Considering Audi A4
can't wait...
T-29 years and counting
iTrader: (3)
Joined: Apr 2005
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From: North Fontana, CA.
good luck if u get that a4, i went from an a4 to rx-8; not cuz i hated the styling, but because the d*mn thing broke down every other month for some stupid electronic malfunction. (makes any complaints about my rx-8's reliability evaporate) the quattro is nice tho... handles inclement weather like a champ.
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I like Audi designs and love their interior's. Having said that if I was replacing my 8 with something AWD and wanted some luxury I'd opt for a 328xi (a little pricier if you opt for leather and sport package but not too much). I think Quattro is a better AWD system but then most of the time it would really be FWD with alot of weight on the nose. Wheras the AWD system in the bimmer would be RWD with some power to the front.
Also BMW's inline six gets very good mileage and has better resale.
Also BMW's inline six gets very good mileage and has better resale.
no, the Quattro system in the A4 is a torsen center differential which means its preloaded 50/50 or 40/60 depending on what model A4 you have
Grand Chancellor
Joined: Jul 2003
Posts: 2,733
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From: Home of the NIMBYs
^ +1.TDi would be awesome. Lots of them in Europe.
BTW, the 2.0T in the A4 sounds like a diesel car. Very clackity-clack! I couldn/t believe my ears! Even my non-car enthusiast wifey agreed.
BTW, the 2.0T in the A4 sounds like a diesel car. Very clackity-clack! I couldn/t believe my ears! Even my non-car enthusiast wifey agreed.
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From: CT
What am I doing here?
Joined: Mar 2006
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From: 2017 Miata RF Launch Edition
The B5/B6 chassis A4's are not known for their reliability (I had a B5 Passat, same car but with different body panels and interior).
The turbo models had sludging and coking issues, which would manifest as what would look like coffee grounds which would clog up the screen at the oil pump intake. I guess what's what you get with a 3.9-4.1 qt oil sump (depending on model year) on a turbo car.
All models had control arms that could generally be considered consumable (20k-40k miles are not unreasonable numbers for control arm life expectancies.).
The earlier B5's had ignition control modules but those went away with the B6's when they integrated the ICM into the ECU/PCM.
The earlier B5 turbo models also had timing belt tensioners that were prone to fail shortly before the timing belt. Had the tensioner not failed the belt would probably have lasted to the quoted 105k miles.
The PCV valves tend to clog up at weird times or intervals (with the aforementioned coke and sludge, I guess) and start pushing oil out of the valve-cover gasket and cam seals. Conveniently, this would cascade down the the side of the annoyingly longitudinal block and burn on the exhaust manifold, turbo, cat and anything else that was hot in that general vicinity.
Some people seem to have problems with the MAF sensor which prompted VW to extend the warranty on them (not sure about Audi).
The V6 models would consume oil significantly faster that our rotaries (similar to Saturn's twin-cam LL0 I4 engine). This was, of course, normal according to VAG.
The twin-turbo V6 (S4 and Allroad) models were known for having all of the issues of both the standard turbo I4 and n/a V6.
The A3 and A4 share a similar turbo I4 engine, though as has been noted, it's transverse in the A3 and longitudinal in the A4. The V6 engines are totally different. The A4 gets a standard longitudinal V6 while the A3 gets a transverse narrow-angle VR6 engine (similar displacement). The A3 is really a dressed up VW Golf/Jetta/Beetle.
I have no experience with the B7 cars but I can only hope that they are better. The B8 should be interesting.
All that said, IMHO, I had to give my wife standing orders to shoot me in a non-lethal location if I ever came home with another VAG product... And I just might do it anyway, I like the cars that much. I just need to make lots more money to afford the maintenance.
The turbo models had sludging and coking issues, which would manifest as what would look like coffee grounds which would clog up the screen at the oil pump intake. I guess what's what you get with a 3.9-4.1 qt oil sump (depending on model year) on a turbo car.
All models had control arms that could generally be considered consumable (20k-40k miles are not unreasonable numbers for control arm life expectancies.).
The earlier B5's had ignition control modules but those went away with the B6's when they integrated the ICM into the ECU/PCM.
The earlier B5 turbo models also had timing belt tensioners that were prone to fail shortly before the timing belt. Had the tensioner not failed the belt would probably have lasted to the quoted 105k miles.
The PCV valves tend to clog up at weird times or intervals (with the aforementioned coke and sludge, I guess) and start pushing oil out of the valve-cover gasket and cam seals. Conveniently, this would cascade down the the side of the annoyingly longitudinal block and burn on the exhaust manifold, turbo, cat and anything else that was hot in that general vicinity.
Some people seem to have problems with the MAF sensor which prompted VW to extend the warranty on them (not sure about Audi).
The V6 models would consume oil significantly faster that our rotaries (similar to Saturn's twin-cam LL0 I4 engine). This was, of course, normal according to VAG.
The twin-turbo V6 (S4 and Allroad) models were known for having all of the issues of both the standard turbo I4 and n/a V6.
The A3 and A4 share a similar turbo I4 engine, though as has been noted, it's transverse in the A3 and longitudinal in the A4. The V6 engines are totally different. The A4 gets a standard longitudinal V6 while the A3 gets a transverse narrow-angle VR6 engine (similar displacement). The A3 is really a dressed up VW Golf/Jetta/Beetle.
I have no experience with the B7 cars but I can only hope that they are better. The B8 should be interesting.
All that said, IMHO, I had to give my wife standing orders to shoot me in a non-lethal location if I ever came home with another VAG product... And I just might do it anyway, I like the cars that much. I just need to make lots more money to afford the maintenance.
幹他媽!
Joined: Mar 2005
Posts: 2,078
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From: San Gabriel Valley, CA
ditto what temptone said...
german cars are not cheap to own- tho they will last just as long and run just as reliably as any japanese car- so long as u do the routine maintenance religiously.
german cars are not cheap to own- tho they will last just as long and run just as reliably as any japanese car- so long as u do the routine maintenance religiously.
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The B5/B6 chassis A4's are not known for their reliability (I had a B5 Passat, same car but with different body panels and interior).
The turbo models had sludging and coking issues, which would manifest as what would look like coffee grounds which would clog up the screen at the oil pump intake. I guess what's what you get with a 3.9-4.1 qt oil sump (depending on model year) on a turbo car.
All models had control arms that could generally be considered consumable (20k-40k miles are not unreasonable numbers for control arm life expectancies.).
The earlier B5's had ignition control modules but those went away with the B6's when they integrated the ICM into the ECU/PCM.
The earlier B5 turbo models also had timing belt tensioners that were prone to fail shortly before the timing belt. Had the tensioner not failed the belt would probably have lasted to the quoted 105k miles.
The PCV valves tend to clog up at weird times or intervals (with the aforementioned coke and sludge, I guess) and start pushing oil out of the valve-cover gasket and cam seals. Conveniently, this would cascade down the the side of the annoyingly longitudinal block and burn on the exhaust manifold, turbo, cat and anything else that was hot in that general vicinity.
Some people seem to have problems with the MAF sensor which prompted VW to extend the warranty on them (not sure about Audi).
The V6 models would consume oil significantly faster that our rotaries (similar to Saturn's twin-cam LL0 I4 engine). This was, of course, normal according to VAG.
The twin-turbo V6 (S4 and Allroad) models were known for having all of the issues of both the standard turbo I4 and n/a V6.
The A3 and A4 share a similar turbo I4 engine, though as has been noted, it's transverse in the A3 and longitudinal in the A4. The V6 engines are totally different. The A4 gets a standard longitudinal V6 while the A3 gets a transverse narrow-angle VR6 engine (similar displacement). The A3 is really a dressed up VW Golf/Jetta/Beetle.
I have no experience with the B7 cars but I can only hope that they are better. The B8 should be interesting.
All that said, IMHO, I had to give my wife standing orders to shoot me in a non-lethal location if I ever came home with another VAG product... And I just might do it anyway, I like the cars that much. I just need to make lots more money to afford the maintenance.
The turbo models had sludging and coking issues, which would manifest as what would look like coffee grounds which would clog up the screen at the oil pump intake. I guess what's what you get with a 3.9-4.1 qt oil sump (depending on model year) on a turbo car.
All models had control arms that could generally be considered consumable (20k-40k miles are not unreasonable numbers for control arm life expectancies.).
The earlier B5's had ignition control modules but those went away with the B6's when they integrated the ICM into the ECU/PCM.
The earlier B5 turbo models also had timing belt tensioners that were prone to fail shortly before the timing belt. Had the tensioner not failed the belt would probably have lasted to the quoted 105k miles.
The PCV valves tend to clog up at weird times or intervals (with the aforementioned coke and sludge, I guess) and start pushing oil out of the valve-cover gasket and cam seals. Conveniently, this would cascade down the the side of the annoyingly longitudinal block and burn on the exhaust manifold, turbo, cat and anything else that was hot in that general vicinity.
Some people seem to have problems with the MAF sensor which prompted VW to extend the warranty on them (not sure about Audi).
The V6 models would consume oil significantly faster that our rotaries (similar to Saturn's twin-cam LL0 I4 engine). This was, of course, normal according to VAG.
The twin-turbo V6 (S4 and Allroad) models were known for having all of the issues of both the standard turbo I4 and n/a V6.
The A3 and A4 share a similar turbo I4 engine, though as has been noted, it's transverse in the A3 and longitudinal in the A4. The V6 engines are totally different. The A4 gets a standard longitudinal V6 while the A3 gets a transverse narrow-angle VR6 engine (similar displacement). The A3 is really a dressed up VW Golf/Jetta/Beetle.
I have no experience with the B7 cars but I can only hope that they are better. The B8 should be interesting.
All that said, IMHO, I had to give my wife standing orders to shoot me in a non-lethal location if I ever came home with another VAG product... And I just might do it anyway, I like the cars that much. I just need to make lots more money to afford the maintenance.
Are there any problems with the v8 in the S4 that you know of?
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pdxhak
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Sep 22, 2015 07:39 AM
