2007 Audi TT Coupe 3.2 Quattro S Tronic Road Test

How it Handles

1. Introduction
2. Background Info
3. How it Goes
4. How it Handles
5. Interior
6. The Look
7. Space, Storage and Practicality
8. Safety Features
9. Future TT’s

While the power outputs remain the same, the chassis dynamics on the new TT have been completely overhauled.

I’ll put that into perspective for you. On the infamous north loop of Germany’s Nurburgring race track (that’s 23 kilometres of heart stopping tarmac) the new TT is a full 15 seconds quicker that previous model.

We don’t have the budget to run this test ourselves, but after a few minutes into a serpentine like stretch somewhere in NSW – we won’t be disputing it.

The TT feels extraordinarily nimble with huge grip levels, courtesy of the not so wide 245/40 tyres. Cornering ability ranks alongside high-end sports cars and as a consequence, bends can be attacked at unusually high speeds, while the car remains composed. Standard wheels are 18’s although, you can option up to either 19’s or 20’s shod with extra wide 255/35’s if you’ve had a good week! I’m a fan of wide rubber, so I would choose the 19’s although, the ride might be a little on the hard side.

Everything has been put under the microscope by the technicians at Ingolstat, with regards suspension. Front and rear tracks are wider at 44mm and 45m respectively, and although the front suspension is the same McPherson structure as the first generation car, aluminium components have reduced unsprung weight by more than a few kilos.

Rear suspension on the other hand, has had a total makeover. Out, is the torsion-beam rear axel and in, is a highly effective, low weight, four-link set up, supported by twin-tube gas shocks.

Believe it or not, ride quality is now better than ever. Lousy suburban roads and shopping centre speed bumps are soaked up with almost as much grace as a 1964 Humber (poor man’s limo) – well maybe not quite that soft, but there’s no harshness or body jolt.

While the standard suspension kit does the job, and then some, you can however, opt for what is fast becoming the chosen system of some of the world’s fastest cars. Audi calls it “Audi magnetic Ride” (retail price of $2,444) Magnetic, due to the fact that the fluid contains microscopic magnetic particles which can alter suspension dynamics in a split second!

Similar systems are on board Ferrari’s 599 GT and even HSV’s latest GTS, which we will review in a week or two, and let you know more about what is essentially, the world’s fastest acting suspension.

High speed stability, which was called into question on early TT’s, due to potential lift at speed under very specific circumstances, has been completely eradicated, with the addition of a Porsche-like eclectically operated, speed activated rear spoiler.

When the car is stationary, only a small rear lip is noticeable. When you accelerate up to 120km/h, the spoiler extends, providing down force on the rear axle. When you drop back to 80km/h, it’s like a “Transformer” as it retracts back into the rear hatch panel. Very cool.

Audi have also improved steering feel in the TT, with a new speed- sensitive electromechanical unit, which is nicely weighted for quick and precise steering inputs. It’s a vast improvement over previous systems, which were widely considered numb and lifeless.

I’ve never driven an Audi that didn’t pull up with extreme prejudice and the new lighter TT, is gifted in this area. In fact, so sensitive is the pedal pressure that it takes a bit of getting used to, at least initially.

What makes this TT so driver friendly, is the balance between handling ability and ride comfort, neither of which seems to have been compromised.

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