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| 1.8T Engine Review |
1997 |
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| Audi 1.8L 5-Valve I-4 Audi AG's mission with
the A4 1.8T is to pull the dynamically superb and decidedly Germanic
A4 sedan down into the price realm of commoners like the 4-cyl. Toyota
Motor Corp. Camry and the Ford Motor Co. Taurus. What buyers get along
with the deal is what WAW judges to be the most dynamic 4-cyl. engine
available in the U.S. WAW's Best Engines testers are ardent converts
to the light-pressure turbocharging philosophy, and Audi's new 1.8L
engine is the sweetest example yet. From a driveability standpoint,
there are virtually no tip-offs that this engine is turbocharged _
there's just a linear, fluid charge for the redline, an eagerness to
rev at odds with Audi's legacy for producing engines with a distinct
heavy flywheel sensation. In fact, this engine exudes the kind of
rev-happiness more typical of Japanese-made twincam engines. Goodness
only knows how Michael Lembke, manager of 4-cyl. engine
thermodynamics, and his engineers made this 1.8L four-pot so
unnaturally smooth. There are no balance shafts; it might be that the
miniscule displacement and long-stroke design conspire to camouflage
the 4-cyl. shake. Of course, the technical point of merit with the new
1.8L is the 5-valve-per-cylinder head, a first for a volume-production
passenger-car engine. The design incorporates three intake valves and
two exhaust valves in an exquisitely engineered testimony to enhanced
volumetric efficiency. The 25% increase in valve surface area allows a
lighter valvetrain, helping to explain the engine's free-revving
nature. And Dieter Brennecke, the engineer responsible for designing
the 5-valve head, says that without the 5-valve arrangement, the 1.8L
turbo would require variable valve timing to achieve the same power
output. The 1.8L takes to revving like a retriever takes to the water
dish in July, but it's also a torquey little beast. A torque spread
flat as a basketball court contrives with the low-inertia, no-waiting
turbocharger to encourage the 1.8L's right-now interest in supplying
low-rpm acceleration _ a quality not often found in small-displacement
DOHC engines. The healthy peak torque of 155 ft.-lbs. (210 Nm) is
fully offered from just over 1,700 rpm all the way to 4,600 rpm,
endowing this 5-valver with astounding flexibility. That flexibility
is abetted by the fact that this is the most sensibly geared Audi
we've experienced. But the gearing is responsible for this engine's
only driveability downfall: higher-speed (80 to 90 mph) cruising finds
the 1.8L turning faster than is entirely comfortable _ a rev range
where the engine produces tones a few decibels on the wrong side of
soothing. A glance at Audi's spec sheet shows the tested A4 5-speed
manual Quattro to be fitted with the shortest final drive (3.889:1) of
all A4 1.8T variants. The first A4s fitted with this engine currently
are imported only with Audi's 5-speed automatic, and it does feature a
somewhat taller final drive. Our suggestion: This engine cries out for
a 6-speed manual. Could this plucky 5-valver use another 30 horses? If
you're the type that needs to dust that Lexus in the next lane, yes.
Does it really need more power? For most drivers _ considering the
already outstanding 83 hp/L _ probably not. And certainly not if it
would mean a hike in the A4 1.8T's price. Our tester, with a 5-speed
manual transmission and the brilliant Quattro all-wheel drive system,
tagged out at $26,550. Pricing like that, combined with the
exhilarating 1.8L engine and the A4's gorgeous sheetmetal, makes the
A4 1.8T this year's screaming luxury/performance bargain.
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| Truett | 1997 | |
| There is no question that Audi is back in
the United States, competing head-on with Mercedes-Benz, BMW, Jaguar
and Japan Inc. and winning. Audi's sales have been increasing at
double-digit rates for almost two years -- that's faster than any
other automaker. The latest model from Audi, the A4 1.8 T, should
further accelerate the German automaker's return to the mainstream.
Earlier this year, I drove a six-cylinder version of the A4, and it's
still one of my favorite cars. But if your budget isn't big enough to
accommodate the V-6, the A4 with the 1.8-liter four-cylinder -- this
week's test car -- is a mighty fine alternative. PERFORMANCE, HANDLING
The 1.8-liter, in-line four-cylinder engine under the stylish hood of
our A4 test car had five valves per cylinder and was bolted to a
five-speed automatic transmission. Audi says the turbocharged engine
develops 150 horsepower. The A4, Audi says, reaches 60 mph in 9.8
seconds, which at first might not seem so quick. Initially, the A4 T
is a bit slow, but when the engine winds up, the car gets moving
quickly. It feels as if zero to 30 mph takes about 6 seconds and 30
mph to 60 mph takes the other 3.8. Although it is turbocharged, the
1.8 T is very civilized. There is no violent rush of power as the
turbo winds up. Instead, power comes on smoothly and evenly. Our test
car came with Audi's ''Quattro'' option, which adds all-wheel drive.
The five-speed automatic shifted smoothly, but the most efficient way
to get power to the wheels is through a manual gearbox. Also, the
all-wheel drive system added weight to the car and that also shaved a
few ticks off the 0-to-60 mph time. If you want more performance
without getting the optional V-6, the A4 with a standard transmission
and sans the all-wheel drive would be the better choice. I contend
that because of the lack of snow and slippery roads here, the Quattro
all-wheel drive, a $1,600 option, is not needed in Florida. Fuel
mileage was excellent. Our test car went 301 miles between fill-ups
and averaged 26 mpg in city driving with the air conditioner on.
That's not bad, considering that I drove with a heavy foot for the
better part of a week. Audi's four-wheel independent suspension
provides an excellent ride. The A4 is a bona fide sports sedan when
equipped with its optional 2.8-liter V-6. But the four-cylinder engine
makes the car more of a regular European sedan, which still is
semisporty. The ride is firm, but not so much that it punishes you
over bumpy roads. With the A4, you get the athletic feel of a BMW with
the well-balanced manners of a Mercedes-Benz. The power-assisted
rack-and-pinion steering system scores high for its weighted feel,
crisp response and excellent 36-foot turning radius. Ditto for the
four-wheel power-assisted anti-lock brakes, which stop the car quickly
in emergency situations. FIT AND FINISH The A4 is deceptive in
appearance. Judging by its size, you could be fooled into thinking the
entry-level Audi is a small car. True, it is classified as a compact,
but there is ample room for five average-size passengers. With the
rear seat folded forward, the car can easily carry large packages. The
front bucket seats are firm, supportive and excellent on long trips.
They adjust manually and are easy to configure. The tilting headrests,
which can be adjusted for extra support, are a nice touch. The A4's
dash is attractive, nicely styled and laid out, and very easy to use.
Bar graphs and large numbers in the lower center section of the dash
display the air-conditioner fan speed and temperature. The system has
an automatic setting so that you can dial in the temperature and then
forget about it. The analog instruments, which have red needles and
white numbers, are attractive and easy to read. The A4 feels as if it
is sculpted from a single block of steel. As a result, parts fit
closer together, and you won't hear any squeaks for rattles. The gaps
between the fenders are some of the tightest I've seen on a car. The
doors and trunk open unusually wide, so getting in and out and loading
packages is a breeze.
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| Car Connection | 1997 | |
| An appealingly affordable European Providing
luxurious transportation in a tidy package has become a lucrative
business for many manufacturers. A wide range of choices are
available, with a price spread equally broad. European offerings in
this realm are generally more expensive but have their own special
appeal. Although Volvo threatens to break out of its conservative mold
with its new replacements for the 850 line, the BMW 3-series and
Mercedes C-class sedans are the major players. Audi has long contended
in this niche, but none of its past entries has combined charm, style
and value as desirably as the year-old A4. And U.S. buyers have
responded to this sleek, small Audi, pushing the company's sales up to
levels it hasn't enjoyed for many years. Like its German rivals, the
A4 adds sporty flair to expected luxury trimmings in an effort to
appeal to driving enthusiasts. And for 1997, a new model -- the 1.8T
-- expands the A4's appeal even farther by combining existing features
and virtues with an innovative powerplant at a lower price. Walkaround
Few sedans can match the A4 for clean, distinctive styling. In
profile, it displays a definite but neatly rounded wedge shape,
minimal front and rear overhangs and large glass areas. Nose and tail
are equally clean, dominated by lighting and, in front, a large
understated air inlet. You won't see any extraneous trim; the
designers have chosen to let a strong basic form speak for itself.
Although it's executed on a small scale, we think this is arguably the
most graceful design from Audi in decades, and a strong rival to the
BMW 318i and 328i in appearance. From the outside, there is little to
distinguish the 1.8T -- the new low-price version -- from its more
expensive (base price, including destination, $27,930) 2.8-liter V6
sibling. Each model has its own wheel design, but that's about the
only difference except for a single discreet badge in back. One small
change made to all 1997 A4s is a slightly reshaped trunk lid, designed
expressly to carry U.S.- and Canadian-size license plates. At present,
the A4 is available only as a four-door sedan, though an attractive
wagon version may arrive here in 1998. Inside story Four adequately
sized doors allow easy access to a very appealing interior. The first
thing that strikes a first-time passenger is the quality of materials
and finish. From the leather-look dashboard to the fabric seats of our
test car -- leatherette upholstery is a no-cost option -- every
surface looks and feels durable and attractive. The feeling of general
solidity in the A4 cabin is reinforced by the precision with which all
controls operate. Experience with several A4s indicates to us that
careful assembly is the rule rather than the exception. The Audi
interior is attractive and, for the most part, laid out with
functionality in mind. In front of the driver, instruments monitor
road and engine speed, fuel level, coolant and oil temperature and
battery state. These readouts can be supplemented with an optional
trip computer that displays fuel economy and other information. The
only element that might be seen as a debit is the night lighting,
which is a lurid red, a la BMW but more so. Radio controls are a
little fussy (some time spent reading the owner's manual will help),
but the climate control is easy to use. Both A4 models carry an
impressive list of standard features. Manual front seats have a height
adjustment in addition to the expected fore/aft and backrest movements
and are thoroughly comfortable. The steering column is adjustable for
both angle and reach. Power assists are standard for windows (the
windows offer one-touch operation up and down, a nice addition) and
door locks. A remote lock/unlock feature is optional, but we preferred
using the key-in-the-door method, which also allows the operater to
raise or lower the windows. Cruise control is standard across the
board, and the rear seat has a 60-40 split folding back, allowing
access into the roomy trunk. The 1.8T carries interior trim accents in
aluminum (coated with an attractive "pixel" graphic
surface); the 2.8 gets polished walnut. Options are similar for both
cars, though only the 2.8 can be ordered with leather seating
($1,320). The 1.8T is available with an optional Sport package
($1,000) that adds larger (16-inch) alloy wheels and tires, sport
seats and steering wheel and special upholstery. Either version can be
equipped with a power sunroof ($1,190), All-Weather package (including
heaters for the front seats, windshield washers and driver's door
lock, $700), a five-speed automatic transmission ($975) and, most
desirable of all for anyone who expects to drive in less-than-ideal
traction conditions, the all-wheel-drive Quattro system, a bargain at
$1,600. Ride & drive Some people still consider the A4 a bit
pricey for its class -- those who haven't taken a close look at the
stickers on the competition, anyway -- but a few miles behind the
wheel may change their minds. The A4's long suit is refinement,
mile-eating smoothness and sure-footedness that make it a genuine
pleasure to drive. Price is the main appeal of the 1.8 Turbo. Use of a
less expensive four-cylinder powerplant has enabled Audi to reduce the
bottom line without depriving the A4 of its important features. On
paper, the new engine hardly seems a candidate for a cost-cutting
model. With its turbocharger and unusual five-valve-per-cylinder
configuration, the 1.8 looks to be more suitable for a race car than a
family sedan. In some respects, that's true. Though torque is good at
low engine speeds, maximum power requires high rpm, something many
U.S. drivers may find disconcerting in daily use, although we had
little trouble adapting. The small powerplant is rougher and noisier
than the existing V6 as well. That said, the 1.8 is still a nice
alternative for buyers on a budget and those who like small,
high-revving engines. It delivers good performance and fuel economy
and quiets down considerably at cruising speeds. For maximum
refinement, it is best teamed with the optional automatic
transmission, though some performance is lost in this configuration.
Nevertheless, we think most buyers will find the V6-powered 2.8 more
to their liking. It is commendably quiet in most driving situations
and delivers good fuel economy. In typical European fashion, power
delivery is biased toward sustained high speed rather than
neck-snapping stoplight performance; even so, the 0-to-60 mph sprint
takes only eight seconds or so, which isn't bad. A five-speed manual
transmission is standard equipment. While not possessed of the
crispest shift linkage around, it shifts well and has gear ratios well
suited to the engine's power delivery. The optional automatic saps a
little performance (adding about a half-second to 60 mph) but is
otherwise an excellent alternative. Even buyers who usually choose
manual gearboxes will want to check this automatic out; electronic
controls adjust shift modes to suit driving conditions. Driving
pleasure in the European manner is another A4 plus. There's minimal
body roll during cornering and crisp variable-assist steering to keep
the driver in contact with what the wheels are doing. Quattro models
raise the enjoyment level a notch, increasing traction in situations
where it's most needed, whether during brisk driving or careful
motoring down a snowy lane. Despite the firm springs and shock
absorbers, the A4 delivers a smooth ride. Rough pavement doesn't faze
it; nor do highway expansion strips or small potholes. Final word In
the face of formidable opposition, the small Audis continue to impress
us. They are well-equipped, carefully assembled cars that combine
style, fine road manners, comfort and reasonable -- if not exciting --
performance in a reasonably priced package. If they're not the best
buys in their class, either A4 certainly comes close.
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| Audi |
11/98 |
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| AMELIA ISLAND, Fla. — Not
long ago," the cow was stuck on the ice," pointed out Audi
of America President Gerd Klauss at a press conference held recently
at Amelia Island, Fla. Klauss was using a colloquialism from his
Bavarian homeland to describe the dark days of the early '90s when
this German car company's U.S. sales declined to about 12,000, after
hitting a high of nearly 75,000 in the mid-'80s. Audi first came to
the American market in 1969 with a range of economical
front-wheel-drive sedans. While it was unique in the market then, it's
now a well-established concept. It's clear, as this luxury marque
rounds the corner of its 100th birthday, that the cow is off the ice,
perhaps pulled free by Audi's acclaimed all-wheel-drive traction
technology, called "quattro." It's clear -- now that
three-quarters of all Audi buyers specify that option -- that quattro
is now a hit with today's American car buyers, as well as Europeans.
Quattro won't quit It's also a hit in competition, where its success
stretches from venues such as winter rallies to desert endurance
races, and from hill climbs to road races. Audi has also achieved
world-class racing success with the quattro system. But following a
1-2 finish in the Touring Car Grand Prix in 1996, Audi was banned from
using four-wheel drive "as an unfair advantage" by the World
Motor Sport Association (FIA). It was similarly banned from the Trans
Am racing series here in the U.S. in the early 1990s. First introduced
to the North American market in 1982, the original quattro, now called
"ur-quattro," changed the rules when it came to
high-performance automobiles. It brought all-season capability to a
class of cars that was previously considered simply a fair-weather
indulgence. At the time, however, most consumers were not aware of the
everyday traction benefits of all-wheel drive, and Audi ownership came
at a higher-than-average price, even for the luxury market. In those
days, Subaru was the only other automaker to offer a passenger car to
U.S. consumers that provided traction to all four wheels, having
brought its traction-enhancing technology to America in 1973.
Increasing popularity led this Japanese manufacturer to convert its
entire car line to exclusively all-wheel-drive models in 1995. And
Subaru's change in strategy has proven highly successful. Audi's
comeback strategy is quite similar to Subaru's, Klauss explained. The
plan is to "play our trump card with quattro and roll back
prices." In 1994 quattro models constituted 23 percent of Audi's
sales. Up to that point, the car company had a long history of yearly
price increases, coupled with sales decreases. Since then, however,
Audi, like Subaru, has changed its tactics. Sales surging During the
first 10 months of the year, 83 percent of Audis sold have been
all-wheel-drive models. And by year's end, this German manufacturer
predicts its sales will come close to 47,000 units. Audi has found
that its quattro sales are surging, especially in the northern tier of
states. But the feature is popular in the South, as well. As a result
of the rapid double-digit sales growth the last four years, the U.S.
has once again become Audi's largest export market. "Our quattro
strategy has been working like a Swiss clock," added Klauss, who
also calls the four-wheel-drive system "our SUV-fighter." He
pointed out that Audi's three-wagon model line offers the versatility
and practicality that many of today's SUV buyers are seeking, with
better fuel economy and a lower ride height. He pointed out that
Audi's seats are height adjustable for a "command of view"
driver's position. Setting sights on Subaru Klauss also makes no bones
about the fact that "Audi is now in Subaru territory." His
reference is to Audi's new-engined sport wagon, the '99 A4 Avant 1.8
turbo, with a base price of $23,790 ($25,440 with quattro), which is
in the same price range as Subaru's popular Outback wagon. The larger-engined
2.8 Avant is $31,040, while the flagship A6 Avant luxury touring wagon
(introduced with a V-6 in June as an early '99 model), retails for
$36,600. Like many automakers, Audi will offer increased value in its
'99 lineup with no increase in prices. Currently, Audi has a seven-car
range of German high-caliber sports sedans and wagons offered in the
U.S. Its Cabriolet version has been dropped. During the Florida
ride-and-drive experience with the new '99 lineup, we drove each of
Audi's models. Although the compact A4 sedan receives only minor
changes for its fourth model-year, it is still a major winner. Powered
by either a spirited turbocharged 1.8-liter four-cylinder ($23,790 for
front track and $25540 for quattro) or a smoother and slightly quicker
2.8-liter V-6 ($28,390 with front track and $30,040 with quattro),
this Audi is most at home on a twisty road, where its precise steering
and stiff, agile chassis really have a chance to shine. Audi's 'A'
team To make the most of the A4's sporting potential, there are two
choices of transmission: the slick-shifting five-speed manual and the
available Tiptronic automatic transmission. Audi's three available
interior schemes, known as "Atmospheres," are tasteful and
offer individual choice to customers. Looking at the interior, the
primary drawback is the lack of space for rear-seat passengers. New on
all A4s are remote locking, lockable headrests for front seats,
revised cup holders, a first-aid kit, and a larger right side mirror.
The midsize A6 shares many of its chassis components with the
Volkswagen Passat, and, like the Passat, the build quality inside and
out is excellent. The drivetrain for both the sedan (available with
front track at $33,750 or quattro at $35,400) and the quattro-only
Avant wagon is a 2.8-liter V-6 with the Tiptronic automatic, which
provides for manual gear selection. This larger luxury wagon comes
with the option of a third, rear-facing children's bench seat for
added versatility. While not as lively as the A4, the A6 has very good
road manners, especially on bad surfaces, where it feels solid and
composed. A spacious and elegant interior provides plenty of room for
both front and rear passengers. This year the A6 gets an enlarged
right door mirror, an upgraded tool kit, and a first-aid kit. Manual
transmission and sport suspension options for the A6 Quattro sedan are
upcoming. Audi's flagship A8 -- unchanged for 1999 -- comes only in
sedan form, but with two drivetrains: a front-drive 3.7-liter V-8
($57,400) or quattro 4.2-liter ($65,000), both mated to the Tiptronic
five-speed automatic. Either way, it's equally quick, since the extra
power of the 4.2-liter is spent mostly on bringing the all-wheel-drive
components up to speed. Audi has used aluminum extensively in the A8
-- making it an industry leader in aluminum automotive applications --
which helps reduce weight and increase safety. It was recently given a
five-star rating for both driver and passenger by the U.S.
government's National Highway Transportation Safety Administration,
the highest ranking that can be achieved. This luxury flagship sedan
is a standout, with class-leading safety technology, plenty of
interior room, a host of bells and whistles, and a comfortable, stable
ride. The quattro option in a sedan of this size makes it a very
attractive vehicle. For 1999, the A8's Warm Weather Package has been
upgraded to improve the performance of electronic accessories. These
include garage door openers, electronic toll passes, dual-pane
laminated glass, a solar sunroof, and rear window shades. Standard on
all models are front and side airbags, while A8s add rear-passenger
side airbags. Audi advances While Audi’s model lineup remains
largely unchanged for ‘99, it’s obvious that this German carmaker
with the four-rings badging on its grille has made just the right
changes of late to attract a steadily increasing number of U.S.
buyers. An expanded car range with a wide range of engine choices,
leading safety technology, competitive pricing and quattro have
brought this luxury manufacturer back from the brink as it now
celebrates its 100th anniversary. Clearly, the cow is no longer stuck
on the ice.
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| Audi |
1999 |
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| It's gone from a "total debacle"
to the "turnaround story of the decade." Just six years
after it began readying plans to pull out of the American marketplace,
Volkswagen AG's Audi brand is setting sales records and looking for
even more growth as it gets ready to roll out a wave of new and
often-unconventional products. It's not the first time Audi has seen
sales surge. Back in the mid-1980s, the automaker was America's
fastest-growing European import. But then it was walloped by reports
of an unexplained safety gremlin, dubbed "Unintended
Acceleration." The company's response was to point the finger at
the media, and at consumers, and even though Audi ultimately won
vindication after an extensive federal safety review, the company's
response "was a total debacle," says auto analyst Jim Hall
of AutoPacific Inc., "a total example of how not to react."
By 1992, sales had slipped to just 12,000, off nearly 85 percent from
the automaker's peak of 74,061. And, recalls Gerd Klauss, president of
Audi's North American sales arm, "We were close to having Germany
pull the plug on North America." The luxury division was given
one more chance to turn things around by Ferdinand Piech, formerly
Audi's chief executive, and since 1993 the new head of VW AG. Audi's
troubled past The automaker had a series of problems to tackle,
company officials admit, and the "UA" scandal was only one
of them. Just as troubling was Audi's reliability record, notes
marketing manager Ken Moriarty. Many once-loyal customers were
frustrated by frequent and high repair costs and so began abandoning
the brand. Price was another issue. During the late 1980s, Audi was
demanding a premium price for its products which potential buyers just
couldn't justify. That was, in part, due to the poor sales performance
of Audi's products. When Klauss took over the troubled division in
1994, Audi went from denial to direct response. It tackled the
reliability issue at its factories and then offered the comprehensive
"Audi Advantage" warranty program that covered everything
from engine repairs to oil changes. The next step was to cut prices,
especially on the division's popular but expensive Quattro option.
Prices for the all-wheel-drive package were trimmed as much as 80
percent and suddenly it became a must-have feature for the majority of
buyers. New engines were added to the lineup, including a peppy
1.8-liter turbocharged four-cylinder package that boosted the
performance of the compact A4 model. The A4, itself, was the first in
a wave of new products that started winning rave reviews from the
automotive "buff" books. "Showcar-like in appearance,
athletic in demeanor, this affordable 4-door and its recently
introduced station wagon stablemate put many expensive sedans and
wagons to shame," noted Road & Track magazine in a recent
buyer's guide. Last year, the automaker relaunched its most important
product line, the midsize A6, the spiritual successor to the tarnished
5000 sedan that had fueled Audi's original growth spurt back in the
1980s. Audi officials describe the A6 as the franchise's "center
of gravity," and for good reason, as it targets the heart of the
midluxury market. Return to mainstream status As each piece was added
to the puzzle, Audi's picture grew brighter. By 1995, sales were up 44
percent, to 18,500. A year later, they hit 27,000. Last year, volume
rose to 34,200 and is set to top 50,000 by the end of this year.
"We want to become, ultimately, a mainstream player in the
American luxury market," Klauss said during a recent preview of
the 1999 Audi lineup. While he declined to set a hard target, he
admits he'd like to "break through the 60,000 barrier by the end
of 1999" and see sales top the 100,000 mark sometime after the
turn of the century. To achieve that goal, Audi is planning to
continue expanding its lineup. Next on the plate is the stylish TT
coupe, a low-slung sports car that made its debut at the Paris Motor
Show in September. It shares the basic platform and some components
with the Volkswagen Beetle, though it is designed to deliver
significantly better performance and handling. The TT will go on sale
in the U.S. next spring, and a ragtop roadster version will follow
shortly afterward. Audi officials hint they also may introduce a
production version of the All-Road concept car, which won raves when
it made the rounds on the 1997 U.S. auto show circuit. A cross between
a station wagon and a sport-utility vehicle, it is mounted on a
carlike platform, rather than a truck chassis. That should translate
into better performance, a more comfortable ride and better fuel
economy than a conventional SUV. 'Turnaround story of the decade'
While analyst Wes Brown, of NexTrend, calls Audi "the turnaround
story of the decade," he cautions that future success is not
guaranteed. And Audi officials agree. The company's poor response to
the UA scandal, and its slowness to respond to other problems, was an
example of "a certain arrogance" and a "Teutonicness"
that had to be overcome, said Klauss, who will become head of
Volkswagen's overall North American operations next January. There is
always the danger of letting success serve as an excuse to fall back
into old ways, and "that can drag you down." But for the
moment, things seem to be moving Audi's way. And barring some other
unforeseen crisis, most observers believe it has no place to go but
up.
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| Car & Driver |
03/97 |
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| Comaparison Test: 4 Door Party Animals | ||
| Not so long ago, marriage and the arrival of
a child precipitated a grim ceremony called "growing up,"
illustrated by a For Sale sign on your Mazda RX-7 or Chevrolet Camaro
or Nissan Z-car, followed by the reluctant purchase of a sensible
four-door of the sort your father drove. Thankfully, we are now
allowed to have our cake and eat it, too. Eight of our 1997 Ten Best
cars are available in four-door trim. Rejoice! Growing up is not all
it's cracked down to be. The arrival of one particularly interesting
four-door prompted a test of five practical party animals. Ford's
Special Vehicle Team, the company-sanctioned skunkworks responsible
for making the Mustang Cobra both fast and profoundly comfortable, has
turned its talents to the Contour. Available this fall at an estimated
price of $23,500 (more if you want a CD player or sunroof), the
Contour SVT is not a stoplight-to-stoplight racer, but it is perhaps
as close as any American manufacturer has come to building an
affordable autobahn-capable cruiser that will happily take its turn in
the carpool. We sent our preproduction 1998 Contour SVT into battle
against three worthy sedans -- the Integra GS-R, the Volkswagen Jetta
GLX, and the Audi A4 1.8T Quattro -- and one hatchback, the Saab 900S.
It's an impressive field: The Contour, the Integra, and the A4 all
made our Ten Best list for 1996 and 1997, and the 900 and the Jetta
are competent competitors, too. How did the lone American fare in this
intercontinental battle? We'll get to that in a moment. First, a
little more about the Contour SVT. Ford is justifiably proud of having
what amounts to an in-house aftermarket tuner in SVT, essentially
created from whole cloth in 1991. It has two goals: Build neat
vehicles, and don't lose money. The number of vehicles produced by SVT
peaked at 10,376 in its first model year, 1993. But that's fine. The
idea is to sell enough to cover costs, with a little left over. The
fewer cars sold, the more collectible they are -- say, maybe 5000
Contour SVTs a year? That'd be great, SVT says. After all, only about
15 percent of Ford's 4800 dealers in North America sell the SVT line.
Previous SVT models have been V-8-powered: the current Cobra,
presently motivated by a 4.6-liter 32-valve dual-cam V-8; the defunct
Ford F-150 Lightning pickup, powered by the 5.8-liter V-8; and the
also defunct ultra-limited-edition Mustang Cobra R, which only went to
customers who held some sort of competition license. The V-6 Contour
joins the Cobra for '98, and about 1999, don't be surprised if another
heated-up truck joins the ranks. SVT and Ford are betting there's a
market for a performance sedan that is accessible both in concept and
price. "SVT owners are a very loyal bunch," said Tim Boyd,
an SVT team leader. "There are more than 40,000 of them out
there. And a lot of them have been asking for a car like this."
Making SVT's job easier is the fact that the Contour is a reasonably
sophisticated car in SE form: It has a 2.5-liter 24-valve twin-cam
Duratec V-6 mounted in a taut, responsive chassis, with a trim body
enveloping a well-executed interior. SVT began with the engine, giving
it -- among other things -- a higher-capacity air cleaner, modified
camshaft profiles, a larger throttle body swiped from the Taurus's
3.0-liter Duratec, and a less-restrictive exhaust that splits into
duals after passing through the catalytic converter. (The resulting
exhaust note is so pleasant you'll be tempted to leave the windows
down even in lousy weather.) Hypereutectic aluminum pistons raise the
compression ratio from 9.7:1 to 10.0:1, and the flywheel was lightened
two pounds. Ford also becomes the first U.S. automaker to use the
Extrude Hone process in the cylinder heads and intake manifold. This
simple process forces a gritty, abrasive clay through surfaces that
need polishing -- in this case, the secondary ports in the cylinder
heads, and the intake manifold -- thus smoothing the surfaces and
allowing for better airflow. It has been used in aircraft and racing
engines, but only Renault, Ford says, has used the process in
production cars. The Extrude Hone process has no real downside, and
the gain is, in this case, perhaps six horsepower. Will we see more of
Extrude Hone in Ford products? "Let me put it this way,"
said John Coletti, who heads SVT's engineering efforts. "From the
results we've seen in this engine, we'd be hard pressed not to use
it." All this tweaking yields 195 horsepower at a lofty 6625 rpm
and 165 pound-feet of torque at 5625 rpm. The stock 2.5-liter Duratec
makes 170 horses at 6250 rpm and 165 pound-feet at 4250 rpm. That's 25
more horsepower, but no additional torque. Off the line, the Contour
SVT doesn't feel much stronger than the SE. The extra horses are on
top, peaking just 125 rpm shy of the redline. To enjoy the
improvements, you have to let the Contour SVT stretch its long legs.
Ford claims a top speed of 143 mph; 140 was the best we could do.
Although we'd prefer some of that extra power in a more usable rpm
range, we'll take horses wherever we find them. The transmission is a
five-speed manual with a much-improved shift linkage and a
high-performance clutch. The suspension has been softened a bit with a
smaller front anti-roll bar. Larger front brakes are taken from the
Contour's European brother, the Mondeo, as is an increased-capacity
cooling system. The brakes and the suspension work especially well
with sticky P205/55ZR-16 Goodyear GS-C radials, up from the SE model's
P205/60R-15 tires. Inside, European-style seats (that means hefty side
bolsters) are trimmed in Midnight Blue leather, as are the steering
wheel, the shift knob, and the shifter boot. The gauges, including the
160-mph speedometer, are white with black numbers and green lighting
that works well in the dark, not so well at dusk and dawn. Outside,
the Contour SVT wears the obligatory SVT badging, fiberglass
lower-body cladding, a unique front fascia with fog lights, and a
flat-black lower rear fascia that looks fine on black and silver
Contour SVTs but looks unfinished on our Toreador Red Clearcoat
Metallic car, a color one observer referred to as "Blood
Clot." The minor changes you see on the taillights and the new
sweep-around headlights will be on all 1998 Contour models. Oddly, the
SVT is the only Contour model that you can't get with a rear spoiler.
SVT didn't want to call too much attention to the car, we were told.
In all, it's an impressive package for what we estimate will be about
$3000 more than a comparable SE. But how does this American fare
against two Germans, a Swede, and a Japanese? Let's see. Fifth Place:
Volkswagen Jetta GLX The Jetta has numerous fans on the Car and Driver
staff, and there is much to like about the plucky sedan, especially
the 172-hp VR6 engine that pulls like a locomotive. Although it took a
bit longer than the rest to come to a stop from 70 mph, the Jetta was
the fastest from 0 to 60 and 100 mph, but the development of the rest
of the car hasn't kept pace with the powerplant. "I never really
felt comfortable flying around our handling loop in this car,"
wrote one tester. "The steering is vague, and the gear lever
waggles like a stick in Jell-O," wrote another. Although very
capable on the interstate, the Jetta made few friends on the twisty,
hilly two-lane circuit we drove in southern Ohio. Body roll is
excessive, and the tires tend to give up without much warning. The
interior is reasonably comfortable, instruments and gauges well
placed, although the instrument panel has a dated, low-budget look
that said "economy car." Once you get past the splendid
engine, there isn't much to brag about. Seldom did the term
Fahrvergnugen come to mind. Those who emphasize performance above all
else, and still want a Volkswagen, are likely to look for this engine
in the Golf GTI instead of in a Jetta. "It feels like a car
nearing the end of its production cycle," said one tester, though
it will likely be early 1998 before we see a new one. Volkswagen Jetta
GLX Highs: Smooth, torquey VR6 engine; good seats; VW personality.
Lows: Dated chassis, dated body, dated interior. The Verdict: Pleasant
and capable, but outclassed here. Fourth Place: Saab 900S The
ubiquitous Saab 900 turns up in the strangest company. Here, with a
normally aspirated 2.3-liter four-cylinder, as part of a sporty
four-door test; a month ago, we pitted an SE model with the V-6
against near-luxury cars like the Lexus ES300. And in Turbo trim, the
900 has taken on such high-performance sedans as the BMW 328i. Is this
spreading one model a little thin? Probably. The Saab 900 is good
company wherever it's invited, but it's seldom the life of the party.
Our 900S may be the most satisfying 900 model for the money. Its
150-horse engine is fine once it gets up some speed, but slow down for
a turn, and the four other cars in this comparison test disappear down
the road before the 900 gets its revs back. It's sure-footed and
comfortable, and it's certainly prepared to handle aggressive driving,
but it makes you work a bit too hard to keep up. Inside, there was
little to complain about. "The ergonomics are superb," wrote
a tester. "I'm real comfortable in this cabin." Although the
most expensive of the quintet by nearly $1500, the Saab lacked
leather, a compact-disc player, and a sunroof, but it had a basic trip
computer and front and rear fog lights. And it had a tactile feeling
of quality and craftsmanship, belied only by a balky key that refused
to slide out of the ignition lock unless jiggled just right. The Saab
900S does everything well but still manages to feel like this group's
mature chaperone. Saab 900S Highs: Comfortable, well-appointed
interior; balanced chassis. Lows: Pricey, engine takes a while to
build power, typically vague Saab shifter. The Verdict: Thoroughly
competent and one of the tightest 900s we've driven, but it's the
conservative suit in this wardrobe of leather and flannel. Third
Place: Ford Contour SVT On paper, the Ford Contour SVT has all the
right bits and pieces, but it needs a tad more development before it
will challenge the Acura Integra GS-R and the Audi A4. "This is a
great sports sedan that inspires aggressive behavior," wrote one
enthusiastic tester. "Firm, precise steering feels properly
weighted under all conditions." Some of us liked the leather
bucket seats, others didn't. "I'm sliding all over these 'sport
seats,'" wrote one particularly thin tester. "Nice lateral
and lumbar support," said another. Although the SVT weighs less
than the Audi A4, it feels heavier. "The chassis is first-rate --
doesn't do anything spooky," wrote a member of our team, who
added: "This doesn't feel like 195 horsepower." The SVT's
looks took the most criticism. "The styling is the biggest
negative here," said one tester. The front and rear chin spoilers
and side skirts borrow heavily from the Pep Boys School of Design,
dragging down the Contour's clean lines. The Contour SVT is a very
good car, losing out here to a pair of great cars. The fact that a
preproduction model came this close bodes well for the car's future.
Ford Contour SVT Highs: Silky, rev-happy engine with a delightful
exhaust note; luxurious leather-clad cockpit; taut chassis; plenty of
top speed. Lows: Boy-racer body cladding, low-range power is
unimpressive, black-on-white-lit-by-green gauges almost unreadable in
twilight. The Verdict: Spirited but flawed, it may be the most
European sedan built in America. Second Place: Acura Integra GS-R A
buzzy but powerful engine, sports-car handling, and inoffensive
styling were enough to pull the Acura within one point of the Audi A4,
and two of our five voters in fact preferred the Acura. With good
reason: Everything that makes it a little annoying at interstate speed
makes it a blast on the twisties. Although it looked and felt a little
undertired, the Integra begged to be thrown into tight curves and to
charge down straightaways. If you aren't smiling after a drive through
the hills in this car, check for facial paralysis. That said, the
Integra's drone on the highway was too much for some of us. "It's
loud on the highway -- lots of wind and road noise, and that
constantly droning engine. On a cross-country trip, that droning would
be like Chinese water torture," wrote one driver. "It's true
the engine noise is a bit intrusive above 4000 rpm," countered a
colleague, "but I could live with it. The rest of the package is
terrific." Terrific, but not perfect: The climate controls are
confoundedly difficult to operate, and the stereo controls aren't much
better. And -- typically Acura -- the horn is sounded by two tiny
buttons. Good luck finding them in an emergency. "Lean, lithe,
not very luxurious," wrote one tester. "This is the
cut-and-thrust car of the bunch. The cooperative chassis is just
incapable of making a false move. Noisy or not, its moves are beyond
reproach." Acura Integra GS-R Highs: Confidence-inspiring
handling, gutsy engine, precise gearbox, impressive package for the
money. Lows: Buzzy engine is tiresome at highway speeds; inconvenient
climate, horn, and stereo controls; generic styling. The Verdict: A
four-door sports car that's much happier on a tight switchback than an
interstate. First Place: Audi A4 1.8T Quattro "We've already
gushed over the goodness of the A4," wrote one tester, "and
this example is just as good as the others." Indeed, although
this A4 was a basic model, it was still well appointed, full of nice
touches that make you wonder how Audi can build and import a car like
this for $25,090. Example: To access the spare tire, there's a nice
handle you use to pull up the carpeted panel in the bottom of the
trunk. In the Jetta, VW whacked a notch into the carpet to use as a
handle. And, of course, there's the Quattro all-wheel drive, a feature
that endeared itself to us during a snowy morning on our comparison
test. In dry going at max lat, however, the Audi left us wishing for a
slightly firmer suspension calibration and lower-profile, grippier
tires. The 1.8-liter four-cylinder has its job cut out for it, turning
all four wheels and hauling around nearly 3200 pounds. The five-valve
head helps, as does an unobtrusive low-pressure turbo that gives the
impression you're accelerating faster than you really are. "The
1.8-liter turbo feels quicker and more responsive than the 2.8-liter
V-6," wrote a tester, "but the numbers tell another
story." Indeed, our A4 was 7 mph slower in the quarter-mile than
the Jetta or Contour. But you don't feel it. "I'm surprised at
how well this car hustles," wrote one tester. "It's so
luxurious and quiet in here you'd never know how much this car loves
to eat curves." So that's why the A4 won. The next-generation
Integra, reportedly based more on the Honda Accord than the Civic --
which is the platform for this current model -- should give the A4 a
run for its money. And the Contour SVT, given another year of
refinement, should be a contender, too. Audi A4 1.8T Quattro Highs:
Understated, well-executed interior; distinguished exterior;
all-wheel-drive capability adds to rock-solid feel. Lows: Turbo can't
mask the diminutive engine size, suspension is a shade too soft, tires
are a shade too tall. The Verdict: At this price, Audi can't be making
money on the A4, can it?
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| Car & Driver |
04/99 |
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| Comaparison Test: Little Big Fun | ||
| These are family sedans,
right? Wink, wink. Upright, responsible, family men—good providers
clear through and out the other side—would be doing a selfless thing
for the missus and younguns by bringing home one of these compact
four-doors. Are we straight on this? Okay, huddle in close while we
whisper what the deal is. Yeah, if your family is still of the size
you'd measure in millimeters, these sedans will be roomy enough. But
they're seriously—make that painfully—compact, with back seats
guaranteed to foment mutiny in the car pool. What you'd really buy one
of these boxes for is cover. Probable cause being what it is, a low
roof line, or a two-seater, is just asking for scrutiny. But a compact
four-door? It's an innocent face. It says, "No, sir, Officer,
there's no fun-having going on in here." Heh-heh, it's not lying
if you say it with doors. So we've sorted through the automakers'
spring collections to find fun in small boxes. We want horsepower, we
want handling, and we insist on that tingle up through the controls
that tells the driver he's having fun. Let's keep a lid on the budget,
too—say, $25,000, plus or minus a few thou. Four of the six—the
Audi A4, the BMW 323i, the Saab 9-3, and the VW Jetta GLX—were born
in Europe, arguably the world's headwaters for sports sedans. Perhaps
this explains the inborn confidence of these models. Unlike Detroit's
Ford SVT Contour and Japan's Infiniti G20t, which come decked out in
hey-look-at-me aero cladding, the Europeans dress in normal streetwear
(well, okay, the Saab has a diminutive spoiler just aft of the rear
window). Even Officer Bob Speed won't see probable cause here. Not
even on the turbos. Both the Saab and the Audi pack compressors, yet
they're poker-faced about it. Whereas the turbo Audi A4 and the SVT
Contour have been around for a while, though not exactly in their 1999
form, the BMW 323i, the Infiniti G20t, and the VW Jetta GLX are new
models making their comparison-test debuts (the convertible version of
the Saab 9-3 was compared in December 1998). Okay, now remember, these
are compact family haulers, right? Blow the cover on this foray, and
the little woman will send you up for 20-to-life in a minivan. Sixth
Place: Volkswagen Jetta GLX This car makes a big first impression,
starting with its metallic Grey Poupon paint, which glows like a
3000-pound firefly under mercury-vapor lighting. The external shape is
cleanly chiseled and contemporary, the leather-and-wood interior is
beautifully detailed and convincingly luxurious, and the powertrain
makes precise purring sounds when you ease into traffic. But the more
we drove, the more this car worked its way to the back of the pack.
The rear seat is a no man's land, at least for six-footers: Kneeroom
is tighter than in the others, and the seat track blocks your brogans
from sliding under the front seat. So the GLX comes up lame as a
family hauler. Driving fun was lacking, too. The shifter, when
hurried, gets lost in the maze trying to find second. And the response
of the drive-by-wire throttle is hopelessly nonlinear, enough to make
the nose bound up and down when you tip only small movements of the
pedal. We suspect the marketing department pulled an old Detroit trick
here and told the engineers to make the Jetta feel powerful by
quickening the throttle action in the early part of its travel.
Handling was the least reassuring in the group. Pavement grip, at 0.80
g, is about average, but steering response numbs out as the side
forces build. When you charge into a bend, it's hard to pick up the
arc of the turn. You end up sawing the wheel as you feel for a stable
line, correcting, then correcting your corrections. We blame the jumpy
throttle here, too, in part because front-drive cars are unsettled by
big variations in power. At least the front seats get with the
program, offering better than average lateral support. The cushions
are very firm—"Hard seats!" was a common comment after a
driver change—but we've found that firmness pays, both in sporting
sprints and in a lack of aches after a long day in the saddle. At 7.7
seconds to 60 mph, acceleration is midpack. With 2.8 liters of
displacement, the Jetta has the largest engine, and we found it to be
agreeably flexible, needing little shifting to stay with the pack.
Braking was the best of the bunch, stopping from 70 mph in 179 feet,
although its margin over the Ford was just one foot. Worst of the
bunch by far is the Jetta's instrument lighting that turns blue at
night. Putting aside their full-frontal illegibility, the instruments
are wowsers for style, but that's no excuse. Aren't German carmakers
supposed to be above such showy temptations? Highs: Cutting-edge
styling, ritzy interior, slick-revving V-6 Lows: Chassis porpoises in
response to throttle movements, vague steering at high g. The Verdict:
A classy looker that can't dance. Fifth Place: Infiniti G20t A change
of clothes and another 30 or 40 horsepower would send this Infiniti to
the top of the list. It's a refined machine given to gentle noises and
accommodating ride motions, and the rear seat has lavish space
compared with most of the others. Even entry and exit back there is
easy, thanks to large doors and a seating position that's near the
outer edges, thereby minimizing your sliding distance. That said, we
can't ignore the horsepower deficit, which leaves this box way back
there when the hammers go down. The 2.0-liter 16-valve four makes only
140 hp at its 6400 power peak. It revs sweetly to its 7000-rpm
redline, but all the others overpower it—by as little as 10 hp in
the case of the Audi, and by as much as 60 in the SVT Contour. Zero to
60 takes 8.8 seconds, not a bad number except in context with the
others, where it falls 1.9 seconds behind the athletic Contour. If you
care less about acceleration than some of the hot bloods on this
staff, the G20t (the "t" is for "touring," a
package including low-profile tires and a viscous limited-slip
differential in addition to all the aero frou-frou) has many rewards.
The low-effort shifter snicks through the maze, and clutch engagement
is so silky smooth that even a troglodyte couldn't make a jerky
gearchange. And although we rated the Audi higher in handling, this
one tied the vaunted BMW for composure and controllability in the
twisties. Pure roadholding, as measured in skidpad g, was only about
average at 0.80, the same as the VW's. But how much of that grip can
you use on never-seen-before roads? The Infiniti excels on that score.
It cuts confidently into mild and extremely predictable understeer.
From that condition you can lift a bit from the power to shave off a
little speed, or brake quite hard to burn off a bunch of speed, all
without spitting yourself off into the weeds. Although short of power,
the G20t kept up quite easily in the mountains, simply because of its
trusty, and enjoyable, cornering capability. In fact, we pushed this
car so hard that we managed to badly chunk the outer shoulders of both
front Bridgestones. These 195/60HR-15 Potenza RE92s feel somewhat
softer than the tires on the other cars, hence the harshness-free
ride, but they're friendly when pushed, a good—heh-heh—family-sedan
compromise. One place the troglodytes will have trouble: In the lower
gears, quick motions on the gas pedal wind up the chassis, producing a
herky-jerky motion of the body. The G20t is a box that drives right in
almost every way yet hardly misses an opportunity to look wrong. It's
the Jetta's exact opposite. Highs: Trusty handling, silky clutch and
shifter. Lows: Weak motor, weak styling that's tarted up with
performance promises beyond the machinery's ken. The Verdict: A poised
and likable machine dressed in embarrassing duds. Fourth Place: Saab
9-3 Saabs must be the products of bacteria every bit as potent as the
ones that give us gorgonzola cheese. There's probably not a single
part shared between this 9-3 and the first Saab Turbo that thrilled us
20-some years ago, but the flavors haven't changed. The body is still
tall and narrow, with hatch access to the cargo hold. The dash still
rises high before the driver, and the windshield top is still way up
there, and way forward (lots of forehead clearance in Saabs). The slot
for the ignition key is still on the floor down between the seats, and
the turbo still means "fast forward" from a
small-displacement four. If GM's part ownership, and GM's engineering
directives, haven't diluted the flavors by this time—this 9-3 model
is all new during the GM era—then Saab must be the most enduring
flavor in all of automobiledom. You don't make friends with this car
immediately. The shifter feels clunky and remote. The seat adjusts
oddly, with an impossible-to-reach knob for backrest angle (Audi and
VW have knobs, too), the seat padding seems to bottom out, the body
rolls to surprisingly large angles on corners ("It flounders
around," in the words of one staffer), the brakes feel mushy, and
the steering can be quite sensitive to road camber (result: the path
veers off downhill toward the ditch). How can this thing finish
anywhere but last? one asks after the first drive. Then, quietly and
confidently, at its own pace, the 9-3 slowly reveals the magic. The
interior space is really quite generous. The trunk access is great.
The ride is quiet and smooth. And what the handling lacks in
sharpness—that feeling of quick controllability that makes sports
cars so much fun—it makes up for in stability. The 9-3 feels
unflappable in the twisties. It takes to cornering lines naturally
and, unlike some front-drivers, is not overly sensitive to what you do
with the pedals. It just hangs in there and corners until the road
straightens again. Skidpad adhesion is only 0.78 g, tied with the BMW
for lowest of the group, but that doesn't hold this car back. Neither
does the turbo. With 185 hp from its two liters, this is the second
most powerful engine. Yes, the torque lags some when you toe the
pedal, a nuisance, but when the pressure rises, the resultant push in
the back is exhilarating. Turbos respond well to long spells of
pedal-to-the-floor driving. The Saab steams up mountain grades with
determination and hustles on the straight to a top speed of 145 mph.
Very quirky, this humpbacked Swede, with its spool-up response to your
foot and its cockeyed positioning of the ignition key. You might not
love it, but it couldn't care less what anybody thinks. Highs: Dares
to be quirky in the Saab tradition, lots of turbo power, forgiving at
speed. Lows: Rubbery controls, particularly the brakes; grippy cloth
seats act like Velcro as you slide in. The Verdict: Reawakens every
Saab memory of the past 30 years. Third Place: Ford SVT Contour If
this SVT'd version of the Contour is your choice, you'd better bring
it home as a done deal. Because if the missus lays eyes on all that
aero-racer cladding before the payment book has your name on it,
you're probably cooked. And if you let her get two lengths into a demo
drive, fuhgedaboudit! Nobody could actually hear all those growls
coming from the engine room and still think "nice car."
There's nothing nice going on here (the confining back seat always was
a joke in a four-door this big, the longest of the bunch). This is
Contour on steroids. Hang on tight. If you want to throw away your
license in about a week, this is the car for the job. The 200 horses,
up 30 from the standard version of the 2.5-liter six, make this easily
the quickest sprinter of the bunch: 0 to 60 in 6.9 seconds and through
the quarter-mile in 15.4 seconds at 91 mph. Top speed is 141 mph. But
punching through the wind is just a small part of the package. This is
an agent provocateur, always egging you on, just begging to be
flogged. The ride motions are taut, the stiff tires are quick to
respond, the brakes are powerful, and the motor keeps making those
growling sounds. The SVT is less about transportation than all of the
other sedans here. It's a one-idea car—"Hey, let's go attack
some twisties!" And that's what it does best. Clearly, Ford tuned
the chassis on the racetrack, and tuned it well. The 215/50ZR-16 tires
have the right combination of high grip—0.86 g on the skidpad—and
controllable breakaway you need for confidence. BFGoodrich g-Force
T/A, the sidewalls say, speaking of probable cause. Balance is
excellent. Light braking, or easing the power a little, plants the
front tires for a sure turn-in. Then pick up the power. The SVT will
understeer predictably. Adjust the line with steering and throttle. As
the arc widens, squeeze down more, more, to the rug. Hear that mutha
growl! We're talking pleasures of the nonfamily kind here. Intake
runners hogged out by the Extrude Hone process? Unidirectional tires?
Lowered suspension? This ain't the shuttle to ballet class. The SVT
Contour brings three bags full of hurry-up at the lowest as-tested
price of the group. You have to love its verve. But could you live
with it? The steering tugs side to side under power, the instruments
turn invisible at dusk, the appointments are budget-class Detroit, and
like a bad dog, the growling never stops. If you're still looking for
one of those bad companions your mother warned you against, here's
your chance. Highs: Plenty of punch, plenty of grip, plenty of
road-racer attitude. Lows: More growling noises than a junkyard dog,
serious shortage of back-seat space. The Verdict: A hormone-injected
budget sedan that loves to play. Second Place: BMW 323i A few months
ago—in November 1998—a BMW 328i four-door bested an Audi A4 2.8
Quattro in a two-car C/D comparison test by a margin of one point; the
score was 95 to 94. But when you pull 299cc out of the 2.8-liter six,
replace grippy 45-series Dunlop SP Sport 17-inchers with tall
65-series Continental 15-inchers, and complete the various other
deletions that make the difference between a $36,824 328i and a
$28,245 323i, it shouldn't be a surprise that you get a different sort
of BMW. The 323i of this test was chosen for its low price—at least
for a BMW—although it's still the most expensive car here. What we
got is a very mild BMW, still smooth, quiet, poised, and mannerly in
the appealing BMW way, but short on verve. It ties the Saab for second
place here in the 0-to-60 dash at 7.2 seconds, finishes third in the
quarter-mile, has a stopping distance on the long side of average (192
feet from 70 mph), ties the Saab for the wispiest skidpad grip at 0.78
g, and ties the VW for third-highest top speed at 134 mph. In a
sports-sedan roundup, these are less than sterling numbers. And let's
acknowledge, too, the limitations of this BMW if you're seeking
something with more emphasis on sedan and less on sport. If you need
to haul three adults in back, this is definitely not your car—the
seat is militantly contoured for two. If you need cargo-hauling
flexibility, a fold-forward rear seat will be an additional charge.
Yet the 323i still finishes second overall. How come? Most of all, we
like the precise way this car goes about its business. The
five-speed's shifting is as good as it gets; we rated it a 10. The
steering cuts cleanly, the accelerator precisely meters out the power,
the controls are nearly frictionless, the chassis is sure-footed, and
the engine makes silky noises. You feel rich in this car. The simplest
things are done so well. Adjusting the front seats for reach, height,
and backrest angle can be quickly accomplished with levers located
alongside the bottom cushions. The steering wheel houses cruise and
audio controls. The 323i delivers the luxurious textures, expensive
feels, and many of the features of the 328i, just not the performance.
Not that a BMW without performance is an easy thing for us to
rationalize. The slow-reflex 65-series Continental touring tires are
no fun at all—they're sedan tires, not sport tires. The smaller
engine lacks forcefulness, which means there is less to distract from
the additional refinement of this new-generation 3-series. Its ride is
smoother, its sounds are more nuanced. Instead of frisky, the mood is
supremely confident. We debated this point repeatedly. Is this new
3-series too refined to be fun? Such are the agonies of car testing.
Thinking in restaurant terms, our high rating here reflects our
enthusiasm for fine flavors over big portions. Highs: Ultra-refined
machinery, throttle seems to anticipate your foot's next move,
exceptionally stable as a freeway cruiser. Lows: The refinement,
impressive as it is, gets in the way of the "sport" we
expect of the 3-series. The Verdict: It's with mixed emotions that we
announce the 3-series' graduation to adulthood. First Place: Audi A4
1.8T Quattro You could love this Audi for the cleanly sculptured
proportions of its compact exterior (We do!), or for the simple
elegance if its interior (We do!), or for its incredibly resilient
stride over heaving pavement (We do!), or for the way the steering
stays active and sharp when you're cornering near the limit and near
the lock (Boy, do we ever!). The steering of other cars, especially
front-drivers, numbs out—goes to extreme insensitivity and big wheel
angles—when you push hard. The Audi never once did that in hundreds
of miles of venturesome motoring. It's a sports sedan of impeccable
balance. The very sophisticated Quattro all-wheel-drive system is
surely responsible for this exceptional agility when pushed. It
divides the torque among all four wheels instead of the usual two,
which means that each tire patch is less influenced by big changes in
power. But the Audi scored the maximum 10 points in our handling
rating for more reasons than just the Quattro system. This car is
never caught flat-footed. It skims the pavement as if on tiptoes,
always ready for the next hurdle. Skimming along describes the ride,
too, which shows wonderful control of body motions with none of the
"stiff shocks" feel you get from handling-package cars like
the SVT Contour. In motion, the control efforts are feather
light—you fingertip this car through the most demanding maneuvers.
The A4's skidpad grip is second best, at 0.83 g, and it was second
quickest through the lane-change test but well behind the rat-racer
Ford. The Audi maxed the ratings in two other categories, styling and
driver comfort. In the cockpit, the steering wheel both tilts and
telescopes, and the seat has height adjusters. Almost anyone can get
the fit of this car exactly right. In addition, the cloth seats
provide excellent support. Like the BMW, this car has seatbelts for
only two in back. Funny how little power matters when a car behaves so
well. The 1.8-liter four is the smallest of the bunch, fortified with
a turbo to produce 150 hp, second lowest of all. Unlike the Saab, lag
is barely noticeable, probably because this is a low-pressure system
that never comes on the boost in a big way. The Audi edges the
Infiniti in acceleration by 0.4 second on its way to a 0-to-60 time of
8.4, but it falls behind all the others. Top speed is governed at 127
mph, also barely ahead of the Infiniti. Through all this hustling
about, the little engine hums happily, doing its part to ease the
stigma associated with a four. If you conclude from our electing a
low-powered Audi as the top sports sedan in this mid-$20,000 price
range that we are saying the joy of driving—intimacy with a
beautifully engineered machine—trumps the joy of pure speed, then
you understand exactly what this category is all about. Highs: Classy
appearance inside and out, wonderfully agile handling when pressed,
superb control of body motions. Lows: Small-displacement four is weak
on torque, shifter feels a bit distant. The Verdict: Agility and
artistry in a compact package. Curiosities: Instrument-Panel Lights
Ford SVT Contour - Needs help: The markings that appear black on white
dials in daytime turn translucent—and pretty much invisible—at
dusk on their way to patchy green under full night lighting.
Maraschino-cherry glow in the center is distracting. Our red-green
color-blind tester had a tough time with this one. Infiniti G20t +
Classic simplicity: Great legibility with no gimmicks, daytime
white-on-black continues under night lighting, perfect dimmer provides
continuous fade to full dark. BMW 323i - + Less-sharp red: White
daytime markings go persimmon at night. Brightening the cluster
lighting spreads an orange tint over the background, reducing
contrast. Instruments are close to sight line. VW Jetta GLX - Goes
blooey: Want to see a testimonial for BluBlockers? Watch the sharp
daytime markings on these dials turn blue—and furry-blurry—under
night lighting. This is the worst of all possibilities, lousy
legibility yet too bright for rural nighttime driving. Audi A4 1.8T
Quattro + Sharp red: Large white markings turn red at night. Back
lighting provides high contrast between numbers and their
surroundings. Cluster is high on dash, close to sight line. Saab 9-3 -
+ Punkin patch: Green and orange combination is fine with bright night
lighting, but the green loses legibility faster than the orange when
dimmed down. Low cluster is well below sight line.
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| Edmunds |
1999 |
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| PROS AND CONS Pros: Torque-laden turbo four
is a hoot to rev hard. Comfortable interior, great handling, stellar
design, optional all-wheel drive and optional Tiptronic automanual
transmission are pluses. Cons: Small back seat. EDMUND'S REVIEW Buy
this car. Audi's A4 is sleek, sophisticated, speedy and has won praise
from the worldwide automotive media. Small and safe, the A4 scored
best in its class in the 35-mph offset crash tests performed in Europe
upon its debut, and has performed brilliantly in stateside crash
testing. For U.S. buyers, this translates into a competent and
crashworthy alternative to the BMW 3-Series, Acura TL-Series and Volvo
S70, among others. For 1999, four versions are available: the 1.8T,
1.8T Avant wagon, 2.8, and the 2.8 Avant wagon. A 2.8-liter V6 engine,
putting 190 horsepower through the front wheels, powers the 2.8
models. The less expensive 1.8T sedan, which features a turbocharged
inline four-cylinder engine, is good for 150 horsepower. New to the
lineup is the 1.8T Avant, which complements the 2.8 Avant sport wagon
that was introduced last year. The new wagon is powered by a
1.8-liter, turbocharged, four-cylinder engine with five-valve
technology, and is available with your choice of two transmissions: an
automatic transmission with Tiptronic or a five-speed manual
transmission. The sedans can be ordered with front- or all-wheel drive
and a five-speed manual transmission or an automatic. Both Avants are
equipped with Audi's Quattro all-wheel drive system. Audi's 1.8T sedan
features alloy wheels, a unique Sport package, new under hood
insulation and a base price starting in the low 20s just like last
year. Standard equipment on the more expensive 2.8 models includes the
larger engine, wood trim and fog lights. The 2.8's eight-way power
driver's seat with lumbar support is exceptionally comfortable and a
theft alarm keeps thieves from making off with the radio or anything
else left in an unattended car. Audi buyers can personalize their cars
by choosing from three different interiors, at no extra cost: the
Plus, Ambiente and Ambition. Avants that are suited up in the Plus
interior come equipped with a heavy duty cargo net, retractable rear
luggage cover, rear window wiper, 120-watt sound system with subwoofer
and a roof-mounted, three-way antenna. Audi now offers aluminum
beltline trim, manual driver seat adjustment, black roof rails and
window trim, cloth or leatherette upholstery and 15-inch, eight-spoke
alloy wheels with 205/80 all-season tires standard on the Avant models
as well. New on both A4 Avants for 1999 is a standard rear child seat
tether anchor. The A4 features a multi-link front suspension that
virtually eliminates torque steer, according to Audi. We've tried a
front driver, and these claims have been substantiated. Dual front
airbags, side-impact airbags mounted in the front seats and antilock
brakes come standard. Purchase an A4 and enjoy free maintenance for
three years and 50,000 miles. All 1999 A4s receive a modified cup
holder in the center console, a larger right outside mirror, a First
Aid kit and two new paint colors: Volcano Black and Jaspis Green. A
short options list reveals that almost everything you need comes
standard on the A4. With prices starting near $24,000, consumers can
get a status car that is comfortable and costs less than it does to
send your kid to college. We think that Audi has a winner with the A4:
the affordable 1.8T, all-new 1.8T Avant, well-equipped 2.8, and sturdy
2.8 Avant will do nothing but enhance Audi's image with near luxury
buyers.
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| Edmunds |
2000 |
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| WHAT'S NEW FOR 2000 All A4 models receive
minor updates to the interior, exterior and chassis. The front styling
has been changed with new headlights, a new grille, new door handles,
and new mirror housings. Inside, there's a revised instrument cluster
and center console, along with other minor interior changes. The rear
seats have been modified to improve comfort. There are now optional
head airbags and xenon headlights. The chassis has been reworked for
improved ride comfort and responsiveness. Return to Vehicle
Information Menu PROS AND CONS Pros: Fun to drive, two available
engines, attractive exterior styling. Cons: Confusing dash layout, not
much rear legroom, not very fast in a straight line. Return to Vehicle
Information Menu EDMUND'S REVIEW Audi's A4 is sleek, sophisticated,
speedy and has won praise from the worldwide automotive media. Small
and safe, the A4 has scored well in government crash testing. For U.S.
buyers, this translates into a competent alternative to the BMW 3
Series, the Acura TL and the Volvo S40, among others. For 2000, four
versions are available: the A4 1.8T Sedan and 1.8T Avant Wagon, and
the A4 2.8 Sedan and 2.8 Avant Wagon. The numerical designations refer
to engine size. 1.8T models get a 1.8-liter turbocharged engine that
produces 150 horsepower and 155 foot-pounds of torque. Vehicles with a
2.8 designation have a 2.8-liter V6 filling their engine bays. The
six-cylinder makes 190 horsepower and 207 foot-pounds of torque. Both
engines can be ordered with a five-speed manual or a five-speed
Tiptronic automanual transmission. Audi's quattro all-wheel-drive
system is standard on Avant wagons and optional on the sedans. Besides
engine selection, The 1.8T vehicles differ from the 2.8 vehicles in
only minor trim. The 2.8 Sedan and Avant have bigger wheels and tires,
10-way power seats, aluminum trim on the window frames, and wood
interior decor. All cars feature goodies like automatic climate
control, remote keyless entry, heated outside mirrors and
windshield-wiper nozzles, an eight-speaker CD audio system, and 60/40
split folding rear seats. Avant wagons have 31.3 cubic feet of cargo
room with the rear seat up and 63.7 cubic feet of cargo room with the
seat folded down. They also come with a retractable rear luggage
cover, a luggage net, and a three-point center seatbelt. Tether
anchors for a child seat are now standard. Audi buyers can also
personalize their cars by choosing from three different interior
themes: Ambition, Ambiente and Advance. The three environments, as
Audi calls them, differ by the texture and appearance of the seat
upholstery and the color and type of genuine wood or aluminum trim.
Main options offered by Audi include a Bose premium sound system, a
six-disc CD changer, a navigation system, and sport seats. Also new
for 2000 are xenon HID headlights. Dual front airbags, side-impact
airbags mounted in the front seats and antilock brakes come standard.
Head airbags are optional for 2000. All A4s enjoy free scheduled
maintenance for three years, as well as a three-year/50,000 mile
warranty. With prices starting near $24,000, consumers can get a
status car that is comfortable and costs less than it does to send
your kid to college. Pricing can escalate when heavily equipped, but
the A4 is still one of the best entry-luxury sedans on the market.
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| Auto By Tel |
1999 |
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| If you’re the sort for whom a Honda Accord
sounds too plain, a Toyota Camry too dull, and a BMW too snooty, may
we suggest a visit to your local Audi showroom. Now in its fourth year
and fully debugged, the A4 is the European sport sedan that
single-handedly put VW-stepchild Audi and its once-sagging corporate
fortunes back into forward motion—not just in America but around the
world—and it could do the same for you, too. How do we love the A4?
Let us count the ways. With either a turbocharged 1.8-liter
four-cylinder engine or a 30-valve V-6, A4s boast brisk, seamless
power. Equipped with standard front-wheel drive or Quattro (Audi-speak
for four-wheel drive, and a no-brainer option if you live where rain
or snow are even minor players in the climatological playhouse), here
is one of the most accommodating chassis we know, equally adept at
hugging corners and smoothing harsh, bumpy roads. All A4s reward good
drivers while protecting less-than-stellar ones from themselves; a
complete passenger-restraint program (front and side air bags are
standard) rounds out an encouraging safety program. What the A4 gives
up to a similarly priced rear-wheel-drive BMW 3-series in absolute
steering precision, it reclaims in world-beating fit and finish—the
interior materials are so good, they put some Mercedes-Benzes to
shame. The 1.8T is a bargain to boot. Want to see us wax enthusiastic
about the A4 wagon version, known as the Avant? See the Wagons
section.
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| A4 Updates | 3/9/00 | |
| Confidence = High | ||
| All A4s built after 5/00 will have new build
specs. and will have a MY '01 designation. Changes in line for
the A4 1.8T include the following: + 170hp (probably modified the ECU and added a more restrictive exhaust) + Side curtain airbags will be standard + Added ESP (Electronic Stability Program) as an option + Xenon headlight option still being offered + Extended warranty - Dropped the NAV option I would expect a price increase on the 1.8T for any MY '01 vehicle. They also added ESP as a standard for the TT and increased the base price by $400, so that should be a fair gauge of the ESP option for the A4 1.8T. The much anticipated new body style (at last report) will probably not go into effect until mid 2001. Assumption will be that it will be offered in Europe first then come to the U.S. mid 2002 as a MY '03 vehicle. New Info 4/6/2000 + The A4 body style is changing. The change is expected to occur late in the 2001 calendar year. The car will look really, really similar to the TT, but with 4 doors. + The new A4 will debut in Europe by the end of the year (not at the Paris autoshow) and it will go onsale in Europe shortly after. North America will get the all new A4 in the fall of 2001 as a 2002 model. New Info 4/10/2000 + New Bodystyled A4 should debut December 2000 at the Bologna Auto Show. Europe should see sales in late December 2000. U.S. should start seeing sales in the Fall 2001. + Unlikely that a coupe and cabriolet will be offered right away. Look for the A3 / S3 to debut in the U.S.A.. This vehicle should be the Cabriolet's successor. It will be bigger than an A3 but smaller than an A4, it should be a coupe with a trunk instead of a hatchback. + Information is limited since Audi does not want to kill sales of current models. New Info 8/30/2000 + New Bodystyled A4 should debut in October 2000 at the Berlin Motorshow. + New Bodystyled A4 should be available in the U.S. Spring 2001 + Longer wheelbase, Wider Track, Taller Proportions + Interior to be redefined to incorporate a youthful and stylish presence (as the TT does) - Rumored that the Quattro option will not be available right away with the newly bodystyled A4 - Coupe to launch late 2001 or early 2002
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| Sport Compact Car | April 2000 | |
| Eight Great Rides | ||
| Audi A4 1.8T Quattro - Keith Buglewicz This is one of the prettiest cars here. I’ll stand by that no matter what anyone says. Since its introduction in 1995, the A4 has withstood the blowing styling winds, its looks aging gracefully, forever youthful. Five years may not sound like much, but its an eternity in car styling. In a world where the styling shelf-life of a sport coupe is 18 months tops, a five year-plus span of visual appreciation for one model must be some kind of record. But the Audi is more than just well proportioned good looks. Underneath are the substantial mechanicals and sport-tuned engineering components that get the enthusiast’s heart pumping. The heart of the system, depending on who you talk to, is either the turbocharged 1.8-liter engine or Audi’s ultra-sophisticated Quattro drivetrain. The engine stands out for its broad, flat torque curve and linear powerband. And although it is only rated at 150 hp from the factory, it is a 7-minute brain swap to get it close to 200 horses. Don’t you wish you could have done the same when you were studying geometry in high school? The Quattro, on the other hand is a technological marvel for its all-weather, all-conquering goodness. No matter what the handling difficulty is in a Quattro, the solution is to add more power. Oversteeing? Add more power. How much simpler could driving fast be? And all of this technology is wrapped in that beautiful four-door (or wagon if you prefer it) body. The styling isn’t flashy. If it were, it wouldn’t wear so well. But it doesn’t have a disagreeable line anywhere on it. From its blunt nose to its stubby tail, it speaks not only of German elegance, but of a none-too-subtle sportiness. And all this come without breaking the $30,000 barrier. Life is truly good. - Larry Saavedra Nearing the upper end of our price cap, the Audi A4 1.8T Quattro is unmistakably built from years of painstaking development, affording its driver the feel of sophistication and sportiness – boxing’s equivalent to the infamous combination punch that’s aimed to knockout the competition. For years, great things have been written on all fronts about the A4 1.8T Quattro, quantifying its presence on our list for the third consecutive year. While the Quattro package is standard issue on the Avant wagon, it is a factory option for the A4 sedan – but it should not be overlooked. Because of the handling prowess afforded by the quattro’s more sophisticated rear suspension, the upgrade puts this car way out in front. But don’t be discouraged by the minimal cost of the Quattro option, optional add-ons are few and far between because the A4 platform is more that loaded with factory standards – a list that is long and impressive. The 150-hp 1.8T engine is also free from turbo lag, making its power delivery linear and very usable. That’s the thing about the A4 1.8T: The car is made to be driven – not just to posh dance clubs – but wrung out ‘till your nose bleeds. For the past three years, I’ve spent a great deal of time in a 1.8T and always find something new and fascinating about it. The interior features are refined and ageless. Audi calls its approach “Atmospheres” – interior detailing that is dictated by the buyer – incorporating textures, materials, stitching, and the like – to match the driver’s personal tastes. Other proven refinements on the A4 include the drive-by-wire throttle that interprets pedal input and automatically adjusts the engine management conditions for optimum performance. The A4 1.8T Quattro is the kind of car your can bring home to mom (or the wife/husband) and look them straight in the eyes and say “This is an investment!” You betcha, the A4 1.8T Quattro is an investment in your life – better than a blue chip stock, the returns are instantaneous and always gratifying. - Josh Jacquot Audi’s A4 continues to be on this list year after year for several reasons. First, it offers a remarkable complete driving experience. From its all-wheel drive security to its unmatched interior quality, the A4 is simply one of the best cars available for under 30 grand, sports car or not. While the Audi isn’t the fastest car of the group, it offers all of the nicetiest of a luxury car interior in a compact, capable chassis wrapped around an equally capable drivetrain – a combination none of the other Eight Great Rides can match. Working together, these traits make a car which not only covers long distances comfortably but rewards its driver with confidence and stability at speed – especially over less-than perfect terrain. The 1.8T engine is a marvel as well. Its linear but strong power delivery is a far cry from the days of peaky turbo engines and is appropriate for a car of the A4’s upscale demeanor. Even when modified, the engine maintains its smoothness and composure, proving Audi’s engineers left room for added power in its design. Additionally, the fact that added aftermarket power – lots of it – can be had for about $500 is something to consider when comparison shopping. Chip upgrades for this car are among the first mods most owners undertake. The fact that Audi offers a wagon version of the A4 makes it even more tantalizing. What’s more practical than a four-wheel drive turbocharged wagon? The Avant, as Audi calls the A4 wagon, was the only version available at our press time and we found it every bit as quick and agile as the A4 sedan. If you want a four-door that makes as few sacrifices as possible in the performance arena while offering the outstanding craftsmanship and build quality the Germans are famous for, look no further than the A4.
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| AutoExpress mag drove the new A4 4 tha 1st
time and it seems as though they like it. Anyway heres what they
wrote. Audi A4 The temperature in the bubbling cauldron that is the executive car market is about to hit boiling point with the arrival of Audi's all-new A4 - the car that vaulted its maker into the big time six years ago. It has undergone a total redesign and will arrive in the UK next spring with new engines, a completely re-engineered suspension system and a bigger cabin. Indeed, Audi claims that it has left no stone unturned in its efforts to leapfrog the A4 to the top rung of the lucrative mid-size luxury saloon ladder. But facts and figures only tell half the story. Keen to evaluate the newcomer from the driver's seat, Auto Express flew out to Audi's sprawling German HQ last week to collect the keys to one of the first examples to roll off the production line. On first acquaintance, the new A4 strikes a happy balance between familiarity and freshness. Although the proportions are fundamentally the same as the outgoing model with a simple, classic profile, the new version is noticeably chunkier around the midriff and looks a far more substantial offering. Created under the supervision of Audi design chief Peter Schreyer, the newcomer proves that less is more when it comes to designing the latest generation of executive cars. Crease lines only appear where they absolutely have to, while fussy bumper lines have been removed in an effort to create a smooth, uncluttered shape. Although some will draw obvious parallels with its bigger A6 brother, the design of the A4's tail is far more involved than a mere scaling-down exercise. Look closely and you'll notice that there's a tautness of line and compactness that successfully separates the two. Of equal importance, though, is what lies underneath the A4's stylish new clothes. It's not every day that the Volks-wagen Group wheels out a different platform, so the arrival of this A4 - the first recipient of the B6 floor pressing - is eagerly awaited. Not only do rivals BMW and Mercedes want to see it, but also manufacturers who will be competing against the next generation of the Volkswagen Passat, SEAT Bolero and the as-yet unnamed large Skoda, which will all be built on the same foundations. The hot news in terms of dimensions is the replacement is bigger in every direction than the current model. The wheelbase measurement, which governs cabin size, is 33mm greater, while the length, width and height have all gone up significantly. Sit inside and the increase in overall size can be felt immediately, especially if you are sitting in the back where there is a 41mm increase in knee room and a 29mm improvement in shoulder space. The driving position is nearly identical in feel to the current car, with a multi-adjustable seat and telescopic steering wheel arrangement, while the switchgear and centre console are impeccably laid out and built from high quality materials. When the A4 finally arrives on British shores early next year, it will do so with a range of five engines, two of which have not been seen before. The car we drove was fitted with one of them - a state-of-the-art 3.0-litre V6 that replaces the venerable 2.8-litre six-cylinder plant. Developing 220bhp and 300Nm of torque at 3,200rpm, the new unit features a lightweight alloy block, a balancer shaft to give extra refinement and variable intake technology to improve flexibility and low-rev power. On the road, it performs exceptionally well, proving itself to be hushed and strong no matter how hard you press it. With plenty of pulling power at bottom end revs, it hauls the A4's frame out of corners with ease and delivers seamless thrust from idle right up until you reach the red line. The gearchange is another area where Audi's engineers have worked hard to eliminate slack and improve feel. And the result is a transmission that gives you a much more natural response and is consequently more enjoyable to use. Further revisions to the clutch mechanism - which has a noticeably less grabby action - ensure that stop-start town driving proves to be a lot smoother. However, we found that the five-speed manual gearbox - fitted as standard to the two-wheel-drive 3.0-litre model - felt a cog short, particularly on long stretches of autobahn where the engine revs were higher than might be expected on an executive cruiser. The other engines that will be available from launch are an all-new 2.0-litre four-cylinder petrol unit developing 130bhp, the tried and tested 1.8-litre turbo powerplant producing 150bhp and two diesels - an uprated Pumpe Duse version of the class-leading 1.9-litre TDI engine with 130bhp and 285Nm and the current 2.5-litre V6 TDI with 180bhp and a mighty 370Nm of torque. Although Audi UK has yet to finalise its plans for the new car, it has said the quattro four-wheel-drive system will appear as an option on the top-of-the-range petrol and diesel models. Another area where Audi has pulled out all the stops is the suspension. The handiwork of Dutch chassis genius Jos van As - whose CV includes the current generation BMW 3-Series and the Audi A2 - the new A4 addresses all the flaws that blight the present model, including a lack of steering feel, inert handling and a brittle ride. On the mixture of high and low speed roads that surround Audi's factory, the new A4 proved itself to be a much improved performer. The car's firm but never harsh ride is particularly impressive. Thanks to sensitive damper tuning, the suspension dispatches the kind of bumps that would have kicked the present car off line with ease. The same goes for the steering which has a far more natural feel to it, allowing you to turn in with greater accuracy and eliminating the need for constant corrections - something that really hampers the current car. Body roll is now more progressive and controlled, with the lurching feel that characterises the outgoing model destined to be a distant memory. However it isn't only the A4's suspension that makes the newcomer flow between corners as sweetly as it does - the brakes have vastly improved pedal feel, allowing you to scrub exactly the right amount of speed off before cornering. The secret to the handling's transformation is largely down to a change in materials, a redesigned rear set-up and more intelligent fine tuning. Aluminium has replaced steel in much of the suspension to reduce its weight and improve the ride - while the complex but highly effective rear set-up developed for the quattro models has been fitted across the range, for better cornering. Some of the fine tuning was completed on UK roads, comparing its ride with rivals and making adjustments. It's nearly impossible to overstate the impact the original A4 made on the sleepy executive market six years ago. It shattered the balance of power that existed between BMW and Mercedes, and established the new Audi as a credible contender in one of the toughest markets in the world. The new model continues this drive upwards and in virtually every area it is a better car than the one it succeeds. The chassis improvements have made it far more involving to drive, while the bigger cabin further boosts its practical appeal. Although British fans will have to wait until next spring before they get the chance to drive it, the early signs are very encouraging indeed. There's a lot resting on the new A4 for Audi. It pays the rent for the Ingolstadt marque and is battling in a cut-throat area of the new car market. But the firm knows all about pressure and has reacted by creating a car that is bigger and better than before. The new platform that underpins it has the hallmarks of being one of the best in the business, while the quality has been ratcheted up another few clicks. If you consider it now has a genuinely involving driving experience and a cracking new 3.0-litre engine, the success story shows every sign of continuing. At a glance *All-new Audi A4 arrives here spring next year. Avant models are due to follow in December *Restructured engine range includes new 2.0-litre and 3.0-litre petrol powerplants along with 1.9-litre and 2.5-litre diesels *Built on Volkswagen Group's new B6 medium car platform *Improved ride and handling and increased interior space |
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| Audi A4 - WhatCar? Verdict It will be interesting to see how Audi goes about advertising the new A4 when it comes to the UK next spring. The current model has always been portrayed as a mature, thinking driver's car compared to the brasher, flashier image of the rival BMW 3-series. You might remember the A4 TV ad. A bloke wearing a sharp suit and braces, having been for a test drive, tells the salesman: `Nah, not really me. Know what I mean?' The newcomer probably won't be to the tastes of people like that, either, for it has the same non-aggressive presence as its predecessor, albeit with a totally new look. Anyone who dismisses it purely on perceived image is doing themself a disservice, however. Despite the understated first impression it gives, there's real ability in its make-up. Those things that don't work so well in the current car, such as its driving dynamics and rear cabin space, have been largely put to rights. Those that are strengths, not least the class-leading standards of assembly and trim, remain. It is virtually an all-new car. The platform around which it is built, the five engines that will be available at launch, two of the three gearboxes and large chunks of the suspension have never been seen in an A4 before. The overall length has grown by 2.5 inches, only half of which goes into the wheelbase, but with the restyled, repackaged body this is enough to liberate much more rear legroom. Active and passive safety equipment has been upgraded, too. Despite liberal use of aluminium, the new A4 has piled on weight: it's up to 110 kilos heavier than the old car, which means that in most cases fuel economy has worsened. But Four of the engines deliver superior performance to those they replace. The line-up starts with a 2.0-litre 130bhp four-cylinder petrol unit. This is the one engine that requires less fuel than its immediate predecessor, despite being 200cc larger and 5bhp more powerful. The entry level turbodiesel, based on the familiar 1.9-litre engine block but fuelled by the Volkswagen Group's latest high-pressure injectors, also delivers 130bhp. However, what's most impressive is its 212lb ft of pull (a record for a four-cylinder engine) at just 1750rpm. Despite the thundering mid-range performance it's only fractionally thirstier and worse for carbon dioxide emissions than the old 115bhp TDi motor. All other engines produce less CO2 than those they replace, which will please company-car drivers bearing in mind that the car they choose now will be subject to the new emissions-based tax regime which comes into force in April 2002. The engine line-up is completed by the 150bhp 1.8 turbo - but a new, lower-emissions unit rather than the one in the current car - and two V6s, a 220bhp 3.0-litre petrol motor and a 180bhp 2.5 turbodiesel. A lesser-powered V6 turbodiesel and a replacement for the 2.4 petrol V6 are likely later. Front-wheel drive is the standard arrangement, but the quattro four-wheel-drive system of the present car will be available, in which case you'll get a six-speed gearbox. Six gears will be optional with the front-drive cars, as will the continuously variable `multitronic' automatic borrowed from the A6. However, the powertrains have rarely been the problem with Audis, although the extra smoothness of the manual shift on the five-speeder we tried is a change for the better. It's the chassis which has often let the side down. There's encouraging news on that score, though: the new car has a 45 per cent stiffer body making it easier for the suspension to do its job, and widespread use of aluminium in the suspension itself reduces unsprung weight and therefore the mass of car clattering over each bump and obstacle. The rear suspension of all A4s is now based on that in the current quattro, which always performed better than that on the front-drive models, but even then the geometry at both ends is different with the aim of quickening the car's responses. A battery of traction and braking electronics is fitted to counter skids and slides, while alloy wheels are standard - 15in on four-cylinder models and 16in on V6s, with 17in rims optional. The effect of all this has been to raise the whole level of precision and control. The new A4 corners more fluently and rides undulations without the float and bounce that blights the current car. It's also kinder to its passengers over rough surfaces, though it is firmly set-up, something that's exaggerated by the 17in wheels fitted to the car we drove. Narrower tyres with deeper sidewalls ought to patter less. There's still a hint of vagueness about the steering in a straight line, but it weights up nicely as you turn and alters the car's course swiftly. So far we've only tried the newcomer with the 3.0-litre engine and front-wheel drive, a combination that calls for the assistance of the traction aids when pressing on through tight turns. You'll notice the steering feedback disappear then, too. Mostly, though, Audi's newcomer is a really satisfying car to drive. The 3.0 V6 pulls with impressive flexibility and sounds terrific under acceleration, though it's perhaps not as strong in the mid-range as you'd expect. A Volkswagen Passat turbodiesel we used as a camera car had no trouble keeping up until speeds topped 80mph, when the superior power of the Audi told. On the motorway it's very refined until you're some way beyond speeds that are legal here. Then both engine and wind noise make themselves heard. There's also a hint of roughness in the engine above 5000rpm. The car looks like a scaled-down version of the A6, with the same absence of fuss about the shape or clutter in the detailing, and just the right amount of chrome trim. We think it's stunningly appealing. Like the A6, it's a saloon, but the curve of the rear roof and the shortness of the boot deck make it look as though it could be a hatch. If that's what you want, a new Avant estate arrives in about 12 months. With the longer wheelbase, the rear doors are no longer cut around the arches, making it easier for stiffer-jointed passengers to get aboard. By far the biggest benefit, though, is the extra rear legroom (about 1.5in more) which means you now step rather than wriggle in. There's also more head, elbow and shoulder space front and rear, though the wide central tunnel to accommodate the extra propshaft of the quattro versions effectively restricts the back to two people only. The rear-seat backrest is split, the two portions folding down individually to expand a well-proportioned, 15.7cu ft boot. The enlarged floor space is not flat, however. The interior is pure Audi, superbly built and with a distinctive character. The look of this one is much like the old A4's - a dash sliced in half by a stripe of what may be wood (we couldn't quite make up our minds whether it was genuine), the tapering centre console with its orderly stack of stereo and climate control switches, and the logic of the whole thing. In dark grey, the A4 does come across as a mite stuffily-dressed, but we're told there are lighter tones on offer which lift the mood. You certainly can't fault how well it all works, typified by the cupholder, business-card tray and cigarette lighter, which glide out of their recesses with that soft action now being copied by all and sundry. The driving position is superb and there's a suitable range of adjustment to both wheel and seat. Visibility isn't quite in the same league, though, mainly due to the thickness of the roof pillars. Most things are exactly where you'd hope to find them, but the one disappointment is the unimaginative lack of oddment space. There's nowhere suitable for your mobile phone, CD cases, sunglasses or a hard-backed atlas - not everybody wants to splash out on a built-in phone kit or satellite navigation system. Details of the car at launch are currently sketchy, other than that it will be here some time in spring. But the current car offers four-wheel drive on all but the least powerful petrol and diesel engines, plus specific models with sports suspension, so expect something similar again. Standard fitments will definitely include six airbags (two front, two side and curtains running the length of the cabin at each side) plus crash-severity sensors which detect how to deploy the front two, traction and braking anti-skid electronics, climate control with separate left-right temperature settings, and alloy wheels. New options include a voice-activated in-car phone. Verdict Even the current A4 could not be entirely overlooked because of the quality of its interior and its ability to retain almost half of its value over three years, but it held little appeal for buyers needing rear-seat space or who put the accent on driving dynamics. The new one presents a much stronger case for itself - on any grounds you care to mention. Roger Stansfield |
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