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Exterior Styling

The latest Audi R8 – and what may well be the last, at least as we know it – has been given a nip and tuck to keep it looking on point. The results have seemingly split opinion amongst car fanatics.

This new model is muscular, angular and defined. It’s like the car’s been on a crash diet and is now sculpted and lean. Some will love that look; myself included. Others preferred the rounder, softer lines of previous models.

It’s the nose that bears the brunt of this sculpted look. It’s rather pointy, and aggressive-looking: certainly a formidable sight to see bearing down on you in your rear-view mirror.

There’s a large gaping grille, and the bumper lines are sharp and defined. Angled headlights, incorporating LED daytime running lights, make it look like the R8 is scowling. It means business.

Round the side there are more sharp lines, the most prominent of which lies towards the top of the doors. This forces air towards the sizeable intakes on the rear wings, and also allow the door handles to be hidden out of sight. Our test car had upgraded 20-inch alloy wheels.

The rear end design is much softer than the front. There’s a large grille to help the engine expel some heat, and two exhaust pipes so enormous you can practically fit your head into them. Being the ‘regular’ 570PS model there’s an adaptive rear spoiler incorporated into the bodywork.

Finished in crystal Ara Blue, our test car looked phenomenal. But it can’t score five stars in this category, for a simple reason.

The slots above the main front grille, outermost front bumper inserts, headlight accents and – most annoyingly – upper side blade area are all fake grilles. Blanks. And I’m sorry, but that’s unacceptable on a £130,000 supercar.

Interior Finish

The silver/rock grey interior on our Audi R8 test car was the perfect match for the Ara Blue exterior. It ‘popped’ in a way that no black/black/black interior could, giving the cabin a light and airy feel. Somehow, it also feels more opulent, and that exactly how a car like the Audi R8 should feel.

The shape of the seats is not overly exciting: pretty much the same as in the RS 4 and S5 models we’ve tested previously. There are optional bucket seats if you prefer.

Once you’ve taken your seat and are facing forwards, you’ll notice the minimalist dashboard. A slim dashboard, and fewer buttons than you’d expect in a car these days, give a focused feel. There’s certainly less to distract you.

The only display in the cabin is the Virtual Cockpit, which is still the best on the market. That being said, without an additional display in the dashboard it falls to the Virtual Cockpit to handle all settings menus. This is less intuitive than a touch-screen setup, and can be a bit fiddly switching between steering wheel and centre console controls.

There are plenty of small, but impressive, design touches incorporated into the Audi R8. A giant red engine start button on the steering wheel for one. And the gear selector which is like an aircraft thruster.

The cabin has a quality feel, but no more so than other Audi models. In a way, that’s a good thing. The Audi R8 feels approachable, and familiar. Which is imperative for a supercar to be usable every day.

But when you see the plastic gearshift paddles behind the steering wheel, you’ll be wishing for something a little less familiar. It may sound like a minor issue, but in the Audi R8 you’ll use those paddles a lot…

Engine/Performance

There are several reasons you may want to buy an Audi R8, but one stands out more than the rest: the engine.

Behind the driver is a 5.2-litre, naturally-aspirated V10 unit. In this entry-level version, it pumps out 570PS at a tantalising 8,100rpm. Torque is 560Nm. The Audi R8 Performance has an even more exciting 620PS and 580Nm.

Power is sent to all four wheels via a 7-speed S Tronic automatic gearbox. As a result the Audi R8 can put all of its power down with ease: 0-62mph takes just 3.4 seconds and the top speed is 201mph.

But the best thing about the 5.2 V10 is how it delivers that power. It revs quickly, with instant acceleration in any gear, at any revs. And with no turbos to optimise it can rev happily and freely, right up to an 8,500rpm red line.

Having no turbos is even better for another reason too: sound. With no turbos feeding off the exhaust gasses they are free to bellow out of the enormous tail pipes in all their thunderous glory. Put simply, the Audi R8 is one of the nicest-sounding cars currently on sale.

This is best enjoyed in manual mode, giving you full control of just how much of a sonorous soundtrack you want. Guaranteed, you will want to utilise the full rev range; as you get higher up it the noise kicks up another gear and sounds like a proper racing car.

Being an Audi, the R8 can also be quiet and comfortable. It’s very driveable at slow speeds, and in comfort mode the exhaust note shows restraint.

As the car industry shifts to electrification, there will soon be no place for an engine like this. And the roads will be a less-enjoyable place without it.

Ride/Handling

The Quattro all-wheel drive system is a wondrous thing. More than that, it makes the Audi R8 a balanced car. Not just great on the track, in the dry. But also great on a B-road, in the wet.

For the R8, the Quattro system is setup a little differently. Under general driving conditions the majority of the power is sent to the rear wheels, to provide an authentic sports car driving experience.

However depending on the road and weather conditions, 100% of the torque can be distributed to the front or rear axles. So when the conditions are sub-optimal, the R8 remains planted and capable of putting its power down.

Because the R8 is low, and has a wide track, body roll is non-existent. The steering is sharp, direct and nicely weighted. But feel is a little lacking, such that you never get proper feedback through the wheel.

It would be interesting to see if the bucket seats offer any more lateral support, because the standard seats don’t have the largest bolsters. They’re fine for road use, but I would want to feel more secure on the track.

The ‘regular’ Audi R8 makes do with steel brakes as standard. Don’t worry though, because they are a serious bit of kit: 365mm discs with 8-piston calipers at the front and 356mm discs with 4-piston calipers at the rear. That’s more than a match for the 5.2 V10, capable of bringing the R8 to a swift-yet-composed stop when required.

Some have said that the Audi R8 doesn’t feel special to drive. But it is reassuring, instilling confidence in the driver to push harder and corner faster. It’s secure; never giving the impression that it will bite. In other words, it drives like an Audi. For a supercar, that is pretty special.

Economy

After reading about the big, powerful 5.2-litre V10 engine with its 8,500rpm red line, you are probably wondering just how bad the fuel economy is.

Fear not though because you will be pleasantly surprised, as we were after a week with the car. Official figures claim combined fuel consumption on the WLTP cycle of 21.2mpg.

Impressively, our week with the car saw a figure higher than this. And that was with a disproportionately high amount of spirited driving, compared to how it would be if you owned one. Only having the car for a week, it had to be made the most of!

So why the better-than-expected economy? Well natural aspiration has a part to play in this. Turbos are effective at generating power and allowing for smaller engine sizes, but ultimately when the turbo is spooling more fuel and air is being rammed into the engine, and fuel consumption can actually be worse.

So when you’re on the motorway, and the revs are so low thanks to the 7-speed S Tronic gearbox, the Audi R8 is pleasantly efficient. And with an 83 litre fuel tank giving a theoretical range of 385 miles, your trips to the petrol station will be less frequent.

CO2 emissions are NEDC-equivalent 294 g/km. That’s with start/stop technology and all. Yes, the first-year rate of £2,125 seems like a lot. But then this is absorbed into the price of the car.

Subsequent VED will be the standard rate, currently £145. Obviously, the Audi R8 is subject to the VED surcharge in years 2-6, which is currently an additional £320 per year.

Practicality

The Audi R8 is often considered to be an ‘everyday’ supercar. One that is easy to drive, and easy to live with. But is that really the case?

Well for me, no, it isn’t. Because my family comprises me, my better half, our 2 year old daughter and a miniature schnauzer. Obviously, there’s no place in an Audi R8 for a dog. So he can stay at home.

But the 2-seat configuration means that either the wife or the daughter has to stay at home too. And a 2 year old can’t be left at home alone. Whenever we went out as a family we had to leave the R8 on the drive. And that just seemed a shame.

However, if two seats is enough for you, then the Audi R8 is a great car to live with. The boot – which is under the ‘bonnet’ due to the mid-engine configuration – isn’t the largest at 112 litres. But it is enough for a couple of overnight bags, and there is some storage behind the seats for coats and the like.

The Audi R8 is certainly easy to drive. It drives like any other Audi, so is smooth at low speeds, with seamless gear changes and a manageable throttle response.

Visibility is good to the front and sides, and the R8 is easy to judge at the near side. The rear view is a little restricted due to the engine being there. The large side blades mean over-the-shoulder visibility isn’t the best either.

Parking is easy thanks to a decent turning circle. That’s assuming you are brave enough to leave the Audi in a supermarket car park. My tip? Take your child – if you have more than one, pick your favourite – and make use of the lovely parent and child spaces!

Equipment

The Audi R8 comes with a generous specification. As, I suppose, it should, when you consider the price. But more on that in a moment.

There are two main trim levels, being the R8 and R8 Performance. Our car was the ‘regular’ one, although there isn’t much regular about it.

Standard specification is comprehensive, and includes all the creature comforts you might hope for. Keyless entry and go is standard, as is cruise control, folding door mirrors, auto lights, auto wipers, and full-LED exterior lighting.

The seats are finished in fine Nappa leather, and are heated for those chillier mornings. The seats are also electrically adjustable for extra convenience.

On the multimedia front, the entire system revolves around the 12.3-inch display of the Virtual Cockpit. There’s MMI Navigation Plus with MMI Touch, Bluetooth connectivity, Audi Connect, smartphone integration with Apple CarPlay and Android Auto, Phone Box wireless charging pad and a decent sound system.

When it comes to safety, the Audi R8 has plenty of tech to provide reassurance. First and foremost is the Quattro all-wheel drive system. In addition there is Audi Pre Sense Front collision avoidance system, two-stage Electronic Stability Programme and Audi Lane Assist.

To help with parking you get front and rear parking sensors, and a reversing camera which is displayed in the Virtual Cockpit.

The R8 Performance additions are, unsurprisingly, mostly performance-oriented. There’s carbon ceramic brakes, variable exhaust flaps, a fixed rear wing, bucket seats and a ‘Performance’ drive mode.

Value For Money

The Audi R8 Coupe, with its 570PS V10, costs from £128,295. And thanks to a generous standard specification there aren’t many options to choose from.

As is often the case with cars like this, the area where money can be spent is around personalisation rather than specification. You can opt for an Audi Exclusive paint finish, from £3,400. Or from £7,000 if you want a matt finish. The crystal Ara Blue of our test car is £1,500.

Red brake calipers are £500, and the optional 20-inch alloy wheels featured on our test car were a further £2,500. Whether you think they’re worth that money is down to personal preference, but we really like how they look; they would be a definite tick on our options list.

For £250 you can have a storage net which fits in the space behind the seats, and makes for a much more usable storage area. Given that the boot is on the small side, this is another must-have option. Finally, our test car had high beam assist at a cost of £175.

That takes the price of our test car to £133,220. Which, when you take a step back and consider what you’re getting, is exceptional value for money.

It’s less than half the cost of the McLaren 720S we tested recently. Yes, the McLaren is another step above in terms of performance, but the Quattro system levels the playing field somewhat in the real world.

And when it comes to the overall experience behind the wheel, few cars can match the audible euphoria that is the 5.2-litre V10 engine. If I had a car collection, an Audi R8 would be going in it for sure. Because in 10 years – maybe less – we will look back and wish cars like that still existed.

Facts and Figures

The post REVIEW – Audi R8 V10 Coupe appeared first on Simply Motor.

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Exterior Styling

Let’s get one thing straight from the off: the Audi A7 Sportback is an enormous car. It’s a few centimetres short of 5-metres long, giving off a big presence.

In truth the A7 Sportback hides its size pretty well. Sleek lines and the coupe bodystyle help to do this. In addition the bonnet is wide, and relatively low, which somewhat masks length.

Looking at the A7 Sportback head-on, you could be forgiven for thinking our test car was in fact an undercover police car. There are two radar sensors, and Audi has stuck them in the front grille. They not only look like they could be hidden strobe lights, but are also unsightly.

There’s no fancy bodykit on the ‘Sport’ model, but you do get signature LED daytime running lights and real ventilation holes in either front corner.

From the side profile, pillarless doors steal the show. They’re just so cool. The standard wheels are 19-inches in diameter, but actually look small in the arches of the A7 Sportback.

The wheel design is just a little on the plain side. Put it this way, the enormous 6-piston brake calipers hiding behind the alloys were more interesting to look at. There are plenty of alternative wheels to choose from, but they won’t come cheap!

At the rear, the lights extend right across the tailgate. A subtle spoiler hides in plain sight. It makes an appearance above 75mph, or you can raise it manually. There are no exhausts on show, but the bumper features silver trim which somewhat mocks them.

There’s no denying the A7 Sportback has sleek lines, but the Sport model just lacks the kerb appeal we’d have hoped for. S-Line or Vorsprung models are a lot more visually appealing from the outside.

Interior Finish

Open one of those pillarless doors and step inside the A7 Sportback, and it’s a different story altogether.

Any blandness from the Sport’s exterior is completely gone. This is one of our favourite cabins of 2019: oozing style and class.

The seats may be ‘standard’ – sports seats are an option – but they are finished in a premium leather with a nice pattern stitched into the base and backrest. Like the exterior lines, they are sleek, and are fitting of the A7 Sportback.

There’s not a lot to say about the Virtual Cockpit other that’s not been said before. It’s one of the best digital instrument clusters on the market. With full-screen Google Earth map in front of the driver, it’s a show piece too.

The new A7 Sportback features a dual-touch centre console. On the upper screen, the usual array of radio, media, phone etc. On the lower screen, climate and driver aids are easily accessed.

Then there’s the dashboard itself. It’s a split-level design, with the air vents at the top and a prominent finisher at the bottom.

Despite the prominent ‘ledge’ on the dashboard it manages to look slim, which makes for a greater sense of space up front. The Quattro badge takes pride of place on the passenger side, and rightfully so.

The interior is in no way monotonous; made up of a wide variety of high-quality materials. There’s plenty of different colours and textures, and the build quality feels of the exceptional quality you’d expect from Audi.

Above all this is a cabin you want to spend time in. Anyone I took out in the car was vastly impressed with it. And why wouldn’t they be? With such a modern, tech-oriented design the A7 feels fresh and current.

Engine/Performance

Our test car arrived in the entry-level trim – although in truth there’s nothing ‘entry-level’ about the A7 Sportback. Nevertheless, what lay under the bonnet was one of the best engines available in the A7 range.

Called the 50 TDI, it’s a 3.0-litre turbocharged V6 diesel unit that incorporates 48V mild-hybrid technology. And what a gem it is.

Power is a respectable 286PS, and torque of 620Nm is enough to stop the earth rotating. There’s an 8-speed tiptronic auto box, and as with all great Audis the A7 Sportback has its power sent to all four wheels via a Quattro all-wheel drive system.

The 50 TDI is remarkably refined. In the well-insulated cabin you can barely hear it most of the time. Listen carefully and there’s not an iota of rattly diesel-ness, but a delightful undertone of V6 howl.

Equipped with this engine, the A7 Sportback can get its skates on. The dash from 0-62mph is dealt with in a mere 5.7 seconds, and the top speed is limited to 155mph.

So on the one hand you have a rather punchy, powerful engine, capable of hauling this big car around at speed. Yet if you select Eco or Comfort on the Audi Drive Select, it’s calm and refined: happy to plod along on the motorway in blissful silence.

Overtaking is effortless. Most of the time it doesn’t even need to drop a cog thanks to the vast amount of torque.

You don’t really notice the 48V mild hybrid system, but that’s kind of the point. It does give an initial boost when sudden acceleration is requested.

For those of a petrol disposition, there’s the 55 TFSI. It’s essentially the same 3.0-litre turbocharged V6 found in the S5, but with a slightly lesser 340PS. And it’s cheaper than the 50 TDI.

Ride/Handling

When it comes to handling and performance, this A7 Sportback is a somewhat mixed bag. There are some things it does incredibly well, and others where you’d expect more.

Let’s start with the good. Those 19-inch alloys might not look the most interesting, but with a bit more rubber around them than the 20-inch or 21-inch options they do improve ride comfort.

On a long motorway drive the A7 Sportback is relaxing. Despite this being the ‘Sport’ model the standard suspension feels more set up towards being comfortable and forgiving. This is probably appropriate, given the type of driving most A7s will undertake.

The aforementioned 6-piston front brakes are a force to be reckoned with. Stamp on the brake pedal and your face will end up all over the windscreen. Given the amount of power available with the 50 TDI, and the speeds this 1,880kg car is capable of, that’s reassuring.

The steering weight is adjusted depending on the drive mode selected, and you can create your own individual setup to best suit your needs. We liked the ‘Dynamic’ setting which gave the steering a nice, weighty feel.

Now the not so good bit. We said the suspension felt more geared towards comfort. Throw an A7 Sportback into a corner and you’ll see what we mean.

The front end is heavy, with a big V6 diesel trying to push the car on. And the standard suspension struggles to cope with this, resulting in some rather unattractive body roll.

There is a solution: the optional Suspension with Damping Control. This is a less-compromised setup, with distinct characteristics for each option: Dynamic and Comfort at each end of the spectrum.

Our complaint? That on a £55,000 car this should be standard. Because the standard suspension doesn’t do the A7 Sportback justice.

Economy

It was a pleasant surprise to find that this big, executive car with a powerful V6 diesel is economical. There’s a lot of technology to help this.

The A7 Sportback has start/stop technology. With the 48V mild hybrid technology on the 50 TDI it will cut the engine before you come to a complete stop, allowing those few extra metres of fuel-free travel.

There’s a preset ‘Eco’ drive mode, in which the Tiptronic gearbox becomes eager to hunt out higher gears and make use of the mountain of torque available at low revs. Throttle response is backed off too, making gentler acceleration easily attainable.

The result is a combined 37.7mpg on the WLTP cycle. If that’s not impressive enough for a car like this, then the fact that this figure can be somewhere in the mid-forties on a gentle motorway cruise should do the trick.

CO2 emissions are 147g/km when converted to NEDC-equivalent standards, which are used for VED purposes.

First-year VED on registration is a mere £210 – easily lost in the list price of an Audi A7 Sportback. Subsequent years’ fall foul of the VED surcharge due to the car costing more than £40,000. The standard £140 gets £320 a year added.

As annoying as the surcharge is, it will affect all the rivals of the A7 Sportback – such as the BMW 6-Series or Mercedes-Benz CLS. Furthermore, anybody who leases their vehicle won’t notice, because the lease company usually pays the VED.

Practicality

With the A7 Sportback having such a large wheelbase, legroom is in generous supply. I tend to sit relatively close to the steering wheel, so the rear footwell behind my driver’s seat was cavernous. But no matter how far back the front seats go, there will be enough legroom for tall adults in the back.

It’s best to think of the A7 Sportback as a comfortable 4-seater. The middle seat in the back is hampered by the transmission tunnel. Any occupant has to sit with their legs either side of it, and this is neither flattering nor comfortable.

Also a factor is that sloping roofline. Legroom may be generous, but headroom is less so. I found it plentiful, but those 6ft and above may not agree.

The boot capacity is 535 litres. The load area is long and wide, but lacks height at the rear-most end due to the sloping tailgate. That being said you wouldn’t struggle to get a few suitcases in there, and the hatchback tailgate provides a large opening to make loading and unloading easy.

To live with, the A7 Sportback is delightful. This is mostly due to the cabin being a place you want to spend time in, but also because the Audi is a car that eats up mile after mile. You could drive from one end of the country to the other, and still arrive as bright and fresh as if you’d popped to the local supermarket.

And even though the A7 Sportback has boat-like length, parking isn’t a problem. There’s plenty of glass, making for good visibility. For extra peace of mind parking system plus – which is front and rear parking sensors – let you know if you’re getting too close to anything.

Equipment

Our Audi A7 Sportback was the entry-level ‘Sport’ trim, but it feels wrong to call this car ‘entry-level’. Delving into the standard specification shows you why.

LED front and rear lights are standard, including full-LED headlights and the distinctive wrap-around rear LED light strip. The retractable rear spoiler features on all A7s, as do electrically-adjustable, heated and folding door mirrors.

Privacy glass is an optional extra, but you do get a windscreen with acoustic glazing, and the side and rear windows have heat-insulating glass.

Inside you get leather seats, electric front seats with driver’s side memory function, heated front seats and a 40:20:40 split-folding rear bench.

To avoid arguing with the Missus about temperature, the A7 Sportback features dual-zone climate control. Further practicality is added by the electric tailgate, keyless go, electric parking brake and rear-view camera.

The multimedia offering is enviable. The dual touch screen – 10.1-inch top and 8.6-inch bottom – is a masterpiece and is sure to wow friends and family. You also get the 12.3-inch Virtual Cockpit, so the A7 Sportback feels at the cutting edge of technology.

There’s a DAB radio, voice recognition, navigation system, smartphone interface (Apple CarPlay and Android Auto), USB connectivity and wireless charging pad. The sound system itself is impressive too: 10 speakers including subwoofer, making you want to crank up the volume when your favourite song comes on.

Lastly the safety equipment is worth a mention. Audi Pre-sense front monitors for potential collision hazards, and can warn the driver or even apply the brakes in an emergency situation. Lane departure warning and assistance provides corrective assistance to prevent lane-wandering.

Cruise control with speed limiter is standard, whilst adaptive cruise control can be added as an optional extra.

Value For Money

The A7 Sportback range starts from £48,860 for a 40 TDI Sport, and goes right up to £79,385 for a 50 TDI Vorsprung. And that’s before you even consider the options list.

Our test car was on some strange middle ground. The Sport model is entry-level, but the 50 TDI is the most expensive available in the range. So the starting price for a 50 TDI Sport is £56,985 OTR.

There is no question that the 50 TDI is a gem of an engine, probably the one most suited to the A7 Sportback. But the Sport model lacks the kerb appeal I’d expect of a near-£60,000 car.

For similar money you could get an S-Line with a 45 TDI engine. Stretch to £59,770, and you can have a 55 TFSI S-Line. Much more visually-appealing exterior, and equally interesting engine.

The 55 TFSI has 340PS, capable of going from 0-62mph in 5.3 seconds. What’s more, being a V6 it will benefit from an enjoyable soundtrack, no matter how subtle it is.

When it comes to Audi and options, you can spend £1,200 or you can spend £12,000. It’s entirely your choice.

Some options seem good value. £800 for a Bang & Olufsen premium sound system doesn’t seem bad. It was fitted to our test car, and was very impressive.

Different grades of leather cost £950 or £1,350, and sports seats are £400. If you want to add heated outer rear seats that’s another £400.

The Comfort and Sound Pack will undoubtedly be a popular option. For £1,895 you get 360-degree surround camera, the aforementioned B&O sound system, extended multi-coloured LED interior lighting and keyless entry.

Just be careful, £400 here and £800 there seems good value individually, but can soon add up to a few grand overall.

Facts and Figures

The post REVIEW – Audi A7 Sportback 50 TDI Sport appeared first on Simply Motor.

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Exterior Styling

The new Audi Q5 looks somewhat recognisable when compared to the old car, but seems much larger on the face of it. So much so that you could be forgiven for thinking this was in fact the love child of a Q5 and a Q7.

Yet despite the bulkier frame, the new Audi Q5 is a much sleeker car. At the front, the vast silver grille with four rings instantly identifies an Audi. Either side of this lie sculpted headlights which incorporate signature LED daytime running lights.

In addition to the grille, there is more silver accenting to the prominent corner bumper air intakes. The whole front end feels broad and imposing.

Move along to the side of the Q5 and the lines are slightly more curvaceous. One particularly prominent line is that which runs from the headlight to the taillight, curving ever-so-slightly over both front and back wheels.

Optional 20-inch multi-spoke alloy wheels fill the arches nicely. There are several wheel options to choose from, giving you the ability to get the look you desire.

At the back, the broadness continues with a tailgate that reaches the far outer lines of the body. A subtle roof spoiler helps frame the window, and hides the third brake light. The tail lights have bold textures, and they stand out as a styling touch.

There are many colours available for the Audi Q5, and the Navarra Blue of our test car is a wonderful choice. It gives the Q5 an executive and sophisticated feel. It’s a wow colour, but not in the loud, in-your-face sort of way.

Interior Finish

If you think the exterior is a winner, then just wait until you step inside the Audi Q5. It’s delectable. It doesn’t take long to settle in and become accustomed to the quality on offer.

One of the most refreshing features was the choice of Rotor Grey interior; smart move Audi Press Office. It gave the cabin a light, airy feel when contrasted with the black plastics and roof lining. The optional panoramic roof also helps add light to the cabin.

For the S Line you get big, half-leather body-hugging seats. They are incredibly inviting and extremely well balanced; proving comfort on a long drive and lateral support when driving enthusiastically.

Although optional, you really have to have the Virtual Cockpit. It is without doubt the best digital instrument cluster of any car on sale today. As well as being a focal point for the driver, it’s a great feature to show off to your friends.

The only minor complaint with the cabin is the multimedia screen, which is sort of stuck onto the dashboard and doesn’t have the same sleek feel as the rest of the interior.

The use of materials is inspired, with a nice variety of finishes. All are top quality, from the brushed aluminium to the alcantara. There isn’t a piece of scratchy plastic in sight. The perforated leather on the steering wheel and gear selector adds a nice sporty touch.

The optional extended ambient lighting is fantastic. You can customise the brightness and colour to suit your mood. Yet another showpiece when your out for a night time drive.

Engine/Performance

Quite surprisingly, there are limited engine choices for the Audi Q5, with two petrol and two diesel options. Our test car had the least powerful, but most popular one.

It’s a 2.0-litre, 4-cylinder turbocharged diesel which offers 190PS and 400Nm. It’s a nice, torquey engine, and to maximise use of those torques, the all-wheel drive Q5 gets a 7-speed S Tronic gearbox.

The result is 0-62mph in 7.9 seconds and a top speed of 135mph. That’s not exactly electric, and a car as good as the Audi Q5 deserves to feel strong and powerful.

If you are the type of person who doesn’t generally drive in a ‘spirited’ manner, then you’ll find the 2.0 TDI plentiful. It’s competent on the motorway, and has enough torque to feel nippy in the mid rev range.

But if, like us, you want the S Line to go as well as it looks, then you may want to consider the bigger diesel – a 3.0-litre V6 with 286PS. This isn’t the best value bang for buck though; the 2.0-litre TFSI petrol with 252PS is actually a similar price to the 2.0 TDI.

It is worth mentioning that the S Tronic gearbox is an utter gem. The changes are absolutely seamless, which is important when there are 7 gears to pick from.

Should you want a bit on involvement in the drive, switch to manual mode and use the steering wheel paddles.

The Audi Q5 has selectable drive modes, with different settings available for the steering, engine/gearbox and – if specified – the air suspension. There’s also a custom mode where you can choose your perfect combination.

Ride/Handling

Despite a large frame and tall stature, the Audi Q5 is pleasant to drive enthusiastically. Our test car had the optional air suspension fitted, and this was a great feature.

The beauty of the air suspension is that it gives the Q5 the best of both worlds. In comfort mode, it can increase the ride height slightly and soften the damping. So it’s properly comfortable. In dynamic mode, it hunkers down and firms up giving composure and proficiency around bends.

With the steering in sport mode there’s a nice weighty feel, and a direct response to inputs from the driver.

With the Quattro all-wheel drive system, you’ll never run out of grip. In fact, it laughs off the 190PS of the 2.0 TDI with a shrug of the shoulders. It won’t struggle with the 252PS 2.0 TFSI, nor with the 354PS of the mighty SQ5.

I was a little surprised to discover the Audi Q5 has a kerb weight of 1,770kg, because from the handling perspective it feels relatively nimble. It also stops well, pulling up swiftly when required.

Now we haven’t tested a car with the standard suspension, and some of you may be somewhat put off by the air suspension’s £2,000 price tag.

For what it’s worth, we would expect that the ride will still be well-balanced, but without the extremes of comfort and sportiness. Which, for most people, wouldn’t be a problem anyway.

Economy

For what it lacks in power, the 2.0 TDI makes up for in economy. Despite the government trying to ostracize the diesel engine, they still make a lot of sense for people who travel a fair few miles in a year.

Take the Audi Q5 2.0 TDI. Combined fuel consumption with 20-inch alloys is 50.4mpg, which is a fair bit more than the 39.8mpg of the 2.0 TFSI.

With start/stop technology, an ‘economy’ drive mode preset, and that efficient 7-speed S Tronic gearbox, the Audi Q5 2.0 TDI is adequately-equipped to keep your fuel costs down.

Even with the currently-expanding price gap between petrol and diesel, those travelling 10,000 miles a year would still be better off with the diesel.

CO2 emissions of 148g/km mean that first year VED is £205, and the list price in excess of £40,000 means that years 2-6 incur the additional surcharge to make them £450.

Any S Line model, petrol or diesel, will incur the surcharge. As will any of the Q5’s competitors. So in that respect it’s a level playing field.

Practicality

The Audi range of SUVs is rather comprehensive these days; with the Q2, Q3, Q5, Q7 and Q8. And as it sits in the middle of the range, the Q5 is the perfect mid-size SUV.

You get the best of the practicality aspects with the Q5. It’s spacious, with plenty of room in the back for adults to sit comfortably.

That’s important. Given the Q5 can be specified with a larger, 70-litre fuel tank, it can cover a fair distance between fill ups, so it’s reassuring that adults can be comfortable even on a long run.

Speaking of long runs; the optional air-suspension makes for an excellent drive. The Audi Q5 is blissfully-comfortable on the motorway.

The boot is equally generous, with an impressive 550 litres of space with the seats up. Fold the rear seats down and you get 1,550 litres. That’s ample for just about any run to the tip, or trip to Ikea.

The advantage of the Audi Q5 over the likes of a Q7 or a Q8 is that it’s also small enough to live with day to day. You don’t feel claustrophobic when driving through a small village. Nor do you have to circle the car park twice to find a suitably large space.

Day to day, the Q5 handles the challenges of family life with ease. Car seats in the back. A pram in the boot, along with the shopping and a bag full of toys, snacks and everything else required for a trip with the kids.

Equipment

If you’re looking for a raft of equipment, then look no further than the Audi Q5. Granted, quite a lot of the equipment is optional, but it’s still available nonetheless. The danger is actually knowing when to stop with the options; they’re all so tempting.

Standard equipment on all Q5 models is generally impressive. There’s an Audi multimedia system with Bluetooth, DAB and voice control.

For driving dynamics you get Audi drive select, which allows you to set a custom mode in addition to the presets. The Audi Q5 also comes with Quattro on demand. This system shifts the power around to best suit the conditions, from front-wheel drive only (to improve economy) to all-wheel drive when grip is in short supply.

To make the Q5 a luxury companion you get heated front seats, 3-zone climate control, cruise control with speed limiter, keyless go and an electric tailgate. Front and rear sensors help when parking.

In terms of safety equipment, the Q5 includes Audi Pre-sense City collision detection with autonomous emergency braking.

S-Line trim adds LED front and rear lights, the sportier body trim, privacy glass, front sports seats and satellite navigation.

Our test car was then fitted with a decent selection of the available optional extras. This included, amongst other things, a head-up display, panoramic sunroof, adaptive air suspension.

Ultimately you can have pretty much anything you could think of on an Audi Q5. Take the car as it comes, and there’s enough technology for you to enjoy. There are nice creature comforts, to give you that premium feel.

And then, if you’re looking for that little something extra – those features to make people go ‘wow’ – look over the options list.

Value For Money

When we talked about VED earlier, we mentioned the £310 surcharge for cars costing more than £40,000. Which is just about every Audi Q5 that is sold.

You see the cheapest model – the Q5 2.0 TDI Quattro SE – is £39,075. Given that non-standard paint adds £645, I would bet that very few cars are sold for less than £40,000.

The 2.0 TDI Quattro S-Line starts at £42,500 and that actually represents excellent value for money when you consider the extra equipment over the SE model. In our opinion the kerb appeal from the S-Line body kit would be worth the difference alone.

But beware, the car you see in these pictures is not £42,500. With the endless list of optional extras, it sits in front of you at a whopping £54,515. We’ll give you a minute to pick your jaws up off the floor…

Now yes, £12,000 of extras is insane. The trick is to be savvy with options.

Take the Comfort and Sound Pack. £1,200 gets you full keyless entry with hands-free tailgate operation, a 19-speaker Bang & Olufsen sound system with 755 watts and a rear-view camera. Good value, especially when compared to £900 for a head-up display. We know where our money would be going…

Of the more expensive options, we can really recommend the £2,000 adaptive air suspension. It just gives the Audi Q5 that extra bit of luxury in the ride that you’d expect on more expensive cars.

We also like the panoramic roof, but at £1,400 we could probably live without it. You’ll definitely want the £150 extended LED interior light pack for ambiance.

If you want the Virtual Cockpit, which you will, it’s in the £1,250 Technology Pack, along with MMI Touch, wireless charging and Audi Connect Infotainment Services (internet link).

Facts and Figures

The post REVIEW – Audi Q5 Quattro S Line appeared first on Simply Motor.

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Exterior Styling

Whereas Audi ‘S’ cars have always been somewhat understated, the ‘RS’ cars are more extrovert when in demonstrating strength and power. The RS 4 Carbon Edition is no exception.

Our test car was finished in Sonoma Green. Whilst we absolutely loved it, others were not so sure; it is a bit of a marmite colour. We found it sophisticated, and harmonious with the carbon accents.

There are quite a lot of carbon accents too. The bottom edge of the front bumper, the centre of the side skirts, the wing mirrors and the rear diffuser are all finished in the stuff. This is in addition to matt aluminium trim, which highlights the glossiness of the carbon fibre, and of the Sonoma Green metallic paint.

At the front, the word ‘quattro’ is prominent at the bottom of the grille surround, and the gaping honeycomb grille looks angry. Sharp, angular headlamps feature signature LED daytime running lights.

Broad arches front and back give a muscular feel to the RS 4, like it’s bulging at the seams ready to be unleased.

The Carbon Edition gets unique 20-inch alloy wheels, which fill the arches perfectly. Finished in a two-tone matt black and gloss-milled aluminium, they co-ordinate with the matt aluminium styling pack.

At the back the gargantuan oval exhausts are the first to grab your eye. There is no subtlety in them whatsoever; you could probably fit your head in them. A roof spoiler is extended by gloss black trim down either side of the rear window, whilst the tail lights are a softer shape than at the front.

The RS 4 passes the shop window test with ease. You can’t help but smile when you come back to it in a car park, if you can see it through the crowd that is…

Interior Finish

Open the door and notice the crisp ‘Audi Sport’ logo projecting onto the floor by your feet. This, along with the illuminated scuff plates brandishing ‘RS 4’, is amongst the subtler details that culminate in a wonderfully-impressive cabin.

For the RS 4 Carbon Edition the Nappa leather super sports seats are finished in black with red stitching. With the honeycomb quilting to match that boisterous front grille they look tremendous.

Door cards front and back are finished in alcantara; synonymous with sports and performance cars. More red stitching features on the door grab handles, centre armrest and even the side of the centre console.

Sitting in the hot seat, a chunky flat-bottomed steering wheel urges you to curl your fingers around its soft, perforated leather. There’s a head-up display as you look to the road, and Audi’s innovative Virtual Cockpit as you glance down.

It features an RS-specific display in the form of an oversized rev counter in the centre of the 12.3-inch display, with a digital speed displayed within. To the left, a G-force meter. To the right, boost and power usage information.

The beauty of this display is that it is effective even in your peripheral vision, which is useful when pedalling the RS 4. The rev counter lights up amber as you approach the rev limiter, and flashes red once you hit it.

The RS 4 Carbon Edition features delectable carbon inlays throughout. These add to the sense of occasion as you sit there, and the customisable LED ambient lighting allows you to set the tone in the cabin. We went for an aggressive red.

Material quality is top-notch, assembled with the expected German precision. This is a well-designed cabin with no niggles and no flaws. You could, and will want to, spend hours in it.

Engine/Performance

Hiding beneath the carbon fibre engine cover is a 2.9-litre bi-turbo V6 petrol engine. Forget any concerns you had about the RS 4 ditching two of its eight cylinder, this new engine is an absolute gem.

Power is a not-insignificant 450PS, available from 5,700-6,700rpm. What’s more, a monumental 600Nm of torque is available from just 1,900rpm, all the way to 5,000rpm. That equates to performance serious enough to worry just about any car on the road.

With its Quattro all-wheel drive system and an 8-speed tiptronic gearbox, the RS 4 will go from 0-62mph in 4.1 seconds and will effortlessly reach its electronically-limited top speed of 155mph. And thanks to the sports exhaust, standard on the RS 4 Carbon Edition, it will do so on a wave of shouty V6 barking.

A quick word on that bark. It’s a wonderful sound. The pops when you change up in anger are tremendously satisfying. The chatter from the exhaust on overrun may annoy neighbours but is incredibly pleasing from the driver’s seat.

In ‘Comfort’ mode the RS 4 is a tame animal. The exhaust valves are closed, and the throttle response is gentle and forgiving. You could just as well be at the wheel of a normal A4. ‘Dynamic’ mode unleashes the full-bore, hardcore RS 4 that will hunt down Ferraris and embarrass most cars on the road.

Gear changes are instant, meaning there is no let up from the powerful acceleration. With launch control, the RS 4 subjects you to 1.1 G of acceleration, which means you properly feel it in your stomach. It’s addictive, and gets the adrenaline pumping.

This is thanks in part to the Quattro system. No power is being wasted, even in damp conditions. In the real world of Britain, where it often rains, that’s important.

Ride/Handling

When it comes to road-holding ability, the Audi RS 4 is breathtakingly competent. Without question your limit of driving talent will be exceeded before the car’s limit of grip and composure will be.

The level of grip available from the Quattro all-wheel drive system is staggering. We had a mixed week in terms of weather, and therefore road conditions. But the RS 4 was completely unfazed. Driving, even quickly, was not dramatic in any way. For a car as fast as this the usability of the power, even with tricky road conditions, is a testament to the engineering brilliance of Audi and their RS boffins.

So often you will see car reviews describing numb steering, but not this time. We could tell exactly what was going on underfoot. Entering a corner known to be very slippery, you could feel the power being shifted to the rear. This prevented understeer in a progressive, controlled way. It’s nicely weighted too, especially in ‘Dynamic’ mode.

The ride is spot on; comfortable enough to enjoy a long motorway journey but firm and composed on bumpy, twisty B roads. Any bumps that do manage to reach the driver are dispelled by the seats’ massage function anyway.

There is an optional suspension, the RS Sport suspension plus with Dynamic Ride Control. It costs £2,000 and is a non-electronic shock absorber system that reduces pitch and roll. It sounds very clever but given how good the standard setup is it may be overkill.

Similarly the standard brakes are enough to pull your face away from your skull. The £6,000 carbon ceramic option may be useful if you frequent the race track, but I’d bet that many RS 4 owners won’t.

Economy

Ordinarily, the section on economy would be of little interest for a car that produces 450PS. But for the RS 4 it is a particularly relevant aspect. In order to be a perfect all-rounder, the Audi must refrain from emptying its fuel tank every 30 yards.

The official fuel consumption figure is 32.1mpg on the combined cycle. And forget the scepticism; on more relaxed runs we got very close to this figure. To own such a powerful car, that sort of return would be more than satisfactory.

CO2 emissions are 200g/km with the 20-inch Carbon Edition wheels. As a result first year VED on the RS 4 is £1,240, which is absorbed into the £72,215 price tag. Years 2-6 are £450 (which includes the £310 surcharge).

There are several factors which help improve the RS 4’s efficiency. Choosing the ‘Comfort’ drive mode relaxes the drivetrain, making it easier to drive more economically.

The RS 4 features start/stop technology to save fuel in traffic. The 8-speed tiptronic gearbox keeps the revs down on the motorway, but with the mountain of torque available you won’t struggle to overtake. Trust us.

Practicality

It’s all well and good having a car that can sprint to 62mph in 4 seconds, but if it’s a pain in the backside for the other 99% of the time you’d struggle to justify ownership.

Despite its unbelievable performance, the RS 4 is about as easy to live with as a car can be. Despite having all sorts of sports suspension and big exhausts, you can hitch a trailer and tow up to 2,100kg. Now that’s the reason we love estate cars.

Adults can get in and out of the back fine, although the middle seat isn’t the most comfortable due to restricted legroom. The boot has 505 litres of space with the rear seats up, and benefits from a large hatch. There’s no reason why you couldn’t fold the rear seats down and pop to B&Q for some building supplies. I’d like to see someone in an M3 saloon do that…

The RS 4 also feels smaller on the road than the RS 6 did, in a good way. Driving through some villages and along some tighter B-roads was a nervy experience in the RS 6.

The RS 4 feels that bit more comfortable, so you don’t spend the entire time breathing in, nor do you have to look as hard to find a parking space.

It’s very comfortable too. On a long drive you can sink into your sumptuous sport seat and enjoy a relaxing massage. It really helps keep you fresh on a long drive.

In our week with the RS 4, it never let us down. There was nothing we could throw at it that it couldn’t do. That’s impressive in any car, but even more so in a car that can also give a few supercars a fright.

Equipment

As you would hope of a car the calibre of the RS 4, it is pretty generously equipped. That’s not to say the specification is comprehensive, as there are still options available should you wish to give your RS 4 a little bit more.

In terms of performance, which is at the forefront of the RS 4’s appeal, you get a sports suspension, Quattro with sport differential and Audi Drive Select as standard. The Carbon Edition benefits from the delightful sports exhaust too.

The Nappa leather super sports seats are heated and electrically adjustable. They also feature the luxurious lumbar massage function.

For an enjoyable driving experience in the cabin, there’s 3-zone climate control and LED ambient lighting. Little touches like the illuminated door sill trims are particularly effective.

Safety is just as important as performance. Audi Pre-sense City automatic braking system is standard, as is multi-collision brake assist and blind spot warning system.

Other goodies include the wonderful Audi Virtual Cockpit. It features an RS-specific display in the form of a huge central rev counter with boost gauge and G-force meter on either side.

The optional head-up display (£900) which projects various information in front of the driver and is particularly easy to adjust.

The best option on our car was the Comfort and Sound pack. For £1,295 you get complete keyless entry with hands-free tailgate operation, a rear-view camera and a Bang & Olufsen 3D sound system.

Driver Assistance Pack includes several systems, most notably adaptive cruise control with traffic jam assist, active lane assist and camera-based traffic sign recognition. At £1,250 it is well worth the money.

Wireless charging facility adds £325, driver’s seat memory function is £200 and folding auto-dimming mirrors with memory function (if seat memory opted for) is £125.

Value For Money

Put simply, the RS 4 is a bargain. Now before angry mobs descend on us, let us explain why that’s the case.

You have here a car that can do absolutely anything. It can be crammed with luggage and take the whole family on a holiday, or tow your rally car or caravan. It could drive you all the way to the Nürburgring in comfort. And then it could go absolutely bonkers around the Nordschleife.

The price of the ‘regular’ RS 4 starts at £62,175. Bear in mind that the RS 6 Performance we tested last year cost £106,000. You can see why we’re leaning toward the word ‘bargain’. It’s all relative.

The Carbon Edition adds exactly £10,000, costing £72,175. For that you’re getting metallic paint (£645), 20-inch alloy wheels, albeit in an exclusive design (£2,000), sports exhaust (£1,200), red brake calipers (£400), privacy glass (£450), matrix LED headlights (£850) and the extended LED interior lighting (£100).

So we’re at £5,545 before we even touch on the carbon. Door mirrors (£1,200), engine cover (£500), and the styling pack (£4,450) feature on the exterior, with the carbon inlays (£950) finish off a beautiful interior.

So that means a total of £12,745, for an extra £10,000. Sounds like a good deal to us.

Researching the car prior to its arrival, we were undecided about the Carbon Edition. Would it be better to save yourself five grand and just spec the normal RS 4 with sports exhaust and some nice wheels?

But after seeing it up close and personal, we absolutely love the carbon detailing. It made the RS 4 feel even more special. The exclusive wheel design suits those flared arches perfectly.

The RS 4 Carbon Edition has knocked the RS 6 off our lottery list. It’s just that good.

Facts and Figures

The post REVIEW – Audi RS 4 Carbon Edition appeared first on Simply Motor.

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Exterior Styling

Most manufacturers have what you could call a ‘family face’ these days. To some degree I would say Audi has that. Park a few of their models together and you can see the relation. And then there’s the Audi Q2.

It doesn’t quite fit in to the rest of the Audi line up from a styling point of view. For starters its lines are straighter, with the whole car appearing more boxy than other models. This is a bold image, and coupled to some contrasting C pillars and striking exterior colours and you have a very funky car indeed.

Our test car was finished in Vegas Yellow, which is about as striking a colour as you could get. But I like that. Not only could you not lose this Q2 in a car park, but it really turns heads.

Being the S-Line the bumpers are aggressive and sporty. At the back there’s a subtle roof spoiler and twin exhausts. 18-inch alloy wheels fill the arches nicely, without needing super low-profile tyres that would destroy the Q2s claim as a crossover.

Once you look closely, there are some incredible lines on the Audi Q2. My favourite is the split line across the top of the doors. It’s like somebody has sliced away a chunk of the car, but is really effective at broadening the arches in a chunky, rugged sort of way.

Interior Finish

There is no question that the Audi Q2 is more expensive than many rivals. But once you climb inside, you can fully appreciate why. The interior of the Q2 is without doubt one of the best in class.

Sports seats greet you as you open the door. In our test car they were finished in the optional fine Nappa leather (a £1,250 extra). Whilst this did make them look, and feel, incredibly high-end, I’m not sure whether this is a requirement: the standard seats in half leather look equally nice.

There are no scratchy plastics to be found, and the build quality is superb. The air vents look like mini jet engines. Brushed aluminium inlays are standard, but our car had the optional LED Interior Light Pack – Advanced, costing £250. This brings illuminated inlays in a really jazzy design with a choice of 10 colours. Naturally I had it set to yellow, and this really brought the funkiness of that Vegas Yellow to the cabin.

The centre console and instrument panel adopts a minimalist approach. You can control many of the functions of the car from the Audi MMI interface, negating the need for buttons everywhere. I like the clean feel to the dashboard and centre console.

The showstopper inside the Audi Q2 is without doubt the Audi Virtual Cockpit (part of the Technology Pack – £1,395). You have to have the flat-bottomed S-Line sports steering wheel at £150, but you would anyway, and this frames the 12.3-inch full-colour instrument cluster. You can choose what you want it to display, from simple dials to a full-size satellite map. It’s great for the driver, but also wows passengers and guests.

Engine/Performance

There are several engine choices for the Audi Q2, from a 1.0-litre up to a 2.0-litre. Naturally I went for the fastest; the 2.0-litre TFSI petrol engine. And I’m glad I did: it’s a gem.

Power is 190PS and 320Nm of torque. With a 7-speed S-Tronic gearbox and Quattro four-wheel drive, it simply grips and goes. Gear changes are seamless, acceleration is relentless. 0-62mph takes just 6.5 seconds and the top speed it 141mph.

That puts the Audi Q2 on par with many hot hatches, making it one of the quickest cars in its class. But it goes about its business quietly. Well the engine does; there’ s nothing ‘quiet’ about Vegas Yellow. With such exciting performance a sports exhaust would have heightened the sense of occasion from behind the wheel.

As with many VW-Audi Group vehicles, there are selectable drive modes: Efficiency, Comfort, Auto, Dynamic and Individual; where you can select how you want the steering, engine/gearbox and suspension (if Adaptive Suspension fitted) to behave.

Ride/Handling

Our test car did have the Adaptive Suspension fitted. It’s an extra £575, but I think it’s a must-have option for the Audi Q2. The various drive modes alter the damping settings, or you an choose for yourself in Individual mode.

Compact SUVs are designed as a do-it-all car for the family, and the adaptive suspension lends itself to this. On a long motorway drive you can have the car comfortable and forgiving. For a B-road blast you can firm it up and minimise body roll.

The steering is direct, and with variable settings can be made heavier to give a sportier feel. And you never have to worry about traction because the Quattro four-wheel drive system is more than capable of handling 190PS.

But it’s the nimbleness that impresses you most with the Audi Q2. Thanks to a reasonably light 1,505kg kerb weight, it feels agile. It changes direction well and, crucially, stops well too. You can have so much fun on the local B-roads that you soon forget this is actually an SUV.

Should you wish to have a more engaging drive, then you can use the paddles behind the steering wheel to change gear (somewhat) manually. Thanks to the instantaneous response from the S-Tronic gearbox, it’s a rewarding endeavor to use the paddles; bringing out the inner racing driver in you.

Economy

The Audi Q2 features start/stop technology to save fuel. It also has a pre-set Efficiency drive mode which optimises the engine and gearbox. The 7-speed S-Tronic gearbox in my test car gave it plenty of ratios to choose from.

The result is a car that sips fuel at a rather conservative rate. Combined consumption is a respectable 44.8mpg. Sure, some rivals will offer more than this, but they all have smaller engines that don’t offer the performance of a hot hatch.

Consider this: the 1.0 TFSI Audi Q2 offers up to 55.4mpg, and the 1.6 TDI up to 68.9mpg. But I was more than happy with my 2.0 TFSI because it is a nice blend of performance and economy.

CO2 emissions of 144g/km mean you’ll pay £205 when you buy the car, and £140 in subsequent years. That is assuming you don’t go completely bonkers and take the price above £40,000. It is possible to do, and that would result in an extra £310 surcharge for five years.

Practicality

In the world of compact SUVs, practicality is the area where ‘compromise’ (or omissions if you’re being a bit more negative) seep in. But not with the Audi Q2.

Given its size, the Q2 does well on interior and luggage space. Adults can sit comfortably in the back, and the family pooch would be happy in the boot. For those bigger family trips you could consider roof bars and a box.

You don’t have to worry about the weather either, thanks to the Quattro four-wheel drive system. Although this isn’t standard across the range, it is a big plus point to have it available. It’s also a point for the Audi Q2, as a lot of rivals don’t have a 4WD option.

So what you have here is a compact SUV that does everything that it should. ‘S’ for sports: the 2.0 TFSI and Adaptive Damping certainly see to that. And ‘U’ for utility: which a spacious cabin and four-wheel drive for tougher conditions.

After spending time with the Audi Q2 I think there is hope for compact SUVs after all. And the size makes it easy to drive and easy to park. You don’t spend all day breathing in every time you need to pass another car, nor do you have to spend half an hour trying to find a suitably large space every time you go to Asda.

Equipment

Designed to be a car for the whole family, the Audi Q2 has a decent list of equipment. And as compact SUVs have become a bit of a trend, the specification is geared towards the modern family and its technological requirements.

Standard across the range is the Audi Smartphone interface – that’s Apple CarPlay and Android Auto – as well as Bluetooth connectivity. Automatic lights and wipers add a convenience factor, as do cruise control and rear parking sensors. For family safety, Audi Pre-sense Front with pedestrian recognition is also standard on all trim levels.

By the time you step up to the S-Line, there are a few extras goodies on the Audi Q2. These include Audi Drive Select, satellite navigation, LED headlights, LED tail lights and LED interior lighting.

However most of the goodies are optional extras. Increasingly-standard features such as wireless phone charging, keyless entry, reversing camera, auto-fold mirrors and heated seats are all paid options on the Q2. In a market space occupied by the likes of Kia, who load their cars with standard equipment, you may feel aggrieved to pay for things that come standard on a car that costs 50 per-cent less.

Value For Money

The Audi Q2 is one of the more expensive compact SUVs, but with the build quality on offer I can appreciate that you do, to a degree, get what you pay for.

The range starts at £22,440 on the road. For the TFSI S-Line S-Tronic you’re at £32,840. And you do get a sufficient amount of equipment to be able to say that you get a fair amount of car for the money.

The problem here lies in the sheer volume of available extras. Some of these are essential (such as the Technology Pack with Audi Virtual Cockpit), and many others are tempting. But this is a dangerous game because the price creeps up and up.

Our test car had a whopping £4,840 of optional extras on it, taking the price to £38,680 which sends the Audi Q2 way out from its rivals. At that price point you can get some proper SUVs, making the Q2 a bit of a hard sell.

On the one hand, extras allow you to customise exactly what you want on your car. You don’t have to pay for features you don’t want or need. But when you see the sheer amount available, it’s hard not to feel like you aren’t getting value from the standard specification.

Facts and Figures

The post REVIEW – Audi Q2 S-Line appeared first on Simply Motor.

Ask any car lover about their lottery garage, and they will usually rattle off their top 5 cars instantly. I won’t give my list here, but I will say that one of the cars on it is the Audi RS 6. So when I had the opportunity to test one, I was feeling a reserved excitement. On the one hand, they say you shouldn’t meet your heroes. But on the other, how many of us can say we’ve had the chance to drive our dream cars? Well I can, and it was actually the RS 6 Performance, which is even more bonkers than the standard car. So after living with it for a week, would the Audi remain in my dream garage?
Looks – 9/10

Whilst Audi ‘S’ models tend to opt for a reserved, subtle styling approach, the ‘RS’ models tend to be a bit more in your face. The RS 6 is no exception. It has broad arches, giving it a hefty stance. There are huge air ducts to direct air to the brakes, and the lower grille brandishes the word “Quattro” in big letters. To the side, 21-inch alloy wheels sit over the enormous brake discs, and at the back there are two dustbin-sized exhausts sitting either side of a prominent rear diffuser. You can certainly tell this is no ordinary A6. There are some equally bold paint jobs too, from the various metallics and pearls to the £5,675 matt finishes. Why not? Or better yet, why not choose any colour you like, with a customised colour? At £2,000 it seems like a great way to make your RS 6 look unique.

Inside the RS 6 is a little dated in certain areas. It hasn’t yet got the full virtual cockpit, instead making do with a display in between the dials. But leaving that aside, it’s a marvellous place to be. At the centre, two big body-hugging bucket seats welcome you. The obvious choice of finisher is the carbon fibre, which adds a certain luxurious sportiness to the cabin on the dashboard, centre console and door panels. The flat-bottomed steering wheel is chunky, and comes coated in a perforated leather. Behind it are two sizeable gear paddles. The multimedia screen comes out of the dashboard in true James Bond style and is operated by buttons down below the gear stick. The overall finish is top quality – as you would expect of a £90,000 car – and is a great place to be, whether that be on the Nürburgring or the M60 ring road.

Handling/Performance – 10/10

I could write this section with just one word: “unbelievable”. However, I think I owe it to Audi to give you a little more than that. The RS 6 has a 4.0-litre, bi-turbo V8 petrol engine. If you opt for the ‘normal’ version, it has 560PS. But I didn’t have the normal version at all. Mine was the habanero-pepper-infused ‘Performance’, which means I had a monumental 605PS and 750Nm of torque. With Quattro AWD and an 8-speed tiptronic gearbox, it will hit 0-62mph in a supercar-rivalling 3.7 seconds, and will easily bounce off the electronically-limited 155mph top speed. honiou Euphoric.

You may be wondering how that sheer power translates onto a more technical, twisty road. I know I was. But in fact, the RS 6 is composed, and doesn’t try to kill you at every opportunity. It’s properly driveable, and you can attack roads with plenty of vigour without requiring a change of underwear. My test car had the optional carbon ceramic brakes. Expensive they may be, costing £9,375, but they stop this 2-tonne Audi with enough force to replace the teeth that the launch control pulled out. But as with a family estate car that will beat a Ferrari away from the lights, the Audi’s handling is finely balanced; the best of both worlds. On the motorway, it is as comfortable as you like. Relaxing. Reserved. But it also has composure on a bumpy B-road, giving you confidence to push hard. And when you’ve got 605PS on your right foot, you need con
fidence.

Economy – 9/10

If we’re being totally honest, anyone considering buying an Audi RS 6 is unlikely to give two hoots about economy. And if you can afford the price tag, you’ll undoubtedly have enough money for a few litres of premium unleaded. But nonetheless, I will provide the information. Combined fuel consumption is 29.4mpg. Thi is down in part to the clever V8, which shuts off 4 cylinders under light driving. The RS 6 also gets start/stop technology too, and CO2 emissions are 223g/km. That means first year road tax is £1,200 which sounds bonkers, but in the grand scheme of the purchase price it isn’t the end of the world. Subsequent years will be £140, with the £310 surcharge for 5 years owing to the list price of more than £40,000.

Practicality – 10/10

When you get a car with the headline performance figures seen here, it’s usually an impractical, uncomfortable supercar. And when you have a family that includes dogs and children, that just doesn’t work. But the RS 6 does. In fact, it works a treat. When you’re not playing Russian roulette with your driving licence, the Audi is a great family car. There’s a big boot for the dogs, and a spacious cabin for 5 adults. With the selectable drive modes you can make the RS 6 a bit tamer, and it’s actually very easy to drive slowly. The list of equipment is extensive, and with a few optional extras such as power door closure (why not?!), smartphone interface, parking pack advanced and a head-up display you can end up with a car that has gadgetry to match performance. Find me a more practical car that does a sub-4 0-62mph. I challenge you.

Fun – 10/10

Don’t for a second think that the practical estate aspect makes the RS 6 any less fun. In fact, I think it adds a surprise factor, with unwitting motorists even more susceptible to humiliation at the lights. But from those broad arches, to the dustbin-sized exhausts, this car is a hoot. And the noise: oh the noise. It’s addictive, rumbling at low revs and snarling its way to the redline, popping and banging on the overrun. It’s a sensory delight. And what’s more, it handles like no car I’ve ever driven. I feel like a cliché is well placed here: the RS 6 has arcade-game handling, cornering at speeds you wouldn’t think possible. As a genuine petrolhead, getting to spend the week with an RS 6 was a dream come true. And as far as making you want to go for a drive goes, I would have driven to a shop 50 miles away for a pint of milk. Fun? I’m still grinning now…

Concluding Remarks

Whilst the RS 6 Performance hasn’t yet had the full benefit of some recent Audi updates, such as the full virtual cockpit, it is still a truly great car. The looks are either reserved or berserk depending how you specify it. The drive is also reserved or berserk depending on which mode you select, and that sums up the RS 6 nicely. It is, above all else, a practical family car; spacious, comfortable and relaxing. But dig a little deeper and there’s a supercar wanting to thrill you: I love it. Prices start at £81,430 (or £88,345 for the RS 6 Performance), and for the performance on offer I’d say that’s actually a bargain. Be wary of the options list though, as my test car ended up north of £100,000. For more information head to your local dealer, or visit the Audi website and configure your own. People say you shouldn’t meet your heroes. Rubbish; I’m glad I did. Audi RS 6 Performance: still top of my lottery list.

Total Score – 48/50

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The problem with the ‘hot hatch’ is that they are generally overstated, in your face and a bit yobbish. Now when you’re a young 20-something, that’s precisely what you are looking for. But as you get older, priorities shift. Family is important. Your career is important. But that doesn’t mean you don’t still enjoy driving. So what do you choose? If you find the Focus RS and Civic Type-R a bit garish, then how about this: the Audi S5 Sportback. Whilst ‘RS’ Audis have always been a bit bonkers, ‘S’ models have opted for a more reserved approach. So I grabbed one to see how it measured up.

Looks – 10/10

For those of you who have read my introduction wondering what ‘Q-car’ means, it is a car with exterior styling that does not give away its true performance. A ‘sleeper’ car, if you like. And I think the S5 Sportback falls into this category. Look hard and you will spot the quad tail pipes, the smallest of boot spoilers and a handful of S5 badges. But that’s it. This is still a very handsome car. The nose is poised, and from the side it even has a bit of a snarl to it. The bumpers are angular. The lines flow beautifully from the front, past the 4 pillar-less doors, to the coupé roofline at the back. The proportions of the Sportback are just spot on: I actually think it’s better looking than the coupé. My test car had the optional 19-inch turbine alloy wheels. They cost a mere £150 and I would have to have them.

Once you open those pillar-less doors – yes, they are cool – you are greeted by one of my favourite ever cabins. The diamond-stitched, nappa leather super sports seats brandish the ‘S’ motif with pride. Nicely bucketed from shoulder to knee, they are a fitting centrepiece to the S5 interior. The carbon inlays (£425) are the most sophisticated level of sportiness. From the driving seat, the Audi Virtual Cockpit (£250) is an essential option – it looks superb as a focal point. Whilst I missed the 007-style hideaway media screen, the Audi MMI system works well and is easy to use. The gear selector looks like it would control the throttle of a large aircraft, but sits nicely in your hand. The flat-bottomed steering wheel (£100) may be an extra but again this is a must, as it completes the sporty cabin. The overall build quality is much higher than you’d get in the likes of a Focus or Civic too: this is an executive car after all.

Handling/Performance – 10/10

The biggest question you will want answering is how the S5 Sportback stacks up on performance? Well, how does a 3.0-litre, turbocharged V6 sound? I can tell you it sounds delightful: barking its way to the red line with glee. And it has the bite to match, with 354PS and 500Nm of torque. Thanks to the AWD system and 8-speed automatic box with launch control, it will dash from 0-62mph in a brisk 4.7 seconds. Top speed is limited to 155mph. If you didn’t know, you would bet this car was naturally aspirated. There is just no turbo lag, and it has all the character of a N/A engine. There are a few pops and bangs from the exhaust once you get giddy with the loud pedal, but generally this is quiet and reserved enough to be called civilised. You can even set tell the exhausts to be quiet via the customisable drive modes.

The Quattro AWD system I renowned for its capability and sure-footedness, and that’s certainly the case. But what it means from behind the wheel of the S5 Sportback is that there’s no drama. Despite having all that power and torque, the S5 is calm and composed. It handles a tight, twisting B-road as easily as it handles a blast up the M65. But don’t for one second think that it’s any less capable than competing hot hatches. Oh no. The S5 will take corners at speeds you wouldn’t think possible. The steering is pin-sharp and direct. The ‘S’ suspension with damping control (£900) ensures the car corners flat, and those super sport seats hold you in place at all times. The beauty of the damping control is that it can make the S5 a soft, comfortable cruiser on the motorway, yet not compromise handling when you want to push. It’s the best of both worlds.

Economy – 9/10

Despite having that 3.0-litre V6 lump, a Quattro AWD system and bigger 5-door body, the S5 Sportback does well on the economy front. It has start/stop technology, and the 8-speed automatic gearbox helps to ensure the engine doesn’t have to work hard when you tootle around town. The results are average fuel consumption of 37.7mpg and CO2 emissions of 170g/km. Road tax in the first year is £500, and then £450 thereafter (thanks to the £340 surcharge on vehicles over £40,000). That is a little annoying, because cars with similar performance, such as the Ford Focus RS, are only £140 to tax in the subsequent years.

Practicality – 9/10

Not only does the Sportback look better than the coupé, in my opinion, but it also benefits from the added practicalities of being a 5-door hatchback. There’s more legroom in the back, and it’s easier for adults to get back there. The boot has a larger opening, making the loading of larger items (such as prams) easier. The S5 Sportback is easy to drive, and easy to live with. The equipment list, and especially the options list, is extensive. The driver assistance pack (tour) costs £1,250 but includes adaptive cruise control, predictive efficiency assistance, collision warning with emergency braking, traffic sign recognition, lane assist and turn assist. The parking assistance pack advanced is another pricy option at £1,350 but the 360-degree camera, self-parking (you need move forwards/backwards) and the cross-traffic alert are well worth it. One thing that I did find annoying id that despite the standard car costing almost £48,000, you still don’t get keyless entry as standard. Come on, Audi…

Fun – 10/10

From the second you plonk yourself behind the steering wheel, in the snug super sport seat, you get an overwhelming sense of immersion and driver focus. From the visual pleasure of the virtual cockpit, to the soundtrack of that barking V6, the S5 Sportback is a sensory delight. There’s more than enough performance to turn any of your favourite roads into a playground, especially when you get into manual mode on the gearshift paddles. But despite all this, the S5 is not at all yobbish. And that is a good thing. You see with any hot hatch you can enjoy yourself, but then get the sense that other road users may be scoffing at you, wondering what a respectable 30-something is doing in a family hatchback with stuck-on bits of trim. But not in the S5. It’s sophisticated, executive and, best of all, respectable. Which means when you park up at the local Booths you can pick a spot at the front of the car park.

Concluding Remarks

After handing back the S5 – reluctantly, I might add – I could reflect on the week. I like the subtlety of the S5’s exterior styling, and the quality of its cabin. The beating V6 heart is a masterpiece, and the Quattro AWD system provides sure-footedness and makes the most of the engine’s power. This is an easy car to live with, and one I could happily own. Prices start at £47,875, and for that I think you get a lot of car. Go mad with the options and you’ll head up towards £60k. For more information log on to the Audi website or visit your local dealer. And I will leave you with this: the Audi S5 Sportback is fast, fun and makes a wonderful noise. But it’s wearing a suit. This, then, is a grown-up hot hatch.

Total Score – 48/50

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I will soon need a new car, and I’m not looking forward to having to choose one. Not only are there many different model ranges, but within each you have a million choices. Let’s say you’ve decided on an Audi A3. Great. Now would you like that as a 3-door hatchback, 5-door Sportback, 4-door Saloon or 2-door Cabriolet? And then once you get onto engines and trims you can have a real headache. It was hard enough for me to decide which model to test! In the end I went for the A3 Saloon S-Line, and then I set about giving it a thorough test.

The Saloon is the nicest-looking variant in the line-up. As cars seem to grow over time, the A3 saloon seems to be the perfect size. The proportions are spot on, and with S-Line styling it really looks the business. At the front, sculpted headlights sit either side of the gaping, shouty grille. The front bumper is bold, angular, and looks menacing in a rear-view mirror. To the side there are clean, sweeping lines from front to back, and slightly broad shoulders which house the optional 19-inch alloys (£1,100) superbly. At the back the boot lid is curved and incorporates a subtle lip spoiler. Again the lights are sculpted, and a stylish shark-fin aerial sits neatly on the roof. A twin exhaust pipe sits to one side of a sporty bumper. What I like about the A3 is that it looks compact and sporty, yet executive at the same time.

Step inside the A3 and the revised interior is rather easy on the eye. The optional Nappa Leather Sports Seats (£1,220) instantly grab your attention; they are sculpted, body-hugging numbers with quilting, contrast grey stitching and brandish the S-Line motif. The steering wheel is flat-bottomed, and the centre section has shrunk. The dials in the A3 are a work of art. Called the Virtual Cockpit, it is a full 12.3-inch TFT display, included as part of the Technology Pack Advanced (£1,395). The dials themselves can be small or large. In the background you can have a map, satellite navigation, media information, trip information and communication services. To look at the display is crisp and clear. The materials used are of the high-quality you’d expect of Audi, and subtle touches such as turbine air vents make the interior as stylish and sporty as the outside. Put simply, it’s a wonderful place to be.

Handling/Performance – 7/10

There are many engine choices in the A3, ranging from the 1.4-litre TFSI petrol to the 2.0-litre turbocharged unit from the S3. There are several diesel engines in between, one of which was featured in my test car. It is a 2.0-litre, turbocharged diesel unit producing 150PS and 340Nm of torque. It was sent to the front wheels only (Quattro 4WD is an optional extra) via a 6-speed dual-clutch transmission. It’s not a great deal of power, but the gearbox uses it surprisingly well, getting from 0-62mph in 8.8 seconds and on to a top speed of 139mph. Gear changes are instant and seamless, and power delivery is smooth thanks to the torquey engine. It does feel a little underpowered at times, but there is a 184PS diesel and a 190PS petrol available should you need a bit more oomph.

My test car came with the optional Audi Magnetic Ride (£995) which compliments the driving experience immensely. When in comfort setting the damping is soft, and on the motorway this makes the A3 a wonderful cruiser. And then when the mood takes you the dampers can firm up to provide a much sportier ride. Steering response is good, with a direct turn in and nice weighting. With 150PS on offer grip was never an issue, but if you want more sure-footedness then simply tick the box for the Quattro 4WD system. The chassis on the A3 feels good; it coped well with some tricky local B-roads, and I really could tell the difference on the damper settings. Given how good this car handles, I’d love to try the A3 (or S3) with a bit more power to get between the bends as impr
essively as it gets round them.

Economy – 9/10

The advantage of having a less powerful diesel engine is that it is rather economical. Gearbox technology now means that the dual-clutch transmissions are now as, if not more, economical than their manual counterparts. The A3 also features start stop technology to save
fuel in traffic and around town. Opt for the 19-inch alloys and the economy suffers slightly. Combined fuel consumption is 60.1mpg, and CO2 emissions are 121g/km. That’s VED band D, and that means £110 road tax (free in the first year). All things considered that’s not all bad, but it does seem a shame that the nicer wheels cost you each year. That being said, when the new vehicle tax comes into force in April 2017, it will be less of an issue.

Practicality – 8/10

As I mentioned earlier, all cars seem to be getting bigger. So whilst the A3 looks compact and well-proportioned, it’s actually a decent size inside. Both front and rear passengers have plenty of head and leg room. I had absolutely no issues in the back, but admittedly I’m only 5ft7in. Being a saloon the boot is rather generous, but it also has a limited opening. The downside to the saloon is that the boot is no use for the dogs; it’s all a bit windowless. With optional park assist (£125), heated front seats (£300) and auto-dimming rear-view mirror (£125) life is good behind the wheel. If you want to spend a little bigger then there is the Driver Assistance Pack, which includes adaptive cruise control, traffic-jam assist, lane assist, auto high beam, blind-spot monitoring, road sign recognition and emergency brake assist. It costs £1,950 but really makes the A3 a dream to live with.

Fun – 8/10

I was a little reserved when I got behind the wheel of the A3. Its 150PS engine was, on paper, uninspiring. Being only front-wheel drive I was also worried it wouldn’t be all so fun on the roads. Happily I was rather wrong. Going on a B-road blast was brilliant fun, with the paddles on the S-Tronic gearbox giving driver involvement. The magnetic ride was a game-changer for me, with the A3 having the ability to transform from a motorway cruiser to a tight, precise-handling car at the push of a button. For £750 you can have a Bang & Olufsen stereo, which means your favourite soundtrack is crisp inside the cabin. And the multimedia screen retracts into the dashboard in true James Bond fashion. Admittedly there were times when I wanted more power, but then again that’s what the S3 is for. Incidentally that also looks best as a saloon…

Concluding Remarks

And that brings my week with the A3 Saloon to an end. I have to say I was very impressed with it. I’d go as far as to say I would pick one over an A4. You could certainly have a higher spec A3 Saloon for the same money. That being said, you have to be careful of getting carried away. The base price for the 150PS S-Line S-Tronic is £28,700. There are so many options to pick, and if you tick a fair few then you will soon find yourself the wrong side of £40,000. For a diesel A3 that’s a bit silly, but then some options, such as the Bang & Olufsen stereo and those Nappa Sports Seats are just too good to ignore. For more information see a local dealer, or to configure your very own A3 Saloon head over to the Audi website. And if you’re in the market for an executive saloon, I suggest you do so. The A3 might not be your first thought, but it’s definitely a good choice.

Total Score – 42/50

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