Audi A8 VS BMW M3
- Unmistakably Audi
- Amazing interior design
- Groundbreaking safety features
- Pricey options
- Most of its autonomous tech locked out for Aus
- Dynamic performance
- Standard features
- Polarising grille design
- Patchy wireless CarPlay
- Three-year warranty
In a world where genuine wood trim and nappa leather comes in a Mazda6 for under $50,000, premium brands like Audi have been forced to come up with new hallmarks to underpin their status and asking prices.
The new, fourth-generation Audi A8 is no different, packing hardware capable of autonomous driving well ahead of what is currently allowed on any public roads, along with an array of safety, efficiency and convenience firsts for the brand that cement the model's position at the top of the four-ringed luxury tree.
The current S-Class may measure your vital signs and aim to improve your general well-being, but it won't give you a foot massage. If you tick the right options boxes, the new A8 will.
We were among the first to drive the new A8 at its Australian launch around Sydney last week.
|Engine Type||3.0L turbo|
You could argue the BMW M1, a stunning wedge of late ‘70s Giorgetto Giugiaro design, first inserted the Bavarian maker’s 'M' performance brand into the public consciousness.
But there’s a second, more enduring alpha-numeric BMW nameplate, that’s more likely to pass the person-in-the-street word-association test.
‘M3’ is synonymous with BMW performance, from touring car competition around the globe, to more than three decades’ worth of superbly engineered and entertainingly dynamic road cars.
Read more about the BMW 3 Series
The subject of this review is the current (G80) M3, launched globally last year. But more than that, it’s the even spicier M3 Competition, which adds six per cent more power, and 18 percent more torque, as well as $10K to the price tag.
Does the Competition’s extra bang justify those additional bucks? Time to find out.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The new A8 is a very accomplished machine, and can certainly be optioned up with enough toys to entertain and comfort whether you're riding in the front or back.
It's not possible to say if its better than the S-Class or 7 Series in isolation, but it has a unique design ambience that's unmistakably Audi. If you're a four-ring devotee, you won't be missing out.
Based on this test, the sweet spot of the range is the long-wheelbase 55 TFSI. At this end of the market, it's fair to say the extra $12,000 for the added length and $3000 for the smoothest and most powerful engine are worth it.
Regardless of the bigger wheels, we'd probably spring for the Premium plus package and the Executive package's rear seat with the Entertainment package for all the most impressive toys. This would mean a total list of almost $250k, but it's arguably how Audi intended the new model to be.
Also check out Peter Anderson's video review from the A8's international launch:
Would you consider the new A8 over an S-Class or 7 Series? Tell us what you think in the comments section below.
Is the M3 Competition worth $10K more than the ‘base’ M3? In percentage terms it’s a relatively small jump, and if you’re already in the $150K ballpark, why not take it? Extra performance in a technically sophisticated package more than capable of handling it. Add top-shelf safety, a laundry list of standard features, with the practicality of a four-door sedan and it’s hard to resist. The way it looks? Well, that’s up to you?
At first glance the new A8's exterior styling may look a tad obvious, with unmistakably Audi design adding a bunch of straight lines to make things look more serious.
The reality is far more considered, being the first whole design to emerge under Audi Design boss Marc Lichte's stewardship. Previewed by the first Prologue concept in 2014, the result has an elegance that underlines its position as Audi's flagship and is less likely to be confused with an A6 than the S-Class can be with the E-Class.
If you're after the ultimate in design details and lighting performance, you can also opt for $13,200 laser headlights that can double the range of LED headlights to 600m ahead. This option also brings OLED tail-lights with jewel-like filaments less than 1.0mm thick.
Compared with the third-generation model it replaces, the size of the new A8 is 37mm longer, 13mm taller but 4.0mm narrower, riding on a 6.0mm longer (2998mm) wheelbase. The long wheelbase version is 130mm longer again in wheelbase and overall.
In A8 guise, it combines aluminium, steel, magnesium and CFRP to result in the biggest material variety used in an Audi to date. Kerb weight ranges from 1995kg for the short-wheelbase petrol model to 2020kg for the long-wheelbase version, with the diesel versions adding 55kg respectively.
A 15-spoke, 19-inch wheel design is standard for Australia, but the Premium plus package fitted to all the cars we tested brings a 10-spoke 20-inch design, while the options list includes another three choices of 20-inch wheels. You can also get 21-inch alloys with the optional Sport package.
As you'll see in the interior images, the A8 represents another significant step forward for Audi design, with horizontal themes and numerous traditional controls now hidden beneath touchpads.
Key among these is the deletion of the centre console controller for the multimedia system, which has been replaced by an 8.6-inch secondary touchscreen beneath the 10.1-inch main screen. Apple CarPlay and Android Auto smartphone interfaces are available via USB connection, and the A8 will act as a mobile Wi-Fi hotspot if you sign up for a data plan.
This split layout is less imposing than using one giant screen as in a Tesla, and both give haptic and acoustic feedback to commands to simplify use while driving. All versions also score the excellent 12.3-inch 'Virtual Cockpit' display ahead of the driver.
All A8s also now get a smartphone-like back seat remote controller, which enables control of temperature settings, seat adjustment, lighting, media functions and window blinds (when optioned) via its 5.7-inch OLED touchscreen.
Another surprise detail is that the interior door handles are now power assisted, which represents the lengths Audi has gone to in reducing control weights.
It feels like once in a generation, BMW feels the need to polarise automotive opinion with a controversial design direction.
Twenty years ago, then head of design for the brand, Chris Bangle, took a fearful hammering for his determined push towards more ‘adventurous’ shapes. Passionate BMW fans picketed the company’s famous ‘four-cylinder building’ HQ in Munich demanding his departure.
And who else but Bangle’s second-in-command from those days, Adrian van Hooydonk, has been leading the design department since his boss eventually left the building in 2009.
Van Hooydonk has created another firestorm of opinion in recent years by gradually increasing the size of BMW’s signature ‘kidney grille’ to what some see as comical proportions.
The latest variation on the oversize grille theme has been applied to various concept and production models, including the M3, and its M4 sibling.
As always, a purely subjective call, but the M3’s large, descending grille puts me in mind of a well known carrot-munching, cartoon rabbit’s upper incisors.
Time will tell whether such a bold treatment ages well or lives in infamy, but there’s no denying it dominates first visual impressions of the car.
Almost as much as our test example’s ‘Isle of Man Green metallic’ paint, a deep, lustrous shade that highlights the cars’s curves and angles, and regularly stopped passers by in their tracks.
The bulging bonnet carries angular strakes back from the grille, and features a pair of faux vents, which along with darkened headlight interiors (BMW M Lights Shadow Line), accentuate the car’s tough expression.
A modern M3 wouldn’t be an M3 without pumped up guards, in this case filled by fat 19-inch forged alloy rims at the front, and 20s at the rear.
The framing around the windows is ‘M high-gloss Shadow Line’ black, balancing the dark front splitter and side skirts.
The tail is a multi-layered stack of horizontal lines and sections, including a thin ‘Gurney Flap’ style bootlid spoiler, and a protruding lower third housing a deep diffuser with quad, dark chrome tailpipes either side.
Sidle up closer to the car and the crowning glory is a gloss carbon-fibre roof. It’s flawless, and looks stunning.
Just as stunning is the first viewing of our test car’s full ‘Merino’ leather interior in ‘Kyalami Orange’ and black. In combination with the bold exterior colour it’s a bit rich for my blood, but the technical, athletic feel is strong.
The dash design is little changed from other 3 Series models, although the digital instrument cluster strengthens the high-performance flavour. Look up and the ‘M headliner’ is in ‘Anthracite.’
Choosing the biggest sedan in the line-up isn't just about outdoing your neighbours, it's also fair to expect enough room to stretch out and ponder your stock options.
Despite the new A8's minor 6.0mm wheelbase growth, the interior dimensions have grown 32mm in length, which has expanded legroom as well as headroom.
Fundamental practicality elements are covered as well, with a cupholder and bottle holder for each outboard passenger, an array of USB and 12-volt charge points and two ISOFIX child seat mounts for the back seat. There's also a Qi wireless phone charger within the centre console.
Boot space is a useful 505 litres, and while there's no split-fold for the back seat, there is the capacity to bring curtain rods home from Bunnings via the ski port. There is also a space saver spare wheel beneath the boot floor.
At just under 4.8m long, a fraction over 1.9m wide, and a little over 1.4m tall, the current M3 is right in the Audi A4 and Mercedes-Benz C-Class size bracket.
There's plenty of room up front, and lots of storage, including a big box/armrest between the front seats, as well as two large cupholders and a wireless charging pad in a recessed section in front of the gear shift (which can be closed off with a roll-top style cover).
The glove box is large and there are sizable bins in the doors with separate sections for full-size bottles.
At 183cm (6’0”), sitting behind the driver’s seat set to my position, there’s lots of rear head, leg, and toe room. Which is surprising, because in other current 3 Series models, headroom’s been tighter for me.
One of three climate control zones is reserved for the rear, with adjustable vents and digital temperature control at the back of the front centre console.
Unlike other 3 Series models there’s no fold-down centre armrest (with cupholders) in the back, but there are pockets with big bottle holders in the doors.
Power and connectivity options run to a USB-A slot and 12V socket in the front console, a USB-C port in the centre console box, and two USB-C outlets in the rear.
Boot space is 480 litres (VDA), which is slightly above average for the class, with a 40/20/40 split-folding rear seat increasing cargo flexibility.
There are small, netted bays on both sides of the load space, tie down anchors to secure loose loads, and the boot lid has an auto function.
The M3 is a no-tow zone and don’t bother looking for a spare of any description, a repair/inflator kit is your only option.
Price and features
The fact that the new A8's entry price has dropped almost $6000 to $192,000 is likely to have less impact than a $19,990 Hyundai i30 special, but Audi's claim that it offers up to $36,000 more value than before may lower a few bifocals.
Introducing Audi's new naming scheme, which no longer makes reference to engine capacity in preparation for electrification, the diesel base model wears a 50 TDI badge, before moving $3000 north to the petrol 55 TSFI. Either models can be had in long-wheelbase form (signified by a capital L after A8) which will cost you an additional $15,000 respectively.
The $210,000 A8 L 55 TFSI at the top of the price list is more than $42,000 cheaper than the previous V8 diesel 4.2 TDI and a more than $120,000 less than the previous S8 Plus, but a new performance flagship is due to appear in the near future.
Value is rather subjective at this end of the price scale, but by comparison the entry RRP for the new A8 undercuts the base 7 Series by $34,900, the S-Class by $3900, but starts $1871 above the Lexus LS.
Both the A8's 50 and 55 engines come with the same trim levels, but when the standard kit is this lengthy it's more a matter of features not included in the A8, rather than those that are.
As you might expect, there's an array of options available. These accessories range from the aforementioned wheel choices and laser lighting to $3600 Alcantara headlining, $4500 all-wheel steering, a $5200 night vision system, or $12,100 3D Bang & Olufsen sound system with 23 speakers.
There are five options packages also, starting with the $6690 'Entertainment package' which brings a six-disc DVD/CD changer (on top of the standard DVD/CD player) and twin tablets for the rear seats which mount to the front seat headrests.
The nappa leather trim can be expanded to the upper and lower dash and glovebox, door trims, headrests, centre console, steering wheel airbag cover and the backs of the front seats with the 'Full leather package' for an extra $9950.
If you can't hold out for the sport edition S8, you can almost look the part with the $9950 'Sport package', which brings a more aggressive front and rear bumper, 21-inch wheels, all-wheel steering and expanded 'piano black' interior trim.
Audi Australia tells us all A8s ordered to date (along with both cars pictured here) have ticked the $11,000 'Premium plus package', which brings 20-inch rims, adaptive windscreen wipers with integrated jets, chrome exterior details, ambient lighting with variable colours, black control buttons, digital TV, electric rear sunblinds, the full leather package mentioned above, interior fragrancing with ionisation technology, rear tinted windows, softer rear headrests and ventilated massage front seats.
If you've already selected the rear seat entertainment system, you can also choose the $18,500 'Executive package' which brings individual reclining back seats and extended centre console - which also eliminates the centre rear seat - with folding tables, front and rear seat ventilation and massage function, heated armrests all round and a heated steering wheel. It's the Executive package that also brings the heated rear passenger-side footrest and the foot massage USP.
With an entry-price of $154,900, before on-road costs, the M3 Competition lines up directly with Audi’s RS 5 Sportback ($150,900), while an outlier at the edge of the M3’s orbit is the Maserati Ghibli S GranSport ($175K).
But its most obvious, long-time sparring partner, the Mercedes-AMG C 63 S has temporarily stepped out of the ring.
Expect huge performance, with a price tag exceeding the outgoing model’s circa $170K ask.
And that AMG hot rod better be loaded because as well as a bunch of performance and safety tech (covered later in the review), this M3 boasts an impressively long standard equipment list.
Included are, ‘BMW Live Cockpit Professional’ with a 12.3-inch digital instrument cluster and 10.25-inch high-res multimedia display (managed via touch, voice, or the ‘iDrive’ controller), sat nav, three-zone climate control, customisable ambient lighting, ‘Laserlight’ headlights (including ‘Selective Beam’), ‘Comfort Access’ keyless entry and start, and 16-speaker harman/kardon surround sound audio (with 464-watt, seven-channel digital amp and digital radio).
Then you can add, a full leather interior (including the steering wheel and gearshift), electrically-adjustable heated ‘M Sport’ front seats (with memory for the driver), ‘Parking Assistant Plus’ (including ‘3D Surround View & Reversing Assistant’), an auto tailgate, a head-up display, adaptive cruise control, rain-sensing wipers, wireless smartphone integration (and charging) including Apple CarPlay and Android Auto connectivity, anti-dazzle (interior and exterior) mirrors, and dual-spoke forged alloy wheels (19-inch fr / 20-inch rr).
As visual icing on the cake, carbon-fibre is sprinkled over and inside the car like shiny, lightweight confetti. The entire roof is made of the stuff, with more on the front centre console, dash, steering wheel and manual shift paddles.
That’s a solid features list (and we haven’t bored you with all the details), substantiating a strong value equation in this small, but mega-competitive market niche.
Engine & trans
You might be surprised to learn there's no V8 in the new A8's arsenal - for now, the S8 could change that - but an even greater sign of the times is the return of a petrol version for the first time since 2013. Efficiency gains are the main reason for the petrol comeback, which is explained in detail under the fuel consumption heading below.
Both the 210kW/600Nm 50 TDI turbo-diesel and 250kW/500Nm 55 TFSI petrol specifications use 3.0-litre turbocharged V6s which may seem to be simply plucked from existing models, but they bring mild hybrid technology to the Audi line-up for the first time.
Unlike conventional hybrids that use an electric motor to provide horsepower to drive the vehicle, a mild hybrid (or MHEV) enables the combustion engine to be switched off when the vehicle is coasting or braking, or effectively as an extension of a start/stop system which conserves fuel when a car is stationary.
The A8's mild hybrid system is facilitated by the move to a 48 volt electrical system, with a supplementary 10Ah lithium-ion battery mounted in the boot to keep the electrical systems fed for up to 40 seconds with the engine switched off. Audi claims the system has the capacity to save up to 0.7L/100km.
An extra starter motor has been integrated with the alternator to restart the engine more smoothly via a belt, rather than the conventional cog and ring gear used by the dedicated starter motor for cold starts.
Both engine specs deliver their max torque rating from just above idle, with the 50 TDI at 1250rpm and the 55 TSFI at 1370. Claimed 0-100km/h acceleration performance figures are an impressive 5.9s and 5.6s respectively.
Like all recent longitudinal-engined Audis, the new A8 uses a version of ZF's much lauded eight-speed torque converter auto gearbox, and both engines send power to all four wheels via the 'quattro' all-wheel drive system.
The optional all-wheel steer system can twist the rear wheels by as much as five degrees, reducing the turning circle by around 1.0m at slow speeds. While at higher speeds, the rear wheels move parallel with the fronts by as much as two degrees to improve stability, particularly for rapid lane changes and evasive manoeuvres.
All new A8 variants carry a maximum braked towing capacity of 2300kg.
The M3 Competition is powered by BMW’s (S58B) 3.0-litre in-line, six-cylinder engine, an all-alloy, closed deck unit featuring direct-injection, ‘Valvetronic’ variable valve timing (on the intake side), ‘Double-VANOS’ variable camshaft timing (intake and exhaust side) and twin mono-scroll turbos to produce 375kW (503hp) at 6250rpm and 650Nm from 2750rpm, all the way to 5500rpm. A solid jump from the ‘standard’ M3’s already substantial 353kW/550Nm.
Not known for sitting on their hands, BMW M’s engine techs in Munich have used 3D printing to manufacture the core of the cylinder head, incorporating internal forms not possible with conventional casting.
This tech has not only reduced the head’s weight, but allowed its coolant ducts to be re-routed for optimal temp management.
Drive goes to the rear wheels via an eight-speed ‘M Steptronic’ (torque converter) paddle-shift automatic transmission, with ‘Drivelogic’ (adjustable shift modes) and a standard ‘Active M’ variable locking differential.
An all-wheel drive ‘M xDrive’ version is scheduled for Australian launch before the end of 2021.
Gone are the days where full-size luxury sedans got away with devil-may-care fuel consumption, and even though they still spin six cylinders and need to move around two tonnes, the 55 TFSI petrol versions manage an 8.2L/100km official combined figure. This is when using at least 95 RON Premium unleaded of course.
As you'd expect, the diesel fuel economy is even better with 5.9-6.0 official figures across wheelbases.
With a fuel tank capacity of 72 litres, this suggests a theoretical range between fills of 878km for the petrol models, and between 1200-1220km for the diesels. The A8's spec sheet lists the option of an 82-litre tank if they aren't quite far enough for you.
BMW’s official fuel economy figure for the M3 Competition, on the ADR 81/02 - urban, extra-urban cycle, is 9.6L/100km, the 3.0-litre twin-turbo six emitting 221g/km of C02 in the process.
To help get to that impressive number, BMW has deployed numerous cunning devices including, an ‘Optimum Shift Indicator’ (in manual shift mode), on-demand operation of ancillary units, and ‘Brake Energy Regeneration’ which tops up a relatively small lithium-Ion battery to power an auto stop-start system,
Despite this tricky tech, we averaged 12.0L/100km (at the bowser), over a range of driving conditions, which is still pretty good for such a powerful and focused performance sedan.
Recommended fuel is 98 RON premium unleaded although, amazingly, 91 RON standard fuel is acceptable at a pinch.
Either way, you’ll need 59 litres of it to fill the tank, which is enough for a range of over 600km using the factory economy figure, and close to 500km based on our real-world number.
Our test started in the worst of Sydney morning traffic, which presented the chance to put the latest adaptive cruise assist (ACA) system through its paces on a very clogged Eastern Distributor.
I'm a huge fan of active cruise control systems that guide the vehicle from speed to a stop, but the A8's ability to start moving again is another step beyond. It helps you avoid being ‘that guy' who hasn't noticed the traffic moving, and would no doubt work wonders for traffic flow if all cars were so equipped. Given the chance, Audi says this system works all the way from 0-250km/h.
No matter what your reaction to the A8's exterior, the freshness of the interior design is like no other, and everything you touch feels first class.
The four-spoke steering wheel has a surprisingly large diameter and is shared with the upcoming A6, but uses thinner spokes than the norm to promote visibility of the virtual cockpit display as the wheel is twirled.
The haptic and acoustic screens make it as easy as we've experienced to handle a touchscreen while driving, but not quite as simple as the previous console controller.
Front and rear seats are softly padded for comfort rather than support, and unsurprisingly there's ample room in every direction for this 172cm tester, regardless of wheelbase.
All examples of the A8 we drove were optioned with the Premium plus package, which means one inch larger 20-inch alloys. Despite all A8s coming standard with adaptive air suspension, small bumps like cats eyes and expansion joints are more noticeable than you might expect. As is often the case, the standard 19-inch alloy wheels are likely to be the solution.
We drove both engines and wheelbase choices at the A8 launch event, and you need to be paying close attention to hear any extra noise from the diesel. It does make a muted groan under throttle, but likely worth the 300-plus kilometres of extra range if that's what you're after.
The diesel's smoothness is also no doubt aided by its use of active engine mounts. If you're after outright refinement and performance, the petrol is the one for you but neither feel in any way sluggish.
Heading through the bends of the Royal National Park and then back over the hills via Macquarie Pass at pace, there was no disguising the fact that the A8 is a big car, and it tends to float unless you select 'Dynamic' from the drive mode selector. Regardless of mode, it's more planted than any luxury SUV.
Making a bee-line back to Sydney via the Hume, the A8 simply wafted along at 110km/h in near silence. As you'd expect.
Any production-based performance sedan claimed to accelerate from 0-100km/h in less than four seconds is straight-up fast.
BMW says the M3 Competition will hit triple figures in just 3.5sec, which is properly rapid, and a full-bore, launch-control assisted start in this car is... impressive.
Aural accompaniment is suitably raucous, but beware, at its loudest it’s mostly fake news, with synthetic engine/exhaust noise able to be dialled down or turned off altogether.
That said, with maximum torque (650Nm!) available from 2750rpm all the way to 5500rpm, mid-range pulling power is prodigious, and despite the twin turbos this engine loves to rev (thanks in no small part to a forged, lightweight crankshaft).
Power delivery is beautifully linear, and a surge from 80-120km/h takes 2.6sec in fourth, and 3.4sec in fifth. With peak power (375kW/503hp) arriving at 6250rpm, you can thunder on to a maximum velocity of 290km/h.
That’s if the electronically-controlled limit of 250km/h isn’t enough for you, and you’ve ticked the optional ‘M Driver’s Package’ box. Enjoy the big house!
Suspension is basically strut front, five-link rear, all in aluminium, and working in concert with ‘Adaptive M’ dampers. They are brilliant, and the transition from ‘Comfort’ to ‘Sport’ and back is amazing.
The ride quality this car delivers in Comfort mode is nuts given it’s riding on huge rims shod with licorice thin tyres.
The sports front seats also offer an amazing blend of comfort and extra lateral support (with the touch of a button).
In fact, fine-tuning the car’s set-up across suspension, brakes, steering, engine, and transmission calibrations through the ‘M Setup’ menu is easy and adds extra involvement. Blaringly red M1 and M2 pre-set buttons on the steering wheel allow storage of preferred settings.
The electrically-assisted steering points nicely, and road feel is excellent.
The car remains flat and stable in enthusiastic B-road corners, the active ‘M Differential’ and ‘M Traction Control’ putting all that power down from a steady state mid-corner, through to a scorchingly fast and balanced exit.
No surprise, front to rear weight distribution for this 1.7-tonne machine is 50:50.
Rubber is ultra-high-performance Michelin Pilot Sport 4 S (275/35x19 fr / 285/30x20 rr) which deliver confidence-inspiring grip in the dry, as well as a couple of torrentially wet days during the latter part of our week with the car.
And washing off speed is a fuss-free experience thanks to standard ‘M Compound’ brakes’ consisting of big ventilated and cross-drilled rotors (380mm fr / 370mm rr) clamped by six-piston fixed calipers at the front and single-piston floating units at the rear.
On top of that the integrated braking system offers Comfort and Sport pedal feel settings, altering the amount of pedal pressure required to slow the car. Stopping power is immense, and even in Sport mode brake feel is progressive.
One technical niggle is the wireless CarPlay connectivity, which I found frustratingly patchy. Didn’t test the Android equivalent this time around, though.
The airbag count has been further bolstered by an industry-first centre airbag, which has been designed to prevent head clashes between front seat occupants. This also represents Audi thinking beyond any Euro NCAP or ANCAP criteria.
It also comes with Audi's exit warning system, which warns the driver of passing cars or cyclists but can now delay the door opening in case the driver doesn't see the warning light.
A front-mounted laser scanner replaces the usual radar system for active cruise control and front AEB, which doubles the range of a radar scanner to 80m and enables both functions to work at speeds up to 250km/h.
This laser scanner is also key to the A8's Level 3 autonomous preparation, but local laws limit its capability to active cruise control with lane assist.
The M3 Competition hasn’t been assessed by ANCAP, but 2.0-litre 3 Series models received a maximum five-star rating in 2019.
Standard active crash-avoidance tech includes ‘Emergency Brake Assist’ (BMW-speak for AEB) with pedestrian and cyclist detection, ‘Dynamic Brake Control’ (helps apply maximum braking power in an emergency), ‘Cornering Brake Control’, a ‘Dry Braking’ function that periodically skims the rotors (with the pads) in wet conditions, ‘integrated wheel slip limitation’, lane change warning, lane departure warning, and rear cross-traffic alert.
There’s also ‘Park Distance Control’ (with sensors front and rear), Parking Assistant Plus (including ‘3D Surround View & Reversing Assistant’), an ‘Attentiveness Assistant’ function, and tyre pressure monitoring.
But if an impact is unavoidable there are front, side, and knee airbags for the driver and front passenger, as well as side curtain bags covering both rows of seats.
On sensing a crash the car will make an ‘Automatic Emergency Call’, and there’s even a warning triangle and first aid kit on board.
Like all Audis, the new A8 is covered by a three year, unlimited kilometre warranty. This is short of the five year-plus periods becoming more common among mainstream brands, but equal to the terms offered by BMW and Mercedes-Benz. Lexus differs by offering a four year, 100,000km plan.
Service intervals and capped price servicing mirror the previous A8, with a 12 month/15,000km schedule, and maintenance costs for the first three services can be wrapped into a package for $1900.
We had no issues during our test, but any common faults, common problems or reliability issues are likely to appear on our A8 problems page.
BMW offers a three year/unlimited km warranty, which is off the pace given the majority of mainstream brands have stepped up to five-year cover, with some at seven, or even 10.
On the upside, bodywork is covered for 12 years, the paint for three, and 24-hour roadside assistance is complimentary for three years.
The ‘Concierge Service’ is another three year, complimentary deal, providing 24/7/365 access to a personalised service through a dedicated ‘BMW Customer Information Centre.’
Servicing is condition based, so the car tells you when maintenance is required, and BMW offers a range of ‘Service Inclusive’ capped price servicing plans, starting from three years/40,000km.