Audi Q3 2.0 TDI 138bhp FWD SE (2012)

The Audi Q3 has only been around for a year, but the company continues to spin off variants at an alarming rate as it scatters new product into every which niche in the market. So here we have the latest Q3 model on test: a front-wheel drive, lower-powered 2.0-litre turbodiesel mustering 138bhp and with a simple stick shift (the pics are of the auto we tested in the February 2012 issue of CAR Magazine).

There are some at CAR who'll struggle to see where the Q3 fits in to Audi's plan for global premium domination. It's a rather amorphous shape, a mini-me Q5 - itself a shrunken Q7. This brings drawbacks (many won't quite know what it is without peering at the badge and we came to realise it's had a total character bypass) but at the same time means you know what you're going to get.

Yes, all the usual Audi build quality rules apply. Some CAR readers think we're slaves to VW group production processes, but I bet you couldn't sit in the plump seats of a new 2012 Audi Q3 and profess it's not superbly finished. It has that solidity, that sober, oh-so-sensible heft to every surface inside and out which reeks of quality.

So who's going to buy an Audi Q3?

Good question. Despite its compact footprint - at 4385mm long, it's the same size as a Peugeot 3008 or Range Rover Evoque - you can seat four grown-ups comfortably and the rear is bigger than I was expecting. Just watch out for the double-length panoramic sunroof which gobbles rear headroom.

The 460-litre boot, too, is larger than I had assumed. It's a high-up trunk and comes neatly trimmed in a square shape with no transmission tunnel intrusion. Lift the false floor and there's more room below in between the spare wheel, battery and Bose sound system extras.

So the Q3 is a viable small family car. If you've got young children - or an empty nest - you'll find this shrunken soft-roader just fine. It's pricey though: Q3 prices in the UK start at £25,690 and climb to a peaky £31,360. Our lower-rung Q3 2.0 TDI with 138bhp cost £24,560, but came with options sending it to £33,090:

• Monsoon Grey metallic paint £525
• Black/Fine Nappa leather £1250
• 18in x 7J ‘5-twin-spoke’ design alloy wheels £495
• Luggage compartment package £85
• DAB digital radio £305
• Full paint finish £100
• Comfort package £605
• Technology package £1495
• Xenon light package £1150
• Audi drive select £220
• Panoramic glass sunroof £1100
• Heated front seats £260
• Audi parking system plus with park assist £250
• Bose surround sound £690

Wow, so that's a lot of options. What's a loaded Q3 2.0 TDI like to drive?

Entirely as you'd expect. Every control surface has that usual Audi feel: while Volkswagen's platform strategy manifests itself with pleasingly different designs on the outside, the driving experiences within often blur into one Germanic precision continuum. This new Q3 is no different. You could be blindfolded and struggle to tell it apart from a VW Tiguan. 

The front-wheel drive Q3 is as inert as you'd expect and is some way off the responsiveness of, say, a BMW X1 or Range Rover Evoque. But it's very refined and quiet and has all the wholesome qualities of organic premium food you'll find in the expensive aisle of Waitrose. It's very much aimed at those sorts of buyers for whom outright value matters less than the badge and the quality message consistent with their lifestyle.

Losing traction at the rear axle shouldn't shed a single sale and despite the odd chirrup out of damp junctions the Q3's front-wheel drive chassis never feels overwhelmed by the 138bhp and 236lb ft the turbodiesel musters. Performance is quite perky, feeling quicker than Audi's 0-62mph in 9.9sec claim.

Fiddle around with the Drive Select option fitted to our test car and you can flick between Auto, Dynamic, Comfort and Economy settings for the various switchable electronics which govern damping quality, steering weight and throttle responsiveness. Dynamic is tellingly firm; not good when I found the ride on 18in rims unsettlingly jiggly anyway. We left it in Comfort for most of our test to remove the worst spikes from the ride.

Verdict

The Audi Q3 is a polished act in the showroom. You can criticise Audi's blunderbuss product strategy all you like but you can't argue with the customer proposition of offering heaps of choice. Audi UK sold 530 Q3s last year and who are we to argue with that commercial transaction? People want soft-roaders and they want them in downsized packages. Throw in the vogueish Audi badge and this car promises plenty.

Yet to an enthusiast, the Audi Q3 seems to lack the sparkle that draws us to the best products in class. We parked the Q3 next to our long-term test Range Rover Evoque and realised immediately what the Audi is missing: a little bit of soul.

Mind you, for the majority of buyers, a hyper-polished, restrained slug of quality wearing an Audi Q3 badge will be quite enough. And if that's their expectation, they won't be disappointed.

BMW X1 facelift (2012)

BMW is unveiling a pepped-up X1 facelift at the 2012 New York auto show. Why launch it in the US? Because soon the smallest BMW soft-roader will be sold Stateside.

What's new on the facelifted 2012 BMW X1? 

It's modestly facelifted with detail changes outside, an improved cabin and some minor specification tweaks to get the X1 ready for US launch in September 2012. It's a good forum to launch the X1 for America; show organisers expect footfall of around one million visitors this year.

Spot the revised 2012 BMW X1 by the greater number of body-painted panels and a fresh headlamp graphic surrounded by new chrome accents cutting across the top of the twin lights. Spec the optional xenons and you get the showy LED day-running lights.

Anoraks note: the side indicator repeaters are now incorporated into the door mirrors and there's a new rear bumper/apron assembly to tidy up the X1's bum.

Inside the faceilfted X1

The cabin of the BMW X1 has improved more noticeably. The centre console is new, angling the switchgear more towards the driver like BMWs of yore. And some of the cheaper surfaces of the X1's cockpit are improved, with higher quality metal-effect surrounds to the gearshift lever.

Engines, power

American X1s will come equipped with new TwinPower turbo petrol engines:

• X1 xDrive35i 306bhp, four-wheel drive
 • X1 sDrive28i 245bhp, two-wheel drive (xDrive optional)

Both engines are twin-turbo four-cylinders with automatic gearboxes and EfficientDynamics tech such as start-stop and intelligent alternator charging to lower battery drain.

Porsche Boxster S (2012) CAR

This is the all-new Porsche Boxster, the third generation of Porsche’s mid-engined drop-top. Just like its big brother, the 991-gen Porsche 911, there are big changes afoot: a new aluminium/steel hybrid bodyshell, significantly tweaked vital stats, a base engine that gets 200cc smaller while also gaining performance, and new electromechanical steering.

Read on for our first drive review of the new Porsche Boxster S...

More info on those vital stats for the new Porsche Boxster, please…

Overall length goes up by 29mm, the width stays the same, while the Boxster sits 11mm lower, helping to reduce the centre of gravity by 7mm. The wheelbase is 60mm longer – better for driving dynamics and comfort, says Porsche – the base of the windscreen sits 40mm further forward from the car’s centre point, giving a more cab-forward stance, while the overhangs are reduced and the driver’s seat is positioned 10mm closer to terra firma too. The body is also 40% stiffer than before, the kerbweight of the basic Boxster pared by 35kg to 1310kg despite the increased dimensions.

Good, now tell me about the performance stats…

The base model shrinks from 2.9 to 2.7 litres, but the old car’s 248bhp at 6400rpm, 30mpg and 221g/km improves to 261bhp at 6700rpm, 34.4mpg and 192g/km – only the torque slips back from 214lb ft at 4400rpm-6000rpm to 207lb ft at 4500-6500rpm.

The 3.4-litre engine size remains the same for the Boxster S, but the old model’s 302bhp @ 6400rpm, 265lb ft @ 4400-5500rpm, 29.7mpg and 223g/km becomes an all-round-improved 311bhp @ 6700rpm, 266lb ft @ 4500-5800rpm, 32.1mpg and 206g/km. At under eight minutes, the Boxster S’s Nürburgring lap time should be around 14sec faster than its predecessor, too.

Prices go up by around £1k for the base Boxster, and £1.5k for the Boxster S, while the PDK transmission adds a whisker under £2k to both models.

Is it still as noisy inside?

No, a new hood with an extra layer of insulation helps to quiet the interior by a very significant 2dB. It’s also incredibly quick to drop at an astounding 9sec, down from the last Boxster’s still quick 12sec. In practice it’s even faster too, because it’s fully automatic, where you previously had to first unclip a latch on the header rail.

There are more benefits too: you can drop the roof on the go at speeds well above 30mph, and the folded roof doesn’t eat into any luggage space – folding hardtops insist that you stop to drop the roof, and they do eat into luggage space.

One niggle, though: the old roof sat beneath a metal panel when stowed, but that panel has now been removed, meaning the part of the roof that normally attaches to the header rail remains on view. Not a problem in itself, but the large gaps between the stowed roof and the bodywork look messy.

How does the Boxster drive?

Our Boxster S PDK was fantastic. The ride is noticeably more supple than before, and our optional PDK dual-clutch gearbox is improved too: the slight slur of ratios in the previous model has been replaced by a more engaging snap of engagement.

The engine is also fabulous: there’s more stodge at low revs than you’ll experience in a basic 911 Carrera, but get the revs spinning and it’s incredibly rewarding, with a hungry howl and a real appetite for pulling through the rpms. Whatever the engine speed, you’ll always notice the incredibly keen throttle response – a real benefit of Porsche not taking the turbo route like so many rivals.

The Boxster was always class-leading in the chassis department, but there’s a renewed keenness to the way it changes direction, the nose darting this way and that with absolute immediacy. And when the rear does break away, it feels incredibly balanced and controllable.

And the electric steering?

It’s very impressive, accurate and nicely weighted, but the crackle of feedback that was such a cornerstone of Porsche DNA is gone. It seems an unnecessary sacrifice for such a small saving in fuel – hydraulic power assistance relies on the engine, and therefore makes it work harder and less efficiently.

Verdict

The Boxster has long been one of the world’s best – if not the best – all-round sports cars, with sharp handling, affordable running costs, great powertrains and a price tag that undercuts the 911 Cabriolet by more than 50%. The third-generation model only improves things and, while we’re not totally sold on the electric power steering, it doesn’t really diminish the Boxster’s all-round appeal. We wouldn’t hesitate to recommend it.

BMW i8: the production electric i8 supercar coming in 2014

BMW is putting the finishing touches to its i8 supercar. We've already given the lowdown on the first Project i car - the i3 production car - but now we can reveal exactly what will make it to showrooms on the i8 plug-in hybrid supercar.

Tipping the scales at 1450 kilos, the i8 will be exclusively available as a plug-in hybrid electric vehicle. The design will be remarkably close to the concept's: a low-flung 2+2 equipped with pop-up doors and wing-like rear spoilers, the BMW i halo car mates a 170bhp electric motor - which drives the front wheels - to a turbocharghed 1.5-litre three-cylinder good for 223bhp and 295lb ft, which drives the rear wheels.

Won't there be petrol BMW i8s as well?

Nope. The earlier considered M version, which would have instead relied on a big-bore V8 or even on the outgoing V10, is no longer part of the programme.

Thanks to a very clever black box, the i8 can be front-wheel drive (ZEV), rear-wheel drive or all-wheel drive.

With a little help from the torque vectoring chips, this is said to be an extremely dynamic piece of kit which knows all the power oversteer tricks of the trade.

What will the range of the BMW i8 be?

Fully charged, the coupé can at the push of a button cover about 20 miles in near-silent zero-emission mode. When all 393 horses work together and dish up an aggregate 406lb ft of torque, the streamliner will beam you in 4.9sec from 0-62mph and on to a top speed of 156mph.

In the European driving cycle - which happens to ignore the energy required to charge the battery - the average fuel consumption works out at a miserly 104.2mpg. Unlike i1/i3/i5 which rely on a single-speed transmission mated directly to the e-motor, the i8 has a four-speed gearbox deal with its much broader performance range.

Recharging the battery is typically a six-hour affair, but access to high-voltage mains will get the job done in less than 60 minutes. 

How expensive will the BMW i8 be?

The plug-in hybrid sports car will cost in excess of €100,000. BMW nonetheless expects the racy gullwing crowd-puller to attract around 10,000 customers per year.

Like the other BMW i vehicles, the i8 is built around the principles of the so-called Life and Drive modules, denoting the carbonfibre body and the rolling chassis made of aluminium.

All i models come with such innovative driver assistance systems as One Pedal Control (accelerate, decelerate and coast by throttle order), Active Brake Control (works up to 40mph and includes pedestrian recognition), Park Assist (including automatic navigation), Congestion Assist (works up to 25mph and includes active steering), Range Assist (shows all available charge points and takes you there on demand), Precondition Assist (cooling down, heating, charging - all by smartphone) and Navigation Assist (connects with bus & rail services - just in case...).

Audi A4 Superavant (2014)

Audi is preparing a new A4-based high-roof model that eclipses the Avant. But whatever you do, don't call it an MPV.

It may be badged A4 Sportback. Or A4 Avantissimo, like the A8-based luxury wagon concept shown back in 2001 (and shown in our second row of photos). Or Superavant, because that's what it effectively is: a new type of estate car which is significantly roomier as well as more flexible but just as sporty, elegant and driver-oriented as its more mainstream sister models.

In February 2012, Audi designers and engineers met at the Ital Studio in Turin to check out a series of early proposals. If the board does give the still nameless project the thumbs-up, we should see a concept car in 2014 which would be followed by the production version two years later.

So where exactly does the Audi A4 Superavant fit into the range?

Although the project is still in its infancy, it aims to plug the gap between the A4 Avant and the Q5/Q6 crossovers. The main driving force behind it is market research which points out that there is growing demand for a premium MPV - but only as long as it does not look like a tall, boxy pseudo-commercial vehicle.

Young families would thus only form a small portion of the target audience. Instead, the new Audi intends to attract DINKS, Woopies (well-off older people), golden agers and active leisured–oriented folks. Common to all these groups is the desire to sit high up for a better surround view, to occasionally accommodate a couple of friends, and to load sports equipment, holiday luggage or a few crates of wine purchased en route.

In 2006, the Roadjet show car conceived under Ulrich Hackenberg was Audi's second attempt to create a high-end holdall after the aforementioned Avantissimo. In the absence of any artists' renderings, it's what we've used to illustrate this story (first row of pictures).

Why did the Roadjet not make the grade? It looked a trifle homespun, it did not push out the envelope far enough, and it almost completely lacked that coveted sporty touch. In contrast, the proposed A4 Superavant is an XXL estate car that combines dynamic proportions with above average space. Crucial visual elements are the exact height of the elevated roofline, the relation between the wheelbase and the rear overhang, and the dialogue between body and greenhouse.

Audi design mole speaks

'The last thing we want to create is a minivan,' explains a project engineer. 'Why? Because a minivan is incompatible with the Audi brand image. A minivan triggers all the wrong associations - like soccer mum, kiddy seats, weekend groceries. In an ideal world, the Superavant addresses primarily lifestyle-related packaging issues. That´s why two rows of seats are plenty. Those who need to carry more than five adults should consider a Sharan or a T5.'

Audi looked at three different donor cars for this model. The A3 range could do perhaps with an Avant but not with an even bigger derivative that would cannibalise the A4. The A6 would have been an OK choice for Europe but not for the rest of the world where five metre-plus hatchbacks and wagons simply don't sell. That´s why product planning agreed on the A4.

Helpfully, Audi's A4 and A6 share the same MLB modular components set. There exists extended-wheelbase variants of both models which have been developed for the Chinese market, but the Superavant will almost certainly be based on the smaller A4 L sporting a 60mm stretch. The longer wheelbase and the more substantial rear overhang should create an extra-large cargo bay as well as plenty of legroom for the back seat passengers.

Peugeot 208 1.6 e-HDi (2012) CAR

CAR's first review of the new 2012 Peugeot 208 comes at a crucial time in the French company's history. For much of the past decade, the something-oh-seven cars have failed to excite us, or many other enthusiasts. Blame the big-mouthed, slabby designs, the so-so dynamics or the caught-up competition – but stuff like the 207 and 307 just haven't kindled our imagination in the way their forebears did.

Peugeot hopes the new 208 supermini will continue the good work done by the swoopy RCZ coupe and taut 508 family car. And with the company jumping into bed with GM Europe's car division, it needs bread-and-butter cars like the 208 to be a hit.

What's new on the 2012 Peugeot 208?

It's back to the inspiration of the seminal 205 and even greater selling 206 with this supermini. Peugeot acknowledges that its small cars have got too big and has put its new small car through the hot wash to come out 7cm shorter and 115kg lighter on average with pleasing results.

The diet, combined with standard stop-start and clever tweaked-up powertrains and transmissions, means that the 208 range falls an average 34g/km in CO2 nasties. And as we all know, that virtuous circle should reap dividends in all key driving parameters from zippier handling to faster braking and keener corner dispatch.

The new 208 range arrives in UK dealers in June 2012, priced from around £9995. Three- and five-door hatchback bodystyles come first, although we'd guess the convertible and compact estates won't be far behind. Ditto a proper GTi, as previewed by the concept hot hatch at the 2012 Geneva motor show – fingers crossed it's a return to form to the 1980s icon.

What's the new Peugeot 208 like to drive?

Before we get to that bit, let's dwell on the exterior styling – the first thing you clock when you see a 208 on the road. We reckon Peugeot has finally cottoned on to a svelter aesthetic, with scalloped out trimness where flab used to proliferate.

The 208 isn't exactly beautiful, but it's a much more cohesive effort and looks nimbler and neater than previous generations. The surfacing is simple and clean, the car has presence and those chrome 205-alike styling flourishes aft of the C-pillar are a cool nod to the 1980s supermini this car so desperately apes.

Climb inside and you're struck by the smallest steering wheel this side of a Ferrari 458. Peugeot has deliberately made the wheel tiny in an effort to declutter the cabin; it's so small, they've had to move the instrument pack up above the wheel like in an MPV. It looks oddly small and you're not sure how it'll effect the helm.

So does the 208's tiny steering wheel matter?

Well, it kind of dominates the driving experience at first – but it only takes a few roundabouts to realise it's a good thing. It frees up loads of space and the 208 spears keenly into corners with a mere wrist flick. I liked it, and I suspect most drivers will.

The cabin is neat and uncluttered – 90% of UK models will come with a standard touchscreen, minimising the tyranny of buttons. I counted just a dozen on the dashboard in our car. Mind you, the screen fails to meet the iPad swipe expectations its graphics raise. It's more a prod and push affair.

Once underway the 208 is an accomplished drive. I'd say it won't trouble the class benchmarks – let's hear it for the Ford Fiesta and VW Polo – but it's competitive. Our 1.6 e-HDi is punchy enough with an easy 199lb ft of torque on tap from 1750rpm and it's refined too, with a more Ford-alike taut damping than Peugeot's earlier superminis. I suspect the ride on the standard 15s will be better than our slightly nuggety 17-inch shod version.

Annoyances are few and far between: reflections are manifold in the windscreen and it's hard to use the handbrake because your elbow rubs the armrest.

It's a French supermini. Is it built like a chocolate cafetiere?

Far from it. Our 208 felt well screwed together and the showroom feelgood factor is high, with that iPad-esque touchscreen, cool vodka bar lighting strips and a lovely airy glass sunroof on our model.

The plastics and finish on the dashboard is competitive, but it's still hard to avoid the polished excellence of a Polo. The French still can't manage that perception of engineering quality a Polo or Fabia manage.

Verdict

The 208 is an accomplished supermini with way more appeal – cosmetic and dynamic – than previous Peugeot superminis. We'd say it's job done.

We'll probably remember the 208 more for its stylistic flourishes than its dynamism, but this car puts in a strong performance in  every department.

Audi TT coupe and roadster (2014)

We've already scooped the new 2014 Audi TT, but we've come across new information which fleshes out the detail on Audi's new coupe. The next Audi TT will be more dynamic and performance-focused than the model it replaces.

Although the Audi TT Mk3 version won't encroach on the R8, it does move further upmarket, thereby reducing the terrain for the proposed - and how highly iffy - mid-engined R5 developed by Porsche.

The sports car maker which may become part of the VW family before the year ends, has always kept a close eye on the iconic TT which rivals the Boxster and Cayman twins. Although the next TT will increase the pressure by offering a fresh look along with an even wider range of equipment and drivetrain options, the Swabians have already threatened to strike back with entry-level Boxsters and Caymen powered an all-new four-cylinder boxer engine.

So what's new on the 2014 Audi TT Mk3?

The new TT is of course based on the 20% more cost- and space-efficient MQB components set pioneered by the new A3 and VW Golf. Although Audi has in the past toyed with additional TT bodystyles like a shooting brake (Tokyo 2005) and a spyder (Wörthersee 2007), projected sales volumes don´t seem to justify anything but a status quo mix of hard and soft top.

As befits a halo car like this, the next TT retains the character and the unmistakable proportions of the current vintage, as depicted in our new artist's impression. The design is evolutionary in a way Porsche purists might object to: after all, the revised silhouette almost mimics the 911, which makes the coupe in particular look butch and masculine and emphatically sporty. The only trace of three-boxiness runs along the trailing edge of the rear window where a large boomerang-shaped tail spoiler extends at motorway speeds.

The design of the new Audi TT

The front end features yet another variation of the trademark singleframe grille, this time boasting a set back main air intake, even more elaborate LED headlights, foglamps, cornering lights, DRLs and indicators, some contrasting brightwork and a pair of fake lower black vents to spice up the bumper graphics. The taillights are equally ornate with L-shaped indicators, dot-matrix brakelamps and trendy jewel-like clusters.

Inside, we find the next evolution of Audi's famed MMI ergonomics. Abandoning the familiar in-dash monitor, it incorporates a large display in the driver's primary field of vision. Through the MMI controller which still sits proud on the transmission tunnel, one can personalise the info screen content which incorporates the speedometer as the sole must-show item.

Alternative read-outs include a large-scale map complete with fully animated navigation guidance, an extensive web-linked on-board computer, a variety of infotainment functions or simply a set of four round quasi-analogue instruments. Audi is confident that the upgraded MMI will give the brand an edge again over BMW/iDrive and Mercedes/Comand.

Engines in the new Audi TT (2014)

Thanks to the less complex MQB architecture and a higher percentage of lightweight materials, the next TT will shed about 60 kilos. Other efficiency-enhancing measures include a low-friction quattro drivetrain, improved aerodynamics and a set of more economical engines.

Audi's engineering chief Michael Dick has confirmed that the next TT RS will be positioned above the current model, so it seems safe to expect a beefed-up 2.5-litre turbo motor good for 380bhp, which puts the high-end TT right between the 350bhp 911 Carrera and the 400bhp 911 Carrera S - for about 40%p less money.

• 1.8 TFSI, 180bhp/184lb ft
• 2.0 TFSI, 220bhp/258lb ft
• 2.0 TFSI 280bhp/258lb ft
• 2.5 TFSI, 380bhp/406lb ft
• 2.0 TDI, 180bhp/258lb ft

Both the coupe (June 2014) and the roadster (November 2014) can initially rely on six forward ratios, but there is a seven-speed S-tronic in the works for calendar year 2015.

While Quattro is standard on the TTS and TT RS, the TDI switches to front-wheel drive only. Shame. All-wheel traction is an option for the 220bhp TFSI. Standard features on all models include start-stop, energy recuperation and an EU6 plus emission rating.