Automotive Reviews
Posts tagged sport coupe
2000 Audi TT Coupe
01068 days
One thing will never change, at least for car people: the unashamed joy of finding a slightly battered car under a layer of dust, buying it for a song, and lovingly restoring it to top condition. And what, in a quarter century, will car people seeking a project be looking for? Not Toyota Camrys or Dodge Caravans, certainly. No, they’re going to be looking for cars like the Audi TT coupe and roadster. These cars invite emotional attachment in a way that few cars these days can.
The swoopy, overturned-bathtub shape comes from the Audi IAA, a show car that wowed the auto show crowds back in 1995. It’s obvious from one glance at the TT that the show car’s design made it into production with its theme of “functional honesty” largely intact. The look of the TT is Audi’s family design taken to a delightful extreme. The curved, pulled-down-over-the-wheels look of the Audi A4 and A6 can be seen in the new little coupe. With the TT, however, the designers have been allowed free rein in a way that’s rare in cars costing less than $50,000. A bold black eggcrate grille with a large chrome Audi logo fills the front of the TT, and subtle character lines on the hood and sides add just enough relief to keep the slick design from looking formless. Big 17″ six-spoke wheels fill the flared fenderwells and dominate the profile. From the rear, the sharply sloped coupe combines so much sheet metal and so little glass that it looks armored. The roadster version has a similar silhouette, but the snugly fit top gives it a softer look. On both models, the racing heritage is played up with a racing-style aluminum cover over the gas cap.
Inside, the TT looks like the show car that spawned it, or like a Star Wars fighter; take your pick. Circles of aluminum–not just painted plastic–are everywhere. They ring the gauges, air vents, and spherical shifter. The radio’s retractable cover is a sheet of aluminum with the “TT” logo stamped in. Most of the secondary buttons echo the circular theme, and they’re dimpled to suggest rivets around the outside edges. Even the pedals are race car-inspired drilled aluminum pieces. The windshield is low–until the driver gets acclimated it can seem like more of a gun-slit than a window. They’re also comfortable enough for four- or five-hour drives, a trick competitors like the Mazda Miata and Mercedes SLK can’t pull off. A tunnel-shaped console runs between the front seats, with aluminum rails on each side, and a dainty aluminum cupholder just out of reach behind the front seats. In the roadster, bold aluminum rollover hoops rise behind each seat. The TT coupe is also a hatchback, with vestigial rear seats and a useful cargo area. It’s also got a fantastically huge blind spot to the rear, thanks to that sloped roof. But that’s not nearly enough to dampen the joy of driving it.
As stunning as it is just sitting still, even the briefest drive amazes. Power is provided by a choice of turbocharged four-cylinder engines of 180 or 225 horsepower. That power goes a long way in such a small car. The turbo is a hard but welcome shove from behind as it spins up to power, and then you’ve got to shift and do it all over again. The aluminum-ball shifter (only manuals are available–five-speeds in the 180, and six in the 225) knocks off the gears quickly and positively. The throws aren’t as lightning-quick as a Miata’s, but the TT’s gearbox doesn’t disappoint. The TT’s got a broad powerband, without noticeable torque valleys at any legal speeds.
The TT is available with front wheel drive or Audi’s “quattro” all-wheel-drive system. We tested a front-wheel drive Roadster and a “quattro” Coupe. All-wheel drive means fantastic handling in wet or dry weather. One dive into a fast corner and the reason for the stiffly bolstered seats become obvious; anything less and the driver would be holding on to the steering wheel for dear life. Massive tires and light weight endow both TT models with a responsiveness that borders on telepathic. Short of a violently foolish driver error, it’s hard to get the little Audi to misstep on the road. Big, antilock-equipped brakes bring the TT to a halt quickly enough to blur vision. The TT enjoys life in a way that few cars these days do. And that enthusiasm is infectious. Even non-car people pick up on the Audi’s honesty of purpose.
Such exclusivity comes at a surprising price. The TT Coupe starts at $31,200, the Roadster at $32,850. The “quattro” all-wheel-drive system adds $1,750, and the bigger motor is good for another four or five thousand. Standard equipment on the TT includes an eight-speaker cassette sound system, fog lights, heated mirrors, a first aid kit, and a three-year, 50,000-mile warranty with roadside assistance. The short options list includes high-intensity-discharge headlamps, heated seats, a Bose sound system with CD changer, and a hands-free phone. Our “quattro”-equipped test Coupe stickered for $34,475, and its two-wheel-drive roadster companion for $36,025. For one of the most foolish-devotion-inducing cars on the road today, that’s a bargain. Don’t wait until you have to find one behind a barn!
The Fact Box:
All specs are for the 2000 Audi TT 180 Coupe and 2001 180 Roadster, which we tested.
Length: 159.1 inches
Width: 73.1 inches
Height: 53 inches
Wheelbase: 95.6 inches
Curb weight: 2910 lbs
Cargo space: 10.8 cu.ft. (Coupe)
7.8 cu.ft (Roadster)
Engine: 1.8 liter turbocharged DOHC four-cylinder
Drivetrain: five-speed manual transmission, all-wheel drive (Coupe)
five-speed manual transmission, front-wheel drive (Roadster)
Horsepower: 180 @ 5500
Torque: 173 @ 1950-4700
Fuel capacity: 16.3 gal
Est. mileage: 22/30 (Roadster)
6/2009 update: I don’t see any TTs being abandoned in barns yet. In fact, I have yet to see one that looks as though it’s been mistreated.
2008 BMW 335xi
01245 days
Fast, capable and luxurious, the BMW 3-Series has long been the Michael Jordan of the sports-sedan set, a world-class performer that seems to have no weaknesses or vices other than a high price tag. Since its latest ground-up redesign, the 3-Series is even better, with more expressive sheet metal outside and upgraded mechanicals beneath. Is it possible to improve on what many consider to be perfection?
It’s certainly worth a shot. For 2008, BMW takes the already-outstanding 335 coupe and adds the power of all-wheel drive. The new 335xi expands the 3-Series’ resume to include all-weather performance.
From the driver’s seat, the all-wheel drive is seamless, and the additional weight has a negligible effect on handling. The 3-series’ standard Dynamic Stability Control already tames the tail-happy tendencies of the powerful, rear-drive 335i, so the 335xi’s additional stability is simply icing on the cake. The drivetrain is BMW’s xDrive all-wheel drive system, shared with the X3 and X5 line of sport-utes, and torque transfer is seamless. When the going gets slippery, the XDrive all-wheel drive system transfers power to the wheels with traction via a smooth, multi-disc clutch. XDrive will also transfer grip to enhance dry-weather performance, giving the 335ix a subtle edge over two-wheel drive cars. From the driver’s seat, the average 335xi pilot will notice only that the 300-horsepower six-cylinder engine doesn’t tend to make the rear end step out, in the wet or in the dry.
The addition of all-wheel drive makes the 3.0 liter straight six an impressively powerful yet tame engine, in fact. BMW’s first gasoline-powered turbocharged powerplant since the early 1980s, the 335’s engine features two small turbos, to provide maximum boost with minimum lag. The turbocharger is seamless; thanks to the inline engine’s inherent torque nature, there’s never a feeling of boost or lag. There’s a broad torque band and ample power when it’s needed; you can’t catch this engine napping. The throttle’s even perfectly suited, so boost and horsepower both roll on smoothly, making the 335xi deceptively fast from the driver’s seat. The six-speed manual transmission is awesomely suited to the straight-six, and the 335xi will get up and go from any gear, at any speed. It’s as easy to drive slow as it is fast; unlike some frenetic performance sedans, the 335xi is adept at calming down and acting responsible every so often, if the circumstances require it.
The brakes are excellent, of course; BMW wouldn’t allow anything less. The racetrack-bred 335xi is equipped with BMW’s elaborate “double-pivot” dual lower control arm suspension in the front and a five-link suspension at the rear. The bigger brakes require seventeen-inch or larger wheels. The suspension is taut and responsive to a fault, and the ride on the road is stiff but not uncomfortable. That said, the 335 doesn’t like sharp bumps, and tends to bounce like a go-kart over frost heaves.
For all the exciting mechanical bits, the 335xi’s face is rather restrained. The signature BMW styling looks good, but the average onlooker won’t see anything other than another handsome, long-nosed BMW coupe. The 335xi has conservative lines with a lowered hood, cool flat-topped quad headlamps with BMW’s signature corona rings, and of course the unmistakable split grille. This car is competent and confident, so it’s got no need for flashy styling tricks.
My test car featured a red and black leather interior that got mixed reviews, but otherwise the 335xi’s cabin is laid out nicely and comfortable. The narrow-diameter steering wheel feels tightly connected to the rest of the car and will remind younger drivers of a video game controller. The 335xi feels very taut and together–the steering wheel seems to be attached directly to the wheels, the shifter only a hairsbreadth from the gears themselves. The 335xi is good at making sure that the driver is involved. It’s easy to imagine that you can feel each individual tire’s contact patch on the road as you drive. And driving is what this car will invite you to do. The comfortable seats are sporty and grippy but don’t pinch, and surprisingly enough there’s room for over-six-footers in the back seat.
For all that sportiness, it’s still a luxury car as well. A choice of real wood or brushed aluminum trim is offered. Fancy electronic arms present the seatbelts to front-seat passengers when the key is turned, and there’s mood lighting in the armrests front and rear, giving the 335xi a unique theatrical feeling after dark. Active cruise control, heated seats, parking assist and a navigation system are available. Sirius satellite radio and a custom iPod adapter are also on the menu.
So what’s it cost to roll with what’s largely considered the best of the best? BMW pricing isn’t quite “if you have to ask…” but it is up there. 335ix pricing starts at $42,600. My tester featured th rear parking assist, iPod adapter, Sirius, Premium Package and Cold Weather package and stickered for $49,720. BMW’s XDrive is also available on the slightly less expensive 328 series.
Specifications: all specs are for the BMW 335ix.
Length: 180.6 in.
Width: 70.2 in.
Height: 54.1 in.
Wheelbase: 108.7 in.
Curb weight: 3759 lb.
Cargo space: 11.1 cu.ft.
Base price: $42,600
Price as tested: $49,720
Engine: 3.0 liter DOHC 24-valve twin-turbocharged inline six-cylinder
Drivetrain: six-speed manual transmission, all-wheel drive
Horsepower: 300 @ 5800
Torque: 300 @ 1400-5000
Fuel capacity: 16.1 gal.
Est. mileage: 16/25
2008 BMW 135i
01290 days
Driving the adorably stubby 135i, it was hard not to imagine a BMW X5 and 7-Series somewhere playing the part of the little car’s parents, nervously wringing their hands as Junior went out into the world for the first time.
Mom and Dad needn’t worry, of course. BMW’s new sport compact may be just a puppy, but it’s more than capable of taking care of itself. BMW’s newest is a compact coupe that enters the lineup a step below the increasingly expensive 3-Series. It’s a more economical alternative that still wears the vaunted BMW badge and doesn’t make buyers give up any performance for the sake of economy.
The truth is quite the opposite in fact, when you consider that the 135i’s powerplant is shared with the considerably larger 335. Shedding pounds has always been one of the quickest ways to boost performance, and the 135i is proof positive that this strategy is a good one. Since it’s carrying the 300 horsepower turbocharged I6 from the much larger 335i under the hood, the 135 is wickedly fast. The six-speed selectable automatic transmission offers manual gear changes on demand and is quicker than in past years, though it’s not as instantaneous and twitch-free as Audi’s similar DSG. A six-speed manual is also available, of course. It’s a delight to drive. Bury the go pedal and 0-60 comes up so quickly you’ll be going 70 before you register that it’s time to back off to avoid speeding tickets. The 1-Series is also available in 128i guise, with a 230-horse, naturally-asiprated version of the 3.0 straight six.
The 135i floats down the freeway with the greatest of ease, solidly planted and powerful. An all-aluminum suspension keeps the weight down, and the double-pivot front suspension all but eliminates flex in the front end when cornering. The 135’s multi-link rear suspension keeps the rear wheels on the road, and the standard Dynamic Stability Control (DSC) is almost a requirement to keep it from getting squirrely under power. Since it’s not hauling around a lot of extra weight, the 135i is tossable and easy to drive, and wide tires wrapped around eighteen-inch wheels provide instantaneous response and copious grip. Six-piston front brakes ensure that it’ll stop as quickly as it goes. The hype calling the 135i an economy car may be a bit overblown, but its handling makes it one of the friendliest BMW products going in spite of the power to weight ratio.
BMW styling keeps everything in the family. At a glance the 135i looks like a shrunken 3-Series, but the details are very different. Flame-surfacing style is evident on the hood, around the wheels and on the flanks where the fenders curve gracefully upward and downward, wrapping the eighteen-inch wheels. An integrated spoiler and LED taillights give the rear end sporty distinction. The short greenhouse is rounded, and the hood and trunk exaggerate the long-hood, short-deck profile of the larger 3-Series in a smaller scale, heightening the impression that the 135i isn’t fully grown. It’s one of the cutest seriously powerful cars out there, in fact.
The diminutive 135 manages to be comfortable inside as well. It’s as snug as you’d expect a 7/8-scale car to be, but ample elbow and knee room are still available for front-seat passengers. Considering that the 135 is smaller than many subcompacts, that’s pretty impressive. Four passengers can be squeezed in, if you need to, and the ten cubic-foot trunk is large enough to be useful. My test car featured a sport-seated interior in black with red seats. A navigation system is available, but requires the addition of BMW’s love-it or hate-it iDrive system. Sirius satellite radio and an iPod or MP3-ready sound system are also available.
The only downside to the 135i is that it’s not quite the second coming of BMW’s legendary 2002. That car had similar attributes to the 135…except it was affordable. With prices starting at $29,375 for the 128i and $34,900 for the 135i, the baby BMW tops any other “premium compact” and costs more than some mid-sized luxury sedans and coupes. My tester was optioned up with a cold weather package, sport seats, an iPod adapter and other accessories, and stickered for $43,675, which is decidedly out of entry-level territory, even for a premium car.
Specifications: All specs are for the BMW 135i.
Length: 172.2 in.
Width: 68.8 in.
Height: 55.4 in.
Wheelbase: 104.7 in.
Curb weight: 3384 lb.
Cargo space: 10 cu.ft.
Base price: $34,900
Price as tested: $43,675
Engine: 3.0 liter twin-turbo inline six-cylinder engine
Drivetrain: six-speed automatic transmission, rear-wheel drive
Horsepower: 300 @ 5800
Torque: 300 @ 1400
Fuel capacity: 14.0 gal.
Est. mileage: 18/26