Audi A4 3.2 Quattro First Drive Review

Audi claims to change all that with the 2008 A4, and while our pictures of the new car do it little justice, it is anything but a hand-me-down from the model it replaces.

Those taut, wrap-around lines of the older model still remain, albeit much tighter in execution. Certain, squared-off sections in the detailing are instrumental to the car's revitalized design. It also looks expensive, especially with those LED daytime running lights inspired by the Audi R8

Locally, the S-Line styling package on our 3.2-litre Quattro test pad adds 18-inch alloys, a sporty 3-spoke steering wheel, different bumpers, and grille, Xenon lights, highly impressive interior trim with rear sunshade, and of course, Audi's multimedia and music interface with a stunningly precise Bang & Olufsen sound system that channels 505-watts of sound through 10 channels and 14 speakers!

That'll set you back by $188,000.

The important stuff

But we digress. The real highlight of the new A4 is, as with most Germans, under the skin. Specifically speaking; MLP, or modular longitudinal platform. Like the A5, the MLP shifts the engine 150mm back by placing the differential in front of the gearbox, allowing the turning axis to be moved closer to the nose, by moving the rack forward and underneath of the engine.

MLP means new measurements too - 4703mm in length and 1826mm in width. That's 53mm wider and a whole 116mm longer, while the old and new model's height figures remain the same. The wheelbase increases by an astounding 168mm. The A6's wheelbase in comparison, is only 38mm longer.

The rigid 2008, all-steel body alone weighs a good 10-percent less, translating to a scant 40-kg penalty for this 3.2-litre, four-wheel driven V6. The entry-level, 1.8-litre TFSI will only chock up 20kg or so, depending on equipment levels.

The Ingolstadt crew also introduces Audi Drive Select, toggling the car's suspension control, response and smoothness between comfort and sport modes, with an automatic select being the computerized compromise. This works with new differentials that do a 40:60 front-to-rear torque split, and we'll tell you what all of that's done for the Audi.

Improved body control

From the minute we set off onto the test track, there was an undeniably different feeling to this new A4. A delightfully taut initial turn-in, responsive throttle, steering and a low-mounted brake pedal meant a night-and-day difference between old and new.
Its performance through a tight 30km/h and 60km/h medium-speed slalom in second and third gear was unquestionable - firmer damping helped suppress any form of squat and dive. Any excessive body roll was kept well, and firmly (pun intended!) in check.

At every gradual high speed turn, the steering wheel loaded up very progressively with good amounts of weight and feedback, although we did feel that it could have done better with more. The steering centre was as accurate as we'd hoped while not being over-sensitive, all of which gave us real confidence to exceed the recommended speed limits of the specified course by at least 15-20km/h.

Such high speeds helped us experience what the car was like when subjected to sudden weight transitions. Easing the throttle slightly in 2nd gear through the said course showed unexpectedly little amounts of understeer.

This was easily banished through those fast right-left-right switches by simply increasing the throttle-off amount/rate in order to cause an increased amount of weight transfer to the front end. We did this without any need for the brakes, and found that the rear wheels stepped out quite nicely. This got the nose of the car pointed in the right direction, that is, at the next set of cones.

In addition, the dynamic steering helped liven things up a little by reducing the number of turns needed. Whilst stationary, it took us just over 2 turns from lock-to-lock.

The Quattro is rated for 265bhp at 6500rpm, and it comes with a standard, six-speed dual-clutch transmission. It doesn't feel very fast, especially because the peak torque of 330nm only arrives at 3000rpm, but it does feel competitive, especially when compared to BMW's 330i.

The V6 is characteristically smooth, and linear up to its 7000rpm redline. We might attribute this to direct injection and a new, more efficient valve-lift system, but do be prepared to work it a little in order to harness this car's hidden energy.

Audi claims a governed top speed of 250km/h and a 0-100km/h sprint time of 6.2-seconds - that's just 0.1 seconds off the 330i's specified time.

Piecing it together

While we're not too sure if the general population of VAG fans are ready to bite the bait, prices are starting from $139,000 for the base 1.8 TFSI variant - the same as the current, equivalent model. It certainly had a good showing, and we were impressed by the new car's handling abilities.

The new underpinnings are a huge step forward in terms of proficiency. Once again, this Ingolstadt manufacturer is suddenly back in contention amongst the premium class of small, executive sedans. After all, it did spend three years, and over a billion-dollars in order to dramatically challenge the platform of this 2008, Audi A4.

Do keep yourselves posted for the full-on road test of this car, very soon.