Ever since it was announced that the new (B8) S4 was going back to forced induction, there have been debates amongst the faithful about how the new 3.0T supercharged six-cylinder motor would compare to the outgoing 4.2L V8 motor, and how the improved balance in the new chassis design would transform the dynamics of the vehicle. I had the pleasure of receiving a 2011 S4 Premium Plus S-Tronic as a loaner while the RS 4 was in for its 45,000 mile service earlier this week, so I figured I’d share my thoughts about these two platforms.
As you likely know, while the RS 4 is a B7, the B7 is barely more than a refreshed B6 platform, which at this point is ten years old. Nowhere is this more apparent than the interior. Auto manufacturers have gone a different route with respect to ergonomics and driver interfaces to the car’s media components over the last decade, and this is immediately noticeable when sliding into the B8 S4’s cockpit, so this is where I’ll start.
The seats of the new S4 are a sportier, one-piece design with the headrest molded into the rest of the seat, strong side bolsters, and adjustable thigh support. Beyond the looks, the lumbar support in the S4’s seats also seems to have a wider range of adjustability than do the RS 4’s seats. Overall comfort between the two doesn’t seem to be much different, at least for my 5′11″ 170lb frame.
Once settled in, you’ll notice the steering wheel has evolved slightly as well. In the US market, the RS 4 really just got an S4 (really, an A4) steering wheel that was completely wrapped in air leather. We were not privileged to get the smaller, thicker, more aggressive wheel that the rest of the world got, and this is a big complaint of mine. The new S4’s wheel is thicker with more substantial thumb guides at 10- and 2-o’clock, and feels much nicer, both from a tactile sense and driving standpoint. The steering-mounted radio controls are the same, but what they control is on a whole new level.
The RNS-E unit in the RS 4 was already obsolete when it was put in the car, and three years later, its inadequacies are even more acute. The clumsy user interface, slow response times, low resolution screen, and occasional bugginess have worn on me, but its integration with the steering wheel, bluetooth, and information display in the instrument cluster remain strong points. Audi had graced my S4 loaner with the MMI Navigation Plus package, a system powered by an NVIDIA graphics chipset and piloted by more user-friendly controls placed in the center console just below the shifter. Although the general UI looks and feels similar, it’s more user-friendly in its input speed, as its responsiveness to knob turns and button presses has been greatly improved. Add to that advanced graphics for the maps, live traffic, and media interfaces, and you can see some real thought and design was put into the gadgetry. While the old iPod interface was abysmal and rarely worked, the new interface is fully featured and easy to navigate, now that you actually get album and track information on the MMI display as opposed to a simple track number on the old RNS-E. A backup camera is also a nice touch, as it seems pretty standard on cars in this class. Heating and air conditioning controls have been rolled into a few buttons and a knob for both the passenger and driver, so while the interface is a little more “slick”, it’s not as quick a job to turn on seat heaters, set your desired temperature, and adjust fan speed. Though, the new interface goes with the rest of the interior design and UI philosophy than did the old unit.
An overall more ergonomic layout accents the new tech, with the screen now resting just to the right of the main instrument cluster. My one gripe with the new S4’s interior is that the plastics seem to feel like a downgrade from the B7. Specifically, the trim pieces around the shifter, HVAC controls, and video screen seem low-rent (at least compared to the standard Audi has set), and the door cards aren’t as solid and pleasing to the touch either. Fortunately the leather is still of the wonderful Silk Nappa variety, so zero complaints about the feel and intoxicating smell of the seats.
If you’ve read this far, you’re probably wondering why I started with the interior when that’s probably the last bit anyone cares about, but stick around and you’ll see why.
For those buying Audis for the interior alone, though, the standard-fare A4 offers all the same luxuries at lower cost, and we all know the reason we buy S- and RS-class Audis is for the performance. So how do I think these two compare when it comes down to the meat and potatoes?
While the RS 4 does seem underpowered for its nearly two-ton heft, the engine is really a pleasure to drive hard. While it lacks some low-end grunt, and can be frustratingly unresponsive below 2000 RPM, I haven’t driven a motor more happy to spend its life between 5000 RPM and the exhilarating 8200 RPM redline. What the RS 4 lacks in low- and mid-range punch, it more than makes up for on the top end. Not only does the 4.2L FSI V8 make aurally thrilling noises as its being driven as intended, but the second stage pull it provides can make one quickly forget about its flaws at pedestrian (read: boring) RPMs. There is no let up while it approaches redline, and gives the driver a sense that another 3-500 RPM could be handled with ease. Rated at 420HP/317ft-lbs, the 4.2 is an adequate motor. While it won’t hold up in a comparison against a 2.7t with upgraded turbos, or with large-displacement V8s on the market today from AMG, GM, and Chrysler, it’s still a motor worth driving at least once. Don’t be shy with it, though, otherwise you miss the whole point.
Many Audi enthusiasts have rejoiced over the return of a forced induction six-cylinder engine to the S4, even though Audi has chosen to forgo the twin turbochargers for a supercharger unit. This is for good reason, as the 3.0T motor in the new S4 is a gem. Where the RS 4 lacks, the S4 excels. Low end torque and midrange pull, especially in the lower gears, is immediate and plentiful. Even though the RS 4 has a naturally aspirated V8, it actually feels more “laggy” in the lower RPMs than does the FI V6. The supercharger’s positive effect on this motor is undeniable, but there’s a problem with the software out of the box. This 3.0T seems to fall a bit flat in the upper RPMs, and coming from a V8 that loves to spin its bits all the way past 8000 RPM, having a lackluster final bit of powerband between 6k and 7k is very disappointing in the S4. I believe this is due to Audi tapering off boost at these higher engine speeds, whether for reliability or safety I cannot say, but it’s really a shame. Clearly the aftermarket has a great opportunity here, but for now I’m leaving my review as a stock-for-stock comparison. The other knock against the V6 is the rather plain and uninspiring engine note. It’s not terrible, but it’s not going to make you want to roll the windows down to listen, either. Good thing the S4 can be optioned with the B&O sound system.
So then, which motor is better? This answer really is dependent upon the driver and can be totally subjective. While the S4 succeeds in delivering immediate power through the lower revs, it just can’t match the fun of bouncing the V8 off the rev limiter. As such, the 3.0T is the choice for spirited, but not too aggressive daily driving. The 4.2 wins hands-down for an aggressive, show-me-what-you’ve-got jaunt with the radio off and the windows down.
The motor only tells part of the story in regards of performance, and this new B8 chassis is much improved over the B7’s, but what does that translate to when it comes to handling?
The S4’s weight distribution is better than the RS 4’s, although overall weight is roughly the same. The other big improvement in the S4 is the optional sport rear differential, which can vector power to either wheel depending on conditions. What this means is that more power can be sent to the outside wheel through a corner, reducing the understeer that has plagued Audis for generations. It works, too, and is most evident in tighter corners, where throttle application helps the car rotate as intended instead of pushing it off into the bushes. However, the B8 is a larger car, and the first chicane you come to will make that point known. While the rear end does come around more easily, it feels further out back and certainly more disconnected.
That could be said about the whole car, actually.
What I loved about the RS 4 almost immediately is its steering. Compared to every other Audi I had driven (aside from the unbelievably amazing R8), the RS 4’s steering was precise, direct, and communicative. It’s very nicely weighted and every input seems to be fed directly to the front tires. Body roll in the RS 4 is minimal, thanks to the surprisingly effective (and now reliable since the recall) DRC system. Ride quality in the RS 4 is actually better than a B7 A4 with sport suspension, yet handling and feel is much improved as well.
The S4’s ride quality is better still, due in part to the longer wheelbase, but also at the expense of a tighter ride. While the steering wheel in the S4 is a step above the RS 4, that’s where the steering advantage ends. My S4 loaner had the sport differential, which meant I also got some Audi Drive Select features to control the steering assist and weight. In “comfort” mode, it was very floaty and well suited for highway cruising, but definitely not for any corners. With the “dynamic” setting, the steering tightened up and was more responsive, but still quite disconnected in feel compared to the RS 4. Less responsive and lacking in feedback, I was disappointed in the S4’s overall steering compared with the RS 4. It’s still improved over the A4s past and present, at least.
This lack of sharpness and precision goes for the handling dynamics as a whole. While there is admittedly less understeer thanks to the better balance and sport differential, that doesn’t make up for the increased size and softer feel. The S4 just isn’t as fun to drive hard through twisty roads, even with everything set to “dynamic” mode. Rear passengers may appreciate the extra leg room that comes with the increased overall size, but the driver will not appreciate the effect on the driving dynamics.
Braking also falls heavily into the RS 4’s favor. While the S4’s braking is sufficient, it doesn’t seem to provide nearly the confidence or stopping power that the 8-piston Brembo setup on the RS 4 does. Pedal feel isn’t great on either system, honestly, but the RS 4’s brakes seem easier to modulate and always seem to have more to give.
I can’t really compare transmissions, as the S4 has the new 7-speed S-Tronic and the RS 4 is the traditional 6-speed manual. I will say, though, that the S-Tronic is a joy to drive. It rips off upshifts like Michael Schumacher on methamphetamines, and the rev-matched downshifts make heavy braking into a corner that much easier and less dramatic. There’s a bit of a problem with the programming, though, as it won’t allow you to bounce off the rev limiter, and as such a flip of the upshift paddle too close to redline may shift you up two gears instead of one, making for a clumsy corner exit. The RS 4’s gearbox is still one of the better I’ve had the privilege to drive. With a nicely weighted shifter and clutch, full of mechanical precision and solid feel, this is still my preferred gearbox for driving anywhere but in traffic.
Of course the discussion will come down to, “yeah, but once you mod XYZ, it won’t even be close”. There is no doubt in my mind that a chip on the 3.0T will leave the RS 4 for dead in any drag race, and with a proper suspension it will probably humble the RS 4 on the road course too. Then again, throw some money at the RS 4’s suspension and some power adders, and that gap will shrink. There finally seem to be some decent options for the RS 4 in terms of software (GIAC, JHM, APR), and there are still plenty of exhaust options too. STaSIS is probably still the go-to suspension for the RS 4, with both the SL and Motor Sports options being proven to positively transform the handling and feel of the car. I have no experience and limited knowledge of the B8 S4 options, but I know there will be plenty to choose from.
It should be noted, though, that my RS 4 had a sticker price of over $78,000 and the S4’s is closer to $55,000. What Audi has delivered in the S4 for substantially less cost is just brilliant. Factoring in cost when new, the S4 is way more car for the money. Frankly, the RS 4 should have been priced below $60,000 as well. Many have asked me if I’d be considering a new S4 as a replacement for the RS 4 when my lease is up next month, and I have given it serious thought. However, an S4 optioned how I’d want ends up being $15,000 or more than the buyout price of my RS 4, and I can’t justify that difference.
In the end, these are two very different cars. The S4’s updated and quieter interior, modern technology, better fuel efficiency, and more commute-friendly power delivery make it a very, very good daily driver and freeway cruiser. While still enjoyable to drive aggressively, it falls short of the bar the RS 4 has set. For the more visceral thrill, the RS 4 is still the Audi to own.
