Audi RS4 2005 Review

What we liked
>> Extremely powerful, free-revving V8     performance
>> Massive traction, sharp handling and     steering
>> Excellent sports seats and cool     interior

Not so much
>> Looks interesting rather than exciting
>> Ride quality might be an issue
>> All wheel drive limits fun-factor on track

Audi has had a couple of cracks at conquering the compact performance high-ground dominated by the BMW M3. The first was in 1994 with the Porsche-developed, five-cylinder turbocharged RS2 which, built in left-hand-drive only, never made it to Australia. Then came the V6 turbo RS4 in 2000 that like its predecessor was a station wagon, and we saw it in small numbers.

Now the gloves are off with the imminent arrival of the new RS4, based on the latest, heavily facelifted A4 compact sedan. Forget about turbo-power, this one uses a 4.2-litre V8 similar to that in the existing S4, but cranked up a notch for even better performance. Utilising FSI direct-injection technology, internal hardware and software aimed at giving high revs and extra power, the new RS4 develops a killer punch of 309kW and claimed performance in the region of 0-100km/h in 4.8 seconds.

On top of that, there has been a concerted effort to lower weight, and the quattro all-wheel drive system has been revised for a more-rear biased handling balance. The exterior look is more exciting (check those bulging guards, for instance), the interior has also had the wand waved over it and the overall impression is of an integrated performance package, not just a souped-up A4.

With a new M3 that's also said to be V8-powered not arriving until 2007, this is Audi's big chance to prove it can deliver big thrills in a small package and win new admirers. The RS4 arrives in Australia early in 2006, but for an early taste of what to expect CarPoint has driven it on Goodyear's private test track at Miraval in the south of France. And come away hugely impressed...

FEATURES
The RS4 looks a lot like an A4, but in fact the only shared panels are the front doors and the roof. The front guards have been bulged to fit a wider track and big 19-inch alloys and the same has happened at the rear, with the back doors also changing shape to fit the new wheelarch extensions.

The bootlid has an integral lip built into it for aerodynamics, and the bumper has been extended to include cut-outs for two big tailpipes on either side. At the front there's a deep air dam incorporating the lower half of the now trademark Audi full-frame grille and a couple of extra cooling slots for dramatic effect as much as cooling. Spidery alloys do little to conceal huge cross-drilled brake rotors with bright red callipers, and we wouldn't have it any other way.

How does it all work? Pretty well, given the basic A4 shape is, of course, a four-door without the prettiness possible in a coupe. Most of the nose seems to be composed of plastic mesh so there's no mistaken this for a normal A4, or even an S4. The advice would be if you see something akin to a chain-link fence with an Audi badge looming in the rear view mirror, get out of the way.

COMFORT
With a price likely to be around the $140,000 mark or even more, this is as much a luxury car as a sporting one. So expect the Full Monty of standard equipment including heated leather seats, cruise control, a monster stereo, xenon headlamps and probably sat-nav too. But there's doubting the RS4's interior has been decorated with sporting intent, and there's plenty of that. The seats have deeply dished shoulder bolsters, more padding on the sides and on either side of the base. Strangely, they don't have power adjustment, although once ensconced, neither the driver nor front passenger are moving far. There's a stop-start button for the engine on the centre console, though it seems something of an affectation given there's also an ignition key. The steering wheel is made from dimpled leather and alloy and has a squared off bottom to clear the driver's legs. It also has an S-for-sport button that activates supporting cushions in the driver's seat, and re-maps the engine control for extra throttle response. Aluminium pedals, lashings of real carbon fibre trim and Audi's usual attention to interior detail and quality complete the package. Passengers? There's room for a couple in the back (but seatbelts for three), reasonably easy access given the four-door layout, and the boot is quite roomy as well, thanks in part to the lack of a spare tyre.

SAFETY
Passive safety features are high even by the A4's standards with dual-stage frontal airbags and the full measure of head and torso protection thanks to a curtain airbag system. Interestingly, the construction of the RS4's seats and their seatbelts mean it can pass side-crash standards even without the airbags deploying.

Active safety is just as well catered for with the promise of ample grip even on slippery roads thanks to all-wheel-drive, and the added safety margin of traction and stability control, plus ABS of course. Speaking of brakes, the RS4 has mighty stoppers with 364mm front discs and eight-piston callipers.

MECHANICAL
Audi's quattro GmbH - the company's performance offshoot responsible for design, engineering and building cars such as this and the RS6 - toyed with the idea of turbos, but decided against the torquey characteristics on offer. Take a look at how the V8 is crammed into the RS4's engine bay and it's easy to see why, because there's not much space for extra hardware. The engine looks magnificent without the usual black plastic covers, but plenty of red and black metallic crackle finish, and even a carbon fibre plenum.

How it works, and what it delivers is even more impressive. The 4.2-litre, quad-cam V8 may be a development of the S4's, although in truth not much of the original is left. Audi calls its performance advantage the "high rev principle", and has used direct injection FSI technology, together with continual phasing of inlet and exhaust valve timing and some pretty strong bottom-end components to combine V8 mid-range pull with an extraordinary willingness to rev.

Maximum power of 309kW comes at 7800 rpm, just 200rpm shy of the advised red-line, and not far from the engine limiter at 8250rpm. In power terms, that means the RS4 cracks the benchmark of 100bhp/litre for naturally aspirated cars and not many others can boast that. Maximum torque of 430Nm comes at a suspiciously high 5500rpm, although a more realistic figure might be that 400Nm of that is on tap from 2500 right through to 7000rpm.

Because of the high revs on offer a conventional automatic was not an option. . "An automatic might go to 7000rpm then blows to pieces and this can seriously affect your gearshift quality," explains development manager Stephan Reil. The Audi/VW group's excellent DSG twin-clutch sequential manual is only on offer for transverse engine at the moment, so that left a six-speed manual (with clutch pedal) as the only choice.

There's a development of the quattro all-wheel-drive system called Torsen Z that delivers 40/60 drive front-to-rear, or anything up to 85 per cent torque delivery to the back axle depending on available levels of grip.

Aluminium guards and bonnet are there to take weight off the front wheels which have a V8 with every bit jutting forward of the axle line, and to that end the battery has been moved back to the boot. While the RS4 is no lightweight at 1650kg but neither is it as heavy as most similarly powered sedans. With 5.3 kilograms for every kilowatt to motivate, it compares favourably with the M3 and Mercedes-Benz C55 AMG that both have a power/weight ratio of 6.1kg/kW.

COMPETITORS
Two major rivals for the RS4 spring to mind. The first is obviously the BMW M3, available in Australia as a coupe or convertible priced at $137,900 and $153,700 respectively. You probably don't need reminding this is a highly respected performer, and immense fun to drive. Its 3.2-litre in-line six and 252kW output might seem paltry by the RS4's standards, but there's no doubting the M3's on-road abilities.

Need more grunt? The C55 AMG has plenty courtesy of a 5.4-litre V8 blurting out 270kW, and no less than 510Nm of torque. It's a four-door as well, and costs $159,000 but comes only with a conventional five-speed auto. Still, the C55 is weapons grade material, a particularly potent touring car and a potent compact performer.

Audi is not giving clues on the RS4's price when it arrives in Australia early in 2006, but given the company's recent emphasis on relative value for money, it seem reasonable the V8-powered, all-wheel-drive RS4 won't be too far off the M3. Our best guess is $140,000 or so, which is about $15,000 over the S4.

ON THE ROAD
Speaking of which, Audi had an S4 on-hand for back-to-back comparison with its evil twin. Previously considered a supremely competent tourer and a strong straight-line performer, it suddenly felt a little flabby against the RS4.

Why's that? A number of reasons. First, there's the RS4's V8, which just has to be one of the most entertaining and even awe-inspiring engines on the planet. The breadth and elasticity of its power deliver is immense with real urge from as low as 2000rpm and an explosive, seemingly unending stream of power into a very accessible top-end. It also sounds fabulous with a distinctly V8 beat that transfers to a yodel higher in the rev range, yet despite this at constant throttle there's no boom from the twin system exiting below either side of the rear bumper.

The gearshift is fast and positive enough so that only the tech-heads will miss a clutchless manual, and the terminally lazy a conventional auto. The brakes have plenty of stopping power, and certainly didn't want to fade after repeated three-lap bursts around what was essentially a race track.

In fact, it's in extreme driving conditions similar to this that performance Audis usually fall over themselves, with nose heavy balance and drive shared between front and rear axles adding up to understeer and not a lot of entertainment.

The RS4 is different. The steering is sharper than the S4, for instance, giving eager turn-in and understeer is well-enough contained to give plenty of mid-corner speed. Traction when exiting is immense; you feel both ends sharing the torque and it's a matter of hanging on and getting set to grab another gear. No chance of any lurid tail slides, however, so if a driver wants that, better look towards a rear-drive rival and probably spend some time going more sideways but less quickly.

The big test for the RS4 will be on the road, and especially far less than perfect Australian ones. It is quite stiffly suspended, although the dynamic ride control (DRC) increases that perception with a kind of active control of body roll. The ride is unlikely to be limousine smooth, but Audi's engineers (understandably) say it is remarkably compliant.

The big news, however, is that the RS4 is full-on for excitement and Audi can really use some of that to further enhance its reputation for quality and luxury. Visually, the RS4 pulls no punches and in a straight line it's hard to see anything catching it. It's also lively, dynamic and entertaining; qualities found up until now in something like the M3. Suddenly, BMW has a rival to worry about.