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The Audi R8 Supercar

For Audi this is anything but just another new car. Its importance extends far beyond even the significance of Audi competing in a corner of the market so distant from its traditional hunting grounds, it's a wonder it found the way. Despite the fact that, by Audi standards, very few R8s will be built, it is perhaps its single most significant car since the original Quattro in 1980.

This is the big step. This is Audi saying: 'From now on we're not content to battle it out with merely Mercedes and BMW. We're good enough to take on Porsche, Maserati and even Aston Martin. And here's the car that proves it.'

To gain some insight into what Audi is hoping to achieve here, consider that its two closest rivals are the £71,980 Porsche 911 Carrera 4S - the latest and one of the most lauded iterations of the world's most enduring sports car - and the £82,800 Aston V8 Vantage, a car with such looks and pedigree it could have had all the dynamic prowess of an overladen wheelie bin and still sold by the thousand. And you might fairly think that Audi going head-to-head with such sporting blue-bloods is akin to your neighbour's ginger tabby marching into a pit populated by Bengal Tigers and saying, 'Come on then, if you think you're hard enough.'

But Audi cannot be said to have come unprepared for this battle for, unlike many others in Audi's more populist ranges, the R8's looks don't write a cheque that the mechanicals underneath can't cash.

Its structure is a beautifully crafted aluminium spaceframe chassis, with forged aluminium suspension and all-aluminium body parts. As you might have guessed, Audi is big on aluminium. And it's right to be, because it knows that the secret to a successful small supercar is not just big power, but light weight. Counting against that is the provision of four-wheel drive, which Audi says improves the way the car drives: I'm inclined to see more as a marketing- than dynamics-led imperative.

And providing the whole with its forward thrust is the 420bhp, 4.2-litre V8 motor also found in the RS4 and modified only to provide dry sump lubrication, which not only keeps oil circulating the engine under very high g-loadings, but also allows the engine to be fitted as low as possible in the car.

Review Source - Channel 4/4car

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We are based in Chesterfield, Derbyshire and are ready to advise you and ensure that you get the very best deal!

Audi A3 Cabriolet
Test Drive Source - Channel4/4cars 17.10.2008

We Brits love a drop-top. Second in Europe only to the Germans in sales of convertibles, the UK has seen a surge of car buyers opting for roof-down motoring in recent years. With new convertible versions of popular cars such as the Ford Focus and Vauxhall Astra, plus standalone cabrios like the Volkswagen Eos, sales in the C-sector have nearly quadrupled in just four years.

Hot on the heels of the BMW 1-Series Cabrio comes Audi with the four-seat A3 Cabriolet, the third open-top car in its range. Audi hopes to open up sales of its soft-tops to people who can't quite stretch to a TT Roadster or A4 Cabriolet (soon to be replaced by a drop-top A5) - although with an entry-level price of £20,740, the A3 Cabriolet is not going to extend Audi's demographic that much.

Audi has increased its UK sales from just under 20,000 cars a year to over 100,000 in the last decade and a half, and this A3 Cabriolet represents everything buyers like in their Audis: it's stylish, well-engineered, practical and, while it's not the most exciting car on the road, it is a solid machine that most owners will be more than happy with.

The range at launch comes with four engines - two petrol and two diesel - and two trim levels (another engine, probably a 1.4 petrol, and the S line trim will be added later this year). The petrol engines are 1.8 and 2.0-litre turbocharged four-cylinder TFSI units generating 157bhp and 197bhp respectively: the diesels are 1.9 and 2.0-litre TDIs (103bhp and 138bhp).

Audi anticipates that the bigger diesel will be the best-seller, taking nearly half of all sales. From the point of view of running costs, this is certainly the sensible option: it's difficult to argue with a fuel consumption of 53.3mpg (50.4mpg with the S-Tronic auto 'box) and CO2 emissions of 139g/km (148g/km auto).

The A3 Cabriolet is available for order from mid-February 2008, with deliveries starting in April. Prices range from £20,740 to £25,500.

Reliability and Quality

The A3 has been built to a pretty high standard and uses quality materials. However, there have been problems in the A3 range with leaking radiators that can lead to head gasket failure, and problems with the dual mass flywheels, clutches and timing belts on the 2.0 TDI diesels. The build quality feels good, though. Audi is generally recognised for its high-standards of interior finish, and in the A3 Cabrio everything fits together well and comes in soft-touch plastics with accents in materials such as aluminium.

The exterior displays the same level of quality, with consistent panel gaps across the car and doors that give a satisfying 'thunk' on closing. The two- or three-layer fabric roof (depending on trim level) allows only one 1dB more of extra sound in the cabin at 87mph than the hard roof of the A3 hatch.

On the Road

As we've come to expect from Audis, finding a good, comfortable driving position is easy, with multi-adjustable seats and a steering wheel with reach- and rake-adjustment.

The A3 Cabrio will no doubt find a large and appreciative audience, but it's not exactly what you'd call a keen driver's car. In common with many recent Audis, it does the job on the road - it grips and holds the road well, the steering is accurate and the gear changes are precise (and, with the excellent S-Tronic automatic transmission, instantaneous) - but it's all a bit removed, a bit uninvolving. There's certainly no hint of the sporting pedigree Audi is working hard on with cars such as the R8 and the RS models.

However, that won't matter to prospective owners. The A3 Cabrio's solid on-road nature will please most, as will the range of engines, where there's something for almost everyone.

If you're looking for economy, the two diesels should suit you fine. They're still not as refined as some others on the market, a fact made apparent on start-up with the roof down by the tell-tale clatter. However, both the 1.9 TDI (103bhp and 184lb-ft) and the 2.0 TDI (138bhp and 236lb-ft) pull well and offer plenty of torque once you get over the lag, reaching 62mph from a standing start in 12.3 secs and 9.7 secs (9.4 with the S-Tronic auto 'box) respectively.

If, on the other hand, you're looking for something a little more refined, opt for the two TFSI petrol engines. The more powerful 2.0 TFSI generates 197bhp and 206lb-ft of torque, which propels the car to 62mph in 7.4 secs (7.3 with S-Tronic).

However, as the car isn't meant to be a sporty little number, we feel the 1.8 TFSI offers the best compromise of fun and good sense: 157bhp, 184lb-ft and 0-62mph in 8.2secs (8 dead with the S-Tronic auto 'box) makes for an enjoyable open-top cruise.