Test drive Audi A4 Allroad vs VW Passat Alltrack: high style

Comparison of two vans that have acquired the qualities of SUV models

The Audi A4 Allroad and VW Passat Alltrack are designed to combine high seating and off-road qualities with the useful qualities of station wagons. Testing gasoline variants with a capacity of more than 200 hp.

At the risk of not being liked, let's say that the SUV model has not only advantages. Compared to the rather bulky exterior, interior space is often average, and a large frontal area increases fuel consumption and reduces dynamic performance. If you just want to sit higher, your best bet is probably one of the station wagons like the Passat Alltrack or the new Audi A4 Allroad - with those you will at least keep the feeling that you can climb up at any time. peaks and rugged deserts (or at least some steep gravel patch).

Compared to the starting base of the Avant station wagon, the long-legged A4 has 34mm more ground clearance, with the larger wheels contributing eleven millimeters. The Allroad 2.0 TFSI is the first model to use the new Quattro transmission developed by Audi engineers for longitudinal engine models. From the permanent dual transmission came the "permanently available dual transmission", meaning, as with the Passat 4Motion system and other competing models, the A4 most often drives as a front wheel drive car. The rear axle only comes into play when the need for traction increases.

The new Quattro system saves up to 0,3 liters of fuel per 100 km.

The dual transmission system is much more complex than conventional designs. To reduce frictional losses and thus fuel consumption, Audi disengages the propeller shaft and rear axle differential in front-wheel drive mode. To do this, at the exit from the gearbox, the plate clutch opens, and the additional finger clutches release the differential, and it stops rotating. To reverse the dual transmission mode, the front plate clutch that rotates the idle components is first closed before engaging the rear clutches.

For the new Quattro, Audi promises fuel savings of up to 0,3 l/100 km and plans to use this system in more and more other models. The best thing about this, however, is that the driver feels nothing from the complex choreography of the clutches. The control electronics calculates in advance the need for an increase in traction for half a second - for example, when the driver presses the accelerator pedal in a corner. Therefore, in test drives, the turning wheels were not discussed at all - as was the uneven behavior on the road due to sluggish electronics.

Allroad with the pursuit of high speed

252 hp TFSI engine you can easily make the wheels spin. Slightly above idle, it takes the job seriously and at higher speeds doesn't lose a bit of the will to pick up speed - something you don't expect by default from a turbo engine. No less surprising is the fact that the designers did not compensate for the higher center of gravity with uncomfortable suspension stiffness.

Despite its 18-inch wheels, the Allroad manages to neutralize potholes in the pavement and shows some stiffness only when the ride is comfortable. In addition, the Audi model impresses with its strong brake inclination, which does not weaken its action even under extreme load. However, with the behavior on the road, the rise of the body begins to be felt - in corners, the Allroad leans sharply to the side, and when the ESP is turned off, its rear part begins to feed. Combined with the immediate but sterile feel around the steering wheel, the car comes across as jittery and less prone to heroic turns than the regular Avant.

Calm Passat

Here, the Passat reacts much more predictably, remains calm in borderline driving mode and still crawls past the pylons faster in the test. At the same time, Alltrack shows no desire to chase the perfect line in corners. Not that its 32-litre turbo engine is in trouble - despite a XNUMXbhp deficit. The VW model also looks more than well motorized. However, its seven-speed dual-clutch transmission shifts gears more smoothly and, unlike Audi's sharp seven-speed S tronic, feels more like a torque converter automatic.

With a sense of calmness to drive, the Passat pairs well with a more indirect yet conveying good steering feel on the road, as well as even more balanced suspension comfort. In particular, standard adaptive dampers with short lateral edges on asphalt react more responsively, avoiding more body movement in the event of long waves on asphalt. And while the Audi's four-cylinder engine comes to the fore in terms of acoustics at wide open throttle, the VW engine sounds nicer, but pleases 0,3 l / 100 km more.

Bottom Alltrack, Top Option

Otherwise, the Alltrack, protected by plastic plates and raised by 28 millimeters, retains the familiar good qualities of the Variant. That starts with the interior space on offer – although it's only three centimeters longer than the A4, thanks to its transverse engine layout, the Passat offers far more living space. First of all, second-row passengers benefit from this, who sit in beautifully upholstered rear seats, almost like in expensive cars. Trunk volume is also much larger (639 versus 505 liters); in addition, it is easier to use due to the wider opening. If you want to load more things, you can press the button on the side, after which the rear seatbacks will fold quite quickly against the spring.

Indeed, in the case of Audi, the three parts of the rear seat back are released at the push of a button, but then they must be folded down manually. In turn, the quality of the A4 is generally perceived as superior - for example, small items in the trunk are secured with nets or straps to prevent slipping, and the roll cover is lifted electrically during loading and unloading, and then goes down again. The controls and displays of the infotainment system look even better than in the already extremely solid Passat.

Touchscreen versus rotating controller

Although the infotainment components of VW and Audi are technically very similar, the two brands of the group use different ways of controlling functions. While VW relies on a touchscreen with a somewhat corny but extremely intuitive menu structure, Audi uses an MMI rotary push controller. Since the monitor does not need to be touched, it can be positioned high enough and thus less distracting. On the other hand, the menus in A4 are more complex and, like the control of functions from the push-button steering wheel, takes a while to get used to.

And there are really a lot of things to manage: along with a comprehensive communication system with many online functions, including the Napster music portal, Audi enthusiasts are impressed by the wide range of support systems that almost beat almost allroad. test. Its adaptive cruise control automatically detects speed limits recorded by the camera; in the event of an emergency, the Pre-Sense system automatically stops at speeds up to 85 km / h or helps the driver avoid a collision by steering the steering wheel towards the free corridor. If it's going to be an adventure, at least it's safe.

However, the Passat does what it does best - shifts the dual transmission and stays calm. With lower prices and richer standard equipment, it rises to the top. Although this is only the highest rung on the ladder of winners.

Text: Dirk Gulde

Photo: Hans-Dieter Zeifert

Evaluation

VW Passat Alltrack 1 TSI 2.0 Motion – 436 points

The spacious and practical Alltrack impresses with its quiet handling on the road, as well as its high level of driving and suspension comfort.

2. Audi A4 Allroad Quattro 2.0 TFSI - 430 points

The powerful and noble Allroad enchants technology aficionados with its wide range of connectivity options. However, its behavior on the road suffers from the increased ground clearance and is also significantly more expensive.

technical details

1.VW Passat Alltrack 2.0 TSI 4Motion	2. Audi A4 Allroad Quattro 2.0 TFSI
Working volume	1984 cc	1984 cc
Power	220 hp (162 kW) @ 4420 rpm	252 hp (185 kW) @ 5000 rpm
Maximum torque	350 Nm at 1500 rpm	370 Nm at 1600 rpm
Acceleration 0-100 km / h	7,0 with	6,2 with
Braking distances at a speed of 100 km / h	36,8 m	34,8 m
full speed	231 km / h	246 km / h
Average consumption fuel in the test	9,6 l / 100 km	9,3 l / 100 km
Base Price	42 975 EUR (in Germany)	48 750 EUR (in Germany)