Carz Arena

Audi's TT roadster is mighty sporty inside and out. But for some, that's not enough. Those enthusiasts will want the Audi TT RS, which will make its debut at the Geneva motor show. Audi is giving us a peek ahead of the show.

But here's the bad news: This bad-ass TT has not gotten the OK from Audi honchos to be sold in the United States--at least not yet.

Under the hood of the Audi TT RS is a 2.5-liter inline five-cylinder engine with direct injection and a turbocharger. That's right--Audi is dipping into its heritage with a new five-cylinder engine.

All that powertrain hardware is good for plenty more than 300 hp, Audi says. Top speed is limited to 155 mph--but it would go faster if the electronic leash was removed. The quattro all-wheel-drive system is standard.

After posting relatively sturdy sales despite challenging conditions around the world, Audi feels it’s in position to do a bit of chest-thumping, and that comes through in its 60-second Super Bowl ad.

A teaser released Friday shows a fast-paced blitz through four decades, starring actor Jason Statham of the Transporter series and The Bank Job, and a supercharged Audi A6. It has chase scenes, stunts and at one point, a BMW goes flying through a billboard.

Audi says that it is using the ad as a shot across the bow of its old-guard competitors, and a Mercedes-Benz--which is hit by a Lincoln--and a Cadillac are featured in the commercial in unflattering fashion.

“It has drama, it has action and it tells a really great story,” said Scott Keogh, Audi’s chief marketing officer.

Statham, who personally drives an Audi, said the bit was faster-paced than his long list of action movies--high praise from an actor who starred in a film, Crank, whose underlying plot was adrenaline.

“It’s very different to making a movie,” Statham said. “The reactions have to be so quick. It all has to be compressed and condensed and things happen in a tenth of the time.”

A 30-second spot during the Super Bowl will cost about $3 million. The only car companies expected to advertise are Audi and Hyundai, Crain’s Detroit Business reports. None of the cash-strapped Detroit 3 is running spots this year.

Johan de Nysschen, president of Audi of America, said the company is aiming to gain market share this year, and it appears the ad is reflective of that mind-set.

“We do feel we go into it with a strong position,” he said during a visit to AutoWeek earlier this month. “I think the momentum is going to be carried over into the new year.”

Plutocrats take heed! Ingolstadt readies its next-gen flagship, and you’re going to want one

udi is charging ahead with its third-generation A8, set to be unveiled at the Frankfurt auto show in the fall of 2009. Once released, it will battle a slightly face-lifted Mercedes-Benz S-class, expected to be unveiled next spring, and BMW's all-new 2009 7-series. But unlike the rather conservative 7-series, which backed away from the audacious styling of its predecessor, the next Audi A8 will show a new look and carry the brand forward stylistically.

Audi's chief designer Stefan Sielaff explains: "The first generation was very dogmatic and product-design-like. With the second generation, the theme was 'elegance'—softer, flowing lines. The upcoming third generation will be stronger, sharper, and more precise."

Highlighting the Technology Within




While the design of the current, second-generation car is pleasing to our eyes, you could argue that it doesn’t properly convey the advanced chassis technology under the skin—the A8’s all-aluminum structure is lighter and stronger than those of its steel-intensive competition. The next A8 continues to use an aluminum space frame and aluminum exterior panels, all of which bring weight down compared to a conventional steel design. Sielaff says that the next-gen Audi A8’s styling will play up that distinction. "It will highlight the aluminum aspect, and it will have a strong three-dimensional theme. In that respect, the next A8 will be the first of a new styling language at Audi. We are entering a new phase with a clear top-down strategy."



The A8 will be futuristic, but it will also have enough chrome to please customers in emerging markets such as Russia and China. There will be both short- and long-wheelbase versions, the latter to be launched in mid-2010. The A8 uses Audi's new modular longitudinal architecture, introduced on the A5, A4, and Q5. Compared to the current A8, the front axle is shifted forward.

The A8 will keep the Quattro all-wheel-drive system, but an entry-level front-wheel-drive version is again possible if the market demands it. In Europe, such a model is currently offered as an especially fuel-efficient alternative. Initial engine offerings will likely include a 4.2-liter gasoline V-8 and a 4.2-liter V-8 turbo-diesel, both equipped with an all-new, ZF-sourced eight-speed automatic (a gearbox which will simultaneously go into the BMW 7-series). Audi will also offer its 3.0-liter V-6 turbo-diesel, an extremely popular engine in Europe, and the supercharged 3.0-liter V-6 from the A6 and S4. And even though the current W-12 engine is no more than a footnote in the A8's European home market, expect Russia and China to demand a successor of the prestigious powerplant. Audi could also offer a version of the V-12 turbo-diesel introduced in the Q7, although modifications would be required to fit this big and heavy unit into the A8's engine bay.

We expect the next S8 to become available sometime in late 2010 or early 2011, and it will use the turbocharged V-10 found in the high-performance, Euro-only RS6. It will likely be even more powerful than the RS6, though, which could mean 600 hp—or more.

A Fantastic Interior Gets Better, the Dance Moves Get Sportier



Audi engineers tell us to pay special attention to the interior, which they say represents as much a step forward as does the exterior. A large center screen and a new MMI architecture will be "more innovative" than the current system. We hope Audi won't tinker too much with MMI, a system we’ve always liked.



On the road, we expect the A8 to give the BMW 7-series a fight for the title of sportiest offering in the segment. The A8's all-wheel-drive system will be rear-biased, and it will be available with the same torque-vectoring system ("sport differential") that we found impressive during our drive of the latest S4.



In Europe and China, the current A8 has caught up with the 7-series and S-class in terms of sales and image. With the next generation, Audi may be able to pull off the same trick in North America.

Audi is sending shockwaves through the sports car establishment yet again with the new Audi R8 V10, a ten-cylinder, 525PS, 196mph evolution of the quattro four-wheel-driven sports car that UK enthusiasts have taken to their hearts. The project that has been the subject of intense speculation since the 2006 launch of the V8-powered R8 is set to come to fruition in January when the new super car opens for UK order priced at £99,575 OTR in manual form, or £104,665 OTR equipped with the R tronic sequential shift transmission. First deliveries are expected next spring.

The new 5.2-litre FSI V10 petrol engine mounted longitudinally directly behind the cockpit is almost identical in construction to the unit powering the recently announced Audi R8 LMS that will race at customer level in the GT3 class. It contributes only 31kg more to the overall weight of the all-aluminium-bodied Audi R8 than the existing V8, taking it to 1,620kg, and making possible an impressive power-to-weight ratio of 324PS per ton.

Punching out its 525PS maximum at 8,000rpm, and peak torque of 530Nm at 6,500rpm, this exceptional and highly efficient direct injection unit rockets the Audi R8 through the 62mph barrier in just 3.9 seconds as it revs freely to its 8,700rpm limit in each of its six ratios. When linked to the R tronic transmission it can reach 124mph in only 12 seconds, and in the right conditions can maintain its breathtaking momentum all the way to 196mph - an unprecedented high for a road-going Audi.

By mounting the ten-cylinder unit as close as possible to the centre of the Audi R8, Audi engineers have achieved near perfect 44 per cent front / 56 per cent rear weight distribution for optimum handling balance. Dry sump engine lubrication - an element specifically derived from racing - also furthers this aim by enabling the V10 to be mounted as close to the road as possible to lower the centre of gravity.



This classic configuration, combined with advanced Audi Space Frame (ASF) construction mating lightweight aluminium panelling to an aluminium space frame, provides the very best operating conditions for the futuristic chassis with its agile double wishbone set-up and standard Audi magnetic ride adaptive damping system.

The Audi magnetic ride dampers swap conventional fluid for a magnetorheological solution containing minute magnetic particles that can be influenced by an electromagnetic field. By applying a voltage to the system's electromagnets, the viscosity of the fluid is altered by the affected magnetic particles, increasing resistance to damper movement to iron out pitch and roll when necessary, and reducing resistance when ride comfort takes precedence. The system constantly monitors road conditions and driving style and reacts accordingly.

The striking 19-inch '10-spoke Y design' alloy wheels naturally contend with the V10's formidable output with the help of the legendary quattro permanent four-wheel-drive system, which apportions power to front and rear axles in constantly varying degrees dictated by road conditions. Ventilated and perforated 380 millimetre front and 356 millimetre rear disc brakes, which at extra cost can be upgraded to virtually fade-free ceramic discs, also help to instil complete confidence. As a whole, the configuration, which also includes a super precise gear shift and fast-reacting, communicative steering, has already been lavished with exceptional praise by critics the world over in the V8-powered Audi R8.



The list of subtle embellishments to the taut, emotive body of the Audi R8 V10 also includes a high gloss finish for the grille and front air intakes, more pronounced side sills, wider side cooling vents within the contrasting 'sideblade', high gloss rear air outlets, oval exhaust tailpipes and a new rear diffuser.

The everyday usability of the Audi R8 has been as widely commended as its capacity to enthral drivers, and the V10 version will of course be no different. The much praised quality of the interior fixtures and the deceptive amount of space afforded by the generous 2.65-metre wheel base makes this one of the most easygoing super cars ever built, and the V10 with its extra equipment emphasizes this further. In the most powerful R8 to date electric adjustment and heating is added for the Fine Nappa leather-upholstered sports seats, and DVD satellite navigation and a CD changer playable through a 465-watt Bang & Olufsen audio system simplify and enhance day-to-day driving. An interior light package including LED footwell lighting, light and rain sensors and LED engine compartment lighting also comes as standard.

Audi has introduced its new sporty top models in the midsize class - the Audi S4 and the Audi S4 Avant. Their engine, a three-liter V6 with direct fuel injection and mechanical turbocharging, delivers a powerful 245 kW (333 hp). It accelerates the Audi S4 to 100 km/h (62.14 mph) in just 5.1 seconds, but on average only uses 9.7 liters of fuel per 100 km (24.25 US mpg). The quattro permanent all-wheel drive system transfers its power to the road in style, which is then converted by the sport suspension into dynamic handling. Upon request, Audi can equip the new Audi S4 and S4 Avant with innovative technologies that further increase their lead over the competition. The seven-speed S tronic changes gears with lightning speed, and the new sport differential distributes the torque as needed between the rear wheels. The new Audi S4 will be unveiled to the public for the first time at the Paris Auto Show from October 2 to 19.

The heart of the new Audi S4 and Audi S4 Avant is a completely redesigned engine. The 3.0 TFSI, the newest member of the Audi V-engine family, is an outstanding example of how the brand with the four rings blends performance and efficiency. The V6 generates its power from a displacement of 2,995 cc, is equipped with a supercharger, and delivers 245 kW (333 hp). The sedan sprints to100 km/h (62.14 mph) in just 5.1 seconds, and the Avant in 5.2 seconds: they both have an electronically governed top speed of 250 km/h (155.34 mph).

The "T" in the 3.0's TFSI nomenclature no longer merely stands for "turbo", but rather for the concept of supercharging in general - extensive testing on the big V6 has proven the superiority of mechanical charging. In conjunction with direct injection it is far superior to twin turbochargers, both in terms of packaging and of starting performance and responsiveness.

The compressor is so compact that it easily fits inside the 90-degree V of the cylinder banks, in place of the intake manifold. Two four-vane rotary pistons counter-rotate inside the turbocharger at up to 23,000 rpm. Two charge-air coolers are integrated into the housing and are connected to a separate coolant circuit. An impressive array of measures keeps the noise generated by the compressor to a minimum.

The engine-driven belt that powers the mechanical charger provides full thrust right from idling speed. The 3.0 TFSI delivers its maximum 440 Nm (324.53 lb-ft) at 2,500 rpm and maintains this constantly until 4,850 rpm. In fourth gear, the vehicle accelerates from 80 to 120 km/h (49.71 to 74.56 mph) in just 4.4 seconds. Thanks to the extremely short gas paths, the sonorous, supercharged V6 responds spontaneously to the throttle, even more so than a naturally aspirated engine of the same displacement.

Furthermore, the new 3.0 TFSI achieves exemplary fuel efficiency. On average, the sedan uses 9.7 liters of fuel per 100 km (24.25 US mpg), and the Avant 9.9 liters per 100 km (23.76 US mpg) - an improvement of 3.4 liters (26 percent) compared with its predecessor. The Audi technology of gasoline direct injection was what made this great efficiency possible in the first place. Unlike conventional concepts, it allows the compressor to be located behind the throttle valve. In view of the low density of the intake air at loads below supercharging level and when coasting, its rotors are free-running and the amount of power required to drive them is low.

Dynamism and efficiency: The new seven-speed S tronic

The V6 power in the new Audi S4 and Audi S4 Avant flows into a six-speed transmission, fitted as standard, which shifts quickly and precisely. As an option, Audi offers a state-of-the-art dual-clutch transmission - the seven-speed S tronic is extremely dynamic and highly efficient. The driver has the option of driving in fully automatic mode or selecting the gears with paddles on the steering wheel or directly with the shift lever - all of which provide impressively quick gearshifts. The gearshift feel is dynamic, comfortable and very precise - typically Audi.

The seven-speed S tronic consists of two separate transmissions and uses two multidisk clutches that control the various gears. The large K1 clutch guides the power via a solid shaft to the pinions for gears 1, 3, 5 and 7. A hollow shaft rotates around the solid shaft; it is connected to the compact K2 clutch, which is integrated within its larger counterpart and controls the pinions for gears 2, 4, 6 and reverse gear.

Both transmission structures are continuously active, but only one is powered at a time by the engine. For example, when the driver accelerates in third gear, the fourth gear is already engaged in the second transmission structure. The shifting process takes place as the clutch changes - K1 opens and K2 closes with lightning speed. This process takes only a few hundredths of a second and is completed without interrupting traction. It is so comfortable and smooth that the driver hardly notices it.

The seven-speed S tronic is designed for maximum efficiency. It operates with very high efficiency and its intelligent control system maximizes fuel economy in automatic mode. With its wide gear ratio spread of 8.0:1 the seven-speed S tronic easily exploits the tremendous power and superior torque of the 3.0 TFSI.

The quattro permanent all-wheel drive system transfers power to the road with supreme ease. Under regular driving conditions, it sends 40 percent of its torque to the front wheels and 60 percent to the rear wheels - a slightly rear-biased, sporty characteristic. Where necessary, it can vary distribution within fractions of a second.

The quattro drive system ensures safe self-steering characteristics, high stability and excellent traction in comparison with rear-wheel-drive competitors.

Customized torque distribution: The sport differential with Audi drive select

The new, active sport differential ideally complements the quattro drive system and lends it even greater fascination. When the steering wheel is turned or the car accelerated in a corner, power is redirected in a controlled manner to the outer rear wheel, literally pushing the vehicle through the corner. The system intervenes to counter any signs of understeer or oversteer. For the driver, this means reduced effort at the steering wheel and even higher lateral acceleration.

The active sport differential is a new type of rear-axle differential. A superposition gear was added to both the left and right sides of the classic differential; it rotates ten percent faster than the wheel's drive shaft.

Both components can be connected through a multidisk clutch, which runs in an oil bath, and is operated by an electro-hydraulic actuator. In most driving situations, the clutch can divert almost the complete input torque to one wheel in this way.

Controlled by an array of sensors and a high-speed computer, the active sport differential needs less than 100 milliseconds to redirect power. Drivers can adapt their manner of driving, along with characteristics for the load changes, to three performance maps. Unlike competitors' systems, the Audi sport differential is just as effective when the engine is driving the wheels as it is on the overrun or when the car is coasting freely.

The new Audi S4 and Audi S4 Avant are well-trained athletes. Their five-link front axle and the self-tracking trapezoidal-link rear axle are of a highly sophisticated design; both axles are made almost entirely of aluminum and are therefore very lightweight. The low-mounted steering gear transmits the steering forces to the wheels without any lag time and gives the driver a precise and sensitive road feel.

The spontaneity of Audi's new midsize athletes is fascinating, and they possess the precise reactions of a thoroughbred sports car. In these transmissions, the differential is positioned in front of the clutch, which made it possible to move the engine 154 mm (6.06 in) forwards compared with the predecessor model. This unusual layout perfectly evens out the axle loads, and also affords the long wheelbase of 2,811 mm (9.22 ft) exceptional stability.

The chassis of both new S models received stiffer axle bearings, and the sporty tuning with stiff shock absorbers puts the chassis 20 mm (0.79 in) closer to the road. Huge high-performance and fade-resistant brakes sit behind the 18-inch and optional 19-inch cast aluminum wheels. The black-painted brake calipers - at the front with the S4 logo - grip the ventilated disks with newly developed brake pads.

Audi drive select: The driving dynamics system

The Audi drive select driving dynamics system is a further high-end technology featured on the new Audi S4 and Audi S4 Avant. It accesses the throttle response characteristics, the shift points for the seven-speed S tronic and supports the speed-dependent servotronic steering. With the press of a button, the driver can decide whether these systems should operate in "comfort," "auto" or "dynamic" mode. If the vehicle is equipped with the MMI operating system, a fourth mode is available which the driver can program according to his own personal tastes and preferences.

Audi drive select can only be ordered in combination with one or more of three additional technologies - the sport differential, adaptive control for the shock absorbers, or dynamic steering, which is an additional high-tech solution. Its zero-play superposition gear, which is driven by an electric motor, varies the ratio by almost 100 percent depending on the speed being driven. In terms of driver safety, the dynamic steering assists the ESP stabilization program by using steering intervention to keep the new Audi S4 and Audi S4 Avant on track when cornering at the handling limits. In many instances, the system renders ESP intervention superfluous.

For the adaptive damper control system, hydraulic gas-pressurized shock absorbers are used which operate by means of additional, electrically actuated valves. They control the flow of hydraulic liquid, thus regulating the shock-absorbing characteristics. A high-performance control unit analyzes the signals it receives from 14 sensors, and calculates the damping power for each individual wheel 1,000 times per second.

An athletic look: The design

Both the Audi S4 and the Audi S4 Avant look athletic and muscular on the road. Some of the most striking modifications to the exterior design are the special aprons, the aluminum-look exterior mirrors, the 18-inch S-design light-alloy wheels, the side rocker panels, the restrained spoiler at the rear and the quadruple exhaust system. The xenon plus headlights with daytime running lights and the rear lights are further distinctive touches.

The interior also underscores the sporty expertise that is the hallmark of both new S models. The sports seats have electric lumbar supports and pull-out thigh supports, and the instrument panel features gray dials with white needles. They also bear the S4 emblems, as do the multifunction sport steering wheel and the key. The interior is in black, with brushed aluminum inlays. Carbon and birch wood inlays are also available, as are stainless steel mesh inlays.

Optional assistance systems provide the driver with even greater control on the road. The adaptive cruise control (ACC) regulates the distance to the vehicle in front, and braking guard issues warnings regarding possible rear-end collisions. The Audi side assist makes changing lanes safer; the Audi parking system advanced makes backing into a parking space easier.

With regard to multimedia, Audi offers an attractive technology package. The communications and entertainment technologies portfolio includes the competition-beating MMI operating system, various types of radio and sound systems all the way up to the high-end solution from Bang & Olufsen, two navigation systems, an iPod interface, and a highly convenient Bluetooth car phone.

Luxurious features such as the three-zone deluxe automatic air conditioning and the dynamic cornering light system known as adaptive light round out the optional equipment.

Audi is taking the wraps off a new sports car - the Audi TTS, the top of the TT model line. It will be coming to dealer showrooms in the early summer. Under its hood lies a two-liter TFSI high-performance engine delivering a mighty 200 kW (272 hp). This intense power propels the TTS Coupe to 100 km/h (62.14 mph) from a standstill in just 5.2 seconds and on to a governor-limited top speed of 250 km/h (155.34 mph). The Audi TTS is available as both a 2 + 2-seater coupe and as a roadster.

Designed to appeal to a young and dynamic clientele, the TTS represents the Audi brand's Vorsprung durch Technik ("advancement through technology") in its very latest form. The TFSI engine in the TTS takes the two Audi technologies of gasoline direct injection and turbocharging and blends them to form a perfect partnership. Aside from its output of 200 kW (272 hp), it is its peak torque of 350 Nm (258.15 lb-ft), which is constantly on tap between 2,500 and 5,000 rpm, that makes the compact and lightweight four-cylinder unit so impressive.

Compared to the engine it was derived from, the two-liter power unit has been reengineered and strengthened in a number of key areas to ready it for operation in the TTS. Thanks to its excellent efficiency, the sporty-sounding TFSI has an average fuel consumption of just 8.0 liters of fuel per 100 kilometers (29.375 mpg) in the Coupe when partnered by the six-speed manual transmission, while the figure for the roadster averages 8.2 l/100 km (28.659 mpg). These figures are improved by 0.1 and 0.2 l/100 km (by 0.372 and 0.716 mpg), respectively, if the optional S tronic dual-clutch transmission is fitted.

S tronic, which deploys two clutches, is capable of performing extremely quick gear shifts at high engine loads and rev speeds; consequently, the time taken to sprint from zero to 100 km/h (62.14 mph) is cut by a further two-tenths of a second in both the Coupe and Roadster. Loss-free transfer of power to the road is the task of the standard quattro permanent all-wheel drive that enables the TTS to accelerate quicker and with greater stability than its rivals. At the heart of this system is a hydraulic multi-plate clutch that works faster than ever thanks to a new pressure reservoir.

The TTS rolls off the production line equipped with yet another high-tech module - the Audi magnetic ride adaptive damping system. This gives the driver the choice of two characteristic settings: "Standard" mode is designed for a wellbalanced, comfortable ride, whereas in the "Sport" setting the TTS harnesses all of the potential of its sports suspension - which lowers the body by 10 millimeters (0.39 in.) - to deliver uncompromisingly dynamic handling. Its front suspension is mainly made of aluminum, while the efficient technology of the precision electromechanical steering also helps to improve fuel consumption considerably. The sports car is safely brought to a standstill by the high-performance braking system with its 17-inch discs.

Yet another factor in the supreme performance of the TTS is the hybrid construction of its body. Steel is used at the rear end, while the front and center sections of the body are built from lightweight aluminum. ASF (Audi Space Frame) technology optimizes axle load distribution and reduces the overall weight. The manual Coupe weighs just 1,395 kilograms (3,075.45 lbs), which equates to a power-to-weight ratio of 5.1 kg/hp (11.24 lbs/hp).

Powerful looks: 18-inch wheels plus new headlights

The Audi TTS instantly stands out as the dynamic flagship of the TT model line. The standard 18-inch aluminum wheels are a highlight of the exterior design, as are the headlights, comprising newly designed bi-xenon units with LED daytime running lights. Inside, passengers are welcomed by deep-set sports seats trimmed in a mixture of leather and Alcantara, with Silk Nappa leather seat upholstery in four different color combinations available as an option. The gray instrument panel as well as the multifunctional steering wheel add further styling touches.

The Audi TTS Roadster comes with an electrohydraulic drive for the soft top, a power wind deflector, plus, for added practicality, a load-through facility. The rear seats in the Coupe have a split-folding design, allowing luggage capacity to be increased from 290 to 700 liters (10.24 to 24.72 cubic ft.). The hard-top TTS is priced at 44,900 euros and the convertible version at 47,750 euros.

The unveiling of the TTS also marks something of an anniversary for Audi: It was 10 years ago that the TT Coupe first took to the road, swiftly acquiring the status of design icon. And the TT has stayed firmly in the fast lane ever since.

The Drivetrain

The TFSI engine fitted in the TTS summons its power from a displacement of 1984 cc, and blends two separate Audi technologies - gasoline direct injection and turbocharging - to form a partnership that is perfect for a sports car. It is with good reason that an international jury of motoring journalists has crowned the two-liter four-cylinder power unit "Engine of the Year" three times in succession since 2005.

It is not only the 200 kW (272 hp) of output that makes the TFSI so scintillating, there's its hefty pulling power too - the maximum torque of 350 Nm (258.15 lb-ft) is constantly on tap from 2,500 up to 5,000 rpm. The Coupe with manual transmission takes just 5.4 seconds to race from zero to 100 km/h (62.14 mph), while a mere 4.4 seconds are required to speed up from 80 to 120 km/h (49.71 to 74.56 mph) in fourth gear. The Roadster is almost as impressive, recording times of 5.6 and 4.6 seconds respectively for the same two exercises. The electronic limiter calls a halt to this outstanding propulsion at a speed of 250 km/h (155.34 mph) in both models.

Compared to the engine it was derived from, the two-liter power unit has undergone extensive reengineering and strengthening to ready it for operation in the TTS - overhauled areas include the engine block, the cylinder head, the pistons, the connecting rods and the turbocharger, which can build up as much as 1.2 bar of relative air pressure. The intake and exhaust systems have undergone elaborate honing to allow the refined four-cylinder engine to both breathe freely and generate a powerful, resonant soundtrack. An optimized and highly efficient intercooler lowers the temperature of the compressed air, producing a crucial increase in the quantity of air supplied for combustion.

Thanks to its outstanding efficiency, the TFSI has impressive fuel consumption of 7.9 liters per 100 km (29.747 mpg) in the Coupe when partnered by the S tronic transmission, and just 8.0 l/100 km (29.375 mpg) in the Roadster. The two-liter engine is extremely light, weighing in at 153 kilograms (337.31 lbs). This has considerable benefits for the overall weight of the TTS as well as for the axle load distribution and, consequently, for the vehicle's handling.

High-tech gearshifting: S tronic

Transmission of the engine's power is handled as standard in the TTS by a manual six-speed gearshift with a light-weight magnesium housing. As an alternative, customers can opt for S tronic, which operates using six gears and two clutches positioned one behind the other. At high engine loads and rev speeds, it is capable of shifting in just two-tenths of a second. As a result of this high-speed shift work and its dynamic start-off capabilities, the dual-clutch transmission from Audi shaves a whole two-tenths off the time taken for the sprint from zero to 100 km/h (62.14 mph) in both the Coupe and the Roadster.

S tronic, which likewise boasts excellent efficiency, also allows the driver to shift gears manually using the one-touch lever or by means of paddles on the steering wheel, just like in a racing car. There is also a choice of two automatic operating modes: N for "Normal" and S for "Sport." The clutches also have an adaptive design, enabling the start-off characteristics to be varied - whereas caution is exercised on slippery surfaces, full power can be unleashed at the driver's command when there is firm grip.

The standard-specification quattro permanent all-wheel drive ensures loss-free transfer of the engine's power to the road. With drive power being delivered to all four wheels, the TTS is able to accelerate quicker and more safely than its rivals, delivering dynamism coupled with supreme stability under all conditions.

At the heart of the quattro system is an electronically controlled and hydraulically operated multi-plate clutch, which now works even faster than ever thanks to a new pressure reservoir. If required, all of the drive force can be redirected from the front to the rear wheels within a matter of milliseconds. To make allowance for the high torques produced by the TFSI engine in the TTS, the drive train has been reinforced as required.

The Chassis

Audi has opted for a McPherson front suspension with lower triangular wishbones for the TTS. The suspension is largely made of aluminum, thereby reducing the unsprung masses. With a view to increasing rigidity, the subframe is bolted to the body at six points. The sensitive, high-precision power steering is driven electromechanically, a technology that improves fuel consumption by 0.2 liters per 100 km (0.716 mpg). The characteristics of the steering's power assistance have been adapted to reflect the dynamic nature of the TTS.

The four-link rear suspension offers considerable benefits for vehicle handling, as it is capable of dealing with the longitudinal and lateral forces separately from one another. All of the links are made from high-strength grades of steel, while modified bearings emphasize the taut feel of the TTS. The coil springs and shock absorbers are fitted separately from one another, meaning that they take up little space.

The TTS comes standard with 18-inch cast aluminum wheels that sport the fivearm parallel-spoke S design and are shod with 245/40-size tires. Further wheel variants are optionally available, including a new 19-inch cast aluminum wheel designed by quattro GmbH. The exceptionally dynamic top-of-the-line TT model comes equipped with a high-performance braking system. Large disks are fitted front and rear, with the front disks being internally ventilated too. Inside the black-painted calipers, which bear the TTS emblem at the front, are the sport brake pads. Audi has devised a second, sporty level for the ESP stabilization program which enables controlled drifting.

Audi magnetic ride - crisp and versatile

The TTS rolls off the production line equipped with yet another high-tech solution — the Audi magnetic ride adaptive suspension system. Circulating inside the damper pistons is a special fluid containing minute magnetic particles. When an electrical voltage is applied, the oil's flow properties change the characteristics of the suspension.

Audi magnetic ride works adaptively, meaning that it adjusts automatically to suit the prevailing conditions. The driver can select one of two suspension settings. In "Normal" mode, when oil viscosity is high, the TTS offers a well-balanced, comfortable ride. In the "Sport" setting, meaning low viscosity, the TTS harnesses all of the potential of its sports suspension - which lowers the body by 10 millimeters (0.39 in.) - to deliver uncompromisingly dynamic handling.

The Audi generates non-stop fun at the wheel as it speeds around corners like a go-cart with absolute crispness and precision, seemingly glued to the road. Any body roll is suppressed from the moment the vehicle starts to turn. The steering becomes more responsive and direct, and selective bracing of the wheels makes the self-steering more neutral.

The Body

The superior performance of the TTS can be partly attributed to the technology of its bodywork, whose hybrid construction combines two different types of materials. Steel is used at the rear end, while the front and center sections of the body are built from lightweight aluminum.

Audi first developed this principle, known as the Audi Space Frame (ASF), in the early 1990s, triggering a revolution in body manufacturing. Extruded sections, pressure die-castings and load-bearing aluminum panels together form a light, rigid and extremely safe structure. On the Coupe, the side sections and the roof are laser welded together, producing a precision seamless joint — another clear indication of how Audi strives for perfection when building its cars.

The construction of the TTS has the added major benefit of optimizing distribution of the axle loads and reducing the vehicle's total weight. The Coupe's body weighs a mere 206 kilograms (454.15 lbs), of which 140 kg (308.65 lbs) is aluminum and 66 kg (145.51 lbs) steel. In the case of the TTS Roadster, whose body incorporates special reinforcements, the figure is 251 kilograms (553.36 lbs). All in all, the manual version of the Coupe weighs in at just 1,395 kilograms (3,075.45 lbs), equating to a power-to-weight ratio of 5.1 kilograms (11.24 lbs) per hp. The Roadster's weight of 1,455 kilograms (3,207.73 lbs), meanwhile, corresponds to a ratio of 5.4 kg/hp (11.90 lbs/hp).

The Audi TTS instantly stands out as the dynamic flagship of the TT model line. One of the design highlights is undoubtedly the headlights - newly designed bixenon units featuring a horizontal strip of white LEDs that serve as daytime running lights. The single-frame grill in a platinum gray finish is embellished with slender chrome strips, while large air intakes in the restyled front apron add to the striking look.

When viewed in profile, it is not only the large 18-inch wheels that stand out; the widened, deeper door sills are equally eye-catching. A muscular rear bumper, a gray-colored diffusor trim, plus two sets of twin tailpipes protruding from the left and the right inject the vehicle's tail with a sporty character all of its own. The spoiler on the TTS extends automatically when the speed reaches 120 km/h (74.56 mph) and retracts again when it drops back to 80 km/h (49.71 mph).

Both the Coupe and the Roadster measure 4,198 millimeters (13.77 ft) long and 1,842 mm (6.04 ft) wide; the hard-top TTS is 1,345 mm (4.41 ft) in height, its open-top counterpart 1,350 mm (4.43 ft). The Roadster features an electrohydraulically operated soft top which opens and closes in twelve seconds, even on the move at speeds below 50 km/h (31.07 mph). The soft top incorporates a large glass rear window and folds in a "Z" shape. Neither a tonneau cover nor a cover flap is needed. Extra matting between the headlining and the outer skin improves insulation, and an electrically extending/retracting wind deflector shields the occupants' necks from drafts when the hood is down.

The Interior



Awaiting the passengers inside are deep-set sports seats featuring seat heating and height adjustment. They come as standard with leather/Alcantara seat covers in either black or black and silver, plus silver-colored contrast stitching. The sports seats are optionally available in Silk Nappa leather upholstery. There is also the option of the Impulse leather package, comprising black trim with silver stitching in the Coupe or chennai brown trim with espresso-colored contrast stitching in the Roadster.

The cockpit in the TTS is molded around the driver like a sleek-fitting suit. Its clean-cut, sporty design and uncompromising quality of construction is another Audi trademark. Instruments with a gray background and white needles, metal pedals, aluminum trim panels, plus a multifunctional leather sports steering wheel with a rim that's flattened at the bottom add further styling touches.

The driver information system with its new, high-resolution white display concentrates all important information where it can be clearly seen by the driver, and includes a timer function that is able to record lap times on race tracks. Mobile entertainment out on the road comes in the form of the chorus audio system with CD player.

As well as being great fun to drive, the new sports car from Audi boasts a host of credentials that make it eminently suitable for day-to-day use. The Roadster is available with an optional load-through facility complete with removable ski bag for added practicality. The trunk has a capacity of 250 liters (8.83 cubic ft). The rear seats in the Coupe have a split-folding design, allowing luggage capacity to be increased from 290 to 700 liters (10.24 to 24.72 cubic ft.).

The Features

Sales of the TTS will begin in the early summer. The Coupe is priced at 44,900 euros and the Roadster at 47,750 euros. The TT line's dynamic top model comes generously equipped. Its list of features includes quattro permanent allwheel drive, the Audi magnetic ride adaptive suspension system, 18-inch aluminum wheels, xenon plus headlights with LED daytime running lights, plus - on the Roadster - the fully automatic soft top including power wind deflector.

The interior is dominated by the multifunctional leather sports steering wheel. The extended aluminum styling and heated sports seats with their leather/Alcantara upholstery are further highlights. An automatic air conditioning system and Isofix child seat mountings on the front passenger seat are designed to enhance both comfort and safety.

The list of optional extras includes two navigation systems, a Bose sound system, an iPod port, an LED interior lighting package, electrically adjustable seats, as well as the Audi adaptive light dynamic cornering light system. The S tronic dualclutch transmission is an Audi technology that remains unmatched by anything the competition has to offer.

Raw figures rarely relate the whole story. But in the case of the fourth-generation Audi S4, they do provide a reliable guide as to the overall effectiveness of its new 3.0-liter V6.

Running a Roots-style supercharger that sits between the cylinder banks and operates at a maximum 24.7 psi, the V6 cranks out 333 hp at 5,500 rpm. This is down 11 hp from the third-generation S4's naturally aspirated 4.2-liter V8.

But the blown V6 also delivers 22 lb-ft more torque than the V8, an impressive 324 lb-ft being released between 2,900 rpm and 5,300 rpm. So there is no great hardship in the loss of two cylinders and 1.2 liters of displacement.

It is sufficient, Audi claims, for an official 0-to-62-mph time of just 5.1 seconds-- 0.8 second less than the old S4 and just 0.2 second shy of the time Audi quoted for the last RS4. A more-telling indicator of real-world performance, however, is the 50-to-75-mph fourth-gear time of just 4.4 seconds.

That is quick by any standard and reflects the effectiveness of the V6's prodigious torque in shifting the S4's 3,637-pound curb weight. Top speed is still limited to 155 mph, but there is little doubt the new Audi would haul beyond this if left to run all the way to its 7,000-rpm cutoff in top gear.

What is even more impressive is that the S4's supercharged V6 achieves all this with 27 percent better fuel economy than the V8. Audi puts the combined fuel-economy rating for the new S4 at 24.9 mpg.

As S4 tradition dictates, power is channeled to all four wheels via a standard six-speed manual gearbox. You can also choose a rapid-fire, seven-speed twin-clutch unit. But beware: Despite offering a manual mode and remote shift paddles, it always acts like an automatic.

Rather than holding on to gears as a proper manual does, the slick-shifting unit automatically changes up a gear when the revs reach 6,800 rpm--about 200 rpm shy of the redline. As with all of its new models in recent times, Audi has given this latest S4 a nominal 40:60 front-to-rear apportioning of drive power.

The new S4 also is the first model from Ingolstadt to receive what Audi describes as its sport differential--a complex torque-vectoring gear set that acts like a traditional mechanical locking differential by varying the amount of drive going to each rear wheel. When sensors within the electronic stability program detect understeer during cornering, the sport differential provides greater drive to the outside wheels to help provide the car with a more neutral trajectory. The opposite goes for oversteer, the sport differential delivering more drive to the inside wheels.

We've yet to drive the S4 in manual guise, but the optional twin-clutch gearbox (there is no automatic option) encourages spirited driving. Its tightly staked ratios help to make the most of the flexible qualities of the engine. Upshifts are performed in a crisp and smooth manner--even at high revs--with a distinctive bellow from the engine as each gear is engaged and boost pressure is created by the supercharger is dumped, while the electronics are clever enough to provide an alluring blip on the throttle on the downshifts.

Since its inception in 1997, the S4 has become a key model in Audi's efforts to provide its lineup with a more sporting flavor. While lacking the overall excitement afforded by its more heavily focused RS4 siblings, the S4 has nevertheless built up a solid following, thanks to its typically effortless performance and the dynamic security offered by its standard four-wheel-drive system.

This new one continues in the same vain, but adds one important element: added entertainment. Based on Audi's new MLP platform that provides significant improvements in weight distribution, it is more willing and responsive that just about any four-door Audi has produced.

There is an inherent sharpness to its actions that make it a much more engaging car to drive than its predecessor. It all starts with the steering, which is both direct and well-weighted. This is backed up by excellent body control and seemingly endless levels of grip. Then there's the S4's ability to get its power down without any undue fuss in any weather and/or road conditions.

It all results in fluid handling. Arriving in a corner at high speeds still induces understeer, but the actions of the sport differential ensure it never builds to quite the same level as before, and there is far less interruption from the ESP system. Audi has engineered its new system to vary the drive going to each of the rear wheels both under load and on a trailing throttle. The upshot is a more stable feel during cornering and higher apex speeds.

Another area in which the new S4 displays a clear advance on the model it replaces is in ride quality. With the addition of electronic dampers for the first time, it gives the driver the choice between three levels of stiffness--comfort, automatic and dynamic. A longer wheelbase and increased track widths help, of course. But no matter what mode you choose, there are far greater levels of compliance and more control from the individual suspension components when the surface turns nasty, providing the new go-fast Audi with improved comfort and refinement.

Buyers can option their car up with Audi's so-called drive select system, which provides the basis for sharper and more responsive actions by remapping the characteristics of the throttle, transmission shift points, dampers and steering--the latter receiving a low-friction axial transmission that provides whipcrack attributes. It's probably the best steering of any Audi model right now--the R8 included.

If the idea of a rapid but practical everyday car possessing true all-season ability and bulletproof quality appeals, we wouldn't talk you out of it. Not when Ingolstadt is promising to the S4 will land here at a price that goes against the trend by undercutting that of its predecessor.

While the decision to replace the S4's V8 with a supercharged V6 has robbed it of some of its aural appeal--some might say soul--its real-world performance is never in doubt. This is a fast car. An advanced new driveline featuring the latest in four-wheel-drive technology also helps provide newfound levels of agility.

The S4 is now a much more rounded car than before, one that is sure to provide the BMW 335i with its stiffest competition yet when it lands here next year. The only problem for prospective buyers is whether to opt for the style of the sedan or the versatility of the wagon. Whatever you choose, you won't be disappointed.

Americans traditionally have been about as receptive to diesels as we are to being governed by a foreign monarch. We buy into all of the preconceived notions that it’s a smelly, toxic and in general, an undesirable means of transportation. Maybe it’s OK for truckers--but not soccer practice or trips to the market.

Audi is betting heavily it can change all--or at least some--of those ideas with a diesel version of the Q7 crossover, scheduled to launch in the first part of next year. Powered by a 3.0-liter turbocharged V6 engine, the company is hawking the Q7 TDI as clean, reliable and fun to drive, while packaging it in the desirable skin of a luxury crossover.

The key figure: Audi says the relatively good-sized vehicle will get 25 mpg in real-world driving, bettering the government’s combined rating of 20 mpg, and it meets all U.S. emissions standards.

The obvious question: Will it find a place in the crowded and declining U.S. auto scene, where fuel economy is paramount and competition cutthroat?

Stay tuned. But Audi is projecting a modest market penetration, and it would be happy if 15 percent of all Q7s sold had a diesel engine, said Johan de Nysschen, executive vice president of Audi of America.

Consumers will pay more up front for the cars, and a Q7 TDI will likely sticker about $2,500 to $3,000 more than its gasoline-powered counterpart, said de Nysschen. Audi also is planning some special packages for the diesel models to heighten their appeal.

So far the Q7 is the only vehicle Audi has green-lighted for sale in the United States with a diesel powerplant, but de Nysschen said the engine could fit in a number of vehicles it sells here, including the A6, A5, A4 and Q5.

“It creates many opportunities where we could apply (it),” de Nysschen said.

The company will closely watch the launch of the Q7 and has started a publicity blitz to bring the technology into the collective consciousness of everyday Americans. Most notably, it’s staging a 4,800-mile trek across the country with Q7s and other diesel Audi vehicles brought over from Europe to push the technology literally onto the main streets and highways of this country.

We tagged along on the first stretch of the journey, which began in New York and wrapped up in Chicago, with stops in Washington and Cleveland. Ultimately, it will finish in Los Angeles after nearly two weeks of driving.

It’s still hard to tell whether Americans want diesel cars, understand the technology or view it as a viable alternative, but from a pure driving standpoint, Audi appears to have a solid performer in the Q7 TDI.

The engine is rated at 225 hp and a forceful 405 lb-ft of torque, which propels the crossover to a top speed of 130 mph and from 0 to 60 in 7.9 seconds. That’s not bad for a people-hauling crossover, likely to appeal to upscale suburban families and compete with the BMW X5 and Mercedes GL.

The low-end torque is obvious, peaking at 2,000 to 2,250 rpms, but we noticed it even before that, almost like a gravitational force that pulls the passengers back in their seats. It’s not the neck-snapping good time the R8 is, but that obviously is not what Audi is shooting for here. From an enthusiast’s perspective, the low-end torque is fantastic, adding a fun-to-drive factor that kept us awake through our two lengthy driving sessions. Passing is no problem, and the acceleration from launch is satisfying.

The question, however, is does that play with most Americans? Is 405 lb-ft of torque really needed to pick up groceries and ferry the kids to school? Remember, this is supposed to be a practical crossover--and it’s a different style of driving than most U.S. motorists are accustomed to.

The Q7 TDI handles well, and there’s enough room in the back for piles of gear for long road trips--and believe us, we tested this one. The quattro all-wheel-drive system handles a variety of conditions well and grips the highway in a reassuring manner. The six-speed Tiptronic automatic gearbox shifts smoothly, and drivers can opt to drop it into a sport mode.

Inside, the crossover is plenty comfortable; we spent two back-to-back days of morning-to-evening driving in the Q7 and seldom felt cramped or uncomfortable. The layout of the cockpit is intuitive, and the instrument panel employs a commonsense approach to displaying vital information.

Outside, it’s sleek, a bit understated, but good-looking. The lines flow back, the front end features elegant headlights and the back end is purposeful. In a nutshell, Audi fans will like the design.

Our driving experience was almost exclusively on the highways and was part of a fuel-economy competition, so it’s hard to tell whether the Q7 TDI will truly deliver the impressive rating in everyday use that Audi is promising. But early indications look good; we notched 26.7 mpg on the first day, when we were a bit throttle-happy. We followed that up with a sterling 29.8 mpg figure, though we seldom got above 65 mph and employed coasting and other tactics to save fuel and try to beat other drivers.

Bottom line: The Q7 TDI is technically sound, clean and provides above-average fun for a crossover. Perhaps it’s fitting that the vehicle is being marketed in an election year, as its success ultimately will be determined by the hearts and minds of everyday Americans.

Here's the bottom line: Audi has thrown just about every piece of new technology it has at the new S4, revealed here officially ahead of its public debut at next month's Paris motor show.

The upshot? A car that comprehensively outperforms its predecessor and leaves the German carmaker with one obvious problem: how to distance the upcoming RS4 enough to ensure that it still is regarded as the flagship of the A4 lineup when it arrives in 2010.

The big news first: The last S4's five-valve-per-cylinder 4.2-liter V8 is history. This model is powered by a brand-new supercharged four-valve-per-cylinder 3.0-liter V6 direct-injection gasoline unit, which also is earmarked for a facelifted version of the S5 due out next year. With 333 hp, the new 90-degree engine is down 11 hp on its well-received predecessor.

But before you go away and think Audi has caved in to those regulatory spoilsports who always seem to be demanding a curb on performance, consider this: With 325 lb-ft, the new unit also boasts a useful 23 lb-ft more torque. What's more, it's accessible from 2,500 rpm, some 1,000 rpm lower than before, and extends all the way to 4,850 rpm. The result? More usable performance at any given moment.

The new engine is a development of Audi's 3.2-liter V6, running the same 84.5-millimeter bore but a shorter stroke, 89.0 millimeters versus 92.8 millimeters. The compression ratio has been modified to better suit the move toward forced induction, dropping from 12.5:1 to 10.3:1. Sitting between the cylinder banks in the place usually taken by the inlet manifold is an Eaton Roots-style mechanical supercharger.

Audi's not giving away much more at the moment, but even with a gain in weight of 27 pounds over the existing naturally aspirated V6, the new engine--hailing from Audi's factory in Gyor, Hungary--is still lighter than the V8 it replaces. That means less mass up front. And because it sits in a newly engineered bay with the front differential positioned ahead of the clutch, as in all new Audi models using a longitudinal engine mounting, it is positioned six inches farther rearward than the old V8 in a move that improves overall front-to-rear weight distribution.

Channeling the engine's reserves to all four wheels is Audi's new rapid-shifting, seven-speed double-clutch gearbox and the latest version of its four-wheel-drive system, now featuring a nominal 40/60 apportioning of drive as well as a torque-vectoring planetary drive device at the rear. Referred to by Audi as an active-sport differential, it continuously varies the drive across the rear wheels to counter understeer and/or oversteer, taking less than 100 milliseconds to react, according to Audi.

The new driveline brings about a major improvement in standing-start acceleration; the S4's claimed 0-to-62-mph time drops from 5.9 seconds to just 5.1 seconds in sedan guise, a time that places it just 0.2 second behind the former 420-hp, 4.2-liter V8-powered RS4. Audi also puts 50-to-75-mph in-gear acceleration at 4.4 seconds, while top speed is limited to 155 mph. But it's not only at the strip where the differences between old and new are evident. A combined average of 24 mpg (U.S.) means a fuel-economy improvement of 7 mpg.

To cope with the added performance, the new S4 gains a retuned five-link (front) and trapezoidal-shaped multilink (rear) suspension featuring stiffer axle bearings, a three-quarter-inch reduction in ride height and standard 18-inch wheels shod with 245/40 profile rubber--developments, Ingolstadt insiders say, largely borrowed from the S5, which uses the same basic underpinnings.

Among a long list of options is Audi's drive-select system, which links the steering, variable dampers and differential to provide three states of tune: comfort, automatic and dynamic. In combination with Audi's MMI (multimedia interface), the driver can also preprogram a fourth individual state of tune into the system to call upon as desired.

Externally, things are a little different from the standard A4 sedan launched earlier this year. In keeping with the S4's performance brief, it gains a deeper front bumper, reworked headlamps, chunkier sills underneath the doors, aluminum-look exterior mirrors, a subtle trunk-deck spoiler and unique tail-lamp graphics. It's a subtle makeover, all in keeping with Audi's tradition of reserving the more muscular look for the more powerful RS4.

At this stage, there is no official word on the pricing of North American models, but our sources suggest the S4's added performance will come at roughly the same price as the outgoing model, so we figure it will start in the mid-$40,000s. It will go on sale in fall 2009.

It's all too easy in our position to focus on cars that sit at the top of their respective ranges, where as the majority of buyers are actually interested in the bread-and-butter entry-level versions. This is especially true in the premium compact saloon class, where high-performance derivatives grab all the headlines yet everyone drives the turbodiesel. With so many good diesel engines on the market, and the focus on CO2 emissions, it's easy to forget about ordinary petrol models. If you really want an Audi A4, then the standard 1.8 TFSI model tested here costs a whopping £3,700 less than the cheapest TDI version.



What are its rivals?

The most obvious rival is BMW's ubiquitous 3 Series saloon, though scan through the pricelists and you'll not find a version priced quite as low as this A4. Likewise, the cheapest Mercedes-Benz C-Class is significantly more expensive. That's not to say that the 1.8 TFSI A4 competes with the costlier cars, but most buyers have a budget, and if yours is under twenty grand then count a new C-Class or 3 Series out unless you are a particularly good negotiator. Instead, the basic A4 should appeal to buyers that may be looking at petrol Ford Mondeos, the new Honda Accord and everything from the Vauxhall Vectra to the VW Passat. It's quite a crowded market segment, so the Audi's badge appeal counts for a lot, even if you get more equipment for your money elsewhere.



How does it drive?

Well enough, but you'll understand if we don't get too excited by it. You'd be forgiven for writing the turbocharged, direct-injection engine off on its meagre 118bhp, but not only is that figure produced from just 3,650rpm, it is available all the way to 6,200rpm. The maximum power is supplemented by a manlier 170lb.ft of torque, which tides the A4 over nicely from 1,500rpm until the peak power starts to come on stream. Hence, it works very well despite the size of the A4, with 0-62mph in a respectable 10.5 seconds and no need to stir the slick gearbox too much when overtaking.



Unlike its premium German rivals, the A4 is front-wheel drive, but that will only really concern keener drivers, as this version is biased towards comfort rather than cornering prowess. Therefore the ride comfort and body control are good once you don't go hurtling down seriously potholed lanes. On the motorway, where this sort of car spends the majority of its life, the A4 is nicely hushed and utterly stable.

What's impressive?

The engine. No, it's not particularly fast or economical, but it is remarkably quiet and smooth. That impression is probably strengthened by decent sound proofing, but regardless of speed or load, it remains refined and inaudible unless you really are piling on the revs, when it remains smooth.



Although some mass market models, such as the Mondeo, beat the A4 on interior accommodation, Audi can be congratulated on making one of the nicest cabins to spend any time in. The switchgear is tactile and well placed and there is plenty of space too.

What's not?

The engine. Yes, yes, it is incredibly refined, but in comparison to BMW's (admittedly more expensive) entry-level petrol option, the A4's unit emits a lot more CO2 and has a bigger thirst. Turbocharging and direct injection may have improved things, but Audi needs to go even further, especially as more and more countries move to emissions-based taxation.



Should I buy one?

There's no denying the obvious appeal of the Audi A4. It's a handsome car for a start - more so in the metal than on your monitor. The interior is one of the classiest on the market too and as big as most other cars in the segment. It is also comfortable and stable at speed. The petrol engine is the only sticking point for us. Yes, it is remarkably refined and surprisingly capable of pushing the A4 along, but it just is not quite efficient enough. Saying that, if you really want an A4 and can't stretch to one of the excellent TDI models, you'll not be too disheartened to find this car on your driveway every morning.

Specifications of Audi A4 , saloon , 1.8 TFSI , 4 dr , 19,900 on-the-road

SPECIFICATIONS

Manufacturer Audi
Model A4
Type saloon
Trim 1.8 TFSI
List Price 19,900 on-the-road £
Length wheelbase 4,703/2,808mm
Height width 1,427/1,826mm
Insurance Group 13
Engine Capacity 1,798cc
Fuel Petrol
Transmission Manual
Doors 4
Nil to sixty 10.5 seconds
Top speed 130mph
WARRANTIES

Manufacturer Audi
Model A4
STATISTICS

Manufacturer Audi
Model A4
Miles per Gallon 39.8 miles/gallons
C02 169 g of C02/km
FEATURES

Standard Optional
Alloy Wheels Yes
Air Conditioning Yes
Front Electric Window Yes
Rear Electric Window Yes
Satellite Naviga £No
Bluetooth £No
Stereo System Yes
Tinted Glass £No
Leather £No
Leather Interior £No
CD Player Yes
Central Door Locker Yes
Cruise Control £No
Electric Door Mi Yes
Manual Sunroof £No
Electric Sunroof £No
Power Steering Yes
AntiLock Brakes Yes
Anti Theft Device Yes
Driver Air Bag Yes
Passenger Air Bag Yes