2010 Audi S4
When it came to the last-generation S4, it seemed as if Audi wanted nothing more than to win some sort of big-displacement contest, stuffing its 4.2-liter V-8 under the hood. Now, though, Audi is up to new (or maybe old) tricks, scrapping cubic inches in favor of pressurized air. The new S4 sedan and S4 Avant station wagon are powered by a 3.0-liter direct-injection V-6, force-fed by an Eaton supercharger.
2010 Audi S4 Review
So downsizing is back, and this is the strategy at its best. Yes, it is six cylinders instead of eight and seven fewer horsepower than before, but those losses are offset by superior weight distribution and performance. "The S models embody our philosophy of showing superiority," Audi product marketing exec Jürgen Klaschka says without modesty.
But to appreciate the 2008 Audi S4 while standing still, you have to look closely. "The daily sports car," as Audi calls the S4, hardly differs from the regular Audi A4. Wolfgang Egger, head of Audi design, says that when the design group convened with the top brass to discuss the styling, the consensus was to alter the A4’s basic look only slightly. Shiny mirror caps, new side sills, a tweaked grille, specific 18-inch wheels, and four oval exhaust tips—that's basically it for differentiation. The S4‘s exterior is almost identical to that of the A4 with the S line package. If you want to stand out from the crowd, this isn’t your ticket. That will be the upcoming RS4, slated for introduction in the 2010 calendar year, which will have altered sheetmetal.
The S4’s interior is Audi-like, which means almost perfect in style and execution. But there is evidence in this S4 that even Audi has to take a hard look at cost. Point in case: the sophisticated, articulated trunk hinges with integrated gas struts—previously an Audi trademark to differentiate it from lesser brands—had to go. After an absence of well over a decade, cheap, U-shaped hinges intruding into the trunk are back. At least they go well with the big, clumsy outside door pulls replacing the predecessor's flush door handles.
All About the Boost
Compared with the engine the new V-6 replaces, displacement, power, and cylinder count are down, but so are fuel consumption—the new unit returns 24.2 mpg with the standard gearbox in the European cycle—and 0-to-62-mph times. At a claimed 5.1 seconds, that sprint is 0.5 second less than Audi’s prediction for the previous car. We tested that previous S4 as quickly as 5.0 seconds to 60 mph, however, so this latest Audi S4 should really boogie. Top speed continues to be governed at 155 mph, reached without any fuss. Theoretical top speed is around 183 mph, our sources in Ingolstadt insist.
Fuel economy is impressive on paper at 25 mpg for the dual-clutch S4 in the European cycle. Audi says economy is far better than the old S4‘s, but we think it‘s fair to compare it with the current 354-hp S5, which takes the old S4‘s engine a step further in economy. At 21.8 mpg in the European cycle equipped with a 6-speed conventional automatic, the 4.2-liter V-8 is not so bad. Our observed consumption in a manual-transmission S5 was 15 mpg, and we look forward to seeing how much—or if—the S4 can improve on that.
The use of a supercharger for the 2008 Audi S4 could have been inspired by Auto Union's historic silver arrows, raced to success by drivers such as Bernd Rosemeyer (who won the Vanderbilt Cup in New York in 1937) and Tazio Nuvolari. But apart from nostalgia, there are hard facts supporting using a supercharger over a turbocharger. Audi says that superior packaging, low-end power, and overall responsiveness were reasons behind the choice. The company also developed a twin-turbo version of the same engine before deciding to go supercharged.
This engine is a variation of the misleadingly named 3.0T (T usually denotes a turbocharger in Audi nomenclature) engine in the face-lifted A6, which we drove a few weeks back. Whereas the engine makes an even 300 horsepower in the A6, it makes 333 in the S4. Factor in the S4’s lighter weight, and the engine becomes even more exciting. The Eaton-supplied Roots supercharger module is placed in the valley between the cylinder banks. Maximum boost is 11.6 psi. Two aluminum intercoolers help to make sure the air being fed into the system is as cool as possible. The 3.0-liter engine generates 325 pound-feet of torque from 2900 rpm to 5300 rpm. Redline is 7000 rpm.
Double Clutch Goes Seven Up
Transmitting the power to the wheels is a six-speed manual transmission or an optional seven-speed version of Audi’s excellent S tronic dual-clutch transmission. It is similar to the seven-speed dual-clutch gearbox in the 2009 Porsche 911, in that the seventh speed is geared toward fuel economy. Shifts are seamless, and you can interfere any time with the paddles mounted behind the steering wheel. But we still liked the six-speed manual, which is one of the best in this class. And personally, we think the six-speed has enough gear ratios.
Audi takes special pride in its so-called Active Sport Differential, which is tailored to enhance cornering. On top of the modified Quattro all-wheel-drive system, which distributes 40 percent of the torque to the front and 60 percent to the rear, the sport differential effectively eliminates understeer by shifting power rapidly between the rear wheels. This system is similar to ones from Acura and BMW. The torque vectoring works permanently and can shift up to 100 percent of the rear torque to one wheel. The software is Audi's—a "unique selling proposition," says Michael Dick, the Audi board member in charge of technical development. The effect: quicker turn-in and higher stability at extremely high speed. It works.
Topping off the package is Audi's Drive Select system, which lets you tinker with the Audi S4's suspension and steering, but we're not sure the car needs these gizmos. Europe will get the S4 in the first quarter of 2009, and other markets will follow. The U.S. is slated to receive the car in September.
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