Audi A8 UK

 

What‘s it?

The facelifted Audi A8 has a tough job ahead, because it arrives arrives shortly following the latest-generation Mercedes-Benz S-class. The new S-class, though, has shaken the establishment towards the core and reasserted its dominance over the remainder of the field, which also includes the BMW 7-series and Jaguar XJ. The facelift is best summed up when it comes to the technology gains – chiefly matrix beam LED headlamps which will shut off or push on combinations of their 25 diodes independently, either to avoid blinding oncoming traffic or to spotlight potential hazards – a line-up of all-Euro 6 compliant engines and it is maker’s claim the Audi A8 is now the sportiest car in its class. There are styling tweaks, too (new bonnet, grille, bumpers etc ) but for many the hoopla surrounding these modifications, it’s still unmistakably an A8, and that is no bad thing, everything considered. Here, we test the Audi A8 on UK roads for the very first time, powered from the 4. 2 TDI. It’s the smallest amount modified engine inside the line up, because of its already competitive figures that strike a decent balance between good performance and running cost claims. What‘s it like? Climb aboard and, in isolation, the cabin is really a wonderful place to become, although that hardly sets it apart during this class, and also the vast array of buttons surrounding the low-slung driver’s seat provide a vast array of controls inside a surprisingly intuitive manner.

The small, stubby gearlever is really a fiddle to labor initially, but this really is only a small quibble. The LED matrix lighting system can be as as impressive because it sounds, providing incredible vision and effectively and automatically sensing and adjusting to what is on an open road ahead in fractions of the second. It‘s a genuine leap forward for lighting technology, although It‘s unlikely to swing the votes of many buyers by itself. The V8 is really a powerful, torque-laden unit that‘s beautifully effortless for town cruising and impressively sharp yet refined under hard acceleration. What’s more, quattro is now standard on several A8s, and also the traction benefits are obvious, especially inside the rain-sodden country lanes we chiefly road tested in. It’s refined, too, and also the claimed economy is noteworthy against competitors. The tweaked suspension offers some cause for hope also. The ride is controlled than upon the pre-facelifted car with pitch and dive under acceleration and braking reigned in and body control in corners decent, otherwise class-leading. The overall impression is that it a quick but secure car during which in order to make progress. But these positives are undone by lacklustre steering feel.

The electro-mechanical product is direct, however the weighting rarely transmits a real sense of what’s happening in the wheels.
Addititionally there is a problem in handling larger road imperfections, which sends everything from your irritating patter to occasional thuds in towards the cabin. Wind noise is likewise a small issue at motorway speeds. Should I buy one? Those shortcomings are sufficient to leave the Audi inside a small hinterland for would-be buyers. This really is not, as claimed, the sportiest car in its class (the soon to become facelifted Jaguar XJ is ), and nor can it be the finest riding or refined (that you suspect matters more to buyers anyway, and it is an area in which the S-class excels ). Ultimately, there’s no escaping that it facelifted Audi A8 sits in a similar class like the new Mercedes S-class, which we recently declared the very best car inside the world alongside the incomparable Rolls-Royce Phantom. In which the S-class is definitely an all-rounder par excellence, the Audi’s attributes hit too few highs and a lot of lows. Even in revised form, the A8 Isn‘t a match to the S-class. Undoubtedly a very good car though It‘s, in certain areas it isn‘t even near the category leader. For several buyers at this rarified end of the marketplace that‘s in which the discussion will begin and – swiftly – end. Audi A8 L quattro SE Executive 4. 2 TDIPrice £75, 970 ; 0-62mph 4. 9sec ; Top speed 155mph ; Economy 37. 7mpg ; CO2 197g / km ; Kerb weight 2095kg ; Engine V8, 4134cc, diesel ; Power 380bhp at 3750rpm ; Torque 627lb ft at 2000-2750rpm ; Gearbox 8-spd auto Audi A8 L quattro SE Executive 4. 2 TDI UK first drive review

Audi A8 TDI

What‘s it?
Audi has reacted towards the launch from the facelifted BMW 7-series, the all-new Mercedes-Benz S-class and also the on-going tweaks towards the Jaguar XJ having a subtly updated version from the firm’s range-topping A8 saloon. Among the many styling tweaks are a brand new bonnet featuring more defined creases, a lightly reworked grille, a less-rounded front bumper and flatter headlights – the latter of which now support a matrix-beam LED function comprising 25 diodes that may be switched on and off independently in combination with information from your on-board camera. This enables the headlights to react more quickly to oncoming vehicles by automatically blanking out high beam, along with providing other safety features. In the rear, the aluminium-bodied A8 gets a brand new boot lid and a far more crisply styled bumper with trapezoidal slots to the exhaust pipes. A new choice of alloy wheels, which can be found in sizes from 17 to 21 inches in diameter, and added brightwork all around the windows and inside the door handles complete the visual makeover. Just like its predecessor, the A8 has the selection of six different engines – four petrol and two diesels, starting from a 242bhp turbocharged 2. 0-litre four-cylinder petrol engine to some 493bhp 6. 0-litre W12. Above this is actually the new S8, which continues to operate a 520bhp version of Audi’s twin-turbo 4. 0-litre V8.

With the ability units, the focus is on improving efficiency so that they adjust to upcoming Euro 6 emission rules. The 3. 0-litre V6 diesel driven here is predicted to carry on its domination of UK Audi A8 sales. Its engine gains 8bhp and 22lb ft, pushing its output as much as 254bhp and 428lb ft. Like all A8s save to the entry-level 2. 0 TFSI, drive is channelled via an eight-speed automatic gearbox and Audi’s quattro torque-sensing four-wheel drive system. Another standard feature is Drive Select, which enables the driver to tailor the mapping from the throttle, gearbox, steering and damping characteristics. Along using the mechanical changes, moves to enhance engine isolation with the addition of latest sound deadening materials has clearly paid dividends, endowing the strongest-selling A8 with much more impressive mechanical refinement, and that is now at or close to the levels from the luxury car competition. Despite its aluminium construction, the A8 3. 0 TDI weighs 1880kg – some 40kg greater than BMW claims to its more conventionally constructed 730d. This really is evident inside the A8’s 0-62mph some serious amounts of combined economy figures of 5. 9sec and 47. 9mpg respectively. Neither betters the BMW, however they a minimum of improve upon the previous 3. 0-litre diesel A8 by 0. 2sec and 5. 1mpg. What‘s it like? Audi describes the A8 to be the sportiest car in its class, and positively the driving position, using its low set seat and high centre console, suggests this.

Just don’t expect it to dazzle using its dynamism. The new electro-mechanical steering system is very direct and responsive off-centre, however it has uninspiring and feel with little true feedback or genuine weighting. Despite detailed changes to its suspension, the large Audi’s ride and rolling refinement also always disappoint. There‘s less fidgeting over minor imperfections and smaller ruts than before. However, the conventional wheelbase Audi A8 retains difficulty ironing out nasty expansion joints and larger potholes, which tend to be relayed straight into the otherwise tranquil cabin having a thud – a minimum of upon the optional 19-inch wheels in our test car. I suspect we‘ll hear similar complaints when the car arrives inside the UK early next year. This said, there‘s a clear improvement inside the area of body control, with less tendency to the front end to dramatically lift under hard acceleration and reduced levels of dive under hard braking. Additionally corners inside a tidier manner than before, with changes towards the damping characteristics bringing lower levels of lean when you’re charging on over winding back roads. The addition of four-wheel drive as standard does a minimum of supply the A8 with superb traction, and it is capcapacity to carry big speeds through fast corners without premature intervention from the stability control system, even on damp roads, is impressive. As well as what from the cabin, traditionally perhaps one of the A8’s biggest drawcards? It‘s now much more desirable, with new materials and detailed weighting from the controls providing a good more imposing degree of richness than before.

Along with providing outstanding levels of comfort and accommodation, the new Audi is likewise bestowed having a genuinely intuitive operation of their Multi Media Interface (MMI ) system. Our only real criticism of the interior is that the fiddly operation from the stubby gear lever. Should I buy one? The new A8, although little different in appearance, is really a clear step forward, but despite big changes to its suspension set-up, it still fails to match the competition for dynamic finesse and it is ride is best described as ordinary. Actually does have going for it, though, is among the best interiors and highest perceived quality of any large-scale production car. Audi A8 3. 0 TDIPrice £58, 800 ; 0-62mph 5. 9sec ; Top speed 155mph ; Economy 47. 9mpg (combined ) ; CO2 192g / km ; Kerbweight 1880kg ; Engine V6, 2967cc, turobdiesel ; Installation Front, longitudinal, 4WD ; Power 245bhp at 4000rpm ; Torque 428lb ft at 1750rpm ; Gearbox 8-speed automatic Audi A8 3. 0 TDI first drive review

Audi A7

 

What‘s it?

 Once the Audi A7 was introduced in 2010 its fastback coupé styling and five-door package proved to become a compelling combination. Now Audi hopes to enhance the A7’s popularity still further having a facelift and revised 3. 0-litre TDI engines, including a higher efficiency 3. 0-litre TDI Ultra variant. The conventional 268bhp 3. 0-litre TDI engine is substantially upgraded to enhance efficiency and reduce fuel consumption, and has been introduced towards the A7 range for the very first time. Audi's Ultra version is calibrated to further optimise fuel consumption and CO2. There’s less power at 215bhp but torque remains a plentiful 295lb ft. The trade-off is valued at it when it comes to economy though, using the Ultra returning 60. 1mpg when compared with 54. 3mpg for the greater powerful engine. CO2 emissions are correspondingly lower too, at 122g / km instead of 136g / km. SCR (selective catalyst reduction ) means the Ultra meets Euro 6 emissions standards and earns ‘clean diesel’ status too. What‘s it like? Despite further optimisation from the engine, there’s no detect that the Audi A7 Ultra is really a green machine when driving.

The engine is strong, flexible and lively when roused, responding having a subdued growl during hard acceleration. Upon the flip side, the TDI is extremely refined too with no discernible vibration and with a 70mph cruise the engine turns over with a relaxed 2, 100rpm. An all-new, dry-sump S tronic dual-clutch gearbox makes its debut inside the A7 Ultra and it is swift-shifting and smooth. Quality roads upon the test route threw up few challenges when it comes to surface quality and in those conditions the A7’s ride proved supple, with only moderate noise from its 255 / 50 R19 Pirelli P Zeros. There’s an almost uncanny absence of wind noise too. The steering isn‘t any thriller and initial response is relaxed to mention the smallest amount. Feel errs in the direction of the steady and stable with a B-road pace, not simply at motorway speeds, but upon the plus side the A7 grips tenaciously in bends with only moderate body roll. Inside the Drive Select menu the Efficiency setting dials-in a sluggish throttle reaction to filter inefficient driver input, while Dynamic sharpens everything such that keener drivers may leave it there. The facelift includes the addition of Audi’s single frame grille, changes towards the bumpers and trapezoidal tailpipe apertures.

The A7 now has LED headlamps as standard but there’s also the choice from the very latest technology Matrix LED lamps which dim individual diodes inside the cluster to avoid dazzling oncoming traffic. Top quality materials are lavished on the beautifully trimmed interior as is usual with Audi, although many of the available choices, like wood trim upon the test car, seem at odds using the sporty exterior. Infotainment systems comprise the newest Audi MMI (multi media interface ) and there’s an optional Bang & Olufsen version too. Should I buy one? The Audi's Benefit-in-Kind tax band is 20% and VED is free of charge for the very first year, then £110 from year two. Regarding that basis and offered the high levels of fuel economy, comfort and sharp design, the A7 Ultra is really a package that business users in particular should find attractive. Audi A7 3. 0 TDI Ultra S tronicPrice £45, 875 ; 0-62mph 7. 3sec ; Top Speed 148mph ; Economy 60. 1mpg ; CO2 122g / km ; Kerb weight 1755kg ; Engine 2967cc, V6, turbocharged diesel ; Power 215bhp at 4000-4750rpm ; Torque 295lb ft at 1250-3750rpm ; Gearbox 7-speed dual-clutch automatic Audi A7 Ultra first drive review

Hongqi H7

What‘s it?
 Hongqi (Red Flag ) made its debut in 1958, which makes it China's oldest manufacturer. Originally intended to supply transport for the highest echelons of government, its cars were depending on an old Chrysler design and produced in limited numbers. After many years of confused direction, Hongqi is now being refocused both on its roots like a government car supplier and upon the private luxury sector. The H7 is that the first from the range to really make it to market and aims to succeed sales coming from the Audi A6L. Driven by Toyota Crown platform, the H7 has a selection of three engines. The 2. 5-litre and three. 0-litre V6s are Toyota units, the previous only available for government purchasers, and there‘s also a 2. 0-litre turbo engine from Hongqi's parent company, FAW. After two months of exclusively government-based sales, the H7 was launched to private buyers in May in 2012. On offer is luxury egalitarianism – the car is merely available in black, while both the dashboard and leather upholstery are light grey. What‘s it like? Externally, the front works better compared to the rear. Echoing the very first Hongqi, the grille resembles a Chinese fan.

Addititionally there is the distinctive raised red fin, symbolising the flag, upon the bonnet – as has always been carried by Hongqi models. Despite these unique design cues there‘s a hint of Audi A6 in regards to the look, possibly because of FAW's experience as Audi's joint venture partner in China. The rear end is boxy and lacks visual interest. Cabin materials aren‘t as much as snuff – for instance, the highest from the dashboard is easily scuffed. Equipment levels inside the front are reasonable and also the touchscreen infotainment product is mounted high for easy use. However, this car is much more in regards to the experience inside the rear cabin, where it boasts features usually only seen in high-end saloons such as the Bentley Flying Spur. Whereas the front seats only get heating, the rear pews additionally get cooling and also a massage function, all controlled via the massive central fold-down armrest. Along with the rear seats being electrically adjustable, the front passenger seat may also be moved by rear occupants and there‘s a fridge, too. Lumbar support inside the back is lacking, however. On an open road, the 2. 0 turbo lacks sufficient power for such a big car. While there‘s a sports mode to the six-speed automatic gearbox, there aren‘t any paddle shifters. This really is not a driver's car. Steering is well weighted however the largely straight test route prohibited an effective appraisal from the H7's handling.

Should I buy one? We liked the H7's equipment levels, spacious rear and also the design cues which speak of Hongqi's heritage. Unfortunately, the car is blighted by substandard interior quality, an undesirable drivetrain and also a driving experience that simply is not engaging enough. Undoubtedly the car is an effective effort, but is ultimately confused. Equipment levels inside the rear are high however the cheap materials and insufficient customisation let the side down. The driver and front passenger will also be neglected inside the package. Overall, the H7 finds itself well beaten from the Jaguar XF, Audi A6 and BMW 5-series. Mark AndrewsHongqi H7 2. 0T ExecutivePrice na ; 0-62mph Above 10s ; Top speed 137mph ; Economy 24mpg (est ) ; Co2 Euro V compliant ; Kerb weight 1800kg ; Engine 4cyls, 1995cc, turbocharged, petrol ; Power 201bhp ; Torque 192lb ft ; Gearbox 6-spd automatic Hongqi H7 first drive review

Audi A6 TDI

What‘s it?
 Twenty years back, the notion that the diesel-powered car could ever seriously challenge an acknowledged, upper-echelon performance car on track would happen to be ridiculous. Now it’s learning to be a reality as this Audi A6 concept, another ‘diesel RS’ prototype to hitch the RS5 TDI concept we tested recently. Like its more powerful stablemate, the A6 TDI quattro concept is designed with a brand new electric compressor technology designed to banish turbo lag once and for many. This additional compressor takes the sort of a little supercharger, and that is driven using a 7kW, 48-volt electric motor. Diesel engines suffer lag badly when compared with petrol because their great efficiency leads to cooler exhaust gasses. There is consequently less energy open to spin a turbo, especially at lower revs. Unlike the RS5 TDI concept, the A6 TDI concept is equipped using the new 3. 0 TDI single-turbo engine coming from the standard A6. The electric compressor is installed downstream coming from the intercooler in series using the conventional turbocharger system.

At low revs the electric compressor fires up and reaches maximum speed in just 250 milliseconds, plugging the torque gap that causes lag. What‘s it like? We experienced a brief chance to test the A6 TDI concept back-to-back against a conventional 550bhp RS6, which uses a twin-turbocharged V8. Given by a standing start the instantaneous wall of torque developed from the 3. 0 TDI place the nose from the A6 concept ahead for a few hundred metres before the greater powerful car pulled away. The existing eight-speed torque converter automatic is a result of be replaced by a brand new seven-speed dual-clutch transmission which should have a further improvement to response. 

Currently the single-turbo TDI produces a peak of 322bhp, and 479lb ft torque between 1500rpm and 3500rpm. The electric compressor’s job usually is to boost torque below 1500rpm, creating the slingshot response and proper RS get-up-and-go initial acceleration. Once the turbo comes on song, the electric compressor is effectively faraway from the intake system via a bypass valve. Exploiting that torque window and resisting the temptation to let revs climb too high is the simplest way to make rapid progress. Upon the twisting test track, this truck-like pulling power proved ideal, the A6 concept lunging eagerly from slow corners and proving satisfyingly flexible in between. Figures back in the subjective impressions, with acceleration from 37mph to 75mph in sixth gear improved from 13. 7 seconds to the standard car to 8. 3 seconds using the electric boosting.

The concept sounds good too, the typical extreme levels of refinement dialled back slightly allowing engine and exhaust to supply a satisfying growl. When the A6 concept lacks anything when it comes to sheer fun, it’s a chance to rev as a petrol engine using the spine-tingling rush that brings. Should I buy one? There aren‘t any official production plans to the A6 concept yet, but Audi is clear in regards to the fact It‘ll offer customers high performance diesels at some stage. The very first electric compressor is a result of enter production in a brand new SQ7 in 2016, complete with a brand new 48-volt electrical architecture running in parallel using the existing 12-volt system. Given the value and complexity of developing the new system, It‘s unlikely Audi stop there. Audi A6 TDI conceptPrice £79, 500 (est ) ; 0-62mph TBC ; Top speed TBC ; Economy TBC ; CO2 TBC ; Kerb weight 1720kg (standard A6 quattro ) ; Engine type, cc V6 2967cc V6 turbodiesel with electric boost, 2967cc ; Power 322bhp ; Torque 479lb ft at 1500 to 3500rpm ; Gearbox 8-speed Tiptronic Audi A6 TDI concept first drive review

Audi RS5

 

What‘s it?
 A late-stage prototype Audi RS5, fitted with a really potent ‘e-boost’ version from the next-generation Audi 3. 0-litre V6 two-stage turbodiesel engine. The new engine weighs 192kg, somewhat lighter compared to the previous version, and can arrive first come july 1st inside the newly facelifted A6 and A7 in 215bhp and 268bhp forms. This 380bhp prototype, however, is predicted to reach into production next year, possibly like the first-ever Audi RS diesel. Like a lot of today’s higher-end diesel engines, the new unit uses two-stage turbocharging. Small of the 2 is lighter and simpler to spin up, and it is intended to provide the engine more grunt at lower engine speeds. The bigger turbo takes over at higher speeds.

The engine we’ve driven here is, however, something of the landmark design in it uses electrical assistance to ensure small of the 2 turbochargers is spinning quickly enough to become active even at really low engine speeds. In simple terms, Audi engineers have added an electrically powered blower towards the engine’s induction system, which, at really low engine speeds, forces air straight into the induction system, spinning small turbo into life. This ‘e-booster’ is connected towards the engine’s intercooler on a single side and towards the induction system on another, pushing air with the smaller turbocharger impeller between start-up and 3000rpm. At higher speeds, the e-booster is bypassed entirely. The e-booster is likewise intended to keep your engine on boil on, say, twisty back roads. Typically with diesel engines, braking for any corner also slows the engine and bleeds off boost. This leads to slower acceleration from the same corner as the engine spins up enough to obtain the turbos back on boost. But fitted using this new e-booster, the engine’s turbochargers could be primed as the driver remains braking, to ensure that full torque is available virtually immediately the driver gets back upon the gas. Although Audi engineers experimented with turbocharger units that were driven directly by an electric motor, they decided to not pursue the planning since it resulted in extra inertia, which, ironically, slowed the turbocharger response times.

The e-booster is powered by its own 48v electrical connection, while the remainder of the car uses a conventional 12v electrical connection. What‘s it like? As you may expect with 553lb ft of torque on tap from just 1250rpm, this Audi RS5 diesel is bombastically rapid. We drove the car at Audi’s new short driver training circuit near Munich. Although this was quite a distance coming from the open road, the track’s very tight curves, which demand a good deal of braking and re-acceleration, were ideal for testing the ‘e-boost’ promise. We followed a hot RS6 pace car – driven by knowledgeable Audi driver – all around the track in an effort to give us some concept of how this RS5 prototype can do business with Audi’s fastest RS road car. Given by a standing start, the RS5 had the measure from the RS6 for the very first few seconds, until the RS6 pulled away. There’s little question that that it engine gets far from rest very quickly indeed. But after the wall of seamless torque never appear to let up. Left inside the automatic gearbox's ‘Sports’ mode, the engine never had an opportunity of revving out, not because the transmission’s brain wouldn’t allow it to – there’s little point in trying with torque peaking at 2000rpm and power at 4200rpm. Another section of the reason the engine responds less as a diesel could be that the crankshaft, conrods and pistons have all been redesigned to scale back weight. These reciprocating parts really certainly can be a claimed 20kg lighter than normal. That’s plenty less mass to quicken and decelerate. The promise of massive pull being instantly on tap while you pull from slow corners is absolutely upheld. On six quick-ish laps, the engine was never left floundering for instant pace. Indeed, this engine drives hard sufficient to possess the torque-vectoring rear differential working right as much as the point it needs to let the rear wheels slide just a little. Though I’m sure purists will say the car’s dynamic performance is ‘artificial’, this Audi RS5 doesn’t understeer. The steering weight remains constant even beneath the hardest cornering and – importantly – It‘s relatively simple to drive hard.

 Should I buy one? You can’t – yet. As the Audi engineers on hand during our test were tight-lipped, I’d expect this engine to become offered some time next year. Additionally it is prone to appear in RS form because of the undeniable fact that the ‘diesel-ness’ of the unit is almost entirely eliminated, thanks to some mixture of e-boosting, its pretty free-revving nature and also the artificial sound generation from the exhaust system. The question that hasn’t yet been answered is why RS customers – who presumably aren‘t too sensitive to petrol prices – would want to purchase a diesel-powered car. The Audi engineers I spoke to remain very bullish on the longer term of diesel and suggest that oil-burning remains the supreme motive power for long distance, high-speed, motorway journeys and cross-continental drives. Moreover, after winning Le Mans with diesel powered sports cars, Audi finally includes a diesel engine good sufficient to put inside a future R8. Audi RS5 V6 TDI-e prototypePrice na ; 0-62mph ‘under 4secs’ ; Top speed 174mph (limited ) ; Economy n / a ; CO2 n / a g / km ; Kerb weight n / a ; Engine V6, 2967cc, twin turbocharged with electric booster ; Power 380bhp at 4200rpm ; Torque 553lb ft at 1250-2000rpm ; Gearbox 8-spd torque converter automatic Audi RS5 V6 TDI-e prototype first drive review

BMW Alpina B6

 

What‘s it?
Rumour has it the next big thing from Alpina is a six-cylinder, twin-turbo D3 which will live having a BMW M3 in an aligned line yet return greater than 50mpg simultaneously. However that car won’t be available until a great deal later inside the year, and inside the meantime Alpina has an entire choice of other new cars with which to tickle the fancies of enthusiasts wanting more exclusivity from their fast BMWs, starting using the car you observe here, the frankly monstrous new B6 Biturbo coupé. Everything in regards to the B6 is, shall we say, large. Beneath its bonnet sits a twin-turbo 4. 4-litre V8 that produces 532bhp between 5200 and 6250rpm and also a positively herculean 538lb ft at just 2800rpm. The gearbox is really a tweaked version from the eight-speed ZF automatic utilized in the regular 6-series, during this case enhanced by Alpina’s engineers to avoid upshifts in certain modes (and that is useful on the circuit, for instance ) and also to momentarily cut the flow of fuel and deliver a lovely burble between gearshifts consequently. The chassis has also been preened by Alpina to supply a wider choice of set-ups compared to the conventional BMW 6-series. So in Comfort mode the ride quality is softer than you fall into a normal BMW, during Sport and Sport Plus it’s another way around, using the electronic dampers sharpening in the driving experience to some level that no regular BMW driver would quite recognise.

A similar philosophy relates to the interior, during which you’ll discover a far higher quality of leather compared to a factory BMW, plus some dials and seats which are bespoke towards the B6. And when that’s not sufficient to distinguish the car, Alpina also offers a huge choice of options that enable B6 owners to personalise their cars to whatever specification they require – while spending a good deal of money simultaneously, in fact. What‘s it like? Outwardly, you are able to pick a B6 from lesser 6-series for a few reasons. Not just will it include Alpina’s big, beautiful 20in turbine alloys, but there’s also a brand new front splitter that reduces lift by around 10 per cent, says Alpina, while behind there’s a little new lip spoiler or, if you’re feeling flamboyant, an optional new tea-tray wing that will make more appropriately use from the redesigned rear diffuser. On an open road the B6 feels massively rapid, thanks mainly towards the torque it produces from seemingly any engine speed and in a gear. The way in which the transmission manages the flow of energy is truly epic, and it also gives the B6 a blend of smooth but monumental acceleration that no factory BMW, not even the M6, could aspire to replicate upon the move.

The exhaust note is rather delicious too, Alpina’s modifications gifting the B6 having a depth and choice of noises which are endlessly entertaining to hear. Regardless of the chassis modifications, the B6 always feels as a fairly big car upon the move. Its kerb weight of 1870kg means It‘s always visiting fight a losing battle against the forces of inertia that swell during rapid direction changes or, indeed, under braking. The steering is really a touch distant in its feedback, too, although front end always feels planted – as will the tail – if so when you aim the B6 with a high-speed corner with some enthusiasm. Should I buy one? Overall, the B6 is much more of the high-speed cruiser than it‘s a pure sports car, except for the type of customer who desires that little little more depth from their 6-series, it’s a lovely alternative towards the factory offerings. At £92, 850, it’s expensive, yes, but when ever a car felt worth that sort of cash, the Alpina B6 can it be. Alpina B6 BiturboPrice £92, 850 ; 0-62mph 4. 3sec ; Top speed 199mph (limited ) ; Economy 30. 0mpg (combined ) ; CO2 219g / km ; Kerb weight 1870kg (dry ) ; Engine V8, 4395cc, twin-turbo, petrol ; Power 532bhp at 5200-6250rpm ; Torque 538lb ft at 2800-5000rpm ; Gearbox 8-spd automatic Alpina B6 Biturbo first drive review

Alfa Romeo Twin

 

What‘s it?
We’ve already driven several versions from the tweaked for 2014 Mito, and it’s fair to mention that Alfa’s elderly supermini hasn’t exactly set our trousers alight. Thankfully, this point round it’s the turn from the Quadrifoglio Verde, which, in its former life like the Cloverleaf, was by far our favourite version. That’s excellent news for Alfa, because in keeping using its current theme of incredibly gentle facelifts, there isn’t much actual facelifting to report. Just like the Alfa Romeo Giulietta QV, the foremost noticeable alteration comes inside the shape from the six-speed TCT transmission – fitted towards the spriteliest Mito for the very first time.

The 1. 4-litre MultiAir engine it’s mated with is unchanged, which suggests you will get 168bhp from 5500rpm and 184lb ft of torque at lower than half that. Since the gearbox is heavier than its predecessor and there’s no launch control to assist a standing start, the Cloverleaf’s 0-62mph time is merely bested using a negligible 0. 2 seconds – despite quicker shift times. Instead, the greater prominent improvement comes as running cost gains, where Alfa Romeo claims a 10 per cent improvement in economy, to 52. 3mpg, and an 11 per cent drop in emissions, to 124g / km – placing it shoulder-to-shoulder using the automatic version of the newest Mini Cooper S (at 54. 3mpg and 122g / km, respectively ). That comparison can’t have escaped Turin ; at £20, 210, the new Mito QV is an direct rival to Oxford’s most famous son. For the outlay you receive a new flat-bottomed steering wheel, revised instrument dials, 18-inch wheels, a carbonfibre-effect dashboard and also a five-inch touchscreen infotainment system which includes sat-nav. What‘s it like? Just like the recently tested Giulietta QV, much is because it was before ; however, that’s less of the matter inside the Mito’s case since it remained modestly likeable. Severing a warmed-up supermini given by a manual gearbox has, thus far, not been a tremendous recipe for achievement with any manufacturer - and although a far better car has hardly emerged here, Alfa has managed the transition without totally mangling the QV’s spirit. Inside a strange kind of way It‘s probably towards the model’s benefit it hasn‘t been considered especially quick, and hence had less to lose in contrast (also, by launching to back using the lacklustre Giulietta, the Mito actually seems rather lively ).

Reasonable biddability has a similar proviso as before though ; the entire 184lb ft of tug is merely available inside the Dynamic setting from the QV’s DNA drive select – which makes it frustrating to switch straight into the fuel-sipping Normal mode. In either case you won’t be bothering Ford Fiesta ST drivers much : the Alfa may merely be 10bhp or so and a couple of tenths shy from the brilliant Ford in writing, however the MultiAir has none of their rival’s high-rev vitality. Additionally can’t carry a similar speed through corners, being hampered with duller steering, a better degree of body roll and positively a less adjustable chassis. Nevertheless, there’s still lots of nimbleness to appreciate and enough underlying linear grip in order to make briskness simple to accomplish. It does that without rattling your fillings either ; Alfa’s sympathetic attitude to hot hatch suspension tuning once again ensuring that even its sportiest Mito could be relied upon to create a decent fist of the notchy road. Should I buy one? It’s very tempting to suggest that in case the Mito is that the supermini for you personally, it may be cheaper and probably more fulfilling to purchase the outgoing model using its manual six-speed 'box.

There’s a measure of convenience towards the TCT version in fact, but its ponderous paddle shifts don’t restore the satisfaction of the working clutch pedal. Should that avenue isn’t open for you, the alternative options should be considered long and hard. Truthfully, the Mito is harmed less using a dearth in talent and much more by its price tag. Since the tweaks are but unrecognisable, there’s no getting far from the undeniable fact that this can be a six-year-old model – and also the interior, with much too much hard cheap plastic on display, couldn’t be further coming from the industry’s current concept of an upmarket supermini. Consequently, the QV isn’t in the sky-high standard of the newest Mini – just because it isn’t within touching distance from the dynamic benchmark laid down from the Fiesta. There‘s a middle ground between the 2 ; unfortunately for Alfa, that’s inhabited by everything else small and fast – including the Peugeot 208 GTI, Renault Clio RS and Suzuki Swift Sport – all cheaper and, it should be said, better. Alfa Romeo Mito Quadrifoglio VerdePrice £20, 210 0-62mph 7. 3 seconds Top speed 136mph Economy 52. 3mpg CO2 124g / km Kerbweight 1170kg Engine four-cylinder, petrol, turbo Power 168bhp at 5500rpm Torque 184lb ft at 2500rpm Gearbox six-speed dual-clutch.

Alfa Romeo Mito Twin

 

What‘s it? The Alfa Romeo Mito is around since 2008 now, with a couple of updates on the way, and it really is the foremost recently tweaked iteration. It’s received cosmetic and kit updates and much more power to the two-cylinder TwinAir model. The turbocharged 875cc engine previously put out 85bhp but now it produces 103bhp - although torque remains at 107lb ft. The extra power helps cut the 0-62mph time from 12. 5sec to some more tolerable 11. 4sec. Emissions have increased using a negligible 1g / km of CO2, however it still qualifies at no cost tax because of its overall 99g / km rating, and the typical mpg figure is unchanged at 67. 3mpg. Alfa has revised the available trim levels too ; the range now comprises Sprint, Distinctive, Sportiva and Quadrifoglio Verde.

We tested the Sportiva model which has 18-inch alloys, cruise control, parking sensors, air-con and also a five-inch touchscreen media system with Bluetooth, USB and aux-in connectivity. What‘s it like? Inside it’s effectively business as usual, barring the addition of a brand new multimedia system. The cabin is interesting enough, there’s lots of front-end room and everything works as expected. There’s only enough space inside the back for two - the Mito only has four seat-belts - and there is a capacious boot and a very good level of kit, too. What’s disappointing, and relatively unsurprisingly, is that the TwinAir’s economy and insufficient flexibility. We averaged an indicated 38mpg, a way from the claimed 67. 3mpg, indulging in relatively sensible test route. That is a figure that’d easily be returned by most significantly more powerful engines. In an effort to make swift progress you need to work the Mito hard, further crippling its economy, of which point another issue raises its head – noise. A mechanical cacophony erupts every time you pin the throttle open, towards the extent that you may overlook the undeniable fact that you’re bouncing against the engine’s soft rev limiter. Fortunately a precise and swift-shifting six-speed transmission helps you earn the foremost of what is on offer, while Alfa's DNA driving mode system offers up a limited choice of adjustments to the car's steering weight, throttle response and stability controls.

This lets you somewhat tailor the car to fit your particular mood - although most will likely place it inside the most engaging, Dynamic, which best suits the Mito's perky nature. Upon the right roads, There‘s enjoyment to had coming from the Alfa, because of its agile chassis and occasionally endearing powertrain. In isolation it’s not an entirely unlikeable car, however may quickly tire of their noise, overly film ride and occasionally uncommunicative steering. Should I buy one? You are going to need to actually need a Mito in an effort to justify buying one. Its rivals, including the Ford Fiesta, Volkswagen Polo and Suzuki Swift, offer up more modern, competent and complete packages. The reality is even Ford’s Fiesta ST, which might not seem as a sensible rival, will average circa 35mpg, prove far far better to drive and become more appealing overall. Moreover, the Fiesta ST only commands a tolerable and easily justifiable list price premium of £695 during the Alfa. If economy was your primary purchase motivator, however, perhaps a little diesel or one among Ford's characterful EcoBoost petrols will be a more sensible choice. Alfa Romeo Mito 875cc TB TwinAir 105bhpPrice £16, 300 ; 0-62mph 11. 4sec ; Top speed 114mph ; Economy 67. 2mpg ; CO2 99g / km ; Kerb weight 1130kg ; Engine 2 cyls, 875cc, turbocharged, petrol ; Power 103bhp at 5500rpm ; Torque 107lb ft at 2000rpm ; Gearbox 6-spd manual 2014 Alfa Romeo Mito Twin Air UK first drive review

Alfa Romeo Mito

 

What‘s it?
The newest iteration from the Fiat Group’s TwinAir engine installed inside a mildly refreshed Alfa Romeo Mito included in a choice of minor model-year revisions for 2014. The engine replaces the 85bhp unit previously available, and cuts 1. 1sec coming from the 0-62mph time. Headline power outputs are rated at 103bhp, which arrives at 5500rpm, and 107lb ft, delivered at 2000rpm once the standard-fit DNA product is in Dynamic mode. Engage Natural mode and power drops to 97bhp and torque to 86lb ft. Alfa says the key change is to modify the intake cam profile therefore the engine can better modulate the quantity of exhaust gas recirculated in its combustion chambers. Emissions of CO2 increase by 1g / km at 99g / km, while claimed fuel economy remains at 67. 3mpg. The engine is Euro 6 compliant.

Other changes applied over the revised Mito line-up include a brand new grille, new headlight surrounds and revised interior trims, which vary counting on specification. Our test car, in Distinctive trim, featured a two-tone red and black dashboard design. The MY2014 Mito also introduces a brand new infotainment system with navigation developed by TomTom. The Uconnect system uses a 5in colour touchscreen and supports text-to-speech and audio streaming technologies. What‘s it like? You are able to forgive the TwinAir’s noise and vibrations up to some point, since it is probably the most characterful engines around having a sound that almost begs one to drive it that little bit harder. The issue is that whenever you do, you quickly run from revs and into your soft limiter just in need of the indicated 6000rpm redline.

Changing up a gear drops the engine to around 4000rpm, which suggests there’s an operational rev choice of around 1500rpm. The engine doesn’t really get into its stride until around 3000rpm doesn’t help, either. Frequent gearchanges are needed, then, however the six-speed manual gearbox fitted to our test car refused to become hurried, particularly when selecting third. We‘re told it could have been a problem specific to our car, so we‘ll reserve judgment in the meantime. The steering suits tight, winding roads when large turns of lock are applied. Using the DNA system’s Dynamic model selected, there’s a decent level of weight and consistency once you’ve overcome an initial band of over-assistance. On straighter roads, the steering impresses less by having an artificial feel and also a no communication using the front wheels in Natural or All-weather modes. Better is that the Dynamic mode, which provides a much more consistent feel and adds much-needed weight.

 Elsewhere, the Mito is business as usual : a driver’s seat which will ratchet to some surprisingly low position (a very good thing, offered the headroom-robbing sunroof fitted to our test car ), a touch that lends a way of occasion, even if this lacks a cohesive design, and also a ride that‘s rather too firm. Should I buy one? Most likely not. Unless you’re an enthusiast (and Alfa frequently points to its fiercely loyal Alfisti ), the Mito TwinAir is really a compromise too far. For many drivers the engine is really a little too loud as well as for keen drivers, the rev band is simply too narrow. And although we’re yet to conduct conclusive fuel consumption figures for that new version from the engine, we’ve previously struggled to obtain even half Alfa’s claimed average.

Despite an on-paper increase in running costs and also a £900 price premium, the 135bhp 1. 4-litre turbocharged four is prone to represent a far better choice. Alfa Mito TB TwinAir 105hp DistinctivePrice £15, 550 ; 0-62mph 11. 4sec ; Top speed 114mph ; Economy 67. 3mpg ; CO2 99g / km ; Kerb weight 1130kg ; Engine 2cyl, in-line, 875cc, petrol ; Power 103bhp at 5500rpm ; Torque 107lb ft at 2000rpm ; Gearbox 6-spd manual 2014 Alfa Romeo Mito first drive review"