New Audi TT Coupe First Drive: Alternative view

Well, it’s been sometime now I have shared my point of view but here goes. The TT is one really cool looking car. Hands down! You would think that most coupes of this genre were only made for cruising along some boulevard. Until you realize that this little car had a new heart transplant. The now popular 2.0 liter TFSI turbo engine coupled with my favourite gearbox, the VW DSG. (Audi calls it – S-Tronic) Even in normal D mode as I was exiting the Audi hangar I was already experiencing some tire spins just before the traction control reined in the power. Gosh, this turbo unit has loads of low down torque.

The moment you find some open roads that is when the fun starts. I was being tailed by a skyline GTR which was really on my back. I floored the car and whoosh off I went leaving the skyline a little dumb founded. As I looked back to see if the GTR was following I saw the rear spoiler rising up as my car pass 120km/h. It’s not just about top end speed here but the why it was delivered. A strong pull to the redline before changing up just puts a smile on your face. This is still one of the best lag free turbo engine that I have driven. (Still waiting to try out the BMW 335i. Hint, hint BMW Malaysia)




The interior is just awesome. The air-conditioning dials, yummy. The speedometer counters just made the car felt racier. Very impressive Audi! (Now if only the other German markers can learn a thing or two here) Everything just fitted so well, right down to those hugging bucket seats. The way it grabbed your torso, and your thighs just felt right sitting in them. The term seating IN the seat and not seating ON came to mind.

Well there is no perfect car, and here is one thing that I find Audi just don’t seem to get it right. It’s all in the steering and the way the shocks are setup. The steering to me was way too light, even at high speeds which made me feel less secure driving the car fast. Don’t get me wrong, the steering was accurate but it was just lifeless and some what artificial. I guess Audi still has not gotten their electric power steering right. I found the setup on the Colt Rally Art better. What a waste cause the flat bottom steering on the TT looked so promising. All the looks, but no feel. To me this is the most important part as the steering is the main connection between you and the road.

The undulating and off camber roads didn’t help either. The suspension was working over time trying to keep the car on the road. The damper recovery was slow causing the car to oscillate more when compared to the other German cars. (Remember the GTR, it caught up and I had let it pass when we were doing about 160km/h) Come on Audi, this is supposed to be a sports car, but it just didn’t feel sporty and secure when driving fast. On top of this, what’s with the ugly 17 inch 50 series tires? It made the car look ……. pregnant. (Sorry can’t find another word to describe it)

At the end of the short first drive, I have to say that I was only half impressed. I may be biased here as I tend to like rear wheel driven cars, the front wheel drive TT was just too busy for my liking. But at the rate Audi is delivering more and more new cars to compete, the other Germans better watch out. Ok Audi, when can I try the RS5?

New Porsche Cayenne: Momentum Launch

A first time SUV for Porsche AG, the Cayenne has been a delightful success for the most profitable automaker in the world. More than 150,000 units have found affluent owners around the globe after rolling off the production line in Leipzig, Germany since 2002. The all-terrain sports car had indeed set many benchmarks for the segment and the second-generation model is expected to carry on the momentum of its predecessor with greater efficiency. What is certain is that the new Cayenne will definitely push the boundaries set earlier and raise the benchmarks once again. Indeed even in its earlier incarnations, it has surpassed the 1st generation BMW X5 in on-road performance, yet at the same time as capable as a Land Rover off-road.

The much awaited 2nd generation Porsche Cayenne was launched to a crowd of around 300 media and guests at the Cayenne Pavillion of the Bukit Kiara Equestrian and Country Resort on Friday 9th March 2007. Guests were treated to a spectacular launch sequence flagged off by race-horses run to highlight the model’s theme: Momentum. The launch at the resort also provided an outdoor and airy feel that was in keeping with the spirit of the new model. This was also to link the dynamism of horses and the adventurous sporting environment like polo, horse racing or even taming the wild outdoors on horseback, with the new Cayenne.

For this 2nd generation Porsche Cayenne, many enhancements - mostly under the skin - will bring it to the forefront of SUV technology. Most significant new feature across the new Cayenne range is DFI or Direct Fuel Injection which enables more power but with improved fuel efficiency! It is quite amazing that the new Cayenne models have increased engine capacities (V6 up from 3.2L to 3.6L, S and Turbo up from 4.5L to 4.8L), more power (V6 up from 250bhp to 290bhp, S up from 340bhp to 385bhp, Turbo up from 450bhp to 500bhp) and yet have lower fuel consumption. Truly engineering advancements: higher performance, less fuel consumption.

Living up to Porsche's sporting heritage and badge, the new Cayenne promises to drive more like sports cars. Thanks largely to the new optional PDCC and standard ‘Sport’ button found in all models. PDCC is short for Porsche Dynamic Chassis Control, which actively limits body roll in bends and balances out the car’s angle under nearly all driving conditions (following braking, steering inputs and take-off). Body movements are therefore minimized during even spirited drives, with the sporty Cayenne able to corner almost flat during such outings. The ‘Sport’ button allows for a more sporting and dynamic drive for models equipped with the Tiptronic S automatic transmission and PASM (Porsche Active Suspension Management).

The most obvious change is to the exterior and the new Cayenne sports a more dynamic and distinctive front view thanks to a new slimmer headlight design, enlarged front air inlets, re-positioned fog lights and more contoured front shoulders.

At the rear, the new LED taillights add to the enhanced visual appeal together with a redesigned bumper with a diffuser and tail pipes in the lower apron.

The roofline is also lengthened with clever use of a new rear spoiler. All these styling enhancements not only serve to give the New Cayenne it’s distinctive arresting visual appearance but also bring in greater aerodynamic efficiency.

The new Cayenne is available now at Porsche Centre Glenmarie, Kuala Lumpur and Penang. Prices start at RM650K for the base Cayenne, RM765K for the Cayenne S and a cool RM1.1million for the Cayenne Turbo. All prices are quoted with the 6-speed Tiptronic S gearbox, without insurance.

Related Post:

http://for-wheels.blogspot.com/2007/03/new-2007-porsche-cayenne-in-malaysia.html

New 2007 Porsche Cayenne in Malaysia

By Dr Long

Spotted at Porsche Centre Glenmarie in Malaysia recently, were the new 2007 model Porsche Cayenne, Cayenne S and Cayenne Turbo parked in Auto Eurokars’ stockyard. The changes seen are quite subtle with no drastic changes made by Porsche. After all, the Cayenne has been a healthy profit-making model for the high performance automaker since its late 2002 debut. As such, the newer design is more evolutionary than revolutionary, although the facelift has certainly made them sleeker. One of the sportiest of SUV around, the new Cayenne cuts a lither and more modern figure now.

Definitely more refreshing are the slimmer headlamps and the re-sculpted taillights. A wider and lower stance – as visible from the front - has been afforded by the more protruding flanks, flatter headlights, wider-extending air dams and aerodynamic front fascia. Other notable changes are a pair turning/parking lamps now tucked vertically (except for Cayenne Turbo) into the bilateral gaping grilles of the front bumper. Less obvious but sportier now are details such as the dual exhaust tips now jutting out through ovoid openings in the rear bumper, plus what appears to be a posterior lower air diffuser. The new Cayenne now looks even more like a high-riding 996/997, especially for the Cayenne Turbo.

Under the hood, even the base Cayenne gets a healthy +40bhp of power boost. Its normally aspirated (N/A) six-cylinder engine sees an increase in cubic capacity from 3.2 to 3.6L, enabling it to churn out 290bhp and 385Nm. 0-100km/h is in a claimed 8.1secs, before topping out at 227km/h.

One rung up is the Cayenne S, powered by a 4.8L N/A V8 VarioCam Plus powerplant capable of 385bhp (previously 340bhp) and a bolt-wrenching 500Nm of torque (up from 420Nm). Century sprint is achieved in 6.6secs and this S variant will nudge 252km/h at full pelt.

The ‘bad-boy’ of the family must be the Cayenne Turbo. Its Bi-Turbo VarioCam Plus 4.8L V8 motor now punches out 500bhp (previously 450bhp) and 700Nm (620Nm before). It will shoot from standstill to 100km/h in 5.1secs, on its way to a Vmax of 275km/h.

All Cayennes have permanent 4WD system dubbed Porsche Traction Management (PTM). Torque distribution is 38% front and 62% rear with electronically controlled centre differential. Enhanced Porsche Stability Management (PSM) – electronic stability program equivalent - is standard on all new Cayennes while Porsche Active Suspension Management (PASM) – adjustable air suspension system - is only standard on the Cayenne Turbo. New bi-xenon headlamps with dynamic cornering light are also fitted standard on the Turbo but a paying option for the others.

Prices are expected to start from RM650K, marginally cheaper than the pre-facelift ‘predecessors’. The new 2007 Cayenne will be available at Auto Eurokars’ Porsche Centre Glenmarie showroom from March 10 onwards.

Saab 9-3 SportCombi 2.0 LPT Sport+

By Dr Long

SportCombi is Saab’s lingo for stationwagon or estate version. Launched in 2006 by Auto Eurokars in Malaysia, the 9-3 SportCombi is an athletic and sporty looking wagon.

Somehow, this bootless version appeared sleeker than its sedan brethren, looking much like an extended hatchback, rather than a utilitarian estate.
Notable features include an all aluminium hatch, passive rear-wheel steering and frosted rear lamps cover. Another creative innovation is the flat cargo bed which can be folded to form a partition. Great for packing stuffs in the rear and not have them flung about! At the centre of this same floor board, an aeroplane-shaped handle - made of brushed aluminium alloy - really catches the eye. Lift this and pull up the hard board completely, a space saving subwoofer is mounted just underneath. In IKEA fashion, this 10” speaker with its housing fits nicely into the spare wheel. Overall audio performance is however just adequate.

Suprisingly too, this estate drove nicer than the sedan, despite sharing the same floorpan (wheelbase et al), engine and transmission. It was very pleasant to go around corners albeit with that little FWD tendency to understeer. Interestingly, this 9-3 variant felt well put together with that stronger ‘cocoon’ bodyshell. As such, it is reckoned that suspension damping - and thus ride comfort - is improved too, as a result of a stiffer body structure. There is just that appreciable bit more of ride pliancy than the 9-3 sedan. Or could it be that the dampers or suspension load ratings is different for this wagon (seeing that it is heavier than the saloon)?

The turbo spools pretty quickly to give a maximum output of 195bhp @ 5,620rpm. Hardly any lag and you could feel an addictive ‘charged’ power band stretching from 2500rpm onwards. Nicely responsive and torquey in response to a heavier right foot. Torque peaks at 310Nm from a low 2000rpm, and stays constant all the way 5000rpm! Braking performance cannot be faulted, for this is a car capable of 230km/h and a century sprint figures of 8.8 seconds. Despite all these petrol-head’s indulgence, in-cabin serenity, comfort and general NVH refinements are not an issue. Saab’s 5-speed Sentronic auto tranny is fuss-free. Well, the gearbox maybe just a little slow in engaging (manual mode) upshifts during hard acceleration but still no jerks or drama here.

High speed stability though is a little lacking. Doing upper-range triple digits on a deserted expressway, the test car felt ‘floaty’ and even a little jittery at the rear axle. Conversely though, tackling bends with Saab's ReAxs passive rear-wheel steering, this 2.0T Sport+ wagon is quite well behaved, provided throttle input is metered nice and smooth.

In conclusion, the 9-3 SportsCombi is a viable alternative to mainstream uber-wagons from the other famed Swedish automaker and even that few Teutonic Touring models. A pleasant all-round family wagon, this Saab truly deserves a second look for those looking for practicality, space, comfort and perhaps, a different kind of exclusivity.