Audi Owners Club

The new Audi A7 Sportback embodies progressiveness in design and technology. See the Sportback take to the urban streets of London's Canary Wharf by night. https://www.audi.co.uk/new-cars/a7/a7-...

The new Audi A7 is full of lightbulb moments. But none are quite as impressive as the 292 LED animated light bar. Find out more at po.st/ytSpA7.

Watch the Audi Q2 on a journey of discovery: hunting for meteorites on rough terrain in Arizona, USA. Learn about these extra-terrestrial objects and what they can teach us about the secrets...

From the way it looks to the way it drives, the all-new Audi Q5 is everything you'd expect of a next-generation SUV. While the all-new Audi Q5 retains the unmistakable profile of its predecesso...

Audi ambassador and Game of Thrones actor Sophie Turner reveals her predictions for this year's BAFTA Film Awards to film journalist Danny Leigh from the back of the new Audi A8.

How do buyers in the premium segment approach buying a new car? Most have a brand in mind: Audi, BMW or Mercedes-Benz, perhaps, or even a Lexus or Jaguar if they’re looking for something a bit different. Audi’s growth in recent years should not be underestimated. In 2017, it took 6.9 percent of the market share – up from a tiny 0.7% just 15 years ago. And a lot of that growth can be attributed to brand image. Audi has gone from being the underdog to being the premium brand that people want to be associated with. And, cleverly, it’s rather cashed in on that. There’s now a model for every niche, from the small Q2 crossover to the big A7 coupe – the latter on sale since 2011. The firm says it combines the svelte good looks of a coupe with the space and comfort of a saloon, along with the versatility offered by an estate. Its new model, driven here, made its public debut at the Los Angeles Auto Show in November and is set to go on sale in spring. First impressions In building that strong brand image, Audi has been guilty of ‘cut and paste’ design in recent years. But then, if each car it sold was drastically different, people wouldn’t be able to form a clear image of what Audi is and represents. On first impressions, that’s still the case with the new A7. Audi flew us out to Cape Town for its launch (yes, Ingolstadt’s PR budget seems to be recovering after Dieselgate) and, under the bright blue January skies, the A7 looked pretty generic at first glance. But look closer and a game of ‘spot the difference’ between the old and new becomes easier. At the rear – which is where the alterations are the most obvious – there’s a full-width LED tail-light, which performs swish animations when you lock or unlock the car. A pop-up rear spoiler automatically extends at 74mph or can be manually raised if you really feel the need. Of course, there are similarities with the latest A8 – not least because they’re both take inspiration from the 2014 Prologue concept car. There’s a huge grille – wider and sitting lower than the A8’s – just to make sure passers-by are absolutely sure you’re driving an Audi. The headlights are narrower than the A8’s, with buyers getting a choice of options, topped by the firm’s flagship matrix LED lights with laser tech. With its long, wide and low stance (it’s actually ever-so-slightly shorter than the old model), the new A7 does the whole ‘aggressive Audi’ thing pretty well. Yes, there is an element of copy and paste, but it’s easy on the eye. And one benefit of choosing the A7 over the A8 is that you won’t look like an upmarket Uber driver. As good as the new A8 is, if it’s as popular with chauffeur drivers as its predecessor, they’ll soon be all over central London. First seat We have high expectations when it comes to Audi interiors, and fortunately, the A7’s cabin leaves little to be desired. There’s plenty of space, while the seats are comfortable and it’s easy to find a good driving position. Everything feels very upmarket, of course, and there’s plenty of tech to keep driver and passengers entertained. There are no fewer than three digital screens – a 12.3-inch screen replaces the conventional dials behind the steering wheel, while a 10.1-inch screen provides access to the infotainment functions. Meanwhile, an 8.6-inch screen with haptic controls sits below that, housing climate control and various other functions. One thing the Audi A7 could be accused of lacking is a slight sense of occasion. Sure, the cabin is extremely upmarket, with lots of expensive-feeling materials. But it’s also rather anodyne. A bit ‘same again’. It does the job very, very well, but it’s all a bit magnolia. If you’re concerned that the A7’s sleek roofline hampers interior space, worry not. There’s plenty of headroom in the rear – more than the outgoing model – while cabin length has been increased by 21mm. Not a massive amount, but we never found legroom an issue in the old A7 either. First drive The A7 will be launched with a 3.0-litre V6 petrol engine badged 55 TFSI under Audi’s new naming strategy and producing 340hp. A V6 diesel producing 286hp and badged the 50 TDI will follow shortly after, while further four- and six-cylinder petrol and diesels are expected in the future. We drove both the 55 TFSI and 50 TDI in South Africa and found them both to be refined and powerful units. The petrol in particularly is extremely hushed – so quiet, in fact, that you can hear the fan for the cooled seats whirring away. Loud fan or extremely quiet engine? We’re not so sure. While there’s a hint of giveaway rumble from the diesel, it doesn’t intrude excessively into the cabin. Like the A8, the A7 is a car that does refinement better than almost anything else on the market. It’s a big car, and cruising along the motorway is where it feels most at home. You’re extremely aware of its dimensions when tackling city streets, but there’s no shortage of tech on hand to help you out. In fact, like the A8, it’s technology that the A7 aces on. Audi says there are no fewer than 39 driver assistance systems available, including adaptive cruise, Audi’s Parking System Plus (featuring a rear-view camera), and a front collision warning system that will apply the brakes if it detects an impending crash. Buyers can even opt for all-wheel steer to help negotiate tight corners around town and improve the handling at higher speeds. Although the A7 is at its best on the motorway, there is one caveat: its steering does seem ever-so-slightly nervous at speed. It’s not a major concern, and it might just be because the A7 is intended to be sportier than the A8, but it’s something that we did notice on our early drive in South Africa. It could also be because of the lane assist system, which nudges the steering wheel if it detects you wandering out of lane, or even the optional all-wheel steer fitted to our test car. Like the A8, the A7 has been designed to incorporate a mild hybrid drivetrain that allows the V6 engines to shut down entirely at speeds between 34 and 99mph, making the A7 coast in freewheeling mode and channelling electricity into the battery during braking. This goes some way towards explaining the epic refinement – you can barely sense when the engine kicks in and out, apart from the sudden realisation that you’re coasting in near-silence. Curiously, the 50 TDI uses an eight-speed Tiptronic automatic gearbox while the 55 TFSI utilities a seven-speed S Tronic ‘box. Engineers remain coy around the reasons why: we suspect the Tiptronic copes better with the torque provided by the V6 diesel engine. In truth, both gearboxes offer fairly quick and seamless changes. First verdict If we were to say the Audi A7 is exactly as we’d expect, that’s not to be taken as criticism. In recent years, Audi’s interiors have been the best in the business, while it has the refined driving experience pretty nailed down, too. We can tell that Audi’s had a bit of fun developing the new A7 (and A8), however. Fun in a very German sense, at least. There are lots of clever features, and the design takes it to the next level compared to its predecessor. The driving experience is extremely refined, and the two V6 engines we’ve tried can’t be faulted. Would we like a little more flair? Yes, but that’s never where Audi has excelled. If that’s what you’re after, you might want to spend a little more on the Porsche Panamera or Bentley Continental GT… Prices Audi A7 50 TDI Sport: TBC Audi A7 55 TFSI Sport: £55,150 Audi A7 50 TDI S line: TBC Audi A7 55 TFSI S line: £58,040 Specifications Engine: 3.0-litre V6 turbodiesel/3.0-litre V6 petrol Power: 286/340hp Torque: 457/369lb ft 0-62mph: 5.7/5.3 seconds Top speed: 155/155mph Fuel economy (combined, NEDC): TBC/39.8mpg Length/width/height: 4,969/1,908/1,422mm Boot space (seats up/down): 535/1,390 litres Summary The new Audi A7 is an attractive, tech-filled five-door coupe. It does everything very well, if not in a particularly thrilling manner. Original article by Andrew Brady- Motoring Research (February 8th, 2018)

Get to grips with performance with the Audi A4 Saloon Sport. Discover more: https://www.audi.co.uk/new-cars/a4/a4-saloon.html Visit Audi UK: https://www.audi.co.uk/

Get to grips with technology with the Audi A4 Saloon Sport. Discover more: https://www.audi.co.uk/new-cars/a4/a4-saloon.html Visit Audi UK: https://www.audi.co.uk/

Audi Sport is extending its R8 model series to include a new derivative with rear-wheel drive The Audi R8 V10 RWS (Combined fuel consumption in l/100 km: 12.6 – 12.4, combined CO2 emissions in g/km: 286 – 283**) comes in a limited series of 999 units with both Coupé and Spyder variants. It will be rear-driven (Rear Wheel Series) and be built exclusively by hand at the Böllinger Höfe R8 factory. “The R8 V10 RWS is made for purists,” said Stephan Winkelmann, CEO of Audi Sport GmbH. “A limited-edition special model for customers with an appreciation for essential driving enjoyment, the R8 V10 RWS is an absolutely exclusive offer. With its mid-mounted V10 engine and rear-wheel drive, it successfully brings the driving concept of our R8 LMS racing car to the streets.” Matt black design elements, optional films The puristic character of the new R8 variant is underscored by the matt black grille of the Singleframe and the matt black air apertures at the front and rear of the car. The upper sideblade (of the Coupé) is finished in gloss black, the lower blade in the body color. Similar to the R8 LMS GT 4, the Coupé is available with an optional red film running over the front bonnet, roof and rear end. Inside, the driver and passenger sit in sport seats covered in leather and Alcantara. Bucket seats are available as an option. The dashboard bears an emblem “1 of 999,” indicating the limited number of units. 5.2 FSI engine – one of the last naturally aspirated engines in its segment The mid-mounted V10 engine of the Audi R8 V10 RWS produces 397 kW (540 hp). It delivers its peak torque of 540 Nm (398.3 lb-ft) at 6,500 rpm. The 5.2 FSI engine accelerates the Coupé from 0 to 100 km/h (0 – 62.1 mph) in 3.7 seconds (Spyder: 3.8 seconds) and beyond to a top speed of 320 km/h (198.8 mph) (Spyder: 318 km/h [197.6 mph]). With the top closed, average fuel consumption of the R8 V10 RWS is 12.4 liters per 100 kilometers (19.0 US mpg), corresponding to 283 grams CO2 per kilometer (455.4 g/mi). With the top open, these figures are 12.6 liters (18.7 US mpg) and 286 grams CO2 per kilometer (460.3 g/mi). Specially tuned chassis setup allows controlled drifts The Coupé weights 1,5090 kilograms (3,505.3 lb) (without driver). 50 kilograms (110.2 lb) less than the R8 Coupé with all-wheel drive which needs additional components like propshaft, multi-plate clutch and center differential. The Spyder is 40 kilograms (88.2 lb) lighter than the R8 Spyder V10, weighing in at 1,680 kilograms (3,703.8 lb) (without driver). The axle load distribution of 40.6:59.4 (Coupé) and 40.4:59.6 (Spyder) together with chassis and handling tuning specially adapted for rear-wheel drive provide for incredibly fun driving. The chassis setup and control systems allow controlled drifts if the driver chooses “dynamic” mode in the standard Audi drive select dynamic handling system and sets the Stabilization Control ESC to “Sport”. The ESC intervenes reliably at the limit. The electromechanical power steering is completely free of torque steer and enables precise handling. The Audi R8 V10 RWS rolls standard on black-finished, 19-inch, cast aluminum wheels in a five-spoke V-design, with 245/35 tires up front and 295/35 at the rear. The Audi R8 V10 RWS will be available for order in Germany and other european countries from fall 2017, and from beginning of 2018 the first units will hit the streets. The Coupé starts at 140,000 euros, the Spyder at 153,000 euros. Fuel consumption of the models named above: Audi R8 V10 RWS: Combined fuel consumption in l/100 km: 12.6 – 12.4 (19.0 – 18.7 US mpg)** Combined CO2 emissions in g/km: 286 – 283 (460.3 – 455.4 g/mi)** **Figures depend on the body variant.

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It’s over a year since dieselgate, the Volkswagen Group emissions scandal that looks to have already cost it tens of billions of pounds. And all to save a bit of dosh on TDI diesels for the North America. The lawyers are going to argue about the repercussions for years, but the immediate implication is the castigation of diesel. Clean Diesel? Contradiction in terms, mate. Once again, you have to apologise for filling up from the black pump. From nudging over more than half of the new car market, diesel’s share is dropping back as petrol is suddenly back on the choice list. And I’ve already jumped ship. I had my pick of the new Audi A4 range this time round. How could I resist that V6 3.0 TDI? Or maybe the omnipresent and ever-strong 2.0 TDI? Nope, I’ve gone TFSI turbo petrol. And not only have I switched fuel, I’ve downsized in the process. Welcome to six months in an Audi A4 1.4 TFSI 150. DOWNSIZING IN ACTION So, downsizing. Does it work? Not if you believe real-world economy tests, it doesn’t. Ford Focus Ecoboosts are meant to do 60-plus MPG. In my experience, I got 37mpg. And I’m far from a lead-foot. The Fiat 500 TwinAir is meant to be brilliant; it’s anything but. Go into any real-world MPG forum and you’ll find owners up in arms. With all this in mind, how am I getting on with the A4? Really rather fine, actually. My fear was a Focus-style sub-40mpg disaster. The reality is easy-50s, with a high of nearly 63mpg during one relaxed run. On the motorway, it seems impossible in normal driving to get it under 50mpg; even press-on stuff delivers high-40s. This is good news. Most of my mileage is long distance motorway stuff. Fleet drivers (or managers) wondering whether to make the jump can rest easy. With one proviso: in-town stuff. Here is where it seems to struggle. No matter what I do, 35mpg is the norm here. It seems this turbo petrol engine loves steady-state use, but when you start to run it up and down the gears in stop-start use, it suffers. Worth bearing in mind, users. What about the rest of it – does it feel like an undersized, underpowered engine? Again, no. Thanks, primarily, to its punchy turbo power delivery. It’s reliant on the turbo, of course – if you let the revs drop below 1500rpm, it feels like a supermini engine in an executive-sized car. But once on boost, it approaches cooking diesel-like shove, and the more lag-free nature compared to a diesel is also nice. It’s a small, inertia-free engine, so it gets up to speed quickly. On the motorway, again in normal use, it feels little different to any other turbodiesel. Apart, that is, from the extra running refinement. It’s a very smooth engine, without the vibrations of a diesel, so feels classy so long as you don’t extend it. When you do run it through the revs, it sounds less convincing. It’s more strained, clearly more under pressure, and feels like a more highly-strung engine in a big car. I tend not to take it to the red line because it’s rather noisy, and the car itself feels strained and geared-up: it’s preferable to change up and ride the torque. One more thing: it feels quick and powerful in everyday use. The reality is, when you press on, there’s not that much more in reserve. It’s a car that feels like a more powerful machine, until you call upon the power you think is there in the background, and discover it’s absent. The depth of performance isn’t as broad as, say, a 2.0-litre TFSI. Or, indeed, a 2.0-litre TDI. I don’t mind so much though. Most of the time, it’s great. A downsizing surprise. It’s exceeded my expectations and is delivering the mileage that justifies my decision. In this instance, downsizing really is working. SAY HELLO TO OUR AUDI A4 1.4 TFSI 150 Yes, that is an Audi fitted with the engine from a Seat Ibiza. Yes, I have been questioning my wisdom, given the amount of motorway miles I drive. But there’s only one way to find out if such radical downsizing works, and that’s to give it a go for six months. So here we are. First impressions? The new A4 is as sleek as I remembered from the UK launch event. No, it’s not a stylistic revolution, but the interior is certainly a quantum leap over the old one, and probably the finest automotive interior this side of £50k. Maybe £75k. It’s divine. My chosen spec is Sport, which brings subtle and very Audi-like enhancements, such as more chrome at the front end and a neat set of 17″s. I like subtle colours and blue cars, so I went for subtle blue and, sparkling-fresh with just over 100 miles on the odo, it looks pure class. And it certainly doesn’t feel like it’s packing a tiny over-boosted engine during the relaxed use I’m currently giving it. You’d swear it’s a 1.8T, not a 1.4T, and the turbo install has been tuned such that the desperate dependence on the turbo you sometimes sense in, say, a 1.0T Ford Focus is barely a factor here. It feels natural. It feels like it could work, you know. I’m now going to find out, after following the handbook to the letter and running it in gently: no more than 4k revs, no labouring at low revs, no use of more than three-quarters throttle. The next owner will thank me, I’m sure. Getting over 1,000 miles won’t take long, mind. Come back in a few weeks for an update. Oh, and you didn’t think I’ll leave a long-term update without mentioning economy, did you? Of course not. And first signs are looking good… Original article courtesy of Motoring Research and written by Richard Aucock| December 6th, 2017

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