2005.5 Audi A4 First Drive

PHOENIX - Across the pond in , from whence Audi hails, cars have no identity problem. There, where roads are often twisty and speed limits liberal, Audi is a known commodity - a maker of premium cars, with a performance pedigree. In the United States, though, it's a different story. American roads are as varied as our drivers, and car choices are many. It's hard to stand out in a crowd here. Despite years of fielding fine products and compiling an envious racing record, Audi's challenge, then, is less about product than perception. How do you get millions of American drivers to point their collective browser at you? While product isn't the only answer, it's usually the first response. Towards that end, the folks from Ingolstadt have packed the pipeline of late. The new 2005 Audi A6 rolled into showrooms last November and the compact 2006 Audi A3 waits in the wings. Here now is the new 2005.5 Audi A4, this German automaker's volume model. Photography © Dan Lyons 2005

Design

Audi speaks of the A4 as the locomotive of the brand, and this premium-priced compact has its eyes trained on a brace of worthy competitors, including the Acura TL, BMW 3-Series, Infiniti G35, Mercedes-Benz C-Class and Volvo S60. Initially, the 2005.5 Audi A4 is offered with front-wheel or "quattro" all-wheel drive, and in sedan or Avant (wagon) body styles. Style-wise, the new A4 takes traditional Audi design cues and skews younger. The high-waisted side view is capped by a rounded roofline. Audi's bold, single-frame grille is framed by curving, wedged headlights and balanced in back by signature taillights. The Avant recasts the rear view from the c-pillars back, with a traditional, wagon-style hatch in place of the sedan's slightly snubbed tail. Photography © Dan Lyons 2005

Interior

The new A4's interior is typical Audi - clean and well crafted. The cabin has a definite, wraparound feel and the visual temperature varies according to the trim selected. Choices range from a decidedly cool and Teutonic aluminum-finished silver to warmer wood tones of walnut or vavona. Fit and finish are exemplary. The heaviest concentration of controls is located in the center stack. It's a busy but manageable arrangement, and redundant controls on the steering wheel simplify adjustments. The optional navigation system is controlled by a variation of Audi's Multi-Media Interface (MMI), seen last in the new A6 and introduced in the current A8. Applied to the A4, this device is arguably better because it sits higher, requiring less diversion of the driver's eyes from the road. Many sound systems are available, among them an option that includes two SD card slots to plug in your MP3s. Six footers fit easily in front and snugly in back, if those ahead of them are similarly long of leg. The A4 sedan's trunk offers a usably shaped 13.4 cubic feet of space, enough to hold a pair of golf bags. Center pass-through and folding, split rear seats provide added room. If you need more space, you need the A4 Avant wagon. From the B-pillars forward, the two models are identical, but the Avant bumps cargo capacity up to an expandable 27.8 cubic feet. Cargo netting, handy hooks and a pullout screen help you keep your rear gear stored in place and under wraps. Liftover height is low, and the liftgate draws high to clear heads, thanks to a two-detent strut adjustment. As far as cabin nitpicking, our cultural fascination with the cupholder has long eluded (and, we suspect, amused) Audi and most other European automakers. Here in the land of the Big Gulp, we demand room to park anything up to the size of an espresso machine within easy reach for our commutes. The new A4's twin cupholder design gets Audi closer to the mark, if not quite there. Its adjustable tabs accommodate larger beverage containers, but accessing them from the driver's seat requires a bit of carpal gymnastics and if you want to carry two cups, you forfeit the ability to use the fold-down center console armrest. Photography © Dan Lyons 2005

Powertrains

Engine choices for the 2005.5 Audi A4 number two; one new and one nearly so. The latter is the 3.2-liter V6, available only with Quattro all-wheel-drive and a six-speed Tiptronic automatic transmission. After the A4's initial launch, a front-drive version with a Continuously Variable Transmission (CVT) will be available. First seen under the hood of the redesigned A6, the 3.2-liter V6 makes 255 hp at 6,500 rpm, 243 lb.-ft. of torque at 3,250 rpm, and nets 19 mpg city and 26 mpg highway according to the EPA. Audi claims a 0-60 best acceleration time of 6.6 seconds (6.8 in the Avant), with a governed top-end of 130 mph. Nice numbers, and the V6 feels smooth and sneaky fast under foot. However, the smaller four-cylinder engine is the bigger surprise. The all-new, 2.0-liter, turbocharged four is, like the six, an FSI (Fuel Straight Injection) motor. Basically, FSI is a direct injection system that delivers fuel straight into the combustion chamber for a more efficient burn. The tale of the tape for the turbo four is 200 horsepower at 5,100 rpm, and 207 lb.-ft. of torque on a broad plateau between 1,800 and 6,000 rpm. Zero-to-sixty acceleration takes 7.1 seconds with a manual transmission and front-wheel drive, and a sampling of mileage estimates includes 22/34 (FWD/stick), 24/32 (quattro /CVT). The 2.0-liter motor is a fine choice in the 2005.5 Audi A4. It has a lively, athletic feel well suited to the agile chassis. The manual six-speed transmission has sweet, short-throw shifts, but the driver must take care not to get caught with the revs down. The automatics (six-speed Tiptronic and "seven-speed" CVT) have enough cogs to evenly parse the power, and they relieve the driver of the responsibility for keeping the engine on boil. Tiptronic shift points are more sporting than the CVT's. Waiting in the wings is the new 2005.5 Audi S4. With its 340 hp, 302 lb.-ft. 4.2-liter V8 and 5.3-second 0-60 capability, its arrival to the lineup in a few months should be heralded in a cloud of tire smoke. Photography © Dan Lyons 2005

Hardware

Both the 2005.5 Audi A4 sedan and Avant wagon roll on Audi's four-link front and trapezoidal-link rear suspension. A sport suspension is also offered, adding stiffer shocks and springs that are about 30-percent firmer, according to Audi. Beefier stabilizer bars are also included with the sport suspension. Stiffer, and slightly slammed, the sport suspension also lowers the ride height about 20mm. After driving both suspension setups in both body styles, we felt that the base arrangement will suit all but hard-core enthusiast drivers. The southwestern desert roads where we aired out the new Audi A4 included one particularly interesting stretch where twists and turns mingled with first-class, gut-check dips. Loading and unloading a suspension this way will flush out any float or bounce lurking in a chassis, but none was found in the 2005.5 A4 even without the tighter tuning. What was in evidence was fine, neutral handling and taut steering. Ditto the sport suspension, but the board-smooth pavement left little opportunity to see if the added stiffness brings with it a rougher ride. Audi stresses the performance aspects of Quattro all-wheel-drive, but the benefits of added traction and four-season drivability will be a stronger sell in the Snow Belt states. And, regardless of wet or dry roads, a full complement of electronic support systems is fitted (ESP stability control, ABS with Electronic Brake-force Distribution, ASR traction control) to keep the sticky side down. Braking is strong and fade free. Photography © Dan Lyons 2005

Wrap-up

The A4 is Audi's bestseller in North America and this thorough update of the existing platform and architecture should do nothing but enhance that position. The high profile grille, the only controversial aspect of the design, may actually help Audi get more face time in a tightly contested segment chock-full of new competitors. On this battleground, he who sits pat gets passed, and even as Audi launches the A4, a new BMW 3-Series is about to join the fray. The upside for the Avant wagon may be even greater than the sedan. It combines comfortable, sporty performance with a wagon's flexible floor plan. If it paddles hard enough, and fast enough, the A4 Avant may be able to catch the wave of interest in AWD wagons that's swelling even as we speak. Photography © Dan Lyons 2005

Specs and Pricing

Test Vehicle(s): 2005 Audi A4 sedan and Avant wagon Engine Size and Type: 2.0-liter turbocharged inline four-cylinder; 3.2-liter V6 Engine Horsepower: 200 at 6,200 rpm (2.0); 255 at 6,500 rpm (3.2) Engine Torque: 207 between 1,800 rpm and 6,000 rpm; 243 at 3,250 rpm EPA Fuel Economy (city/highway): 22/34 (2.0); 19/26 (3.2) Competitors: Acura TL, Acura TSX, BMW 3-Series, Cadillac CTS, Infiniti G35, Jaguar X-Type, Lexus IS 300, Lexus ES 300, Lincoln LS, Mercedes-Benz C-Class, Subaru Legacy GT, Volvo S60

Pricing: The new A4 sedan and Avant wagon are on sale now. The A4 2.0 sedan starts at $28,070 and runs to $36,120 for the 3.2. Prices for the A4 Avant begin at $31,170 for the 2.0 and rise to $37,120 for the 3.2. (Prices include destination.) Photography © Dan Lyons 2005