Audi A4 Reviews

It arrives as Australia's new-found love affair with the convertible lures a host of drop-tops to our shores.While most of the new arrivals have come in at less than $50,000, the new Audi has a hefty price tag of $105,370.But the sexy A4 offers a lot more than an expensive fling, according to Audi managing director Graham Hardy.``When you drive this cabriolet, it's a huge step ahead in terms of equipment and what you'd expect in the conventional sedan,'' Hardy says.``And because of the improvements in rigidity, there is very little twist and flex and it's extremely solid.``I think that will make this car's appeal more enduring than it otherwise would be for this kind of car. It's much less of a compromise.''The new Audi convertible's chassis is twice as stiff as the previous model's, which means it won't wallow around corners and over bumps. It also helps reduce rattles and other noises that often annoy convertible owners.The A4's other advantage over many of its rivals is a back seat that genuinely fits two adults, with the rear passengers getting 66mm more room than in the previous model.The electro-hydraulic hood opens and closes in about 30 seconds and can be operated from inside the cabin or remotely via the key.Even with the hood down, there's 246 litres of boot space, enough room for a golf bag or two.The first A4 Cabriolets in Australia will be powered by a 3-litre V6 that delivers 160kW of power at 6300rpm and 290Nm of torque at 3200rpm. A cheaper version with a 1.8-litre engine will follow.The Australian A4 Cabriolets are front-wheel-drive and won't get the quattro all-wheel-drive system.They do, however, come with Audi's continuously variable transmission, called Multitronic. This system effectively offers an unlimited number of transmission ratios, which in practice means no obvious gear changes.Safety features include an active rollover system which triggers two protective bars behind the rear seats, as well as an electronic stability program and hydraulic braking assistance.The Audi Cabriolet 3.0 costs $105,370, with the 1.8-litre version expected to be $80,000-$90,000.On the roadBUYING a convertible is all about having fun and being seen to have fun. But it usually means compromising practicality.The Audi Cabriolet is a compromise but a very good one. It's not quite as sure-footed as a quattro, as sporty as an S4 or as much fun as the TT roadster. But it is a pretty competent and cool mix and, as far as drop-tops go, is practical and easy to live with -- something that cannot be said about every convertible on the market.With the fabric roof closed, the Cabriolet is a very good cruiser, offering the right dose of comfort and sporty handling. It also is pretty quiet and has relatively little intrusive wind noise compared with many convertibles. It also has a reasonable amount of room for the rear passengers as well, although taller passengers might struggle for headroom with the hood up.People buy convertibles for that open-air freedom but it often comes at the expense of body rigidity, which, in turn, impacts on the car's handling. The Audi Cabriolet, however, feels confident and solid on all but the roughest roads, thanks to its stiffer body.The 3-litre V6 engine is smooth and willing, without being breathtaking. But it's Audi's impressive Multitronic transmission that allows the V6 to star.Multitronic allows smooth acceleration without noticeable changes in gear ratios. It's so smooth it's almost eerie. For those who can't get used to it, there is a tiptronic function for manual use.The automatic roof is a wonderful thing and, while it folds away into the rear compartment, it attracts almost as much attention as the car itself.And with the top down, it's hard not to get noticed, even if it isn't quite as showy as the equivalent Benz or BMW. It is a statement but not a brash one.

But this A4 wagon was pressed back into full-speed duty in pretty quick time and all was well.Audi's A4 Avant is a dutiful machine. It wears a subtle, sophisticated style, cut for purpose as much as pose.The latest range of A4s – sedans, wagons and a convertible around the corner – have a clean and tidy family resemblance. It is a non-confronting style, designed to last with class and set-off here with a smart set of alloy wheels.Some may find the look a little slab-sided, perhaps even non-descript, yet this latest Audi A4 Avant draws its fair share of admirers.Audi's attention to detail, as usual, continues through to the cabin. It could be a little sombre for some tastes with plenty of black and grey but it is a stylish cabin which should wear better than some, still looking sophisticated well down the track. As with all Audis, there is the red-lit instrument panel and controls for the darker drives, like it or lump it.This is a comfortable, practical cabin, quiet and well-presented.Appointments include front and side airbags, power windows, airconditioning (with a handy two-way split for front seaters) and CD player.The back seat is not meant for bigger passengers over a long distance, the cargo space out the back is useful (front-wheel-drive means more room) and there are plenty of storage spaces around the wagon, which is a little longer than its predecessor.There's a cargo cover for the rear and the back seat is split 60:40.So the Audi A4 Avant is a stylish wagon with a decent slab of practicality. It is an urbane machine.The driving force here is Audi's 2-litre motor, developing a modest 96kW at 5700rpm. There is 195Nm of torque at 3300rpm.Now this is not a tyre-smoking, tarmac-chewing, torque-steering powerplant; rather, this 20-valve, four-cylinder motor is smoothly adequate.The big plus, the motoring fun of the A4 Avant, arrives with the automatic transmission, a clever Constantly Variable Transmission which allows for full auto mode or a six-step manual mode.Left to its own devices the Audi transmission is pleasant and useful with a smooth and progressive rise in road speed.Changed manually between the six slots, the gearbox allows the A4 to develop a very sporting nature which belies the engine's power output and helps move the wagon smartly.The handling is neutral, the front end develops little torque steer and the A4 wagon has a nice balance between ride and handling. Only the steering, a tad doughy compared with other European rivals, lets the package down a little.This is not a cheap wagon and will not have universal appeal. But those chasing a handsome, refined and practical compact wagon from Europe will be impressed and quite comfortable.

There is a saying in Formula One: "If it looks fast, it is fast''. Something similar applies in road cars, and it's evident in all sorts of cars, from the Mazda MX-5 to the Holden Barina.The Audi TT easily clears the taste test, and now we can add the latest Audi Allroad to the list. It looks good and it is good. But it's not just a looker, nor a high-priced toy. It is a car that can do plenty of work, haul a family, and still provide luxury, comfort and surprising performance.If it sounds too good to be true, it is. The Allroad is a wagon, which means it cannot be the one thing for everyone, and it costs a pile. A big pile that climbs perilously close to $100,000 - before you add on-road costs.A six-figure pricetag means you get a lot for your money, as well as precious little opposition. Hundred-grand soft-roaders are pretty rare, apart from the Allroad and BMW's grunty V8 X5. Mercedes' big-bucks MLs arrive from a different direction, Volvo's Cross Country is cheaper and the Lexus LX470 is really a tricked-up LandCruiser truck.Where does that leave the Allroad? Well, as a super-luxury family-escape machine that puts the emphasis on plush. It's built around an A6 Avant quattro - that's an all-wheel-drive wagon - with almost every extra in the book at no extra cost. It has a leather cabin, sunroof, auto air-con, a punchy CD sound system, satellite navigation, electric seats, and every airbag in the book.The mechanical package is built around a twin-turbo V6 engine and the all-wheel drive, but the Allroad is more than just a road rocket. It has four-position ride-height adjustment, 17-inch alloys with dual-purpose tyres, and electronic differential lock. The engine is similar to the force-fed powerhouse in the S4 and RS4, only slightly detuned yet still producing 184kW of power and 350Nm of torque. It is basically an auto - the six-speed manual is to special order only - though there is a tiptronic touch change with buttons on the wheel.The usual high-priced electronic assistance comes in the form of traction control and anti-skid brakes, but the Allroad also has a Torsen differential that can distribute up to two-thirds of the car's torque to one end of the Audi.Audi has come late to the soft-road party, but by taking the tricked-up wagon track it's avoided a head-on confrontation with the class powerhouses - led by the X5 - and provided a Subaru-style alternative that will be appreciated by those who don't want truck-style motoring. Subaru has proven that many people want all-wheel-drive security and an escape machine, but still want the advantages of a car.DRIVINGThe first time I saw the Allroad, as an Audi concept car at the Detroit Auto Show, I knew I would eventually be driving a production car. It looked too right, and too good an idea, not to get the go-ahead. It took a bit longer than expected for Audi to get it going, but the result is as impressive as anything in the German carmaker's range today. Well, short of the stonking, limited-edition RS4 wagon, anyway.What makes the Allroad so good is that it is a development of an existing car, and a car that Audi knows and does well. It hasn't gone off in a new direction, which would have taken more time and effort, and it already knew how to make quattro drive and a turbo engine do the job in a wagon. Volkswagen has decided to go into the truck-style side of the business, as Porsche will do with its X5-trumping Cayenne, but Audi is there first and already doing the job.When you drive the Allroad you quickly realise Audi put all its eggs in one basket. It's a family wagon, a swift turbo car, and a soft-road four-wheel drive. Best of all, it is one of the more enjoyable cars I've driven recently.It doesn't have the history or V8 of a Mustang, or the nasty streak of a Lancer Evo, but it's a nice way to get around and do most jobs. The A6 body means it has plenty of space and a useful wagon tail, the pricetag translates into every luxury toy you could want, and the Allroad pack makes it a versatile drive.The four-position suspension (from 142-208mm of ground clearance) makes it well-suited to gravel roads and bumpy bush tracks, and the Torsen set-up and diff lock mean it will cope with slush and reasonable-sized rocks and climbs. It will never go where an LX or ML can take you, but it would probably match an X5 in a shootout and better the Cross Country.The turbo V6 is a real mover, capable of real go from the lights and great for overtaking, which gives the Allroad plenty of authority. It can also be light on fuel, but if you tip into the throttle - or the tiptronic change - it gets thirsty.The Allroad is far above average in so many areas it deserves to lure lots of people away from luxury wagons. If only it wasn't quite so costly.RATING: 4/5THE BOTTOM LINE: A pleasant way to spend luxurious weekends away.AUDI ALLROADPrice: $99,250 as testedEngine: 2.7-litre V6 with twin turbochargers, overhead camshafts and fuel injectionPower: 184kW at 5800 revsTorque: 350Nm at 1800 revsTransmission: Five-speed automatic, four-wheel driveBody: Five-door wagonDimensions: Length 4810mm, width 1852mm, height 1551mm, wheelbase 2757mm, tracks 1574mm/1585mm front/rearWeight: 1825kgFuel tank: 70 litresFuel consumption: On test 13.4litres/100kmSteering: Power-assisted rack-and-pinionSuspension: Fully-independent with multi-link front and double wishbone rearBrakes: Anti-skid four-wheel discsWheels: 7.5x17Tyres: 225/55 R17Warranty: Three years/unlimited kilometresRIVALSBMW X5 V8 from $107,850Mercedes ML430 from $94,480Volvo Cross Country from $67,950Lexus LX470 from $131,690