1000km Road Test - Audi A4 2.0 TFSI Quattro

We tested the base models in the Audi A4 range when it was launched earlier this year. Now, the A4 sedan lineup has expanded with more powerful 2.0 litre turbo petrol engines, a 3.0 litre turbo diesel and greater choice of quattro all-wheel-drivetrains.

Value for money

Pricing

The 155kW 2.0 litre TFSI (Audi's code for turbocharged, direct injection petrol engines) quattro sedan, tested here, is available with a six speed manual gearbox only, priced at $70,216.

A 132kW variant, with front-wheel drive and a continuously variable automatic transmission (CVT) is also now available, priced at $58,565.

Audi has also added a top of the line A4 diesel, with the same engine used in the A6 and Q7. It's a 176kW 3.0 litre V6 (which also produces a whopping 500Nm of torque), with a conventional six speed auto and quattro. Price is $86,056.

Warranty

Three years/unlimited kilometres

Standard equipment

The A4 2.0 TFSI quattro includes eight airbags, stability control, leather upholstery, xenon headlights with LED daytime running lights, parking sensors at both ends, an in-dash six CD player, 17 inch alloy wheels, sports steering wheel with trip computer/phone and audio controls, power adjustable front seats, cruise control, keyless entry and starting and Bluetooth preparation.

Selected options

• Adaptive dampers $3390
• Adaptive dampers and variable ratio steering $5826
• Navigation with interface for iPod and other music players $5190
• S-Line exterior package $3183
• S-Line sports package $8368
• Sports seats $794
• Audi side assist blind spot warning system $1324
• Adaptive cruise control $2754
• Alarm $1165
• Metallic paint $1695
• Sunroof $2330
• Adaptive headlights $845

...and many more.

Retained value

A measure of how much used car values have declined through 2008 as a consequence of the economic slowdown is the change in the retained value of a 2005 Audi A4 1.8 turbo quattro. When we tested the base A4s in April, it was worth 61.5 per cent of its new price - a strong residual - according to industry valuer Redbook. However Redbook now has the same car at just 37-41.5 per cent. This change is also in part due to the arrival of the new model, of course.

Design and function

Ergonomics

When it comes to designing an efficient, functional dash, that also looks a million dollars and sets the standard in fit and finish, Audi is the clear leader among luxury brands today.

The A4 has traditional style instruments, with simple, clear graphics using white, dark grey and red.

Everything is close at hand and easy to find. Audi's chunky switchgear works with a precise, tactile touch, apart from the wands which are made from low rent plastic.

The optional MMI (multi media interface) cursor/screen system for finding your way around the audio, navigation, vehicle settings and other functions is reasonably easy to use, and the screen graphics are clear and bright, however the map display on the navigation system lacks options like a helicopter view.

The standard audio system delivers excellent sound quality.

Storage includes wide door bins with 750ml bottle holders, a few small, open bins between the front seats and a small centre console bin.

There's plenty of front seat travel for long legged drivers and height/reach adjustment for the wheel. Vision is clear around the car, assisted by large side mirrors, and parking is easy thanks to the inclusion of parking sensors at both ends.

The driver's seat in this particular A4 has a long, broad cushion that's quite flat, and you sit on it rather than in it. The backrest is lightly bolstered. The seat is comfortable enough, but if you want proper support the sports seat option might be worth ticking.

The daytime LED running lights are an acquired taste, but they're certainly a distinctive feature of the new A4. You can turn them off if you feel like a bit of a dill driving around with the full Christmas tree effect in broad daylight.

Adaptive cruise control, an option on the test car, has its pros and cons. It works well in Europe, where lane discipline is a given, but here it can create problems when other drivers cut in front of you at freeway speeds, or fail to keep left unless overtaking, because it will brake the A4 hard to keep the gap, and if someone is also following too close behind, it could get nasty. A normal cruise control system is standard; if you choose the adaptive cruise, it cannot be used in normal mode. However it does allow you to fine tune the size of the permitted gap, and it does hold a set speed even on steep descents.

The test car also had an option called "Brake Guard" which works at low speeds in traffic and gives you audible and visual warnings if it senses that you're too close to the car in front, without actually applying the brakes. It was of no value, erratic and distracting in operation, so I switched it off.

Technical details

• This is the eighth generation A4. The original Audi 80 was released in 1972. It became the A4 in 1994.
• It's built in Germany.
• A completely new platform has been developed to provide more interior space and to improve handling, which has in previous models been characterised by a heavy, unresponsive character when turning into corners, excessive understeer, rack shake and kickback and imprecise steering, especially in the front drive models.
• So Audi has tried to redistribute the new model's weight, to get it closer to a balanced 50/50 front rear split. It has moved the front axle forward by 154mm, lengthened the wheelbase by 167mm (it's now the longest in the class), widened the tracks, reduced the front overhang, and relocated the battery under the boot floor. The steering gear has also been moved lower to an attachment point on the suspension subframe.
• In quattro variants, drive in normal conditions is now split 40 per cent front/60 per cent rear, via a self locking Torsen centre differential, rather than the previous A4's 50/50. This too is designed to improve steering responsiveness and precision.
• New suspension has also been developed. The front is a five link arrangement, all in forged aluminium and largely located behind the wheel centres. Travel has also been increased to deliver a much needed improvement in ride comfort. Trapezoidal link rear suspension is carried over, but with more aluminium components.
• Although the new car is bigger and stronger, weight is down by an average 10 per cent. 
• The 2.0 TFSI quattro weighs 1520kg.
• Its 2.0 litre four cylinder, direct injection, turbocharged engine is another derivative of the four-time class winner in the International Engine of the Year awards. Its most powerful iteration is a 200kW version in the Audi TT's coupe and roadster.
• Here, it produces 155kW of power from 4300-6000rpm, and 350Nm of torque from 1500-4200rpm.
• The six speed manual gearbox is standard.
• Steering is conventional hydraulic assisted rack and pinion.
• Brakes use ventilated front discs and have the full complement of traction and stability control maps, including full power assist and electronic force distribution between front and rear.
• Wheels are 17 inch alloys with 225/50 Dunlop SP Sport tyres.
• Service intervals are every 12 months or 15,000km, which ever comes first.

Safety

The A4 scores five stars out of five in Euro NCAP tests.

Security

The A4 scores 107 points out of a possible 120 in NRMA Insurance's security ratings, which makes it best in class. Data Dot identification is standard.

Space and practicality

Tight rear seat leg room was one of the failings of the previous A4. It's now more generous than a Mercedes C-Class or a Lexus IS250, but still tighter than a BMW 3 Series. Bear in mind that none of these cars is really comfortable for four tall adults.

You sit slightly knees up, on a low, firm cushion. There' a supportive backrest shaped for two and sufficient head room for those to 185cm. Storage is limited to door bins that will hold large bottles. A 12 volts outlet is provided.

As usual from Audi the boot is huge and has a 60/40 split fold rear seat extension, for which BMW and Mercedes charge extra.

However the previous model's full size spare has been replaced by a space saver.

Build and finish quality

Immaculate. Audi and Lexus are in a class of their own in this regard.

On The Road

Fuel efficiency

• The 2.0 TFSI quattro uses 5.9L/100km on the highway and 10L/100km in town according to the Australian standard test, which is very frugal given the performance of the car.
• 95 octane premium is recommended.
• CO2 emissions are relatively low at 173g/km.
• It scores four and a half stars out of five in the Green Vehicle Guide.

Performance

The new range of direct injection four cylinder engines from Audi/VW, in naturally aspirated and turbocharged form, are among the most advanced of their type in combining strong performance with excellent fuel efficiency and low emissions.

The 155kW 2.0 litre turbo pulls easily from just 1800rpm, and almost feels like a diesel in its tractability across the lower midrange.

Power is comparable with the 160kW produced by the 2.5 litre straight six in the Audi's nearest rival, BMW's 325i sedan, however the Audi engine has a full 100Nm torque advantage over the 250Nm BMW engine.

It's also worth noting the Audi's considerable fuel efficiency advantage in town, where it uses 10L/100km compared with the BMW's 12.8L/100km.

The 2.0 TFSI is deceptive in its delivery, partly because it never feels strained, but also because it's matched with tall gearing. When cruising, the 2.0 TFSI is the quietest four cylinder engine we've tested.

It's so refined that you don't get the usual audible and tactile signals that it's time to change up a gear, so you can find yourself driving along at 90-100km/h thinking you're in sixth, when in fact you're still in fourth.

It starts to make a bit of noise and pick up the pace from about 4000rpm, from where it spins energetically and smoothly, like an Italian engine, to 6750rpm.

Audi claims a 0-100km/h time of 6.6 seconds, but we couldn't get close to that. Our car took 7.3 seconds to reach 100km/h.

The six speed manual is light and smooth in action, with some resistance at each gate, but not enough to annoy.

Handling, braking and ride

The changes to weight distribution achieved with the new platform, plus the greater rear drive bias is clearly evident in the new A4 (and the A5) quattro. It turns into a corner with much less understeer, and when driving out under power it's a similar story, so overall it's a much more balanced, responsive handler. You can actually feel the back end driving the car through corners at times, which was certainly never the case in previous models.

That said, the A4 quattro has a disconnected, remote feel at the front end that you don't get on rear drive cars like the BMW 3 Series. While there is no shortage of outright grip, and the suspension in standard specification is sporty-ish in its tune, the A4 quattro isn't a particularly involving car to drive.

The steering has lost that leaden, heavy feel it used to have. It's now very light at low speeds, and quite precise when turning into tight corners, but at freeway speeds it's rather dead and unresponsive. There is still some kickback and a trace of shake in choppy corners.

The ride is excellent at highway speeds, where poor surfaces are efficiently and smoothly ironed out. Low speed compliance is less impressive but still OK - around town you do feel the texture of the road and the ride can be a touch jiggly at times.

The brakes are excellent, with a firm, responsive pedal, plenty of power and good progression.

Smoothness and quietness

As mentioned previously, the 2.0 TFSI engine is outstanding in this regard. Wind and tyre noise are also low.

Summary

The A4 2.0 TFSI quattro is one of those cars that's difficult to call. On most empirical measures, it's at or near the top of its class, particularly the engine, which is astounding in the way it delivers high power and torque outputs while using fuel, and producing CO2, at a similar rate to a Corolla. Then there are the usual Audi attributes: outstanding quality, a comfortable, efficient cabin, huge boot, solid body, all the safety credentials you require and capable dynamics.

However the traditional advantages of quattro all-wheel drive - grip, agility and stability, especially in wet or slippery conditions - have now largely been negated by the widespread adoption of traction and stability control on front and rear drive cars.

Quattro still has a place on high performance machinery, where Audi uses several variations of it, but in this context it adds weight and detracts from steering feel and precision. The A4 doesn't offer the same driver enjoyment as BMW's rear drive 325i (which costs $75,900) even though by most measures it's the superior car.

That said, the Audi has a manual gearbox while the BMW is available only with a six speed automatic, so if your ideal car is a manual, then the Audi is it. We'd suggest driving both before you sign up. Mercedes doesn't have a direct rival in its C-Class range. The 170kW/300Nm 3.0 litre V6 C280 Elegance is overpriced at $87,964.

Test by Bill McKinnon, November 2008.

The writer of this report does not necessarily represent the views of the NRMA and this report is provided for you as an alternative to our own NRMA car reviews.

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