Former Le Mans-winning driver Hurley Haywood drove the first TTs for Audi during its press launch way back in 1999. Essentially, he was a well-paid taxi driver whose cliental included journalists, Audi brass and assorted VIPs. The venue was Laguna Seca Raceway, where Audi was celebrating its 100th anniversary. I'd driven Laguna a thousand times-on a Playstation, in my office. I remember thinking I was a little faster on the computer than Mr. Haywood. Then again, I was driving a 600-bhp Skyline, quite a bit more car than the Audi.
Although the first generation TT was putting down some 180 bhp (225 bhp for the super-zippy model), Haywood drove it beautifully, making the most of its modest horsepower. I flat-out asked him if he considered the TT a sports car.
After a long pause he said, "No, not really. It's a great car, it's sporty, but it's not quite there." As my ride ended, I left the track wondering what part of the equation was missing.
Audi found the missing piece. It's called the 3.2-liter VR6 engine. Any doubts regarding the TT's sports car pedigree have been soundly answered with this new generation. It's now got the urgency of a Porsche and transmission with near psychic powers. The suspension and brakes were always great, no need to mess with them.
In a steel-clad shell, that's all the TT needed-more power and the instant gratification only bigger displacement can offer. And as much as I love the 1.8T, this new powerplant is so much more rewarding it's difficult to go back to forced induction. Ultimately, it says a lot about the fundamental goodness that was already there. Now there's just more if it.
I've been living with the Audi TT 3.2 DSG for nearly a month now, enough time to figure out I want to own one. Actually, I'd take the Nimbus Gray job on this page in a heartbeat. If its build quality is indicative of all TTs, it'll no doubt be here 10 years from now. The car appears to be so well built it's virtually impenetrable from both everyday use and the passage of time. The hinges, for example, are wrought from aircraft-quality aluminum and feature silicon-dampened actions and rubber bumper stops. I find myself pushing things just to watch their smooth action. Although he rear seat is not practical for adults, Audi took care in ensuring they fold down for ample hatch space. And they just don't fold; they fold and recess themselves into the rear compartment for optimal room. The dashboard is made from a material that appears to be some sort of space-age rubber. It's pliable and at the same time very solid. It's the details that make this car so special. Every bolt, button, switch and knob has been chosen with the care of a high-priced wedding planner. I said exactly the same thing about our previous long-term Audis, all four of them.
Despite the tremendous advances in transmission technology, even the best of the "auto-manuals" left me wanting a standard manual gearbox, even the hyper-sexy Ferrari 360 Modena. They were either clunky or slow and not as rewarding as a conventionally shifted car. And their full auto modes would need to improve just to suck.
Audi's DSG has made me change my mind. Using the paddle-shifted "S" mode is every bit as fun and effective as doing it yourself, maybe better even. It'll hold whatever gear until your head slams into the rev limiter and pop into the next with tire-chirping upshifts. And, of course, it matches revs on the downshifts so there's no need for practicing those "Hans Stuck Special" heel-toe maneuvers. Even in full auto, the gearbox manages to be sporty; the computer learns your driving style and adjusts shift points so well, you'd swear it reads your mind. Obviously, DSG is very complex; therein lies the problem. I worry that this transmission may suffer down the road. Something this good has got to have a fault. I hope I'm proven wrong.
We tried to get the TT in one of those tail-out sui-slides the drifters made popular. The TT doesn't like that sort of thing. It would rather remain flat and stuck to the road, preferring to go as fast as possible with traction rather than burn tires. Both the steering and suspension work very well, lending a cart-like feel to its behavior. Of course, the TT is far more comfortable. We tore through the Streets of Willow faster than any other car. I'll trade that for a wagging tail any day.
Perhaps the TT's most endearing quality is its unique profile. No one mistakes a TT for anything else. That alone is worth the admission price.
Quick StatsTotal mileage: 14,300This month's fuel economy: 17-24This month's costs: $0Thumbs up: engine, build quality, handling, looksThumbs down: limited visibility, miniscule rear seats