The latest A4 looks wider, lower and longer than the previous generation (pre-2009), in part because it is wider and longer without being taller, and in part because the front end is shorter, crisper, leaner and more tapered. It shares the split-grille common to all front-engine Audis, with points on the lower air dam that mimic crab pincers. The headlamp housings are boldly horizontal, and the light elements themselves draw the eye up and back at the corners.
The wheelbase, the space between the front and rear axles, is 110.6 inches, long by compact sedan standards. To minimize any limousine look the lower character line along the doors sweeps progressively upward toward the rear wheel, and the shoulder character line just below the windows tapers off as it passes the rear door and curves through the taillight lens as it fades in to the fender. Aerodynamics have been improved by 3 percent despite the wider dimensions.
When equipped with the bi-Xenon headlights and LED daytime running lights, the A4 looks a bit meaner, especially when the daytime running lights are on (on any A4 the daytime running lights can be enabled/disabled through MMI). They also provide better nighttime vision for the A4 driver (including speed-dependent adjustment) and make the A4 stand out so other drivers see it sooner.
Premiums ride on seven-spoke wheels, Premium Plusses on ten-spokers, but both measure the same 17-inches and wear all-season tires. S-Line models add a silver center blade below the grille; sleeker air intakes; side skirts; and finer, seven-double-spoke wheels to give the A4 a more imposing, hunkered-down stance.
The A4 Avant is as aerodynamic as the previous-generation A4 sedan, and while wagons aren't as slick as sedans, wind noise is absent. Rear visibility is good in the Avant thanks to the rear wiper/washer and the added internal volume means the rear window doesn't fog as quickly.
Horizontally themed tail light housings frame the rear end; for 2010, Premium Plus and Prestige models sport LED taillights to complement their LED front running lights. The trunk and cargo hatch openings are slightly closer to the ground than in previous generation models for easier loading. Avants are rated to carry 198 pounds on the roof, more than many SUVs because of the A4's lower center of gravity.
Of course the S4 has a look all its own. The standard model's blacked-out, horizontally themed two-tier grille is overlaid with strong verticals that visually transform a mere opening into a grid. On the other hand, the much-smaller slot below the grille is blacked out on the S4 (rather than divided by four body-color verticals as on the A4) and its bottom edge is defined by an aluminum diffuser blade. A red/silver/black S4 badge appears within the main grille, offset to the curb side. The S4 front fascia is unique as well, with the horizontal bumper segments to either side of grille recessed to make the central grille appear more prominent, although, honestly, this difference is so slight as to leave us wondering if it was worth the tooling cost.
A thankfully subtle rib below the door openings suffices for a side-sill extension; kudos to Audi for under-doing what so many other automakers over-do. More distinctive are the S4 Prestige model's 19-inch wheels with their five triple-ribbed spokes. Around back, the rear bumper fascia gains some crispness from a raised lower border where it arches over those two pairs of exhaust outlets separated by another aluminum diffuser blade. Outside mirror housings are aluminum as well.
(CVT), front-wheel drive, and speed-variable Servotronic power steering. Also standard are AM/FM/CD audio with auxiliary input and Sirius Satellite radio, single-zone automatic climate control, cruise control, leather-wrapped steering wheel with redundant controls, leather seats with power adjustment up front, aluminum interior trim, split folding rear seat, sunroof, fog lamps, alarm, and 17-inch wheels.
The A4 2.0T quattro Premium sedan ($32,350) is equipped similarly, but with all-wheel drive and six-speed manual transmission. A six-speed Tiptronic automatic is optional ($1,200). Yet another variation is the A4 2.0T quattro Premium Avant ($35,350), an all-wheel-drive wagon with Tiptronic transmission. The Avant comes standard with the Open Sky panoramic sunroof.
The Premium Plus package ($3,550) for all the above models adds three-zone climate control, iPod and Bluetooth interfaces, heated front seats, driver information display, Homelink, rain-sensin
The A4's 2.0-liter turbocharged four-cylinder is designed with everyday use in mind. It's not a fire-breathing hot rod like the turbo in a Mitsubishi Evolution, Subaru STi, or Porsche 911. With direct injection and variable exhaust valve lift, the Audi engine starts quickly and at idle has the faintest muffled ticking. Above that it's smoother because the turbocharger is spooled up and generating boost.
As a result, the 2.0T delivers 211 horsepower, 7 more than the Lexus IS 2.5-liter V6 and just slightly less than the 3.0-liter six-cylinders in the Mercedes C300 and BMW 328 (by 17 hp and 19 hp respectively). Yet far more important for the American driver in a 35 mph world is torque, and the A4's 2.0T dishes up 258 lb-ft of it. This diesel-like urge tops all of the aforementioned engines (by 73, 37 and 58 lb-ft respectively). So the A4 is more than capable of keeping up with or passing those other cars. The A4 2.0T can accelerate from 0 to 60 mph in 7 seconds or less.
More impressive is the width of the powerband, that area of engine speed that delivers maximum power. The 2.0 turbo makes big torque from just off idle at 1500 rpm all the way to 4200 rpm. And from 4300-6000 rpm it delivers the 211 horsepower. It will rev to 6700 rpm, but there isn't much point when you've got that much midrange power. None of the competitors has that kind of flexibility and, just to rub their noses in it, the A4 with quattro all-wheel drive betters the EPA fuel-economy ratings for the analogous BMW, Mercedes and Lexus by 1-5 mpg in both the City and Highway cycles. The A4 Avant 2.0T quattro is rated 21/27 mpg City/Highway. In our own mixed driving, which included elevation, rain and snow, it returned better than 25 mpg.
The continuously variable transmission in the front-drive 2.0T has wider ratios than in previous-generation models to improve acceleration and highway economy. In Drive it operates completely automatically. A CVT feels differently from a traditional automatic: Engine speed more closely matches how hard you're pushing the gas pedal rather than how fast the car is going, sort of like how a car with a manual transmission feels when the clutch is slipping (or a '48-63 Dynaflow, if you're old enough to remember Buick's gearless hydraulic transmission). With the lever in S for Sport mode the transmission makes eight steps automatically (to feel like gear changes even though they technically aren't). In Manual mode (+/- on the shift lever or shift paddles), you control those eight steps by moving the shift lever or paddles.
Six-speed manual cars have a precise shifter with good feel and movement. Likewise, the clutch pedal has simple, low-effort operation. A feature called the drive-off assistant keeps the brakes on while you transition your foot from brake to gas pedal, so even novices can manage an uphill start. Because the A4 can get heavy and the engine is only two liters you may need a few revs on for the smoothest takeoffs, a technique you'll learn by the third stop sign.
The six-speed automatic disengages when the car is in Drive but a foot is on the brake, to save fuel, wear, and the creep motion idling automatics want to do. The six-speed auto offers the same modes (D, S, and manual) as the CVT. In D it is smooth yet shifts quickly and maximizes mileage and comfort by using all the torque available. In S it delivers more response for the same gas-pedal application, doesn't shift under heavy cornering loads, and downshifts sooner; as in manual mode, downshifts are rev-matched for smoothness and longevity. In Manual mode you select the gear you want, ideal for winding elevation changes where you know what's coming and want to save a lot of shifting, in traffic to better control speed, or on long descents to save the brakes for stopping.
Most A4s come with quattro, Audi's all-wheel drive system. It makes acceleration easier and has differential locks for best low-speed traction. The default split sends 60 percent of engine output to the rear wheels for better driving dynamics and balance. The system is completely transparent to the driver and requires no action. All-wheel drive is more effective for acceleration than traction control because the latter achieves grip by reducing the accelerative force of the front tires. But remember that all-wheel drive merely provides accelerative force to propel the car, and to a lesser extent steer it in low-traction conditions. It does not repeal the laws of physics and uses the same tires and brakes to slow the car.
The A4's brakes deliver impressive slowing even on a wagon with a load on board. Outright stopping performance depends a great deal on tires so we're guessing the Sport package cars might stop the best. An electronic parking brake, operated by a switch on the center console, can give close to maximum effort when needed and hold a decent grade.
Weight and its distribution play a part in virtually every aspect of a car in motion. Most of the A4's suspension pieces are forged aluminum, as is the front crossmember; the anti-roll bars are hollow and the steering rack has been positioned for less weight in the moving parts. The rear suspension is sort of a small-scale A6 setup with toe-control trapezoidal links and separate spring and shock mounts that allow a lower floor but more suspension travel, a win-win situation. Also for better balance, Audi mounts the battery in the trunk.
More significantly, the longer wheelbase of the current model pays huge dividends in ride quality, stability, steering reaction, and braking. With the wheels farther apart and carrying closer to equal weight it's easier to make each do its own share of the work, so despite the nose-heaviness caused by the engine and driven front wheels the A4 feels lighter than it is and surprisingly adept at swallowing bumps and road imperfections while still delivering decent cornering. With quattro it's even better, and the wagon's extra weight over the rear wheels makes it entertaining.
Our first exposure to the A4 was in a base-model Avant 2.0T quattro Premium, meaning automatic transmission and generic tires. We were sent out on an active racetrack ahead of Mazda's sportiest RX-8 R3 and behind Audi's mid-engine R8 super-sports car running hot laps. The next six miles were laugh-out-loud fun as the R8 never got away and the RX-8 never caught up. In short, we were chasing an R8 in a station wagon. Of course, we're excellent drivers but it was plainly obvious the new A4 is a superb road car, one developed and tuned by people that commute at 130 mph.
Over a few hundred subsequent miles we found the A4 equally capable on any road. Longer wheelbase means more time between the bumps and everything gets smoother as wheelbase lengthens. But it never becomes soft or mushy and an impromptu speed bump test that began at 20 mph and progressed to 50 mph rode better the faster we went.
We really couldn't find any behavior the A4 does wrong. Yes, the electronic stability program intervenes on some roads because no stability system reads the road ahead, but it can be dialed back in increments to reward the smooth driver. On Sport suspension and tires the ride goes firm but never stiff, and the fun quotient goes even higher. At the highest level, the Drive Select system with dynamic steering and variable damping that calculates shock rates 1000 times/second gives the widest spectrum, from comfort-like a base car on 17-inch wheels to stick-like a Sport on 19-inch wheels, and you can program one mode to your liking.
We would advise caution considering 19-inch wheels for bad roads like you may encounter in the rust belt, or Arkansas I-40. They look great and stick well but cost a lot to replace when you bend or break them.
Outward visibility is good in all directions, aided by low-profile rear headrests, sensibly sized pillars, fog lights front and rear, and good wiper coverage (including the rear in the Avant, with dual washer jets). More expensive models also benefit from bi-Xenon headlamps that adjust aim at more than 75 mph, a backup camera with parking assist, and side assist for lane changes.
The A4 is also quiet to allow hours behind the wheel without fatigue. Despite the largish outside mirrors wind noise is hushed, road noise is kept to a minimum and the engine is heard only when you're working it.
The 265-horsepower, 3.2-liter V6 offered last year has been discontinued to make way for the return of the S4, now powered by a supercharged 3.0-liter V6 producing 333 horsepower and 325 pound-feet of torque. Like the turbo-four it's fueled by direct injection and breathes through four valves per cylinder; additionally the V6 employs a two-stage intake manifold for maximum flexibility. An optional active rear differential overdrives the outside rear tire in corners, forcing the front end to turn in more quickly. It also communicates with the vehicle's Drive Select system and stability control to help maintain control in emergency maneuvers.
With a six-speed manual transmission, the 2010 S4 rockets from 0-60 mph in just 4.9 seconds, which is quicker (by 0.4 seconds) than even the previous-generation manual-shift S4, which was powered by a naturally aspirated V8. And fuel efficiency is greatly improved, with the 2010 S4 achieving 18 mpg city/27 highway, compared to 13/20 for its immediate ancestor.
The S4 is also offered with Audi's seven-speed S Tronic automatic, wherein the top three gears are overdrives. The S Tronic uses dual input shafts and dual clutch packs to execute computer-controlled gear changes in just one-fifth of a second. Zero-to-60 time is exactly the same with the automatic, while highway fuel economy improves slightly, to 28 mpg. Both versions of the S4 are electronically limited to 155 mph.
The 2010 Audi A4 is available as a four-door sedan or wagon (which Audi calls the Avant). The high-performance S4 is offered as a sedan only.
The A4 2.0T Premium sedan ($31,450) is the entry-level model, and comes with a 2.0-liter, 211-horsepower turbocharged four-cylinder engine, continuously variable transmission (CVT), front-wheel drive, and speed-variable Servotronic power steering. Also standard are AM/FM/CD audio with auxiliary input and Sirius Satellite radio, single-zone automatic climate control, cruise control, leather-wrapped steering wheel with redundant controls, leather seats with power adjustment up front, aluminum interior trim, split folding rear seat, sunroof, fog lamps, alarm, and 17-inch wheels.
The A4 2.0T quattro Premium sedan ($32,350) is equipped similarly, but with all-wheel drive and six-speed manual transmission. A six-speed Tiptronic automatic is optional ($1,200). Yet another variation is the A4 2.0T quattro Premium Avant ($35,350), an all-wheel-drive wagon with Tiptronic transmission. The Avant comes standard with the Open Sky panoramic sunroof.
The Premium Plus package ($3,550) for all the above models adds three-zone climate control, iPod and Bluetooth interfaces, heated front seats, driver information display, Homelink, rain-sensing wipers, automatic xenon headlights, LED running lamps and taillamps, and chrome window trim. A Sport package ($1,450) adds 18-inch road wheels, three-spoke steering wheel (with shift paddles on automatic cars) and sport seats and suspension. Other options include heated front seats ($450), iPod interface ($300), Bluetooth/Homelink package ($700), dark walnut or almond beige ash interior trim ($400), floor mats ($200) and exhaust tips ($130). Offered only with the Premium Plus package is a Bang & Olufsen stereo ($850); the 18-inch wheels and tires without the Sport package ($800); and a navigation system with 3G MMI, voice control, rear parking sensors, rearview camera, and color display ($2,500).
The Prestige package ($9,200) includes 18-inch wheels, the Bang & Olufsen stereo with DVD player, advanced keyless starting, auto-dimming mirrors inside and out, memory for driver's seat and mirrors, compass, and voice-control navigation with 3G MMI. The Driver Assist package ($800) with lane change assistant, rear parking sensors and rearview camera; 18-inch chrome wheels with summer-performance tires ($850); adaptive cruise control ($2,100); the Drive Select package ($2,950) with driver-adjustable adaptive steering and suspension damping; the S-Line package ($2,450) with sport seats featuring Alcantara inserts, brushed aluminum interior trim, black headliner, unique bumpers and side sills, sport suspension and performance tires on 19-inch wheels; and sunshades for the rear and rear-door windows ($500).
The S4 quattro sedan, powered by a 333-horsepower supercharged 3.0-liter V6, and available with six-speed manual ($45,900) or seven-speed S tronic automatic ($47,300) transmission. Standard trim for the S4 is Premium Plus; also standard are high-performance tires on 18-inch wheels and S4-specific steering and suspension. Prestige trim ($6,100) in this case includes all of the A4's Prestige goodies plus 19-inch wheels. Choose the Driver Select package ($3,950) for S4, and you can also opt for an electronically controlled rear differential ($1,100) which communicates with the Driver Select electronics. Exclusive interior options includes Silk Nappa leather seats ($1,000) and Carbon Atlas ($500), Stainless & Piano Black($750), or gray birch ($500) inlay panels. Otherwise options are similar to A4, albeit sometimes priced higher.
Safety features for all A4s include two-stage driver and adaptive passenger frontal airbags, side-impact airbags, curtain airbags, driver knee airbag, Backguard headrests; electronic stability control, ABS, EBD, Brake Assist, and tire pressure monitors. Rear side-impact airbags are optional ($350) on all models. As noted above, adaptive cruise control, lane departure warning, rear camera, and park assist are included in specific option packages; and quattros are equipped with all-wheel drive.