7 February 2011
You may not recognise it at first glance, but Audi's TT is back, with an all new platform and striking new look. While there's hints of the original in the roofline and rear quarter glass, much has changed. The sausage like effeminateness of the out going TT has given way to a sharper, more athletic shape in the new model.
The new looks should prove more popular with men and women alike, and Audi New Zealand's General Manager, Glynn Tullock suggests around 40 new TT's; available in either 2.0 litre turbo front drive, or 3.2 litre AWD will be sold before year's end. This will climb to around 100 units a year when the convertible variants join the fray in 2007.
Utilising Audi Space Frame (A.S.F) technology, comprising of 69 percent aluminium construction the TT is larger, but lighter than it's predecessor. 78mm wider, 137mm longer, with an increase in interior length of 75mm and shoulder room of 29mm the vehicle's dimensions have grown considerably, though the sleek roofline means the coupe remains a 2+2 only.
Two rear occupants up to 1.5 metres tall can fill the back seats, any taller and it becomes a squeeze.
The cabin is less bare bones pseudo racer than before, making it more civilised and luxurious, disappointingly though the handbrake and centre console positioning does not cater ideally for the right hand drive market, but this was the only niggle with the well crafted interior. A flat-bottomed sports steering wheel and chrome lashings around the place retain a sporting flair, the V6 Quattro range-topper also receives tasteful real metallic trimmings across the dash and door grabs.
Audi's technology inspired ethos, Vorsprung Durch Technik ensures advancements through technology abound throughout the two models, the most curious of which is the new Magnetic Ride Control (MRC) suspension, standard on the V6, but available as a cost option on the entry level 2.0 also.
Shock absorbers control the speed at which the suspension's spring compress and recoil by squeezing the shock's internal fluid through restrictive valving. Altering electronically controlled valving creates softer or harder dampening effects; this is how previous adaptive ride systems have worked.
MRC works on the principal that thicker oil cannot pass through valving at the same rate as a more fluid like equivalent, and alters the viscosity of the shock's internal oil. The valving assembly of the MRC Magneto-Rheological damper contains electromagnets that cause minute magnetic particles (3-10 micrometers in diameter) in the synthetic oil to align nearer the valve, changing the 'thickness' of the oil, and the firmness of the ride.
The result is instantly perceivable to the driver when the MRC switch is activated, changing from mild mannered and comfy to firm and sporty in the blink of an eye. A fantastic system, though perhaps overkill in the TT application, as we found the rigid chassis and standard suspension set-up in the base 2.0 litre model more than capable over tightly twisting back roads at the vehicle's press launch last week.
The 2.0 litre engine also impressed, producing only 147kW to the V6's 184kW the turbocharged four still reaches 100km only 0.7 seconds behind its bigger brother. It offers great fuel efficiency as well, thanks to its proven Fuel Stratified Injection system (TFSI) 7.7 L/100kms the claimed average consumption.
The V6 has lost the guttural soundtrack it had in the previous model, once a source of great amusement setting off car alarms at the mere turn of a key in an underground car park, now seems muted by a veil of political correctness. It doesn't need to work as hard as the turbo to get you moving, with 320Nm of torque (2.0 TFSI produces 280Nm) and the grippy Quattro system is a benefit especially in the wet, but our pick of the range would have to be the sprightly, and delightfully sonorous 2.0 litre TFSI.
A manual six-speed is offered with both engine choices, or you can opt for the brilliant S-Tronic electronic manual gearbox, which bangs through the ratios more rapidly, shaving 0.2 seconds off the 0-100km/h sprint. S-Tronic was previously known as a Direct Shift Gearbox (DSG) in other Audi applications, it would appear the technology is being rebranded with less anorak overtones for the TT.
When pressing on, the Porsche-like rear end protrudes a small rear spoiler for added downforce; the spoiler can also be activated via a switch in the cockpit for those who like the look.
The advanced nature of the vehicle's part alloy, part steel underpinnings will also mean collision repair for the TT is very specialised and currently only one repairer in Auckland is equipped to take on the task. All the more reason not to crash, though should an accident be unavoidable, three ISOFIX child restraints, dual-stage front airbags and side airbags aid occupant safety; ABS, ESP and Brake Assistance (BAS) are also predictably standard.
The three-pedalled manual 2.0 TFSI starts at $79,900, with the S-Tronic variant adding $4000. The smaller-engined TT will prove more than competent for most purchasers, and delivers a thoroughly rewarding driving experience. The V6 Quattro is perhaps best left for brand enthusiasts, it is priced $100,900 for the manual, $104,900 for the S-Tronic.