The new TT coupe is 5.4 inches longer at 164.5 inches, 3.1 inches wider
and a tad higher than its predecessor. The wheelbase (distance between
axles) is a few inches longer, but still short at 97.2 inches. Audi blithely skipped the 2007 model year on its way to introducing its redesigned 2008 TT coupe and convertible sports cars. I drove the sleeker four-seat coupe, mechanically identical to the two-seat soft top version.
The first TT arrived in late 1999. It caused a bit of a sensation because it had the visual charm of a classic 1950-65 Porsche 356 with an "inverted bathtub" body. It was styled by Volkswagen New Beetle designers Freeman Thomas and J Mays -- the guy with no real first name (without even a period) who now heads Ford Motor world design. The new TT was styled by Walter de'Silva, who heads the Audi and Lamborghini styling departments.
The first-generation TT was quick, with an intimate cockpit, sports car handling and a rough ride. The 2008 coupe looks better than that chunky TT coupe, with flared fenders and an arched roof, which makes it impossible for adults to sit in the rear without bumping heads on the hatchback glass. (The convertible, which wasn't available, retains some of the snub-nose look of the old TT.)
The new TT coupe is 5.4 inches longer at 164.5 inches, 3.1 inches wider and a tad higher than its predecessor. The wheelbase (distance between axles) is a few inches longer, but still short at 97.2 inches. Its sports car suspension thus gives it a jumpy ride on some expressways and a rather bumpy one on mediocre city/suburban streets.
The beltline remains high, and occupants still sit low, which means getting in and out of the front seat calls for agile moves -- expected with a small sports car. Entering or leaving the rear seat is best left to toddlers.
Long doors have large handles but are awkward in tight spots.
Larger dimensions mean the front-seat area no longer feels cramped despite a large console. And the bucket seats offer excellent support for the spirited driving this racy looking car encourages.
Gauges are easy to read quickly in the upscale interior, but the steering wheel looks peculiar and initially feels strange because it's squared off at the bottom instead of being perfectly round. The ignition switch also seems buried on the steering column.
Climate controls are large, while sound system controls are just adequately sized. Doors have storage pockets, although front cupholders are a bit too far back on the console for a natural reach.
The standard $34,800 TT comes with a sophisticated, turbocharged 2-liter four-cylinder engine. It produces 200 horsepower but feels more potent because of its lengthy torque curve. It's hooked to Audi's "S tronic" dual-clutch gearbox -- a clutchless sequential manual transmission that allows lightning fast manual shifts by tapping the gear selector lever or using one of the shift paddles behind the wheel.
The new TT also comes with an advanced 3.2-liter V-6 engine with 250 horsepower and all-wheel drive. It costs $41,500 with a conventional six-speed manual gearbox and light, long-throw clutch. It also can be had with all-wheel drive and the S tronic gearbox for $42,900.
The TT is well-equipped, but there's a comprehensive list of options. They include a $1,400 Magnetic Ride system that adds electronically controlled shock absorbers that adjust in milliseconds to driver input for a sportier or more comfortable ride. Available are 18-inch (vs. standard 17-inch) wheels and a $1,950 DVD-based navigation system. A $1,100 Enhanced Interior Package adds Nappa leather covered upholstery, door trim, armrest and hand brake.
An improved sound system and Sirius satellite radio are in a $1,000 package. And powerful Xenon-plus headlights with an adaptive light cornering function to see better around curves cost $800. An iPod Interface is $250.
My test TT had the docile V-6 and nifty six-speed manual and was very fast during merging and passing on highways.
The 2-liter TT does 0-60 mph in 6.1 seconds, while the V-6 hits 60 mph in 5.3 seconds with the S tronic and in 5.5 seconds with the six-speed gearbox. Top speed of all is electronically limited to 130 mph.
Estimated fuel economy of the coupe with the 2-liter engine and S tronic is 23 mpg in the city and 31 on highways. Premium fuel is recommended, but regular grade can be used for a slight performance loss. With the V-6, which needs premium fuel, the figures are 17 and 24 with the manual and 18 and 24 with the S tronic.
The quick power steering is overly light at in-town speeds, but firms up at highway speeds because it's an electromechanical unit with speed-dependent power assistance.
There are wider tracks and larger 17-inch wheels and optional 19-inchers, along with a suspension layout that has been redeveloped and retuned. The result is sharp handling, although this nose-heavy car with just the front-drive setup doesn't have the ultimate balance of a rear-drive sports car. You'll notice that if you drive it hard through curves. The all-wheel-drive setup evens out handling a lot.
The brake pedal has a linear action, and stopping power with newly developed disc brakes is nearly as strong as that of a Porsche.
Helping economy and handling is the TT's Audi Space Frame, a groundbreaking aluminum technology that combined aluminum and steel for the first time. It was developed by the automaker in the 1990s for its first top-line A8 sedan, although it's never been appreciated much by Americans.
The coupe has a big rear hatch and a high cargo opening, although that opening's edge has a protective plastic lip to prevent scratches and the cargo area is long and low. Rear seatbacks easily flip forward and sit flat to considerably enlarge it.
You don't need lots of time to grope for the outside hood release, which often isn't the case, and the oil dipstick -- typically the most-looked-for item -- is put directly in front of the engine.
While expensive, especially with the V-6 and options, the new, significantly improved TT is more of a genuine sports car than its predecessor and looks much racier.
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