There are countless cars out there that boast sequential gear shift, each with its own nomenclature. There’s SMG from BMW, Selespeed from Alfa, and M-MT from Toyota, to name a few. There’s tiptronic and multitronic too, just to confuse you.
Each claim “almost seamless” changes, but few can match Audi’s latest trick, direct-shift gearbox (DSG). DSG is an ingenious system that uses two electro-hydraulic clutches — one that is engaged and that is directly responsible for your forward travel, and one on standby.
When the gearbox decides to change gear, or the driver changes via the two paddles on the steering wheel, the first of the clutches disengages and the next, having found the new ratio, engages. As both are under load simultaneously, an almost jerk-free change occurs.
Audi’s 3,2l V6 DSG stands head and shoulders above the rest, and the coupe with which we had the honour of spending a few days proved that the gents from Ingolstadt have stolen a march on their competitors.
The TT’s design and shape may not be to everyone’s liking, but those ever so smooth lines indicate this is no run-of-the-mill coupe. It is aimed at the designer set who want performance and style. From the aluminium flashes that surround the retro-style air vents to the twin chrome exhausts, the car is pure style.
Our test car had none of the fancy gizmos so commonly found on a car that has a price tag of R416 500 — no audio controls on the steering wheel, no speed control nor even electrically operated seats — just the essentials such as central locking and electric windows. You can, of course, adjust the steering wheel and the front seats for height and reach purposes.
The front seats have suede centres and leather sides. There are neat leg supports, in aluminium of course, to stop knees bashing against the transmission tunnel and gearbox cluster. The rear seats are almost non-existent, and are probably only useful for carrying the shopping in designer bags, given the paltry legroom.
The side windows are extremely shallow, so side vision is a little constricted. Although there’s plenty of headroom, it’s very cosy inside, bordering on claustrophobic for some.
There’s a latent grumble when you fire up the TT, thanks to an energetic V6 that boasts a V of 15 degrees, and an advanced head that sports variable intake manifolds and modified intake ports.
Once you’ve switched on, the fun starts. Select D for drive, apply pressure to the accelerator, and the Audi will move off smoothly, changing gears as you go, with a pleasant crackle from the twin exhausts.
If you approach slower traffic or want to overtake, simply let the gearbox work that out, or prompt it by squeezing the left paddle to move up a gear. The TT lets you take control of the 6-speed gearbox, after which it will revert to automatic mode once it feels you’ve got lazy again.
Changing to S lets you take full control, and again, changes are lightening fast. Change down, and the management will blip the motor for you.
Matching all this comes Audi’s legendary quattro all-wheel drive, and a brief trip in the wet failed to get the TT out of shape at sensible speeds.
The front suspension uses McPherson struts, while double wishbones with trailing arms are used at the rear. Along with 225mm/45 series tyres fitted to Parabola alloys, ESP/ASR and ABS application with integral brake assist takes the guesswork out of keeping the TT on the desired path.
The ride is extremely firm, not uncomfortable, but, needless to say, every imperfection on our great roads are felt in some way or another. Its almost like a roadworthy 250cc super kart.
It’s unlikely that you or your TT will need to use any of the safety systems the engineers have built in, but it’s reassuring to know that the safety equipment package includes two front airbags and pyrotechnic belt tensioners for the front seats, while head and thorax airbags protect the rear passengers in a side impact.
The Audi didn’t require too many stops at the unleaded pump, and sipped just less than 12 litres per 100km, although this will rise to 14 litres if you’re in a hurry. It’s governed to 250kph. The speedo will push through the 100 mark in just more than seven seconds.
Compared to its smaller-capacity sibling, the 1,8T, the 3,2 V6 is simply much easier to drive. You don’t have to stamp on the gas to keep the turbo spinning to go anywhere. But there’s not much between the two in outright performance, and with a difference of around R50 000, the wise will look closely at the newcomer.
However, the gearbox is simply superb, and I’m wondering how long it will take Audi’s rivals to come with an answer to their wizardy.
The warranty is for one year unlimited kilometres and there’s a five year or 100 000km maintenance plan also.