Audi TTS review

Suspension is by MacPherson struts at the front, four-link at the rear. Steering is electrically assisted with varying ratio – faster on-lock than near straight ahead. Magnetically-controlled dampers are standard on the S, but are also available on other TTs in the range.

The engine is a four-cylinder EA888 turbocharged petrol unit. Here it makes 306bhp between 5800 and 6200rpm, and 280lb ft, which arrives at only 1800rpm, and sticks gamely around until 100rpm before the arrival of peak power. Plump, then. To put it in perspective the TT RS uses the same five-cylinder, 2.5-litre unit bestowed under the bonnet of the departed Audi RS3 with the wick turned up slightly.

In the S it drives exclusively through a four-wheel-drive powertrain that’s mostly front-biased but has an electronically-controlled multi-plate clutch at the rear axle. Temptingly, as in the Golf R, it can send up to 100 percent of torque to either axle. It’s said to be good for 0-62mph in 4.6sec, while returning 40.9mpg on the fanciful combined cycle.

The TTS comes with an exceptionally classy interior. If you were being picky you might argue that it’s a bit dark inside, but if you weren’t you’d simply admire the fit, the relative simplicity of the layout and the genuine style and panache with which things are finished. On the standard equipment front, Audi has bestowed two options for potential buyers to muse over - TTS and TTS Black Edition. 

The standard TTS model gains all the equipment found on a Audi TT in Sport trim, and adds 19in alloys, Audi's adaptive sports suspension, LED headlights, dynamic rear indicators, automatic lights and wipers and an aggressive bodykit on the outside. Inside the TTS is adorned with a Nappa leather upholstery, heated front sports seats, a flat-bottom steering wheel, lane departure warning and a TTS version of Audi's Virtual Cockpit.

Upgrade to the Black Edition and you will find the TTS equipped with privacy glass, glossy black exterior trim and a 12-speaker Bang & Olufsen audio system.

A digital instrument panel sits in place of analogue dials. Audi’s Multi Media Interface (MMI) has been re-tuned with fewer buttons and for simpler menu navigation. I think it and the digital display works rather well. If you don’t? Well, I’m sure Audi is sorry, but there’s no physical alternative. Do try to like it, because digital displays will be everywhere before long.

Our test car rode on 19in alloys, shod with 245/35 ZR19 tyres (by Hankook, unusually). And in that state the ride, with the usual caveat about being on unfamiliar roads, was busy in the dampers’ firmer mode, and even a touch in the softer mode.

The TTS is still a decent town or cruising machine, mind, thanks to a straight driving position and sound ergonomics. The steering’s also fine; although light, it’s accurate enough.

But up the pace and the TTS is now better, I think, than it has ever been. It is not a clone of a Golf R: it does not quite replicate all of that car’s moves. But here, at last, is a small Audi coupe that I would have no hesitation in calling a sports car.

As well as selectable modes for the dampers, you can select different settings for the engine/gearbox calibration, steering weight and ESC intervention: you can choose pre-set modes or pick and choose your set-up.

Thankfully it seems more than just a marketing gimmick, too. I imagine mostly I’d leave the button in Auto, but Dynamic has a lot going for it when you’re in the right mood.

Not only is the exhaust angrier this way, the optional six-speed double-clutch gearbox is more willing too, and the chassis better tied-down. No, the TTS is not quite as composed as – from memory – I think a Golf R is. Nor, rather more pertinently, as much fun as a a Porsche Cayman. But it makes a decent job of casting aside surface imperfections and controlling its body.

And although the TTS weighs 1460kg, it also feels pleasingly agile, thanks in part to the rapid steering, and in other parts to the calibration of the stability control and four-wheel-drive system.

The front tyres do not need to have relinquished grip before power is apportioned to the rear. Turn-in briskly and the rear-mounted clutch starts diverting torque towards the back axle.

Then, when you get back on the power, it’s readily available to tighten a line or quell any understeer. Throw in a chassis that will tuck its nose in if you turn-in on the brakes and you have the deftest chassis ever to underpin a TTS.