Audi A8 2003 Review

What we liked
>> Sublime engine / gearbox combos
>> Technology you can and will use
>> Great ride and handling

Not so much
>> Styling lacks passion
>> Rear legroom sub-par
>> Umm...

OVERVIEW
The A8 sedan is the pinnacle of Audi Australia's range, sitting above the A3, A4 and A6 passenger car models. As such it typically gets breakthrough Audi technology first, the flagship of intellect and innovation for the German car company.

This model, launched in Australia in August 2003 -- 13 months after first launched in Germany -- is the second generation A8 sold in Australia. It replaces a model on sale from 1995 to 2003.

Two versions will initially be sold in Australia, both with quattro all-wheel drive and V8 engines. The first, a 3.7-litre A8 quattro is priced at launch in August 2003 at $173,900. The second, with its more powerful 4.2-litre V8 and considerably more features and equipment, was launched for $206,900.

Further down the track two more models will join the range, a high performance S8 with more than 300kW, and a super luxury long wheelbase A8, most likely with the W12 engine. At the time of writing Audi would not confirm either of these models.

FEATURES
Audi is not shy about the importance of the A8 in its Australian lineup. "The launch of the new A8," said Audi general manager Graham Hardy, "is a significant event in the evolution of the Audi brand in Australia. We are presenting a new flagship that is the pinnacle of the company's product achievements and embodies all of Audi's 103 years of pioneering developments and innovation."

The one feature that separates the Audi A8 from its German competition is its all-aluminium bodyshell. Larger castings this time around reduce the number of components and increase strength. Audi claims the A8 has the lightest body-shell in its segment. Overall the car weighs 1770kg, 20kg less than before, around 120kg lighter than a BMW 735i but 155kg heavier than the Jaguar XJ8 -- which also uses aluminium extensively in its structure.

Physically the A8 is slightly bigger than before, now measuring 5.05m tip to toe, standing 1.44m tall and 1.89m wide. The car's long wheelbase and short overhangs reduce its visually imposing bulk.

Standard specification on the Audi A8 is lengthy, as befits a car priced above $150,000. Headline acts include MMI Multimedia interface, AAS adaptive air suspension and AFLS Audi Front Lighting System with Xenon headlights.

MMI, or Multimedia Interface is Audi's take on BMW's much loathed iDrive system. It very effectively houses all secondary cabin controls -- not absolutely necessary for driving -- in the one unit. The stereo, DVD satnav, television and telephone are all controlled via eight function keys, one rotary / push button function and a retractable screen. Air conditioning and stereo also have stand-alone conrols for quick access.

A8, like BMW 7 and Mercedes-Benz S-class, has keyless go, in this instance called 'Advanced Key'. The car can sense the key in the vicinity, allow you to unlock the car, start it and drive away. An added feature, the starter button has the ability to read your fingerprint and adjust the seat, steering wheel and mirrors to your stored positions. Fingerprint technology for security is not considered a good idea, Audi is wary of giving car thieves a reason to hack owners' thumbs off.

Regular features like electric windows and mirrors, remote central locking, CD stacker and trip computer are also included. An eight speaker BOSE surround sound system is standard, of course. The A8's cruise control system is active, working with front mounted radars to maintain a safe distance to the vehicle in front.

COMFORT
Both front seats are electronically adjustable for height, slide, tilt and lumbar. The steering column also adjusts for reach and tilt, which allows for optimum driver positioning. Both these, along with the exterior mirrors can be programmed into a memory setting which also stores headrest position and seatbelt height.

The multifunction steering wheel houses controls for various cabin features like stereo, cruise and trip computer. It also has Formula One style paddles for changing gear.

Four zone climate control is standard fitment on the top model, two-zone on the 3.7, along with seat heaters. Manual boot-lid opening and closing is a thing of the past, now operated completely by a key-mounted button.

SAFETY
Active safety features include four wheel disc brakes, antilock with electronic brakeforce distribution for maximum retardation, and electronic stabilisation program with anti-slip regulation for maximum grip. The Quattro all-wheel drivetrain uses a torque sensing (Torsen) centre differential to evenly distribute torque front and rear. In extreme conditions an electronic differential lock can concentrate power on one wheel.

Airbag count on the A8 is imposing: driver and front passenger airbag, seat-integrated side airbags front and rear, and curtain bags in both rows. All are sensor controlled, and only trigger when the seat is occupied. The airbags are supplemented by padding on the lower dash to reduce knee injuries, and detachable pedals which break off in a crash.

The active front headrests are another safety feature: they move forward in a rear-end collision to cushion the head and reduce the effect of whiplash.

Adaptive lighting fitted to the Xenon headlights respond to steering wheel inputs to light around corners. Adaptive cruise control uses built-in radar to regulate speed and distance to the vehicle in front.

MECHANICAL
Two engines are offered in the A8. The first is a 3.7-litre, quad-cam V8 producing 206kW of power and 360Nm of torque. Audi claims this model will accelerate from rest to 100km/h in 7.3 seconds, and drink 11.7 litres of fuel per 100km.

The second is a bigger 4.2-litre version which boosts power to 246kW and 430Nm of torque. It completes the 100km/h dash exactly one second quicker, and is rated at 11.9 litres per 100km. Both engines require premium unleaded petrol.

Variable valve timing on each cylinder's three intake valves is standard on both engines.

Both drive all four wheels through a six-speed automatic gearbox, which can be left in auto mode or slotted into tiptronic manual for driver-selected gear-changing -- either by the gearlever or via paddles mounted behind the steering wheel.

The A8 employs an aluminium space frame, something Audi has become renowned for since debuting the technology in 1995 on the first A8. Audi claims the new A8's space frame is at the same time lighter and stronger than before, which should benefit performance and fuel economy, not to mention ride and handling.

A8's multi-link air suspension continuously varies the damper settings to suit road conditions and driver intent. The system reduces body-roll and pitch, while optimising ride comfort and handling. The driver can manually select from four predefined settings. The 3.7-litre A8 comes standard with 18inch alloy wheels and high performance, low profile tyres. The 4.2 ups the ante to 19inchers.

Steering is power assisted rack and pinion with a variable ratio rack. It's a fixed ratio that's slower initially, but speeds up the rate of turn the more you crank the wheel -- unlike BMW's system which varies the ratio based on vehicle speed.

COMPETITORS
Main competition will come from two other German car makers, namely BMW's 7 Series and Mercedes-Benz's S-class. Price-wise the A8 3.7 lines up against the BMW 735i and Mercedes-Benz. Jaguar's XJ8 3.5-litre V8 is another similarly priced luxury sedan.

The more expensive A8 4.2 will challenge the BMW 745i and Mercedes-Benz S430. Jaguar's XJ8 4.2-litre V8 holds a $20k price advantage, the supercharged version is more expensive and more powerful.

Never before has Audi's player been more accomplished, and competition is hot. We've driven the S-class, 7 Series and Jaguar XJ, and reckon the A8's finally got the performance, luxury and cachet to really scare the others. At the time of writing BMW and Mercedes make up nearly eight in every ten luxury sedans bought in Australia. This latest generation A8 will make significant inroads into this market, and with good reason. In our opinion it's the pick of the three Germans and more than a match for Jaguar's much improved XJ.

The Lexus LS430 is another long luxury sedan that falls into the price and power range, though it's questionable whether the Japanese brand has the cachet and desirability of the Europeans. It's also possible that buyers of Audi's sporty A8 may cross shop it against the Porsche Cayenne 4WD.

ON THE ROAD
A8's not a car you're likely to get all emotional about at first sight. For our money the exterior styling's been played down too much. It's a step up from the previous model, which barely raised the pulse, but Audi could have gone further without scaring it's admittedly conservative customer base.

Once inside the car it's another story altogether. The A8 is a very involving, and very rewarding car to drive -- at least the 4.2-litre version we drove at the launch is. Power is never is short supply, and the ZF six-speed gearbox makes good use of every kilowatt. The size of the car belies the surprisingly nimble chassis hiding underneath -- and air suspension! Hot damn, no compromise, no concerns. We liked it on the Jaguar XJ, we love it on the Audi A8.

Our test road included one particularly nasty stretch of mountain bitumen. Uneven, lumpy, potholed, sharp ridges, ragged edges - it's a four kilometre ribbon of black designed to rip the guts out of most cars. The Audi's adaptive suspension soaked it up, soft initial damping reduced the harshness, firm secondary damping stopped the tub dragging its belly over the nastier changes in elevation. A number of times we braced for underbody impact only to have the A8 dismiss the potential intruder with disdain.

Highway ride is blissfully smooth, to the point that you start doubting the speedo. The active cruise control system is a wonder, and very easy to use. We're still skeptical of anything that dulls the driver's attention and responsibilities, however.

Front seat comfort is without reproach. Rear seat comfort is not as accomplished as the BMW or Merc -- it's comparably tight on legroom, and three blokes in the rear is not a comfortable option. Four-up is the A8's forte.

We were most impressed by Audi's MMI multimedia interface. Compared to the 7 Series -- which we don't mind, but find overcomplicated -- the MMI is simplicity itself. Audi has achieved this simply by pulling the first level of controls out of the system and onto eight function buttons around the knob. Want stereo? Push it, then use the knob to navigate within. Want Car settings? Again, push the right buttona dn then use the knob. Removing one level of control from the knob simplifies operation ten times over. A much better, far more intuitive system. Bravo.

Take a quick test drive of Audi's flagship A8 Quattro and you could come away underwhelmed. This is a car that hides its light under the proverbial bushel. Taking a leaf from its more financially accessible A4 and A6 stablemates, the A8 is visually understated - inside and out. Its performance too is deceptive - in all aspects.

Indeed, it takes a bit of time to get to know what its maker claims is the world's first luxury sports limousine. With that knowledge comes admiration for the big Teuton.

Styled with a hint of coupe, the lines of the A8 were a big hit with our team. This is not a car that stops traffic, but rather one that engages observers of detail and finish. Look closely at the A8, and you're drawn from detail to detail.

The same can be said for the interior treatment - a blend of contrasting leather, suede-like finishes, quality plastics timber and alloy. Simple (almost plain) at first glance, I found myself finding more I liked each time I thumbed the starter.

We tested the 4.2-litre version of the A8. It's V8 powerplant boats almost 250kW and straightline performance was satisfying rather than eye-watering.

What really gets your attention, however, is the car's ability in sporting going. Fitted with optional sports equipment (including the more sporting iteration of Audi's Adaptive Air Suspension, seats and wheel) but standard 19-inch alloys, 'our' A8 performed like a car half its size over our favourite test loop in the foothills around Melbourne.

Playing boy racer's not something usually linked to 5.0m long limo, but Audi's trademark Quattro four-wheel-drive, big brakes, amazingly competent air suspension and a raft of electronic aids make fast progress over bent and buckled blacktop child's play.

We stepped straight from Jaguar's XJR into the A8, and while the two cars are not direct competitors (Audi has a rumoured S8 in the wings for hotshoe buyers) the comparison is still valid.

In terms of interior room, the cars are lineball, with the Jaguar perhaps offering a little more headroom in the rear.

That the Brit is more firmly sprung, and offers a higher level of seat of the pants feedback may not surprise many given its R badge. That said, the Audi scored on the driver stakes thanks to better seats and wheel-mounted paddle operation of the Tiptronic six-speed autobox.

In contrast we weren't quite as enamoured with the Audi's steering - feel was lacking in comparison and it was a shade too light at times.

When it comes to equipment (safety, convenience and entertainment) the Audi is remarkable -- even given it's pricetag. Most of it's 'driven' via the console-mounted MMI (multi media interface). Think of it as a captive mouse and you won't go far wrong. It's certainly easier to use first up and arguably more intuitive than BMW's I-drive.

One system fitted to the A8 that we particular liked was the keyless entry and one-touch recognition system. Adjust everything from seat, mirrors, climate control to radio just so, go through a one-time simple authorize procedure and from then on starting, entry and all the above are just one button push away.

The more time we spent with the A8, the more fans it gained. Up in the rarified air over the $200K mark, competence and equipment are taken for granted and decisions are more likely to be based on lust and the feel-good factor.

Like a big Aussie red, given time to breathe and time to savour, the Audi engenders these in spades.

What we liked
>> Smooth W12
>> Interior ambience and finish
>> Rear seat space

Not so much
>> Sometimes choppy ride
>> The price
>> Lack of steering feel

There are few large luxury sedans that have the subtle yet menacing presence of the Audi A8L W12. Whether it's the hunkered down gangsta look or the monster 19-inch alloys and wide rubber, the big Audi has a presence that the Mercedes-Benz S Class or BMW 7 Series can not quite match.

There's been unprecedented competition in the rarefied large European Super luxo sedans of late. First out of the blocks was Mercedes-Benz's updated S Class with a cabin load of extra luxury goodies to maintain buyer interest before the new one is unveiled later this year. Additionally BMW has made some styling adjustments to the 7 Series to try (some would say unsuccessfully) to play down the car's taxi-like boot. There even competition within the family in the shape of the Bentley Continental Flying Spur.

With Audi looking to boost sales 25 per cent in 2005 (and so far succeeding) the $325,000 A8 flagship has a very important role to play - both in terms of dollars and image. How important? So much so, Audi Australia MD Joerg Hofman will treat each new A8L W12 owner to a private dinner!

The Audi A8 and A8L (the L signifies the 130mm longer wheelbase model) were the first models to feature the trapezoidal single frame grill that now runs across the range. But it's not just the looks of the A8 that sets it apart, the aluminium body and chassis showcase the sort of crowning technology that has become Audi's signature. It's this technology that makes the big Audi considerably lighter than its competitors (up to 500kg) and ensures that the range of powerful V8 and 6.0 litre W12 engines have a lot less weight to lug around.

The latest Audi A8L W12's engine is effectively nicked from the Bentley Continental range. It lacks the Continental's twin turbochargers, but will still storm to 100km/h in 5.2sec and continue to surge to 200km/h 12sec or so later. The sound that comes out of the dual trapezoidal exhausts is music to any enthusiast's ears.

As is the mainstream German marques' want, top speed is electronically limited to 250km/h. If you want to go faster then the 330km/h Bentley is what you'll need.

The A8L W12 is driven through all four wheels just like the Bentley and uses the same six-speed tiptronic transmission. While it's no secret that the A8 and Bentley share componentry under the skin (as does VW's Phaeton limo), each delivers the driver an experience that reflects the unique character of the individual brands.

The level of grip delivered by the A8's Quattro drivetrain ensures that the prodigious power of the W12 is seldom ever able to overwhelm the chassis (but it is possible!). The low-speed ride can be a bit firm and choppy, but as the speed rises it lopes along the road with an authority that only the Bentley can match.

The huge brakes and the chassis' anti slip regulation and locking differentials ensure that if you do overcook it then there's every chance you'll recover from your impudence. Put simply, the engine and chassis deliver a driving experience that is stellar and then some.

There is still a problem with a lack of steering feel off centre and whilst Audi have improved it there's still some way to go. With eight airbags, active head rests, force limiting seat belts and one of the best crash ratings around the A8 is one of the safest cars on the road.

All of this would be of little note if the interior didn't measure up. Audi A8s have made their name with superb interior craftsmanship and appointments. The A8L W12 lifts the bar higher again with Alcantara roof lining, real aluminium and wood trim and leather that covers the seats, wheel, armrests, dashboard, glovebox and doors. The stereo/TV is equally impressive with 13 speakers and five audio channels delivering 350W! You can even operate the stereo and satellite navigation system via voice controls.

The front seats are superbly comfortable and infinitely adjustable (electrically, of course) and those in the rear get an equal level of comfort to go with the leg stretching space on offer. Like the 7 Series, there are electric blinds for the rear side and back windows (still to come on the Bentley!) to keep the intrusive lenses of the paparazzi away.

To list all the luxury features of the A8L W12 would take more bytes than we have at our disposal - rest assured that it lacks for nothing. Nothing!

Long-wheelbase BMW 7 Series and S Class can be found doing chauffeur/hire car duty at our major airports and the A8L has just cracked this market with at least one sold recently for this market in Sydney. So what you say... It might not involve huge numbers of cars, but in terms of visibility you can't underestimate the importance of this limousine market. If the captains of industry experience the luxury and space of these Uber Audis then there's more chance that they will buy one.

The combination of towering performance, superb all-weather grip, class-leading safety, technology, five-star luxury and appointments all wrapped in a seductive yet subtle body make the the A8L W12 one of the finest cars money can buy.

If I was in the market for this price of car the Benz and the BMW wouldn't get a look in though the Bentley might just beat Ingolstadt to my wallet. I'll let you know the final decision when I actually have 400-large burning a hole in my pocket...