In the five years that Audi's TT has been on sale, it has come to represent the pinnacle of advanced design and smart styling. The exterior, penned by current Chrysler designer Freeman Thomas when he was still with VW/Audi in the late 1990s, was meant to convey a sense of purity, passion and optimism. Inside, the philosophy of combining retro elements with advanced materials and technology further emphasized the TT's role as a halo car to represent the heart and soul of Audi.
Although never as sporty as its competitors from BMW (Z3, and now Z4), Honda (S2000) and Porsche (Boxster), the TT has maintained its position as the class benchmark when it comes to expressing design purity. The interior still feels as finely crafted as a Swiss watch, with metallic-looking parts that are actually real metal (a rare trait in today's automobiles). This includes not only the rings around the climate control vents but also the metal inserts along the glovebox door, the interior door releases and even the cupholder rings. The two primary gauges are large and easy to read, and the information center between them is also clear and functional for conveying messages about exterior temperature, gear selection and radio frequency. A retractable metal panel over the audio system works to clean up the interior's appearance, as do the tiny, almost hidden window switches that must be actively sought out the first few times you need them.
But while the TT continues to make a strong fashion statement, the real news for sports car fans is the arrival of an all-new drivetrain that ups the car's performance pedigree. Our initial experience with this drivetrain was brief and occurred during a recent First Drive event, but for this story we had access to the TT for an entire week.
With the first application of Volkswagen's narrow angle "VR6" engine design to the TT's powertrain lineup (and mounted transversely under the hood), the car now offers the kind of horsepower and torque figures enthusiasts in this segment demand. Output comes in at 250 peak horsepower and 236 pound-feet of torque (at a relatively low 2,800 rpm), and the TT's somewhat hefty curb weight is effectively countered by the engine's broad torque curve. The use of variable intake and exhaust valves, along with a variable intake manifold, gives the VR6 a smooth and refined nature, as well as an inspired exhaust note. While the TT still doesn't feel blindingly quick, it has plenty of pull, especially in the midrange. There's no real high-rpm rush, but the engine stays very well behaved even as it hits the 7,000-rpm redline. Audi claims a 0-60 time in the mid- to low-six-second range. We'll unfortunately have to take the company's word for it, as our testing facility was unavailable during our week with the TT 3.2 DSG.
DSG, by the way, stands for Direct Shift Gearbox. It's an all-new type of transmission that feels vastly different from any other transmission we've ever experienced. Like BMW's Sequential Manual Gearbox (SMG), Audi's DSG removes the clutch pedal, and associated operation, and places it under the control of computer chips and hydraulic servos. When left in full auto mode, it is as smooth or smoother than any conventional automatic you've driven. In fact, when placed in "Drive" and driven in a relaxed fashion, it was only by noting the tachometer's position and/or a change in exhaust note that we knew a gear change had occurred. After sliding the shifter into "Sport" mode, but still letting the DSG shift on its own, the transmission utilized a substantially more aggressive shift pattern. It held gears long after we stopped accelerating, and when we lifted off the throttle it would often downshift in anticipation of braking and slowing for a corner. We did feel it could have downshifted to first gear a few times during low-speed, aggressive driving on a tight, twisty road, but otherwise it performed quite well.
When shifted manually via the steering wheel-mounted paddles, the TT was more rewarding than either BMW's or Ferrari's electrohydraulic systems in terms of rapid and smooth gear changes. Unfortunately, the tranny's ability to upshift on its own once it hits redline nearly negates the DSG's otherwise stellar performance. On the specific stretch of road we commonly use for vehicle testing, the TT was constantly upshifting and forcing us to shift down again on several short straightaways where it should have simply remained in the lower gear. Without this trait, we'd consider this the ultimate transmission in maintaining enthusiast "fun" without sacrificing real-world functionality. But with the trait, it just seems more like a really quick Tiptronic. You're almost there, Audi, but please make the transmission do what the operator tells it to do (as any "manual" transmission should).
We do like the idea of the "Launch Control" setting that will slip the clutch for maximum acceleration when nailing the throttle from a dead stop. But it seems a bit unnecessary on a car with all-wheel drive, as there's no wheel spin when flooring the throttle — whether you use it or not. The only negative aspects of this transmission are a bit more roll when you place it in "Park" before the car actually stops moving, and some abruptness when the clutch engages at low speeds or from a complete stop. This is particularly noticeable when going from Drive to Reverse, or vice versa.
Along with its improved drivetrain, the TT 3.2 DSG also features stiffer springs and larger antiroll bars to compensate for the engine's increased weight (about 80 pounds). The battery has been moved to the rear for improved weight distribution, and the brake rotors are larger all around. Despite the stiffer suspension settings, ride quality remained excellent, especially considering the optional 18-inch wheels on our tester. The TT never felt harsh over broken pavement or freeway expansion joints. The downside of this composed ride quality was a lack of nimbleness on canyon roads. The TT weighs about 3,400 pounds, and it feels more like a grand touring car, or even a luxury car, than a true sports car. Compared to the Boxster, Z4 or S2000, the TT will always feel heavy and ponderous. That said, it can still be thrown around on a twisty road — it just won't return the same visceral enjoyment as found with those other models.
As a grand tourer, the TT shows promise not only in terms of ride quality but also in the areas of cargo capacity, seat comfort and audio system capabilities. Fold the rear seats down and you get 17 cubic feet of luggage space. The front seats are covered in supple leather and offer a solid combination of comfort and support for long distance travel. Our test car had the optional seven-speaker, 175-watt Bose audio system. The sound quality was exceptional, but the six-disc CD changer was mounted in the less-than-convenient rear seating area, and there were no redundant steering wheel controls, which seemed remiss for a $1,200 option. At least the steering wheel itself is covered in a thick, supple leather that makes it rewarding to exercise during aggressive driving maneuvers.
Does the above suggest the TT is really a grand touring machine in disguise? Perhaps, but the amount of road noise created by the car's 18-inch tires, along with the level of wind noise emanating from the windshield and roof areas, would get old after a few hours at highway speeds. Add in the car's limited visibility, tricky exit/entry process and relatively tight cabin (the rear seats are utterly useless due to the sloping roof and lack of legroom) and it becomes difficult to promote the TT as a long-haul traveling companion.
And so the TT remains a bit of an enigma in the marketplace, even with the higher-performance capabilities of the 3.2 DSG model. Not as sporty as its sports car competitors and not as luxurious as similarly priced grand touring models (Chrysler Crossfire, Infiniti G35). Then again, if you seek a coupe with a healthy dose of performance, a solid injection of luxury and an overflowing abundance of style, the TT has no competitors.
Although never as sporty as its competitors from BMW (Z3, and now Z4), Honda (S2000) and Porsche (Boxster), the TT has maintained its position as the class benchmark when it comes to expressing design purity. The interior still feels as finely crafted as a Swiss watch, with metallic-looking parts that are actually real metal (a rare trait in today's automobiles). This includes not only the rings around the climate control vents but also the metal inserts along the glovebox door, the interior door releases and even the cupholder rings. The two primary gauges are large and easy to read, and the information center between them is also clear and functional for conveying messages about exterior temperature, gear selection and radio frequency. A retractable metal panel over the audio system works to clean up the interior's appearance, as do the tiny, almost hidden window switches that must be actively sought out the first few times you need them.
But while the TT continues to make a strong fashion statement, the real news for sports car fans is the arrival of an all-new drivetrain that ups the car's performance pedigree. Our initial experience with this drivetrain was brief and occurred during a recent First Drive event, but for this story we had access to the TT for an entire week.
With the first application of Volkswagen's narrow angle "VR6" engine design to the TT's powertrain lineup (and mounted transversely under the hood), the car now offers the kind of horsepower and torque figures enthusiasts in this segment demand. Output comes in at 250 peak horsepower and 236 pound-feet of torque (at a relatively low 2,800 rpm), and the TT's somewhat hefty curb weight is effectively countered by the engine's broad torque curve. The use of variable intake and exhaust valves, along with a variable intake manifold, gives the VR6 a smooth and refined nature, as well as an inspired exhaust note. While the TT still doesn't feel blindingly quick, it has plenty of pull, especially in the midrange. There's no real high-rpm rush, but the engine stays very well behaved even as it hits the 7,000-rpm redline. Audi claims a 0-60 time in the mid- to low-six-second range. We'll unfortunately have to take the company's word for it, as our testing facility was unavailable during our week with the TT 3.2 DSG.
DSG, by the way, stands for Direct Shift Gearbox. It's an all-new type of transmission that feels vastly different from any other transmission we've ever experienced. Like BMW's Sequential Manual Gearbox (SMG), Audi's DSG removes the clutch pedal, and associated operation, and places it under the control of computer chips and hydraulic servos. When left in full auto mode, it is as smooth or smoother than any conventional automatic you've driven. In fact, when placed in "Drive" and driven in a relaxed fashion, it was only by noting the tachometer's position and/or a change in exhaust note that we knew a gear change had occurred. After sliding the shifter into "Sport" mode, but still letting the DSG shift on its own, the transmission utilized a substantially more aggressive shift pattern. It held gears long after we stopped accelerating, and when we lifted off the throttle it would often downshift in anticipation of braking and slowing for a corner. We did feel it could have downshifted to first gear a few times during low-speed, aggressive driving on a tight, twisty road, but otherwise it performed quite well.
When shifted manually via the steering wheel-mounted paddles, the TT was more rewarding than either BMW's or Ferrari's electrohydraulic systems in terms of rapid and smooth gear changes. Unfortunately, the tranny's ability to upshift on its own once it hits redline nearly negates the DSG's otherwise stellar performance. On the specific stretch of road we commonly use for vehicle testing, the TT was constantly upshifting and forcing us to shift down again on several short straightaways where it should have simply remained in the lower gear. Without this trait, we'd consider this the ultimate transmission in maintaining enthusiast "fun" without sacrificing real-world functionality. But with the trait, it just seems more like a really quick Tiptronic. You're almost there, Audi, but please make the transmission do what the operator tells it to do (as any "manual" transmission should).
We do like the idea of the "Launch Control" setting that will slip the clutch for maximum acceleration when nailing the throttle from a dead stop. But it seems a bit unnecessary on a car with all-wheel drive, as there's no wheel spin when flooring the throttle — whether you use it or not. The only negative aspects of this transmission are a bit more roll when you place it in "Park" before the car actually stops moving, and some abruptness when the clutch engages at low speeds or from a complete stop. This is particularly noticeable when going from Drive to Reverse, or vice versa.
Along with its improved drivetrain, the TT 3.2 DSG also features stiffer springs and larger antiroll bars to compensate for the engine's increased weight (about 80 pounds). The battery has been moved to the rear for improved weight distribution, and the brake rotors are larger all around. Despite the stiffer suspension settings, ride quality remained excellent, especially considering the optional 18-inch wheels on our tester. The TT never felt harsh over broken pavement or freeway expansion joints. The downside of this composed ride quality was a lack of nimbleness on canyon roads. The TT weighs about 3,400 pounds, and it feels more like a grand touring car, or even a luxury car, than a true sports car. Compared to the Boxster, Z4 or S2000, the TT will always feel heavy and ponderous. That said, it can still be thrown around on a twisty road — it just won't return the same visceral enjoyment as found with those other models.
As a grand tourer, the TT shows promise not only in terms of ride quality but also in the areas of cargo capacity, seat comfort and audio system capabilities. Fold the rear seats down and you get 17 cubic feet of luggage space. The front seats are covered in supple leather and offer a solid combination of comfort and support for long distance travel. Our test car had the optional seven-speaker, 175-watt Bose audio system. The sound quality was exceptional, but the six-disc CD changer was mounted in the less-than-convenient rear seating area, and there were no redundant steering wheel controls, which seemed remiss for a $1,200 option. At least the steering wheel itself is covered in a thick, supple leather that makes it rewarding to exercise during aggressive driving maneuvers.
Does the above suggest the TT is really a grand touring machine in disguise? Perhaps, but the amount of road noise created by the car's 18-inch tires, along with the level of wind noise emanating from the windshield and roof areas, would get old after a few hours at highway speeds. Add in the car's limited visibility, tricky exit/entry process and relatively tight cabin (the rear seats are utterly useless due to the sloping roof and lack of legroom) and it becomes difficult to promote the TT as a long-haul traveling companion.
And so the TT remains a bit of an enigma in the marketplace, even with the higher-performance capabilities of the 3.2 DSG model. Not as sporty as its sports car competitors and not as luxurious as similarly priced grand touring models (Chrysler Crossfire, Infiniti G35). Then again, if you seek a coupe with a healthy dose of performance, a solid injection of luxury and an overflowing abundance of style, the TT has no competitors.
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