Audi TT Coupe 2007 Review

Local Launch

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 4.0/5.0
Behind the wheel: 4.5/5.0
X-factor: 4.0/5.0

OVERVIEW
When Audi launched its TT Coupe back in 1999, it was instantly heralded as an iconic design -- one that dramatically stood out from the crowd.

With its Bauhaus-inspired curves and lines, it was, indeed, something very different and was lauded as such. Unfortunately, it was to a large extent a great design on a basic VW Golf platform and as a result, its driving dynamics left something to be desired. Not bad by a long shot but the drive experience certainly didn't reflect is stunning sportscar visage. It wasn't helped by its original choice of turbo 1.8-litre four-cylinder powerplants either -- a rather breathless 132kW/235Nm front-drive or higher-boost , longer lag 165kW/280Nm quattro.

The TT received an upgrade in 2005 with the introduction of the 3.2-litre V6 model with better but hardly class-leading dynamics, but even that didn't shake the style over substance image.

Now comes the second generation and things have definitely stepped up a few gears. The new TT's styling may not be as distinctive but it is still a very sexy looking coupe that turns heads. And best of all, such is the improvement in the chassis and running gear and the resulting drive experience, that the TT can now wear the sportscar tag with credibility.

PRICE AND EQUIPMENT
Like the original, the TT lineup consists of two engine choices and front or all-wheel drive quattro drivetrains.

At the entry level is a direct-injection 2.0-litre turbocharged model that is offered with either a six-speed manual or six-speed tiptronic-style S-tronic automatic gearbox, both of which drive the front wheels.

The top spec 3.2-litre V6 quattro is available with the S-tronic only.

Prices for the manual 2.0T FSI model start at $68,900 with the auto adding $3600 while the range-topping V6 carries a recommended retail price of $88,900.

Despite being over seven years since the original was launched, these prices are actually less than those for the first TT when it hit the local market. The manual turbo four was originally priced at $73,000 when it was launched in 1999 while the V6/DSG-equipped added in 2005 started at $95,800.

But that doesn't mean there has been any stripping out of equipment. Both models are well catered for with standard kit including climate control air conditioning, cruise control, power windows and mirrors (heated on the V6), remote locking, leather trim and a premium 'Symphony' six-stack audio system with steering wheel mounted controls and Bluetooth connectivity.

The top spec V6 model also gets bi-Xenon headlights, a 12-speaker BOSE audio system, power front seats and bigger 18-inch alloys wrapped with 255/35 rubber - compared to 245/45 17-inchers on the four-cylinder model. Options on both models include DVD satnav, and rear parking sensors.

MECHANICAL
As noted above, the new TT is offered with a choice of two transversely-mounted engines -- a 2.0-litre four-cylinder direct-injection turbo unit and a naturally-aspirated 3.2-litre V6. The former generates maximum outputs of 147kW between 5100-6000rpm and 280Nm between 1800-5000rpm with the V6 delivering 184kW at 6300rpm and 320Nm between 2500-3000rpm.

The standard transmission in the 2.0-litre model is a six-speed manual gearbox with the option of a six-speed S-tronic automatic gearbox with steering column mounted paddles for manual shifting.

Audi claims the latter covers 0-100km/h in 6.4sec with an official fuel consumption of 7.8lt/100km. The auto-only V6 can do the dash to the ton in just 5.7sec with a listed combined fuel consumption figure of 9.5lt/100km.

While the front suspension of the new TT is largely similar to its predecessor being of a MacPherson strut with lower wishbone configuration, the rear is an all-new design. Gone is the torsion beam of the first generation replaced with an aluminium four-link design.

Another feature of the new suspension is the optional Audi Magnetic Ride adaptive suspension which offers Normal and Sports modes. With microscopic magnetic particles in the dampers, the viscosity of the fluid can be altered by applying a voltage and changing magnetic fields. This results in a firmer and even more stable setting for the Sports mode.

For further increased stability, an automatic and switchable rear spoiler pops up at speeds over 120km/h.

The steering system is electromechanical with speed-variable assistance and offers a fairly direct ratio with just 2.9 turns lock to lock and a turning circle of 10.69m.

PACKAGING
Like most new models, the TT is bigger than its predecessor being 137mm longer and 78mm wider and sitting on a 45mm longer (2468mm) wheelbase. Audi claims this has increased interior space, with the cabin now 75mm longer and between 23-29mm wider.

As a small sports coupe, the cabin is still cosy with comfortable and big-bolstered supportive sports front seats that are set slightly lower than before. Plenty of adjustment and a two-way adjustable steering column make it easy to manufacture a comfortable driving position. The flat bottomed steering wheel and not too heavily-bolstered seats (ie: not like those fitted to the RS4) make it as easy to get in and out of the driver's seat as a low slung coupe can hope to achieve.

During our time with two TTs, a wide cross-section of body sizes and shapes drove the car and we can vouch that five and six-footers alike can get comfortable -- something that can't be said of other 'style' coupes… The Alfa Brera for instance.

In the rear is a 50/50 split two-seat bench that folds forward to increase the 290litre luggage space to a very sizeable and useable 700 litres.

There is a decent amount of storage cubbies around the cabin with wide door bins while Audi offers a luggage storage net and underseat storage compartments as an option.

The rear seat, however, is very much a temporary kids-only zone and even with this tester's four-year-old behind the right hand seat, the driving position was compromised to make room for his legs. You can fit a larger 'tween' in the seat behind the passenger, but it means using up much of that front seater's legroom. It's worth noting the last TT had no rear seat -- occasional or otherwise.

From the driver's position, there is plenty of visibility (although the A-pillars are fairly thick and can hinder cornering slightly). We did note, however that the low-slung driving position and falling bonnet line makes it hard to judge exactly where the front corners of the TT are when parking.

As you'd expect from Audi, all the controls are well placed, intuitive to use and within easy reach. We especially liked the positioning of the manual shifter on the four-cylinder model. Barely a hand-span from the steering wheel it gave the TT more than a hint of racecar about its car/user interaction.

SAFETY
From an active safety perspective, first and foremost the new TT is an improvement on its predecessor simply by virtue of the fact that it is so solid and stable on the road.

The new model's very stiff, largely aluminium Space Frame body makes it commendably rigid and predictable in terms of how it handles.

While the 2.0-litre is front-driver, the V6 features Audi's renowned quattro drivetrain ensuring that torque is distributed between both axles where and when it is needed most for the best traction. Under normal driving 85 per cent of the torque is directed to the front wheels but under extreme circumstances, it can put up to 100 per cent of the diving force through either front or rear axles.

Both models also come standard with ESP stability and traction control and anti-lock brakes.

On the passive safety front, there are four airbags -- dual stage front bags for driver and passenger and seat-mounted side airbags.

The only niggle in the safety department is the very hard and unpadded side roof rail that sits uncomfortably close to your head.

COMPETITORS
As a German prestige sports car, the most obvious competitors in the segment are the new BMW straight six 3.0si Z4 Coupe (which undercuts the turbo four TT by $1000) and the Mercedes Benz SLK -- which is more expensive starting at $85,300 for the supercharged 2.0-litre 200K… But you do get a folding steel roof that makes it a convertible as well.

Others to consider would be the new Alfa Romeo 2.2-litre four and AWD 3.2 V6 Brera, Chrysler Crossfire (based on the first generation Mercedes SLK), and Nissan's 3.5-litre V6 350Z.

The first TT had a fair degree of love-it or hate-it to its styling. The new car tends to elict a softer reaction from those who don't like it and no less effusive praise from those who do. This suggests that the new car might be 'shopped' by a wider range of buyers.

Open-air TT aficionados won't have too long to wait for the roadster version to appear. It will certainly be Down Under in time for next Spring.

To check out the specifications of the new TT models and some of their competition click

While its engines are not overly endowed in terms of pure numbers, it is the combination of their tractability with a superbly balanced chassis and light weight (despite being bigger than the first generation model, both versions are lighter with the V6 tipping the scales at just 1410kg) that make the TT an eminently enjoyable car to drive.

Off the line, the V6 is strong and smooth delivering its power in a very linear fashion. It doesn't feel as quick as the BMW Coupe but it will keep pulling smoothly all the way through to the 6500rpm redline if you hold the gears in manual mode. What is probably more impressive, however, is its midrange strength with overtaking simply requiring a decent prod of the right foot to drop a couple of ratios for the car to surge ahead without a moment's thought.

The twin-clutch automatic DSG-style gearbox is very smooth and efficient and doesn't have any trouble in ensuring the right gear is chosen for the conditions. If you do want to shift it manually, the paddles are well-placed for easy use and the response is quick and effective.

The turbocharged four-cylinder TT doesn't have the charismatic engine note of the narrow-angle V6, but the engine is no less competent.

Happy to pull from walking pace and possessed of a remarkably flexible midrange, the four is raspy and sounds like its working hard than it is. We wished for a hint of the old five-cylinder quattro's warble but aural issues aside, coupled to the sweet-shifting short-throw six-speed manual, it's a very impressive engine.

Fourth gear is the default setting in more open going, and tight mountain pass roads rarely need anything other than third. The sheer pace of the car with 'just' 147kW is impressive.

Probably the greatest improvement of the new TT, however, is in the ride and handling. The ride is definitely on the firm side and while you will notice rougher roads through the seat base, corrugations and bigger bumps are well enough damped that it is never uncomfortable.

The payoff for the stiff ride is very competent and confidence-inspiring handling. With such a well-sorted chassis, you feel that this car could handle a lot more power.

Pushing hard through corners, both the front-wheel drive and quattro versions sit very flat and are not upset by mid-corner bumps maintaining a high degree of composure.

CarPoint's V6 test route took us west from Melbourne through to Port Campbell on the south west coast across some very poorly maintained C-grade roads. On undulating cut-up surfaces, the car felt supremely stable with enough compliance to ensure it was well and truly planted on the road.

The quattro drivetrain offered an abundance of grip and in the dry conditions, getting the ESP to intervene was nigh-on impossible. The steering too was a marked improvement with tight and direct turn-in and a decent amount of feel and feedback through the wheel.

We drove the front-wheel drive TT over a period of a week and took in some of our favourite roads to the east of Melbourne. Arguably a little sharper in turn-in and a touch more tail happy than the all-paw example, the entry-level TT is no less satisfying to drive hard. Turn off the safety nannies and it's possible to induce a degree or five of oversteer with sharp off-throttle turn-ins. Far from being disconcerting, however, this highlighted the nimble nature of the base TT. This is without doubt Audi's best front-wheel-drive chassis yet.

Our four also featured the trick magneto-rheological dampers -- as used by Ferrari and, er… HSV. There's a noticeable difference in damping quality across the standad and sport settings -- so much so that we tended to leave the shockers in the standard setting for 95 per cent of the time. The Sport setting will no doubt be great for drive days, but the choppiness of the rode around town was wearying.

The brakes on both models are impressively powerful -- a fact we proved when an errant CRV decided to turn into the path of our red front-wheel driver during one spirited mountain strop. Alas they weren't perfect --  at low speeds around town we found that the V6 tester's brakes tended to grab a little making smooth stopping from suburban speeds a bit more challenging.

Overall, the TT has progressed substantially in its transformation to a second generation product. We'd opt for the TT over its arch-nemisis, the Z4 Coupe -- the nod going to the Audi for better open road comfort and (surprisingly, given how critical we've been of Audi's steering calibration) sweeter steering response.

Indeed, with its newfound driving dynamics, the TT is now as good a car to drive as it is to look at.