At market launch in Europe, the new Audi A4 and A4 Avant will be available with a choice of three TFSI and four TDI engines delivering maximum power of between 110 kW (150 hp) and 200 kW (272 hp). Compared with the previous model, their fuel consumption has been reduced by up to 21 percent, while their power output has increased by up to 25 percent. All engines comply with the Euro 6 emission limits, so that the TDI has been labeled a clean diesel. There is a standard 12-liter tank or an optional 24-liter tank for the required AdBlue additive.
The standard, start-stop system has also been further improved and comes with new features to reduce fuel consumption further: When the driver stops at a red light, the engine can already be deactivated below 7 kilometers an hour (4 mph); 3 km/h for the A4 3.0 TDI with tiptronic (1.9 mph).
The entry-level gasoline engine is the 1.4 TFSI. The compact four-cylinder with displacement of 1,395 cc, has a maximum output of 110 kW (150 hp) and torque of 250 Nm (184.4 lb-ft) between 1,500 and 3,500 rpm. In combination with the seven-speed S tronic transmission, it accelerates the A4 Sedan from 0 to 100 km/h (62.1 mph) in just 8.9 seconds and on to a top speed of 210 km/h (130.5 mph). The corresponding figures for the Avant are 8.9 seconds and 210 km/h (130.5 mph).
In the NEDC (New European Driving Cycle), the 1.4 TFSI with S tronic consumes only 4.9 liters per 100 kilometers (48.0 US mpg) in the A4 Sedan, resulting in CO2 emissions of 114 grams per kilometer (183.5 grams per mile). Compared with the 1.8 TFSI of the previous model, fuel consumption has been reduced by 21 percent.
With its aluminum crankcase, the new four-cylinder engine weighs just over 100 kilograms, despite its highly complex technology package. The valve-drive module in the cylinder head is designed to be light and rigid. Below it, the exhaust manifold is integrated into the cylinder head - a key element of efficient thermal management. Like the crankcase, the cylinder head has its own cooling circuit. The entire crankshaft drive has a very low mass and frictional losses.
The turbocharger and its peripherals are optimized in all details to build up boost pressure rapidly. With the mixed-flow turbine wheel, the moment of inertia is low, the electrically operated wastegate works extremely precisely and intercooler integrated into the intake manifold results in short distances for the gas mixture to travel. The common rail system develops an injection pressure of up to 200 bar; the toothed belt for valve timing and auxiliary drive is designed to last for the engine's lifetime.