REVIEWS AND ROAD TESTS

Split personality

It’s almost impossible to please everybody. Some do it better than most, however. Like Audi’s new TT.

It’s not a car for the introverted. Besides avant garde, space age; chances are the TT has been called them all. When Audi’s designers put pen to paper, they were obviously inspired by Oscar Wilde’s immortal admonition, "There is only one thing in the world worse than being talked about, and that is not being talked about." Of course, Wilde could never have dreamed of anything like Audi’s TT. But I’m sure he would have approved.

It’s a cute as a bug. In fact, it looks kinda like a Bug — a New Beetle that is. You can see the same ellipsoid shapes at work here, complete with bubble top that serves as the passenger compartment. Only, in the TT’s case, the entire top looks like it’s been squashed down in a compactor.

Because of its way-rad looks, one can be excused for thinking that the TT is a pur sang sports car — a baby Porsche, if you will — something it was mistaken for quite often in the week it spent in front of the Booth homestead.Audi’s round and aluminum motif continues inside with plenty of buffed alloy making its shiny presence felt. My favorite items are the rotary dials that control the venting system and the similarly styled buttons that control the seat heaters. In fact, the whole interior is quite stylish.

However, the interior’s performance is where that ages-old quandary rears its ugly head. The optional CD changer, for instance, is located in an armrest for the rear seats and is difficult to access. That beautiful, low-down aerodynamic roof also causes very poor rearward visibility on the driver’s side. Only the Lamborghini Diablo is worse. And the same roofline compromises any attempt to put anyone other than a toddler in the vestigial rear seat.

Audi also took the aluminum motif a little too far. Two struts (one on each side) join the center transmission tunnel with the dash and I kept banging my right knee into the one on the driver’s side. Admittedly, I like to drive with my seat close to the steering wheel, but I can’t be the first to voice such a complaint as Audi provides little pads to cushion the legs. Nonetheless, it’s another victory for the form side of the argument.

It’s doubtful that worshippers of things functional will complain too loudly, though, for the TT does many things well. And besides, it really is a beauty.Beneath that boy-racer body lies the heart of a gran tourismo — a car designed to go fast, but in a more gentlemanly fashion than those aforementioned hooliganmobiles.

Perhaps one of the reasons for this duality is that beneath the tester’s slate gray exterior beats the heart of one of Volkswagen’s premier sporty cars — the Golf. The platform is similar and while the suspension has been rejigged in the rear for the addition of all-wheel-drive, it’s eerily familiar. Ditto for the engine, which is yet another variant on the 1.8T theme. For those not familiar with VW products, this is the 1.8 litre inline four with 20 valves and an intercooled turbo that powers everything in VW’s lineup from the Golf to the Passat. It does similar duty in Audi’s own A4. In TT guise, however, it’s far more potent. Those more pedestrian four-door sedans get a 150 horsepower version that trades maximum power for a broad spread of power. No such sacrifices here. Thanks to a clever boost management, the top-of-the- line TT’s version of the little four banger maxes out at 225 horsepower, exactly the same number as BMW’s newest variant of its coupe, the six-cylinder 330Ci.

Despite its extreme state of tune, the max-power version of the is quite civilized. The 1.8 turbo starts immediately, idles quietly and initially gives little indication of its abilities other than a slight reduction in power below 3,000 rpm compared with the more the garden variety version.

Past 3,000 rpm, however, it seems to grow an extra pair of cylinders and while outright acceleration is somewhat blunted by the extra weight and drag of the quattro system, the full-bore TT is quite rapid indeed. Audi claims a zero to 60 mph (96 km/h) of 6.3 seconds and 14.2 seconds for the standing start quarter mile. These aren’t supercar numbers, but compared with the 330 BMW and Mercedes CLK320, they’re quite admirable.

The slick-shifting six-speed transmission helps things quite a bit, with allo its gears being closely spaced for maximum acceleration rather than having the top ratio as an overdrive gear. Nonetheless, the TT requires only 7.7 litres for every 100 kilometres of highway travel says Transport Canada.

The same balance applies to the TT’s handling. There’s plenty of grip from the 225/45R17 performance radials and the steering is a delight. But the TT rolls a little more than a S2000 or Boxster when the going gets hot and heavy. That’s not necessarily a bad thing, as the TT has a decent highway ride. And neither of those other sporty numbers offers the security of the TT’s quattro all- wheel-drive system when the road turns slimy.

PROS
Powertrain performance
Steering and handling
Styling

CONS
Backseat room
Entry and exit
Cargo space

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: * * * * *

REVIEWS AND ROAD TESTS

Split personality

It’s almost impossible to please everybody. Some do it better than most, however. Like Audi’s new TT.

It’s not a car for the introverted. Besides avant garde, space age; chances are the TT has been called them all. When Audi’s designers put pen to paper, they were obviously inspired by Oscar Wilde’s immortal admonition, "There is only one thing in the world worse than being talked about, and that is not being talked about." Of course, Wilde could never have dreamed of anything like Audi’s TT. But I’m sure he would have approved.

It’s a cute as a bug. In fact, it looks kinda like a Bug — a New Beetle that is. You can see the same ellipsoid shapes at work here, complete with bubble top that serves as the passenger compartment. Only, in the TT’s case, the entire top looks like it’s been squashed down in a compactor.

Because of its way-rad looks, one can be excused for thinking that the TT is a pur sang sports car — a baby Porsche, if you will — something it was mistaken for quite often in the week it spent in front of the Booth homestead.Audi’s round and aluminum motif continues inside with plenty of buffed alloy making its shiny presence felt. My favorite items are the rotary dials that control the venting system and the similarly styled buttons that control the seat heaters. In fact, the whole interior is quite stylish.

However, the interior’s performance is where that ages-old quandary rears its ugly head. The optional CD changer, for instance, is located in an armrest for the rear seats and is difficult to access. That beautiful, low-down aerodynamic roof also causes very poor rearward visibility on the driver’s side. Only the Lamborghini Diablo is worse. And the same roofline compromises any attempt to put anyone other than a toddler in the vestigial rear seat.

Audi also took the aluminum motif a little too far. Two struts (one on each side) join the center transmission tunnel with the dash and I kept banging my right knee into the one on the driver’s side. Admittedly, I like to drive with my seat close to the steering wheel, but I can’t be the first to voice such a complaint as Audi provides little pads to cushion the legs. Nonetheless, it’s another victory for the form side of the argument.

It’s doubtful that worshippers of things functional will complain too loudly, though, for the TT does many things well. And besides, it really is a beauty.Beneath that boy-racer body lies the heart of a gran tourismo — a car designed to go fast, but in a more gentlemanly fashion than those aforementioned hooliganmobiles.

Perhaps one of the reasons for this duality is that beneath the tester’s slate gray exterior beats the heart of one of Volkswagen’s premier sporty cars — the Golf. The platform is similar and while the suspension has been rejigged in the rear for the addition of all-wheel-drive, it’s eerily familiar. Ditto for the engine, which is yet another variant on the 1.8T theme. For those not familiar with VW products, this is the 1.8 litre inline four with 20 valves and an intercooled turbo that powers everything in VW’s lineup from the Golf to the Passat. It does similar duty in Audi’s own A4. In TT guise, however, it’s far more potent. Those more pedestrian four-door sedans get a 150 horsepower version that trades maximum power for a broad spread of power. No such sacrifices here. Thanks to a clever boost management, the top-of-the- line TT’s version of the little four banger maxes out at 225 horsepower, exactly the same number as BMW’s newest variant of its coupe, the six-cylinder 330Ci.

Despite its extreme state of tune, the max-power version of the is quite civilized. The 1.8 turbo starts immediately, idles quietly and initially gives little indication of its abilities other than a slight reduction in power below 3,000 rpm compared with the more the garden variety version.

Past 3,000 rpm, however, it seems to grow an extra pair of cylinders and while outright acceleration is somewhat blunted by the extra weight and drag of the quattro system, the full-bore TT is quite rapid indeed. Audi claims a zero to 60 mph (96 km/h) of 6.3 seconds and 14.2 seconds for the standing start quarter mile. These aren’t supercar numbers, but compared with the 330 BMW and Mercedes CLK320, they’re quite admirable.

The slick-shifting six-speed transmission helps things quite a bit, with allo its gears being closely spaced for maximum acceleration rather than having the top ratio as an overdrive gear. Nonetheless, the TT requires only 7.7 litres for every 100 kilometres of highway travel says Transport Canada.

The same balance applies to the TT’s handling. There’s plenty of grip from the 225/45R17 performance radials and the steering is a delight. But the TT rolls a little more than a S2000 or Boxster when the going gets hot and heavy. That’s not necessarily a bad thing, as the TT has a decent highway ride. And neither of those other sporty numbers offers the security of the TT’s quattro all- wheel-drive system when the road turns slimy.

PROS
Powertrain performance
Steering and handling
Styling

CONS
Backseat room
Entry and exit
Cargo space

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: * * * * *

REVIEWS AND ROAD TESTS

A bit of spice

When it was launched, the A8 had the mission of moving Audi out of the shadow cast by BMW and Mercedes and conquering a clientele known for snubbing the make in favour of the S- Class (Mercedes) and 7-Series (BMW) models, seen as more prestigious.

The A8 has a long series of attributes to convince onlookers: an aluminum chassis and body, all-wheel drive and six air bags — features that will inspire humility in competitors that choose to boast about their state-of-the-art technology. All of this was true until Mercedes launched its new S-Class, which is more modern and, most importantly, more technologically advanced than an A8. However, Audi has not yet given up and has replied with an S8 (360 horses) and a W12 motor that will eventually cross the Atlantic.Still, the A8’s passenger compartment has you starry eyed as soon as you steal a glimpse: an elegant instrument panel, careful finishing, super-comfortable seats (the rear bench seat also has an adjustable back). But it has its weak points. The close to 40 minuscule buttons and controls for the radio and air conditioning system are annoying if you happen to have big fingers; a forest of levers seems to grow out of the steering column just adding to the confusion and the series of controls lined up like tin soldiers along the centre of the dashboard almost calls for clairvoyance. Six air bags are a good idea, but none can be deactivated (manually or automatically) to accommodate travelling with small children. Headrests make life easier for rear seat passengers, but they hinder visibility and make it harder for drivers to maneuver in reverse. To correct this particular oversight, this year Audi proposes a sonar system designed to give drivers an accurate feel for the A8’s dimensions.To summarize: the A8 is unshakable and regal in bearing. Its V8 is quiet and the automatic transmission is smooth, though at times it seems to get a bit confused when shifting — and that ’ s unacceptable, especially since the German builder boasts that this car has 200 programs crammed into its mechanical brain. It may not offer panache, but the A8 offers a smooth and consistently good ride. Just don’t leave your natural suspicion at the showroom door: the A8 has its limitations. The suspension is firm on rough roads, but with no negative effect on comfort. The steering system is light (nothing more) and helps drivers forget this car’s size and weight. The A8 is so good at handling curves, you’ll think you’re riding on rails.

Exclusive, comfortable and refined are three adjectives that accurately describe the A8. Such qualities do come at a price, however, and in the event of an accident, repairs (given the aluminum chassis and body) may take as much money as they do time, since very few repair shops specialize in this kind of vehicle.

PROS
Better pricing
Active safety features
Extremely detailed equipment

CONS
Hard-to-identify controls
Confusing transmission

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *
Passenger: no data

REVIEWS AND ROAD TESTS

On the road again

Audi’s come a long way since November 1986. That’s when "60 Minutes" and Mike Wallace savaged the German company’s reputation with accusations of "unintended acceleration." Never mind that the charges proved groundless. Or that Audis, with the company’s trademark quattro all-wheel- drive systems, were amongst the safest cars then on the road. Wallace’s unmitigated zeal guaranteed that Audi’s fortunes plummeted like the Dow Jones industrial average after yet another of Mr. Greenspan’s infamous "soft-landing" interventions.It wasn’t until the introduction of the A4 almost a decade later that Audi began to recover. The good news, however, is that Audi, aware that it had made a very important breakthrough, has been on a roll ever since. Much of the company’s newfound respect is a result of its styling abilities. Certainly, the A4 is the cutest car in its class, and the more recently introduced A6 is one of the handsomest profiles on four wheels.

There’s only one fly in the ointment regarding the 4.2 and it has nothing to do with performance, but everything to do with value. You see, the 2.7T version of the A6, while producing ‘only’ 250 hp is actually 0.1 seconds faster to 100 km/h, thanks mainly to its superior low rpm torque. It’s a marginal difference to be sure, but when you consider that the A6 - 2.7T is less expensive than the 4.2’s, you’re paying a whole heck of a lot for not a big performance gain.

On the plus side, Audi gives the 4.2 a few items either not available or optional on the lesser A6s. These include the larger rims and tires, a 200-watt Bose audio system, steering-wheel mounted audio controls, leather door panel trim, an electrically telescoping steering wheel and a nifty tool kit in the luggage compartment.

Part of the A6’s appeal is the sumptuousness of its interior in what Audi calls "atmospheres", as in ambiances. That means the tester came with soft cream- colored leather upholstery. I won’t quibble with Audi’s taste but I can’t imagine anyone but the most seriously anal retentive being able to keep all that white leather clean for the lifetime of the car. Like some other Audi’s, my biggest beef with the A6’s interior are the complicated audio controls. There aren’t as many unidentifiable buttons as there are in the A4, but not all of the A6 radio controls are intuitive. Last on the list of nits are the noisy windshield wiper blades which didn’t wipe.The big four-cam, all-aluminum V8 sports no less than 40 valves (all Audis now have five valves per cylinder) and produces a prodigious 300 horsepower at 6200 rpm, and 295 lb-ft of torque between 3000 and 4000 rpm.

Audi had to make some fairly major alterations to fit the V8 from whence the V6 came, namely stretching the A6’s nose by nearly two inches and fitting new front fenders. All four wheel arches were also widened to accommodate the A6’s larger rubber - 235/50R-16s are standard, but the tester was fitted with the optional 245/40R-17s. Combined with the lowered suspension, the changes make an already beautiful automobile absolutely stunning. Passerbys of all ages who wouldn’t give a standard A6 a second glance literally gawked as the aggressive looking all-black A6 trundled by.

And, of course, it has the performance to back up all these image enhancers. Three hundred is a lot of ponies and the V8 transforms what was a pretty–but sluggish– family sedan into a rip roarin’ super sled (that just happens to be as comfortable as ever). The engine is also super-smooth as one would expect from a high-tech V8 from Germany. The five-speed automatic transmission has Audi’s Tiptronic manual shift feature and it’s not uncommon to look at the tachometer and find the engine spinning a silky 4,000 rpm because you’ve forgotten to shift to a higher gear. As with most Audi products, this A6’s handling is excellent. Not quite as firmly suspended as the sportier S4, the steering is nonetheless linear and precise. It may not quite invite the abandon that BMW’s 540 does, but it’s head and shoulders above the rest of the mid-sized luxury class. And, of course, there’s Audi’s quattro all-wheel-drive system locking front and rear differentials, and the Torsen (torque-sensing) center differential that directs torque to the axle with the most traction.

It’s an impressive package, especially when it’s backed up by the latest iteration of Bosch’s anti-lock control as well as front and side airbags, plus Audi’s Sideguard air-curtain. It all adds up to one very impressive automobile, able to do battle with heavy-hitters from BMW (540) and Mercedes (E430). Those loaded with excess dollars will find 4.2 finally able to deliver the performance and comfort that the A6’s avante garde shape has promised. I must admit, however, that the 2.7T

version holds more appeal for me, offering just as much thrust for significantly less dosh.

PROS
Superb 2.7 engine
Benefits of AWD (Quattro)
Virtually perfect interior

CONS
Overly smooth suspension
Steering a tad too flimsy

REVIEWS AND ROAD TESTS

A lesson in letters

The S label from Audi is like the M series from BMW, acting like an avant-garde designer that offers something different from mainstream fare. For the Europeans, the 19th letter of the alphabet, discreetly placed in the Audi ’ s grille, suggests a prostigious link that goes back to the S1, the extraordinary Group B Quattro Sport. In North America, this tradition was little known until the company presented its S4, a souped-up sedan based on the 1992-94 Audi 100 (known today as the A6). Then the S4 gave way to the S6 before definitively leaving our shores. Enough background information! Since 2000, Audi has brought back an S4 that is based this time on the A4. It ’ s almost enough to make you want to relearn your alphabet!From the start, it is important to note that the S4 is first and foremost a limited edition. In fact, only a few hundred of these sporty cars will be brought to this country. They can be identified by the S4 emplem placed on the left side of the grille, the modified lower body that promotes maximum oxygenation for the motor, and the 17-inch rims that completely cover their wheelwells whose lips are wider than usual.

The interior design sticks closely to the A4 models, although the S4 has exclusive sport seats, a full instrument panel (only an boost monitor is missing) on a white background and numerous accessories to justify both price and prestige. Besides its sporty touches, which are subtle but still apparent, the S4 combines the best and worst of the A4, which means it has been manufactured to irreproachable standards, with ergonomics that are constantly being revised (the radio controls are now more tactile) except for limited headroom (especially when there is a sun roof), rear seats that are not very roomy, and a trunk with similar space limitations.In a category where performance is everything, Audi was compelled to offer an S4 with exceptional mechanical features. Without completely starting over, the Ingolstath engineers have taken their solid V6 (2.8 liter) engine, reduced the bore by 1.5 mm as well as the compression ratio (from 10.3:1 to 9.3:1) and added a pair of turbocompressors and intercoolers. There you have it! This means 250 horsepower at 5,800 rpm and 258 lb-ft. at only 1,850 rpm. This would seem to indicate that the motor is rather powerful.

Audi proudly claims that its superpowered S4 takes less than 6 seconds to reach 100 km/h and less than 15 seconds to reach 250. Even though these statistics are impressive, they say nothing about the how smoothly the motor runs and the generous way the car handles, which separate the S4 from the rest of the pack. The field of use is certainly broad enough but you ’ ll remember the thrust of the S4 ’ s motor when it reaches 1,850 rpm. Just one disappointment : the wimpy sound of the V6 engine. On the plus side, we would note that the motor is well backed by a 6-speed manual transmission whose only defect is an imprecise shift handle. Audi also offers a no-cost semi-automatic transmission with dual command controls on either side of the wheel.

Beyond the healthy thrustof its motor, the S4 offers incredible handling on the road. The steering seems to lack the surgical precision of, for example, the old BMW M3, and the slight feeling of imprecision when the wheel is pointing straight ahead is somewhat annoying –and somewhat disconcerting– considering the clear advantages usually associated with full traction. But generally speaking, the S4 leave quite an impression because it handles better in daily use than its closest rivals. The stiffness of the chassis keeps it from any unwanted movement (sliding on turns, jumping during acceleration or braking) and although the suspension is firmer than on the A4, it handles well on road imperfections. The brakes are strong and easy to modulate. Overall, the S4 has lots of character. Fast, comfortable and nicely finished, it comes with quite a pedigree. Clients of the 13th letter know what it ’ s like to occasionally find themselves blinded by headlights from a car bearing the 19th letter coming from behind them!
PROS
Solid performance
Quality manufacturing
Sporty 4-season vehicle

CONS
Skimpy interior
Driving feeling could be improved

REVIEWS AND ROAD TESTS

The SUV of the informed

Although its strength unquestionably lies in its functionality, the Allroad has its own special charm that distinguishes it from the Avant. Its front and back bumpers and roof have a slightly different tint than the rest of the body, while its front end, flared wheel wells and skid plates give it a rugged look, even though it ’ s admirably low-key compared to other SUVs.The inside is more or less that of the Avant, with the exception of certain accents that include a imitation-suede trim ceiling, which is without a doubt its only "gawdy" feature. Five adult passengers can fit comfortably.

An extra seat is available as an option and can be installed in the rear to accommodate two extra passengers. The firm seats and resistant seat belts will keep everyone securely in place during both tight curves and off-road driving.It was like driving on a small Canadian logging road, but with two minor exceptions: the ditch on the passenger side (where I was seated) dropped off 1,000 metres… and we were going 150 km/h! The experience could have been terrifying were it not for the fact that European rally champion Jochi Kleint was behind the wheel, driving his new Audi Allroad Quattro.

My copilot and I had taken turns driving this treacherous alpine track four previous times. Even if we were driving at less dizzing speeds, and with much less dexterity than Kleint ’ s, we didn ’ t push the vehicle beyond what an owner in a healthy state of mind would dare to do with his own vehicle, especially if it had cost him $60,000!

If Audi inflicted such extreme conditions upon us, it was to convince us of one thing: the Allroad Quattro is not an oversized family vehicle trying to pass for a SUV. Rather, it ’ s a genuine all-terrain vehicle with off-road abilities that can fulfill the needs of any sport utility buyer, except perhaps the rare fans of rock outcrops and mud-packed tracks.

Even more important, the Allroad Quattro ’ s off-road prowess doesn ’ t compromise its civility on ordinary roads. This is the goal. A market survey undertaken by Audi shows that SUV purchasers are tired of having dealers push conventional sport utilities on them in particular, vehicles with the control and handling of a truck, high fuel consumption and lack of refinement. Instead, they appreciate and want versatility, ample cargo space and both any-time as well as all-terrain qualities. What they really want, according to Audi, is to see all these assets combined with the best attributes of a top-of-the-line touring sedan, which is precisely what the Allroad offers.

The Allroad is a descendant of the elegant A6 Avant family, already an impressive car in itself. So that it can face the rigours of constant off- road use, Audi reinforced the chassis and body ’ s structure, taking care to use a thicker body in strategic places and large protection plates under the most delicate parts.

The main difference between the Allroad and Avant is its new height- variable four-level air suspension, whose entirely automatic function adjusts ground clearance according to speed. Having said that, it is also possible to adjust this device manually, as I did myself on the sinuous and broken mountain roads that overlap the Austrian-German border. When the suspension is in its lowest position, offering a ground clearance of only 132 mm, the Allroad hugs tight curves with ease and its profile and front appearance are almost identical to those of the Avant. For off-road purposes, ground clearance can be increased to 208 mm, higher than that of other well-equipped all-terrain vehicles. But this variable adjustment is only one of the reasons why this device is so ingenious. It also has an automatic ride height control, and offers a comfort and control totally foreign to other SUVs found on the market, either on or off-road. The Allroad also benefits from the Audi ’ s Quattro AWD system, which is not only well-tested but undoubtedly the best in the industry, except perhaps that of the Carrera 4 (Porsche). Backed by an electronic differential lock (EDL) and an electric stability program (ESP), it offers as much any-time and all-terrain versatility as one can expect from a vehicle. In short, if you crash or get stuck while aboard the Allroad, it can be only be your fault, not the vehicle ’ s.

In order to make it even more attractive, Audi equipped the Allroad with a 5-valve 2.7-litre V6 biturbo engine which powers the S4 and A6 2.7T "hot rods." They can be paired with a six-speed manual transmission or a five- speed Triptronic automatic. With 250 hp at 5,800 rpm, 260 pound-feet of torque between 1,800 and 4,500 rpm, and a final-drive ratio lower than that of European rivals, the Allroad that will be available in Canada should be capable of surpassing BMW ’ s X5 V8 in acceleration.

The Audi Allroad Quattro offers such an intelligent response to the real needs of SUV purchasers it ’ s a wonder why no one thought of it before.

PROS
Versatility
Solid handling
Detailed finish

CONS Pricing

REVIEWS AND ROAD TESTS

A bit of spice

When it was launched, the A8 had the mission of moving Audi out of the shadow cast by BMW and Mercedes and conquering a clientele known for snubbing the make in favour of the S- Class (Mercedes) and 7-Series (BMW) models, seen as more prestigious.

The A8 has a long series of attributes to convince onlookers: an aluminum chassis and body, all-wheel drive and six air bags — features that will inspire humility in competitors that choose to boast about their state-of-the-art technology. All of this was true until Mercedes launched its new S-Class, which is more modern and, most importantly, more technologically advanced than an A8. However, Audi has not yet given up and has replied with an S8 (360 horses) and a W12 motor that will eventually cross the Atlantic.Still, the A8’s passenger compartment has you starry eyed as soon as you steal a glimpse: an elegant instrument panel, careful finishing, super-comfortable seats (the rear bench seat also has an adjustable back). But it has its weak points. The close to 40 minuscule buttons and controls for the radio and air conditioning system are annoying if you happen to have big fingers; a forest of levers seems to grow out of the steering column just adding to the confusion and the series of controls lined up like tin soldiers along the centre of the dashboard almost calls for clairvoyance. Six air bags are a good idea, but none can be deactivated (manually or automatically) to accommodate travelling with small children. Headrests make life easier for rear seat passengers, but they hinder visibility and make it harder for drivers to maneuver in reverse. To correct this particular oversight, this year Audi proposes a sonar system designed to give drivers an accurate feel for the A8’s dimensions.To summarize: the A8 is unshakable and regal in bearing. Its V8 is quiet and the automatic transmission is smooth, though at times it seems to get a bit confused when shifting — and that ’ s unacceptable, especially since the German builder boasts that this car has 200 programs crammed into its mechanical brain. It may not offer panache, but the A8 offers a smooth and consistently good ride. Just don’t leave your natural suspicion at the showroom door: the A8 has its limitations. The suspension is firm on rough roads, but with no negative effect on comfort. The steering system is light (nothing more) and helps drivers forget this car’s size and weight. The A8 is so good at handling curves, you’ll think you’re riding on rails. Exclusive, comfortable and refined are three adjectives that accurately describe the A8. Such qualities do come at a price, however, and in the event of an accident, repairs (given the aluminum chassis and body) may take as much money as they do time, since very few repair shops specialize in this kind of vehicle.

PROS
Better pricing
Active safety features
Extremely detailed equipment

CONS
Hard-to-identify controls
Confusing transmission

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *
Passenger: no data

REVIEWS AND ROAD TESTS

On the road again

Audi’s come a long way since November 1986. That’s when "60 Minutes" and Mike Wallace savaged the German company’s reputation with accusations of "unintended acceleration." Never mind that the charges proved groundless. Or that Audis, with the company’s trademark quattro all-wheel- drive systems, were amongst the safest cars then on the road. Wallace’s unmitigated zeal guaranteed that Audi’s fortunes plummeted like the Dow Jones industrial average after yet another of Mr. Greenspan’s infamous "soft-landing" interventions.It wasn’t until the introduction of the A4 almost a decade later that Audi began to recover. The good news, however, is that Audi, aware that it had made a very important breakthrough, has been on a roll ever since. Much of the company’s newfound respect is a result of its styling abilities. Certainly, the A4 is the cutest car in its class, and the more recently introduced A6 is one of the handsomest profiles on four wheels.

There’s only one fly in the ointment regarding the 4.2 and it has nothing to do with performance, but everything to do with value. You see, the 2.7T version of the A6, while producing ‘only’ 250 hp is actually 0.1 seconds faster to 100 km/h, thanks mainly to its superior low rpm torque. It’s a marginal difference to be sure, but when you consider that the A6 - 2.7T is less expensive than the 4.2’s, you’re paying a whole heck of a lot for not a big performance gain.

On the plus side, Audi gives the 4.2 a few items either not available or optional on the lesser A6s. These include the larger rims and tires, a 200-watt Bose audio system, steering-wheel mounted audio controls, leather door panel trim, an electrically telescoping steering wheel and a nifty tool kit in the luggage compartment.

Part of the A6’s appeal is the sumptuousness of its interior in what Audi calls "atmospheres", as in ambiances. That means the tester came with soft cream- colored leather upholstery. I won’t quibble with Audi’s taste but I can’t imagine anyone but the most seriously anal retentive being able to keep all that white leather clean for the lifetime of the car. Like some other Audi’s, my biggest beef with the A6’s interior are the complicated audio controls. There aren’t as many unidentifiable buttons as there are in the A4, but not all of the A6 radio controls are intuitive. Last on the list of nits are the noisy windshield wiper blades which didn’t wipe.The big four-cam, all-aluminum V8 sports no less than 40 valves (all Audis now have five valves per cylinder) and produces a prodigious 300 horsepower at 6200 rpm, and 295 lb-ft of torque between 3000 and 4000 rpm.

Audi had to make some fairly major alterations to fit the V8 from whence the V6 came, namely stretching the A6’s nose by nearly two inches and fitting new front fenders. All four wheel arches were also widened to accommodate the A6’s larger rubber - 235/50R-16s are standard, but the tester was fitted with the optional 245/40R-17s. Combined with the lowered suspension, the changes make an already beautiful automobile absolutely stunning. Passerbys of all ages who wouldn’t give a standard A6 a second glance literally gawked as the aggressive looking all-black A6 trundled by.

And, of course, it has the performance to back up all these image enhancers. Three hundred is a lot of ponies and the V8 transforms what was a pretty–but sluggish– family sedan into a rip roarin’ super sled (that just happens to be as comfortable as ever). The engine is also super-smooth as one would expect from a high-tech V8 from Germany. The five-speed automatic transmission has Audi’s Tiptronic manual shift feature and it’s not uncommon to look at the tachometer and find the engine spinning a silky 4,000 rpm because you’ve forgotten to shift to a higher gear. As with most Audi products, this A6’s handling is excellent. Not quite as firmly suspended as the sportier S4, the steering is nonetheless linear and precise. It may not quite invite the abandon that BMW’s 540 does, but it’s head and shoulders above the rest of the mid-sized luxury class. And, of course, there’s Audi’s quattro all-wheel-drive system locking front and rear differentials, and the Torsen (torque-sensing) center differential that directs torque to the axle with the most traction.

It’s an impressive package, especially when it’s backed up by the latest iteration of Bosch’s anti-lock control as well as front and side airbags, plus Audi’s Sideguard air-curtain. It all adds up to one very impressive automobile, able to do battle with heavy-hitters from BMW (540) and Mercedes (E430). Those loaded with excess dollars will find 4.2 finally able to deliver the performance and comfort that the A6’s avante garde shape has promised. I must admit, however, that the 2.7T

version holds more appeal for me, offering just as much thrust for significantly less dosh.

PROS
Superb 2.7 engine
Benefits of AWD (Quattro)
Virtually perfect interior

CONS
Overly smooth suspension
Steering a tad too flimsy

REVIEWS AND ROAD TESTS

On the road again

Audi’s come a long way since November 1986. That’s when "60 Minutes" and Mike Wallace savaged the German company’s reputation with accusations of "unintended acceleration." Never mind that the charges proved groundless. Or that Audis, with the company’s trademark quattro all-wheel- drive systems, were amongst the safest cars then on the road. Wallace’s unmitigated zeal guaranteed that Audi’s fortunes plummeted like the Dow Jones industrial average after yet another of Mr. Greenspan’s infamous "soft-landing" interventions.It wasn’t until the introduction of the A4 almost a decade later that Audi began to recover. The good news, however, is that Audi, aware that it had made a very important breakthrough, has been on a roll ever since. Much of the company’s newfound respect is a result of its styling abilities. Certainly, the A4 is the cutest car in its class, and the more recently introduced A6 is one of the handsomest profiles on four wheels.

There’s only one fly in the ointment regarding the 4.2 and it has nothing to do with performance, but everything to do with value. You see, the 2.7T version of the A6, while producing ‘only’ 250 hp is actually 0.1 seconds faster to 100 km/h, thanks mainly to its superior low rpm torque. It’s a marginal difference to be sure, but when you consider that the A6 - 2.7T is less expensive than the 4.2’s, you’re paying a whole heck of a lot for not a big performance gain.

On the plus side, Audi gives the 4.2 a few items either not available or optional on the lesser A6s. These include the larger rims and tires, a 200-watt Bose audio system, steering-wheel mounted audio controls, leather door panel trim, an electrically telescoping steering wheel and a nifty tool kit in the luggage compartment.

Part of the A6’s appeal is the sumptuousness of its interior in what Audi calls "atmospheres", as in ambiances. That means the tester came with soft cream- colored leather upholstery. I won’t quibble with Audi’s taste but I can’t imagine anyone but the most seriously anal retentive being able to keep all that white leather clean for the lifetime of the car. Like some other Audi’s, my biggest beef with the A6’s interior are the complicated audio controls. There aren’t as many unidentifiable buttons as there are in the A4, but not all of the A6 radio controls are intuitive. Last on the list of nits are the noisy windshield wiper blades which didn’t wipe.The big four-cam, all-aluminum V8 sports no less than 40 valves (all Audis now have five valves per cylinder) and produces a prodigious 300 horsepower at 6200 rpm, and 295 lb-ft of torque between 3000 and 4000 rpm.

Audi had to make some fairly major alterations to fit the V8 from whence the V6 came, namely stretching the A6’s nose by nearly two inches and fitting new front fenders. All four wheel arches were also widened to accommodate the A6’s larger rubber - 235/50R-16s are standard, but the tester was fitted with the optional 245/40R-17s. Combined with the lowered suspension, the changes make an already beautiful automobile absolutely stunning. Passerbys of all ages who wouldn’t give a standard A6 a second glance literally gawked as the aggressive looking all-black A6 trundled by.

And, of course, it has the performance to back up all these image enhancers. Three hundred is a lot of ponies and the V8 transforms what was a pretty–but sluggish– family sedan into a rip roarin’ super sled (that just happens to be as comfortable as ever). The engine is also super-smooth as one would expect from a high-tech V8 from Germany. The five-speed automatic transmission has Audi’s Tiptronic manual shift feature and it’s not uncommon to look at the tachometer and find the engine spinning a silky 4,000 rpm because you’ve forgotten to shift to a higher gear. As with most Audi products, this A6’s handling is excellent. Not quite as firmly suspended as the sportier S4, the steering is nonetheless linear and precise. It may not quite invite the abandon that BMW’s 540 does, but it’s head and shoulders above the rest of the mid-sized luxury class. And, of course, there’s Audi’s quattro all-wheel-drive system locking front and rear differentials, and the Torsen (torque-sensing) center differential that directs torque to the axle with the most traction.

It’s an impressive package, especially when it’s backed up by the latest iteration of Bosch’s anti-lock control as well as front and side airbags, plus Audi’s Sideguard air-curtain. It all adds up to one very impressive automobile, able to do battle with heavy-hitters from BMW (540) and Mercedes (E430). Those loaded with excess dollars will find 4.2 finally able to deliver the performance and comfort that the A6’s avante garde shape has promised. I must admit, however, that the 2.7T

version holds more appeal for me, offering just as much thrust for significantly less dosh.

PROS
Superb 2.7 engine
Benefits of AWD (Quattro)
Virtually perfect interior

CONS
Overly smooth suspension
Steering a tad too flimsy

REVIEWS AND ROAD TESTS

A lesson in letters

The S label from Audi is like the M series from BMW, acting like an avant-garde designer that offers something different from mainstream fare. For the Europeans, the 19th letter of the alphabet, discreetly placed in the Audi ’ s grille, suggests a prostigious link that goes back to the S1, the extraordinary Group B Quattro Sport. In North America, this tradition was little known until the company presented its S4, a souped-up sedan based on the 1992-94 Audi 100 (known today as the A6). Then the S4 gave way to the S6 before definitively leaving our shores. Enough background information! Since 2000, Audi has brought back an S4 that is based this time on the A4. It ’ s almost enough to make you want to relearn your alphabet!From the start, it is important to note that the S4 is first and foremost a limited edition. In fact, only a few hundred of these sporty cars will be brought to this country. They can be identified by the S4 emplem placed on the left side of the grille, the modified lower body that promotes maximum oxygenation for the motor, and the 17-inch rims that completely cover their wheelwells whose lips are wider than usual.

The interior design sticks closely to the A4 models, although the S4 has exclusive sport seats, a full instrument panel (only an boost monitor is missing) on a white background and numerous accessories to justify both price and prestige. Besides its sporty touches, which are subtle but still apparent, the S4 combines the best and worst of the A4, which means it has been manufactured to irreproachable standards, with ergonomics that are constantly being revised (the radio controls are now more tactile) except for limited headroom (especially when there is a sun roof), rear seats that are not very roomy, and a trunk with similar space limitations.In a category where performance is everything, Audi was compelled to offer an S4 with exceptional mechanical features. Without completely starting over, the Ingolstath engineers have taken their solid V6 (2.8 liter) engine, reduced the bore by 1.5 mm as well as the compression ratio (from 10.3:1 to 9.3:1) and added a pair of turbocompressors and intercoolers. There you have it! This means 250 horsepower at 5,800 rpm and 258 lb-ft. at only 1,850 rpm. This would seem to indicate that the motor is rather powerful.

Audi proudly claims that its superpowered S4 takes less than 6 seconds to reach 100 km/h and less than 15 seconds to reach 250. Even though these statistics are impressive, they say nothing about the how smoothly the motor runs and the generous way the car handles, which separate the S4 from the rest of the pack. The field of use is certainly broad enough but you ’ ll remember the thrust of the S4 ’ s motor when it reaches 1,850 rpm. Just one disappointment : the wimpy sound of the V6 engine. On the plus side, we would note that the motor is well backed by a 6-speed manual transmission whose only defect is an imprecise shift handle. Audi also offers a no-cost semi-automatic transmission with dual command controls on either side of the wheel.

Beyond the healthy thrustof its motor, the S4 offers incredible handling on the road. The steering seems to lack the surgical precision of, for example, the old BMW M3, and the slight feeling of imprecision when the wheel is pointing straight ahead is somewhat annoying –and somewhat disconcerting– considering the clear advantages usually associated with full traction. But generally speaking, the S4 leave quite an impression because it handles better in daily use than its closest rivals. The stiffness of the chassis keeps it from any unwanted movement (sliding on turns, jumping during acceleration or braking) and although the suspension is firmer than on the A4, it handles well on road imperfections. The brakes are strong and easy to modulate. Overall, the S4 has lots of character. Fast, comfortable and nicely finished, it comes with quite a pedigree. Clients of the 13th letter know what it ’ s like to occasionally find themselves blinded by headlights from a car bearing the 19th letter coming from behind them!

PROS
Solid performance
Quality manufacturing
Sporty 4-season vehicle

CONS
Skimpy interior
Driving feeling could be improved