In the competitive landscape of teeny, steroid-powered roadsters there is a lot of talent. With BMW’s new Z4, and household names like Mercedes-Benz’s SLK and Porsche’s Boxster, the TT-S needs to be great. Good will not suffice. And, after becoming more acquainted with the 2009 TT-S Roadster, I am not quite sure it surpasses that mark.
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There are several arguable aspects about the TT-S that cannot go overlooked. One is the power of it. Yes it produces over 250 horses but is that enough when the latest competition is putting out 300? It boasts a soft top design. In a day and age where hard top convertibles are becoming lighter and are able to remain just as rigid as their coupe siblings, it is a wonder why they continue to ignore the latest trend in auto technology. Finally, as we shall discuss later, the souped up TT does not run cheap.
But, let’s get down to brass tacks.
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Starting off with newer sheet metal, the TT was redesigned from its original look that debuted in 1998. It was not a terrible looking car but it was a bit too soft; a bit too wallowy. In a time when the new Volkswagen Beetle was taking the world by storm, the TT bore a similar silhouette. Obviously the TT needed more aggressive design traits to display its sporting intentions without looking as though it came from the laugh factory. And, Audi recognized this.
Now the TT Roadster looks more streamlined rather than a bloated and stumpy coupe. The second generation TT has grown over five inches in length, nearly two inches in the wheelbase and approximately three inches in width. This stretches the exterior side profile and eliminates the original TT’s stout appearance.
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More of the exterior details are not so bulbous and round, rather they are a bit edgier. But, something round had to stay and that remains in the muscular fender flares. Top down the car’s rear deck is flatter and does not have the first generation’s significant drop-off at its hind quarters.
With those previous design elements out of the picture, the latest iteration of the TT does not look goofy, like the first generation did, nor does it feel overly feminine. Taking this into consideration, it allows male drivers to operate the Roadster with the top down and without disguises – since there are no more fears of being embarrassed.
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Slip into the bolstered sport seat and you will quickly realize how comfortable the driving position is. The driver is confronted with a three-spoke flat-bottomed steering wheel and a closely positioned, large shifter that controls the dual-clutch “S” tronic gearbox. All of the important aspects actually driving the car are positioned nicely and in proximity to the driver; however, the MMI control unit is a bit of a stretch. Due to this extension, it can get distracting to use the MMI interface at first. After becoming more accustomed to its operation, the dash mounted MMI can be used with efficiency.
Although the TT is not a large car by any means, the high beltline creates a relaxed atmosphere that instills a feeling of safety. So, when you turn to your left and quickly observe that you are at the same height of a tractor trailer’s wheel well, you do not really care because it seems safe. I can live with that.
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Looking around the cockpit, it is clear that Audi has once again carefully crafted this interior. It’s the little things that stand out.
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The contrasting stitch that finds itself along the seats, dash, steering wheel, shifter boot, emergency brake and center console gives the interior a subtle pop. Carpeted floor mats are adorned with similarly colored contrasting piping, once again, adding visual appeal. On top of the aforementioned, there is a tasteful amount of brushed aluminum trim pieces and accents throughout the cabin. And, just in case you forgot what you paid for, there is a plentiful helping of TT-S badges to provide a fresh reminder.
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The most recent trademark from the latest crop of Audi’s autos seems to be the scent of Nappa leather. It remains one of the most distinct and strongest odors I have found in an interior.
Ironically, however, Audi did not invest in their stock sound system, which is only good for 140 watts through nine speakers. This means that this is an audiophile’s nightmare. Essentially, the system is on the same level as a tin can with string as a wire. If a proper stereo is a must, look into an upgraded unit.
Although speaking in terms of the vehicle’s hardware, the TT-S is an impressive piece of kit with plenty “S” specific features.
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Since we are speaking about a roadster, let’s get this out of the way: the soft-top is fully power operated and takes 12 seconds from start to finish. Conveniently located behind the roll hoops is a power, mesh wind deflector. I had the pleasure of testing it in cold weather, nearly 100 degrees and at varying speeds. The deflector works wonders and makes driving in brisk temperatures, and at triple digit speeds, doable.
Power is supplied by a 2.0 liter, turbocharged motor producing 265-horsepower and 258 lb-ft of torque – mind you this is only 15 horses and 22 lb-ft more than the six cylinder. Equipped with the slick shifting “S” tronic transmission, the TT-S rifles through shifts in .2 seconds. With the added power, and lighter 77 pounds compared to the 3.2 with “S” tronic, Audi claims the TT-S Roadster can sprint to 60 in 5.1 seconds; a half second faster than the comparable 3.2.
This power is not too bad at the fuel pump neither. Throughout testing, the S ended with a combined MPG of 23.
Sour
Punching the accelerator brings about a brief period of nothingness then BLAM-O! the RPMs zip to the redline. Yeah, so there is a bit of turbo lag. What IS amazing about the TT-S is how quick it feels off the line. Thanks to the dual-clutch transmission, which shifts nearly seamlessly, the motor’s limited power comes out in a big way. It is so quick that it almost seems a bit video-gamey with the paddle shifters.
The sound from the turbocharged four cylinder is not going to knock your socks off initially but with due time there is a certain tone between 2800 and 3200 RPMs that becomes endearing. What IS addicting is the sound emitted from the quad-tipped exhaust during upshifts. And, to be quite honest I cannot describe it. Listen here.
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Keeping the wheels spinning efficiently is Audi’s legendary Quattro all-wheel drive system. But, for this particular model it has been tweaked in order to respond faster. In addition, the suspension is model specific and has been lowered 10mm in order to lower the vehicle’s center of gravity. Unfortunately, over speed bumps and extremely harsh pavement, there is a noticeable cowl shake.
The magnetic setting is simply the best I have yet to test. While most vehicle’s magnetic suspensions turn the cars into rock hard bricks, this system managed to keep it dialed down just enough to tackle the rough streets without eroding the cartilage between your joints.
To know you spent the extra coin on an S variant and not take it through the corners is a mortal sin. Carving up the back roads is this car’s strong suit. Body roll is kept in line and the magnetic suspension ensures the TT-S is planted to the road. Quattro maintains traction except at the very limit where I encountered some understeer.
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Although the Roadster weighs in at nearly 3,400 pounds, it feels much more nimble due to Audi’s Servotronic steering. At low speeds it has some of the lightest steering I have felt on a test car, which I cannot say is appreciated. Literally, it is capable of being “flicked,” into a turn with one strong finger. At higher speeds, it puts on weight and remains stable but it is still on the lighter side
Coming to a stop, the TT-S has ample braking power. Set up with 13.4 inch rotors up front and 12.2 inchers in the rear, braking manages to be ample. Pedal feel is not mushy nor too “bite happy,” so, deceleration can be smoothly modulated.
After spending a week with the TT-S Roadster, it is apparent that it is a formidable competitor. Screw the hard tops. Although they benefit from a quieter cabin and will age better as opposed to a cloth top, there is something about a rag top that is charming. Audi says that the reason behind this design was to save on weight and lower the vehicle’s center of gravity. I applaud the brand for sticking to their guns.
Plus, the TT-S would most likely have little to no trunk space. With the soft top, it manages to actually have decent trunk space albeit it is relatively shallow.
There is a lot to like about the TT-S. Then, there is the price: $55,075 as tested for the Premium Plus model. For a 2.0 liter, blown motor that is a lot of coin but armed with Quattro and skirting around nearly as quick as the Porsche Boxster S, I believe it remains a competitive offering.
If only they could get rid of the Servotronic. I mean, how can Audi keep a soft top then equip it with that steering technology; it is an oxymoron to some extent. Give me the R8's heavy and determined steering.
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Oh, and by the way. Make sure to apply sunscreen. Do not make the same mistake I did.
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