One of the first cars with a V8 making their way into the country and it is a stunning V8 at that. V8 engines have been a hallmark of Audis way back since the 1930s but it was only in the late eighties that Audi moved into the production of its modern engines.

The 4172cc V8 all aluminium engine on the A8 features five valves per cylinder which are operated by double overhead camshafts. The engine produces 335PS of maximum power at 6500rpm and maximum torque of 430Nm which comes in at 3500rpm. For the size of this engine, these are extremely good figures. Specific output at over 80PS/litre is nearly 15PS/litre better than the specific output of the V6 that powers the Merc S350.

The high output has been achieved by the use of a variable intake manifold and variable camshafts with low friction roller earn followers. There is one variable camshaft system on each bank of cylinders, to vary the valve timing of the inlet camshafts in various engine speed ranges. With the aid of engine oil pressure, a free length of the timing chain between the inlet and exhaust camshafts is varied by an adjusting piston. This can produce a twist of up to 22 degrees of the inlet camshaft relative to the crankshaft.

The variable camshaft system is controlled by various maps and ensures good idle quality, low emissions and good torque right across the rev range.

This V8 has a two-stage variable intake manifold that has already been in use on other Audi models. Intake manifold lengths of 705mm and 285mm enable ideal intake air resonances and consequently a torque and performance enhancing self-charging effect across a wide rev range.

For the first time the engine has not been hidden away under a plastic cowl but instead it has been given a new design. The intake manifold and injector rail, ignition coils and cylinder head covers, which are the engine's technology and performance potential are quite literally there for all to see.

Power from the engine is laid down on the road through a 6-speed tiptronic automatic gearbox featuring a dynamic shift program.

Six speeds translate into a much wider spread between the lowest and highest ratios - 30 per cent more than a five-speed counterpart. This of course means that the huge amounts of torque and power that are generated are more efficiently used resulting in a more dynamic driving experience on the one hand and optimum economy on the other.

The hydraulic control unit, the solenoid valves and pressure regulator and the electronic control unit are linked directly together and housed in the gearbox sump. This arrangement makes it possible to dispense with a large number of the cable connections otherwise necessary. Permanent four-wheel drive is effected through a central Torsen differential.

The advantages of the DSP are very noticeable under sporty driving. If the selector lever is in the S position, the program prevents upshifts if the accelerator is released suddenly providing engine braking. If the lateral acceleration sensor of the ESP then detects that the vehicle is cornering, upshifts remain blocked until the end of the corner is reached. The system thus avoids the drawback familiar from many conventional automatic transmissions, namely of changing up going into a bend followed by a change down coming out of it again. But the best part of this transmission system is the tiptronic mode whence gears can be changed manually, using the selector lever in the tiptronic gate. That though is there on the Mercs as well. But for drivers like us there is the option of changing gear using the shift paddles behind the steering wheel. While driving on tight and twisty roads it is a great help to be able to change gears when cornering, without having to take the hands off the steering wheel.