2002 Audi A4

According to Audi, is new multitronic continuously variable transmission allows faster acceleration than the A4's available 6-speed manual and 5-speed Tiptronic automatic.

To make it as transparent as possible to drivers, Audi gave the multitronic a unique shift-programming algorithm designed to produce more of a "traditional" automatic feel rather than the rev-it-to-redline-and-hold approach typically found on most other CVTs. While both four- and six-cylinder A4s we drove did display a pronounced lag off the line, once in motion, the multitronic alternative proved near flawless under all types of driving conditions. However, we felt it was really at its best in Tiptronic mode, where upshifts and downshifts are executed with amazing swiftness and sureness. Should you need even more convincing, Audi's official factory performance numbers indicate that a CVT-equipped A4 is actually 1.3 seconds quicker from 0-100 kph (62 mph) than an identical car with normal Tiptronic—and 0.1 second quicker than a 1.8T with a 5-speed manual box.


Meaningful powertrain upgrades mandated a similar tweaking of the A4's undercarriage. Borrowing a page from the firm's top-line A8, most of the suspension elements have been recast using lightweight aluminum in place of steel. While the front design carries over with Audi's unique double split-wishbones, the rear hardware—for both FWD and AWD models—is an all-new, fully independent design based on the trapezoidal link setup also found on the AWD A8.


The synergistic combination of a more robust unibody and a base tuning that is virtually identical to the previous "sport" package results in even more precise handling characteristics with less roll. For the truly hardcore, the 2002-spec sport suspension takes things up one more notch, with 30 percent stiffer springs and shocks plus bigger anti-roll bars.


On the steering front, Audi engineers revised the A4's power rack-and-pinion hardware to yield a more positive feel. Stopping power also was improved courtesy of larger-diameter front brake rotors and new Brake Assist circuitry to supplement the basic ABS. As a final flourish, ESP stability control, a former option, is now standard issue across the line.


A variety of wheel/tire packages provides the final link to terra firma. While base fitment remains 15-inchers on the 1.8T and 16-inchers on the 3.0, all of the cars we drove carried the ultimate setup: 17x7.5-inch alloys shod with low-profile 235/45YR17 rubber. These super shoes did exact some penalty in ride compliance, but coupled with the upgraded suspension, they also gave the new A4 a decidedly more confident feel in the corners, regardless of drivetrain elements.