2006 Audi A4 2.0T Road Test

Combining Many Attributes in a Captivating Package

The A4 was originally introduced to us in 1996, and since then has become Audi's best selling North American vehicle. And

The A4 has come a long way from when it was originally introduced to us in 1996. (Photo: Rob Rothwell, Canadian Auto Press)

given what have long been segment-leading good looks, and its "I'm closing in on big time" junior-broker status, it's no wonder it's been such a major league hit. During my week's drive in a 2006 version, I uncovered a critical reason why the car has done so well; its engine.

My tester featured the same 2.0-litre (122 cu in) turbocharged, DOHC four-cylinder that I tested weeks prior in Volkswagen's new Passat and Jetta, an engine that enlivens the premium-class A4 the same way it turned up the heat in the entry-level cars. In both applications the boosted powerplant spins out 200-horsepower at 5,100 rpm and 207 foot-pounds of torque at a meager

The heart of the A4 2.0T is its jewel of an engine, sporting 200-hp of FSI technology. (Photo: Rob Rothwell, Canadian Auto Press)

1,800 rpm. This is a new engine for VW/Audi, which features their FSI Direct Fuel Injection technology and variable valve timing. It's an angry little beast with a big temper. The slightest amount of throttle input nets impressive get-up-and-go from 1,800 rpm onward. Power delivery is very linear, mind you, with no flat spots; something that often plagues small engines. A redline run produces excellent pulling power without generating frenzied hysteria.

A sensation I found displeasing in the A4's application of the 2.0T was noticeable vibration during idle. Curiously, this mighty mill generates considerably more vibration at idle when beneath the Audi's hood than beneath the less expensive hood of the VW Jetta. In fact I recall thinking, while behind the

The diesel-like noise, vibration and harshness levels generated in the A4 2.0T struck me as regressive compared to the same engine in the Jetta. (Photo: Rob Rothwell, Canadian Auto Press)

wheel of the Jetta, that its lack of vibration at idle was almost eerie. Conversely the diesel-like noise, vibration and harshness levels generated in the A4 struck me as regressive. Of course, this sensation is completely dismissed once the tachometer is on the rise. If the raspier A4 benefited from an increase in ponies or torque over the VW - brought on by hotter cams perhaps - I could learn to appreciate the coarse idle, but the output specs of the two engines are identical. I will give the Audi it's due, though, in mentioning that it coaxes a sinister, machine gun-like exhaust growl from the 2.0T. Three startled women that needlessly jumped out of my way in an underground parking lot can attest to that. So, for considerably more money over a Jetta 2.0T, the A4 2.0T generates more vibration at idle and more noise under acceleration while kicking-out the same thrust - go figure.

Despite the differences in operational refinement, this is a delightful engine

The 6-speed Tipronic manual-mode automatic in my tester performed admirably in selecting the cog most suited to my driving needs at any given time. (Photo: Rob Rothwell, Canadian Auto Press)

in either application. What I bemoaned as lacking in the Jetta became a highlight in the A4, that being traction. Where the Jetta spun its front wheels like a Tasmanian devil the A4 quattro got down to business (hmmm... maybe the vibration comes from the quattro system?). Audi's famous quattro AWD system kept all four of the A4's optional 17-inch tires connected to the pavement when the throttle was mashed, enabling the 1,660 kg (3,652 lb) 4-door sedan to leap ahead without loss of adhesion. Although the Jetta cried-out for better traction off-the-line, its DSG (Direct Shift Gearbox) 6-speed Tiptronic automatic transmission added a performance dimension that would have morphed the A4 into a serious driving machine had it been so equipped. Unfortunately the race-bred, instant-shift technology of DSG is not yet available in conjunction with quattro AWD. Nevertheless, the 6-speed Tipronic manual-mode automatic in my tester performed admirably in selecting the cog most suited to my driving needs at any given time.