Offical Audi S4 (B8) Thread

[Centurion]

Originally Posted by warot

Why wouldn't it be my friend? Look, maybe your expectations are just a TAD too high. Those CEOs are: probably engineers and German. We are neither of those. Not to mention there's a 99 percent chance they have a doctorate degree (most likely in business actually!)

But a business degree is more than enough to get you into R&D. You just work your way up. In my case, I'm in quality assurance and I'm using maybe 10% of the engineering stuff I learned in college. I was more interested in QA just because it's very very hands on. You work directly with these cars... I get to drive X5's and X6's almost on a daily basis, couldn't be any happier.

I can see a million ways to reach your goal:
1. Start at the "bottom". You could be the one actually testing the car as a test driver? There are TONS of people that were in my dept with a business degree. Hell some didn't even finish college! They worked in the assembly line for years and moved... they know more than I do most the time

2. It might be possible to start in another dept that's more business related... then gradually work towards an engineering dept like mine. It's not like it's a prerequisite for you to be an engineer to be a manager of my section I don't think. Just gotta prove yourself

These are just a few examples. The only hard part is to get yourself noticed in the first place. I made it because I was an ME plus I had internships with BMW before. Don't let your degree limit you on what you really want to do in real life!

PM me if you have anymore questions.

Thanks for the words!

[martinbo]

Right, after the quick motivational digression, back on to the S4 and its supercharged V6.

Originally Posted by ACE

If you read their marketing spiel carefully you will see that they only refer to the superiority of mechanical charging in the case of this V6. Also note how they mention the word "packaging". The plumbing and space required for twin scroll turbos on a V configuration block that already sits as far back as they can push it (given the quattro transmission) probably makes their marketing hype (at least partially) true! ... but that doesn't say what would be best for a |6 or any of their other engines.

Thanks for pointing that out ACE, I hadn't read the blurb in that much detail.

There's no denying the elegance of the packaging in this new V6 (or in that sublimely fantastic V8 in the ZR-1 - supercharged LS9 is it?) and I suppose that there may be some space-saving advantages over turbocharging but I'm grappling with how the placement of the V6 a little further back precludes the use of turbocharging and associated plumbing.

No doubt, the supercharged layout we see here is more compact, but turbo's don't really take up that much space. And BMW have an entire inline six mounted even further back in the engine bay with two turbos flanking the right side of the engine. And, let's face it, this new V6 isn't mounted that far behind in the engine bay - it's still ahead of the front axle, only the aftward placement of the clutch behind the front diff allowing for closer placement of the engine to the front wheels.

Of course, had Audi's engineers swapped the inlet and exhaust side of the cylinder heads around like BMW did with the new twin-turbo V8 then they may have achieved similar packaging efficiences as they did with the supercharged V6.

Admittedly, I have to say that I am a fan of turbocharging. My last four cars have been turbocharged and I am equally fond of turbos in fast Audis. At the same time my limited experience with supercharging has left less of an impression. But, I am impressed with this new engine and - despite my earlier criticism of the strategy in this very forum - I am most intrigued to experience what the drive of this new S4 is going to be like.

If the fuel economy claims are credible then kudos to Audi for bringing performance motoring along with remarkable fuel consumption.

Edit: It is a very sexy looking engine bay though!

[Merc1]

M

[Centurion]

Looking very neat and well refined. Now give us the price.

[DaSilva]

Looks like the A4 S-line to me with über booring rims.
This is a step back IMO.

Where's that A5 Cab again ?!

[PanterroR]

Looks dull and boring.

[shonguiz]

Originally Posted by Tycoon

Looks dull and boring.

I didn't even notice it was an S4, i was wondering why Merc1 posted photos of an old car.

[bmer]

It's OK. Now give us the RS4.

[YoUhimhER]

i think it looks mighty fine, just what the s4 needs to look like, for those who can appreciate subtlety.

[Centurion]

Originally Posted by DaSilva

Looks like the A4 S-line to me with über booring rims.
This is a step back IMO.

Where's that A5 Cab again ?!

That's the carnage of giving the stanrad A4 an aggressive bumper. Because of that the S4 doesn't look very dramatic and might for some not be worth the extra cash over the already expensive 3.2 quattro. Especially since a 3.2 quattro with S-line doesn't look different from the S4, especially if you manage to get your hands on chromed mirrors.

[ACE]

Originally Posted by Centurion

Especially since a 3.2 quattro with S-line doesn't look different from the S4, especially if you manage to get your hands on chromed mirrors.

What about the chrome grill upfront and 4 exhaust tips at the back? The bumpers are not the same either. I would never confuse an A4 for an S4 without those modifications. The differences are more noticeable between an A4 3.2 s-line and an S4 than (dare I) say 330i M Sport and 335i M Sport, which are imo the comparable BMW products. The only visible difference between those 2 BMWs are the exhaust tips (and model designation if present).

[Tumbo]

Looking exactly as an S4 should look. Little more agressive than the normal A4, but never taken for an RS4.

Perfection.

[Tumbo]

One question though...

Is the hole really supposed to be like that?

[BigBoss]

Originally Posted by Tumbo

One question though...

Is the hole really supposed to be like that?

ACC...Active Cruise Control

I don't like it either

[Merc1]

Audi S4 Sedan & Avant in Depth


M

[Tumbo]

Originally Posted by Merc1

I think together with this one:

..these are the best pictures so far on the S4!!

[Tumbo]

I still think they could have made it more agressive!




I've gone thru 80 pics of this car, and the most agressive one to me is this one...


I mean sriously... A A4 3.2Q with S-line package looks more agressive than the S4

A4:



S4:

[ACE]

UK Pricing is confirmed at £34,985 (£36,435 with S-Tronic). That is the same price as it's main competitor, the BMW 335i M Sport (£34,975). The S-Tronic is actually cheaper than the 335i Auto! The S4 is also has 4WD, leather/alcantara included in the price and given that the S4 is faster/more powerful than it's main competitor, I wouldn't hesitate to say that the S4 is better value than the 335i.

Well done, Audi. The S4 is priced where it should be, i.e. same as the 335i and not half way between a 335i and M3.

The UK spec included in the price is pasted below.

Exterior FeaturesElectric front windowsElectric rear windowsSafetyABS/EBDElectromechanical parking brakeESPTraction controlInterior FeaturesFront/rear floor matsDriver ConvenienceServotronic PASAuto boot lid openingDriver information centre with colour display in instrument panelService interval indicatorExterior FeaturesAluminium look door mirrorsAuto dimming rear view mirrorElectric heated door mirrorsTrimBrushed matt aluminium inlaysEntertainment10 speakersConcert single CD player with MP3 facilityExterior Features4 twin oval chrome finish exhaust pipesBody colour bumpersBody colour door handlesIntegrated boot lid spoilerPlatinum grey matte grille with vertical bars and chrome insertsSolid paintAutomatic headlights + automatic windscreen wipersFront fog lightsHeadlight range controlLED daytime running lightsXenon headlightsInterior Features3 zone climate control12V socket in luggage compartment3 spoke S Sports multifunctional leather steering wheel with aluminium look gearshift paddlesAlcantara/Leather upholsteryAluminium door sill trimsFront centre armrest with 2 x 12v socketsReach + rake adjustable steering columnRear armrestTool kitPacksInterior light pack - A4/S4Safety3 point rear seatbelts x3Adaptive driver and front passenger airbagsFirst aid kitFront seatbelt pretensioners + load limitersFront side airbagsWarning triangleInterior FeaturesElectric front seats with height/backrest/fore/aft adjust + lumbar supportFront and rear headrestsIsofix child seat preparation for front passenger/outer rear seats inc passenger airbag deactivationSplit folding rear seatsSports seatsSecurityIntelligent KeyLocking wheel boltsRemote central lockingThatcham category 1 alarm+immobiliserWheels18" double spoke S design alloy wheelsSpace saver spare wheel

[Just_me]

I'm still waiting for the swedish price,,,no info here yet.

[PanterroR]

Vidoe of a test drive...:

[martinbo]

Don't know who the driver is but unless this new S4's got a really slow steering rack, this guy's using waaaayyyyyy too much steering lock. You can even hear the increase in tyre squeal as soon as he winds the lock on.

Hmmm... perhaps I'd have to drive the circuit myself but as far as I can assess - not good technique. Look, for example, at the tight left hander at 2:11, the driver turns in (too early) and winds a crap-load of lock on - way more than should be necessary for that corner. With your hands at quarter-to-three, you should end crossed up at no more than twenty-past-ten. Notice how, by turning in early, there is less inertia to pivot the car around its rear axis - hence the understeer and increasingly protestant tyres.

Useless info I suppose and totally off topic but it's driving technique like this that we endeavour to correct and is often what gives FWD and AWD cars such a stigma for being uninvolving and dull to drive.

[warot]

Originally Posted by martinbo

Don't know who the driver is but unless this new S4's got a really slow steering rack, this guy's using waaaayyyyyy too much steering lock. You can even hear the increase in tyre squeal as soon as he winds the lock on.

Hmmm... perhaps I'd have to drive the circuit myself but as far as I can assess - not good technique. Look, for example, at the tight left hander at 2:11, the driver turns in (too early) and winds a crap-load of lock on - way more than should be necessary for that corner. With your hands at quarter-to-three, you should end crossed up at no more than twenty-past-ten. Notice how, by turning in early, there is less inertia to pivot the car around its rear axis - hence the understeer and increasingly protestant tyres.

Useless info I suppose and totally off topic but it's driving technique like this that we endeavour to correct and is often what gives FWD and AWD cars such a stigma for being uninvolving and dull to drive.

Ok this has gotten me curious. Please note that I have 0 experience driving that fast on a track. All the times I got to drive BMW's (at Gerotek), it was for a cruise... I was not going to be "that" guy that crashes pre production cars. Barely any tire squeal and DSC didn't even activate

At 2:11, I always thought the fastest way to go around a corner is slow in, quick out. I can kind of see how you are saying he's turning in way too quick... but can you maybe explain how you would have tackled that corner?

Sorry for the OT. I've always been interested in tracking cars... never had the hardware to do it.

Btw, the S4 sounds very good.

[martinbo]

The big thing to note here is that, typically of an AWD car, the S4 is "forgiving" the driver's input errors.

If it were me I would have braked harder, slowing and settling the car before "flicking" it into the corner later on towards the clipping point. My hands would not shuffle around the steering wheel - this corner is not sharp enough to warrant so much lock. Once my steering input is made, it stays there at twenty-past-ten... You know that rising, right-hand hairpin on the Dynamic Handling Track at Gerotek with the hill, rocks and bushes close by on your left? Even in that corner I use no more lock than what I've described. From there on your inputs need to be very measured; imagine the throttle is linked to the steering wheel by a piece of string. When you see the corner opening up after your clipping point, start winding off steering lock whilst squeezing the throttle. You should only be at full throttle once you've completely straightened the wheels. This is the essential technique for AWD and FWD cars in a corner.

I would not be dialing in more lock. This is called ploughing and I suspect that QTV is sorting things out for the driver.

In your case for RWD, sure, you'd be turning in earlier due to the inherent cornering differences (oversteer propensity) of that layout.

[AudiZ]

So when the actual release date for the new s4 for North America... in Spring or Fall of 2009?

[duleprof]

from audi world>

2009 Audi S4 First Drive: Pray for Rain


For those of you with short attention spans, we'll cut right to the bottom line. The new B8 S4 is better than the old one. The supercharged V6 is better than the V8. The new car is lighter, faster, more fuel efficient, more rewarding to drive and cheaper to boot. The optional rear sport differential rocks - no question. The B8 S4 may be more fun than any other Audi (save for the R8) in the rain. There's no Avant for the US, and that's probably not going to change. Yes, we asked twice. Do we have your attention? Would you like to know more? Perhaps you're skeptical of these bold claims. In any case, keep reading as there's a lot more to the story...
Our experience with the new S4 begins in Majorca, an island in the Mediterranean Sea nestled about halfway between Spain and Africa. With its mild climate, beautiful beaches, and picturesque mountains, Majorca is one of the premiere tourist destinations for many Europeans. Most travelers coming to the island expect clear sunny skies, and anything less could easily be interpreted as the makings of a disappointing vacation. Sun and sand may have been what Audi visualized when planning the launch of their mid-sized sport sedan, the B8 S4, on this Spanish island. Other visitors were undoubtedly irritated after being ambushed by bouts of heavy rainfall. For those of us behind the wheel of the new S4 equipped with a torque vectoring sport rear differential, the rain couldn't have been more welcome.

The B8 platform is the basis of Audi's latest A4, their best selling vehicle. Audi calls the all-new underpinnings a Modular Longitudinal Platform or MLP for short. The brand is banking on a "modular" system, meaning they will be able to share the same basic architecture throughout their model lines (currently A5/S5 with plans for A6/A8) to save on development, tooling and production costs. Perhaps the most notable feature of this platform is the new packaging proportions which are a departure from traditional Audi layout.
The wheelbases of the respective vehicle lines have been lengthened, resulting in less front overhang. Through some creative engineering, Audi has changed the relative locations of the front differential, clutch, and steering rack assemblies in order to push the engine back over 6 inches compared to previous A4/S4 offerings. The resultant effect is a more balanced weight distribution and a reduced polar moment of inertia; the car will be more willing to rotate and eagerly respond to the driver's steering inputs.
After a well received launch of the mainstream A4, Audi's muscular and more exclusive S4 is waiting in the wings to be sent to North American shores late 2009 as a 2010 model. Unlike the transition from the B6 to B7 S4 variants (which was largely cosmetic changes), the B8 takes the concept of a mid sized all-weather sports sedan in an entirely new direction. The revised MLP platform has improved weight distribution to 55F-45R. Instead of the previous 4.2 liter 344 hp V8, the B8 S4 is propelled by a 333 hp FSI 3.0 liter V6 with an Eaton 4-vane Roots belt driven supercharger nestled cozily between the 90-degree cylinder banks. Audi has oddly dubbed this engine as a 3.0T ("T" has typically stood for exhaust driven turbocharging in Audi's nomenclature) despite forcefully engulfing air with a "Kompressor".

Yes, you read that correctly. The new and supposedly "improved" B8 S4 is down 11 thoroughbred Deutsche Pferde right out of the gate when compared to the outgoing V8 model.
"What's the point of that?" you may ask.
Hold on, pause a second, it all makes perfect sense. Long story short, this IS a stronger engine despite the slightly misleading peak output figures. Aside from the last 500 RPM of the useable rev range, the V6 engine is making more power basically everywhere. The supercharged V6 has a flat torque plateau of 325 lb-ft starting at 2,900 and carrying out to 5,300 RPM. Looking at the two output curves overlaid below, one can easily see that the V6 engine is creating more horsepower and more torque at nearly every RPM point compared to the normally aspirated 4.2 liter V8. The end effect is a more responsive engine. Area under the power curve is the secret here.

A broader torque curve is not the only motivation for the smaller force-fed engine. With increasing emphasis on global greenhouse emissions and reducing fuel consumption, all major automakers have been working on engine downsizing. The concept of downsizing is simple: use a lower displacement engine with forced induction to generate the power of a large engine and the fuel consumption of a smaller one. Besides an absolute improvement in efficiency, the yearly taxation benefit in many countries outside of the US (which tax vehicles according to engine size) can equate to hundreds of dollars or more.
Audi is one of the pioneers of this downsizing design strategy as seen in the original 1.8T. Modern technologies like direct gasoline injection and advancements in turbocharging have made this design strategy even more potent. With the 4.2 liter V8 notorious for being a gas guzzler, the decision to "re-downsize" the S4 platform was clear for Audi engineers. According to Audi, the B8 S4 uses 27% (!) less fuel than the V8 powered B7. More performance and drastically lower fuel consumption? Sounds like a winner.
Was this the correct decision? Has Audi abandoned the turbocharger, which has done them so well in the past? According to Audi, a biturbo direct injection version of this engine was developed in parallel. After a long testing and development process, a decisive nod was given to the mechanically supercharged version. The advantages of the mechanical supercharger are plentiful - easier to package, quicker throttle response and boost buildup and overall simplicity.