http://www.audiusa.com/cars/a41/
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Four
link front suspension Five-valve
technology Turbo tiptronic Dynamic
Shift Programme (DSP) Front-wheel
drive Active
safety
Passive
safety
"Roadholding
this good from a comfortable saloon the size of the Audi should call for
a re-think on the part of the rear-wheel-drive-is-better brigade."
This was not the case a decade ago, when the four-ringed cars
lacked the quality that is a prerequisite to status brand-building.
When we road tested an Audi A4 1,8E back in 1995, we acknowledged
it as serious C-Class/3-Series competitor. What made the Ingolstadt
interloper different, however, was that its front-wheel drive
powertrain challenged the two established incumbents’ conviction
that even “small” luxury segment cars should be rear-wheel driven.
And, in doing so, it gained a valuable packaging advantage over its
well-established rivals. At the time we took delivery of our 20 000 km
test Audi A4 1,8E, the price was R134 080, which compared favourably
with similar BMW 3-Series and Mercedes C-Class products.
The “E”, in this instance, stands for Executive version, which
is justified by a high-line luxury and convenience specification that
includes climate control, factory-fitted radio/tape system, power
steering with reach and rake adjustment, electric windows, remote
central locking with electronic security, leather upholstery, tinted
glass, electric door mirrors and flip-up cup holders.
On the active and passive safety side there are ABS braking with
EBD, height adjustable front seat belts with tensioners and front
airbags. The new, mildly facelifted models launched a few months back
now also offer Sideguard airbags, extending from front to rear at head
height.
As Audi owners have come to expect, the A4 has a fully galvanised
bodyshell (with rust warranty), and a scheme offering free servicing
and repairs up to 50 000 km or 5 years with an option of extending the
distance within the period.
Perusing the owner’s handbook, we noted that Audi recommends a
running-in period of 1 500 km during which high engine speeds and
towing are to be avoided. A careful scrutiny of the interior and
exterior left us impressed with the quality of fit and finish - an
auspicious start to a test that turned out to be singularly free of
teething problems.
One very minor exception was a small spring-loaded storage
container flap on the centre console. This was supposed to spring open
at the press of the button, but would stick intermittently until we
applied a smidgen of PTFE lubricant.
As we have noted in road tests of A4s, the ergonomic design is
excellent and there are thoughtful touches almost everywhere, from the
flip-up can holders in the centre console to the fuel cap holder on
the hinged fuel flap. The provision of matching protective carpet
overlays securely pegged in position is something that buyers of this
class of car have come to expect. An extra - though not uncommon -
touch, with the remote central locking system (operated via a
transmitter in the key) was the added security of two-stepped door
unlocking. The first press of the button would unlock the driver’s
door, and the second would unlock the passenger doors. Holding the
button down for a few seconds would cause the side windows to be
opened. This feature also operated in reverse when the car was being
locked, which we found convenient when windows had been left open.
Anti-theft security measures include an engine-management
immobiliser system and an alarm with ultrasonic and door-switch
triggering. For those who need to leave animals in the car, the
ultrasonic system can be deactivated by a button on the driver’s
side centre pillar. The A4’s styling (some might call it minimalist)
aroused positive likes or dislikes amongst those who remarked on it
during the test period. From our point of view we liked the elegance
and the Avus styling cues, which in this case extended to the
distinctive “spoked” silver-painted alloy wheels.
A novel aspect of pulling away from standstill was an anti-stall
throttle device, probably fitted to alleviate a lack of torque at idle
speed and just above. If one fed in too little throttle on take-off,
the anti-stall device would correct the shortcoming, which could be
immediately felt as the throttle pedal dipped further down. The net
effect was a smooth take-up of drive almost regardless of how badly
one botched the exercise.
On a more disconcerting note, we found that from time to time the
ABS pump would power up when the brakes were used at low road speed.
Along with the whirr of the electric motor, the brake pedal seemed to
gain a little extra power assistance. Our local dealer assured us that
this was normal, and though we asked for the brakes to be checked at
the 15 000 km service, the car’s stopping ability never gave us any
cause for concern.
Partly thanks to the grip provided by the 1,8E’s 195/65 15-inch
tyres, we never came close enough to their adhesion limits to
experience the ABS action in a crisis. We deliberately induced ABS
action on a couple of occasions simply to reassure ourselves that the
system was working. On the other hand, we frequently experienced the
A4’s superb handling and prodigious grip, which place it in a very
competitive position compared with its main rivals. In this respect,
its lively responses provided a good example of how the smallest-engined
car in a range is often the most rewarding to drive, provided that
sheer point-and-squirt power is not the overriding consideration. More
importantly, it was a fun car to drive enthusiastically and easy to
drive smoothly. Roadholding this good from a comfortable saloon the
size of the Audi should call for a re-think on the part of the
rear-wheel-drive-is-better brigade. In similar vein, ride comfort and
low NVH were additional plus factors.
Holiday travel was a good time to make use of the A4’s cavernous
406 dm3 boot, which can be extended into the cabin by means of folding
60/40 split rear seats (with security locking). One small downside of
the aerodynamic bodywork was that, in wet conditions, water would run
off the bootlid and into the boot as it was being opened. Fairly early
on in the test we received notice that our test car should be returned
to the dealer for possible fitment of an earth strap to the steering
column as a precaution against static electricity triggering the
driver’s airbag. On checking, we found that this did not apply to
our unit, which, according to its serial number, was not one of the
affected units.
Fuel consumption during the period of the test averaged 10,87
litres/100 km as a result of mainly enthusiastic city-bound driving.
Conservative driving with an eye to economy saw a couple of tankfuls
give enough distance to drop that figure below 9 litres/100 km.
Cruising at the national speed limit with occasional spurts to
overtake slower moving traffic returned figures in the region of 8,5
litres/100 km. During the first 15 000 km, the test car also consumed
two 500 ml doses of oil, the first at around 8 000 km and the second
about 500 km in advance of the 15 000 km service interval.
When the time for the service did arrive, it was a relatively
painless experience, mainly because the 1,8 E’s standard 50 000 km/
5-year service plan covers almost everything outside of tyres, fuel,
accident damage and top-up oil between services. As mentioned earlier,
there is also the option of extending the distance covered during the
five-year service plan in steps to a maximum of 150 000 km. Extending
to 80 000 km, for example, adds another R3 000 on to the initial
purchase price. Going for the full 150 000 km service cover will add a
total of R12 850. Although the latter figure is a lot of money, it
divides out to another R2 516 a year or R209 a month, which many
businessmen would see as a reasonable charge for insurance against
expensive repairs. With the A4 running like clockwork, we had nothing
to report, but asked the service advisor to have the braking system
checked. We were able to collect the car within the day, and were
presented with a printout listing six diagnostic tests (one of which
was the ABS system), all of which bore the remark “No fault
recognised”.
The final 5 000 km leg of our test was completed all too quickly,
given the pleasure that the A4 provided on a daily basis. Apart from
the inconsequential sticking of the stubborn little oddments container
spring lid, nothing else went wrong. If our experience is anything to
go by, we’d say that the A4 1,8 E is an attractive and
better-packaged alternative to the competitors from Stuttgart and
Munich. ______________________________________
There was something about the 2000 Audi A4 that gave me
pause.
After getting in, I’d often just sit there and look
around, enjoying the simple elegance of the interior, the
indefinable feeling of quality and solidity that belied the
car’s positioning as entry-level vehicle to a luxury lineup.
The interior is worth looking at. My 1.8T sedan tester,
admittedly dressed to the nines, featured perforated
leatherette upholstery on the seats and door panels, done in a
light creamy color.
Beautiful. But, somehow, I could hear my mother’s voice.
“How long do you think that’s going to stay clean?”
Sigh. The light colored seats and headliner are contrasted
by a deep navy blue on the lacquered dashboard, door panels
and carpeting. A cross-hatched metallic strip gleams and
visually breaks the dark dash design as it circles the
beltline of the interior.
The instrumentation displays some Euro-eccentricity. The
right side wiper stalk features trip computer controls. The
turn signal stalk on the left is crowded with cruise control
buttons. And another mini-stalk on the left, located in front
of the turn signal, flicks on the headlights.
At first, I was puzzled. Why put the headlights on a
separate control stalk? Then I noticed the clean sweep of the
dash. Outside of the centre module, the designers have
obviously decided that not a single switch or dial should mar
the unbroken surface. This, I think, is where the fine line
between craftsmanship and true automotive art gets blurred.
New for 2000, the instrument cluster has been revised with
improved white lighting and red pointers on the gauges.
The centre module features a stack of elegantly-buttoned
audio and HVAC systems.
“The buttons are too small,” my wife said and, in most
instances I would agree with her. But somehow in this car, the
precise on/off click of the buttons, the tiny red indicator
lights, the myriad of options and switches, I don’t know, it
has all the complexity of a fine home stereo system and just
adds to the image.
Maybe it’s just a guys and gadgets thing. But it works
for me.
When art appreciation time is over, I click the key fob
button and the spring loaded key switchblades out. I still
think that’s cool.
My key started the standard 1.8T engine - a four-cylinder
turbo-charged engine with dual overhead cams and five-valve
technology. You won’t find five valves per cylinder in much
else outside of Ferrari.
The 1.8T makes 150 hp @ 5700 rpm and 155 lb-ft of torque at
a relatively low 1750 rpm. The turbo is almost transparent.
There’s no boost gauge or detectable turbo whine. But even
though this engine has been designed with increased bottom end
oomph, turbos still work best when the motor is happily
spinning away in the upper rev ranges. Slap down the
accelerator after exiting a rolling stop and you can count off
the seconds - “one steamboat, two steam . . .” - before
the engine labors its way back into the turbo-spinning, power
band. The turbo lag is noticeable.
You can give the motor an assist by prudent use of the
shifter - either the 5-speed manual or - as in my tester - the
optional 5-speed automatic with Tiptronic. The Tiptronic
system - courtesy of Porsche - gives the driver the choice of
normal set-and-forget automatic operation or manual clutchless
gear selection using a special shift gate.
It’s easy. Simply rock the shifter forward to upshift or
back to downshift. Or pretend you’re Jacques Villeneuve,
exiting the corner at Imola, vrooom, and punch through the
gears with the F1-inspired plus/minus buttons on the spokes of
the optional sport steering wheel.
I know. It sounds like one of those gimmicky features that
soon loses its novelty and gets ignored in the day-to-day
grind of commuting. But, yes, the Tiptronic does work and it
can be used effectively to make the most of the 1.8T’s
engine power.
For the “no-replacement-for-displacement” crowd, Audi
offers a bigger 2.8L V6 motor with 190 hp and 207 lb-ft of
torque.
Interesting choices. The bulkier, on-demand power of the V6
or the more fuel-efficient 4 cylinder - which also lists for
about $6000 less than the V6 and makes the A4 a more
affordable entry-level luxury-mobile.
Regardless of power choice, the Audi A4 offers
race-inspired handling capabilities. Its acclaimed quattro all
wheel drive system uses three differentials to vary power
distribution to all four wheels, all of the time and at any
speed. With rack & pinion steering, a reworked chassis for
2000, the all wheel drive and Tiptronic transmission, this is
a car you just love throwing into the corners.
The Audi A4 comes with a full list of included items and a
few unique features. Automatic climate control. Tilt and
telescoping steering. Side impact airbags. AM/FM/CD. Heated
windshield washer nozzles and driver’s side door lock. A
third, middle sunvisor above the rear view mirror. A first aid
kit in the rear armrest. And a removable emergency triangle in
the trunk lid.
Options include a high-brow BOSE premium sound system,
6-disc CD changer, navigation system, Xenon high intensity
headlights, head curtain side airbags, hands-free cell phone
and an upholstery-protecting, expandable ski sack that unfolds
from the rear seat pass-through.
I’ve mentioned just a few of the changes that were
introduced in mid-99 and within the 2000 model year. There’s
talk of further changes for 2001 - possibly a slightly larger
A4, based on a Passat-shared platform.
Audi will continue to evolve and update the A4 lineup but I
hope they don’t change it too much.
It’s not perfect. But it’s darn close.
The Audi A4 1.8T starts at $32,990.
With options including convenience package ($1,675),
‘quattro IV’ all wheel drive system ($2,900), 5-speed
automatic transmission w/Tiptronic ($1,230) and expandable
ski/storage sack ($210), price as tested - $40,005.
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