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From YourSITE.com Reviews & Road Tests I have to admit, I was skeptical about Audi’s decision to give the face-lifted A4 its own designation. It seemed audacious for them to denote a generational change for what appeared on the surface to be a mid-life warm-over of their most popular model. The B6 A4 seemingly appeared yesterday (2002), and this updated version couldn’t be much more than the existing model wearing the new corporate face, right? Surely it couldn’t deserve to be called a B7, could it?
Not Just Another Pretty Face Love it or hate it, one of the hallmarks of the seventh-generation A4 is the distinctive grille. The deep trapezoidal shape recalls the pre-WWII era when Auto Union was a dominant force in motor racing. This design element can be found on all new Audi models in various forms, and is meant to convey a sense of intimidation, especially when seen approaching rapidly in one’s rearview mirror. The Germans refer to this as “Autobahn presence,” a sort of immediate, high-speed respect among fellow motorists. The horseshoe look (Audi calls it a single-frame grille) has not found favor with everyone though. As on the larger new A6, the dominant grille draws a lot of attention to the front end of the A4. Fortunately, the rest of the face is tastefully styled. Take the headlights, for instance, which are no longer as horizontally oriented as before, nor as rectangularly shaped. The new lamps taper downward as they move toward center; the resulting effect is that the car appears to be in motion, even when standing still. A strong character line starts at the tip of each headlamp housing and carries through to the tail, just above the door handles, adding dynamic tension to the sides of the car. Above this line is the familiar greenhouse of the B6 A4, but everything beneath the greenhouse is unique to the B7, including the more pronounced fenders. The character line ends where the restyled taillights begin. These new rear lamps abandon the traditional A4 rectangle shape in favor of a longer, narrower look that reduces the visual height of the trunk. Adding a touch of sport is a pair of exposed tailpipes poking through the rear bumper. The look of the new A4 is cleaner, sportier, and edgier than the model it replaces. The controversial new face works so much better in three dimensions than in pictures. In no time, this new look will simply be accepted as “Audi,” making all previous generations appear prematurely dated. In fact, while driving the B7 at its press introduction in Tucson, a B6 A4 sedan appeared in the rearview mirror; by comparison, the old model looked surprisingly dated.
Beautiful on the Inside The interior is the one part of the new A4 that most closely resembles its predecessor. But that’s not necessarily a bad thing. The general layout remains the same, although with a few detail improvements. For instance, aluminum trim is now standard on all A4 models, with a choice of walnut or vavona wood as an option. All B7 A4s are distinguished by the new corporate steering wheel, which features the single-frame grille motif in its center. The biggest change inside is the addition of Audi Navigation Plus. An available option on all A4 models, Navigation Plus is a complete infotainment package with AM and FM tuner, preparation for both XM and Sirius satellite radio, 6-disc CD changer, two SD card ports for MP3 storage, and Audi’s latest DVD-based GPS satellite navigation. Nav Plus also includes the MMI (Man-Machine Interface) logic controller, a multi-tasking joystick/mouse/thumbwheel capable of controlling the audio, navigation, and climate control systems, as well as accessing the various personal settings on the car itself. Cloth seating is standard, with leather seating surfaces available as an option. The sport seats are supportive enough for occasional bursts of enthusiastic driving, but not so confining as to impede entry and exit from the car. The driver’s seat in all A4s is power-adjustable in six different directions (12-way) with four-way power lumbar support standard, and a power passenger’s seat is optional on the 2.0T and standard on 3.2 models. Interior occupants are protected by an impressive collection of airbags. The driver and front passenger get 2-stage front airbags standard, as well as side impact airbags in each of the front seats. There is an option for rear-passenger side airbags. Side curtain airbags installed in the A- and C-pillars for head protection are also standard.
Brawn and Beauty Looks aside, the new A4 is substantially different than before. The most noticeable difference is in the powertrain. There are two new engines available here, mated to either a standard 6-speeed manual transmission or optional 6-speed Tiptronic (front-wheel-drive sedans are also available with Audi’s multitronic CVT transmission). An all-new 3.2-liter FSI V6 replaces the 3.0-liter as the optional powerplant, but for now we are going to focus on the standard engine, the 2.0-liter, turbocharged, direct-injection engine - the almighty 2.0T FSI. Like the 1.8T before it, the 2.0T FSI engine promises to be a favorite with performance enthusiasts, despite the fact that it is less powerful than the optional V6. What the 3.2 offers in smoothness and refinement, the 2.0T delivers in character and excitement. Even in unmodified form. Once the aftermarket develops its software upgrades for the new engine, it should have the potential to far outperform its naturally aspirated six-cylinder siblings. The 170hp 1.8T in the last A4 always felt like it was missing something. The substantial weight of the B6 platform added significantly to the engine’s load, taking the edge off of what had previously been an enthusiastic worker. The 2.0T puts a bit of the edge back on, producing a peak 200 horsepower at 5100 to 6000 rpm. Maximum torque of 207 lb-ft is available from 1800 to 5000 rpm, an incredibly thick and flat delivery curve. The additional horsepower and torque are partially due to the increase in displacement, but really have more to do with the use of FSI technology. With FSI, or Fuel Stratified Injection, the gasoline is injected directly into the combustion chamber, where it meets the intake charge. This allows for lower intake temperatures and higher compression ratios, resulting in more torque with better fuel efficiency. The compression ratio of the 2.0T is 10.5:1, a figure typically reserved for naturally aspirated engines. Modified inlet duct geometry provides greater intake tumble, reducing the knock characteristics typically associated with higher compression. A small-displacement turbo is still used. Though turbo lag was mild with the1.8T, the onset of boost is nearly seamless in the 2.0T thanks to the additional low-end torque provided by FSI and the higher compression ratio. In fact, the engine is extremely flexible throughout the rev range, with lively response just about any time you need more power. Taking the power to the axles is a choice of six-speed transmissions; one manual and one automatic. The six gear sets in the standard manual transmission are well matched to the powerband of the turbo engine, though the shifting action is still somewhat vague. On more than one occasion I landed the shift lever squarely between first and third when shifting up from second quickly. On the other hand, the optional Tiptronic transmission never missed a shift. The current crop of manu-matic gearboxes from Audi (and VW) are among the best automatics ever made. In normal mode, it glides through the gears smoothly and effortlessly, keeping the car in the highest possible gear for a given engine speed. More often than not, you will be driving around in sixth gear, ensuring maximum fuel economy. By simply dropping the shifter to the “S” position, the transmission changes its attitude instantly. Sport mode does its best to keep the engine in its sweet spot for power delivery. This means cruising your subdivision in second gear, as if there is 180-degree switchback at the next corner. I found myself manually upshifting to the next gear frequently, which worked well because the trans was quick to drop back down a gear at the first hint of acceleration. Make no mistake, the Sport mode is serious about driving. Manual shifting is always an option with the Tiptronic, of course. Simply slide the shifter to the right from the “D” position and bump the lever forward and back to make gear changes. The Tip-box gladly obeys your commands, so long as you don’t demand anything absurd, such as downshifting to second at 90 mph. The programming allows for episodes of fairly spirited driving without any burning clutch smell. Even dyed-in-the-wool enthusiasts should give the Tiptronic a fair test drive before ruling it out, especially if they routinely participate in a daily rush-hour commute.
One With the Road One of the reasons the new A4 deserved its own designation is because of the thorough overhaul of the steering and suspension systems. The layout is similar to the B6, but the geometry of both the front and rear suspensions have been modified for a more precise and engaging driving experience. In both quattro and FrontTrak layouts, the B7’s suspension is an amalgam of S4 and new A6 components. The rear trapezoidal links and stiffer front track arms were lifted directly form the S4, lending greater agility to the chassis. Conversely, larger shock absorbers and suspension mounts were adapted from the A6 for better ride control. The result of this internal cross-breeding is a very refined chassis that goes where it’s pointed without punishing its passengers along the way. A result of these tweaks is that the new A4 is a more agile and rewarding car to drive than before. All of the driver’s inputs are answered with crisper, more direct actions, even with the standard suspension. The optional sport suspension lowers the car an additional 20mm and sharpens the handling even more, thanks to 30% stiffer springs and dampers and stiffer anti-roll bars. The sport package also receives more aggressive 235/45-17 tires on 5-spoke sport alloys. Combined, these components make the sport package de rigueur for any serious driving enthusiast. The steering system is a revised version of Audi’s Servotronic power assisted steering, imported from the former S4, with speed-dependent boost. Improvements to the system have resulted in a more direct feel on-center, with better initial response to steering inputs. On the road the changes are immediately appreciated; the typical power steering vagueness has been all but exorcised. Brakes on all A4s are generously sized and well matched to the power and handling provided by the rest of the car. Regardless of engine choice, the A4 wears 12.6-inch vented discs in the front and 11.3-inch solid discs in the rear. Despite a weight difference of only 150 lbs between the 2.0T and the 3.2 (both with quattro and Tiptronic), the brakes on the V6 always seemed over-boosted, with much more initial bite than on the 4-cylinder cars. It’s unclear whether the two versions are equipped with different pad compounds, or if there is a master cylinder difference, or if this was just a consistent anomaly with the half-dozen or so cars I drove on this particular day. ABS is of course standard on all A4s, but with two new features. Electronic Brake Distribution (EBD) automatically modulates brake pressure under panic braking situations, ensuring the car is brought safely and quickly to a halt when conditions require it. The other new feature is disc wiping, which automatically applies gentle pressure to each rotor during wet conditions to ensure the brakes stay as dry as possible between applications. The driver is unaware this is happening beneath him. Other alphabet soup technologies included on all new A4s include ESP (Electronic Stability Program), ASR (Automatic Slip Reduction, aka traction control) and EDL (Electronic Diffferential Lock). These systems together provide a high degree of active safety while at the same time allowing the driver to enjoy the experience. Final Assessment Visually, the new A4 is a cleaner design and the quality of materials is surpassed by no one else in this class. The A4’s exterior is less fussy and complicated than its Bavarian competitor, and the interior is far warmer and more inviting than the tech-heavy new 3 Series. Audi’s use of colors, materials, and textures give the A4’s cabin the feel of a more upmarket car. The 2.0T will quickly find favor with enthusiasts, as will the athletic capabilities of the reworked chassis. All the new technology makes for a well-balanced and engaging sports sedan (or wagon) that is befitting of Audi’s current market position. It’s still not quite same as the pure driving experience of something like a BMW 3 Series, but the overall package is perhaps a bit more refined. Rest assured, the boys in Munich will be keeping a close eye on the new A4.
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