The allure of the four-door coupé is undeniable. It’s a segment where luxury brands have been vying for attention, blending the sleek lines of a coupé with the practicality of a sedan. At the heart of this stylish battleground sit the Audi A5 and the BMW 4 Series. But when it comes to everyday life, and those crucial moments behind the wheel, who truly captures your heart?
Let's talk about the daily grind, the city commutes, the stop-and-go traffic. This is where the nuances of these two machines really come to light. Both offer dedicated eco-driving modes – Audi calls its 'Effective' and BMW's is 'Eco Pro'. And yes, both come standard with that engine auto-start/stop system we've all become accustomed to.
Audi's take on comfort, particularly in its 'Effective' mode, is about smoothness. It avoids abrupt downshifts, preferring to keep the transmission in higher gears even when you press the accelerator. The acceleration feels gentle, almost serene. While the throttle response might be a tad slower, it’s not a drastic departure from the 'Auto' mode. Even with the gear selection restricted, the A5 still feels like a capable performer when you need it.
BMW's 'Eco Pro' mode, on the other hand, is a different beast entirely. It can transform the 2.0T into something that feels more like a 2.0L naturally aspirated engine. It’s so focused on frugality that keeping up with traffic can feel like a genuine effort. But the payoff? A dashboard display that proudly shows how many extra miles you've 'saved' by driving this way. It’s a tangible reward for your restraint. And the 4 Series has another trick up its sleeve: when you lift off the throttle, the revs drop to idle, and the transmission completely disconnects, coasting with minimal resistance. Even the air conditioning seems to dial back its intensity. It’s efficiency taken to the extreme.
Now, before you assume BMW's eco-mode is the ultimate city dweller's choice, let me offer a word of caution. For those not committed to the greenest of lifestyles, 'Eco Pro' might feel more like 'self-punishment'. It’s a mode that demands patience.
When we step back and look at the standard driving modes, the A5 and 4 Series are remarkably evenly matched in terms of raw power delivery. The real divergence appears in how their transmissions and suspension systems handle the road.
The Audi A5's dual-clutch transmission, while quick at higher speeds, can exhibit some of those familiar quirks at lower speeds. Engaging the clutch during initial take-off, in slow traffic, or when reversing can feel a bit hesitant, sometimes leading to jerky movements if you're not gentle with the throttle. It’s not until you reach around 30 km/h that the dual-clutch truly shines with its rapid shifts. The BMW's 8-speed automatic, however, generally behaves more predictably in varied conditions, offering a smoother, more relaxed experience in congested city driving.
In terms of powertrain refinement for urban environments, the 4 Series seems to have a slight edge.
Looking at the newer iterations, the Audi A5 has seen some significant evolution. It’s grown in size, now comparable to an early 2000s A6, and while still manageable, it raises questions about where the 'bloat' might end. The platform, while new (Premium Platform Combustion or PPC), is an evolution of its predecessor. A key development is the powertrain. The engines, while familiar, are now incorporating hybrid technology. Audi's 'MHEV Plus' system, despite the name, isn't just mild-hybrid. It includes an integrated starter-generator and an electric motor that can regenerate energy and provide a power boost, allowing the engine to shut off entirely at times. This innovation has led Audi to replace the eight-speed automatic with a more efficient seven-speed dual-clutch unit in some models.
For those seeking the security of Quattro all-wheel drive, the choice is often limited to specific diesel or V6 petrol models. The Quattro system itself has also evolved, moving away from the traditional Torsen centre differential to a multi-plate clutch system. Audi has also simplified its nomenclature, moving away from the confusing 30/35/40 series numbers to a more straightforward display of power output in kW or PS.
