2016 Audi TT, TTS

2016 Audi TT, TTS
BASE PRICE	$42,000-$50,000 (est)
ENGINES	2.0L/227-hp/273-lb-ft turbocharged DOHC 16-valve I-4 (est); 2.0L/306-hp/280-lb-ft turbocharged DOHC 16-valve I-4 (est)
VEHICLE LAYOUT	Front-engine, AWD, 4-pass, 2-door coupe
TRANSMISSION	6-speed twin-clutch auto
WHEELBASE	98.6 in
LENGTH X WIDTH X HEIGHT	165.0 x 72.1 x 52.9-53.3 in
0-60 MPH	4.5-5.2 sec (MT est)
ON SALE IN U.S.	Fall 2015

AUDI TT VIEW

It would be easy to whine about how Audi's TT, a bastion of eye-catching Bauhaus design at its 1998 introduction, has gone mainstream and become somewhat less interesting. While it's true that the TT is no longer a bold proposition – as either a design standout or an overall car – the TT has managed to burrow into its own subset of the sporty coupe market. Less involving than a Porsche Boxster/Cayman, yet cheaper and more practical in coupe form than a BMW Z4, the TT continues to be a solid, handsome 2+2 coupe for those who want a sporty car, but not a sports car.

AUDI TTS SIDE VIEW

Quite the contrary -- the new 2016 TT is roughly 100 pounds lighter, 25 percent stiffer, and significantly more powerful than the current model. The vast majority of the TT's exterior panels are crafted from aluminum and the entire body-in-white (the unibody shell of the car without componentry) is said to weigh just 608 pounds. When the 2016 version arrives in the U.S. in fall 2015, it will include the VW Group's new MQB scalable platform (think Mk7 Golf, but with a shorter wheelbase). The wheelbase is longer than the current TT's by 1.5 inches, though overall body length shrinks by four-hundredths of an inch because of the shorter overhangs.
The optional manual transmission is also forbidden fruit in the U.S., but it's tough to complain when both engines are paired to the fantastic six-speed dual-clutch S tronic gearbox, with seriously quick shifts just a paddle tug away. All U.S.-bound cars will also have Audi's Quattro all-wheel-drive system, now revised to bias up to 100 percent power to either front or rear wheels should the system's microcomputer determine it necessary. The system revaluates torque split at 10ms intervals to maintain optimal composure. 

AUDI TT INSTRUMENTAL CLUSTER

MORE FROM AUDI Inside, Audi designers have made considerable changes to the TT's cabin. The "airplane wing" dashboard (so called for its shape when viewed from overhead) has been stripped of all clutter, with the climate and heated seat controls relocated to the air vents themselves – a slick move. Meanwhile, all traces of infotainment have been removed from the center stack and deposited in the 12.3-inch fully digital instrument cluster. Audi's "virtual cockpit" is a multifunction digital display that can toggle between three modes: one that emphasizes the navigation display, with a small speedo and tach at the extreme sides; a layout with a larger instrumentation that squeezes a smaller navi display in between; and a sport-oriented mode with a huge central analog-style tach and digital speedo combination. All other side functions including audio controls are integrated into the system, which works intuitively from either steering-wheel-mounted controls or the central MMI rotary knob, which remains in the center console. The obvious downside to the system is that it's difficult to impossible for the passenger to make nav or radio inputs, but in a driver-focused car such as the TT, that's a non-issue.

TTS HEADLIGHT VIEW

A TTS was offered up for both road and track driving, and it certainly felt more at home on the former. On hilly, winding roads, the TTS feels much like the standard car, only more so. Power is significantly greater, to the point that it can be considered a properly quick car instead of just peppy, and when the exhaust baffles open at full chat, the sound is something pretty special. The car also sits 10mm lower than the base TT, and with standard magnetic ride shocks, the ride is firm but in line with the little coupe's character. Body roll is minimal and the standard S-line seats have larger bolsters that do well in keeping the driver secure. Around the wonderful Ascari race circuit, we were looking forward to safely experiencing the tail-out cornering attitude that engineers told us they worked hard to allow. The new TT features ESC-controlled torque vectoring that brakes the inside wheels – both front and rear in Quattro-equipped cars – which does well to mitigate understeer. 

TTS INTERIOR VIEW

Unfortunately, our track testers were only allowed to engage the ESC's Sport setting and not turn fully off, so there was no real oversteer to be had, leading to a fairly neutral cornering attitude most of the time. That torque vectoring may also be responsible for the way the brakes smelled after five laps of Ascari, even with a brief cooldown between each lap. Would-be track junkies will want to wait for the RS version, which we hear will boast more than 400 hp from Audi's venerable five-cylinder engine. Without a doubt, the 2016 TT is the best-driving version to date, feeling light and nimble while offering excellent grip and strong power. While we would have liked the design to have been a little more adventurous in the spirit of the original, overall the TT is a well-executed package. We look forward to driving the U.S.-spec version in mid-2015.