Audi S8 Plus vs BMW M760Li – Acceleration

In this video you will watch an Audi S8 Plus vs BMW M760Li – Acceleration

Audi S8 Plus

The 4.0-litre V8 uses two twin-scroll turbochargers mounted in the vee of the cylinder bank to improve responses, and combines its peak 512bhp with a very solid 479bhp of torque – with this peak available all the way from 1700rpm and 5500rpm. Drive is supplied via an eight-speed automatic gearbox, plus Audi’s new ‘sport differential’, intended to sharpen cornering response by vectoring torque to the outside rear wheel. The S8 rides on air springs, with all versions getting three-stage variable damping.

The fuel-saving tech is likely to get most headlines, although in truth it’s a relatively small part of the S8’s box of tricks. Under light use when coasting the engine automatically deactivates cylinders 2, 3, 5 and 8 – this can only happen when the engine is producing less than 185lb ft, the car is in third gear or higher and the engine is turning at between 1000 and 3500rpm. When the conditions are met, lobes on the camshaft slide to engage ‘zero lift’ lobes next to the cylinders to be deactivated. The system can then fire up the idle cylinders on demand, in just 0.3 seconds.
What’s it like to drive?
The cylinder deactivation system is something that most drivers will barely notice. Not only is the switch between eight and four cylinders effectively invisible, the only indication is a small message on the dashboard display, but in real world driving you’re only likely to experience it under very gentle use – anything more than very gentle pressure on the throttle pedal is enough to turn the V4 back into a V8.
It’s certainly quick. The new engine lacks the high-revving drama of the old V10 – peak power arrives at just 5800rpm and the engine revs out barely past the ‘6’ mark on the tacho. But the combination of instantaneous torque and the autobox’s clever brain makes for some spectacular blue touchpaper moments. Acceleration is relentless and seemingly linear – barely abating as speeds turn from silly to outright daft. Like the standard A8, the cabin is extremely well insulated and – in any of the three suspension modes – the ride is comfortable and body control good. In short, the S8 looks set to be a brilliant high-speed cruiser

Specifications

ENGINE TYPE: twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection
DISPLACEMENT: 244 cu in, 3993 cc
POWER: 605 hp @ 6800 rpm
TORQUE: 553 lb-ft @ 2500 rpm
TRANSMISSION: 8-speed automatic with manual shifting mode
BASE PRICE: $116,850
Top speed (mfr’s claim): 190 mph
Braking, 70-0 mph: 156 ft
Roadholding, 300-ft-dia skidpad: 0.89 g
FUEL ECONOMY:EPA city/highway driving: 15/24 mpg

BMW M760Li

Let’s get straight to the meat of the matter – the M760Li xDrive uses a 6.6-liter, twin-turbo, all-aluminum V-12 to produce 600 horsepower at 5,500 rpm and 590 pound-feet of torque at an astoundingly low 1,500 rpm (BMW says those numbers are “preliminary,” so it’s entirely possible we’ll get even more output when this thing goes on sale). A sprint to 62 mph is estimated at 3.9 seconds, with a top speed that’s electronically limited to 155 mph. Delete the nanny, and I’d expect at least 190 mph at the top end.
In the industry, 600 horsepower usually falls under the technical classification of “a lot,” but for all intents and purposes, this powerplant doesn’t sound like some thrashy, barely-controlled monster. It uses a closed-deck construction with bolts connecting the cylinder head to the bed plate of the crankcase, maximizing stability on the cylinder liners. There are double bolts on the main bearings and threaded support bushes to reduce lateral force stress on the crankcase. The aluminum pistons use an iron coating, and there are forged connecting rods and a forged crankshaft.

There’s also a smart, six-cylinder pendulum-side oil pump keeping it all lubed, and a digital readout on oil levels is sent to the instrument cluster, replacing the traditional manual dipstick.
BMW’s High Precision Injection places the injectors centrally on the cylinder head, spraying dino juice at up to 2,900 psi. There’s also Double-VANOS continuously variable cam timing.
Placed just outside the cylinder banks, you’ll find twin mono-scroll turbochargers, which breathe boost into twin air-to-water intercoolers. Mounted directly on the intake manifold, the intercoolers keep the charge as chilly as possible without too many twists and turns on the way to the cylinders.

Specificatons

Engine technology : M Performance TwinPower Turbo technology: two mono-scroll turbochargers, High Precision Direct Injection, Double-VANOS variable camshaft control
Effective capacity cc : 6,592
Output : 600 HP @ 5,500 RPM
Torque:590 LB-FT @ 1,500 RPM
Acceleration : 0–100 km/h 3.92 seconds
Maximum speed 250 KM/H (155 MPH)

VIDEO

Video by :APEX Cars
Car information by : Evo.co.uk , topspeed.com