Audi S4 3.0 TFSI 2009 Review

Not so much
>> It's the lesser among the brat pack

About our ratings

These days, at least at the top end, it's all about efficiency for quids or how much go for how little, and supercharging can be super efficient.

To that end, the 'T' in the 3.0-litre unit's TFSI tag now stands for "turbocharging in general". The nomenclature now takes in the mechanical version too.

Using a belt-driven charger allows compact packaging and in this case, the unit doesn't intrude on Audi's latest move for the A4, whereby the maker resolved nose-heavy handling traits of the previous model by moving the engine rearward and placing the steering assembly where it should be -- down near axle level. That's old news; if you need it, read more here.

So for the more potent version of the decent midsizer Audi, has given its all. The hot S4 offers the latest in Audi's top-end tech and an equal dose of tractable power, from two pots less. The supercharged V6 is significantly more efficient than the outgoing model's V8... if it matters. And it should.

That's because the bang is bigger for their bucks. Arguably the S4 is the also the most sedate of the pack and is therefore priced accordingly.

There are 'must-haves', like the full Drive Select package, at $6700 (see under MECHANICAL for details) if you want the S4 to come a little closer to the more performance-oriented sedan rivals. However, standard fit features include 'S-specific' sports suspension, cruise control (the adaptive versions costs another $2350!), xenon headlights with LED daytime running lights, electro-mechanical parking brake, tyre pressure warning display and 18-inch alloys. Flashier 19-inch wheels are available for $2600.

Over its A4 stablemate, the S4 gets added equipment like keyless entry and three-zone climate control; otherwise expect usual luxury level inclusions such as driver information system, (audio) park assist and rain-sensing wipers. It's not all good news, though: metallic paint remains an option, at $1695.

The blown offering is a whopping 24 per cent more efficient than the V8, claiming fuel consumption of 9.4L/100km for a combined cycle. Aside from benefits of efficiency via direct injection and mechanical charging, Audi says that locating the supercharger behind the throttle valve allows it to lie in a vacuum when not under load, meaning its rotors are free-running and less demanding on power.

The 0-100km sprint takes 5.3sec and top speed is limited to 250km/h. The engine is Euro 5 compliant. By way of comparison the 'old' V8 S4 took 0.5sec longer in its six-speed auto variant.

This latest S4 features Audi's latest dual-clutch seven-speed 'S tronic' transmission. The gearbox uses two electro hydraulic wet clutches. Gear selection is via centre shift or activated by shift paddles. As far as steering wheel-mounted paddles go, Audi's are among our favourites and are certainly a lot better than BMW's non-M-car 'dual-function' version.

Like the S5 Coupe, the S4 uses Audi's quattro all-wheel-drive system which employs a computer-controlled centre differential to distribute torque, otherwise remaining rear-biased at 40/60 in 'normal' conditions.

Customers can order a sports differential for the S4. This continuously distributes torque between the rear wheels, combating over and understeer and enhancing the all-wheel-drive system. The sports diff is packaged with Audi's Drive Select program, for an extra $6700.

New to the S4, the Drive Select function will adjust throttle response, shift points and steering determined by setting modes -- comfort, auto or dynamic -- using dash-mounted buttons. Drive Select can be ordered with adaptive dampers only (without the sports diff) for $2600.

Standard-fit wheels are 18-inch alloys and braking is by way of a "17-inch" braking system [Ed: Audi has a unique way of characterising its binders] with 345mm ventilated front brakes and 330mm rear discs. Audi says new calipers for the latest S4 have increased pad surface by 25 per cent up front and 60 per cent at the rear.

This should deliver benefits in terms of better feel, lower wear rates and less chance of fade under duress.

To this end the S4 bears significant styling and technical differentiation, designed to express that increased performance and exclusivity above the commoner 4.

Aside from a longer standard-fit list, the sportier sedan gets S upgrades like quad-exhaust, sports suspension (see MECHANICAL), S logo-embellished sports seats and steering wheel. Styling wise the S4 wears a small rear spoiler and aluminium-look side mirrors. There's a bespoke grille and the wheels are model-specific.

The standard cabin comes with brushed aluminium trim inlay but Audi offers interior packages of various combinations, for a price.

The new A4/S4 is larger than the outgoing B7 model. In numbers, the B8 version is longer by 117mm, 55mm wider and rides on a wheelbase that has extended by 167mm to 2808mm, and now resembles the A6's at 2843mm. Rear cargo space is up to 490 litres.

Standard safety equipment includes front passenger airbags, front and rear side airbags and SIDEGUARD head airbag curtain for front and rear passengers. The active safety fit includes stability control with anti-lock braking and brake assist and electronic diff lock.

Audi argues the S4's quattro has inherent safety benefits and the sports diff makes it safer again.

Interestingly, the B8 S4 is significantly cheaper than the V8 B7 S4 it replaces ($132,500 or thereabouts). In this respect, rather than compare the car directly with the 300kW-plus M3 sedan, the blown Audi is quite closely matched in price (if not performance) to BMW's M-Sport kitted twin-turbo 335i sedan and wagon offering.

Benz's top non-AMG C-Class is a diesel, the 320CDI. Though it's a pretty potent one we can't see that car competing directly with S4.

The S4 is sedan only (at this stage), but don't bet against an S4 Avant wagon finding its way Down Under eventually.

And we wrangled a full-kit S4 with the sports diff (Drive Select package), so detritus leftover from the downpour proved little more than an opportunity to test Audi's 'upgrade' to its already worthy all-wheel-drive system.

Audi's midsizer is a balanced handler even at A4 level and the sportier S4 is especially flat even when pushed through a long-winded or tight corners. Any loss of traction was most discernible via the flash-happy dash warning; otherwise the car almost instantly regained traction at rear wheels while the front remained steadfast.

Combined with wet roads the drive route included twisty hill runs. Worked moderately hard, the S4's brakes remained fade-free and best of all provided excellent feel in what could have been treacherous conditions.

We'd like to comment further on whether the Drive Select program greatly affects steering control but the less than perfect surfaces makes that judgement hard. Wait for our seven-day Road Test review but in the meantime we can say the S4's steering is precise and there was no kickback over some of the most rutted and storm-affected roads.

The 'compromise' for efficiency of V6 versus V8 powerplant doesn't absolve the S4 of the requirement to impress with its responsiveness and power delivery. This is a sports sedan after all. We're glad to be able to say the new supercharged S4 provides that response buyers will be looking for...  It really does behave like a large-capacity naturally aspirated engine and unlike most turbo offerings thanks to its lag-free power delivery.

As quick to action as the old V8 S4 or current 4.2-litre S5? We reckon so.

Sure, there's no V8 rumble, but the new offering makes the same sort of occasional gearchange 'boom' that we've enjoyed in other blown S tronic Audis and DSG Veedubs. Just forget about listening out for belt or 'charger whine -- Audi has erred on the side of discrete.

The seven-speed twin-clutch is smooth and responsive when left to its devices. Same goes in manual mode and as mentioned we like Audi's version of steering wheel paddles. They play a big part in making the S4 drive experience fun and sporty.

As for driver comfort, the S4 comes standard with Audi's simple-to-use MMI system with satnav, which was especially handy because the return drive route required a detour due to the aforementioned road conditions.

We like the A4/S4 cabin's spaciousness, and cabin fit and finish was the usual Audi standard with added S-level charm. The sports seats were comfortable throughout despite heavy bolstering at the sides of the seat back and squab.

Control for the Drive Select feature is located at eye-level on the dash rather than the centre console which in this tester's view is easier to access on the run.

During the launch Audi reps were asked on numerous occasions whether it was a risky punt replacing the previous model's V8 with the supercharged six, citing a preference for the V8's note. They don't think so, and neither do we...

The 3.0 TFSI sounds decent enough and as for figures: the 24 per cent saving in fuel consumption and smidge over 5sec for 0-100km time should go a long way towards the argument that bigger is not necessarily better.

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