Based on Ingolstadt’s old 90-series, it was a curious but supremely elegant mix of relatively old-tech underpinnings, a revolutionary (for the time) powered folding soft-top, and a body stylishly refettled for the convertible role.
Now the Audi Cabriolet has moved into a second generation, recreated on the up-to-date platform of the new A4. And it’s every bit as stylish – and ‘alternative’ – as its predecessor. Although it’s recognisably an Audi A4, very little of the external sheetmetal has been retained. In profile, the ragtop is more wedge-shaped than its saloon sibling, and the upper surface of the rounded rear has a strong resemblance to that of the old cabrio.
Other carryover touches are the polished aluminium windscreen surround and all-round cockpit edging in the same material. The overall effect is sporty, with shades of the Audi TT when the rear wind-deflector is in place. The look is reinforced by a businesslike pair of large-diameter tailpipes and, on the test unit, a set of racy 17-inch alloy wheels shod with 45-series rubber.
As with all saloon-based convertibles, the shell has been extensively reinforced to compensate for the lack of a roof, and Audi says the new model is twice as stiff as the old. The extra rigidity comes from an additional front subframe, cross-bracing, reinforced sills and a double-skinned bulkhead at the rear, which incorporates a pair of pop-up roll-hoops. Underpinnings are as for the A4 saloon, except that the geometry of the mainly aluminium front four-link and rear trapezoidal-link suspension set-ups has been changed to lower the ride height by two centimetres.
The electro-hydraulically-operated top is a well-made multi-layer unit that incorporates a heated glass rear window. It folds under the clamshell cover at the touch of a button, with no need to unclip it from the top of the screen – but the procedure takes a lengthy 30 seconds, which makes it impractical to raise or lower it while, say, waiting at a traffic light.
Although the Cabriolet is also offered overseas with four-cylinder turbo, turbodiesel and 2,4-litre V6 engines, Audi SA’s chosen power-unit is a larger-capacity Ingolstadt V6, displacing 2 976 cm3. Featuring five-valve heads, a two-stage variable intake manifold, twin overhead camshafts per bank and variable cam timing, the motor has impressive peak outputs of 162 kW at 6 300 r/min and 300 N.m at 3 200.
On the test car, power was transferred to the front wheels by Audi’s revolutionary Multitronic CVT with link-plate steel chain, two axially adjustable pulley halves, and an electronically controlled multiplate clutch to handle pull-offs. Apart from less ‘creep’, to the uninitiated the system feels for all the world like an automatic transmission, but offers the advantages of stepless changes in Drive. For those who can’t leave the ‘box to do its own thing, there’s also a Tiptronic (manual) mode, incorporating six ‘ratios’ that can be selected with the lever or buttons on the steering wheel.
Inside, the Audi A4 Cabrio has the same understated elegance as its predecessor. Though some of our test crew would have preferred lighter-coloured leather to the black hide of the test unit, all commented on the excellent fit and finish. The facia features TT-like circular vents with alloy surrounds that complement those of the bright-rimmed instruments in the binnacle ahead of the driver.
Among the standard equipment are automatic air-conditioning (with separate temperature selectors for driver and front passenger), electrically adjustable front seats, electrically operated front and rear side windows, remote central locking and Isofix child-seat mounts. The test vehicle’s sound system was integrated with Audi’s optional satellite navigation set-up.
Front and side airbags are standard, and the reinforced screen and pop-up anti-roll hoops are claimed to provide saloon-like protection in a rollover. Active safety systems standard on all A4 models include ESP with ABS and Brake Assist, as well as ASR (anti-slip regulation) and an electronic diff lock.
With the wheelbase extended by a full 10 cm compared with the previous model, the Cabriolet becomes a full-sized four-seater, with plenty of leg, head and shoulder room for back-seat passengers. Luggage capacity is also improved,
our standard ISO-block measurement providing a result of 256 dm3 (with the top up), compared with the 192 dm3 of the old model. With the top down, usable luggage volume shrinks to 176 dm3, but a ski-flap allows longer objects to be loaded, protruding into the passenger compartment.
With the hood erect, the car is pretty much like a coupŽ inside, with the frame almost completely invisible. Its smooth contours contribute to the car’s competitive top-up Cd of 0,3, though some wind-noise penetrates the fabric. The top-down figure is an impressive 0,33, and it’s in this guise that the Audi A4 Cabriolet really excels, providing buffet-free open-air motoring on balmy summer days. The wind deflector works well, though it covers up the back seats, making the car effectively a two-seater.
Testimony to the good aerodynamics is the car’s top-speed performance. With the hood erect on our test strip, the Cabrio managed a top speed of 232 km/h, a couple of kays more than that achieved by the similarly-powered A6 saloon tested in February 2002. But acceleration was blunted by the car’s extra weight: at 1 768 kg, the A4 Cabrio weighed in a full 154 kg more than the A6, equivalent to carrying two extra passengers. It managed the zero to 100 km/h sprint in 9,02 seconds compared with the 7,6 recorded by the A6, and completed the kilometre in 30,13 seconds.
Braking performance was good, the test car completing our 10-stop 100-to-zero programme in an average of just under three seconds. And our fuel consumption index worked out at 11,26 litres/100 km, equating to a range of well over 600 km on the large 70-litre tank, even with enthusiastic driving. Leaving the highway behind, the Cabrio copes well with rougher surfaces, with very little scuttle-shake, though a succession of bumps provokes noticeable kickback through the steering column.
The ride is absorbent, particularly over small, sharp bumps. Pitch the car at your favourite sequence of twisties, and ultimate grip is impressive, but the soft springing results in marked body roll and the front end, with the mass of the V6 to contend with, bounces when pushing hard.
