Released in April 2007 as a 2008 model, the second generation Audi TT is built on a newer platform than its predecessor. Though larger than the previous model, which shared its platform with several VW models, it's actually lighter due to the increased use of aluminum.
The car we tested has a name that's a real mouthful: the Audi TT Roadster 3.2 quattro MT6. At first blush, the new Roadster's controls seemed too light, particularly the clutch and electrically assisted steering, while the relative stiffness of the earlier car's controls felt more involving and communicative. But it didn't take long to acquire the taste and start driving the new TT with a fluid, effortless, almost fingertip style.
The car's capabilities soon became apparent and easy to exploit. Or not exploit. Almost no throttle at all is required when engaging the clutch, so the car can move smoothly at walking speed in first gear, ready to leap or step out slowly as commanded. This is a result of relatively short final-drive gearing and well sorted out throttle control software.
The base engine in this car is the familiar VW/Audi 2.0L turbocharged four-cylinder with direct fuel injection, generating 200 hp between 5,100 and 6,000 rpm and 207 foot-pounds of torque between 1,800 and 5,000 rpm. Our Roadster had the (ubiquitous) 3.2L VR6 with port fuel injection, generating 250 hp at 6,300 rpm and 236 foot-pounds between 2,500 and 3,000 rpm.
The bigger engine is smoother and more powerful at high speeds, and the exhaust system delivers a nice V6 rasp that urges the driver to keep the revs up and enjoy the sound. But the wide, flat torque curve of the 2.0L is a joy to use around town, and we would gladly trade the high-end power of the VR6 for the lower weight and better gas mileage of the smaller engine.
Although it's larger than the old car, the new TT is actually lighter due to the increased use of cast aluminum in the chassis. It's also stiffer, but in the Roadster (in name only, because technically a 'roadster' has no top at all), bumps in the road naturally sent minor quivers through the entire car, reminding us that a convertible will never be as stiff as a coupe.
The Roadster quattro (all-wheel-drive) weighs a relatively svelte 3,262 pounds, and the weight feels low and centered even from the passenger seat, which usually makes the ride feel more controlled. Ride quality is also improved by Audi's optional "magnetic ride suspension," which is a misleading term. Actually it's the same suspension on every car, but the premium package uses a new type of adjustable shock absorber.
In conventional adjustable shock absorbers, damping action is adjusted by a mechanical valve that changes the size of a fluid flow orifice. On these shocks, the orifice remains fixed while a computer adjusts the strength of a magnetic field surrounding the orifice. This changes the viscosity of the special hydraulic fluid flowing through the orifice. General Motors introduced this technology in 2002 as the MagneRide Suspension, and it's been slowly catching on with other carmakers. Compared with mechanically adjustable shocks, this setup offers less complexity, better reliability and extremely fast reaction times.
The look of the new TT is not quite as distinct as the earlier model, mostly because it shares more of a family resemblance with its Audi siblings. Still, the interior is rich, sophisticated and very appealing. The Premium Package boosts the price to $44,900 (the base model Roadster starts at $36,800), and includes a Sirius radio/Bose sound system with an iPod input.
With the factory navigation system, the CD changer is moved from the dash to the glove box, but some equipment combinations eliminate the CD changer completely. Also included are Bi-Xenon "adaptive" headlights (the beam moves with the steering wheel), Bluetooth phone preparation, heated seats and 19-inch wheels.
Judging from the previous model, the aftermarket for this car will develop slowly, mostly due to the vehicle's price range being out of the typical new-car aftermarket demographic.
Still, there are already some items on the market: stainless steel brake lines, performance kits for the Haldex coupling (which acts as a center differential in the quattro system), stiffer springs and shocks and, of course, a wide selection of wheels.
The VR6 engine has been around long enough for the aftermarket to develop high-performance software, and high-performance intake and exhaust systems are also easy to find. Audi itself offers boutique items like exhaust tips and license plate frames, plus more practical items like ski racks and car covers.
The new Audi TT may not have as much character as the previous model, but we expect it will enjoy a similar market appeal. Only time will tell if the aftermarket agrees.
