First Drive Review
You like the contemporary urban styling of Audi’s A4 Avant wagon. You’re concerned, however, that you might get stuck for lack of ground clearance, scratch your bumper on a steep incline, or even tear off your oil pan as you climb over rocks and boulders during off-road excursions. Nope, can’t risk it—time to shop for a burly off-roader.
Audi has found a solution to this sliver-thin gap in its product lineup with the Allroad Quattro models. They have been available as part of the last and current A6 range—the first-gen A6-based Allroad was sold in the U.S.—and now the concept has migrated to the A4 lineup. With the advent of the Q5 and Q7 crossovers, however, the automaker killed the A6 Allroad Quattro in the U.S., and this A4 isn’t for us, either. Or so Audi says.
Power and Efficiency from the 2.0-liter
We tested the version of the A4 Allroad that would most likely be offered in the States: the gasoline-powered 211-hp, 2.0-liter TFSI, which is positioned between 170-hp, 2.0-liter and 240-hp, 3.0-liter TDI turbo-diesels. It’s the same engine available in U.S.-market A4 sedans and wagons; in Europe, it comes with a six-speed manual transmission or Audi’s seven-speed dual-clutch S tronic automated manual gearbox. We drove the conventional manual, complete with a new, fuel-saving stop/start system. Further engine and transmission choices are conceivable, as Audi’s mind-blowing European powertrain lineup for the A4 consists of six gasoline engines, five diesel powerplants, and four transmission choices, as well as front- and all-wheel drive.
The four-cylinder TFSI engine fulfills its everyday tasks with ease, including domination of the passing lane. There is little turbo lag, and the engine pulls strongly from low rpm. We won’t complain about the numbers: Audi says the A4 Allroad reaches 60 mph in the mid-six-second range and reaches a top speed of more than 140 mph. And the engine even sounds pretty good, with a sporty undertone you rarely find in four-cylinder mills. Still, it wouldn’t be our engine of choice for spirited driving on two-lane roads with lots of shifting and revving at redline. The torque curve drops sharply around 4000 rpm, and beyond that point, the engine reneges on its promise of relentless power from 1500 rpm on up. So it’s no Honda S2000 engine, but it needn’t be in this type of vehicle. The TFSI gives a clear indication of where mainstream gasoline engine technology is headed.
In a way, the 2.0-liter behaves like a modern diesel engine but with a higher redline. And it doesn’t use much more fuel, either, achieving a claimed 29 mpg in the European cycle—impressive for a height-enhanced, 3600-pound station wagon. Normal drivers won’t have any problem with these torquey, fuel-efficient four-cylinders, which offer the performance of a six-cylinder without the associated penalties to efficiency.
We Don’t Need No Stinking Low Range
Technology-wise, the A4 Allroad is almost identical to the A4 Avant. What’s different is that ground clearance has grown by 1.5 inches, the track is 0.8 inch wider, and the electronic stability control system is equipped with an off-road mode. In this application, the "ESP OFF" button doesn’t actually deactivate the system but adjusts its operation to off-road driving patterns, such as keeping the engine boosted up for responsiveness and allowing the brakes to occasionally lock for improved stopping performance on snow or gravel. If you don’t engage the button, the system will recognize off-road conditions all by itself.
A low-range transfer case, which was available in the original, A6-based Allroad, is not an option for the A4 variant. "The take rate was in the low-single-digit percentage range," says a company spokesman. It was never offered in the U.S., and it is not offered on any of Audi’s current vehicles, including the second-gen A6 Allroad, the Q5, or the Q7. Says Michael Dick, Audi’s board member for R&D, “The cars can do far more than you’d ever expect without a low-range transfer case. We don’t see any need.”
More Forbidden Fruit?
The A4 Allroad is heavy, but it would be even heavier without its aluminum suspension components. Vehicle stability benefits from this platform’s long wheelbase; the front wheels are pushed forward 6.3 inches compared with the previous A4. The Audi Drive Select system alters throttle and steering response, and it’s coupled with an active steering system that works less aggressively than BMW’s (although that one has been toned down recently). With a little assistance from these electronic extras, the A4 Allroad is a surprisingly agile driving tool, with satisfying turn-in and good high-speed stability. The higher center of gravity is barely noticeable and is somewhat countered by the wider track and standard 17-inch wheels.
The cabin is virtually unchanged from the A4 Avant’s. There are specific fabrics for the Allroad, and an open-pored, matte ash wood finish is available, but that’s it for differentiators. We would have thought Allroad customers might prefer a more rustic cabin, but this wagon’s display of machismo is limited solely to onlookers. The Allroad is as useful as the A4 Avant, which is not overwhelmingly spacious. The load floor is reversible, with one side finished in plastic, keeping water and dirt at bay, and two hooks and four tie-downs can be utilized to keep your luggage planted as you hit the twisties or the gravel pit.
Will the A4 Allroad be a big deal? Quite possibly in Europe, where the A4 Avant outsells the sedan and the Allroad is priced only slightly higher than the regular wagon. In the U.S.? Not at present. There are no plans to bring it here, but if the market for wagons grows, this decision can be reversed quickly. The A4 Allroad would compete with the Subaru Outback and Volvo XC70—but, perhaps more important, it would also target potential customers of the Audi Q5. If you find yourself desiring a slightly more rugged Audi, that’s the one you’re supposed to check out for now. It’s a strategy that’s easily understood, but we can’t help wishing Audi would let the sibling rivalry play out in our market, too.
