September 20, 2008
FTLOD Review:
2008 Audi TT 3.2 quattro
By John LeBlanc

Gallery: 2008 Audi TT 3.2 quattro

As an iconic chunk of automotive couture, no one can deny the influence of the original Audi TT’s bold and character-filled design.

Debuting in concept form in 1995, then in showrooms three years later, the TT gave Audi a much needed halo car when the German automaker’s lineup was filled with conservatively coiffed sedans and wagons. The TT’s design influence can not only be observed in subsequent Audis, but also in TT copycat designs from other companies as well (Chrysler Crossfire, come on down!)

In spite of its supermodel looks, driving enthusiasts quickly sussed out the original TT’s quixotic form over its flawed functionality.

Based on a shortened, contemporary compact Volkswagen platform, cynics complained the first TT never delivered a pure sports car driving experience as did rear-drive rivals, such as Porsche’s benchmark, mid-engine Boxster.

Audi was well aware of their sports car’s diminished driving returns. So when it came time for Audi TT - Part Deux, the boys and girls from Ingolstadt claim they’ve pulled out all the stops to make their sports car’s function would match its always stunning form.

As are the Audi A3 and many other compacts in the Volkswagen Group’s enlarged empire, the new-for-’08 TT is still based on the most recent VW Golf (OK, Rabbit, if you insist).

While this may seem like little progress, this time, Audi distinguished the TT by employing their aluminum space frame technology, primarily in the front end of the car. In theory, this should deliver improved steering and better weight balance front to back, for better handling.

The adoption of electromechanical steering, magnetic shocks and the Vee Dub’s fully independent rear suspension were also dictated to improve the Audi as a driver’s car.

But are all these changes enough to stop the Golf-in-drag putdowns the first generation Audi coupe had to absorb?

From this year’s TT menu, conventional sports car wisdom dictates one should check off the 2+2 TT Coupé over the two-seat Roadster, for better chassis rigidity. The larger, more powerful naturally aspirated six-cylinder engine over the turbo-four (which automatically gets you AWD over the FWD setup). And the manual transmission over the auto, for more driver control.

With $6,500 worth of optional Bluetooth, iPod interface, upgraded audio, 18-inch alloys and performance tires, and the new magnetic ride suspension, my 2008 Audi TT Coupé 3.2 quattro tester came to $66,100. With less features, a Nissan 350Z starts at $49,798, and a comparably equipped Porsche Cayman (a.k.a. Boxster hardtop) is about ten grand more than the Audi.

The 3.2 V6 is a holdover from the last TT, pumping out 250 hp and 236 lb-ft of torque. Unlike its application in other Audis, its been tuned for a raspy snarl when into the revs. Aurally, it’s a blast to run through the six-speed gearbox, if only to hear the engine’s howl. And the six makes the TT quick, too. Acceleration from naught to 100 km/h is on par with the Cayman or 350Z at less than six seconds.

As any sports car driver worth their string back gloves know, real sports cars aren’t just about straight-line heroics. When the road does start to twist and turn, the late nights Audi engineers stayed up making the TT Coupé 3.2 quattro more than just some pretty piece of sheetmeetal begins to pay off.

Driving confidence in the TT Coupé’s abilities is gained early.

The new TT’s lower centre of gravity, longer wheelbase and wider track certainly contribute to the car’s newfound poise. As does the $1,700 magnetic ride suspension; it’s a must have. How does it work?

Simply put, the viscosity of the fluid in the suspension’s shocks can be changed via magnetism. This allows varying levels of firmness. From switches at the base of the gear shifter, one can choose between Normal and Sport.

Unlike some air suspension setups, the difference in the two settings is very noticeable when. Especially when driving with spirit, selecting Sport brings a high level of body control. And when you’re done playing boy racer, the Normal setting delivers a more comfortable ride.

No doubt, the new electromechanical steering has hugely heightened the TT Coupé 3.2 quattro’s communication skills over the last generation. It’s now more precise and firm, with excellent feedback. Because its speed sensitive, the only beef would be is that it feels like the steering boost is a nano-second behind your moves.

All of Audi’s efforts add up. They’ve done a good job hiding the fact the ’08 TT Coupé is still nose heavy, with a 59.4/40.6 front-to-rear weight distribution. But is the new TT—in Coupé 3.2 quattro form, at least—a real sports car? Well, yes and no.

Yes: Its smooth acceleration, quick turn in, and composed handling—even over some of our rougher roads—are all improvements over the last TT. And although it can’t catch a Cayman, it’s not nearly as pricey, and arguably better looking.

No: Because it’s hard to argue against the TT 3.2's FWD sibling as a more entertaining sports car.
Conventional sports car wisdom be damned, the TT Coupé 2.0, especially with the S tronic transmission, comes with all of the 3.2 quattro’s noted attributes above. And it's lighter by 200 kgs, more fuel efficient, nearly as quick and cheaper by $4,850.

- John LeBlanc, Publisher.
 
2008 Audi TT Coupé 3.2 quattro 6M
Price: base/as tested $59,600/$66,100
Federal rebate/penalty: No
Engine: 3.2L six-cylinder gasoline
Power/torque: 250 hp/236 lb.-ft.
Fuel consumption: (L/100 km) city XX, hwy XX, as tested 10.5
Competition: BMW 328xi Coupé, Chrysler Crossfire, Infiniti G37 Coupe, Mazda RX-8, Mercedes-Benz CLK 350 & SLK 350, Nissan 350Z, Porsche Cayman 2.7
What's best: Supermodel looks; functional and comfortable interior; AWD; hatchback utility.
What's worst: Steering still needs work; less expensive, but more fun to drive TT 2.0 is the driving enthusiast’s choice.
What's interesting: Partial aluminum architecture.