Both powerplants are based on the same 2.0-litre TDIe engine, with Audi offering a 136PS unit on the A5 Sportback and a 163PS version on both the Sportback and coupe.

Both four-cylinder diesel units are characterised by low internal friction, variable turbine geometry and a new centrifugal governor in a dual-mass flywheel designed to further boost refinement.

As a result of these two new engines the model offers low CO2 emissions and excellent fuel economy – putting it within reach of more fleet drivers.

The A5 Sportback 2.0 TDIe 136PS can accelerate from rest to 62mph in 9.5 seconds, on the way to a top speed of 132mph and returns up to 64.2mpg on the combined cycle, equating to impressively low CO2 output of 117g/km.

The 163PS Sportback reduces the acceleration time to 8.7 seconds, increases the top speed to 137mph and yet is still able to achieve up to 62.8mpg with a negligible increase in CO2 output to 118g/km.

Fans of the sleek A5 coupe can opt for the 163PS TDIe which has a 0-62mph time of 8.4 seconds, CO2 emissions of 115g/km, and a combined fuel economy of 64.2mpg.

The German carmaker, which celebrated best ever sales in 2011, has also launched a new trim level for the A5.

First seen on the A4, the SE Technik trim adds DVD sat nav, Audi Music Interface iPod connection, the Audi Parking Plus system with front and rear sensors and cruise control to the familiar SE equipment list.

In both models SE specification includes 17-inch alloy wheels, Milano leather upholstery, three-zone climate control, Bluetooth mobile phone preparation and a colour Driver’s Information System.

Both TDIe engines are also available allied to Standard, SE and S line trim in the A5 Sportback, and Standard and SE in the Coupe.

The pack is ideal for those who love their tech gadgets with Google Earth navigation mapping, in-car Wi-Fi combined with Audi’s pre-sense multi-level safety system.

The list of entertainment and information enhancements included in the Technology Package Advanced includes MMI navigation plus with the MMI Touch fingertip recognition system, a colour Driver’s Information System, Audi Music Interface iPod connection and a Bluetooth mobile phone interface giving access to Google Earth navigation maps and creating an in-car Wi-Fi hotspot. In the A7 Sportback, this list is also supplemented by a sophisticated head-up display which projects navigation and entertainment information onto the windscreen so that it appears to float around two metres ahead of the car.

In terms of safety, the Audi pre-sense system constantly monitors driving conditions and initiates preventive protective measures if its sensors detect an imminent collision. These measures include everything from tensioning of the seatbelts, closure of the windows and sunroof, and automatic cautionary illumination of the adaptive rear brake lights to full autonomous braking at up to 5 metres per second if an unavoidable impact is foreseen.

There is also a  side assist blind spot warning system that kicks in at 19mph, it has two rear-mounted radar sensors monitoring activity behind the car at a distance of approximately 70 metres. If another vehicle moves into its ‘critical zone’, a yellow LED display lights up in the housing of the exterior mirror. If the driver then activates the indicator to attempt a lane change, the LED display then becomes brighter and begins to blink quickly to warn against the manoeuvre.

Audi active lane assist is activated at speeds above 40mph, and detects the markings on the road using a video camera in the base of the interior mirror. If the car approaches a line without the indicator being activated, the system helps the driver to steer back into the lane by intervening gently in the electromechanical steering. It can also combine this with steering wheel vibration and a warning tone if required. If sensors detect an impending skid, the system can initiate counter-steering measures and boost or reduce power assistance, and if steering movements indicate a lapse in concentration interventions can also be adjusted accordingly.

The new adaptive cruise control (ACC) with stop & go function regulates the car’s speed and distance from the vehicle ahead by accelerating and braking in a range from zero to 155mph, and brakes it automatically within certain limits. The driver uses the MMI operating system to choose between three levels and four distance modes to suit the prevailing conditions.

The ACC stop & go makes use of ground-breaking technology to analyse data from up to 26 other systems. Its key information, however, comes from two long-range radar sensors beneath the front of the car, which scan a 250-metre field, and a small video camera in the base of the interior mirror which looks ahead approximately 60 metres with a 40-degree angle.

Whether changing lanes, negotiating corners, passing or turning off, the ACC stop & go function performs smoothly and reacts decisively. Its range of application also includes stop-and-go city traffic, in which it is capable of slowing the car down to a stop. It is then able to set off again by using signals supplied by the ultrasound sensors for the park assistance system located in the front bumper.

The new Technology Package Advanced is available for all automatic six-cylinder A6 Saloon and Avant SE and S line models, and for the recently announced A6 allroad quattro. Package-inclusive prices start from £39,140 OTR (A6 saloon 3.0 TDI 204PS SE multitronic). The A6 range also includes a 245PS version of the V6 TDI and a supercharged six-cylinder petrol engine offering 300PS.

In the exclusively six-cylinder A7 Sportback range, all SE and S line models are available with the Technology Package Advanced, starting with the 3.0-litre TDI 204PS SE multitronic, costing £47,510 OTR with the pack included.

Building on the success of previous generations, the new A6 Allroad Quattro offers better kit and fuel consumption improvement of up to 20 per cent. At 4.94 metres long, 1.90 metres wide and 1.47 metres tall, the latest A6 allroad quattro sits six centimetres higher than the Avant. Like the saloon and ‘standard’ Avant, it has been constructed using the latest Audi ultra lightweight materials, with aluminium components making up roughly 20 per cent of its body. Total vehicle weight has been reduced by as much as 70 kilograms compared with the previous model.

The new model’s exterior features extended side sill, flared wings and vertical slats within the single-frame grille. The wheel arches, bumpers and sills are painted in a contrasting colour, but can be body-coloured if the optional aluminium exterior package is specified. The colour Java Brown is available exclusively for the new A6 allroad quattro.

The interior of the Audi A6 allroad quattro offers plenty of space thanks to the long wheelbase of 2,910 millimetres. The luggage compartment has a capacity of 565 litres, extending to 1,680 litres.

Options available include a head-up display that can project important information onto the windscreen, seats offering a ventilation and massage function, four-zone automatic air conditioning, a panoramic glass roof and an advanced key, which enables access, start-up and locking without the need to remove the key from the driver’s pocket.

Infotainment options include a hard drive-based navigation system with eight inch monitor and whole-word voice control as well as a Bang & Olufsen Advanced Sound System with 15 speakers.

The new A6 allroad quattro will initially be available in the UK with a choice of three powerful V6 engines – one TFSI petrol engine and two TDI units. All are 3.0-litre engines with turbocharging and direct injection. They make use of important technologies including start-stop system and innovative thermal management.

The 3.0 TFSI, which is boosted by a mechanically driven supercharger, produces 310PS and 440 Nm of torque. It powers the A6 allroad quattro from zero to 62mph in 5.9 seconds on the way to an electronically limited top speed of 155mph. Its combined economy figure stands at 31.7mpg.

Two TDI options

The two variants of the 3.0 TDI produce 204PS and 245PS; torque values are 450Nm and 580Nm. The entry-level version achieves a combined economy figure of 46.3mpg and  159 g CO2/km. All three engines are paired with the seven-speed S tronic dual-clutch transmission.

The quattro permanent four-wheel drive system is paired with torque vectoring for improved stability while adaptive air suspension comes as standard to deliver a smooth ride. A hill descent assist function for steep downhill passages is also included. This limits the speed to between 6mph and 12mph, depending on the surface.

The model will be able to order in the UK from next month priced from £43,145 OTR, with the first deliveries due in the spring.

Currently without a category or even a proper name, the eye-catching 1+1 ‘Urban Concept’ car descends from no predecessor but draws inspiration and traits of a racecar, a roadster, a fun car and of course, a city car.

Viewed as a quite literal sideways step into the leftfield, the vehicle weighs 480 kilograms and Audi believe it could revolutionise the idea of ‘driving pleasure’ and inner city mobility.

We agree with Audi when they say it is ‘dramatic’, it is worlds away from what everyone has come to expect from the brand, but maybe that’s the idea. Entry to the vehicle is gained though a slide-back roof which can be left retracted to create a convertible.

The ‘progressive’ concept car is said to be incredibly easy to manoeuvre and comfortable and unbelievably, you could add practical to that too. Thanks to 47 Nm (34.67 lb-ft) of torque, the Urban Concept can hit 37mph from a standstill in six seconds.

However, we say ‘could’ for a reason, range is capped at 45 miles which limits the vehicle strictly for brief journeys and close commutes. A full recharge is expected to take around 20 minutes from a 400-volt, three-phase current, or one hour with a 230-volt household current.

Safety wise, it boasts front and rear crumple zones with two airbags while an innovative assistance system helps the driver to avoid collisions with pedestrians.

Will it ever share floor space in retail showrooms? Pretty unlikely we’d say but it sure is a curious little thing. Despite its obvious drawbacks and being pretty potty, we want one.

What do you think? Leave a comment below or tweet us @FleetDirectory.

With prices unchanged (£14,480 to £17,865) across three variants (SE, Sport and S), the A1 is cheaper and cleaner than ever.

Fuel consumption is tighter thanks to a engine start-stop and energy recuperation systems which return 74.3 mpg, while CO2 emissions of 99g/km just about sneak it inside the Congestion Charge toll free. Vehicle Excise Duty is also cast aside from year two onwards.

Hitting 62mph in 10.5 seconds, the A1 can reach a top speed of 118mph. The revised model’s standard features include alloy wheels, remote central locking, air conditioning, electric front windows and mirrors and a six-speaker single CD audio system with auxiliary iPod connection linked to a 6.5-inch retractable display.

Downloadable from the Apple iTunes Store, the interactive magazine offers all the latest fleet-specific news from the German carmaker, new model data, and CO2 emissions data.

This new app is the latest stage of the printed magazine’s evolution, and gives its audience of fleet decision makers a more interactive experience.

Nathan Dennis, Audi Fleet Sales Marketing Manager, said: “The Audi Progress magazine app is the first of its kind in the fleet industry and we’re excited that this is just the start of our diversification into digital publishing.

“Progress magazine has always been the leading communication of its type in the sector, and the app strengthens its appeal by giving readers a more instant way to read the magazine.”

Alison Davis has been the first to be appointed as Audi’s new Business Development Manager role, shifting over from Fleet Sales Manager.

In addition, Mark Hamilton has been placed alongside Ruth Austin as the second Key Account Manager.

“The new structure will ensure we look after our larger fleet customers and work with them to develop long-term partnerships,” says Roger Grainger, National Fleet Sales Manager at Audi UK.

“Our new Business Development Manager will start to build dialogue with fleets where we have little or no direct relationship.”

A team of six Fleet Sales Managers will deal directly with operators of between 25-100 vehicles, working with the Local Business Development Managers in the Audi Centre network.

Mr Grainger added that company car drivers would be treated like retail customers with a full service customised to their requirements.

It’s not that Audi is paranoid or anything, but it was telling that more than one of their number felt Jaguar and Mercedes have both tried a little gentle upstaging just ahead of the UK launch of the Audi A6.

Jaguar got its retaliation in first with the announcement of its 2.2-litre turbodiesel XF. Surely, Jaguar is unlikely to build a more important fleet car for some time to come, even allowing for the British company’s ambitious future plans.

With 188bhp from its Land Rover-derived 2.2-litre turbodiesel, the XF is pitched right at the heartland of executive company car drivers. The 149g/km carbon dioxide emissions for the XF are decent though not brilliant and are outdone by its direct competitors from Germany.

The XF’s figures are for a car fitted with an eight-speed automatic gearbox, but the BMW still betters the Brit with 137g/km. Audi goes better with 132g/km from its 2.0 TDI with auto transmission, though the XF balances this out with an expected list price of £29,000 when it goes on sale in September. This comfortably undercuts all of the Germans, so Jag’s reputation for value for money remains intact.

Mercedes’ change to the E-Class is a mite more subtle, dropping emissions to 129g/km for the fleet-friendly E200 CDI SE. This brings the Merc right into line with the 520d and new Audi A6 2.0 TDI.

Genuinely desirable

Are you beginning to sense a theme here, perhaps a point at which all of these companies are aiming? You’d be right.

One of Audi’s A6 boffins admitted that BMW has set a very stern benchmark with the 520d and it has been an effort to get the A6’s emissions on a par. This is good news for us company drivers who are fortunate enough to enjoy these cars, but it is also good for the automotive industry as a whole.

Not so long ago, and we’re only talking a matter of three or four years, the idea of 129g/km emissions in any sort of executive car was unthinkable. More impossible just a short period ago was the idea that such low emissions machines could be genuinely desirable.

Yet, here we are with all of the Germans hitting the mark and Jaguar joining the fray, and there may well be a manual transmission version of the XF to help lower its emissions further.

However, there is a downside to all of this and it’s that old indefinable we call character. Not all are losers, but one company is: Audi.

Where the original A6 was a buffed up 100, Audi really got into its stride with the 1998 A6. Yes, some found its styling a little challenging, especially as a saloon with the unusual lines marking out the joins between bumpers and wings. Yet, here was a truly distinctive car that encapsulated all that is held dear at Audi: granite-like build quality, space to shame the Albert Hall and, if not the most scintillating drive, a range of engines that offered everything from a 1.9-litre turbodiesel to a bonkers 4.2-litre V8 in the RS6.

The 1.9-litre turbodiesel engine is the most important motor in that generation of A6’s line-up as it showed a small-ish diesel could work in a large car. It also showed that Audi understood company car drivers’ wants and needs long before we were corralled by tax and fuel costs into choosing smaller, more efficient engines.

The subsequent 2004 Audi A6 took these values and wrapped them in a more svelte package. It was a natural progression, but it missed some of that 1998 car’s Devil-may-care attitude about what it’s rivals were up to.

This is perhaps unsurprising as Mercedes was busy trying to emulate the BMW 5 Series with its then-current E-Class, a car hamstrung by poor quality and reliability at its launch in 2002. BMW was also guilty of watering down its message to some extent in trying to make the Five appeal to a broader section of the market. As for Jaguar, the XF came good too late in life to make a real impact on the Germans.

Key strengths

Even so, while Audi, BMW and Mercedes were all chasing each others tails in the middle of the last decade, each had a distinct flavour. These flavours were identifiable and clearly understood to buyers. In other words, you knew what you were getting when you bought an Audi, BMW or Merc and what each brand’s key strengths were.

Back in the present, BMW has repositioned its 5 Series back where it should be as the sporting driver’s choice. Yes, it does comfort and cost-efficiency as well as the next executive saloon, but it’s the class leader for handling. Jaguar runs the BMW very close, extremely close in fact, but the Brit has a different feel.

If you want the ultimate in ride comfort, the Jaguar XF is where you want to be. It doesn’t matter which model you choose, entry-level diesel or searing XFR, they all make pock-marked roads appear dimple-free.

Mercedes has also rediscovered what it’s all about with the E-Class. Not for Merc, the undignified nonsense of going round corners at the ultimate speed possible. Nope, the E-Class can do this but it’s back to being about serene, stately and unruffled progress in an environment that makes a bank vault look a little thrown together.

Which leaves Audi where? Sure, the A6 is as well built as any of its rivals and it offers superb cabin space front and rear. As for the boot I stared into, I’m sure I heard an echo because it was so big.

The A6 is also good enough to drive, though it shows Audi is still not able to consistently build cars with supple ride comfort. It’s also quiet and has a range of engines that will suit all sizes and depths of pocket.

Audi reckons the A6 is the world’s biggest selling executive saloon thanks to generous numbers finding buyers in China. I’m also certain that when the Avant estate arrives in September it will be one of the very best ways of transporting large amounts of luggage and family members and add greatly to its sales chart’s northerly ascendance.

Yet there remains a nagging doubt about the A6. With any of its rivals, you may prefer one over the other but you can see the reasoning behind the competition. With the A6, it’s less clear and you’re left feeling that it’s been edged off the podium steps by the imminent arrival of the XF in smaller diesel guise.

Audi may well be forgiven for succumbing to the old jibe that just because they’re paranoid, it doesn’t mean someone’s not out to get them. In this case, there are plenty out to get them and the A6, and I suspect the A6 may lose out.

Alisdair Suttie

The  agreement was signed by F. Xavier Mena – the Catalan government’s Minister for Business and Employment – and Josef Schelschshorn, SEAT’s Vice-president for Human Resources, at the company’s Training Centre in Zona Franca, Barcelona.

Mr Schelchshorn explained that the Q3 project guarantees 1,500 jobs at SEAT, with 700 of those being new posts. He also highlighted the opportunity the announcement offers for young people in the region, saying: ‘We offer the chance to get further qualifications as well as the prospect of working for SEAT, one of the most important and attractive job creators in the country, on the basis of a long-term contract.’

Minister Mena thanked SEAT and the Volkswagen Group for their on going commitment to Catalonia.

The judges commented that the subcompact hatchback "comes across as every inch a bespoke premium product" and "oozes quality everywhere you look and from everything you touch – you won’t find better at this price."

"The Audi A1 is a brilliant car: brilliantly targeted and brilliantly executed. More and more buyers are looking for smaller, more efficient cars, but with all the luxury trappings of much larger cars. That’s exactly what Audi has given them – a super-stylish, high quality small car that’s affordable and great fun, too," explained Steve Fowler, Editor-in-Chief of What Car?.

"Our buyers can have great confidence in the A1 now that it has been voted the best by the respected What Car? experts who we know are exceptionally thorough in their testing. We know this is right up there among the very hardest awards to win from a car title anywhere in the world," added Peter Schwarzenbauer, Board Member for Marketing and Sales at AUDI AG, upon acceptance of the award.

As Audi continues to grow its model range to fill every conceivable market niche, the gap between the A6 and A8 is now bridged by the new A7 Sportback which offers luxury saloon prestige with coupé style, GT performance and hatchback practicality. But is all that too much to ask of one car?

Both the 300PS 3.0 TFSI petrol and the 245PS 3.0 TDI diesel are restricted to a 155mph top speed, so neither are slowcoaches. With 500Nm (369lb/ft) of torque, the TDI pulls very strongly from as low as 1,400rpm, but ultimately the TFSI accelerates that bit harder, managing 0-62mph in 5.6secs – 0.7sec quicker than the TDI – a pretty academic advantage on the public road. Both are equipped with fuel-saving stop/start technology and the super-smooth, quick-changing 7-speed S tronic dual-clutch gearbox (with an almost superfluous manual mode), and both can effortlessly dispatch motorway miles at seriously high speeds. Manchester to Munich in a day? Bring it on!

Read the full Audi A7 Sportback road test

There’s just one diesel engine available in the A1 in the UK, a common rail 1.6-litre TDI with piezo injectors, which produces 103bhp and 170lb-ft of torque at 1,500-2,500rpm. A lower-powered version is also available in other markets, but its unlikely to ever go on sale here. In terms of performance, these figures mean a 0-62mph time of 11.5 seconds and a top speed of 113mph. These feel about right: there’s a torquey surge low down but then the thrust peters out slightly as you pile the revs on, so while it’s willing, it pales in comparison with the petrol engines in the A1 range. It’s also surprisingly noisy. Audi diesels have become very refined in recent years, but this unit has an agricultural rattle at start-up and the discordant oilburner sound continues until you reach cruising speed, when it dies away and the engine allows for easy, relaxed progress. Audi expects about 40% of A1 buyers to opt for this diesel, but we reckon the petrol engines are a better option for the A1, offering a balance of performance and refinement that the diesel lacks.

Read the full Audi A1 1.6 road test