Audi TTS Coupe and Roadster 2008 Review

Audi TTS Coupe and Roadster

Not so much
>> $110,000 for a TT?
>> Options like satnav and hill start assist should be included

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.5/5.0
X-factor: 4.5/5.0

About our ratings

If Audi can add one more cylinder and bless the car with even more go and an offbeat bark, all will indeed be right with the world. And when this engine and transmission arrives in the latest A4 we'll have another reason to celebrate.

PRICE AND EQUIPMENT
The five-cylinder engine mentioned above could yet power a rumoured TT-RS model to come (perhaps to celebrate the TT's tenth anniversary next year -- more here) but for the moment the TTS models are the variants that top-off the TT line-up and head-up Audi's 'affordable' sportscar range.

Affordable in this case is a relative term. The cheapest TTS, the six-speed manual Coupe, is still priced on the heavy side of $90K -- $92,900 to be exact. The S Tronic twin-clutch gearbox equipped version adds $3600 ($96,500) while the Roadsters are $97,100 and 100,700 for the manual and DSG-style trannies respectively.

To that you can add $4200 for satnav (a must-have at this level of sticker price) and $2200 for 19-inch wheels. With a range of audio and leather upgrades, it's little wonder some of the TTS test cars on fleet for the launch were topping the $110K mark with a modest complement of options onboard.

Even at recommended retail, the TTS is a price leap over the base, front-drive equivalents of $22,800 or $24,000 -- depending on configuration. The price increase over the S tronic-only V6-engined TT quattro is $7100 (Coupe) and $8400 (Roadster).

However, with 200kW and 350Nm at its disposal, the TTS not only out powers the V6, it also features added equipment. Rolling on handsome arch-filling 18-inch TTS-specific wheels, it comes with Audi's magnetic ride damping system as standard, as well as the de rigueur body kit and a toothy, bespoke S line grille. This is flanked R8-style by new bi-xenon headlights and LED daytime running lights.

Inside it's all luxe with Audi's MP3-compatible, 140-watt six-CD Symphony sound system and standard, contoured sports seats trimmed in Silk Nappa leather and TTS-specific grey-background instruments behind a flat-bottom, three-spoke multifunction leather-rim steering wheel.

The 2+2 Coupe version makes the best of its luggage carrying possibilities with a splitfold rear seat. Audi claims a total load capacity of no less than 700 litres. Both the Coupe and the Roadster offer an optional load-through skiport ($260).

Already a performer in its 147kW base model TT (and Gold GTI) guise, for the TTS the direct-injected petrol engine is boosted to 200kW and 350Nm. Peak power hits at 6000rpm and peak torque is carried from 2500-5000rpm. By way of comparison the 3.2-litre V6 offered in the TT delivers 184kW at 6300rpm and 320Nm between 2500-3000rpm.

The turbo four is tuned for 98RON unleaded.

The standard transmissions are a choice of six-speed manual or the twin-clutch six-speed S tronic. The latter features auto, sport and manual modes and a shift time of 0.2sec. Changes can be made via the transmission tunnel-mounted lever or steering wheel paddles.

Combined with the turbocharger's wastegate, the dual-clutch transmission's sharp shifts deliver a delicious 'whoompf' on each upchange on the standard TT (and GTI). With the higher boost and more frenetic nature of the TTS powerplant the impression is amplified and we love it!

Both the suspension and brakes have come in for a make-over in the development of the TTS. The overall set up is unchanged -- MacPherson strut front and multi-link rear -- but the Delco-developed Audi magnetic ride dampers have been retuned from the version offered in the standard TT and spring rates increased. Ride height has also been lowered.

The end result is a car that retains its 'light on its feet' feel and performs even better on the track. It sits flatter and turns in with more authority than the standard car, yet displayed no nervousness at the very high speeds capable of being reached at the car's Phillip Island launch venue.

Brakes are upgraded front and rear on the standard four-cylinder TT.

In terms of bodywork, the guards have been beefed up and the front grille and underbumper area features more striking elements and air intakes. The grille itself is an S 'signature' featuring platinum grey highlights. The car also gets alloy mirror scalps and a matching rear platinum gray rear under bumper diffuser. Quad exhaust tips complete the major S items.

Inside features better (more sculptured) seats covered in Silk Nappa leather in a choice of four colours. As noted above, a variety of interior upgrades are available.

The instrument panel moves to S-style grey dials with white needles and the onboard computer gets lap-timer functionality -- perfect for a track day.

Both the manual and S tronic versions get shorter shift levers and along with what seems like a lower seat height than the last TT we drove, the TTS gives its driver a buckled up tight and cosy, almost racecar, feel. There's little to fault or take to task here.

The Coupe retains its surprisingly useable rear seats, but the two-seat, soft-top TTS Roadster gets the quick stowing (Audi says 12sec) Z-fold electro-hydraulic roof instead. It's operable on the move up to 30km/h.

One of the advantages of Audi's Z-fold roof design is it retains its useful luggage space whether the roof is up or down. The soft-top Audi is also unusual in offering an optional load-through skiport (as noted above.)

SAFETY
For more on safety and general packaging information on the TT range, check out our previous launch and road test reviews here and here.

In the past the TT has struggled to measure up to these fine mid-engined German sporties, but the TTS's balance of handling prowess, relatively light weight and plucky turbocharged four sees it capable of taking the battle up to Zuffenhausen's least expensive yet always impressive sportscars.

Mercedes' facelifted SLK is a car that may end up on the same shopping list as the TTS, as well as the likes of the BMW Z4. The TTS coupe at least has the added amenity of part-time rear seats.

Other competitors are listed in our various TT and TT Roadster reviews. At its $100K pricetag, this version of the TT sits well above oft-mentioned competitors such as Nissan's 350Z.

Official figures quote fuel consumption at 7.9 and 8.0L/100km respectively for S tronic Coupe and Roadster versions, with manual transmission versions claiming 8.0 l/100km (Coupe) and 8.2 l/100km (Roadster).

On the test loop through Gippsland and around Phillip Island GP Circuit's sweeping 4.45km, the TTS proved a step above its humbler brethren with strong midrange punch and better overall balance than V6-engined models. The all-wheel-drive version has managed to retain the nimble feel we loved in the standard four-cylinder TT.

This is a rewarding car to drive on a track as going fast needs more that just mashing the throttle and holding on. The wide open spaces of a track like Phillip Island soon gobbles up 200kW, so it's important to maintain momentum to get fast times.

The TTS allows you to retain this momentum and with its eager turn-in and great midcorner grip you can carry a lot of speed through even complex double-apex corners like Southern Loop, or Turns 11 and 12 that lead onto the main straight. Furthermore, Audi has allowed a relatively free rein to drivers with the ESP programming reluctant to intrude. On the road only harsh conditions or an over eager hand at the wheel should ever get the ESP light blinking.

The S tronic is probably faster round the track, but the short, accurate manual gearbox version was more rewarding to drive for this tester. Pedal layout is good and the short-throw shift has a great mechanically precise feel to it. Better than we remember the standard car's to be.

Generous track time from the burghers at Audi meant we were able to do multiple lap sessions at the Island. Even after a string of laps well under the benchmark 2.00min mark, the car was standing up well with just a touch of extra travel on the brake pedal. Many lesser cars' brakes cry enough after three or four laps.

On the road loop through the hills to the north and east of Melbourne and into South Gippsland, the surprise was the car's ride on less than perfect surfaces. It's still sporty firm, but there is little or no crashing and bashing. It's a good example of the suspension tuning possibilities open to engineers thanks to magnetic dampers.

In the end, the main question mark we have over the TTS is its not inconsiderable pricetag -- one that's going to get bigger when Audi rejigs its price list to include the proposed higher Luxury Car Tax rate.

The sticker price itself is arguably not the issue, but rather the fact that at circa-$100K you have to pay extra for satnav, metallic paint, alarm ($1300), $800 for a CD changer and $250 for hill start assist.

This is a trend we noted even in the A4. Once Audis were priced under their equivalents from BMW and Mercedes Benz -- or at least that was the perception. Whether the brand is ready for that Down Under is still a discussion point.

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