56 WheelsMag.com.au
An all-new turbo V6 engine to bolster its new-gen platform
Audi S4
FIVE different generations
of S4 and five different
engines. That’s where
this highly unusual tally
stands as Audi’s suave
B9-generation S4 introduces
an all-new 3.0-litre turbo V6 to
join its freshly minted platform.
On paper, the differences aren’t
so obvious. The all-aluminium
90-degree V6 shares its bore
and stroke, and thus its 2995cc
capacity, with its supercharged
predecessor, but that’s where
the similarities end. Different
bore centres, a new two-phase
combustion method and a twin-
scroll turbocharger mounted
inside the vee has produced a
more compact, lighter (by 14kg),
friction-optimised engine with
improved response and efficiency.
Power jumps from 245kW to
260, while torque swells to a solid
500Nm from 1370-4500rpm (up
from 440Nm at 2900-5300rpm).
The previous S4’s seven-speed
dual-clutch transmission hasbeen replaced with an eight-speed
torque-converter automatic and
the S4’s 0-100km/h acceleration
time drops to 4.7sec.
But does different actually
mean better? Yes and no. Despite
sitting well forward of the front
axle line, the lighter V6 has a
negligible effect on the S4’s
impressive chassis balance. It’s
a strong performer, with easily
enough muscle to make the
most of the S4’s 60 percent rear
drive bias and (optional) torque-
vectoring ‘sport’ rear differential.
The new eight-speed auto
matches the previous dual-clutch
unit’s shift speed, while being
smoother in traffic. And if the
claimed fuel figure isn’t porkies,
7.5L/100km isn’t to be scoffed at.
What the turbo V6 lacks is
personality. Gone is the blown
V6’s raspy induction snarl as it
approaches its 7000rpm redline,
replaced by a grainier though
vibration-free soundtrack and a
lower 6500rpm rev limit. We saw6700rpm once, followed by the
requisite upshift blurt from its
four exhaust pipes.
There’s a marked difference in
throttle response between the
auto’s Drive and Sport modes,
with the sweet spot somewhere
in the middle. The accelerator
feels almost resistant in Drive
and demands lots of travel to
deliver what you’re asking for,
while Sport is far too sensitive
and throws passengers around
when stepping on and off the gas.
When questioned about the
new engine’s shift in personality,
powertrain development
engineer Johannes Ohland
admitted Audi had done no
tuning to the V6’s induction
sound, only its exhaust, which
is a little disappointing, though
it produces a pleasant induction
blare when under throttle load
between 2500 and 3000rpm.
The new-gen S4 definitely
handles but it doesn’t ride. Even
in the adaptive dampers’ Comfortmode, there’s a knobbliness to the
S4 (on Hankook 245/35ZR19 tyres)
that is completely at odds with
the regular A4’s plush composure.
While the S4’s suspension
discipline achieves handling on
a higher plane than ever, we’d
avoid ticking ‘dynamic steering’.
Its over-eagerness gives it an
unnatural feel, with weighting and
steering ratio at times perceptibly
altering mid-corner, and it never
quite gels with the S4’s otherwise
excellent dynamics. Hopefully the
standard fixed-ratio set-up is
more progressive.
Gripes aside, there’s a lot to like
about the new S4. Both bodystyles
blend subtly sporty looks with
practical elegance, and the S4 has
great brakes – 350mm front discs
with six-pistons calipers and very
natural pedal feel.
But until the S4 receives
attention to its ride and engine
acoustics, its A4 2.0TFSI quattro
baby brother remains our pick.
NATHAN PONCHARDFIRST
OVERSEAS
DRIVE
PLUS &
MINUSAcoustically inferior to old blown S4; ‘dynamic’ steering; lumpy ride Benchmark interior; poised chassis; excellent grip; brisk performance
Mod
Engine
Max powe
Max torqu
Transmissio
Weigh
0-100km/
Econom
Pric
On sale
Audi S4 quattro
2995cc V6 (90°), dohc, 24v, turbo
260kW @ 5400-6400rpm
500Nm @ 1370-4500rpm
8-speed automatic
1630kg
4.7sec (claimed)- 5 L / 10 0 k m ( E U )
$107,000 (estimated)
October