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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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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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
& z: X  }1 S( i5 K) f, }' f- h  |Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan

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

Major standard accessories: power windows, driver seat, and locks; remote locking; A/C; cruise control; tilting and telescoping steering wheel; rear defroster
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Sound system: Bose AM-FM-satellite radio/cassette/CD changer, 6 speakers
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ENGINE
Type: turbocharged and intercooled inline-4,
- J3 g" a9 H$ o$ ziron block and aluminum head
Bore x stroke: 3.25 x 3.65 in, 82.5 x 92.8mm
4 s0 b) J7 T% H7 J- z) SDisplacement: 121 cu in, 1984cc
Compression ratio: 10.5:1
5 S* x9 h5 a$ hFuel-delivery system: direct injection
Turbocharger: BorgWarner K03
7 m4 U7 S3 ]- yMaximum boost pressure: 11.9 psi
Valve gear: belt-driven double overhead cams,
* r2 Q4 m: K) d4 valves per cylinder, hydraulic lifters,
: ~' j  `5 r& u1 I0 b# Evariable intake-valve timing
Power (SAE net): 197 bhp @ 5100 rpm
& Y5 o3 g: @* @( z7 L$ C+ fTorque (SAE net): 207 lb-ft @ 1800 rpm
/ }' D6 Y" m3 o- A2 b/ wRedline: 6800 rpm

DRIVETRAIN
5 X5 I# P+ x) w* VTransmission: 6-speed manual
Final-drive ratio: 3.89:1, limited slip
2 @7 X, C% b* g% O, }3 o4 R* b4-wheel-drive system: full time with limited-slip
center differential and automatically
$ {% R6 r! J6 h4 J! |locking front and rear differentials
* A' e. w5 A2 f4 }2 EGear, Ratio, Mph/1000 rpm, Max test speed
I, 3.67, 5.1, 35 mph (6800 rpm)
# ?: U' B2 ?  n5 {+ v9 S/ x3 eII, 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)
9 C4 o) x- t- C5 o4 K3 l! yVI, 0.66, 28.5, 132 mph (4600 rpm)

DIMENSIONS
Wheelbase: 104.3 in
+ [2 t/ {5 }# w, X7 \$ uTrack, front/rear: 59.9/59.9 in
Length/width/height: 180.6/69.8/56.2 in
Ground clearance: 4.2 in
' H/ o' Y+ g# U6 u1 [9 WDrag area, Cd (0.33) x frontal area (23.5 sq ft): 7.8 sq ft
Curb weight: 3660 lb
Weight distribution, F/R: 56.8/43.2%
$ r% z+ c- [2 [7 q# S, o+ z, FCurb weight per horsepower: 18.6 lb
Fuel capacity: 16.6 gal

CHASSIS/BODY
9 E/ y9 h, h, z: gType: unit construction
Body material: welded steel and aluminum stampings
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" F8 K, n" m5 ~3 f/ Q3 AINTERIOR
" G% d! P# X2 z8 V* ^SAE volume, front seat: 50 cu ft
rear seat: 39 cu ft
luggage: 13 cu ft
Front-seat adjustments: fore-and-aft,
3 y* D; b3 b2 ?, s4 @! useatback angle, front height, rear height,
5 X$ t. P% ?; _, Ilumbar support
/ v6 n- e/ M0 V/ v8 n8 @( L* Z5 f$ V4 @Restraint systems, front: manual 3-point belts; driver and passenger front, side,
$ s' Y6 q* {' G) B# ^) e2 a1 V! Iand curtain airbags
# a# o5 P0 _6 j% Y) D0 ?) y! Srear: manual 3-point belts, curtain airbags

SUSPENSION
Front: ind, 2 diagonal links and 2 lateral links per side, coil springs, anti-roll bar
! S& a# i7 d; l& G, ZRear: ind; 1 lower control arm, 1 lateral link, and 1 toe-control link per side; coil springs; anti-roll bar
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7 M0 ]& q2 e, Y) V6 SSTEERING
Type: rack-and-pinion with electric power assist
Steering ratio: 16.3:1
% U( |; g6 Y% U; r1 GTurns lock-to-lock: 2.8
Turning circle curb-to-curb: 36.4 ft
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BRAKES
4 s7 g0 R2 v8 w: x8 I- fType: hydraulic with vacuum power assist
4 i  }9 F) r! G2 J. V) uand anti-lock control
4 T1 ?* d# {1 z% M/ ~Front: 12.6 x 1.2-in vented disc
6 f8 G1 Z  V* G+ K; @- tRear :11.3 x 0.5-in disc
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WHEELS AND TIRES
Wheel size/type: 7.5 x 17 in/cast aluminum
3 M+ V  h+ w# pTires: Dunlop SP Sport Maxx, 235/45ZR-17
. B& E$ u$ s; J" ]$ \4 q: U& tTest inflation pressures, F/R: 33/30 psi
% s' ^0 q- `: O/ y) }; zSpare: full size on matching aluminum wheel
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4 o: o2 [+ C7 \" I) \/ |8 J" EC/D TEST RESULTS
+ B" f+ l0 H9 x- kACCELERATION  Seconds
Zero to 30 mph: 2.6
6 [0 r3 d- {+ h4 T: U; o( g 40 mph: 4.1
50 mph: 5.5
4 P: ?; t4 }9 g0 k. z 60 mph: 7.2
! ^" j1 o4 C, `* o# h9 n) D 70 mph: 9.7
$ V0 ?: v1 s( v& Y 80 mph: 12.4
90 mph: 15.7
. T1 n+ c2 L/ P$ _ 100 mph: 20.2
110 mph: 25.4
$ o5 P" Y% _0 r7 o# P5 P$ \7 w* S 120 mph: 32.4
, r3 z) |  M0 m+ Y 130 mph: 43.5
& A' e# ?/ G6 _. ?* @* fStreet start, 5-60 mph: 7.7
) k( b3 u" Y' ^+ c: u* DTop-gear acceleration, 30-50 mph: 12.2
: o; E; p, G" X 50-70 mph: 10.8
7 e" x1 d" ^* F  M( `: W3 Z' MStanding 1/4-mile: 15.5 sec @ 92 mph
" _% L  l7 h; s4 g5 ATop speed (governor limited): 132 mph
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BRAKING
+ n( t) J& M4 w4 V70-0 mph @ impending lockup: 180 ft
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HANDLING
Roadholding, 300-ft-dia skidpad: 0.84 g
Understeer: minimal moderate excessive
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FUEL ECONOMY
; ~' ]- w9 M/ ?5 `EPA city driving: 22 mpg
0 p+ w' u: Q6 r7 R* v, X1 ]! mEPA highway driving: 31 mpg
C/D-observed: 22 mpg
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. W: z+ d; g) [( T0 T/ w4 t2 Y' Z  jINTERIOR SOUND LEVEL
Idle: 43 dBA
  ]* x# V5 q# f+ x4 [: k2 S3 I3 H+ xFull-throttle acceleration: 72 dBA
70-mph cruising: 67 dBA
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, s3 |% j3 z" ~* A% w/ d[MEDIA]http://hxdx.nn.gx.cn/go/dj/2005.05.03.15.52.09.01.WMV[/MEDIA]