These days, it seems that car makers only need add a set of alloy wheels and a subtle bodykit to justify badging a new model ‘Sport’.

Take Audi’s revised A3 Sportback for example. With five doors and a more practical body than the three-door version, the family-oriented machine appears anything but sporty.

However, in Audi’s defence, this car is not quite as simple as a five-door A3. It’s more than that – 54mm more, in fact. That’s the extra length the Sportback adds to the three-door, all of it dedicated to rear legroom and boot space.

So there’s plenty of room, but you can’t help but wish for a little more aesthetic appeal from a premium car with a large price tag – our model, the 2.0T FSI S line quattro, came loaded with options that would take the cost up to £33,000! From all angles, the Sportback has the look of a shrunken A4 estate, even in top-spec trim.

The 2008 updates, which include reshaped bumpers front and rear, plus redesigned lights with daytime-running LEDs, further emphasise the family appearance.

Inside, it’s a similar story, but what the A3 lacks in outright visual flair, it more than makes up for in quality. Not many cars feel as solid in any class.

However, the highlight is undoubtedly the turbocharged 2.0-litre engine. It’s the same unit that’s found in the Volkswagen Golf GTI, and the 197bhp motor has a deep-chested bellow from 2,000rpm to the red line.

The engine is mated to the six-speed S tronic dual-clutch gearbox, which snaps between ratios without hesitation, and the A3 gives you a genuine thump in the back. The driving experience is less impressive, though. Where the GTI feels nimble and fluid from corner-to-corner, the A3 suffers from woolly steering and a slightly harsh ride. There’s plenty of grip thanks to quattro four-wheel drive, but the Sportback lacks the VW’s sparkle – and it costs a lot more, too.

Audi is increasing its lead in infotainment technology even further. A new generation of the MMI, the supreme solution for multimedia, communication and operation, has been announced. With a high-capacity hard disk, a DVD drive and fast processors, it is much more versatile and its performance is higher than ever before. The new MMI’s first appearance will be in the A8 luxury sedan, but before long it will also be available for two other model lines.

In 2002, when the Audi MMI (Multi Media Interface) was launched, journalists and the general public were unanimous: the new Audi concept was the best on the market. With its control knob on the center tunnel and large function keys to select the main operating areas, it was effortless to control, with self-evident logic that was repeated on the MMI display. Audio, TV, information, telephone and navigation – never before had the driver been able to control all these areas so intuitively.

MMI set new standards from the very start, and proved to be the yardstick the competitors had to equal. Its status was confirmed by many wins in comparative tests. The system was also adopted for the A6 and Q7 model lines, and for the new A4. In this area of technology, the brand with the four-ring emblem pioneered progress from the front.

Audi has been intensively developing every aspect of its MMI system. The full version, MMI navigation plus, is now a state-of-the-art high-end system. The basic operating principle has been retained, but the innovative joystick makes it even more convenient. This joystick is located on the central knob and can be moved in eight directions – with high precision and the sense of quality that the Audi driver expects.

Apart from the control terminal, the monitor screen is the second important interface between the system and its users. For the new MMI, Audi has provided a large TFT display measuring seven inches from corner to corner. It is located in an ergonomically favorable position high up on the center console. With the very high resolution of 800 x 480 pixels and LED backlighting, this monitor supplies an exceptionally sharp image with plenty of contrast. Even in poor light conditions, the colors are intense against the black background.

As before, there are elegant crossfades between the individual screen displays, an effect that makes the overall impression created by the graphics even more fascinating. If the driver alters the automatic air conditioning settings, the new ones appear in a small screen panel for several seconds. This pop-up window doesn’t occupy very much space, so that the MMI user can still see the main screen content at any time.

3D map displays

On the big screen, the stage is set for another of the new MMI system’s attractive innovations: the way that maps are presented when the navigation system is in use. The driver can choose between the conventional two-dimensional view and the new 3D images. These feature a birds-eye perspective of the map area, with plenty of carefully presented detail. As in an atlas, the various heights above sea level are shown in different colors, and the most important buildings in large cities appear in three dimensions.

Audi has extended many of the navigation system’s functions. For instance, additional detail maps are faded up at crossroads, with small extra arrows indicating the correct lane to follow. Whenever it seems sensible, the navigation system offers the driver a choice of three routes, including the one that’s likely to keep fuel consumption to a minimum.

If the driver uses voice input to load a destination into the navigation system, this can now be done without spelling out the individual letters. The new MMI understands complete words in a number of national languages. The same applies to the new high-performance telephone directory, which can store up to 5,000 entries each with five numbers for each user.

The technology used here is called “synthetic language”. In a studio, pairs of individual sounds – these are called “diphones” – are recorded and saved to part of the MMI’s memory as data sets. High-speed software identifies them in the driver’s commands, combines them and compares the complete words with the term in the list, for instance “August Horch Strasse Ingolstadt”. The same synthetic language principle is used in reverse for the audible guidance instructions, which sound smooth and natural. The driver can choose between detailed or compact audible guidance modes.

Music and entertainment: the DVD drive

In the entertainment area too, the latest Audi MMI sets new standards. It has an integral drive for video DVDs; the new joystick function on the control knob is especially practical for this. When played back with the optional sound systems, DVD soundtracks can be heard in Dolby Digital 5.1 multi-channel sound and other frequently used formats. For safety reasons, the picture is only displayed to the driver when the car is standing still. The system also plays music from CDs and SD cards, including those coded MP3, AAC and WMA.

Additional technical modules have made the MMI even more attractive. The optional Audi Music Interface makes a perfect connection with an mp3 player, for instance the customer’s iPod. The complete menu structures and contents appear on the MMI display, and control is at the MMI terminal or the multifunctional steering wheel. A universal socket in the glove box and an adapter can be used to connect various players with a USB interface, and analog audio and video equipment.

Another audio highlight is the option of DAB (Digital Audio Broadcasting) reception. Digital radio signals are far superior to the analog standard in quality. Audi always uses a DAB double tuner in the MMI. This concept has the advantage that the DAB reception frequency can be changed without any interruption. One tuner receives the music signal, while the second searches continuously for alternative frequencies on which the same program is being broadcast. If a changeover takes place, it takes only a fraction of a second. Another advantage is that the list of stations is continuously updated.

The MMI system’s modular structure makes it possible to integrate a CD changer and an analog/digital TV tuner. Audio quality is assured by a choice of sound systems. The top version in the Audi A8 comes as before from the Danish manufacturer Bang & Olufsen. With its rich, subtly differentiated sound spectrum and extended treble response from the tweeters, it provides pure delight for the ears.

The telephone is even more convenient to use with the new MMI. Using a Bluetooth chip, the system can fully integrate customers’ cell phones that support the SIM access profile. The MMI phone is ready for action as soon as the ignition key is inserted. It reads data from the SIM card and the memory into the A8’s own memory, then shuts the cell phone down completely. Telephone operation via the car’s antenna is the key to optimal reception quality. A digital voice processor ensures the best hands-free quality; voice outputs are through the car’s sound system.

In the background: concentrated hi-tech

The fantastic selection of functions that the new MMI offers is backed by hi-tech in concentrated form. The ‘main unit’ computer is installed in the center console, and integrates all the functions that were previously performed by five separate units, including the DVD drive. One of its key components is the hard disk; 10 GB of its 40 GB capacity can be used as a jukebox, to store up to 4,000 tracks, all sorted for easy access. The hard disk also contains navigation data and an electronic logbook for the car.

Two processors, an 800 MHz chip and a 500 MHz digital signal processor, allow all applications – navigation, voice input, telephone and audio functions – to operate simultaneously, although each of them needs high performance from the computer. Using the 3D graphics processor from Californian 3D chip manufacturer Nvidia gives the MMI access to the third dimension. Audi has used this chip’s outstanding performance with graphics for the first time to provide a genuine 3D map display – a ‘digital topographical model’. With this processor, the screen display sets new standards: it is attractive, with high resolution and presentation quality, smooth animation and crossfading.

A second block, the ‘radio unit’, combines the tuner and sound system functions. A central interface connects the two units with the rest of the car’s network. All the new MMI components have been developed to comply with strict specifications issued by Audi in Ingolstadt. Audi’s quality standards are as stringent as they always were. This is important because in-car operation, with extreme temperatures and vibration, imposes severe stresses on the electronics.

The new MMI will extend Audi’s lead over its competitors. It can be ordered as of now for the A8 luxury sedan, and will be available before long in the Audi A6 and then in the new Audi Q5 performance SUV.

It has been hard to pinpoint just what will power the much-anticipated Audi RS5 and next-generation Audi RS4 models. With the S4’s impending move to a six-cylinder supercharged 3.0-TFSI and the current S5 running an FSI V8, we know that Audi is pushing for variation between the two similarily sized S-cars. Then, just last week a report from Car Magazine suggested Audi will opt for an even more-powerful 3.0 TFSI in the RS4 – paraphrasing a discussion their writer had with an un-named Audi executive over dinner at a new model launch in Valencia Spain. If this is right, then it marks a significant change for the RS4 and opens up the further question of differentiation between the upcoming RS offerings. With so many rumors flying around, we began to put together what we knew and put those questions to a wide list of contacts. And oh yeah, we were also headed to Valencia so we figured we’d ask around. Below is a summary of what we found.

First and foremost, the cars will use the same engine. While Audi sees the S5 and S4 as being different models for different customers and thus worth going through the trouble of developing two powerplants, this won’t be the case for RS4 and RS5. There just isn’t enough volume to make a business case and RS customers are looking for the ultimate offering – one new engine will suffice.

We’ve known the RS4 is coming for a while now. There’ve been rumors in the press, assumptions based on market demand and the release of a new BMW M3 that raises the bar in the segment. However, a mention by quattro GmbH boss Stephan Reil during an interview caused us to come the conclusion that the model was in stone.

So what of forced induction? CAR says the 3.0 TFSI in the form of an even more potent iteration that’d have to be at least 420-hp to match the outgoing model. While a turbocharged system was developed for this motor, we’re ruling out both forced induction options. We’re told specifically on the turbos there are packaging issues, especially in smaller applications of the MLB such as the A4 and A5 on which these two new RS cars are based.

Without naming our source, we solidly believe the notion of one engine to be credible. A move to a forced-induction V6 in the RS5 as compared to the V8-powered S5 doesn’t make much sense. Given the news from a magazine as reliable as CAR, this just raised more questions for us.

So we flat out put it to an executive over dinner and the answer was surprising. The RS4 and RS5 will get a high-revving engine like the outgoing RS4. The high-rev applications in the R8 and B7-generation RS4 have impressed Audi’s engine development teams and they wish to continue in that direction with the next-gen of Audi’s hottest models. First comes a high-revving V10 in the R8 this fall, then an assumed V8 in the RS4 and RS5.

Check out more information from Fourtitude

It may have lagged four years behind the BMW X3, but it’s about five years better.
The sports sedans of German automakers such as Mercedes-Benz and BMW have slugged it out toe-to-toe for decades. But duking it out in the small-SUV arena is a newer phenomenon. Since the launch of the 3-series–based BMW X3 in 2004, both Audi and Mercedes have strangely declined to counterpunch, until now.

Showing up fashionably late to the so-called compact-luxury sport-utility segment means that Mercedes and Audi face already established competition from the Acura RDX, Infiniti EX35, and Land Rover LR2, not to mention BMW’s tidily sized X3. But it also means that the late-arriving Q5 is formed from Audi’s newest architecture, which also underpins the latest A4 sedan as well as the A5 and S5 coupes.

In fact, the A4 and the Q5’s relationship is close enough that they have a common wheelbase, chassis design, all-wheel-drive system, and 265-hp V-6 engine. Sharing these pieces is a very good thing because the Q5 retains much of the sports-sedan feel, solidity, and quiet refinement of the A4; it just happens to have a tall roof and a higher center of gravity.

Optional equipment includes Audi Drive Select (ADS), which gives the driver adjustable shocks and transmission settings, as well as variable-ratio steering that works transparently to give the Q5 quick steering at lower speeds and relatively lazy steering once on the highway. Ride quality even without the adjustable suspension is a superb compromise between comfort and body control. Although the option is expected to cost a whopping $3000, ADS, especially with the variable-ratio steering feature, gives the Q5 a deftness and carlike feel that is largely missing in other small SUVs.

Also missing in competing camps is the Q5’s designer sheetmetal. Sculpted in-house by Audi, the Q5 has elements of the A4 as well as the A3. The exterior design is muscular, free of froufrou, and when the vehicle is equipped with the optional 20-inch wheels, it’s remarkably sporty for something 65.1 inches tall. Inside, the Q5 again shows it is essentially an A4, as the dashboard and instruments are nearly identical. Between the front seats is Audi’s third-generation MMI multifunction controller, which works much like the current version. Navigation-equipped models no longer use DVD-based maps and directions. In the place of the DVD-based system is a 40-gigabyte hard drive that has enough space to store navigation information and more than 1000 MP3 music files.

Passenger space is on par with that of the A4. We wish the front seats would tilt rearward a bit more and offer more thigh support, but the driving position is still commendable. Back-seat occupants will find a split folding bench that moves forward or backward to increase legroom; there is also a reclining backrest.

But one piece has gone missing: the A4’s fuel-efficient 211-hp, 2.0-liter turbocharged four-cylinder engine that makes more torque than the V-6 does. We were able to sample a Q5 with the 2.0-liter (that engine is, of course, available in Europe), and subjectively it felt every bit as quick as the V-6—Audi claims 0-to-62-mph times of 6.7 seconds for the V-6 and 7.2 seconds for the four. The smaller engine may be offered sometime in 2010. Meanwhile, the 3.2-liter Q5 goes on sale in March at an expected starting price of about $38,000.

Updated: Despite claims made by Audi board manager Frank Dreves as recently as May that a petrol-electric Q7 SUV hybrid was in the works, latest reports indicate the project has been shelved. Speaking with Germany’s Der Spiegel, a spokesperson for the company said that the Q7 won’t be fitted with a hybrid system because sales predictions for such a vehicle were too low.

Audi’s U.S. chief Johan de Nysschen confirmed back in March that the Q7 hybrid had been ruled out for the U.S. market, the single biggest market for hybrid vehicles and SUVs. Instead, Audi will develop other hybrid models and continue to work with Porsche and Volkswagen to develop the technology.

Original: Audi will beat its German rivals in the hybrid race with the launch of a petrol-electric Q7 SUV due at the end of the year. The announcement was made by Audi board manager Frank Dreves, who revealed today that the hybrid SUV is being developed together with Porsche and that future collaboration on electronic architectures with the sports carmaker was possible.

Dreves also revealed that Audi would increase its modular design practice and standardization of components – a process where a number of different models in different segments are all based on the same platform – in order to reach its target of 1.5 million vehicles by 2015.

Speaking with Automotive News Europe, Dreves also pointed out that Audi will lift its model range from the current 26 vehicles to 40 all up by 2015. The key will be to improve productivity, shorten the production cycle of each model and increase the level of component sharing.

Audi has ruled out launching the Q7 hybrid in the U.S. because of the weak dollar and low demand for petrol-electric hybrids in general. However, Audi’s U.S. chief Johan de Nysschen revealed that a hybrid Q5 was in the works and would be a likely option for North America.

The new Q7 hybrid due at the end of the year will feature a 34kW electric motor sandwiched between a 280hp (206kW) 3.6L V6 FSI petrol engine and the vehicle’s torque converter. The electric motor provides an additional 285Nm (210lb-ft) of torque to the internal combustion engine’s 375Nm (277lb-ft). From standstill, the concept vehicle reaches 100km/h in 7.6 seconds and can accelerate from 60 to 120km/h in fifth gear in just under 12 seconds. Despite weighing 2,480kg, average fuel-consumption measures 24mpg (9.8L/100km).

Few motor manufacturers have had such a long association with four-wheel drive as Audi – the quattro system has underpinned some of the most memorable sports cars in its history. But only in recent years has the brand begun to apply this knowledge to SUVs.

The newest arrival to benefit is the Q5. As with the Q7, the car is late to the prestige 4×4 party – main rival BMW’s X3 turned up five years ago. Yet it’s joining at a time when demand is at a record high. Volvo is about to launch the XC60 and Saab the 9-4X, while there’s existing competition from Land Rover’s class-leading Freelander. The Q5 should be one of the best models to drive in its sector – so has Audi got it right?

With prices from less than £30,000, the SUV sits above the A4 in the line-up, yet it shares a lot with the executive car. At the front is a big chrome-ringed grille and familiar lights (S line versions get LED daytime running lamps), while the A4 Avant-on-stilts shape mixes Q7-style tail-lights at the rear with chunky but neat proportions.

Inside, A4 owners will feel at home. The dash is good-looking and solidly made, while all the switchgear and materials look and feel classy. The MMI cabin control set-up is logical, and new features include sat-nav that replicates buildings in 3D to give a bird’s-eye view in towns.

In the rear there’s a sliding bench, while the front seat backrest folds flat to allow long items to be stowed. The Q5’s boot is more spacious than the A4 Avant’s, too, at 540 litres with the chairs in place and 1,560 litres with them folded.

Under the skin, the quattro system is biased 40:60 in favour of the rear wheels. As with other Audis, the engine is mounted longitudinally and almost entirely ahead of the front axle. But despite this, the car doesn’t feel nose-heavy and turns quickly into corners.

Body roll is well controlled and there’s plenty of grip. The front end runs wide eventually and very safely at the limit, and while the steering is devoid of much feel, the Q5 is agile and fun on a twisty road. The ride is firm, though, and is likely to be unsettled on bumpy UK tarmac.

Should you venture off-road, the Q5 has reconfigured ESP stability control, Hill Descent Control and even a roof rack sensor. This tells the ESP if a rack is mounted, and adjusts the car’s balance to take account of the shift in the centre of gravity.

Engine choices include a 208bhp 2.0-litre TFSI petrol unit and a 237bhp 3.0 TDI. But most Q5s will have the 168bhp 2.0 common-rail TDI diesel. This is smooth and torquey, with 350Nm from only 1,750rpm, and blends swift and refined progress with 42mpg economy.

It comes as standard with a six-speed manual box, although Audi’s seven-speed Touchtronic twin-clutch set-up is likely to be offered as an option. Spec levels are impressive, with the SE getting 18-inch alloys, leather trim and climate control.

It comes at a price – expect to pay just under £30,000 for a 2.0 TDI SE. But with best-in-class residuals predicted and the allure of the Audi badge, the Q5 is the most desirable compact SUV bar none.

Partner-Crash SUV vs Minicar.

Style, desirability, performance – the Audi TT has earned its status as a cut-price supercar by sticking to a classic recipe for success. But what would happen if the balance was tipped further in favour of pace rather than posing?

With its improved handling, the second-generation model can now match the sharpest sports cars. And to show how good the TT is – as well as prove once and for all it can compete with the most dynamic rivals – Audi has launched a new flagship S variant.

The TTS comes in coupé and Roadster bodystyles, and has reworked suspension and meaner looks. Audi’s 2.0-litre turbo engine also gets a power boost, to 268bhp – so this should be the most exciting TT yet.

But the competition in this marketplace is tough. The Porsche Boxster is an established favourite, although the Mercedes SLK is arguably the strongest contender in terms of styling.

What’s more, the three-pointed star model recently benefited from a makeover that incorporated around 650 new components. So it’s this car we put up against the TTS. Which of these high-quality German roadsters offers the better blend of value, performance and driver enjoyment?

VERDICT
On paper these two cars look evenly matched. But take a test drive, and you will see they are chalk and cheese. The latest SLK gets updated styling and improved cabin materials – and although the changes seem minor, it remains a well designed and relaxed cruiser. The folding metal roof is a great selling point as well.

The trouble is, even though the Merc engine is smooth and refined, the optional 7G-TRONIC auto box will frustrate keen drivers. On a twisty road, the SLK isn’t as involving as its rival.

Not only is the TTS more exciting, it’s also very desirable – and so it takes a comfortable victory. With the R8, Audi has proved that it can build drivers’ cars to rival the best in the business. And its mainstream models are now just as capable – if not more so – than many class competitors. The TTS’s feelgood factor moves the stylish roadster to the next level.

Downsizing engines and adding forced induction is the new wave in fuel economy engineering as companies strive to maintain performance levels and Audi is leaping into the ring with both feet, lopping two cylinders from its mighty RS4 sedan and replacing them with a supercharger. Enthusiasts may lament the loss of the extra pots, but purists will relish the return to six-cylinder forced induction.

The next-generation RS4 will feature a 3.0L supercharged V6. The same basic unit will also power the somewhat tamer S4, though it will no doubt be in higher tune in its RS application. The outgoing generation RS4 is powered by a 4.2L V8 rated at 414hp. Power figures for the new engine aren’t yet known, but the new supercharged V6 is expected to be thoroughly sport, reports CAR magazine.

Speculated figures place the S4’s version of the powerplant at 350hp (261kW). Adding the requisite power bump to the RS4 model would place output back on par with the V8 model, and thanks to the supercharged induction, a very wide torque band would be available from an even lower RPM - all ingredients for very strong performance.

The original Audi RS4 was a forced-induction V6, though it was a twin-turbo unit generating 261hp from its 2.6L displacement. Efficiency ratings of forced induction technologies have advanced somewhat since the first twin-turbo RS4 was built in late 1999 and the addition of twin-turbos or any dual-charging system to the current RS4 has been dismissed as prohibitively complex and expensive for the gains over a single supercharger design.