2004 Audi TT Reviews

The Audi TT was launched to a startled world in 1998 with an ultra rounded shape based around its fascinating wheelarches.

The recent introduction of the third generation Audi TT coupe and the imminent arrival of the open-top roadster has created quite a stir of publicity about the seriously stylish sportscar. To the extent that quite a few trade-ins are already appearing in the used-car yards. So here are some hints, tips and historical

Introduced to Australia in May 1999 about a year after it first created a huge stir in Europe, the Audi TT was a hit from day one. Originally sold as a fixed-roof coupe, a TT roadster was added to the local range just 12 months later, in May 2000.The dome-shaped styling is not only radical on the outside, but also the cabin, with its circular dial and vent theme works very well. It uses a lot of aluminium highlights as Audi is a big fan of this high-tech material.The overall look is great and even those who have no intention of ever driving hard love the sporting ambience created within the TT. Audi TT is great fun to drive but, at least in the front-drive models, feels more like a hot-hatch than a true sports car. Which shouldn’t surprise anyone, because underneath that gorgeous Audi skin there lurks a Volkswagen Golf GTI. While the Golf is a fine little hatch it’s not really a pure-bred sports model. There were several tragic cases of high-speed Audi TT crashes in Europe, principally in Germany, of the earliest models. These were blamed on aerodynamic flaws that were exacerbated by the very short wheelbase of the Audi TT. Later models were modified in their suspension and have a rear wing to push the tail to the road at speed. The wing takes away some of the purity of the original shape of the TT. There had been calls for it to be a lift-up wing in the manner of a Porsche unit. But Audi says this could have been too expensive. The all-new gen-two Audi TT of November 2006 sorted out the problem of the controversial addition of the rear wing, being hidden at lower speeds and raised at moderate speeds - that is at over 120 km/h, which is regarded as a moderate speed in more enlightened countries.This second generation Audi TT had the company’s trademark single-frame grille. A sleeker bonnet line carries into the car’s shoulders and tapers out towards the distinctive rear lights. Naturally, the domed roof, the most prominent feature of the first TT, has been retained. There are some that feel the TT lost its originality in the gen-two model, saying it had become generic rather than radical. Your call...The original Audi TT was offered with 1.8-litre four-cylinder engines, in either light-pressure or high-pressure turbocharged format, the latter coming with the traction advantage of quattro all-wheel drive. The capacity of the four-cylinder unit was increased to 2.0 litres using a turbocharged with the second generation TT.In December 2004, a 3.2-litre V6 was shoehorned under the bonnet of the Audi TT coupe, but not the roadster. With all the torque that entailed, the TT 3.2 has also needed Audi’s quattro all-wheel drive. A five-cylinder 2.5-litre RS engine with quattro was added to the range just in time for Christmas 2009.Straight-line performance is pretty good in even the smaller engined models due to the TT’s relatively light weight, so don’t automatically go for the higher powered units unless you are a full-on revhead. A six-speed was used in TT quattros from their introduction in October 1999. Front-drive cars had five-speed manual gearboxes until August 2005, when a six-speed manual was introduced.Because Audi saw the TT as being a pure sports car no automatic transmission was offered until March 2003, when a six-speed torque-converter auto was offered with the low-pressure engines. Good as it was this transmission has been somewhat upstaged in the technology stakes by the six-speed double-clutch - tagged the S tronic - used in the Audi TT 3.2 quattro.The automated double-clutch automated-manual transmission has all the labour-saving advantages of a conventional automatic, and none of the disadvantages of power loss and higher fuel consumption. However, its characteristics at very low speeds can be variable and irritating at times. Test drive one to see what you think.These are complex cars that should really only be worked on by professionals. However, good amateurs can tackle some of the routine maintenance work should they be so inclined. Spare parts prices aren't cheap, but are in keeping with others in this class. It’s much the same story with the cost of servicing and repairs.Check on insurance premiums before falling too deeply in love with one of these stunningly styled German cars as premiums vary quite a bit. Your local Audi dealer may be able to offer advice. WHAT TO LOOK FORLook for signs of previous crash repairs. A ripply finish in any of the panels, or a mismatch in paint colour from one section to the other are fairly easy to spot. If there's the slightest concern over crash repairs either get a full professional inspection, or skip that car and try to find another one.Look at the floor of a roadster for signs of water entry. If there's the slightest cause for concern get permission from the seller to lift the carpets. Check the roadster’s roof seals correctly when it is closed and that it doesn’t have any tears or cuts, especially around the stitching.Make sure the engine starts promptly, even when it’s stone cold. If there are any doubts try to arrange to come back first thing in the morning to have it completely cold. Gear changes should be reasonably light, but remember the gearbox is a long way from the shift lever, with a multitude of links connecting the two. This can give it a slightly spongy feel.CAR BUYING TIPWe hear of too many people buying used cars without even going for a test drive. Crazy if you ask us, but it’s their choice... 

Given a new spirit six years into its enduring life cycle, the TT is now running with six cylinders and the direct shift gearbox (DSG) system that made its debut on the A3 diesel earlier this year.What is now clearer is just how good DSG goes about its changes – smoothly and with the efficiency no driver anywhere could match using a manual transmission.The 3.2-litre V6-powered TT with the DSG box – which gives you the choice of D for drive, S for sport or sequential mode with steering-mounted paddle shifts – will be available from January 1, 2005, for $95,600.Inside there are few changes save for an aluminium surround for the DSG gearbox.But the piece de resistance is the marriage between the 184kW V6 to the DSG transmission which is even sweeter than in the diesel.DSG at the moment is fine for transverse-mounted engines.But it is not yet refined enough for longitudinal powerplants which is why Porsche is saying it needs more development before it buys into DSG.The twin clutch DSG in the V6-powered TT is smart, smooth and swift, taking merely .2sec to change cogs.When the next gear shift is near, an appropriate gear is preselected but its clutch disengaged.Shifting gears opens the clutch of the activated gear while the other clutch closes at the same time with a degree of overlap.In application the shifts are smooth and lightning fast and it is a bit of a foolproof set-up in that you don't have to match road speed with engine speed for a controlled shift.In S for Sport mode everything becomes livelier. The downshifts and upshifts are not as long and everything is done with a lot more urgency.There also is a launch control mechanism, although not as aggressive as in the screaming M3, it is accessed by slotting the shifter into S, switching off the ESP and feeding the revs to about 3200rpm for a fiery take-off.In keeping with the power changes which also include 320Nm of torque available from between 2800rpm-3200rpm there are upgraded anti-roll bars, upgraded brakes, sports suspension and the all-paw bite of quattro.Distinguishing features on the exterior are larger air intakes in the nose, titanium finish Xenon headlamps, larger rear spoiler and a modified exhaust system.Audi says that every time it has launched a new variant since the car was launched here in May, 1999, almost a year after being launched in Europe, it has experienced a spike in sales.Out of the 330 TTs expected to be sold in 2005, Audi says 180 will be coupes with up to 30 per cent V6s.If you discount the HSV Coupe 4 with its V8 engine, the V6 TT is the only car in its class – which features the 3-litre BMW Z4 and Mercedes-Benz SLK as its chief competitors – to feature all-wheel-drive.

The 3.2-litre engine is a lift from Volkswagen's hot R32 Golf, but has been massaged to produced some extra oomph, delivering 184kW of power and 320Nm of torque.This is 7kW more power than the Golf, but maximum torque produced between 2800rpm and 3200rpm remains unchanged.In comparison, the high performance, turbocharged four cylinder version of the car produces 165kW and 280Nm.The bubble shaped TT still looks remarkably fresh considering the design dates back to 1988.The V6 model can be readily identified by a larger rear wing and a black, honeycomb patterned rear bumper panel.Inside, it is distinguished from other models by an aluminium gear surround and an instrument cluster that includes a 280km/h speedometer – mind you, it is speed limited to 250km/h.As well as the V6, the car has also been fitted with Audi's new DSG, double-clutch automatic trans- mission.Although a manual version of the car will not be offered, punters can take comfort in the fact that this six-speed tranny is in fact quicker than a manual.Gear changes or more accurately "gear transitions" are super fast and super smooth, with many changes options from which to chose.Because the system employs two clutches that operate simultaneously, one clutch is able to open at the same time as the other is closing, with an overlap between the two – so changes are almost seamless with no apparent loss of power.The driver can chose to leave the car in D, or the aggressively geared Sport mode, or change gears manually via the gear lever or wheel mounted paddles (or combination of both).The TT's compact DOHC cam engine is mounted transversely in the front of the car.The engine features a variable intake manifold and modified intake ports and Audi has put in some extra hours modifying the cylinder head and air intake to produce the extra grunt.Power is transmitted to all four wheels via Audi's Quattro all wheel drive system, modulated by a specially calibrated electronic stability control system, designed to keep the car on the road.The 17 inch dual piston brakes are a lift from the sensational RS4 sports sedan, with ventilated floating caliper 334mm units front and 265mm units back.Wheels are 7.5x18 inch alloys fitted with 225/40 series rubber.The V6 TT can spring from 0 to 100km/h in 6.2 seconds, compared with the turbo's 6.4 seconds.Not a great deal of difference, you might say, but it's the extra torque that makes the car so much more driveable and far more responsive to the throttle than the turbocharged version.The note from the twin exhaust system is sensational.We were able to give the new V6 TT a workout over some of Sydney's rougher back roads.While the car weighs in at a hefty 1520kg, it still has a tendency to move around on poorly formed roads, especially under brakes.This can be attributed to the short wheel base and takes some getting used to, before driver confidence begins to grow.The TT will ultimately understeer as we discovered but has high levels of grip.The suspension is a combination of Mac struts at the front and double wishbones with trailing arms at the rear.Stiffer roll bars have been fitted front and back and spring and damper settings have been revised to cope with the extra power.The ride is firm and the suspension will bottom out on larger bumps.The V6 has a 62-litre tank and drinks 98 RON premium unleaded at the modest rate of about 9.8L/100km.Standard equipment includes satellite navigation and high powered self-levelling xenon headlights.Safety features include two front airbags, as well as head and thorax airbags.The V6 model carries a $3100 premium over the turbo, priced from $95,600 before on-road costs.