Ausgabe 2/2017

DREIKAMPF DER NEUEN SPORTCOUPÉS

BMW M240i, Audi TTS und Porsche 718 Cayman

Die Tops und Flopsder Saison 2016

Rückblick Sportwagen-WM

Audi R8Spyder

Erster Test

Aston Martin V12 Vanquish S

Sauger mit 600 PS

Alpina B7 Biturbogegen Audi S8 Plus

Vergleichstest

DIE BESTE CORVETTEALLER Z EITEN?

Exklusiv im Supertest: Hondas Hightech-Sportler NSX

GETUNTER PORSCHE 911 TURBO S

So brachial geht der Techart GT Street R mit 720 PS

TEST: CORVETTE GRAND SPORT

Das Power-Duell: Giulia QV gegen C 63 S

ERSTE RUNDENZEIT AUF DER NORDSCHLEIFE

ALFA SCHLÄGT AMG!

466 PS für 94 900 Euro

Head to head

BMW ALPINA B7

BITURBO VS.

AUDI S8 PLUSMANUFACTURER OF

EXCLUSIVE AUTOMOBILES

Special

sportauto.de/2017 3

GAME OF THRONES

Our Editor-in-Chief Marcus Schurig is usually somewhat of a fundamentalist when it comes to performance . When he named the Donkervoort D8 GTO as his perfect used car in one of his columns, he wasn't joking. In our

office, he is renowned for deactivating anything that can be deactivated in modern cars before driving anywhere, from the ESP and radar systems to the lane departure warning.

So there was some justified doubt about whether the Alpina B7 Biturbo would be to his liking when we gave it to him one evening for lack of more puritanical alternatives. Or to put it another way, we knew that the 17-ft luxury sedan, with its super-soft suspension mode, safety shield and GPS-aided transmission control would not be his vehicle of choice. But life has a habit of throwing up surprises. A few days later he came up to me in the office, his eyes lit up with joy, and told me a wonderful story in which he did over 200 mph on the autobahn at night, and how completely relaxed he felt as he blew past a 911.

This anecdote helps you understand the real point of the B7. It makes top managers feel like they're in pole position, makes relaxation dramatic and pampers you with its brutal speed. In short, it's a unique experience that hits you in a number of different ways. Discussing this issue properly would have meant inviting thousands of 1%-ers. But having already stretched things to fit this rather extravagant review, that would have blown a hole in our time and budget allowance.

Boardroom meets pit laneFor this reason, we refused to consider anything with less than 600 hp for our test, which significantly reduced the list of potential candidates. The Rolls-Royce Ghost and Mercedes-AMG S 65 may be in the right ballpark, but these tend more to the luxury side of luxury performance, which disqualifies them for our little experiment. That leaves just two challengers. The Bentley Continental Flying Spur Speed and the Audi S8 Plus.

As a descendant of the Phaeton, the Bentley is growing a little long in the tooth, so we thought we'd spare the old man the rigors of a performance test. The Audi is not exactly a spring chicken either, but it's still sprightly enough for us. It offers an aluminum Space Frame chassis, four-liter biturbo V8 with hot-side-inside layout, rear-biased all-wheel drive and the artificial hip that is the sports differential. Sure, there are younger cars that are more technologically backward.

But you have to take a considered view of the Audi, too. Essentially, the Plus is nothing more than a compromise between the sporty tuning guys and the men in suits at the parent company. With this in mind, a pure RS spin-off would not fit the model philosophy of the flagship brand. There are places on the Plus

where you notice this compromise. The fact that there is no rear diffuser is understandable given that the clientèle is more pinstripe than racing stripe. The same goes for the rather understated front fairing. In our opinion though, the tuning of the adaptive air suspension could do with a bit more pep. Although both the steering and suspension were made harder and sportier, they seem somewhat disappointing compared to the other modifications.

As far as the engine is concerned, Audi somehow managed to squeeze out even more power. A combination of the modified exhaust valves, turbocharger with improved interior geometry, and increased maximum speed and boost pressure allowed them to get an extra 85 horsepower from the V8. Added to the 520 hp of the regular S8 and you get an insane 605 hp. This thing is explosive, and gets even more spectacular when you see how playfully it handles all that power. With the revs low, the V8 stays at the bottom of the torque curve, keeps the gear changes quick with the eight-speed automatic, and even

appeases greens with cylinder shut-off. What's interesting here, is that unlike the

RS 6 Performance, which has the same engine and where you can hear the murmur as it switches from four to eight-cylinder mode, the S8 compensates for the negative vibrations by using a counter noise from the stereo system. It's almost as if Audi don't want anyone to notice the more ecologically virtuous side of this double standard.

It's not exactly as if there were any doubts about the car's true purpose. That's because once the gas pedal goes past a critical point, the fig leaf gets blasted away by 1.4 bar of boost pressure and the V8 charges up the torque curve like Braveheart. 517 ft-lb of torque are then unleashed onto the 4611-lb car, with a further 50 available via overboost should you need them. And once the Audi does get into its stride, it is literally like a landslide. The S8 does 0 to 60 mph in under 3.7 seconds. It exceeds 120 mph in a little over 12 seconds, while the driver (i.e. the person who's supposed to be in control of this force of nature) clings on for dear life.

Things are a little different in the B7. Compared to the Audi, which at least gives you an idea of what's happening, the Alpina anesthetizes you completely.

THE S8 PLAYS DOWN ITS SPEED, WHILE THE B7 CONCEALS IT COMPLETELY

605 hp in the dapper Audi S8 Plus or 608 hp in the ostentatious Alpina B7 Biturbo? Two kings do battle in our comparison test between hard and soft power.

Text Stefan Helmreich · Photos Rossen Gargolov

Ú

COMPARISON TEST ALPINA B7 BITURBO VS AUDI S8 PLUS

2 sportauto.de/2017

4 sportauto.de/2017

A long tradition The 4.4-liter V8 with 608 hp is the first Alpina engine with twin-scroll technology, which improves response. Sports tires are just as much a part of the brand identity as the numbered plaque and the blue-toned instruments, which get some nice green tints in the sports modes.

A bridge too far Audi's model philosophy prevented the A8 from being a true RS, noticeable above all on the chassis. It's too rough for sensitive driving and too soft to have too much fun with. The acceleration and brake performance play havoc on your back muscles, but at least the massage seats can smooth it out.

It sounds much softer than the galloping S8, rolling out its power like a carpet rather than wrapping you up in it. The extended wheelbase of the chassis takes more of the edge off the speed. It's not just that the rear axle stretches so far away from the driver's seat that you worry storms might form across the various climate zones between the two. It also feels much roomier. That said, the larger frame absorbs neither the shove from the engine nor the high weight. Despite carbon fiber elements in the chassis, the B7 weighs around 100 lbs more than the Audi.

The B7 is based on the 750i and uses the same 4.4-liter V8. In line with its philosophy however, Alpina have gone to town on the twin turbo. The specially developed turbocharger features an aerodynamic twin-scroll design. There's also a high-end cooling system, 1.4 bar of boost pressure, Mahle pistons and a stainless steel, four-pass exhaust system with reduced backpressure.

TECHNICAL DATAAlpina

B7 BiturboAudi

S8 PlusEngine

Type, charging V8, turbo V8, turboBore x stroke (mm) 89.0 x 88.3 84.5 x 89.0Capacity (cm3)/Comp. 4395 / 10.0 3993 / 9.3hp/kW/Speed 608 / 447 / 5750 605 / 445 / 6100lb-ft/speed 590 / 3000 517 / 2500Power transmission

Drive type All-wheel All-wheelTransmission type, gears Automatic, 8 Automatic, 8Braking

Brake disc type Steel, internally ventilated

Ceramic, internally ventilated

Disc Ø front/rear (mm) 374/370 400/370Wheels

Tires Front Rear

255/40 R 20295/35 R 20Michelin

Pilot Super Sport

275/35 R 21275/35 R 21

DunlopSP Sport Maxx GT

Rim width front/rear (inches)

8.5/10.0 9.0/9.0

Body

L x W x H (ft) 17.22 x 6.24 x 4.89 16.89 x 6.39 x 4.78Wheelbase (in) 126.38 117.87Tank volume (liters) 78 82Prices

Basic price (euros) 148,800 145,900Price incl. drive-related extras* (euros) 148,800 145,900Test car price (euros) 165,480 171,740Mileage (factory data)

0-62 mph (s) 3.7 3.8Vmax (mph) 205 190Measured values

Weight with full tank (kg) 2142 2093Distribution front/rear (%) 53.4 / 46.6 56.3 / 43.7Power/weight ratio (kg/hp) 3.5 3.5Consumption (l/62 miles)minimummaximumAverage consumption

14.018.114.8

14.917.415.9

Acceleration (s)0– 25 mph0– 62 mph0–100 mph0–125 mph

1.43.77.912.4

1.33.77.7

12.1Elasticity (s)4th/5th/6th/7th/8th gear50-75 mph50-100 mph

2.8/4.0/5.8/9.3/17.85.9/7.9/11.2/17.1

2.8/3.6/4.7/6.5/11.35.9/7.3/9.8/12.7/20.3

Time on short Hock. track (min) 1:13.0 1:13.9Slalom 18 m (mph) 41,2 41,2Braking distance/Decelerationfrom 62 mph coldfrom 62 mph warmfrom 125 mph

(m) / (m/s2)37.7 / 10.234.3 / 11.3

137.6 / 11.2

(m) / (m/s2)37.3 / 10.335.3 / 10.9

141.5 / 10.9sport auto rating

Hockenheim track timeSlalom 18 m0-62 mph62-0 mph (warm)Power/weight ratioPrice/performance

Total (max. 100 points)

1:13.0 min 41.2 mph 3.7 s 34.3 m 3.5 kg/hp 2,480 euros/point

1:13.9 min 41.2 mph 3.7 s 35.3 m 3.5 kg/hp 2,605 euros/point

Competitors

Porsche Panamera Turbo Audi RS 7 Sportback Performance BMW M6 Gran Coupé Competition Audi S8 Mercedes S 63 AMG

Measuring conditions: Air temperature 4°C, asphalt temperature 5°C, air pressure 1032 mbar

* no

ne

The result is 608 hp compared to 450 in the standard model. The torque has gone up to an immense 590 lb-ft.

No ifs, many butsAt this point, we should really stop talking about the differences with the base models or we'll be here all day. Fortunately, the race with the Audi is super close thanks to the excellent all-wheel drive system. The B7 compensates for the slight disadvantages in longitudinal dynamics with its brakes. Although the S8 shines with its wonderfully sensitive ABS intervention range, the ceramic brakes don't quite match up to the performance of the steel brakes in the Alpina.The B7 goes from 62 mph to 0 after 34.3 meters, and from 125 to 0 over 137 meters. Just to make that clear, that's roughly the same as a BMW M4 GTS, which has sports tires and weighs around half a ton less. Chapeau!

But there is a but. Although we first noticed it during the brake test, it's probably the result of acceleration. The acceleration is so vicious, it lifts the front of the vehicle out of the suspension, although that is not unusual for this class.

But when you follow this full-on acceleration by slamming the brakes, which may well be needed from time to time, the weight shifts so dramatically from rear to front that the suspension struggles to handle it. Instead it bottoms out completely and the body slams brutally on the strut caps. Not only does this sound nasty, it also causes a brief moment of chaos in the electronics.

Why? It's possible that the rebound and compression damping in the air suspension were too lax even in the standard model. Or maybe the way that the extreme power and deceleration drags the chassis this way and that is simply so powerful that it pushes the suspension over the edge.

Whatever the cause, Alpina's boss Mr Bovensiepen has already assured us that things will be recalibrated swiftly.

Old school vs. new technologyApart from that, everything fits like a glove. This is particularly remarkable the case of the B7, given that not all the parties involved follow the same philosophy. BMW sees the luxury class as a playground for new technology, whereas Alpina still represents the old school. You can see this in the way they offer only wooden inlays in an age of carbon. But the B7 somehow manages to marry these two contradictions. The classic blue tone fits just as beautifully with the digital instruments as the Alpina logo does with the modern interior. This means the driver can always choose which era they wish to be in, thanks to both the optional extras list and the fact that the B7 is not condemned to futuristic technology.

You can, for example, adjust the volume of the infotainment system via an old-school dial or using the more progressive gesture control. Simply circle your index finger in the air – clockwise for louder, counterclockwise for quieter.

The Alpina completely refuses the really mad stuff like fully automatic parking. In other words, they got their priorities right, both in the equipment and especially in the overall configuration. This even pays off on the track. We weren't planning on talking about this, just because it seems so utterly irrelevant for both cars. But then we looked at the times: 1:13 for the Alpina, 1:13 for the Audi. Just in case you were wondering, that's roughly F-Type R territory.

While it's obvious that the pair are best on the straights, performance in the curves is nowhere near bad enough to spoil that. The Alpina in particular handles the corners with ease.

sportauto.de/2017 5

Ú COMPARISON TEST ALPINA B7 BITURBO VS AUDI S8 PLUS

8 sportauto.de xx/2017

To be honest, I'm not sure what impressed me most about these two. The subtle vehemence with which these 8-cylinder biturbos take hold of you? Or the fact that they manage lap times on the Hockenheim track that they have absolutely no right to achieve given the bulky chassis? What is certain is that the Alpina is the

more relaxed of the pair. The chassis stays steady as a rock whatever is thrown at it, if you ignore the problem of bottoming out. Whether on cobblestones, a bridging joint at 180 into a declining left corner, or the Sachs curve, it keeps its cool even at the limits of it capabilities. By comparison, the Audi is certainly not as assured. The ride comfort is somewhat bumpy, the suspension is firmer, and the body rolls more and understeers earlier despite the sports differential, at least when pushed to the limit. Generally speaking though, it is the sportier of the pair. Compared to the B7, the S8 at least makes you feel involved. This is especially true of the acoustics, with the muffled throb of the exhaust reinforcing the spectacular sense of torque. The B7, meanwhile, is more discrete in its snarling.

Test writer

Stefan Helmreich

MY OPINION

Four allThe four-pass exhaust on both vehicles provides a nice contrast to the more discrete sports looks. Both sound silky but gruff.

Thanks to the special set-up with Alpina suspension mode and the rear-wheel steering, it takes the curve with aplomb and stays stable throughout for longer than the slightly jerkier S8 Plus.

What the Audi lacks is front axle stability. Due to the lack of sports tires and the high front axle load, it loses side control much earlier than the B7. And above all, it does so before the sports differential can kick in. This leads the S8 into a vicious cycle. Feel the

torque on the rear axle and you're going too slow, but push it some more and you understeer. So essentially, you have to muddle through between the two. The question here is how much attention we should pay to such side issues, especially when even our radical performance fanatic Editor-in-Chief can be becalmed by such relaxing power. ◾

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Hockenheim lap times

6 sportauto.de/2017

Ú COMPARISON TEST ALPINA B7 BITURBO VS AUDI S8 PLUS