BMW 4 series VS Audi S3
BMW 4 series
Likes
- Great tech
- Terrific to drive
- Reasonable servicing
Dislikes
- A bit pricey
- Tight rear seats
- Needs more safety gear
Audi S3
Likes
- Crisp interior and clever dash display
- Sharp, fizzy driving experience
- Sedan version looks superb
Dislikes
- Sedan’s price premium over hatch
- RS3 will technically trump it when it arrives
- Looks alarmingly similar to old model
Summary
BMW 4 series
BMW's new 4 Series blasted onto the world stage with a chonky schnozz on it that only a mother could love. If BMW didn't want anyone to look at the rest of the car, it did a cracking job of it, because everyone had something to say about the big gnashers now grafted to the 4's front end.
I was nervous about it, too, because the 4 Series has always been so elegant and the current 3 Series - on which it is based - is quite nice to look at. It also threatened to overshadow just how good a car the BMW 4 should be, based as it is on the excellent 3 Series.
And, of course, one also had to wonder if a sports coupe like this would be any good around town. Limited vision? Hard to get in and out of? A true four-seater, or just a squishy 2+2? So many questions.Â
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 6.4L/100km |
| Seating | 4 seats |
Audi S3
The moment Audi slaps an 'S' badge on any of its cars, you know you could well be looking at something a bit special. That single S has usually inferred a big jump in performance and an overall much sportier flavour than the Audi 'A' car on it's based on.
And now there’s an all-new Audi A3 coming to showrooms about now, the chance to take a deep dive into the equally new S3 was a no-brainer.
Describing the S3 as an A3 with more of everything sounds a bit trite, but it’s also accurate. And this is not new; Audi is as good as any other carmaker (and better than most) at taking a volume seller, piling on the good gear and letting it loose to appeal to a cashed-up buyer profile.
Available in both Audi’s usual Sedan and Sportback (that’s Audi-speak for a five-door hatch) the new S3 boasts more of everything from engine output, to handling, to luxury and connectivity. No surprises there, it’s pretty rare to hear of a car going backwards in any of those departments. But compared with the A3 – and this is the important bit – the S3 offers more of the attributes that appeal to buyers with more cash to splash.
While much of the car might be new, Audi fans will recognise the 2.0-litre turbocharged engine. It’s been tweaked this time around for more power and, significantly, Australia gets the full-fat, Euro-spec engine, rather than the slightly detuned 'hot-weather' specification we’ve seen in this model in the past.
Other changes over the new A3 include the usual S touches including lower, firmer suspension, bigger wheels and tyres and a more industrial braking package.
Inside, there’s more connectivity and multimedia potential than ever before, and safety has been given a leg-up with the latest driver aids.
The other significant thing about the S3, of course, is that until the even hotter RS3 turns up in showrooms sometime later this year, this car will represent peak A3-platform performance.
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| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.3L/100km |
| Seating | 5 seats |
Verdict
BMW 4 series7.8/10
The BMW 420i is a terrific car if you're after a bit of style and sophistication. Not everyone will warm to your car's nose, but if you get it de-chromed, like this white one, it really does look pretty good. It's a car that uses very little fuel, moves along smartly and is brimming with a decent amount of tech, even if it could do with a bit more safety gear at this price.Â
I reckon this car is settling well into the automotive landscape and ignoring it because of a few loudmouths think the grille is too big would be a terrible waste.
Audi S38/10
There are plenty of historical instances where a particular model within a broader range manages to hit the absolute sweet spot even though it’s not the fastest or most expensive variant. Porsche’s GTS specification across various models is a great example of this.
And at the risk of being proven wrong when the all-new RS3 comes along later this year, this car, the S3, might just pull off that feat.
Yes, the new RS3 will be more powerful and will offer even more grip and sporty flavour, but it will also be more expensive. And we defy anybody to drive the S3 and say that it lacks dynamism in any single area.
It’s also a magnificently balanced car with the right amount of attention paid to every aspect of its trim and performance. That, in essence, is where that `balanced’ label originates and even though it’s felt most in the actual driving experience, it permeates throughout the entire vehicle.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
Design
BMW 4 series
The internet exploded when it became clear the big kidney grille was for real. To be fair, BMW did itself absolutely no favours by ensuring the photos of the 4 Series made the twin grille look Easter Island statue sized.Â
And it persisted in doing them naked, without number plates to break up the look. In the flesh, it all works, the nose is striking but not completely overblown.Â
BMW coupe elegance reigns supreme in profile, however, with excellent proportions, and even in base form the wheels are the right size. The slim tail-lights and sculpted tail complete the look. It's a car I think most people love looking at. Hardly anyone mentioned the grille.
The cabin is excellent, as are all of the newer BMW interiors. It's not really a base model, given the price, but the mix of Alcantara and synthetic leather is very pleasing.Â
The big screens for the media and instruments headline the cabin with high-tech style and while it's not avant-garde, it's sharp and feels premium, which is just as well.
Audi S39/10
Perhaps the most striking thing about the styling of the new Audi is just how similar it looks to the old model. Okay, this is not a new thing with Audi which has made a point of not throwing a handsome design into the dumpster in pursuit of new for new’s sake.
As such, the exterior lines are taut and typically Audi clean and, with the latest LED headlights and a refinement of the Audi trapezoidal grille, the look is fresh and crisp without being a novelty act.
Inside, the virtual dash display and large, relatively flat centre console almost amount to anti-styling. Or it would if the rest of the deal wasn’t so sharply angled towards a philosophy of less is more.
Again, this is classic modern-era Audi where the game is to make a complex layout look as simple as possible. The face-level air vents also seem to have borrowed a little Lamborghini (part of the Audi family) DNA.
I particularly like the new shift-by-wire gear selector which is a nifty looking switch but works just as intuitively as a conventional shift lever. New tech meets old muscle memory, I’m calling it.
It's worth mentioning (again) just how good Audi’s customisable dashboard display is. With sharp, clear graphics and the ability for the driver to prioritise the information on display at the time, the S3’s display is still about the best in the business.
Overall, ergonomics have always been a long-suit of this brand and there’s been a clear intention to follow that tradition this time around.
Practicality
BMW 4 series
As a sports coupe, it's hardly a practical all-rounder but it's not a squishy 2+2 either. The rear seats are sculpted for maximum headroom and have the added bonus of holding onto rear passengers.Â
Six footers won't be super-comfortable but it's bearable for short trips. There are two ISOFIX points back there, too.Â
The front seats electrically fold out of the way for ingress and egress, but it's not an elegant process.
Front-seat passengers score two cupholders and bottle holders in the doors and a black hole for your phone and its wireless charging pad.
The boot takes an impressive 440 litres and the rear seats split and fold like good little soldiers.
Audi S38/10
While SUV owners are often quick to tell you that they bought their car for its interior space, the truth is sometimes different. And without the huge wheel-wells and suspension towers of a high-riding SUV, the conventional hatch or sedan often has an advantage.
Certainly, there’s no lack of room in the S3 and the hatchback version has a wide hatch opening to make loading easier. The sedan, however, is a full 150mm longer than the hatch and that extra is all behind the rear seat.
So the boot is actually very useable with a capacity of 325 litres. Audi claims the same 325 litres for the Sportback, but that figure jumps to 1145 litres with the rear seat folded flat.
The rear seat in either variant is handily split 40/20/40 and there are storage nets on the back of each front seat, luggage nets in the cargo area and 12-volt outlets in both the centre-rear and luggage compartment. Even floor mats are standard.
Price and features
BMW 4 series
The 420i starts at $71,900. That's a fair bit of money, I think you'll agree.
You get 19-inch wheels, a 10-speaker stereo, LED headlights with auto high beam, head-up display, power front seats, lighting package, auto-parking with reverse assistant, synthetic leather and Alcantara interior, 'Live Cockpit Professional' (fully digital dash), wireless phone charging and digital radio.
The massive 10.25-inch touchscreen may be smaller than the 12.3-inch digital dashboard, but it still looks huge. BMW's Operating System 7.0. is a cracking set-up, and you can control it via either touch or the 'iDrive' rotary dial on the console. It also has Apple CarPlay and Android Auto. Both of them, wireless. You don't read that every day.
You also get 'BMW ConnectedDrive', with some remote services that last for three years. The subscription includes things like the endearingly weird 'Caring Car' and the far less weird real-time traffic information.
The 4 Series is available in eight colours. 'Alpine White' is the only freebie while 'Black Sapphire', 'Arctic Race Blue', 'Portimao Blue', 'San Remo Green' and 'Mineral White' are $1538 each (or part of the 'Visibility Package'). 'Tanzanite Blue' and 'Dravit Grey' are a hefty $2962.
My car for the week had the $6300 Visibility Package (metallic paintwork, sunroof, BMW Laserlight, Ambient Light, which is worth it for the amazing Laserlights alone), the $2860 'Comfort Package' (lumbar support, electric boot, heated front seats, 'Comfort Access' with 'BMW Digital Key') and an $800 black pack. All this took the price to $81,860.
Audi S37/10
There’s only one trim level across the S3 range, so it doesn’t matter whether you choose the sedan or hatch, the level of standard kit remains the same. And extensive.
As with many performance variants of a platform, what you’re paying for in the S3 is the hardware that allows it to be a more aggressive, more involving drive. So, compared with the A3, the S3 gets much more engine performance, bigger brakes and improved suspension.
Inside, the S3 runs to S-specific trim and presentation (instrument display, steering wheel) standard heated, powered, four-way lumbar-adjustable sports seats, a black headliner and the 15-speaker Bang & Olufsen stereo that’s a $1500 option on some variants of the A3.
The interior is also home to a 10.1-inch info screen, dual-zone climate-control, an auto-dimming mirror, keyless entry and push-button start, wireless phone charging, rain-sensing wipers, park-assistance and acts as a Wi-Fi hotspot. Connectivity runs to Android Auto, Apple CarPlay and sat-nav.
Helping the image match the performance, the S3 also gets dark aluminium accents, alloy pedals, ambient lighting and gloss-red brake calipers to give it the visual punch the price-tag suggests.
Speaking of price, the new S3 represents a fair hike over the outgoing S3, and a sticker of $70,700 for the Sportback and $73,200 for the sedan means the new model will be tickling the $80,000-mark as a drive-away proposition.
Compared with the old model, those prices represent a leap of around $6000, not to mention a spike of around $23,000 or $24,000 over the entry-level versions of the new A3 on which it’s based.
But perhaps a more meaningful comparison is with the 40 TFSI variants of the new A3 which also feature Audi’s famous Quattro all-wheel drive system.
In that case, the price difference between the A3 and S3 is closer to $17,000; closer, but still a big tweak to the monthly lease repayment.
Given you’re starting with a premium-priced product to begin with in the A3, the extra performance and dynamics offered up by the S3 seems to be reasonably priced given the scope of their influence.
Again, you need to see it through the prism of high-end motoring, but when you do, you can see where the money has gone.
And if you have even more to outlay, there’s always the 'Premium Plus' package for the S3. That gets you a panoramic glass sunroof, head-up instrument display, 360-degree cameras, a memory function for the driver’s seat (which should be standard at this end of the market) and a memory function for the exterior mirrors. Yours for an extra $3990, which, given some makers charge that just for the sunroof, seems a pretty reasonably proposition.
Under the bonnet
BMW 4 series
The 420i’s 2.0-litre turbocharged four-cylinder, codenamed B48, spins up 135kW/300Nm. Driving the rear wheels through an eight-speed ZF automatic transmission, you'll go from zip to the 100km/h mark in 7.5 seconds, which is brisk, if not staggering.
Audi S39/10
Here’s where a lot of the extra currency demanded for the S3 goes. Forget the 1.5-litre engine in the base-model A3, and instead move to the two-litre four-cylinder as seen in the A4 40 TFSI. Then, add extra turbo-boost (up to 1.8 bar thanks to an efficient intercooler) different variable valve timing protocols, and a direct fuel-injection system with a specific calibration and the potential to create injector pressures of up to 350 bar, and you have the S3’s powerplant.
Maximum power is 228kW at anywhere from 5450 to 6500rpm, and maximum torque of 400Nm produced in a broad range between 2000 and 5450rpm.
Transmission is a seven-speed dual-clutch unit driving through all four wheels as per Audi’s Quattro mantra, although it’s important to note this version of Quattro is the simpler, arguably less pure, on-demand system where the car behaves as a front-drive platform until the all-wheel-drive system is required to step in.
That said, with 228kW under its wheels, that’s a fair bit of the time. And compared with previous systems, this one takes more notice of driver inputs and wheel-speed to be less reactive and more active.
Efficiency
BMW 4 series
BMW's official combined-cycle figures seem to be slowly moving towards reality. The 420i's sticker figure of 6.4L/100km was met with an indicated 6.8L/100km, which was excellent going for almost exclusively suburban and urban running.Â
It's a solid result, but being a BMW, it's premium unleaded only for its 59-litre tank.
With my generally unsympathetic (but not psychopathic) right foot, that means a real-world range of over 800km between fills.
Audi S36/10
Audi quotes an official combined cycle fuel consumption figure of 7.4L/100km for the A3 Sportback and 7.3 litres for the sedan.
That difference is a bit of a mystery given the sedan is heavier (by just five kilograms) until you consider that the combined figure includes freeway running, at which point the sedan’s extra 150mm of length and different rear diffuser may be the aerodynamic deal-breaker.
The Sportback emits 170 grams of CO2 per kilometre (166 for the sedan) and with the 55-litre tank fitted, both variants should have a range of around 750km between fill-ups.
Driving
BMW 4 series
One of the main things that sets a BMW sedan or sedan-based coupe apart is that they're good everywhere, except perhaps in quicksand.Â
As the platform has matured and BMW's persistence with run-flat tyres has yielded improvements in tyre construction, the 3/4 Series platform (and many others - the internal name for the platform is CLAR) has once again become the benchmark for ride and handling.
For some people reading this, that's a lot of blah blah blah but the main point is, it's a terrific thing to drive whether you're dawdling along in traffic, dealing with traffic calming or bombing down your favourite deserted road.
The Bridgestone tyres on the 420i aren't as ultimately grippy and sticky as the alternative rubber on the 430i but they work well in town and are quiet on the 80km/h roads so prevalent in Sydney.Â
The steering is absolutely lovely, providing just the right weight at any given speed and throwing in the road feel to inspire confidence.
Ride around town is compliant but with the whiff of fun if you decide to push things outside of the city.Â
Its capabilities are still more than worthwhile day-to-day, however, because the way it handles the need to duck in and out of spaces in traffic is extremely handy.
The 2.0-litre four-cylinder is as smooth as rival Audi's. It doesn't sound like much (with a few vestigial pops in Sport mode) but it's certainly got the power to get you out of sticky situations and a transmission that's willing to play ball, whether in Sport or Normal.
Without the adaptive suspension of its 430i and M 440i brethren, this is a very smooth, easygoing sports coupe, with just enough sportiness to keep you interested, if you're that way inclined.
Audi S39/10
Some cars take a few minutes at the wheel before they start to get chatty. Not so the S3. From the moment you grab the lovely leather tiller, haul it into gear and give the perky little turbo-motor a squeeze on the throttle, the Audi is making all the right noises and giving clear, precise feedback on its every move.
Sometimes, cars with lots of tyre, lots of all-wheel drive grip and the sort of sharp steering fitted here, can start to feed back so many responses that it becomes difficult to know which one to respond to.
Not the S3, which seems tuned to a keener driver’s priorities (as it should be, of course). As a result, the steering feedback is distinct from what the rest of the front end is doing and everything else going on is clear, quantifiable and designed to improve the experience.
That even extends to the soundtrack which, Audi told us does not use any electronics to improve it beyond amplifying the engine-bay harmonics which use the windscreen and scuttle as their 'speaker.'
Combined with the active exhaust system, this car honestly sounds like a five-cylinder engine (I opened the bonnet to count the spark plugs to make sure it wasn’t. It isn’t.)
If you’ve ever driven a five-cylinder Audi or a V10-powered R8 (two in-line fives, really) the tune will be a familiar one. Lovely, and – again - such amazing attention to detail.
The 2.0-litre engine runs fairly high boost levels, but that doesn’t seem to have affected the way it storms off the mark. Neither does the dual-clutch transmission contribute any delay, provided you haven’t managed to stand on the brake and throttle at the same time (as many left-foot brakers might).
At that point, the driveline goes into sulk mode and will force you to wait a heartbeat or two before full power is restored. This can be an issue when trying to dart across a busy intersection or merge into a traffic flow.
It’s not a new thing to Audis, but remains an annoyance to those of us who equate having two pedals with having two feet.
The driver-selectable drive modes fitted to the S3 are interesting inasmuch as they actually make a meaningful difference to the way the car operates. They alter the transmission shift points, the throttle sensitivity, steering weight and damper settings.
'Comfort' mode will be the default for most owners, and while 'Dynamic' does sharpen up the dampers ever-so-slightly beyond an acceptable day-to-day level of firmness, it also adds weight to the steering feedback.
Frankly, I don’t think it needs it and simply adding resistance feels like a token gesture. And since the steering has a (non-negotiable) variable rate in the first place, bigger inputs equal a bigger proportionate change of direction anyway.
The damping control is now the more sophisticated magnetic-hydraulic type where hydraulic pressure varies the valving rather than the simpler, previous system of energising an electro-magnet to alter the viscosity of the damping fluid.
This more finite control system has allowed more 'bandwidth' as Audi puts it, between Comfort and Dynamic damper settings.
While the auto mode is almost prescient, it’s not actually pre-emptive but rather takes into account suspension deflection, wheel-speed and driver inputs to come up with a combination of settings to make the most of the situation.
And if you really want to fiddle, you can choose 'Individual' and create an overall setting that combines bits of Comfort and Dynamic with a smattering of 'Efficiency' thrown in.
Toggle down to Dynamic and throw the S3 at some bends and it soon emerges as a pretty gripped-up piece of equipment. The front-drive bias is not really noticeable, but then neither is the transition where the computer begins to engage the rear multi-plate clutch to turn the rear axle into an active participant.
There’s certainly no lack of grip at any stage of a typical corner, and even the odd unexpected damp patch poses no awkward questions. Perhaps the biggest grumble would be the tyre roar at highway speeds, but that’s often the price of performance rubber.
Safety
BMW 4 series
The 4 Series comes with six airbags, ABS, stability and traction controls, forward AEB, forward collision warning, lane-departure warning, reverse cross-traffic alert and reversing camera.
The 4 Series hasn't been tested by ANCAP or Euro NCAP and the 3's five-star rating can only be a guide because of the very different structure of the 4.Â
Sports cars rarely fare well in the sometimes complex rules so carmakers tend to keep them away from the clutches of crash testers.
Audi S39/10
No surprises for guessing that Audi has this angle absolutely covered.
Some driver-assistance technologies have now filtered down from larger more expensive Audi models, and are standard fitment on the S3. Those include collision-avoidance assistance, lane-departure warning, rear cross-traffic assistance and parking assistance programs.
There’s also adaptive cruise-control, hands-on detection, traffic-jam assist, exit warning, a rear-view camera and a tyre-pressure monitoring system.
You also get the usual six air-bags including side-front bags and curtain air-bags at head height for rear-seat passengers. The S3 also gets a centre-front air-bag; a move that is likely to become a lot more widespread in the not-too-distant future and is designed to avoid head clashes between the front-seat passengers in a side impact.
Autonomous emergency braking is fitted and can also detect pedestrians and cyclists; a first for the S3.
The S3 scored a maximum five stars for safety in ANCAP testing.
Ownership
BMW 4 series
BMW offers a ho-hum length of three years and 100,000km of warranty coverage. Mercedes has gone to five years so one wonders why BMW (and Audi) hasn't joined its German rival.
Servicing is entirely reasonable at $1650 for a five-year/80,000km package that covers the 12 month/16,000km servicing regime.Â
At $330 per service, it includes things many carmakers don't, such as brake fluid and spark plugs.Â
You can go full noise with the 'Plus Package', which costs $4500 and chucks in brake pads, rotors and even windscreen-wiper replacement. That doesn't seem like terribly good value to me unless you drive like a lunatic.
Audi S37/10
Audi has finally had to cave in and extend its warranty to match its competition. So, any new Audi sold after January 1 this year moves up to a five-year/unlimited kilometre factory warranty; a big step up from the previous three years of cover.
S3 buyers can also opt for Audi’s five-year service plan which costs $2580. Servicing is set down for every 15,000km or 12 months.