The six-speed gearbox in charge of relaying the engine's 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 BMW's column-mounted shifter that features
manual-mode buttons on the steering wheel, or Jag's 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 finger's 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 isn't as nimble as the lighter, rear-drive XJ, but the payout is delivered in outright security. You can't ask for a
more confidence-inspiring vehicle to pilot down rain-slicked roads or through a cold Canadian 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 A8's 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 driver's wants, negating unnerving body roll in the process. The system automatically adjusts itself, lowering at speed to reduce drag as well as the car's centre 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.
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| The walnut-rimmed three-spoke steering wheel is nearly frictionless on input, and has just the right balance in its weight. (Photo: Justin Couture, Canadian Auto Press) |
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 isn't as nimble as the lighter, rear-drive XJ, but the payout is delivered in outright security. You can't ask for a
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| The A8 feels much smaller than its plus-size dimensions would suggest. (Photo: Justin Couture, Canadian Auto Press) |
Every single part of the A8's 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 driver's wants, negating unnerving body roll in the process. The system automatically adjusts itself, lowering at speed to reduce drag as well as the car's centre 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.