AUDI A4 2.0T QUATTRO

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) E# D3 I& e6 NThe 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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This 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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1 b. y4 C9 z( I4 GThis 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


AUDI A4 2.0T QUATTRO
1 [' ]: Q! a9 t2 o3 I" vVehicle type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan

/ `- @' s( L: z  A9 Q; CPrice as tested: $35,995
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$ G" |( O1 M' ]  {! GPrice 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

2 u3 W7 @0 Y9 M8 YMajor standard accessories: power windows, driver seat, and locks; remote locking; A/C; cruise control; tilting and telescoping steering wheel; rear defroster

( H; k$ M4 N) o5 rSound system: Bose AM-FM-satellite radio/cassette/CD changer, 6 speakers

% f+ u( s# K2 n# S6 f1 S6 t( ?6 U/ vENGINE
0 ~" f. M9 r6 o6 DType: turbocharged and intercooled inline-4,
iron block and aluminum head
, N) }. \7 }( [* U' A9 \Bore x stroke: 3.25 x 3.65 in, 82.5 x 92.8mm
4 q0 [' y# ?1 f( C( KDisplacement: 121 cu in, 1984cc
  c% v* C$ P3 F+ G5 b9 SCompression ratio: 10.5:1
Fuel-delivery system: direct injection
Turbocharger: BorgWarner K03
6 U+ Z4 s" ^9 p% g% Y) A4 ^Maximum boost pressure: 11.9 psi
Valve gear: belt-driven double overhead cams,
4 valves per cylinder, hydraulic lifters,
7 K; t! h2 G" wvariable intake-valve timing
) A( {4 B+ e2 [) |  s& z# vPower (SAE net): 197 bhp @ 5100 rpm
4 e/ d6 w3 y# C; j! }) RTorque (SAE net): 207 lb-ft @ 1800 rpm
Redline: 6800 rpm
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DRIVETRAIN
' p. H# ~- l. \4 M" c, W% o6 q5 U2 ETransmission: 6-speed manual
4 x, G5 U$ A, yFinal-drive ratio: 3.89:1, limited slip
3 o! c) ?8 ]/ n! {/ z4 z4-wheel-drive system: full time with limited-slip
center differential and automatically
locking front and rear differentials
Gear, Ratio, Mph/1000 rpm, Max test speed
9 e' u- J  u' N# s5 V' V) QI, 3.67, 5.1, 35 mph (6800 rpm)
+ b) i. t8 {7 {* }7 a# I7 A5 UII, 2.05, 9.2, 62 mph (6800 rpm)
1 A; v9 p8 E4 ]3 qIII, 1.42, 13.2, 90 mph (6800 rpm)
IV, 1.03, 18.2, 124 mph (6800 rpm)
8 M6 Y7 q  ~) S$ x  tV, 0.80, 23.5, 132 mph (5600 rpm)
: X( h' J2 Y, i* Y6 H+ NVI, 0.66, 28.5, 132 mph (4600 rpm)
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DIMENSIONS
Wheelbase: 104.3 in
% ^$ W# U$ ?. wTrack, front/rear: 59.9/59.9 in
' v/ F3 Y1 h2 Y( p, pLength/width/height: 180.6/69.8/56.2 in
Ground clearance: 4.2 in
Drag area, Cd (0.33) x frontal area (23.5 sq ft): 7.8 sq ft
0 B# z2 [- O2 d; CCurb weight: 3660 lb
Weight distribution, F/R: 56.8/43.2%
' R+ _2 a3 m. J# a/ @' fCurb 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

) Y1 ^. e. M2 O' EINTERIOR
7 r: _- x6 H$ ?/ }SAE volume, front seat: 50 cu ft
rear seat: 39 cu ft
luggage: 13 cu ft
4 j3 w; w: Z. E& i8 T$ w5 o1 iFront-seat adjustments: fore-and-aft,
7 T; K  M7 M: ?$ i2 lseatback angle, front height, rear height,
lumbar support
Restraint systems, front: manual 3-point belts; driver and passenger front, side,
and curtain airbags
rear: manual 3-point belts, curtain airbags
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SUSPENSION
' r$ w2 u! e" k) H  q# ~2 K: tFront: 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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* M- U+ H/ o. o( i  w$ k: kSTEERING
8 V2 S$ g% {7 S# hType: rack-and-pinion with electric power assist
& B& T1 d$ j' u$ USteering ratio: 16.3:1
Turns lock-to-lock: 2.8
8 r& T9 @( D% I- x0 O9 tTurning circle curb-to-curb: 36.4 ft
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BRAKES
Type: hydraulic with vacuum power assist
and anti-lock control
Front: 12.6 x 1.2-in vented disc
Rear :11.3 x 0.5-in disc

WHEELS AND TIRES
) K* P( V9 a% S- y4 E% KWheel size/type: 7.5 x 17 in/cast aluminum
Tires: Dunlop SP Sport Maxx, 235/45ZR-17
1 F8 f3 d, [1 g+ h9 T3 ]* oTest inflation pressures, F/R: 33/30 psi
Spare: full size on matching aluminum wheel
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C/D TEST RESULTS
* u) t% {9 ~! h4 R! U) _! ?ACCELERATION  Seconds
' J! W" f$ ^( q4 N- A9 YZero to 30 mph: 2.6
40 mph: 4.1
50 mph: 5.5
60 mph: 7.2
70 mph: 9.7
6 j7 @" x  D% q9 Z 80 mph: 12.4
( t1 U. B& {  T. m& y 90 mph: 15.7
100 mph: 20.2
110 mph: 25.4
7 T& V' H* F% z( z/ j4 A) c 120 mph: 32.4
130 mph: 43.5
: Z0 O3 m* K8 w! N, e) fStreet start, 5-60 mph: 7.7
0 r: w$ _% c; `! H6 Z9 v2 g2 `Top-gear acceleration, 30-50 mph: 12.2
7 y+ V9 s, j6 r1 l2 E6 G 50-70 mph: 10.8
5 m% ]2 U# N( X( O9 L- n/ kStanding 1/4-mile: 15.5 sec @ 92 mph
Top speed (governor limited): 132 mph

BRAKING
70-0 mph @ impending lockup: 180 ft
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HANDLING
Roadholding, 300-ft-dia skidpad: 0.84 g
Understeer: minimal moderate excessive

FUEL ECONOMY
- Q! u# Y9 Z4 p5 t- g+ |EPA city driving: 22 mpg
5 v# i* T1 u' i& ^- {1 ~EPA highway driving: 31 mpg
C/D-observed: 22 mpg
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! v0 `2 h% G, p$ Z# \INTERIOR SOUND LEVEL
1 P' ^8 x, q% I" }7 fIdle: 43 dBA
3 q. h: K: J' e# P* \- C9 xFull-throttle acceleration: 72 dBA
70-mph cruising: 67 dBA

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