Several years of economic hardship (and more than a few casualties) have left the auto industry cautious; the wild abandon that characterized auto shows past is long gone.  In its place, there’s a pragmatic realism–but for 2012, that realistic outlook is also optimistic.  In addition to the upcoming products that are useful refinements of existing vehicles, Detroit also saw the debut of some honest-to-goodness concept cars, showing that the industry may have scaled back on the wildest flights of fancy, but it hasn’t forgotten how to dream.

Chevrolet Code 130R:  Chevrolet showed a pair of sporty concept coupes designed to please the “next generation.”  In addition to the familiar Hot Wheels Camaro that’s been showed before, the Code 130R and Tru 140S are clean-sheet dream cars with one foot firmly grounded in reality.  The Code 130R is a high-roofed two-door coupe that’s almost retro thanks to distinct hood and trunk lines.  It’s rear-wheel drive, and powered by the 150-horsepower 1.4 liter turbocharged Ecotec four-cylinder engine that powers other compact Chevy products. In addition to its sporty look, this concept also features fuel-saving engine-shutoff technology.  Could they build it?  Yes.  Should they?  It would make an interesting counterpoint to cars like the Scion tC and Kia Forte Koup, but would ultimately probably have limited, HHR-like appeal.  In short, yes.

Chevrolet Tru 140S: The Tru 140S picks up the “affordable exotic” concept where Mitsubishi’s Eclipse left off, exhibiting a slickly drawn three-door body that’s very much unlike any Chevrolet you’re familiar with.  It’s sized like a compact sedan on the inside thanks the sharing the Cruze’s platform, and its 150-horse Ecotec turbocharged engine is good for 40mpg. The Tru 140S is a concept, but it looks close to road-ready–Chevy’s even gone so far as to include a heads-up display and Chevrolet MyLink infotainment.  Could they build it? Yes.  Should they?  If the lukewarm sales of the “affordable exotic” Eclipse are any indicator, the prognosis isn’t spectacular.

Volkswagen E-Bugster: Volkswagen showed a concept Beetle to go along with that car’s recent infusion of attitude.  The E-Bugster takes the classic California street rod look and applies it to the latest Beetle, with blanked-out rear windows, a lowered top and smooth flanks.  The E-Bugster’s still firmly grounded in the current automotive realities, however; it’s also fully electric, powered by a 114-horsepower electric motor with a lithium-ion battery.  The electric drivetrain will find its way into future Volkswagen products and has a range of about 100 miles.  Could they build it?  Yes.  Should they?  The electric drivetrain is more likely to find its way into a less overtly sporty vehicle.

smart for-us:  The urban jungle-bred smart fortwo expands its utility with the conceptual for-us.  This happy-faced concept car rides two inches higher than the fortwo it’s based on and adds a tiny pickup bed out back for carrying large items—especially a pair of Smart’s new electric bicycles.  The for-us is just as electrified as the bikes it’s designed to carry, as well, as it’s powered by smart’s second-generation electric-drive system.  The smart ebike is headed for production as well, and include disc brakes and a USB connector for MP3 players.  The for-us has a docking station in its cargo bed that charges the bikes, which have a 60-mile range on batteries alone.  Could they build it?  Not as extravagantly as the concept.  Should they?  Smart already appeals to a miniscule slice of the market; the number of folks truly ready to buy a smart-camino is probably less than a thousand.

Acura ILX Sedan:  Though the youthful Integra and RSX practically made the brand, Acura hasn’t had a sporty, entry-level model for quite some time.  The all-new, Civic-based ILX, which debuted in concept form in Detroit, hopes to address this concern.  Entering the lineup below the TSX, the ILX Concept offers the brand’s signature styling, high technology and will offer Acura’s first hybrid-electric powertrain when a production version goes on sale this spring.  The 2.0 liter, 2.4 liter and 1.5 liter hybrid powerplants are shared with the Civic.

Acura NSX Concept: Acura’s hinted, teased and withdrawn the idea of a new NSX supercar so many times now that it’s hard to believe they’re serious. Acura says that this one’s the real deal, though, and not only is it going into production in a year or three, but it’ll also be developed and built in Ohio.  Technical details are scanty, but a mid-engine V6 like the last NSX (which departed in 2005) is likely.  Acura also suggested that a production NSX would utilize the brand’s Super-Handling All-Wheel Drive system as well as electric motors to boost horsepower, making the upcoming NSX a hybrid sports car.

Lexus LF-FC:  At a glance, Lexus’ LF-FC concept looks like standard dream-car fare, with a voluptuous 2+2 grand touring coupe body, a glass roof and hints of future Lexus designs in its curves.  The LF-FC also embodies concepts for a greener future, though; this high-luxury, high-performance vehicle has been designed to utilize an advanced hybrid-electric system.  Lexus announced no plans, but the brand’s expertise in producing luxury hybrids makes the LF-FC a dream that could some day be attainable.  Could they build it?  Probably.  Should they? If it were my car company, I’d wait and see how the Fisker Karma fares first.

2013 Ford Fusion:  Ford unveiled an all-new Fusion mid-size sedan in Detroit.  The complete redesign picks up some of the styling cues of the new Focus and Fiesta.  It also happens to look a lot like a miniature Aston Martin, though this is perhaps merely a coincidence. Three new engines are offered:  1.6 and 2.0 liter four-cylinders with Ford’s EcoBoost turbocharging system, and a new Fusion Hybrid whose new lithium-ion batteries help to improve its fuel economy to 47 city/44 highway. As with the Taurus before it, Ford has boosted the technology quotient as well, adding an automatic start-stop system, available adaptive cruise control, lane-keeping technology, blind spot notification and an active parking assist.

2013 Dodge Dart:  Dodge hopes to follow in the footsteps of Chevrolet, whose subcompact lineup recently underwent a name change in the process of morphing from also-ran to contender.  Dodge’s new Dart has one advantage that the Chevy Cruze doesn’t; a familiar and classic nameplate. The all-new Dart’s nothing like the last one, sold in 1976. Dodge’s new subcompact has Alfa Romeo DNA, and a choice of four-cylinder engines ranging from 160 to 184 horsepower.  Six-speed manual and automatic transmissions are offered.  A premium has been placeed on customization, with numerous options and even a reconfigurable instrument panel.  Dodge announced an MSRP of $15,995 when the Dart goes on sale later this year.

Audi Q3 Vail: Audi’s upcoming compact crossover got the special-edition treatment, showing up in unique “Vail” trim and ready to tackle the ski slopes, or at least the roads leading to the lodge.  The 314-horsepower Q3 Vail is a crossover vehicle that’s gotten SUV treatment, with big off-road tires on twenty-inch wheels and a two-tone body. The grille and headlights are surrounded by unique trim, while an aluminum skid plate protects the drivetrain.  The roof racks are designed to carry skis and snowboards.  It was a shame that there wasn’t any snow in Detroit, because the Q3 Vail is more than ready for it.

Bentley Continental V8:  No one’s ever going to accuse Bentley of being sensible or reasonable, but that hasn’t stopped the brand from considering fuel economy.  In fact, the British manufacturer’s latest Continental V8 features a forty-percent improvement in economy and emissions.  A new 4.0 liter twin-turbo V8 is at the heart of the upgrade.  Direct-injection fuel delivery and a cylinder shutoff provide improved efficiency while keeping the output at a more-than-respectable 500 horsepower.  An eight-speed automatic transmission is standard.  The Continental V8 joins the 6.0 liter Continental in GT and GTC form later this year.

2013 Cadillac ATS:  Slotting into the lineup below the CTS, Cadillac’s new small sedan breaks tradition from past compact Cadillacs in that it doesn’t look like a cheap imitation of its larger siblings.  The lightweight ATS has been developed for entertaining performance.  Three engines are offered: a 2.0 liter turbocharged four-cylinder producing 270 horsepower, a 2.5 liter four with 200, and Cadillac’s powerful 3.6 liter V6 with 320 horses.  All three engines use direct-injection fuel delivery and six-speed transmissions in manual and automatic flavors.  Inside, a simplified center stack is in keeping with the minimalist styling.  Cool details like illuminated door handles, real wood and carbon fiber trim and ambient interior lighting give the ATS luxury credibility.

2013 Hyundai Veloster Turbo:  Hyundai’s quirky new Veloster is still wet behind the ears, but it’s never too soon to pick up some street cred.  To that end, the wraps were pulled off of a turbocharged version.  The little front-wheel drive coupe’s light weight should serve it well with a 201 horsepower 1.6 liter direct-injection four-cylinder under the hood.  It’s over two hundred pounds lighter than the Volkswagen GTI, and the Veloster Turbo will still return 38mpg on the freeway.  To appeal to the sport-compact crowd, the Veloster Turbo will be available with cutting-edge matte paint.

2012 MINI Roadster: After the recent debut of the sporty, two-seat MINI Coupe (not to be confused with the traditional MINI Cooper), the Roadster can’t be much of a surprise.  The brand that helped to redefine automotive fun drives into the two-seat roadster arena with a funky, chunky face and MINI’s signature personalization features.  Powertrain-wise, the MINI Roadster is available in base, Cooper S and John Cooper Works models, producing 121, 181 and 208 horsepower respectively. Six-speed manual and automatic transmissions are offered.  Stability control and electronic power steering are also standard, and the curious aerodynamics of the stubby body are offset by a retractable spoiler.

2012 Porsche 911 Carrera Cabriolet:  Porsche was also thinking topless in spite of the wintry weather, and unveiled the latest soft-top 911 Carrera.  132 pounds lighter than the previous version, the new 911 Carerra Cabriolet also features a flexible roof that neatly matches the hardtop’s roof line when it’s closed.  0-60 comes up in 4.4 seconds in the 350-horsepower Carrera, and 4.1 in the 400-horse Carrera S.  Pricing starts at $93,700 for the Carrera and $103,800 for the Carrera S.

2012 Volkswagen Jetta Hybrid:  Volkswagen’s traditionally gone with diesel when it comes to alternative-fuel vehicles, but have no fear; the hybrid Jetta doesn’t replace the much-loved Jetta TDI.  The Jetta Hybrid does stand out with a seven-speed dual-clutch transmission and a compact 1.4 liter turbocharged engine that produces 150 horsepower.  A 20-kW electric motor adds another 27 horses.  Thanks to the lightweight engine and transmission, the Jetta Hybrid is within 250 pounds of the standard version’s curb weight, so performance should not be dramatically affected.  Stop-start technology and an aggressive “coasting” mode shut the engine down whenever it’s not needed for additional fuel savings.

2013 Buick Encore:  Buick continues to flesh out its lineup of affordable luxury vehicles with the new Encore.  The name’s slightly misleading, because the Encore’s rather unique.  Rather than waiting for BMW and Audi to bring their small crossovers to North America, Buick’s aiming to get there first.  The diminutive Encore is a five-seater with a high driving position and over 18 cubic feet of space behind the rear seats.  A 1.4 liter four-cylinder engine provides power and transmits it to the road via a six-speed automatic transmission.  Buick’s signature elegant styling ensures that the Encore won’t be mistaken for anything else.

2012 Toyota Prius c:  Last year, Toyota introduced a slightly larger Prius; this year, the hybrid brand is going a bit smaller.  The “c” stands for “city,” and the Prius c is sized to be a competent urban commuter.  It’ll be one of the lowest-priced hybrids on the market, with an MSRP of under $19,000, and its compact size enables it to use a smaller gasoline engine than that of its big brothers.  A 1.5 liter four-cylinder is coupled with a 45kW electric motor for a total system output of 99 horsepower.  Fuel economy is rated at 53/46.  The Prius c goes on sale this spring.

Toyota NS-4 Concept: Toyota’s flights of fancy are all about hybrids these days, but the NS-4 is not as far-out as it looks.  This design and technology exercise is Toyota’s vision of a mid-sized plug-in hybrid for 2015.  The Hybrid Synergy Drive is lighter and has better range than the version currently in production, and charge times have also been reduced.  Anti-fogging, anti-UV glass is used to improve visibility and comfort.  Other safety features include a blind spot monitor, pedestrian-collision friendly hood, lane departure warning, adaptive headlights and a smartphone-inspired touch screen console.  Sounds familiar, doesn’t it?  Ultimately the most significant thing about the NS-4 is what it suggests about Toyota’s future styling direction.  Could they build it?  Yes.  Should they?  Toyota could do worse than to let the Camry evolve into this.

Lincoln MKZ concept:  There’s a new Lincoln MKZ on the way shortly, and Lincoln showed off a conceptual version of its new design in Detroit.  The styling of Lincoln’s forgettable entry-level sedan has gotten a lot more distinctive, thanks to a new split-wing grille that’s sized just right to avoid looking like a beak.  The MKZ looks long and low, two things Lincoln has always done well, and a panoramic roof brings the sun inside.  MyLincoln Touch is accessed via an eight-inch touch screen on the console, and rear poplar wood gives the MKZ Concept’s interior a warm feeling.  Could they build it?  Absolutely; it’s in the plans.  Should they?  Yes.

2013 Mercedes-Benz E400 Hybrid:  Mercedes adds a new dimension to the versatile E-Class for 2012 with the introduction of the lineup’s first hybrid.  With its 302-horsepower direct-injection V6 supplemented by a 27-hp electric motor, the E400 Hybrid returns 24/31 fuel economy.  That’s respectable enough, but like Mercedes’ BlueTEC diesel models, the real fun starts when you consider the electric motor’s 184 pound-feet of torque.  The E400′s combined torque is almost 400 foot-pounds, and that’s some serious grunt.  Additionally, a “sail” function allows the gasoline engine to shut off at freeway speeds, letting the electric motors take over when acceleration isn’t needed.  The lithium-ion battery pack is integrated seamlessly into the vehicle with no impact on interior room, making the E400 a “secret” hybrid.  It’ll be available in the second half of 2012.

There’ll be a second post about some of the other debuts, including the 2013 Audi A4 allroad and RS 5, the 2012 BMW 3-Series, 2012 Fiat 500 Abarth, 2012 Honda Accord Coupe concept, the Nissan Pathfinder Concept and eNV200, the Maserati Kubang concept, the Chrysler 700C concept, Tata eMo, and Infiniti Etherea.

There’s a careful balance that needs to be struck between representing the marque’s core values and attributes and remaining reasonably-priced enough that the riffraff won’t think that all the budget went into the badge.  There’s also the matter of the compact luxury sedan market being one of the most competitive in the industry.

The A4 strikes this balance nicely.  It’s a well-built, comfortable and competent sports sedan.  In base form it’s not heavy on the gee-whiz equipment, but there’s enough poise and capability to keep you from wondering where your $34,000 went.  When pushed the A4 is happy to show off some significant engineering prowess as well.  Raise the equipment level and the A4 serves adeptly as a junior luxury sedan.

The A4 is one of the most handsomely proportioned cars Audi’s ever built.  Everything seems to be just-right, from the large, four-ringed grille and strip of LED driving lights that produce Audi’s signature face to the just-right greenhouse and stubby trunk.  The standard seventeen-inch wheels are sized just right to give the A4 a sporty look, and the rocker panel has a rising character line in lieu of tacky body cladding to enhance the dynamic, athletic stance.  The A4 exudes the same luxury and competence shown by its larger siblings.

The interior is similarly handsome, with a deeply sculpted upright dash.  The A4′s cockpit is very businesslike; the available navigation system is mounted high up, while the third-generation version of Audi’s Multi-Media Interface (MMI) system makes switching between accessory functions easy.  Brushed aluminum accents on the instrument panel and console prevent the A4′s interior from becoming a black cavern when the darkest of the three interior color choices is selected.  Audi provides little touches like touch-to-pass turn signals, steering wheel audio controls and auto-up and down windows that give the A4 a subtle upscale feel.  A 505-watt Bang & Olufsen sound system is optional.

The standard engine in the new A4 is Audi’s 2.0 liter turbocharged direct-injection four-cylinder.  The 2.0 is dramatically responsive–the 211-horsepower peak rating may not be the highest, but the A4 moves out with impressive urge.  The direct gasoline injection system and a turbocharger designed to deliver peak torque at low revs mean that responsive power is available at almost any engine speed, and the A4 isn’t shy about acceleration.   Three transmissions are offered:  front-wheel drive A4s get a continuously variable gearbox, while quattro all-wheel drive models offer a choice of six-speed manual or eight-speed automatic gear shifting.  The six-speed manual allows the 2.0 to be relaxed at full gallop on the freeway and provides impressive fuel economy; the automatic is available with paddle shifters for more engaging driving.

Connecting the wheels to the road is a sophisticated fully independent suspension.  The A4′s road manners illustrate the company’s racing and sports-car experience, because this car is tossable and responsive without being uncomfortable.  It’s very difficult to get bad attitude from the suspension, which consists of a five-link arrangement up front and trapezoidal arms at the rear.  Lightweight aluminum components help to keep the weight manageable and the A4 responsive.  The dynamic steering varies the effort by speed and is equally quick to respond.   Anti-lock brakes are standard, as is Audi’s ESP stability control system.  To further sharpen the A4′s edge, Audi offers a Sport package that adds selectable steering and powertrain response and a sport rear differential that “shuffles” torque from wheel to wheel and helps eliminate understeer.

While the A4 is designed for driving enjoyment and will appeal to enthusiasts, it’s well-equipped with driver aids that make life in the crowded suburbs somewhat easier, too.  The available backup camera provides a clear view to the rear, while Audi’s side alert system keeps an eye on the blind spots.  Adaptive cruise control is also on the menu.  There’s even a power trunklid on the options list.

Compact luxury isn’t easy to do, thanks to a plethora of capable competitors.  As a result, the Audi A4 can’t afford to miss a beat.  If it does, the BMW 3-Series, Infiniti G37, Mercedes C-Class, Volvo S40 and Cadillac CTS are poised to pounce.  Audi’s clearly aware of this fact, and the freshened 2011 A4 can easily be said to be at the top of its game.  Enjoyable, dynamic performance, a surprisingly powerful yet efficient engine and elegant styling inside and out keep it firmly on my list of desirable real-world vehicles.  A4 quattro pricing starts at $32,850 with a manual transmission and $34,140 with the eight-speed Tiptronic.

All specifications are for the 2011 Audi A4.
Length:  185.2 in.
Width:  71.9 in.
Height:     56.2 in.
Wheelbase:  110.6 in.
Curb weight:   3626 lb.
Cargo space:   12.0 cu.ft.
Base price:  $32,850
Price as tested: $38,255
Engine:   2.0 liter DOHC turbocharged and intercooled inline four-cylinder
Drivetrain:  six-speed manual, all-wheel drive
Horsepower:   211 @ 4300-6000
Torque:  258 @ 1500-4200
Fuel capacity:  17.2 gal.
Est. mileage:   21/31


That changed for 2009, with the introduction of the Audi TTS.  The addition of Audi’s “S” badge means performance, and the TTS is no exception.  A comprehensive suite of engine upgrades serves to transform the TT from a sexy fashion accessory into a serious performer.  With more power under the hood, the TTS manages to neatly split the difference between serious sports car and comfortable daily driver.  Does it increase the TT’s street cred?  Well, if it’s any indicator, the organizers of the Tourist Trophy race chose the TTS as their official cars shortly after its introduction.

The TT’s inverted-bathtub silhouette has been basically the same since its introduction a decade ago, so it’s easy to forget that this is actually a rather striking car.  While driving it out in the wild, I noticed many heads turning as the TTS burbled past.  A compact, rounded body with radically short overhangs and an extremely low greenhouse make it clear that the TTS is a sports car, but its rounded edges and fender flares keep it from blending in with the long-hood, short-deck crowd.  The dramatically sloped rear end is a hatchback that actually provides a moderate amount of luggage space, and the head- and taillamps are blended smoothly into the curvy body.  The TTS gets redesigned bi-xenon headlamps with cool LED accents, unique eighteen-inch wheels, dual exhaust and a lower stance to subtly distinguish it from the rest of the line.  A retractable spoiler is standard and automatically deploys at about 75mph.

Entry into the snug cabin isn’t as difficult as the compact body would make it seem; Audi has done much to pack a lot of elbow room into the TT.  The seating position is a bit more upright than that of the average sports car, too, making the TTS comfortable enough for longish road trips.  The instrument panel and center stack could have been taken from an A4, and the satin-silver-on-black interior treatment is both luxurious and businesslike.  A feature unique to the TTS is the lap timer integrated into the driver information system.  The flat-bottomed steering wheel is a racing car influenced piece.  There is a choice of four interior themes, including silky Nappa leather.  The satin aluminum console has a tendency to reflect sunlight into the driver’s eyes at certain times of day, but that was my only quibble.  Visibility is better than you’d think, and the tiny rear seats will hold tiny people for short distances, though headroom is laughable.    Optional equipment includes a navigation system, LED interior lighting and of course an upgraded Bose sound system.

The 2.0 liter direct injection turbocharged four-cylinder engine offers both horsepower and torque in generous amounts, and the TTS moves with authority.  The TTS produces 265 horsepower, though Audi’s signature easy-on power and standard quattro all-wheel drive mean that it’s not neck-snapping off the line.  A drag racer it may not be, but the TTS runs quickly and eagerly to triple-digit speeds when urged.   The engine’s internals have been beefed up for more reliable high-performance driving.  The standard gearbox is Audi’s six-speed S tronic twin-clutch automated manual, and its hydraulic multi-plate clutch has been recalibrated for even faster shifting.  With all of this, the TTS shaves a full second off of the base TT’s 0-60 time, down to 4.9 seconds.

The TTS uses an aluminum-intensive spaceframe whose rigidity and light weight contribute mightily to entertaining handling.  The front suspension is also aluminum, and consists of MacPherson struts with lower wishbones.  At the rear the suspension is steel, and uses four-link construction.  The stable and solid road manners that have already made the TT popular translate to calm performance on the track.  The TTS can be so calm that you’ll get in a bit over your head before you realize it, in fact.  The TTS is also equipped with a magnetic adaptive shock damping system using magnetic fluid to change shock absorber response.  “Standard” and “Sport” settings allow the driver to choose more aggressive, taut suspension reflexes.    In Sport mode, the TTS cuts body roll to an absolute minimum and increases wheel bracing for absolutely flat cornering.  This makes freeway expansion joints a lot harsher as well, which is why Standard is much more useful for freeway cruising.

The TT has always seemed like a sort of junior partner to the bigger sports cars.  The TTS proves that the TT can be a serious high-powered sports car in its own right, however.    With rapid yet good-mannered acceleration and confident handling, the TTS can be taken seriously in the company of vehicles like the Porsche Boxster and BMW Z4.  Pricing for the high-octane TTS starts at $45,900.  My tester was equipped with an optional set of nineteen-inch wheels that pushed the sticker to $47,525.

Specifications: All specs are for the 2010 Audi TTS

Length:  165.3 in.

Width:  76.9 in.

Height:   53.0 in.

Wheelbase:  97.2 in.

Curb weight:   3075 lb.

Cargo space:  10.2 cu.ft. (seats up); 24.7 cu.ft. (seats folded)

Base price:  $45,900

Price as tested:  $47,525

Engine:   2.0 liter turbocharged inline four-cylinder

Drivetrain:  six-speed automatic transmission, all-wheel drive

Horsepower: 265 @ 6000

Torque:  258 @ 2500-5000

Est. mileage:  21/29

Audi has good reason to ensure that the A4 can keep up with the Joneses of the entry-level luxury market–by name, the Acura TL, Infiniti G35 and BMW  3-Series, not to mention the soon-to-come Lincoln Zephyr.  The A4 makes up about half of Audi’s sales volume in the U.S., and a lot of its buyers eventually graduate to the larger A6 and A8 models as well.  The A4 is a crucial part of the lineup.

With that in mind, Audi updated the design, but didn’t mess too much with success.  At a glance, it hasn’t changed much.  The redesign is subtle; the large grille that dips into the bumper is echoed in the contours of the hood, and a soft character line runs from front to rear.  The taillights are wide and arched, emphasizing the A4′s wheels-out stance.  It’s got slightly more personality than the previous car’s ingot-smooth flanks, and of course it keeps the family look that the A6 and A8 have already debuted.  Opt for the stiffer sport suspension and you’ll get a cool set of five-spoke wheels.  Under the skin, high-strength steel has been used around the B-pillars to improve side-impact protection.  Sedan and Avant (station wagon) models are available.

A4 buyers have a choice of three powerplants in those two bodies.  Believe it or not, we preferred the base 2.0 liter turbocharged four-cylinder to the larger 3.2 liter V6.  Both engines feature direct-injection technology, which bypasses the intake manifold to spray the fuel directly into the combustion chamber, allowing for higher compression ratios and more efficient combustion.  The sixteen-valve 2.0T makes 200 horsepower, up 30 from last year’s 1.8T.  Turbo lag is nonexistent, and the smooth, torquey engine is a delight on the freeway or when pounding along back roads.  The 255-horse 3.2 V6 is more sedate on the highway of course, but we found it to be somewhat less responsive at the low end, in spite of the higher horsepower and torque figures.  Of course, we didn’t drive the pavement-wrinkling 340-horsepower 4.2 liter V8 that comes with the hot-rod S4, but that’s a different animal entirely.  Three transmissions are offered; a six-speed manual is standard across the board and naturally our favorite, but the six-speed Tiptronic automatic transmission isn’t too bad a choice, either.  Audi also offers the Multitronic continuously variable transmission (CVT) in the A4.

All 3.2-liter engines and S4 models are quattros.  Front-wheel drive is available on the four-cylinder models.  To improve the sporting quotient, the Torsen differential on quattro models has a slight rearward bias.  The goal was to make the A4 sportier and more “talkative,” and the quattros mimic the feel of a rear-drive car toward this end.

Audi went through the suspension hunting down vibrations, so the 2005 A4′s entire suspension has been stiffened for better feel and responsiveness.  The double-wishbone front suspension has four links instead of two, for a “virtual steering axis” close to the center of the wheel.  This helps to reduce torque steer, especially in the more powerful models.  At the rear, another set of double wishbones features trapezoidal links for reduced vibration.  Wider-diameter rear shocks are borrowed from the A6 and offer improved smoothness and comfort.  The Servotronic power steering has reduced effort and improved feedback as well.  The new A4 definitely has no problem putting its additional power to the road, even on uneven surfaces.  Even with the sport suspension, the A4′s still a bit squashy in hard driving compared to BMW and Acura, but the body roll doesn’t slow it down.  As a freeway car, it’s superb.

The Electronic Stability Program (ESP) has been worked on as well.  To reduce understeer, ESP will apply the brakes on the inside wheels during a too-fast turn.  If that’s not enough, it’ll brake down all four.  To reduce brake fade after repeated hard stops, the A4 can actually increase the hydraulic pressure of the braking system.  It’ll also do this during panic braking, to maximize braking power.  When it’s wet, ESP will periodically engage the brakes lightly, allowing the pads to clear water from the rotors and keep brake response immediate even in a downpour.

Inside, the A4 is almost as elegant as the full-luxury A6.  Belt-line trim running all the way around the cabin can be had in textured aluminum or wood finishes, and available lighter interior colors brighten the typically somber A4 interior significantly.  The front passengers are treated to comfortable seats and plenty of legroom; rear-seat passengers will find that the A4 is not a particularly large car, and competitors like the G35 and Volvo S60 offer much more in the way of knee-room.  The newly available navigation system is DVD-based and its 6.5 inch screen is easy to read, although the controls require bit of work to master.  The navigation system does offer the cool option of a pair of SD card inserts for MP3 players, enough to hold a pair of one-gigabyte cards.  Who needs an iPod?

The Avant adds cargo-friendly features like an adjustable floor with a plastic tray underneath for icky items, grocery bag hooks and standard cargo nets.  A nice subtle touch is the tailgate latch that’s recessed into the floor to prevent snagging or leaving grease on clothes while loading.

Standard equipment on all A4s includes dual-zone climate control and a sound system that’s fully prepped for either Sirius or XM satellite radio, including the antenna.  Want to make it more like its big brother the A6?  Check the option boxes for rain-sensing wipers, headlight washers, bi-xenon headlamps with an adaptive function that allows them to turn with the front wheels, and a tire-pressure monitoring system.

Pricing for the A4 starts at $27,300 for the 2.0T with a manual transmission.  Add $2000 for the quattro model, which was our favorite package, and it’s a decent deal.  Be careful with the options list, however.  Our test car was a quattro-equipped 2.0T with a leather interior, XM satellite radio and heated seats, and once the Tiptronic transmission was added, the price was nudging $36,000.  The 3.2 V6 sends the base price up to $35,400, and it’s easy to end up with a heavily-equipped A4 in the $40,000 range.  At that price point, it’s competing with some much nicer (and much larger) cars and even sporty SUVs like the Infiniti FX35 in the case of the Avant, and has a harder time justifying itself.  We like the entry-level A4 best for its combination of luxurious appointments and pleasant performance.

Specifications:
All specs are for the 2005 Audi A4 2.0T, which we tested.
Length:     180.6 in.
Width:        69.8 in.
Height:        56.2 in.
Wheelbase:    104.3 in.
Curb weight:    3362 lb.
Cargo space:    13.4 cu.ft.
Base price:    $27,300
Price as tested:    $35,870
Engine:     2.0 liter DOHC direct-injection turbocharged four-cylinder
Drivetrain:     six-speed manual, all-wheel drive
Horsepower:     200 @ 5100-6000
Torque:     207 @ 1800-5000
Fuel capacity:    18.5 gal.
Est. mileage:    23/34

New for 2010, the Q5 enters the lineup as Audi’s second SUV/crossover, sized a step below the Q7.  It’s lighter and sportier than its big brother, with better road feel and fuel economy.  The luxury quotient is still high, however, and Audi’s elegant style remains a highlight.

To the people from 1960 who haven’t seen Audi’s current family styling theme, the Q5 is likely to look like a futuristic space pod, thanks to its flush-mounted glass and smooth, aerodynamic flanks.  According to the wind tunnel, the Q5 is the slipperiest vehicle in its class.

Aerodynamic doesn’t mean featureless, however.  There’s not much chrome trim by 1950s standards, but the Q5 sports enough brightwork and brushed aluminum on the bold Audi grille and dual exhaust outlets that our automotive ancestors should recognize it as a luxury model.  Available xenon high-intensity discharge headlamps and LED taillamps provide brilliant lighting, and of course the standard eighteen-inch wheels would have been unheard of in the past, especially not the Q5′s range of handsome alloys.   Nineteen- and twenty-inch wheels are also offered.

One aspect of the Q5 would be very familiar to 1960s audiences:  the available panoramic sunroof.  Just about every show car had a glass roof in the 1950s, and a few cars like Ford’s Sun Valley sported half-glass roof sections as well.  Beneath that sun-worshiping roof, the Q5′s interior is snug by ’60s standards but comfortable enough for up to five passengers.  The rear seats recline, giving the Q5 a comfort advantage that many larger sedans can’t match.  The attention to detail makes this interior; the leather upholstery and wood inlays on the dash could have been borrowed from Audi’s A8 luxury sedan.  Whatever the Q5 needs to haul is carried in a handsomely lined cargo area, accessed by a large tailgate with power open- and close functions.  Audi’s Multi-Media Interface system is standard equipment, offering easy toggling between sound system, navigation and other vehicle functions.  When equipped with the available climate-controlled driver’s cupholder and blind spot warning system, the Q5 carries more technology than some luxury cars of just ten years ago, let alone fifty.

Though the onlookers from 1960 may not know what to think of the Q5′s styling, they’ll definitely be impressed by its performance.  The Q5 is powered by an all-aluminum 3.2 liter direct-injection V6 with double overhead cams and four valves per cylinder, which I’d have to explain to the folks back-when are common on cars these days.  Audi’s Valvelift variable valve timing system is included, and the all-aluminum engine produces 270 horsepower.  Getting that urge to the wheels is the task of a six-speed Tiptronic automatic transmission.  Taken back to the 1950s, the Q5 would be pushing more horses than many sports cars, and the low center of gravity and standard all-wheel drive allow it to make the most of it.  For all that power, the Q5 is relatively efficient as well, with 18/23 mileage figures from the EPA.  And just to top it all off, the raised ride height and short overhangs front and rear allow the Q5 to boldly go where few luxury cars are able.

The Q5′s AWD also enhances the already stellar handling.  Audi includes a “Drive Select” interface which allows the driver to adjust the throttle response, steering input, shock stiffness and transmission shift points, so the Q5 can be tweaked to drive just the way you like it.  In any setting, the five-link front suspension and independent rear do an excellent job of mitigating the squat and waddle that are inherent in taller vehicles, and the Q5 handles with confidence and even a decent taste of enthusiasm.  It will handle twisty roads, though it’s at its best cruising the freeway, preferably in a torrential downpour so it can show off its intelligent Electronic Stabilization Program (ESP) stability control.  The Q5′s ESP can sense when the roof rack is in use, and adjusts handling for the shift in center of gravity that comes with having weight on top of the vehicle.   Additionally, the Q5′s sleek looks belie a measure of off-road ability; the suspension has over six inches of wheel travel as well as the ability to climb a 31-degree slope.  Hill descent control and an off-roading mode to the ESP are standard.  Four wheel disc brakes ensure sports-sedan like stops in spite of the Q5′s two-ton curb weight.

What’s perhaps most impressive of all about the Q5 isn’t that it would blow the minds of the average car buyer of fifty years ago, of course, but that it’s an outstanding product even for today.  This car faces some stiff competition in the premium compact crossover market, including the BMW X3, Volvo XC60 and the new Cadillac SRX.  In spite of the bar’s having been set rather high, the Q5 succeeds at making an impression on its first try.  Q5 pricing starts at $37,200 with the 3.2 V6 engine and standard quattro all-wheel drive.   My tester was optioned-up with a panoramic sunroof, power tailgate, heated seats, iPod cables, navigation and the Drive Select interface, and stickered for $48,275.  Okay, the folks back in the 1950s might not be so impressed by that, even after it was adjusted for inflation (for those who are curious, that’s about $6,300 in 1955 dollars–about $500 more than a brand-new Cadillac).

Specifications:  All specs are for the 2010 Audi Q5 3.2 quattro
Length:  182.2 in.
Width:  74.0 in.
Height:     65.1 in.
Wheelbase:  110.5 in.
Curb weight:   4244 lb.
Cargo space:  29/1 cu.ft. (seats up);  57.3 cu.ft. (all seats folded)
Base price:  $37,200
Price as tested:  $48,275
Engine:   3.2 liter DOHC 24-valve V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  270 @ 6500
Torque:  243 @ 3000
Fuel capacity:  19.8 gal.
Est. mileage:   18/23

Audi’s high-performance S4 lineup gets a new addition for 2004.  The S4 sedan and Avant wagon are joined by an S4 version of Audi’s slick A4 cabriolet, bringing high power and athletic poise to an already impressive four-place convertible.  Intended to give fits to BMW’s M3 convertible, and Mercedes’ CL-class roadster, it’s the only V8-powered all-wheel drive car in its segment.

From the curb, this beast is far more unassuming than its other German competitors.  All that sets the S4 Cabriolet apart from the A4 Cabriolet are larger air intakes up front, dual exhaust outlets at the rear and a red and silver “S4″ badge.  There are a subtle few aluminum accents that aren’t present on the A4.  Otherwise, the S4 Cabriolet shares the bar-of-aluminum-soap design that graces the rest of the handsome A4 lineup.  The top is fully automatic and has a scratchproof glass window.  It looks best with the top down; the design is what the art gurus would call “clean.”  The S4 Cabriolet is equipped with 18″ wheels.

The interior is monochromatic to a severe degree, especially in our black leather-upholstered test car.  Audi’s S4 models have unique instrument clusters with grey dials and a thick, sporty steering wheel.  Audi likes to offer interiors with a custom-tailored feel, so S4 Cabriolet buyers can select one of four different dash-inlay materials, and a dash of wood would certainly serve to lighten the mood.  The seats are comfortable, and there’s room for four inside the S4 Cabriolet.

Of course, the best thing about this car is the powerplant.  The 4.2 liter V8 offers an unexpected roar when throttled hard, and triple digits are reached with ease.  How did they stuff a V8 under the S4′s stubby hood?  It’s a compact engine; engineers relocated the auxiliary and cam drives to shorten it.  Power output is 344 horsepower; Audi’s five-valve intake system helps to boost the power of this relatively small V8.  “Small” is relative at the gas pumps, too; the S4 Cabriolet is subject to a gas guzzler tax, thanks to its 15-mpg thirst.  But fuel economy isn’t the point here; power and poise are.  A choice of six-speed manual or six-speed Tiptronic transmissions is offered.  Both are serious performance units; the available “manumatic” Tiptronic can be shifted with steering wheel-mounted paddles, if you’re a fan of clutchless shifting.

Audi’s quattro all-wheel drive system is standard equipment on all S4 Cabriolets, so performance in all weather conditions is excellent.  The ride is stable and sure-footed, to the point of being somewhat sterile.  That’s due in part to this chassis’ capability.  Aluminum suspension components are used extensively to improve the car’s reflexes.  Up front, a four-link setup is used, with trapezoidal links at the rear for a fully independent setup.  Combine the grippy suspension with all-wheel drive traction and Audi’s ESP stability control system, and it requires a truly stupid driver to un-stick the S4 Cabriolet.  To keep body flex to a minimum, the S4 Cabriolet’s structure includes lots of high-strength steel and additional bracing.  This has resulted in a somewhat heavy body; this relatively petite car scales in at just over two tons.  Thanks to the 344 horses under the hood, of course, it doesn’t feel at all overweight, and the added structure makes for a secure ride even at triple-digit speeds.

On the road, steering response was slower than we expected, but far from sluggish.  Audi’s Servotronic steering system varies the power boost to keep it responsive at all speeds.

On the safety front, anti-lock brakes with Brake Assist are standard equipment, of course.  Invisible to the occupants are rollover hoops that pop out behind the rear seats in the event of a rollover to protect the passenger cabin.

Is the S4 Cabriolet the ultimate performance convertible?  Possibly.  Is it a value leader?  We doubt anyone would say so.  Pricing for the S4 Cabriolet starts at $53,850.  Our lovely silver test car, with a Bose premium sound system and Sirius satellite radio, hit the streets at $58,595, including a $1,700 gas guzzler tax.  That’s roughly $14,000 per passenger, and considering the S4 Cabriolet’s performance and poise, you just might not have any trouble finding three friends to chip in.

Specifications:

All specs are for the 2004 Audi S4 cabriolet, which we tested.
Length:         180.0 in.
Width:            70.0 in.
Height:            54.8 in.
Wheelbase:        104.5 in.
Curb weight:        4089 lb.
Cargo space:        10.2 cu.ft.
Base price:        $53,850
Price as tested:        $58,595
Engine:         4.2 liter DOHC V8
Drivetrain:         six-speed manual, all-wheel drive
Horsepower:         340 @ 7000
Torque:         302 @ 3500
Fuel capacity:        16.6 gal.
Est. mileage:        15/21 (six-speed manual)

The A4 is Audi’s lowest-priced entry into the sports sedan market, and it’s a familiar face. Getting to know Audi means talking on their terms:  “quattro” is the A4′s all-wheel drive system, and “Avant” is the station wagon version.  The A4 can be had in sedan and Avant configurations.  The 2004 A4 is much the same as it’s been for the past few years, with a few evolutionary refinements and satellite radio pre-wiring.

The understated good looks are shared with larger Audis like the A6 and A8.  Thanks to low-clearance door handles and flush-mounted lighting, the A4 looks like it was milled instead of manufactured. The rounded, aerodynamic design is, at heart, a conservative three-box shape.

Audi does nice interiors.  Our test car’s black leather was a bit more somber than we’d have liked, but the comfortable seats and indirect nighttime cabin lighting spoke of German luxury in a way that few things do.  There aren’t as many storage cubbies for small items as in other cars, but the bank-vault build quality makes up for that deficiency handily.  In fact it was that obviously Teutonic construction that brought our attention to the things the A4 lacked, such as heated seats, a trip computer, and steering-wheel mounted controls.  Granted, all of the above are available on the A4, but our lightly-equipped test car didn’t have them.  On the other hand, the satellite radio wiring can accept either XM or Sirius subscriptions, making it one of few cars that offers a choice of major service providers.

Confident, communicative handling is the A4′s forte, especially on quattro-equipped vehicles.  When the road gets twisty, an aluminum-intensive four-link front and trapezoidal-link rear suspension offers fantastically quick reflexes.  The suspension offers a good compromise between soft and taut.  Audi also includes a permanently-engaged Electronic Stabilization Program (ESP) that reads the car’s intended path and individually brakes the wheels to keep the A4 on course.  During the week’s ugly weather, ESP only flickered on and off once, a testament to the inherent sure-footedness of the quattro system.  Although it’s a back-road carver, the A4′s suspension is supple enough for relaxed freeway cruising as well.

A choice of turbocharged four-cylinder or six-cylinder power is offered.  We drove the 1.8 liter turbocharged four.  It’s a versatile powerplant, available in several Audi and Volkswagen products, but it’s aging.  170 horsepower gets the A4 moving in an acceptable fashion, but the powerband is very finicky.  At low revs it’s easy to catch the turbo napping, and the A4 is sluggish.  When the power comes on, it rushes gleefully to redline but can be difficult to modulate.  The five-speed automatic transmission didn’t help, with lazy shifts and a mushy feeling.  To make best use of the 1.8T engine, the six-speed manual transmission is a better choice.  For drivers who don’t like turbo lag, the torquey, 220-horse 3.0 liter V6 will deliver greater satisfaction.

Overall the A4 remains a good choice among compact sports sedans, but it’s aging rapidly.  Pricing starts at $25,550 for a two-wheel drive, 1.8T model, and goes up to just under $29,000 for the quattro.

Specifications:
All specs are for the 2004 Audi A4 1.8T quattro, which we tested.
Length:         179.0 in.
Width:            69.5 in.
Height:            56.2 in.
Wheelbase:        104.3 in.
Curb weight:        3550 lb.
Cargo space:        13.4 cu.ft.
Base price:         $28,800
Engine:         1.8 liter DOHC turbocharged inline four-cylinder
Drivetrain:         five-speed automatic, all-wheel drive
Horsepower:         170 @ 5900
Torque:         166 @ 1950-5000
Fuel capacity:        17.4 gal.

The Audi A4 cabriolet, new for 2003, falls solidly into the latter category.  Its conservative, bar-of-soap design is elegant, but not apt to turn many heads.  With a docile yet powerful  3.0 V6, a rigid body and a luxurious, quiet top-up ride, the A4 just might be the perfect executive cabriolet.

The Cabriolet shares the A4′s smooth, rounded face and tail and double-deck grille.  With the roof cut off, the A4′s high-waisted lines look more formal.  It’s set apart from the sedans with subtle brushed aluminum trim.  Top-up, the large, blocky convertible top actually looks good with the slab-sided body.  The top is fully automated, and drops flush into the deck.  There are no levers to flip; just a single button to push and 24 seconds to wait for the top to raise or lower.  A hard tonneau cover drops over the top, so when the A4 is in open-sky mode, there’s no hint of the folded soft-top.  Audi’s obsessive attention to detail has resulted in the cleanest-looking convertible possible.  Even the stereo antenna has been integrated into the trunklid.

Audi interiors are lovely places to be, and the A4 Cabriolet is no exception.  The materials and build quality are first-rate.  This is a four-passenger convertible, but rear seat space is best defined as cozy.  The soft-top is triple-padded, with a glass rear window, so it’s quiet inside the A4 Cabriolet when the top is up.  Twelve-way adjustable front seats are standard; it takes some time, but any passenger can find a comfortable position.  We had only one gripe; the seatbelts, mounted low where the B-pillars have been lopped off, are hard to reach.  Heated mirrors and heat-insulating glass are standard equipment; seat heaters and self-leveling headlights are options but welcome ones on a dark and chilly night.

Thanks to quirky spring weather, we had the opportunity to drive the A4 Cabriolet in sunny, 70-degree weather one day, and through an ice storm the next.  The A4′s four-link front suspension uses lots of aluminum, reducing weight and improving reflexes, and is blissfully happy on curvy roads.  A trapezoid-link rear suspension keeps the A4′s center of gravity low.  We found the ride to be slightly firmer than that of the hardtop A4.  The A4 Cabriolet has a gait that’s less hard-core than the true sports cars, but sporty enough to be entertaining.  When the roads turn slick, Audi’s Electronic Stabilization Program (ESP) limits oversteer or understeer.  The A4 Cabriolet also features standard anti-lock brakes.  The quattro all-wheel drive system is not offered.

Under the hood, Audi’s smooth 3.0 liter V6 handles motivational duties.  The five valve per cylinder engine makes 220 horsepower, and it’s torquey enough that it never seems to be strained.  Coupled with Audi’s smooth Multitronic continuously variable transmission (CVT), the A4 Cabriolet is able to motor around town or down the autobahn with a very relaxed feel.  The CVT enables the engine to remain at steady revs, instead of spinning up to the top of a gear before shifting.  Audi’s 1.8 liter turbocharged four-cylinder is also offered.

In spite of the impressive build quality, luxurious appointments and excellent performance, the bottom line came as something of a shock, and not in a good way.  Although the handsome and elegant A4 line has a reputation for being something of a bargain (prices for V6-equipped A4 sedans start at just over $31,000), the A4 Cabriolet starts at $41,500.  With its leather interior, 17″ wheels, heated seats and BOSE sound system, that pushed the pricetag on our friendly little Cabriolet perilously close to $45,000.  It’s a very impressive alternative to relentlessly sporty convertibles, but unfortunately executive ragtops don’t come cheap.

Specifications:
All specs are for the 2003 Audi A4 Cabriolet, which we tested.
Length:         180.0 in.
Width:            70.0 in.
Height:            54.8 in.
Wheelbase:        104.5 in.
Curb weight:        3814 lb.
Cargo space:        10.2 cu.ft.
Base price:        $41,500
Engine:         3.0 liter 30-valve DOHC V6
Drivetrain:         continuously variable automatic transmission, front-wheel drive
Horsepower:         220 @ 6300
Torque:         221 @ 3200
Fuel capacity:        18.5 gal
Est. mileage:        20/27

Getting it dirty.

Introduced just last year, the Audi allroad quattro (lowercase intentional) features everything that makes the new A6 Avant a fantastic car, and adds a more aggressive, SUV-style design and a trick suspension that allow Audi’s sophistication to explore new territory, so to speak.

Like the Volvo V70 Cross Country, the allroad quattro looks like a paramilitary version of its pavement-only counterpart.  The allroad quattro features the unmistakably smooth, curved Audi design, but those huge wheels and fender flares set it apart instantly.  The front bumper is matte gray, rather than body-colored.  Visible skid plates at the front and rear and side sills that approximate running boards contribute to the SUV look.  It doesn’t look quite as psychotically paramilitary as the Volvo, but the allroad quattro is definitely more assertive than lesser A6 Avants.

The interior has a clean, designer-finished look, just like a Hollywoodized version of a Calfornia condo.  Special seats and aluminum trim set the allroad quattro apart, but the features we like most are common to all A6 models.  All four windows and the sunroof open or close with a single touch of a button, and both front and rear seats can be heated.  Although it’s packed with features, the A6 is also a comfortable place from which to conduct a long drive.  It takes a while to find a comfortable seat position, but don’t worry, it’s in there somewhere.  The steering wheel looks and feels perfect, although it could use a telescoping adjustment.  The biggest annoyance is the self-adjusting volume on the otherwise excellent sound system.  The car turns the radio up as it speeds up, and turns it down again as speed drops, resulting in constant fiddling with the volume to alternately save one’s ears or bring the music level back up to audibility.  It’s worth noting that Audi isn’t alone in offering this annoying feature; it’s common on both Audis and Mercedes.

The cargo area is ready for skiing trips with a retractable cover, a number of cubbies, and a two-position net.  The allroad quattro comes with a portable air compressor, for camping or other adventure purposes.  And those roof rails aren’t just for looks either; they can carry up to 220 pounds of cargo.

The allroad quattro is powered by a 2.7 liter V6 engine with two turbochargers.  A great-sounding growl from under the hood precedes a strong launch as the twin turbochargers kick in.  250 horsepower is strong motivation indeed.  Equipped with a six-speed manual transmission, the allroad quattro splits the difference between sport and luxury nicely.  Like many six-speed boxes, the throws are longish and take some getting used to.  Once you do, however, selecting a lane or a hole in traffic is as easy as deciding that you want to be there.  A five-speed Tiptronic automatic is also available.

The remarkable stability and poise exhibited by all of Audi’s quattro cars is not compromised in the allroad quattro.  Audi chose to use a four-position adjustable suspension, rather than simply raising the car like Volvo’s V70 XC.  For on-road driving, the electrically controlled pneumatic suspension keeps the car close to the ground, to avoid the unstable feeling common to SUVs and found, to a much lesser extent, in raised station wagons like the Volvo Cross Country.  When the going gets rough, the suspension can be raised up over two and a half inches.  Ground clearance varies from 5.6 inches at Level 1 to 8.2 inches at Level 4.  The highest position puts the allroad quattro as high off the ground as most SUVs.  The system also provides automatic load leveling for trailer towing and heavy loads.

Unlike traction control systems, Audi’s all-wheel drive system redistributes power to the wheels with traction without reducing engine power or applying the brakes.  The result is confident power delivery whether it’s dry or wet.  The allroad quattro is a full-time four wheel drive vehicle.  Traction control, antilock brakes, and a slide control system are also available.  Side airbags and a side curtain airbag are standard equipment, and a rear seat-mounted airbag is optional.

Looking for more options?  A child-sized rear-facing bench seat, high intensity discharge headlamps, integrated cellphone, 200-watt sound system, a navigation system, and a solar sunroof that powers cooling fans in the summer are all on the list.  The allroad quattro stickers for about $50,000.

Specifications:
All specs are for the 2002 Audi allroad quattro, which we tested.
Length:     189.4 in.
Width:        76.1 in.
Height:        60.1 to 62.7 in. (variable)
Wheelbase:    108.5 in.
Curb weight:    4167 lb.
Cargo space:    36.4 cu.ft. (seat up); 73.2 cu.ft. (seat folded)
Engine:    2.7 liter, DOHC 30-valve twin-turbocharged V6
Drivetrain:     six-speed manual transmission, all-wheel-drive
Horsepower:     250 @ 5800
Torque:     258 @ 1850
Fuel capacity:    18.5 gal.
Est. mileage:    16/21

Take the Audi A6, for instance.  With its smooth-as-an-egg, futuristic styling, powerful twin-turbocharged engine, and luxurious interior appointments it’s a dream car for any fan of sports-luxury sedans.  Unfortunately, the starting price is about $40,000, and things head upward from there.  Yipes.

Now, the looks and the lifestyle offered by the Audi A6 are available in its little brother, the A4.  Totally redesigned for 2002, the A4 is a perfect, small-scale clone of the marvelous A6.  It’s longer and wider, with a luxurious, A6-like interior and a high-technology, ultra-efficient “multitronic” continuously variable transmission (CVT) as an option.  Better yet, the base price is under $22,000.

The A4′s new show-car styling mimics the curvy look of the A6 and TT both inside and out. The closely-cut door panels and fenders seem to have been milled from a single piece of metal, with details like the headlamps and door handles merely flaws in the original material polished for greater effect.  The overturned-bathtub look is quickly becoming an Audi signature, and it looks as good on the small A4 as it does on big brother A6.

Inside, a low-slung seating position and upscale materials dominate.  The interior of the A4 is more conventional than the exterior, but no less classy.  The gauges are ringed in brushed aluminum, just like on the A6 and showy TT coupe.  Controls for the radio and climate control have a carved-in look, thanks to Audi’s tight building tolerances.  Owing to its sporty side, the seats are harder and elbow room a bit tighter than in spiritual competitors from BMW and Mercedes.  When compared to the Lexus IS300 and Volvo S40, however, the A4 is sized just right.  The steering wheel is fat, the better to control the A4 with when the going gets twisty.

A hidden innovation and the A4′s official ticket to the Technology Club is the drivetrain.  The all-wheel drive quattro model returns, and on front-wheel drive A4s, Audi has made the multitronic CVT an option.  Used sporadically in economy cars, the multitronic system is the CVT’s first appearance in a more expensive mainstream vehicle.  The CVT’s claim to fame is its lack of gears, in the traditional sense.  Instead of a series of gears, the CVT uses a pair of flexible belts, which can move closer together or farther apart to create an infinite number of “gears.”  This allows the transmission to optimize gear ratios for maximum fuel economy, while still offering smooth power delivery.  Phenomenally smooth, in fact.  With the CVT there’s almost no feeling of the automatic transmission’s “shifting” as we know it.  On the road there’s no difference from a standard autobox, except for the improved smoothness.  The A4 is also equipped with a Tiptronic manual selector.   Changes between the six preselected gearings are grease-slick as well.  Our test car was equipped with a 1.8 liter turbocharged four-cylinder, which at 170 horsepower was of course no slowpoke.  We noticed just a hint of torque steer when the going got urgent, but apart from that the A4 was well behaved.  Both the 1.8 liter engine and the optional 220-horse 3.0 liter V6 meet ultra-low emissions vehicle (ULEV) requirements.  Both engines also feature five valve per cylinder technology and variable valvetrains, to improve breathing.  The result is a broad torque band.  Additionally, the engine’s adaptability allows the A4 to run on any octane level.  Since many competitors require premium gasoline only, it’s a significant innovation.

It’s ready to tackle the turns as well.  The suspension is aluminum-intensive, for lightness and added responsiveness.  The four-link front suspension and trapezoidal-link rear both use many aluminum components, reducing overall weight.  The rear suspension is also self-tracking, to further enhance its reflexes.  It’s almost race car-quick.  The A4 feels a bit stiff on regular roads.  It’s far from uncomfortable, but drivers more accustomed to the softer ride to be found in Acuras and Lexuses may be put off by the Audi’s businesslike road feel.  The A4 has a taut feeling, like a really comfortable shoe that’s not quite broken in yet.

The A4 is available in four trim levels, with four-cylinder and six cylinder engines and a two-wheel drive and quattro version of each.  Our test vehicle was a two-wheel drive four-cylinder and featured Audi’s typically lavish complement of standard equipment, including anti-lock brakes with Brake Assist, headlight washers, cruise control and heated mirrors.  It was optioned up with a sunroof, heated seats, and a “sport” package which added 17″ wheels and a stiffer suspension.  The grand totat was $29,950, which puts it right in the middle of the A4′s $24,000-$33,000 price range.  Considering the A4′s high level of star quality and lavish appointments–and the notoriously steep pricing of its competition from BMW and Mercedes–that’s quite a bargain.

Specifications:
All specs are for the 2002 Audi A4 1.8 CVT, which we tested.
Length:     179.0 in.
Width:        69.5 in.
Height:        56.2 in.
Wheelbase:    104.3 in.
Curb weight:    3252 lb.
Cargo space:    13.4 cu.ft.
Base price:    $26,050
Price as tested:    $29,950
Engine:     1.8 liter DOHC turbocharged 4 cylinder
Drivetrain:     continuously variable transmission, front-wheel drive
Horsepower:     170 @ 5900
Torque:     166 @ 1950-5000
Fuel capacity:    18.5 gal.
Fuel economy: 20/29