2008 Audi TT Review

Specifications

I remember the mixed emotions I had when I first got my hands on a real, live TT, way back in the previous millennia when it initially debuted. To look at it caused week knees. To take in its radicalexposed vents and exo-skeletal-like aluminum interior trim was titillating. To drive it was … well, pretty good I guess.

OK, the old car wasn’t as capable on a winding road course as the Porsche Boxster of the era, or as quick off the line until the V6-powered, DSG-equipped car arrived. Still, every time I got out of Audi’s little masterpiece and walked away, a quick glance back was all it took to stir up my initial trembling kneed feelings of infatuation all over again. Come to think of it, in what now seems like a previous life I had girlfriends like that too.

The new TT, mind you, is more like the girl you’d marry combined with that one you’d never have even considered approaching for a date. Where the old model was beautiful, in a cute and frisky sort of way, the new one is drop-dead gorgeous. And unlike Audi’s little plaything of the past, this new model is altogether more mature, and ever so accommodating. It’s quicker off the line too, and thanks to a much more sophisticated suspension system, very, very adept in the corners.

I found this out after a long, long day, night and day at Circuit la Sarthe last year, the culmination of which had me on the finish line to witness Audi’s new TDI diesel-powered R10 prototype racers slay all comers at le Heures 24 Le Mans, followed up soon after by the shortest, yet hottest bus ride of my life, a quick flight to Salzburg, Austria, and a deep, deep sleep in the contemporary comfort of the ultra-chic Mavida Balance Hotel and Spa located near Lake Zell, outside ofSalzburg, Austria, tucked in amongst picturesque alpine peaks. I was glad for the rest, as the day to follow would be about as good as any I’ve had in recent memory.

I can’t tell you how many times I’ve been coaxed onto some of the world’s best roadways by automakers boasting European-like handling and powerful V6 engines with quick-shifting manual-mode automatics, only to find myself longing for anything truly sporting, the opportunity of switchback mountain roads on otherwise impassible regions of terra firma wasted on some plebian grocery-getter that barely manages to maintain a semblance of composure on such hallowed ground. No concerns this day, however, as the TT’s road manners are impeccable,and power from either the turbocharged four or the naturally aspirated V6 is nothing less than exhilarating.

The latter engine is the only carryover item on this car, at least the only noticeable one. Everything else from the ground up is new, including the 2.0-liter four-cylinder that comes standard. This is a fabulous little engine, and one that I’ve enjoyed on numerous occasions in various VAG products, from VW’s GTI, Jetta GLI and Passat, to Audi’s A4. Some of these even included the same wonderful paddle-shift actuated DSG dual-clutch sequential manual transmission that comes as part of the TT’s base package; now called S tronic in Audi-speak.

Better than any competitive sequential manual on the market and nearing the smooth shifting capability of Audi’s six-speed automatic, the S tronic gearbox makes the most of the little 200-horsepower 2.0T engine by deliveringthe positive characteristics of a manual, such as less drag on the drivetrain for quicker acceleration at 6.1 seconds to 60 mph, plus better fuel economy, with the ease of operation common to automatics. Its paddle-shifters only need a flick of the fingers to row up or down the gears, and when doing the latter the sophisticated little unit actually blips the throttle to match engine revs in the lower gear, making you feel like DTM driver Lucas Luhr or Alexandre Prémat (now Le Mans drivers too), or if you happen to be of the prettier persuasion, the same series’ Vanina Ickx. I also drove this car with Audi’s slick-shifting six-speed manual, only available with the V6, and have to say I would be perplexed as to which transmission to purchase if faced with the decision. The manual feels great and adds that hands-on feel that such old technology permits, but the S tronic is just so much more advanced, without taking away from the car’s sportiness one iota. Yeah, I think that I’d have to give the nod to the latter, despite the price premium. Entry-level TT buyers should be glad it comes standard.

Speakingof the V6, a slight tradeoff is required when moving up to more power. The 2.0T’s lightweight design makes the front end feel a little more maneuverable, but for me the noticeable boost from the 3.2 when my foot hit the throttle, complemented by the 250 horsepower engine’s more purposeful snarl, swayed me to its overall benefits, not to mention its standard quattro all-wheel drive; 2.0-liter cars are front-wheel driven. Despite the additional weight it manages 5.5 seconds to 60 mph in manual transmission guise, knocking 0.06 off the 2.0T’s time, but more important will be how it launches in inclement weather … something I didn’t have the opportunity to experience. quattro improves driving dynamics in the dry, although it’s easier to notice its grip on rain or snow slicked roads. Incidentally, with the S tronic transmission that sprint to 60 gets a 0.2 second boost resulting in a 5.3 seconds trap time. Again this is one fabulously refined powerplant, capable of smooth operation at lower revs and reallyenergetic launches when pushed to the limiter. It’s ready and willing to rev at a moments notice and, thanks to 236 lb-ft of torque available down low in the rev range, gives the car a more mature, sophisticated feeling overall.

After sauntering through the quaint township around the hotel, I made my way away from Lake Zell, up into the heavily wooded mountains. As expected, even these valley views were awe inspiring when the road broke away from the darkening mix of evergreen and deciduous trees, although once we’d crisscrossed our way up near the tops of the peaks, a rather speedy process that was as fulfilling as motoring gets, the stratospheric vantage point (and thin air) was breathtaking.

Welined up a row of multicolored TTs below an Alpine chalet that served us lunch and a timely respite, chatted with a number of interested onlookers including a Harley-Davidson biker gang, and then took the opportunity to run the car up to an even loftier viewpoint that also allowed for superb on-road photos, before charging back down the mountain, thoroughly engrossed in maximizing each abbreviated straight before carving up all the delectable bends.

The car is magic in the curves, actually, begging to be pushed faster and farther down each straight before clamping down on the sizeable four-wheel discs, and by doing so loading up the front wheels preparatory for the next corner, a process I partook of again and again, never tiring of the repetition. The brakes, relatively fade free and equipped with ABS, EBD and all the other requisiteacronyms, add confidence when any loss in concentration could result in being pummeled against a granite wall or launched off of an equally steep cliff, a sobering realization that was actually quite useful in bridling what would otherwise have been foolhardy immaturity run amok.

The electromechanical steering felt wonderfully direct, reacting to subtle input much better than the previous car’s, and the speed-dependent power assist helped to control lane wander at higher velocities. This said a bit more feedback when tackling high-speed curves would be ideal, and if you want to overcome a slight tendency to understeer, make sure to power through each corner with full faith in quattro …that is if you’re driving a 3.2-liter car. The faster you go, the less understeer you’ll experience … and of course there’s an obvious limit to adhesion that needs to be respected in any car.

Another reason for its improved road manners is the new TT’s suspension design, now featuring a four-link setup in the rear with a separate spring/shock absorber configuration, while time tested gas charged MacPherson struts maintain keep matters under control up front. Its front and rear track is wider too, increased by 1.7 inches at the former end and 2.0 inches at the latter. No wonder the 2008 model managed to shave an entire fifteen seconds off the previous TT’s lap time at the Nurburgring track.

OldTT in mind, there’s much more to this new model than its sophisticated new suspension, more powerful base engine and stylish new body work, especially when factoring in its construction. While its predecessor did a pretty good job of turning a run of the mill Golf into a sports car (the old Golf was a very good car, but still kept one tire in economy car roots), the new one boasts a lightweight aluminum space frame, with a body shell made of steel and aluminum. The rear of the floor pan is stamped in steel, incidentally, while the rest is alloy, improving weight distribution that results in a bias of 58-percent up front and 42-percent in back. Overall, this steel and aluminum combination makes the 2008 car much lighter than the outgoing 2007, with the 3.2 V6 quattro S tronic weighing in at 3,262 pounds … sheddingmore than a 100 pounds off the equivalent 2007 car. Even better, its weight rides lower in the chassis, allowing for an improved center of gravity.

Getting back into the lowlands, if there actually are any of these in Österreich, I drove through my ancestral district of Kärnten, bringing back hazy memories of one long, hot summer as a seven year old tourist tagging along with my parents while visiting previously unknown tantes, onkels, and großeltern. The rolling hills and pastoral farmland, dotted with century old houses blending into tiny villages surrounding quaint stone churches, their steeples still the highest points visible from miles around … everything is so picturesque it even made me slow down. Some of these postcard-like scenes were just too picture perfect to pass up, so make sure and check out the gallery for shots of the car in its element.

Driving slowly through these towns and within the valleys that connect them brought out another side of the TT’s character, its compliant ride and overall comfort. While a sports car first and foremost, the ride won’t punish driver and passenger, even over some of Austria’s more aggressive cattle guards or its towns’ lovely cobblestone roadways, yet once again the car’s agility is up to the task of dodging roaming farm animals and wildlife.

The cabin remains the best in the compact coupe class, although while more refined than the previous TT and filled with more luxury features, I kind of miss the eccentricity of the original, namely the fabulous ventilation system with its seemingly organically grown, alien meets predator dash top tubular extrusionsand billet aluminum console extensions. Like the exterior design, the new TT is all grown up and therefore offers a more mature, less avant-garde approach to design. Many of the hard elements, like the three dash-top vents, are still there, although they’re now toned down considerably. All the switchgear is Audi tight, and beautifully detailed in aluminum and high-grade plastic, which pretty well sums up the rest of the cabin too. High quality plastics, leathers and metals give its occupants a more upscale experience than the equivalent BMW Z4, for instance, although this is pretty well standard fare for cars coming out of Ingolstadt. The instrument cluster is especially attractive,designed like two enlarged metal motorcycle pods enclosed in a single shroud, although much prettier to look at and much more legible too, thanks to clear white on black graphics and well shaded faces that light up beautifully at night.

And, like I inferred in the beginning, the new car is also more accommodating than the old one, many thanks to an elongated wheelbase. A mere 1.5 inches over the span of 97.2 inches between the axles might not seem like a lot, but it increases front-seat legroom measurably, appreciated by taller folk, and the extra width allows for better hip and shoulder room. The added width allows for wider seats, and Audi has also made them more supportive all-round for greater comfort during long trips andbetter control while taking on corners. The new car doesn’t feel as claustrophobic either, thanks to a little more headroom, a lighter gray headliner and a roofline that doesn’t drop quite as low into the side window cutout. The car’s beltline, mind you, is just as tall as the old one, so current TT owners should feel right at home. Being a dad, I appreciate the coupe’s rear seats, which really aren’t meant for anyone older than six or, alternatively a couple of small suitcases. And cargo in mind, there’s plenty of room for baggage in back, even for long weekends with 13.1 cubic feet behind the rear seats and 24.7 when they’re folded flat.

The features?Well, they are a plenty, starting with standard Alcantara leather Recaro sport seats that are oh-so comfortable and ultimately supportive, automatic climate control, a driver information system (DIS) integrated within the instrument cluster for quick and easy visibility, heated exterior mirrors with washer jets, heated seat cushions, and one of the coolest leather-wrapped steering wheels in the business, complete with three spokes and a flattened bottom section … a la RS4 and R8. As far as tunes go, the TT gets Audi’s Concert II AM/FM stereo with a single in-dash CD player and satellite radio preparation. The appropriate dual stage front airbags and side airbags for front seats are standard, although side curtain-type airbags are optional for some strange reason.Fortunately, electronic stabilization program (ESP) comes as part of the base package, along with a tire pressure monitoring … oh, and let us not forget the tool kit. On the outside, 17-inch five-spoke trapezoid design alloy wheels covered in 225/50 performance rubber set the sporting tone, while the retractable rear spoiler is the stuff of techies’ dreams.

If you want a little more, Audi offers its 2.0T Premium package, adding the brand’s Symphony AM/FM audio upgrade with its in-dash 6-disc CD changer, controllable through an upgraded multi-function steering wheel, an auto-dimming, anti-glare rearview mirror with an integrated digital compass, electrically adjustablefour-way lumbar support for the powered driver and front passenger seats, a Homelink universal garage door opener in the overhead console and more.

Want more still? The 2.0T Premium is eligible for some pretty sweet options, including a navigation system with an upgraded six-CD changer, the all-important iPod connection, a rear parking assist system to keep the paint on the bumper shiny and bright, and a magnetic ride suspension package that optimizes ride and handling simultaneously. Say what? It uses continuously adaptive damping, or in English, the magnetically charged oil-filled dampers change from softer to harder and back again instantaneously andautomatically via sensors designed to feed information about road conditions and driving characteristics to the system. You also have the choice of Normal and Sport settings, depending on your mood. I personally liked the Normal setup, as the Sport mode is a bit bone jarring.

Additionally, 2.0T Premium buyers can opt for bi-xenon adaptive headlights with automatic self leveling that follow the steering wheel to brighten otherwise dark roads ahead and are kept clean via retractable, high pressure headlight washers concealed in the front bumper, an enhanced interior package, S line sports package, and a set of 18-inch rims with either sporty 245/40 performance shoes or runflats.

Move up to the either the six-speed manual or S tronic equipped V6 and you’ll get all of the items in the 2.0T Premium package, plus Audi throws in 245/45 performance tires on 17-inch Y-spoke rims as standard. All of the other 2.0T options are available on the V6 cars, plus more 18-inch rim options. Runflats can be ordered for the standard 17-inch rims too.

So what’s it all cost? Well, that’s the good part. A TT 2.0T sits just under the $35K mark, which, while pricy compared to an A3 is very good for the personal luxury sport coupe segment. Add the Premium package and the price inches up to $36,950, therefore this should be a popular option. A 3.2 quattro with a six-speed manual will set you back $41,500, while the addition of S tronic pulls the price up to $42,900.A fully featured 2.0-liter TT, with $475 for metallic paint, $3,000 for the S line Sports package that gives you Fine Nappa leather and S line embossed on the seats, headlight washers, an S line steering wheel, S line bumpers and 19-inch wheels (other Nappa leather interior options are available too), and, well, all of the features and packages I’ve mentioned previously (go to www.audiusa.com and build it yourself … this isn’t a brochure), will cost $44,225, while a 3.2-liter car with all the options will command $52,325. And if you want a Roadster, well, you’ll be reading about that very soon so stay tuned.

By the end of my gloriously sunny day of motoring through some of the most beautiful countryside in the world, I felt like I’d really tapped into the TT’s soul. It’s a good, well sorted soul too, and one that I fully plan on getting to know better when I’m able to take another one out in my home town. As for any previous TT owner considering moving up to the new car? Don’t hesitate. It’s a decision you’ll be glad you made, I can assure you.