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The revisions to Audi鈥檚 TT coupe are simple but effective. It鈥檚 been an icon for the brand since it arrived in 1998, and changed perceptions of the firm with its tech and driving dynamics. The third-generation model was the most advanced yet, and with this mid-life update Audi has tweaked the TT in key areas. And since the TT was launched, a new competitor has joined the fray; the Alpine A110 in Pure trim is a back-to-basics model that puts driving fun at the forefront of the experience. But as you鈥檒l see, its price is closely matched to the Audi鈥檚, so which is the better sporting coupe for keen drivers? There is a third alternative, too. Now that the 718 Cayman is the entry point to Porsche鈥檚 sports car line-up, you can pick up a manual version for similar money. While it might not be quite as fast with this gearbox, it promises to involve you even more. The Audi TTS was always an impressive all-weather, affordable performance coupe, and this mid-life update won鈥檛 have changed things. There are tweaks in areas to keep the car fresh, so let鈥檚 find out what this 拢44,565 flagship is like.
The TT is still based on the VW Group鈥檚 MQB platform, so it has a front-mounted engine paired with MacPherson struts. But the TTS has quattro four-wheel drive, which necessitates a multi-link set-up at the rear. Its 2.0-litre turbocharged petrol engine now boasts a petrol particulate filter, which has affected the power output. This is actually down by 4bhp compared with the pre-facelift model, at 302bhp, but maximum torque has risen by 20Nm, to 400Nm overall. The TTS still features a seven-speed dual-clutch automatic transmission. The chassis gets a bespoke sports suspension set-up, with Audi鈥檚 adaptive magnetic dampers linked to the drive mode selector, so you can choose from Efficient, Comfort or Dynamic settings, or tailor the different elements to your taste in Individual. When it launched, the third-generation TT鈥檚 cabin was a showstopper, and it鈥檚 every bit as impressive today. That鈥檚 helped by an upgraded specification with the Technology Pack fitted as standard.
This includes sat-nav and three years of connected services, as well as wireless charging. It鈥檚 all displayed on Audi鈥檚 12.3-inch Virtual Cockpit, because the TT doesn鈥檛 get a centre screen; this is one of the key features that makes the cabin unique. There have been minimal changes inside, so you still get diamond-stitched sports seats, although they place you a little too high and in a less natural-feeling position than its rivals. The red accents around the interior will split opinion, but they鈥檙e a 拢295 option. Otherwise, the high-quality cabin鈥檚 build feels more on par with the Porsche than the lightweight Alpine. There鈥檚 plenty of kit and tech for a 拢40,000-plus car, too, while you can add options if you want more. Our car featured close to 拢10,000 worth of extras. The TT is a known quantity when it comes to performance on the road. The changes to the engine鈥檚 calibration haven鈥檛 resulted in a dent to its dynamism, though, because the S sprinted from 0-60mph in 4.1 seconds.
Traction off the line is great, thanks to the four-wheel drive, launch control and dual-clutch box, while the shifts are rapid enough, albeit with a slurred edge to just smooth out any aggressive clunks. In Dynamic mode, the engine sounds different to before, with a more melodious note in the mid-range that is closer to that of the five-cylinder TT RS than a flatter-sounding four-cylinder. At higher revs the augmented noise is not so nice, though. There is certainly no complaint over the model鈥檚 performance. The TTS split the lighter Alpine and manual Porsche in our in-gear tests and is ruthlessly rapid and efficient in the way it delivers its surge. But it鈥檚 hard to love, and that stems from the chassis. In Dynamic mode the adaptive dampers are too firm, especially on our car鈥檚 20-inch wheels. It means you pogo up and down in the seat quite noticeably, while it also affects the car鈥檚 balance and stability on a torn road.