Few sedans can match the A4 for clean, distinctive styling. In profile,
it displays a definite but neatly rounded wedge shape, minimal front and
rear overhangs and large glass areas. Nose and tail are equally clean,
dominated by lighting and, in front, a large understated air inlet. You
won't see any extraneous trim; the designers have chosen to let a strong
basic form speak for itself. Although it's executed on a small scale, we
think this is arguably the most graceful design from Audi in decades, and
a strong rival to the BMW 318i and 328i in appearance.
From the outside, there is little to distinguish the 1.8T--the new low-price
version--from its more expensive (base price, including destination, $27,930)
2.8-liter V6 sibling. Each model has its own wheel design, but that's about
the only difference except for a single discreet badge in back. One small
change made to all 1997 A4s is a slightly reshaped trunk lid, designed
expressly to carry U.S.- and Canadian-size license plates. At present,
the A4 is available only as a four-door sedan, though an attractive wagon
version may arrive here in 1998.
Some people still consider the A4 a bit pricey for its class--those
who haven't taken a close look at the stickers on the competition, anyway--but
a few miles behind the wheel may change their minds. The A4's long suit
is refinement, mile-eating smoothness and sure-footedness that make it
a genuine pleasure to drive.
Price is the main appeal of the 1.8 Turbo. Use of a less-expensive four-cylinder
powerplant has enabled Audi to reduce the bottom line without depriving
the A4 of its important features. On paper, the new engine hardly seems
a candidate for a cost-cutting model. With its turbocharger and unusual
5-valve-per-cylinder configuration, the 1.8 looks to be more suitable for
a race car than a family sedan.
In some respects, that's true. Though torque is good at low engine speeds,
maximum power requires high rpm, something many U.S. drivers may find disconcerting
in daily use, although we had little trouble adapting. The small powerplant
is rougher and nosier than the existing V6 as well.
That said, the 1.8 is still a nice alternative for buyers on a budget
and those who like small, high-revving engines. It delivers good performance
and fuel economy, and quiets down considerably at cruising speeds. For
maximum refinement, it is best teamed with the optional automatic transmission,
though some performance is lost in this configuration.
Nevertheless, we think most buyers will find the V6-powered 2.8 more
to their liking. It is commendably quiet in most driving situations and
delivers good fuel economy. In typical European fashion, power delivery
is biased toward sustained high speed rather than neck-snapping stoplight
performance; even so, the 0-to-60 mph sprint takes only eight seconds or
so, which isn't bad.
A five-speed manual transmission is standard equipment. While not possessed
of the crispest shift linkage around, it shifts well and has gear ratios
well-suited to the engine's power delivery. The optional automatic saps
a little performance (adding about a half-second to 60 mph) but is otherwise
an excellent alternative. Even buyers who usually choose manual gearboxes
will want to check this automatic out; electronic controls adjust shift
modes to suit driving conditions,
Driving pleasure in the European manner is another A4 plus. There's
minimal body roll during cornering, and crisp variable-assist steering
to keep the driver in contact with what the wheels are doing. Quattro models
raise the enjoyment level a notch, increasing traction in situations where
it's most needed, whether during brisk driving or careful motoring down
a snowy lane. Despite the firm springs and shock absorbers, the A4 delivers
a smooth ride. Rough pavement doesn't faze it; nor do highway expansion
strips or small potholes.