2016 Audi TT |
|
2.0-lite r turbocharged DOHC I-4, direct injection, CVVT (220 horsepower @ 4500 rpm, 258 lb.-ft. @ 10 rpm) Six dual clutch automated manual gear 23 city / highway combined 30/26 (EPA Rating, MPG) 27.1 (observed MPG) base price: $ 47,325 * As Tested :. $ 55,350 * * Prices include $ 925 destination charge |
most roadsters luxury are linked to practice sports sedan, rear-wheel drive, Audi but prefer to walk to a different drummer.
Since its inception in 1998, the Audi TT was based not on the A4, but the Volkswagen Golf. The original TT was the product of Audi brightest and not only blew minds in his debut for its design, it was a hoot to drive well.
The second generation of the TT on the other hand, failed to impress. Not that it was a bad car, it just does not excite me like the first generation did. The handling was good, but B MW Z4 and Mercedes SLK was more fun. The outside was bolder and meaner than the original, but the inside was too "VW Golf" for the price tag. Every time I sat in one, I would say to myself, "theres something missing."
As luck would have it, the Audi engineers have also been looking for that "something". And they found it.
Exterior
Audi has long preferred the evolution of design the revolution - for better or for worse. Park three generations of TT adjacent to each other and the design resemblance is so strong that you may think they are linked in their body work. Youd be half right.
The PQ35 platform used by the second generation TT was a mild refresh this underpinned the first. The new model, however, uses the new (and widely touted) MQB pl atform shared by Volkswagen and Audi. Despite the entirely new mechanicals, the TT is immediately recognizable as Audi cloth top iconic with many of the same design elements on the first and second generation models. Thank you in a new suit of aluminum panels, sharper creases and standard LED lamps, 2016 TT seems leaner, meaner and more mature than ever.
The MQB platform is a parts bin of a rigid frame. This allowed engineers greater freedom to adapt the body and the wheelbase for the TT needs instead of taking the dimensions dictated by the higher volume of Golf. The MQB parts bin is already designed with a curb weight of light in the mind, but Audi has taken things to the next level with an aluminum body which further reduces the weight and re-distributes smaller in the vehicle compared to the Audi A3 and Volkswagen GTI is associated. Despite the extra frame to ensure the strengthening of the roadster would not bend like a wet noodle, our all-wheel drive tester tipped the scales at a svelte 3384 pounds, just 77 more than the lighter two-wheel drive BMW Z4.
inside
previous interior reminded me too much of Golf. It was not only that some parts were shared, but the overall style and location of c ontrols were also similar. Cockpit 2016 a completely new design with a focus without compromising the driver. You will notice a big change in the picture above: there is no infotainment screen. The TT does not even sport a screen pop-up out of a trapdoor hidden in the dashboard. He did not simply a - at least, not in the way you expect. Instead, Audi merged navigation, entertainment, information services and the gauge cluster in a large array of LCD board disco on the drivers side.
Although most comfortable rear seats in the BMW i8 last week, the TT coupe rear thrones are best thought of as storing hand luggage. The TT roadster with fully distributed back buckets to make room for storing the fabric hood, which in turn frees up space for cargo in the trunk when the top is down. checks of cargo space 9.9 cubic feet when the top is up or down, just a reduction cube 2 feet vs. hard top. This also means that the boot lid does not have to open and close while the top is in motion and which contributes to the TTs ability to go topless to 30 mph. For those in the winter sports, Audi adds a convenience key with a ski pass-through.
Unlike many other new luxury vehicles, Audi starts with genuine leather instead of imitative varieties in the basic models. The TT also gets the drivers seat, electrically adjustable 12-way lumbar support with four-way electric adjustment standard and moderate lateral reinforcement. Our model had seating options "S Sport" wrapped in Nappa leather and equipped with air pulsed heating neck is Mercedes Scarf Air.
infotainment
Virtual Cockpit Audi combines disco dashboard LCD display and infotainment and Audi MMI navigation system in one screen 12.3 inches behind the wheel. Although this design makes for a cabin not driver-oriented like the others, it is not practical for a passenger to enter destinations or fiddling with the media library.
Other infotainment and navigation systems place the screen farther from the pilot and higher on the dash your eyes resulting in being a little closer to the road. Aside from the issue of the focal length, combin ing both an entertaining display proved, even for a gadget hound like me.
System control is via a variant of the same MMI controller we see in other Audi products with a finger touch sensitive disk writing on top. Since the system is entirely con tained on the drivers side, is also a set of controls on the left side of the steering wheel. Via these controls, you can use all aspects of the virtual cockpit, with the obvious exception of the writing of the finger, of course.
thanks to a new graphics processor, widescreen can be almost completely filled with a mobile satellite image provided by Google via an integrated LTE cellular modem. All the usual features are hidden in the interface from / iPod USB integration with full album art in full text searches via Google and all the settings and preferences of the car. The screen animations are catchy and smooth thanks to the new equipment and the interface should be familiar if youve used before MMI.
Training
While we wait for the five-cylinder TT RS to arrive, theres just a 2.0-liter engine offered available in two different melodies. The turbocharged four-cylinder engine is essentially the same as we find in the A3 and makes 220 horsepower and 258 lb-ft of torque. Power is routed to all four wheels via a six-speed transversely mounted dual-clutch transaxle and a Quattro all wheel drive system based Haldex.
If you need more shove, you must give up the top convertible bonds because there is no TT S roadster version at that time. The additional letter hits the boost up, squeezing an additional 72 horsepower and 22 lb-ft of twist on the same two liters. The extra push stroke 7 / 10ths off time 0 to 60, according to Audi.
player
You might think the TT as topless Golf R with the aluminum skin - a pleasant thought for sure - but TT manages to be. You see, the Golf R already han dles incredibly well for a vehicle based off of a mass-market hatchback, but the TT coupe pulls .99 Gs on a skidpad and only a bit less when you cut it. This is a better score than the rear-wheel drive Z4 or SLK and a shockingly thin hair away a Porsche Cayman or Corvette Stingray. With the manipulation of numbers like that, it should not surprise you that the same non-slip rubber and excellent development of suspension allows the TT to come to a dead stop to 60 mph in just 108 feet, the same distance as the carbon fiber Alfa Romeo 4C.
How is that possible, you ask? Although transmission of the TT is substantially similar to the GTI and Golf R and design of the suspension is linked, everything is fine in the Audi. The aluminum body not only reduces weight, it moves closer to the ground center of gravity. The short hood, long profile rump of the TT shifts weight to the rear, allowing an estimated weight distribution of 54/46. This might not be perfect BMW, but the TT proves a 50/50 weight balance is not everything. The all-wheel drive system has been programmed to be more aggressive about sending power to the rear wheels compared to the Audi A3 Quattro and jams 245 / 40R19 summer tires on all four corners. While happy tail, right foot steering is out of the question, slide all electric drive wheels are certainly possible.
The winding mountain roads of the California coast is where the TT belongs. From top to bottom or top up, the lack of flex chassis is impressive, especially given the weight penalty for the top is just over 0 pounds. That the pavement was smooth or rough, wet or dry, the TT simply dug into the tarmac, completely free of creaks or groans on uneven pavement. The suspension itself is adjusted to the daily driving side of things, something appreciated my back on my 0 mile round trip commute. I noticed some commentators thought he was too soft on the road, but I would like to wander across my springs and prefer a bit softer.
Thanks to a torque vectoring system on the brake base that acts on both axles and aggressive programming of all wheel drive system, the TT actually feels like a rear-wheel drive car in the exit of a corner with moderate accelerator. Slam the go-pedal to the floor, however, and the electronics are based power more evenly, giving the TT Quattro resolutely traditional feel.
On the down side, when it comes to acceleration, the TT is only just a bit faster than the A3 cabrio. We clocked back to back 0-60 sprints in 5.4 seconds, just 2 / 10ths faster than the A3. Delta was probably more to do with variations in temperature and programming transmission since both Audis weigh almost the same and use drivetrains almost identical. On the other hand, the TT is a bit faster than the Z4 sDrive28i or SLK300, and about the same as the SLK350. With handling this well, I had hoped he would shove match, but the lack of a TTS roadster (and probably a roadster TT RS) means that Audi has nothing to compete directly with the fastest Z4 sDrive35is or SLK55 - not to mention Boxsters high yield
While I complain, I must mention the eternal punishment of a car that handles incredibly well, but not too fast: you end up. pressed the brakes way more than you should. (At least, I think.) The TT feels confident and safe walk on any surface. It does not look like the Alfa Romeo 4C, where grip is high, but the impression is not to o inspiring confidence. The result is that I tend to stay in power as long as possible, decelerate aggressive at the last moment and enter the tower. This kind of driving on a road properly spaced corners reveals the chassis and tires write control brakes can not cash. Stopping distances can start an eye-popping 108 feet, but this distance can stretch to 130 feet and beyond, after a few minutes of hard work.
These are quibbles. A 0-60 time of 5.4 seconds is fun, 108 feet of 60 is almost the definition of "stop on a dime" and .99Gs will make you laugh like a tween at his first school dance. More impressive is that the Roadster starts at $ 46,400, which is a bargain compared to the $ 49.700 Z4, Porsche Boxster $ 55,300 (PDK) or $ 59.0 SLK530. When you add a standard equipment you will find in the Audi competition, the delta increases by $ 3,500 for the Audi. Load your TT and the value proposition increases. Because Audi would face a lashing tongue of the press they started the American TT range related to the state of the front wheel (you can get a workout before TT in some markets) and because the virtual cockpit would look ridiculous if navigation was optional, there are not many options to add to the TT. Our tester essentially f ull charge carried a $ 54,425 sticker, making $ 6,000- $ 15,000 cheaper than the rest of the German competition despite besting most of them in almost every metric.
Then theres the Nissan 370Z Roadster. No, its not a sports car with a luxury badge, but for now there is no version of Infiniti. Although the TT is too expensive, the 370Z against undercuts by from $ 41,370 and lead to a little over $ 50,000. This puts $ 4,000 to $ 5,000 between Audi and Nissan through the line (although, adjusting content based, you will find the Audi drops the delta to $ 1500). Nissan is an animal quite different from Audi. It manages both, tennis 0-60 almost half a second faster and, by all accounts, braking is equally impressive. It is a rear-wheel drive boxer with a 3.7-liter V6 that screams like a banshee at its 7500 rpm redline and can be equipped with a manual transmission. This, of course, means that it is the choice most raw, more emotional when the TT is smoother quiet option that is just about as well with all-wheel drive grip and a polite round. This is the high vs public prep school. While I love me some books, I have to admit wheel drive and automatic TT equipped with comfortable leather seats and flashy array of LCD panel, worth $ 1500 for my daily commute.
If you re thinking that the TT is the first choice, think again. The problem with the TT is that the A3 Cabrio is very tasty. It handles almost as well, is just as fast, has two usable rear seats and a larger trunk. Buy A3 TT keep $ 4,400 in your pocket that you can then use on performance improvements, such as wider tires and sticky rubber. The A3 is a good value compared to the 370Z Roadster and is easier on your wallet at the gas pump. I suspect evil plan Audi is to attract people to the dealer with the TT and sell the A3 instead. If this is the case - Audi played well, played well
Audi provided the vehicle, insurance and a review of gas
Specifications as tested.
0-30: 1.9 seconds
0-60: 5.4 seconds
1/4 Mile: 13.8 seconds @ 100 mph
-
- 00
Tidak ada komentar:
Posting Komentar