The Audi Q7 turns eight this year. Yup, it has been that long since it debuted in 2005, and it last got an update in 2009. That’s a long time for a car to survive without major modernisation, making it a bit of a dinosaur among its peers. Apart from the Volvo XC90 that is, which is even older. No surprise then, that the next-gen Audi Q7 is already in the works.

Don’t be fooled by the familiar looks, the car above is a test mule for Audi’s new flagship SUV. Notice how the wheels don’t quite fit within the makeshift bulging arches, and the nose looks to have been tampered with too. Both are telltale signs of fitting an old existing bodyshell onto a brand new platform for test purposes before the final design is finalised.

It looks pedestrian enough to drive around in public without attracting attention, until it encountered our sharp European spy photographers. Rumours are the Q7 will be put on an extreme diet to shave 300 kg off its weight. It’s still unclear if it’ll use a modified VW Touareg/Porsche Cayenne platform as before or a new all-aluminium chassis to match the latest Range Rover.

Regardless of that decision, expect the next-gen Audi Q7 to go through the usual engine downsizing regime. Choices should include the force-fed 3.0 V6 diesel and 4.0 V8 petrol engines we’ve seen on recent Audis, along with hybrid variants too. Either way, it looks set to maintain its size advantage over other premium alternatives, leaving Audi’s planned smaller SUVs to take them head on.

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Something Vulcan for a change, and it’s definitely a hoot, with the help of the two Mr Spocks. Audi of America has come up with a video pitting the Audi S7 against the Mercedes-Benz CLS, injecting an element of Star Trek into the mix.

It’s a battle of wits between Leonard Nimoy and Zachary Quinto, both old and new Spock, all to showcase the updated Audi Typ 4G. Trek fans will undoubtedly find this one quite the gem.

The post VIDEO: Spock vs Spock, Audi S7 vs Mercedes CLS appeared first on Paul Tan's Automotive News.

A 1994 Audi Quattro 2.5 convertible once owned by Diana, Princess of Wales is to be auctioned by Coys at Blenheim Palace in June. Currently on display at the Grange St. Paul’s Hotel in London, this Audi was the family car in which the princess was photographed in a number of occasions driving Their Royal Highnesses Prince William and Prince Harry in 1994.

According to Coys, L449 TRP is in “immaculate condition,” with only 33,000 km or so on the clock. The famed auction house is also planning a competition with Grange Hotel where the lucky winner will be driven in the car at the Blenheim auction and entertained to lunch before attending the auction.

“This is an extraordinary opportunity to own a piece of royal history. We have put a guide price on the car of between £20k and 25k (RM92k-115k) but we have no idea what it will go for,” said Coys MD Chris Routledge, adding that there have already been enquiries from around the world and particularly from America.

Amongst the other wheels Lady Di was associated with were a red R129 Mercedes 500SL, Jaguar XJS, Ford Escort XR3i and even an Austin Metro. Also set to go under the hammer is HRH Prince Charles’ 1991 Bentley Turbo RL.

The post Princess Diana’s 1994 Audi Quattro to go for sale appeared first on Paul Tan's Automotive News.

We’ve reported of Audi’s plans to take on BMW in the fast-paced high-rider game – now we have a speculative rendering of the Audi Q6 coupe-SUV, courtesy of our friends at Automedia, to give us an idea of how the BMW X6 competitor could look when it arrives in 2016.

Having already been confirmed by Audi CEO Rupert Stadler, reports say the Audi Q6 will be a five-seat, sportier alternative to the flagship Q7, which will then be moved further upmarket. It will reportedly be based on the next-gen Audi Q5, which is due in 2015.

With styling inspired by the Paris-debuting Crosslane Coupe concept, the Audi Q6 should pack a fresh and contemporary flair currently not present in the Q7, Q5 and Q3 models. What do you think of this illustration?

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When your car’s GPS navigation system is hooked up to an online database, it opens up many possibilities because for one, your navigation information always stays up to date and two, if there’s an app ecosystem built in, it opens up possibilities of all kinds of new features.

Audi’s Google-powered Audi connect system for the A3 and A3 Sportback is one such system and they’ve just added a pretty useful app. Malaysians might be alien to the concept of comparing fuel prices between stations as our fuel prices are fixed, but in many countries fuel stations offer different prices depending on brand and location and how aggressive they want to be, so it literally pays to know which station is offering a better deal.

Because of this, Audi has added a Fuel Prices service to their Audi connect system which consults an online database to find out which are the cheapest filling stations in real time at the location you are at, or at any location of your choice, such as your navigation destination. It takes into account the type of fuel you require as well – the car would definitely know if it runs on petrol or diesel.

The driver can then pick the fuel station he wants by sorting the list by price or distance, and then he can navigate to the station by using it as a point of interest.

The post Audi connect MMI adds new Fuel Prices service appeared first on Paul Tan's Automotive News.

This luxury sedan comparison test originally ran in Issue #0 of Driven+ Magazine. Download Driven+ Magazine from the iTunes App Store or Google Play Store.

It isn’t hard to believe that the BMW 5 Series is a popular car – examples are all over the city. But the BMW is not the only car to live in this segment. Audi, Infiniti, Lexus, Mercedes and Jaguar are arguably the Bimmer’s closest rivals.

So we’ve gathered three of them – Audi A6, Infiniti M25 and the Lexus GS 250 – to see how they stack up against the car from Munich. A fair bit of warning: we have a lot to say so grab a cup of coffee, plant yourself in a comfortable spot and enjoy.

EXTERIOR

Chris says:

Here’s the truth: I find the looks of these cars dull. Surprising because I was sure the Audi A6 would be the best looking car of the lot when I picked it up a day earlier. Yet, here and now, together with the BMW 520i, Infiniti M25 and Lexus GS 250, all four cars look as exciting as suits in a suit store instead a scene from Reservoir Dogs. I’ll explain.

Every car here carries its own character but when assembled together, you’ll have a manufactured operatic pop band instead of something exciting like the Avengers. The signature grilles and DRLs make them somewhat similar to one another. And having a coupe-like silhouette encourages me to wonder if the basic frame comes from the same sheet of paper.

The 5 Series always had its dual grille and its lighted irises to carry its presence. The Audi A6’s single-frame hexagonal frame gets very intimidating especially with its sharp LED day-running lights, which I think is the best in the business. The GS 250 have moved away from the humdrum to bring in stylish athleticism into its shape. Even the oddly penned M25 establishes its own niche, appealing to those who prefer more curves than lines from a ruler; although I do think there’s too much going on.

But choose I must and the Audi and Lexus occupy either side of the coin. Both designs are as different as night and day, time to flip that coin.

The new GS 250 looks the most improved when compared to the previous generation; the spindle grille helps to put some fierceness in its face. It stands out only because the GS seem to embody a character that does not want to take itself seriously.

The Audi, on the other hand, takes itself too seriously. The single frame grille and the daytime running lights (an option for the 2.0T) makes the A6 put on an impassive face. Tour round its body and you’ll begin to notice that the lines are deliberate, no overtly flared bonnet or curve is out of place. Which ultimately bestows a cold and hard character on the car. For an executive saloon, it is not a bad thing.

Which I would choose? I’d stick to my original decision and go with the Audi. The A6 gives that on-road presence that none of the other cars give, which is why it has my vote.

Danny says:

The Infiniti M25 is a large car, and you won’t be underestimating its size with those muscular and shapely haunches, like the muscle dense limbs of predators. The effect is further enhanced by a bulging bonnet and huge, imposing grille.

The F10 won’t turn many heads, partly because it’s such a common sight, but also because BMW is done with polarising designs from the Chris Bangle era. Munich is more interested in the classic and elegant look these days, and I think they’ve succeeded here.

And then, we have the Audi and Lexus. The A6 is trademark Audi – there’s no way one would mistake it for any other marque, but it is likely that you’ll get the model wrong. Whether you view it as a larger A4 or a junior A8, the lines are neat and the car looks smart, although I think that the looks will be much less arresting without those piercing LED bars at both ends.

My favourite by a mile is the Lexus. In a complete U-turn from its soapbar-shaped predecessor, the new GS wears a sharp suit – think Stephan Winkelmann, not Japanese salaryman. Put the older GS beside this newer one and you wouldn’t believe both cars are from the same company. The change is good.

In my eyes, the GS is the recepient of the previous-gen E60 5-Series’ baton as the athlete in the class, in terms of looks at least. The blend of sharp lines and curves, with no excess fat, really does it for me, and the assertive new “spindle grille” dominated face tops off the new image nicely.

Anthony says:

It’s not that it’s overtly radical, but given the company here, the M25 is certainly different. I spent the most time with it, and though by the end of the comparo my indifference hadn’t turned to love, there was at least the element of appreciation for what Infiniti designers were trying to achieve – the term presence comes to mind.

Which is more than what can be said for the A6. It is stately, but on the whole plies safe ground, its mix of lines and flow clean, predictable but ultimately, boring. Yes, you can call it handsome, but it’s the sort of car you’d want to be in if you wanted to be seen, but not. Such is the conundrum.

As for the 5 Series, the F10 is also classifiable as authoritative, but its design flow has come along from the E60’s gilt-edged presentation. The result is something far more refined, which works for many, I suppose, because the F10 is simply flooding the roads. With that said, I still prefer the tauter rendition served by the E60. At its best, that one was simply menacing.

Finally, the Lexus, and here is a shape one can well learn to love. Given the last outing, which in simple terms can best be described as ambiguous – bloated, at that – in its interpretation of what a premium sedan should be, the new GS is a veritable panzer, arguably more Teutonic-looking than its German counterparts.

The overall definition is high, and it works for me – the lines and strokes hang together, with an organic feel to it all, even with the edges and kinks. Not everyone in the group thought it was the most eye-catching, but there you are, and that’s why Baskin-Robbins has 31 flavours. I’ll have a serving of Lexus, with some toppings, please.

INTERIOR

Chris says:

I hop into the A6 and I am quickly immersed in a sea of knobs and toggles, all backlit in a reddish glow, which I don’t mind one bit. Yes, it looks busy but the switches are arranged logically in the centre console and placed close to the driver. However, they are not as easy to use as you think.

Some of the knobs here have two functions and it needs a button press or two to make it switch from task to task. So you need to learn how to use the interior to make the most out of the car. And that daunts most people.

Another interface that is not as user-friendly as it should be is Lexus’ Remote Touch Interface. It is improved than the one you can find on the CT200h, but it still far from goal. The joystick has more resistance built into it, so you know when it jumps from one option to the next. But the placement of the options on the screen is clumsy and there always is an extra push needed before something meaningful is done.

The best interface that I have used so far is the iDrive, which uses one knob that you can twist, push and tap to do all sorts of things. BMW has evolved its iDrive into something really special, intuitive and friendly. Let’s give credit where credit is due.

The multimedia interface of the M25 is nothing to shout about, but I do like what Infiniti did to the place. The cascade centre console is a refreshing change to the sheer cliff that you’ll find in almost all cars. There is much thought going into the choice of trim and colour, even the accompanying materials adds to the plushness of the interior. Somehow, I find it easy to live inside this car.

The seats are comfortable. But you don’t merely sit on it; you let your posterior be cradled instead. The rear offers plenty of room, especially the legroom and specifically the knee area. The backs of the front seats are carved out to make way for more real estate without affecting the comfort of the front seats so the knees of the rear passenger do not need to touch the front seat.

The Lexus is also quite comfortable to sit in, even at the back. The backrest has more tilt, which makes it feel like you’re sitting on a sofa. Surprisingly, it is both German makes that force you to sit a little more upright than usual. So it is not as comfortable as its interior design suggests.

So which do I like the best? Obviously it is the Infiniti M25. Although it is as over-designed as the exterior, the inside has a certain ambience that gives you a pleasant and relaxed feeling; much like how a five-star hotel effortlessly delivers.

Danny says:

The Infiniti boasts sumptuous materials and attention to detail absent from the pack. The semi-aniline leather is supple and inviting, the Japanese ash wood is infused with silver powder to “3D” the grain effect, the driver’s knee rests on soft padded leather on the centre tunnel, the classy analogue clock, the blend of colours and textures… you get the drift.

The swoopy cabin design is not to my personal taste, but it’s an interior that soothes and pampers well. The seating position feels higher than the other three cars, which adds to the relaxed, gliding feel. There are also ventilated (and heated) seats that work well in the current hot spell.

What’s not to like? The locally fitted colour screen is the poorest of the lot, looks cheap and doesn’t work particularly well. And the amusing sound it makes on startup belongs to a video game, not a luxury car.

The BMW is the polar opposite. No flair and drama, everything works in an austere but very efficient manner, almost like Chancellor Merkel’s preaching to the troubled Eurozone.

The two classic BMW dials, the no-frill displays, the AC controls (I like the individually adjustable fan speed) – they’re all straightforward to look at and to use. BMW’s iDrive, much criticised at birth, has evolved to be the benchmark control system; the longer you drive it, the more likely you’re going to not crave for more.

The Audi’s spaceship cockpit appeals to certain folks, but there’s too much going on for minimalist me. It irritates me that simple operations like adjusting the fan speed needs two separate actions: first, press the solo fan button hidden in that sea of red, then turn the dial, which also controls temperature.

Getting into the car at night, and without the luxury of time to settle and adapt, I just couldn’t find the instrument brightness adjuster quick enough to save my eyes. Attempting to navigate around the MMI on the fly takes a lot of grey matter, which saps quite a bit of attention, leaving less for the road ahead.

The Lexus fares better, but it’s not perfect. The mouse-like Remote Touch system is linked to a mega sized 12.3-inch screen with some cool graphics, but the user interface needs some tweaking. The “mouse” was too sensitive for me (every nudge of mine pushed it to the end) while a dedicated back button would be good, too.

That aside, I like what Lexus has done with the GS’ dashboard, blending a modern “techy feel” with elegance. Like the outer skin, there’s fresh thinking here, and no traditional “waterfall” style centre console to remind you of Toyota. There’s a good-looking small diameter steering wheel with shift paddles, too.

The seats and driving position, while cushy enough, are quite conducive for sporty driving. Even the rear seats get good side bolsters. The new GS is really living up to its billing as a new breed of Lexus.

Anthony says:

If you’re the type who values a sense of occasion in a cabin, then the Infiniti’s is the place to be. It’s the most old school fashion of the four in how everything is pitched, from elements to design, but it is undeniably plush.

Also high on the list is the level of attention to detail – witness the work on the ash wood inlays as well as the varied blend of surface textures on call. Design-wise, cosseting would best describe it, aided by the workings of the Bose sound system on call. Ah, but there’s one thing that spoils the whole sense of belonging, and that’s the incredibly tacky startup tune that chirps away when you turn on the ignition. Game console, anyone?

Old-school plush to space-age kitsch, that’s the jump you get stepping from the M25 into the A6’s interior, which continues to ply the “let’s put all the switch and function wares we possibly can into a cabin” route. Busy doesn’t begin to describe it, and that sea of red (never a favourite) doesn’t help matters.

In terms of quick engagement, you can either be overwhelmed by it (likely) or just ignore it all (quite impossible). I simply got irritated. If the operation aspects were simpler, perhaps it would be bearable, but items like the MMI continue to confound, and on the whole switchgear operation features redundancy like its going out of fashion.

Thankfully, the approach served up by the Lexus is less nefarious. There’s a quiet elegance about how everything is presented in the cabin, and of note is the refinement and level of thought that has gone into things, compared to the previous gen’s interior.

It’s not completely compelling, of course, and some elements need more work. The large 12.3-inch screen should rightly be a winner, but is flawed by lower resolution levels that take the edge off the size.

Likewise the Remote Touch system, which suffers some operational anomalies – chief among these is a lack of sensitivity correlation between controller and the accuracy of movement/placement on screen. Still, there’s plenty to like, the seats, driving position and smoothness of switchgear operation being items of note. The rear seats aren’t too shabby either.

In terms of overall balance, however, the BMW seems to have gotten its act settled the best. Not the prettiest – there will be those who will argue that it’s all rather ascetic looks-wise, but much of it has to do with familiarity, for us at least. Yes, alright, it’s a bit bland, the cabin, missing the frills and fancy found in the other machines in the test, but less is more, when you get it right.

Hidden underneath that conservative veneer is a high pedigree of operational refinement, sensed more than seen – for example, the long-evolved iDrive makes its other competitors clumsy and awkward in comparison, and for driving position and overall in-cabin scope and tactility, the 520i is the one to beat in the group.

PERFORMANCE

Chris says:

Things get hairy from here. But before I can properly let loose, I have to say that I did all of my driving with the sportiest drive setting that the car can give.

I’ll start by crossing out the Infiniti from the list. Not to say that it is absolutely rubbish, it is not. Its ride is supple and absorbs the bumps all too well, almost like driving on foam mattresses. Have not done that before? Then let me tell you that it will be one of the most comfortable rides you’ll ever have. And unfortunately, the car also handles as if it is driving on foam mattresses.

You see, the steering does not feel right. Its weight is adjusted according to speed, which is good. But while it feels heavy, there isn’t much feedback coming from the wheel; which is bad. It is also not quite quick and not as precise when compared to the rest of the pack.

And then, there’s the power (or lack thereof) to contend with. While the Infiniti gets a nice-sounding 2.5-litre V6 lump, the engine only squeezes out 218hp and 252Nm, which is good for a century sprint of 8.5 seconds. The numbers does not translate well to real-world speed; it feels lagged.

A seven-speed automatic is mated to the powerplant but it does not feel snappy nor does it shifts thought the gears quickly. It takes a while before the M25 build any sort of respectable speed. So if it is performance you are looking for, then you should look to the other cars. With that said, the M25 is a car that you’d want if you do most of your driving at a sedate pace.

The A6 is the second car to be crossed from my list. Not because it is rubbish – far from it – but the Lexus and BMW feels much better to drive. The difference here is the Audi’s front-wheel drive format; the rest are rear-wheel driven.

So, the A6 can get understeery at times, especially when you try attacking the apexes at higher speeds. Quattro this is not, but if you take time to learn the car’s intricacies, you’ll find the Audi’s handling very agreeable.

Power is derived from a 2.0-litre TFSI force-induced engine. While it only generates 180hp, the powerplant churns out 320Nm of torque between 1,500 and 3,900rpm. It really makes the A6 feel quicker than its 0 – 100km/h time suggests; 8.3 seconds is recorded on the time sheets. And it is good to a top speed of 226km/h.

Here’s a shocker: the A6 sports a CVT gearbox that gives you eight pseudo-gears. There are two things that usually come with a CVT, which are the droning of the gearbox and the lag in acceleration. Both are delightfully absent in the A6.

It makes cruising the highway a comfortable experience. The lag in acceleration is still there, but barely noticeable. In fact, switch over to manual mode and all discrimination disappears. The shift is immediate and the power is transferred to the wheels quickly. All in all, Audi has done a good job in making the CVT feel very un-CVT.

The A6 comes with drive select, which lets the driver tune the setting of the engine, gearshifts and suspension. Even with dynamic-mode selected, which makes the car a little tighter and sportier, the Audi falls short of being excellent. As I said earlier, the Lexus and the BMW has this one in the bag. But which is better?

Numbers first. The GS250 has a 2.5-litre V6 that produces 206hp and 253Nm. Its 0-100km/h is clocked at 8.8 seconds and has a top speed of 230km/h. A six-speed automatic is mated to the engine.

The 520i gets a turbocharged 2.0-litre that generates 184hp and 270Nm of torque. The BMW goes to 100km/h from zero in eight seconds flat and hits a top speed of 226km/h. It has an eight-speed auto that transmits energy to the rear wheels.

Head-to-head, the GS has more power but less torque than the 5 Series. Yet, it is the German car that reaches the 100km/h mark earlier than the Japanese. It translates almost accurately in reality too. The eight-speed auto of the Bimmer is relentless. The upshifts are smooth and precise, exactly hitting all the sweet spots so it loses no time at all.

The lack of two forward ratios in the Lexus is telling; the GS takes a few tenths longer to hit its optimum shift points. While it is decent on the straights and downhill, the Lexus somewhat struggles on inclines. It is slow to kick down a cog to summon the power it needs – the manual mode clears up all the confusion.

Things aren’t as clear-cut on roads that are more twisted than a David Fincher movie. In equal doses, both cars follow the road well. The steering on both cars is very point-and-shoot; aim where you want to go and accelerate, and the car will do the rest. Both rarely put a foot wrong too, although the GS arrives on the limit of its grip easier than the 520i.

To split hairs, the BMW is slightly more refined than the GS when it comes to handling. With refinement comes predictability, so you know what the 5 Series will do in any given situation. It is fun for a whole 15 minutes before I start realise that the brake-cut apex-accelerate out of the corners become one glorified wash-rinse-repeat. I start to wish I were behind the wheel of the Lexus.

As I said earlier, the GS250’s handling isn’t refined. In fact, it has a tendency to oversteer with threats of breaking the rear grip. This makes the drive a little more on the edge; I have to be on the ball at all times ready to counter-steer. And for once I don’t mind that the Lexus is slower to come to power because it inspires one to think ahead more and hold the revs for the next corner or the next climb. I do admit that I am liking this car more.

Danny says:

The previous-gen GS had all the driving appeal of a Camry. This is different. The new GS is eager and willing to play curves! And as B roads go, the route we drove on was challenging: hairpin after hairpin, one side hill, one side cliff, most corners blind.

Turn in is sharp, and there’s a sense of lightweight and agility. Body roll is a non-issue and the steering is quick enough on zig-zag roads. I sense a lively tail, too, although this car’s VSC is swift and strict. The challenge was to drive as hard as possible without the annoying VSC threatening to “trim my lead” over the BMW nipping at my tail. Also, if they have dialled in more steering feel, this would have been a great driving package. But I have steering paddles, and they are being put to good use.

It is manual mode all the way, which is why I can’t tell you how well (or not) it works in the daily grind. But I can report that the paddles, which turn along with the steering, work well enough with fast shifts and a nice click. This V6 engine note is noteworthy, especially in the second half of the rev range. Artificially enhanced or not, it’s a sonorous voice that will elicit a chuckle or two as you ram home.

So yes, it’s a new kind of Lexus. But as much fun that was, I know deep down that the BMW has its measure in the driving department. The F10′s innocent sheep’s clothing hides a chassis that is truly talented. Body control is fantastic in Sport mode and the steering is sublime in this company. Compared to the Lexus, I could power out of corners quicker.

And that drivetrain is faultless. Eight speeds might sound like a lot of ratios to get lost into, but it never happens. The turboed inline-four’s brutal efficiency at both ends – performance and fuel consumption – means I don’t miss the inline-six of old.

The F10 also does the mundane very well. Cruising comfort is good and a press of the selector sends it into Comfort+ mode, where the active dampers do their best to send your occupants into slumber. Through the years, entry-level Fives were great but slow cars. This 520i is simply a great car.

Jumping from the BMW into the Infiniti is like being thrown an axe after hours of working with a scalpel. I approached the M the same way I did with the 520i, and it turned out to be a bad idea. It took just two corners to exhibit really slow steering, plenty of drivetrain lag and bulk that’s hard to mask.

It sounds horrible but it’s not. The Infiniti just isn’t meant for days like this, preferring long highway cruises and urban use, where its soothing character and brilliant ride comfort come into play. Earlier, I was tasked to collect the car from downtown KL, and the accompanying mad traffic jam and long highway crawl back home became irrelevant.

What about the Audi? Well, there’s nothing outstanding here and I almost don’t recall how it drives. Maybe I do – it feels like a Volkswagen, and I mean it as a compliment. The 2.0 TFSI is its usual self, which is good, and Audi’s CVT gearbox doesn’t annoy – also good. Ride comfort is another plus.

In the A4, there’s not one Audi Drive Select setting that I’m comfortable with (ride is fine in Comfort, but steering is too light; steering has better weight in Sport, but ride becomes crashy), but better balance can be found here. Fast enough, too.

Anthony says:

It’s with the Infiniti that I chug along for most of the uphill sections of the route. Underneath the visceral exterior is very much a gentle soul, meant to amble rather than storm along. Comfort levels are high; it offered the plushest ride, by far the most compliant of the four, and on a highway and cruising along at speed, this isn’t a bad thing.

Get into close-quarter terrain, however, and it offers a less picturesque take. On windy, twisty tarmac, steering effort is needed to get the bulk going and pointing where you want it to. In the end, easing off eased the strain, but you’ll still get a good arm workout with this one.

Of course, the route isn’t something like what an M25 is likely to encounter everyday. In far more familiar landscapes (read: city), its refined, relaxed character and simple, unfettered charm (silly start-up chime aside) would be just the thing its buyer is looking for.

Going from the inherent laziness of the Infiniti’s boat-like steering to the sharp immediacy of the BMW meant that stabbing the throttle and putting quick input to the wheel almost meant a turn for the worse, quite literally. Nothing uncatchable, but breathtaking all the same.

The Munich kid is the sharpest and most agile offering by far, already even without Sport mode engaged. It responds to input in the usual BMW fashion – controlled, precise, unflappable. You do things that you wouldn’t dream of in something like the M25, and so in the end I did the ‘drop back, stop and charge up’ act to the convoy repeatedly, because it was just joy doing so.

However, if you choose to be civil about it, the car does that bit ably as well. Ride compliance and overall comfort levels bows to the Infiniti, but the Comfort+ damper setting makes for a rather benign beast, aided by the smoothness of the eight-speeder tranny. In terms of versatility, the BMW offers the widest spectrum of shades – good for a giggle when spanked, and thoroughly business-like when restrained.

I take the Audi down the hill, keeping company with the Infiniti. Unable to get past it on the narrow stretch, I settle down to fuss over the switchgear, and keep noticing the suspension. It’s undoubtedly the firmest of the four, especially at low-level speeds, and though speeding things up improves compliancy (not at the expense of handling), there’s always a detached feeling to everything.

Surprisingly, the steering, which is lifeless off-centre in terms of feel and devoid of any real weight, has good accuracy and speed, and the rest of the bulk follows suit when pressed. The Audi tracks well, and short of the tightest, twistiest bits, accomplishes movement in an even-tempered manner, with great poise at that.

It does so, however, in completely unemotional fashion – cold, even if it’s capable, that’s what I felt about it as I walked away. Plus points are its engine, ever the showpiece, and a rather silky gearbox.

The Lexus is infinitely more fun to drive. Energetic, with a brisk, light nature, there’s a frisky quality to its disposition when asked to bomb along. The steering feel could be better. And that gearbox could do with some more work in terms of transitions, but the chassis is lively and eager, and it shows.

For sure, it has higher thresholds than the previous GS, revealed by taking it into – metaphorical – places where the last incarnation would have waved the white flag in abject terror. The VSC is still overtly intrusive though, and the car never feels unbridled because of that. Still, doubtless that anyone would buy a Lexus to go mental with it.

CONCLUSION

Chris says:

I still favour the Audi A6. Personally, I think it is best looking car here. I am also all for the complexity of the A6’s human interface and the multi-function buttons; it discourages all to play with my settings. The downside is its power and handling, which is easily cured by having the bigger 3.0 litre version instead.

However, I have to give my win to the Lexus. Despite the fact that I would like to introduce its Remote Touch Interface to a hammer, the rest of the car ticks all the right criteria. I especially like how this GS handles in spite of the fact that it lacks straight-line speed or its gears sometimes struggles to find the right ratio.

Danny says:

I really enjoyed being a part of this shootout, for it pitched many different, sometimes opposing, characters and philosophies together. There is no superior luxury car to rule the rest, for each has its strengths. To me, the BMW 520i is the best car to drive here, and it’s also very good as a comfortable, efficient luxury cruiser.

But the eye opener of the test for me was the Lexus. This is not just a new GS, but a new kind of Lexus. It looks the part as a sporty exec, and is beginning to drive the part as well. Not perfect yet, but with this quantum leap, they’re heading in the right direction. Good job Lexus!

Anthony says:

The Infiniti, and to a lesser extent the Audi, are inherently left field, for those who want to serve notice of intent, but in a less in-your-face manner. Or for that matter, for those who want to be different. My choice boils down to the Lexus and BMW. The Lexus is still not quite the finished article, but the newfound approach – both in shape and character – struck a chord with me.

Nonetheless, the marker invariably gets placed on the 520i. In terms of kit and mod cons, it’s missing bits here and there compared to the other three, and the shape is a bit too generic for my liking. All the necessary bits that matter are there, however, and its wide-ranging spectrum offers it the most balanced view of the world, at least from a driver’s perspective, and in the end, this rubric is still the one to beat.

Lexus GS 250

BMW 520i

Audi A6

Infiniti M25

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Something light – but not fluffy – from the four rings will be going to Worthesee next month. The Audi TT ultra quattro concept is a study in removing weight, in this case, a whopping 300 kg off a production TT 2.0 TFSI Coupe.

The quattro all-wheel drive car, finished in crystal white, tips the scales at 1,111 kg, and the weight reduction has been supplanted by an increase in power – the TT ultra concept has 310 PS and 400 Nm from 1,900 to 5,000 rpm; mated to a six-speed transmission, it’s all good to give the car a 0-100 km/h time of 4.2 seconds and a 278 km/h top speed.

Weight reduction-wise, 43 kg was removed from the production TT’s already light-ish 206 kg body (excluding detachable body parts, amounting to 98 kg), and with the help of optimised detachable body parts the total weight reduction in this area adds up to 100 kg.

The use of carbon fibre-reinforced polymer (CFRP) in the rear end, the centre tunnel, the B-pillars and the roof contributes its bit, as do magnesium components in the floor and in the hinge reinforcements.

CFRP also finds its way inside, adorning the door trim, the centre console and the cross-bracing that replaces the rear seat bench. The standard front seats are also replaced by fibreglass-reinforced polymer (FRP) bucket seats from the R8 GT, trimming a further 22 kg.

Elsewhere, the four-cylinder mill also loses 25 kg through modifications to the crankcase, the crankshaft, the balancer shafts, the flywheel, the sump, the bolts and certain ancillary units.

The front brakes with their ceramic discs and aluminium fixed calipers also make a contribution, and there are savings to be found in the titanium exhaust system with its single centrally mounted tailpipe and the CFRP wheels with high-strength aluminium spokes, the last taking off 20 kg.

Fibreglass-reinforced polymer (FRP) also replaces more conventional steel for the coil springs in the suspension, helping to further reduce unsprung masses and cut weight by 40%. Meanwhile, a smaller lithium-ion starter battery, which is located in the interior under the driver’s seat, weighs just under four kilograms. Sounds to me that the Audi boffins weren’t taking things lightly with this one!

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The Audi A3 Sedan, which was announced in New York, has made its public debut in Shanghai, so we finally get to see it in the metal. The booted form of the third-gen A3, shaped as a four-door coupe rather than a classic three-box form, was on display at Auto China 2013 in 40 TFSI quattro model guise.

Audi’s numerical designations for its cars in China is quirky, with 35, 40 and 45 suffixes on them, for example. The A4 and Q5 40 versions for the market wear a 2.0 litre mill, so the 40 for the red show car means that it should be one too and the low-powered quattro form of the equation, the more powerful one being the S3 variant.

In Europe, three engines are available at point of introduction for the A3 Sedan, these being two petrol units, a 140 hp/250 Nm 1.4 TFSI with cylinder on demand and a 180 hp/250 Nm 1.8 litre TFSI, and a 150 hp/320 Nm 2.0 TDI oil burner.

Lots to like about the compact premium offering, which is 150 mm longer, 11 mm wider and nine millimetres lower than its Sportback sibling. It’s certainly a very clean-looking shape.

GALLERY: Audi A3 Sedan

GALLERY: Audi S3 Sedan

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Marvel’s Iron Man 3, the latest instalment to the super hero saga is poised for its official Malaysian debut on 26 April, and as revealed before, you have the chance of catching Robert Downey Jr’s latest flick before its premiere on 25 April by taking part in our Driven Movie Night contest.

The contest which is supposed to end on 19 April will now end on 21 April. With the extended contest deadline, lets talk about the man behind the suit, Tony Stark. He is known as a flamboyant billionaire philanthropist who loves technology and it is no secret that he loves his cars too. Here are some of the cars featured in the Iron Man’s saga:

Audi R8 and Audi R8 Spyder

It is pretty obvious that the Audi R8 is the star car for Tony Stark ever since the first instalment. The “four ring” brand seems to have a partnership with the series and sponsored a 2008 Audi R8, the brand’s signature high-end sports car model which is powered by a 420 hp 4.2 litre V8 powerplant for the first movie. In the second movie, Tony Stark drives an Audi R8 Spyder which uses a V10 5.2 litre FSI engine, pumping out 525 hp.

Shelby Cobra

For classic car junkies out there, the 1967 Shelby Cobra in Tony Stark’s garage is definitely a sight, until the car was destroyed following a malfunction with Stark’s suit. The Shelby Cobra was, at a time, the ultimate American sports car built by Carol Shelby and is powered by a massive 7.0 litre V8 powerplant with 427 hp. Interesting to note that to get over 400 hp in the 60′s, such a large engine capacity is required :) The car featured in the movie is said to be a dummy so no reason to shed a tear.

Ford Flathead Roadster

Yes, there was also a hot rod in Stark’s garage and apparently, this 1932 roadster is said to belong to the director of the movie, Jon Favreau. The 32′, famously tricked out to become hot rods, are powered by modern, much more powerful V8 engines. In original trim, this Blue Oval beauty should be motivated by a 65hp 3.6 litre V8.

Saleen S7

Also briefly featured in the first instalment of Iron Man is the Saleen S7. This sexy machine was produced between 2000 and 2004 in limited numbers. This American super car features a mid-engine, rear wheel drive configuration and is powered by a 7.0 litre Ford motor producing 550hp. There is also a variant called the Twin Turbo which makes up to 750 hp which hits 100 km/h in just 2.8 seconds!

Tesla Roadster

Being a man who loves technology, there is no surprise when you see an electric car in Tony Stark’s collection. At the time of filming the Tesla Roadster was still a prototype and only went into production at about the same time as the movie’s release. The Tesla Roadster is an all-electric roadster with a 248 hp electric motor and a range of 354 kilometres in range. The Tesla Roadster is said to be first production all-electric car to offer such a range.

Rolls-Royce Phantom

The Rolls-Royce Phantom was featured in Iron Man 2, which was destroyed by the villain played by Mickey Rourke. Apparently, the company built two identically spec-ed cars for the movie which is said to be the first for the BMW-owned brand. One unit was used specifically for the destruction scene while the other was the drivable unit. The Rolls-Royce Phantom runs a V12 engine making 460 hp.

Well there you have it, the cars behind the suit. As for Iron Man 3, we believe that Tony Stark will have the Audi R8 e-tron, an Audi A7 and the Honda NSX concept. Enjoy to movie!

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Here’s a first sighting of the upcoming facelift for Audi’s flagship A8 sedan, brought to you by our usual European spy photographers. The Audi A8 facelift is mostly camo-ed with black and white camo tape but we can see that there’s a new tail lamp design with new internal graphics.

Along with other more minor changes, the front grille has also been revamped, now featuring a 7 bar design – the bars look thicker as well. We’re expecting the Audi A8 facelift to debut in 2014.

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We have some new details on the 2014 Audi A4, courtesy of Autobild. The compact exec is said to be in line for a major redesign, which should include improved technology and features, a more luxurious interior and an updated MMI infotainment system with two separate screens.

Apart from that, the extended use of aluminum, magnesium and plastic parts means the new B9 could tip the scales at about 1.33 tonnes – around 100 kg lighter than the current B8 (pictured here).

The engine menu reportedly includes a 1.4 TSI with 150 hp and 250 Nm of torque, 2.0 TFSIs in 175 hp/300 Nm and 225 hp/350 Nm versions, 2.0 TDIs in 120 hp/270 Nm, 136 hp/320 Nm, 148 hp/320 Nm and 190 hp/400 Nm forms and 3.0 V6 TDIs in 218 hp/400 Nm and 268 hp/600 Nm guises.

2015 should see the introduction of a plug-in hybrid variant that combines the 225 hp 2.0 TFSI with a 54 hp electric motor at the front axle and a 82 hp electric motor on the rear axle, according to Autobild. A 12 kWh lithium-ion battery makes possible an electric-only range of 50 km.

Read Paul’s comprehensive review of the 1.8 TFSI-engined Audi A4 B8 facelift here. The A4 is no longer Audi’s smallest sedan – the A3 Sedan was unveiled at the recent New York Auto Show.

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Audi is on a roll here in Malaysia. The A6 hybrid that we drove last month was sold out mere weeks after its launch, with Euromobil’s entire 2013 allocation all spoken for. They’re now gunning for the entry-level premium market with the new Audi A1 Sportback, a five-door variant of the original A1 launched in 2011.

How much do you have to pay for the two extra doors? Nothing, as it’s priced exactly the same as the standard A1 at RM179,900 before insurance, making it the joint most affordable Audi you can buy here. You’ll have to be quick to get the limited period introductory price though, as it’ll revert to its standard price tag of RM185,000 soon.

Only a single variant is offered, a base turbocharged 1.4 TFSI with 122 hp at 5,000rpm and 200 Nm of torque at 1,500 to 4,000 rpm. Taking care of gear changes is a 7-speed S tronic dual-clutch transmission complete with steering mounted shift paddles. 0-100 km/h takes nine seconds flat, and top speed is 203 km/h. 18.9 km per litre is on offer here.

Dimensionally nothing much has changed. The Sportback may look bigger and longer than the three-door A1, but it’s not. Length stays the same at just under four metres, and the 2469 mm wheelbase is carried over as well. Width and height however, have been increased slightly by 6 mm each, giving passengers 11 and 13 mm more head and shoulder room respectively.

Aside from improved access, rear occupants are better accommodated too, as the seats are now designed for three, each with its own headrest and full three-point seatbelt. Available legroom stays as before, as do the 270-litre boot. The rear seats fold down (but not flat) to open up as much 920 litres of space. For neat freaks, there’s an optional luggage package that adds storage compartments under the boot floor.

Externally, standard features include LED DRLs and rear lights, xenon headlamps and 16-inch wheels (optional 17-inchers are pictured here). If you have an extra RM15,000 to spare, you can choose the S-line package that adds more aggressive exterior treatment, 17-inch alloys from quattro Gmbh, sports suspension and leather/cloth combination upholstery.

Customisation includes the choice of three contrasting colours for the roof line and the entire roof itself (a Sportback-specific addition) as part of the S-line package. Twelve colour options are available, including Samoa Orange that is available exclusively for the new five-door. Picking a pearl effect colour adds RM2,500 to the price.

This small car isn’t small on creature comforts. Automatic climate control, 6.5-inch colour display, Bluetooth connectivity and voice dialogue system are all packed in. An audiophile-approved 14-speaker 465-watt Bose audio system is a RM4,000 optional extra, while an MMI navigation with a higher res screen and Bluetooth car online system are included in the optional technology package (price yet undisclosed).

It’s not short on safety kit either. You get a full compliment of six airbags, ESP, ASR, EDL, ABS, EBD, BA, and even ISOFIX mounts for the rear seats. So there you have it. Small car, big on Audi. You likey?

Large gallery after the jump.

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This is a car whose arrival we saw from a mile away. Previewed twice in 2011 (here and here) and again last week, the Audi A3 Sedan has finally broken cover ahead of the New York Motor Show before being given its public debut in Shanghai next month.

What came as a surprise is the joint unveiling of the S3 Sedan alongside the standard models. Now, Audi has never been shy of stretching out its car launches to multiple motor shows: the third-generation A3 was first shown in three-door form at Geneva last year, followed by the A3 Sportback and S3 in Paris six month later, while we had to wait till this year to see the S3 Sportback.

Offered in a booted form for the first time, the A3 Sedan follows the four-door coupe formula rather than a traditional three-box sedan. The boot is kept short, with the cabin glasshouse stretched backwards to enhance the visual effect. The wheel arches have been widened too, making it appear lower to the ground and more planted.

It is 150 mm longer, 11 mm wider but 9 mm lower than the A3 Sportback, with a long 2640 mm wheelbase and short overhangs. The designers are particularly proud of the “tornado line” element across the car, a light-refracting edge that hides the visual bulk of the car’s rear end. It hides its hatchback roots rather well, despite having a high boot line.

The front end of the car gets a unique bumper with wider slats and more horizontal elements. Full LED headlights are an option. Round the back, the bootlid acts as a rear spoiler, whole the tapered rear lamps are designed to make the A3 Sedan appear lower and more athletic. It sits on the latest MQB platform, and with the smallest engine fitted (1.4 TFSI), weights just 1,250 kg.

Other than updated interior graphics, the dashboard is carried over whole from its hatchback siblings. The seating accommodation is identical to that of the five-door Sportback, but the Sedan has a bigger cargo area with the seats up.

Three engine choices are available from the get go: 1.4 TFSI with COD (cylinder on demand) making 140 hp/250 Nm, 1.8 TFSI with 180 hp and 250Nm, plus a 150 hp/320Nm 2.0 TDI, all mated to either a six-speed manual or dual-clutch S-tronic transmission. 0-100 km/h figure for each model is 8.4, 7.3 and 8.7 seconds respectively.

The S3 Sedan on the other hand uses the same 2.0 TFSI engine with 300 hp and 380 Nm found in other S3 models with a quattro all-wheel drive system. With the optional S-tronic ‘box it dips below five seconds for the 0-100 km/h sprint. It takes 0.4 seconds longer (5.3 seconds) with a manual transmission. Top speed, as usual, is limited to 250 km/h.

Mechanical differentiators include 25 mm lower ride height with sports suspension, beefier brakes and variable-ratio electric power steering. Visually, the top model is distinguished by modifications to the bumpers, the singleframe grille, air intakes, side sills and rear spoiler. S-model hallmark such as the four tailpipes and silver exterior mirror housings are present too.

GALLERY: Audi A3 Sedan

GALLERY: Audi S3 Sedan

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The fact that the Audi A3 will be made in sedan form has never been kept as a secret. Two so-called ‘technical studies’ of the Audi A3 Sedan have been shown in 2011, first as a high-performance show car and then an e-tron electric concept. Now, the company has released a short video teaser of the upcoming model ahead of its online unveiling on March 27.

The clip doesn’t show much at all, just a quick peek at the car’s rear seats and then the full car covered under a white sheet. You can just about see the car’s sleek profile and short rear end, giving it more of a four-door coupe look than a traditional three-box sedan. Is Audi planning to pitch it against Mercedes-Benz’s sporty CLA?

That would make a lot of sense, as there isn’t a rival for a standard sedan-bodied vehicle of the same size and class among competing brands. On the other hand, perhaps Audi is targeting more traditional markets such as China and America, where buyers prefer sedans over hatchbacks.

Nothing else is known about the new model, but expect it to have a front end that closely resembles the current A3’s, with a cabin close to that of the five-door Sportback variant. As for future performance models, that will likely to share the S3’s 300 hp powerplant.

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Audi is planning an all-out SUV assault in a bid to overthrow BMW off the top of the global luxury sales, with a projected 33 to 40% of total sales coming from their premium soft-roaders. As such, three more models will join the three existing members of the Q family, as confirmed by Audi CEO Rupert Stadler in an interview with AutoNews Europe.

The model that is most likely to be introduced first is a sporty mini SUV positioned below the Audi Q3 (pictured here). The VW Tiguan-based SUV is already rather small, so the rumoured Q2 (could also be named Q4) will probably ride on a shortened MQB platform and take on a coupe form. As for looks, gander at the Crosslane Coupe Concept shown in Paris last year.

Next up is a more traditional large SUV to take on the Mercedes-Benz ML-Class and BMW X5. A full size smaller than the Q7, the Q6 will be a five-seat, sportier alternative to the flagship model, which can then be moved further upmarket. The last addition is still unknown, but a Q6-based BMW X6 rival is a strong possibility.

Why the SUV focus? Because people are going mad over premium SUVs, that’s why. The Audi Q3, Range Rover Evoque and BMW X1 market alone grew a substantial 24% in Europe’s shrinking market last year. Adding more models into that pool makes plenty of sense.

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Some say, a picture tells a thousand words. But even a whole set of photos, no matter how beautifully or creatively crafted, pales in comparison next to a well thought out video. This clip, depicting a stripped down Audi R8 V10 plus caught with its pants down on a dyno, is one of those videos.

It’s a remarkably simple yet powerful advertisement for Audi’s top of the line, 550 hp R8 supercar. The entire rear end of the car has been dismantled to show the Lamborghini-developed 5.2 litre V10 engine in full glory, allowing the viewer to enjoy the motor’s blissful roar without any pesky bodywork to hold it back. Call it Audi’s reinterpretation of acoustic, unplugged recording for unadulterated aural pleasure.

That it sounds so good without the exhaust ends attached is something to note. What you hear is all mechanical, not cleverly set-up exhaust sound engineering that’s so widely used in this day and age.

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Tony Stark has been very loyal to his German supercar of choice, having driven the Audi R8 in 2008’s Iron Man and the R8 Spyder in the 2010 sequel. Most recently though, the billionaire philanthropist was spotted behind the wheel of an Acura NSX Concept in The Avengers – presumably a company car he received from his affiliation with Acura-sponsored S.H.I.E.L.D.

For the upcoming third instalment of the Iron Man movie franchise however, Robert Downey Jr’s sharp suited character will be reunited with his rightful sports car, the equally sharp looking Audi R8 e-tron prototype. Rather apt don’t you think, the arc reactor-powered super hero driving an electric-powered vehicle?

The Audi product placement doesn’t end there. Stark’s beau Pepper Potts, played by foxy Gwyneth Paltrow will be pictured driving an Audi S7 Sportback. Previously, the Audi A8, S5, and Q7 were all featured in the first and second instalments.

Marvel’s Iron Man 3 will be released across Malaysian theatres in April 25. Are you happy that Tony Stark is continuing his love affair with the Audi R8, or would you rather him stick to the NSX?

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Audi Sport has unveiled its latest challenger for the German Touring Car Masters, the 2013 RS 5 DTM. Rebranded as an RS model from the previous year’s A5 DTM racer, the new contender will mount a fresh title tilt for Audi Sport after narrowly losing the championship to bitter rival BMW in 2012.

BMW triumphantly returned to the sport after a 20-year absence with its M3 DTM race car, and duly released a 54-unit run M3 DTM Champion Edition to celebrate winning the drivers’, team and manufacturers’ titles. Completing the field is the Petronas-backed DTM AMG Mercedes-Benz C-Coupé.

Merely a silhouette racing car series, the RS 5 DTM holds very little in common with the road-going RS 5. In fact, with the car’s technical specifications virtually ‘frozen’ since the end of last year’s championship, what you see here is no different than the A5 DTM raced last year. It’s merely a rebranding exercise to promote Audi’s sportiest production models.

Dr. Wolfgang Ullrich, Head of Audi Motorsport however claims, “The performance data of the current RS 5 and RS 5 DTM are very similar. This is why we are of the opinion that both fit perfectly to one another.”

Eight Audi RS 5 DTMs will join the grid for the upcoming season, fielded by three proven Audi Sport squads Abt Sportsline, Phoenix and Rosberg. Heading the offense will be Mattias Ekström and Mercedes-defector Jamie Green, forming the most successful driver combination in the entire 2013 DTM field with 25 race wins and two championship titles between them.

Audi last won the DTM title in 2011 with Martin Tomczyk at the wheel. Since the turn of the century, Audi and Mercedes have won the constructor’s championship six times each. Can either of them add to their tally, or will BMW come out tops again? The season starts on May 5 at the Hockenheimring.

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This is the Audi A3 Sportback g-tron that will make its debut at the end of the year. ‘G’ stands for gas, and this A3 is powered by compressed natural gas (CNG). But Audi isn’t just rolling out the car, they’re making their own gas as well!

With Audi e-gas, Audi says that it’s the first carmaker to develop an entire chain of sustainable energy carriers. The start of the chain has electricity produced from renewable energy sources; the end products are hydrogen and the synthetic e-gas. Construction of the world’s first industrial plant to produce synthetic methane from CO2 and renewable electricity is almost complete in Werlte, Germany.

The Audi e-gas plant uses renewable electricity in the first stage for electrolysis – splitting water into oxygen and hydrogen, which could one day power fuel-cell vehicles. Because there is not yet a widespread hydrogen infrastructure, however, the hydrogen is then reacted with CO2 in a methanation plant to produce renewable synthetic methane = Audi e-gas.

Chemically speaking, Audi’s e-gas is identical to fossil-based natural gas. As such, it can be distributed to CNG stations via the standard natural-gas network.

As for the car, it showcases new CNG drive technology, starting with the fuel storage. Its two tanks under the luggage compartment floor can each hold seven kg of CNG at maximum 200 bar pressure.

The inner layer of the tank consists of gas-impermeable polyamide polymer, while a second layer of carbon fiber-reinforced polymer (CFRP) gives the tank strength; a third layer of glass fiber reinforced polymer (GFRP) provides rugged protection against damage from the outside. High-strength epoxy resin is used to bind the fiber reinforced materials. Audi says that each tank weighs 27 kg less than a conventional unit.

A second highlight is the electronic gas pressure regulator. This compact and lightweight component reduces the high pressure of the gas flowing from the cylinders down to around five to nine bar in two stages. It ensures the right pressure in the gas rail and at the injector valves – low pressure for efficient driving in the lower speed range, and higher when the driver needs more go.

If the pressure in the tank drops below ten bar, the car automatically switches over to gasoline operation. The g-tron is fully bivalent, which means that its performance figures are identical in CNG and gasoline modes.

The engine is a 1.4 TFSI with key mods to the cylinder head, turbo, injection system and catalytic converter. Developing 110 hp and 200 Nm of torque, the A3 Sportback g-tron has a top speed of 190 km/h and 0-100 km/h time of 11 seconds. Average CNG consumption is less than 3.5 kg per 100 km, while CO2 emissions are less than 95g per km in gas mode.

CNG provides a range of around 400 km, while the petrol adds on another 900 km if necessary. This equates to a total range that is approximately on a par with a TDI-powered conterpart.

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Here’s a funny story: a few days before Euromobil launched the Audi A6 Hybrid, they called me to test it out for a couple of days. Unbeknownst to me, a dear old reader snapped a picture of yours truly driving the car and sent it to us claiming he had caught a registered A6 hybrid undergoing local tests.

Yes, it was being tested alright. By me. Got to love all you eagled-eyed readers. Thanks and keep them spyshots coming!

Back to the topic at hand, I’m sure you’ve all been wondering if the new tax-free Audi A6 Hybrid is worth all that money? How does it perform? It is any good? What are the drawbacks of a hybrid executive sedan? You’ll find comprehensive answers to all these questions and more right here.

The Audi and I went out early one morning and the roads were still empty and wet from the night. It was kind of a twilight drive, with the impressive full-LED headlamps on main beam, and the lovely instruments with its pin-sharp display lit by that eerie glow that the Germans love.

The engine fires, growls briefly, then settles in a sotto voce rhythm deep within the background that changes volume but not the tune with the position of the loud pedal. Loud here is rhetorical of course. When the hybrid system sees it fit, the engine would turn itself off, letting the battery take care of all the cabin ancillaries.

You can turn the engine on by prodding the throttle pedal, and at 1,500 rpm the combined powerplant already produces more twist action than the A6 3.0 TFSI engine can muster at the peak of its torque curve. You can’t really tell the immediate engine speed, as there is no rev-counter to speak of – the hybrid assist/charge dial shown instead.

In a pleasant, subdued, almost invisible way, this car is like a drug. Even when unleashed, with the whip high up in the air, it retains a perfect jacket and tie composure. By now we really are moving. The A6 is dancing with the road: first leading with firm hands, then gently pushing and pulling in perfect accordance with the course of the concrete parquet.

The car seldom puts a foot wrong. Turn-in is slow – sometimes frustratingly so – but once the nose has started moving towards the apex the Audi hugs the tarmac and clings to the blacktop before it will start scrambling ever so subtly for grip. Keep your foot down if you like, spin that inside wheel, but be prepared to wind off some lock quickly if you hit a rough bump mid-corner, because in an instant the tail will step out in a neat arc.

The throttle action is superb: linear and attentive, making take-off smooth and not at all jerky. Throughout the rev-range, the motor and the accelerator constantly communicate with each other, making it an absolute pleasure to cruise with.

And it’s quick. Real quick. There is already meat on the bone at low revs, but the main course begins at three-quarters into the pedal travel. And it lasts virtually relentlessly until you take your foot off. Amazingly, you almost never feel any upshifts, partly because the eight-speed automatic gearbox is so smooth, plus the fact that there isn’t a rev-meter to tell you the rpm has dropped.

Once the instant torque flows, there is not much that can stop it, and after a while the urge to free more and more revs becomes almost irresistible.

A good engine puts its stamp on a car and shapes its character. That’s exactly what the hybrid combo does to the A6. The petrol/electric powertrain is a joy to rev: smooth, potent and turbine like, it will spin freely without much mechanical or acoustic protest.

The response to the electronic throttle is prompt and progressive. The accelerator is neither laser sharp or supersonic fast but meaty, nicely weighted and beautifully communicative.

Too bad the chassis lets the engine down. It’s not all bad though. Its set-up is controlled and taut and yet its movements are supple, its muscles compliant, and its responses rarely harsh and never exaggerated. It’s just that it’s not much fun to drive through bends. Not at all, actually.

In all its rear-wheel drive rivals bar the mushy Infiniti M, you can play gung-ho by backing off in the middle of a corner tackled with aggression. In the A6 Hybrid, with all that torque coming through the front wheels, such brutal throttle manoeuvres upset the car’s balance too abruptly, the stability control kicking in sharply to control the loss of traction. A BMW 5-Series this is not.

Audi says we’ve entered a new era where it’s composure that counts, not bravery. Yes, you may enjoy a little power oversteer. But lurid tailslides are a thing of the past, apparently, at least as far its cool and not at all flamboyant clientele are concerned. Remember, it’s privileged business types they’re after, not driving enthusiasts looking for the next corner to terrorise.

Most of the time, this hybrid monster will handle in an impeccably neutral fashion. Going time warp fast is a surreal, almost sci-fi-like sensation that combines the unerring directional stability and a slot racer with the pulling power of a gas turbine – vroom, woosh and through, that kind of thing.

A more alert steering wouldn’t hurt, and the brakes are not in the league of the class bests, which at the moment is tied between the BMW 5-Series and Lexus’ latest GS. Worked hard, they sweat plenty of smelly black dust, but neither the stopping power nor feel is anywhere near as sensational as the engine. In fact, it barely keeps up with the mediocre chassis.

Speaking of the brakes, the kinetic energy recuperation system (the main source of recharging the battery) operates in an extremely intrusive manner, jumping into action at the slightest touch of the brake pedal. Slowing down in a smooth, imperceptible manner is a near impossible task, with the braking force actively changing even with constant pedal pressure.

Those who have experienced similar energy regeneration systems on Japanese hybrids will definitely know the disconcerting feeling. Only this time, with significantly more mass to haul down and a much more aggressive recharge regime in play, it’s even worse still. Remember this before you start screaming at your chauffeur for spilling your morning coffee.

It’s old news, but when it comes to drivability, you can’t have enough torque. The A6 Hybrid’s 480 Nm is quite clearly superior to the competition, beating even the most powerful petrol powered 5-Series, E-Class and GS sold here. It definitely beats the latter’s silky smooth but tardy V6 engine.

On paper, the BMW 535i edges the A6 hybrid, but on the road the blown straight-six is more highly strung, much rougher when pushed and definitely noisier than the ultra refined, if marginally slower Audi.

Having said that, this cheeky little hybrid is more than good enough to stand up in more exclusive company.

Measure your throttle input just right to avoid wheelspin, of which there will be plenty if you’re not careful, and the hybrid A6 will launch from a standstill to 100 km/h in 7.5 seconds, and rush on to a maximum speed of 240 km/h. A second quicker off the mark and you’re into Porsche Panamera V6 territory; 10 km/h more at the top end and you can dice with the BMW M3s of this world. It really is that close.

As detailed in our launch report, the A6 hybrid uses Audi’s venerable turbocharged direct injection 2.0 litre engine tuned to the state of 211 hp at 4,300 to 6,000 rpm and 350 Nm of torque from 1,500 to 4,200 rpm as its main power source. Providing motive assistance is a large electric motor with an output rating of 54 hp and 210 Nm. Working in tandem, the hybrid powerplant offers up a combined output of 245 hp and 480 Nm of torque. It certainly feels that quick, if not more.

Audi’s quattro all-wheel drive system is a non-qualifier here, as it wouldn’t have fit with the lithium-ion battery pack being housed just above the rear axles. Besides, the weight saving is appreciated too, as the power cells aren’t exactly light. With the electric motor, battery and its cooling peripherals in tow, the A6 hybrid weighs a full 230 kg more than a standard A6 with the same (detuned to 180 hp) engine.

Surely that affects performance and fuel economy, no? Not one bit as it’s now 0.8 seconds quicker to 100 km/h and is capable of going 14 km/h faster than before. Being a performance hybrid, it uses less fuel while going faster too; rated at 6.2 litres per 100 km in the combined cycle versus the standard 2.0’s 6.4 litres per 100 km.

The gains in fuel efficiency are more apparent in the real world than the figures portray, as the hybrid can operate in full EV mode with enough battery charge. Crawling through traffic or climbing up parking lots, in full comforts of air conditioning and stereo no less, uses no fuel at all.

The electric-only mode works at higher speeds too, and is capable of accelerating up to 100 km/h without turning the engine on. Achieving that feat requires a very subdued right foot though, but with enough practice you’ll be gliding on electric power more often than you’re aware of. The maximum range in EV mode is just three full kilometres, but driven sensibly, that’s more that enough to bring substantial fuel savings.

Simply lifting off the throttle while cruising turns off the engine and charges the battery. Gently feeding power, the hybrid system will then try to sustain that speed or even accelerate using just the electric motor. Everything works so seamlessly together that if you’re not paying close attention to the hybrid power display, you’d be completely oblivious to all the hard work it’s doing.

If that doesn’t float your boat, maybe you’ll appreciate the hybrid advantage when you go to overtake a slower vehicle. The mega-magnets assisting the turbo engine will whisk you past more quickly than you can say ‘Michael Faraday’.

It’s not all good news, however. Ironically enough, the single biggest drawback of the A6 hybrid is caused by the very thing that makes it great in the first place – its battery pack. As the A6 was not designed to carry a large battery pack in the first place, the lithium-ion power cells are placed in the boot, forming a large intrusion in the cargo floor.

The available space drops for being near-class leading 530 litres to just 375 litres – and an awkwardly shaped one at that. Mind you, that’s still not as bad as the Infiniti M35h, where the battery more than halves the available boot space.

As it is, the hump on the boot floor deems it completely unusable for plus-size bags or large baby strollers. That’s a big pity as the rest of the A6 is perfectly comfortable for a family of five. On the plus side, drive the A6 Hybrid for long enough and it will teach you and your family the benefits of packing light.

This remarkable entry-level A6 (price-wise, uniquely in Malaysia only) is worthy of a sportier, more performance-appropriate nameplate. But the marketing department decided there is more to gain by pushing the eco-friendly nature of the vehicle.

Why? Because sporty is uncouth and being green is now cool. At least the nomenclature stand out and details the car’s key innovation – its excellent hybrid powertrain which is unique and a rare asset in this price point.

Will all the available performance, the A6 hybrid is the perfect stealthmobile. The only visual cue apart from the discreet lettering on the boot and front fenders is a set of bespoke 18-inch alloy rims which are shod with relatively unassuming tyres (the same Bridgestone Turanzas fitted to the Toyota Camry, in fact).

It’s also unfortunate that the wheel design is directional, by right made to mimic the look of a spinning turbine. They are very aerodynamic and actively cut drag around them, but Audi seems to have forgotten that cars have two opposing sides. The right side of the A6 hybrid is exactly how Audi intended it to look – chic, modern and dynamic. Seen from the other side however, it looks like it’s reversing all the time. At high speed.

The wheels and badges apart, the high performance crackerjack looks as low profile as a humble A6 2.0 TFSI with its paltry 180 hp. Which is part of the fun, because nobody expects a dull German executive sedan to perform like the hybrid does. After all, this wolf in sheep’s clothing accelerates quicker than a BMW 320d and is faster through the gears than a Volkswagen Golf GTI!

Its in-gear pulling power is really something else, which is partly due to the electric motor’s instantaneous power delivery. Allowed to kick down a couple of gears, which you’ll hardly feel anyway, it will match the heart-thumping accelerative ferocity of more overtly sporting vehicles costing far more.

The main strength of the A6 Hybrid lies not with its dynamic flair, which is lacklustre at best, but with its well-honed surefootedness, the amazing degree of mechanical refinement, its speed, efficiency and best of all, an interior that is to die for. From the instrument cluster to the intricately detailed MMI controls, the cabin exudes class that none of its German rivals can match.

The aluminium trim see here is specific to the hybrid variant, as more traditional wood fittings would look out of place in a car that’s supposed to be adored by tree-huggers. A standard fit on the hybrid, the uber cool MMI Touch interface can be slightly clunky to use at first but you’ll soon get the hang of it, even if it’s better positioned for lefties in this right-hand drive configuration.

This upper-crust Audi also marks the return of the A6 as a Q-car – they’ve gone all glitzy and showboaty recently, haven’t they?

It not only looks like an undercover road rocket, but it also keeps its actions, acoustics and attitudes to a bare minimum. Put your foot down in a Mini Cooper S and the whole street will turn around and gape. Corner hard in a BMW 328i and the guy in the oncoming car will almost invariably back off. Rev a Renault Megane RS to the limiter and watch the pavement crackle. Press along in a VW Scirocco R and your passengers’ teeth are likely to rattle in sync with the potholes. You get the drift.

In the A6 hybrid, you will experience not one iota of this. The unassuming Audi simply goes where you point it with as much efficiency and as little drama as possible. There is no tyre squeal during take-off (unless you provoke it), no angry pops during gearchanges, no jarring suspension crunch down the railway crossing, no X-rated intake roar, not even excessive body roll when cornering at full pelt.

Wisecracks wearing bright polo-tees with the collar popped and garish sunglasses indoors may call this car boring but, believe me, they are missing the point. It may not provide the ultimate kick in terms of its fun factor, but when you want to go fast from A to B without attracting attention and without indulging in Senna-esque car control, this potent Audi is a seductive and complete tool.

It doesn’t have the raw driving appeal of the BMW 5-Series, the serenity of the Mercedes E-Class, or even a boot to match much smaller cars. But on the whole it is a commendably competent machine that oozes sophistication and quality inside and out. Not to mention the delicious combination of speed and efficiency.

Factor the price in and it becomes a deserved winner, even with all its flaws. Affordability is relative of course and no, at RM288,000 as tested (fitted with the optional comfort key and reverse camera) it’s not exactly cheap. But then again, it’s an Audi. Not a Volkswagen. The fact is, Audis are never cheap, nor should they be. Not here in Malaysia, and not anywhere else.

Try buying one outside of Malaysia and you’ll be paying A6 3.0 TFSI money for one. Here, taking full advantage of the tax break for hybrids with engines smaller than 2.0 litre, the A6 Hybrid is priced a considerable RM235,000 less than the flagship model (RM515,000 before options), even undercutting the base 2.0 TFSI model by RM65,000.

And that’s despite being far better specced than either of them. The fancy full-LED headlamps, while standard on the A6 hybrid, would cost RM13,000 extra on petrol-only variants. Satellite navigation and MMI Touch are both standard fit on the A6 hybrid only too.

Everything considered, the A6 hybrid is a premium product with suitably premium pricing, but that it undercuts all of its class rivals and even some from the class below makes it an absolute no-brainer for those shopping in this price bracket. Go on then, go check out the car’s boot space. Because that’s the only tangible reason I can think of to not buy the Audi A6 hybrid.

Read our launch report of the Audi A6 Hybrid.

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Euromobil has officially launched the Audi A6 Hybrid in Malaysia. The import and excise duty-exempt executive sedan starts from a competitive RM280k (OTR without insurance).

The car was officially unveiled by YAB Tun Dr Mahathir Mohamad this evening. Also present at the launch was DRB-Hicom group MD and Euromobil chairman Datuk Seri Mohd Khamil Jamil.

“With the introduction of the A6 Hybrid in Malaysia, we hope that the steps taken towards encouraging the implementation of advanced green technology in the automotive industry will help the country to be on par with their neighbouring counterparts, and be more competitive on a global scale,” said Khamil.

The Audi A6 Hybrid is powered by a combination of a 211 hp/350 Nm 2.0 TFSI and a 54 hp/211 Nm electric motor that’s fed by a 1.3 kWh lithium-ion battery. A total output of 245 hp and 480 Nm of torque can be had briefly in boost mode. Power goes to the front wheels.

In EV mode (activated by pushing a button on the centre console), the Audi A6 Hybrid can travel 3.0 km (for a constant 60 km/h). Exceed 100 km/h in this mode and the petrol engine kicks in.

0-100 km/h is accomplished in 7.5 seconds and top speed is 240 km/h. Average fuel consumption is quoted at 6.2 litres per 100 km and CO2 emissions at 145 grams per km, both of these being combined figures. A 30% aluminium body construction translates to a sub-1.85 tonne kerb weight.

The electric motor sits behind the TFSI, where you’d expect the eight-speed tiptronic’s torque converter to be. Indicators on the 7-inch Driver Information System in the instrument panel and on the MMI monitor display information such as energy flow in the hybrid system or the breakdown of energy consumption.

How do you tell it apart from the regular A6 sedan? Hybrid badges aside, 18-inch 10-arm turbine design wheels covered in 245/45 rubber and an Arctic Silver body colour (in addition to the existing A6 colours) are Hybrid-exclusive items.

Inside there are aluminium trigon inlays in place of the regular A6′s wood trim, and a power meter (showing percentage of power used) replaces the rev counter. The four-spoke steering wheel and gear knob are covered in leather, while the seats are trimmed in Milano leather.

Regenerative braking is the order of the day. Energy recuperation while coasting is possible up to 120 km/h; braking recuperation is active at all speeds. Brake hard and the conventional hydraulic system joins in to provide more stopping power.

The air-con compressor is electrically driven, so even when the engine is off (in start-stop phases), air-con cooling performance is unaffected. It’s an automatic quad-zone system, in case you’re wondering.

The use of a lithium-ion battery, Audi says, cuts weight by 40% compared to nickel–metal hydride batteries. The 38 kg battery is air-cooled by a blower from the interior or by an internal refrigerant circuit coupled to the automatic air-con.

Maintaining the battery within the appropriate temperature range prolongs its lifespan and ensures the vehicle can operate in EV mode for as long as possible to increase efficiency.

Due to the battery’s location under the boot floor, boot volume is down to 375 litres from 530 on the regular A6 sedan, but one can always fold the back seat down for more space.

In terms of toys, the Audi A6 Hybrid gets MMI navigation plus with MMI touch and an 8-inch TFT display. There’s also a Black Panel touch pad, which displays radio station buttons and even allows drivers to enter letters and numbers using their finger tips.

Click to enlarge

Six airbags, ESP, traction control, Driver Steering Recommendation (DSR) and ISOFIX are among the safety equipment on offer, in addition to the usual ABS, EBD and BA.

Optional extras are Comfort Key – basically keyless entry and start (RM3k), and a reverse camera (RM5k). Also offered as options are a BOSE sound system and Bluetooth car phone online – this features an integrated WLAN hotspot and access to Google Maps.

Other standard features include LED head, tail and daytime-running lamps (a RM13k option on the regular A6 sedan), headlamp washers, sunroof, automatic wipers and headlamps, cruise control and Audi drive select (Comfort, Auto, Dynamic and Individual modes).

The Audi A6 Hybrid, along with its lithium-ion battery, is offered with a four-year warranty with unlimited mileage for the first two years, and capped at a total of 120,000 km throughout the third and fourth years.

Read our comprehensive test drive report of the Audi A6 Hybrid here.

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Earlier this week, you saw the Audi RS Q3 (the first ever RS SUV) that will debut at the upcoming Geneva show, now here’s a fellow debutant from the opposite end of the scale – the Audi A3 e-tron plug-in hybrid.

Opposite ends in philosophy, not performance, because the A3 e-tron is no green tortoise. With 204 hp of system power and 350 Nm of torque at disposal, the plug-in hybrid sprints from 0 to 100 km/h in 7.6 seconds on its way to a top speed of 222 km/h.

According to the ECE standard for plug-in hybrids, the five-door hatchback consumes on average just 1.5 litres of fuel per 100 km, which corresponds to CO2 emissions of just 35 g/km. In electric mode, the Audi A3 e-tron reaches a top speed of 130 km/h and has a maximum range of 50 km. That’s KL to Rawang, with some spare kms in the tank – useful!

The combustion engine is a modified 1.4 TFSI producing 150 hp, and a clutch links the TFSI to a 75 kW electric motor. The disc-shaped motor is integrated into a newly designed six-speed e-S tronic, which transfers the power to the front wheels. The electric motor delivers peak torque from start to around 2,000 rpm, and the TFSI’s maximum pulling power is available from 1,750 to 4,000 rpm.

The A3 e-tron can be driven with just the combustion engine, just the electric drive or in hybrid mode. The driver can choose to have both powerplants active at the same time (“boosting”), and when he/she lets up on the accelerator, they both deactivate temporarily (“gliding”). This way, motor braking torque is eliminated and efficiency increases, says Audi.

It’s not yet in production, but Audi says that the A3 e-tron “will provide a realistic glimpse into the future of mobility as Audi is planning it.” The electrification of the drivetrain plays a deciding role in the strategy of the brand, it adds, so expect such a powertrain from the four rings brand in the near future.

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Audi has released the first promo video of its new RS Q3, showing the high-performance SUV strutting its stuff in the snow and eventually overtaking a pack of Siberian huskies pulling a sled.

Like the huskies, the Audi RS Q3 has permanent four-wheel drive, but as resilient and energetic as they are, the sled dogs unfortunately don’t have a 2.5 litre five-cylinder TFSI producing 310 PS and 420 Nm of twist. We’re not sure they can reach 100 km/h from rest in 5.5 seconds either.

The Audi RS Q3 will make its first global appearance in Geneva next month. Read more about the first RS Q car here.

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Another one for Geneva is the production Audi RS Q3, the first ever RS SUV from Ingolstadt and the flagship of the Q3 range. It doesn’t look much different from the concept that premiered in Beijing last year. UK order books are set to open in the summer, with first deliveries expected by the end of this year.

Motivation comes from a 2.5 litre five-cylinder TFSI that produces 310 PS between 5,200 and 6,700 rpm and 420 Nm of torque between 1,500 and 5,200 rpm, propelling the 1.73 tonne car to 100 km/h from rest in 5.5 seconds.

Max speed is a limited 250 km/h, and with the help of a stop-start system, fuel economy and CO2 emissions stand at a quoted 8.8 litres per 100 km and 206 grams per km respectively. Transmission is a double-clutch S tronic with seven speeds.

The Audi RS Q3 sits on a sports suspension that’s 25 mm lower and is “tuned to deliver flat cornering without forsaking equally important everyday ride comfort.” 19- or 20-inch wheels are available. There’s also launch control, and an ESC which can be made to intervene less, or deactivated entirely.

Audi drive select is offered as standard, allowing the driver to choose from auto, comfort and dynamic modes. Also standard is permanent quattro – this being an RS car. Electromechanical steering, along with ventilated 365 mm front disc brakes, should make this hot Q3 quite a hoot to drive too.

In terms of aesthetics, the Audi RS Q3 gets a high-gloss black honeycomb grille (with a quattro emblem in the air intake), RS bumpers and a rear diffuser. A roof spoiler, matt aluminium roof rails, special door sill plates and door trim strips also add emphasis.

The interior features RS accents too, including contrasting stitching in rock grey trims. There’s a three-spoke, flat-bottomed multifunction steering wheel, and through the MMI and driver information system, details such as boost pressure, oil temperature and a lap timer can be accessed via an RS menu.

Black headlining is standard (lunar silver optional), and the pedals and foot support are finished in a contrasting bright aluminium. The standard inlays are piano black, but aluminium race or carbon inlays designed by quattro GmbH are also available as alternatives here.

Luggage capacity stands at 356 litres; fold the back seats and you get 1,261 litres. A reversible load liner is standard, and customers with bulkier loads to transport can opt for a towing bracket.

Eight body colours are offered, including an exclusive Sepang Blue pearl effect. Reports say German pricing starts from €54.6k (RM227k), while in the UK it’s expected to go for around £42k (RM201k).

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In a striking reprisal of events, a report by Die Welt states that Audi filed a lawsuit against Qoros to stop the young Chinese brand from using the Q initial in naming their cars.

The report says a German district court ruled in Audi’s favour, which explains why the previously-announced Qoros GQ3 is now simply known as the Qoros 3 Sedan.

We wonder therefore if a certain Munich- or Hiroshima-based carmaker will sit up and take notice of that solitary numerical, and hang on, doesn’t Infiniti use that letter of the alphabet too?

Last November, Qoros was granted a preliminary injunction against Kia, to the effect that the latter couldn’t use the Quoris name for its upcoming RWD flagship sedan in the EU.

Are Europe’s concerns about Chinese competition starting to show, or is Qoros merely getting a taste of its own traditional medicine?

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Just as we’re about done salivating over the Audi S3 unveiled late last year, here comes the 5-door Sportback version of the premium hot hatchback. Longer than the standard S3 with an extended wheelbase plus two extra doors, the S3 Sportback gets the same 300 hp engine to offer “best-in-class performance”. Naturally it’s quicker than the model it replaces but it’s also lighter, more economical and is no more expensive than before.

The headlining 300 hp figure is achieved from various tweaking of the venerable turbocharged EA888 2.0 litre engine. Replacing the boosted EA113 motor in the old model, the S3 gets a healthy increase of 35 hp and 30 Nm (now 380 Nm). That puts it just 40 bhp and 70 Nm shy of the last-gen RS3 Sportback.

It now gets from 0 to 100 km/h 0.6 seconds faster, completing the task in five seconds flat with the optional six-speed S-tronic dual-clutch gearbox. The standard manual is half a second slower and their top speeds are limited to 250 km/h.

Fuel economy also sees a significant improvement, now averaging 6.9 litres per 100 km. More efficient engine, redesigned quattro all-wheel drive system and 70 kg lighter weight amounts to the 18% reduction, as do the use of a taller sixth gear.

To handle the extra power over the standard Sportback models, the 5-door S3 get 25 mm lower S sport suspension, revised steering, larger brake discs all around and lightweight 18-inch wheels wearing 225/40 rubber.

The standard Audi drive select tailors the throttle response, shift pattern, steering assistance and when paired with the optional Audi magnetic ride system, variable dampers to suit your preference.

It carries much of the same visual addendums introduced on the 3-door S3, including the beefed up grille, bumpers, side sills, aluminium wing mirrors, plenty of S3 badges and four exhaust pipes. The roof rails are specific to the Sportback, giving it a pseudo-estate look rather than a plain Jane hatchback.

As you may remember, the previous generation S3 Sportback shared the same mechanicals with the Volkswagen Golf R and its Cabriolet cousin. The upcoming ultimate Mk7 Golf will most likely have the same relationship with this car, making it a 300 hp Golf. Oh my, looks like our continuous salivating is not going to stop anytime soon.

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Two weeks ago, we posted up spyshots of the Audi A6 Hybrid being transported from Port Klang, before Euromobil put up a teaser on Audi’s Malaysian website. The car is confirmed to be coming very soon, but here’s a full view of it – a black registered unit spotted by reader Tan San Hoe near the Portuguese settlement in Melaka.

If we were to hazard a guess, ACJ 6 could probably be an early unit that Euromobil registered for testing purposes, used by a high-ranking company exec. The car’s 10-arm turbine design wheels unique to the hybrid and the “hybrid” badge at the back tells us that this is no ordinary A6.

As previously pointed out, the A6 Hybrid is powered by a 2.0 TFSI and electric motor combo, which means that it is eligible for the government’s 100% exemption for both import duty and excise duty for hybrid cars. An A6 for the price of an A4? We will soon officially find out if that’s the case.

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To us, the Audi Q7 is already imposing enough in factory form – but there’re always those who desire to strike fear in the hearts of other motorists through their rear-view mirrors, and for them, it seems German tuning meisters Hofele-Design have an answer.

With a name like Strator GT 780, we’d say half the battle of terror is already won, but of course it doesn’t stop there. For €6,900 (RM28,600), Hofele bolts a bodykit on to the facelifted Q7 that comprises a new front bumper with enlarged intakes and quad fog lamps, extended wheel arches with matching side skirts and a rear apron housing a diffuser and quad tailpipes.

‘Reverso II’ alloys (available in 20- and 22-inch sizes), side gills and a roof spoiler round off the exterior, while the interior benefits from a striking two-tone treatment. Seats, steering wheel, armrests and door panels can be specified with stitched elements and ornamental seams.

It’s not all looks, though – there’re also tuning packages. Hofele can bring the 3.0 TDI up to 318 hp and 599 Nm of torque, and the 3.0 TFSI to 404 hp and 529 Nm of torque. Also offered is an electrical lowering module that can drop the SUV’s ride height by 40 mm at speeds of up to 80 km/h.

However imposing the Strator GT 780 may be, it’s far from the most attention-seeking Audi we’ve featured – that accolade goes to Regula Tuning’s beast of an R8.

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There’s the Audi TT RS Plus and R8 V10 Plus; now there will be an RS6 Avant Plus, confirms Quattro GmbH boss Stephan Reil in an interview given to CAR Magazine UK. Keeping with Plus tradition, power is set to leap from an already ballistic 552 hp to around 600 hp.

Like the TT and R8 Plus, the RS6 Avant Plus will not be a limited or special edition model, Reil told CAR. As the RS6 was launched less than two years after the A6, the Plus variant should surface sooner than that.

CAR reports that an RS Plus range of models is being planned, and that it won’t just be a pile-on-the-power affair; weight saving is also on the agenda. “A Plus model could have more power, or less weight, and a Plus model should always handle differently to the standard car,” Reil told the publication.

The Quattro chief also said that a Plus variant of the RS5 is unlikely to happen as the 4.2 litre V8 is already pretty stretched and most customers want more power. “The naturally aspirated 4.2 litre V8 already has over 100 hp per litre – it could perhaps produce 455 to 460 hp, but that’s a 2% difference and you would not feel it.”

The first Plus was a run-out version of the first-gen RS6 Avant (pictured above left), introduced in 2004. The 480 hp (a 30 hp increase) estate featured improved brakes, a lower ride height, firmer damping and some bespoke trim options. Only 999 were built.

The second-gen V10-powered RS6 (pictured above right), however, didn’t get a power increase for its Plus model because Audi thought its V8 successor wouldn’t surpass the V10′s 572 hp. So some optional equipment was added, and the speed limiter was raised from 250 to 300 km/h.

But if the fire-breathing RS6 isn’t your thing, there’s always the more sedate A6 Hybrid at the other end of the scale. The dual-powered A6 has very recently been spotted on our soil and is expected to receive its local launch next month.

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The Audi A6 Hybrid teaser wasn’t the only thing we found on Audi Malaysia’s website – in the spirit of Chinese New Year, it appears the Audi TT can now be had in two limited editions, priced at RM355k (OTR without insurance).

The Competition Edition gets a black styling package and 19-inch five-arm rotor design wheels, while the Carbon Edition gets a carbon package, 19-inch seven-twin spoke design wheels, a Sport button and Audi Magnetic Ride. Both come kitted out with the S line sports package.

Motivation for both comes from a 2.0 TFSI unit producing 211 hp and 350 Nm of torque. Included is a four-year or 120,000 km warranty, and the offer stands while stocks last.

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