Hello, I'm new here and this is my first report. It's on the long side. Any feedback is welcome. Okay, here it is:
A Worthy Challenger: Audi S4 vs. BMW M3
The mighty BMW M3 has reigned supreme ever since it was plucked off the FIA Group A circuit and dropped into the dealer showroom. And every year it seems a new competitor springs up to challenge the king. Most, pardon the pun, crash and burn in their attempt. One that has managed to dent the kings armor is the Audi S4. Like the M3, Audi took an excellent, plebeian chassis and made a missile out of it. The S4 showed its tail lights to a profusion of cars with massive grip, excellent torque, and who could really argue with twin turbos? The E46 M3 changed all of this. The E46 ran away from the S4 like it was on fire. It was better in every way and left the S4 gasping for breath and crying uncle. All is not lost for Audi fans, however. The new 2003 Audi A4 line brings with it a new S4, and its not playing around.
The E46 M3 is the fastest M3 to date. It has grown up considerably since the original E30 version. The boy-racer look was heaved out the window for a more refined, subtle look. A deep front air dam, duck tail spoiler, fender vents and super intimidating quad exhaust pipes complete the exterior package. Under the bulged hood is a 3.2L straight six designed by God. With double-VANOS variable valve timing, dual overhead cams, four valves per cylinder, and six throttle bodies, this is built to scream. Redline is set at a Honda-like 8,000 RPM. Unlike Honda, however, there is actual torque, sort of. Unique to the M3 wheels are 18x8 up front and 18x9 in the rear, and wear 225/45ZR-18 and 255/40ZR-18 tires respectively. A six-speed manual is the standard transmission and the one our car is equipped with. BMWs Sequential Manual Gearbox is an available option, being shifted via paddles on the steering wheel or by using a console mounted gear selector. A five-speed auto is also available. Suspended like every BMW since, like, forever, with MacPherson struts up front and a multi-link in the rear, with M3 specific spring rates, roll bars, and dampers. A viscous limited-slip tries valiantly to keep both rear wheels spinning in the same direction.
Audi has waved goodbye to the bi-turbo V6 and shoved their 4.2L, 40 valve V8 between the shock towers instead. Subtlety is the name of the game here. You really have to squint to spot the difference between an S4 and a regular A4. A deeper front air dam, body side moldings, bright silver mirrors, and a teeny-tiny spoiler are the only outward cues of the S4s intentions. Behind the four Audi rings resides the 4.2L V8, stolen in the dead of night from the S8. The thoroughly modern V8 features five valves per cylinder, dual overhead cams, and a 7,000 RPM redline. Power and torque are available everywhere in the power band, definitely no flat spots here. This S4 shares the Avus-style wheels as the previous model, but they are increased in size to 18x8 and they wear 235/40-18s at all four corners. The standard Six-speed manual is equipped on our test car. A 5-speed Tiptronic is available. Designed to create a virtual steering axis, the front suspension consists of two piece upper and lower control arms. A more traditional upper and lower control arm setup is employed in the rear. The suspension is rounded out with S4 specific spring rates, dampers, and roll bars. Delivering power to the ground is the same thing thats been under every Audi worth driving: Quattro. A Torsen differential sends power to the front and rear differentials which are both open.
To see how the new S4 stacks up against the yardstick, we concocted a globe trotting test of both cars. After our usual 0-400m, 0-1,000m, and top speed tests, we put our frequent flier miles to good use and skedaddled to the Tsukuba circuit in Japan. We then flew to the Italian town of Costa di Amalfi and finally drove to the home country of these cars, Germany, to drive them on the Ring.
The M3 launches with authority and zero wheel spin, screaming down the 400m test track in 13.589 seconds. Excellent gearing has you crossing the line just as you start fourth gear. The 600 further meters until you cross the 1,000m mark is taken in fourth gear entirely, with fifth being reach as you cross the line. Every production M3 has a 155mph speed limiter, but we had it removed for this test. The result was a blistering 179.3 mile per hour. And the M3 was completely stable during the whole run, it never protested, never broke down, it just squatted and went.
The S4 doesnt really launch, it grabs the asphalt and hurls you toward the horizon with Quattro grip. It triggers the lights with a slower but still impressive 13.833sec run. The best times were achieved by taking the engine to its 7,400 RPM fuel cut, as max power is made at redline. The shorter gearing of the S4 has you shifting more often, which hurts its 0-1,000m time. The cars weight doesnt help either. As with the M3, the S4s 155mph speed limiter was chucked to find the cars true terminal velocity. Gearing came into play again, but 171.5 miles per hour isnt bad for an all-wheel-drive sedan that weights 3,652lbs and has a nose bleed inducing ride height. Like the M3, the S4 displayed typical German poise throughout the test. It went like stink the whole time, never complaining one bit.
With the annoying basic tests over, we headed to the track for some real driving. The M3 sets the fastest time around the track, but to everyones surprise, the S4 is right there. The S4 screams around the track with grip to make super glue jealous. The car definitely knows which end is supposed to lead, though, with under steer at the limit. The under steer, however, is easily managed with the throttle or brake pedal. A quick stab of the brake at turn in coaxes the car into a four wheel drift. The brakes on this car are strong enough to stop the Eisenhower, though they can be difficult to modulate. The car stopped fade free every time, a testament to good brakes and wide tires. The strong engine and precise transmission have you powering out of the turns with authority. This car has plenty of low end torque, making downshifts unnecessary at times. The suspension is on the soft side, trading handling for ride comfort. The weight and somewhat high stance bring with them body roll and brake dive. Lots of brake dive, at one point, the front looked as though it would smack the ground.
The M3 is definitely a track day car that doubles as a street car. The engine howls to 8,000 RPM like its nothing. The transmission is scalpel precise, and definitely geared to keep you above 6,000 RPM. The downside is the lack of torque. There really isnt enough to break those huge back tires loose. This car has a lot of under steer, which surprised us. Those huge back tires are really overkill and disrupt the balance of the M3. The car still handles wonderfully and is very fast. In the hands of an experienced driver this car would devastate. Whereas the brakes an the Audi are very strong, the M3s brakes are weak. The stopping distances are long and dont even think about trail braking. Fade was evident at the end of the run, though it was minimal. The suspension is stiff and is definitely aimed for handling over ride. Body roll? Whats that? You wont find too much with the M3.
At Costa di Amalfi, the cars real world handling would be tested. A town built in to a hillside, Costa di Amalfi offers tight turns and breathtaking scenery. The S4 attacks the town with some of its cons changing to pros. The suspension, too soft for the track, is a plus on these bumpy roads. The road surface is not on the grippy side, making Quattro helpful. The strong brakes help in the super short brake zones. Four wheel drifting around the town is fun, and causes quite a stir. The hills present no challenge to the V8, it gobbles up the road and begs for more. The S4 is ponderous in the low speed corners, making Quattro and torque very helpful. The gearing is perfect for the roads around Costa dAmalfi, gears one through three are short for quick acceleration. Fourth is used on one long straight and in a down hill section.
The M3, while still faster than the S4, is a bit harder to drive. The bumpy road unsettles the stiff suspension, requiring the driver to pay closer attention. The need for immediate braking hurts the M3. Slowing for the turns meant preparing ahead of time, especially on a hill crest before a tight left-hander. The straight six powered through the hills with no problems, with the help of a quickly geared first, second, and third. Fourth was used briefly on the straight. The first gear corners presented no problem to the M3, as a quick stab of the throttle would finally bring the butt around. The M3 is just as potent on the street as it is on the track.
Deutschland serves as the local for the final portion of the test. It is here, amongst beautiful scenery and an imposing castle, one finds the Ring. To car guys, the Ring is Nirvana. Its 12 miles of bumpy, intimidating, graffiti covered track and the perfect to test every detail of a cars performance. Look at the times (ok, so they are a bit slow), the win easily goes to the M3. The stiff suspension made the M3 a handful, it bounced around like a drunken pogo stick. As reported before, advanced knowledge was needed before braking. Trying to turn while braking was useless, all the front would do is slide. But this car just drove away. It responded to driver input like it was connected to your brain. The car was most definitely designed with the driver in mind. In the high speed sections, the M3 was perfectly stable and had no problem with direction changes. It even came very close to hitting its (real) top speed on the long back straight. The brakes hauled it down from speed without drama, just be sure to do it before the corner.
The S4 was bit less fun around the Ring. Body roll had us flying around the interior and that brake dive worried us again. The soft suspension was a gift on this bumpy track. Unlike the M3, which bounced around, the S4 soaked up the bumps regardless of speed, making the driver more confident. The strong brakes and the ability to trail brake helped a lot in the short brake zones and in the tighter corners. The big V8 torque took care of the straights and the hills. All this torque was helpful as you go through an uphill turn and you have to lift to control under steer. Four wheel drifting this thing is so much fun its hard to resist. We did it a few times, but left doing it excessively to those with brass gonads.
Choosing a winner in this contest comes down to what the would-be owner thinks is important. If you value the drive above all else, are willing to make a lot of compromises, and have a winter beater, the M3 is your car. If you have to drive the car everyday on real roads, have a family, and no winter beater, the S4 is your car. The M3 is pure and simple a drivers car. It moves when you tell it, it stops when you tell it. You can definitely takes this car to the track on the weekends and drive it to work on Monday. It loves to be driven and driven hard. But its absolute murder on the street. Its stiff and has little suspension travel. Bumps unsettle the car so easily, it didnt drive around the Ring but rather skidded gracefully. The S4 is the polar opposite. Its geared toward the enthusiast that likes to drive fast, but has a family and deals with real life. The suspension is too soft for the track but is perfect for street driving, where these cars will be driven most often. Quattro has a limited effect on dry pavement, the grip is nice but the under steer it brings is a downer. It comes in handy in the snow where the M3 driver is either spinning into a ditch, or puttering to work in a Festiva. The S4 deserves major props, despite losing every test. The S4 shadowed the M3 the entire time, never losing sight of the yardstick. It takes a good car to keep up with an M3, its even cooler when that car is an all-wheel-drive sedan that weights 3,652lbs. Our best advise? Buy both. Drive the S4 everyday and drive the M3 when theres serious driving that needs done.
A Worthy Challenger: Audi S4 vs. BMW M3
S4
Type: V8 DOHC N/A
Displacement: 4,163cc/4.2L
Power: 341hp @ 7,000RPM
Torque: 303 lb/ft @ 3,500RPM
Weight: 1,660kg/3,652lb
Front engine All wheel drive
Dimensions: 4,575x1,781x1,415
Six speed manual
M3
Type: L6 DOHC N/A
Displacement: 3,246cc/3.2L
Power: 339 @ 7,900RPM
Torque: 269lb/ft @ 4900RPM
Weight: 1,570kg/3,454lb
Front engine rear wheel drive
Dimensions: 4,492x1,780x1,383
Six speed manual
Type: V8 DOHC N/A
Displacement: 4,163cc/4.2L
Power: 341hp @ 7,000RPM
Torque: 303 lb/ft @ 3,500RPM
Weight: 1,660kg/3,652lb
Front engine All wheel drive
Dimensions: 4,575x1,781x1,415
Six speed manual
M3
Type: L6 DOHC N/A
Displacement: 3,246cc/3.2L
Power: 339 @ 7,900RPM
Torque: 269lb/ft @ 4900RPM
Weight: 1,570kg/3,454lb
Front engine rear wheel drive
Dimensions: 4,492x1,780x1,383
Six speed manual
The mighty BMW M3 has reigned supreme ever since it was plucked off the FIA Group A circuit and dropped into the dealer showroom. And every year it seems a new competitor springs up to challenge the king. Most, pardon the pun, crash and burn in their attempt. One that has managed to dent the kings armor is the Audi S4. Like the M3, Audi took an excellent, plebeian chassis and made a missile out of it. The S4 showed its tail lights to a profusion of cars with massive grip, excellent torque, and who could really argue with twin turbos? The E46 M3 changed all of this. The E46 ran away from the S4 like it was on fire. It was better in every way and left the S4 gasping for breath and crying uncle. All is not lost for Audi fans, however. The new 2003 Audi A4 line brings with it a new S4, and its not playing around.
The E46 M3 is the fastest M3 to date. It has grown up considerably since the original E30 version. The boy-racer look was heaved out the window for a more refined, subtle look. A deep front air dam, duck tail spoiler, fender vents and super intimidating quad exhaust pipes complete the exterior package. Under the bulged hood is a 3.2L straight six designed by God. With double-VANOS variable valve timing, dual overhead cams, four valves per cylinder, and six throttle bodies, this is built to scream. Redline is set at a Honda-like 8,000 RPM. Unlike Honda, however, there is actual torque, sort of. Unique to the M3 wheels are 18x8 up front and 18x9 in the rear, and wear 225/45ZR-18 and 255/40ZR-18 tires respectively. A six-speed manual is the standard transmission and the one our car is equipped with. BMWs Sequential Manual Gearbox is an available option, being shifted via paddles on the steering wheel or by using a console mounted gear selector. A five-speed auto is also available. Suspended like every BMW since, like, forever, with MacPherson struts up front and a multi-link in the rear, with M3 specific spring rates, roll bars, and dampers. A viscous limited-slip tries valiantly to keep both rear wheels spinning in the same direction.
Audi has waved goodbye to the bi-turbo V6 and shoved their 4.2L, 40 valve V8 between the shock towers instead. Subtlety is the name of the game here. You really have to squint to spot the difference between an S4 and a regular A4. A deeper front air dam, body side moldings, bright silver mirrors, and a teeny-tiny spoiler are the only outward cues of the S4s intentions. Behind the four Audi rings resides the 4.2L V8, stolen in the dead of night from the S8. The thoroughly modern V8 features five valves per cylinder, dual overhead cams, and a 7,000 RPM redline. Power and torque are available everywhere in the power band, definitely no flat spots here. This S4 shares the Avus-style wheels as the previous model, but they are increased in size to 18x8 and they wear 235/40-18s at all four corners. The standard Six-speed manual is equipped on our test car. A 5-speed Tiptronic is available. Designed to create a virtual steering axis, the front suspension consists of two piece upper and lower control arms. A more traditional upper and lower control arm setup is employed in the rear. The suspension is rounded out with S4 specific spring rates, dampers, and roll bars. Delivering power to the ground is the same thing thats been under every Audi worth driving: Quattro. A Torsen differential sends power to the front and rear differentials which are both open.
To see how the new S4 stacks up against the yardstick, we concocted a globe trotting test of both cars. After our usual 0-400m, 0-1,000m, and top speed tests, we put our frequent flier miles to good use and skedaddled to the Tsukuba circuit in Japan. We then flew to the Italian town of Costa di Amalfi and finally drove to the home country of these cars, Germany, to drive them on the Ring.
0-400m 0-1,000m Top Speed
M3: 13.589secs 24.433secs 179.3 mph
S4: 13.833secs 25.073secs 171.5 mph
M3: 13.589secs 24.433secs 179.3 mph
S4: 13.833secs 25.073secs 171.5 mph
The M3 launches with authority and zero wheel spin, screaming down the 400m test track in 13.589 seconds. Excellent gearing has you crossing the line just as you start fourth gear. The 600 further meters until you cross the 1,000m mark is taken in fourth gear entirely, with fifth being reach as you cross the line. Every production M3 has a 155mph speed limiter, but we had it removed for this test. The result was a blistering 179.3 mile per hour. And the M3 was completely stable during the whole run, it never protested, never broke down, it just squatted and went.
The S4 doesnt really launch, it grabs the asphalt and hurls you toward the horizon with Quattro grip. It triggers the lights with a slower but still impressive 13.833sec run. The best times were achieved by taking the engine to its 7,400 RPM fuel cut, as max power is made at redline. The shorter gearing of the S4 has you shifting more often, which hurts its 0-1,000m time. The cars weight doesnt help either. As with the M3, the S4s 155mph speed limiter was chucked to find the cars true terminal velocity. Gearing came into play again, but 171.5 miles per hour isnt bad for an all-wheel-drive sedan that weights 3,652lbs and has a nose bleed inducing ride height. Like the M3, the S4 displayed typical German poise throughout the test. It went like stink the whole time, never complaining one bit.
Tsukuba Circuit dry
M3: 104.439secs
S4: 105.593secs
M3: 104.439secs
S4: 105.593secs
With the annoying basic tests over, we headed to the track for some real driving. The M3 sets the fastest time around the track, but to everyones surprise, the S4 is right there. The S4 screams around the track with grip to make super glue jealous. The car definitely knows which end is supposed to lead, though, with under steer at the limit. The under steer, however, is easily managed with the throttle or brake pedal. A quick stab of the brake at turn in coaxes the car into a four wheel drift. The brakes on this car are strong enough to stop the Eisenhower, though they can be difficult to modulate. The car stopped fade free every time, a testament to good brakes and wide tires. The strong engine and precise transmission have you powering out of the turns with authority. This car has plenty of low end torque, making downshifts unnecessary at times. The suspension is on the soft side, trading handling for ride comfort. The weight and somewhat high stance bring with them body roll and brake dive. Lots of brake dive, at one point, the front looked as though it would smack the ground.
The M3 is definitely a track day car that doubles as a street car. The engine howls to 8,000 RPM like its nothing. The transmission is scalpel precise, and definitely geared to keep you above 6,000 RPM. The downside is the lack of torque. There really isnt enough to break those huge back tires loose. This car has a lot of under steer, which surprised us. Those huge back tires are really overkill and disrupt the balance of the M3. The car still handles wonderfully and is very fast. In the hands of an experienced driver this car would devastate. Whereas the brakes an the Audi are very strong, the M3s brakes are weak. The stopping distances are long and dont even think about trail braking. Fade was evident at the end of the run, though it was minimal. The suspension is stiff and is definitely aimed for handling over ride. Body roll? Whats that? You wont find too much with the M3.
At Costa di Amalfi, the cars real world handling would be tested. A town built in to a hillside, Costa di Amalfi offers tight turns and breathtaking scenery. The S4 attacks the town with some of its cons changing to pros. The suspension, too soft for the track, is a plus on these bumpy roads. The road surface is not on the grippy side, making Quattro helpful. The strong brakes help in the super short brake zones. Four wheel drifting around the town is fun, and causes quite a stir. The hills present no challenge to the V8, it gobbles up the road and begs for more. The S4 is ponderous in the low speed corners, making Quattro and torque very helpful. The gearing is perfect for the roads around Costa dAmalfi, gears one through three are short for quick acceleration. Fourth is used on one long straight and in a down hill section.
The M3, while still faster than the S4, is a bit harder to drive. The bumpy road unsettles the stiff suspension, requiring the driver to pay closer attention. The need for immediate braking hurts the M3. Slowing for the turns meant preparing ahead of time, especially on a hill crest before a tight left-hander. The straight six powered through the hills with no problems, with the help of a quickly geared first, second, and third. Fourth was used briefly on the straight. The first gear corners presented no problem to the M3, as a quick stab of the throttle would finally bring the butt around. The M3 is just as potent on the street as it is on the track.
Nurburgring
M3: 835.102secs
S4: 848.591secs
M3: 835.102secs
S4: 848.591secs
Deutschland serves as the local for the final portion of the test. It is here, amongst beautiful scenery and an imposing castle, one finds the Ring. To car guys, the Ring is Nirvana. Its 12 miles of bumpy, intimidating, graffiti covered track and the perfect to test every detail of a cars performance. Look at the times (ok, so they are a bit slow), the win easily goes to the M3. The stiff suspension made the M3 a handful, it bounced around like a drunken pogo stick. As reported before, advanced knowledge was needed before braking. Trying to turn while braking was useless, all the front would do is slide. But this car just drove away. It responded to driver input like it was connected to your brain. The car was most definitely designed with the driver in mind. In the high speed sections, the M3 was perfectly stable and had no problem with direction changes. It even came very close to hitting its (real) top speed on the long back straight. The brakes hauled it down from speed without drama, just be sure to do it before the corner.
The S4 was bit less fun around the Ring. Body roll had us flying around the interior and that brake dive worried us again. The soft suspension was a gift on this bumpy track. Unlike the M3, which bounced around, the S4 soaked up the bumps regardless of speed, making the driver more confident. The strong brakes and the ability to trail brake helped a lot in the short brake zones and in the tighter corners. The big V8 torque took care of the straights and the hills. All this torque was helpful as you go through an uphill turn and you have to lift to control under steer. Four wheel drifting this thing is so much fun its hard to resist. We did it a few times, but left doing it excessively to those with brass gonads.
Choosing a winner in this contest comes down to what the would-be owner thinks is important. If you value the drive above all else, are willing to make a lot of compromises, and have a winter beater, the M3 is your car. If you have to drive the car everyday on real roads, have a family, and no winter beater, the S4 is your car. The M3 is pure and simple a drivers car. It moves when you tell it, it stops when you tell it. You can definitely takes this car to the track on the weekends and drive it to work on Monday. It loves to be driven and driven hard. But its absolute murder on the street. Its stiff and has little suspension travel. Bumps unsettle the car so easily, it didnt drive around the Ring but rather skidded gracefully. The S4 is the polar opposite. Its geared toward the enthusiast that likes to drive fast, but has a family and deals with real life. The suspension is too soft for the track but is perfect for street driving, where these cars will be driven most often. Quattro has a limited effect on dry pavement, the grip is nice but the under steer it brings is a downer. It comes in handy in the snow where the M3 driver is either spinning into a ditch, or puttering to work in a Festiva. The S4 deserves major props, despite losing every test. The S4 shadowed the M3 the entire time, never losing sight of the yardstick. It takes a good car to keep up with an M3, its even cooler when that car is an all-wheel-drive sedan that weights 3,652lbs. Our best advise? Buy both. Drive the S4 everyday and drive the M3 when theres serious driving that needs done.
