Audi has renamed its large-car line, partly to put unproven reports about sudden acceleration in its 5000 sedans behind it and get on with the business of selling automobiles.
Although similar in appearance to the former 5000S and CS models, the West German automaker's newest offerings are now dubbed the 100/200 series. They compete with a slew of nameplates all battling in a fiercely competitive luxury market - BMW, Mercedes, Peugeot, Saab and Volvo, as well as Acura, Toyota, Mazda, Lincoln and Cadillac.The 100/200 series is offered in an all-wheel-drive (AWD) version called the Quattro to help fill a niche in the larger luxury sedan market. German carmaker BMW and several Japanese carmakers also offer AWD sedans, but they are smaller. About the only domestic offering is Pontiac's 6000 STE AWD sedan.
Evaluated for this review was an Audi 100 Quattro with a five-speed manual transmission - the only gearbox available. As tested, it cost $32,980, including a $335 destination fee.
A short list of extra-cost options were added to an already well-equipped car: front sport seats ($350), cold weather package with heated front seats and headlight washers ($350), trip computer ($260), clearcoat paint ($450) and an expandable ski/storage pouch ($125).
Air conditioning, anti-theft system, AM-FM stereo cassette and anti-lock brakes, which may be disengaged, also are standard. So are power-operated windows mirrors, door locks and sun roof.
Like all new Audis, the 100 Quat-tro has an aluminum inline five-cylinder engine. This 2.3 liter version pumps out 130 horsepower at 5,600 rpm. Torque is 140 foot pounds at 4,000 rpm. Unleaded premium fuel is recommended because of the engine's 10:1 compression.
The 100 Quattro's all-wheel-drive system is significantly improved for 1989, with a center differential trade-marked by Audi under the Torsen name, for "torque sensing."
The system automatically distributes torque, or rotation power, between the front and rear wheels up to a maximum split of 78/22 percent, depending on road conditions. During normal operation, torque is evenly split between the front and rear wheels.
Audi claims its Torsen system can transmit 3.5 times the force of other AWD systems to maximize grip on slippery roads.
While the Quattro's AWD system cannot be disengaged, there is a manual lock for the rear differential on the center console. This provides added traction to get the car under way during severe conditions. The differential automatically unlocks above 15 mph.
On dry roads, the Audi 100 Quat-tro's AWD system is virtually transparent - one would be hard pressed to tell this car apart from a conventional two-wheel-driver.
The real difference becomes apparent once some miles are spent behind its leather-rimmed wheel on a winding or rain-slicked road. The expected loss of traction does not occur, and one is able to maintain dry road speeds with confidence.
Though the 100 Quattro's engine and gearbox are smooth and silent at highway speeds, the car seems in need of more power. The test model also had a distinct bump in its driveline under deceleration during slow speed, which Audi said was possibly caused by a misadjusted fuel deceleration shutoff system. The system acts as an engine brake.
Otherwise, the 100 Quattro, which rides a 105.9-inch wheelbase and weighs 3,306 pounds, gets high marks in most areas. Its ride is smooth and extremely well-insulated. Handling and braking is exemplary for a car this size.
Audi also gets high marks for the 100's new dashboard, which contains a full complement of easily seen gauges.
Primary controls for the lights and wipers are arranged on steering column stalks and readily at hand - although one occasionally activates the wipers while turning the ignition key.
Overall driving position and pedal placement is excellent, as is rear passenger space and overall seating. Its trunk lid opens nearly 90 degrees for easy access.
The 100 Quattro's EPA fuel economy is only 18 city-24 mpg city, because of its AWD system.