Audi TT Coupe
TT BULLET
Engine — 2.0 L TFSI
Max power — 200 hp/5100-6000 rpm
Max torque — 280 Nm/1800-5000 rpm
Max speed (km/h) — 240
Acceleration 0-100 km/h — 6.4
Fuel consumption (L/100 km):
city — 10.6
highway — 6.0
combined — 7.7
Front-wheel drive
S-tronic, 6-speed
Length — 4178 mm
Width — 1842 mm
Height — 1352 mm
Curb weight — 1260 kg
Tires 225/50R17
Price — $57,200 (457,597 UAH), base trim price — $48,806 (390,447 UAH)
Equipment:
ESP (ABS, EBV, ASR, EDS), climate control, sport leather steering wheel with paddle shifters, servotronic, acoustic parking sensors, bi-xenon, heat-insulating glass, power windows, sport front seats, tire pressure indicator, automatic electrically operated spoiler
Maintenance cost:
Service interval: 15,000 km
Service 1 at 15,000 km — $236 (1,882 UAH)
Service 2 at 30,000 km — $290 (2,317 UAH)
Service 3 at 45,000 km — $236 (1,882 UAH)
Service 4 at 60,000 km — $704 (5,627 UAH)
Service 5 at 75,000 km — $236 (1,882 UAH)
Service 6 at 90,000 km — $472 (3,772 UAH)
Warranty — 2 years without mileage limit
Labor rate:
$48 (378 UAH)
Competitors:
Porsche Cayman
Porsche Boxster
Nissan 350Z Coupe
Alfa Romeo Mito
BMW Z4
Mazda RX8
Marat Makhmutov, deputy director of the Kazan School of High Driving Excellence
Winter is just around the corner, and with the anticyclone that has been holding over our region for several days — with frosty nights and autumn-warm sunny days — it was hard to imagine a better time to get acquainted with another model of the “brotherhood of the four rings,” namely the TT. The name of this car is short and resonant, like a shot from the pistol that bears the same abbreviation. At least, that's the image it conjures for me, and even before I saw the car in person, somewhere in my subconscious there was already a thought: this thing will be fast, quick to get going, and obedient in the hands of someone who knows how to aim (that is, the driver, in our case).
And then a strict black coupe appeared on the track, gleaming with metallic paint under the bright autumn sun. Small in size, but from the front, in this color scheme, it looks quite menacing: serious headlights, a body pressed to the ground, like a trained dog ready to pounce. In profile and from the rear, the car seems more peaceful — the sloping roof somewhat resembles the “VW Beetle new.” The large wheels for such a small car, 245/45 R17, also add solidity. After quickly inspecting the car outside and appreciating the proper shapes of the small trunk, I settle into the driver's seat. The doors of this Audi are frameless, so when opening, the glass automatically lowers. I must say, getting into the coupe was no trouble: the well-shaped seat and the flattened bottom of the steering wheel did their job, and on many sports and pseudo-sports cars, getting comfortable behind the wheel is not always easy. The seat has electric adjustments in all directions, and reaching for the seatbelt far back, contrary to my fears, wasn't necessary: the engineers took into account the features of a two-door coupe and the associated inconveniences. In short, getting the belt and buckling up is a breeze. As for the quality of trim materials, I think it's unnecessary to speak: everything here is done conscientiously, assembled neatly, with that very German thoroughness and attention to detail.
The interior is trimmed in black fabric, and the headliner is also black. Even this reads as a claim to power and strength. A formidable weapon, so to speak (the pistol, by the way, is also blued). The front panel is not trimmed with wood or aluminum, as in the A6 or the larger A8, but calling it deficient would be a stretch. Everything here is subordinated to strictness and aristocratic restraint, with the main emphasis on ultimate functionality. The rear seat exists, but purely nominally. An adult (even one) absolutely cannot fit there: there is no room for legs or head. Most likely, this little bench is just an additional compartment for fragile luggage or a bed for the owner's beloved dog. This version is supported by the fact that the front seats do not fold forward quickly: to move them, you have to wait for the unhurried electric drives to work. The instrument panel with chrome bezels is well readable, there is an indicator of the engaged gear of the automatic transmission, but I've seen the small temperature and fuel level gauges somewhere before — similar ones were on the Ford Kuga, and reading information from them is not very convenient. However, for a car of this orientation, this is not the main thing. As it seems to me, the main idea of the TT's creators was to make a sports car that can not just drive well in the city, but very well, while not forgetting the canons of a “civilian” car. Let's see what came of it.
200 hp extracted from the two-liter turbocharged four-cylinder (in factory terminology — TFSI), and the six-speed automatic S-tronic — this, as it turned out, is more than enough for a front-wheel-drive car. The engine is very “lively,” revs easily to the cutoff and confidently, assertively accelerates the sports coupe. And note, such dynamics — in the “D” mode of the automatic transmission selector. And in the slot there is also the “S” position (“Sport” or “Super”?). The analogy with a fired bullet takes on quite tangible reality! We arranged the first dynamic test on a relatively small area of the track. After making several runs there and noting, without exaggeration, excellent acceleration and handling, we decide to head to the real racing track “Canyon” near Vysokaya Gora. For those who don't know, I'll inform you: now our city also has a road-racing circuit about 3.5 km long. Construction is not yet fully completed, but training runs are already possible — the asphalt is laid entirely, and the official opening is scheduled for early next year. The first part of the journey passed along ordinary city streets with their far from ideal surface, and this was just the opportunity to assess the ride smoothness. And it, surprisingly, turned out to be quite comfortable for such a coupe. The suspension is moderately stiff, does not irritate with excessive attention to small irregularities at medium speeds (60-70 km/h). Of course, there were some drawbacks. So, at speeds around 30-40 km/h, the car conveys all the “delights” of our roads to passengers in too much detail. Not to say it's critical, but the smoothness of a business sedan here is an ephemeral concept. When the speed increases to 100 km/h (the washboard road near Samosyrovo), the suspension only becomes more composed, not allowing the car to deviate a centimeter from the chosen trajectory, and only large irregularities make the body shudder as a whole. Overall — commendable, nothing to say. I won't describe the car's behavior on the northern bypass — there I was already a passenger. During calm driving, I was comfortable and at ease, but a sharp aggressive driving style causes bouts of seasickness — it makes you feel sick! As a passenger, I also noticed the rear spoiler activation button, located at the front on the tunnel, which I hadn't seen initially. But to understand the principle of its operation, you need to consult the owner's manual, and there simply wasn't enough time to study it thoroughly within the short test drive.
Most likely, at certain speeds the spoiler changes its angle of inclination to increase the downforce on the rear axle.
While we were figuring out the details of the specific car's equipment, without noticing it ourselves, we reached the “Canyon” racing circuit. It was here that the director of our school, Oleg Shatov, had just finished a session on emergency driving training, and next to him was Sergey Galkin — silver medalist of the national championship in road-racing motorcycle events. Who, if not these people, is capable of truly appreciating the TT's behavior?
They took turns lapping the test Audi, after which they issued a joint verdict: "A decent front-wheel-drive car that behaves strictly according to the laws of front-wheel drive: when you lift off the throttle, it oversteers, and when you open the throttle, the trajectory straightens out. But the delay in response to accelerator input is disappointing. By the time you wait for a reaction, the car could spin sideways across the road. True, this issue disappears if you switch to manual mode and use the paddle shifters—they're convenient. I think with all-wheel drive, this car would be even more interesting. There are also complaints about the brakes: such a prestigious brand shouldn't "kick" the rear end so hard during emergency braking. Although the brake system held up decently over three laps. In fast corners, a limited-slip differential is lacking: the inner wheel, under the pressure of two hundred horsepower, starts desperately scrubbing the asphalt. For the TT to really compete on the track, it needs a limited-slip diff and stiffer suspension. For now, it's just a good glamorous-sporty car."
While the boss was cutting laps, I was timing with a stopwatch. 1:52! As far as I remember, that's the best result among front-wheel-drive cars on this track to date. The lap record itself is 1:44, held by the all-wheel-drive Mitsubishi Evo IX with four hundred horses—essentially a full-blown rally weapon, so losing to it is no shame at all. In short, the AUDI TT is great! I also went out on the asphalt ring, but not at a racing pace—rather a quick familiarization run, limiting myself to two laps. My impressions from these runs are exclusively positive—both in terms of dynamics and how the car handles sequences of corners. I especially want to praise the automatic gearbox: during hard acceleration, it shifts gears much faster than most drivers do, so the myth about sluggish automatics has no basis here. It's worth adding that our TT wasn't the most powerful or fastest. Official dealers offer a version with a 3.2-liter engine and all-wheel drive. I think with that power-to-weight ratio, the car could seriously compete with monsters like the PORSCHE 911, and maybe even the FERRARI.
Now, returning to the weapon theme, I'll share my personal opinion about this car, which pleasantly surprised me and gave me exclusively positive emotions. After a short test, my initial impression of the TT only strengthened: it's eager, swift, and extremely precise in the hands of a professional. Moreover, I've never experienced such pleasure from a harmoniously balanced car. And on top of that, it's menacingly beautiful. Without a doubt, this is a very successful model from Ingolstadt, suitable for both work and play. There's just one nuance: it's a coupe for an egoist—for yourself, beloved. At most, also for a beloved girlfriend, but then the driver of such an extraordinary car will have to tone down the weapon charm, otherwise there's a risk of unscheduled visits to the interior dry cleaner.
Vadim Sadykov, "Autoclub-Kazan"
"Here are the documents and power of attorney. Be careful—the insurance just expired," the manager admonished me. The lack of insurance is a minus, but the legendary status of the TT and the desire of the three of us to take a ride is a plus. Besides, in over six years, we've never had an incident with test cars! I decide right away that no one will know about the insurance: let Alfred and Marat feel at ease. So, we take the car and head to the hippodrome. I'm driving, in "civilian" mode, following all the rules. We drive smoothly. No shaking. The automatic doesn't brake. You can "fire" at any speed. It's clear that the TT needs to be tested on the ring, but first—the usual "menu." The "slalom" is handled perfectly. When I took several turns, I felt the load on my vestibular system. Impressive. Right there on the lot, I tried to get into the back seat. Due to the sloping roof, sitting there is impossible, and lying down—no room to stretch your legs—is uncomfortable.
Let's return to city and highway driving. Unfortunately, I "lucked out" and spent the most time in the front passenger seat. And I'll say honestly: without the package, it's hard to manage here. Even if you, like me, can calmly endure any swings and carousels and can ride a bus without holding onto the handrails. In short, this is a "car for an egoist." The egoist, of course, is alone in the car. I liked the operation of the 6-speed automatic: everything happens quickly and clearly. True, when overtaking slow trucks on the highway, there's a slight delay in downshifting—both in "Drive" and "Sport" modes. The most interesting part began at the ring track. Marat showed an excellent lap time. Alfred realized that it's better not to turn off ESP. Then it was my turn, and Alfred volunteered to ride part of the lap with me as a navigator. Here, an explanation is needed. The track is laid on uneven surfaces, and the next turn can appear suddenly behind a crest. So I took his cues literally. And here's the most interesting part: Alfred says—next is a gentle right turn.
Gentle is what I like; on such a turn, you can reach maximum speed and take it with flair, that is, without tire squeal. Internally rejoicing, I floor the pedal, crest the hill, and see with horror—the turn is indeed to the right, but it's sharp (!!!), about 160 degrees, not gentle at all! Nevertheless, I made the turn—and that's a huge credit to the TT. I immediately remembered the manager ("insurance expired") and Marat's words ("there are several turns here where many cars fly off the track"). And the following laps I did in a purely "civilian" mode (also saving pads and brakes), like a thrifty owner: that is, I didn't even try to reach maximum speed or best time, but braked with the engine before turns. What can I say? I liked it. The car is very friendly to the driver; with the TT, even an inexperienced driver can outpace an average driver in another car. Perfect suspension tuning!
Let's fantasize: who is the potential buyer of the TT? As we've already figured out—an "egoist." Well, plus a young, single offspring of wealthy parents. And, don't be surprised, as a 3rd or 4th car in the family, after a family sedan, hatchback, SUV. A great summer weekend car. An ideal and fiery, I'd say, weekend car.
Alfred Mardanov, "Autoclub-Kazan"
Unfortunately, I'm not closely familiar with the previous TT. Personally, I was very interested to find out whether the TT has lost its thoroughbred qualities and hasn't bowed to the mass buyer who wants economy, comfort, and so on. Already sacrificed were the new Mazda6, Honda Accord, Subaru Impreza, and many other cars. Despite the distinctiveness of this model, which, as Vadim rightly said, is a hundred percent a leisure car, it's becoming more and more mainstream. And if so, hasn't it become less driver-focused, but, let's say, calmed down and safe? I wouldn't want this car to also drift toward comfort at the expense of some sportiness. With these thoughts, I was photographing the car near the dealership while Vadim was handling the paperwork. I moved it back and forth and from the very first seconds of interaction understood how comfortable it is here.
A certain aura inside the car involuntarily creates a playful mood, and you want to dash off somewhere rather than stand still. And here comes Vadim with the papers. He immediately plopped into the driver's seat like a boss and buckled up. You do plop into the seats; they're low down, and you sit there like in a tank, but you don't feel any lack of visibility. There's also plenty of room for legs and shoulders. And how well-developed lateral support holds your body, like in soft clamps, like in a sports car. From the very first "steps," Vadim noted that you need to be careful with the throttle; the wheels immediately start spinning. What engine is this, surely 3.2?
It seems that's exactly it—the car literally rushes into battle, like a spirited stallion that has stood in the stall too long. "Why guess?" flashed through my mind. The glovebox surely must have documents. Indeed: the registration is there. I open it—and my eyes pop: a two-liter engine, and under the hood—two hundred horses that have clearly been waiting for work. And if this unit behaves like this, then what does the 3.2-liter engine on the all-wheel-drive version do? Scary to imagine, honestly, I don't even dare.
We got to the track very carefully and without haste. I even almost forgot about photo shooting—so eager was I to try the car in action. What can I say: the car handles, as Marat aptly noted, exactly like a go-kart. But the lot is clearly too small for it—such a car needs a real ring track, as we originally planned. On the way to the track, alas, I never got into the back seat. I saw how Vadim struggled trying to fit behind the second row, and I didn't repeat his feat. Honestly, even a child would be hard to seat there, but a subwoofer with an amplifier will fit like a glove.
Of course, I wasn't going to set any records on the ring. I'm a novice! I don't steer properly, I brake at the wrong time, and I choose wrong trajectories. But it was in this car that I clearly realized this, and also felt how great it dives from turn to turn on a winding road and shoots from the arc onto the straight. The famous motorcycle racer Sergey Galkin also drove up — first he impressively did laps in his Impreza, and then no less spectacularly in the TT. It was evident that he took a liking to the car.
On the way back, I finally got onto a country highway and drove around the city a bit. When accelerating to a hundred, the rear wing automatically extends — it should create additional downforce. For such a short-wheelbase and light car, the behavior is very decent. There's no trace of the "tin can" feeling I was afraid of. The car is tightly assembled, sound insulation is at a good level, the suspension is elastic — I wouldn't dare call it stiff. Rather, it's energy-intensive: it handles joints and bumps smoothly, without sharp impacts or rocking, and the handling is just a delight. Everything is great!
The car unexpectedly pleased absolutely everyone without exception — it was frankly a pity to return it to the dealership. The onboard computer showed fuel consumption of 18.8 l/100 km — you'll agree, a quite decent result. I don't know what the previous TT was like, but this one is just a sight to behold. With such a car in the garage, you can get a lot of pleasure and give others quite a thrill.
(C) "Autoclub-Kazan".
