2008 Audi A8 L Review

Specifications

The Audi A8 is a car of many firsts and many facts, so here’s a couple of interesting points which may be of use when starting out a conversation. The A8 was the first production vehicle to feature a twelve cylinder engine in a “W” arrangement. It also happened to be the world’s first vehicle to be equipped with six airbags. And here’s a particularly interesting point to break the ice when talking about Audi’s new and improved A8: it was the first mass-produced vehicle to feature an aluminum chassis. While this is far from breaking news, it is still the most important and arguably most interesting tidbit of the A8.

And while aluminum is what makes the A8 the A8, the focus on Audi’s flagship sedan for this year is a mid-life update. Unlike the A8’s last update in 2005 which saw the implementation of the trapezoidal grille across non-W12 models, things this time around are more discreet. The trapezoidal grille’s divider is now finished in gloss black, and the lower air dam features rectangular fog lamps. In terms of lighting, the side-view mirrors gain LED turn signal illumination, while around back, the LED brake lights now feature a different illumination pattern. And there’s a new selection of alloy wheels including these twisted, five-spoke 19-inchers. Discreet and minor; the way things ought to be when a car looks this good to begin with.

And now on to news you can’t see. Audi has fixed just about everything that it didn’t get when the A8 was first introduced. My biggest gripe about the A8 has always been its ride. The air suspension never seemed to settle down in the same manner as the Lexus LS, or even the standard, steel-sprung Jaguar XJ, let alone the cloud-on-wheels Mercedes-Benz S-Class. Although the A8 didn’t roll on run-flat tires, it certainly feels like it has reinforced sidewalls, and what’s worse is that the larger the wheels and the bigger the engine, the worse the ride. And that’s a problem because the $120,100 A8 L W12 ought to ride as good as it looks - especially on 20-inch wheels.

To remedy this problem Audi has essentially re-tuned every aspect of the suspension system, focusing on bettering bump absorption. New valves and seals in the height-selectable air suspension reduce friction and are much more sensitive in picking up the road’s imperfections, allowing them to be better dealt with. Combined with new tuning, the new A8 completely takes the bite out of bumps and the vibrations out of expansion joints. On the whole it feels ever so slightly softer and cushier in the process, but no less taut; it now feels like you’re riding on a very thin cloud of air, but a cloud of air nonetheless. And while the Audi may not be as ultimately smooth as some of its more comfort-oriented rivals, it possesses a much better blend of sport and comfort, keeping passengers isolated and enthused drivers happy.

The A8’s technology quotient has also increased. Adaptive cruise control is available, as are a pair of new gadgets, Lane Assist, a lane departure warning technology, and Side Assist, a blind-spot monitoring system. The former acts as a third eye, scanning dotted and solid lines, vibrating the steering wheel should the vehicle cross without its turn signals on. The latter uses radar to keep tabs on the vehicle’s blind spots, warning the driver with flashing lights, as with the Q7. These features are cool, and no doubt work. You just can’t get them if you opt for the Audi Exclusive interior, for some reason. Likewise, you can’t order the Sport package with the 20-inch wheels and sport-tuned air suspension, or the heated steering wheel. This is something to consider before dropping $11,500 on the ambiance-enhancing custom wood and leather “Audi Exclusive” package (more on this shortly).

Big news part two: the A8 is now the quietest car in its class. The difference between old and new might be just a couple of decibels, which might not seem like much on paper, but keep in mind that the decibel system is logarithmic. This new quietness was achieved through the means of new insulation materials that further deaden noise without adding weight; they work like a charm. Driving the new A8 is almost like sealing yourself in a soundproof chamber. Just the faintest bit of the outside world can be heard, but you only realize how well isolated you are when you get out of the car or crack open the windows. And silence is something to be appreciated. It means you’re more relaxed when cruising on the highway. It means you can hear the crispness of the highs and lows that the Bang & Olufsen sound system delivers. It also happens to mean you hear a bit more of the ventilated seat’s fan, and other noises… Nevertheless, this is one of the many small improvements that Audi can claim for the new A8. As far as bragging rights go in the six-figure-plus segment, this is important.

Inside, there aren’t any notable changes but for the new round push-button starter. This, however, is good - the last thing the A8’s interior needs is to be made over. This, in my opinion, is the ultimate automobile interior. Unlike the vehicles it competes with, it’s effortlessly cool without overloading the senses. The controls for MMI are grouped logically, and are separated from the climate control interface, and with the retractable LCD screen there is no persistent reminder of the car’s computing power. And I absolutely adore the way the cabin looks at night, the way every nook and cranny is bathed in a soft white light or backlit in red. Legroom in this long wheelbase “L” model is plentiful; even the tallest bodies will fit with comfort. Rear-seat options include massaging action with power lumbar support, a refrigerator and an entertainment system.

With three new interior packages from Audi Exclusive, the A8’s cabin is hard to top. Pictured here is the “Cognac” theme with black dash and carpets, cognac leather, amaretto Alcantara headliner, and eye-popping Copper Maple burled wood that features hand-laid Intarsia, creating the checkered effect. Call it old-world or nautical, but it adds depth to what the A8 stands for. As advanced and as cutting edge as the A8 is, this sense of craftsmanship is a reminder that it isn’t just another mass-produced machine, but rather a vehicle assembled with a human touch. Also on offer is an Alabaster White themed interior, which combines white leather with black carpets and headliner. Audi also offers buyers custom combinations of colors and woods, should something else be desired. Just make sure you’re satisfied with your choice, as Audi Exclusive interior packages cost $11,500. I am a bit surprised that the full leather package that trims the doors and dash in texture matched hides isn’t included at this price, and further surprised that it cannot be ordered.

I’ve noticed that with mid-life Audi updates, once the performance-oriented model has been launched, Audi improves the breed by enhancing the rest of the range. Take the A4 lineup for instance. When it was facelifted, the standard A4 received suspension geometry and components that were developed for the S4. In the case of the updated A8, the more direct steering rack has been fitted from the S8, so it’s sharper and more linear. This long wheelbase model is a big car, and yet behind the wheel it’s nowhere as intimidating to drive as its length and wheelbase suggest. You can thread it through traffic without worrying that you’ll jump a curb and take out a couple of pedestrians, and place it on a winding twisty road with confidence. You’ll enjoy every last minute of it too. And while the A8 L won’t park itself (which would necessitate pure electric power steering, robbing it of steering feel) the combination of a reverse parking camera and front and rear sonar makes slipping it into a parking spot very easy - provided you can find one large enough to accommodate its 17-plus foot frame. Mechanically speaking, the A8’s powertrain lineup is the same as before, with no changes in outputs or displacements. The standard 350-horsepower 4.2-liter direct-injected V8 is a perfect match to the A8 L; it’s brisk, respectably efficient, quiet and tractable.

A cool, even $74,690 is what the new A8 L 4.2 costs; excising the extra length and legroom will save you $4,000. Yes, that’s a lot of money, but consider that it’s a full $4,210 cheaper than a 750Li, but then $12,835 more than the Mercedes-Benz S550, which is the least-expensive S-Class available. Critically, the difference is sufficient to equip the A8 with a few options that make it feel truly special, such as the leather-trimmed dash and Alcantara headliner, or ventilated and massaging seats, or say that wonderful B&O sound system. And while buyers of luxury vehicles in the A8’s league have often made up their minds on what to purchase and are not easily swayed to an opposing camp, a $15,000 plus difference between cars ought to have some pull, which might explain why A8 sales have been steadily increasing over the years in a segment which has been rather flat as of late.

So, little has changed with the A8, and yet the changes that have been made mean so much. Audi has been driving the A8 down the road to perfection for a long time, and with these important little changes it’s safe to say that it has arrived.