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2017 Audi TT S Coupe review

The current top-canis familiaris Audi TT South Coupe proved fast and ferocious at its local launch. But, with the stove-hot TT RS on the horizon, is the soon-to-exist middle model as sporting and as comfortable every bit information technology should be over a calendar week-long test?

What we love

Pace, grip, and surefooted dynamics
Bona-fide sportiness, Tons of high-brow style
first-class Virtual Cockpit/motel application

What we don't

Very house ride
Non overly generous with equipment for its toll
Not the near playful chassis for a sports car

In late 2015, Audi Australia locally launched what was, at the fourth dimension, the almost potent and capable of its TT sportscar range, the 2016 Audi TT Southward Coupe, with heavier and slightly slower Roadster version right in its bicycle tracks.

It wanted for $99,900 before on-roads and, despite losing 18kW somewhere on the boat trip beyond the big swimming, was deemed to be "properly quick", offering "tremendous grip, precise handling and solid sportiness" despite existence quite pricey and lacking a bit of condolement factor for everyday and long-distance driving.

And then I got to drive the stove hot TT RS at its international launch a few months dorsum – the new king of TT due to arrive Down Nether in 2017 at around $145k – and it altered the viewpoint of middle-rung TT S quite a flake. And not, one might assume, towards a more negative view.

"Is the TT RS $45k ameliorate than the TT S? (While it's) certainly nearly one-second quicker to 100km/h, but... I'd wager that on a windy backroad, the South would exist nearly as quick as its much pricier RS stablemate," I wrote of the TT RS launch experience. While the RS has yet to set tyre on local terra firm to test my theory, revisiting the TT Southward for a week, today, doesn't nothing to sway my latest theory.

Worth noting, though, is that the S version's list cost has crept upwards marginally to $100,855, though the residue of its specification and options remain unchanged since launch.

The TT S has zilch like the aggressive and angular RS styling treatment, but canvas 10 onlookers on merits of styling and its likely 5 might consider that the former is more handsome for it.

If ever a model line's design execution was at its most appealing in its most natural state, information technology's the style-driven TT coupe.

The edgy, about boxy front fascia treatment and pinched-from-R8 bonnet, and quad tailpipe rear-end, is surprisingly coherent with those signature curves of all glass and metal surfaces in-between. Unlike regular TT, the 19-inch wheels – ane standard and four optional designs – amply fill the forepart and rear guards, permit solitary with the ii xx-inch bike choices buyers tin opt for.

In terms of options, our motorcar gets the S Performance bundle which, for $6300, adds Audi Matrix LED headlights, fine Nappa leather, a Bang & Olufsen surroundings sound organisation, interior detailing in 'quartz lacquer silvery', red painted brake calipers, privacy drinking glass and '5-twin-spoke' 19-inch wheels in matte titanium await. The rims can exist ordered equally a standalone choice for $850.

Meanwhile, the Sepang Blue pearl effect paint adds a further $1400, which is ane of a choice of xi available off-the-rack colours (non including Audi exclusive custom paint options).

Even living with information technology, at least for seven days, the gen-three TT styling elicits love-it-or-loathe-information technology reactions from onlookers and occupants alike.

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It'southward not easily appreciated, if perhaps appreciated most by buyers who are savvy to meekness in the detail of its design and (half-aluminium) construction, or those only knocked from their socks by its inimitable styling inside and out. Regardless, the coupe does feels like a bona-fide sports car to sit in and to drive and, contrary to some opinion, the experience isn't only ane of an A3 with more than svelte torso crush plonked on tiptop.

What does brand the TT in six-figure configuration an like shooting fish in a barrel target for criticism is that a lot of the techy stuff that debuted on the gen-three coupe can at present be had in more than pedestrian Audis. Virtual cockpit is now available in A3 and LED headlights, ahem, have become commonplace in Audi-country, and so on.

That said, there'due south goodness in the standard equipment list: variable-ratio progressive steering, front and rear sensors with rear-view camera, LED indicators on the electric folding mirrors, dynamic forepart and rear indicators, and iii-setting (car, comfort, dynamic) changeable magnetic ride damping. Bells and whistles such every bit semi-democratic parking, LED matrix headlight engineering science and blind-spot monitoring, though, cost extra.

The relatively simplistic cabin design, with its shipping-inspired circular air vents and lack of fundamental infotainment screen – it's all integrated into the commuter's instrument display – charms. And while it's slightly bad-mannered climbing in or out, the driving and front end passenger seat location is depression-slung and patently sporty, if lacking somewhat in driver's under-thigh support given how shut the seat bases are to the floor.

Virtual Cockpit is great – it'south like shooting fish in a barrel to learn and reconfigure, using dissimilar instrumentation displays, to taste on the fly. Information technology's too easier on the eyes without the information overload y'all'll find in the Every bit and Qs that use dual screens where Virtual Cockpit is fitted. The MMI navigation plus system is ane of the slickest on the premium market and it's piece of cake and intuitive to use either via the steering wheel controls or the peachy rotary console controller that as well features handy shortcut buttons.

Every bit we found with the TT S Roadster, materials and presentation are gorgeous, with the await and feel of the interior easily worthy of the price point. The praise heaped in the rag-top test rings truthful here in this body style, though buyers hoping to fully leverage the coupe'due south 2+two seating should thoroughly exam the format before committing to purchase.

Information technology'southward a no-kids no-brainer, but also functions perfectly well for that merely kid – five to 12 years old, ideally – who doesn't crave a capsule or booster seat, can climb into the tight second row without aid and who'll probable find the accommodation properly serviceable backside the front passenger seat jammed frontwards on its rail.

Also handy is the three-door pattern. At 305 litres with the second row in play baggage space isn't exactly huge but, having a big lift-dorsum door rather than the typical boot lid featured on many pocket-size sports cars, it's a surprisingly functionality format for everyday practicality. Farther, you can likewise drop the divide-fold second row seats for a total of 712L, though any big object loaded in will butt upwardly against the front seat backs one time the packet shelf is removed from play.

The 18kW ability deficit due to 'hot climate' Aussie tuning might accept stymied the engine'due south top-end urgency somewhat and perhaps pegged back TT S'due south race track ability to some nominal degree. Merely, instead, it's fatty torque that lends itself most to the coupe's performance and dynamic aims, especially for urban and twisty country route driving. 380Nm betwixt 1800-5200rpm – 100rpm shy of peak power's arrival – amply thrusts the 1480kg of sports coupe from traffic light to apex quickly plenty to get the pulse properly racing.

In fact, having spent time in both the willing-if-tempered 169kW/380Nm TT and peppery TT RS – which tin, at times, struggle to fully convert its 294kW/480Nm into pace on road – it's easy to become convinced the TT S'south 'high tune' of the 2.0-litre turbocharged four-cylinder, and its marriage to its particular six-speed dual-clutch gearbox, is the sweetest spot in the range. It characteristically fits the sporty TT pitch similar a glove, as does the handy, if not-quite-earth-shattering, 4.6sec 0-100km/h performance credentials.

The tap-for-Sport powertrain mode, at the picture show of the transmission controller, remains an incredibly useful around-boondocks 'boost' without having to lunge for the Drive Select switch, and TT S is usefully quick and alert in responses when demand be. Where TT can be left wanting, the TT South is punchy and flexible in general driving behaviour, but once yous hit Dynamic mode and go hunting curves information technology tin can really go the adrenal glands flowing.

The TT S musters up wicked dorsum-route footstep mainly past transmitting every watt and newton metre faithfully into the hot mix without wastage via quattro bulldoze and the tremendous grip those 245mm 19s – or optional 255mm 20s – can generate.

The chassis sits amazingly flat and sheer roadholding is nearly unflappable salve for peculiarly severe mid-corner bumps where the olfactory organ might shift slightly off line. That said, the way the coupe drills its rubber into the road surface generates assertive front-cease point and facilitates excellent steering accuracy, to a point where excessive corner entry speed can be staved simply by applying more positive lock to tighten the desired trajectory.

Information technology's not the most balanced and joyfully playful chassis in the sports car universe – information technology works the front end end hardest and the rear end, while tied down, is a petty benign. Simply what the compact Audi lacks in mid-corner shimmy and milkshake, it compensates for in idiot-proof footstep that, when covering A to B with maximum haste – is perhaps better suited to a broader range of driving skills.

That'south no bad affair. If you had to ship a loved 1 into a road rally in mixed conditions and their driving reflexes weren't quite Senna-like, the TT S makes a compelling proposition indeed.

Like whatsoever transverse-engined all-hand rocketship from the Volkswagen-Audi's wider fold, the TT S will not powerslide on throttle under ability unless y'all throw it on a suitably slippery surface such as clay, ice or moisture concrete, considering for all the talk of funnelling the majority of bulldoze to the rear wheels it can only ship l pct of engine torque to the rear beam.

If burying the right boot in tandem with an armful of opposite lock is your idea of fun – and that makes two of usa – so TT S mightn't be your platonic driver enjoyment nirvana. That said, once you throw in the Audi's powerful, well-calibrated brakes to its dynamic armory, the middle-weight does weigh in heavy on its ain indicatively rewarding driving experience.

In terms of ride comfort, models nether Audi'southward 'S' designation tend to err on either side of moderation: some, such as the S4 and S6, tend towards the softer side; others, such as S3 and the TT S here, are much firmer set. If at that place's a downwards mark in the TT S'south inherent balance of elements, it'due south that leveraging dynamics and handling has left the coupe with overly house, at times brittle, ride quality.

At depression speed, it can exist jiggly, just at that place's not enough vehicle mass for information technology to actually settle when conveying speed. It jolts and thumps noticeably, particularly across square-edge bumps and even in the pause's softest 'comfort' setting which is downright house past any measure. Across coarse surfaces, the TT S is also prone to excessive tyre noise from that generous rubber footprint.

In terms of buying, the Audi TT Due south comes with a adequately typical three-yr/unlimited kilometre warranty. Service intervals are every 12 months or fifteen,000 kilometres, whichever comes first, at a full three-year/45,000km toll of $1610 (correct at the time of publication). However, these costs do not include a number of boosted periodic servicing requirements such every bit oil changes for the Haldex coupling (every 72 months) and Due south Tronic gearbox (every 60,000km) likewise as other consumables such as filters, spark plugs and the like.

Fourteen months ago, when Audi Australia used the spectacular Lake Mountain Route in Victoria for an impromptu road rally stage to launch the TT S Coupe and Roadster to demonstrate their mettle in the almost favourable conditions, I was sceptical whether I'd rate the car every bit highly living with it for a week during more balanced 'normal' driving. The simply surprisingly thing was that TT South offered up no real surprises.

And thus, our ratings for the TT S are, well, exactly the same as our launch ratings. Its say-so isn't diluted when you turn the footstep down from red-hot to smouldering, or smouldering to the kind of on-demend dial yous'd ideally like around town. It's no RS but what it does offering is aplenty and and then some. On the downside, information technology is as antsy and terse in ride as we institute at launch, and no acclimatisation with the auto brings comeback.

That some buyers might detect the more affordable and softly-fix regular TT amend foil for Sydney's and Melbourne'south third-earth roads, others might exist lured by the more than dynamite TT RS feel once the hard-cadre version arrives in 2017.

But neither detracts from the goodness of the TT South, which is looking more and more than like the sweet spot in Audi's sportscar range the more we drive it.