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2008 Audi RS 4 Road Test

The sports sedan market is busier today than it has been in a long time.

No turbos here - just a big, powerful V8. (Photo: Kevin Wang, American Auto Press)

Manufacturers are becoming increasingly adept at shoehorning big, muscular V8 engines into not-quite-compact sedans whose owners, less than 5 years ago (maybe ten), would have been perfectly happy puttering along with a peppy four cylinder. If they were lucky, that four cylinder may have had a turbocharger and if they were very lucky, two extra cylinders. That simply is no longer the case. Perhaps those four cylinders became too wheezy, or perhaps the turbocharged sixes simply became too thirsty while oil prices skyrocketed—whatever the case, eight cylinders became the only way to go. Even BMW’s M3, which for over a decade has gotten by with an inline six has swapped that engine for some more powerful V8 digs. But I wasn’t given the M3 to drive—the new one hasn’t made it to our fair country just yet—which is fine by me as I had the pleasure of indulging in the raucous sensation that is Audi’s RS 4 sedan. A station wagon (“Avant” in Audi-speak) will also be available, but Audi’s S- and RS-lines have always been known for their “Q-cars”, vehicles that look unassuming at first glance, only to beat your Corvette to the next stoplight.

Those wheels, those vents... this is no normal Audi. (Photo: Kevin Wang, American Auto Press)

My particular RS 4, however, shakes the typical Audi mold a bit, its Misano Red Pearl Effect paint job screaming, “DRIVE ME NOW!” Ditto the flared fenders, aggressive front valance, chin spoiler, side skirts and 19-inch split-spoke alloy wheels. The theme continues inside; my specific RS 4 had a two tone Audi Exclusive interior that matches body color, along with the stitching on the chunky steering wheel and gear lever. The RS 4 logo adorns everything from the seatbacks to the instrument cluster, leaving no mistake that the deep bucket seat you're sitting in connects you to one of Ingolstadt’s finest. Of course, the car is offered in a multitude of much more sedate exterior and interior color options, but as soon as you flip the signature Audi Key fob open, insert it and twist, it becomes easier to understand why a color like mine, or the even louder Imola Yellow (a color that has adorned S4 variants ever since their inception), are the right colors for this particular job. What you’re hearing is Audi’s 4.2 V8 FSI, a real gem of an engine, and a modified version of what is found mounted

Lots of carbon fiber, but the RS4 deserves it. (Photo: Kevin Wang, American Auto Press)

amidships in Audi’s brand-new sports car, the R8, a purpose built road racer. Having driven that car not one hour before I did the RS 4, I can attest to the fact that the same engine that sits low in the R8’s bay actually got its start in the RS 4, and it’s a testament to the sedan’s sporting pedigree in itself. Oh yeah, and let’s not forget Audi’s massive success at the Le Mans endurance test—7 outright wins in the last 8 years (the one third place finish came behind two Bentleys who ran with, you guessed it, Audi-sourced V8s) is not only a testament to good speed and drivers, but outstanding reliability as well.

FSI stands for “Fuel Stratified Injection”, allowing for increased torque and power without the fuel consumption of standard-spark ignition systems. So what exactly does “increased torque and power” entail? Well, the RS 4’s V8 punches a hefty 420 horsepower through its 40:60 Torsen split differential, as well as 317 lb-ft of torque. This is up from 340 and 302, respectively, on the highly lauded S4. While the power figures themselves are impressive, it’s the engine’s ultra-linear power delivery that sets some truly lofty

Don't just feel - hear. Press "S", and the RS4 becomes even more vocal. (Photo: Kevin Wang, American Auto Press)

standards. The beauty of naturally-aspirated engines is they don’t require a plethora of revs to hit their stride, and the 4.2 FSI is a sterling example of this trait. Peak torque arrives at around 6,000 rpm, a full 2,000 rotations behind the car’s indicated 8,000 rpm redline. I would find myself cruising at 50 mph on the freeway in fourth, only to glance at the speedo and see the needle soaring past the 60 mark with just a slight prod of the right pedal and no need to reach for the leather-wrapped shift lever. Even more illustrative of the flat torque curve is the RS 4’s performance on my “torture-test,” a climb that takes you from sea level to 900 feet above in under 3.7 miles. The Audi fared well here, as it effortlessly tackled the distance, hardly missing a beat, hardly feeling stressed. Typically, I’m always shifting gears on this particular stretch, but the RS 4 felt like it could climb the mountain sitting comfortably in any gear ranging from fourth all the way up to sixth.

But why wouldn’t you want to shift gears?

Exclusive package transcribes the brightness into the cabin. (Photo: Kevin Wang, American Auto Press)

The guttural howl the twin exhaust system emits once you drop a cog is worth it every time. Even more so if you’ve engaged “S” mode with a simple prod of the console mounted button. What “S” or “Sport” mode does is adjust the butterfly valves in the exhaust system, allowing for a freer flow though the dual pipes. The drive-by-wire throttle is also modified, allowing you to access the V8’s grunt at a quicker rate—essential if you ever want to test Audi’s claimed 0-60 mph time of 4.8 seconds. Four point eight seconds. That, my friends, is no longer in sports-sedan territory—that is closer to the supercar stratosphere. I know, by now you’re probably thinking, “So the engine’s got power. We get it. How does the chassis stack up?”

Well, fine, for what is a 3,957 pound car. That V8 is not light, and coupled with the Quattro all-wheel drive system it makes for a hefty package. New for the RS 4 is what Audi calls a Torsen differential, which splits torque 40:60, allowing for a more rear-drive biased sports car feel when driven

Seats have as good of a hold on you as quattro does on the road. (Photo: Kevin Wang, American Auto Press)

aggressively. This marks the first time Audi has used an asymmetric torque split, and being located nearer to the middle of the axle allows torque to be fully transferred either fore or aft, depending on the circumstance.

Now, the “torture test” serves its power-testing purposes well, but it’s a wide stretch of road that doesn’t really challenge the handling aspects of an AWD master like the RS 4. So a quick back road jaunt was needed, and the RS 4 took full advantage of its chance to showcase its handling and braking prowess. The car felt capable through the bends as well, the Torsen differential and proprietary Quattro AWD system helped along by Michelin’s Pilot Sport 2 tires sized at 255/ZR35-19, providing traction, traction and more traction. The suspension has been modified for sports car duty as well, the main difference being that the control arms are made with aluminum along with the aforementioned wide fenders and hood, helping shave precious pounds off of the car. Also featured is Audi’s dynamic ride

If you don't look hard, this could be just another Audi... but it isn't. (Photo: Kevin Wang, American Auto Press)

control, which helps negate wallowy pitch-and-roll movements felt when the car transfers its weight from apex to apex. And when it comes time to bring everything to a dramatic halt, the 8-piston front brake calipers combine with big 14-inch cross drilled and ventilated rotors, plus the single-piston units with 13-inchers in the rear, to press my shoulders firmly into the belts. Just make sure to watch out for whiplash.

The one thing that I really felt was lacking in the handling department, and which is unfortunately a pretty important piece of the package, was steering feel. The RS 4 uses an electronically assisted rack and pinion system, but it simply feels over-assisted. The Audi sports sedans have often been maligned for lack of steering feel, and now that I have finally driven one I would have to say that I agree. Audi may say that it’s an effort to help the car feel more luxurious, lending itself to city driving, but I think the real reason is to further mask the heft of the car. When I prodded the “S” button with hopes to change this, I was disappointed to see it had no effect. Even at higher speeds, where steering should be gaining more feel, the RS 4

Despite the high redline, there's plenty of lowdown torque so you don't really need to downshift to pass. (Photo: Kevin Wang, American Auto Press)

falls just a little shy. Maybe I’m being unfair. Maybe my feelings are tainted by the superlative steering feedback felt in the R8, but I can’t help but think that with just a little more feedback through the wheel, the illusion that I was driving a sports car as opposed to a sports sedan would be fully realized.

That all being said, on the drive home at the end of the day, I’m not going to lie and say I didn’t appreciate some of the creature comforts included with the $67,000 (!) sticker price. Audi’s Multi-Media Interface (MMI) comes standard, and I’ll have you know that from experience, it is infinitely easier to understand than those fitted in other cars of its ilk, namely BMW’s somewhat confusing iDrive system. The GPS navigation system, radio tuning controls and Bose 10-Speaker audio system are all accessible through a simple dial and the four buttons surrounding it, or, along with cruise control, from the button-mounted steering wheel. The dual-zone climate control system handles all your temperature adjustment needs.

And for those of us who stand above the 6 ft mark it’s quite comfortable. Rest assured, as I am 6 feet three inches tall, and once I’d toyed with the power electric seats I had ample headroom. Trunk space is generous at 13.4 cubic feet; I’m an ice hockey goalie and had no trouble fitting my substantial equipment bag. The rear seats flip down in a 60/40 split, and there is also a door between the two seats to accommodate hockey sticks or skis. Don’t want to scuff the fine Nappa leather? Not to worry; the flip-down pass through door comes equipped with a convenient nylon bag that fully seals the contents in the trunk from those riding in the cabin.

On the safety side, my RS 4 also had an electronic tire pressure monitor as well as dual front and side-curtain airbags. Also featured is Audi’s adaptive front lighting system. Reminiscent of the Tucker Torpedo of old,

Don't mess with this. (Photo: Kevin Wang, American Auto Press)

the HID headlights turn (electrically, mind you) with the wheel, giving you a preview of what’s around the bend before it’s too late. This, of course, is now a common feature amongst luxury cars, but a much appreciated one just the same.

Rain sensitive wipers, a headlight-rinsing system, dual lumbar support in the seats; it’s all here, and combined with the V8 grunt and Torsen differential, it provides the basis to be a serious-contender for the top sports sedan crown. Yes, there are some that are quicker to 60, and some that may make it easier for some tail-out hijinx, but none of them can straight-up devour a road like the RS 4 thanks to its AWD. Plus, due to its genuine usability on the everyday commute, the RS 4 is as close to the complete package as anything in this segment. In one minute it’s at home off the beaten track, the next ready to ferry you home in (almost) the lap of luxury.

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