There’s no shortage of options for sporty roadsters, but at the higher end at least, this is a segment that German automakers have had a good handle on for a number of years now. Major players in the affordable teutonic roadster roster are the BMW Z3/Z4, the Mercedes-Benz SLK-Class and this car, the Audi TT. Based on a platform once shared by the Volkswagen Jetta, Golf and New Beetle, the TT combined common running gear with standout styling that, let’s face it, would look great in most of our driveways. Initial 2000 TTs used the Volkswagen/Audi group’s corporate turbocharged 1.8-litre four-cylinder engine, tuned to produce 180 horsepower. In 2001, the so-called “225″ model arrived, sporting a 225-horsepower version of the same motor. The 2004 model year brought a V6-powered model, which used VW’s narrow-angle, 3.2-litre VR6 engine. In the TT, it made 250 horsepower; this new TT 3.2 - dubbed the TT 250 - became the top-end model, slotting in above the 225-horsepower version. Transmissions were limited to five- and six-speed manual gearboxes up to 2003; from 2004, VW/Audi’s revolutionary (at the time) Direct Shift Gearbox (DSG) sequential six-speed became an option.
Fuel consumption is reasonable thanks to the TT’s smallish engines. Despite the TT’s apparent popularity, Consumer Reports has little reliability information on the car. CR points out the timing belt problem and a few others, but the information here is hardly definitive. You can find a DIY guide here. Abnormal temperature gauge readings could be caused by a number of things. If it acts erratically, blame the electronics. A below-normal temperature reading probably means a bad thermostat, and if it reads high, suspect a bad cooling fan(s); this may be accompanied by non-functioning air conditioning. Non-functional turn signals are caused by a bad flasher unit, which in the TT’s case, is built into the hazard light switch. Depending on who you talk to, a creaking suspension can be blamed on bad control arm or sway bar bushings. Here’s a cool video from YouTube, demonstrating how the TT’s climate control system can be used to display performance parameters, from vehicle speed to engine coolant temperature. Safety-wise, the National Highway Traffic Safety Administration (NHTSA) gave the TT five stars in its side impact test, but didn’t put the car through its frontal impact test. The Insurance Institute for Highway Safety (IIHS) didn’t test the TT. Side airbags were standard, as were anti-lock brakes and stability control. 30,000 for a 2006 TT 250 Roadster. Overall reliability is only as strong as that of other Audis from the past 15 years, which is to say not great.
The automatic transmissions integrate a fuel-saving freewheel function. The driver controls it by a selection lever or by shift paddles on the steering wheel; in both cases, the control signals are transmitted electronically. The new quattro drivetrain with ultra technology is standard equipment for the 2.0 TDI with 120 kW (163 hp) and 140 kW (190 hp), and for the 2.0 TFSI with 185 kW (252 hp). Audi can deliver it as an option for the entry-level diesel engine with 110 kW (150 hp). The quattro with ultra technology always disengages the rear-axle drive whenever it is not needed, and if necessary it can proactively re-engage it. The new concept boosts efficiency without reducing traction or driving dynamics. In both the front-wheel drive and quattro drive versions, torque vectoring gives handling a refined touch. The intelligent software solution always delivers a dynamic, precise and controllable driving experience. The new Audi Q5 enables handling that combines very different strengths - it is sporty while being extremely comfortable. Creating the basis for this are the newly developed five-link suspensions and also the new electromechanical power steering system.
Dynamic steering is available as an option; it varies its gear ratio according to the driving speed and steering angle. Customers can choose from two extension stages of springs and damping. The chassis with damper control offers a very wide spread between comfort and dynamics, which the driver can select via Audi drive select. In addition to adjusting damper control, the new adaptive air suspension can be used to vary the ride height of the car body over five stages. In the Audi Q5 3.0 TDI, these two systems and the sport differential are bundled into a new central chassis control unit. In the standard system, Audi drive select, which accesses various technical modules, the driver can select one of as many as seven driving modes. The two new modes, lift/offroad and allroad, emphasize the offroad character of the Audi Q5 optimally. The new Audi SUV comes from the factory with 17-inch alloy wheels. The design and sport equipment lines come with 18-inch wheels, and the S line sport package and Audi design selection come with 19-inch wheels. Wheels up to 21 inches in diameter are available as options. The new Audi Q5 is manufactured at a newly constructed plant in Mexico. It will arrive at dealers in Germany and other European countries at the beginning of 2017. The base price at the start of sales for the Q5 2.0 TDI 120 kW quattro S tronic will be 45,100 euros.
