First Drive Review
When Audi conceived the TT in the mid-1990s, it knew it had a game-changer on its hands. The little coupe came into a virtually deserted segment and it served as a statement of Audi's commitment to design and precision engineering. An offspring of the VW Golf IV's PQ34 platform, the TT was shaped by a number of high-profile designers, including Freeman Thomas, Romulus Rost, Claus Potthoff, Marc Florian, and others. Peter Schreyer joined Audi at the end of the project. Engineering head Ulrich Hackenberg, now back in Ingolstadt after serving as head R&D man at VW, pushed it through with the support of Ferdinand Piëch. The concept blew minds at the 1995 Frankfurt auto show. Like no other car, it established Audi's credentials in the world of design.
The second-generation TT, launched in the 2006 calendar year, was a better vehicle in many respects, but it lacked the uncompromising style of the original. Now Audi is attempting to recapture that original spirit with the third generation, which is launching in Europe right now. The new TT is about one year away from arriving in the U.S.
While the least powerful engine in European versions is a 184-hp 2.0-liter TDI, U.S. customers will see at least 220 horsepower and 270 lb-ft of twist from a standard EA888 2.0-liter gasoline turbo. Despite the relatively modest power rating, the TT charges forward with zeal, in part thanks to its near-3000-pound curb weight. The second-generation TT tipped the scales some 200 pounds lighter than the first-gen version, and now the third-gen TT has dieted hard to lose another 90. The sprint from zero to 62 mph takes about 5.3 seconds according to Audi, while the top speed is a full 155 mph. The only available transmission for the U.S. version will be a six-speed dual-clutch automatic, and Quattro all-wheel drive will be standard.
While the TT feels quick, there is slight turbo lag, albeit effectively masked by the swift action of the dual-clutch gearbox. Push the touchy gas pedal and this Audi hisses and whooshes forward in a rush. The TT turns into corners eagerly with very little understeer, and the Sport setting of the stability-control system allows for considerable drift angles before intervening. The electrically boosted power steering is wonderfully precise and nicely weighted; it's one of the best we've driven.
There is no hiding the fact that the TT has the bones of more mas-market cars, however. Its seating position is a bit higher than that of, say, a Porsche Cayman or a BMW Z4. But while this may detract from an extreme sports-car feeling, it helps visibility. But make no mistake, there is no confusing the TT for an A3 from the inside, as the interior, in the spirit of the first TT, is a design showcase. Audi has simplified and decluttered the dashboard, eliminating the central display in the process. All information, including the navigation map, is now directly in front of the driver, on an ultra-high-quality TFT display that renders almost every other in-car screen obsolete. One trick sees a huge map digitally dismiss the tach and speedometer to the outer corners of the screen.
The HVAC controls, as well as the heated-seat controls, are hidden in the five air vents. And the MMI infotainment system, which now features the brand’s touch-pad interface, can also be operated from the steering wheel. The ultra-clean interior looks futuristic and is free of distractions. Co-drivers may complain about the lack of a central screen, but this is a sports car, right? As for rear accommodations, we suggest just folding those seats down for the extra cargo space; for adults, the claustrophobic rear compartment is an imposition. (Not that Audi promises much. It says the rear seats aren’t recommended for anyone above four feet, nine inches tall.)
The Audi TT will come to the U.S. in mid-2015 as a 2016 model; we estimate its base price will be just north of $40,000. With the emphasis on a return to the TT’s innovative design roots, Audi is looking to field a game-changer once again.
