On the center stack’s bottom left side, the sport diff automobiles have a small drive select spot. It ought to be specified in the car’s description what features it contains, such as a sport differential or anything else.
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Exists a sport differential in every Audi S4?
Some Audi vehicles, including the S4, S5, and A8, come with an optional quattro Sport Differential.
Depending on the amount of available traction, these cars’ standard quattro all-wheel drive technology can alter the ratio of torque supplied to the front and back wheels. More power is given to the front wheels when the rear wheels begin to slide, and vice versa.
Similar in operation, the Sport Differential shifts the torque distribution in the rear axle from side to side by means of torque vectoring. To help the car turn into a corner, extra power is applied to the outside rear wheel. The Sport Differential helps the car rotate and removes understeer, which is the front end pushing wide. To keep the car on the right course, the system cooperates with the traction control (ASR) and stability control (ESP) systems. The Sport Differential can be altered along with the engine, transmission, suspension, and steering settings thanks to the differential’s compatibility with Audi’s drive choose system.
What does Audi S4’s S Sport Package entail?
Sport rear differential, sport adaptive damping suspension, and red brake calipers are all parts of the S sport package, which is an option. accelerated force. Obtain additional force. The twin-scroll turbocharged V6 engine in the Audi S4 provides, to put it simply, the power you need, when you need it.
What does Audi’s sport differential mean?
a drive system that distributes power evenly among the wheels for dynamic handling, greater safety, and superior distribution. In order to provide excellent traction and completely eliminate understeer, sport differential transfers torque from the engine between the rear wheels.
Driving on rails is one thing, but this is another. As a result, the driver has more control and is safer thanks to the Audi quattro with sport differential system, which distributes power between the rear wheels for optimal distribution and dynamic handling. Sport differential evenly distributes torque to all four rear wheels to maximize traction and completely eliminate understeer.
What is the adaptive damping suspension for Audi Sport?
For specific Audi RS models, sport suspension plus with Dynamic Ride Control (DRC) is a highly dynamic dampening technology. The driver can change the single-tube dampers’ variable characteristic in three steps. Shock absorber pairs that are diagonally opposed to one another are connected by hydraulic lines and a central valve. The valves control the oil flow in the shock absorber of the front wheel with the spring deflection when cornering quickly. They give more support and lessen pitch and roll motion. This enhances handling by allowing the car to follow the road more closely.
Dynamic steering
Depending on the driving speed, steering angle, and chosen mode in the Audi drive choose handling system, dynamic steering can change the steering ratio by up to 100%. The superimposition gearing in the steering column, which is powered by an electric motor, is the main part. Its design, known as strain wave gearing, is small, light, and torsionally stiff. It has little friction, is precise, and is free of play. The gearing is highly efficient and capable of transferring large torques very quickly.
The strain wave gearing only needs three essential parts to function. A thin-walled sun wheel is deformed by an electric motor rotating an elliptical internal rotor, which is coupled to the steering input shaft by a ball bearing. It meshes with a hollow wheel with a sprocket that works on the steering output shaft at the vertical axes of the ellipse. The internal rotor’s rotation causes the ellipse’s large axis to move into the area where the teeth engage. The sun wheel and hollow wheel move in relation to one another because the sun wheel has fewer teeth than the latter. The fast-running electric motor’s huge gear ratio makes it feasible to build up this ratio precisely and quickly.
Dynamic steering works very directly when driving at moderate speeds in city traffic and when navigating; it only requires two complete revolutions of the steering wheel to move from one end stop to the other. Because of the substantial power steering increase, parking maneuvers are incredibly simple. The directness of the steering reaction and the steering power assist gradually decrease on country roads. Indirect gear ratios and low power assist are employed at high expressway speeds to calm down jerky steering movements and permit excellent straight tracking.
To accomplish sporty handling and driving safety, dynamic steering tightly cooperates with the electronic stabilization control program, or ESC. It countersteers slightly if necessary; in the vast majority of circumstances, its minimal interventions, the most of which are undetectable to the driver, mitigate understeer and oversteer caused by load changes. The technology assists with stabilizing steering inputs when stopping on surfaces with divided friction coefficients.
Dynamic steering can make corrections more quickly than the brake system can increase wheel pressure. The principal workbrake operations it handles frequently either stop being necessary or are reduced to dampening effects that slow down driving. At high speeds and on slick terrain like snow, the benefits in terms of driving safety and sportiness stand out the most.
Electrohydraulically integrated brake control system
The Audi e-tron is the first electric series production car to feature a brake control system that is electrohydraulically integrated. Hydraulic, electrical, and electronic actuators are used to operate the wheel brakes, reinforcement, and activation, respectively. Within milliseconds, the control unit determines how hard the driver is pressing the brake pedal and calculates how much braking torque is required. If the recovery torque is insufficient, more hydraulic pressure for the traditional friction brake is produced. The displacement piston, which is propelled by an electric spindle drive, forces braking fluid into the brake lines. The driver is not aware of the seamless change from the engine brake to the pure friction brake. The familiar pedal sensation for the driver’s foot is produced by a second piston using a pressure-resistant component. The brake pedal simulator ensures that the driver is not impacted by hydraulic issues. When ABS is used to brake, pressure buildup and decrease do not manifest as grating, loud pulsations.
When the driver presses the left pedal firmly enough to cause a deceleration greater than 0.3 g, the electrohydraulic brake system is engaged; otherwise, the Audi e-tron slows down using recuperation from its two electric motors. The brake control system precisely and nearly twice as quickly as a conventional system builds up brake pressure for the wheel brakes. There are only 150 milliseconds between the start of the brake application and the presence of the maximum brake pressure between the pads and disks when automated emergency braking is used. Impressively low braking distances result from this, which takes hardly longer than a blink of an eye. Because wheel brakes are more effective than electric braking in this situation, the car decelerates even at extremely low speeds, such as those experienced during maneuvering. Otherwise, the electric motor would have to actively slow down at low rotational speeds, draining important battery current.
The electrohydraulically integrated brake control system’s “brake-by-wire technology” permits a bigger air gap, or a greater separation between the brake pad and brake disk, to be adjusted. As a result, the likelihood of friction and heat generation is reduced, actively extending the vehicle’s range.
Electromechanical active roll stabilization
With electromechanical active roll stabilization, a wide range between smooth build-up and lively handling is guaranteed. Between the two stabilizer portions on each front and rear axle is a small electric motor with a three-stage planetary gear set. The suspension control makes sure that both stabilizer halves behave mainly independently of one another when traveling straight ahead. This improves ride comfort by lowering vibrations caused by sprung mass on uneven roadways. However, at fast speeds, the goal is to achieve the best roll compensation. The transmission of the electric motor rotates the stabilizer’s halves in opposite directions as a unit, reducing the roll angle when cornering and making the car’s handling even more firm and dynamic.
Electromechanical active roll stabilization serves as a recuperative system and is powered by a strong 48-volt electrical subsystem: The stabilizer is excited when the wheels on one axle deflect to significantly different degrees as a result of road imperfections; the electromechanical active roll stabilization motor now turns each impulse into electrical energy. The lithium-ion battery of the electrical subsystem stores this energy, making sure that the electromechanical active roll stabilization has a much better overall energy balance than a hydraulic system. Active roll stabilization also requires minimal maintenance because it doesn’t utilize oil.
Electronic chassis platform
The electronic chassis platform (ECP) serves as the chassis’ main control panel. It keeps track of the vehicle’s speed, height values, vertical, roll, and pitch motions as well as the road’s coefficient of friction and the current driving condition, such as under- or oversteer, as well as information on the associated suspension systems. It swiftly determines and carefully coordinates the optimal function of these components based on these. The consumer notices ride characteristics more clearly as a result of the central control, including accurate cornering, enhanced dynamics, and a high level of ride comfort.
Adaptive air suspension
Adjustable air suspension A regulated damping air suspension system offers a wide range between comfortable cruising and competitive performance. It independently changes the ride height based on the speed and the driver’s preferences and the road conditions. As a function of load, the air suspension also provides level control.
Various specific product lines have different system designs. Shock absorbers are enclosed by air springs in the front suspension struts. These two parts are often applied individually in the rear suspension of vehicles. However, pneumatic struts are also mounted on the rear suspension of the Audi A8 (2017). Depending on the type, the compressor’s mounting position and the quantity of pressure reservoirs that must be filled also vary.
The electronic chassis platform (ECP), the primary chassis control unit, individually regulates the operation of each wheel’s shock absorbers at cycles in the order of milliseconds depending on the state of the road, the driver’s driving technique, and the mode selected in the Audi drive select dynamic handling system. The hydraulic fluid’s volumetric flow is adjusted using solenoid damper valves.
What is dynamic steering in an Audi?
a steering ratio that is influenced by the vehicle’s speed and steering torque, improving steering accuracy and quickening steering response.
instantaneous response from the steering. Boost steering response time and steering accuracy. In order to promote driver confidence and straight-line directional stability, Audi dynamic steering utilizes a more indirect steering ratio. At low to medium speeds and during parking, a direct or nearly-direct ratio is employed to manage tight curves more readily.
What does Audi Sport Package mean?
The Audi A4 is a small, 4-door executive vehicle that may be had with either Audi’s quattro all-wheel drive system and a continuously variable transmission (CVT) or a 6-speed manual or 8-speed Tiptronic automatic transmission. The 2.0l TFSI turbocharged 4-cylinder engine, which has an aluminum head and a cast iron block and produces 220 HP and 258 ft-lbs of torque, powers the vehicle regardless of the driveline option chosen.
The Sport Package comes with a number of interior upgrades, including a 3-spoke sport steering wheel (with shift paddles on vehicles with an automatic transmission) and sports seats with 4-way power lumbar adjustment. It is only available on the Premium Plus and Prestige trim lines; it is not available on the base Premium trim level. Equipped with sport suspension tuning and Audi drive select, the package enhances car handling.
Is the Audi S4’s suspension adjustable?
The S4 is the most recognizable automobile among Audi lovers. The B5 Audi S4 debuted in 1999 with a twin-turbo V6 as a response to the M3, first appearing in 1992 as the UR-S4 and eventually becoming the legendary B-segment car. Audi engineers modified the basic A4 to include a 2.7-liter V6, 6-speed manual transmission, sport suspension, more powerful brakes, and sport seats. One of the greatest German tuner cars ever was the end result. The S4 was a fantastic starting point for enthusiasts, and the market quickly expressed its affection for the first-generation S4. Even now, there are a few companies committed to maximizing the potential of your B5 S4.
It has been 17 years since the B5 S4 made its debut, and it has been 11 years since Audi equipped the B6 and B7 S4s with a V8. The B9 S4 is now available at dealers in North America. Although it might not be apparent at first, Audi has changed the faade. The rounded organic curves are gone, replaced by harder edges and harsher lines. Up to and including the pneumatically bolstered and massaging seats, every last detail has been redesigned. Despite being slightly larger than even the previous model, the new 2018 Audi S4 is now within a few pounds of the original B5 S4 thanks to a 100-pound weight loss.
A New Powertrain
Audi has returned to its V6 turbocharged roots after years of V8 power and a brief period with supercharging. The twin-scroll turbocharger has distinct exhaust branches for each bank of cylinders feeding it. The exhaust gas may travel a shorter distance with the least amount of loss because to the turbocharger’s positioning inside the 90-degree V of the cylinder banks. The turbo spools up almost rapidly, making all of its torque available at low RPM and responding very fast and directly to throttle commands due to the short path for gasses and efficiency of the design. Peak torque is produced by the engine between 1,370 and 4,500 rpm, and peak power is attained between 5,400 and 6,400 rpm. Audi’s valve lift mechanism addresses the tension between power and efficiency objectives.
You can count on the hair on your arms to stand up a little anytime you press the gas pedal all the way to the floor to accelerate, shift into low gear to pass, or assault your favorite back road when the Drive Select is set to Dynamic.
The eight-speed Tiptronic automatic with manual options has replaced the six-speed manual and seven-speed dual clutch transmissions. The ultimate goal is a smooth, responsive, efficient gearbox with the first few ratios tuned for acceleration and the remaining gears for efficiency. The new engine’s high levels of immediate torque are better managed by the torque converter transmission. Gear changes seemed as quick as the S-Tronic while shifting manually and with the paddles, although they weren’t as abrupt. The US was one of the only areas to maintain the manual option throughout the previous generation, according to the Audi product planners, but the take rate was too low. Most customers who had the choice opted for the quicker of the two.
We’ll return to the topic of autonomous driving later, but the automatic transmission also helps prepare the road for it.
On the Road
One of the nicest ways to spend a Thursday was in the brand-new Audi S4, climbing the 5,500 feet from Palm Springs, California to Idyllwild (certainly better than a day at the office). The bumps on the road seemed a little harsh on the highway with the suspension set to Dynamic. The ride was improved by setting the Drive Select to Individual, putting everything to Dynamic, and configuring the suspension to Comfort.
The car’s grip was unending as it rocketed out of the corners with no discernible lag. The S4’s tires, adaptive damping suspension, and sport rear differential all worked together to help it maintain the 55 MPH speed limit on the winding mountain roads.
To create a tire for the new S4, Audi worked with Hankook. To create a tire that would complement the dynamics of the new car, the Hankook engineers collaborated with the Audi engineers. The tires offered adequate traction while driving into the mountains, but I’m curious to hear from owners about how the Hankooks hold up.
Meanwhile, the S4 maintains its stability on the descent thanks to its powerful brakes. Six-piston calipers were installed over the brake discs by Audi’s engineers. They bite very firmly, and after our drive through the mountains, there was no indication of brake fade. The level of feedback provided by the brakes is extremely astounding considering how little input is required.
Must Have Options
the S Sport option, which includes red brake calipers, a sport rear differential, and an adaptive damping suspension for added performance. No S4 should be without this option package because the handling enhancements are difficult to match, even with aftermarket upgrades. The combination of the sport rear differential and the new sport damping suspension created a setting that helped retain confidence during the trip up the winding mountain roads outside of Palm Springs. We tried to kick the back end loose even in dynamic mode, but we were unable.
The sport differential allowed me to push the S4 harder through the curves while the suspension kept the S4 level through the off-camber areas of the road. In order to make the rear of the automobile follow the front wheels as closely as possible, it uses two clutch packs on each rear drive shaft to transfer power to the outer rear wheel.
Before I ordered Dynamic steering on my S6, I had no idea what it did. There are no dead spots on the S4 and the high- and low-speed feedback is excellent. The feedback I was hoping for was there, even with very slight steering movements. On some of the older systems, a minor wheel rotation would occasionally provide no output.
The Audi Virtual Cockpit and navigation are included by the Technology package. Data related to phone, media, navigation, and performance are displayed on the high-resolution screen. The displayed information can be changed by pressing a button. Audi has also included a performance display option for the S4. With speed in the inner ring, performance statistics, navigation, media/radio, and telephone information on either side, the performance display centers the tachometer. I took some time to get acclimated to the new system after growing accustomed to my S6’s prior MMI touch. Simply said, there is so much information at your disposal that it can be challenging to determine what information is essential.
Due to the severe traffic, we were able to utilize the Audi traffic jam assistance on our journey back to the hotel. The Drive Select mode determines how harsh the system will be. You only need to tap the accelerator to get rolling after being halted for longer than three seconds; the automobile will then take control. When I decided to leave the car in Dynamic Mode, it would brake slowly and accelerate quickly after coming to a stop. Even for the person who cut us off, the response is quick. It appeared as though the automobile foresaw the incident.
Take it or leave it?
The S4 is somewhat of a cult vehicle. The typical customer is aware of their needs and expects Audi to meet them. Since I’ve had the chance to own earlier iterations, it’s reasonable to state that Audi has produced the best S4 yet. However, after owning and experiencing the V8 era, we demand a little bit more noise from these engines, much like the switch to turbo engines in Formula 1. But there must be a balance, and from an engineering standpoint, engine noise represents a loss of energy. Just a little more volume would be nice, in my opinion.
I don’t believe Mercedes, BMW, or Lexus currently have a response to what this new S4 has to offer after having the opportunity to test the BMW 340i, Mercedes-AMG C43, and Lexus IS 350 F Sport over the past few months. Even though driving fanatics will miss the six-speed manual and may dismiss it right away, the S4 is unquestionably worthwhile.
The new engine and eight-speed transmission, in my opinion, enable you to enjoy the vehicle and concentrate on driving without having to worry about shifting speeds. Even if you forego the rest and choose just one option, go with the S Sport package. At the end of the day, Audi engineers created a vehicle that you can use immediately after purchase. You’ll understand this after driving the S4 via a winding mountain pass or other enjoyable local road.