Future CarsAudi's bigger, faster, roomier, safer, better-handling, and all-new A4 doesn't go on sale in North America until next summer. But we wormed our way behind the wheel of one at its European model launch, so there's no reason not to tell you about it now. With its lighter, stiffer body-shell and alloy suspension, Audi hopes to change buyers' perception of a front-driver's ability to be a true sport sedan with a new A4 which, it claims, sets new dynamic standards.
With its svelte styling cast in the mold of the A6, you couldn't mistake the A4 for anything other than a slippery, modernist Audi. The same is true of the cabin: an exquisite blend of high-quality injection moldings, tasteful cloth or leather trim and, on some versions, beautifully turned aluminum highlights. Build quality, as before, is impeccable, from the way the doors shut to the smooth action of every switch. You can tailor a perfect driving position with the adjustable steering column, though side visibility is sometimes obscured by the A4's wider-than-expected A-pillars. Thankfully, there's more legroom in the back than before, but headroom is still a little tight.
The new A4 will get the 150-hp 1.8 turbo four as its standard engine, much the same as in the current model. Audi's always smooth, but never overwhelming, 2.8L/200-hp five-valve V-6 has been replaced by a larger and more powerful 3.0L unit good for 220 hp. V-6 A4s will be available in both all-wheel-drive quattro and front-drive forms.
This new V-6 is a lightweight aluminum unit, featuring balance shafts in the name of even more smoothness. Audi makes proud claims about its economy, emissions, and performance potential-though it didn't initially impress us as particularly smooth or quiet when really extended. However, it certainly feels more the performer than the old one: The 152-mph V-6 feels bullishly quick when matched to the new Continuously Variable Transmission, which Audi calls Multitronic. A CVT has never before been employed on a vehicle as large and powerful as the A4, which conveys an unnerving sensation of clutch slip as the car picks up speed smoothly without changing gears. In fact, there are no gears as such in this type of trans. You can kick-down as normal or shift ratios manually by sliding the T-bar over or by using the (optional) sequential shift buttons on either side of the steering wheel. It all works quite well, but the sensation of the transmission never "shifting" does take some getting used to. Audi says the Multitronic-equipped A4 accelerates quicker than the ordinary five-speed manual.
We drove two V-6s, sampling both FWD and quattro, five-speed manual and CVT equipped A4s. Even in V-6 front-drive form, cornering is comfortably undramatic, especially with the electronic stability program switched on. The computerized traction control system sorts out any grip problems before you even feel them. Understeer is virtually non-existent, and there's no torque steer to grapple with-nice things to say about a powerful front-driver, for a change. The A4 feels confident and light on its toes, unconcerned by mid-corner bumps or water drenched road surfaces.
Its ride quality is soft and supple, but serves up a bit more straightline wallow than we expect from a German sport sedan. As a long- distance express, it's otherwise pleasingly quiet-no wind noise even at 100 mph, and the tall overdrive top gear helps, too. The quattro has better high-speed manners, serving up firmer body control with very little detriment to the ride quality. Through corners, you sense its added bite and even crisper turn-in as it delivers grip that seems to go on forever.
There will also be an Avant station wagon, though probably not for a year or two. No official word yet on an S4 twin-turbo version, either, but we'll probably know more by the time the car is officially launched in the U.S.