Audi 90 Quattro 20 V

No question, The Audi 90 Quattro 20V, with its hunkered-down sassy stance , meaty Goodyears and bold 5-spoke Speedline wheels, looks the part of a serious competitor. And if this evokes an image of Michele Mouton expertly drifting a short-wheelbase Quattro to a new class record at Pikes Peak or one of Hurley Haywood winning the Trans-Am championship the first year out in a 200 Quattro, well, it's more than simple coincidence.

The competition breeding shines through when the Audi is pushed hard. The only car in the group with all-wheel drive, the 90's chassis is unflappably stable and never seems to put a wheel wrong. But it doesn't communicate with its driver the way the Alfa does.

The high-set steering wheel has a skinny (though leather-wrapped) rim, and there's some looseness around the center position. As the corner tightens up and more steering is cranked in, effort increases in a nice, linear fashion, but there's no intimate sense of what the front tires are doing. The brakes show no nasty habits, but the pedal feel is slightly rubbery.

For a fairly small car (having the shortest wheelbase and second-shortest overall length), the Audi is rather heavy (at 3195 lb., only the Alfa outweighs it). This taxes the limits of the dohc 2.3-liter 20-valve inline -5 that puts out a respectable 164 bhp at 6000 rpm - the Audi feels very reluctant to move away from the rest, even with moderate clutch slippage in 1st gear. There's a real sense of trying to accelerate all that mass in the drivetrain (and, of course, in the rest of the car).

Once moving, however, the engine has a strong surge of mid- and upper- range torque and is reasonably smooth as it growls its 5-cylinder song on the way to a 7200-rpm redline. Shifts have a very direct, mechanical feel about them but require a healthy tug on the polished wood shift knob, and ratios are well spaced.

Inside, the Audi is a little claustrophobic or just cozy, depending on your tolerance for this things. The high waisted design with its consequent smaller glass area makes seeing out a mite more difficult here than in the others and gives the cabin the impression or narrowness. But there's not a finer interior in the group, in terms of nicely textured plastic, beautifully finished wood and excellent assembly fit. Gauges are superb, with all in the main cluster easily visible through the steering wheel, but dials for voltage, oil pressure and oil temperature, while appreciated, are mounted frustratingly low on the center console.

Seating up front is quite good, with body-hugging bolsters and electric seat controls that are nearly second nature to use. Rear accommodations are a little tighter than in most of the others, with virtually no "toe room" underneath the front seats and cramped head room taller sorts. A ski pass-through increases utility and seems a natural offering on an awd car.

Some nuisances are the smallest trunk of the lot at 8.1 cu. ft. and lots of road noise and thumpiness from the Goodyears, which, at size 205/50R-15, are the lowest profile, most aggressive tires of any of the eight cars. But these are sacrifices in the interest of awd packaging and performance, and those not wanting the extra edge of stability and power can always save some money and still get the 90's muscular good looks in a front-drive, 130-bhp version.
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Lotus Elan SE

Says Lotus of its front-drive, $34,000 sports car, "We didn't want to make another MR2."
No one believed it at first. The folks who brought us the Elite, the Elan, and the Esprit were going to build an entry level sports car with front-wheel drive. Well, so much for General Motors' policy of nonintervention in the activities of its recently acquired subsidiary in Norfolk, England. Moreover, the new Elan's engine and five-speed transaxle were to come from Isuzu, another GM associate. Lotus, it seemed, had sold out - in more ways than one.
The truth, according to Lotus's chief executive Mike Kimberley, is somewhat different. Lotus started work on its new small car way back in 1981. Back then, the two-seater was to have a front-engine/rear-drive layout, just like its nimble namesake from the sixties.
In 1983, with Colin Chapman dead and new financing on the way - including a 22-percent stake from Toyota - the project was rethought. Following a comparative assessment of similarly powered Toyotas - including front- and rear-drive Corollas and a prototype mid-engined MR2 - Lotus decided that front-wheel drive was the best choice for a sports car of this size and power. Besides, as Kimberley points out, "We didn't want to make another MR2."
After General Motors arrived on the scene in early 1986, however, there was more second-guessing. The styling of the X100, as the project was then called, was not exciting enough, and a Toyota engine was no longer appropriate. Lotus began again, this time hatching the M100, which three years later became the handsome car shown here.
In the meantime, of course, the Mazda MX-5 Miata arrived, very much in the style of the original Elan. Lotus is surprisingly relaxed about the Miata's instant success. The company asserts that it makes half of its livelihood carrying out advanced engineering for the world's motor industry, and, for the sake of its reputation, Lotus did not want to be seen offering a replica of a car from the 1960s.
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