First Drive Review
In the U.S., the Audi A8 has always sold in substantially smaller numbers than the flagships from Mercedes, BMW, Lexus, or even Infiniti. Audi would like to change that, particularly since the A8 model sells significantly better in Europe, where it's also available in two-wheel drive and with a six-cylinder engine.
And so, new A8s will begin arriving in the States in mid-2003 to do serious battle with the other high-priced combatants in this market segment. Since 90 percent of all A8s sold in the U.S. are long-wheelbase models, that's all we'll get when the new cars arrive.
Ironically, no stretched A8s were available at the car's introduction in Barcelona, and we had to assess the new model on the basis of the "standard" car, which is some five inches shorter. The first time we'll see the short-wheelbase A8 in this country will be in 2005, when the high-performance S8 variant arrives. The S8, says Audi North America's boss Len Hunt, will "surprise everybody." This 2004 A8 may not, given its recognizable appearance and familiar Quattro drivetrain. But that's not to say that the new A8 isn't better equipped to undertake an assault on BMW, Lexus, et al. The Ingolstadt company threw all its resources and creativity at the A8 and has produced an impressive vehicle with novel features.
Although still made of aluminum, the A8's new body shell has fewer pieces, weighs less than 500 pounds, and has assembly processes that are now about 75 percent automated. Audi claims a 60-percent improvement in static torsional rigidity, but the A8's overriding advantage has always been that the lightweight body allows the addition of all-wheel drive without ending up heavier than its competitors.
Now with greater rear-passenger space and added amenities, the A8 weighs about 80 more pounds than its predecessor, although performance improvements are likely to negate any evidence of it.
The A8's 4.2-liter V-8 engine is essentially a carry-over component, but power and torque are both improved (by 20 horsepower and 15 pound-feet), and the engine now drives through a six-speed automatic transmission. A Tiptronic manumatic is standard (and in Europe, wheel-mounted shift paddles are an option).
One of the more important assets in the upgraded A8's portfolio is an air-suspension system with continuously adaptive damping control. Using coaxial air struts and shocks at each corner in conjunction with an onboard compressor and elaborate electronic controls, the A8 operates in any of four driver-selected modes. The system can hike ground clearance up to 5.7 inches to negotiate obstacles, or it can lower itself on the freeway to just 3.7 inches from the road.
Furthermore, the driver can select among comfort, dynamic, lift, and automatic modes according to his or her whim. The system lived up to its promise during a test drive through the Catalonian countryside, where it provided remarkably good body-motion control and ride comfort along with stable and precise handling.
