2010 Audi A5 2.0T S-Line

Were I a skeptic, I might believe Audi Canada first imports upmarket 3.2-litre V6 versions of its smaller cars — the A3, A4 and now the A5 — because it knows that as soon as the 2.0T version shows up, sales of the six-cylinder models are going to drop. Unique in the luxury segment — and probably in any segment — Audi’s little turbocharged four-banger, all 1,984 cubic centimetres of it, is the jewel within its lineup.

Somehow, every iteration I try is better — smoother than a four-cylinder has any right to be, sweeter-sounding than anything else with only four pistons and surprisingly powerful. This last invariably confuses first-time drivers as the 2.0T, thanks to its turbocharger and the engine’s variable valve timing, humbles many a V6 in the torque department, Audi’s own 3.2L notwithstanding. According to the company, the 2.0T produces 258 pound-feet of torque as low as 1,500 rpm. That’s 15 lb-ft more than the 3.2L (as well as kicking in 1,500 rpm lower on the rev band) and, unlike virtually every other small four — especially one powering a 1,640-kilogram, all-wheel-drive luxury car — it doesn’t need to be revved hard to blow off traffic.

The kicker is that, when you do decide to call for warp speed, the 2.0T is all sweetness and urge. I already noted that every new iteration of this engine is superior to

the last and this one is the sweetest-sounding yet.

Even revved past 6,000 rpm, the 2.0T never takes on any of the harshness common to most fours. The thing is so impossibly smooth, it could be passed off as an in-line six. Again, don’t bother upgrading to the 3.2L — you would just be cheating yourself.

Equally impressive is the A5’s handling. Audis tend to have excessive forward weight bias resulting in incipient oversteer. Depending on the car and its exact specification, this can be either a moderate or severe problem. In the A5, the 2.0T’s smaller block, two fewer pistons, connecting rods, etc., place less weight over the front end, resulting in more fluid and communicative steering.

The tester was further graced with Audi’s S-Line package, which threw in sportier P255/35R19 performance rubber and a firmer sport suspension. It’s still not quite as responsive as a BMW 3 Series coupe, but the gap is noticeably less than in other direct model-to-model comparisons, and the handling is especially capable for something with all-wheel drive.

Neither does the road holding come at the expense of ride or stability. I was constantly having to rein in the A5 as I kept nudging past a licence-suspending 160 kilometres an hour while cruising Highway 401.

Audi’s interiors are exemplary. The A5 is no exception. The S-Line package’s Alcantara leather seat inserts and perforated leather steering wheel add to what is already an exquisite cabin. Audi also makes much of its third-generation, MMI onboard computer with new features such as 3D mapping for the hard-drive-based navigation system.