But specification is no substitute for quick reflexes,
and the RS4's reactions are slowed down by the indifference
built into some of the controls. Take, for instance, the
massive ventilated disc brakes. Obviously nothing less than
colossal power would do, and you get it, but they're handicapped
by mushy pedal feel. An attempt at a quick gearshift is
thwarted by a gearlever that seems to relay shift orders
to the transmission via rubber bands. Dab the throttle,
and hang on, what's this… a generous dose of old-fashioned
turbo lag. Turn the steering wheel, and experience the same
pothole kickback, the same momentary dethrottle slack and
the same full-power tug that all other A4's display, but
in a more pronounced
fashion. Don't get me wrong: these flaws don't impair the
Audi's ground-covering ability, especially when it rains.
But they take away the cutting edge. Is Audi sacrificing
the Sunday morning drive to build an all-week car? Or could
it have done both?
The Skyline has a state-of-the-art, on-demand four-wheel-drive
system. As soon as sensors signal a loss of rear grip,
up to 50 percent of the available torque will be directed
within one-hundredth of a second to the front wheels. Since
the initial oversteer almost automatically corrects itself,
you need to keep your right foot planted to encourage a
powerslide that can last a long way through and out of the
bend. Unlike the brake and throttle-linked ESP preferred
by Audi, the GT-R relies on a complex rear-wheel-steer system
to counteract excessive yaw, understeer and oversteer. It
also employs an active limited-slip differential to improve
the cornering grip, a set-up which often reacts in a sudden,
unsubtle manner. Instead of putting an electronic buffer
between car and driver, the Nissan serves up a sudden breakaway.
It's a characteristic supported by the uncompromising 245/40
ZR18 Bridgestone Potenza RE040 tyres which tend to break
away much more suddenly than the Audi's pleasantly creamy
new-generation Pirelli P Zeros.
What makes the Skyline really special is the way it
responds. This car translates driver inputs one-to-one,
without adding or altering, without delay or distortion,
and without making decisions before they are due. The clutch
is light and sharp
and progressive. The six-speed gearbox is a two-finger affair
that combines short throws with total precision. The Brembo
brakes are instant-on, and they never seem to wilt, not
even after five consecutive hot laps on the Ring. The throttle
dives deep into the footwell and is a joy to modulate, with
effort and response striking a perfect balance. The steering
is surprisingly light and always alive, supplying an accurate
blueprint of the road and the car's reaction to it. At 2.5
turns from lock to lock, it is also quick enough to give
you a head start against the law of physics.
Sounds like perfection. Isn't quite that, though. The
official Nissan import car is built to track-friendly V-Spec,
which means very hard suspension, a tiresome tendency to
tramline, and a ride that's borderline unacceptable, not
just because of comfort but because it can let the car get
lumped and bounced about on poorly surfaced roads. Sometimes,
when it's narrow too, it feels like you've simply got too
much Skyline.
Five eyes would be useful here. Keeping one eye (at
least) on the road ahead is a permanent must, but then there's
another needed to scan the horizon for trucks and Dutch
tourists, one for the mirrors, one to glance at the instruments,
and one on a constant lookout for the law. Ordinary humans
who can only spare two eyes at a time will find the Audi
a much easier car to live with. It is less edgy in its
actions and reactions, more forgiving all the way to the
brink, not as challenging when the going gets tough.
While the GT-R aims at amateur racers who don't mind
getting up at 6am of a Sunday to blast up and down their
favourite country road, the RS4 targets people who are always
under time pressure, maybe ultimately less interested in
the going than the getting there. Nine out of 10 drivers
will find the car from Ingolstadt a more confidence-inspiring
vehicle, and it won't take long to get used to. It is competent,
comfortable, capable and very quick on all surfaces and
in all weathers, but its remarkable ground-covering ability
is blurred by a suspicion of dullness.
Crunch time. If a single day's driving was the decider,
the Nissan would win hands down. It is clearly the more
involving car, the bigger challenge, the more entertaining
man-machine interface. But one day doesn't tell the full
story. What is the verdict after a week, a year? Would you
still tolerate the boy-racer livery, the deafening noise
pattern, the cramped cabin? I'm sure I would - but only
if the GT-R was not my only car. This is a great plaything
when the time is right and the conditions are right. As
a daily driver however, I'd readily trade some of the Nissan's
excitement for the finesse and the all-round ability of
the RS4. While it
may do less for your glands, the Audi smooths the adrenalin
flow by being a lot smoother without losing speed. It is
also more forgiving, more practical, more comfortable and
less expensive. And it feels like part of a lovingly made
object. The Skyline puts the craft deeper under its skin.
Ingolstadt is sending 400 RS4s to the UK, all of which
- £46,500 price tag notwithstanding - are pre-sold.
That's against the limited local supply of 90 £54,000
GT-Rs, half of which are still available. The Avant is the
more sensible choice, the Nissan the more rewarding drive.
Take your pick - for a change, you can't go wrong.
© car (July 2000)
