Orlando Sentinel's view

Criticizing the 2008 Audi TT seems a little cruel. It’s a comprehensive, entirely successful design, but the original was such a groundbreaker that it was illogical for any of us to think the second-generation model would again knock the automotive world on its ear the way its predecessor did a decade ago.

That original TT was repeatedly cited by automotive designers the world over as one of the most original, influential concepts ever. And not so much because of its overturned-bathtub exterior, but because the interior was absolutely packed with gemlike details that showed so much care that other auto interiors seemed suddenly pedestrian.

The 2008 Audi TT, nice as it is, sort of seems like a car designed by proteges. Which, actually, is true, because Freeman Thomas, the man most identified not only with the TT but the Volkswagen New Beetle, moved to DaimlerChrysler.

So to say there is nothing groundbreaking about the new Audi TT, while accurate, is not really a criticism. It’s just a lament, and a minor one at that.

All told, the 2008 TT is a delightful car. It’s about five inches longer than the original and just slightly wider. The sides are more sculpted, and the roof has been moved rearward. There are two engine choices: a turbocharged 2.0-liter four-cylinder from the VW/Audi stable, and a 3.2-liter V-6 that we’ve seen in other Audi products. Transmission choice is a six-speed manual, or a six-speed automatic with shift-for-yourself capability. The base model is front-wheel-drive, and the V-6 model is all-wheel-drive, called the Quattro. There’s a coupe version, with a tiny rear seat, and a convertible, with no rear seat.

The test TT is a 3.2-liter Quattro model with manual transmission and convertible top. With so many upscale manufacturers opting for folding hardtop convertibles, it’s interesting that Audi chose to stick with a conventional cloth top — the company says it “fits in perfectly with the philosophy of purist open-top motoring.” It’s also cheaper, lighter and less-complicated.

The top works at the touch of a button, raising or lowering in near-record time of about 10 seconds. It fits neatly into its own little nook behind the seats: This allows for a surprisingly large, if slightly shallow, trunk. Top up, it seals very well from rain and road noise, and rear visibility is surprisingly good.

I haven’t driven a 200-horsepower, four-cylinder TT, but some of those who have say they prefer it to the V-6, and Car and Driver magazine says it’s actually faster. Indeed, even with a manual transmission, the 3.2-liter V-6, with 250 horsepower, seems a little sluggish. One reason: It’s powering the front and rear wheels, while 2.0-liter models power only the front wheels. Regardless, there’s nothing wrong with the V-6 and manual transmission — it’s a smooth, quiet combo.

On the road, the test TT benefited from larger optional 18-inch tires and wheels (17-inchers are standard), and “magnetic ride suspension,” which uses magnetically charged metal particles in the shock-absorber fluid to stiffen or soften the suspension as needed. Yes, it’s basically the same system offered in several high-line GM cars, and some Ferraris.

The result is a very smooth ride, and excellent handling, though when pressed into a corner, the tires scream as if they’re in pain. (Usually, it’s just my passengers.)

Inside, the TT’s cockpit is nicely laid out and well-appointed, but again, I kept looking for subtle little design features that just aren’t there. Leather bucket seats are narrow but supportive. Instruments are easily read, controls easily accessed. The smallish steering wheel is flat across the bottom, for whatever reason. Steering, incidentally, feels fine on the highway, but at low speeds it’s unnaturally light.

The EPA-rated mileage on the test car is 17 mpg city, 24 highway, and since this is a 2008, those numbers represent the EPA’s more practical testing, so that’s the mileage you should legitimately expect.

Price-wise, you can expect to pay close to $40,000 for a four-cylinder TT, while our V-6 roadster starts at $44,500. With options and shipping, the bottom line was $51,225 — more than the model it replaces, but not out of line compared with the competition.

In most every area, this is a better Audi TT. But it will always be the sequel to an award-winning original.