AS EARLY AS THREE YEARS INTO ITS LIFE, Audi was pressured to come out with a new A4.  When Audi engineers were already beginning to reach the same levels of driver satisfaction and build quality as the E46 3 Series, the new E90 3 Series was already on its way.  Knowing all too well that the goal post was once again moving towards BMW's direction, the folks at Ingolstadt had to work fast.  This was in 2002.

Last year, Audi introduced the fruits of their labor with the new A4.  Although it was still based on the previous generation model, there were a lot of changes done not just to freshen up the looks, but improve performance, comfort and practicality as well.  The most obvious change is the exterior with it gaping front grille that has been the focus of Audi's controversial styling.  Although it works well to distinguish the A4 from its lesser Volkswagen cousins (i.e. Passat), it does ensure that you'll confuse this car from the rest of the Audi line-up.  Being the entry-level saloon in their line-up, the A4 is predictably the sportiest to look at.  Though the styling is a bit on the bland side, it looks well-balanced and proportioned--again if you discount the I'm-going-to-eat-you grille.  The headlamp features an interesting kink adding some character lines up front.  The same design theme is echoed with the rear tail lamps.  From the side, there's no hard crease, thereby giving the illusion of size and girth.  This is magnified by the A4's rather small-ish looking 205/55 R 16 tires.

Although the A4 is available with a barrage of engine choices, the volume seller would be the 2.0 Multitronic.  As the name suggests, it's a 2.0-liter double overhead cam inline-4 that features Audi's trademark five-valve per cylinder technology.  Although on paper, it should produce modest performance (150 bhp @ 5700 rpm, 195 Nm @ 3300 rpm), in reality it's rather lacking.  Compared to the 320i or even the new Mercedes-Benz C180 Kompressor, the A4 lacks initial thrust from standstill.  This is probably because of the continuously variable transmission (CVT) that Audi dubs as Multitronic.  Although this kind of transmission does improve the A4's everyday driving comfort, it saps even more power from the already overworked motor (it pushes a not-so svelte 1,390 kilograms of curb weight).  Also, this state-of-the-art engine suffers a most un-luxurious case of engine vibration.

All weaknesses fade, albeit slowly, at speed.  Passing and climbing power with the A4 is good as long as you work the CVT transmission correctly.  Like the Honda Jazz/City, the A4 has 7 virtual gears that help bring back the sensation of a regular automatic.  Of course, Audi engineers have upped the ante by providing paddle shifters (right as up, left as down) as standard.  Sadly though, the virtual gear shift display is somewhat lost in the middle of the instrument panel.

The rest of the car suffers from the same mixed bag performance.  The steering and brakes are responsive, but the A4 can suffer from under steer and body roll more commonly associated with a Japanese saloon.  The steering feel is on the light side and the brake pedal a bit spongy, but it's not enough to ensue lack of confidence.  The standard Dunlop V-rated tires provide good levels of mechanical grip while keeping the ride comfortable and stable.

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