Blood Red Underdog Doesn't Go Down W/O A Fight -- We Drive The Audi TT-S Roadster

What is better then blasting down the freeway at speed in a brand new Audi TT? The simple answer: a convertible. The long answer: a blood red Audi TT-S Roadster, top down and hair flailing.

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.

Source: rp

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.

Source: rp

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.

Source: rp

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.

Source: rp

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.

Source: rp

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.

Source: rp

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.

Source: rp

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.

Source: rp

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.

Source: rp

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.

Source: rp

Oh, and by the way. Make sure to apply sunscreen. Do not make the same mistake I did.

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rp

Diesel's Days Aren't Doomed, Just Bring Cheaper Versions!

Inspired by a recent MarketWatch article, I could not help but weigh in on this topic. Diesel has come a long way and it is time it has received its recognition. And slowly but surely it is starting to make headway in terms of sales. What is the saying? Slow and steady wins the race?

Anyone keeping up to date in advances in alternative energy vehicles should have read at least once by now that diesel has made tremendous advancements. No longer is it plagued by the past's debilitating issues and it does not emit that horrendous cloud of thick, black smoke. How do I know?

Source: rp

Last year, Audi brought me along on the Audi Mileage Marathon and the experience proved to me that diesel is going to give hybrids and electric vehicles a damn good run for their money.

((For more coverage on the Audi Mileage Marathon, click here and here.))

Although the Americans seem to be straying away from diesel technology, with the introduction of hybrids and electric autos, it will be interesting to see if there is a backlash when hybrid and electrics batteries need to be replaced. You do not actually think that will be cheap, do you? The only article I could find of significance, albeit slightly outdated, was this piece from HybridCars.

But, enough hybrid bashing. When all is said and done, they turn out to be decent cars that have been geeked out. All of the hybrids I have driven lack that sensational, fun factor. This is where diesel has its competitive advantage; it is a blast to drive a diesel.

Sure it does not have the same sound as an inline six-cylinder, but, not many cars do. As a matter in fact, I happen to enjoy the rugged sound usually accompanied by a loud turbo whistle.

What it comes down to is that manufacturers have to start building cheaper diesel options. We see Audi producing the Q7 TDI and BMW showing off its 335d and X5 diesel but those come in above that $40,000 mark. Volkswagen, on the other hand, is seeing tremendous success with its cheaper TDI's.

According to MarketWatch, TDI's accounted for 26 percent of Volkswagen's June sales -- led by the Jetta Sportwagen. In addition to this, VW's TDIs had another record setting month for July.

Knowing this, I think the Americans missed out here. Instead of spending countless dollars to produce a $40,000 + Volt -- that will likely be compromised due to tighter costs -- imagine they produced their European diesel motors stateside and started putting them in their entry-level vehicles. Just food for thought.

As we see in Volkswagen's gameplan, diesels are keeping its sales afloat right now. As of today, VW announced their July sales were up .7 percent year over year. It is not much, but it is something. In this tepid environment, something is MUCH better than nothing.

Source: Audi of America

Audi has seen the light and is finally bringing the A3 TDI across the pond. According to Audi's Product and Midwest Communications Manager, Christian Bokich, the A3 TDI will hit showrooms early this December. Although EPA numbers place it at 30/42 city/highway, I saw first hand on the Audi Mileage Marathon that it is capable of 50 + MPG given the right driver and conditions.

Source: rp

Remember, Lexus' HS250h had trouble getting into the 30s while I was behind the wheel.

Now will BMW retort with a 1-series diesel or will Mercedes-Benz strike back with a C-class BlueTec? Does not appear so as there has been no updates on the subject matter.

With diesel competition starting to heat up, the fight for market share between hybrids is going to get fierce. Mind you that gas prices have remained under three bucks recently -- thankfully -- and that is keeping buyers interested in gasoline motors. If gas prices shoot up, we could see a paradigm shift as we did last year.

Currently, diesel prices have deflated from their premiums and are hovering around regular gasoline prices. It could get cheaper if the boys in D.C. reevalute the Federal tax on diesel fuel. A brilliant point the MarketWatch piece brings up is that in Europe diesel fuel receives a tax break.

Uh, are we behind the times or what? No wonder our automotive industry is in shambles.

rp

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REVIEW: Pontiac's Swan Song, The G8 GXP

Nearly as American as the hamburger, fries and a milkshake, it is a shame to see it go. It has been around since the mid 1920s and has been a driving force behind sensational products. When it was announced, on that fateful April day, that Pontiac would be phased out, I believe a part of every automotive enthusiast died.

Infamously known as a brand vying to put an aggressive spin on General Motors products, Pontiac had dialed up the sport and created years worth of memorable cars. Let us think back: the Bonneville, GTO, Firebird and G8 are all landmark vehicles. On the day they have decided to cease production of the Solstice I figured would be the best time to write an obituary for Pontiac. Then I started thinking. If anything, this should be a celebration and a time to memorialize the brand’s greatness.

Source: media.gm.com

Meaning there was only one thing to do: review the G8 GXP.

Let’s face it, Pontiac is in their predicament for one reason. It was not producing exciting, innovative products – which was the core of its original mission. To be an “athletic” brand, it had to bring together powerful motors, in-your-face styling and impressive driving dynamics.

A 1995 Grand Prix never did it for me and neither did the 1999 Trans Am 30^th anniversary edition.

But, in 2004 Pontiac had a renaissance and it started with the new GTO. Based off of GM’s Holden, it looked rather bland inside and out. In a day and age with the retro design throwbacks, coupled with the new Dodge Charger and a vintage-inspired Ford Mustang roaming the streets, it was a slaughter. Lacking any true Pontiac bloodline, the Holden was ignored.

One would think that the Holden-inspired G8 would suffer the same fate but it did not.

Source: media.gm.com

Styling wise it is a mesh of conservative lines paired with subtle undertones of sporty intentions. A quad-tipped exhaust system is integrated into the rear diffuser, a rear lip spoiler finds its home on the boot, large intakes are placed in the facade and 19 inch, polished rims provide a foundation. It is as though Pontiac took a page from Mercedes-Benz’s W124 E500 and BMW’s E39 M5 playbook. Well done, indeed.

Behind the wheel, the interior is put together well and is solid; however, the materials utilized leave much to be desired. For example, the silver interior trim bits appear to be simply painted plastic, leather that covers the seats and doors feels more like leatherette, and the upper dash is a peculiar hard plastic. It is rugged.

Source: media.gm.com

My biggest pet peeve is the E-brake handle, which is incorporated into the center console when not applied. But, when you pull it up to apply the E-brake it looks awful; a cheap mass of black plastic with an unsightly black tube. The trick: leave the E-brake down.

For nearly $40,000 it is normal to have higher expectations.

At least it is solid and there is plenty of room in all directions. Thanks to a large greenhouse, there is ample headroom – even for giants – and legroom, front and rear, is nearly endless. No buts about it, the G8 is a large car. This startled me because originally I did not realize how massive the G8 really was until it was in my driveway.

Source: media.gm.com

Switching gears, there is something endearing about the simplicity and straightforwardness that lingers around the G8. There are no transmission settings nor is there any fancy dual-clutch gearbox or inflatable bolsters integrated into the seats. With this Pontiac, what you see is what you get. And, I am fine with that because that is how a performance automobile should be. You get an emergency brake, a shifter and a steering wheel. That is all the gadgetry you need.

Source: media.gm.com

Twist the key and start the 6.2 liter LS3 V8; it growls to life with a bassy tone. Producing a respectable 415-horsepower and a hefty 415 lb-ft of torque, the GXP accelerates to 60 in an impressive 4.6 seconds. I reckon this can be improved if there were wider rear tires. Countless times I found the GXP wagging its tail and trying its very best to find traction at the back end.

Want to hear one of the greatest soundtracks? Upon lifting off the throttle, on the overrun, you will hear one of the finest tunes of the land: pops and bangs.

Accompanying this motor, for my test vehicle, was a six-speed automatic. I highly suggest going for the manual and not because the automatic was bad – in fact it was a pretty good example with timely shifting – but because the manual will induce more rawness into the GXP.

The blasé interior appointments are long forgotten by the short time it takes to hit three digits. This is what the G8 is all about: speed, handling and involving the driver while doing so. Oh, and you can take four others along, six if you include the two dead bodies in the trunk.

Source: media.gm.com

And as much as I love accelerating, it is just as crucial to have stopping power. Pontiac turned to Brembo and equipped the GXP with 14 inch, vented rotors in the front clamped by four piston calipers, and 12.76 inch rear rotors suppressed by a single piston. Brake feel is not immediate upon depression but once you work your way into the pedal stopping becomes direct.

Back to driver involvement, which seems like an oxymoron while discussing an American car. The G8 GXP has some of the heaviest steering I have felt in a contemporary car in a long time. Gripping the thick, sausage-like steering wheel I found the GXP to deliver precise turning inputs and at the end of a long testing session, my shoulders were a bit tired. That is the sign of a vehicle with a proper steering set-up.

Source: media.gm.com

Taking low-speed turns, the GXP feels a bit like petrified wood. Although rigidity is usually welcomed, I believe this may have been a bit overkill. So, after experiencing this it is clear the G8 is not an easy car to drive. You cannot wing it with a pinky or you will end up understeering into a pole and/or tree. At speed, the stiffness is welcomed wholeheartedly as it tracks the road perfectly with dead-on accuracy. It does not bob across lanes or require heightened supervision, it just goes.

This translates into the G8 having respectable handling characteristics. Through the corners you can punch it through the turn and it will follow through without getting sloppy or understeering. Granted, some body roll will be present due to its higher center of gravity but for a vehicle weighing over two tons, this is nearly as good as it gets.

Where the G8 truly shines is in the suspension department. Although it is shod with 19 inch rims, you would not know it because it handles road imperfections like a champ. Reverberations are kept to a minimum and the cabin is relatively isolated from harshness. It manages to achieve a near perfect balance of cush and firmness. It does not bounce across the highway, as though it is convulsing, nor does the GXP float like a magic carpet ride.

Source: media.gm.com

Given its power, size, cargo room and seating for five, the G8 makes a stunning grand tourer. Achieving 14.5 miles per gallon is not a travesty either, particularly when we are talking about 400 plus horsies. In addition, because it is not appointed like an Audi you can rough it up without feeling bad, albeit, the durability of the materials is questionable.

After spending a week with the G8 GXP it was easy to conclude it is truly an American great. Could it achieve classic status? That will be determined in the years to come. According to the Buick/GMC/Pontiac marketing chief , Cheryl Catton, the marque will only build 2,000 G8 GXPs and Solstice Coupes.

With that said, if you do not mind an interior of arguable taste and desire a proper sport sedan, the G8 GXP is more than adequate for your needs. After all, it is what the M5 and AMGs of the world use to be.

Source: media.gm.com

Finally, I must say that it is a good thing Bob Lutz decided to kill the G8 with the demise of Pontiac. If GM had taken the Pontiac and ruined it by creating a compromised Caprice it would have ruined the legacy of the G8. Now, Pontiac has had an unparalleled swan song and the brand will go out on top through the spirit of the G8 GXP.

So I thank you, Bob.

rp

A New Face Joins The Party: 2010 Saab 9-5 Photos Leaked

Saab has had very interesting history in the U.S. and in recent years it seems the brand simply dwindled into products that lacked innovation, originality and style. This all was punctuated with General Motor’s sale of the marque, to Koenigsegg, this past June.

Source: autozeitung.de

With this sale there is hope. While cars became more diluted and began sharing components with GM, there was something lost in the mix. Probably the last great product turned out by Saab was the 9-3 Viggen but I cannot be entirely sure because I never drove or tested it. So, it has been either 10 years since the last great car or 20 plus.

The recently driven 9-3 Aero SportCombi, February 2009, had a delightful drivetrain and amenities; however, it just lacked a stellar interior. It seemed very GM and not very Saab and this speaks volumes from where the Swede came. Do not get me wrong, it would be a fantastic car for a discriminating, quirky buyer but I do not believe its awesome drivetrain and mediocre everything else could be a driving force behind a sale. Especially, when the competition is as strong as ever.

Saab’s departure from GM is probably the best thing that has happened to the jet builder. And, to no one better than Koenigsegg: A proper, Swedish manufacturer that produces cars that are unique and people want to drive. For the survival of the Saab entity, this is crucial.

Source: autozeitung.de

Behold, the new 2010 9-5.

Bearing a modified Saab façade, this new car seems to show a departure for the company. Where a significant chunk of their autos have been hatchbacks, the 9-5 was the beginning of a contemporary, executive car that was a sedan. Their first outing, the Saab 9000, was a reasonably grotesque-looking hatch. Hurray for sedans!

Sporting a new and larger grille, it harkens back to some of Saab’s recent design cues but it does not emulate them entirely. A welcomed change. This is where the similarities to past Saabs are abandoned.

Source: autozeitung.de

From the A-pillar back, the car is completely unlike anything put out – by Saab – before. Interestingly enough, the Swedes implemented a clamshell roof design as seen on Nissan’s GT-R and ironically enough the Koenigsegg CCX(R). And, they did it right with the blacked-out A-pillar. Two thumbs up. This blacked-out treatment continues along the roofline until it reaches the brushed aluminum C-pillar. It is a successful attempt at really selling that “floating roof.”

But, this the first integration of this design that I have seen on a four-door saloon. I cannot tell if it works or if it comes off as sort of tacky, as seen in Kia’s Soul.

2010’s 9-5 wears a minimalistic side profile with exception of the line at the bottom of the doors. Tastefully integrated into what appears to be a piece of brushed aluminum at the bottom of the front fender, this line extends to the rear and tapers off in the rear door. It is a fantastic example of a design cue that takes away from its visual height and heft.

Source: autozeitung.de

Coming around the rear of the new 9-5, a couple of aspects stand out. The first is the prominent LED bar, which extends across the back end of the 9-5, and adjoining piece of brushed aluminum. This LED bar appears to light up as seen in one of the photos but it remains uncertain if this will light up the entire length of the LED bar.

Source: autozeitung.de

Secondly, the line that evaporates into the rear door near the side rocker appears again in the rear bumper. A simple, elegant execution. This creates a nice flow from the front to the rear rather than have disjointed and miscalculated lines. Once again this line serves the purpose of removing visual heft from the rear view of the car.

Source: autozeitung.de

Now, one area Saab always carries over is the interior and they have reworked it quite a bit this go around. Drawing some inspiration and aspects of the 9-4X concept, the 2010 9-5 seems to have more of a flow to it. Instead of looking comparable to Zach Morris’ telephone in the early 90s, the new Saab interior has finally arrived in the 21^st century.

Source: autozeitung.de

A large, centrally mounted display looks quite fitting. Assuming Saab did not make an obtuse system, it should be a blast to use. Seats appear supportive, carbon fiber-look trim – coupled with brushed aluminum – adorns the cabin and monitors are placed in the rear of the front seats. Topping this off is a spacious backseat, albeit it looks like headroom may be slim for taller passengers. But, I have realized something else that has me worried.

Take a closer look at the switch gear, particularly on the center stack; it is sourced from General Motors. So, it is clear this creation was dreamt up not entirely from our Swedish buddies but with some aid from GM.

Source: autozeitung.de

This makes me wonder, how good will this car be? Although we have seen notable improvements across GM’s brands – specifically their respective vehicle’s driving dynamics – they still remain to have quality issues. Will this spread to the 2010 9-5? Doubtful, but thankfully this will hopefully be the last GM-inspired Saab to grace the planet.

Thank goodness for the sake of Saab. Hopefully Koenigsegg will inspire the downtrodden brand to produce more bespoke vehicles and take heed of their potential.

Source: autozeitung.de

At any rate, Saab is already on the “right path.” Usually Saab would have just spit out the last generation 9-5 with a slightly modified grille. Now they have a totally unique vehicle and that is a start. Next step, Saab-specific interior bits.

Let’s hope it drives as good as it looks.

rp