A8/S8 Audi S8 - Test Drives/Reviews Thread

[Merc1]

We drive the faster and more efficient Audi S8, fitted with an all-new 526bhp 4.0-litre V8


Rating:

The Audi S8 has always represented the pinnacle of its S family, and this third-generation model is no different. It marks the debut of an all-new, 4.0-litre twin-turbo V8, which replaces the old 5.2-litre V10, and catapults it to the head of the class in terms of speed and efficiency.

Its rivals might have the edge in certain areas; the Mercedes S63 AMG has 24bhp more power and the Jaguar XJ Supersport is 83kg lighter, but neither can touch the S8’s 0-62mph time of 4.2 seconds, CO2 emissions of 237g/km or fuel economy of 27.7mpg – an 84g/km and 6.3mpg improvement over its predecessor despite a power increase of 69bhp.

This new V8 is a remarkable piece of engineering. As well as stop-start, it has the ability to shut down four of its eight cylinders at speeds above 15mph, so long as the engine is rotating between 930 and 3,500rpm, and the selected gear is third or above. Audi claims it can save up to 12 per cent fuel consumption when cruising at 50mph.

A notification is displayed when four-cylinder mode is activated – but that’s the only way you would know. The change over is seamless, and there's no drop in acceleration or judders from the engine bay.

This is helped by an active noise cancellation system, which samples the clatter in the cabin via four tiny microphones, and counters intrusive sounds by pumping opposite waves through the speakers. It not only cancels out unwanted engine hiccups either – it means tyre roar and wind noise are suppressed too, creating an eerily quiet cabin at motorway speeds.

Despite downsizing from a V10 to a turbo V8, the S8 has lost none of its potency. The maximum torque is spread right from 1,700rpm to 5,500rpm, so regardless of gear, it surges forward like a sports car. There’s no hint of turbo lag either – just instant, ferocious acceleration, helped by the four-wheel drive.

A daunting array of settings are available for customising the chassis. Five parameters can be contolled – the lowered sports air suspension, variable ratio steering, throttle mapping, gearbox and sport differential – with five separate settings for each. Go for the optional carbon-ceramic brakes, and the S8’s spec sheet could be mistaken for a supercar. It’s only right then that we put it through it paces on track.

With everything cranked to its most dynamic setting, body roll is minimal and the steering is sharp and accurate. Exiting a corner the grip is phenomenal, but carry any sort of speed into one and the nose washes wide with understeer. On the road the big Audi’s pace, poise and ride quality is exceptional, but on the track it’s outshone by the Mercedes S63 AMG, CLS63 AMG and Jaguar XJ Supersport.

As for the looks, big saloons don’t come any more understated than the A8. The S8 ups the trinket count with 20-inch wheels as standard (the 21-inch alloys on our test car are an option), a subtle bodykit and chrome bars in the grille. Inside, the new sport seats provide just enough support while the quality of materials and craftsmanship throughout is faultless.

Read more: Audi S8 | First drives | Auto Express

Audi S8 | First drives | Auto Express



M

 

[Deckhook]

Zero lag??

That's odd considering the M5 uses a similar setup and many reviews have remarking it has some lag. Maybe Autoexpress are less particular about such things.

 

[donkeykong]

Zero lag??

That's odd considering the M5 uses a similar setup and many reviews have remarking it has some lag. Maybe Autoexpress are less particular about such things.

There have been other review mentioning that for the S8. Of course these journalist have had only a brief time behined the wheel.

 

[Soup]

Audi S8 - Road Test First Drive - Autocar.co.uk



What is it?

Audi apparently asked its customers what they think the new Audi S8 should be. Quieter was one answer, so Audi has created an S8 that uses active engine mounts and stereo driven noise cancelling to deliver near silent progress. It’s efficient too, with cylinder deactivation allowing this supersaloon to return 27.7mpg on the official combined cycle. Impressive stuff, but other A8s do quiet and economical very adeptly, too.

What’s it like?

Faster then? Unquestionably. The 4.0-litre turbocharged V8 is a mighty powerplant. Quattro four-wheel drive, a seamless 8-speed automatic and the engine’s effortless 513bhp and 479lb ft of torque combine for a 0-62mph time of just 4.2 seconds. Only then will you hear the V8, but even then it’s more muted backing track than hammering live set.

Our brief introduction previously with the S8 prototype hinted at improved ride quality. The adaptive suspension delivers a supple ride - on the admittedly largely ripple free Spanish tarmac. However, two tonnes is two tonnes whatever the metal and the S8 isn’t so skilful in the bends.

Choose the Dynamic steering setting via the S8’s MMI and the wheel gains weight with no corresponding increase in feel; ‘Comfort’ adds lightness and nothing else.

Turn in and there’s initial understeer, though Audi’s Sports Differential does result in the nose tucking in, eventually. All-weather surefootedness aside the S8’s rivals corner more expertly.

Should I buy one?

The incentive to drive the S8 simply isn’t as high as it is among its rivals. It’s admirably capable and ludicrously rapid, but it’s rarely engaging. It’s also perhaps too subtle looking, inside and out, even if as ever it’s impeccably finished.

Quiet, efficient and reasonably priced - it’s what the customers asked for, but we can’t help thinking they’ll be a little bit disappointed.

Audi S8

Price: £80,000 (approx); Top speed: 155mph limited; 0-62mph: 4.2 seconds; Economy: 27.7mpg; Co2: 237g/km; Kerbweight: 1975kg; Engine type: 3993cc twin-scroll turbocharged V8 petrol; Power: 513bhp at 6000rpm; Torque: 479lb ft 5500rpm; Gearbox: eight-speed automatic

 

[Merc1]

The looks remain a problem for me. It simply doesn't have it. Its enough to make one cry once you look at the interior and engine specs. Looks like a big FWD car.


M

 

[Mr. Mercedes]

There seems to be very little love for the new A8.

I'm yet to see a single one on our roads.

 

[martinbo]

I see more new A8s than I do new Jag XJs. Pity - the latter is the sweeter steer.

 

[martinbo]

EVO's review:

Driven: Audi S8
Rating: 3.5 stars

The new Audi S8 has a twin turbocharged V8 engine in place of its predecessor's naturally aspirated V10 - but is it any more fun to drive?
By Mike Duff
October 2011

Audi S8

What is it?

Audi’s new range-topping super-saloon, complete with a twin-turbocharged 4.0-litre V8 engine in place of the previous S8’s 5.0-litre V10. We’ve already had a brief go in a pre-production prototype, but this is the first chance we’ve had to put the finished car through its paces.

The script may be familiar from other S-branded Audis – serious power, in this case 512 bhp, blistering on-paper performance – the official 0-62mph time is just 4.2 seconds – and Audi’s quattro four-wheel drive system to try and keep everything pointing in the right direction.

Where it differs is the emphasis put on mpg and CO2, with the new engine using a clever selective cylinder shut-down system, and claimed to improve combined economy to 27.7mpg.

Sales will start in the UK next spring, and although final prices and specs have yet to be confirmed, Audi reckons the car will be on sale for ‘around £80,000’.

Technical highlights?

The new engine is a very serious bit of engineering – not least because its development marks the end of Audi’s relatively brief dalliance with the naturally aspirated V10 of the previous S6 and S8.

The 4.0-litre V8 uses two twin-scroll turbochargers mounted in the vee of the cylinder bank to improve responses, and combines its peak 512bhp with a very solid 479bhp of torque – with this peak available all the way from 1700rpm and 5500rpm. Drive is supplied via an eight-speed automatic gearbox, plus Audi’s new ‘sport differential’, intended to sharpen cornering response by vectoring torque to the outside rear wheel. The S8 rides on air springs, with all versions getting three-stage variable damping.

The fuel-saving tech is likely to get most headlines, although in truth it’s a relatively small part of the S8’s box of tricks. Under light use when coasting the engine automatically deactivates cylinders 2, 3, 5 and 8 – this can only happen when the engine is producing less than 185lb ft, the car is in third gear or higher and the engine is turning at between 1000 and 3500rpm. When the conditions are met, lobes on the camshaft slide to engage ‘zero lift’ lobes next to the cylinders to be deactivated. The system can then fire up the idle cylinders on demand, in just 0.3 seconds.

What’s it like to drive?

The cylinder deactivation system is something that most drivers will barely notice. Not only is the switch between eight and four cylinders effectively invisible, the only indication is a small message on the dashboard display, but in real world driving you’re only likely to experience it under very gentle use – anything more than very gentle pressure on the throttle pedal is enough to turn the V4 back into a V8.

It’s certainly quick. The new engine lacks the high-revving drama of the old V10 – peak power arrives at just 5800rpm and the engine revs out barely past the ‘6’ mark on the tacho. But the combination of instantaneous torque and the autobox’s clever brain makes for some spectacular blue touchpaper moments. Acceleration is relentless and seemingly linear – barely abating as speeds turn from silly to outright daft. Like the standard A8, the cabin is extremely well insulated and – in any of the three suspension modes – the ride is comfortable and body control good. In short, the S8 looks set to be a brilliant high-speed cruiser – if you had to cross Germany in a single sitting, this would be the tool for the job.

Sadly, when it gets to the business of corners, we’re quickly brought back to the established S-badge script. On faster sweepers its fine – you wouldn’t say the car disguises its two-tonne kerbweight, but there’s lots of grip and a commendable willingness to stick to a chosen line. But on slower stuff the S8 quickly starts to feel nose heavy, with faster progress becoming a question of managing understeer more than anything else. The Sport Differential can be felt to be doing its thing by vectoring torque to the outside rear corner – deactivate the stability control and its even possible to persuade the S8 into a distinctly un-Audi like tailslide at low speeds. But this feels like a dynamic sticking plaster rather than a full cure – it’s completely without the sense of flowing, give-and-take you get from driving a BMW M5 similarly hard.

How does it compare?

Audi is keen to steer comparison of the S8 towards the Mercedes S63 AMG and Jaguar XJ Supersports – both of which are considerably more expensive. In truth, a better comparison might be found in the just-launched BMW M5, which is only £10,000 less expensive and similarly rapid. And it’s a contest that – for anyone who doesn’t have rear seat space at the top of their selection criteria – will find the Audi lacking.

On the plus side, the S8 is extremely well equipped and as well built and engineered as you’d expect any modern Audi to be. And if it does arrive with an £80,000 pricetag then it will look like good value against a fully-optioned A8 from further down the range.

Anything else I need to know?

Carbon ceramic brakes are an option, and were fitted to our test car. They provided tireless retardation under fast road use, although they started grumbling when they got hot.
An ‘antiphase’ noise-cancelling system is fitted in the cabin to cancel out any unwanted harmonics when running in four-cylinder mode, although in real world use it’s effectively invisible.

Source: http://www.evo.co.uk/carreviews/evocarreviews/273889/driven_audi_s8.html

 

[Tumbo]

There seems to be very little love for the new A8.

I'm yet to see a single one on our roads.

Here in the middle east they are all over the place.

 

[Deckhook]

I see more new A8s than I do new Jag XJs. Pity - the latter is the sweeter steer.

If only the XJ came with the S8's engine, that would be the best fairytale of Beauty and the Beast.

 

[Soup]

 

[Soup]

2013 Audi S8 First Drive

The Audi S8 is built with the North American market in mind: 30 percent of total production is sold here. But was the car engineered for this market, or for the autobahn? After two days behind the wheel, it seems that the answer is both.

The new Audi A8 is a behemoth, meaning the S8, even though it is available only with a short wheelbase, also is huge. An aluminum-intensive body and structure help keep weight to about 4400 pounds, a little bit heavier than the Jaguar XJ Supersport, but 600 or so pounds lighter than the Mercedes-Benz S63 AMG.

The last S8 was powered by a high-revving, naturally aspirated, 5.2-liter V-10, an engine that seemed somewhat out of place in a luxury sedan. This one is propelled by a 4.0-liter V-8 force-fed by two IHI turbochargers. This powerplant may be smaller, but it is far more powerful—520 hp versus the previous model's 450—and has tremendous torque: 479 lb-ft, available from 1700 to 5500 rpm, compared to 398 in the last car. This is great news for the S8's straight-line performance. It should need just four seconds to go from 0 to 60 mph, an improvement of more than a full second over the previous generation. Top speed again is governed at 155 mph. Under throttle, the S8 emits a delicate growl that grows in volume and urgency as the redline nears, but it is never loud. Speed compounds so quickly and discreetely that lengthy and costly roadside lectures from authority figures—like the one we encountered while driving the S8 in provincial Spain—seem almost inevitable.

In addition to cutting cylinder count and reducing displacement, Audi fitted the new S8’s engine with cylinder deactivation. Thanks to active engine mounts that dampen unwanted vibrations and a noise-cancellation system that uses the car’s stereo, we never felt the switch from four- to eight-cylinder operation. Power is delivered to all four wheels through a ZF eight-speed automatic. Even though you can play with the transmission a bit with the paddles on the steering column, we predict most drivers will give up sooner or later and leave the work to the slushbox.

While there’s a 40/60-percent front/rear torque split and you can steer the S8 with the gas pedal on loose gravel, it would be a mistake to confuse this 4400-pounder with a sports car. On tarmac, understeer is the order of the day. Moreover, there is considerable body roll. The Drive Select system, which allows you to modify throttle response, damper stiffness, steering weight, and exhaust sound, includes a Dynamic setting, but we wish it were far more dynamic. As it is, we found the sporty mode to be too similar to the Comfort and Auto settings. Granted, the (heavier) S63 exhibits similar limitations, but we expected the Audi to be far better.

Like most of Audi’s performance derivatives, the S8's styling is only very subtly differentiated from the regular A8‘s. The most obvious changes are the standard 20-inch wheels—21s are available—the aluminum mirror caps, and the grille detailing. The lower air intakes are modified, and the exhaust exits the car through four tailpipes instead of two. U.S. pricing is not yet finalized, but expect a sticker north of $100,000.

As a fast, capable executive rocket, the S8 absolutely satisfies. But if you’re looking for a size-XL sports sedan, the Jaguar XJ Supersport or Porsche Panamera Turbo might be more your (cornering) speed.

 

[Mr. Mercedes]

Shame. It's funny how there is very little interest in the current A8. This thread would have been alight with discussion over the last A8.

 

[deity]

I honestly think the a8 is underrated.

 

[donkeykong]

I honestly think the a8 is underrated.

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Which is why a commercial like this is so fitting

 

[Merc1]

Its the lame looking design. Audi has hit a wall with the A8, it just doesn't have the look it needs.


M

 

[Sunny]

Looks good in darker shades. The exterior doesn't move me the way previous one did, but the competent engine and driveline and the amazing interior easily makes it my choice in this class.

 

[hoffmeister_fan]

Some days I'm cold with this car, other days I'm fascinated. I would completely get the natural wood option over the carbon-fiber.

Off-topic: Usually I'm pretty against film remakes, but with this and the new M5 out, they really ought to re-make Ronin. Shame John Frankenheimer passed, he would do the car chase scene justice.

 

[tristatez28lt1]

Looks good in darker shades. The exterior doesn't move me the way previous one did, but the competent engine and driveline and the amazing interior easily makes it my choice in this class.

Couldn't agree more.

 

[Soup]