AUDI A4 2.0T QUATTRO

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3 B2 n6 D4 D" `The new A4 is the automotive personification of user-friendliness. It may not quite match the eager intensity of a 3-series BMW—the Quattro\'s curb weights damp the zeal of the 2.0-liter turbo motor—but it\'s far from boring. More important, here\'s a car that will compensate for all sorts of driver errors without complaint or excessive stability-control intrusion—and in total comfort. For the guy who indulges his inner racer for about 10 minutes every other month, the A4 is a friend indeed.


' e: @5 c2 J- ~5 }, ^0 LThis is a sweet ride. I love the 2.0-liter direct-injection engine—it\'s the most refined and linear turbo four I\'ve ever revved—and it\'s a pleasure to row through the six-speed. The interior is typical Audi, which is to say, clean, stylish, and of high quality. The A4\'s fresh design is handsome, incorporating Audi\'s big grille better than on the A6 or A8. All in all, I find very little not to like in this car. Unfortunately, that \"very little\" is the big price, which, at $35,995, is almost 10 grand more than a well-equipped Subaru Legacy 2.5GT or the upcoming VW GLI, a \"Jetta GTI\" that also gets the 2.0T. For 30 large as tested, the A4 would be a no-brainer. At 36K, however, the A4 transfers that title to the GLI.
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: {$ c- B5 f: ]7 }5 Q& Y" x! {This new A4 2.0T, powered by the latest VW direct-injection turbo four, is just as quick as the old V-6-powered A4. That\'s incredible, given that the new version weighs 3660 pounds—within 40 pounds of the V-6—and gets about a third better fuel economy. Not surprisingly, this performance makes the A4 feel light on its tires, a sensation that is helped by the minimal weight and size increases over the previous A4. As a result, rear-seat room remains tight, but the A4 hasn\'t lost the nimble responsiveness that I\'ve loved over the years. Coupled with the great new styling—I never much liked the old car\'s droopy butt—this A4 is a terrific upgrade
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AUDI A4 2.0T QUATTRO
  E* }/ ]( P* VVehicle type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
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" w/ D; T) ?. r( h& }" C" ]Price as tested: $35,995
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Price and option breakdown: base Audi A4 2.0T Quattro (includes $720 freight), $30,170; Premium package (includes sunroof, HomeLink remote transmitter, leather seats, and power front-passenger seat), $2100; Lighting package (includes bixenon headlights and adaptive front lighting), $1425; Audio package (consists of Bose premium sound system and Sirius satellite radio), $1000; Sport package (consists of 17-inch alloy wheels, summer performance tires, and sport suspension), $750; power rear and manual side sunshades, $400; headlight washers, $150
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* x% c6 H+ S% e; XMajor standard accessories: power windows, driver seat, and locks; remote locking; A/C; cruise control; tilting and telescoping steering wheel; rear defroster

Sound system: Bose AM-FM-satellite radio/cassette/CD changer, 6 speakers

( s* j& F8 M! D# c& r/ T0 FENGINE
. N" i2 w: s( J) u. e# wType: turbocharged and intercooled inline-4,
iron block and aluminum head
3 J- ~* C! ^( V7 T+ ^Bore x stroke: 3.25 x 3.65 in, 82.5 x 92.8mm
Displacement: 121 cu in, 1984cc
# F1 `8 Q$ _, r8 N3 x' U: \3 Z& A+ mCompression ratio: 10.5:1
Fuel-delivery system: direct injection
* W" y( G2 e( D- o- h1 PTurbocharger: BorgWarner K03
, \" F9 e5 d% {2 _+ ?) S) w+ gMaximum boost pressure: 11.9 psi
! m2 C& z. ~$ }Valve gear: belt-driven double overhead cams,
4 valves per cylinder, hydraulic lifters,
* {2 X% R% d3 ?* \8 {variable intake-valve timing
Power (SAE net): 197 bhp @ 5100 rpm
Torque (SAE net): 207 lb-ft @ 1800 rpm
Redline: 6800 rpm

DRIVETRAIN
. ^: B2 q: q; H8 r2 f8 a- F1 STransmission: 6-speed manual
1 z+ Z4 ?. S. J$ t" |Final-drive ratio: 3.89:1, limited slip
4 w9 v& v2 C1 t) {, M! @; X1 e& J+ Y4-wheel-drive system: full time with limited-slip
* J' k5 w$ ?  p: U8 j- Jcenter differential and automatically
locking front and rear differentials
8 d5 g+ R6 |. YGear, Ratio, Mph/1000 rpm, Max test speed
& {8 W: |0 c4 R4 v) m7 cI, 3.67, 5.1, 35 mph (6800 rpm)
II, 2.05, 9.2, 62 mph (6800 rpm)
9 q' m! C$ ]7 ~6 FIII, 1.42, 13.2, 90 mph (6800 rpm)
IV, 1.03, 18.2, 124 mph (6800 rpm)
7 ?% f0 {0 k( M# T2 MV, 0.80, 23.5, 132 mph (5600 rpm)
, Q5 I1 ?8 d  E4 b8 I) x6 o8 @VI, 0.66, 28.5, 132 mph (4600 rpm)
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DIMENSIONS
2 v/ R4 E3 q5 L8 WWheelbase: 104.3 in
Track, front/rear: 59.9/59.9 in
Length/width/height: 180.6/69.8/56.2 in
0 J1 W  U7 J+ i0 t$ T0 ~) `Ground clearance: 4.2 in
Drag area, Cd (0.33) x frontal area (23.5 sq ft): 7.8 sq ft
Curb weight: 3660 lb
2 M1 h: U5 C6 YWeight distribution, F/R: 56.8/43.2%
Curb weight per horsepower: 18.6 lb
Fuel capacity: 16.6 gal
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CHASSIS/BODY
Type: unit construction
Body material: welded steel and aluminum stampings
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( x- T6 A8 e( }3 S- pINTERIOR
SAE volume, front seat: 50 cu ft
) ~  O. D! T; s6 e# H* r rear seat: 39 cu ft
0 R& z) i8 N5 X9 j5 p# |8 u luggage: 13 cu ft
Front-seat adjustments: fore-and-aft,
0 V$ z5 J+ h6 |) s: Y0 @" x8 F; [seatback angle, front height, rear height,
lumbar support
Restraint systems, front: manual 3-point belts; driver and passenger front, side,
0 S8 g- C6 s6 z% h9 {and curtain airbags
rear: manual 3-point belts, curtain airbags
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SUSPENSION
' l0 a5 ^8 K. f0 i( MFront: ind, 2 diagonal links and 2 lateral links per side, coil springs, anti-roll bar
Rear: ind; 1 lower control arm, 1 lateral link, and 1 toe-control link per side; coil springs; anti-roll bar
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STEERING
' G5 h5 q0 f3 o; {Type: rack-and-pinion with electric power assist
Steering ratio: 16.3:1
" ?$ N" G- M. D# P9 O2 |Turns lock-to-lock: 2.8
Turning circle curb-to-curb: 36.4 ft

BRAKES
Type: hydraulic with vacuum power assist
* E; i' K) E5 f# B7 d( M" A% |and anti-lock control
5 p) ^7 E$ e: x" b' v: N0 ~$ e4 j5 gFront: 12.6 x 1.2-in vented disc
" A/ l' z* _" G8 RRear :11.3 x 0.5-in disc

WHEELS AND TIRES
. C0 g" J8 E0 {$ F/ i7 t5 h3 vWheel size/type: 7.5 x 17 in/cast aluminum
Tires: Dunlop SP Sport Maxx, 235/45ZR-17
8 a8 Y& Z9 C' Y. M8 ~6 K! E8 x; @Test inflation pressures, F/R: 33/30 psi
$ H/ h; @8 r' zSpare: full size on matching aluminum wheel

4 f: E& b: e: A* Q" @C/D TEST RESULTS
! N2 E* i5 p7 J  WACCELERATION  Seconds
# ~  R. a, N( IZero to 30 mph: 2.6
40 mph: 4.1
50 mph: 5.5
60 mph: 7.2
0 X+ @. ~% b; @ 70 mph: 9.7
- P5 @+ Y2 }$ d; q' T7 @0 } 80 mph: 12.4
$ }) Q: [  d+ T9 Y/ m3 V 90 mph: 15.7
100 mph: 20.2
) N' J$ R: q( K 110 mph: 25.4
120 mph: 32.4
130 mph: 43.5
) n9 S5 U% Z; ^* [1 k5 aStreet start, 5-60 mph: 7.7
9 H* c3 M$ I$ X9 L( _' G7 G( e9 ]1 lTop-gear acceleration, 30-50 mph: 12.2
50-70 mph: 10.8
0 E0 O- ^$ N  I: N4 Y/ E3 pStanding 1/4-mile: 15.5 sec @ 92 mph
Top speed (governor limited): 132 mph
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* l; J$ H) Q; R1 ^8 ]- k* E5 UBRAKING
/ e4 G: P" c+ ~) f70-0 mph @ impending lockup: 180 ft
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- f4 D3 u& [0 MHANDLING
5 `3 V& M7 X) u1 S; Q  M4 |7 eRoadholding, 300-ft-dia skidpad: 0.84 g
7 ~+ K0 @2 H' i6 P+ {; sUndersteer: minimal moderate excessive

- R% |4 E$ t$ ]& VFUEL ECONOMY
  \: r/ z7 `( vEPA city driving: 22 mpg
EPA highway driving: 31 mpg
. s' ^4 \! a( QC/D-observed: 22 mpg

, c9 u8 ^- P4 i8 B$ o2 }INTERIOR SOUND LEVEL
Idle: 43 dBA
Full-throttle acceleration: 72 dBA
70-mph cruising: 67 dBA
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