Audi S8 an opulent beauty with beastly power
I love Audi’s S8. Always have. It’s a big, comfortable luxury sedan with a killer motor, marvellous interior and the Mac Daddy of all automotive audio systems, so what’s not to love? I am a little confused, however, with the latest 2013 edition, my confusion stemming mostly from Audi’s choice of power plant for its flagship sedan.
I have no problem with Audi’s switch from the previous 5.2-litre V10 to the current twin-turbocharged 4.0-litre V8. The new engine has more horsepower and gets better fuel economy. More importantly, its demeanour is more appropriate for what is — despite its pretensions to sportiness — which is a very large sedan. Unlike the V10, which was sourced from the R8 sports car, the turbocharged V8 is blessed with a surfeit of low-end grunt, perfect for scooting a big, heavy sedan away from stoplights with something approaching alacrity.
Nope, my question is why Audi chose this particular version of its new 4.0L TFSI V8 for the S8. You see, last week I tested the equally new Audi S7 and, like the S8, it too is powered by a version of Audi’s new 4.0L TFSI. The only problem, at least with my understanding of whom each of these cars are targeting and their raison d’etre, is that I thought the S7 would be the sportier of the two. It’s smaller, sleeker and feels generally sportier.
And yet, the S7’s version of the 4.0L pumps out 420 horsepower while the S8’s is rated at 520 hp. And, thanks to higher turbo boost, the S8’s 4.0 also outguns the S7 in the torque department — 481 pound-feet versus 405. More confusing than just the sheer numbers, however, is the temperament of the two editions of the TFSI. The supposedly sportier S7’s version of the 4.0L is a relative pussycat of an engine, all low-end grunt and polite manners. Meanwhile, the S8, the grande dame of Audi’s lineup, gets the beastly edition. It’s as if BMW stole the engine from its all-conquering M5 and dumped it in an unsuspecting 7 Series.
Nor is the comparison to the M5’s power plant an exaggeration. Both the BMW’s 4.4L and the S8’s 4.0L are V8s with twin turbochargers both nestled in the vee of the engine, where the intake manifold usually resides. The BMW does sport a few more ponies — 560 hp versus 520 — but since it’s 0.4 litres larger, the S8 has a slightly higher specific output — 130 hp per litre versus 127. In other words, the S8’s V8 is at least as highly tuned as the M5’s, a commendable feat, but unusual for a car that is supposed to be more about luxury than outright performance (it’s worth noting, for instance, that there is no M version of the 7 Series, BMW’s equivalent to the A8/S8 lineup).
Confusion about Audi’s intentions aside, it sure does make for an entertaining ride. One minute you’re wafting along swathed by the delicate timbre of Ida Haendel’s violin emanating from the Bang & Olufsen’s twin pop up tweeters and the next you’re barking along as if the very hounds of Hades are chasing you. The S8 may not look like a sports car, but it sure does accelerate like one.
One hundred kilometres an hour shows up on the digital speedometer is just 4.1 seconds, an incredible feat for a car that weighs 2,105 kilograms (despite, by the way, being constructed completely of aluminum).
The chassis does a passable job of containing that get-up-and-go as well. Quattro all-wheel-drive puts all those torques to the pavement and there’s an air suspension — that rides 10-millimetres lower than the standard A8 — that can be adjusted through Audi’s drive select system for comfort or dynamic damping. And even though said comfort mode is not truly soft, the S8’s ride is still plenty accommodating, sufficiently squishy that, even with low-profile 21-inch tires, the ride is never jarring.
Niggles are few. The trunk, strangely enough, doesn’t seem as spacious as the S7’s despite its dramatically sloping rear roofline. And, even if it isn’t dramatically larger, the S7’s is more accessible. Hatchbacks may not be North America’s thing, but they certainly do have practical advantages.
As well, my S8 occasionally illuminated its EPC engine malfunction light. For fuel economy purposes, the S8’s V8 can deactivate four of its eight cylinders. But it is supposed to do so only at highway cruising speeds when the demand on the engine is minimal and the odd firing pattern (essentially the engine becomes a V4) won’t be noticed. Various systems — including a noise-cancellation system inside the cabin — keep passengers from noticing the discordant combustion. When the trouble light illuminated, it felt like the engine was switching to this V4 mode. Unfortunately, it did so at idle (not part of Audi’s intended program to be sure) and the engine ended up thrumming like an electronic paint mixer. It only happened twice, but it does show how hard it is to keep must any engine with cylinder deactivation working smoothly.
Occasionally quirky combustion aside, the S8 remains a favourite. BMW and Mercedes-Benz continue to be powerhouses in the uberluxury segment, but I prefer the boutiquey S8 (and the equally rare Jaguar XJ). Having 520 rootin’, tootin’ horsepower underfoot just adds to the appeal.