Audi A4 1.8 Tfsi

The Age

Saturday July 5, 2008

Bruce Newton

Bruce Newton awards this new Audi an A for refinement.

IF YOU are number two in the market, you try harder.

But what if you're number three? In Audi's case, you triple your efforts to overhaul fellow German rivals BMW and Mercedes-Benz.

The proof is in the latest A4 compact sedan. It's Audi's biggest global seller, offering serious competition to BMW's iconic 3-Series and the latest Benz C-Class.

WHAT DO YOU GET?

We're testing the $53,500 A4 1.8 TFSI multitronic (CVT), which is expected to be the biggest seller. Stick with the standard six-speed manual and you can deduct $2600 from that price.

Audi also offers the 2.0 TDI ($54,900) and V6 2.7 TDI ($67,900) turbo-diesels. The flagship - for now - is the 3.2-litre petrol V6 quattro at $88,500. This is the only all-wheel drive (quattro) and S-Tronic (dual-clutch automated manual) available.

An extensive extras list includes some high-end items. The test car came with a lane departure warning system ($2400) and Drive Select ($3200), which adjusts engine, transmission, steering and adaptive damper behaviour through three modes.

HOW SAFE?

The A4 has been awarded the maximum five-star rating for adult occupant crash protection by Euro NCAP, as well as two out of four stars for pedestrian protection.

Standard safety equipment includes eight airbags, traction and stability control, and ABS with EBD and brake assist.

WHAT'S INSIDE?

The A4 has an evolutionary exterior look, but measures up dramatically longer (by 117 millimetres) and wider (by 55 millimetres) than its predecessor. It's also a lot bigger than the 3-Series and the C-Class, so the Audi is also more spacious.

However, rear-seat space is good rather than luxuriant. The front seatback's plastic scallops are necessary for adults to have enough legroom when seated behind a tall driver. Head and footroom are fine, as is seat comfort - front and rear.

A massive, intrusion-free boot offers 480 litres of space, doubling to 962 litres when the rear seat is split-folded.

In-cabin storage varies in quality and quantity. One of the centre console cupholders up front is tiny, but both are spring-loaded. There are no storage pockets on the front seatbacks, but there are pockets with angled bottleholders in each door. There is a sizeable glovebox and a small bin in the centre console with a sliding lid.

Driver comfort is aided by reach and rake adjustment of the well-sized, four-spoke steering wheel, a left footrest and simple instrumentation (although some of the speedo numerals are too small).

A basic version of the MMI controller sits in the centre stack, primarily to run the audio system but it's not that intuitive or efficient.

Overall interior quality is high, except for the thin plastic trim on either side of the instrument panel. It's downmarket, with obvious edges and gaps.

UNDER THE BONNET

New to Audi, this four-cylinder features turbocharging and direct petrol injection, offering an adequate 118 kW and - more usefully - 250 Nm from 1500-4500 rpm.

All that torque ensures strong performance through the mid-range, followed up by a strong kick on past 6000 rpm. But from a standing start, the engine and CVT do not communicate well. A laggardly response to throttle pressure is followed by a lurching launch and scrabbling wheelspin. It's annoying, unexpected and perhaps limited to this car, as a 2.0 TDI multitronic test vehicle was much smoother.

Further up the rev range the relationship is better; the manual shift is only needed in the sportiest of situations. Switching to Dynamic mode, the engine revs out urgently and shifts swiftly.

Audi claims the 1.8 TFSI delivers 7.4 L/100 km on 95 RON fuel and emits 179 g/km CO2. We managed 9.3 L/100 km - a creditable improvement in efficiency from the old A4's 1.8-litre turbo engine.

ON THE ROAD

A new front-wheel-drive platform allows Audi to shift the engine further back in relation to the front axle in search of better weight balance and handling. Now there is little sign of the old car's rattly steering and understeer (front-wheel sliding) in corners.

It's still not the equal of the rear-wheel-drive BMW for intimate driver communication - and the Benz is also very good in this regard - but the A4 has enviable solidity and a terrific ride. It's also a quiet car to ride in, significantly improved from its predecessor.

Swapping between Drive Select modes alters the car's personality. "Comfort" is too soft for sporty driving, "Dynamic" too firm for cruising, while "Automatic" is just about right 90% of the time.

At slow speeds around town, there are some issues: visibility is only average, the 11.4 metre turning circle is not going to be helpful when trying for that tight U-turn; and the Servotronic power steering varies in effort rather unnaturally.

VERDICT

The A4 is now a worthy competitor to the 3-Series and C-Class. All that effort has indeed paid off. It is an obvious and laudable improvement over its predecessor. Quiet refinement and confidence-inspiring solidity are class-leading. The struggle to achieve a smooth take-off is its only obvious flaw.

AUDI 14 1.8 TFSI 4/5

HOW MUCH: From $50,990.

ENGINE: 1.8-litre, turbocharged, petrol four-cylinder; 118 kW/250 Nm.

WHAT IT'S GOT: Eight airbags, traction and stability control, ABS with EBD and

brake assist, climate control, cruise control, trip computer, electro-mechanical park brake, alloy wheels, foglights, remote locking, power windows, leather, single-CD audio.

FOR: Quiet and refined, confident driving manners, great safety credentials,

spacious compared to rivals, economical, big boot.

AGAINST: The CVT and engine are baulky at launch, visibility could be better,

steering lumpy at low speed, evolutionary looks, space-saver spare tyre.

THE COMPETITION

BMW 320i

HOW MUCH: From $51,000.

ENGINE: 2.0-litre, four-cylinder;

115 kW/200 Nm.

SAFETY: Five-star NCAP crash rating. Eight airbags, ABS, traction and stability control.

WHAT IT'S GOT: Climate control, cloth/leather trim, trip computer, cruise control, single-CD audio, parking sensors, DataDot security.

FOR: Sweet powerplant, great automatic transmission, roomy and comfortable cabin.

AGAINST: Average performance, cabin is sparse and has limited storage, no spare tyre, equipment doesn't match price.

OUR SCORE: 4/5

MERCEDES-BENZ C200 KOMPRESSOR CLASSIC

HOW MUCH: From $57,090.

ENGINE: 1.8-litre, four-cylinder, supercharged; 136 kW/260 Nm.

SAFETY: Five-star NCAP crash rating. Eight airbags, ABS, traction and stability control.

WHAT'S IT'S GOT: Dual-zone climate control, leather trim, cruise control,

partially powered front seats, six-CD audio, trip computer, alloy wheels, full-sized spare wheel, foglights.

FOR: Better value than previously, fuel-efficient, low-emission engine, sure-footed dynamics, solid and safe, supple ride, big boot, proper spare tyre.

AGAINST: Sluggish around town, needs a six-speed gearbox, tight back seat space, synthetic upholstery and interior seems fairly basic rather than luxurious, overkill audio control duplication, tyre noise, expensive options.

OUR SCORE: 4/5

LEXUS IS250 PRESTIGE

HOW MUCH: From $56,990 (auto).

ENGINE: 2.5-litre, V6; 153 kW/252 Nm.

SAFETY: Five-star NCAP crash rating. Front, side and curtain airbags, ABS, traction and stability control.

WHAT IT'S GOT: Dual-zone climate control, leather trim, trip computer, cruise control, powered and heated front seats, six-CD audio, alloy wheels.

FOR: Value, good equipment level, quality and refinement, customer service, athletic dynamics, big boot, comfortable.

AGAINST: Tight back seat, automatic geared too tall, space-saver spare, firm ride, restricted rear vision.

OUR SCORE: 4/5

© 2008 The Age

Back to News Index | Back to Home