17 December 2006
Paul Pottinger
A year ago, almost to this very day, we caught ourselves apologising for having presented yet another Audi story. The occasion then was the release of the first diesel version of the A4 mid-size sedan: the capable, but hardly stirring, front-wheel-drive 2.0 TDI.
At the time of driving that A4 a great distance — and being impressed by nothing much other than its ability to use very little fuel while doing so — there were but a handful of diesels available.
Twelve months on, and this hack alone has sampled no fewer than 24 of all shapes and sizes, from the merest Volkswagen Polo to the massive Mercedes-Benz GL.
The latest of which just happens to be the second A4 diesel — one that is to its humbler diesel colleague what a fully fledged McLaren Vale shiraz is to a decent cleanskin red.
Actually, the A4 3.0 TDI quattro is so accomplished and so satisfying, that to compare it only with other diesels would do it a disservice. Its versatility and sheer brio demands to be considered in the broader context of sporting sedans, no matter what type of juice they drink.
If expectation (which was minimal in this case) is weighed against experience (not so much eyebrow-raising as dislocating) this model is not only the Audi of the year, but among the best unsung cars of 2006.
Why not? One knew the RS4 was going to be Wagnerian, that the TT would be easy to like and the Q7 would be whatever it is people who want a 2.3-tonne SUV to be.
First tested in August, the A4 performed with conviction and alacrity even on the icy mountain roads of Tasmania. Permanent all-wheel drive provided grip to rival that of a koala up a gum tree for tenacity as the A4 sliced through wet corners at more than double the recommended speed. Its readily tappable torque level was as mountainous as the scenery.
Our co-driver — a scholarly gentleman from a noted performance-car magazine — asserted that the oiler was the "default S4".
Indeed, we both felt the six-cylinder direct injection turbo diesel we had at our feet was a better thing 90 per cent of the time than Audi's own petrol V8.
Mated to a six-speed tiptronic auto with sports program, the A4 could be driven with minimal inputs in "D", or vigorously via the gear-shifting paddles mounted on the steering wheel, automatic change-ups occurring only when the redline was reached.
This is the ideal means by which to extract the utmost from the 171kW 3.0 litre TDI six, which also graces the bigger A6 sedan. Its take-no-prisoners 450Nm comes on stream from 1400rpm.
Although the quattro system can't offset the A4's nose-heaviness, nor endow it with the peerless rear-wheel-drive dynamics of BMW's 3 Series sixes, the Audi's a sporting sedan for most people and most occasions.
Two subsequent stints of Sydney driving have also marked it as a better daily-friendly device than its Bavarian neighbour, not least because the Audi employs conventional tyres, as opposed to the Bimmer's run-flats.
Although run-flats are improving with each generation, NSW roads are not, and the less rigid sidewalls of the Audi's 17-inch, medium-profile shoes provide
a more forgiving ride — to say nothing of being more readily obtainable and less expensive.
There's the piece of mind that comes from knowing that, should you shred a tyre while stranded far from civilisation, the Audi packs a full-size spare.
The 3.0 TDI quattro combines typically Audi levels of understated class,
first-class fit and finish with a massive bootage and wallet-friendly economy.
Claimed fuel consumption for combined conditions is 8.4 litres per 100km. Even in unrelentingly urban driving, consumption stayed south of 14 litres per 100km. Maximum range is 750km.
This from a six-cylinder engine moving a 1655kg kerb weight, and one that can — should the mood take you — get the A4 to 100km/h in 7.5 seconds.
It's been but a few weeks since we
were spurting on about the Audi A6 3.0 TDI quattro.
Sorry about that, because even at its excruciating price point of $86,700, the A4 undercuts its marginally bigger sibling by about $15k — while filling a niche in which neither the C-Class Merc nor the 3 Series can offer an immediate rival.
And, uniquely, there's no Volkswagen to undercut this Audi.
Don't know what we'll be saying this time next year, but with the next generation mid-size Audi unlikely to reach these shores before 2008, this A4 model looks to have longevity to rival its range.
Saturday, August 18, 2007
A diesel of rare distinction
10 April 2005
First, let's get all of those German car cliches out of the way.
Re, these two A3s: German engineering and quality – check; understatedly classy interior – check; reassuring thunk of closing doors – check; badge desirability – check; bewildering array of acronyms – check; weepingly expensive – checkmate.
The cliches apply in equal measure to the A3 3.2 V6 quattro DSG and its A3 Sportback 2.0 TFSI Ambition DSG. Try saying that in one breath.
Audi's still-newish three-door A3 range has been joined by the five-door "Sportback" range. Translating as "hatchback", it is one of the euphemisms that so endear Audi to one.
There's also "quattro" (all-wheel-drive), "open sky" (a big sunroof) and "Audi Symphony" (with, er, cassette deck). An Audi-made spade would be a "manually deployed excavation implement".
Equally amusing is the emphatic nature of Audi's demographic statements:
"The A3 Sportback will appeal predominantly to performance-oriented, active people aged between 25 and 39."
Being four months off 40 and my wife being ever so slightly north of that (whoops – sorry, honey), this car is plainly not meant for us.
It is, however, of no small interest given the salivating with which one of us (ie, me) awaits the arrival of Volkswagen's Golf GTI next month.
VW, of course, owns Audi and its equivalent models are on average $10,000 cheaper. Despite this, or more likely because of it, both marques decry any attempt at comparison.
So decry me, already.
Both GTI and the A3 are built on the same VeeWee platform. The GTI and A3 TFSI share the delicious 2.0-litre turbo-charged direct injection engine, drive through the front wheels, and have identical DSG transmissions.
The TFSI is good for 147kW and 280Nm from 1800 to 5000rpm. With its six-speed DSG, it gets to 100km/h from standing in 6.9 seconds – fractionally faster than a three-pedal manual. The GTI will also offer a conventional six-speed self-shifter. Audi Australia doesn't.
There will, no doubt, be differences in ride and roll. Judging by the word of colleagues and images supplied, the Audi is the plusher and less lairy within.
The A3 has by far the sweeter silhouette. It's also sweet to drive, and only those of carnival sideshow proportions could not find the ideal driving position.
The blown version of the FSI provides genuine hot hatch (sorry, Sportback) performance. The A3 is by no means a WRX-like racer; it's far too civilised and well-rounded for that.
Excellent road-holding from the 17-inch 225/45 tyres enables you to go where you're pointed – it's just that you won't have much sensation of doing so. The electrically assisted steering is too smooth – uncommunicatively so.
Going backwards is the biggest problem, hopeless rear-visibility making optional parking sensors essential.
One need hardly enter the realms of speculation to wonder what the A3's $49,950 gets you over GTI DSG's $42,290 – especially as this VW has more iconic status than its "prestige" cousin – beyond a nicer shape and four "O's" on the badge instead of two consonants, that is.
An A3 that doesn't (yet) have a pesky VW to undercut it is the 3.2 V6 quattro.
Its instant engine response extends to the DSG, which is just as well, because you can't get a conventional manual in this A3, either.
Despite the DSG's practice, when in manual mode, of changing up automatically when redline is reached, it is happily married to the 184kW V6.
Removing the joy of "proper" manual gear-changing seems to defeat the purpose of an ultra-hot hatch, though changing via steering wheel-mounted paddles or the gear lever is seamless. Sticking the stick into rorty Sports mode is almost redundant with this engine.
Also coming as standard is quattro permanent all-wheel-drive. Fanging through the twisties there is turn-in understeer, but loads of muscle and poise to power out.
The exhaust note is the result of Audi boffins tuning with the sort of precision employed by Pavarotti's throat surgeon. The importance of the potential purchaser's ears cannot be overstated, because the aural quality is one of the few points of difference between this halo model and cheaper A3s.
The V6-equipped A3 gets you from standing to 100km/h in 6.6 seconds – that's 0.3 seconds quicker than the 2-litre TFSI. These are Audi's figures.
Despite its discreet but discernible hyper hatch trimmings, the six-potter is, if anything, a compact tourer or cruiser.
So, $25,000 more than the TSFI for all-wheel-drive, two fewer doors and a negligible speed edge? At $75K, you'd want to really, really like Audis and have an all-consuming desire to own what will be the rarest of niche models.
Or you could think of it as a cheaper, better sorted and infinitely less impractical TT Coupe. At least the newer Audi isn't built on the old Golf platform.
Small and sexy
20 August 2004
Audi took its time sharpening the pencil for A3 prices. Peter Barnwell takes a look at the stylish and economical base model 1.6-litre car.
There is little doubt Audi is setting the pace in styling terms over its most direct European competitors.
Look at the new A3 – a sexy looking, well-proportioned car if ever there was one.
With subtle links to the first A3 from 1996, the new model has progressed to the point where other companies would be silly if they didn't copy elements of the A3 look. And they will, wait and see.
Like all the other Audis in the currentl line-up the A3 with its high door sills is body beautiful.
And then you drive it.
Things get better from here. v This was the "base" model, 1.6-litre, three-door hatch with optional six-speed tiptronic automatic transmission selling for about $37,000. v What is impressive about this powrtrain is the auto trainsmssion – not yet available on any other car in this segment. Others make do with four or five cogs in their small car automatics.
EVen better are the A3's steering wheel shift buttons so you can pretend you are behind the wheel of an F1 car.
The 1.6-litre hi-tech, petrol engine is good for 75kW/148Nm output.
Not a lot on the face of it, especially in the weighty A3 but the six-speed auto does an excellent job of marshalling engine output and feeding it through the front wheels to the road.
This layout – small capacity engine with a six-speed auto – could point the way to the future, especially in small petrol-powered vehicles.
The engine is sweet running and economical and has good response from low in the rev range. It spins out freely and is quiet in cruise mode.
The auto shifts smoothly and adapts to various drivin styles and conditions.
Audi has given the new A3 tidy dynamics that deliver a sporty, taut on-road feel which flows through to other areas of the car. The electric steering for example is direct and firm and the brakes are powerful.
It is well suspended and feels like a larger car. It is in fact slightly larger than the previous A3.
The interior is up to expected generic high Audi standards and is functional and attractive with some arty touches to liven things up.
Access to the rear seats is OK, aided by a clever front seat folding mechanism. Once you're there the rear seat isn't bad. The boot is large for a car of this size.
It is well equipped and has quality ancillaries.
Can't wait for the five-door version to arrive.
