J.H@ll

AU631 (AUDI A8)
In December 1999, the new A8 was ready to be signed off. But at the decisive product-strategy committee meeting, both proposals flopped. The mainstream proposal was deemed too conservative, the advanced version was considered too radical. A couple of weeks later, the designer in charge quit and joined Porsche. He left behind a bunch of frustrated Audi managers whose spirit was not lifted when the big boss Ferdinand Piech came to Ingolstadt in March 2000 to inspect the latest iteration of the project codenamed D3. Once again, there was no decision. In view of the aggregate delay, it is now extremely unlikely that the new Audi flagship will be at dealers before mid-2002.

Although the current A6 is an excellent automobile, the product has not connected in the global marketplace as well as its primary competitors. Since its debut in 1994, the plant has never produced more than 15,000 examples a year. Add in the alloy platform's intrinsic costs and one can understand why Audi is still losing money on each A8 it produces. Not suprisingly, the D3 will be significantly cheaper to produce. The body in white is said to cost only half as much as that of today's A8. Through parts consolidation, the total number of individual aluminum parts will be reduced dramatically. Better understanding of the performance of aluminum extrusions and nodes indicates weight will be reduced while torsional rigidity will go up. Applying lessons learned during the development of the A2, new bonding, welding and riveting techniques will be introduced. Partly as a result of the revised body architecture, vehicle passive and active safety will be enhanced. In addition to preparing much more elaborate crumple zones, the engineers are looking at intelligent airbags and at additional inflatable protection elements in the footwell/pedal box area and in the front seatbacks.

While the current stretched A8 was an afterthought to the original product plan, the second generation version has had the long-wheelbase version pencilled in right from the start. Dubbed AU631/1, it is almost more elegant than the standard car because its roofline spans an even more dramatic arc. The extended wheelbase sedan will go into production about six months after the standard model.

Audi engine R&D, under former BMW chief engineer Werner Mischke, has developed a state-of-the-art powertrain range includes V6, V8 and W12 configurations. Here is the engine lineup that will be rolled out during the first 18 months or so of D3 production: 210HP 3.0L 30-valve V6; 260HP 3.7L 40-valve V8; 310 4.2L 40-valve V8 40v; 440bhp 6.0L 48-valve W12; 455bhp 6.0L 48-valve W12; 2.5L TDI V6, 180bhp; 3.3L TDI V8, 225bhp. At a later stage, Audi may add a 500bhp twin-turbo 4.5L 40-valve V8 for the rumored RS8 run-out model. Also in the cards is a new generation of direct-injection gasoline V8 engines labeled FDI. Displacements for the new engine family are expected to stretch from 3.5L to 4.5L, and we may also see a bigger bore V8 diesel derived from the same new block. Transmission choices will include the stepless Multitronic (V6s only), the familiar six-speed (V6 & V8 engines) manual and a new six-speed automatic supplied by ZF (6HP32).

The A8 will be the next Audi to switch to the sophisticated four-link front suspension first introduced on the B5 platform A4. Powerplants are again installed longitudinally, the existing hollow-shaft Quattro 4WD system will be retained in a lightweight, low-friction form, and there will more advanced ABS, ASR and ESP electronics. According to a major supplier, the brakes will employ electro-hydraulic accession (EHB). This system offers instant pedal response, fade resistant deceleration, reduced effort and better brake force distribution. The EHB system will also incorporate a hill-holder feature and automatic parking brake release.

GusS

Is this translated from Auto Bild?