Audi A4 2005 Review

OVERVIEW
Audi debuts its latest A4 Down Under with the catch cry 'Pushing the limits'. And while this slogan could have been applied to the tactic of inane choreographed 'questions without notice' from Audi staff during the launch presentation, it's more likely the maker is claiming its latest offering pushes the defined boundaries of the Euro-dominated prestige medium car class. Vehicle dynamics are top of Audi's list of improvements, but safety, better performance from a wider range of engines and higher levels of standard equipment are all claimed to be delivered by the new A4.

So far the bronze-medal German brand in Australia, Audi expects big things of the new car - available from launch in sedan and wagon (Avant) versions... It needs big things too: the A4 is the marque's volume seller and without a strong performance from it, the maker will be hard pushed to reach its stated 25 per cent growth target for 2005.

Once again the A4 is charged with taking the fight to BMW and Mercedes-Benz mid-sizers. Alas, one of the key USPs of the A4 has been eroded in the update to 2005 spec.

Perhaps once the best-looking of the 3Series-CClass-A4 triumvirate, the new car has lost more than a little of the outgoing models' resolved, unitary looks. While Audi's new defining trapezoidal single frame grill must take the lion's share of the blame, it's our opinion that the new car's side and taillight details is more than a little contrived.

The new car may claim better performance and more bells and whistles, however, like the outgoing 3 Series, the 2004 A4 will be the one the aesthetes choose to hang on to.

Styling grizzles aside, there's much applaud in the new arrival - not the least the arrival of a new generation of direct-injected petrol engines topped (at launch) by muscular 188kW 3.2lt V6, improved steering and sharper handling and a substantially improved version of the maker's Multitronic continuously variable transmissions (CVT).

FEATURES
As many as 20 (look for Tdi, high-performance S4 and ultra high performance RS4 models later in 2005). At the time of writing (March 2005), Australia's buyers will have to make do (?) with just nine sedan and three Avant variants of the new car.

While Audi offers four petrol engines ranging from 96-188kW (2.0, 1.8T, 2.0 TFSI, 3.2 FSI), four transmissions (five and six-speed manuals, six-speed Tiptronic, seven-speed Multitronic CVT) and both front and quattro four-wheel-drive across the two body shapes, not all the combinations will be offered. For instance, no V6 Avants or Multitronic quattros are available and just one manual front-wheel drive, the cooking model 96kW 2.0-litre, will be offered.

Indeed, it's this car (96kW 2.0-litre five-speed manual front-wheel drive A4 2.0) that kicks off the four-door range at $47,200. The $82,700 188kW V6 direct-injected four-wheel drive six-speed auto Tiptronic-equipped A4 3.2 FSI Quattro tops the sedan range.

The Avant wagons start with a CVT-equipped 2.0-litre model at $53,500 with the top ticket delivered at $66,600 in the shape of the six-speed manual turbocharged 147kW A4 Avant 2.0TFSI Quattro.

Two sport-biased option packs are also offered on the new A4 range. Audi says the 'Sport' and 'S Line' packages enhance the sporty styling of the new A4, giving it "an even more dynamic road presence"

Offered on 2.0, 1.8T, 2.0 TFSI models, the Sport package includes: 17-inch five-spoke star-design alloy wheels with 235/45 R17 tyres; aluminium interior trim finish; sports seats plus lumbar support; sports suspension; multifunction sports wheel and paddle shift. It retails for $2500 (2.0, 1.8T models) and $1800 (2.0 TFSI models).

A minor sales success on the outgoing A4, the $3600 S Line package is only offered on 2.0 TFSI quattro and 3.2 FSI models and includes: 17-inch five 'parallel-spoke' alloy wheels with 235/45 R17 tyres; aluminium interior trim finish; sports seats plus lumbar support; and exterior enhancement kit (front and rear bumpers, S Line emblem on grille and side rubbing strip, S Line grid-pattern radiator grille and rear spoiler).

The new A4 offers a choice of 15 body colours - all but three metallic and offered at extra cost ($1500). The colours include four new hues: Liquid Blue, Quartz Grey, Garnet Red and Dakar Beige. An exterior chrome package is available as an option (standard for 3.2 FSI) and features high gloss drip mouldings and window capping strips.

The Cabrio and S4 V8 continue unchanged with the latter set to be topped by an FSI-equipped RS4 charger in early 2005. Set for arrival later this year are 103kW 2.0TDI diesel sedan and Avants. No pricing or detail specifications have been announced.

COMFORT
Generally acknowledged as producing some of motoring's finest interiors, Audi has not dropped the ball with the new A4.
Largely unchanged from the outgoing model, the 2005 A4 gets a subtle upgrade with A6-sourced Volterra leather trim now standard right across the range along with multifunction steering wheels (with tilt and reach adjustment) and 'aluminium facette' inlays for the centre console.

Walnut and Birch timber inlays are available as options and lend an extra dollop of class to what is undoubtedly an up-market interior. Of special note is the quality of the plastics used by Audi - something Benz could take a look at for its C Class.

Though a little 'flat' in appearance, Audi's standard seats offer reasonable support and comfort - certainly on a par with its BMW and Benz rivals. Electric operation is an expensive option. Better to opt for the optional Alcantara-faced sports seats - lumbar adjustment aside they're still manual but look smart and offer adjustable thigh support as well as fore/aft and height adjustment.

With the new car heavily based on the 2004 A4 internal dimensions are unchanged. Rear legroom is again on a par with the rest of the Euro medium car segment, ie: tight! Split-fold rear seats are optional on the base models and an optional skiport/bag is also offered.

Standard equipment has received a boost in 2005. All '05 models include dual-climate automatic air conditioning with pollen filter, electric windows front and rear, electric wing mirrors and remote central locking and cruise control as standard equipment. 'Chorus' single CD player with 10-speaker sound system is also standard, with the new FSI models upgraded to the 'Symphony' six-CD in-dash set-up. BOSE upgrades are also available across the A4 range.

Also optional (at a breathtaking $8000) is Audi's latest Navigation System Plus. For the price of a decent secondhand hatch you get the same DVD-based navigation system that debuted in Audi's A6 and A8 complete with 6.5-inch colour display and television tuner.

The A4 Avant's load area offers a range of features including cargo net, neat chrome-plated load-securing lugs, a storage compartment behind a cover in the left side panel, 12V power socket and lighting. Flat fold seats maximize the available space and an underfloor area offers additional (wet or dirty) storage.

SAFETY
Audi offers no safety related options - the full compliment of safety equipment including driver and passenger two-stage front airbags, SIDEGUARD side curtain and side seat airbags, active front head restraints as well as a host of active electronic driver aids are standard across the A4 range.
In terms of active safety, the new A4 range features Bosch's the latest electronic stability program, ESP 8.0. This system comprises ABS brakes with electronic brake-force distribution EBD and hydraulic brake assist. Says Audi, traction control (ASR) interacts with the electronic differential lock EDL to provide skid control and combat out of control situations including extreme excessive understeer.

Unlike previous A4s, the '05 models feature a two-stage ESP deactivation button. First stage deactivates the traction control system for starts in deep snow or other low traction surfaces. Stage two deactivates ESP completely, however, the EDL and ABS functions remain operative.

One innovative feature of ESP 8.0 is the brake disc wiping. This new function regularly presses the brake pads against the A4's four-wheel discs to keep them dry and/or free of dust. The process goes unnoticed by the driver.

Audi also trumpets its Quattro four-wheel drive and Servotronic speed-sensitive steering as safety features.

MECHANICAL
While the basic structure of the A4 is largely unchanged (the use of additional high strength and ultra high strength steels sees the manufacturer claims a 10 per cent stronger body shell), substantial upgrades have been undertaken underneath the car.
Both front and rear suspensions have been revised using key componentry from the V8-engined S4 and latest model A6. The four-link front suspension layout benefits from upgraded mounts from the A6 and stiffer track rods from the S4. At the rear much of the A6's aluminium structure (plus shock absorbers, etc) has been transplanted with trailing links and wheel carriers picked up from the high-performance S4.

The changes are aimed at instilling better (ie: more sporty) response across the A4 range and, in the main, delivers. The new rear set-up offers passive rear-wheel steering to combat understeer.

At the pointy end, two engines are carried over unchanged. The base 96kW 2.0-litre four remains willing enough while the low pressure turbo 120kW 1.8T still has its share of fans. An all-new 2.0 TDI diesel should offer serious in-gear performance thanks to its stonking 320Nm of torque when it arrives Down Under late in 2005.

Available now, the 2.0TFSI should be the volume performer of the range. Audi says the TFSI combines turbocharging and petrol direct injection for a class first.

The stated advantages of FSI engines are better fuel economy, cleaner more complete combustion and greater torque. The efficiency of the combustion means that high compression ratios can be used - even in conjunction with turbocharging.

Producing a claimed 147kW from 5100-6000rpm, the engine is not short on grunt. Maximum torque of 280Nm is available from 1800 all the way through to 5000rpm - an ideal partner for Audi's Multitronic CVT it seems. The engine is also offered with Audi's new six-speed Tiptonic autobox.

S and RS model aside, the top of the range A4 engine is the 3.2 FSI. A naturally aspirated V6, the all-new 3.2 (it's based on the S4's V8) will be available in Australia in May 2005, matched with Multitronic (FWD) and Tiptronic (quattro) transmissions.

The 3.2 made its production debut in the A6, and delivers its maximum output of 188kW at 6500 rpm. Peak torque is 330 Nm with more than 90 per cent available between 1900 and 5900 rpm. According to Audi, the 3.2 FSI with multitronic transmission and front-wheel drive covers the 0-100kmh sprint in just 6.8sec.

Audi offers five and six-speed manuals and two automatic gearboxes with the arrival new A4 range. The S4-sourced six-speed tiptronic transmission is available in conjunction with 3.2 FSI power unit and the new 2.0 TFSI when coupled with quattro all-wheel drive. Compared with its five-speed predecessor, the new Tiptronic gearbox shifts faster and is 14kg lighter.

Of interest to many, the Multitronic CVT has been upgraded in terms of torque capacity and gets new shift points programmed for seven gears with a wider spread of gear ratios. A new sport function more accurately emulates the functions of a manual gearbox and much of the 'slipping clutch' feel of the original CVT box has gone.

COMPETITORS
"It's a hard-fought marketplace where sales hinge as much on brand cachet and 'the latest thing' as they do on value and performance." CarPoint's opening words in our review of the 2004 A4 can be read unchanged in 2005. Indeed, this is a market segment that is hotly contested around the globe 24/7.
In the past Aussies have favoured BMW's 3 Series and Mercedes-Benz's C-class over Audi's offerings by a margin. Despite the changes and upgrades the A4 has undergone, there's little reason to believe things are about to change - not least of all because BMW is set to release its new 3 Series.

Since the last generation A4 arrived Volvo has entered the arena with a greatly improved S40/V50 and an all-new Passat will also arrive soon.

Those with slightly more eclectic tastes may include Alfa's 156, Saab 9-3 and Rover 75 on the list to look at.

ON THE ROAD
With the V6 and TDI A4s still to arrive, the late February local launch fleet of the 2005 model was largely limited to 2.0 TFSI variants of the sedan and wagon.
Though time in the cars was relatively short - a loop north east of Sydney on the interesting roads to and from picturesque Wiseman Ferry - the variety of road conditions gave a good indication of the progress Audi has made with the new car and its direct-injection powerplant and transmission combinations.

The car's new look will likely dominate discussion on showroom floors, but it's the suspension changes that do the talking on the road. There's no doubt that even in cooking model (standard) versions, the new car corners flatter and turns in with more enthusiasm. Understeer is better controlled than the previous iteration as is steering kickback on rougher sections.

That said, the front-wheel drive A4 2.0 TFSI is still a step below the best front-drivers out there today in terms of handling and steering precision. Compared to, say, a Honda Accord Euro or Mazda 6 (or indeed, Volvo's base model S40) the Audi is still playing catch-up - especially when the pace is upped or the road quality degrades.

Improvements on the outgoing A4 include better body control. The FWD car also less prone to pushing wide and as a result is more eager to change direction from one corner to the next. Ride is also well controlled, if at times a little choppy - more so on the S Line equipped Quattro we also drove.

The 2.0 TFSI engine is an eager performer in both sedan and Avant variants - especially when matched to the two automatic transmissions on offer. The manual six-speeder shifts with a refined positive gate and provides adequate urge in the lower gears but tall gearing means that fifth and sixth are all but useless under freeway speeds (and in the case of sixth, then some).

We were unable to get indicative fuel consumption figures during the drive, though Audi claims a class-typical 8.3lt/100km (Tiptronic, Manual 9.1, Multitronic 9.7)

The A4's biggest step forward for 90% of drivers, however, is the mating of the 2.0 TFSI engine and the new seven-speed iteration of the Multitronic CVT. In some spirited driving, the manual function of the CVT fooled myself and co-driver into thinking we were in a new seven-up Tiptronic? Yes, it's that much better. And when the going got a little less hectic the CVT/TFSI combination felt equally lively and responsive with little if any of the 'clutch-slip-style' histrionics that we experienced in the first generation of the transmission.

Top stuff - but so it should be at $67,100 (including metallic paint). Consider too that this sort of money will buy one of the best rear drive mid-sizers on the market --BMW's 325i. The Audi will have the edge on standard equipment but in terms of driving pleasure we'd opt for the rear-driver nine time out of ten.

Impressions on standard 2.0lt car and the 3.2 FSI will have to wait until we can grab models so equipped in the coming months. Keep an eye out for them...

At $61,300 plus extras, Audi's front-wheel drive 2.0 TFSI multitronic is slap bang in the middle of executive land. Offering a reasonable level of equipment, it's a step above the 'stripper' Euros that are offered sub-$50K but still affordable for those with healthy car allowances and the ability to salary sacrifice.

The 2.0 TFSI combines two of Audi's latest technological updates: A new direct injection turbocharged four-cylinder petrol engine, and the latest incarnation of the continuously variable auto transmission, this time with seven pre-defined gear ratios.

The multitronic is the best CVT we've sampled yet. In auto mode it still exhibits a slight hesitation on quick getaways, but from then on the shifting is brisk and smooth.

The tranny allows the engine to plant itself slap bang in its torquey midrange and meters out the drive from there. Accleration is smooth and surprisingly rapid, especially while overtaking. Use the wheel-mounted paddles and the CVT approximates a clutchless manual. It's no replacement for the VW Group's pacesetting DSG but it's arguably better than the bevy of tiptronics offered by Audi's competition. For one, multitronic steadfastly holds gears when you're accelerating and delivers more precise downchanges. You can even blip the throttle on downchanges if you feel so inclined (and your timing is spot on!).

That said, the star of the equation is the TFSI powerplant. Seen in a number of Audi/VW group products (including the brilliant Golf GTI) the powerplant combines turbocharging and direct fuel-injection. Normal these 'components' are only combined on diesel powerplants, however, an increasing number of petrol engines are boasting the pairing. The claimed benefits are a wider, fatter torque curve, lower emissions, better fuel economy and more power -- yep, just about everything a modern combustion engineer is looking for!

In the 2.0TFSI, peak power is a useful 147kw but that's just part of the story. Maximum torque is 280Nm and this is available all the way from 1800rpm through to 5000rpm. Paired with the CVT this generates serious overtaking urge and a lazy, lusty feel around town -- not unlike that of the very best turbo-diesels.

In fact, the engine sounds quite diesel-like in the lower revs. Don't take this as a negative: the grumbly, metallic timbre of the engine is never overbearing but rather, attractive to most ears.

Out of town and up in the rev-range, the free-spinning engine takes on a more playful note. Not as obviously sporting in the A4 as say the GTi, but vocal enough to satisfy the petrolheads.

Not quite as thoroughly satisfying is the A4's front-wheel drive chassis. There's no doubt the new car is an improvement on the last generation, however, with more precise turn in and flatter cornering. Steering feedback is also better controlled and despite the torque-rich powerplant torque steer is not an issue.

The chassis is good as FWDers go but still not as fluid as its rear-wheel drive counterparts -- BMW's latest 320i and the revised Mercedes-Benz C-Class cars.

The arrival of the new 3 also tends to date the interior of the A4. The new 3 delivers more legroom than the A4 and arguably a more realistic (for three) rear seat. Up front the dash is less fussy than the A4 which (in this company) looks almost a generation older.

That said, it'd be a hard judge that would find too much to complain about -- Audi's interior finishes are still a benchmark. Our test car's light grey leather interior wasn't this tester's cup of tea (give me black, black, acres of black) but the birch timber inlay ($890) added a classy air while the optional Bose stereo ($1100) piped top notch sounds to each and every corner. Our tester was also fitted with electric front seats (with driver memory) -- at $3850 it's an option we could probably live without.