Flashback Fridays: 2005 Audi TT 3.2 DSG S-Line Coupe

Story by John LeBlanc Imagine if you could be the automotive equivalent to Woody Allen’s Zelig, able to drive the more significant cars throughout history. Notable cars, such as the 1911 Cadillac, which had the world’s first electronic starter, meaning the driver no longer had to haul on a crank to get the engine turned over. Or how about the first line of cars to sport automatic transmissions — the 1940 Oldsmobile — that offered Hydra-Matic drive? For all of you modern-day Zeligs out there, here’s your opportunity to experience the next member of the Highly Significant Car Hall of Fame — the 2005 Audi TT 3.2 DSG S-Line Coupe and Roadster — the first production cars equipped with the dual-clutch automated manual transmission that will soon become ubiquitous throughout the automotive industry. Audi calls the transmission a Direct Shift Gearbox; I call it momentous. The idea of having two clutches eliminates the torque gap between shifts by releasing the clutch driving one gear as a second clutch engages the next gear. Some past race cars have had similar dual-clutch transmissions, but this system, specifically developed by Volkswagen, takes advantage of the reliability and durability of modern electronics, allowing you to drive the car without needing a race pit crew on hand in case the tranny blows. To date, all manual-automatic transmissions have relied on electronic trickery to handle what normally your wrist and left foot would accomplish with a shifter and clutch pedal. None of these “manumatics” provide the instant gear changes that a conventional manual transmission does. Conventional manumatics still need a slight gap in the power delivery as they release the clutch while a new gear is chosen. A pause that definitely is not refreshing. The Direct Shift Gearbox (DSG) combines the best of the two transmission worlds by marrying the proficiency of a manual with the ease of an automatic. Having experienced many manumatics before, some (BMW M3 SMG) are definitely better than others (Infiniti G35 Coupe). None of those compromises provide the crisp, instantaneous shifts that the DSG does. Whether using the (now) traditional Tiptronic gate on the floor shifter, or the new shift paddles attached to the back of the steering wheel, the DSG transmission is lightning-quick, perfectly matching gear changes like no amount of heel-and-toeing expertise could achieve. The shift paddles are worth noting for their ergonomic excellence. Audi got it right in separating the up- and down-shift prompts on each side of the steering wheel, and the paddle shape allows you to hook your thumbs in the proper 3-and-9 position using your index finger to fire off shift changes. And “fire” is an appropriate word, because the mechanical bits activating the gear changes emit a SSSS-BANG sound that for all the world sounds like a rifle shot, or better yet: a World Rally Championship car running through the gears down a snow covered Swedish logging road. Very cool. Although not as historically significant as the DSG, this is the first Audi TT with a V-6 engine. The new 3.2-litre engine started its life as a 2.8-litre motor known as a VR6, initially available in the Volkswagen Corrado. The engine’s cylinders are angled at a relatively narrow 15 degrees, which means it can slide sideways into a narrow engine bay like the TT’s. This engine can also be found in the not-so-narrow engine bays of the Volkswagen Touareg and Porsche Cayenne SUVs. If this reads like classic “big engine, small car” hot rodding, you’re not far off. In the TT, the V-6 delivers 250 horsepower and 236 pound-feet of torque — significant increases on what has previously been available in TTs with either 180-horsepower or 225-horsepower versions of the omnipresent Volkswagen/Audi 1.8-litre turbo four-cylinder. Audi claims the 3.2 DSG S-Line Coupe is 0.3 to 0.4 second quicker to 100 km/h than the lighter, 225-horsepower TT. The extra power helps, but so does the DSG gearing that’s 20 per cent shorter in the first four gears, and the fact that the car continues to accelerate without pauses between shifts. Compared to four-cylinder TTs, the new six-cylinder sounds more like a tenor opera singer compared to a Canadian Idol wannabe. At low revs, there’s a V-8-like burble that quickly transforms to a velvety shriek when you plant the accelerator to the floor. Those who are used to modifying the 1.8-turbo engine with simple engine management computer chip swaps will be disappointed that no such cheap horsepower gains are available with the V-6 engine. Without the turbo-lag found in the lessor TTs, the torque-rich V-6 and responsive DSG make this TT a much more entertaining car to drive. The buttery ride quality of the TT means it is more of a grand tourer than a true sports car. The hatchback configuration and folding rear seats offer real storage space for a lengthy trip for two. Up front, the broad cabin with its blue leather accents and wide chairs provide the comfort and support required for protracted trips behind the thick-rimmed, leather clad steering wheel. The only negatives that would prevent me from driving this car from Charlottetown to Victoria is the excessive wind noise generated by the windshield and roof areas and the amount of road noise coming from the 18-inch tires. Obviously, the TT Roadster would be even worse. Part of the S-Line package includes more aggressive front and rear fascias, 19-inch spoke wheels, a larger trunk spoiler, and blackout-look headlights that have been swapped for units made with titanium-hued insides. In spite of being on sale for five years on the fickle sports coupe market, our Ocean Blue TT Coupe has retained its supermodel good looks, both inside and out. With a base price of $60,450, the S-Line Coupe is $4,975 more than the 1.8T six-speed manual with 225-horsepower. Despite the historical significance of the new transmission, and the upgraded engine, the 2005 Audi TT 3.2 DSG S-Line Coupe sits on the fence between a true sports car and grand touring machine. It’s not as sporty as a Porsche Boxster ($60,650), nor as luxurious as the new Mercedes-Benz SLK350 ($64,500). However, many an Audi TT has been sold on those supermodel looks alone. And if you want an all-wheel-drive sports coupe with a heavy dose of performance and luxury and be the first on your block with the revolutionary DSG, the TT is your only choice. 2004 Audi 3.2 DSG S-Line Coupe Type: All-wheel-drive, coupeSeats: 2 + 2 Base price: $60,450 (Freight $555, A/C Tax $100, Options $3,740 Price as tested: $64,845 Engine: 3,189cc DOHC 24-valve V-6, iron block and aluminum heads, port fuel injection, 250-horsepower @ 6300 rpm, 236-pound-feet of torque @ 2800 rpm Transmission: 6-speed manual with automated shifting and clutch Suspension: Front: MacPherson struts with 3-point lower control arms; Rear: Parallelogram multi-link independent and stabilizer bar Brakes: Antilock brake system (ABS) with Electronic Differential Lock (EDL) and electronic rear brake-pressure regulation,Wheels: 18-inch 9-spoke cast alloy Tires: 225/40-18 performance tires Wheelbase: 2,428 mm (95.6 inches)Length: 4,041.14 mm (159.1 inches)Width: 1,856.74 mm (73.1 inches)Height: 1346.2 mm (53.0 inches)Curb weight: 1,607.53 kg (3,544 pounds) Standard features: Power outside mirrors with defog feature, heated windshield washer nozzles, xenon headlights with headlight washers, 80-watt Audi Concert AM/FM stereo with in-dash CD, automatic climate control, cruise control, front heated seats Options: Audio Package: Bose 174-watt premium 7-speaker sound system ($1,190.00) 18-inch alloys wheels with performance tires ($2,550)Fuel economy: Fuel consumption: City 10.6 L/100 km (26.64 m.p.g.), Highway: 8.1 L/100 km (34.87m.p.g.)Fuel type: Premium gasoline reccommended Warranty: Four years or 80,000 kilometres, no-charge-scheduled maintenance, Audi 24-hour Roadside Assistance  

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