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CA2008 Audi TT
All-new coupe and roadster are bigger, better sports cars. edited by Kirk Bell
Driving Impressions
The first priority for most sports car buyers is a car that's fun to drive. The Audi TT has that in spades. All TTs have sharp handling. Despite a front weight bias (59 percent front in 2.0T, 57 percent in 3.2 quattro), the TT doesn't have a tendency toward nose plow. It feels stable at speed, and is perfectly willing to be tossed into a controlled slide in corners. Steering is quick and predictable, but it feels a little light for a sports car.
I drove a 2.0T roadster with 17-inch wheels and the 3.2 quattro roadster and coupe each with 18-inch wheels. The 2.0T exhibited a bit more body lean and tire squeal in turns, but still gripped the road well. The 3.2 quattros felt sharper, especially the coupe. Neither roadster exhibited much, if any, cowl shake. The Audi TT roadster is one solid convertible.
Handling becomes even sharper when the available Audi Magnetic Ride Suspension is chosen. It utilizes a fluid in all four shocks, that when subjected to an electric charge, changes the shock's damping characteristics from comfort oriented to firm and sporty.
The brakes did not fade in the face of aggressive driving and maintained a consistent feel thanks, in part, to electronic brake-force distribution. Audi's electronic stability control doesn't intrude too soon, allowing some slip without cutting the throttle to stop the fun. With the Audi Magnetic Ride Suspension, the electronic stability control is programmed to give the driver even more leeway.
Sports car buyers often expect poor ride quality, but the TT can be quite comfortable. Base model TTs with 17-inch wheels soak up small bumps well, but sharper ruts can jolt passengers. The ride becomes firmer and busier with the optional 18-inch tires, so try these before you buy, especially if you live in an area with rough roads. We have not yet driven the S line models, but expect their 19-inch wheels to make the ride busier and possibly harsher.
Sports car should be powerful, and neither of the TT's engines disappoint in this regard. The turbocharged four-cylinder has very little turbo lag, making it quick from a stop and responsive at speed. It runs out of steam above 6000 rpm, though, so it's best to shift before that point when passing or charging onto an on-ramp. Audi says the 2.0T can launch the 2008 TT coupe from 0 to 60 mph in 6.1 seconds, and the roadster in 6.3 seconds. The 3.2-liter V6 has more power, but not that much more. It is more responsive than the 2.0T at all speeds, and is capable of a 0-60 mph run in 5.3 seconds with the S tronic transmission and 5.5 seconds with the manual.
With either engine, the six-speed manual transmission is easy to shift and has fairly short throws. The S tronic DSG automatic has normal Drive and Sport modes, both of which shift quickly and without a jolt. The Sport mode holds lower gears longer to keep more accessible power on tap. The driver can shift the DSG via the steering wheel paddles or shift lever at any time. This is a nice touch, because most transmissions with a manual shift gate require the transmission to be in Sport mode to allow driver-chosen shifts. We've found Audi's DSG to be problematic in the past due to a delay in power delivery at low speeds and are glad to say we didn't experience that frustration in the new TT.
Audi's quattro all-wheel drive system is front-drive biased. Under normal conditions, only about eight percent of the power goes to the rear wheels, but in extreme conditions up to 100 percent of the power can be sent to the rear. Quattro is a great choice for snow and rain.
In normal cruising, the cabin is quiet for a sports car. Tire noise can become pronounced on rough surfaces, but wind noise is well-checked. Both engines emit a sporty exhaust note. The 2.0T lets out a forceful hum, and the 3.2 has a lower, more gravelly, growl.
