Audi A4 Reviews

Boasting the sporty three-litre V6 TDi engine, which powered the A6 to a "Best Luxury Car over $57,000" gong in Australia's Best Car awards last year, the A4, priced at $86,700, delivers as "the most-powerful six-cylinder TDi in the B-segment".The C220CDi Mercedes-Benz diesel offers 110kW and 430Nm, while the newly introduced BMW 320d produces 115kW and 330Nm, although both are four-cylinder offerings.The new Audi V6 powerplant is a common-rail direct injection unit that uses piezo injectors (voltage-activated injectors that are very quick and precise) and runs 1600bar of pressure in the fuel delivery system.Multiple fuel injections per cycle and two intercoolers for the single turbocharger are among the other engine bay highlights.With 171kW of power and 450Nm of torque on tap, six-speed tiptronic transmission and speed-sensitive power steering, the A4 seamlessly (and frugally) cruises but has the capacity to reach 100km/h in 7.5 seconds.Similarly, the $210,000 supercar A8, with its all-new 4.2-litre, eight-cylinder twin-turbo engine, lightweight Audi space frame and quattro all-wheel drive, also turns it on.The turbodiesel V8 comes from the same family as the new V6 in the A4, using the same high-pressure common-rail direct-injection principles, and boasts a weight of 255kg, down by 15kg over its smaller predecessor.Like the A4, the engine is of low-weight, compact design, with Audi claiming a new benchmark in acoustics.The V8 has two turbochargers, with variable turbine geometry, assisting in reducing lag and generating higher torque at lower engine speeds, as well as two intercoolers.With 240kW and 650Nm the high-performance limousine accelerates from 0 to 100 in just 5.9sec.The new powerplant is so quiet it's easy to forget you are driving a diesel.The A8's 4.2 TDi engine's twin-pipe exhaust system is also equipped with a diesel particulate filter — made to last the lifetime of the vehicle without additives or servicing — which further decreases the engine's emissions, which in greenhouse terms are already low.And while Australian motorists do not have the privilege of discounted diesel prices, rebated registrations and the reduced taxation offered to their European counterparts, the models' fuel economy is incentive enough.Averaging 8.4 litres per 100km under Australian Standards testing, the A4 offers around 750km per tank; with just 9.7 litres per 100km fuel consumption, the A8 pushes close to 1000km.Both models feature electric front seats complete with electric lumbar support and leather upholstery.Positioned behind the sports leather steering wheels, driving from Hobart to Launceston was a pleasure.Travelling vast highways, curly mountain roads and even navigating unsealed stretches in winter conditions with ease, both the A4 and A8 lived up to the expectation that the sporty-yet-safe luxury models would be smooth operators.

Like sister company Volkswagen, Audi sees diesel as the way to go forward in Australia. Volkswagen's diesel sales results speak for themselves. The company's Golf diesel has been selling great guns, with oil burner sales accounting for more than half of Golf sales in certain months last year.Audi already offers a diesel in both the A3 and the A6 (diesel makes up about 35 per cent of total A6 sales) and by April will add a 171kW 3.0-litre A4 TDI and a 4.2-litre V8 TDI A8.The recently launched 2.0-litre A4 TDI is the entry-level diesel in the A4 range.Audi expects this new A4 model will account for about 250 units of A4 sales. And at $56,990, a price that would have to be at least $15,000 cheaper than the coming 3.0-litre TDI A4 and $11,500 cheaper than its closest competitor the Mercedes-Benz C220 CDi, the A4 TDI is appealing.For those who want a comfortable cruiser equipped with the Audi badge and all the attributes that come with the four rings, the TDI fulfils its role well.It may not be the best diesel going around but it is quiet and does its job well. Apart from a slight hesitation on take-off, the TDI moves up to speed swiftly and smoothly with little noise interruption in the cabin.The constantly variable transmission (CVT) is refined with quick and clean gear changes, although balks a bit when quick acceleration is needed for overtaking.Audi's infamous DSG box would be a ripper with the diesel, but with a sports and manual shift option, the CVT does well to use the engine's capabilities.The TDI is not a sporty ride (it's not supposed to be) and the tiptronic option does little to improve that.As with all diesels, the 103kW power figure is somewhat irrelevant. It is all about the torque and the TDI has plenty of that. The four-cylinder turbocharged diesel produces 320Nm of torque between 1750rpm and 2500rpm, with the bulk of that from 2000rpm.The steering is a little light and uncommunicative but the TDI holds on well on a twisty road. It is, however, when cruising the open road and the freeway where with the needle sitting under 2000revs at 110km/h, and the average fuel consumption hovering around 6.4 and 7.0 litres every 100km, it becomes hard not to have a smile on the dial.With the bundles of torque available the needle rarely goes over 2500rpm at all. The ride is more firm than not but the comfortable seats save the backside from the hourly sleep. And, the height and reach-adjustable steering makes finding a comfortable driving position easy. Rear-seat legroom is reasonable and again the seats are both supportive and comfortable.Like even the most sophisticated of diesels, the A4 is still slightly noisy on start-up when standing outside.The sensible and stylish cabin is appealing. The black interior with chrome/metallic highlights and the red-lit instrumentation is stylish while the quality and soft-feel materials and Volterra leather upholstery give the TDI a luxurious finish.The car comes with lots of bits and pieces, although paying for the ability to fold the rear seats is a bit rough.It sits on 16-inch alloys and has all the safety attributes one expects from the four-ringed badge, including active front head restraints, eight airbags, electronic stability program which incorporates ABS, electronic differential lock (EDL), anti-slip regulation (ASR), a brake-disc wiping system and brake assist.Adjustable and heated power mirrors, fog lights at the front and the rear, DataDot microdot identification, centre armrest, leather steering wheel with audio and cruise controls and a 10-speaker CD system are just a few of the additives that make the A4 a typical Audi.Other features include automatic airconditioning with separate dual-climate control for driver and front passenger and the driver information system with trip computer.

The revised A4 follows Audi's new corporate face. Curves are back in fashion. When we first reviewed the car in 2001, we talked of its "cold-eyed teutonic look". That look has been warmed up with curves replacing straight lines and a prominent grille, clearly inspired by the fronts of the 1930s Auto Union racing cars from which Audi claims descent. The effect is a sort of fishy appearance – streamlined, but organic.Inside, a new steering wheel mimics the shape of the deep grille in its hub design, although many elements of the old car are still recognisable. The cabin remains a dark, elegant and tasteful place, one imagines an avant garde hotel in Berlin.It's reasonably roomy in the front seats, which disappointingly for the money lack power adjustment. But the rear remains a tight, two-adults-only space, despite some work to recover a bit of knee room from the seatbacks. The boot, by contrast, is large, at 460 litres.The A4 is one of five main Audi models but it is almost a model range in itself. By the end of the year there will be 16 versions, each a distinct variation.The car we drove was the 2.0 TFSI, standing for turbocharged fuel stratified injection. Audi expects it to account for about 15 per cent of demand for the A4. It expects the lion's share of buyers to go for the older non-turbo 2.0-litre version but there's also a 1.8-litre turbo engine available and, at the top of the range, a 3.2-litre V6. Eventually, we'll see a 2.0-litre diesel.But for now the 2.0-litre TFSI engine is the highlight of the four-cylinder options. It uses direct petrol injection, which means fuel is squirted into the cylinder rather than the inlet tube. This enables very lean and economical running at low engine speeds, combined with power at higher revs. It's the same engine Audi's sibling brand Volkswagen uses in the Golf GTI, and it's equally impressive under an Audi bonnet.Fuel use, as monitored by the computer, can dip below seven litres per 100km although our measured average use of 10.5 litres per 100km was less than exceptional. We'll forgive it, though, for its broad torque spread and the way it always feels like a larger engine in either gentle or hard use.The multitronic transmission, having proved itself with Audi's more modest engines, now appears behind the 147kW 2.0-litre TFSI. Multitronic is Audi's word for a continuously variable transmission. A CVT is not, strictly speaking, a gearbox because it uses belts, not gears, to send power to the wheels. The principle is as delightfully simple as the details are damnably complex. A belt connects two pulleys which can change in size. One is connected to the engine, the other to the wheels.When the engine pulley is small and the wheel pulley is large the car is in "bottom gear". When the engine pulley is at its largest and the wheel pulley is at its smallest the car is in top gear. Instead of specific gears the transmission can use any combination of sizes between the two extremes to produce any number of drive ratios.The result, when combined with the impressively flat torque curve of the TFSI engine, can be amusing. There's a distinct rubber band effect if you accelerate briskly with the engine note remaining constant as the transmission constantly and seamlessly shifts up. A clever piece of programming means in sport mode the system also produces a significant degree of engine braking.If you tick the sport option pack for $1800 you get Audi's neat little paddle shifters on the steering wheel controlling seven nominal speeds in the transmission (they're not real gears, just fixed settings for the pulleys). The system holds gears until the redline before changing up, but in practice it's just as quick to select sport mode and let the transmission do its thing. Seven gears is one too many to think about.Multitronic is a most impressive auto in all situations but one: it can be hesitant when creeping along at under walking pace, such as when squeezing into a tight parking spot.Audi says it has paid attention to the A4's ride and there's little to complain about in the latest model. The car tested had the optional and stiffer sports suspension but it was never jiggling or jarring. Although the optional larger tyres produced a fair bit of road rumble, the suspension remained quiet and reasonably compliant over bumps.Handling is less of a success. Mostly it's fine but the front-drive turbo A4 doesn't care for the combination of rough roads and tight bends. It can have problems getting its power down, with wheel hop audible from the cabin and it slouches into understeer more easily than it should. But the brakes are both strong and modulated, without the over-servoed feeling that has made some previous Audis difficult to drive smoothly.The steering stays free of the kickback that has at times blighted Audis, and while it feels a little clinical it's sensitive around straight ahead and well geared for twisty roads.Despite the brilliance of the multitronic transmission we ended up wondering how much better this car would be in quattro form. Losing the multitronic gearbox for a conventional six-speed might be a fair price to pay for picking up two more driving wheels. In that form it is both alternative and rival to the German top two.Verdict:

Certainly, you are going to pay a premium for this level of substance – $61,300 in the case of the A4 FSI 2.0-litre turbo – but even this can be value when the experience is seamless. The new generation of A4 brings a mix of all-new and status quo to the table.Immediately noticeable is the signature single-frame grille, which was introduced on the A6 and is trickling down the range.Equally noticeable is the lack of change to the interior – not such a bad thing as the superceded model had the interior style many more expensive rivals wished for.The real beauty of the new A4 FSI turbo is when it is out doing what it was designed for – putting long stretches of tarmac behind it in short order. This car is hugely different in character to the previous model.That character is defined not just by the brand new 2.0-litre FSI turbo under the bonnet – the first generation of the petrol direct injection technology – and its 147kW and 280Nm. Neither is it only the multi-tronic, continuously variable transmission which,in sport mode, is as aggressive through its seven pre-determined ratios as any paddle-shifter could want. It is all of that ... and the substantial work Audi's suspension engineers have done.Much of that work has been concentrated at the front end, where rebound has been stiffened – allowing the car to stabilise quicker over broken surfaces with less propensity to wallow and dive.On the road the real ability of the A4 is still not evident until the pace picks up and the road begins to snake. There are early clues this is an improved car, with more compliant ride and sharper steering, although there is still a slight vagueness just off centre.However, as soon as you tuck the front end into a corner you know there has been some serious work done here. No longer does the car fight to continue straight ahead but hunkers down and follows the steering input with enthusiasm. There is some kickback over broken surfaces but more noticeable is the amount of feedback that is being communicated through the wheel.In this front end is a new-found confidence and composure that the previous A4 had promised but never really delivered.All the while, working behind the scenes should enthusiasm surpass ability, is the latest generation of Audi's acclaimed stability program – more effective and less intrusive, just how it should be.The ESP now also allows for dual-stage de-activation by the driver. The first stage cancels the traction-control component.Holding the button down for slightly longer will disable all functions of the program.There is also a disc-wipe function which works to keep the brake discs dry in wet weather and dust-free in all conditions.The system uses low-hydraulic pressure to regularly brush the pads against the discs.Passive safety has not been ignored, with active head restraints now standard along with side airbags for the rear passengers – taking the car's total airbag count to eight.Minor changes to the interior are headlined by the new multi-function steering wheel – radio, trip computer and paddles for the automatic transmission – which apes the shape of the A4 grille. The interior is highlighted by plenty of polished aluminium trim in a slightly longer and wider body.Boot space is impressive and aided by the flat-floor treatment, which allows for several large suitcases or a couple of golf bags.

It's a new corporate look for the German premium brand, now completed in their volume-selling A4 sedan and wagon (Avant).It is a look which appears almost majestic in the A8 and the A6, recently crowned the world car of the year by 21 nations' motoring journalists.However, the imposing wide mouth looks a little daunting and out of proportion on the small A3 and the new mid-sized A4.This is not the only style concern in the new model. The back end is now frumpy in an endeavour to make the car appear closer to the ground.The Avant looks pretty good from every angle except front on, while the sedan looks almost dowdy. But remember, beauty is in the eye of the beholder.The great news is that the new range is around $2000 cheaper than before, despite three new powerful and highly technical engines, a sophisticated suspension and a high level of standard equipment.It rolls along on a stiff but lightweight steel and aluminium chassis and body that is now longer and wider.This produces more interior leg room and greater luggage space with a very functional flat floor, which is quite amazing.It covers not only a plastic storage area for wet or dirty items but also a full-sized spare wheel beneath that.Consequently, the bum hangs down a bit but attention is focused away by those delicious extruding twin tailpipes.Inside, they have hardly changed anything. Audi believes its interior did not need a makeover as it was functional and stylish. Leather upholstery and multi-function steering wheels are standard issue and there is more brushed aluminium used.A wide and expensive range of options includes the new SatNav System Plus, Bose sound, Bluetooth mobile phone, xenon headlights and electric seats, or packaged options priced from $1800 to $3600.There are 16 variants of A4 with a 2-litre turbo diesel coming soon and two V8-powered hotties to come later this year and early next year. There is no word yet on when the two-year-old cabriolet will be remade in the new corporate style.The current engine range features a 2-litre, a 1.8-litre turbo, a 3.2-litre injected engine and a 2-litre turbo-injected unit.A short drive north of Sydney in various models revealed a screaming under-powered 2-litre normally aspirated unit, with all others displaying lusty power and plenty of free revving.Despite introducing the direct shift gearbox elsewhere in the fleet, it is not available in the A4. There are four transmissions on offer – a 5-speed or 6-speed manual gearbox, a 6-speed tiptronic, and a 7-speed multitronic.The multitronic is a continuously variable transmission with electronic ¿notches¿ for the gears, like the Honda Jazz system. It works well and comes with a sport shift which is also married to steering wheel paddles.This transmission offers something for everyone; take it easy in "drive" in commuter traffic, override with a flick across to sequential or use the paddles when necessary (the system goes back to CVT after a minute or so), or throw it into "sport" for spirited drives like the Wiseman's Ferry route we took on last week's Sydney launch.Here there are twists, turns, cliff walls, drop-offs into the Hawkesbury River and "jumps" over wooden bridges. You need to have your wits about you and be ready for sudden changes in the road surface and surprise bends. The multitronic with paddle shifters is ideal in this terrain.And the stiff chassis with an advanced mechanical suspension system works well – even in the wagon – although the self-tracking trapezoidal-link rear made steering a little heavy on high-speed sweepers.In the quattro, this piece of road was a breeze. In the front-wheel drive there was heavy under-steer, but a responsive engine meant right-foot steering was possible.The new A4 may look a little frumpy to some, but with lusty engines and tight running gear, it ably continues Audi's image of luxury cars for the sporty drivers.And with a $2000 price drop, it's now even more affordable.

The new A4 follows its smaller A3 and larger A6 stablemates and like them, features Audis striking family look with a large single frame grille that is quickly becoming a hallmark of the brand.But there is more to this car than a new grille. It will eventually be available with a choice of perhaps seven engines and three transmissions with the kick off point a 96kW, 2.0-litre four cylinder petrol and the ultimate version, the RS4, a 253kW, 4.2-litre V8. In between is a bewildering array of choices ranging from a1.8-litre turbo four cylinder petrol, a 2.0-litre FSI petrol, 2.0-litre turbo diesel, a 3.2-litre FSI petrol and possibly a 3.0-litre turbo diesel V6.FSI technology is the latest high pressure, direct fuel injection system developed by Audi for its Le Mans 24-Hour race cars.Though it looks similar to the previous A4, the body is different and features a more imposing rear end to match the regal-looking front., Broader shoulders, high waistline, sharp crease lines and big wheels characterise the sexy new look that bears more than a passing resemblance to the A8 limousine.Underneath is a new double wishbone front suspension and trapezoidal rear, a choice of Quattro all wheel drive or front drive and either a six speed manual, six speed tiptronic automatic and a multitronic CVT auto with seven steps or "gears."Audi is targeting a younger audience with this car and has given it a sportier feel.That said, the numerous cars driven last week all displayed exemplary manners and a high level of comfort as well as the requisite sporty feel.It offers more room inside, the boot is large and contains a full size spare wheel.All engines are positioned longitudinally in the A4 and not across the body as you might expect. It delivers better weight distribution though that would hardly be a major consideration with the light weight all alloy engines.Safety is expected to score five stars on the European NCAP system but the A4 also offers electronic controls to help avoid crashes such as the latest version of Electronic Stability Program (ESP) that interfaces ABS , traction control and other systems to individually apply brakes as required to avoid skidding out of control. ESP even wipes the discs if they are wet or otherwise contaminated.Audi has even engineered special side impact beams to counter the possible effects of a collision with an SUV.The price is keen with a starting point of $47,200 but Audis inspirational guaranteed buyback price doesn't apply to the A4.Tipped to be the biggest seller is the 2.0-litre, auto with big potential in the 1.8 turbo and 2.0-litre diesel.An extensive range of options is available across the range that quickly escalates the price.As expected, finish is almost above criticism in quality or style and the car really is a joy to behold inside and out. The driving experience measures up to the visual eye candy with the 2.0 turbo being the preferred mount from all others driven.The Multitronic CVT is a fantastic transmission but isn't available with Quattro. It doesn't really matter because all transmissions are first rate.The car has poise on the road and can be driven confidently and with verve. It is a smooth and quiet cruiser and some models are particularly economical.During the drive, it was difficult to choose between the sedan or wagon suffice to say the wagon is particularly pleasing to look at and to drive. Comes at a cost though.Does the A4 have what it takes to give the premium compact sedan segment a good shake?Bank on it.

Think German car makers and you will most likely think of Benz and BMW, probably VW, but you may not think of Audi.  Despite a glorious history of engineering excellence and sporting achievement, the four-ringed badge of Audi barely gets any attention in Australia.Audi has been sold here on and off for many years, but those early models are now largely recognisable for the large rust holes in the bodywork, and the copious clouds of smoke belching from their exhausts.You notice them for all the wrong reasons. That changed a little when the marque made a new start under the stewardship of Inchcape.The 80 was a decent enough car, nothing remarkable, but good enough to win a small following of those who wanted German engineering, but didn't want to follow the pack into the Benz or BMW fold.It was the 80's replacement, the A4, that began to build Audi's reputation here.  It was a true competitor for the BMW 3-Series and Mercedes C-Class.MODEL WATCHTHE A4 was essentially the same size as the 80 it followed, but was based on a new platform with longer wheelbase and wider track.  The overall length was the same, actually 1mm shorter, but it was significantly wider.The A4's weight was cut by 45kg, not by using aluminium body panels, but by extensive use of non-load-bearing plastics. Aluminium was used in the four-link front suspension.Under the stubby tail of the front-wheel-drive models was a conventional torsion beam, from the 80, while four-wheel-drive models had a double wishbone arrangement.Unlike most other front-wheel-drive cars the engine was placed longitudinally in the chassis. That suited the use of four-wheel drive.  The engine choices were almost bewildering.The main four-cylinder choice was a new, long-stroke, fuel-injected 1.8-litre, with five valves a cylinder, which Audi claimed delivered better torque and much improved fuel consumption.Audi also offered a turbocharged version of the 1.8-litre.  With 110kW at 5500 revs and 210Nm from 1750rpm to 4600rpm, the blown four put out 18kW and 37Nm more than its naturally aspirated cousin.  When pressed the A4T would race to 100km/h in 8.3 secs, and reach a top speed of 222km/h. Audi also offered a choice of two V6 engines, both lifted from the larger A6 without change.  The 2.6-litre had 110 kW; the 2.8 had 142kW. In 1998 the 2.6-litre was replaced by a 121kW 2.4-litre V6.  Braking the A4 was easy with discs at each corner, helped by standard ABS and electronic brake force distribution.Inside, the A4 had a long list of standard features, including dual airbags, auto air-con, remote central locking, power windows and super sound.IN THE SHOPCHRIS Lake, who services many A4s in his Auto Deutsche workshop, says the A4 has no major problems with its body/engine combinations.  He says the timing belt replacement is due at 90,000 km intervals, and is a major repair, best done by removing the front of the car completely.Rebuilding the auto transmission is also an expensive exercise, starting at $4000. Other items regularly repaired are engine mounts, C/V drive shaft boots, lower control arm bushes, front end knocks, oil leaks on V6 engines and climate control displays not reading properly.The A4 generally stands up to high mileage quite well, but it is important to find one with a verifiable service record from an acknowledged specialist.  It is important the engine oil has been changed regularly, because sludge build-up can be terminal.OWNER'S VIEWPETER Colaci's 1995 A4 2.6 has done 140,000km, and he says it drives beautifully.  He bought it because of its build quality, safety and styling.  In the 18 months he has owned it he has had to replace the thermostat, otherwise it has been trouble-free.THE BOTTOM LINEGOOD performance and handling, with build quality expected of a German car, but held back by poor re-sale.

It may not be the fastest nor the most expensive model in the Audi armoury but as an all-rounder the S Line stacks up as an appealing proposition.That is no doubt exactly what Audi is hoping because the A4 is one of its bread and butter models and needs an edge in its head to head battle with the BMW's market leading 3 Series.In essence, the S Line is a sportier version of the already sporty A4 with more power, more glitz and even more equipment – a link with the high performance S4.It also attracts a higher price tag but it is value for money if you do the sums.Comparing the A4 S Line with the corresponding BMW 325i Executive sedan is a particularly interesting exercise, especially as both cars are identically priced at $69,500.Both cars hold the same kind of premium Euro appeal and both cars offer similar levels of luxury, refinement and performance. And, on paper at least, both produce almost exactly the same amount of power and torque, but from very different engines.The Audi draws its power from a turbocharged 1.8-litre four-cylinder engine while the Beemer gets its get up and go from a 2.5-litre straight six.The major point of difference is of course the fact that the Audi is underpinned by four-wheel-drive technology. It is a factor that should not be lightly dismissed, especially on wet and icy winter roads. We clocked up almost 1000km behind the wheel of an S Line during recent testing and we have to say it was very easy to live with.The car looks fabulous, offers strong if not outstanding performance and runs on the smell of a proverbial oily rag, albeit a designer one.The 1.8-litre turbocharged engine delivers 140kW of power and 240Nm of torque from a low 1950 rpm, getting if off the line and to 100km/h in 8.3 seconds.In keeping with its sporty aesthetics, it comes with a slick shifting six-speed manual transmission as standard.Handling and braking in our test car were impressive and so was the 8.5L/100km that we achieved from the 66-litre fuel tank – and we're not noted for pussy footing around.We particularly liked the 10-speaker sound system that handled our Moby test disk with comparative ease.Sporty 17-inch alloy wheels with 235/45 tyres complement an exclusive S Line body kit including sports suspension, sports bumpers front and rear, an aerodynamic rear spoiler and S Line decals.Standard equipment include sports seats with electric lumbar support, sports steering wheel, leather and alcantara upholstery, Chorus sound system with 10 speakers and CD changer, integrated fog lights (front and rear), and SIDEGUARD head airbag curtain, as well as front and side airbags for driver and front passenger. A recent upgrade has also seen Xenon headlights, and auto dim interior mirror, auto headlights and a headlight delay.

Waves crash over rocks as they roar toward a foaming death. The location is Watego's Beach at Byron Bay, a nice place for a weekend stay and an even nicer place for a drive.A game of beach cricket was in progress among four family members and one brave soul went for a dip and lasted all of 38 seconds before retreating to dry himself with two jumbo-sized towels.Moments after the ambitious swimmer scurried back up the beach it was time to press the button on the centre console and raise the roof of the Audi cabriolet and block the wind chill. The good news is that the fully automatic hydraulic roof took less time to lock back in place than the lone swimmer's plunge in the icy water.This cabrio is endearing with smooth, clean lines and a functional cabin that is loaded with distinction through its simplicity and uncluttered design.It lopes along the highway effortlessly and pushes through the single-lane twisties with verve. Knocking the gearstick across to the left, the cabrio raises the bar, adding zest and punch to the 1.8-litre turbo for added overtaking performance.Ride quality is firm but contrary to some convertibles it is no bone-rattler. Fuel consumption on this 480km drive around northern NSW, the Gold Coast and Brisbane returned 9.3l/100km.There are the usual soft-top quirks, a few rattles here and there and cramped vision out the back when reversing.Those little traits are softened by virtue of the cabrio being one of the spunkiest and slickest looking convertibles around.

Audis can be cute, certainly the company is small by world standards, and the cars are very desirable.There's also an awful lot of them – an amazing 30 models on the Australian market today – so they have become popular car park fillers.The Audi A4 Cabriolet Turbo is the latest.It appears to aim at the more sports-oriented driver yet, in reality, it is presented as a cheaper alternative to the V6 version that pre-dates it by six months.The two variants share the purposeful yet alluring convertible body and, while it's $20,470 cheaper, the $84,900 Turbo misses out on very little in the way of luxury features.Though very popular in the US and Britain, convertibles are an acquired taste that demand occupants have an immodest attitude and a personal hairdresser waiting to coif madam's hair every time she departs a topless vehicle.There are other concerns: A harsh WA summer sun and torrential winter rains are added hazards for Perth drivers. Then there's the fact that, up to now, most convertibles rattled, creaked and rolled like a veteran rock band that refused to retire.I say up to now because the Audi Cabriolet is one of the very few that has a taut body free of structural defects.Even acceding to the wishes of the 1.8-litre turbocharged engine by pushing quickly through South-West roads, the car's body didn't hint at any flex.It was also drum tight and surprisingly quiet – features greatly appreciated because it was bucketing down outside.Front-wheel drive was also acknowledged by its surety through the winding wet roads, as were the xenon headlights when the sun went down.To say I enjoyed this car was an understatement.The bonus was an average of 7.1-litres/100km on the 580km trip, with the cruise control set on 110km/h and the engine ticking at a mere 2100rpm.The trip computer estimated that if I maintained that average speed, the fuel tank wouldn't empty for another 230km – pretty outstanding for a turbocharged automatic.The fact that the car toured so effortlessly shouldn't come as a great surprise, when you consider its training ground on the high-speed autobahns of Germany.It was, however, equally as competent in the city, with its only major vice being the very limited rear and rear three-quarter visibility with the roof up.The gearbox is a continuously variable transmission – which Audi calls Multitronic – that has no cogs and the unnerving trait of having the tachometer needle falling while the speedo needle rises.The box, by the way, is mainly responsible for the outstanding economy and has six preset ratios for those who enjoy flogging the gearlever and playing race-cardriver.Four adults can fit in the Cabriolet's leather-trimmed cabin, although I'd suggest two kids in the rear would have more fun.The well-insulated roof is electrically operated and goes up and down in a flash, although takes up a lot of boot room when collapsed.Excellent instrumentation, a delightful sound system, dual airconditioning and a comfortable touring ride complete the picture.