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We'd test driven the 3.2-litre quattro a few months back. We'd also made a mental note on the impeccable interior of that particular A4. Then, we had proceeded to review a barrage of other cars in between. Such was the level of fit and finish in the Audi, it still managed to surprise and delight.
We loved how everything felt - expensive to the touch and a pleasure to use. We weren't very used to this particular car's single-knobbed interface. Even without parking cameras, navigation and everything, it works very much like BMW's i-Drive. You'll have to fumble around for a bit though. With air-conditioner settings a priority, we were rather amused to find a multitude of ways to adjust any single parameter.
For example, temperature or blower strength could be set either by turning, pushing or toggling the interface via a few buttons. We won't waste your time by exploding into utter detail. In short, we would liken it to Microsoft Windows - deleting a file can be done by pressing the "delete" key, or by right clicking on it.
There's precious little in the A4 that stands out from the A6 or A8. The only probable difference would be those silver rings encircling the speedometer and tachometer. Stitching patterns on those Milano leathers were simply to die for, and were deliberately done so with comfort in mind.
One other distinguishing factor would be the rear legroom. It isn't as long as the A6 no doubt, but with over 2800 mm in wheelbase length, it feels only a little more cramped when compared to the longer, bulkier Volkswagen Passat. If you really need figures, the interior is 2 centimetres longer, freeing up 3.6 centimetres more for those knees.
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We were surprised to find a battery in the boot - while we weren't able to tell if there was indeed a smaller, starter battery in the engine bay, it definitely reflects Audi's effort to better balance the weight distribution of the A4. The 480-litres of boot space can be fairly deceptive - 20-litres more than the old one. Thanks to a low loading height of 67.3 centimetres, (that's around 3-5 cm lower than the average European touring sedan) it doesn't seem nearly as deep and cavernous as that of the Volkswagen Jetta at first glance. But start loading golf bags luggage and whatnot, and you'll quickly realize that it comes awfully close.
Driving Impressions
And so, we got around to cranking the engine. The 1.8-litre TFSI has always been the German automaker group's strongpoint, and is the same variant used in the 1.8-litre Passat TSI and the Audi A3 Sportback, so no surprises in there for us. We've actually never driven a continuously variable transmission setup from Audi prior to this, and naturally, we were feeling a little skeptical because of the bland, unenthusiastic shift nature associated with this type of gearbox. Blame the venerable dual-clutch gearbox for spoiling our impressions of "less-sporty" transmissions, but that's how we felt.
We were far from spot on. 250 Nm in full force from just 1,500 rpm set an electric pace, one not too far behind when compared with Audi's 2-litre TFSI coupled with the group's Q-tronic (read: DSG for Audi). It doesn't exhibit that frantic character similar to Volkswagen's Golf GTI. Instead, it feels much more linear. There isn't turbo lag, and you don't get as much "push" below 3,000 rpm.
However, hold the engine at 4,500-5,000 rpm and you'll be rewarded with a relentless surge of acceleration as the CVT does a magnificent job of holding the engine in its peak power and torque band.
Yes it's extremely tractable, and we love it for what it was engineered to be. The only gripe I have with the transmission is that it can be rather jerky when you're stuck in traffic between speeds of 10-35 km/h. The transmission disengages from the driveline, and only re-engages when you put pressure on the throttle.
In this case, you'll have to make sure you prod it a little. Then, wait briefly (around half a second) for the driveline to re-sync with the engine - something that doesn't take much of getting used to. Floor it immediately, and the CVT gets caught off guard. By the time engine and gearbox mate once more, the turbocharged powerhouse would have revved to nearly 3,500 rpm - where you'll get 250 Nm. No surprise - you might be violently shocked with the huge jerk fowards. Do avoid doing so, because it could probably cause pre-mature wear and tear if done deliberately, and repeatedly.
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That's about as much bad that we could find, really. We didn't clock a proper mileage run as we were literally "monstering" the car round less populated areas of Singapore, keeping the engine between 3,500 to 5,500 rpm most of the time. We stopwatched the Audi's 0-100 km/h time to be in excess of 8.3 seconds on all three sprint runs on half a tank of petrol in cool, midnight air.
Even with all that, the 1410+ kilogramme 1.8 returned a rather respectable 8.1 litres per 100 km traveled. 80 km/h on a flat stretch of road indicated about 2,000 rpm on the tachometer, and an average of 15-16 kilometres to the litre clocked within a ten minute span.
We couldn't match Audi's claimed 10 km/l average whilst slouching through evening peak hour traffic jams, mainly because we were doing 0-40 km/h, then back to zero in no time. However it comes close in less congested situations such as Orchard road, or the East Coast Parkway at seven in the evening.
Audi's adaptive steering (an option) and drive select worked ruthlessly to keep up with our equally ruthless driving style. Sure, we aren't Kimi Raikkonen clones, but we know a spirited, enthusiastic and enjoyable drive when we lay our hands on one. Therefore, it's nice to know that Audi's "Drive Select" isn't just for show.
Toggle the "dynamic" button, and you'll positively feel the car tightening both steering and throttle response. Engine revs are held higher, the 8 "stepped" ratios get more aggressive and shifts are satisfyingly "snappy." Downshifts become more frequent in order to keep the engine in its peak power and torque band. We weren't really impressed with the automatic setting though, as it seemed to have kept the car in "comfort" mode more often than not.
The overall handling experience wasn't as tight and responsive as that of a BMW's, but neither did we expect it to be. The important thing is that the A4 no longer feels like the clumsy, dull and nose-heavy being it once was. In terms of driving feel, it manages to come within 70-80 per-cent of a 3-series. We'd even go as far as to include the relatively increased, neutral stance mid-corner into this "comparison."
Just be careful not to treat it too carelessly. After all, the 1.8-litre TFSI still is a torquey, front-driven car. It understeers and wheel-spins in protest whenever you overdo corner exits.
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The talking point
S$139,000. That's all you need to buy the 2008 Audi A4. For that amount of money, you'll get the Audi Drive Select, leather seats, park-assist, 3-zone climate control, cruise control, electric seats, electrically-folding mirrors with auto-dimming, Bluetooth phone preparation, Audi hill-hold assist, light and automatic rain sensors.
$10,000 more gets you the "Ambition" package, of which adds 17-inch, 10-spoke alloys, an S-line styling kit, adaptive headlights, "alcantara" sports seats, and an upgraded 3-spoke, multi-function steering wheel.
Either way, we'd expect the new A4 to hold really strong in terms of used value. It has been a rather popular buy, judging from the constantly packed Audi showroom during the past few weekends.
If you must compare, the BMW 320i retails for $131,800. It's the choice saloon of the lot when it comes to all-out driving pleasure. However, it is no where near as fast as the Audi, and offers customers considerably less impressive interior trim and equipment levels. The Mercedes C180 Kompressor goes for $136,888, and tops the charts in terms of badge-value, comfort and equipment levels. However the engine and driving dynamics simply do not have that "oomph" present in the Audi.
As far as creating the perfect driving machine, Audi hasn't aced it amongst its German compatriots. It isn't the perfect car for everyone, with a typical array of flaws, strengths and selective appeal. But what they've managed to do is create a car that blends the strengths of both a Mercedes and BMW.
And they're done so with complete and utter originality. On top of that, the Audi A4 offers us with so much more "premium" than its price tag suggests. From the plush, lavish interior to an electrifying drive mechanics, never before has such a perfect compromise been so ostensibly, and affordably attractive.
