To make the new Audi A4 sedan sportier, its creators changed the layout, moving the gearbox rearward, and relocated the battery to the trunk in the manner of BMW... But at the same time, the "four" became 117 mm longer, and this is for the sake of interior space. So what is there more in the new Audi, sport or comfort? And since we had in our hands the base 160-horsepower Audi A4 1.8 TFSI with a CVT, the contenders for the crown among the elite of the D-class will be BMW 320i, Mercedes C 200K, and Alfa Romeo 159 2.2 with the robotic Selespeed gearbox.
If we talk about external sportiness, there is no doubt here. Better than mountains can only be mountains, and better than Alfa only Alfa — red, like ours!
The BMW "three" is sport in German: a predatory gloomy front end, developed musculature of the sides. But the Mercedes C-class is also sporty nowadays — lean, fit, and even the boring fake radiator grille of the Classic version does not spoil the energetic image much.
And the Audi A4? Although the rear of the new sedan is almost the same as that of the Audi A5 coupe, the classic profile with a circular window opening still looks somewhat heavy. Here you think about sport in the second place. And in the first place — about how solid the direct heir of the compact Audi 80 sedans has become. One hundred percent elite!
You finally understand this when you sit in the seat of the "four," upholstered in the softest leather. The trim, panel fit, beauty and informativeness of the instrument scales — everything is impeccable. Convenient joystick and MMI interface menu, intuitive climate control with instant confirmation of all actions and settings on a large color display... But it is strange that a foot in a wide boot gets stuck between the transmission tunnel and the brake pedal, the side support bolsters of the seat are set too wide, and people below average height cannot sit in a sporty way — they simply cannot see the road.
 |  |  |
| Style and solidity: in the solid Audi interior there is an abundance of this | Impeccable fit of plastic panels is the hallmark of all current Audis | For push-button engine start, unlike the electromechanical "handbrake," you have to pay extra — 25,700 rubles |
 |  |  |
| The profile and firmness of Audi seats are optimal, but the delicate leather is slippery | On the spacious sofa it is comfortable, but only for two | The battery in the trunk, covered with a space-saver spare tire on top, helped change the weight distribution from the previous "60:40" to the current "57:43" |
In the BMW there are no such problems, despite the ultra-low seating position. The leather on the seat is simpler than in the Audi, but the profile is even better. The techno-minimalism of the refined clean lines of the interior and instrument scales sets a serious tone. And you can only complain about the slightly turned steering wheel — and the pedal assembly shifted to the left.
The Mercedes is also good, but... For "athletes," the steering wheel with a three-pointed star, covered in rough leather, is too large in diameter. Controlling the traditional hyper-functional steering column stalk requires getting used to. And adjusting the climate with loose rings is the least convenient. And, alas, in terms of trim material quality, the C-class yields to the other two "Germans." Moreover, on the move, extraneous sounds are heard every now and then.
| Alfa Romeo 159 | Audi A4 |
 |  |
| BMW 320i | Mercedes-Benz C 200K |
 |  |
| The instruments are a feast for the eyes. And they are very informative, in all cars | |
The Alfa also creaks. Uneven gaps the size of an index finger, crooked fit of aluminum panels, wires visible from under the protruding upholstery of the transmission tunnel... And these are far from all the complaints. The steering wheel is excessively puffy, the stylish "sofa" stitching of the seats is rough to the point of discomfort, and you don't even want to touch the tiny "bald" transmission selector.
 |  | |
| The Line assist system (lane keeping) is still a useless option: it does not distinguish heavily worn paint from winter | The modes of the Audi "electronic" chassis are switched by buttons on the transmission tunnel | Elegance is in every detail. For example, in the light control unit |
But this is an Alfa! The embodiment of cuore sportivo, the sporting Italian spirit. Before your eyes — only the speedometer and tachometer. The other instruments are in "wells" on the console. Starting the engine is by button. A sedate start from a standstill is not for the Alfa: it reacts reluctantly to a light "stroke" of the pedal. But if you stomp harder — it immediately breaks into wheelspin!
And off she goes, dear. Seven thousand on the tachometer — a jerk of the steering wheel paddle — a striking engagement of second — again seven thousand rpm... And the sound, that inimitable Alfa sound!
But in everyday hustle and bustle, it is hard with the Alfa. On hills, you have to hold the "Italian" with the brakes yourself — it rolls back. And its protest against slow movement in space is expressed by the Selespeed "robot" in a southern temperamental manner: it jerks the car at every shift. Moreover, the moments of gear changes themselves are poorly predictable.
It is a pity that we conducted this test not at a proving ground, without measuring longitudinal dynamics — the roads were still slushy. But despite the fact that the Alfa has the most powerful engine (185 hp) and by feel it is the fastest in the quartet, in parallel starts the 184-horsepower "supercharged" Mercedes did not lag behind it. At the same time, emotionally, the Mercedes and the Alfa are antipodes. The "Italian" awakens emotions, while the Mercedes lulls them to sleep. A heavy pedal, a tedious engine drone, smoothed "automatic" shifts... On rare overtakes with "smooth pedaling," the thoughtfulness of the gearbox is annoying — you have to wait an eternity for a downshift. And the manual mode with independent upshifts and downshifts is more for fun here. As is the Sport mode.
| Alfa Romeo 159 | Audi A4 |
 <\/a><\/td> |  <\/a><\/td> <\/tr> |