- Messages
- 11,171
I spent some interior time with the A8 yesterday.
Exterior
- A complete non event. An exploded A4 and nothing more. This kills the car for me personally.
Interior
- Impressive interior quality and finish. Goes without saying.
- Suffers a similar 'hollow' sound issue that the S-class doors have when you tap on them internally.
- Cold design that lacks sense of occasion. Worsened by the plethora of high gloss plastic covered in fingerprints.
- HVAC - The use of a screen for the a/c controls is gimmicky because it serves no other function. It is purely a digital display of buttons and with the placement and feedback...buttons were probably a better bet. Unfortunately it's probably the way of the future for other manufacturers too.
- Touch control of the dash vents and the electric opening of the vents are again gimmicky inclusions. It serves no benefit and is just more to go wrong.
- MMI touch screen is terrible to use. The menu structure is quite illogical in some respects and it could be quite frustrating and dangerous to use on the go. For example you can not adjust the sound settings while on the radio display and have to cycle back to the main menu and then enter another sub menu to find the audio settings.
It truly is a step back from the control knob set up prior. It's distracting and the tactile feedback is very odd. You need to press it quite hard which means it doesn't operate like as slick smartphone, which is what your brain anticipates.
@Busty, can you provide some insight as to why and how Audi green lighted this system? It's trying so hard to be cutting edge in it's appearance, yet it's interface appears antiquated as it lacks the logic of a smartphone and what BMW and Mercedes are trying to emulate with their systems.
MBUX currently does it much much better with a slick touchpad, touchscreen, touch sensitive steering wheel inputs and intelligent voice recognition along with a more intuitive menu structure.
Exterior
- A complete non event. An exploded A4 and nothing more. This kills the car for me personally.
Interior
- Impressive interior quality and finish. Goes without saying.
- Suffers a similar 'hollow' sound issue that the S-class doors have when you tap on them internally.
- Cold design that lacks sense of occasion. Worsened by the plethora of high gloss plastic covered in fingerprints.
- HVAC - The use of a screen for the a/c controls is gimmicky because it serves no other function. It is purely a digital display of buttons and with the placement and feedback...buttons were probably a better bet. Unfortunately it's probably the way of the future for other manufacturers too.
- Touch control of the dash vents and the electric opening of the vents are again gimmicky inclusions. It serves no benefit and is just more to go wrong.
- MMI touch screen is terrible to use. The menu structure is quite illogical in some respects and it could be quite frustrating and dangerous to use on the go. For example you can not adjust the sound settings while on the radio display and have to cycle back to the main menu and then enter another sub menu to find the audio settings.
It truly is a step back from the control knob set up prior. It's distracting and the tactile feedback is very odd. You need to press it quite hard which means it doesn't operate like as slick smartphone, which is what your brain anticipates.
@Busty, can you provide some insight as to why and how Audi green lighted this system? It's trying so hard to be cutting edge in it's appearance, yet it's interface appears antiquated as it lacks the logic of a smartphone and what BMW and Mercedes are trying to emulate with their systems.
MBUX currently does it much much better with a slick touchpad, touchscreen, touch sensitive steering wheel inputs and intelligent voice recognition along with a more intuitive menu structure.
SDNR
Kraftwagen König
- Messages
- 10,192
I thought the same about Bentley. I guess they've watched and envied the success of Maybach as a sub-brand of Mercedes-Benz. VW should cease cannibalizing its own brands.
SDNR
Kraftwagen König
- Messages
- 10,192
Well I must be in the minority who thinks this is great-looking.
Why is this "OLD INFO"?
.....it was an opinion
- Messages
- 19,812
- Name
- Martin
Forget about it. It's the way of the world now. Intellect is a concept soon to be consigned to history.Why is this "OLD INFO"?
- Messages
- 11,171
To be fair maybe he's being creative and he felt that was an apt way to describe the looks of the vehicle posted in Rob's post.
D
Deleted member 53471
Guest
OMG could you just stop ? WE ALL GET IT. You don't like the Audi A8. No need to repeat yourself a hundred times.
CrunchSlaughtered
RPM Ruler
- Messages
- 7,389
I think that AUDI fully deserves the dislikes of the new A8 and they should be repeated continuously. They neglected the US and European customers and fully concentrated on the Chinese market. Proof for this are the dismal sales of the A8 in the USA. For September - only 14unts and YTD only 656 units. Even Bentley is selling more.OMG could you just stop ? WE ALL GET IT. You don't like the Audi A8. No need to repeat yourself a hundred times.
Rainer271
Kraftwagen König
- Messages
- 11,060
- Name
- Rainer
Well I must be in the minority who thinks this is great-looking.
I'm with you.
- Messages
- 10,047
I had the same fears about the new Audi MMI touchscreen in the new A6/A7/A8 before I experienced it for myself, but after driving around in an A7 for 13 days (and 4,000km) a few weeks ago, I have to say I loved it. After adjusting a few of the settings to my liking, such as the level of force feedback on the touchscreen, I decided it could well be my favourite interior at the moment. Up there with the S-Class, which is seriously saying something.
It just shows how people have different experiences.
I think anybody posting repetitively the same thing is wrong. I get sick of going into the X5 thread and reading from the same people "the X5 looks amazing", even if I agree with them. The same comments over and over. Yeah, we get it. You like it. Yet if you went into the same thread repeatedly saying you DON'T like the X5, you'd be called a troll. Why is one OK and the other not?
- Messages
- 11,171
Your days spent with the vehicle is probably a more valuable insight into the system than my relatively brief encounter.
DjordjeC63
Vorsprung Visionary
- Messages
- 2,668
Why is this "OLD INFO"?
Do you want fake news reaction?
It will be rare in that blue color.
- Messages
- 40,671
- Name
- Marcus
OMG could you just stop ? WE ALL GET IT. You don't like the Audi A8. No need to repeat yourself a hundred times.
Guess what? I still don't like it. Now it's 101 times.
M
hoffmeister_fan
Kraftwagen König
- Messages
- 11,255
Regarding the re-emergence of Horch as a sub-brand, I have a theory....
Since the Bentayga isn't setting sales records they were expecting and that the profit margins of Bentleys in general are nowhere near as plump as they thought it'd be, I think they figured they sell a gussied up Q7 or whatever. And with the Horch name they figure they can charge an additional $15000 to $20000 alone and there will be customers. I do wonder what the initial cost is to set-up and then continually market the sub-brand.
Since the Bentayga isn't setting sales records they were expecting and that the profit margins of Bentleys in general are nowhere near as plump as they thought it'd be, I think they figured they sell a gussied up Q7 or whatever. And with the Horch name they figure they can charge an additional $15000 to $20000 alone and there will be customers. I do wonder what the initial cost is to set-up and then continually market the sub-brand.
cawimmer430
Piston Pioneer
- Messages
- 14,808
- Name
- Christian Alexander Wimmer
First Drive: 2019 Audi A8 U.S. Spec
BIG SUR, California — Big luxury sedans are like power suits for CEOs: sartorial armor for the road. With a value system as codified as the Tom Fords and Brionis that upholster boardrooms, flagship four-doors pack peak concentrations of engineering and design, much of which will eventually trickle down to the H&M and Gap-grade models.
Riding high on 107 consecutive months of stateside sales growth, Ingolstadt has invested untold resources into making the 2019 Audi A8 the flagship-iest of flagships to date. The power play came early with the development of a mess of sensors, cameras, and the world’s first laser scanner to push it past the Level 3 autonomous finish line first. (A counter move has only recently been announced by Mercedes-Benz for its next generation S-Class.) Despite these efforts, U.S. lawmakers have yet to agree on a common standard—making the advanced hardware a moot point for now.
Despite emerging technology’s horse/cart conundrum, the A8 deploys an armada of advanced features in its newest form. The most distinct harbinger is its future-friendly interior. No fewer than 35 buttons have been eschewed in favor of flush, black panel displays within the cabin. Two touchscreens (10.1-in and 8.6-in) front and center and a next-gen, high-definition widescreen virtual cockpit display allow access to nearly every vehicular setting, save a physical volume/power knob and a few discreet controls like sliders that expose or recess the HVAC vents behind rotating sections of flush-fitting veneer.
Unlock the doors, and the 2019 A8’s exterior LEDs greet you with brief animated lightshow; inside, the welcome continues with several streaks of customizable tinted illumination. Between the multi-hue adjustability and a slew of other variables (among them cabin scent, massage, and climate control), some 700 settings can be memorized for a total of seven users—a plethora of personalization can be daunting. But fortunately (actually, annoyingly) there’s a bit of functionality, including adding a Bluetooth connection, that’s locked out while the vehicle is in motion.
Phooey.
At least the Audi A8 is pleasant in motion, thanks to its breezy drivetrain, a rather well-isolated chassis, and competent, bump-soaking suspension. Though laden with a trove of technological bells and whistles, the dynamic fundamentals are sound, if a bit understated, for the first variant to hit the U.S. market: a turbocharged 3.0-liter V-6 producing 335 horsepower and 369 lb-ft of torque, mating to a ZF-sourced 8-speed. A 48-volt mild hybrid system that uses a 10Ah lithium-ion battery with energy recuperation has been integrated with the ’plant to support accessories and driver assistance systems.
Smoothness and silence predominate the driving experience, of which the A8’s nearly imperceptible styling is an excellent metaphor. While double-glazed glass aids the remarkably quiet interior, it’s worth noting that the overall focus lies more in creating a luxe but minimalist, spa-like environment than it does an agile, autobahn-storming screamer—at least in this V-6 version. While a subsequent S variant will invariably wield more oomph, the six-cylinder A8 has gained 250 pounds over its predecessor due to all the added equipment, bringing total curb weight to a hefty 4,751 lb. Ameliorating some of that mass is Audi’s optional dynamic four-wheel steering system ($1,950) which Audi says responds more quickly to inputs than its similar setup for the Q7.
Impressively, the system is the first to adjust the angle of the front wheels in addition to the rears in order to mitigate oversteer or understeer situations. On the tightly winding Nascimiento-Fergusson Road, the A8 managed to juke through the corners quickly, revealing only a reluctance to change directions under more extreme cornering speeds. At low speeds the turning circle drops below that of an A4. The system works quite well and ought to be standard; if we had our druthers, we’d also opt for summer rubber as the all-season 20-inch tires gave up some grip in favor of versatility.
The A8 passed slow-moving traffic along Highway 1 briskly enough during our day-long test drive; with a claimed 0 to 60 mph time of 5.6 seconds, this big boy can certainly get out of its own way. However, it doesn’t exactly feel potent; think, sensory deprivation tank, not guided missile. The cabin’s open pore wood, brushed aluminum, leather, and Alcantara surfaces interplay nicely with each other, creating an elegant space that—apart from the nearby digital displays—reflects some of the most tasteful uses of traditional textures and surfaces. An optional executive rear seat package ($7,550) adds a leather covered center console, folding tables, and a footrest, foot massaged-equipped “relaxation seat” that makes excellent use of the already spacious rear quarters (all U.S. cars will be extended wheelbase “L” models). Executive types will also crave the dual Audi tablet system that uses touchscreens for all sorts of LTE WiFi enabled distractions.
As for the A8’s multitude of multimedia screens, it’s safe to say the same folks who appreciate the deep pile of a proper Alcantara headliner might struggle to love the almost entirely digital interface. As setups go, Audi’s new MMI touch response system works quite well, with intuitive menu architecture and two screens that can be setup with haptic feedback and three levels of pressure sensitivity (or a purely touch-sensitive arrangement, a la a smartphone). But the issue is not so much the execution as it the loss of buttons and switches that maintain a feeling of connectedness to the car as an operational mechanical vehicle. The spread of purely digital interfaces is nothing new, and will only become more ubiquitous across luxury vehicles. And as they go, Audi’s works well, even offering the small aforementioned touch-sensitive strip that opens and shuts the HVAC vents, a pleasant override for the otherwise minimally finished dashboard panel. But the usage of a touchscreen also necessitates a bit of fingertip precision, especially in a moving vehicle, that is sometimes less than luxurious.
As appears to be an ongoing theme with Audi’s new A8, some of the most noteworthy features are yet to come, among them an advanced electromechanical suspension system that scans upcoming road surfaces and can push or lift individual wheels in order to create a smoother ride. (It’s set to debut sometime next year for the U.S. market.) Unlike Mercedes-Benz’s Magic Body Control system, Audi’s uses electrical, rather than slower hydraulic controls to move the wheel in two directions, as opposed to one with the Benz setup. A demonstration on a closed course revealed remarkable isolation over a speed bump at 30 mph, as well the ability to lift one side of the vehicle in order to anticipate an impeding side impact. It takes approximately a half second to lift the body and could make a measurable difference in the amount of injuries incurred during these types of accidents.
Nascent technology being what it is, one can’t help but feel that the 2019 Audi A8 is begging to be uncorked to its full Blade Runner potential. Since regulators can’t decide about Level 3 standards, we have to live with standard adaptive cruise control and a lane-keeping assist system that still allows the car to pinball against the lane’s edge. Even the A8’s active matrix headlamps have the hardware to enable advanced safety-minded lighting but are not fully activated because the technology has yet to be greenlit by the U.S. government.
Funnily enough, it was almost exactly a year ago that we drove the first production A8s of this generation, and we were rife with questions about which features might be usable by product launch. The future may be bright, but it still takes some patience to see it completely through.
Link: 2019 Audi A8 First Drive Review Automobile Magazine
BIG SUR, California — Big luxury sedans are like power suits for CEOs: sartorial armor for the road. With a value system as codified as the Tom Fords and Brionis that upholster boardrooms, flagship four-doors pack peak concentrations of engineering and design, much of which will eventually trickle down to the H&M and Gap-grade models.
Riding high on 107 consecutive months of stateside sales growth, Ingolstadt has invested untold resources into making the 2019 Audi A8 the flagship-iest of flagships to date. The power play came early with the development of a mess of sensors, cameras, and the world’s first laser scanner to push it past the Level 3 autonomous finish line first. (A counter move has only recently been announced by Mercedes-Benz for its next generation S-Class.) Despite these efforts, U.S. lawmakers have yet to agree on a common standard—making the advanced hardware a moot point for now.
Despite emerging technology’s horse/cart conundrum, the A8 deploys an armada of advanced features in its newest form. The most distinct harbinger is its future-friendly interior. No fewer than 35 buttons have been eschewed in favor of flush, black panel displays within the cabin. Two touchscreens (10.1-in and 8.6-in) front and center and a next-gen, high-definition widescreen virtual cockpit display allow access to nearly every vehicular setting, save a physical volume/power knob and a few discreet controls like sliders that expose or recess the HVAC vents behind rotating sections of flush-fitting veneer.
Unlock the doors, and the 2019 A8’s exterior LEDs greet you with brief animated lightshow; inside, the welcome continues with several streaks of customizable tinted illumination. Between the multi-hue adjustability and a slew of other variables (among them cabin scent, massage, and climate control), some 700 settings can be memorized for a total of seven users—a plethora of personalization can be daunting. But fortunately (actually, annoyingly) there’s a bit of functionality, including adding a Bluetooth connection, that’s locked out while the vehicle is in motion.
Phooey.
At least the Audi A8 is pleasant in motion, thanks to its breezy drivetrain, a rather well-isolated chassis, and competent, bump-soaking suspension. Though laden with a trove of technological bells and whistles, the dynamic fundamentals are sound, if a bit understated, for the first variant to hit the U.S. market: a turbocharged 3.0-liter V-6 producing 335 horsepower and 369 lb-ft of torque, mating to a ZF-sourced 8-speed. A 48-volt mild hybrid system that uses a 10Ah lithium-ion battery with energy recuperation has been integrated with the ’plant to support accessories and driver assistance systems.
Smoothness and silence predominate the driving experience, of which the A8’s nearly imperceptible styling is an excellent metaphor. While double-glazed glass aids the remarkably quiet interior, it’s worth noting that the overall focus lies more in creating a luxe but minimalist, spa-like environment than it does an agile, autobahn-storming screamer—at least in this V-6 version. While a subsequent S variant will invariably wield more oomph, the six-cylinder A8 has gained 250 pounds over its predecessor due to all the added equipment, bringing total curb weight to a hefty 4,751 lb. Ameliorating some of that mass is Audi’s optional dynamic four-wheel steering system ($1,950) which Audi says responds more quickly to inputs than its similar setup for the Q7.
Impressively, the system is the first to adjust the angle of the front wheels in addition to the rears in order to mitigate oversteer or understeer situations. On the tightly winding Nascimiento-Fergusson Road, the A8 managed to juke through the corners quickly, revealing only a reluctance to change directions under more extreme cornering speeds. At low speeds the turning circle drops below that of an A4. The system works quite well and ought to be standard; if we had our druthers, we’d also opt for summer rubber as the all-season 20-inch tires gave up some grip in favor of versatility.
The A8 passed slow-moving traffic along Highway 1 briskly enough during our day-long test drive; with a claimed 0 to 60 mph time of 5.6 seconds, this big boy can certainly get out of its own way. However, it doesn’t exactly feel potent; think, sensory deprivation tank, not guided missile. The cabin’s open pore wood, brushed aluminum, leather, and Alcantara surfaces interplay nicely with each other, creating an elegant space that—apart from the nearby digital displays—reflects some of the most tasteful uses of traditional textures and surfaces. An optional executive rear seat package ($7,550) adds a leather covered center console, folding tables, and a footrest, foot massaged-equipped “relaxation seat” that makes excellent use of the already spacious rear quarters (all U.S. cars will be extended wheelbase “L” models). Executive types will also crave the dual Audi tablet system that uses touchscreens for all sorts of LTE WiFi enabled distractions.
As for the A8’s multitude of multimedia screens, it’s safe to say the same folks who appreciate the deep pile of a proper Alcantara headliner might struggle to love the almost entirely digital interface. As setups go, Audi’s new MMI touch response system works quite well, with intuitive menu architecture and two screens that can be setup with haptic feedback and three levels of pressure sensitivity (or a purely touch-sensitive arrangement, a la a smartphone). But the issue is not so much the execution as it the loss of buttons and switches that maintain a feeling of connectedness to the car as an operational mechanical vehicle. The spread of purely digital interfaces is nothing new, and will only become more ubiquitous across luxury vehicles. And as they go, Audi’s works well, even offering the small aforementioned touch-sensitive strip that opens and shuts the HVAC vents, a pleasant override for the otherwise minimally finished dashboard panel. But the usage of a touchscreen also necessitates a bit of fingertip precision, especially in a moving vehicle, that is sometimes less than luxurious.
As appears to be an ongoing theme with Audi’s new A8, some of the most noteworthy features are yet to come, among them an advanced electromechanical suspension system that scans upcoming road surfaces and can push or lift individual wheels in order to create a smoother ride. (It’s set to debut sometime next year for the U.S. market.) Unlike Mercedes-Benz’s Magic Body Control system, Audi’s uses electrical, rather than slower hydraulic controls to move the wheel in two directions, as opposed to one with the Benz setup. A demonstration on a closed course revealed remarkable isolation over a speed bump at 30 mph, as well the ability to lift one side of the vehicle in order to anticipate an impeding side impact. It takes approximately a half second to lift the body and could make a measurable difference in the amount of injuries incurred during these types of accidents.
Nascent technology being what it is, one can’t help but feel that the 2019 Audi A8 is begging to be uncorked to its full Blade Runner potential. Since regulators can’t decide about Level 3 standards, we have to live with standard adaptive cruise control and a lane-keeping assist system that still allows the car to pinball against the lane’s edge. Even the A8’s active matrix headlamps have the hardware to enable advanced safety-minded lighting but are not fully activated because the technology has yet to be greenlit by the U.S. government.
Funnily enough, it was almost exactly a year ago that we drove the first production A8s of this generation, and we were rife with questions about which features might be usable by product launch. The future may be bright, but it still takes some patience to see it completely through.
Link: 2019 Audi A8 First Drive Review Automobile Magazine
Gipsydanger
Sunday Driver
- Messages
- 39
Similar threads
Audi
Audi AG is a German automotive manufacturer of luxury vehicles
headquartered in Ingolstadt, Bavaria, Germany. A subsidiary of the
Volkswagen Group, the company’s origins date back to the early 20th
century and the initial enterprises (Horch and the Audiwerke) founded
by engineer August Horch (1868–1951). Two other manufacturers (DKW
and Wanderer) also contributed to the foundation of Auto Union in 1932.
The modern Audi era began in the 1960s, when Volkswagen acquired Auto
Union from Daimler-Benz, and merged it with NSU Motorenwerke in 1969.
Official website: Audi (Global), Audi (USA)
Official website: Audi (Global), Audi (USA)
