have had problems with leaking water pumps, leading to the coolant level dropping. Look out for puddles under the car.

The long doors of the three-door A3 improve access to the back seats. But they’re also prone to damage down the trailing edge when opened.

All A3 Mk3s come with variable servicing that allows up to 19,000 miles or two years between checks. Expect each service to cost around £295, or £200 for a 10,000-mile oil change if you prefer annual maintenance. At three years old, an A3 will see its minor service drop in price to £159. 

All diesels plus the S3 have a timing belt that needs to be replaced every five years or 75,000 miles. Expect this work to cost £455, or £599 if the water pump is replaced. 

Fresh brake fluid is needed after three years then every two years (at £59), while the air-con should be serviced every two years; dealers charge £79 for this to be done.

The Mk1 and Mk2 A3 were recalled 14 times. But since the Mk3 arrived three years ago, Audi’s issued just five recalls across its entire range – although most of these affected several models at a time. That was until, of course, the worldwide VW Group recall hit 11 million cars. The Mk3 A3 is one of the models involved in the emissions crisis. Visit the Audi website to see if a potential buy is to be recalled.

After making its debut in 2014’s Auto Express Driver Power satisfaction survey in 16th place, the Mk3 A3 dropped to 27th in 2015 – it was beaten by the Peugeot 308 and Seat Leon. Sixth for build quality is no surprise, while in-car tech (22nd), performance (26th), handling (33rd) and reliability (36th) are further highlights.

  
The A3 was crowned World Car of the Year in 2014, while our sister website Carbuyer named it Best Luxury Small Car at its annual awards this year. Carbuyer said the A3 came out on top in its class because of its ability to “demonstrate everything that makes an Audi special” and commended it for offering “a selection of engines that ranges from the very frugal to the very fast”. It also praised the A3 Sportback for being “practical, affordable to run and hugely desirable”. 

While strong residuals mean the A3 can be costly to buy used, we reckon it’s worth the premium for its blend of refinement, a strong image, build quality and efficiency.

Audi A3 Saloon

The latest Audi A3 has a lot to recommend it and, to our eyes at least, the saloon version brings a dose of extra style to the line-up.

With its traditional 'four doors and a boot' design, the Audi may lack the extrovert looks of the Mercedes CLA, but it makes up for that with a genuinely upmarket feel - especially if you can afford the LED headlamps and the S Line trim.

It's not a cheap car when compared with VW Group stablemates such as the VW Golf or Skoda Octavia but the well-equipped, comfortable and beautifully built interior adds to a sense of premium motoring, so you shouldn't feel shortchanged.

There's a great range of petrol and diesel options, plus the addede attraction of quattro four-wheel-drive and Audi's S tronic dual-clutch gearbox. The downsides are limited headroom in the back, and a boot that's well-proportioned but not as versatile as the A3 Sportback.

Our Choice: 

Audi A3 Saloon 1.4 TFSI Sport Navigation.

The Audi A3 Saloon is part of the increasingly extended A3 family – its sister-models are the three-door hatch and five-door Sportback. This four-door version also forms the basis for the more recent A3 cabriolet.

This model was launched in 2013, the first time a saloon has been offered as part of the A3 range. It owes its existence to the fact that markets such as China and the US prefer the four-door format over hatchbacks. Of course, Audi reckons it can sell a few here in the UK too.

The Audi A3 Saloon uses the same platform as the Sportback, so it has slightly more rear legroom than the three-door hatch. It also offers 45 litres more boot space than the Sportback.

It’s definitely not a ‘taxi special’ - Audi is pitching the A3 Saloon as a premium model in the line-up, so it’s available only in high-spec Sport Navigation and S line Navigation trims. It also carries a hefty price premium of around £1,500 over the three-door.

As you would expect, the A3 Saloon borrows its engines from the rest of the line-up, kicking off with a 1.4-litre petrol TFSI engine, which features cylinder deactivation technology (CoD). Also available is a 1.8 TFSI petrol engine, plus 1.6 and 2.0 TDI diesels.

In addition to the previously available Audi S3 hot hatch, there is also a 296bhp Audi S3 saloon.

You have to look quite hard for direct rivals to the A3 saloon. Mercedes makes a saloon version of the A-Class called the CLA but that has swoopy coupe-inspired styling whereas the A3 – while sleek – looks more like a traditional four-door. The Skoda Octavia shares the Audi’s platform but not its premium/executive badge, leaving buyers looking up to rivals such as the larger and more expensive BMW 3 Series saloon for alternative choices.

The A3 Saloon is based on the same accomplished platform as the regular A3 hatch, as well as the Volkswagen Golf, SEAT Leon and Skoda Octavia. Therefore, it drives in the fuss-free manner you’d expect. With a good driving position and well-weighted controls, you feel immediately at home.

The front and rear tyre tracks are 20mm wider than on the A3 Sportback, and Audi offers a choice of three suspension settings. The softer standard set-up is available on all versions as a no-cost option.

We recommend all buyers choose the softer suspension because, without it, your Sport model will be delivered sitting on 15mm lower suspension as standard, while the S line is dropped a further 10mm. Like all other Audi S line models, this gives the A3 Saloon an unnecessarily firm ride on British roads.

Buyers can also opt for £995 Magnetic Ride dampers, which provide Comfort, Auto, Dynamic and Individual settings. However, we still prefer the standard suspension as it improves the ride and barely affects the handling.

On twisty roads, the A3 Saloon feels agile and responsive, and its neat dimensions mean it is at home on narrow roads. It comes with an electronic diff as standard, so understeer is controlled. A four wheel drive quattro powertrain is available with all but the 1.4-litre petrol engine.

Audi’s smooth-shifting S tronic dual-clutch automatic is available with all engine choices, but lower-powered models come with a six-speed manual as standard.

Unusually, at least as far as an Audi saloon is concerned, we’re not recommending one of the diesel engine options.

In fact all the engines are fantastic, but we’d mark out the 1.4 TFSI Cylinder on Demand-equipped petrol as the one to go for. CoD means a pair of cylinders is switched off seamlessly when the engine isn’t under load – for example coasting on the motorway – which greatly increases efficiency.

The latest 148bhp 1.4-litre TFSI CoD is 21kg lighter than the engine it has replaced, and with 250Nm of torque from just 1,500rpm, it delivers lively performance and rapid in-gear response. The 0-62mph time is 8.2 seconds with a 139mph top speed.

The bigger 1.8 litre TFSI petrol doesn’t feature CoD, but its 178bhp brings greater performance and as a result it’s only available in S line quattro guise with S tronic gears. It will do 0-62mph in a snappy 6.8 seconds and has a 146mph maximum.

There are three diesel options, the first being a 1.6 litre 109bhp that does 0-62mph in 10.7 seconds, or 11.2 seconds in quattro-equipped cars.

The 2.0 TDI is available with either 148bhp or 182bhp. The lower-powered version is slower to 62mph with a time of 8.6 seconds with manual gears, whereas the 182bhp model with quattro and S tronic knocks the sprint off in 6.9 seconds and goes on to a 147mph maximum.

The most efficient engine in the Audi A3 Saloon range is the 1.6-litre TDI diesel, which in its most basic trim has a six-speed manual gearbox and returns 72.4mpg as well as CO2 emissions of 104g/km. When fitted with Audi's quattro drivetrain, emissions increase markedly to 127g/km while economy drops to 60.1mpg.

The other diesel engines in the line-up are the 2.0-litre TDIs. When fitted with the S tronic system in 148bhp guise, the 2.0 manages 62.8mpg and emits 118g/km of CO2. If you stick with the regular six-speed 'box, then efficiency increases thanks to 68.9mpg and 107g/km of CO2.

Opt for the more powerful 182bhp 2.0 TDI, and the best you’ll manage is 67.3mpg and 112g/km from the manual version. The S tronic quattro version returns up to 58.9mpg and 127g/km.

The petrol engines are also efficient. The 1.4-litre TFSI unit with Cylinder on Demand technology and S tronic gearbox will return punchy performance, plus 60.1mpg and 109g/km of CO2. Without the S tronic 'box, it'll still manage a credible 110g/km of CO2, as well as 58.9mpg.

The other petrol engine in the Audi A3 Saloon range is the 1.8-litre TFSI. In quattro spec with the S tronic unit bolted on, it does 42.8mpg with emissions of 153g/km of CO2.

The Audi S3 quattro Saloon is powered by a 2.0-litre turbocharged engine, which produces 296bhp, 40.9mpg and 159g/km. Unsurprisingly, thanks to its performance, it's the least efficient car in the line-up.

Audi’s design philosophy tends to run along the lines of ‘if it ain’t broke, don’t fix it’, so the A3 Saloon is barely distinguishable from other cars in its compact car range.

From head-on, the saloon looks identical to the A3 hatch, while moving to the side reveals the standard three-box shape that marks out all of the Audi saloons. Indeed, when viewed from a distance, and with no scale of reference, the A3 Saloon could be confused with an A4, A6, or even the flagship A8.

For some people Audi’s uniform look isn’t a bad thing, as the sharp, no-nonsense lines, tight panel gaps and distinctive light clusters give the car a simple, yet classy appearance. In fact, the optional LED daytime running lights even make the A3 appear quite stylish, although as part of a £2,000 LED headlamp upgrade package they certainly don’t come cheap.

Step inside the Audi A3 Saloon, and again it's immediately evident that the cabin shares its layout with the A3 hatch. That means you get a pop-up display screen on top of the dash, round air vents, a bank of switches and a rotary control wheel just behind the gear lever to operate the infotainment system. You also benefit from Audi’s excellent build quality, but again there are no surprises.

The standard-fit infotainment package on all A3 Saloons includes sat-nav with mapping on the 5.8 inch colour display screen that pops out of the dash. The stereo comes with an 8-speaker installation, a single CD player and Bluetooth or USB/cabled connectivity for streamed music.

If you want to upgrade, £1,145 gets you the Technology Package that brings HDD-based sat-nav with a high-res seven-inch display and 3-D mapping. You also get a DVD player and additional MMI Touch (touch sensitive) functionality with handwriting recognition for when you want to enter postcodes or phone numbers.

A couple of hundred pounds more gives you Audi Connect, which turns your car into a Wi-Fi hotspot. The optional Audi sound system is £255 and gives you a 10-speaker system with 180 Watts of output. For £750 you can specify a Bang & Olufsen surround sound system with 705 Watts and 14 speakers.

The driver and front-seat passenger are very well looked after in the A3 Saloon, as the front row accommodation mirrors that in the rest of the range. That means a very good range of adjustment for driving seat and steering wheel, and comfortable seating with a good view of the important controls and the road ahead.

The interior quality is excellent, which adds to the comfortable ambience, and if you’re feeling lavish you can splash out on luxuries such as quilted leather seats that add to the premium feel.

On a more practical level, while visibility out of the back isn’t brilliant, it’s noticeably better than the Mercedes CLA saloon with its coupe-like hind-quarters.

Cabin storage is decent too, with a good-sized glovebox, cupholders and storage under the flip-up armrest.

At 4,460mm the A3 Saloon is noticeably longer than its five-door A3 Sportback stablemate, which is only 4,310mm. However, the Audi saloon is also noticeably shorter than the 4,630mm Mercedes CLA and the 4,624mm BMW 3 Series saloon.

The 1,796mm Audi and the Merc are equally wide between the mirrors, but the BMW is a little wider at 1,811mm. Surprisingly perhaps, the 1,416mm tall A3 Saloon is a couple of cms lower than the CLA, while the 3 Series splits the difference.

It’s easy to forget the A3 Saloon is not a big family car, but that said its small-ish back doors aren’t really an issue. However, a low roofline does mean that you might bang your head when getting in and out.

Although it’s a full five-seater, passenger space in the back is tight. There’s only just enough legroom for adults – but certainly more than in the three-door hatch. You’ll squeeze three abreast on the back seat too if necessary, but three adults won’t want to stay there for long journeys.

The Audi does offer two air vents and a 12V socket in the back to help passengers feel looked after, though. The latter will be particularly useful if you have kids who want to power their Wi-Fi-enabled gadgets.

The Audi A3 Saloon gets an ample 425-litre boot and its flat sides create a square load area that’s extremely useable. In comparison, the A3 Sportback's boot offers a less generous 380 litres, while the more expensive BMW 3-Series saloon offers a giant 480 litres.

The back seats fold flat to accommodate larger items, but they leave a distinct step in the floor and can only be dropped from inside the passenger compartment, which makes using them a bit more hassle than it might otherwise be.

There’s also an optional Through-Load set-up, which comprises a drop-down centre armrest with cupholders and a storage compartment.

A well-thought-out towing hitch is a £625 option. The ball is removable, while the 12-pin socket swivels out of sight behind the bumper skirt.

The A3 range is still fairly new, and our Driver Power 2015 satisfaction survey shows owners are impressed with the build quality and in-car tech. Decent performance and running costs, plus a great driving experience, helped the car finish 27th in our Top 200 cars, although it wasn’t the highest-placed Audi in the survey – the Q3 came 14th and the A5 Sportback was 26th.

For reliability, the A3 came in 36th overall, which isn’t a result to be sniffed at, and on that score only the Q3 did better – ranking 18th.

In the Manufacturer rankings, Audi could only manage 13th place out of 30, although it just pipped BMW by one place and was only a couple of places behind Mercedes.

On the safety front, the tech that impresses owners includes some smart safety features which ensured the hatchback version of the A3 earned a five-star Euro NCAP crash test rating. As well as seven airbags and a host of electronic driver aids, the Audi gets a pedestrian-friendly active bonnet and driver-tiredness monitor as standard. Kit such as blind spot warning and a lane keeping aid is on the options list.

Although the A3 Saloon hasn’t been tested, you can be pretty confident that the EuroNCAP ratings for the hatchback model would translate into similar results for the saloon. The A3 hatchback’s 95 per cent safety rating for adults was particularly impressive – the Mercedes CLA scored 91 per cent – as was its 87 per cent rating for child safety.

The Audi’s three-year/60,000-mile warranty used to be par for the course, but it looks increasingly ungenerous in an era when budget brands such as Hyundai and Kia are offering five- and seven-year warranties. Audi’s premium rivals BMW and Mercedes both offer three years too, but at least they don’t put a mileage cap on cover.

The fixed cost is £159 for an interim service, or £309 for a full service - but you can opt for a variable service schedule based on the car's on-board monitors, instead of an annual routine.

Audi also offers a three-year maintainence plan for £16 per month, which private buyers can include with any finance deal.

Audi A6

The A6 is Audi's classy compact executive car rival for the BMW 5 Series and Mercedes E-Class.

Along with the BMW 5 Series and the Mercedes E-Class, the Audi A6 is one of the most established models in the executive car sector. It’s available as a four-door saloon and as an estate, known as the Avant.

As with all Audis, the A6 has a smart, well built interior, while under the bonnet there’s a strong line-up of engines. This kicks off with the frugal 2.0-litre TDI diesel in the Ultra model – which is aimed at company car drivers with its 109g/km CO2 emissions and 67.3mpg claimed fuel economy – while topping the range is the sizzling 552bhp RS6 Avant.

Sharp looks and the appeal of the Audi badge on the bonnet add to the A6’s desirability and, as you’d expect in this sector and at this price, there’s a generous level of equipment as standard. It isn’t quite as much fun to drive as the 5 Series or a Jaguar XF, but it’s more enjoyable than the E-Class – although the Mercedes has the edge on comfort.

Along with the BMW 5 Series and the Mercedes E-Class, the Audi A6 is one of the most established models in the executive car sector. It’s available as a four-door saloon and as an estate, known as the Avant.

As with all Audis, the A6 has a smart, well built interior, while under the bonnet there’s a strong line-up of engines. This kicks off with the frugal 2.0-litre TDI diesel in the Ultra model – which is aimed at company car drivers with its 109g/km CO2 emissions and 67.3mpg claimed fuel economy – while topping the range is the sizzling 552bhp RS6 Avant.

Sharp looks and the appeal of the Audi badge on the bonnet add to the A6’s desirability and, as you’d expect in this sector and at this price, there’s a generous level of equipment as standard. It isn’t quite as much fun to drive as the 5 Series or a Jaguar XF, but it’s more enjoyable than the E-Class – although the Mercedes has the edge on comfort.

Our Choice: 

Audi A6 Ultra TDI S line S tronic.

In the past, the Audi A6 has struggled to match its biggest rival in the executive car class, the BMW 5 Series. However, the latest version is different. Soon after it launched, we named the A6 Best Executive Car at the Auto Express 2011 New Car Awards 2011, and although it missed out on the top spot in 2012 and 2013, the car won the crown again in 2014 and 2015.

Thanks to the introduction of the new Ultra spec, which boosts performance and efficiency, the A6 has set the class standard even higher. It's a great all-rounder with handsome looks, style and class to match that of its Jaguar XF arch rival. There are few compromises in the way it drives, and it’s a lot more entertaining than the Mercedes E-Class.

The A6 is available in four-door saloon and five-door Avant bodystyles – the latter offers 565 litres of boot space with the seats up and 1,680 litres when they’re folded. That's more than a BMW 5 Series Touring, but less than a Mercedes E-Class Estate.

Audi also sells an A6 Allroad, based on the Avant. This features rugged styling, a raised ride height, special body cladding and quattro four-wheel drive, and competes with the likes of the Volvo XC70.

In the standard A6 range, buyers get a choice of SE, S line and Black Edition trim levels, with six-speed manual or seven-speed S tronic automatic gearboxes. The regular model comes with diesel power only – only the high-performance S6 and RS6 feature petrol engines – and the entry point to the range is a 2.0-litre TDI. From there, customers can move up to a 3.0-litre TDI or a twin-turbo 3.0-litre BiTDI, both of which feature Audi’s quattro four-wheel-drive system.

The A6 was facelifted in late 2014 with new lights, wheel designs and some trim tweaks. While you won't spot the visual tweaks easily, the improvements Audi made to fuel efficiency at the same time will appeal to company car drivers and private buyers alike.

A high-powered four-wheel-drive S6 model joined the line-up in 2012 and is powered by the same twin-turbocharged 4.0-litre petrol V8 used in the brilliant Bentley Continental GT V8. This delivers 444bhp and a muscular 550Nm of torque to all four wheels, and takes the car from 0-62mph in 4.6 seconds.

Sitting at the top of the range is the RS6. It’s only available in Avant guise, so it combines the practicality of an estate with the performance of a supercar. Its 4.0-litre bi-turbo petrol engine produces 552bhp and 700Nm of torque – enough for 0-62mph in 3.9 seconds.

Audi has used lightweight metals in the A6, so even though it’s a big car, it’s agile on the road. The steering doesn’t give you as much feedback as you get with the BMW 5 Series or the Jaguar XF, but it’s precise and more involving than the set-up in the Mercedes E-Class.

The Audi is agile through corners, with direct, responsive steering and decent body control when changing direction. Plus, the cabin is very quiet and refined, so this is a great motorway car.

While its three main rivals are rear-wheel drive, the A6 sends power to the front axle or to all four wheels. As a rule, that makes the Audi safer and leaves it with more grip in slippery conditions (particularly quattro four-wheel-drive models). However, rear-wheel-drive cars are usually more poised and fun to drive, so the A6 loses out as far as enthusiasts are concerned.

Entry-level models get a six-speed manual gearbox, but Audi’s seven-speed S tronic automatic is widely available throughout the range. The top-end 3.0-litre BiTDI models come with eight-speed automatic transmissions, which are super smooth.

The ride is on the firm side, especially on S line models, which have stiffer, lowered sports suspension and larger wheels. These versions really thump and jar over potholes. Buyers wanting smoother progress can select the softer Dynamic suspension from the SE as a no-cost option on S line models. Alternatively, adaptive air-suspension is an expensive £2,000 extra.

The entry-level 187bhp 2.0-litre TDI Ultra model offers the best compromise in terms of performance and efficiency. Surprisingly, it’s more economical with the S tronic gearbox than the manual – and a large executive car like this is naturally better suited to an auto anyway – so if you can afford the £1,500 or so extra, it’s well worth it.

The S tronic gearbox is effortlessly smooth in its changes and the 2.0-litre diesel is incredibly refined, with very little engine noise unless you’re driving it hard. The auto version is also 0.2 seconds quicker from 0-62mph than the manual A6, taking 8.2 seconds.

If you want something with a little more grunt, consider the 215bhp or 268bhp 3.0 TDI diesels; both come with Audi’s quattro four-wheel-drive system as standard and deliver impressive performance. Go for the twin-turbo BiTDI, and you get a whopping 316bhp and vast amounts of mid-range power – this gives the saloon a 0-62mph time of five seconds flat.

Even more extreme performance can be found with the four-wheel-drive S and RS models, which are the only petrol-powered cars in the A6 range. The S6 comes with a 444bhp 4.0-litre TFSI engine, and claims 0-62mph in 4.4 seconds, while the flagship RS6 Avant has a 552bhp version of the same engine and completes the benchmark sprint half a second faster.

The engine line-up of the standard A6 is limited to 2.0 and 3.0-litre TDI diesels. Our pick is the entry-level A6 Ultra, which has a 187bhp 2.0-litre TDI. This claims impressive 67.3mpg fuel economy and CO2 emissions of just 109g/km when it’s hooked up to the S tronic automatic gearbox. It’s the most efficient model in the executive saloon class and sits in road tax band B, which means an annual bill of £20 for private owners.

That also makes the car an excellent choice for company drivers as it gives an incredibly low Benefit in Kind rate for this class, at 19 per cent. Other engine options include the 3.0-litre diesel, available in three states of tune: 215bhp (60.1mpg and 122g/km), 268bhp (55.4mpg and 133g/km) and 312bhp (47.1mpg and 159g/km). All models come with stop/start and a brake energy recovery system as standard.

Running costs are obviously much higher for the petrol-powered performance models: expect 30.7mpg economy and 214g/km CO2 emissions from the S6 and 29.4mpg and 223g/km from the RS6.

The Audi A6 may not be the most exciting car to look at, but it remains one of the most elegant and appealing designs in the executive car class. Sharp lines and stylish touches give it a classy feel. Some people might find it a bit too staid, and you could be forgiven for mistaking the car for the larger A8 or smaller A4 from Audi’s range

SE models can look a bit uniform and bland on standard 17-inch alloy wheels, but move up to S line trim and you get 18-inch wheels, lowered and stiffened suspension and a mild bodykit. All versions feature cool-looking Xenon headlamps with LED daytime running lights, while upgraded full Matrix LED lamps with scrolling indicators are optional.

The class-leading interior is largely shared with the coupe/fastback Audi A7 and takes styling cues and quality hints from the top-of-the range A8 luxury car. Upmarket instruments, Audi's MMI infotainment system and a perfect driving position combine to create a functional, comfortable and premium-feeling cabin.

Audi allows you to upgrade just about everything inside the A6, adding higher-grade leather and wooden dashboard inserts, but it feels like a top-quality product even if you don't plump for expensive options. We would recommend the £1,625 Technology Pack, though. Among other things, it brings a seven-inch colour TFT display between the dials, similar to the one seen in the latest Audi TT sports car.

Entry-level SE versions of the A6 come fitted with cruise control, as well as USB and auxiliary inputs, and Bluetooth. They also feature park assist, automatic lights and wipers, leather upholstery and a Google-powered sat-nav system. S line spec adds special interior trim, sports seats and Xenon lights.

Black Edition models are marked out by 20-inch titanium-look alloy wheels, a Bose audio system, privacy glass and a polished black grille. The S6 and RS6 get sporty but subtle bodykits and upgraded spec lists. All versions have dual-zone climate control as standard.

The sat-nav system itself is quite swish as you can upgrade to a Google Maps street view version, although the standard set-up works just fine.

The latest Audi A6 is shorter than its predecessor, but it's also wider and more spacious. There's plenty of useful storage throughout the cabin, with large door bins and a deep cubbyhole with a lid between the front seats. A £900 Convenience Pack adds a reversible boot mat and ski hatch for long loads, plus sun blinds for rear passengers.

The five-seater A6 saloon isn’t a small car, but four-door saloons aren’t the most practical choices by their very nature. If you need more space, particularly in the boot, then the A6 Avant estate is worth a look. Equally, if you plan on using the car for towing or live down a rugged country track, for example, then the A6 Allroad has a raised ride height and is better able to cope with mild off-roading thanks to its exterior cladding and underbody protection.

Even though it’s shorter than the old A6, the current model is still the longest car in its class. It measures 4,933mm in length, compared to 4,899mm and 4,879mm for the BMW 5 Series and the Mercedes E-Class respectively. The Audi is also 1,864mm wide and 1,468mm tall.

The A6 is a big car and there's plenty of space to get comfortable inside, with heaps of head, leg and shoulder room in the rear, even for tall adults. Plus, it doesn't feel as claustrophobic as some of its rivals, as the big windows let in a lot of light.

The vast 530-litre boot in the Audi compares well to those of its competitors. The A6 has a bigger load bay than the BMW 5 Series, which offers 520 litres, but it’s slightly smaller than the Mercedes E-Class saloon’s 540-litre capacity. As with every four-door, it’s hampered by the small opening and can’t match a hatchback for practicality. Folding the rear seats creates a 995-litre luggage area and they drop in a conventional 60:40 configuration.

The current A6 has been in production since 2011, and last year’s facelift will have hopefully ironed out any gremlins that may have arisen over that time. Euro NCAP gave the car a five-star rating when it crash tested it in 2011, and while the current test is tougher than before, Audi’s latest safety tech should help the A6 maintain that performance.

Standard safety equipment includes six airbags, electronic stability control, automatic lights and wipers, hill hold assist and park assist. However, if you want advanced kit such as night vision and head-up display, they’re costly options.

The A6 finished in 56^th place in the top 200 of our Driver Power 2015 satisfaction survey. Owners rated build quality as a particular highlight – the car ranked fifth overall in that category. Meanwhile, Audi finished 13^th in the manufacturers chart in Driver Power 2015, which is well within the top half.

These days, Audi is a little behind the pack when it comes to warranties. It offers a three year/60,000-mile warranty, which is about average for the car industry. Its main rivals – BMW, Mercedes and Jaguar – have similar three-year packages, but they all throw in unlimited mileage cover. So if you plan to cover big distances – as many of the business users executive cars like this are aimed at will – you may be better off with a model from one of those brands.

Audi recommends that the A6 undergoes a minor service every 10,000 miles or 12 months and a major service every two years and 20,000 miles. Exact maintenance prices for new cars depend on the dealer, but fixed-price interim servicing for models over three years old starts at £159 for entry-level A6s fitted with 2.0-litre engines, with a major check-up costing £309. That rises to £199 and £399 respectively for cars with bigger engines, which covers most of the A6 range. 

Audi A5

 

With efficient engines and attractive design, the Audi A5 is a stylish two-door coupe to rival the new BMW 4 Series.

 

The stylish Audi A5 range offers drivers an extra dose of panache compared to the more practical A4 family car on which it’s based.

With a focus on sleek design, the A5 coupe and convertible are attractive two-door models that blend performance with a surprising amount of practicality; they’re credible rivals to the latest BMW 4 Series. There’s also plenty of efficiency or performance on offer depending on which model you go for.

If you need more space but don’t like the boxy looks of the A4 saloon or estate, the swoopy ‘fastback style’ four-door A5 Sportback is worth considering too.

The Audi A5 is available in three body styles – coupe, cabriolet and Sportback. All three variants use Audi’s tried and tested range of petrol and diesel engines, as well as plenty of other upmarket technology, as you’d expect from an Audi.

The entry-level cars have a longitudinal front engine/front-wheel drive layout, but, of course, the platform was developed with Audi’s full-time quattro four-wheel drive system firmly in mind. Quattro 4x4 is optional or standard on all but the 1.8-litre TFSI petrol version.

Alongside the sizeable engine line-up there are plenty of different trim levels to choose from, including SE, SE Technik (on the Sportback only), S line and Black Edition plus.

There’s also an Ultra model if you’re after extra economy – this gets a 161bhp 2.0-litre TDI engine that returns up to 67.3mpg combined, emitting 109g/km of CO2. It’s the most efficient powerplant in the range.

At the other end of the performance curve is the V8-powered RS5 Coupe with its muscular 444bhp 4.2-litre V8 – and a £60k price tag.

The standard A5 coupe is much more affordable, however, with prices starting at just over £29k for the 1.8 TFSI petrol SE model. The starting price for the Cabriolet is £3,120 more expensive, while the entry-level Sportback looks good value at under £27k.

All the A5 models have been built at Audi’s Ingolstadt plant in Germany since the model was first introduced in 2007. The car is the third – and least sporty – of Audi’s Coupe line-up behind the R8 and the TT. It competes head-on with BMW’s 4 Series range, and also the Mercedes C-Class coupe.

Audi had been absent from the segment for a while before the A5’s introduction, which, given the success of the 80 Coupe until its 1996 demise, could have been an oversight. Audi was then focussed on the first TT, which launched in 1998 but the A5 has been a sale success since its launch and we expect to see a new model with the platform and tech from the latest A4 before too long.

Originally launched in 2007, the A5 has been around for a while now, and with fresher rivals like the BMW 4 Series and a new Mercedes-Benz C-Class Coupe on the block, the Audi has plenty of competition.

The Audi A5 could never really compete with the old BMW 3 Series Coupe when it came to driving enjoyment, and the arrival of the 4 Series means the gap between Audi and BMW in this class has opened up even further.

The Audi doesn’t feel as sharp or responsive as the BMW, and its steering feedback is more artificial. Thanks to the quattro four-wheel drive, however, there's loads of grip and it's still fun to drive. Body control is excellent with minimal lean through the corners and even the basic front-wheel drive models are enjoyable enough when you’re behind the wheel. The ride and cabin noise levels are excellent at all times as long as you steer clear of the bigger wheels.

The dual-clutch S tronic automatic transmission serves up fast shifts and decent manual control via steering wheel paddles. The £375 Dynamic Steering that varies the electronic assistance and the £520 Adaptive Damping and Drive Select system that alters the suspension firmness and other parameters are also available – though neither really makes things hugely different.

Alongside its larger alloys, the top-spec Black Edition also gets stiffer suspension, which means the ride is pretty firm. On country roads you’ll notice bumps and potholes send shudders through the steering wheel. Still, Audi offers a softer setup as a no-cost optional extra.

The best engine to go for to combine performance and economy is the 2.0-litre TDI diesel – it's strong, quiet at idle and makes a pleasingly subdued hum higher in the rev range. With 173bhp it does 0-62mph in 8.2 seconds.

Even the tweaked 159bhp version in the A5 Ultra comes with no obvious eco-compromises in its quest for greater efficiency. It's smooth throughout the rev range, pulls strongly from low revs and rattles off 0-62mph in 8.3 seconds in two-wheel drive guise with a manual gearbox. Opt for the auto box with either 2wd or quattro 4x4 and that time drops to 7.8 seconds.

At the other end of the line-up Audi offers a performance-focused version of each A5 bodystyle. These versions use a snorting 3.0-litre V6 diesel engine producing 328bhp, as well as the firm’s quattro four-wheel drive system for extra grip. 0-62mph drops to 5.8 seconds, while top speed is limited to 155mph.

On the petrol side the range starts with the 168bhp 1.8-litre TFSI offering 0-62mph in 7.9 seconds, while the 219bhp 2.0-litre TFSI quattro does it in 6.4 seconds. Neither engine has the grunty feel of its diesel equivalent, and they’re less efficient too. You couldn’t say the 3.0 TFSI engine lacks grunt in S5-badged petrol quattro A5 though, offering as it does a 0-62mph time of 4.9 seconds with a maximum of 155mph.

You wouldn’t identify a lack of performance in the RS5 Coupe either, with its 444bhp 4.2-litre V8 and dual-clutch gearbox. It dispatches 0-62mph in 4.5 seconds on its way to a 174mph maximum.

The range-topping 3.0 TDI A5 quattro Black Edition with the S tronic gearbox sits in the 25 per cent Benefit in Kind tax bracket, but the manual front-wheel-drive SE, which emits 120g/km, cuts bills to lower than the equivalent BMW.

Go for Audi’s eco champion, the Ultra model, for the best mix of power and efficiency – it will cover 0-62mph in 8.3 seconds, but manages 67.3mpg on the combined cycle and 109g/km, which is significantly lower than the cleanest BMW 4 Series. With a 65 litre fuel tank – shared across the A5 line-up – that means you’re looking at a potential range of 950 miles on a tank, at least on the official figures. Even in real world driving, you won’t be stopping often at the pumps.

The 2.0 TDI with two-wheel-drive and manual gearbox will return 61.4mpg and 120g/km of CO2, so it just scrapes a D rating for £30 annual road tax. The BMW 420d is group E and costs £130 a year to tax – as does the Audi 2.0 TDI if you opt for the less efficient quattro automatic version, when economy also drops to 53.3mpg. The 293bhp 3.0 TDI quattro offers economy of 49.6mpg and moves up to tax bracket F.

On the petrol side, the entry-level 1.8-litre TFSI can only match the 3.0 diesel for economy, but it is a little cheaper to tax in bracket D. The 2.0 TFSI quattro can manage 42.2mpg but rises to tax bracket G, while the 3.0 TFSI S5 manages 36mpg and earns an I rating for tax.

You won’t be buying an RS5 for its economy, but just for the sake of comparison it can eke out 27mpg on the combined cycle and with 246g/km of CO2 you’ll be paying the big bucks each year in road tax.

In 2012 the A5 received a facelift to keep the styling looking fresh. The results worked well and the sharp design of the Audi helps it to stand out from the crowd (if not from the rest of the Audi range), with a crease running down the side of the car into the sleek headlights at the front.

How good the car looks can vary a lot depending on the trim level you go for, however. The standard 17-inch wheels look a bit too small, but move up to the S line model and the bigger rims, lower suspension and bold bodykit help things along.

Black Edition models add some extra visual appeal with huge 19-inch wheels, matt black exterior detailing and tinted windows, too. Inside, piano black trim, a flat-bottomed steering wheel and a Bang & Olufsen stereo mean it's a luxurious place to be.
By comparison, the efficient Ultra model flies under the radar with 17-inch wheels as standard and only a discreet Ultra badge on the boot to mark it out as the eco-focused model in the A5 line-up.

Across the range the materials used are all top-notch and feel solid, while the build quality is definitely up to the standards of the A5's premium rivals. Standard equipment from SE upwards includes climate control, Bluetooth, heated leather seats, cruise control, an auto-opening boot, an auto-dimming rear-view mirror, parking sensors and a DAB radio.

Together, the Audi A5 Coupe and Cabrio ranked as the 114th best car to own in the Auto Express Driver Power 2015 customer satisfaction survey. Although Audi finished 13th out of 33 in the manufacturer rankings – it snuck ahead of arch rival BMW by one spot and trailed Mercedes by two places. It was a disappointing result, but things improved for the A5 when the Sportback finished an excellent 26^th overall.

However while it came 16^th for build quality, the Sportback still only managed 57^th for reliability which wasn’t a brilliant performance.

If you do encounter any reliability issues, Audi’s dealers weren’t rated especially highly – the network finished 26th in the Driver Power countdown, falling short of its competitors again. The result is surely not where the Audi brand wants to be, and is somewhat at odds with the premium image of the product and its advertising profile.

The Audi A5 has not been crash tested, but the car it's based on, the previous generation Audi A4, was awarded the full five stars from Euro NCAP when it was tested back in 2009. Standard safety features on the coupe include front, passenger and curtain airbags, as well as stability control. There’s also the option to add active safety kit like lane departure warning, blind spot warning and adaptive cruise control.

The Audi A5 comes with the brand’s standard three-year/60,000-mile cover which is some way behind industry leaders on the warranty front although pretty average for the premium sector. However you can extend cover to four years and 75,000 miles for £535, providing some extra peace of mind.

Audi does offer fixed-price servicing, but it’s not as cheap as BMW’s five-year/60,000-mile package. The A5's variable service intervals mean a check-up is needed every 9,000 to 19,000 miles depending on how the car is driven. 

Audi A1

 

Classy Audi A1 supermini packs good looks, a great-quality finish and top-notch refinement into a compact body.

 

Critics have accused the Audi A1 of being little more than a Volkswagen Polo in a posh party frock, but an engaging chassis and classy interior help to lift this small car above that.

It can become very expensive once you start adding optional extras, and the A1 can’t match its arch rival, the MINI, for fun behind the wheel. But the Audi is a lot easier on the eye than the baby Brit, and those classy, understated looks are likely to clinch the deal for many potential buyers.

Plus, the smallest petrol and diesel engines provide almost as much driving engagement overall as the range-topping, high-performance S1 quattro model.

The Audi A1 is the brand’s answer to the sporty MINI, and is based on the same platform and engines as the Volkswagen Polo, SEAT Ibiza and Skoda Yeti. So like the larger Audi A3, it does suffer a bit in direct comparison to its in-house rivals – the other cars may not be as posh, but they can do most of the same jobs just as well, and often for a lower price.

What helps to lift the A1 slightly above its VW Group cousins are sharp styling and a truly impressive interior. And the high-performance S1 brings some excitement to the range, taking the fight to the likes of the MINI John Cooper Works with its 228bhp 2.0-litre turbocharged engine and quattro four-wheel drive.

The styling is typical Audi, with a big, imposing grille, narrow, piercing headlights and an attractively creased and curved body. While the A1 is perhaps not as striking as a MINI or a DS 3, it’s certainly a very handsome and beautifully understated car.

There’s a choice of three-door and five-door Sportback bodystyles, and the latter is probably the more convincing choice visually – especially if you add contrasting silver roof lines and darker alloy wheels.

However, there are some more striking colour options available. Fluorescent yellow is offered, for example, if you’re feeling especially brave, while some buyers have chosen a colour scheme for their A1 that replicates the look of classic eighties Audi Quattro and Sport Quattro rally cars. It’s all a matter of taste – and, of course, budget.

While rivals such as the five-door MINI now provide a challenge in terms of cabin space, the Audi A1 remains the most practical choice on the premium small car market, with a decent-sized boot and reasonable space in the back seats. It is a bit limited by its styling, though – there’s no distinctive difference between the three and five-door versions, as there is with a MINI.

Plus, Audi doesn’t currently provide a drop-top option to match the MINI Convertible, which comes with a full soft-top, or the peel-back fabric roof designs offered by the DS 3 Cabrio or Fiat 500C. This seems like an opportunity missed.

The best of the A1’s engines is definitely the 1.0-litre TFSI petrol unit with 94bhp. It’s not exactly a powerhouse – 0-62mph takes 11.0 seconds – but it sounds good and loves to rev, so it’s fun to drive. And as this A1 weighs only 1,060kg, it doesn’t have to struggle.

The 1.6 TDI diesel engine claims some remarkable fuel economy figures, but it’s at least £1,000 more expensive to buy than the 1.0-litre petrol, so you need to do the sums to ensure you’ll cover the mileage to justify this. Audi also offers a more powerful 1.4 TFSI petrol engine, with 123bhp or 148bhp, but for most buyers, the little 1.0-litre will do the job nicely.

Unless you’ve tried the S1 quattro, that is. It features a 2.0-litre four-cylinder turbo delivering 228bhp, which is a lot of power in a car the size and weight of this. Add four-wheel-drive traction, and you have a recipe for bags of grip to go with the thrilling performance.

As it shares mechanicals with the Volkswagen Polo, the Audi A1 unsurprisingly errs on the side of sensible rather than exciting with its driving experience. Sport and S line models get lowered and stiffened suspension (although buyers can revert to the standard set-up before they take delivery at no extra cost), plus the steering is precise and well weighted, and there’s a decent amount of grip. But the A1 can’t match the engaging MINI or DS 3 for ultimate driving fun.

The ride is quite firm in any form, so if you decide to go for an S line model then it becomes quite uncomfortable. Unless you live somewhere with exceptionally smooth roads, we'd stick to the softer-riding SE versions – or select the standard suspension on range-topping models. Visibility is good in the Audi A1, and it's pretty easy to park, so it ticks the urban runabout boxes well.

Thanks to the low weight of its engine, the 1.0 TFSI petrol model has the best steering in the line-up, and ultimately delivers the best handling of any A1.

Having said that, both 1.4-litre models offer decent economy and a lower price than the diesel cars. The 148bhp TFSI won't upset the MINI Cooper S – it's quite quick, yet lacks involvement. The S1 is faster, but comes at quite a price premium.

All engines are smooth and refined, and most are hooked up to the slick six-speed manual gearbox. However, as of the 2015 facelift, all engines – including the 1.6-litre TDI – are available with the seven-speed dual-clutch S tronic auto.

Just like the petrol engines, the 1.6-litre diesel is quiet and smooth on the move, but it works best with the manual gearbox rather than the seven-speed auto as the manual adds a dose of much-needed fun.

Even though this is the smallest car in the range, the A1 upholds Audi’s reputation for producing classy interiors. In fact, it’s the style and the quality of the finish inside that lifts this model above the mechanically similar Volkswagen Polo. There’s no getting away from the fact that the Audi has the classier cabin.

Even so, it’s a slightly uncomfortable fact for Audi – and worth thinking about for potential buyers – that the Polo and its Skoda Fabia and SEAT Ibiza sister cars are more closely matched to the A1 in real quality terms than you might think.

Also, approach the options list with caution. Not only are some extras expensive, it’s easy to start specifying some features (like body-coloured air vent surrounds, for example) that can detract from the classy look of the cabin, and make it appear it a little gaudy.

Tech options include Audi Drive Select (which allows you to choose between Dynamic, Comfort and Efficiency driving modes), as well as keyless entry and ignition. There are also sundry driver aids such as parking, rain and light sensors. So although the A1 is a small car, there’s every opportunity to spec it up like a proper Audi.

By class standards, the Audi A1 has a pretty cutting-edge infotainment system. It can be specified with Audi Connect, which brings a Wi-Fi hotspot and can call up useful information such as the cheapest petrol stations nearby – although the set-up comes at a high price.

Buyers can also upgrade to a thumping Bose surround sound system, which is a considerable step up from the standard audio set-up. One slightly odd thing is that the central display screen in the A1 doesn’t slide electrically away as it does in the larger A3; instead you have to flip it up and down with your fingers. This seems a bit old-tech for such a hi-tech car.

The A1 is up there with the safest cars in the premium supermini class, as it comes with a long list of safety equipment as standard and has been awarded a five-star rating in Euro NCAP crash safety tests.

Yet despite Audi's upmarket image and strong reputation for quality, the A1 finished well down the rankings in the Auto Express Driver Power 2015 satisfaction survey. The car came 152nd overall, and was rated only 146th in the reliability category – both represent significant drops from its position in 2014.

Owners also criticised the A1’s uncomfortable ride, practicality issues and running costs, although they praised its ease of driving.

The interior feels sturdy and durable, though, and the engines have all been tried and tested in the rest of the VW Group’s range of cars – so we’d be surprised if you encounter any major mechanical difficulties.

A three-year warranty is supplied with the Audi A1 as standard. This covers unlimited mileage in the first two years, but only up to 60,000 miles in year three. For £235, you can extend the warranty to four years and 75,000 miles, or for £500 you can stretch it to five years and 95,000 miles, and the extended guarantees can be transferred between owners.

Audi offers a choice of servicing schedules to suit how you drive your A1. If you’re mostly in town and doing short journeys, it recommends you bring your car in to your local dealer workshop every 9,000 miles or once a year for an oil change, or every 19,000 miles or two years for an inspection and service.

Drivers racking up higher mileages should have an oil change, inspection and service carried out on their A1 every 19,000 miles or two years.

New Audi R8 V10 Plus

The new Audi R8 represents a big improvement in most areas over a car that was already very good indeed. It’s lighter, faster, stiffer and more powerful than ever before. Yet at the same time it’s also more efficient and more economical, featuring one of the best cabins of any sports car, at any price. Shame it isn’t a touch more analogue in its responses, especially in the way it steers with the new Dynamic steering system fitted.

Lighter, stiffer, more powerful and faster than ever before, the new Audi R8 would appear – on paper at least – to be a much improved version of an already very good sports car.

There are two models that will hit UK roads at the end of this month, both featuring V10 engines – one with 532bhp, the other with 602bhp. The entry level version, known simply as the V10, costs £119,500, while the top notch V10 Plus model starts at £134,500.

Since its launch in 2007, the R8 has redefined what's possible in terms of dynamics and driver enjoyment while at the wheel of an Audi. Before the R8, fast Audis were always lacking somewhat in terms of emotion. In the eight years that have followed, however, Audis have got more exciting to drive across the board – the RS versions especially so. And this all-new R8 takes the game another big step in the right direction.

The headline advancements are many. The core chassis is stiffer and stronger thanks to its amalgam of carbon and aluminium. The four-wheel drive system is smarter and even more efficient, the engines produce more energy yet burn less fuel – despite the 5.2-litre block being fundamentally unchanged internally.

And then there's the new interior, complete with redesigned (and very excellent) digital dashboard featuring a new 12.3in TFT display. There’s a set of all-new seats, and an all-new Drive Select system, too.

Even the headlight mechanisms have been reengineered to incorporate Audi's optional laser light technology, meaning you will no longer be the brightest spark on the road if you specify the R8's standard LED lights (which happen to work quite brilliantly anyway).

There is no V8 model this time round, Audi instead choosing to distinguish between the top and mid level versions by giving the V10 Plus more kit as standard inside, more power and torque, and more flexibility on the move thanks to its new Performance Mode.

So, not only is there Dynamic Drive on both models, in which you can switch between Comfort, Auto, Dynamic and Individual, but in the Plus model the driver can also select between Wet, Dry and Snow settings to tailor the mapping of the engine, transmission and stability control depending on how confident they are feeling, or what the conditions are like underfoot.

There’s even a button that opens up the exhaust system which, when in sport mode, produces the requisite crackles and bangs on the overrun. To begin with, this seems like another fantastic new R8 feature, but once you realise that it emits the exact same burst of crackles, every time you back away from the throttle, it does feel a touch digitised.
 
The steering is electro-hydraulic on both models, but you can also opt for a new variable ratio Dynamic rack for an additional £1,200, which quickens the response as more lock is applied. The car we drove had this equipped, and to be honest we wished we’d been able to try a new R8 with regular steering. Actually, the steering was just about the only aspect of the car that didn't quite hit the bullseye.

There is accuracy and precision by the bucketload to the R8’s new Dynamic steering, but little in the way of feel. So you trust that the front tyres are going to go where you aim them purely by using your eyes. Your hands and fingertips, on the other hand, receive far less information, and for a car as fast and focused as this, that has to go down as a minor disappointment.

Elsewhere, the new R8 is hard – if not impossible – to fault, even if it does lack the last tenth of raw excitement that other cars in this class now offer, most specifically the McLaren 570S. The engine is an absolute peach, a classic atmospheric V10 that revs all the way to 8,250rpm. It sounds delicious while doing so, and has an immediacy of response to its throttle that no turbocharged engine could ever replicate.

The seven-speed dual clutch gearbox also works quite brilliantly in conjunction with the V10 engine, delivering up or downshifts faster than you could ever manage manually, and with an increasing level of gusto depending on which drive mode you’ve selected.

And as for the handling, body control, grip and traction – the new R8 displays so much composure everywhere, wet or dry. In fact, it feels a lot like it’s on rails most of the time. On the road, its limits are way beyond what any sane driver would ever expect to reach. Which is either a very good thing if that’s what turns you on, or a touch beige if you want a bit more edge and excitement.

Key specs

• Price: £119,500 (V10); £134,500. (V10 Plus)
• Engine: 5.2-litre V10
• Transmission: Seven-speed S tronic auto, four-wheel drive
• Power/torque: 602bhp/560Nm
• 0-62mph: 3.2 seconds
• Top speed: 205mph
• Economy/CO2: 23.0mpg/287g/km

New Audi A4 Avant 2015

There’s no denying the new Audi A4 Avant is right up there with the class best. It’s stylish, spacious and good to drive, while our Ultra spec test car shouldn’t cost much to run, either. The TDI 190 is more responsive and almost as frugal, but even this lesser-powered 150 is good to drive and brisk through its lower gears. If you spend a lot of time on the motorway, the accomplished seven-speed auto is certainly worth considering, but in all honesty this manual is hard to fault. There are some quirky features on the standard kit list but an essential like navigation really ought to be standard at this price point.

We’ve driven the new Audi A4 extensively over the past few weeks, both in the UK and on the Continent. We’ve tried petrols, diesels, manuals and autos, but until now, only the four-door saloon.

For the first time since launch in 1994, the A4 Avant customers will get their cars at the same time as buyers of the booted version. The estate will command a premium of £1,400 across the range, and boast all the same engines, gearboxes and drivetrains.

As many as 82 per cent of Audi A4 customers are destined to buy diesel, with the mid-range Sport specification expected to snatch 50% of new A4 sales. Previously, up to 65 per cent were saloons, but with that segment sitting almost stagnant in the UK, Audi reckons as many as 45 per cent of buyers will opt for the Avant this time around.

It’s easy to see why. It’s a more considered shape, with clean shut lines, a sloping roof and continuous creases that run all the way to the rear. It gets the same sharp front end, LED daytime running lights and familiar Audi grille, as well as an identical, exquisitely finished interior. Forget what anyone says about the Mercedes C-Class, for now this new A4 is the executive car interior benchmark.

In the back, there’s loads of headroom, and providing you’re not sitting behind Usain Bolt, you’ll be fine for kneeroom too. There’s a fairly hefty transmission tunnel, but like any car designed to adapt for four-wheel drive, this hurdle is almost unavoidable.

The Avant’s boot is on a par with the class best – matching the Merc C-Class for volume (1,510 litres) with its 40:20:40 split seats folded flat, and surpassing it (505 litres vs 490 litres) with them in place. All cars come with an electric tailgate, as well as an electric load cover that retracts automatically when you raise the bootlid. There are handy tie-down points and luggage nets on either side, while Audi claims a one-metre wide opening and market-leading low load lip – making it perfect for sliding bulky items in the back.

Like the saloon, three specifications will be available from launch – SE, Sport and S line. All cars get 17-inch alloys, xenon headlamps and LED daytime running lights, a seven-inch infotainment screen, three-zone climate control and keyless go. Audi will tell you that all cars come with sat-nav, but SE owners are required to link up their smartphones and use preinstalled maps through Apple CarPlay or Android Auto. Sport and S line cars get Audi’s own MMI Navigation built in.

Buyers get a choice of three petrols and four diesels, with all but the 1.4-litre TFSI petrol on sale now. We’d already tried the powerful yet frugal 2.0 TDI Ultra 190 in the saloon, but arguably the most interesting – and the one we try here – is the entry-level fleet favourite Ultra 150, with 148bhp and a six-speed manual gearbox.

First impressions are good. Push the starter button and the four-cylinder engine ticks into life with little more than a murmur. The A4 Avant stays impressively quiet around town, where the light steering and good visibility make tight streets a doddle to navigate.

Acceleration is fine, but you’ll be left trailing in the wake of BMW’s 320d ED Plus Touring. The A4 Avant Ultra 150 will sprint from 0-62mph in 9.2 seconds, while the BMW slices that to just 8.2 seconds. The tall gearing makes the Audi feel quite sluggish on the motorway, too, whereby even burying the throttle in sixth gear makes little difference to your progress.

But on the twisting roads above Marseille, we found the Avant TDI 150 came into its own. It gets the same satisfying steering and compliant ride, while keeping the car in third or fourth gear results in an impressive slug of torque right through the rev band you’re using. It feels far more responsive lower down the gears, with the full 320Nm available at just 1,500rpm.

The gearbox is a joy, too, and far preferable to anything you’ll find in a modern-day BMW. The manual shift is smooth and precise, with a reassuring feel from gear-to-gear. A seven-speed dual-clutch setup is also available, managing the exact same CO2 figures and returning identical fuel economy.

Key specs

• Model: Audi A4 Avant 2.0 TDI Ultra 150 Sport
• Price: £31,500
• Engine: 2.0-litre 4cyl diesel
• Power/torque: 148bhp/320Nm
• Transmission: Six-speed manual, front-wheel drive
• 0-62mph/Top speed: 9.2s/130mph
• Economy/CO2: 70.6mpg/104g/km

Audi A1 1.0 TFSI 2015

The entry-point to Audi ownership, the new Audi A1 TFSI won't leave anyone feeling short-changed.

 

If you’re in the market for a supermini and a three-cylinder turbo is available, it has long been the preferred option. Peppy performance, strong refinement and good fuel economy make these engines ideal for any urban commuter. And for the first time, Audi has pounced upon this growing trend by introducing a new 1.0-litre three-cylinder turbo as part of the updates for its A1. 

It’s a notable addition for a number of reasons. Firstly, because it becomes the first ever three-cylinder Audi; and secondly, as it brings the price of the A1 to under £15,000. The engine may be new, but its development isn’t. Plucked from the VW Group’s parts bin, the 1.0-litre turbo is shared with the VW Polo and produces the same 94bhp and 160Nm of torque. More impressively, it claims 67.3mpg economy and 97g/km CO2 emissions – figures that will give any prospective A1 diesel buyer something to think about. 

If the £1,115 you’ll bank from plumping for the 1.0-litre over the 1.6 diesel doesn’t tempt you, then the far more civilised manner in which it zips you around surely will. In such a small premium package, hearing the offbeat thrum of the three-cylinder up front feels un-Audi-like, but its polished power delivery and punchy character make it a great fit. 

There’s some hesitation from the engine pulling away from a standstill, but once you get beyond 1,500rpm, it spins cleanly and quietly. It packs a punch, too, sprinting from 0-62mph in 10.9 seconds. 

Unfortunately, as the A1 shares much of its DNA with the Polo, it’s more sensible than it is exciting. The smaller 15-inch wheels and softer suspension make our entry-level SE car more comfortable to live with than the Sport model. We just wish the new electric steering provided more feedback.

The long ratios of the five-speed gearbox make it an admirable motorway cruiser, keeping the engine hushed while also returning decent economy. The only downside is the long throw and the fact it’s also rather clunky.
  
Practicality remains a slight issue on the three-door model, as access to the two-seat rear is tight. However, if you fork out an extra £620 for the five-door Sportback model, you’ll have no such problem as it features a small third back seat.

 

Key specs

• Price: £14,315
• Engine: 1.0-litre 3cyl turbo
• Power/torque: 94bhp/160Nm
• Transmission: Five-speed manual, front-wheel drive
• 0-62mph/Top speed: 10.9s/116mph
• Economy/CO2: 67.3mpg/97g/km