Reviews & Road Tests
First Drive: Audi TT quattro Roadster
By by: George Achorn, photos by author
May 26, 2000, 14:32

Dusty, dry and hot are the best ways to describe it. Phoenix is like this in April, which makes the perfect environment to take a gander at the newest variations of Ingolstadt's successful TT. The folks from Audi chose this setting in order to give journalists some time to partake of the 225-hp TT quattro coupe, 225-hp TT quattro roadster and 180-hp TT roadster equipped with Front Trak (Audi speak for front-wheel-drive).

These three new offerings are the latest and, in the case of the 225-horsepower models, greatest versions of the TT thus far. New for 2001, these offerings are arriving in dealers as you read this and will perform wonders in wooing over consumers who may have yet to experience an Audi product.

The real thoroughbred in Audi's corral of TTs is the all-new roadster. Designed to be a convertible from the very beginning, the engineers at Audi managed to bestow the car with the best rigidity in its class. The aluminum roll bars, designed to protect occupants during a rollover crash, are also integrated into the car's frame to reduce flex. In addition, patented steel inserts spanning from the top of the A-pillar to the bottom of the car aid in giving the roadster the same level of intrusion protection as coupe versions.

Design of the top was carefully planned for a result that shows no outward stitching and bestows the car with some unique advantages. The collapsible roof employs a glass rear window that is not prone to clouding like the plastic offerings from competitors. Extra rigidity has also been added into the roof for the prevention of ballooning that happens to many convertible tops while in motion. Retaining its shape at speed helps the roadster achieve a top-up drag coefficient of .35cd as compared to .34cd for the coupe.

The power top, standard in the quattro and optional on the Front Trak, also employs several key safety features. Activation of the system will not happen unless the ignition is on and the handbrake is up. In addition, special clips assure that the top will not close until the cover has been removed.



Putting the top down allows the TT to show off its stunning interior, which could be one of its best features. All of the brushed aluminum and steel pieces, made with a patented process to prevent smudging from fingerprints, are presented for any passers by to see.

To deter any would-be bandits from making off with your possessions, Audi has added some additional security features to the roadster. Bins located in the back of the cockpit lock with the car's central locking system. In addition, Audi has installed an improved alarm system that makes use of a center-console mounted sensor that employs pulse radar to detect any movement within the cabin. This makes parking the car in front of the local general store with the top down more than just an exercise in trust of the local constabulary.

Another unique feature of the TT is the power operated retracting rear windscreen designed to mimic the lines of the roll bars. Quite unlike many of its competitors that feature fixed wind deflectors, the TT has a tempered glass unit that raises and lowers at the touch of a button. Even when in the up position, the clear glass is very unobtrusive to the look of the car.

Optional on all models will be the baseball glove-like stitching as first seen on the TTS Roadster concept car. This special stitching, hand sewn, will run about $1000 and only be available in the dark terra cotta color that Audi calls "Amber Red". While very impressive to look at, the stitching will prove interesting for the owner to clean.

The entry-level roadster is fitted with the 180-horsepower version of the 1.8-liter turbo 4-cylinder engine. Starting at $33,200 ($50,500 in Canada), it comes equipped with a manual folding top, power glass wind deflector, ESP (June availability), driver display and improved Audi Advantage warranty that now spans an additional year for total coverage of 4 years or 50,000 miles. There'll be plenty of optional equipment, though the sure-footed Haldex-based quattro all-wheel-drive system won't be among them.

Still, Audi's legendary quattro system is standard equipment on the 225-hp version. This top of the line drop-top weighs in at $38,900 ($59,000 in Canada). It has all of the standard equipment form the lesser model as well as the power top, 6-speed manual transmission and dual exhaust. The car's polished 17-inch 5-spoke alloy wheels are the same design seen earlier on European market Audi A6 4.2 models, though with a different bolt pattern.



While many assume that the difference between the two engines is little more than an ECU chip, they are definitively mistaken. The dual exhaust is just the tip of the iceberg. The engine also features dual intercoolers, new pistons, a lower compression ratio, cooling water afterrun pump, new exhaust manifold, piston cooling via oil injectors, hot-film air mass meter with reverse flow detector, and single-flow throttle valve unit that is integrated in the electronic throttle control positioner. All of these modifications are made to reliably run 225hp and 207 lb. Ft. of torque with a maximum boost of 2.1 bar as compared to the 180-horsepower unit's 1.8bar.

Firing it up, the new 225-horsepower version is louder than previous TTs, which is probably due to its dual exhaust. A subtle low rumbling resonance at idle is one hint of what lies under the car's hood. Blipping the throttle, it's apparent that the car isn't loud, though oh so much more appealing than before.

Performance is also greatly improved. Audi has made an art out of flattening the torque curve on turbocharged cars, thus making them feel more like a regularly aspirated V6. With the more hardcore engine setup of the 225-horsepower unit, the common traits of a turbo begin to return. Lag is apparent, and if the driver is more familiar with a torque-laden low end, a snap of the head into the headrest shortly after launch will be a quick reminder of what turbocharged cars are really about.



This isn't to say that a TT 225-horsepower version is like driving an early 911 Turbo. The apparent lag doesn't present a problem to the driver, though familiarization with the throttle and clutch timing will be necessary for the untrained young gun at a stoplight showdown.

Regarding showdowns, there'll be plenty. The TT Coupe is bad enough with its show stopping looks. The roadster adds the see and be seen aspect to the experience that will open up its new owner to racing propositions at many a red-light.

For those outside warm climates like Arizona, the TT actually presents itself in such a practical package as to make it much more than just a good third car consideration. The traction-control-equipped Front-Trak front-wheel-drive will probably perform quite well in snow and rain compared to the stable of competitors fitted with rear-wheel-drive.

That aside, it is the quattro-equipped model that will reign supreme as best in its class for year round usage. During the summer, the owner has a convertible capable of some very respectable performance figures. As winter falls, and most in the real world get ice and snow, the TT shines on with the Haldex-developed quattro system.

Interestingly, if you don't fancy a TT Roadster and you are looking for an all-wheel-drive convertible, you'll have to settle for other big guns like the Porsche Carrera 4 Cabriolet or Lamborghini Diablo VT.

Should the opportunity arise and you find yourself having access to any one of these highly attractive steeds. Put the top down, push the pedal to the floor and ride off into the sunset.

For more photographs of this story, click on the link to our galleries at the left.

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