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2011 Audi A8 4.2 FSI First Drive

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    2011 Audi A8 4.2 FSI Picture

    A king of soaring craftsmanship. | February 02, 2010

Road Test

2011 Audi A8 4.2 FSI First Drive

A Very Controlled Kind of Driving Excitement

    29 Ratings

    The club of luxurious act-like-an-adult sedans is one with strict codes of conduct. There's supposed to be no fooling around. When you drive one, you're aware of an untold abundance of elegance and comfort, plus you feel the weight of a massive research and development budget pressing down upon your shoulders.

    And so as we sit behind the multi-function steering wheel of the 2011 Audi A8 4.2 FSI, we feel the burden of 100 years of Vorsprung durch Technik in the FlexRay bus system that is processing the electrical messages that are shooting at light speed through the synapses of an entirely new wiring loom connected to nearly 30 onboard ECUs. So you can see how it's possible to fall into the usual reverent silence.

    C'mon, it's a car, people.

    Point is, we need to get past this very un-visceral first impression and drive awhile before we can actually start feeling the joy of living with the 2011 Audi A8 4.2 FSI. And so back and forth all day along the southern coast of Spain near Malaga, we play this techno-sled for all it's worth, trying to blot out the avalanche of information about the car's techno-wonders.

    Once you make the sharp-looking 2011 Audi A8 lose its confounded German cool, then you can appreciate just how good it is.

    The Endless Battle of (Pretty Much) Equals
    Take anything from a Mercedes-Benz S550 with optional 4Matic to a Lexus LS 460 AWD, to a Porsche Panamera 4S, to the upcoming 2011 Infiniti M56 X AWD, or the BMW 750i xDrive, and they are all rolling cash cows for their respective companies as well as showboats of brand philosophy.

    But the D segment, as this luxury portion of the market is called, has taken a hit in the last couple of years and sales have declined. The Audi A8 in general has never competed well worldwide, especially against its rivals from BMW and Mercedes. In 2009, the last year it was on sale in the U.S., just 1,463 examples of the Audi A8 4.2 FSI were sold in America. That's pitiful, even during a Great Recession. So Audi is desperate to turn around its reputation in the luxury class and that is the mission of the D4, the fourth-generation version of the Audi A8.

    Though bigger, this A8 is lighter, has a body that's stiffer and a shape that's slipperier.

    How to stand out from the competition that's crushing you no matter how good a car you make? Well, the 2011 Audi A8 is still the only car in its segment that is nearly 100 percent aluminum, which lets it boast about lightness and structural rigidity, plus slightly better fuel-efficiency. The 2011 Audi A8 is still the only large luxury sedan that always comes with all-wheel drive. Audi also wants us to believe that the 2011 A8 is the sportiest player in this class, and it makes a good start since the V8-powered 4.2 FSI weighs just 4,045 pounds.

    Walking the Talk
    As generational change-arounds go, we can't really think of another car in this segment that has changed as much as the Audi A8. The stern Teutonic look is gone. What Audi can do with aluminum these days is truly impressive, and the new car has impossibly complex creases and folds that are aesthetically pleasing from almost every angle. Our test car came with the optional 19-inch cast-aluminum wheels (18-inchers will be standard for North America) and they carried 255/45ZR19 104Y Pirelli P Zero tires. She looked good just sitting there in the Spanish sun.

    The same message came through in the interior, as we told Norbert Weber, the Audi designer responsible for it. Compared to the A8's former sturdy (and almost always gray) notion of international comfort, the D4 has more of Audi's adventurous design spirit. Of course, this car also won us over with its optional custom leather seats with massage, heat and cooling functions for front and rear occupants. Plus the 19-speaker Bang & Olufsen stereo system is worthy of Carnegie Hall.

    We started the engine via the aluminum button that sits on the noticeably cleaned-up center console. Thanks to a reduction in internal friction, the long-lived 4.2-liter BBK V8 gets a 5 percent boost in horsepower to 366 horsepower at 6,800 rpm. The torque figure goes up by just 4 pound-feet to 328 lb-ft, but almost all of it is now available between 3,000 and 4,500 rpm. We're told this direct-injected V8 will get the big Audi sedan to 60 mph in just 5.6 seconds, only a tick or two slower than the Porsche Panamera 4S. Of course, it's also a tick slower than the BMW 750i xDrive and Mercedes S550 4Matic, but the A8 4.2 FSI stays right there with them, so we really don't see a black mark for Audi in this regard.

    "Technelegance" Is Big
    The 2011 Audi A8 is the longest and widest overall among its competitors in the normal wheelbase class at 202.3 and 76.7 inches, respectively, and yet it's a dream when it comes to handling.

    And it's all due to the technology aboard, an awful lot of which is destined to come standard on the A8 once it starts to arrive in North America in November (European deliveries begin in March). You start with the rear-biased torque split of the all-wheel-drive system (40 percent front/60 percent rear), plus an un-intrusive stability control calibration. Then Audi Drive Select can vary (through the much-evolved MMI interface) between Comfort, Auto, Dynamic and Individual modes for the throttle response; shift schedule for the new eight-speed automatic transmission; steering effort; and the action of the now-outstanding standard air suspension. For Spain's undulating roads we went to Individual and made everything Dynamic apart from the suspension, which we set in either Comfort or Auto to great effect.

    Our only possible criticism of the 2011 Audi A8 really is the all-powerful version of the onboard MMI. Start the A8 and the 8-inch screen flips deftly upward from the upper dash, reminding us of the similar variety show in the Jaguar XJ. The same software interface as used in the latest generation of BMW's iDrive is used here, so that's fine. What's problematic is that Audi has outdone BMW by adding what seems to be twice the feature set to the software, making the MMI quite literally the dominate lobe of the A8's electronic brain.

    The MMI is intuitive and good, to be sure, but there is just too much of it to deal with in one onboard computer. There's MMI Touch, for example, where you can write with your finger on a small touchscreen in front of the transmission lever to call up some command or another. But what happened to voice-activated tech? Downplaying the A8's standard voice-activated system just as Ford Sync has finally made this technology user-friendly leaves us wondering. According to the people from Audi of America, Inc., the final MMI software for the U.S. has yet to be decided, but it will likely be a bit simpler.

    Pushing This Big Boy
    With the ADS in Dynamic mode, which sets the 2011 Audi A8 1 inch lower to the ground than in the default setting at start-up, we used the shift paddles on the steering wheel to cycle through the gears of the eight-speed automatic. It's perhaps our latest favorite automatic transmission. And we were able to hold onto gears at highest revs, oh, joy!

    The all-wheel-drive system can send as much as 80 percent of drive through the rear tires, which helps Audi support its claim that the A8 is the sportiest in its class. Audi of America will also make available the $1,100 sport differential for the rear axle, which swaps torque between the rear wheels in 0.1 of a second — faster than an ABS-based stability control system can manage. This will feed the driver's happiness portion of your brain just as it did ours. Meanwhile, the dampers are now manufactured in-house by Audi (Continental previously did the job) and frictional losses have been reduced while a noticeably better software program is doing the talking with Audi Drive Select.

    We had the most fun with this 2011 Audi A8 on the enthusiastic side of the tachometer, between 3,000 rpm and the 7,000 rpm redline. That's plenty of power band and we had plenty of fun, and we didn't even have to use too much body English to keep our equilibrium behind the steering wheel as we made our way through the curves southward along the coast of the Mediterranean. Though bigger, this A8 is lighter, has a body that's 25 percent stiffer in bending rigidity, and has a shape with a 0.26 Cd that is the most aerodynamic in the segment.

    Occasionally finding moments of oversteer (yes, really) while at speed in the back country, the optional dynamic steering corrected this foolery with its own small dose of countersteer. Then, as we parked on the narrow streets of several Spanish villages, the dynamic steering quickened the steering ratio by the nearly 100 percent as advertised, and with 2.2 turns lock-to-lock such urban work felt effortless.

    So Much to It
    In the end, the 2011 Audi A8 4.2 FSI sedan is a very big leap ahead versus its predecessor. As an all-around effort, it is at least the equal to its competition from BMW and Mercedes. Would we hastily hand it the crown after this first try?

    Not quite so fast. What we need to do at least is have a shoot-out between this 2011 A8, the Mercedes S550 4Matic and BMW 750i xDrive. And ideally the new Infiniti M56X AWD would be ready, too. Really, the experience of living with the all-controlling Audi MMI is also required.

    But make no mistake, the Audi A8 has come a long way, Baby. The 2011 Audi A8 FSI has got all sorts of spirit in its looks and a skip in its step. And when it comes to us in November, we'll also see the long-wheelbase version, which routinely accounts for nearly 80 percent of all A8 sales in the United States.

    Now Audi just needs to start selling the thing better, too. It deserves it.

    Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.

    ChromieD says:

    10:09 AM, 02/10/2010

    Bless you, audirs4 - I, for one, completely agree on your take regarding the Jag. I'd go on a little further to add bits and pieces, but it'd be just ranting after a bit.

    audirs4 says:

    09:00 AM, 02/09/2010

    Go sit inside of the new XJ.

    Lots of people with nix that car off their list.  I'm 6-3 and can barely fit inside.  

    The A8, S class, 7 series are all about space.

    The XJ is a cool design, but it's a bit tight on the inside.  The chopped look on the XJ means less headroom.  It's also a tough car to get in and out of - and 50-70 year old buyers will have a tougher time with the XJ.  

    canadaphant says:

    01:46 PM, 02/05/2010

    Put me in the 'How'd you forget about the XJ?' crowd-especially when you're talking about all aluminum luxo barges.  Now, unfortunately the XJ has gotten a little fatter, it will be a direct competitor to this, minus the completely unnecessary all wheel drive.  Honestly, what percentage of S Class, 7 series and LS are even sold with AWD anyways?

    Sincerely,

    A Completely Unbiased XJ Owner in Canada

    nutsaboutcars says:

    09:03 PM, 02/04/2010

    This is sexy looking sedan especially the full led headlights and the ambient interior lighting is awesome but what concerns me is things like noise noise and noise,,,I had a 07 aud a6 wagon and the car ride was just lousy,,,It was noisy and hard,,,The engine at idle sounded like a broken down lawn tractor and the suspension was like there wasnt any it was very hard and rough...Also tire noise was a big issue,,,,I hope they worked all those out of newer models comming to market,,,If they did than I might consider audi again,,,I test drove a 08 audi a8 and to me it drove like a big tin can,,,The engine was very noisy and the ride was abussive,,,

    ChromieD says:

    11:24 PM, 02/03/2010

    esoterica - to each his own. What do you like in this class of the market as an overall experience? Barring wasting too much time on the exterior likes/dislikes, what car do you like or love in this whole segment? So many speak about the Jag XJ. Fine. For me personally, they've made the interior such a distraction - and not actiually in much good taste after I stare at it a while - that I couldn't live with it. It has an awful onboard computer, too. The engines are not poor, but the power/torque behavior just felt like it was programmed to try too hard. Very nice car, too, though.

    In the very end of it all I'd probably need to go with some form of the 7 Series. Shoot me, but in the end it's my favorite all-rounder. I dream of a big V8 turbodiesel like maybe the latest A8 4.2 TDI - 590 lb-ft of torque and standard beefed-up version of the rear sport diff.  I was also a major fan of the VW Phaeton, but that wouldn't have gone anywhere really. Shame, too.

    Which of all these mega-execs do you enjoy the most?

    sassy_j says:

    09:05 PM, 02/03/2010

    Weird, I'm not a seasoned audi fan so at casual glance i can't tell the difference between the A4, A6, and now the new A8.

    They all look the same, if they weren't side by side in a parking lot I'd be hard pressed to tell you which Audi # it is.

    I still like the mercedes s-class, something about its appearance spells luxury.

    esoterica says:

    03:26 PM, 02/03/2010

    ChromieD, you must be joking. I defy you to find anyone who's not a car fanatic to even be able to tell this is a new model aside from the headlights. And the headlights are such a styling hack job that my guess is that someone at Audi realized the blandness too late in the design process to be able to come up with something more dynamic, which left the internal styling of the headlights (note that there's not even anything different or even interesting about the shape of the assembly) as a relatively cheap and easy "solution." Even Volvo's '07 S80 -- which was widely criticized as being too similar to its predecessor despite being a completely new car -- was a more dynamic and successful redesign than this.

    icecubefosho says:

    02:50 PM, 02/03/2010

    In fact, its Aluminum and Magnesium, which Mg weighs less than Al.

    icecubefosho says:

    02:41 PM, 02/03/2010

    Exactly, the XJ also has an aluminum chassis and seems to be the most ideal competitor, but you see no mention of it at all here.

    garysandiego says:

    02:11 PM, 02/03/2010

    Just curious why the Edmunds folks don't seem interested in comparing this car to the new Jaguar XJ.

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    Speed Read

    Vehicle Previewed:

    2011 Audi A8 4.2 FSI

    Base Price:

    $75,500 (est.)

    Engine:

    DOHC 4.2-liter V8

    Gearbox:

    Eight-speed automatic

    Power:

    366 hp @ 6,800 rpm; 328 lb-ft @ 3,500 rpm

    Fuel Mileage:

    N/A

    On Sale:

    November 2010

    Tags

    Specs & Performance

    Vehicle
    MakeAudi
    ModelA8
    Model year2011
    Style4dr Sedan AWD (4.2L 8cyl 8A)
    Drive typeAll-wheel drive
    Transmission type8-speed Automatic
    Transmission and axle ratios (x:1)I=4.71; II=3.14; III=2.11; IV=1.67; V=1.29; VI=1.00; VII=0.94; VIII=0.67; R=3.32; FD=3.20
    Engine typeV8, front-mounted longitudinal
    Displacement (cc/cu-in)4,163cc (254 cu-in)
    Block/head materialAluminum/aluminum
    ValvetrainDouble overhead camshaft, 4 valves per cylinder, variable valve timing and lift
    Compression ratio (x:1)12.5:1
    Redline (rpm)7,000
    Horsepower (hp @ rpm)366 @ 6,800
    Torque (lb-ft @ rpm)328 @ 3,500
    Brakes, frontVentilated disc
    Brakes, rearVentilated disc
    Steering typeSpeed-sensitive power-assist, rack-and-pinion
    Steering ratio (x:1)16.1:1
    Suspension, frontMultilink, air suspension, antiroll bar
    Suspension, rearMultilink, air suspension, antiroll bar
    Tire size, front255/45R19 104Y
    Tire size, rear255/45R19 104Y
    Tire brandPirelli
    Tire modelP Zero
    Wheel size19-by-8.5 front - 19-by-8.5 rear
    Wheel materialCast-aluminum/cast-aluminum
    Curb weight, mfr. claim (lbs.)4,045
    Fuel typePremium unleaded (required)
    Fuel tank capacity (gal)23.4
    Specifications
    Length (in.)202.0
    Width (in.)76.7
    Height (in.)57.5
    Wheelbase (in.)117.8
    Front Track (in.)64.7
    Rear Track (in.)64.4
    Turning circle (ft)40.4
    Seating capacity5
    Cargo volume (cu-ft)18.0
    CollapseSpecs and Performance Expand Collapse

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