DSG-lorious

From the first sketches penciled in 1994, Audi AG's TT was developed for the road, not the turntable. The first TT made its way to the U.S. in 1999 as a '00 model in coupe form. The roadster followed a year later.

Now, Audi ups the ante on the TT via new transmission technology and a more powerful engine in the '04 TT 3.2 quattro.

The new model gets a few cosmetic changes, such as a large rear spoiler, lower front grille, side-air inlets, modified exhaust, Xenon headlights and 17-in. 6-spoke alloy wheels. But the real fun starts with what's under the hood.

Neatly tucked in the engine bay is the 3.2L V-6 that is nearly identical to the VR6 powerplant used in various models of Audi's sister brand, Volkswagen.

Changes to the engine include air-intake modifications to suit the wheel-arch side-air inlet configuration. The long and short block of the VR6 remains the same.

The 3.2L produces 250 hp at 6,300 rpm; peak torque is 236 lbs.-ft. (320 Nm) between 2,800 and 3,200 rpm. Audi says the powerplant moves the TT from 0 to 60 mph (97 km/h) in just 6.4 seconds. Top speed is governed at 130 mph (209 km/h).

This power is mated to a technologically advanced Direct-Shift Gearbox (DSG) created by BorgWarner Automotive Inc.

DSG features a twin-clutch design that was developed from Audi's racing program. The system made its debut in 1985 in Audi's S1 rally car that was victorious in the legendary Pike's Peak hill-climb competition.

The transmission is a 3-shaft, 6-speed manual that also operates in automatic mode. DSG has a twin multi-plate clutch design with electro-hydraulic controls that enable two gears to be engaged at the same time.

During operation, DSG engages one gear and pre-selects the next gear based on the next up- or downshift.

When the shift occurs, either via paddles located behind the steering wheel, the shift lever or in automatic mode, the clutch on the engaged gear opens as the clutch on the next gear closes. This enables the gear change to take place rapidly under load conditions — in less than 0.2 seconds — which helps provide constant power.

While the transmission operates in automatic mode, a sport-shift setting (located under the “D” position on the gear shifter) provides maximum performance with no effort.

Texas hill country near Austin provided more than adequate terrain to put the TT through its paces. The power from the 3.2L V-6 transfers seamlessly through the DSG unit. Tapping the gear-shift paddles through twists and turns changes the character of the TT from a cute coupe into a serious performer.

Even in full automatic mode, the transmission responds quickly, providing precise power in just about all conditions. Switch to the automatic sport mode, and there's no need to fiddle with the paddles or the shifter to get precise shifts. Best of all, the engine revs joyously through downshifts, providing a great exhaust note while telling the world this isn't your average TT.

There are pitfalls: Like other pseudo-automatics, DSG shifts for you if the rpms get too high or too low, even in manual mode.

What a shame. Plus, the shift paddles are affixed to the steering wheel, which renders them useless in tight turns.

But all in all, the TT 3.2L is a joy to drive. Handling is crisp and precise. Steering requires little effort and is responsive. Another bonus: Audi's renowned quattro all-wheel-drive system is standard equipment.

If you want the ultimate in TT driving, opt for the roadster. The coupe admittedly is cool, but the roadster better demonstrates what the TT is all about.

Pricing for the '04 TT 3.2 quattro coupe starts at $39,900, while the roadster starts at $42,900. Options include heated front seats, Bose sound system, navigation system, all-season tires and 7- or 9-spoke alloy wheels.

Audi expects to sell 3,000 TT coupes and 2,500 roadsters equipped with DSG annually, making up about 30% of all TT sales.