BMW India is likely to launch the two seater Roadster Z4 sports car in India in the second half of 2009 and it will be adding 10 dealers in Tier-II cities such as Coimbatore, Jaipur, Lucknow and Ludhiana as its India sales have exceeded expectations, said a top company executive.
“We grew 15% in the first quarter of 2009 and surpassed Mercedes Benz in the sales tally,” said BMW India president Peter Kronschnabl.
Mercedes Benz has been the leader in the India’s luxury segment for more than decade, but BMW has sold around 992 cars in the first quarter this year. BMW is currently planning to launch three more cars in India to keep the celebration with the growth momentum.
BMW Roadster Z4 will be matted with the folding hard-top that can run up to 250 kmph and is likely to be priced at Rs 50 to 60 Lakh and to be launched in the second half of this year.
“We are looking at incremental sales from untapped cities. Already, Ludhiana and Coimbatore are giving us sizable sales and we expect similar numbers from other tier-II cities,” said Mr Kronschnabl.
BMW India will also double its presence in Delhi, its biggest market, by adding two showrooms in Gurgaon and West Delhi to take the total number of dealers to 24 by the end-year. The company has also roped in HDFC Bank — the largest private player in the auto loan market — as a preferred financier. It already has a tie-up with ICICI Bank for car finance.
Its premium car rivals Mercedes Benz launched the new M-Class SUV and the C-Class, while the third largest player, Audi, had launched the new A4, A6 and Q7 in India this year. With sales growth of 22% in FY09 to 6,671 units, luxury cars remained the fastest growing segment.
The Touareg 2 is a 4-door, 5-passenger luxury sport-utility, available in 3 trims, ranging from the VR6 FSI to the V8 FSI.
The VR6 FSI is equipped with a standard 3.6-liter, V6, 280-horsepower engine that achieves 13-mpg in the city and 18-mpg on the highway. The V8 FSI is equipped with a standard 4.2-liter, V8, 350-horsepower engine that achieves 13-mpg in the city and 18-mpg on the highway. A 6-speed automatic transmission with overdrive is standard on both trims.
Blings:
* Impeccable interior * Innovative side headlights that light up when the car is in a turn * Adjustable ride suspension really works and it adjusts the auto height automatically * Auto sensing rain wipers worked flawlessly * So many controls to play with and I never had to open the manual * The electronic parking assist is a great tool. The rear camera also displays graphics to indicate where the car is going. * Ahh luxury. Driver and passenger both have powered seats; the kids in the rear have their own climate control and their own heated seats.
Dings:
* Cargo room is limited * Folding rear seats is painful to operate * Sunroof is tiny * Exterior styling seems unchanged from the previous Touareg * No iPod dock
Ruling: This is a luxury SUV. Our test car was equipped with the 4.2-liter V-8, four-corner air suspension with towing and off-road options. The car is a dream to drive with its 350 hp V8 engine and adaptive 6-speed automatic transmission. It accelerates effortlessly at any speed and torque is available with minimal downshifts. The Touareg doesn’t feel like a rocket as verified by its 7.6 second 0-60 acceleration. It is a heavy car after all and the driver is insulated from exterior noise and road imperfections. We can say speed comes effortlessly for this car with 324 lb-ft of torque under your control.
As we threw the car around some twisty roads, it did feel a bit high and body roll started to rear it’s ugly head. So we put the suspension in “sport” mode and the car felt more responsive in corners and road feel was improved. The car lowered itself by a couple of inches as well and that improved body roll. We hit the Auto-Height button once more and the car squatted down another inch. Mountain roads were actually quite fun when “sport” mode was engaged.
2008 VW Touareg 2 - Dynaudio speakerAs the weather got worse, the Touareg 2 seemed to feel more comfortable. We were insulated from the wind and the pelting rain outside as we enjoyed the Dynaudio speakers inside. The rain-sensing wipers worked flawlessly without a single adjustment from us. During our long drive in the wet and less than friendly weather, the wipers kept pace with the rainfall rate and kept the water out without that dreaded wiperblade squeak.
Interior
The interior is as nice as any Audi, Lexus or Mercedes we’ve driven. It looks flawless and the controls are well-positioned and intuitive. Each of the four occupants are pampered with their own climate control and heated seats.
The keyless entry system is the best of breed as well. Just leave the key in your pocket when entering the car and the proximity sensor will recognize it and unlock the car. Start and stop the car with a button in the traditional place where the ignition key is usually placed. To lock the car when you leave, simply press a rubber button on the door handle. It’s a no brainer, as it should be!
We were excited to try the the Dynaudio equipped audio system as these speakers are some of the best in the auto world today. It was very good, but not great. The Mark Levinson systems in the Lexus and Dynaudio system in the Volvos are still our favorites.
Styling
Styling is decent. It’s much better than the Porsche Cayenne but not quite on par with the new BMW X5. However, our biggest complaint is the styling is hardly distinguishable from the 5-year old first generation Touareg. I mean, even the badging is unchanged and doesn’t indicate Touareg 2.
Who Should Buy It?
If you demand luxury in your all-terrain and all-weather vehicle, the Touareg 2 fits the bill. Consider the V6 to cope with the high gas prices and a lower sticker price. The V10 turbo diesel (TDI) model has slightly better fuel economy numbers than the V6 and it has 553 lb-ft of torque for those who require the towing capacity of a big truck.
When was the last time you heard somebody, anybody, describe a Volkswagen as sexy? Don't get us wrong, Volkswagen cars have their appeal, and we're particularly fond of the GTI, but they don't have the kind of attractiveness that inspires teen-age boys to put a poster on their bedroom walls. The Passat CC isn't really that type of car, either, but it's a step in that direction and, depending on your styling preferences, could even be considered sexy.
Volkswagen calls the Passat CC a four-door coupe. If that sounds familiar, it's because that is exactly how Mercedes-Benz describes its CLS-class. The Passat CC unashamedly borrows from that idea, taking most of its underpinnings from the standard Passat, as does the CLS from the E-class. But instead of everyday-family-sedan styling, the Passat CC looks, well, more like a coupe. The windshield and the roofline are more steeply raked, and the body is longer (by 0.7 inch), lower (by 2.2 inches), and wider (by 1.3 inches); the wheelbase is the same. Besides the unique sheetmetal, the Passat CC has unique doors, seats, and instruments. All told, VW tells us the CC version shares about 50 percent of its parts with the original sedan.
True to the coupe theme, the Passat CC has only two seats in back, with a small storage console and fold-down armrest in the middle. Unlike in a coupe, there’s actually plenty of legroom. Headroom isn’t as much of a compromise as the roofline would suggest and is far better than that of the Mercedes CLS. Passengers over six feet tall will be brushing the headliner, but anyone shorter will find plenty of comfort.
As one would expect considering the similarities, the Passat CC drives just like a Passat. The steering is sharp, if somewhat lacking in feel, and the suspension is taut but compliant over rough surfaces. When the Passat CC goes on sale this fall, U.S.-bound cars will come with a 200-hp, 2.0-liter turbocharged four or a 280-hp, 3.6-liter V-6.
The V-6 can also be ordered with 4MOTION, Volkswagen’s all-wheel-drive system. Our preview drive, however, was in European-spec cars with slightly different engines. The 3.6-liter over there makes 295 horsepower, and the turbo engine is a 158-hp 1.8-liter. Even with the large difference in outputs, we still prefer the quick-revving turbo with a manual transmission. The V-6 feels heavier in front, and the dual-clutch transmission (which won’t be available in the U.S.; we get a traditional six-speed automatic) is slow to react unless you’re using the manumatic mode.
The European-market Passat CC can be ordered with adaptive cruise control, ventilated front seats, and lane departure prevention, but those options won’t make it to North America, at least initially. We do get available adjustable shocks and a new, touch-screen navigation system that’s a big improvement over VW’s current navigation.
Overall, the Passat CC is a good compromise between style and practicality, especially if you don’t need to transport four passengers at once. The catch, then, is the price. Actual numbers haven’t been announced yet, but expect to pay from $1500 to $2000 more than the cost of a Passat for its faux-coupe brother: roughly $27,000 for a base 2.0T, $38,500 for the V-6, and about $40,000 for a V-6 with all-wheel drive.
Results based on a 35 MPH frontal crash and 38.5 MPH side crash. Results are reported in a range of one to five stars, with five stars indicating the best crash protection for vehicles within the same weight class. This test used driver and passenger belts and airbags.
NHTSA ROLLOVER RESISTANCE RATING: * * * *
The Rollover Resistance Rating is an estimate of your risk of rolling over if you have a single vehicle crash. It does not predict the likelihood of that crash. The Rollover Resistance Rating utilizes a "fishhook" maneuver which is a series of abrupt turns at varying speeds to see how "top-heavy" a vehicle is. The more "top-heavy" the vehicle, the more likely it is to roll over. The lowest rated vehicles (1-star) are at least four times more likely to roll over than the highest rated vehicles (5-stars).
Standard Safety Features
4-wheel anti-lock (ABS) disc brakes
Automatic halogen projector lens headlights w/coming home feature
Porsche raised the public's collective eyebrow when it decided to enter the sport-utility vehicle business in 2003 with its bulbous Cayenne. However, in spite of its rather ungainly styling, this midsize luxury SUV has proven itself worthy of the vaunted Porsche name.
With a lineup that stretches from the low $40Ks to six-digit territory and engines that range from a V6 to a 500-horsepower twin-turbo V8, the Porsche Cayenne isn't your typical midsize SUV. Nor is it the most practical or family-friendly. Indeed, the Cayenne's relatively small cargo area, high load floor and lack of a third-row seat option limit its real-world functionality.
But in terms of spirited driving, there are few better. Thanks to its stellar dual-range all-wheel-drive system, razor-sharp steering and superb brakes, the Porsche Cayenne demonstrates surprising dexterity both on-road and off. Several engines are offered, and we recommend springing for one of the V8 models, as they are the only ones truly up to the task of getting the heavy Cayenne moving with the alacrity befitting a Porsche. The GTS model in particular is the true athlete of the bunch.
Current Porsche Cayenne
The Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche's small, lightweight sports cars, there's no hiding the truck's formidable mass.
The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it's the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic.
Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model's V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine.
A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates.
Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche's sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.
In general, our editors have enjoyed the Cayenne's driving characteristics while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.
Used Porsche Cayenne Models
The Porsche Cayenne was introduced for 2003 in Cayenne S and Cayenne Turbo styles. The S model's 4.5-liter V8 produced 340 hp, while the turbocharged version of the same engine pumped out 450 horses. Only minor changes were made between its first year and the significant midlife freshening for '08, but additional models gradually debuted.
The 247-hp 3.2-liter V6 base model arrived in 2004, while its standard transmission became a six-speed manual for 2005. That year also saw the addition of a few options, such as a panoramic sunroof and a special Turbo Power Kit that boosted output to 500 hp and upgraded the brakes. For 2006, the range-topping Cayenne Turbo S debuted, producing a monstrous 520 hp that was said to bring the Cayenne to 60 mph as quickly as the contemporary 911.
The Cayenne was not produced for model year 2007. The following year saw major changes made to Porsche's SUV. Every engine gained more power and the styling was given a welcome face-lift. The Cayenne GTS model also arrived for '08, while the Turbo S made its return the following year.
The 2009 Lamborghini Murcielago ranks 1 out of 8 Exotic Sports Cars. This ranking is based on our analysis of 8 published reviews and test drives of the Lamborghini Murcielago, and our analysis of reliability and safety data.
The Lamborghini Murcielago flies like a bat out of hell. While other supercars may offer more comfortable accommodations, few can match its lustful design and superior performance dynamics.
Introduced in 2001, the Murcielago LP640 is the successor to Lamborghini's much celebrated Diablo. It is named for a legendary nineteenth-century Spanish bull that withstood an unprecedented 24 thrusts of a matador's sword. True to its namesake, the Murcielago combines a muscular and aggressive design with knock'em dead performance capabilities. "Snake-belly low and reverse-cowgirl sexy, this car ... is the most heinously irresponsible, developmentally arrested, awesomely cool sports car the world has ever known," writes the Los Angeles Times. "This $405,000 hypercar is, in short, a great big booger flicked in the face of respectability." Indeed, the Murcielago's 631-horsepower V12 engine wasn't engineered for the faint of heart.
If you're in the market for an exotic supercar, be sure to add the Ferrari F430 to your short list. While the Murcielago is more aggressively styled, the F430's Formula 1 inspired race technology makes it hard to ignore -- especially the high-powered Scuderia trim. For even greater sports performance, the Ferrari 612 Scaglietti makes a great choice. However, its subdued styling cues may not appeal to drivers seeking to flaunt their vehicle's wild abilities.
The 2009 Murcielago is available in two body styles, coupe and roadster.
"To the extreme on so many levels, the 2009 Lamborghini Murcielago LP640 remains the quintessential exotic thrill machine." -- Edmunds
"One look at this 50 Cent video on wheels, one taste of its seismic performance, and you'll know why the Murcilago LP640 is cross-referenced in the dictionary under 'centrifuge,' 'exhibitionism,' and 'lust.'" -- Motor Trend
"The Lamborghini Murcielago Roadster is the Italian automaker's top convertible model, with performance credentials matched by few other vehicles in the world." -- Forbes
"From mind-bending speed and the guttural shriek of the V-12 to the low-slung, sharply creased sheetmetal and the butt-on-the-ground seating position, the Murcie is the archetypal Italian exotic. It always draws a crowd, and it has the performance to warrant the attention." -- Car and Driver
Engineered for super sports performance, the Murcielago's got more than enough power to back its bad boy looks. "Six hundred and thirty one horsepower is more than six Scion xBs combined," writes Motor Trend. "Or three 1982 Corvettes. It's more than any rational, responsible person needs in any one car, precisely why this Lamborghini is so thoroughly, exquisitely addictive." And that's not all -- test drivers are left impressed by its tight handling dynamics too. continue
Though some reviewers take issue with the roadster's targa top, most agree that the Murcielago is an aggressive work of art. "For some, it's a da Vinci painting, for others, a Stradivarius violin," writes Edmunds. "Those who like their Italian art to 'move' them even more should find the Murcielago LP640 simply 'fantastico.'" The 2009 Murcielago is available as a coupe and convertible. continue
Auto writers find the Murcielago's cabin well constructed, but complain that it's difficult to get in and out of. What's more, its seats receive mixed reviews for comfort. Its cabin, however, is highly customizable. continue
The Murcielago hasn't yet been crash tested by the federal government or insurance industry, but features a wide array of standard safety equipment -- including traction control and Electronic Brakeforce Distribution. Still, reviewers complain of hampered rearward visibility. continue
As high fuel prices have prompted folks to be more realistic about their vehicle purchases, the sales of large truck-based SUVs have dropped while those of more space- and fuel-efficient crossovers, such as the 2009 GMC Acadia, have risen. Crazy as it sounds, Americans are finally realizing that perhaps they don't need something that can pull a house and handle the Rubicon trail. For the more common tasks of shuttling the kids around, hauling 48-count toilet paper boxes from Costco and negotiating winter driving conditions, the Acadia is just about perfect.
Along with its corporate cousins, the Buick Enclave, Chevrolet Traverse and Saturn Outlook, the GMC Acadia has a unibody architecture (as opposed to heavier body-on-frame) which allows better handling, interior packaging and crashworthiness. The Acadia also has a powerful V6 engine and can be had in either front- or all-wheel-drive versions.
What makes the Acadia especially attractive is its optimal use of space. Yes, it's large, about the same size as a Yukon, but it provides a more accommodating third-row seat along with a serious amount of cargo space. And yet, in spite of the Acadia's generous proportions and the fact that it gets a more powerful (288 horsepower) engine this year, this big SUV (in front-drive form) posts respectable fuel mileage figures of 17 mpg city/24 mpg highway and 19 mpg combined.
All things considered, the 2009 GMC Acadia is an easy family vehicle for us to recommend. Thanks to its well-rounded nature and handsome design, it has been the best-selling model of the GM cousins thus far. (The Traverse debuts this year.) Still, there are a few other large crossovers that may warrant your attention, such as the sporty Mazda CX-9 and redesigned Toyota Highlander.
Body Styles, Trim Levels, and Options
A full-size crossover SUV, the 2009 GMC Acadia is offered in three trims: base SLE-1 and uplevel SLT-1 and SLT-2. The SLE comes with 18-inch alloy wheels, eight-passenger seating, front and rear air-conditioning, full power accessories, cruise control, OnStar telematics and a six-speaker CD/MP3 stereo system with satellite radio.
The SLT-1 package adds heated mirrors with integrated turn signals, leather seating with heated power front seats, second-row captain's chairs, triple-zone automatic climate control, Bluetooth connectivity and a Bose 10-speaker audio system with steering-wheel-mounted audio controls and a six-disc CD changer. The line-topping SLT-2 adds remote vehicle start, rear park assist, a power rear liftgate, power lumbar supports for the front seats, a 115-volt power outlet and a rear cargo shade.
Both SLT models can also be had with eight-passenger seating, and many of the SLT-2's features are available on lesser models, too. Option highlights, available individually or through packages, include a DVD entertainment system, cooled seats, real-time traffic reporting, remote vehicle start, a rearview camera, a second-row console, a two-panel sunroof, 19-inch wheels, a head-up windshield instrument display, a navigation system, Dolby 5.1 surround sound and third-row audio controls.
Powertrains and Performance
The 2009 GMC Acadia can be had with either front-wheel drive or AWD. This year brings a new 3.6-liter V6 with direct injection that makes 288 hp and 270 pound-feet of torque, spread over a broad rpm range. It's matched to a six-speed automatic transmission. Though GMC has built its image around tough trucks, the AWD version of the Acadia is geared more for foul-weather driving than boulder-bashing. The system automatically varies the torque split from 90 percent front/10 percent rear to 35/65, respectively, as available traction dictates.
The front-drive 2009 Acadia has an EPA fuel economy estimate of 17 mpg city/24 mpg highway and 19 mpg combined. The AWD version rates just one mpg less. The Acadia's towing capacity, at 4,500 pounds when properly equipped, should be enough for most folks.
Safety
Standard safety features include antilock disc brakes, stability control, front-seat side airbags, full-length side curtain airbags and the OnStar communications system.
In government crash tests, the Acadia was all aces, scoring five stars (out of five) in all frontal- and side-impact tests.
Interior Design and Special Features
The attractive cabin boasts logical controls and mostly solid materials and build quality, though a few lower-grade plastic pieces can still be found. Thanks to its space-efficient design, the GMC Acadia provides large-sedan-like comfort for all passengers. A third-row seat is standard, and one may choose between seven- and eight-passenger configurations. The 60/40-split second-row bench allows eight to ride, while opting for the captain's chairs reduces capacity to seven. Additionally, access to that third row is eased by wide rear doors and a sliding second-row seat. Although taller folks in the way back may wish for more thigh support, the accommodations back there are much better than those of most crossovers or traditional SUVs.
Cargo capacity is abundant, with nearly 117 cubic feet available with all seats down, and a still-very-respectable 24 cubic feet behind the third-row seat if all are raised.
Driving Impressions
While the 2009 GMC Acadia isn't exactly an overgrown sport sedan, it's easy and pleasant to drive, especially considering the vehicle's size and 4,700-pound curb weight. Those planning on towing a trailer will want to consider the SLT versions, which feature variable-effort power steering to make quick work of maneuvering.
On the open road, we've found that the optional 19-inch wheels increase the crossover's bling factor, but they also compromise the Acadia's otherwise comfortable ride quality, turning it into a somewhat jarring experience that many target buyers won't enjoy. Our only other complaint regards the programming of the six-speed automatic, whose downshifts can be a bit lethargic unless prodded by a sharp boot to the gas.
The Audi TT appeals to sports car enthusiasts and weekend cruisers alike. The powertrains are responsive and quick. The steering is sharp and the handling is crisp.
Quattro all-wheel drive gives the TT enhanced handling tenacity and remarkable bad-weather capabilities. The interior is stunning, with a brilliant design and layout, beautiful detailing, tight panel gaps and first-class materials. But what really sets the TT apart, and has since the introduction of the first-generation version some years ago, has been and still is its wonderful exterior design, giving it a style and a look that is unlike anything else on the road.
The TT is available as a coupe or roadster. The coupe is claimed as having 2+2 seating, meaning two adults in front and maybe two other, non-complaining and hopefully smaller person in back, but it's really a two-seater. The roadster has no pretensions of being meant for anything other than two people. The coupe also offers a certain degree of luggage space under its rear hatchback.
The Audi TT offers a choice of a 2.0-liter turbocharged inline four-cylinder engine or 3.2-liter V6, and with front-wheel drive or quattro all-wheel drive. There are a variety of trim levels and a wide range of options, including some really neat leathers and interior options, and we think it's well worth taking time to carefully consider them all.
Audi TT 2.0T models have a 2.0-liter turbocharged four-cylinder engine that makes 200 horsepower and 207 pound-feet of torque; they are available in front-drive or quattro versions, but the only transmission choice is the six-speed S tronic, a dual-clutch transmission that can be operated either as a manual or an automatic. The 3.2 models have a 3.2-liter V6 that produces 250 horsepower at 6300 rpm and 236 pound-feet of torque from 2500 to 3000 rpm; all 3.2 models have quattro, but there is a choice of a six-speed manual or the six-speed S tronic.
The Audi TTS is powered by a version of the 2.0-liter inline four-cylinder that's been up-rated to 265 horsepower at 6000 rpm and 258 pound-feet of torque from 2500 to 5000 rpm. It's available only with quattro and the S tronic dual-clutch transmission.
Fuel efficiency for the TT line is remarkable given the levels of performance. The 2.0T is EPA-rated at 23/31 mpg City/Highway, the 3.2 with the manual is rated at 17/25 mpg, and the TTS is rated, somewhat astoundingly, at 21/29 mpg.
Lineup
The 2009 Audi TT 2.0T coupe ($35,200) and 2.0T roadster ($37,200) come with leather/alcantara upholstery, automatic climate control, tilt-telescope leather-wrapped steering wheel, cruise control, six-way manually adjustable front seats, center console, aluminum interior trim, heated power mirrors, power windows, power locks, remote keyless entry, AM/FM/CD player, digital clock, trip computer, variable intermittent wipers, rear defogger, theft deterrent system, rear spoiler, and fog lights. Coupes come with a split-folding rear seat. Roadsters get a manual convertible top with a heated glass rear window; a power top is optional ($900). The 2.0T models come with front-wheel drive, 225/50R17 all-season run-flat or summer performance tires, alloy wheels, limited-slip differential. The 2.0T comes with the S-tronic direct shift gearbox (DSG), which is a clutchless manual transmission that can be operated as an automatic or as a manual via the gearshift or steering wheel paddles.
Audi TT 3.2 quattro coupe ($42,070) and 3.2 quattro roadster ($45,140) come with AM/FM radio with six-disc CD changer, steering wheel audio controls, auto-dimming rearview mirror, compass, HomeLink universal garage door opener, rain-sensing wipers, and automatic headlights. On 3.2 quattro roadsters, the convertible top is power operated. Audi TT 3.2 models all come with Quattro all-wheel drive, 245/45R17 all-season run-flat or summer performance tires. A six-speed manual transmission is standard, the six-speed S tronic is optional.
Audi TTS coupe ($45,500) and TTS roadster ($47,500) are equipped similarly. All come with Quattro all-wheel drive.
Options include a navigation system ($1,950); Bluetooth ($450); Alcantara inserts and other interior trim upgrades; wheel and tire packages; heated seats; sound system upgrades.
Safety equipment includes front airbags, seat-mounted side airbags, front knee airbags, ABS with electronic brake force distribution and brake assist, traction control, stability control, active head restraints, and a tire-pressure monitor. Roadsters have rollover bars mounted behind the seats, and coupes have LATCH-style rear seat child-seat anchors.
Walkaround
When it was first introduced, the TT's rounded look and geometric shapes were unlike anything on the road. It was well-received, and the design solidified the TT as a choice for those who wanted something different. Audi has done a fine job of making the new TT an evolution of the old, and the current TT is sharper than the previous model, with more angular lines and crisper edges.
Audi's single bar grille, the corporate face, is black plastic on 2.0T models and painted gloss black on 3.2 quattros. The side of the car features a character line that leads to prominent wheel flares. The coupe's graceful roofline resolves into a rounded rear end. Rather than opting for a convertible hardtop, Audi has chosen a traditional soft top for the roadster. Both body styles have a spoiler that pops up at 75 mph and retracts at 50 mph. A button allows you to deploy or retract the spoiler at any time.
At 164.5 inches long and 72.5 inches wide, the Audi TT fits right in the heart of the premium sports car segment. It is longer and wider than the BMW Z4 and Mercedes-Benz SLK. It is more than six inches shorter than the Porsche Boxster and Cayman, but is still more than an inch wider.
Below the surface, the TT is built on the Audi Space Frame (ASF) architecture. Audi says the space frame is made of cast, extruded, and stamped steel and aluminum components, as opposed to a traditional unibody structure that has only steel stampings. The coupe's space frame is 69 percent aluminum and the roadster's is 58 percent aluminum. The roadster is reinforced behind the seats to make up for the rigidity lost due to the lack of a top. Audi claims the new coupe is 50 percent more rigid than the last model, and the roadster is 120 percent stronger. Audi says the new-generation roadster is more rigid than the last coupe, an impressive claim.
The base roadster's top is manually operated, but most TTs will come with the power top, which is extremely easy to use. There are no latches, and it opens in 12 seconds and closes in 14. For those sudden weather changes, the power top can be operated while the car is moving as fast as 25 mph, a handy feature.
The TTS features an uprated version of the 2.0-liter engine. Modifications made to the engine to bring it to the TTS level include revisions to the block, cylinder head, connecting rods, pistons, turbocharger, fuel injection system, engine management, intercooler, air path and the exhaust system.
Interior
Inside, the Audi TT is wonderful. Highlighted with real aluminum trim, the interior is well put together, with tight tolerances and sturdy, soft-touch materials. The design is contemporary, simple, and attractive. The gauges are trimmed in silver with black faces, and trip computer information is displayed between them.
All of the controls are within arm's reach and they move with precision. Without the optional navigation system, the controls are easy to find and operate. With the navigation system, however, the TT gets a version of Audi's Multi Media Interface (MMI). This system absorbs the audio controls, and adds several steps to simple tasks like changing the radio station. MMI might appeal to techies, but most of us would prefer something less complicated.
Sports cars are often difficult to enter and exit. While getting into the TT requires a step down, it's not extreme and, once inside, the TT has ample room for most drivers. A 6-foot, 7-inch friend said he fit well in the TT, but found the Z4 to be cramped. The front seats are comfortable and have nice bolstering to help keep you in place in fast turns. Visibility is good to most angles, but there is a notable blind spot to the right rear in coupes and in roadsters with the top up.
The leather upholstery is attractive, and the Enhanced Interior package makes it even more so, with contrasting stitching and a leather-covered instrument pod. Audi offers numerous interior color options, as well as the Baseball-Optic leather package that features a Madras Brown color and thick stitching inspired by baseball gloves, a TT tradition. It's pretty swell.
The rear seat in the coupe is too small for all but small children, and even they may complain. It's really best used for packages and briefcases.
Cargo space in the coupe is decent even with the seats up, but with them down it expands from 10.2 to 24.7 cubic feet. Folding down the rear seats creates a flat load floor and plenty of cargo space. The TT coupe has more than twice the cargo space of a Z4 coupe. There's plenty of room for a serious grocery run or luggage for two. Cargo space in the roadster is tighter overall, with 9.1 cubic feet. The convertible top doesn't intrude on trunk space, however, and a pass-through for skis is available that improves the roadster's versatility. Cubby storage is limited in the TT, however. Neither the coupe nor the roadster has enough interior storage for small items.
Driving Impressions
The Audi TT is fun to drive. All TTs have sharp handling. Despite a front weight bias, the TT doesn't have a tendency toward plowing the nose, but instead feels responsive and nimble. It feels stable at speed, and is perfectly willing to be tossed into tight corners. Steering is quick, predictable, and direct.
In driving a 2.0T roadster with 17-inch wheels and a 3.2 quattro roadster and coupe, each with 18-inch wheels, the 2.0T exhibited a bit more body lean and tire squeal in turns, but still gripped the road well. The 3.2 quattros felt sharper, especially the coupe. Neither roadster exhibited much, if any, cowl shake. The Audi TT roadster is one solid convertible.
Handling becomes even sharper when the available Audi Magnetic Ride Suspension is chosen. It utilizes a fluid in all four shocks that, when subjected to an electric charge, changes the shock's damping characteristics from comfort oriented to firm and sporty.
The brakes did not fade in the face of aggressive driving and maintained a consistent feel. Audi's electronic stability control doesn't intrude too soon, allowing some slip without prematurely cutting the throttle. With the Audi Magnetic Ride Suspension, the electronic stability control is programmed to give the driver even more leeway.
Ride quality is quite comfortable. Audi TT models with 17-inch wheels soak up small bumps well, but sharper irregularities can jolt passengers. The ride becomes firmer and busier with the optional 18-inch tires, so try these before you buy, especially if you live in an area with rough roads. We're not sure it's worth it.
Acceleration performance is quick and responsive. The turbocharged four-cylinder of the 2.0T has little turbo lag, making it quick from a stop and responsive at speed. It runs out of steam above 6000 rpm, though, so it's best to shift before that point. Audi says the 2.0T can launch the TT coupe from 0-60 mph in 6.1 seconds, and the roadster in 6.3 seconds. The 3.2-liter V6 has more punch, is more responsive than the 2.0T at all speeds, and is capable of 0-60 mph in 5.3 seconds with the S tronic transmission and 5.5 seconds with the manual gearbox.
The TTS, with its 265 horsepower, is a whole 'nother matter, and is billed as the fastest TT ever. Audi says the TTS coupe will accelerate from 0-60 mph in just 4.9 seconds, and the TTS roadster will make it in 5.1. The TTS has its top speed electronically limited to 155 mph.
The six-speed manual transmission is easy to shift and has fairly short throws. The S tronic DSG has Drive and Sport modes, both of which shift quickly and without a jolt. The Sport mode holds lower gears longer to keep more accessible power on tap. The driver can shift the DSG via the steering wheel paddles or shift lever.
Quattro all-wheel drive is front-biased, but can alter the bias from front to rear as conditions require. Quattro is a great choice for those who live where the weather often turns harsh. Audi is a leader in all-wheel-drive technology.
In normal cruising, the cabin is quiet for a sports car. Tire noise can become pronounced on rough surfaces, but wind noise is well-checked. There is some sporty exhaust note but, after all, this is a performance car.
2009 TT Review Summary & Specifications
The Audi TT offers quick performance, crisp handling, remarkable efficiency, and a beautiful interior, all wrapped in a stunning, highly distinctive body that will not be mistaken for anything else on the road. Quattro all-wheel drive gives the TT 3.2 all-weather capability. The hatchback coupe offers cargo versatility while the roadster offers top-down fun. If you're looking for a sporty weekend toy, or even a year-round sports car, make sure the Audi TT is on your shopping list. As with most German cars, options can drive the price up quickly.
