Category: News

When you’re buying a new car it can be tempting to go to town with the optional extras list. Tick a box here, tick another there and though your car may be loaded with kit, there may only be a handful there which genuinely add value to the vehicle.

So we’ve picked out some of the key things you should – and probably shouldn’t – do when you’re speccing a new car.

Want the best ride? Steer clear of larger wheels

Though it can be tempting to add large alloy wheels when speccing a new car, we’d advise against it if you want the best possible ride. Large wheels can add a crashiness to the way a car rides, so if you’re after a more comfortable drive then go for smaller alloys.

Plus, it’ll save money when it comes to replacing the tyres.

Travelling with kids? Cream seats may not be best

It’s true that cream seats help to brighten an interior up, and do give the cabin a classy appearance. However if you’re travelling with kids, cream seats may not be the best idea as they tend to show up stains and spillages.

We’d opt for a darker colour – either dark brown or black – if you want to keep the interior looking spic and span.

Don’t go for the panoramic sunroof if you – or your passengers – are tall

A panoramic sunroof can be a great way of letting more light into a car’s cabin, and it can be a welcome addition on hotter days where you’d like some wind in your hair. However, it might not be the best of options if you’re taller or often take passengers who are too.

It’s because panoramic sunroofs cut in to the amount of headroom available, which could mean that things could get quite tight for those of greater height.

Refrain from out-there colours to help resale values

Bright exterior colours do help to make you stand out from the crowd, but there’s a downside to opting for a jazzy paint scheme – it can have a negative effect on resale values.

This is particularly the case with yellow cars, which often suffer a considerable drop in price when used.

Remember shiny black trim pieces attract dust and fingerprints

A lot of manufacturers offer gloss black trim pieces for the interior of their cars, with long, flowing sections often trimmed in huge pieces of shiny black plastic.

However be warned – gloss plastic is a nightmare when it comes to collecting dust and fingerprints. Wood and textured finishers stay looking tidier for longer.

Research how your spec looks in real life, don’t just rely on how it looks in the configurator

Though it can be useful to head online when speccing a car, it’s just as important that you get a feel for how a car is in the metal. Paint colours which appear dark and drab on a screen may, in real life, appear far more vibrant than you thought too

The same goes for interior choices, and even the steering wheel size – it’s always worth sitting in a car before you buy it.

Iceland. It’s a country which, to many, will represent icy plains and sub-zero temperatures; snow-drenched mountains and the northern lights. But in summer time, it springs into life with wild rivers and vast forests making the freezing winter feel like a distant memory.

And because much of the snow and ice has melted away, wild tracks are left behind. Rutted, gravelly and strewn with obstacles, these roads are open to the public providing they’re in cars suitable to take on the job.

It makes it the perfect place to try out the new Nissan Navara – a truck famed for its off-road handling and rugged reliability. Certainly, with the Japanese firm claiming that the big one-tonne pick-up is even better on rough surfaces than ever before, it shouldn’t falter against what Iceland has to throw at it, right?

We land at Keflavik Airport, close to the capital Reykjavic. It’s grey and overcast and – despite being the start of July – pretty chilly, too. The first leg of our journey is a pretty standard meander down a normal stretch of highway; single lane roads restricted to just 90kmh (around 56mph). It feels like a snail’s pace, though it does mean that we get to drink in the Icelandic scenery as it unfurls either side of us.

At slower speeds the Navara behaves itself, displaying a fair amount of bodyroll in the bends but otherwise a distinct lack of drama. The ride at these lower speeds is jostly, but no worse than you’d expect from a car sitting on a traditional ladder chassis. There’s a touch of wind noise too, but given the Navara’s bluff grille and upright windscreen, it’s far better than you’d expect.

After the short hop along the coast we arrive at our overnight stop, and the sun is still very much in the sky. At this time of year there’s just around an hour of ‘twilight’ – it never properly gets dark. It means that when we finally retire at around 11:30 in the evening, it feels as though it could be the middle of the afternoon.

Up early next morning, and the trucks are lying in wait for us to get started. It’s a staggeringly beautiful start to the day, with vast, towering cliff faces close behind us staring a glorious flat stretch of countryside in the eye.

We’re actually surprisingly close to Eyjafjallajökull, the site of the volcanic eruption which caused travel chaos back in 2011. Fortunately enough there’s no signs of another eruption – the Navara is tough, but it’s unlikely to be able to withstand a trial by lava.

It’s quickly apparent that today’s drive wouldn’t be as mundane as the day before. We’re on tarmac for a short stretch, but our route quickly veers off from this an immediately hits rough gravel – more than manageable for the Nissan, but other less off-road-ready vehicles are already struggling as we pass them.

We scythe past the Seljalandsfoss waterfalls, and though we stop for a moment to soak up the scene, we’re quickly on the road again. The surface is getting even craggier now, with larger rocks impacting into the Navara’s tyres. We’re sending a huge plume of dust up behind us too which looks impressive, but means other vehicles give us plenty of distance.

We cross several streams and rivers (some deeper than others) and we’re amazed to see huge buses fitted with off-road tyres and lifted suspension fording the same sections with zero drama. The people on board seem just as lackadaisical – it’s as if they’re on the Megabus to Heathrow.

We’re aiming for the Basa huts and campsite – our middle stop for the day – and before long we’ve rolled into the site, crossing a small stream while doing so. Parked around us is a Smorgasbord (sorry, that’s Swedish) of off-road hardwear; lifted Nissan Patrols rub shoulders with ratty Range Rovers and several of the go-anywhere buses that we’d seen earlier. In the UK, the Navara towers over pretty much everything, but in Iceland it comes perilously close to being considered compact.

We have a brief stopover, and then it’s back to the trucks to continue on a more rugged leg of the journey. We’re in convoy now with the rest of the group (we’d been out on our own prior to this), and it means the pace has dropped, but it’s a necessary change; the terrain has become even more rutted and technical as we progress towards the edge of a large section of glacier.

From there, the route gets tougher. It varies between washboard sections of hard ground, to sandy berms and corners with a good helping of rocks and rivers thrown in for good measure. We keep the Navara in standard four-wheel-drive mode for the most part; low-range was only needed for the steepest of inclines, and even then the truck felt as though it could accomplish them without having to trouble that setting.

And soon, we’re closing in on the coast, leaving the mountains and glaciers behind. Before long sand comes into view, but it’s not white – it’s purest black, a clear indication of the island’s volcanic core. It necessitates dropping some of the air from the Navara’s tyres, to help it deal with the powder-soft sand.

With the wind roaring around us, we spike up a steep slope and come to a stop with a full view of the sea ahead. With the black sand, strong gusts and grey skies, it’s a bleak visage. The strength of the wind causes the sand to form around the Navaras lined in a row, giving each the distinct look that it’s being absorbed by the beach.

And with that, we head home. But what a commute back, with huge stretches of flat beach giving us ample room to see how the Navara copes with high speeds off-road. We dart and dive with another truck in the group, each taking turns to splash into the sea. It’s a scene to remember.

Before we know it, we’re at our overnight destination. The trucks breathe a sigh of relief, and more than a small amount of sand is deposited on the sand as we roll to a stop. It’s been a trip filled with climbs, rivers and staggeringly breath-taking scenery – and the Navara has taken it all in its stride.

Sometimes, businesses simply can’t afford to take risks, no matter how good the idea presented to them is. Car manufacturers are no exception, but it seems as though there’s a greater will to make a leap of faith on outlandish thoughts in motoring boardrooms.

Is this a good thing? Absolutely, but sometimes it can lead to a disastrous sales flop.

This list is dedicated to the best and worst of the noughties’ most left-field creations.

Renault Avantime

The Avantime was certainly a departure from the rest of the MPV segment. Too much of a departure? Probably. During its lifespan of less than three years, the cars seemed rather glued to the forecourt.

However, due to offering a 3.0-litre V6 as one of its engines, and the ‘Grand Air’ mode that allows all windows and the car’s vast sunroof to all go down, the Avantime has become something of a cult classic.

Smart Roadster

When Smart was still in its infancy, you’d have to suggest that very few motoring enthusiasts were losing sleep over what a Smart sports car would look, sound and drive like.

However, someone in the Mercedes-owned brand clearly did, which saw a concept version of the Roadster pressed into service on the motor show circuit, and it was popular enough to convince the big wigs to green light a production model.

The end result was never in danger of being called ‘perfect’, but it is certainly one of the funkier convertibles of the decade.

Peugeot 1007

The Peugeot 1007 didn’t seem to know quite what it wanted to be. With its colourful interior trim, it felt rather youthful and exuberant, while the rest of the product looked more likely to appeal to the elderly or the disabled with its van-like silhouette and sliding doors.

And, since the car never found an identity, it also never found a customer base, and was axed by Peugeot UK in 2008.

KTM X-Bow

Coming into the spotlight at the tail-end of the 2000s, the X-Bow has retained a reputation as a solid track car throughout the 2010s.

However, this Austrian open-top racer has always been dominated by fascination over its unique, focused looks, and its sheer rejection of practicality by not even offering a roof.

Nissan Cube

After the second-generation Cube attracted attention from the media and enthusiasts for its uniquely boxy exterior, Nissan decided to officially import the third-generation car to the UK for 2009, just about qualifying for this list as a result.

It didn’t sell well from new, but if you’re after something different that’s indistinguishable from any other Nissan as a driving experience, this is the used buy for you.

Renault Clio V6

Motor racing has often been the inspiration for some truly insane road cars, but usually this is for the purpose of meeting a certain set of rules set out by race organisers, birthing ‘homologation specials’.

The mid-engined Clio V6 started out life as a single-make racing car in 1999, before hitting the road in 2001. Since this series was under Renault’s control, there was no need for a road car, but wonderfully, they decided to commence a production run anyway.

The Clio V6 series would ultimately be superseded by race events for equally bonkers mid-engined Meganes, which sadly never made the move to the street.

Mitsubishi i

City cars and quirkiness seem to have gone hand in hand throughout the 21^stcentury, and few had more eccentricities than the Mitsubishi i.

This Japanese kei car was exported to the UK in 2007, and while it was never a smash hit, it has been persistent; in electric i-MiEV form, it continues to live on alongside rebadged versions of itself from Peugeot and Citroen.

Chrysler PT Cruiser

While the PT Cruiser is likely to forever illicit a poor reaction from most passionate motorists, a 10-year lifespan and a production run that topped 1.3 million units has to be an indicator that it did something right.

Straddling the line between hatchback and Compact MPV, the styling was the main hang-up for many. It was alleged to be inspired by the 1930s, and looking at the PT Cruiser almost 20 years on from its debut, one can assume that its designer drew most of their inspiration from the Great Depression.

Ah, the humble estate. The family workhorse or businessman’s office away from the office. But just because estates are normally associated with being purely practical, that doesn’t mean they can’t be classy affairs.

Some of the world’s most premium and luxury manufacturers offer high-class wagons, so if you’re after a posher estate, let us run you through the best in the business.

Mercedes E-Class

Mercedes refers to the current E-Class as ‘the most intelligent business saloon’, and looking at the tech and creature comforts available, it’s certainly not all that bold of a claim – so long as you have the right money to spend.

It borrows heavily from its bigger sibling, the S-Class, and that’s noticeable from its cabin, with traits such as the massive cockpit display being lifted straight from the flagship.

Of course, all of these traits transfer over to the estate as well, with the added benefit of superb practicality, with a 640-litre boot that extends to 1,820 litres with the rear seats down – which even surpasses the equivalent machine from estate stalwarts Volvo.

BMW 5 Series Touring

The 5 Series Touring is in direct competition with the estate version of the E-Class, and though the products are similar on paper, it will be what you want from an estate that will drag you one way or the other if these cars end up being at the top of your shortlist.

The 5 Series has to make do with just 570 litres of boot space, which grows to 1,700 with the rear seats down. But, as is so often the case, the BMW is more engaging behind the wheel.

And, while an M5 Touring is yet to emerge for the more power-hungry estate driver, there is a company that will cater for those seeking a faster, more luxurious 5er estate; more on that further down the list.

Audi A6 Avant

Of course, a discussion about any segment where Mercedes and BMW compete is not complete without covering the inevitable rival from Audi.

The A6 Avant is roughly on par with the 5 Series Touring in the practicality stakes, and on the road, it matches up well too. It also benefits from a superb choice of engines, and an impressive suite of tech inherited from the flagship A8.

Ultimately, with all three of the big German marques producing impressive cars, it might be brand loyalty above all else that herds estate buyers towards one over the others.

Volvo V90

The flagship estate from Volvo, the V90 is the sole Swede competing against the might of the German marques.

Despite being the latest in a long line of Volvo estates – typically known for swallowing more luggage than almost anything else outside of commercial vehicles – it actually falls short of all its aforementioned German rivals by around 100 litres, both with the rear seats up and down.

It is, however, perhaps the most refined car mentioned thus far, and the T8 plug-in hybrid option grants the V90 a good amount of clout in the economy stakes.

Jaguar XF Sportbrake

Jaguar has been struggling in recent years to really mix it at the top of the premium/luxury segment with the best of Germany. However, look past some of its foibles, such as some questionable build quality and a below average infotainment system, and there’s a lot to like about the XF Sportbrake.

Chief among them is the fact that it’s drop dead gorgeous. It’s not just good looking for an estate, it’s good looking full stop. Add in a bit of national pride and you’ve got yourself a compelling product.

Alpina D5

If you like BMW but it isn’t quite premium enough for you, Alpina is the answer. The tuning house have been adding luxury to the German firm’s motors for decades, and has earned itself quite a reputation for building smooth-riding, high-performance vehicles.

From the outside, the styling might be subdued – aside from the signature multi-spoke alloy wheels – but this is more than a lightly fettled 5 Series. It uses the same economical diesel engine as the 530d, but with more power, while the suspension has been tweaked for improved comfort.

Imagine a BMW M5 for introverts and you get the picture.

Porsche Panamera Sport Turismo

Think Porsche and you probably imagine the 911 or Boxster, but there’s a whole other side to the German firm’s range that focuses on high-end practicality. The Panamera has shed the divisive styling of the first generation and has grown into a muscular, classy estate in Sport Turismo spec.

Inside, Porsche has kept true to its roots, so you get a low-slung seating position, cocooned by the sweeping dashboard. The materials are all super high quality, the on-board technology is top-notch, and you can sling your golf clubs in the boot, too.

Ferrari GTC4Lusso

Okay, so this one caused a bit of an office debate. It’s not technically an estate, rather a ‘shooting brake’ because it only has two doors. But could you really keep the only practical Ferrari off a list of luxury estates? No, no you can’t.

There are two engines available – a screaming V12 and a turbocharged V8 that’s the more economical option. Both have ludicrous power outputs of more than 600bhp and four-wheel-drive, so you get Ferrari performance you can use all year round.

To make a car become a future classic, it needs to be rare and interesting. There are plenty of new cars available on the market today which are a must-have for collectors and enthusiasts of the future. We’ve picked out 10 of the best that we’d try and grab before they disappear from the forecourt.

BMW M2 Competition

The M2 Competition was the replacement for the standard M2. It featured a new engine producing 404bhp as well as an increase in agility, driver engagement and performance. At £49,000, the M2 Competition was £3,000 more than the old M2, but enthusiasts were willing to pay the extra for a car that could finally go toe-to-toe with its biggest rival – the Porsche 718 Cayman.

Alfa Romeo Giulia Quadrifoglio

A modern day equivalent to the 156 GTA, the Quadrifoglio is a direct rival for the Mercedes-Benz C63 AMG. However, the Giulia looks like a piece of art and the 2.9 litre V6 engine 503bhp gives its engine the power of a Ferrari. Also, the Quadrifoglio is a slightly left-field alternative to better-established brands such as Audi, BMW and Mercedes-Benz.

Ford Fiesta ST

It wouldn’t be a future classic car list without a fast Ford. With pedigree from the Escort Cosworth, Sierra Cosworth, XR2 and XR3i, Ford know a thing or two about making great driver’s cars. The Fiesta ST is far from rare, but given the driving experience and success of its predecessor, the current generation of the Fiesta ST is certainly a future classic.

Hyundai i30 N

The i30 N represents Hyundai’s first attempt in the hot-hatch market, and it is a very good one. Its 276bhp engine may not be in Civic Type R territory, but other hot hatches such as the Focus ST and Volkswagen Golf GTI will have their work cut out on a track to keep up with the N. The i30 N is a car for those who want something a little bit different from the ordinary, making it a rare sight on our roads.

Kia Stinger

Like its sister company – Hyundai – the Stinger is Kia’s first serious performance model after the forgettable Pro Cee’d GT in 2013. In GT-S form, the Stinger has a 3.3-litre twin-turbo V6 producing 335bhp, giving a top speed of 168mph. The looks will divide people, but that’s what makes the Stinger a future classic – it splits opinion and it is the start of a breed of performance Kias.

Mercedes-Benz A45 AMG

The A45 AMG kick-started the hyper-hatch segment. Four-wheel-drive, 376bhp and launch control, the A45 is the closest rival to the Audi RS3. With the recent reveal of the next-generation A45 producing over 400bhp, the benchmark for the most powerful hot-hatch has been raised once again.

Suzuki Jimny

One of the most loved new cars to be launched in the past decade, the new Jimny looks like a cross between a Mercedes-Benz G Class and a Jeep Wrangler. With limited production each year, the demand for this little off-roader is huge. Its 1.5 litre engine may be slow and the interior more rugged than plush, but as a future classic the Jimny is up there at the top – especially with residuals holding at a very strong rate.

Tesla Model S

The P100D is the version of the Model S that is for sure to become a future classic. The Model S was the first Tesla to be sold in the UK and with the P100D, it will leave a Ferrari standing still in a drag race. The Model S is the car that has caused Tesla as a brand to grow in the last five years, owing to its effortless performance and excellent all-electric range.

Toyota GT86

Built in conjunction with Subaru, the GT86 is a no-nonsense, back-to-basics driver’s car that has been in production since 2012. A flat-four boxer engine, 197bhp and rear-wheel-drive is a recipe for a great sports car. Also, they are not a common site on UK roads despite being on the market for seven years.

Volkswagen Golf GTI TCR

Just before the next-generation of the Volkswagen Golf GTI arrives, the Golf GTI TCR represents the last version the MK7 variants. The TCR is set to be the ultimate GTI, packing all the performance enhancements as well as all the standard equipment you get with the regular Performance GTI. As the TCR is the last of the Golf GTI MK7’s, it’s going to be the model that all enthusiasts will want in the future.

By Cameron Richards

After years of rumours and teasers, Chevrolet has finally revealed the all-new mid-engined Corvette Stingray.

It is powered by the latest evolution of the traditional V8 engine, but it has been moved from beneath the bonnet to behind the driver in a set-up more akin to an exotic supercar than an American muscle car.

Chevrolet says the new positioning of the 6.2-litre engine improves weight distribution, while moving the driver forward and closer to the axle is said to improve responsiveness and sense of control.

The V8 develops 488bhp and feeds the rear wheels via an eight-speed dual-clutch transmission. The 0-60mph sprint is pegged at under three seconds for the Z51 Performance Package, making it the fastest accelerating Corvette ever.

The aggressive styling is said to be inspired by modern fighter jets and Formula One race cars while incorporating classic Corvette cues.

Michael Simcoe, vice president of global design at General Motors, said: “As America’s most iconic performance nameplate, redesigning the Corvette Stingray from the ground up presented the team with a historic opportunity, something Chevrolet designers have desired for over 60 years.

“It is now the best of America, a new arrival in the mid-engine sports car class. We know Corvette can stand tall with the best the world has to offer.”

Pricing for the Corvette Stingray has not yet been revealed, but Chevrolet has touted a sub-$60,000 (£53,700) price tag in the US. Significantly for the UK, the new Corvette will be sold here as a right-hand drive model for the first time.

A scrappage scheme is a great way of trading in your old car in order to get your hands on some new, shiny metal. It’s an incentive scheme which can help lower the overall price of a new car as well as helping to take older, more polluting vehicles off the UK’s roads.

Though there were several scrappage schemes in operation a few years ago, there are plenty still available today. They also apply to both petrol and diesel cars, meaning owners of either fuel type can trade their old car in against a new one. Let’s take a look at some available today.

Ford

Ford is one of the biggest manufacturers in the world, which means that its latest scrappage scheme here in the UK gives buyers access to plenty of new models. It’s currently offering up to £2,000 off the price of a new car when an old one is entered as part of the scheme, and this can be applied to most of Ford’s car and van range, with the exception of Zetec trim levels and the hot ST models.

To qualify, the car to be scrapped must have been registered before January 1, 2013, and the driver must have owned the vehicle for at least 30 days.

Hyundai

If you’re looking for one of the best scrappage scheme deals around, then turn to Hyundai – it’s currently offering up to £4,000 off a new model when you trade in your old motor. It applies to almost all the cars in the current Hyundai range, while that tip-top £4,000 discount applies to i30 (excluding N and N-Line models) and the Santa Fe SUV.

Eligible cars to be traded in must have been registered before October 1, 2011 and owned for three months. In addition, the new vehicle must be registered no later than the end of September.

Kia

Not only does Kia offer a range of well-priced, good to drive and brilliantly reliable cars, but it too has a scrappage scheme to take advantage of.

Models available include the Picanto, Stonic, Venga and Sportage – there’s £2,000 available off the first on that list, and up to £2,500 for the final three. The car you’re looking to trade in must have been registered before July 2012 and needs to have been owned for at least three months.
Mazda

Mazda’s scrappage scheme is one of the longest running, but by no means any less useful to the new car buyer. It’s available on any of the Japanese manufacturer’s cars that produce less than 144g/km CO2, excluding the all-new 3 hatchback. The smallest discounts are £3,000, and with the largest up to £6,000 off the price of a new 6 diesel.

The car being traded in must be have been registered by the end of 2010, and have been owned by the buyer for at least 60 days.

MG

MG’s scrappage scheme applies to just the MG3 hatchback, and the firm is offering up to £2,000 off the cost of the dinky city car. In addition, current MG owners can get an additional £500 on top of this when they trade in their car.

To qualify, the vehicle being traded in needs to be at least seven years old and owned for at least three months by the current owner.

Renault

Renault’s scrappage scheme includes the vast majority of its passenger car line-up, with cars such as the Kadjar SUV and even the all-electric Zoe part of it. Depending on model, you can get up to £3,000 off one of the models.

Both cars and vans can be traded in, providing they were registered before April 2012 and owned by the customer for at least 90 days.

Toyota

Toyota’s scrappage scheme only applies to the Aygo and Yaris models. The former sees £2,000 taken off its value in the scheme, and £2,500 from the latter. Hybrid versions are excluded, as are entry-level Active and X specifications.

Cars being scrapped need to have been registered before September 30, 2011, and owned by the buyer for at least six months. The new car must be registered before September 2019, too.

Vauxhall

Vauxhall calls its scrappage scheme ‘Trade Up’, and allows buyers to save up to £4,000 from the price of one of its new models, namely the Viva, Astra, Crossland X, Mokka X and Grandland X.

Any new car needs to be registered by September 30, 2019.

Lotus has revealed its highly anticipated all-electric hypercar with some bold claims about it being “the world’s most powerful series production road car”.

It’s called Evija – pronounced Eh-vi-ya – which means ‘the first in existence’, giving a nod to the fact that this model marks a new chapter in the British sports car maker’s history.

The headline performance figures are ‘targeted’ at 2,000bhp and 1,200Nm of torque, with a 0-60mph time of less than three seconds and a top speed in excess of 200mph.

Evidence of the what powers the Evija isn’t yet available, but Lotus is developing it with Williams Advanced Engineering, the team behind the powertrains in the all-electric Formula E motorsport series.

Lotus says the motor and battery systems will be the “lightest, most energy dense electric power package ever fitted to a road car”. The Evija is targeting an overall weight of just 1,680kg, which would make it impressively light for an electric vehicle.

To achieve this, the Evija will be the first Lotus to have a full carbon-fibre monocoque, and the lightweight material is also used for the bodywork and single-piece chassis.

Aerodynamic efficiency is also key, with striking Venturi tunnels that channel air from the front and sides of the car through the bodywork at the rear.

It also features active aerodynamics, with the rear spoiler elevating from its flush position to increase downforce or reduce drag when required.

Lotus has stated that the Evija is predicted to manage 250 miles between charges, taking 12 minutes to get to 80 per cent from empty on a 350kW charger, the highest-capacity charger available right now. However, Lotus claims it will be capable of accepting a charge of up to 800kW, which will future proof it for when faster systems are released.

Lotus Cars CEO Phil Popham said: “The Lotus Evija is a car like no other. It will re-establish our brand in the hearts and minds of sports car fans and on the global automotive stage. It will also pave the way for further visionary models.”

He added: “This is another amazing moment in the history of our company. The Evija is a true Lotus in every sense – it has been developed with an unwavering passion to push boundaries, to explore new ways of thinking and to apply ground-breaking technologies.”

Just 130 examples will be built and will cost £1.7m each. Buyers can place a deposit of £250,000 now.

Over the years, Audi has built a reputation for building some of the best models in the executive car market, and its saloons have been at the forefront of this.

The first model the firm introduced way back in the 60s was a saloon, and since then it has continued to nail the formula. One of its most popular models is the A4, which sits in the middle of the firm’s line-up.

This year, we’re getting an all-new version of that saloon, so it seems like a great time to look back at all of the models that have built up to this moment.

Audi 80

The Audi 80 was the precursor to the Audi A4 and started as we know it today in 1972. It took its name from the vehicle it replaced, the F103, which was available in various trims named after their power output, ranging from the Audi 60 to the Super 90, with the 80 the most sought-after non-performance model.

The Audi 80 shared a platform with the Volkswagen Passat, marking a sign of the platform sharing that would go on to typify VW Group ownership. It was sold until 1996, establishing Audi as one of the giants of the mid-sized executive car market that is so popular with business buyers.

Audi 100

The first Audi 100s actually pre-date the 80, but in the shape we most commonly associate with Audi’s old saloons it went on sale in 1976. It’s bigger than the 80, and it was immediately obvious that this type of car would also prove popular. In its second generation, Audi sold almost 900,000 four-door models, compared with about 100,000 estate and coupe versions.

Despite some drama with recalls in America that saw Audi’s sales take a massive hit before the firm was largely exonerated, the 100 proved hugely popular in Europe.

Audi V8

In 1988, Audi introduced the V8. Before now, it had been a premium manufacturer, but this was its attempt at doing luxury, and taking on the Mercedes-Benz S-Class. It had four-wheel drive, a V8 engine and a smooth automatic transmission.

However, when it was revealed with styling almost identical to the aging 100 models, its reception was frosty. The engine wasn’t even considered particularly powerful until an updated model was introduced in the 90s.

The model failed to steal buyers from its rivals, selling just 21,000 models in the six years it was on sale.

Audi A8

The A8 followed on from the V8, with the model being renamed to fit in with Audi’s new numerical naming strategy, which has remained ever since. 

This luxurious limo was the first mass-market car to be constructed from an aluminium structure, which brought significant weight savings. The A8 continues to set the tone for the rest of the Audi line-up over the next few years – just as a range-topping model should. On the latest car you can find tech such as level 3 self-driving technology and an incredibly clever safety assist that can alter the suspension to minimise injury, if the car senses an imminent impact. 

Audi A6

The A6 was the replacement for the 100, with this model neatly sitting in-between the A4 and A8. It has proven to be a particularly popular model to receive the ‘RS’ treatment, with the first RS6 debuting in 2002. Since 2013, though, the RS6 has only been offered in Avant (estate) form. 

Over the years, the A6 has gradually morphed into a mini A8 (rather than a posh A4), adopting a twin touchscreen setup and digital Virtual Cockpit. Fuel-saving mild-hybrid technology is also fitted across the range. 

Audi A4

With more than 7.5 million examples of the A4 being produced since 1994, this mid-size saloon is now comfortably Audi’s most popular car ever. As the model celebrates its 25th anniversary, sales are showing few signs of slowing. 

Th A4 followed on from the Audi 80 and has a historic rivalry with the BMW 3 Series and Mercedes C-Class. The latest iteration’s new interior and mild-hybrid technology should help keep the A4 on par with those two cars. 

Audi A3 Saloon

Ever since the A3 debuted in 1996, it has been one of Audi’s most popular models. For the first 12 years of its life it was offered exclusively in hatchback form, but in 2008 Audi strengthened its appeal with a convertible. Then in 2013, it added a new saloon to the line-up. 

The A3 Saloon is currently Audi’s smallest saloon, but has wide appeal thanks to its affordable pricing and surprising practicality. Thanks to a 395bhp RS3 model, too, it’s also an accomplished performance car. 

 

What is it?

The A4 is Audi’s greatest success story. In the model’s 25-year history, the German firm has sold 7.5 million examples of its executive car, with 345,000 A4s being built in 2018.

Little wonder then as to why this Audi receives the most updates and alterations. The German firm gave the A4 the subtlest of all changes in 2018 – bringing more standard equipment, trapezoid-shaped exhaust tips and larger wheels. And that’s about all.

But just a year later, here we have a proper facelift of the A4. This is an important refresh, given that the current A4 was unveiled back in 2015. Much has changed in the executive car class in that time, with all rivals updating their cars since then. So, can the updated A4 compete?

What’s new?

Audi has developed a bit of a reputation for its ‘blink and you’ll miss it’ approach to facelifts, and the same is arguably true here.

The A4 benefits from Audi’s latest design language – meaning it features a larger front grille and standard-fit LED headlights with their own unique signature

Inside it comes with a new 10.1-inch touchscreen that is much slicker than the previous car’s monitor. The excellent digital Virtual Cockpit is also now a standard feature – rather than a pricey extra like before.

And finally, the facelift introduces two new trim levels, which sit each side of the existing line-up. That means you have a new entry-level Technik grade sitting bellow the Sport, S line and Black Edition, and a Vorsprung grade acting as the new range topper.

What’s under the bonnet?

The current cheapest engine is the one fitted to our test car – a turbocharged 187bhp 2.0-litre petrol unit. Power is sent to the front wheels via a seven-speed automatic gearbox – the latter a feature on every new A4.

The 187bhp petrol unit is a good match for the A4 – delivering smooth performance that never feels sluggish nor outlandish. A 0-60mph time of 7.1 seconds is possible, along with a top speed of 150mph.

One disappointment is the S tronic automatic gearbox, which is sometimes hesitant to transfer the power to the tarmac. As for running costs, Audi claims 42.2mpg is possible, along with CO2 emissions of 133g/km.

Elsewhere, there’s a 242bhp 2.0-litre petrol with all-wheel-drive, and a 2.0-litre diesel unit producing either 161bhp or 187bhp. Smaller and more affordable engines will join the A4 range later in the year.

What’s it like to drive?

As with the previous A4, this model feels at its best at a steady cruise. The refinement is top notch, with little road or wind noise making its way into the cabin. The 2.0-litre petrol engine is also impressively refined, while the 18-inch alloy wheels on our test car also help to provide a supple and comfortable ride.

But as with the pre-facelift A4, this German saloon still lacks the excitement and driver involvement of the BMW 3 Series. The steering offers very little feel, although it remains easy to place through sharp corners.

It stays planted to the tarmac, though, with little body roll being seen from our saloon test car, even without the quattro all-wheel-drive system.

Yet excitement isn’t the name of the game here – rather comfort and refinement shine through.

How does it look?

Audi certainly hasn’t gone overboard on this latest facelift – keeping the visual changes to a minimum.

Been driving this updated trio in Italy over the last couple of days, which now feature mild hybrid tech, a facelifted look and a new infotainment system. Driving impressions out next week… pic.twitter.com/3rKrKMT2af

— Ted Welford (@TedWelford) July 9, 2019

Look at the latest A6 and A8 saloons, and it’s easy to see where the updated A4 drew its inspiration from. At the front and rear, new LED lights feature with their own signature, while elsewhere the A4 gains a larger Singleframe front grille and new trim detailing.

But the visual appeal hugely depends on trim level. Our silver test car with 18-inch alloy wheels looked unremarkable. However, switch to the higher-spec S line and Vorsprung models and these car’s larger alloy wheels and sportier bodykits help to transform the car into an S4 lookalike.

What’s it like inside?

Audi interiors are usually the one element where the Ingolstadt brand’s cars stand out above the rest, and the changes made to the facelifted A4 have only built on that. It not only looks like a grade A-quality cabin, but it also feels that way with upmarket materials used throughout.

But undoubtedly the highlight of this facelift is the new 10.1-inch touchscreen, which is standard across the range. It uses the Volkswagen Group’s latest MIB 3 operating system, and offers a host of new connected features – such as parking information as you approach your destination. It also works seamlessly with a fully-digital Virtual Cockpit, with superb graphics used on both.

Cabin space is also generous, with plenty of room for adults to sit in the rear in both the Saloon and Avant (estate) – the latter offering a far more usefully-shaped boot.

What’s the spec like?

Audi has made the A4 more appealing than ever thanks to a new entry-level Technik trim level and enhanced standard equipment. Basic features include the 10.1-inch touchscreen, the 12.3-inch Virtual Cockpit, LED headlights, heated front seats and a reversing camera. Technik models will be available shortly after launch, with prices starting from an affordable £30,750.

Sport (from £35,585) adds leather seats, LED interior lighting and sports seats, while popular S line versions (from £37,160) add signature LED headlights, 19-inch alloy wheels and leather and Alcantara upholstery.

Sitting at the top of the range is the newly-introduced Vorsprung, which costs from a rather pricey £50,010. This ticks just about every box – Matrix LED headlights, a panoramic sunroof, adaptive sports suspension, a head-up display and a Bang & Olusfen sound system.

As a rule, it’s the cheaper A4s that make the most financial sense – particularly with the much-improved standard equipment levels.

Verdict

The updated A4 continues to do what modern Audis are known for – class-leading interiors and excellent refinement. The new touchscreen and updated operating system moves the A4 into line with its key rivals from BMW and Mercedes, too – an area of improvement the last A4 needed to improve on.

The introduction of new more affordable engines and trim levels will also extend the A4’s appeal, and likely continue to ensure the A4 remains Audi’s best-selling model.

While the driving experience might be lacking the dynamic edge of the BMW 3 Series, and the automatic gearbox is far from perfect, the A4 is a seriously well-rounded car that now deservedly sits alongside the class best.

Facts at a glance
Model as tested: Audi A4 40 TFSI Sport S tronic
Price: £35,585
Engine: 2.0-litre turbocharged petrol engine
Power: 187bhp
Torque: 320Nm
Max speed: 150mph
0-60mph: 7.1 seconds
MPG: 42.2
Emissions (g/km): 133
Rivals: BMW 3 Series, Jaguar XE, Mercedes C-Class