AUDI A4 2.0T QUATTRO

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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.
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7 V( W. ]8 E2 P- T- ZThis 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.


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
% N& P8 }; Z& G, K+ e+ c8 V) fVehicle type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan

# E7 m  `6 ?6 L& v; m( I3 |9 u9 L, LPrice as tested: $35,995

+ N; M# y+ v. U, EPrice 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

Major standard accessories: power windows, driver seat, and locks; remote locking; A/C; cruise control; tilting and telescoping steering wheel; rear defroster

& Y6 Y2 W& E$ u  ]6 y& H+ r; RSound system: Bose AM-FM-satellite radio/cassette/CD changer, 6 speakers

ENGINE
& r: T* Y* ]# r& T4 i& lType: turbocharged and intercooled inline-4,
7 c4 I0 J3 G+ e% s; A# K1 w  l& _iron block and aluminum head
Bore x stroke: 3.25 x 3.65 in, 82.5 x 92.8mm
/ o& I" n& |3 d% x5 ?Displacement: 121 cu in, 1984cc
9 E2 s) e+ p, W3 O. @- o& E8 vCompression ratio: 10.5:1
5 i9 _- {$ s2 s8 u" K0 O% VFuel-delivery system: direct injection
Turbocharger: BorgWarner K03
Maximum boost pressure: 11.9 psi
# v, S/ j3 ?7 I  B! J/ _0 _Valve gear: belt-driven double overhead cams,
& e( \1 o$ ]8 j% M% l4 valves per cylinder, hydraulic lifters,
variable intake-valve timing
Power (SAE net): 197 bhp @ 5100 rpm
Torque (SAE net): 207 lb-ft @ 1800 rpm
1 N: \* |2 M9 [; _8 dRedline: 6800 rpm

DRIVETRAIN
Transmission: 6-speed manual
2 I- B3 u7 Y+ R; o- EFinal-drive ratio: 3.89:1, limited slip
4-wheel-drive system: full time with limited-slip
center differential and automatically
5 p; G. J; p) h8 C% b  V  D/ xlocking front and rear differentials
3 K; a$ X( V$ X$ D6 YGear, Ratio, Mph/1000 rpm, Max test speed
I, 3.67, 5.1, 35 mph (6800 rpm)
II, 2.05, 9.2, 62 mph (6800 rpm)
III, 1.42, 13.2, 90 mph (6800 rpm)
IV, 1.03, 18.2, 124 mph (6800 rpm)
V, 0.80, 23.5, 132 mph (5600 rpm)
VI, 0.66, 28.5, 132 mph (4600 rpm)
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DIMENSIONS
2 e0 k& l4 g: k! M: NWheelbase: 104.3 in
6 q' W; j  f, h7 A% U) ETrack, front/rear: 59.9/59.9 in
/ h  n8 y- i  |Length/width/height: 180.6/69.8/56.2 in
3 k- {; n# Y/ ~% W; _" s' hGround clearance: 4.2 in
! t( y4 x7 ~& r, G% w- yDrag area, Cd (0.33) x frontal area (23.5 sq ft): 7.8 sq ft
  u; O, j5 j& uCurb weight: 3660 lb
Weight distribution, F/R: 56.8/43.2%
Curb weight per horsepower: 18.6 lb
5 i& o. ?8 ?* p- {9 KFuel capacity: 16.6 gal
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CHASSIS/BODY
5 c2 f- j, f. h. q$ W- HType: unit construction
Body material: welded steel and aluminum stampings

INTERIOR
  Q. K7 k2 p) E3 g7 C4 Z/ l# ESAE volume, front seat: 50 cu ft
rear seat: 39 cu ft
luggage: 13 cu ft
3 i' }. {2 m# s5 s5 b2 Y, C6 P' iFront-seat adjustments: fore-and-aft,
seatback angle, front height, rear height,
lumbar support
Restraint systems, front: manual 3-point belts; driver and passenger front, side,
2 I) K3 z5 c) G4 w5 D7 T! D0 m8 B+ gand curtain airbags
5 f) l9 Q2 k% d- d' x2 O+ Y- V& ?rear: manual 3-point belts, curtain airbags

SUSPENSION
Front: 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

1 A8 X8 t+ m0 f! k" r+ }' w9 qSTEERING
8 O2 ?4 ?, ?5 WType: rack-and-pinion with electric power assist
Steering ratio: 16.3:1
5 g5 U+ a+ g3 J& ?4 MTurns lock-to-lock: 2.8
Turning circle curb-to-curb: 36.4 ft
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+ _3 W$ W; E6 a; t1 h7 T, j( eBRAKES
Type: hydraulic with vacuum power assist
and anti-lock control
. w2 |* Z3 i" D4 T$ X9 TFront: 12.6 x 1.2-in vented disc
/ Q+ Z$ b1 N$ i5 d* k% U$ B" VRear :11.3 x 0.5-in disc
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WHEELS AND TIRES
5 x$ q) a6 m+ t# tWheel size/type: 7.5 x 17 in/cast aluminum
; w3 s1 J0 ]" o/ }  TTires: Dunlop SP Sport Maxx, 235/45ZR-17
  w7 L( c5 x; [0 b7 R; HTest inflation pressures, F/R: 33/30 psi
8 _& ^- u* X. zSpare: full size on matching aluminum wheel
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5 o% D/ V. J" [( aC/D TEST RESULTS
! {6 k) c4 A: N( [& E0 @ACCELERATION  Seconds
' \$ q" h* b. ^: }% |) N0 i2 fZero to 30 mph: 2.6
40 mph: 4.1
$ f" a; x& S9 @$ P 50 mph: 5.5
# O1 j' ~/ D" w' O3 f9 J0 i 60 mph: 7.2
; d5 y0 @/ c( Y6 K- r0 ? 70 mph: 9.7
80 mph: 12.4
90 mph: 15.7
100 mph: 20.2
110 mph: 25.4
# x% J1 @8 k& ^8 t1 x. K( J 120 mph: 32.4
& V& b$ L1 F& V 130 mph: 43.5
! F/ |" ~" j4 v/ m: V0 b# @Street start, 5-60 mph: 7.7
0 ]1 }: `; T, d1 r4 E" D' hTop-gear acceleration, 30-50 mph: 12.2
8 x/ `5 n4 R, q- I 50-70 mph: 10.8
, l/ K) i& _0 n; YStanding 1/4-mile: 15.5 sec @ 92 mph
8 i, f6 @2 o& y. O' K/ s' DTop speed (governor limited): 132 mph
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( f- U1 p) ^' wBRAKING
  r) r5 `5 L/ h' T7 B70-0 mph @ impending lockup: 180 ft

HANDLING
& P7 Q+ R) g1 P8 u6 hRoadholding, 300-ft-dia skidpad: 0.84 g
Understeer: minimal moderate excessive
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FUEL ECONOMY
EPA city driving: 22 mpg
EPA highway driving: 31 mpg
C/D-observed: 22 mpg
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INTERIOR SOUND LEVEL
: e2 f9 m* Y3 m$ i6 RIdle: 43 dBA
1 ~# ?8 w/ |# L! V' ?2 t0 gFull-throttle acceleration: 72 dBA
70-mph cruising: 67 dBA
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