Convertible Review: 2022 Audi TT Roadster

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My road has been under serious construction for months and many more to come, and with only a single route in and out toward my house. Most days there’s a flagman there directing traffic, with a look of boredom so etched into his face I suspect it wouldn’t change if someone told him he’d won the lottery.

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As an auto reviewer I drive a different vehicle each week, but none changed that expression until the morning when I heard, “Wow! That is some sweet ride!” Because, apparently, even a hardened auto scribe like me looks fantastic behind the wheel of an Audi TT Roadster.

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At a starting price of $64,200 for the 2022 version — it rises by $1,550 for the 2023 model — it certainly isn’t inexpensive, and you’ll have to add $890 for any colour other than plain white. But this handsome ragtop locks in on such an emotional level, then if you’re in that price ballpark for a summer cruiser, you owe it to yourself to put it under consideration.

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It differs slightly from the TT Coupe, and not just in how hard the roof is. Both coupe and roadster come with a direct-injection and turbocharged 2.0L four-cylinder that makes 228 horsepower and 258 lb-ft of torque, mated to a seven-speed automatic dual-clutch transmission. In the coupe, it’ll take you from zero to 100 km/h in 5.6 seconds, while the heavier convertible takes 5.9 seconds to do it. Quattro all-wheel drive is standard equipment. The roadster is officially rated by Natural Resources Canada at 9.4 L/100 km in combined driving, and I came in just a bit over it at 10.0 L/100 km.

But the coupe then upgrades as the TTS, pumping out 288 horsepower and 280 lb-ft, and it’ll sprint to 100 klicks in just 4.7 seconds. That’s no longer available in the roadster, but truth be told, I don’t miss it.

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This car doesn’t need to muscle up to make me happy. It’s more than quick enough, and while corner-carvers will appreciate the coupe’s stronger version, the roadster’s primary purpose in life is for that roof to go down — it opens and closes in some ten seconds, while at speeds of up to 50 km/h — so you can drive with just the sky overhead. I’m reminded of the old line about cruising down Main Street in an enormous 1950s customized car: You don’t need it to be a speed demon, because you’re already exactly where you want to be.

But don’t think you can’t tackle the turns in the roadster. It’s a delight to drive: It feels light and agile, it responds sharply to steering inputs, and the ride is firm but pleasant. The steering is relatively light for a sports car but I didn’t long for anything heavier. A manual transmission would be a great add-on, but the seven-speed gives you quick-and-smooth shifts with a blip on downshifts — these dual-clutch units can sometimes stumble on deceleration, but this one never did — and there are paddles for manually shifting sequentially through the gears. As a sporty rather than strictly sports convertible, the TT pretty much does everything right.

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There are seats for two, but this is primarily a driver’s car. The cabin is tight and space is at a premium, and if you’re planning a weekend getaway, pack lightly because there isn’t a lot of room in the trunk. There’s really only one viable cupholder, because the second one hidden under the bin lid is pretty much useless, but you should be stopping on your trip at a little independently-run shop to sit and enjoy your coffee anyway.

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As with most German cars, the seats may seem a little too firm at first, but it’s all in the name of support and they keep your spine happy on longer drives. If you drop the top on cooler days, a vent below the head restraint streams warm air onto your neck in addition to the seat heating. Quilted-diamond Nappa leather is standard, but my chairs were clad in leather and Alcantara faux-suede, courtesy of a $1,400 S Line Competition Package that, in addition to a sport package, further added such items as my 20-inch wheels, red calipers, fixed spoiler, and upgraded instrument cluster.

The richly-finished dash doesn’t contain a centre infotainment screen. It seems a bit odd at first, but better maximizes the space for a series of turbine-style air vents that hold combination dial-buttons for the climate control. Instead, the screen is in the 12.3-inch instrument cluster, and you activate it with a console-mounted joystick, with a pad on top that lets you trace letters or numbers to bring up contacts or addresses. It’s not as simple as using a touchscreen, but it’s fairly intuitive and quick to learn. There’s a “phone box” in the console that hides your device while it charges and connects it to the system through Apple CarPlay or Android Auto, but mine was missing (and with a corresponding refund on the price sheet) due to the ongoing issues of microchip shortages.

The TT has been around for a while — since the late 1990s — and it still has much going for it. It won’t be enough for hardcore sports drivers, but I’m all over it for its good looks, nimble handling and a roof that goes down. If it can stir up a bored construction worker, it definitely needs a test-drive when you’re looking for some premium summer fun.