The benchmark of this bunch is Audi's elegant A8L (the winner of our last full-size luxury-car comparo). In a launch strategy the reverse of Jaguar's, the longer version was introduced first, as a 2004 model, and now, a shorter-wheelbase model--dubbed simply A8--joins the lineup this year. The L's extra 5.1 inches are inserted in the same place as are the Jaguar's. Like the Jag, the Audi is crafted around an aluminum intensive body/chassis structure, but is the only player here to offer all-wheel drive as standard equipment.
Enough diplomacy. Which one's best?
All are powered by 4.2-liter, multicam, aluminum V-8s, but it's not as clear a matchup as this might indicate. Audi has no S high-performance variant in its lineup at the moment, and the A8's naturally aspirated powerplant is good for 335 horsepower. Jaguar markets a base 4.2, rated at 294 horses, and this supercharged version, which cranks out 390. Maserati, by definition, only offers a sport model; its rev-happy V-8 uses no supercharger, instead relying on much edgier tuning to spool out its 395 cavallini.
Jaguar's blown and intercooled V-8 is quiet under cruise, but serves up a pleasant whine from the supercharger when pushed. The ZF six-speed automatic transmission is a worthy mate, and together they punch out a drama-free 0-to-60 run of 5.2 seconds, clearing the quarter mile in 13.5. The Maserati V-8 exhales through four big exhaust pipes. Our test driver had to work to find the right launch technique to make the most of the Quattroporte's auto-clutch manual transmission, but the right footwork yielded a 0-to-60 time just a tenth slower than the Jag's at 5.3 seconds and the quarter mile just two tenths slower at 13.7. The heavyish and less powerful Audi cruised to a still-adequate 6.8-seconds-to-60 run, finishing the quarter in 15.0.
When we pointed this trio toward our skidpad, slalom cones, and figure-eight mini-road-course handling tests, the Maser just wagged its curvaceous behind and waved arrivederci to the others. Its 0.90 g on the skidpad rivals many legit sports cars, and anything under 26 seconds (25.8, to be exact) through the figure-eight shows how well the Quattroporte synthesizes grip, cornering transitions, braking, and acceleration. Its turn-in is sharp and quick, and there's little body roll for this type and size of machine. The suspension, which doesn't bother with air springs or a lot of computerized interference, gets the job done in the handling department. The Maserati's engine sits entirely aft of the front axle line helps here, improving weight distribution.
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