Exclusive AudiWorld Forum Review - "AUDI TT: THE REBOOT"
04-02-2007, 11:06 PM
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AudiWorld Senior Member
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Exclusive AudiWorld Forum Review - "AUDI TT: THE REBOOT"
AUDI TT: THE REBOOT
<img src="http://pictureposter.audiworld.com/22060/tt32q_34cu_med.jpg">
One of the most highly anticipated cars of recent memory has finally landed on American soil, and I had the opportunity to drive it's current top-range version of the all-new 2008 Audi TT. The experience left me surprised and enlightened, as the redesign was not at all what I had expected.
I came with some fairly loaded expectations. How would this new interpretation compare to the original Bauhaus objet-d'art that caused such a stir late last century? Would it recapture the original's retro-chic appeal? Will it actually look better, or worse? How will its drive compare?
What I quickly discovered is that this new iteration is not an evolution of the original as much as it is a complete reboot. And this is a very good thing. Read on...
THE DESIGN
The new TT has obviously received its share of raves in the press for its aggressive good looks. From Top Gear and Fifth Gear (both naming it their Car of the Year), to Car & Driver and Edmunds, the new TT's design is lavished with praise, often being called superior to the original. It has also received criticism, most often from MK1 drivers, for falling short of the original's breakthrough design and auto industry impact. So which one is it? Design triumph or letdown? Some may say it's based on taste, claiming the new design is more `conservative'.
I think it's based on perspective.
<img src="http://pictureposter.audiworld.com/22060/tt32q_front_med.jpg">
The new TT is, to me, so different in its purpose that is almost incomparable to the original. Don't be fooled by the new TT's evolutionary design motifs that have been carried over from the previous generation; this is an entirely different car, both in intent and execution. These are inherently different cars at their cores, one being an exercise in auto design purity, while the other a focused premium performance machine. So it's almost pointless to compare the original TT to the latest model because of their intrinsic differences, but I'll nonetheless try.
Yes, the shoulder line is almost identical to the MK1, complimented by similarly shaped wheel arches. Although these surviving contours cleverly link the MK2 to the now classic original, the similarities end there. The new TT's very essence is something the original considered a second-place attribute: to be a focused sports car. Everything about the new car's design, inside out, reinforces this.
<img src="http://pictureposter.audiworld.com/22060/tt32q_tophlight_med.jpg">
The exterior reflects this single-mindedness by inducing aggression in all aspects of its design. Although slightly taller, the new TT sits lower and wider, resulting in a `hunkered down' stance. Its face is no longer a sad-eyed mirror of its behind, but rather sees through elongated cat-like headlights housing an exquisite headlight assembly. Follow the body's contours carefully and you'll see enlightened design. Creases and shut-lines flow with logic and purpose. Contours are simplified and combined. Yet where the old TT's shapes were tempered by formality, the new model's are energized by a sense of speed and aggression.
If the new TT were an animal, it would be represented well as a wild cheetah. Sleek, fast, and powerful. The MK1 would comparatively be characterized as more of a domesticated cat; perhaps a beautiful prize-winning Persian. Although both felines, the animals actually have very little in common. The same can be said for the new TT versus its predecessor.
The new TT looks sleek yet aggressive, premium yet track-ready. All this is encompassed in a shape that is clean, simple, and yes, iconic in its own right.
THE INTERIOR
The cockpit is where the new model visually differs most from its original. Whimsical concept-car touches, such as the pretty but useless `TT' embossed aluminum faceplate, were entirely deleted in favor of a more focused high-performance aesthetic. Audi decided to completely drop the original cockpit's striking retro sci-fi cuteness to concentrate on a true sports-car environment. This has obviously put-off some MK1 purists, but what it's gained is a focused driving environment that boasts utterly impeccable ergonomics. You sit way down low in the cockpit. Radio and climate controls are perfectly placed, and most importantly, the gorgeous flat-bottomed steering wheel allows perfect race-car caliber reach and grip. The lower seats and larger cockpit allow for a far less closed-in feeling than the original TT.
Measuring 6', 1", I was surprised to see that I actually had more headroom in the TT than I did in my A4 sedan. Thankfully the interior also manages to retain Audi's now expected stellar build quality. However some aluminum-look materials are downgraded from the previous generation's more opulent metal accents. Like the exterior, the cockpit's lines are looser and more minimal yet at the same time more complex and aggressive. Simple angles and perfect circles give way to compound curves and flowing, uninterrupted seams. Opting for a two-tone treatment and the extended leather package easily bestows this Audi with the best-looking interior in its segment.
Simply put, the new TT's cockpit fits like a glove, with its soul fashioned more from a German racetrack than a Pasadena design studio.
<img src="http://pictureposter.audiworld.com/22060/tt32q_34_med.jpg">
THE DRIVE
The configuration was the current top-end for the coupe: a 3.2 quattro with DSG and magnetic ride.
The exhaust note as heard from the outside resembled the high pitch burble of a Porsche Boxter. This was the first clue that this was to be a very different TT. Getting in the car was surprisingly easy, probably due to the car's lower seat, flat-bottomed steering wheel, and its overall larger interior. Once inside, everything felt just right. I first brought the seat up (using the very welcome electric seat adjustments), because it felt so low for a TT. It was at around that time that it dawned on me that this was in fact nothing like the previous TT. A better comparison would be a high performance coupe like a BMW Z4, but with superior craftsmanship and more space.
First stepping on the gas from the lot to the street instantly reminded me that, as good as the S-Tronic is, it's no manual. I've become accustomed to modulating the clutch to deliver smooth transitions between gears. But with the DSG, it lurched slightly forward after slowly pressing the throttle at low speed. I had less control than I got used to over the subtleties of engine management. It's actually not a criticism of the DSG, which is brilliant. It's just that there's currently no way to get a full manual experience from a transmission with limited clutch control.
At speed I abused the paddle shifters a bit. Most of the shifts were instantaneous. However there were a few slight delays, presumably due to that gear not being pre-selected. Accelerating in auto mode was sensational; very smooth and very fast.
The S-Tronic is a tough choice for me. Although I instinctively prefer the connection to the engine that a manual tranny offers, a DSG may end up being my preferred choice over the long haul. The ability to keep my hands on the steering wheel while paddle-shifting, coupled with the DSG's overall superior performance puts me on the fence. I'll be testing this dual-clutch marvel some more before I make up my mind on what my next car will have as its shifter.
The suspension was similar to my A4's S-Line ride in terms of comfort, but exhibited far more stability in every direction when pushed. The car remained perfectly flat, no matter how much you tossed it around. In my view there really is no need for an aftermarket suspension with a setup this dynamic and flexible.
The single mechanical disappointment of the new TT is the carryover 3.2 liter 6 cylinder engine from the previous TT. You can sense the weight of its steel-bodied block and can also detect the lack of low-end torque that the smaller but more advanced 2.0T FSI delivers. I'm almost certain that the much lighter 4-cylinder turbo TT feels faster and more nimble despite its technically lower horsepower numbers.
Despite the engine, the car was a superb performer. Taking curves quickly was a revelation. I have never been in an Audi that felt so neutral. Aggressive turns felt as good as a Porsche, but with even more grip. Unlike the A3 3.2 quattro I recently tested, the TT's AWD exhibited virtually no wheel spin at high-speed cornering; surely a combination of its improved torque distribution and aluminum intensive frame.
The overall effect of the driving experience was profound. The new TT is now a true sports car, pure and simple. As a bonus, its refinement and style work beautifully to support this high ideal.
And for this, I feel that the MK2 TT is more of a brand new model for Audi than a mere redesign.
<img src="http://pictureposter.audiworld.com/22060/tt32q_34cu_med.jpg">
One of the most highly anticipated cars of recent memory has finally landed on American soil, and I had the opportunity to drive it's current top-range version of the all-new 2008 Audi TT. The experience left me surprised and enlightened, as the redesign was not at all what I had expected.
I came with some fairly loaded expectations. How would this new interpretation compare to the original Bauhaus objet-d'art that caused such a stir late last century? Would it recapture the original's retro-chic appeal? Will it actually look better, or worse? How will its drive compare?
What I quickly discovered is that this new iteration is not an evolution of the original as much as it is a complete reboot. And this is a very good thing. Read on...
THE DESIGN
The new TT has obviously received its share of raves in the press for its aggressive good looks. From Top Gear and Fifth Gear (both naming it their Car of the Year), to Car & Driver and Edmunds, the new TT's design is lavished with praise, often being called superior to the original. It has also received criticism, most often from MK1 drivers, for falling short of the original's breakthrough design and auto industry impact. So which one is it? Design triumph or letdown? Some may say it's based on taste, claiming the new design is more `conservative'.
I think it's based on perspective.
<img src="http://pictureposter.audiworld.com/22060/tt32q_front_med.jpg">
The new TT is, to me, so different in its purpose that is almost incomparable to the original. Don't be fooled by the new TT's evolutionary design motifs that have been carried over from the previous generation; this is an entirely different car, both in intent and execution. These are inherently different cars at their cores, one being an exercise in auto design purity, while the other a focused premium performance machine. So it's almost pointless to compare the original TT to the latest model because of their intrinsic differences, but I'll nonetheless try.
Yes, the shoulder line is almost identical to the MK1, complimented by similarly shaped wheel arches. Although these surviving contours cleverly link the MK2 to the now classic original, the similarities end there. The new TT's very essence is something the original considered a second-place attribute: to be a focused sports car. Everything about the new car's design, inside out, reinforces this.
<img src="http://pictureposter.audiworld.com/22060/tt32q_tophlight_med.jpg">
The exterior reflects this single-mindedness by inducing aggression in all aspects of its design. Although slightly taller, the new TT sits lower and wider, resulting in a `hunkered down' stance. Its face is no longer a sad-eyed mirror of its behind, but rather sees through elongated cat-like headlights housing an exquisite headlight assembly. Follow the body's contours carefully and you'll see enlightened design. Creases and shut-lines flow with logic and purpose. Contours are simplified and combined. Yet where the old TT's shapes were tempered by formality, the new model's are energized by a sense of speed and aggression.
If the new TT were an animal, it would be represented well as a wild cheetah. Sleek, fast, and powerful. The MK1 would comparatively be characterized as more of a domesticated cat; perhaps a beautiful prize-winning Persian. Although both felines, the animals actually have very little in common. The same can be said for the new TT versus its predecessor.
The new TT looks sleek yet aggressive, premium yet track-ready. All this is encompassed in a shape that is clean, simple, and yes, iconic in its own right.
THE INTERIOR
The cockpit is where the new model visually differs most from its original. Whimsical concept-car touches, such as the pretty but useless `TT' embossed aluminum faceplate, were entirely deleted in favor of a more focused high-performance aesthetic. Audi decided to completely drop the original cockpit's striking retro sci-fi cuteness to concentrate on a true sports-car environment. This has obviously put-off some MK1 purists, but what it's gained is a focused driving environment that boasts utterly impeccable ergonomics. You sit way down low in the cockpit. Radio and climate controls are perfectly placed, and most importantly, the gorgeous flat-bottomed steering wheel allows perfect race-car caliber reach and grip. The lower seats and larger cockpit allow for a far less closed-in feeling than the original TT.
Measuring 6', 1", I was surprised to see that I actually had more headroom in the TT than I did in my A4 sedan. Thankfully the interior also manages to retain Audi's now expected stellar build quality. However some aluminum-look materials are downgraded from the previous generation's more opulent metal accents. Like the exterior, the cockpit's lines are looser and more minimal yet at the same time more complex and aggressive. Simple angles and perfect circles give way to compound curves and flowing, uninterrupted seams. Opting for a two-tone treatment and the extended leather package easily bestows this Audi with the best-looking interior in its segment.
Simply put, the new TT's cockpit fits like a glove, with its soul fashioned more from a German racetrack than a Pasadena design studio.
<img src="http://pictureposter.audiworld.com/22060/tt32q_34_med.jpg">
THE DRIVE
The configuration was the current top-end for the coupe: a 3.2 quattro with DSG and magnetic ride.
The exhaust note as heard from the outside resembled the high pitch burble of a Porsche Boxter. This was the first clue that this was to be a very different TT. Getting in the car was surprisingly easy, probably due to the car's lower seat, flat-bottomed steering wheel, and its overall larger interior. Once inside, everything felt just right. I first brought the seat up (using the very welcome electric seat adjustments), because it felt so low for a TT. It was at around that time that it dawned on me that this was in fact nothing like the previous TT. A better comparison would be a high performance coupe like a BMW Z4, but with superior craftsmanship and more space.
First stepping on the gas from the lot to the street instantly reminded me that, as good as the S-Tronic is, it's no manual. I've become accustomed to modulating the clutch to deliver smooth transitions between gears. But with the DSG, it lurched slightly forward after slowly pressing the throttle at low speed. I had less control than I got used to over the subtleties of engine management. It's actually not a criticism of the DSG, which is brilliant. It's just that there's currently no way to get a full manual experience from a transmission with limited clutch control.
At speed I abused the paddle shifters a bit. Most of the shifts were instantaneous. However there were a few slight delays, presumably due to that gear not being pre-selected. Accelerating in auto mode was sensational; very smooth and very fast.
The S-Tronic is a tough choice for me. Although I instinctively prefer the connection to the engine that a manual tranny offers, a DSG may end up being my preferred choice over the long haul. The ability to keep my hands on the steering wheel while paddle-shifting, coupled with the DSG's overall superior performance puts me on the fence. I'll be testing this dual-clutch marvel some more before I make up my mind on what my next car will have as its shifter.
The suspension was similar to my A4's S-Line ride in terms of comfort, but exhibited far more stability in every direction when pushed. The car remained perfectly flat, no matter how much you tossed it around. In my view there really is no need for an aftermarket suspension with a setup this dynamic and flexible.
The single mechanical disappointment of the new TT is the carryover 3.2 liter 6 cylinder engine from the previous TT. You can sense the weight of its steel-bodied block and can also detect the lack of low-end torque that the smaller but more advanced 2.0T FSI delivers. I'm almost certain that the much lighter 4-cylinder turbo TT feels faster and more nimble despite its technically lower horsepower numbers.
Despite the engine, the car was a superb performer. Taking curves quickly was a revelation. I have never been in an Audi that felt so neutral. Aggressive turns felt as good as a Porsche, but with even more grip. Unlike the A3 3.2 quattro I recently tested, the TT's AWD exhibited virtually no wheel spin at high-speed cornering; surely a combination of its improved torque distribution and aluminum intensive frame.
The overall effect of the driving experience was profound. The new TT is now a true sports car, pure and simple. As a bonus, its refinement and style work beautifully to support this high ideal.
And for this, I feel that the MK2 TT is more of a brand new model for Audi than a mere redesign.
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