2005 Audi A8 Review

Specifications

Always Smooth, Always Comfortable and Always Swift

When it comes to large Audis, everything has to do with 8. Flip through old magazines and youll soon find that Audis first venture into the ultra-premium segment was with a vehicle simply called the V8. After a short run, it eventually evolved into the plain-clothes A8. Given the fact that these were and still are the brands halo vehicles, power comes from large eight-cylinder cylinders (although V6s and more recently W12s are also available in select markets). The time span between the first generation and second generation A8 was, you guessed it, 8 years.

Range-topping Audis have hardly been sales hits. Blame could rest on any number of issues, ranging from less than inspiring driving dynamics, plain looks or just a general lack of brand appeal in the upper range of the premium sedan market. The current A8, mind you, has changed perceptions about Audi on the whole, and by so doing improved sales of the full-size luxury sedan dramatically.

It is, therefore, my great pleasure to tell you that after finally getting behind the wheel of a short-wheelbase 2005 model, just as the slightly revised 2006 is arriving in showrooms, Audis flagship has surpassed all of my expectations.

While Audi is known across the world for its quattro all-wheel drive systems, its now also being recognized as an aluminum expert. The 2005 model year A8, like the old one and new 2006, makes extensive use of aluminum for its body and chassis. The eight-year gap between the first and second-gen A8s gave Audi the time to polish its ASF, short for Audi Space Frame. It learned from the quirky but innovative A2 subcompact, halving the number of components used, yet improving the structural rigidity by a significant 60 percent. The “Space Frame” chassis is then clad with trimmed and pressed alloy body panels.

In a class where cars often exceed five yards in length and are loaded to the gills with electronics, big engines, and other heavy additions, minimizing weight is a serious issue. Audis decision to put its largest car on a strict light-metal diet really helps to keep curb weight in check (its not a fad diet either). Even with all-wheel drive, it is lighter than both of its German rivals, BMWs 7 and Mercedes S. For more evidence, just look at its steel-bodied equivalent, VWs Phaeton that is some 440 lbs heavier. As such, the tagline, “Class without Mass” is well applied.

Its worth noting that the A8 is no longer the sole upper-sized vehicle to feature aluminum intensive construction; Jaguars retro-styled XJ uses the same lightweight metal, engineered as an extruded monocoque chassis held together by rivets and epoxy.

With all that talk about the A8s advanced chassis, lets look at what else was new for 2005. For starters, Audi took the opportunity to expand the range, adding an ultra-luxurious range-topper powered by the almighty 6.0-liter W12 engine and featuring the new crest-like corporate grille that is now becoming standard issue on all 2006 model year A8s. Elsewhere in the world, the A8 also received a new diesel engine, and a base 3.2-liter FSI V6 and CVT combo from the A6 and A4 models (unavailable in North America). Audi also decided to bring over the regular-length model, which is now offered alongside the initial long-wheelbase L model.
 
The A8 being featured in this review is one of my favorite large sedans from a styling standpoint. While some may find it a little on the bland side compared to some of Audis smaller cars, I think its exterior has the right creases and pleats on its taut skin. Its understated and civilized yet coolly suave - exactly the way a flagship luxury sedan ought to be. It doesnt look as if its blindfolded chief stylist grabbed a machete and started waving it about. Nor does it appear as if it were punched out of a cookie-cutter mould. Likewise, it doesnt look like a carbon copy of your great-great-great grandfathers car either, complete with pedestrian-spearing hood ornament.

Finished in a pearly platinum finish, wearing oversized fan-like 19-inch alloy wheels, the smaller A8 looks solid, as if it were milled from a single ingot of aluminum. It may not stand out in a traffic jam, but the detailing up close is extraordinary. Approach with key-fob in pocket at night and watch the door handles and side-view mirrors cast a soft white glow. Behind simple shapes, intricate bi-xenon headlamps light the way, seeing around corners, while LED tail lamps provide instant illumination at back. Further options, such as the motorized lid for the 17.6 cu-ft trunk and doors that automatically pull themselves shut are a sign that youre traveling in opulence.

Like the exterior, unchanged from launch is the 335-horsepower 4.2-liter V8, the staple powerplant for all but the tiniest fraction of A8s. In fact, Im not even sure if Audi sold a half dozen of the $117,400 base-price A8 W12s this year, but all things considered how many twelve-cylinder powered BMW 760s, Mercedes-Benz S600s or for that matter, VW Phaeton W12s do you think were sold in the U.S. last year anyway? Jaguar, which was responsible for creating the top-tier V12 market with its now legendary XJ12, doesnt even offer one anymore.

Nevertheless, the starter-button operated V8 is a mechanical masterpiece, packed with every Audi technology including five valves per cylinder, continuously variable valve timing and a two-stage variable intake manifold. FSI direct injection is absent, but may show up in the near future. Net gain is 20 horses over the old A8, and it does so while consuming less fuel. Audi also took the opportunity to fettle with the torque curve, making peak torque available on a flat plateau between 2,500 and 4,500 rpm.

The result, then, is a car thats quiet in almost all conditions from the inner-city crawl to fast-paced inter-city stretches. Wind-noise is kept to a minimum by the handsome bodys extremely low 0.27 Cd drag coefficient, while the engines whisper is borderline inaudible. Of course, when you lay pedal to metal for effortless passing, the oh-so pleasant Germanic wuffle takes charge. The performance called up is equally impressive - 60 mph is reached in six seconds, though buyers are more likely to be concerned with midrange torque which is seemingly endless. The V8 provides all the power youd need - this coming from a young, performance-enthused journalist. 

The six-speed gearbox in charge of relaying the engines power comes from ZF, which, supplies the same transmission for the 7-Series and Jaguar XJ. While the unit may be the same, the operation is different in each vehicle: unlike the BMWs column-mounted shifter that features manual-mode buttons on the steering wheel, or Jags traditional J-gate, the Audi transmission features Tiptronic manual mode, which can be operated through the gear lever or by a set of paddles, the latter a new addition for 2005. Just a fingers tug is all it takes to swap gears, and it does so in a completely seamless manner.

Aside from the gearbox, ZF also provides speed-sensitive Servotronic steering. The walnut-rimmed three-spoke steering wheel is nearly frictionless on input, and has just the right balance in its weight, delivering agile turn-in without any disconcerting jitters that would otherwise interrupt cruising. The front-heaviness of other V8-powered Audis seems to vanish, remaining neutral and light on its feet even during brisk cornering. Much of the neutrality amid curves can be traced back to dynamic quattro all-wheel drive, which distributes traction and power to reduce understeer. 

The kind of driver-automobile engagement that the A8 provides is rare for such a large vehicle; it feels much smaller than its plus-size dimensions would suggest, and even in comparison to the smaller, lighter A6, in my opinion. Ultimately, though, the A8 isnt as nimble as the lighter, rear-drive XJ, but the payout is delivered in outright security. You cant ask for a more confidence-inspiring vehicle to pilot down rain-slicked roads or through a cold northern- or eastern-U.S. winter. While other carmakers have introduced variations of all-wheel drive on their top end cars, the no-shortcuts quattro system still trumps all. Of course, the latest ESP, ABS and traction control programs are standard equipment.

Every single part of the A8s design plays a role in the way it performs on the road, but one of the biggest contributors to its fluidity is the air suspension system. Borrowed from the Phateon, the Audi rides on computer-controlled rubberized air bladders that constantly adjust to provide the optimal balance according to the drivers wants, negating unnerving body roll in the process. The system automatically adjusts itself, lowering at speed to reduce drag as well as the cars center of gravity without compromising comfort. The driver can select between four modes via the console-mounted MMI interface: lift (extra ground clearance), comfort (plush as a pillow), dynamic (sport mode) and automatic. 

If at any point so far you havent been moved by my impression of the A8, my guess is its interior will be sure to win you over. Its by far my favorite in the luxury class, and is proof that the fine line between a luxury home and luxury automobile is quickly eroding - in this case a contemporary luxury home. The layout of the interior is fresh and thoroughly modern, trimmed in the highest quality materials this side of a Bentley Continental Flying Spur. Switchgear glides into place with a Teflon-like smoothness and rotary knobs have soft dampened-clicks. Color selection, one of Audis strongest suits, creates a sense of warmth, balancing glossy-finished woods with matte aluminum. As a whole, the A8s interior has the detail of a high-end home audio system, complete with a set of top-tier speakers.

To keep its sophisticated look, the retractable LCD display hides by flipping behind a panel of gloss wood when not in use. Look around the cabin, and you wont spot a big, clunky parking brake lever or cumbersome foot pedal; a simple pull-tab operates the parking brake instead. A pair of scrolling click thumb wheels replaces the small buttons normally found on multifunction steering wheels. Through and through, intelligent German interior design prevails, and, ladies and gents, the minimalism is done right.

It is impossible not to get comfortable in the A8, regardless of where you are in the car. The reduction of wheelbase compared to the A8L doesnt have any critical impact on the rear dimensions, being that its still roomy enough to stretch out and even cross your legs. Of course, the driver is pampered to the highest degree, with sixteen-way electrically adjustable seats, and a four-way electrically adjustable steering wheel. If so equipped, the front seats are heated, cooled and feature a massage function to boot, while the rears are also heated.
Aside from a test trial two years ago at the Audi demonstration booth at various auto shows, the A8 was my first encounter with the MMI (Multi Media Interface) system. Its found the perfect bridge between overtly cluttered buttons (MBs Command System) and overly complex minimalism (BMWs iDrive). Critically, Audi has cordoned off areas such as the navigation, audio, dynamics, and telecommunication features of the vehicle which can be controlled through individual buttons that surround the main, alloy-rimmed control knob, though HVAC controls have a separate cluster on the center console. It may initially seem daunting at first; perhaps more so than a flurry of buttons, but it should quickly become second nature thanks to intuitive menus and the eye-level screen height. 

Top-tier Audis have always been the thinking plutocrats choice, an automotive option for those who are willing to step beyond the doors of the traditional. The controlling class of the wealthy couldnt ask for more out of an intelligent luxury sedan, but if you should desire more a walk down the customization list may even satiate the most demanding buyers.

The A8 also does the driving enthusiast justice, providing the performance and comfort equivalent to a magic carpet ride: always smooth, always comfortable, and always swift. Big Audis have the technology, the pace, and the grace to stand up with the best; this one, like any other, deserves its success. While few 2005 examples are still around, the new 2006 model should offer all of this cars benefits and more, plus a bolder front end design. Whichever one is more attractive is a decision youll have to make for yourself, but make it quickly if you lean more towards the 2005.