German Car Zone

A Style Worth Repeating: Audi makes a few changes to the recipe with the new A4.


It’s fair to say that the folks at Audi have found their styling muse. After we swooned over the shape of the new S5 coupe, Audi basically added two doors to the design and called it the A4. It’s less zoomy-looking than the coupe, but it’s still sexy—unmistakably Audi—and won’t be confused with any other Auto Union offerings. But unlike BMW’s wild leap off the styling reservation, the A4 doesn’t jump out visually as a significant departure from Audi’s evolutionary progression that started with the first A4. Way back in 1996, we liked that first A4 well enough to have awarded it 10Best Cars honors three years running.

Now in its third generation wearing the A4 moniker, the new version rides on the B8 platform that underpins the A5/S5 and the forthcoming Q5 sport-ute. Instead of switching to a rear-wheel-drive layout such as that which underpins most of its competitors, Audi sticks with front- or all-wheel drive in the A4, the former coming as an entry-level version next spring. In order to combat the inherent handling handicap that is inescapable in this front-heavy drivetrain layout, the A4’s wheelbase has been stretched six and a half inches, to 110.6. That, combined with a reduced front overhang, means the weight distribution moves astern—55.5 percent of the new A4’s 3860 pounds are over the front wheels, which is about three percentage points less than the case of the last V-6 Quattro A4 we tested. To further improve the A4’s dynamic prowess, the all-wheel-drive system favors the rear wheels with a 40/60 front-to-back torque split.

How’s that for progress? What’s more, curb weight is up by just 40 pounds despite increases in overall length and width of 4.6 and 2.1 inches, respectively.

There are improvements in the interior as well, which has been an Audi strong point since that first A4. The layout is essentially the same as in the A5/S5, which is to say that even though the A4 is new, cynical automotive writers accustomed to a smorgasbord of driving options will view the interior as all too familiar. The MMI interface, which controls the radio, navigation, and sundry other configuration options, has the same buttons as in the A6 and A8, but here they’re somewhat more contoured, making the fingertip connection easier without the need to glance down at the controls. The A4 also has an optional blind-spot warning system, which unleashes a cluster of flashing LEDs on each of the side-mirror housings to get the driver’s attention. There’s also radar-based adaptive cruise control that is adjustable for the level of aggressiveness with which it uses the gas and brakes. The headlights, which feature an eyebrow-like line of LEDs for the daytime running lamps, tilt the beams higher at speeds above 75 mph for better highway visibility.

Nothing stands out about the feel of the front seats, but they turn out to be all-day comfortable and supportive in all the right places. Rear-seat legroom has grown almost an inch, and at 35.2 inches, it is more spacious than you’ll find in the BMW 3-series or Mercedes C-class. Combined with an increase in rear headroom of 0.3 inch, the back seat is far more comfortable than was the previous A4’s. The rear seats also split and fold to open up a pass-through to the trunk.

Under the hood, the direct-injection 3.2-liter V-6 adds variable lift to the intake valves, which is good for 10 additional horsepower, or 265 in all, although torque is unchanged at 243 pound-feet. Audi claims a fuel-economy increase of 10 percent in both city and highway EPA numbers. The 2.0-liter turbo also gets variable lift, except on the exhaust side, and there’s a modest bump of 11 horsepower, to 211, but there’s a huge torque increase of 51 pound-feet, to 258. Initially, both versions will be offloaded with all-wheel drive and six-speed automatics; by next spring, the 2.0T will be offered with a six-speed manual, and the front-wheel-drive 2.0T will come with a continuously variable automatic transmission.

The V-6 hustled our A4 3.2 Quattro test car from 0 to 60 mph in 5.7 seconds, which is an impressive number but absolutely astonishing compared with the 7.5-second time of the last-gen V-6 A4 we tested in October 2005. The previous quarter-mile time of 14.3 seconds at 100 mph improves by 1.4 seconds.

As in the A5/S5, the A4 retains the multilink control-arm front suspension similar to the old A4’s, with a multilink rear related to the suspensions in the A6 and A8. The biggest change to the chassis is Audi’s new active steering system [see page 4], which varies the steering ratio depending on the driving style, the vehicle speed, and the adjustable chassis-program setting. If you think variable steering is a heresy against the church of car control, fear not—active steering is part of an option package that includes adjustable shock absorbers and the Audi Drive Select program, a panel on the dash that varies suspension, steering, and transmission settings among auto, comfort, dynamic, or a customized individual setting.

We found the variable steering to be remarkably transparent in operation. Some C/D staffers didn’t even know our test car was equipped with it. The variable steering is most noticeable at parking speeds, where the quick 2.2 turns lock-to-lock can catch you off-guard. It also works with the stability-control program to actively make steering corrections before things can get out of control, and there is no feedback at the wheel to inform the driver when this happens. That’s a bit disconcerting and not just from a control freak’s perspective. It raises an interesting philosophical question: Does a car with such a system have good handling because it goes where you point it, or is it merely an incredibly accurate simulation of good handling? At this early point, we’re not sure why, but the A4 goes exactly where you point it. Skidpad grip has improved, to 0.89 g from 0.83 g. And as an aside, 70-to-0-mph braking happens in an impressively short 158 feet.

With the suspension in the comfort setting, the A4 floats over the road surface. Switch to dynamic mode, and the steering gets heftier and the suspension buttons down. The improvement in body control is noticeable and makes for more confident cornering. At first the ride seems a little too stiff, but the A4 doesn’t have the harsh initial suspension impact that makes the S5 and other sporty Audis a pain in the backside on Michigan roads badly broken up by winter weather.

The transmission makes the most of the engine, effecting upshifts and downshifts almost as fast as the dual-clutch box in the TT. Throttle response (or perhaps the approximation of the throttle’s response to your foot, since this is an electronic throttle) is smooth, and at 4000 rpm the engine has kick-in-the-pants power delivery. But considering that the 2.0-liter turbo engine comes with more torque (and the BMW and Infiniti competition hit and top 300 horsepower), some more grunt seems appropriate for the 3.2-liter that will undoubtedly carry a premium price.

How much of a premium? According to Audi, its ’09 pricing is expected to be similar to that of the previous model. We think that means it will creep up slightly. The base price of our 3.2 Quattro test car should be about $39,000, which is roughly the same as a BMW 335i’s and more than the base price of a Mercedes-Benz C350. Audis were once the value choice among the big three Germans, but this is no longer the case.

So what, then, does the A4 have over its rivals? On the road, it falls between the stereotypical liveliness associated with a BMW and the stereotypical solidness associated with a Mercedes-Benz. Occupying the middle ground is no way to make a name for yourself, even though the A4 is a highly capable and composed sports sedan. Could it be the styling that sets the A4 apart? That’s very likely, and although it remains attractive, the A4 doesn’t break any new ground. Perhaps then, the A4’s seeming lack of notability is a perfect illustration of understated distinction.

Counterpoint

CSABA CSERE

I’ve always thought of the A4 as a sports sedan, but given the rising price of fuel, this A4’s increased size, and its full load of comfort and convenience features, why do most luxury sedans need to be bigger than this? Especially when most of them spend the majority of their lives with just a driver aboard. With this new A4’s interior space, elegant design and finish, excellent performance, and quiet and refined road manners, downsizing has never been easier.

MARK GILLIES

The latest A4 is a nice piece, but I found myself underwhelmed by it—as happens with every Audi I drive, even the R8. For anyone who wants a German entry-luxury sedan that looks classy, has a superb interior, and goes down the road in a pleasing manner, the A4 is a good choice. But no matter how hard Audi tries to disguise it, the A4 is a nose-heavy car and drives that way. When it comes to driver involvement, give me a Cadillac CTS over the A4.


2009 Audi A4 3.2 Quattro - Road Test/VW/Audi Central/High Performance/Hot Lists/Reviews/Car and Driver - Car And Driver


M

A case of history repeating?

There's something about this new A4 that makes me not want to like it at all. The design is too understated and the interior is a mess imo. BMW and Merc has much cleaner, flowing interior. But deep down I know that when I see these finally hit the streets on US soil, my mouth is gonna drop.

A Cadillac CTS? i know it's a good but i'd never take over any of the Germans

A4 3.2 costing as much as 335i and more than C350 I think that is just too expensive for such a car.

I would take the 335i anyday !!!!!!

^ Same here,Audi has some serious problems when it comes to pricing their cars,look at how ridiculously expensive the RS6 and RS4 compared to AMG and M cars? they really need to wake up

Does it stop people buying them tho?? No Lately I have seen quite a lot of B8's including a 3.2

Now that is one sexy car...

Have seen about two of these on the road (maybe the economy is that bad that no one is getting expensive new cars). Was in a traffic jam the other day and saw a dark coloured new A4, and it is so normal that I didn't even notice it until I really look, there is just nothing special and nothing eye catching. A5 has way more presence and honestly I feel that the outgoing A4 (facelifted) looks more attractive than this. This looks great, just not eye catching. It's just too simple imo, Mercs are simple too but something makes them stand out.