First Drive Review
Hey, haven't we seen these movies before? Well, yes, we have, but in this screening the tape is gonna be on fast forward. The S versions of Audi's A8 and A4 Avant are tough to distinguish from their more temperate mainstream production counterparts; the visual clues are the aluminum alloy wheels in the style of Audi's Avus concept car, bigger tires, and those little "S" badges on the grilles and decklids. Understated elegance describes Audi's approach to the car biz, and that philosophy extends to the S cars, the company's answer to the sporty BMW M lineup and the high-performance AMG editions of Mercedes-Benzes. And that's why it's difficult for the untrained eye to discern the difference.
It's not a difficult assignment for some of the driver's other critical nerve centers, however -- the pitch, yaw, and g-load sensors located a little south of the sternum, for example, or the dynamic-evaluation neurons clustered in the gluteal muscles. That's because these tuned editions deliver more of the things we hold dear -- more grip, more muscle, more braking power -- as well as less: less body roll, less dive, and less time to cover a given distance.
Audi previewed these 2001 models for U.S. journalists in the Austrian Alps over an all-too-short blend of mountain back roads and autobahn storming that culminated at last summer's Salzburg music festival. The S8 and the S4 Avant have been around for a while in Europe, but they're new to the U.S. market, where they'll be offered in limited volumes at premium prices.
The autobahn is the environment that quickly and dramatically illustrates the distinction between A8 and S8. Getting on the gas hard will pin the driver's shoulders to the seatback, and that's accompanied by a more authoritative exhaust note. Audi summoned extra thrust from its five-valve, 4.2-liter V-8 with a new two-stage variable intake manifold, camshafts with increased lift, and a new exhaust system with reduced back pressure. The tweaks translate into 360 horsepower and 317 pound-feet of torque -- increases of 50 hp and 15 pound-feet of torque over the standard A8.
Like the A8, the S8 puts power onto the pavement via a five-speed Tiptronic automatic and Audi's Quattro all-wheel-drive system. Unlike the A8, the S8 has Brembo brakes with four-piston calipers and vented rotors at all four corners. Audi enhanced the big sedan's agility by increasing the spring and shock-absorber damping rates, reducing ride height by 0.8 inch, and increasing the diameter of the front and rear anti-roll bars. Like the A8, the S8 includes Audi's electronic stability program.
As noted, apart from the badges, wheels, and 245/45ZR-18 tires, the differences from the A8 are few. The exterior mirror housings are brushed aluminum, the dual exhaust tips are chromed, and that's about it. The interior distinctions verge on subliminal. The door-sill plates are shiny aluminum with the S8 logo stamped onto them, and the three-spoke "Sport" steering wheel comes with Tiptronic gearshifting buttons. The transmission can also be shifted using the gear lever in the center console as in a standard A8. Audi offers a six-speed manual transmission in Europe but decided not to bring it to the U.S.
Pricing had not been set when we went to press, but Audi estimates a base sticker in the neighborhood of $74,000 -- about $10,000 more than the base price of an A8.
What's the performance payoff for the extra dough? Audi guesses the S8 should shave three-tenths off the 6.6-second 0-to-60 time of the last A8 we tested (C/D, June 2000), a long-wheelbase (and 200 pounds heavier) L model. We think that estimate is conservative, however. Ride quality feels slightly firmer but still falls short of harsh, and the big sedan bites into turns and changes directions with more zeal than the standard A8.
The wagon, the S4 Avant, joins the S4 sedan at the more affordable and practical end of the Audi lineup, using the same 2.7-liter twin-turbo V-6 that makes 250 horsepower and 258 pound-feet of torque. A six-speed manual transmission is standard, and a five-speed Tiptronic automatic is optional. As in the S4, the suspension has been lowered 0.8 inch, the shocks and springs are firmer, and there are bigger anti-roll bars front and rear.
Apart from its lowered stance and six-spoke, 17-inch aluminum alloy wheels, the only visual elements distinguishing the S4 Avant are its deeper front air dam with bigger air intakes, and aluminum roof rails. The interior is standard S4 fare with the addition of aluminum door-sill trim.
Performance should be a tick slower than the S4 sedan's, due to the wagon's extra 100 pounds. The base price of an S4 Avant should be about $40,500 -- or $1000 more than the base of an S4 sedan and almost $8000 more than an A4 2.8 Avant. That's a hefty premium. On the other hand, you'll wind up with something unique: The quickest little family hauler money can buy.
