A4 3.2 VS TL SH-AWD
05-14-2009, 10:45 PM
#1
Audiworld Junior Member
Thread Starter
Join Date: Nov 2001
Location: Houston by way of StL
Posts: 68
Likes: 0
Received 0 Likes
on
0 Posts
A4 3.2 VS TL SH-AWD
Showdown
Torque steer. Two words that make front-drive loyalists cringe and rear-drive purists chuckle. While most of today's automakers have managed to quell torque steer with half-shaft trickery or engine control units that reduce torque in low gears, the helm-tugging phenomenon still exists in several, modern front-drivers, especially those with a propensity for pound-feet. This trait is unwelcome in any car, but certainly those of the luxury bent, whose buyers, after gassing their new rides through a sharp turn, would likely race back to the dealership exclaiming, "There's something wrong with my $50,000 car!"
Solutions? Besides the obvious (read: rear drive) and the aforementioned tricks, there's all-wheel drive, a system that can be easily bolted to a front-drive chassis and, more notable, apportions torque to the rear wheels, thus nullifying or greatly calming those pesky pound-feet. Today there are myriad rear-drive-based all-wheel-drive sport/luxury sedans, including the BMW 3 Series, Infiniti G, Lexus IS, and Mercedes-Benz C-Class, but for this test we focused on the newest and most significant front-drive-based traction mongers.
We turned first to Audi, whose fourth-generation A4 once again gets the company's renowned quattro all-wheel drive. For 2009 the Spanish-dubbed system has been biased to send 60 percent of torque to the rear wheels. Naturally, a self-locking center diff can also send a majority of torque to the front axle, if traction levels dictate. In addition, the A4, which in base front-drive trim gets a 2.0-liter turbo and a CVT, sports a longer wheelbase, a wider track, a lower center of gravity, and a front axle moved forward six inches, all of which promises enhanced dynamics. We opted for the flagship of the line, the 3.2 quattro, featuring a six-speed automatic and Audi's direct-injected 3.2-liter V-6 making 265 horsepower and 243 pound-feet (for V-6 lovers, get the 3.2 while you can-Audi will not offer it for 2010).
Rounding out this head-to-head match-up is the all-new fourth-gen Acura TL, which for this shindig wears a Monroney declaring, "SH-AWD TECH HPT." Confused? It's understandable. As is Acura's reasoning for taking the acronym route -- "Super Handling All-Wheel Drive with Tech Package and High Performance Tires" -- would have made one helluva long badge. As its name suggests, the TL adopts Acura's SH-AWD, a system that not only distributes torque fore and aft but also side to side. And thanks to a 3.7-liter, 305-horse V-6, the TL receives the stamp as the most powerful Acura ever. Keeping this NSX-humbling Acura in check are a five-speed auto with paddle shifters, sport-tuned suspension, brakes, and electric-power steering, and 19-inch alloys with summer Michelins. Pricing? What fun's that? Let's drive them first.
Our initial stop, per usual, was the test track, where the wimpier Audi -- down 40 horsepower and 30 pound-feet to the TL -- nonetheless leapt from underdog to top dog, running from 0 to 60 in 6.0 seconds and through the quarter mile in 14.6 at 96.9 mph. Conversely, the TL, despite the advantage underhood, managed to squeak out only 6.5 and 14.8 and 96.9, respectively. In our handling and braking tests, however, there was a role reversal, with the Acura taking top honors, putting down 0.91 g on the skidpad, 26.0 seconds at 0.73 g through the figure eight, and 103 feet in 60-to-0 braking. Super handling? Pontiac's rear-drive, 415-horse G8 GXP can better, um, none of those numbers. Nor, of course, can the A4, whose all-season Pirellis could only grapple for 0.84 g, 27.0 at 0.64 g, and 131 feet. That said, had the Audi been equipped like the Acura -- in other words, with the S line package that includes a sport suspension, paddle shifters, and 19s with 255/35 summer Dunlops -- we surmise the A4 would've generated much better numbers.
As the test track can reveal only so much, we slithered onto the highway for the long haul out to the serpentine roads wiggling their way up, down, and all around the hills in Malibu, to see which of these all-wheel-drive leather-laden sport sedans could best acclimate to real-world settings. The TL, even with its rather firm setup and large 19s, offered a surprisingly supple, quiet ride. Sure, nuances of the road could be felt, but imperfections never crashed their way into the cabin.
Speaking of the cabin, the Acura's provides a modern, tech-laden environment replete with black perforated-leather seats, carbon-look trim, solar-sensing dual-zone automatic climate control, Bluetooth, nav with traffic and weather, and ELS audio with a hard disk drive, satellite radio, and auxiliary and USB inputs.
Hop into the A4 and the dissimilarities are striking. Infused with brown and beige hues -- most notably, humidor-quality ash-wood trim -- and a less daunting interface, the Audi comes across warmer and airier, the latter likely due to the lower beltline and extra front and rear headroom. Equipped with the $2950 Audi Drive Select option, which enables pilots to customize and select settings for the suspension, steering, and throttle, our tester offered an equally plush and hushed ride. In fact, left in Comfort mode, the A4 was the most coddling, proving an ideal transporter in which to appreciate the slew of tech touches, including Bluetooth, nav, three-zone auto climate control, and "symphony" audio with iPod interface, satellite radio, and an SD card slot.
Switch the ADS from Comfort to Dynamic, though, and the A4 takes on new life, transforming from comfortable cruiser to adrenalized attacker. The steering, almost too light in Comfort, weights up exponentially for the utmost response and feel. The six-speed instantly blips a downshift, ready to spur the refined, rev-happy 3.2 until the throttle, whose sensitivity has intensified, closes ever so slightly.
In Dynamic the A4 is a bit frenetic but totally foolproof -- like driving on unbreakable eggshells, if there were such a thing. It stays impressively flat even over mid-turn bumps and undulations, delivers admirable grip over the briskest of back roads, and turns in with crispness that belies its 185.2-inch length and 3852-pound curb weight.
Obviously, the 110.6-inch wheelbase (1.3 inches longer than TL's) and more neutral 55/45 weight distribution (versus TL's 59/41), not to mention quattro, coalesce nicely, imparting a sense of agility and sure-footedness. Not that the Acura doesn't impart that same sense, mind you, thanks to its wide tracks (1.6- and 2.7-inch-wider front/rear) and sticky tires.
While the TL delivers slightly more vertical motion when driving aggressively, say, at 7/10ths, its limits are nevertheless higher than the A4's, always egging you on to approach another tenth. Much of that egging comes courtesy of the 3.7-liter V-6, whose racy rhythm above 5000 rpm is literally music to the ears. Problem is, for routine, public driving -- even of the spirited sort -- that slim window from 7 to 10/10ths isn't one normally entered.
If, however, autocrossing or racetrack activities routinely make the calendar, then the TL is the better, more capable choice. But for the daily grind, be it enduring rush hour or relishing a deserted byway, the A4 is more accessible and more comforting.
Okay, now price. At $39,265, the TL packs a lot into its base price -- 305-horse V-6, 19-inch wheels, to name a few. Even with the tech package and summer tires, its as-tested price of $43,995 symbolizes strong return on the dollar. The A4, at $50,425, represents a different scenario, stuffed with over $9100 worth of add-ons.
Spec the $41,225 3.2 to closely reflect the TL-Prestige trim ($3700) with S line ($2450) and navigation ($2500)-and it still commands nearly a $6000 premium. Is it worth it? Given its quicker acceleration, more chic interior, and more attainable limits, we say yes. Plus, unlike the TL's polarizing lines, the A4's smooth styling doesn't force people to love or hate it. Us? We love it-and virtually everything else about the A4.
FIRST PLACE: Audi A4 3.2 quattro
Premium cabin features, premium road sensations, and premium curb appeal justify a premium pricetag.
SECOND PLACE: Acura TL SH-AWD
Bang for the buck proves out of luck due to controversial looks, somewhat sluggish acceleration.
ENTRY LEVEL HEADED
Sending top of the line to the back of the line
Decked-out flagships can be enthralling, but often the more Spartan offerings are just as exciting, certainly if their cut prices don't mean cut performance. We tested both a standard front-drive TL and an A4 2.0 TFSI quattro (a front-driver was unavailable), with each delivering similar levels of power and performance for thousands less.
The $39,445 TL Tech, with a 3.5-liter, 280-horse V-6, costs $4550 below the SH-AWD Tech HPT, yet is quicker to 60 (6.2) and the quarter mile (14.6 at 96.9). Sure, the SH-AWD, with its stickier summer tires and more aggressive suspension, is superior in braking and lateral acceleration, but the standard TL is no slouch (125 ft, 0.83 g), delivering crisp responses and only the slightest smidge of torque steer. Plus, fuel economy, at 18/26 mpg, is superior.
Similarly, the A4 2.0 TFSI quattro, which opens at $33,525 with a six-speed automatic, sips less petrol (21/27) than its V-6 sibling. But, with a stout turbocharged four churning out 211 horses and 258 pound-feet, it zips to 60 in 6.5 and the quarter in 15.0 at 92.0. While the 3.2 is slightly quicker in both respects, it doesn't feel speedier away from the test track; in fact, the torquier 2.0 seems stronger launching out of turns and sprightlier when tackling a twisty road.
At $46,675, our loaded tester doesn't scream bargain, but it nonetheless embodies a $3300 savings compared with the comparably equipped 3.2. Add in the advantage at the pump, and the 2.0 makes a compelling case. Ditto for the TL. Unless all-wheel drive is a must, the front-driver seems the wiser buy. It's quicker, handles like a legitimate sporty sedan, and punches a smaller dent in the pocketbook. So while big engines often put out big power, sometimes it's the smaller mills that deliver the biggest rewards.
Torque steer. Two words that make front-drive loyalists cringe and rear-drive purists chuckle. While most of today's automakers have managed to quell torque steer with half-shaft trickery or engine control units that reduce torque in low gears, the helm-tugging phenomenon still exists in several, modern front-drivers, especially those with a propensity for pound-feet. This trait is unwelcome in any car, but certainly those of the luxury bent, whose buyers, after gassing their new rides through a sharp turn, would likely race back to the dealership exclaiming, "There's something wrong with my $50,000 car!"
Solutions? Besides the obvious (read: rear drive) and the aforementioned tricks, there's all-wheel drive, a system that can be easily bolted to a front-drive chassis and, more notable, apportions torque to the rear wheels, thus nullifying or greatly calming those pesky pound-feet. Today there are myriad rear-drive-based all-wheel-drive sport/luxury sedans, including the BMW 3 Series, Infiniti G, Lexus IS, and Mercedes-Benz C-Class, but for this test we focused on the newest and most significant front-drive-based traction mongers.
We turned first to Audi, whose fourth-generation A4 once again gets the company's renowned quattro all-wheel drive. For 2009 the Spanish-dubbed system has been biased to send 60 percent of torque to the rear wheels. Naturally, a self-locking center diff can also send a majority of torque to the front axle, if traction levels dictate. In addition, the A4, which in base front-drive trim gets a 2.0-liter turbo and a CVT, sports a longer wheelbase, a wider track, a lower center of gravity, and a front axle moved forward six inches, all of which promises enhanced dynamics. We opted for the flagship of the line, the 3.2 quattro, featuring a six-speed automatic and Audi's direct-injected 3.2-liter V-6 making 265 horsepower and 243 pound-feet (for V-6 lovers, get the 3.2 while you can-Audi will not offer it for 2010).
Rounding out this head-to-head match-up is the all-new fourth-gen Acura TL, which for this shindig wears a Monroney declaring, "SH-AWD TECH HPT." Confused? It's understandable. As is Acura's reasoning for taking the acronym route -- "Super Handling All-Wheel Drive with Tech Package and High Performance Tires" -- would have made one helluva long badge. As its name suggests, the TL adopts Acura's SH-AWD, a system that not only distributes torque fore and aft but also side to side. And thanks to a 3.7-liter, 305-horse V-6, the TL receives the stamp as the most powerful Acura ever. Keeping this NSX-humbling Acura in check are a five-speed auto with paddle shifters, sport-tuned suspension, brakes, and electric-power steering, and 19-inch alloys with summer Michelins. Pricing? What fun's that? Let's drive them first.
Our initial stop, per usual, was the test track, where the wimpier Audi -- down 40 horsepower and 30 pound-feet to the TL -- nonetheless leapt from underdog to top dog, running from 0 to 60 in 6.0 seconds and through the quarter mile in 14.6 at 96.9 mph. Conversely, the TL, despite the advantage underhood, managed to squeak out only 6.5 and 14.8 and 96.9, respectively. In our handling and braking tests, however, there was a role reversal, with the Acura taking top honors, putting down 0.91 g on the skidpad, 26.0 seconds at 0.73 g through the figure eight, and 103 feet in 60-to-0 braking. Super handling? Pontiac's rear-drive, 415-horse G8 GXP can better, um, none of those numbers. Nor, of course, can the A4, whose all-season Pirellis could only grapple for 0.84 g, 27.0 at 0.64 g, and 131 feet. That said, had the Audi been equipped like the Acura -- in other words, with the S line package that includes a sport suspension, paddle shifters, and 19s with 255/35 summer Dunlops -- we surmise the A4 would've generated much better numbers.
As the test track can reveal only so much, we slithered onto the highway for the long haul out to the serpentine roads wiggling their way up, down, and all around the hills in Malibu, to see which of these all-wheel-drive leather-laden sport sedans could best acclimate to real-world settings. The TL, even with its rather firm setup and large 19s, offered a surprisingly supple, quiet ride. Sure, nuances of the road could be felt, but imperfections never crashed their way into the cabin.
Speaking of the cabin, the Acura's provides a modern, tech-laden environment replete with black perforated-leather seats, carbon-look trim, solar-sensing dual-zone automatic climate control, Bluetooth, nav with traffic and weather, and ELS audio with a hard disk drive, satellite radio, and auxiliary and USB inputs.
Hop into the A4 and the dissimilarities are striking. Infused with brown and beige hues -- most notably, humidor-quality ash-wood trim -- and a less daunting interface, the Audi comes across warmer and airier, the latter likely due to the lower beltline and extra front and rear headroom. Equipped with the $2950 Audi Drive Select option, which enables pilots to customize and select settings for the suspension, steering, and throttle, our tester offered an equally plush and hushed ride. In fact, left in Comfort mode, the A4 was the most coddling, proving an ideal transporter in which to appreciate the slew of tech touches, including Bluetooth, nav, three-zone auto climate control, and "symphony" audio with iPod interface, satellite radio, and an SD card slot.
Switch the ADS from Comfort to Dynamic, though, and the A4 takes on new life, transforming from comfortable cruiser to adrenalized attacker. The steering, almost too light in Comfort, weights up exponentially for the utmost response and feel. The six-speed instantly blips a downshift, ready to spur the refined, rev-happy 3.2 until the throttle, whose sensitivity has intensified, closes ever so slightly.
In Dynamic the A4 is a bit frenetic but totally foolproof -- like driving on unbreakable eggshells, if there were such a thing. It stays impressively flat even over mid-turn bumps and undulations, delivers admirable grip over the briskest of back roads, and turns in with crispness that belies its 185.2-inch length and 3852-pound curb weight.
Obviously, the 110.6-inch wheelbase (1.3 inches longer than TL's) and more neutral 55/45 weight distribution (versus TL's 59/41), not to mention quattro, coalesce nicely, imparting a sense of agility and sure-footedness. Not that the Acura doesn't impart that same sense, mind you, thanks to its wide tracks (1.6- and 2.7-inch-wider front/rear) and sticky tires.
While the TL delivers slightly more vertical motion when driving aggressively, say, at 7/10ths, its limits are nevertheless higher than the A4's, always egging you on to approach another tenth. Much of that egging comes courtesy of the 3.7-liter V-6, whose racy rhythm above 5000 rpm is literally music to the ears. Problem is, for routine, public driving -- even of the spirited sort -- that slim window from 7 to 10/10ths isn't one normally entered.
If, however, autocrossing or racetrack activities routinely make the calendar, then the TL is the better, more capable choice. But for the daily grind, be it enduring rush hour or relishing a deserted byway, the A4 is more accessible and more comforting.
Okay, now price. At $39,265, the TL packs a lot into its base price -- 305-horse V-6, 19-inch wheels, to name a few. Even with the tech package and summer tires, its as-tested price of $43,995 symbolizes strong return on the dollar. The A4, at $50,425, represents a different scenario, stuffed with over $9100 worth of add-ons.
Spec the $41,225 3.2 to closely reflect the TL-Prestige trim ($3700) with S line ($2450) and navigation ($2500)-and it still commands nearly a $6000 premium. Is it worth it? Given its quicker acceleration, more chic interior, and more attainable limits, we say yes. Plus, unlike the TL's polarizing lines, the A4's smooth styling doesn't force people to love or hate it. Us? We love it-and virtually everything else about the A4.
FIRST PLACE: Audi A4 3.2 quattro
Premium cabin features, premium road sensations, and premium curb appeal justify a premium pricetag.
SECOND PLACE: Acura TL SH-AWD
Bang for the buck proves out of luck due to controversial looks, somewhat sluggish acceleration.
ENTRY LEVEL HEADED
Sending top of the line to the back of the line
Decked-out flagships can be enthralling, but often the more Spartan offerings are just as exciting, certainly if their cut prices don't mean cut performance. We tested both a standard front-drive TL and an A4 2.0 TFSI quattro (a front-driver was unavailable), with each delivering similar levels of power and performance for thousands less.
The $39,445 TL Tech, with a 3.5-liter, 280-horse V-6, costs $4550 below the SH-AWD Tech HPT, yet is quicker to 60 (6.2) and the quarter mile (14.6 at 96.9). Sure, the SH-AWD, with its stickier summer tires and more aggressive suspension, is superior in braking and lateral acceleration, but the standard TL is no slouch (125 ft, 0.83 g), delivering crisp responses and only the slightest smidge of torque steer. Plus, fuel economy, at 18/26 mpg, is superior.
Similarly, the A4 2.0 TFSI quattro, which opens at $33,525 with a six-speed automatic, sips less petrol (21/27) than its V-6 sibling. But, with a stout turbocharged four churning out 211 horses and 258 pound-feet, it zips to 60 in 6.5 and the quarter in 15.0 at 92.0. While the 3.2 is slightly quicker in both respects, it doesn't feel speedier away from the test track; in fact, the torquier 2.0 seems stronger launching out of turns and sprightlier when tackling a twisty road.
At $46,675, our loaded tester doesn't scream bargain, but it nonetheless embodies a $3300 savings compared with the comparably equipped 3.2. Add in the advantage at the pump, and the 2.0 makes a compelling case. Ditto for the TL. Unless all-wheel drive is a must, the front-driver seems the wiser buy. It's quicker, handles like a legitimate sporty sedan, and punches a smaller dent in the pocketbook. So while big engines often put out big power, sometimes it's the smaller mills that deliver the biggest rewards.
Thread
Thread Starter
Forum
Replies
Last Post
audispiff
TT (Mk1) Discussion
6
02-08-2007 09:01 AM
TXurS6
A6 / S6 (C5 Platform) Discussion
0
01-15-2001 02:10 PM
