Articles by Garth Montgomery

What is itThe dome shaped coupe was the uber trend setter when it first hit Australia in 1999 but has since seen formidable challenges from Mazda’s RX-8, Alfa Romeo’s Brera, BMW’s Z4 and more.Audi sold around 400 TT’s a year and expects the new model to marginally exceed that.A 2.0litre front wheel drive turbo is offered in manual or with Audi’s S tronic auto, which is a system that allows the manual paddles to genuinely override the auto transmission function.Audi expects to sell half of all TTs with the $72,500 S tronic transmission, while 25 per cent of buyers are expected to opt for the $68,900 manual.The remaining 25 per cent will be among the luckiest and safest sports car owners with the $88,900 3.2litre V6 quattro S tronic. It was simply impossible to lose it on Philip Island in this car – try as we did (for research purposes).A 2.0 litre turbo roadster is also in the pipeline for $77,500, or $92,900 for the 3.2 litre S tronic V6 quattro.ExteriorThe new model TT keeps the same look with mild but effective design upgrades inside and outside. It’s still got 2 +2 seating, and it’s now a little longer than the original (+137mm) and the front end looks broader and flatter with the new single frame radiator grille. Headlights slope confidently and their line neatly continues to the A-pillar.From the side you see flared wheel arches, side air inlets and elegant LED blinkers in the side mirrors.The TT’s rear is curiously attractive, with one motoring writer commenting “yeah, it’s a nice bum” when asked what he thought by Audi’s marketing manager.The rear lights have a 3D design effect but the highlight is the electric spoiler which emerges at 120km/h. A manual override lets you have a play with downforce effects and look kinda James Bondesque in the process.InteriorInside is a mix of proper aluminium, Nappa leather, and a wider and higher centre console with three centre airlets. It’s a neat package that is only spoiled by a Bose stereo unit that looks assembled in a third world sweat shop rather than the typically inspired standards of Audi – or Bose.The three spoked steering wheel has been flattened at the bottom for a sporty feel and easy access in and out.Overall the TT is a whopping 80kg lighter than the first one thanks to the Audi Space Frame used from the A8, which provides a mix of 69 per cent aluminium and 31 per cent steel.The new TT also introduces Audi’s “Magnetic Ride” suspension, which adapts damping automatically and continuously depending on the driving conditions.There was a science wonk explanation for how this works, and these guys understand and explain it better than we ever could.We were told that it lets you do “dynamic manoeuvres” which we understood to be code for “mental stuff”. Naturally we complied and can confirm that whatever Audi Magnetic Ride does, it does it well and you’d have to try to be more dynamic than us to lose control of a car that let’s you have fun but stops you embarrassing yourself.Questions remain whether the TT can continue to inspire like the first model did given that sports car buyers are among the least loyal customers, preferring the latest, trend setter over quality and performance.The design is not much different and Audi says that playing it safe with subtle evolution was the key to staying iconic. Still, they only conceded that “a certain percentage” of existing owners would upgrade for the better performance offered.And despite offering some of the smoothest, quietest TDI’s around, Audi said there was no plan for a diesel TT.How it drivesWhile the new TT driving experience is greatly improved over its all mouth and designer trousers predeccesor, it's also hard put to live up to its “sport” coupe tag.What TT does provide, is accessibly enjoyable levels of performance. Perhaps best of all, having first driven it at the world launch in Austria five months ago, it survives the translation to Australia.Even without the devilishly clever Magnetic ride (a $3000 dollar optional continuously adaptive damping system), it endures our sub-standard bitumen to be - as we predicted - the best riding compact Audi to date.What remains undimmed is the massive distinction between the two models - the front driver which runs VW/Audi's direct injection turbo four; and the all-wheel driver that packs the group's 3.2 FSI V6.The difference is as pronounced as that which exists between VW's Golf GTI and Golf R32. No coincidence that - the former just happens to be a front driver with the same 2.0 TFSI, the latter an all-wheel-driver with the TT's bent six.So are the TTs two immensely more expensive and less practical Golfs? If this were about practicalities, then sure. But it's not. It's about emotion in motion and designer desirability and these TT has in abundance.The weight saving over each Golf means the TT’s are faster, more agile and even more tuneful thanks to Audi's acoustic workshop.The V6 is S-Tronic only, which won't trouble the target punter, but is to be deplored by the enthusiast. As functionally excellent as S-Tronic is in general, it is also frustratingly apt to change up a gear when you lest want it to.While it’s way lighter than Alfa's lardy Brera V6 (the TT's most obvious competitor), the lesser TT model is for the main part more fun and involving - especially with the conventional manual.In typical Audi fashion, both models want for steering feel. It's accurate enough, but far too light for anything that claims sports car credentials.Still, that's unlikely to dissuade the style conscious, who will gladly find the money for it.Fast factsThree engine variants:2.0litre turbo FSI 6-speed manual, 147kW: $68,900Fuel: 7.8l/100km0-100: 6.4sec2.0litre turbo FSI S tronic 6-speed (auto), 147kW, 280 Nm: $72,5003.2litre V6 quattro S tronic 6-speed (auto), 184kW, 320 Nm: $88,9000-100 5.7 sec.Fuel: 9.5l/100kmWeight: Turbo (1260kg), V6 (1410kg)Coming soonA 2.0 litre turbo roadster for $77,500, or $92,900 for the 3.2 litre S tronic V6 quattro.CompetitionBMW Z4Mazda RX8Nissan 350ZAlfa Romeo BreraMercedes SLKBMW 3 seriesPaul Pottinger is a senior roadtester on the CARSguide team, and also editor of the Sunday Telegraph CARSguide. A version of this review, as well as other news, reviews and analysis will appear in the Sunday Telegraph. Garth Montgomery is editor of CARSguide.com.au.

The overall look resembles a people mover mashed with a station wagon, but the CX-7 is unmistakably a Mazda with hulking front fenders and low-angled A-pillars making the roof seem low over a tapered cabin.The rear goes for a sporty look with round tail lights showing off detailed shards that seem to form a kaleidoscopic swirl.The pricing of $40,000 suggests Mazda wants people considering a Toyota RAV4 or Honda CRV, but the engine says the real competition is Subaru Forrester XT buyers.A 2.3-litre turbocharged, intercooled, direct injection engine produces 175 kilowatts and 350 Newton meters of torque at 2500rpm.The transmission is a six-speed Activematic, which delivers its power and torque to the road through Mazda’s Active Torque Split all-wheel drive system.This translates to acceleration from 0-100km/h in just 8.5 seconds.A smaller version named the CX-5 is also planned and likely to replace the Tribute as Mazda’s small four-wheel-drive.How it drivesThere was a time when it was quite acceptable for SUVs to handle like a hessian sack full of wet sand, but those days are gone.Outside of men who wear flannelette and fishing hooks in their hats, Australian buyers of urban trucks are apparently all in awe of "car-like dynamics".The modern SUV, typified by Mazda's new CX-7, is so much more car than off-roader that it demands a new class, Sports Utility Car perhaps - which would make a car park full of them a bunch of SUCs.Mazda folk have distilled the essence of these vehicles as "speedy, athletic, yet retaining the command driving position".So, basically, what we're dealing with is a jacked-up car that just happens to have all-wheel drive.Previously, the idea of a sporty SUV was like a snow-plow that could spit out ice sculptures, but Mazda have done a hell of a job with the CX-7.Its chassis is wonderfully taut, its body-roll is minimum and the ride is pretty darn good as well, even on dirt roads.Really big impacts do upset it more than a proper off-roader, but you don't get many really big impacts in Woollahra so that should be fine.The steering is also pretty sharp, although it's obviously still not in the league of a 6 MPS, for example.It does share that car's engine, however, a 2.3-litre DISI turbo with 175kW and 350Nm, all of which seems to kick in from just off idle, meaning it surges hard - and a little noisily - off the line and accelerates meaningfully.The 0 to 100km/h sprint is dismissed in 8.5 seconds.Noise, vibration and harshness are also crushed under the weight of Mazda's technological know-how, although some road noise from the tyres is evident on coarse-chip stuff.And despite the luxurious size of the vehicle, and its keen performance, we actually saw close to the claimed 11.5 litres per 100km economy figure.It might be a SUC, but the CX-7 doesn't suck. And at $39,910 (or $45,560 for the luxury version), it's going to be a big seller.FAST FACTSCX-7: $39,910, CX-7 Luxury: $45,5602.3-litre turbocharged, intercooled, direct injection engine producing 175 kilowatts and 350nm of torque at 2500rpmStandard ABS anti-lock brakes and Dynamic Stability Control,18-inch wheel and tyre package (16-inch spare)66-degree windshield angle is sleeker than many sports cars2750mm wheelbase (130mm longer than Tribute)Boot space is an impressive 400 litresSix air bags (frontal and side for front occupants, side curtain for all outboard occupants) are standard.In recent US Government National Highway Traffic Safety Administration (NHSTA) tests the CX-7 achieved the highest possible rating, five stars, in both frontal and side-impact crash testsStephen Corby is a senior roadtester for the CARSguide team whose work also appears in the Sunday Telegraph. A version of this review plus more news and analysis can be read in this Sunday's Sunday Telegraph.