Audi A8 2010 Review - International

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It's the job of the latest A8 to change this status quo -- to move Audi's range-topping model from also-ran in the luxury buyer's consideration set to a serious contender for the plutocrat's pennies.

From an engineering and quality viewpoint, the maker has every chance of succeeding.

Indeed, Audi's fourth generation of D-segment luxury limousine, the new D4 A8 is without doubt a technical tour de force. Continuing in the footsteps of the landmark second-generation A8 which debuted the Audi Space Frame (ASF) concept back in 1994, it is one of only two mass market D-segment cars to feature aluminium chassis (the other is the Jaguar XJ since 2003). It boasts state of the art diesel and petrol engines and is also the only D-segment limo to get all-wheel drive standard.

Inside it debuts a new car control interface that clearly moves the game on. With shades of Apple's iPod and iPhone, the new MMI touch is now the industry's best in-car interface by a margin. The new A8 cabin is simply stunning in terms of design and execution.

But outside? Hmmm... That's where things get tougher.

Put simply, to any other but an Audi anorak's eye, this car is an A4 writ large. If you're a fan of Audi's smaller cars, you'll be a fan of the A8. Whether customers will be content with spending upwards of $200K on a car so closely linked visually with the marque's mass market model, only time will tell.

Though pricing is still to be announced, the all-new cars are likely to be more expensive than the cars they replace. Currently the outgoing 4.2 FSI and 4.2 TDI are priced at $206,600 and $211, 400 respectively.

Long wheelbase variants will arrive in due course and there's a 3.0 TDI V6 entry-level model with auto stop-start (see more below) that will join the V8s in the third quarter of 2010.

Down the track you can also expect a high-performance S8, plus the Audi high-end sedan range will be complemented by the new five-door A7. This latter model is expected to arrive at very close to A8 money, but be aimed at a younger, more active buyer set.

Like pricing, the new V8 A8s' exact local specifications are still to be finalised. That said, you can expect the two new cars to want for little -- and likely deliver a specification at least matching the features of their direct German competitors.

Features already confirmed for the Aussie V8 A8s include Audi's ground-breaking new track-pad equipped MMI Navigation Plus satnav, audio and car control system, 22-way heated and vented Comfort seating, new interior ambient lighting system, BOSE sound and adaptive air suspension.

For the cabin, there's a wide range of colours, materials and timbers available from which to choose and a 10-colour exterior palette.

As you'd expect, the A8 gets the pre-emptive safety technology plus state of the art adaptive airbags, active head restraints and the like. Active safety features include eighth-generation full-function antilock brakes and an advanced stability control system. Lane keeping and side (blind spot) assistance systems are optional.

Both V8s feature Audi's latest Quattro all-wheel drive system (see MECHANICAL below). Audi's latest torque vectoring Sports differential will also be standard on both models locally, as will be 19-inch ten-spoke alloy wheels.

Options will include full LED headlamps (as pioneered in the R8 sportscar), night vision, Google Maps-ready adaptive cruise control (with stop and go), rear seat entertainment system (including digital television and DVD) and a 19-speaker Bang & Olufsen stereo system. A range of alloy wheels up to 21-inches in diameter will be offered.

The use of steel in this key structural component maximises interior space and also allows the thinner walled ultra-high-strength steel component to be used as a conduit for wiring and to funnel air to the rear-seat passengers. An alloy component simply wouldn't have the space.

The B-pillar is bonded to the alloy sill members and hydroformed extruded roof rail using self-tapping fasteners. In total Audi uses almost 1850 self piercing rivets, over 630 self-tappers, 44 metres of adhesive joints, 22 metres of MIG welding and 2 metres of laser welding to create each A8 space frame.

Like the R8 sportscar, the A8 is built at Audi's specialized Neckarsulm plant north of Stuttgart.

Audi says its ASF concept delivers a body that's around 40 per cent lighter than comparable steel structures; that said, the latest A8s are up to 50kg heavier than comparable D3 models. At around 1835kg the latest A8 FSI V8 is between 105-110kg lighter than archrivals Mercedes-Benz S 500 and BMW 740i. The diesel V8 A8 TDI weighs in at 1995kg.

Suspension is conventional for the class. Featuring air-springs and adaptive damping, it comprises a five-link double-wishbone design up front and multi-link independent rear suspension. Most components are cast alloy.

Brakes too (ventilated discs all round) use aluminium to reduce their mass. In this case, semi-floating cast iron ventilated rotors are mounted on alloy centres. Coupled with cast alloy lightweight multi-piston calipers, this set up saves almost 5kg per wheel.

The high performance version of the A8 to come (ie: S8) will feature ceramic composite rotors (at least as an option), says Audi. Given the combined weight and pace of the 4.2 TDI, keen drivers might find need for the race-spec stoppers here and now.

Both the A8's V8s displace 4.2-litres. The TDI turbodiesel is the brute of the range and features a new 2000-bar high-pressure direct-injection system, revised heads, crankshaft and engine internals. Peak power is now 258kW at 4000rpm (up from 240kW) and a hefty 800Nm from 1750-2750rpm. This torque peak is a 150Nm increase on the engine it supersedes.

Accelerating to 100km/h in just 5.5sec and capable of significantly more than its electronically limited top speed of 250km/h, the new TDI V8 still returns better than four-cylinder medium car economy in ADR testing -- just 7.6L/100km. This is an improvement of 22 per cent.

The 4.2 FSI direct-injected but naturally-aspirated petrol model is not quite as muscular as its TDI counterpart, but nonetheless produces 273kW and 445Nm (up from 246kW/430Nm). At 5.7sec for 0-100km/h, it is slower than the diesel but far from tardy. Fuel economy is an impressive 9.5L/100km combined.

It's worthwhile noting that despite the extra weight (the latest A8s are up to 50kg heavier than comparable D3 models) and notable performance increases over their predecessors, all the A8s are more frugal than their outgoing equivalents.

While engine changes are partly responsible, key to the cars' better efficiency is the adoption of ZF's latest eight-speed automatic transmission. Eight gears alone reduce fuel consumption on the TDI V8 by six per cent, says Audi.

Also featured in the latest 5 Series BMW (the petrol 5s and all A8 variants share gearbox hardware right down to the gearset, with seven and eight gears overdriven), the eight-speeder is standard across the new Audi A8 line-up. Though debuted in a BMW, Ingolstadt has beaten Munich to the punch by combining the new transmission with auto start-stop for the first time in two 3.0 TDI turbodiesel V6 engined models, which will join the international A8 line-up later this year.

In Europe a 150kW front-wheel drive only version of the auto stop-start V6 will in effect add an 'e' high-efficiency car to the A8 range. Audi claims it will use around 6.0L/100km.

Down Under, a full Quattro AWD version of the 3.0 TDI with 184kW/550Nm is scheduled to arrive in the last quarter of 2010. With combined fuel consumption of around 6.6L/100km it will not rival the front-driver but it will benefit from the Australian Government's consumption-related Luxury Car Tax (LCT) break and lead its segment in terms of efficiency.

It wouldn't be an Audi review without mention of the trademark quattro all-wheel drive system. In the case of the A8, the set-up features a rearward bias. Static torque split is 40:60 (fr:rr) but, as conditions demand it, up to 80 per cent of available torque can be channeled to the rear, or up to 60 per cent forwards.

Wider also than the D3 generation (by 55mm), the new A8 is the widest vehicle of the three class mainstays and rides on the biggest track front and rear. It's not the tallest though -- at 1460mm it's 16mm taller than the D3, but still around 20mm lower than its competitors.

Though external detailing on the car is unique (such as the exquisitely crafted alloy grille), there's little doubt that most will see the car's styling as derivative of its smaller stablemates. Probably too much so...

Not surprisingly, Audi's launch team took exception to this viewpoint and wanted to step outside... To highlight each of the design cues that differentiates the 8 from the 4. No doubt they wanted to point to the V-shaped emphasis of the bonnet, integrated rear spoiler, "flowing" D-pillar, sill-level chrome flourish and rear quarter panel's 'separation' line (used respectively to visually extend the wheelbase and shorten the rear overhang). And perhaps even the high-spec LED tail and headlamps... But...

We argued that simply the fact they need to explain these in detail suggests there's not enough to set this car significantly apart from its smaller sibling. Fact is, on the road at any more than stone's throw distance, we had trouble picking the launch cars from local A4s in traffic. So much so that we waved at one thinking our colleagues had taken a wrong turn!

In contrast, if the external styling of the A8 might be deemed too derivative, the interior is anything but... Indeed, we'd suggest the refinement and workmanship inside the car moves even this rarified segment to a new level.

Leather, alcantara, real aluminium and hand-finished (sanded and lacquered) timber combine to make the A8's cabin ambience class leading. The hand-stitched leather dashpad, French-stitched seat and armrests and door pulls are the best we've seen bar none. The new 'yacht-style' one-touch shift-by-wire gearlever has a weighty, quality feel that's a world apart from the plastic, arcade game feel of BMW's latest.

This is the best cabin in a car today. If you need proof, open up the centre console and check out the aluminium armrest hinges. Now, they ARE exquisite!

The ergonomics are spot on -- there's more than enough adjustment in the seat and wheel to get comfortable and, thanks to the engineering excellence of the ASF, the pillars (especially the A-pillar), are fine and afford the cabin a great airy feel that also sets the car apart in this class.

The new MMI touch, centre console and gearshift will be handed for right-hand drive production. That means the design that allows you to place your hand on the shifter and smoothly trace digits or letters on the trackpad (for navigation and other inputs) will work equally well on 'our' cars. The only hiccup for some might be the fact that you're 'writing' with your left hand. This wasn't a problem after just a short familarisation session for the writer, so we don't anticipate many owners will fret.

As well as the large, fold-away central screen, much of the MMI navigation and onboard computing data is repeated on a screen between the main analogue gauges of the instrument panel. This presentation too is class leading. Overall, only the big screens fitted to BMW's latest rivals the new MMI's visual performance. It doesn't better it though.

In Europe, using smart SIM technology (and piggy backing on the driver's phone) the new navigation system interfaces with Google's online search engines and Google Maps' high resolution 3D images and GPS data. Audi Australia is yet to confirm whether this service will be offered locally, but the intention is there.

China has played a bigger part in the development of this car than any other Audi -- save perhaps the stretched A6 built in-country. No surprise then that the rear seat is almost as special. As well as space to burn, there's individual climate control, B-pillar vents and the option of DVD entertainment.

Attention to detail includes timber inlays on the rear of the seat backs and proper map pockets. Of course, options will be offered to turn it into everything from a mobile office to home threatre.

For (well-heeled) family buyers and limo drivers it's interesting to note that not only is the boot huge, but the substantial centre console-come-armrest folds away to deliver a proper three-person capacity. Three might be merely comfortable, but for two the rear cabin is luxurious.

You'll note the way the seat belt automatically pretensions when you put it on. That's pre sense at work. Like similar systems from other carmakers, pre sense also 'prepares' the car and restraint systems if it senses a critical situation such as skidding or maximum braking. At that time it triggers the hazard lights, closes the side windows and tensions the front seat belts.

In most cases from here the A8's big brakes and/or added agility and quattro traction should keep you out of trouble. If not, there's the spaceframe structure first, and front, side (front and rear) and curtain airbags, to minimize the damage to you and yours.

Driver assistance systems (some optional) include lane departure warnings, blind spot alerts, night vision, speed limit recognition and adaptive cruise control. In conjunction with the latter, the A8 also gets automatic collision mitigation braking -- a three stage warning system that, should the first two 'alert' stages be ignored, provides autonomous braking that may not avoid a collision entirely, but will certainly decrease its severity.

The adaptive cruise control interacts with data from 27 sources to "recognise complex scenarios and predictively support the driver," says Audi.

"For instance, if the vehicle driving ahead on a country road signals right and brakes because it wants to turn off, a conventional system only knows one way to react: it brakes analogously to the vehicle ahead and will even come to a stop in certain circumstances. The adaptive cruise control with stop & go in the A8 assesses the situation using all of its networked intelligence. It is aware of the intersection from the navigation system's route data and uses the video images and the long-range radar to analyze the situation as it arises.

"The system behaves just like the driver would: it brakes gently and lets the A8 approach closer to the turning vehicle. Once the driver decides to pass and signals to the left [right in Australia] or turns the wheel, the ACC stop & go shifts its measuring area to the left and reapplies the gas [accelerator] -- and the A8 quickly passes the other car."

Finally, a word on the new MMI touch system. Tracing numbers and digits on the new set-up's trackpad replaces selecting them on a dial a la the old MMI (the option to do so is still available). In Audi's testing, the new system has been shown to be significantly less distracting to drivers. This is a safety story that is good news given the growing complexity of cars' systems and the move to deliver more information to the driver (emails, internet access, etc).

Though Audi Australia spokesperson Anna Burgdorf says the new A8 is "strategically important" for the marque Down Under and "the area in which we'd most like to improve", she nominates sales volume estimates (around 100) that are no higher than the pre-runout levels of the previous generation.

In addition to the S-Class and 7, Jaguar's new XJ will be an interesting distraction to potential A8 buyers. Unlike the A8, we already have pricing details on the XJ -- it'll be a close run decision for many. Less so, we think, those who shop the Audi and the Lexus LS range. The Japanese car simply can't compete in cabin design excellence or drivability...

Not exactly the sort of car you'd pick to take on the tight and challenging mountain roads (a TT-RS would be much more in the correct vein), the A8 nonetheless impressed. Audi claims it's the sportiest drive in the class and the way the big car acquitted itself on the Targa style tarmac between Estepone and Jubrique seems to bear the maker's claim out.

Though the petrol engine FSI model seems a little better balanced than the diesels, the sheer grunt of the TDI models gets our vote. Even the 3.0 TDI significantly out-torques the petrol V8, but the huge stomp of the 4.2 TDI puts its real world performance significantly ahead of the petrol car's.

In the cabin the diesels give little if any aural clues of their more agricultural roots. The V8 TDI especially sounds like an honest to goodness performance powertrain. This soundtrack matches its power delivery.

There's little lag and that mountain of torque is available at instant notice. Indeed, the V8's performance is effortless. When, on the autopista from Malaga to Marbella my drive partner calmly announced we were cruising along at 180km/h, I thought we'd been doing two-thirds of that speed.

The petrol engine revs nicely and its slightly lighter feeling front-end meant it was more at home on the mountain twists and wiggles. As soon as the road turned uphill though, we were wishing for the diesel. It might feature alloy construction, but the A8 is still a fair lump of a car and at times the 4.2 FSI's lack of torque shows.

At least the new ZF-sourced eight-speed gearbox is happy to play. With a nicely-spaced set of ratios, there's a gear for nearly every corner. On the open road nor is gearing too high as to require you to shift down three cogs just to move into the fast lane.

Always quiet and possessing a good balance of ride and handling in all variants, only really sharp bumps caught out the A8s. Temporary speed humps were typical of the jolts that did get through to the cabin, whether the air suspension was tuned to Comfort, Auto or the sportiest setting, dynamic.

Steering is meatier than we remembered the last generation car possessed, but still a world away from the sharpness and consistent weighting and feel of the 5 Series BMW we drove a couple of days earlier. Kickback as the driven front wheels scrabble for grip is also present. It's no problem but nor is it as pure as the experience with rear-wheel drive cars.

We sampled the auto stop-start 3.0 TDI V6 which worked as advertised. It strikes us that denying V8 diesel buyers the same technology is churlish. No doubt the marketers played a part here -- saving something for facelift time.

But the engineers have had their way in most areas, not least dynamics. No other limo class car, except maybe an AMG-fettled S-Class, can match the A8 in the interesting stuff. The car has prodigious grip and can show many smaller so-called sporting cars a clean set of Pirelli P Zeros when required.

Pushing harder we found the brakes were doing it tough, but in truth few if any owners will punt the A8 the way we were... The S8's a different matter... But that is also a different story.

Though we still have doubts about the new car's A4-ish external styling, it's been suggested more than once that there is a type of buyer out there who wants luxury, without the ostentation or high visibility that the S-Class and the like impose. With an amazing dollop of cabin luxury and convenience (MMI touch is brilliant) the A8 may be their car...

Audi Australia, for its part, says it will judge the success or otherwise of the A8 in more than pure sales numbers. Says spokesperson Burgdorf: "The important thing is that the new A8 is considered as a genuine competitor."

With our styling caveat still firmly in place, we'd say to Audi Australia to fear not... By its own measure it's mission accomplished.

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