tristatez28lt1
Tire Trailblazer
Pretty impressive numbers.
http://www.edmunds.com/audi/a8/2013/road-test.html
http://www.edmunds.com/audi/a8/2013/road-test.html
Vehicle
Year Make Model 2013 Audi A8 L 4.0T quattro 4dr Sedan AWD (4.0L 8cyl Turbo 8A)
Base MSRP $88,095
Options on test vehicle Executive Rear Seat Comfort Package ($11,250 -- includes Valcona leather interior, front passenger seat adjustment from rear seat, fixed rear center console - four-passenger configuration, one rear relaxation seat with power footrest, rear-seat entertainment package, Audi exclusive coolbox, 10-way power front passenger seat without massage, rear-seat ventilation and massage); Bang & Olufsen Advanced Sound System ($6,300); Driver Assistance Package ($3,000 -- includes Audi adaptive cruise control with stop and go, Audi side assist, Audi lane assist, Audi pre-sense plus); Night Vision Assist ($2,300); Comfort Package ($2,000 -- includes 22-way climate-controlled comfort front seats with massage, wood decorative inlays on front seatbacks); LED Headlights ($1,600); Panorama Sunroof ($1,300); 20-Inch 10-Spoke Wheels With All-Season Tires ($1,200); Camera Assistance Package ($750 -- includes top-view camera system, high beam assistant); Front Filler Panel ($0); Preferred Equipment Credit (-$2,600).
As-tested MSRP $115,195
Assembly location Neckarsulm, Germany
North American parts content (%) 1
Drivetrain
Configuration Longitudinal, front-engine, all-wheel drive
Engine type Twin-turbocharged, direct-injected V8, gasoline with cylinder deactivation and auto stop-start
Displacement (cc/cu-in) 3,991/244
Block/head material Aluminum/aluminum
Valvetrain DOHC, 4 valves per cylinder, variable intake + exhaust-valve timing
Compression ratio (x:1) 10.1
Redline, indicated (rpm) 6,000
Fuel cutoff/rev limiter (rpm) 6,000
Horsepower (hp @ rpm) 420 @ 5,000
Torque (lb-ft @ rpm) 444 @ 1,500
Fuel type Premium unleaded (required)
Transmission type Eight-speed automatic with steering-mounted paddles and Sport/Competition modes
Transmission ratios (x:1) I: 4.714; II: 3.143; III: 2.106; IV: 1.667; V: 1.285; VI: 1.000; VII: 0.839; VIII: 0.667; R: 3.317
Final-drive ratio (x:1) 3.204
Chassis
Suspension, front Independent multilink, coil springs, driver-adjustable 3-mode variable dampers, stabilizer bar
Suspension, rear Independent multilink, coil springs, self-adjusting 3-mode variable dampers
Steering type Electric-assist, speed-proportional rack-and-pinion steering
Steering ratio (x:1) 15.1
Tire make and model Pirelli P Zero Nero All-Season
Tire type All-season front and rear
Tire size 265/40 R20 (104H) M+S
Wheel size 20
Wheel material Alloy
Brakes, front 15-inch one-piece ventilated steel discs with four-piston sliding calipers
Brakes, rear 13.8-inch one-piece ventilated steel discs with single-piston sliding calipers
Track Test Results
Acceleration, 0-30 mph (sec.) 1.7
0-45 mph (sec.) 2.7
0-60 mph (sec.) 4.2
0-75 mph (sec.) 6.0
1/4-mile (sec. @ mph) 12.5 @110
0-60 with 1 foot of rollout (sec.) 4.0
0-30 mph, trac ON (sec.) 2.1
0-45 mph, trac ON (sec.) 3.2
0-60 mph, trac ON (sec.) 4.9
0-75 mph, trac ON (sec.) 6.8
1/4-mile, trac ON (sec. @ mph) 13.0 @109.0
0-60, trac ON with 1 foot of rollout (sec.) 4.5
Braking, 30-0 mph (ft.) 30
60-0 mph (ft.) 114
Slalom, 6 x 100 ft. (mph) 65.0
Slalom, 6 x 100 ft. (mph) ESC ON 63.4
Skid pad, 200-ft. diameter (lateral g) 0.83
Skid pad, 200-ft. diameter (lateral g) ESC ON 0.82
Sound level @ idle (dB) 40.1
@ Full throttle (dB) 68.4
@ 70 mph cruise (dB) 61.8
Engine speed @ 70 mph (rpm) 1,800
Test Driver Ratings & Comments
Acceleration comments This thing burns up the drag strip, despite significant lag below 3,000 rpm. Smooth rush of power, with quick upshifts in Drive. Found the "Audi quick shift" mode with transmission in Sport and a bit of power braking. Still, turbo lag below 3,000, but upshifts become incredibly quick and abrupt, gaining 0.6 second. Manual shifting is via paddle shifters. Does not hold gears to rev limiter, blips throttle on downshifts.
Braking comments Very firm brake pedal with excellent feel. Stops were reasonably short considering how heavy the A8 L is. First stop was by far the shortest at 114 feet. Fifth stop (out of six) was the longest at 119 feet.
Handling comments "Skid pad: Nothing to write home about here: lots of punishing understeer, even in Dynamic suspension mode. Chassis wasn't overly accepting of drop-throttle to dial it out.
Testing Conditions
Test date 12/4/2012
Elevation (ft.) 1,121
Temperature (°F) 69.4
Relative humidity (%) 55.2
Barometric pressure (in. Hg) 29.1
Wind (mph, direction) 0.62, tail/cross
Odometer (mi.) 917
Fuel used for test 91-octane gasoline
As-tested tire pressures, f/r (psi) 38/38
Fuel Consumption
EPA fuel economy (mpg) 16 city/26 highway/19 combined
Edmunds observed (mpg) 15.9
Fuel tank capacity (U.S. gal.) 23.8
Audio and Advanced Technology
Stereo description 19-speaker, 1,400-watt Bang & Olufsen advanced sound system
iPod/digital media compatibility Standard iPod via proprietary cable
Satellite radio Standard Sirius
Rear seat video and entertainment Optional DVD player
Bluetooth phone connectivity Standard
Navigation system Standard hard drive with traffic 8-inch display screen (measured diagonally)
Smart entry/Start Standard ignition doors trunk/hatch
Parking aids Optional parking sonar front and rear perimeter + back-up camera system
Blind-spot detection Optional
Adaptive cruise control Optional
Lane-departure monitoring Optional departure warning
Collision warning/avoidance Optional
Night Vision Optional
Dimensions & Capacities
Curb weight, mfr. claim (lbs.) 4,597
Curb weight, as tested (lbs.) 4,693
Weight distribution, as tested, f/r (%) 55.7/44.3
Length (in.) 207.4
Width (in.) 76.7
Height (in.) 57.9
Wheelbase (in.) 122.9
Track, front (in.) 64.7
Track, rear (in.) 64.4
Turning circle (ft.) 41.7
Legroom, front (in.) 41.4
Legroom, rear (in.) 42.9
Headroom, front (in.) 37.2
Headroom, rear (in.) 39.1
Shoulder room, front (in.) 59.1
Shoulder room, rear (in.) 57.8
Seating capacity 4
Trunk volume (cu-ft) 13.2
Warranty
Bumper-to-bumper 4 years/50,000 miles
Powertrain 4 years/50,000 miles
Corrosion 12 years/Unlimited miles
Roadside assistance 4 years/Unlimited miles
Free scheduled maintenance 12-month/5,000-mile no-charge first scheduled maintenance
The First-Class Backseat Driver
Published: 12/26/2012 - by Mark Takahashi, Associate Editor
There are varying degrees of luxury in this world. On one side of the spectrum, you have the garish gilded palaces of the well-funded like, say, Donald Trump. On the other side, there is tasteful luxury, the kind that whispers rather than screams, "I am special." The 2013 Audi A8 L is clearly aimed at those who appreciate the latter.
Even with its new 4.0-liter twin-turbocharged V8, there's a notable level of restraint to the latest Audi A8. Sure, it costs $115 grand and has 420 horsepower, but none of that comes through until you get in and take a drive.
It's blazing fast in a straight line and extremely capable on a twisty road. And yet it does it all with an ease and subtlety that makes it feel as if it's not even trying that hard. That's our kind of luxury.
More Power Than You Think
The big story for the 2013 Audi A8 is the new V8 engine. It replaces the previous 4.2-liter V8 and slots in between the recently introduced 3.0-liter 333-hp V6 and the range-topping 500-hp 6.3-liter W12.
For the "midrange" engine it's deceivingly capable. A 0-60-mph sprint takes a scant 4.2 seconds (4.0 seconds with 1 foot of rollout as on a drag strip) — a significant leap from the old 4.2-liter's 5.5 seconds. Given that the base V6 was capable of besting the speed of the previous V8, Audi made sure the new engine was considerably more capable. Clearly it is, but it does make you wonder if the $8,700 premium (from base V8 and V6 models) to make that two-cylinder jump is worth it.
Acceleration from the 4.0-liter V8 is smooth and deliberate. There's a hint of hesitation and turbo lag in the bottom range of the tach, but only if your foot is pressing firmly on the pedal. There's little fanfare to accompany the rush of power, though, as the cabin remains calm and mostly quiet. By contrast, you can feel the V6 working behind the scenes to get the big A8 moving along even if it's hardly what most would call intrusive.
The only serious complaint we have to field on the V8 is the stop-start function that is slow to react off the line. If you're transitioning from a standstill to the throttle with any sort of urgency, you risk rushing the startup and are greeted by an unceremonious lurch forward and back. The good news is that you can disable the system if it's bothersome and you don't mind the mileage hit.
Balanced Performance
Making the case for the V8 or V6 will not come down to the driving dynamics. Power notwithstanding, both Audi A8 variants have the same potential for performance, with slalom runs right at the 65-mph mark. The V8 outweighs the V6 by 200 pounds, but weight distribution is essentially identical at 55/45 front and rear. With myriad electronic driver aids and Audi's Quattro all-wheel drive, it really takes more bravery than skill to pilot the A8 with any level of aggression.
Even on rain-slicked mountain roads, the 2013 Audi A8 L shrugs off hairpin turns and careless throttle inputs. It would take the most ham-fisted Neanderthal of a driver to get the car out of sorts, as its sole purpose seems to be dissecting curves with minimal effort behind the wheel. The A8 is as confidence-inspiring and tranquil under high cornering loads as it is when lumbering down swanky boulevards.
And it's with this tidiness that the A8 appeals to both driver and passengers. With the Audi Drive Select set in Comfort mode, the big sedan glides over road imperfections with barely a ripple sent through to the cabin.
Selecting a sportier drive setting isn't likely to elicit any contrary comments from passengers either, as the differences are largely felt by the driver in the form of increased steering weight and driveline response. The suspension stiffens, too, but not to any objectionable degree. In the absence of harshness, the car simply feels more solid and buttoned-down.
The Seat of Power
The real conundrum regarding this Audi A8 L may be regarding the preferred seat. With the $11,250 Executive Rear Seat option added to our test vehicle, choosing between driver and passenger does actually become an issue. Comparing these loungelike rear seats to private jets does not do them justice. Private jets are loud and feel claustrophobic by comparison.
The range of seat adjustments allows dignitary passengers to either sit upright or recline to near horizontal. In full dictator mode, the front passenger seat slides forward for ultimate legroom, then a footrest folds out from the seatback.
In addition to all of this space, that passenger has the luxury of selecting a wide variety of comfort features that include the obligatory heating and ventilation, as well as a host of massage styles and entertainment options.
And then there's the cooler box between the rear seats that will keep a bottle of Dom at the perfect temperature for celebrating the latest acquisition or conquest. With all of the climate and refrigerator mechanicals eating up trunk space, though, backseat VIPs will need to travel lighter than usual.
Bold Choices for the Commander
Part of leading with authority requires some tough decisions, and the 2013 Audi A8 L is not the only luxury flagship in this realm. In this $100,000 range, one cannot overlook the likes of theMercedes-Benz S-Class, Jaguar XJL, Porsche Panamera or BMW 7 Series. All can be similarly appointed at similar enough prices, and none of them is lacking in power or sophistication.
The 2013 Audi A8 L now distinguishes itself with a V8 engine that is both technologically advanced and sufficiently powerful to measure up to anything in the class. Nothing about the way it performs will leave you wanting unless you're looking for a real sport sedan. In that case, you're better off with something smaller.
This A8 is all about heightened performance in a full-size package. It delivers on all counts and does so in a way that's satisfying without being over the top. Trump wouldn't like it, and that's just fine with Audi.
