Audi A4 (2008-) Review

AAccounting for half of all the vehicles Audi makes, the A4 is Ingolstadt's bread and butter, so failure is not an option. The competition is tough, though, principally from the BMW 3-Series and Mercedes C-Class .

Sharing the svelte lines of the A5 coupe, the new A4 is handsome and smart, if not visually groundbreaking. Helping it stand out from the crowd on the road are the daytime running lights that, until now, were the preserve of high-performance Audis.

Not only does the A4 borrow its looks from the A5, it nabs its underpinnings too, including a front axle that's further forward than the old A4's, for better weight distribution.

It comes with Audi Drive Select, which, at the touch of a button, varies the suspension's damping, shift speed on autos and steering ratio for a more sporting or more comfortable drive.

There will be 10 engines, starting with 120bhp and 158bhp versions of the 1.8-litre turbo petrol and two versions of the Golf GTI's 2.0 TFSI engine with 178 or 208bhp. Topping the petrol range is a muscular 261bhp 3.2 V6, until sportier S4 and RS4 versions arrive later.

Top of the diesel range is a revised 237bhp 3.0 V6 that initially will be manual only. Sitting just below will be another V6 diesel, the smaller 187bhp 2.7 that's mated to Audi's smooth Multitronic CVT automatic.

Backbone of the A4 range will be the new common-rail 2.0-litre range of diesels that are new not only to Audi, but are the future diesel powerplants for the rest of the VW Group. Bulk sellers will be the 141bhp and 170bhp versions, and a low-emissions version with an expected 120bhp that follows later next year.

Three transmissions will be available: six-speed manual, Multitronic and a seven-speed S-Tronic double-clutch automatic that has been confirmed to join the range at a later date.

Prices start £22,590 and go up to £30,290 for cars in SE spec.

All-new turbo FSI engine for Audi A5

Replacement for highly successful 1.8-litre Turbo engine brings yet more FSI efficiency to A5 coupé

• New four-cylinder FSI engine for A5 combines turbo charging with direct petrol injection for excellent all-round performance
• A5 1.8 TFSI available to order now with six-speed manual transmission for £26,190 OTR or £27,140 with Sport specification - first UK deliveries in late November
• 170PS @ 4,800-6,200rpm, 250Nm @1,500-4,800rpm, 0-62mph in 8.4 seconds, 140mph, 39.8mpg, CO2 169g/km

The first four-cylinder engine to power the all-new Audi A5 coupé joins the UK range this week, and fittingly it too is also a completely new design. The advanced, directly injected successor to the familiar 1.8-litre Turbo petrol unit that has powered A3, A4, A6 and TT models in the past creates the A5 1.8 TFSI , which is available to order now for an OTR price of £26,190. First UK deliveries are expected in late November.

Performance-enhancing turbo charging and fuel-rationing FSI direct petrol injection combine in the new unit to deliver 170PS at 4,800rpm and a healthy 250Nm torque peak that remains available from 1,500rpm through to 4,800rpm. As a result, the front-wheel-driven A5 1.8 TFSI with six-speed manual transmission passes the 62mph yardstick 8.4 seconds after take off, and can continue to a top speed of 140mph, all the while demonstrating a healthy dislike for petrol, with up to 39.8mpg possible according to the combined cycle test.

The extensive equipment list from which the first phase of V6-powered A5 models benefits is carried over largely unchanged to the four-cylinder version. It includes luxuries such as Milano leather-upholstery, advanced three-zone climate control and rear acoustic parking sensors, as well as sophisticated features like a space-liberating electromechanical parking brake which are more commonly to be found only in larger luxury cars.

Key optional features for this new lead-in model include Xenon head lamps with LED daytime running lights (£775), a Sport upgrade bringing larger 18-inch wheels, sports seats and further lowered sports suspension (£950), a 505-watt, 14-speaker Bang & Olufsen audio system (£525), the Audi Parking System Advanced with rear-mounted camera (£650) and Adaptive Light swivelling headlights (£325).

The new BMW 1 Series Convertible

BMW UK has announced the first details of the new BMW 1 Series Convertible , the world's first premium convertible in the compact segment.  Powered by four- and six-cylinder engines, from the entry-level 143hp 118i Convertible to the 'bahn-storming 306hp 135i Convertible , the open-topped 1 Series uses elements of BMW's EfficientDynamics programme to deliver high-performance, economical and low-emission, roof-down motoring.

The Convertible is the fourth derivative of 1 Series to be launched and will carry over much of the styling and technology from the recently-announced Coupé model.  The obvious addition is an electro-hydraulic fabric roof that opens or closes in 22 seconds, and at speeds of up to 25mph.  The convertible roof is available in classic black, beige or, as a world first, an innovative anthracite silver fleck which is a fabric material interwoven with fine shiny metallic fibres.

Viewed from any angle, the BMW 1 Series genes are clear in the new Convertible.  From the front, BMW's trademark double headlamp unit and large kidney grilles dominate.  In profile, the relationship to the Coupé is clear.  Both cars share a virtually identical silhouette and the classic long bonnet, short overhangs and set-back greenhouse proportions.  The distinctive, horizontal shoulder line runs from the front of the bonnet, through the long, frameless doors, and onto the end of the boot lid.  This line visually connects the front and rear.  It is complemented by the 1 Series' typical lower swage line and contoured sill, both designed to visually elongate the appearance of the car. 

From the rear, the boot lid finishes in a discrete lip spoiler that houses the integrated third brake light and typical L-shaped rear light clusters use LED-powered light conductors.

Also in common with Coupé models, purchasers of 135i Convertibles receive the M Sport aerodynamic package as standard.  Visually striking and dynamically effective, the 135i Convertible features a redesigned, sporting front valance with large air intakes assisting engine breathing and brake cooling.  Re-profiled sill panels and a rear diffuser integrated into the rear bumper add to the car's sportiness.  The 135i Convertible also features 17-inch light alloy wheels and six-pot brake callipers on the brakes (two-pot on the rear).

The interior of the new BMW 1 Series Convertible features stretched horizontal lines that visually dominate the cockpit.  With space for four occupants and 305 litres of boot space with the roof up (260 litres with the roof down), there is plenty of room to convey occupants and luggage over the longest of journeys.

In line with the recently launched 3 Series and 6 Series Convertible , owners of 1 Series Convertible models benefit from SunReflective Leather Technology whenever leather seat coverings are specified.  BMW is the only manufacturer to offer this innovative technology that uses 'cool pigments' during production to reflect infrared rays of sunlight.  This reduces the surface temperature of the seat surfaces by up to 20 degrees Celsius when compared to conventional leather upholstery.
Also carried over from the new BMW 3 Series Convertible are specific settings for the air conditioning system.  Alongside the standard 'gentle', 'medium' and 'intensive' settings, the system recognises when the roof has been opened and defaults to a 'convertible' mode.  In this situation, the ventilation control reacts less to the interior temperature and more to the outside temperature and sunlight factors to establish the intensity of the ventilation supplied.

Safety is of paramount importance for BMW and the 1 Series Convertible comes with an additional tier of protection in the event of a roll-over.  A sensor registers an imminent danger and, alongside the relevant airbag deployment, two roll-over bars extend from behind the rear seats in a fraction of a second to protect the safety cell.

At its launch, the new BMW 1 Series Convertible will be offered with four petrol and one diesel engine. The five launch models are:

BMW 135i Convertible
Straight six cylinder petrol engine with Twin Turbo and High-precision direct injection.
Capacity: 2,979cc.  Output: 306hp at 5,800min. Torque: 400Nm at 1,300-5,000min.  Acceleration from 0-62mph: 5.6 seconds.  Top speed: 155mph (electronically limited).  Average consumption and CO2 emission figures not yet available.

BMW 125i Convertible
Straight six cylinder petrol engine with magnesium aluminium alloy crankcase, double VANOS and VALVETRONIC.  Capacity: 2,996cc.  Output: 218hp at 6,100min.  Torque: 270Nm at 2, 500min.  Acceleration from 0-62mph: 6.8 seconds.  Top speed: 148mph.  Average consumption: 34.9mpg with CO2 emissions: 195g/km.

BMW 120i Convertible
In-line four cylinder petrol engine with High-precision direct injection.  Capacity: 1,995cc.  Output: 170hp at 6,700min.  Torque: 210Nm at 4,250min.  Acceleration from 0-62mph: 8.4 seconds.  Top speed: 137mph.  Average consumption: 42.8mpg and CO2 emissions: 158g/km.
BMW 118i Convertible
In-line four cylinder petrol engine with High Precision Direct Injection.  Capacity: 1,995cc.  Output: 143hp at 6,000min.  Torque: 190Nm at 4, 250min.  Acceleration 0-62mph: 9.3 seconds.  Top speed: 130mph.  Average consumption and CO2 emission figures not yet available.

BMW 120d Convertible
In-line four cylinder diesel engine with turbo charge and common rail direct injection.  Diesel Particulate Filter fitted as standard.  Capacity: 1,995cc.  Output: 177hp at 4,000min.  Torque: 350Nm at 1,750- 3,000min.  Acceleration 0-62mph: 8.1 seconds.  Top speed: 138mph.  Average consumption and CO2 emission figures not yet available.

The new BMW 1 Series Convertible is the latest in the line of BMW models announced in 2007 to benefit from a raft of performance and economy measures under the banner of BMW EfficientDynamics. 

Brake Energy Regeneration features on all models and uses intelligent Alternator Control and an Absorbent Glass Matt battery to harness engine power that would normally have been lost during engine over-run or braking.  An optimum gear shift indicator also features on all manual-gearbox cars to inform the driver of the appropriate gear for the most economical driving.

All models feature a new, clutched air conditioning pump.  When not in use, the pump decouples and uses only 200 watts, or ten per cent, of the normal power needed to drive a conventional pump.  In addition, other than the range-topping 135i Convertible, all models feature electronic power steering.  In contrast to conventional hydraulic power steering, the 1 Series' electronic system operates on an 'on demand' basis, reducing engine output normally needed to power the steering hydraulics.

All four-cylinder manual gearbox cars feature BMW's Auto Start-Stop system as standard.  In urban traffic, when the gear is deselected and the clutch pedal raised, the engine automatically cuts out, thus eliminating emissions and any fuel consumption while static.  When the traffic starts moving, the clutch is depressed in order to select the gear to pull away and, immediately, the engine fires back into life.

All BMW 1 Series models feature a six-speed manual gearbox as standard with owners able to opt for a six-speed automatic gearbox on all models.  Steering wheel-mounted paddles enabling manual shifts of the auto 'box are standard on 135i cars and optional on 125i models.

Finally, in common with 135i Coupé customers, purchasers of 135i Convertible models also benefit from BMW's electronic differential lock.  Promoting a sporting and involving style of driving, the electronic differential lock works when the car is accelerating hard out of corners or tight bends.  In this situation, it electronically slows the spinning inside rear wheel to enhance vehicle traction and ensure that all available power is transferred to the road.

Pricing and on-sale information of all new BMW 1 Series Convertible models will be announced at a later date.

C-Class AMG

In the current state of environmental silliness a C-Class with 451bhp might seem preposterous, but despite all the doomsayers predictions of climate change we're all for V8 super saloons here. Mercedes seems perfectly content to let its AMG division loose with the entry-level saloon , the company even stating that in producing its flagship sports saloon it learns lessons to make its lesser models more efficient. Frankly, Mercedes can dress it up however it likes, as the C 63's speedometer needle is registering 260km/h (161mph) and I aint complaining. My thoughts are more focussed on whether the VW Passat on the horizon is going to dawdle into my lane rather than whether I'll be in flip-flops or wellies next summer.

That 161mph is about 6mph more than the limiter should really allow. Yet, if I had a performance pack equipped car the C 63's electronic restrictor would be even more relaxed and allow an even more pleasing 172mph. Without it? Nobody at Mercedes is officially saying, but Wolf Zimmermann, AMG's Managing Director, Development and Production, shrugs his shoulders and suggests a figure of at least 200mph. Given the impunity with which it reaches its electronic limiter on the autobahn there is absolutely no reason to doubt that.

Giving the C-Class its high speed ability is AMG's 6.2-litre naturally aspirated V8 engine developing a more than adequate 451bhp. That is plenty to see off the C 63's obvious BMW M3 and Audi RS4 rivals. Those 6.2-litres (AMG confusingly insisting on calling it a 6.3-litre for historical reasons) are able to produce more, the same engine featuring in a number of AMG models with outputs ranging up to 518bhp. It's highly probable then that some owners will have their C 63s fettled to pump out more ponies, while the capacity to do so also leaves AMG the option to produce one of its hardcore Black Series models.

Not that in standard guise C 63 feels like it needs a makeover. The enormous muscle from the 6.2-litre V8 allows it to reach 62mph in 4.5 seconds and strain at that electronic limiter only moments after. The C 63 is fiercely quick and its supercar-rivalling acceleration is hugely entertaining, but it is the ease with which it achieves its warp speed that is so impressive. That's largely down to its automatic transmission. The tweaked AMG Speedshift Plus 7G-Tronic is super smooth and fast whether it's being asked to deal with all the 6.2-litre's power or just a portion of it.

For the greatest enjoyment it's best to shift manually by flicking the (too small) paddles on the steering wheel . Redline the engine in manual mode and instead of automatically shifting up the instrument display flashes red and suggests another gear. But downshifts are where the fun is really at, the computers blipping the throttle for the full heal-and-toe sound. In truth I'd rather the chance to do exactly that, but AMG doesn't do manuals, just very good, if one-ratio-too-many-to-be-sensible automatics.

Too many ratios because the C 63's mighty powerplant has such torque that if it were a proper manual I'd be skipping cogs. Torque rich it may be, the impressive 442lb.ft peak torque at 5,000rpm paling against the fact that 368lb.ft is available all the way from 2,000rpm to 6,250rpm. Even so it rarely feels like a hooligan in the way of AMGs of old. The rear wheels need provoking to relinquish their grip; this is only possible by killing the ESP and being brutal. Doing so will only leave clouds of smoke and get you the wrong sort of attention.

Not that the C 63 needs any help in being noticed. A quick glance is enough to understand this is no ordinary four-door saloon. The DTM car rivalling bumper design with larger vents feeds cooling air to seven radiators, the 18-inch wheels (19s available optionally of course) with enormous 360 x 26mm front and 330 x 26mm rear brake discs nestling behind them make clear the C 63's intent. Around the back are four huge tailpipes, their visual impact completely eclipsed by the glorious V8 muscle car soundtrack emanating from them. Deeply impressive as the C 63's timbre is it is the more subtle details that really impress.

Look at the front wings and aside from the 6.3 badging there is a flare to the wheelarches. Within them is a completely revised front axle and wider tracks - 35mm at the front and 12mm at the rear. AMG has also moved the entire front axle assembly forward and added a completely new three-link suspension for greater agility. The changes increase the stiffness by 100%, allowing the revised steering system to offer improved precision.

There's real feel at the steering wheel, the C 63 turning in with the sort of precision and crispness that used to be the preserve of AMG's rivals at BMW's M division. Indeed, the C 63 is really spoiling for a fight with its BMW and Audi rivals. Sure, it wins the on-paper competition with its big number output and little number sprinting ability, but all too often AMGs have failed to live up to their promise on real roads. But push the C 63 down a challenging piece of tarmac and it impresses and rewards, this being one AMG that's got talent beyond the autobahn.

Three-stage ESP gives confidence in the wet, the rear kept in check by the electronics. Switch it off and you can have the rear swinging around as much or little as you want, the C 63 remarkably benign when testing its limits. Stopping power is awesome too, and can be made more so with optional carbon ceramic stoppers if the Nurburgring happens to be on your commute. The ride is on the hard side, more so on the optional 19-inch alloys, but it is not so bad to have a chiropractor on speed-dial.

Whether it's better than the BMW M3 or Audi RS4 is largely a moot point, as customers tend to pin their colours to one brand. They're all slightly different too, the M3 more likely to appeal to track-day fans, the Audi to those wanting their big-power output with all-weather friendliness and the AMG for power and noise junkies. The C 63 certainly delivers for its traditional audience, but it also offers agility and poise to match its outstanding pace.

BMW Hydrogen 7 and revised X3

BMW has been running hydrogen-powered 7-Series prototypes around for years, but it has finally committed to low-volume production. The zero-emissions Hydrogen 7 is not a fuel cell-powered car, generating its own electricity on-board from hydrogen. Rather, it has a conventional hydrogen-compatible internal combustion engine. The 260bhp 12-cylinder unit is also capable of running on petrol (a vital facility, since hydrogen supply is limited). Top speed is 143mph and the 0-60mph time 9.5 seconds, and the Hydrogen 7 has a range of over 400 miles between refuelling stops (125 miles in hydrogen mode, 300 from the petrol tank).

The Hydrogen 7 is just the first of a series of hydrogen-powered vehicles to come from BMW, which describes it as 'a milestone in industrialising hydrogen technologies for automotive use'. There have been significant moves to establish hydrogen refuelling points in the US, particularly in California, where the Hydrogen 7 will be offered to customers following its US launch at the Los Angeles Motor Show in November.

Euro NCAP's Latest crash-test results

Today, Euro NCAP releases the results for the Hyundai I-30, the Ford Mondeo, the Volkswagen Caddy ‘Life' and the Volkswagen Tiguan. Two cars out of four received Euro NCAP's coveted five stars in Adult Occupant protection.

The results released today are for cars in the Small Family, Large Family, Small Off-roader and Small MPV categories.

www.euro ncap .com