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For buyers who prioritise style and technology over driving verve, the updated Audi Q5 is a handsome choice with plenty to like. It offers a plush interior and fairs well when parked next to rivals.

Model tested: Audi Q5 45 TFSI quattro S tronic, ‘Edition 1’.

Price: £48,980. Price as tested: £59,450 (see options below)

Regular Audi Q5 priced from £43,625 in range-entry ‘Sport’ trim. On sale now.

There are four trim grades from which to choose, along with petrol, diesel and PHEV powertrains and the chassis delivers a refined ride and quiet interior. The Q5 offers plenty of technology with a large infotainment display and a suite of driver-assistance features. For 2021, the Q5 gains a little extra power and updated styling.

The Audi Q5 has been around since 2009. The second-generation reached the UK in 2018 and during last year the mid-sized SUV received a refresh for its 2021 model year and is the subject of this week’s test.

The Q5, according to Audi, is the brand’s best-selling global SUV model, so this lightly updated version is designed to maintain that momentum against a myriad of rivals in a burgeoning SUV market. Based on the same ‘MLB’ platform as the Audi A4, A5 et al, the Q5 SUV sits above the smaller Q3 but under the gargantuan seven-seat Q7.

The current Audi Q5 went on sale in June 2020 with first deliveries taking place in October last year.

Earlier this month, ‘KY70 CKO’ checked in for a week’s sojourn. It was an updated Q5 45 TFSI (261 bhp) S tronic quattro, presented in ‘Edition 1’ trim, clad in ‘District Green’ metallic paint and wore a stealth-like black exterior pack.

For an in-depth read, pop the kettle on and crack open the custard creams (other savoury treats are available, but why bother)…

The SUV market has changed dramatically since 2009 when the Audi Q5 first made an appearance, with nearly every manufacturer introducing a high-riding model. In this time, the Q5 has continuously evolved thanks to tweaks to keep it competitive in what is now a fiercely contested premium SUV market.

Today, the Q5 finds itself up against a host of talented rivals, including the Alfa Romeo Stelvio, BMW X3, Mercedes GLC, Land Rover Discovery Sport, Porsche Macan and Jaguar F-Pace, to name but a few.

The recent update brought a few minor tweaks to the already classy exterior of the Q5 range. These included new LED headlamps, new rear light clusters, a reshaped radiator grille and a restyled front bumper with larger air intakes. With a 90kg weight loss over the previous model, the updated Q5 has managed to avoid the pies during lockdown…whereas, some of us – oh, never mind.

Audi has also fitted a pair of reprofiled side skirts – while at the rear there's some updated trim. There is also a pair of new paint finishes to the regular Q5’s nine-colour palette – District Green and Ultra Blue, along with a choice of 18- to 21-inch alloys.

The exclusive ‘Edition 1’ as tested is based on the S line exterior, but deploys a black trim package that excludes any brightwork. The front and rear Audi rings are in black and there are black rings at the base of the rear doors. The ‘Edition 1’ offers a choice of four metallic colours included in the price. 

The engine line-up receives a 12-volt mild hybrid assistance to give performance and fuel economy a small boost.

Inside, the more noticeable change is the new 10.1-inch touchscreen sprouting from the dash top – as if mounted there by a workshy Halfords apprentice.

Unfortunately, it replaces the outgoing model’s non-touchscreen unit which was operated by an intuitive rotary dialler located conveniently under your left hand on the centre console. Now, the new touchscreen requires you to lean forward to swipe through menus and sub-menus as the lack of any physical shortcut buttons make for a distracting and thus dangerous, experience while on the move.

Note to car manufacturers: Your unchecked adoption of touchscreen technology is a dangerous, irresponsible and retrogressive step. You peaked at rotary dials, so just stop it. Please.

When stationary, Audi’s MMI navigation plus operating system is intuitive and easy to get your head around, not something that can be levelled at every carmaker’s proprietary software.

There is Smartphone mirroring via wireless Apple CarPlay, although those with Android devices will still need to plug-in using one of the four USB points (two at front, two in the second row).

There’s also a 12.3-inch digital instrument cluster running Audi’s excellent Virtual Cockpit. This used to be the reserve of the top-spec Vorsprung models, but is now standard across the Q5 range.

Overall cabin presentation is a bit understated, even by Audi’s usually austere but elegant standards. The front seats are comfortable, especially with the standard-fit lumbar support, and the materials used throughout feel solid and well-screwed together.

A central storage bin with a padded lid doubles as a height-and-reach-adjustable arm rest and can swallow up most of the detritus of daily automotive life, while the deep and generous door pockets easily accommodate larger bottles. The front cup holder count stops at two.

The second row is spacious and comfortable too, with creature comforts for back seat passengers including air vents and separate climate controls. There are a couple of USB points as well as a 12V outlet while the fold-down central armrest conceals dual cup holders.

The door pockets, like in the front, can take larger bottles. The middle seat is compromised though in terms of space, the large driveline tunnel eating into valuable foot and legroom.

The cargo area – accessed via an electric tailgate – is generous, with 520 litres with the second row in place, expanding to 1,520 litres with the 40:20:40-split back seat uprights set flat. This is slightly down (by 30 litres) on the outgoing model, but few if any will notice.

There are currently four trim grades in the standard Q5 line-up – Sport, S line, Edition 1 and Vorsprung.

The Edition 1 model (as tested) takes the well-equipped S line and adds Audi Matrix LED headlights with LED rear lights and dynamic front and rear indicators, 20-inch V-spoke diamond cut alloy wheels, MMI Navigation Plus with MMI Touch and Audi Virtual Cockpit Plus, extended Black Styling Pack, sports suspension and Nappa leather furniture.

This reviewer quite liked the look of the Edition 1, but the less-expensive S line (£46,505) on which it’s based makes better sense.

As you would expect, the ‘Edition 1’ as tested is a well-specified launch model of the updated Q5, based on the S line trim grade. Below is detailed the range of options available on the model, with an asterix indicating its fitment to the test car.

Comfort & Sound pack* (£1,395): Advanced key with electric hands-freeboot opening system, Bang & Olufsen sound system, 360° camera and extended LED interior lighting pack.

City Assist Pack (£500*): Includes Audi side assist, exit warning, cross-traffic assist rear, Audi pre sense basic / Audi pre sense rear, front and rear parking sensors, reversing camera.

Park Assistance Plus*: (£1,250): 360° camera, park-assist plus.

Tour Pack* (£1,250): Includes: Adaptive cruise control with Stop & Go and Traffic-jam assist, predictive efficiency assistant, Pre-sense Front, camera-based traffic sign recognition, collision avoidance assistant, Turn assist and Active Lane Assist.

Other: Panoramic glass sunroof* (£1,400), folding towbar (£765), storage pack* (£225), adaptive air suspension £1,700.

As it stands, the regular Audi Q5 – including the Edition 1 – is available with just two engines, one petrol, one diesel. A plug-in hybrid version is also available, called the TFSI-e. I say 'regular' Q5 because there's also a performance-focused version called the SQ5 available.

Audi switched to a curious numerical engine naming structure in 2018 instead of engine sizes and power outputs (see below for full structure). As a result, the two engines currently available in the Audi Q5 need an accompanying explanation (see full chart here). The ‘40’ TDI is a 2.0-litre diesel with 201 bhp, while the 45 TFSI is a 2.0-litre petrol with 261 bhp. The latter was fitted to the Edition 1 test car.

Both engines come with Audi’s iconic quattro all-wheel drive and a (ZF-sourced, thus excellent) seven-speed automatic gearbox as standard. Both engines have some mild-hybrid electrical assistance to give performance and fuel economy a small boost.

Assuming you’re willing to consider a diesel these days – and you should if high-mileage forms part of your work-life balance – the 40 TDI is a brilliant engine; it's effortlessly strong from low revs and the acceleration arrives smoothly and progressively as the revs rise.

The 45 TFSI petrol unit is ultimately a fair bit faster, managing 0-62mph in 6.1 seconds (1.5 seconds quicker than the TDI oil burner), but needs revving harder to get the best from it.

While an undoubtedly premium offering, the Audi Q5 isn't the most dynamic-handling mid-sized SUV you can buy, but it is arguably the one that rides best and is most refined.

Audi’s Drive Select is standard across the range allowing various aspects of the Q5’s handling parameters – throttle response, transmission shift pattern and steering response - to be varied or mixed depending upon personal preferences.

Steering is an area in which Audi has received justified criticism in the past, but this Q5 – along with the A4 and A5 ranges it shares its underpinnings with – have come on significantly. But more on that later. There’s an enhanced degree of feel through the wheel itself, more so when you switch to Dynamic mode.

Most Q5 drivers are likely to leave the Drive Select in ‘Auto’ mode and just let the electronic wizardry get on with the business of keeping you and yours safe, come what may.

I must admit to keeping the mode in Comfort for the majority of the test drive – switching to Dynamic or Efficiency to experience for test purposes. It’s great for traversing poorly surfaced roads or plying motorways with ease, isolating you further from the outside world. It still feels controlled and composed, though and avoids the degree of ‘float’ experienced by similar rivals, particularly on the Mercedes-Benz GLC.

Dynamic mode – which lowers the car’s ride height by 15mm – sharpens up the Q5’s responses, reining in body roll that bit further, yet while its immediately firmer, it’s not jarringly so – sharper ruts still feel as though their edges have been rounded off.

Grip levels are huge with the quattro system clinging onto the tarmac with neck-straining ability, and body roll is kept well in check providing you select the Dynamic drive mode.

The only real driving complaint remains with the steering which is still overly light and devoid of feel. It doesn't inspire confidence like the set up in more driver-focused cars like the Porsche Macan. As a result the Q5's best work is done with a lighter right foot, rather than being driven at ten tenths. Besides, it’s not that type of car and as such it makes for a superb family shifter.

During the test week, I spent 09:24 hours piloting KY70 CKO over a total of 332 mixed-road miles at an average speed of 35 mph. The average fuel consumption was recorded at 33.4 mpg, which was a little better than the official 32.1 mpg (combined WLTP data) declared by Audi for this model specification.

Note: During all my road tests, no attempt is made or conscious effort given to achieving an above-average mpg. However, I deploy the cruise/active cruise control at all available opportunities.

As expected the crash testing experts at Euro NCAP awarded the Audi Q5 a full five-star safety score when it was assessed in 2017.

Every Q5 gets six airbags as standard as well as automatic emergency braking (AEB), while the optional City Assist pack (standard on top Vorsprung trim) adds further preventative safety aids, including blind spot monitoring and a system that warns you about approaching vehicles when you're backing out onto a road.

Meanwhile, the optional Tour pack (standard on Vorsprung trim) includes turn assist, which stops the Q5 if you fail to spot a car when pulling out of a T-junction, plus adaptive cruise control and traffic sign recognition to keep you informed of the prevailing speed limit. All Q5s come with a Thatcham-approved alarm and immobiliser as standard.

Audi nailed the premium mid-sized SUV formula with the original Q5 eleven years ago. In 2017, the arrival of the second generation not only enhanced the formula, but improved on it measurably.

This midlife update for 2021 has elevated the bar yet again, ensuring the Q5 will remain near the top of buyers’ consideration list. It would be hard to bypass the petrol-powered 45 TFSI, which offers a premium, refined and becalmed experience, but with enough performance to satisfy most buyers’ needs.

While the Edition 1 is an exceptional all-rounder, sensible money leans towards the S line 45 TFSI model on which it’s based.

KEY FACTS: 2021 Audi Q5 45 TFSI quattro S tronic ‘Edition 1’:

Engine: Front-mounted, four in line, 2.0-litre turbocharged petrol.

Engine: Power / torque: 261 bhp @ 5,250 rpm / 370 Nm @ 1,600 - 4,500 rpm.

Transmission: Dual clutch, 7-speed ‘S tronic’ automatic.

Fuel tank capacity: 70 litres (15.4 UK gallons).

It’s been 24 years since Audi introduced the A3 as a compact hatch back based on the same ‘A’ (PQ34) platform as other cars in the Volkswagen group, including the Mk3 Golf of that era.

Tested ‘KV20 XUL’: Audi A3 Sportback 35 TDI 150PS S line S tronic, £31,655 OTR.

Range-entry model: Technik 30 TFSI 6-speed, £23,300 OTR.

Originally designed by Belgian Dirk van Braeckel, the success of the model convinced Audi that other body variants of the A3 were feasible and the first Sportback arrived in 2004.

Thanks to low demand and the pressures of VW Group's post-dieselgate cost-cutting measures, the three-door A3 met its demise last year, handing its ‘Sportback’ moniker over to this larger, all-new, five-door iteration, while the new MQB Evo platform has also allowed the four-door saloon variant to grow in size, making its rear seat passengers feel a little more welcome.

I recently enjoyed a week with KV20 XUL, an A3 Sportback presented in S line trim and finished in Glacier White metallic (£575). Pop the kettle on and crack open the Hobnobs…

Apart from the trusty VW Group engine range, the 2020 A3 is entirely new from the rubber up. Style wise, Audi will have you believe that the new interior and exterior is heavily inspired by Lamborghini. To be honest, I don’t see it. But, that’s not to say the new A3 Sportback doesn’t look classy, because it most certainly does.

The car is three centimetres longer and wider than the previous model while the wheelbase length has remained the same. This allows for more interior space for passengers including the boot which is now 380 litres with the seats up, and 1,200 litres with the seats folded down.

Another change is the introduction of mild-hybrid technology – something that helps to give the car increased responsiveness and efficiency. But, more on that later.

Even after eight years in production, the third-generation A3 remained a hugely capable car, with one of the best interiors in the business. That is something Audi was keen to continue with this new car, which sees big changes being made on the technology front.

The biggest change is directly in front of the driver. Audi’s Virtual Cockpit digital instrument display comes as standard across the new A3 range and shows all your driving information on a crisp, 10.3in screen, with various layouts available.

The seats come in the usual Audi materials and feature contrast stitching, there's a new design for the gear shifter, and the centre console has changed shape to become more ergonomic.

An excellent driving position is attained with loads of steering wheel and seat adjustment. All of the controls and screens you tend to use frequently are within clear sight and easy reach, helped by the central area of the dashboard being angled towards the driver. That includes simple physical switches to operate the climate controls, which really helps with ease of use.

At launch, there are four trim available – Technik, Sport, S line (as tested) and Edition 1 which will eventually give way to a top-end Vorsprung model.

Standard kit includes 16-inch alloys, LED headlights and DRLs, MMI Navigation Plus with 10.1” touch screen, Audi Virtual Cockpit 10.25” display and Audi Pre-sense front with pedestrian recognition.

Sport ups the alloys to 17-inch, adds Audi Drive Select (Comfort, Auto, Dynamic, Efficiency and Individual), leather furniture, climate control and dimming door mirrors. Stepping up to the S line trim adds 18-inch alloys, LED rear lights and dynamic rear indicators, privacy glass, front sport seats and an LED interior lighting pack.

Top-end Edition 1 is superbly equipped with oversized 19-inch diamond-cut alloys, Audi matrix LED headlights, a black styling pack, Audi Virtual Cockpit ‘Plus’ and a sporty, flat-bottomed leather steering wheel.

In addition to the expansive list of kit on the S line trim, the test car was also fitted with Audi’s Driver assistance pack (£1,750) which includes high beam assist, adaptive cruise control and cruise assist, road sign recognition and parking assist.

Also ticked on the options list was a memory feature for driver (£1,150), matric LED exterior lighting pack (£675), storage pack (£175), heated front seats (£330), extended ambient lighting pack (£110), four-way lumbar support for the front seats (£260), ‘progressive’ steering (£240), and a Bang & Olufsen premium 3D sound system (£760).

The range-entry engine is a 108 bhp / 200 Nm 1.0-litre turbocharged petrol (badged 30 TFSI), which comes mated to a six-speed manual transmission or seven-speed S tronic auto. It isn’t the best match for the now larger A3, but it can still manage the 0-62 mph sprint in a respectable 10.6 seconds and top out at 127 mph.

The other petrol engine is a 148 bhp / 250 Nm 1.5-litre unit (badged 35 TFSI), which can reach 62 mph in 8.4 seconds, achieve around 46 mpg with a top speed of 139 mph. You can choose it with either a six-speed manual gearbox or a seven-speed S tronic automatic gearbox. This is an excellent powerplant and the same one as in my own 2020 SEAT Leon Xcellence, which I thoroughly enjoy driving when I’m not pootling about in fancy press cars.

On the diesel front, a new 114 bhp / 300 Nm 2.0-litre engine (30 TDI) replaces the 1.6-litre variant found in its predecessor. While not brimming with power, it can still send the A3 from 0-62 mph in 10.1 seconds, peaking at 128 mph. It is only available with a six-speed manual gearbox.

A second, more potent diesel is a 2.0-litre four-cylinder (35 TDI) unit that offers 148 bhp / 360 Nm and is said to achieve around 60 mpg. It is available only with the seven-speed S tronic dual-clutch automatic. 

Following the launch engine line-up early next year will be a second version of the 1.5 TFSI with a mild hybrid system (MHEV). In addition, Audi will gradually expand the A3 range by adding other TFSI and TDI powerplants, including some with quattro drive, as well as a plug-in hybrid in two power levels.

The Audi A3 has always been a smooth, assured car to drive and, now riding on an ‘Evo’ upgrade of the existing MQB platform, there's little about the latest A3 that tears up the rulebook and the A3 has similarly mature and slick manners as before.

The lesser-powered models have a standard suspension set-up while those offering 148bhp get a more sophisticated system. While I have only driven the A3 in this S line trim, I reckon the standard setup will be the financial sweet spot in the range, providing a good combination of handling and comfort. It’s less firm than sporty rivals, which will suit the majority of A3 buyers.

However, if you want something a bit more dynamic, S line models have sports suspension, which sits 15mm lower to the road. This provides a firmer ride, not helped by the S line’s standard-fit 18-inch alloy wheels. It’s not uncomfortable, but we reckon the standard springs suit the A3 better – and they’re a no-cost option.

In typical Audi fashion, the A3 Sportback remains very composed during cornering, but enthusiastic drivers will find the steering a little too numb for enthusiastic drivers. That said, it does translate into nice, light steering around town.

Not recommended. Until the quattro arrives early next year, your front-wheel drive A3 is best kept to a spot of mild green-laning.

While the Audi A3’s compact dimensions means it’s unlikely to be a popular tow car, it should be up to the job of towing a light trailer or even a small caravan. With its 360Nm of torque, the 2.0-litre 35 TDI will be the pick of the range for towing. With this engine, the A3 Sportback has a 1600kg towing capacity, while its 1410kg kerb weight means inexperienced towers should be able to lug around 1200kg going by the widely-accepted 85 per cent rule.

During the week’s test, I spent a total of 13.5 hours driving the car over a total of 433 mixed road-miles at an average speed of 32 mph. The average fuel consumption was recorded at 60.6 mpg, which exceeded the official 57.6mpg WLTP.

No attempt was made or conscious effort given to achieving an above-average mpg at any point during the test week. I do, however, deploy the active cruise control at every available opportunity.

Euro NCAP – the independent body responsible for crash testing new cars – is yet to give the 2020 A3 Sportback a safety rating. I’d be very surprised if it received anything less than five stars, though, seeing as the mechanically similar Volkswagen Golf received the top five out of five safety rating.

There’s a huge level of passive and active safety equipment including Audi’s pre sense front – the marque’s automatic braking system – across the 2020 model range. The optional Driver Assistance Package adds useful lane change and exit warnings. The former alerts the driver to a vehicle in their blind spot when changing lanes, while the exit warning will warn you of vehicles and cyclists approaching from behind when the car is at a standstill.

Rear parking sensors are standard while you should look for examples with the Comfort and Sound Pack if you’re concerned about parking. This features a reversing camera as well as parking assist with parking system plus. This sounds complicated but essentially lets the car reverse into parallel or perpendicular parking spaces for you at the touch of a button.

The 2020 Audi A3 Sportback is a masterclass in how to put premium gloss on a humble hatchback. The latest A3 iteration combines angular and aggressive new styling with a swanky cabin bristling with the latest technology. The foundations beneath play it a little safer but Audi knows its customers and the style and content are enough to make it a desirable alternative to its mainstream rivals.

Would I? You bet…quicker than you can say Mercedes-Benz A-Class.

2020: March		Revealed online in lieu of the cancelled Geneva Motor Show.

2020: August		First deliveries to UK customers.

Key Facts: Audi A3 Sportback 35 TDI 150PS S line S tronic

Engine: Front-mounted, inline 2.0-litre 4-cylinder turbo diesel.

Power /torque: 148hp (150PS) @ 3,000-4,200rpm / 360Nm @ 1,600-2,750rpm.

Transmission: Seven-speed automatic gearbox (S tronic).

Fuel tank capacity: 50 litres (11 Imperial gallons).

Emissions: 128 CO₂/km (in diesel S line trim)

2020/21 BiK (Benefit in Kind): 28%, 29% (2021/22), 30% (2022/23).

Warranty & roadside assistance: 3 years / 60,000 miles.

Audi has revealed the new 2020 Audi S3 range, based on the all-new A3 launched just last month. At 306bhp, it’s more powerful than before, and is available as a four-door saloon or a five-door ‘Sportback’ hatchback.

The S3 will take pride of place on top of the 2020 Audi A3 model range…at least until the new RS3 arrives next year. Prices start at £37,900 for the hatchback and £38,465 for the saloon, with the first customer deliveries beginning during the coming autumn.

The all-new Audi A3 already wears impressively sporty looks as standard, but the S3 adds to that with a large diffuser and four exhaust tips. Darkened headlights, a hexagonal grille mesh, bigger wheels, aluminium mirror caps and S3 badges also mark the car out as the current range-topper.

The starting price of around £400 more than the outgoing model will explain the generous list of standard equipment. Every Audi S3 gets LED headlights, Nappa leather upholstery, smartphone mirroring and Audi’s Virtual Cockpit digital instrument cluster. New driver assistance technology also features, including swerve assist and lane-departure warning.

Only one trim level will be available at launch on both the saloon and Sportback, but a fully kitted-out ‘Vorsprung’ specification is expected to arrive towards the end of the year. That is likely to feature matrix LED headlights, larger alloy wheels, an upgraded digital instrument cluster and additional safety tech such as adaptive cruise control and automated parking assistance. Prices are yet to be revealed for this model, but Audi usually puts a substantial price gap between Vorsprung trim and standard models.

The interior will be carried over from the new regular A3 range, so you can expect an eye-catching and hi-tech cabin. A central touchscreen and Audi’s Virtual Cockpit digital dials – both measuring around 10 inches – will be fitted as standard, and the gear selector will be a small toggle switch similar to those found in the new Skoda Octavia vRS and Cupra Leon. Unlike the new Volkswagen Golf and its derivatives, the climate control functions will still be operated by physical buttons.

Over the standard A3, S3 versions will feature a sportier steering wheel design, while other touches like aluminium pedals and suede-like seat inserts also feature.

Like the outgoing S3, the new model will feature a turbocharged 2.0-litre petrol engine, which has been used across various VW Group performance models. It produces a healthy 306bhp which is a slight increase over the previous S3, and the top speed will be electronically limited to 155mph. Reassuring quattro all-wheel drive and a seven-speed automatic gearbox will again feature, giving the new model a 0-62mph sprint time of just 4.8 seconds, regardless of body style.

Audi says the S3 offers great performance and cruising ability, enabled by adjusting the settings for the suspension, engine, gearbox and exhaust note. It means the car can be made quieter and more comfortable on long motorway journeys, with firmer and louder settings available for twisty and more entertaining back roads.

With regards to fuel economy, the official 39.2mpg is none too shabby given the performance on offer - although the 178g/km CO2 figure does mean that company-car drivers will face a top-tier Benefit-in-Kind liability of 37 per cent.

The all-electric e-tron S is the latest Audi to receive the ‘S’ treatment. It’s the first production electric car to feature three electric motors and pumps out a stonking 489hp.

The all-electric e-tron S is the latest Audi to receive the ‘S’ treatment. It’s the first production electric car to feature three electric motors and pumps out a stonking 489hp. Available in e-tron and e-tron Sportback body styles, you’ll be able to order the new models later this month. Prices start from £87,000 and £88,700 for the e-tron SUV and e-tron Sportback models respectively.

When they arrive in showrooms, the e-tron S and e-tron S Sportback will slot into the firm's performance SUV range between the refreshed SQ5 and the current SQ7. They provide a more powerful alternative to the Jaguar I-Pace, and almost exactly match the Tesla Model X Long Range for acceleration.

Thanks largely to the wheel arch extensions, the e-tron S pair are 5cm wider than the standard e-tron, while S styling touches like aluminium mirror caps and extra trim are fitted. The front end features active grilles and vents, which open and close as required to improve efficiency. UK models are fitted with 21-inch alloy wheels as standard, but 22s are available as an optional extra.

Inside, buyers get electrically-adjustable sports seats upholstered in premium Nappa leather and a brushed aluminium trim finisher – although a carbon-fibre version is available as an option. Like the range-entry e-tron, Audi’s Virtual Cockpit digital display is standard alongside online navigation, while a head-up display and cameras instead of wing mirrors can be specified.

The standard e-tron and e-tron Sportback aren’t lacking in power, with over 400hp on tap and an electric motor on each axle, but the S versions come with 489bhp thanks to a second motor positioned on the rear axle. The 0-62mph time is 4.5 seconds and the top speed is 130mph. Besides the Audi S8 saloon, the hotter e-tron is the fastest S model Audi makes.

Only the rear motors are used in normal driving but the front motor is engaged for hard acceleration and if the wheels start to lose traction. The two rear motors can send varying amounts of power to each wheel as needed and Audi says the ‘S’ versions are more rear-biased than regular models.

S-specific adaptive suspension is fitted, which can adjust the ride height by up to 76mm to best suit the seven driving modes available.

The extra performance only slightly affects range, as the e-tron S and e-tron S Sportback manage 223 and 226 miles respectively on a full charge, whereas the ‘55 quattro’ e-tron versions offer up to 256 miles. Like the standard e-tron’s, you can charge the ‘S’ variants at 150kW fast chargers, which should replenish the battery to 80% in around half an hour.

Every e-tron S ordered before the end of the year gets a 7kW home wallbox included in the price and a year’s access to the e-tron charging service that allows you to use chargers from 18 different charge point providers via one account.

New e-tron S and e-tron S Sportback break cover

Audi has revealed two ‘drive concept’ cars that could essentially be more powerful versions of its E-Tron and E-Tron Sportback in the form of sportier and more performance-oriented ‘S’ models.

The regular E-Tron’s two-motor setup has been increased to three, with one powerful motor located on the front axle helped by two additional motors at the rear. Combined, they produce 496hp and 973Nm of torque when at full boost during eight-second periods when the driver pushes the accelerator past a certain point. During normal driving, the combined output of the motors is 429hp and 808Nm.

The S models are able to access 91% of on-board battery power, compared with 88% on the standard car. Though Audi hasn’t released official figures on battery mileage range, it’s likely that the added weight of the additional motor will have a slight effect on how far each of the cars can go on a single charge. The regular E-Tron offers a range of between 209 and 280 miles, depending on model.

The electric S models can be charged with up to 150kW of DC power, which translates to a charge time of just half an hour from five to 80%. Facilitating such a rapid charge rate is a thermal management system with a standard heat pump, which cools and heats the battery, the interior and the electric motors with four circuits. In addition, the Audi models will also be able to charge with up to 11kW of AC current.

The two E-Tron S models also benefit from retuned steering, a stiffer suspension setup with firmer bushings and wider tyres for enhanced grip and agility over the regular E-Tron models.

They also receive brake-based torque vectoring technology and larger six-pot brake calipers. The discs themselves have also been beefed-up to give better performance. Regenerative braking systems are incorporated too, capable of capturing up to 270kW of energy in a regeneration-only stop from 62mph.

Though Audi is calling these new cars ‘drive concepts’, there is a strong likelihood that they will enter production. However, no official release date for the cars has yet been forthcoming.

AUDI reveals S version ‘drive concepts’ of its E-Tron and E-Tron Sportback

Camouflaged quattro versions of new Audi compact hatchback tackle a course also used for the Azores rally to demonstrate latest quattro technology.

Audi has been testing camouflaged versions of the incoming fourth-generation A3 hatchback, demonstrating the latest quattro system as well as other technological advancements.

Tackling roads which snake around the island of Sao Miguel in Portugal’s Azores archipelago, the new quattro all-wheel drive is said to maximize stability, grip and driving pleasure as well as efficiency. With support from the adaptive suspension and the progressive steering, this helps the car offer “composed, surefooted and incisive driving characteristics,” says Audi.

Audi’s engineers have tailored the electronic torque distribution control specifically to suit the new A3. During normal driving, the majority of that power is sent to the front axles, but when reduced traction is detected, up to 100% of drive torque may be transmitted to the rear.

Electronic Stabilization Control (ESC) further improves the driving characteristics of the sporty hatch. When the car enters a corner at high speed, the program applies the brakes slightly to the two wheels on the inside, allowing it to turn into the bend and follow the steering angle. This makes the handling even more agile, fluid, and safe.

This feature can be manually adjusted via three settings: ESC On (safe and stable acceleration), Sport (allows drifting in a controlled, safe manner) and ESC Off (the amount of wheel slip is unlimited).

This new quattro system will be optional on some variants of the 2020 A3 and will come as standard on future performance models such as the S3 and RS3 hot hatch.

The all-new Audi A3 is expected to be one of the star premieres at the upcoming Geneva Motor Show next month.

All-New 2020 Audi A3 Goes Quattro Testing in the Azores

The Audi RS5 Sportback is a fast five-door hatchback that's an alternative to more traditional super-saloons
like the BMW M3, Mercedes C63 and Alfa Romeo Giulia Quadrifoglio Verde.

Review: Audi RS5 Sportback

Tested: Audi RS5 Sportback, Audi Sport Edition

 From the top, it’s important that you know how much I like this car. Enormously, as it turns out. So, you may, at any time prior to the verdict some 1,300-odd words further down, want to revisit this opening paragraph…for the purposes of balance, you understand.

#NotFakeNews: There is such a thing as a car that's too good. Most of the premium quality cars currently available at any price point still carry a few notable flaws – either outright deal breakers or niggly-nagglies – that remind you that humans are still in charge of their respective designs and build.

Rarely does a car come along that makes you wonder if the entire development team was replaced by overly scrutinous androids. The 2019 Audi RS5 Sportback is one such car, and its class-leading antics are almost frustrating in their pitch-perfect execution.

The Audi RS5 Sportback is a fast five-door hatchback that's an alternative to more traditional super-saloons like the BMW M3, Mercedes C63 and Alfa Romeo Giulia Quadrifoglio Verde. You'll pay more for the Audi than the M3 or Giulia but the Mercedes is slightly more expensive than all three.

In many respects, the RS5 Sportback is identical to its coupe sibling, but has two extra doors and an additional 60mm between the axles for improved rear comfort.

Unlike similar feral products from the likes of BMW M or Mercedes-AMG stables, Audi Sport’s fastest models tend not to look like they could kneecap you for no immediately apparent reason. Their performance-oriented styling is usually more subtle and conducive to flying in under the radar.

But while this RS5 Sportback would likely still come across as the more sophisticated member of a trio comprising a C63 and an M3, the 20in alloy wheels, high-gloss black trim pieces and louder sports exhaust introduced as part of the Audi Sport Edition mean it can still turn heads.

Turning more heads and being the trigger for indiscriminate curb side/traffic light chatter was the Sonoma Green paint colour. While undoubtedly a bold left-field choice, I really loved it and thought it well-suited to the character of the car.

Inside, it’s back to RS5 business as usual for this Sportback model. You get a lovely interior with plenty of plush materials, a slick infotainment system with smartphone mirroring, and Audi’s signature Virtual Cockpit digital driver’s display.

Audi’s top-spec Navigation Plus infotainment system comes as standard, along with the brand’s Virtual Cockpit. This replaces the conventional analogue instrument panel with a 12.3in high-resolution digital display that can show information on speed and revs in the form of conventional gauges; satnav instructions or performance data, or several combinations of each.

The driving position is tough to fault, too, with plenty of seat and steering wheel adjustment and a comfortable backrest that provides plenty of upper back support. You can adjust both the bolster and lumbar support to find a supportive position, and they even have a massage function to accompany the heated elements. 

Even if you’re extremely tall, you’re unlikely to have any complaints about how far your seat slides back or how much room there is above your head, despite how its standard panoramic roof reduces ceiling height compared to the regular A5 Coupe or Sportback.

The Sportback also gains a large rear hatch, making it a truly practical vehicle, despite its 465-litre boot being 15 litres down on the Giulia, M3 and C63. With a bigger boot opening than its saloon rivals, it's easier to load bulky items, and with the rear seats folded down there's space for flat pack furniture and even a bike.

It might have an Audi badge glued onto it, but the RS5’s 2.9-litre V6 petrol engine is shared with the Porsche Panamera 4S. Thanks to its twin turbochargers, this engine delivers 444hp and 442lb/ft (600Nm) of torque and feels much more urgent low down in the rev range than the previous V8-powered RS5.

Even so, it’s worth revving the V6 hard to make the most of its performance. Do this and the quattro four-wheel drive system provides traction to slingshot you off the line, making the 3.9sec 0-62mph time seem entirely plausible – and it’ll top out at a governed 155mph.

Once on the move, though, it never feels quite as quick as an Alfa Romeo Giulia Quadrifoglio, BMW M4 Competition Pack or the Mercedes-AMG C63. Mind you, you’ll be in licence-losing territory quicker than you can say Quadrifoglio.

The automatic gearbox has eight well-chosen ratios. It operates smoothly when you’re driving sensibly, although there is a noticeable delay to change down when you ask for a sudden burst of acceleration. It’s smooth and obedient when you take control manually, too, but isn’t quite as snappy to shift as the dual-clutch gearboxes in rivals. 

Set the car into Dynamic mode on the Audi Drive Select system and the automatic gearbox response sharpens up; it’s quicker to change down, allowing much easier overtakes. It also holds onto gears for longer so you can build up through the rev range for even more power.

The Dynamic mode also ramps up the noise from the optional sports exhaust; in this setting, you’ll find the engine howls and parps when you’re revving it, but the downside is a pronounced drone at speed. In Comfort mode, the engine note is more refined, but is sometimes intruded upon by rumbling road noise. 

Dynamic mode also adds weight to the steering, but it’s still quite heavy even in Comfort mode, making it difficult to turn out of T-junctions or parking spaces sharply. Enter a series of corners and you’ll find that it’s easy to place the front of the car, but while the optional Dynamic Steering system (which varies how far you have to turn the wheel, depending on speed) certainly helps you get around tight turns easier, it also reduces the sense of connection with the front wheels and makes it less instinctive to know what they’re doing.

However, no matter how hard you push, the RS5 never feels like it’s going to get too out of shape. Some may miss the sense of adjustability and ‘honed-to-hoon’ dynamism offered by the rear-wheel-drive Guilia, M4 and C63, but in the dry, the traction you get out of corners from Audi’s quattro system is virtually unbeatable.

Fast, frantic but perfectly practical, the Audi RS 5 Sportback aims to be the market's definitive mid-sized high performance five-door hatch. It gets a sophisticated quattro 4WD system and can hit 174mph on the Nürburgring but is just as happy popping to the skip on a weekend, or collecting your dry cleaning. The spec of this revised version looks impressive, including an RS sport exhaust system and a sport differential. You only truly get a sense of just how fast it is by following behind in something else.

Sure. Some alternatives are cheaper and sound more exciting and, while there’s a much-welcomed 60mm more legroom than the coupe, the rear can still feel cramped for those gifted with more height than I (which, to be fair, is pretty much everyone else).

I take nothing away from Audi’s ethos of quality and refinement but, compared with its rivals the RS5 Sportback feels like something of a blunt clinical instrument from behind the wheel, and one that perhaps lacks character. Some may say the RS5’s envelope hasn’t even been opened, let alone pushed.

An Alfa Romeo Giulia Quadrifoglio is more exciting, while the V8-powered Mercedes-AMG C 63 has a greater sense of occasion. But, hey, see paragraph one.

But what other high-performance four-wheel drive mid-sized hatch of this sort is there to challenge this one? The closest thing the market has to offer, a rear-driven Mercedes-AMG C 63 wagon, wouldn't give you the all-round grip and really needs a dry racetrack and a licence to burn rubber if it's to appeal over an RS5 Sportback.

As for a high performance SUV, forget it: you'd be all over the place just trying to keep this Audi in sight. Drive it and you'll experience a slightly guilty thrill as if something this much fun really couldn't be legal. Indeed, one day cars like this might well be legislated out of existence.

In the meantime, enjoy this one while you can. The robot in me loved it.

Fast Facts: Audi RS5 Sportback Sport Edition

Engine: 2.9-litre TFSI twin turbocharged V6.

Transmission: Audi quattro AWD, via 8-speed tiptronic automatic

Tag: audi

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