Between the model-year 2007 debut of Audi's first-ever sport-utility vehicle, the Q7, and the impending arrival of its mid-engine R8 supercoupe (slated for September '07), it might be easy to gloss over an updated existing model. It would be a shame, however, to give short shrift to the 2008 TT, the brand-new second generation of Audi's entry in the premium sporty/performance segment. Aside from completely fresh styling, the automaker has imbued its small sports coupe and convertible with new body engineering, an excellent turbocharged four-cylinder engine, and an expanded list of luxury and convenience options.
Recall that the market for "affordable" sports cars was first plumbed in 1990 by the Mazda Miata (now MX-5. German manufacturers--Audi included--were lured into the field later in the decade. Their cars were more expensive than the Miata, but provided more power and features, which took the concept to a new level. About a year after its European debut, the first-generation Audi TT reached America in spring 1999 as a 2000 model. It persisted in its original form into 2006, and then took a brief breather until the '08 model arrived in April of this year.
 Audi's TT took a model-year break and is back for 2008 again in coupe and convertible form. |
New Styling
The original TT was recognizable thanks to its highly symmetrical Bauhaus-inspired circles-and-curves styling theme. The second-generation TT still sports pronounced flares over the wheel openings, circular air vents still punctuate the instrument panel, and convertible passengers continue to be protected by tall "horseshoe" rollover bars behind their seats.
The rest of the new car's appearance is substantially changed. We're told that Audi's German and U.S. styling studios both created concepts for the new TT and that the car that emerged was primarily the European design with some details taken from the American proposal.
Adoption of the marque's signature deep "single-frame" grille makes it clear that the TT is an Audi. Thanks to a sharply cut crease at the car's "shoulder" and another forceful line that runs low on the body between the wheel arches, the '08 model appears less slab-sided than before. The little spoiler that used to crown the decks of TTs is gone, but its function has been replaced by a wing that rises automatically at 75 mph and retracts back into the decklid when speed falls below 50 mph.
The coupe continues as a hatchback, but has more of a fastback slope to the roof than the previous version and, in fact, calls to mind the look of the Porsche 911. The new coupe is marginally taller than the old one, which may help explain why it's easier to get in and out without any scalp scraping. Staggered lamps give a three-dimensional effect to the taillights.
Interior design has evolved from the mechanistic look of the original TT cabin. A reshaped hood again shields large round dials for the analog speedometer and tachometer, but a digital speedometer readout between these gauges is new. Also new is a three-spoke leather-wrapped steering wheel with a flat bottom, a racing-derived touch that makes a little extra room for the driver's legs. The coupe is technically considered a 2+2 with small rear seats best suited for the preteen set--or, better yet, extra cargo when the 50/50 split-fold seatbacks are lowered. The convertible is a true two-seater. A fast-acting power fabric top is standard with V6-powered TT convertibles and can be ordered at extra cost for cars with the turbo four. The power top can be raised with the car in motion up to 25 mph.
Beneath the Surface
The new sheetmetal hangs on an updated Audi Space Frame (ASF) body shell. The fourth-generation ASF employed on the '08 TT is the first to mix aluminum and steel components in an effort to save weight while maintaining strength.
 The second-generation TT still sports pronounced flares over the wheel openings, circular air vents still punctuate the instrument panel, and convertible passengers continue to be protected by tall "horseshoe" rollover bars behind their seats. |
Coupe bodies consist of 69 percent aluminum, with most of their steel concentrated at the rear of the floor panel and in the doors and rear hatch. Convertible bodies are made up of 58 percent aluminum; among the components that increase their steel content is a cross-body bulkhead that runs behind the seats for added rigidity. (Audi says its tests show that the new convertible is more rigid than even the first-generation TT coupe. Our preview drives of open cars on twisty and undulating roads exposed little in the way of body flex.)
Compared to their forebears, the new coupe is 166 pounds lighter and the convertible saves 188 pounds--this despite the fact that wheelbase is increased by 1.8 inches (to 97.2 inches), total length is extended 5.4 inches (to 164.5), and width grows by 3.1 inches (to 72.5). Weight distribution in coupes is 57 percent front, 43 percent rear; convertibles have a more nose-heavy 60/40 split.
Front and rear suspensions attach to separate subframes. The front suspension is a McPherson strut design and the rear is a new four-link setup with longitudinal links that absorb acceleration and braking forces, plus three rigid transverse links per wheel that channel lateral forces into the body shell. A wider track and a center of gravity lowered by 0.4 of an inch enhance handling.
The electromechanical power steering is light (some drivers might long for a bit more road feel) but still responsive and precise. Optional Magnetic Ride Control shock absorbers allow drivers to select their choice of ride firmness. At the touch of a console button, an electric charge is sent through a special fluid in the shocks that contains microscopic magnetic particles. This almost instantly changes the viscosity, and thus the damping characteristics, of the fluid. With the system switched on, ride is perceptibly firmer, but not jarring.
Power Sources
The new TT's engine choices are plucked from the existing Volkswagen/Audi stable, but one--the turbocharged 2.0-liter four--is new to the Audi sportster. This twin overhead-camshaft engine turns out 200 horsepower at 5100 rpm and 207 pound-feet of torque at 1800 rpm. Featuring Audi's gasoline direct-injection technology, the engine was named "Engine of the Year" for 2005 and '06 by an international panel. In the TT, this responsive powerplant replaces a 1.8-liter turbo four that was available in two states of tune.
 The new TT's engine choices are plucked from the existing Volkswagen/ Audi stable, but one--the turbocharged 2.0-liter four--is new to the Audi sportster. |
The four is available only with the Audi's S tronic sequential manual transmission (which also can function in fully automatic mode) while the V6 can be had with either the S tronic or a conventional manual transmission. Both gearboxes are six-speed units. The dual-clutch S tronic can be operated in manual mode either by tapping on the shift lever or on paddles mounted behind the steering wheel. TTs with the four-cylinder engine are only available with front-wheel-drive, while cars with the V6 all feature Audi's quattro all-wheel drive. In normal use, quattro directs 85 percent of available torque to the front wheels, but can transmit as much as 100 percent to either axle as conditions dictate.
As for 0-60-mph acceleration, Audi claims TTs with the turbo four will hit the mark in 6.1 seconds, while V6s will do it in 5.5 seconds with the manual transmission and 5.3 seconds with S tronic. EPA mileage estimates for combined city/highway driving are 26 mpg for the 2.0T coupe, 25 mpg for the 2.0T convertible, 20 mpg for the V6 with S tronic, and 19 mpg for the V6/manual combo.
What You Get
Aside from the equipment already mentioned, major standard features include traction control; a limited-slip differential; front, side, and knee air bags; antilock disc brakes with brake assist; an antiskid system; air conditioning with automatic climate control; power windows and door locks; AM/FM/CD/MP3 audio systems; and 17-inch wheels. V6 models also get heated 10-way power seats, steering-wheel radio controls, and rain-sensing windshield wipers.
Starting prices for the new TT range from $34,800 to $45,900, or about $900 to $2,300 more than the '06s. However, prices for some of the cars we tested topped $50,000 with options, which put them in the realm of harder-core sports cars like the BMW Z4M and Porsche Boxster. Comfort and style options dominate the TT's list of extra-cost items. Among them are "Enhanced" and "Exclusive" interior packages (including the "baseball-glove" upholstery offered in first-generation convertibles), an in-dash navigation system, iPod interface, bi-xenon headlights that turn up to 15 degrees during cornering, and more. With the new TT, Audi is clearly banking on the notion that not everyone willing to spend $50,000 or more for a high-image two-seater is interested solely in at-the-limit performance.
 Starting prices for the new TT range from $34,800 to $45,900, or about $900 to $2,300 more than the '06s. |