Subtle alterations in the car’s appearance – it presently has an egg-box grille, for example -conceal a major under body alternation in the high-series variant which now runs on the 3.2 litre V6 providing more power and torque than its turbocharged predecessor.

A 170bhp version continues to be offered, and also the original Quattro-driveline designs include also been accompanied by a front-wheel drive variation.

Offered in coupe and convertible (Roadster) body styles, Audi TT is constantly on the lead the sector it created, for sporty cars which attract a broad cross section of the car-buying public.

Audi has set itself a difficult task with regards to replacing this phenomenal – and elegant – package.

Designed to provide a reaction to the Volvo Cross-Country, and targeted at appealing to those who obtain leisure kicks from attending point-to-point events and so on, Audi Allroad is a substantial estate car in line with the old A6, with permanent four wheel drive (the familiar Quattro system found under most Audi body shells) however with higher-riding suspension.

The raised ride height includes a negative effect on sharpness of road holding, but less so than may be expected; handling continues to be surprisingly clean.

Expect a revised version soon, once the Avant (estate) version of the new A6 arrives. This promises yet more comfort and speed.

A large sedan which has a rare ability provide acres of space having a driving sensation expected only in smaller cars, A8 has been accompanied by a stunning new flagship sporting model, the W12.

This compact and powerful (450PS) engine offers the power of the V12 in the space required for a V8, meaning poise and handling of the Quattro driveline is assured.

Few cars of the size can cross countries with just as much comfort and agility; you have to look to the Bentley Continental GT to locate a true rival towards the A8. Modest variants will also be offered, from 3.0 V6 upwards. The long wheelbase version provides acres of rear legroom.

Audi’s major volume model provides pretty much something for everyone, from the family saloon to the stunning S4, as well as in convertible and estate variants along with the four door sedan model.

As may be expected of this type of range the handling gets progressively sharper while you move up the number, but the entry-level 1.8 model won’t disappoint. The 1.9 TDI Diesel has an excellent mixture of economy and power.

For absolute performance drivers, the S4 delivers more power than an M3 BMW, allied to some surefooted Quattro driveline and covered with a smooth Avant (estate, or station wagon) body shell. Sheer petrol-head heaven.

Recently revised, with sculpted lines and excellent driving dynamics, A3 shares many of their components with other VW products yet seems to feel uniquely Audi.

The RS3 version is stunningly fast and stable because of its Quattro driveline and V6 3.2 litre engine, but lesser A3 models aren’t exactly shrinking violets within the performance stakes, either – the FSI 2.0 litre engine is lively and sharp, and also the 130PS diesel-engined variant is sufficiently good to steer even the most avowed hater of oil burners to consider again.

The 5-door hatch variant – longer, and branded A3 Sportback – arrives in early 2005.

Reviving a revered name, TF may be the latest incarnation of the decade old mid-engined sports vehicle that kick-started the revival of great interest in the MG marque.

Providing good value and visual appearance (thanks to the newest facelift) the MG-TF is really a hugely enjoyable car they are driving; the most powerful variant using its 160PS four and close-ratio manual transmission might prove a tad too raucous for all however the dedicated; the induction roar, sharp steering responses and keen brakes are tremendous fun, although not to everyone’s taste.

The 120PS variant with sequential clutchless manual transmission may be worth a look for those who desire a slightly quieter life.

Meant for those who have outgrown the two-door ZR but who still desire a slice of the charismatic brand, ZS supplies a sensible body shell with four doors, wrapping around a front-drive chassis providing a variety of engines which range from 110-180PS petrol, or perhaps a high-torque pair of diesels.

Slick gear changes, a clear , crisp suspension package – again vulnerable to being a little wayward at high cornering speeds, that is similar to its smaller sibling along with a freshly revised appearance that bring this old soldier current are all features that will maintain curiosity about the ZS.

Offered in both car sedan and estate versions, this is actually the wayward cousin to Rover’s comparatively sedate 75.

Engine options are broad – there’s everything from a peppy 1.8 four with 120PS, via a sharp V6 with 190PS along with a diesel with 135PS and abundant torque (which are front drive) right as much as the stunningly powerful rear-drive 4.6 litre V8 also found within the SV Coupe.

For those looking for a spacious sports saloon with a great deal of road presence and numerous driver appeal because of its excellently-set suspension system, there’s bound to be something within the ZT range.

Compact and exhilarating – what are the car lacks in fine-tuned charge of noise and harshness celebrate up for in character – the MG variant of the venerable 200 (itself depending on an old Honda) continues to have a sound following.

Pick of the bunch may be the ZR-160, a thinly-disguised hooligan most often seen in bright primary colours.

Handling could possibly get a little wayward at high speeds, another indicator of the age of the basic car, but is usually responsive and tremendous fun they are driving thanks to a higher power-to-weight ratio. Fortunately the braking product is highly efficient.

There is some suspicion this would be a stillborn attention-grabber, but deliveries are now made of this stunning-looking carbon fibre-bodied coupe.

Powered with a 4.6 litre engine with 320PS (along with a more powerful still 5.0 litre SV-R arrives with 400PS) the rear-drive car should order. Acceleration and handling are stunning – the ‘standard’ SV is near to a race car for the road, and also the SV-R promises to become more so – and top speed is about the high side of 260kp/h.

Little luxuries come second to performance, that is as it needs to be for a car of the calibre.

Since unshackling itself from BMW in 1999, MG-Rover Group continues to be working hard to isolate both brands from each other. Regardless of the inherent difficulty of sharing several key body shells, the group seems to be achieving this. Much credit have to go to the design and engineering teams at MG, who together manage to give MG cars a definite identity.

The large question is how long the brand can continue using its mid-range models, the 200-based ZR and 400-based ZS; both are showing how old they are, but their replacement(s) seem still a way off.

The MG-TF and ZT/ZT-T models, fortunately, are supporting well – the second particularly so because the introduction of the rear drive V8-engined version.

The introduction of the SV shows that MG’s future rote will increasingly lean towards those of providers of British sports saloons and coupes – whether they can make it pay.

Launched in 2003 as a smaller option to the Sharan, the Touran enters territory that Renault’s Scenic needed to itself for many years, but has become contested through the likes of the Ford C-Max and also the Vauxhall Zafira.

Stodgy performance – just the 2.0 16v engine has any real energy about this – and handling that’s less impressive than we expect from Volkswagen prevent it from matching the high standards set by its rivals. You need to do, however, subscribe to high quality (which can be taken as read using the majority of Volkswagen products) and high residual values.

Nearly all Touran customers are Golf drivers who’ve begun to breed families. Unless the Golf previously driven would be a GTI, they won’t be especially disappointed using the Touran, which gives the additional space and versatility without straying too much from the values expected by Volkswagen buyers.