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" LONDON\u2014 Back when Audi&amp;#039;s first TT concept was shown at the 1995 Frankfurt Motor Show, times were simpler. They seem like halcyon days now, when oil would last forever, European cars weren&amp;#039;t even required to have exhaust catalysts and roads were for driving rather than raising government revenue. Times have changed. And Audi has tacitly acknowledged that by easing a diesel version of the TT onto auto show stages around the world, alongside the new 2009 Audi TTS super-sports TT.   An oil-burning sports coupe? Can Audi be serious? Well, yes, and two back-to-back wins in diesel-powered race cars at this summer&amp;#039;s 24 Hours of Le Mans race\u2014as well as its decision to build a diesel version of its R8 supercar\u2014are proof positive that Audi&amp;#039;s formidable engineering department thinks driving pleasure and diesel can go together in the same sentence. This is particularly so in the United States, where Audi is determined to blaze a diesel trail into the hearts of buyers. And this TT should do a good job in that respect. The Specs  The first Audi TT coup\u00E9, launched in 1998, was one of the most complete pieces of automotive design inside and out that you&amp;#039;ll ever see. Inspired by the German Bauhaus school, the less-is-more approach worked brilliantly on the subtle features picked up on the coach-work and in the cabin. The second-generation model launched in 2006 lacks the fluency of that first model, but is quite a looker in its own right. Form still follows function even if Bauhaus originator Walter Gropius wouldn&amp;#039;t recognize it.   You sit low in the TT, and that, as much as the spiffy details, sets the tone for a serious driving machine. The leather-trimmed steering wheel has a squared-off rim at the bottom, which speaks of serious intent if not exactly Formula One racing. The instrument binnacle is precise and clear, and the graphics easy to read. What is delightful is that the details actually have a role, so turning the attractive chrome ventilator bezels opens and closes the vents. This gets a bit bling in the center console, where a host of multi-function switches and dials get confusing, demanding overlong periods with your eyes off the road. Audi calls the TT a two-plus-two, but the rear seat is too small to be anything but a shopping shelf. But the boot is fairly big and, unlike Nissan&amp;#039;s 350Z, it isn&amp;#039;t cluttered with a cross braces.   So let&amp;#039;s get to the business end of this TT.   The 2.0-liter four-cylinder uses twin camshafts, four valves per cylinder and a variable geometry turbocharger to push intake air through all that enhanced breathing capability. Common-rail fuel injection is used in pulse mode to remove the heavy combustion knock traditionally associated with compression ignition engines. This mighty mite pumps out 168 hp at 4200 rpm, with a thumping 258 lb.-ft. of torque at 1750 rpm, and is backed solely by a six-speed manual. That&amp;#039;s enough to give this 3020-pound Audi a top speed of 140 mph and 0\u00AD60 mph time of 7.5 seconds. Not supercar performance, true, but not immodest either, especially when you consider that fuel consumption on the North European Combined Driving Cycle is 44.4 mpg (US). In our test, hard driving and inner city clutch-pumping jams produced an overall average of 39.1 mpg (US). That&amp;#039;s quite good.  The Drive  The acid test of diesel models is whether the cold-start rattle of the engine will dislodge neighbor&amp;#039;s roof tiles and fill the air with noxious white smoke. Doesn&amp;#039;t happen with this Audi. It&amp;#039;s slightly louder at start up, but quickly settles to a smooth, refined idle. From inside, the sound is well-muted, and you would struggle to know this is a diesel. Even the weighty shift quality of the transmission feels more sporting than industrial. Although the torque curve extends down further, there&amp;#039;s not much hitting below 2000 rpm. But once there, the torque comes in fast and strong. You need to zap quickly through the lower gear ratios, although the diesel doesn&amp;#039;t mind being revved to its governor just short of 5000 rpm. What&amp;#039;s really nice about this engine is its ability to fire the car up the road with just a twitch of accelerator. Overtaking others seldom needs a single gear change. And the refinement is exemplary, with only a slight buzz through the steering wheel betraying the fact that this is a diesel.   With harder springing and a heavier engine and drivetrain, the Audi doesn&amp;#039;t quite have the lightning reflexes of its petrol counterparts. You feel the weight almost as an aftershock after turning into a corner, but once in the bend, the Audi grips well. The steering is a little antiseptic and over-assisted and the ride is quite firm. There&amp;#039;s a button to adjust the damping effort, but that just moves the settings from hard to harsh. For well-surfaced roads this is fine, but on concrete roads with poorly maintained expansion joints, as you get in the snow states, the Audi&amp;#039;s ride could get irritating.  The Bottom Line  So far Audi is staying shy as far as actually committing to a diesel TT import for America. The only diesel that they have confirmed is the V12 diesel Q7 SUV coming this fall. But Audi says it &amp;quot;hasn&amp;#039;t ruled out selling diesel TT in the U.S.&amp;quot; If you like a sporting drive (and ride) coupled with 40 mpg, then you should start pestering your local dealer. "^^<http://www.w3.org/2001/XMLSchema#string>
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