The first generation Audi TT was the result of work performed what by may be considered an automotive “dream team”: J Mays, Freeman Thomas, and Martin Smith.  You might imagine that it would be impossible to improve on what was certainly one of the most-engaging vehicles too appear when it rolled out in the fall of 1998.  You might also imagine that with all three members of said dream team now at Ford that there would be something as magical coming from the Blue Oval.  But it must be stated that the second-generation TT, which is what the ’08 is, is as charming as the original.  And as for that dream team. . .well, I suppose we’re still waiting.

What’s most interesting about the TT is not the fact that the originally rounded forms have gained some more aggro-looking edges.  No, it’s that even though the second-gen is slightly larger than its predecessor, it is still the sort of vehicle that is human-sized.  That, I would argue, is a large part of the appeal of the car: When you walk up to it, it seems as though you could wrap your arms around it.  Of course, with an overall length of 164.5 in. you’d need to have some awfully long arms, but still, the encounter is the same.  And when you climb inside, it is—and I dare say that I’m getting a little “Three Bears” here—“just right”: not too big, not too small.  You and your passenger fit.  Period.  And are wrapped in an environment of leather, metal (faux aluminum, but it is really well done), and other materials that speak of engineering: this is, after all, a machine, not a stage coach.

While you sit low in the TT—especially compared with SUVs and pickups and CUVs (yes, including the Audi Q7)—because you are essentially integrated into the vehicle, because it is so tremendously drivable and maneuverable you don’t get that sinking sensation that you may be squashed like a bug when on the road.  Like other Audis, this is an aluminum-intensive vehicle: of the 454.15-lb. body shell, 308.65 lb. are aluminum, with the balance being steel.  The reason this is notable is because it is sufficiently light to be maneuverable, yet quite stiff—in fact, it has about 50% more torsional rigidity than its predecessor, which evokes a feeling of confidence.  (While we’re riffing on materials, you may be interested to note that the standard six-speed manual has a magnesium case, which means that the whole car is rather light.)

With the 3.2-liter V6, the vehicle features Audi’s quattro system, permanent all-wheel-drive, which makes this all the more engaging to drive.

Now, this is a car that you’ve really got to like, that you have to feel is special.  Because although it is a subcompact, it is not particularly inexpensive.  It has an MSRP of $41,500.  As Driven, the vehicle had options including upgraded materials, a magnetic ride suspension system, nav, better audio, etc., and there’s a $775 destination charge.  All of which is to say that it got to $51,225.  I took a friend of mine for a ride in the TT.  He’d recently gotten himself an entirely different type of vehicle, one from the aforementioned dream team: a Ford Edge.  He likes his car.  I asked him to guess the price of the TT.  And he essentially nailed it.  I was a bit surprised.  He answered, in effect, that he’d paid nearly $30K for his Edge, but then there’s all “this” he said, gesturing to the interior craftsmanship of the TT.  In other words, he recognized the value.  Which is certainly an important characteristic of this car, or any other.

Vehicle as Driven

Engine: Six cylinder.  Cast iron block; aluminum head

Horsepower: 250 @ 6,300 rpm

Torque: 236 lb-ft @ 2,500-3,000 rpm

Transmission: Six-speed manual; AWD

Wheelbase: 97.2 in.

Overall length: 164.5 in.

Height: 53.5 in.

Width: 72.5 in.

Curb weight: 2,965 lb.

MSRP: $41,500; with accessories and destination: $51,225