Audi A4 2008 Review

What we liked
>> Interior fit and finish
>> Fine 1.8 petrol and 2.0 diesel engines
>> Balance of handling and ride on base model

Not so much
>> Not cheap -- read the options list carefully
>> 3.2 petrol feels anaemic after diesel torque
>> MMI location on console

(More model ratings below)

OVERVIEW
To bastardise a well-know phrase, if the A4 sneezes Audi catches a cold. Simply, the A4 is the model that powers the Ingolstadt carmaker.

Worldwide, A4 models account for around 41 per cent of Audi's production. In 2009, as the German luxury carmaker is projected to grow beyond the 10,000 unit mark locally, the A4 is expected to account for almost half of its sales.

To say the launch of the latest B8 series A4 is crucial, is therefore probably understating its importance. Audi's fortunes in Australia will live and die on the acceptance of the new sedan. It is the car that will power the carmaker's growth and justify the huge investment Audi head office, and its local dealers, have committed to spend Down Under over the next few years.

All of this matters little to consumers, however. You will make your decisions on how the Audi competes with the frontrunners in the medium prestige car ranks, BMW's 3 Series, Lexus' IS250 and the resurgent Mercedes-Benz C-Class.

This is a hotly contested segment, not just for the volume it produces but also as it is a stepping stone to more expensive, more profitable purchases down the track. Though there's a degree of fraternization, brand loyalty is strong among prestige buyers. Get a newcomer to the party early and you can hold on to them for life.

The new A4 has plenty to attract newbies but, also crucially, its styling and execution is derivative enough to satisfy Audi's loyalists.

It 'mainlines' the new drivetrain architecture that was ushered in by the A5/S5 coupe. Promising better handling and more driver involvement (largely due to better weight distribution and improved steering and front-end geometry), it also cements Audi's move to a predominately front-wheel-drive brand.

By Audi's own admission, going forward as little as 20 per cent of A4s sold Down Under will feature Audi's trademark Quattro drivetrain.

PRICE AND EQUIPMENT
Two petrol and two turbodiesel models will spearhead the new B8 A4 range -- three of the four are front-wheel drive. Later in 2008, a third quattro turbodiesel diesel sedan variant will arrive, along with Avant (wagon) models.

The turbo petrol 1.8 TFSI kicks off the sedan range priced from $50,900 for the six-speed manual. A Multitronic version featuring Audi's latest 'eight-speed' CVT transmission is priced from $53,500. Next up comes the new common-rail 2.0 TDI turbodiesel A4, available in Multitronic only from $54,900.

The standard specification of the three variants is near-identical. They will account for up to 80 per cent of local A4 sales, say Audi insiders.

In addition to a full complement of safety equipment and driver aids, including antilock brakes, stability control and eight airbags, the base model A4s offer reasonable equipment levels -- though those stepping out of near-premium Japanese and local offerings may be surprised by some of the gaps.

Alloy wheels are standard (16-inch, six-spoke) along with foglamps, aluminium exterior trim, aircon and a 10-speaker (but single disc) Concert sound system. Inside Milano leather trim is included, but while the rear seat's a splitfold design, the front seats are fully manual. There's a $2600 Comfort package that includes upgrading the driver's seat to electric and adds lumbar adjustment to both front seats.

Remote central locking, Audi's Intelligent Key, auto lamps and wipers, cruise control and an immobiliser are also standard. You'll pay extra for any form of parking assistance (rear only $850; front and rear $1700) and $1150 to upgrade to a three-zone climate control system. Steering wheel paddle shifters for the Multitronic are an extra $600.

In the base A4s the MMI (multimedia media interface) controller is on the centre stack rather than the console (and works better for it) and 'powers' a large colour screen. The trip computer (DIS -- Driver Information System) is standard but Bluetooth phone prep is $2600. Interior trim inlays are "micrometallic grey" with timber and alloys upgrades available at extra cost.

Metallic paint is a hefty $1600 but the good news is the A4 looks great in standard non-metallic white or red. In total, 15 exterior colours are available for the A4 including 12 metallic and pearlescent finishes.

Stepping up the range, the Multitronic-only 2.7 TDI V6 turbodiesel is priced from $67,900 and adds 17-inch alloys, three-zone air, Bluetooth prep and a better (Symphony) six-disc stereo to the offer. Also standard is electric driver seat adjustment and aluminium holographic interior inlays. The MMI controller moves to the console but you'll pay $4900 for a satnav system. TV and other add-ons are also optional.

The top of the range -- and currently the sole all-wheel-drive A4 -- is the petrol V6 six-speed Tiptronic (automatic) 3.2 FSI quattro priced from $88,500.

This rolls on 18-inch wheels and gets standard park sensors front and rear. Also included are power front driver and passenger seats, keyless entry and xenon headlamps -- complete with R8-style LED daylight running lights.

The 3.2's cabin gets timber inlays standard but offers alloy highlights as a no-cost option. Paddle shifters and a sports steering wheel are also standard, but not sports suspension nor sports seats. Goodies like these can be optioned across the range.

August heralds the arrival of 1.8 TFSI petrol and 2.0 TDI versions of the A4 Avant (wagon) -- both Multitronic front-wheel drivers priced from $57,100 and $58,500 respectively. Meantime, the final A4 variant Audi Australia's willing to confirm at this stage is the V6 turbodiesel 3.0 TDI quattro tiptronic which will arrive in October 2008 priced from $89,500.

It's likely a 2.0 TFSI petrol quattro 'sports' model will be added to the line-up in due course.

Audi is trumpeting the A4's access to features previously found in high-end (read: Benz S-Class, Audi A8) models only. These include blind spot (Audi Side Assist $1250) and lane departure warning systems (Audi Lane Assist $2400 -- includes ASA) plus adaptive cruise control ($2600). These systems are optional on all current A4 models.

Audi Drive Select is also optional at $3200. New to the A4, this system 'tunes' the engine management (throttle map), transmission (shift points and kickdown, etc) and damper characteristics to suit the driver's wants. The driver can select from Comfort, Automatic or Sport modes and in some versions individualise the settings via the MMI menu.

The top version of Drive Select also features Audi's new Dynamic Steering. Debuting in the new A4, it is offered on the 3.2 FSI quattro only, priced at $5500.

While the V8-engined RS4 soldiers on in B7 guise there will be some sports options open to B8 A4 buyers via Audi's S Line range of accessories. The S Line package offered for the B8 A4 at $3600 includes body kit, lowered sports suspension, sports leather seats, S Line sports steering wheel, matt brushed aluminium inlays and black headlining, 18-inch alloy wheels and the two exclusive paint finishes (Misano Red and Avus Silver).

MECHANICAL
As handsome as the B8 is, the real story of the new A4 is under the skin. The relative volumes of front-wheel versus all-wheel-drive A4s define the need for the new architecture that underpins the new car. Via the change, Audi is seeking to replicate the handling characteristics of its rear-wheel-drive competitors in a predominately front-wheel-drive range.

Seen first on the A5/S5 coupes, the changes stem from a realignment of the powertrain. Simply, the front differential (and driveshafts, etc) has been moved forward, swapping its position with the clutch (or torque converter in the case of auto versions). This has enabled the front axle to be moved 154mm further forward, and in turn has allowed Audi to increase the wheelbase, harmonise weight distribution (Audi claims close to equal maximum loaded axle weight limits front/rear, but does not quote static weight distribution), tweak damper and spring rates and reduce front overhang.

With an all-new front suspension, re-engineered rear multilink set-up and, more importantly, a relocated wheel-level steering rack, Audi insiders suggest the A4 front-drivers deliver steering precision and handling to match the best of the opposition.

The structure on which this all hangs is also new. Though around 5 per cent more rigid and significantly larger than the B7 (see PACKAGING below), the new A4's body-in-white (chassis) is 10 per cent lighter thanks to the use of high-tech high-strength steels, modern blanking techniques and wider use of aluminum and other alloys. Audi says the A4 1.8 TFSI tips the scales at 1410kg (the 2.0 TDI is 50kg heavier); 32 per cent of which is aluminium and magnesium.

The B8 A4's entry-level engines are both new and feature direct-injection and turbocharging.

The 1.8-litre 16-valve DOHC TFSI petrol powerplant hails from the Volkswagen Audi Group's (VAG) TSI range of engines and shares little with the previous 1.8-litre offering save for bore spacings. It features twin counter-rotating balancer shafts and high-pressure (150 bar) direct fuel-injection. Intercooled, it features a high compression ratio (for a turbocharged engine), a watercooled turbocharger and an 'active' tuned-length inlet manifold.

Audi claims that the 1.8 delivers as much power "as a naturally-aspirated V6 of a few years ago" but uses less fuel while doing so. Maximum power is 118kW and peak torque of 250Nm is on tap from 1500-4500rpm. Audi recommends 95 RON premium unleaded.

As noted in PRICE AND PACKAGING this engine is matched to a choice of six-speed manual and Multitronic CVT transmissions -- the latter revised with eight 'fixed' gear ratios available when used in manual mode. The overall spread of gearing has been widened resulting in better standing start acceleration at one end and lower engine revs when cruising in high gears at the other.

Audi says the manual 1.8 TFSI is good for 225km/h and accelerates from 0-100km/h in 8.6sec. Claimed combined fuel economy is 7.1L/100km for the manual and 7.4 for the CVT.

The 2.0 TDI engine is VAG's latest generation diesel. The 16-valve DOHC unit now features common-rail piezo direct fuel-injection and a variable geometry turbocharger. It is intercooled and complies with future EU 5 emission regs.

Developing 105 kW and 320Nm from 1750-2500rpm, Audi claims combined consumption of just 5.8L/100km for the quiet, yet revvy oiler. Acceleration from rest to 100km/h takes 9.4sec with top speed an academic 215km/h.

The 90-degree V6 2.7 TDI promises a frugal 6.6L/100km despite its 140kW and 400NM claimed outputs. Sharing the same bore (but with a shorter stroke) as the 500Nm 3.0-litre TDI unit arriving later in the year, the common-rail direct-injected single turbo engine is up in power and torque on its 132kW/380Nm predecessor.

The front-wheel-drive Multitronic-only A4 2.7 TDI reaches 100km/h in 7.7sec and has a top speed of 226 km/h.

The range-topping A4 is the 195kW/330Nm petrol-engined naturally-aspirated 3.2 FSI quattro. The 3.2's 90-degree V6 features variable valve lift, direct fuel-injection and comprehensive internal changes to reduce frictional and other losses, as well as improve refinement.

Compared with the outgoing model, power is up 7kW and torque remains the same -- though it is now delivered from 3000-5000rpm (was at 3250rpm). Audi claims that both consumption and acceleration times have been trimmed. The standing start 0-100km/h dash takes 6.4sec and the V6 returns 9.3L/100km in combined testing.

The 3.2 FSI is matched to a conventional six-speed automatic transmission. It is also the sole current A4 to feature the brand's trademark (well, once!) quattro all-wheel-drive system.

In the B8 iteration the quattro's static torque spilt has been biased towards the rear (40:60) to better ape rear-wheel drive dynamics. When required, however, the centre differential can apportion up to 65 per cent of torque to the front wheels or up to 85 per cent rearwards. In addition, the system incorporates electronic differential locks (EDL).

The A4 debuts Audi Dynamic Steering -- an electronically-controlled variable ratio steering system. Available on the 3.2 FSI only at this stage, the system employs an electrically-actuated gear drive to alter the steering ratio by up to 100 per cent depending on the car's speed and the driver's chosen Audi Drive Select mode.

Like BMW, Lexus and other systems, the changes in the ratio are stepless. At low speeds the ratio is direct (only two turns lock-to-lock) and at higher speed the ratio is backed off.

The system interfaces with the car's stability control system and can apply corrective lock in the case of a loss of control -- in both oversteer and understeer situations. It can also help stabilise the car when braking on uneven grip surfaces.

In the evolution to the B8 series, the A4 has carried over little -- even the braking system is predominately new. The four-wheel disc systems have been upgraded across the range with the 1.8 TFSI and 2.0 TDI models featuring larger 314/300mm rotors and the V6 models now using 320mm front discs. The V6 models also get new floating front calipers.

PACKAGING
The A4 has grown in its B8 generation. Now 4703mm long and 1826mm wide, it's longer by 117mm, 55mm wider and rides on a wheelbase (2808mm) that has stretched a whopping 167mm. For good measure front and rear track have increased 45 and 36mm respectively.

Inside there's demonstrably more room. According to Audi's own measurements the interior is larger than the B7 in every dimension: 20mm longer at 1758mm; 10mm wider at 1410mm, and with a rear-seat shoulder-height width increase of 23mm. Rear legroom has grown to 908mm -- a "useful" increase of 29mm says Audi.

The rear seat is shaped to suit two but not to the point of making a third passenger unwelcome. Front seats are typically firm, though well-shaped, Audi buckets. We tried the more sculptured sports seats and would choose them given the extra cash to spend.

Egress front and rear is improved by longer, wider opening doors, says Audi

The sedan's boot space is generous at around 480 litres. A low load height and good sized opening add to the amenity -- as does the split-fold rear seat. A skiport is optional at $450 across the range. The upcoming Avant promises to deliver room the current A6 would only just better.

The A6 parallels are strong across the B8 A4. The new cockpit has a lot of A6 about it with an extended upper instrument binnacle. The nominally smaller car has adopted A6-style treatment to the centre console and MMI controller -- at least in its higher grade models. In one sense this is a shame. The base model A4s feature a dash-mounted MMI controller that is easier to use and requires less 'eye time' away from the road.

The steering wheel is adjustable for reach and height and though it was a shock to the system to use manual (manual!) seats, it's easy to get a comfortable driving position. Again the optional sports wheel is nicer to use, but we're not sure we'd stump up the $300.

There's good storage via door pockets, etc. An optional storage package ($300) includes an extra cupholder in the rear armrest, two compartments under the front seats and nets on the front-seat backs. At $50K-plus for the base A4, it should be standard.

Audi's interiors remain a touch somber and severe, but overall, nobody does cabins to match Ingolstadt. The controls are tactile and precise; the materials are top notch and the execution near-faultless.

SAFETY
Audi claims the A4 offers new levels of safety in its market segment -- not just via its improved structure and passive safety equipment, but via the availability of a number of driver aids previously only offered in larger luxury cars.

In addition to radar-controlled Adaptive Cruise Control, Audi offers Audi Side Assist (blind spot mitigation) and Audi Lane Assist lane departure warning systems. They are optional and not cheap, however.

There's also an advance parking system that includes reversing camera. The downside is this requires the buyer to also option the expensive satnav system.

The A4 features the latest generation Bosch 8.1 ESP stability control system and antilock braking infrastructure as standard equipment. The system now offers an intermediate setting in which the traction control function is de-activated.

The stability system also incorporates a trailer stabilisation function... Not that we see many A4's being purchased for towing.

The A4 carries eight airbags as standard equipment: adaptive front driver and passenger bags; side bags for front and rear passengers and side curtain bags. Adaptive seatbelt force limiters and anti-whiplash and submarining infrastructure are fitted.

Audi claims the new A4 is "one of the very first cars to comply with all the new Japanese and European regulations concerning collisions with pedestrians."  The new A4 has yet to be tested by Euro NCAP, however, and is yet to receive crash or pedestrian safety ratings.
 

COMPETITORS
You have to ask? We could spend time here writing chapter and verse about upper-end Mazda 6s, Subaru Libertys, and near-premiums like Saab's 9-3 and the Volvo S40/V50 range among others. And we'd be right, because in the longer term Audi needs to attract buyers out of cars like this into the new A4.

More immediately, however, there's three other car ranges that are sworn enemies of the A4 -- and you already know them...  BMW's 3 Series, the Mercedes-Benz C-Class and the Lexus IS250 are the A4's targets, pure and simple.

In the past Audi has enjoyed some price advantage over the equivalent BMW and Benz models but the latest battle between the big two, precipitated by the very competitive pricing and equipment levels of the W204 C-Class, suggests this may no longer be the case.

Simply, the A4 even with a modest complement of options is not a cheap car. The launch fleet included a number of sensibly optioned 1.8 TFSIs that wore pricetags closer to $70,000 than the 50-something list price advertised. Likewise it doesn't take much fruit to push the 3.2 FSI into the six-figure range.

When BMW offers a well-equipped 240kW 335i twin-turbo sedan (with satnav et al) at just over $100K and (at the other end) the C200 K Benz is just over $60K in Avantgarde trim, it's clear there's going to be some pretty serious sparring going on in dealerships around the country soon.

We've experienced the TFSI engine in other VAG product and came away very impressed. The engine's power delivery and real world appeal is, if anything, enhanced in the new A4.

Coupled to either the slick new six-speed manual or Multitronic CVT, this is a torquey, smooth and yet peppy powerplant. One that's equally happy lugging away from near standstill in a high gear in CBD traffic or revving hard, holding a gear between corners on the bumpy challenging launch route to Akuna Bay in Sydney's Ku-ring-gai Chase National Park.

The smallest petrol engine in the A4 range truly punches above its weight. It's quiet, refined and despite its modest capacity, energetic enough to satisfy most A4 buyers.

Meantime the new generation diesel is quieter than the last VAG 2.0-litre oiler and more responsive. It's perhaps not quite as good as BMW's latest 2.0-litre diesel but its ready torque gives the A4 great flexibility and cross-country appeal. While the Multitronic is well matched to the solid midrange of the turbodiesel we'd love to see a manual box offered with this engine too.

In both four-cylinder TFSI and TDI models the B8 A4 is better balanced with none of the nose-heavy characteristics of previous A4 front-drivers. There's significantly sharper turn-in to be had and the car will tighten its line in a corner if called upon -- something that would turn the B7 inside out at a reasonable clip.

There's little of the kickback and front-end rattle and hum of the last car, but while the new steering is precise, it's also devoid of feel. If you're looking for the communicative tiller of the best rear-drivers you're not going to be satisfied. Apart from that, however, nine out of ten drivers will find it hard to distinguish whether the car's being pulled or pushed, so it's mission accomplished for Ingolstadt.

You will be pleased with the great ride and handling balance of the four-cylinder cars also -- at least on the optional 17-inch rubber on which we drove. It'll take a back-to-back drive to be sure, but we'd suggest the ride is suppler than the B7 and better than both the Benz and BMW.

Were it we were as enamoured with the 2.7 TDI and 3.2 FSI quattro models we drove.

After the four-cylinder turbodiesel, the significantly more expensive 2.7 seemed to offer little real advantage. Though Audi's techs say suspension settings should be the same, we found the 2.7 to be floaty and imprecise. The car we drove was optioned up close to $90K and still didn't include Audi's Drive Select system. At least then we could have played with the suspension settings.

After the diesels, the 3.2-litre petrol felt a touch flat. The V6 is a wonderfully refined engine and is no doubt faster against the clock, but it didn't have the elastic feel of even the 2.0-litre TDI. Frankly, for the extra money we'd like a bit more fire and brimstone.

The $106K 3.2 quattro we drove featured the full-house Audi Drive Select complete with dynamic steering. Cycling between the modes and then using the MMI system to personalise the settings demonstrated the noticeable changes in the throttle, gearbox and steering characteristics. The short period in the 3.2 didn't allow us to really appraise the revised torque split of the quattro system.

We liked the driving position of the A4 and the clear sightlines the car's slim pillars deliver. Not so pleasing are the long glances away from the road required to operate the console-mounted MMI controller. This doesn't seem to be as much an issue on Audi's larger cars, but on the A4 this tester found it distracting in the extreme. Here it's a case of the base car working better again -- the MMI's position on the dash works better for our money.

There's plenty of room in the new A4 and a quick stint in the back seat confirms that it'll deliver all-day comfort for four adults. Three kids will have no problems across the back and the space is maximised with better footroom under the front seats. Tri-zone air is a plus when optioned.

Styling is personal, but in our opinion, the B8 is a return to form for the A4.

Though you could argue Audi should have been more adventurous, we like the more svelte proportions of the new car and love the R8-style running lights that 'announce' the new look. This feature alone will give the car an identity all of its own on the road.

It will need to... With its key competitors fighting tooth and nail to retain marketshare and Lexus looming ever more successful in the medium luxury segment, there will be no free kicks for the A4.

2.7 TDI
Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 3.5/5.0
Behind the wheel: 3.0/5.0
X-factor: 3.0/5.0

3.2 FSI
Overall rating: 2.5/5.0
Engine/Drivetrain/Chassis: 2.5/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 3.5/5.0
Behind the wheel: 3.0/5.0
X-factor: 3.0/5.0

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