Have a look at this beauty! We are Audi TT RS fans so can’t miss this last pictures.

Continuing our pre-show Geneva Salon reports, we have just received word that Audi’s booth will host the world premieres of the long-awaited TT RS and the A4 Allroad. Details are still sketchy, but it has been said that the range-topping TT RS will make use of a turbocharged version of Volkswagen’s U.S. spec 2.5-litre five-cylinder petrol engine pumping out close to 340HP. Naturally, the TT-RS will be fitted with Audi’s quattro all-wheel drive system as well as with the latest version of the firm’s S tronic twin-clutch semi-automatic gearbox. The TT RS will be available in both coupe and roadster bodystyles.

As for the first-ever A4 Allroad model, it will be based on the latest-generation A4 Avant. To justify its existence in the range, the A4 will feature the same Allroad cues as the larger A6, including a higher road clearance, larger wheels and dark-grey wheelarch extensions and redesigned bumpers. The engine range will of course be sourced from the A4.

Flash forward to 2007 and the debut of a completely redesigned MK2 TT. Again the car grabbed my attention with its meaner looks and wider stance. As expected it inherited many of the iconic cues from the original, but I was fascinated with how much the design also echoed elements of the R8 supercar. Once again new TT’s grown-up look held a lot of promise as a driving machine.

A quick spin around the dealer’s block confirmed that this time it drove as well as it looked. The only problem was that my desired drivetrain combination, a 4 cylinder turbo with quattro, wasn’t available in the MK2’s first year. The single choice was a wheel-squealing FrontTrak for the 2.0T. If I wanted AWD I would have to get the more powerful yet less sophisticated VR6, a carryover from the outgoing TT. Although a great engine in its own right, its heft and lack of tunability just wasn’t right for me.

Again biding my time I got a short lease on an A4 and waited for the inevitable 2.0T quattro combo to hit market.

Finally a 2.0T quattro

2008 marked the announcement that all-wheel-drive would finally be paired with the 2.0T. I placed my order for an ‘09 and loaded it to the brim with navigation, the trick Magnetic Ride, red leather, and of course quattro. It was just a matter of time for the Hungarians to assemble my special request car and for the journey across the Pacific to California.

Less Than a Dearth of Reviews

During the grueling 3 month wait for delivery I checked the internet and car magazines for what I thought would be at least some coverage of the new TT variant. Nothing. The perplexing lack of a 2.0T quattro drivetrain was pointed out in more than a few 2007 reviews, so it struck me as odd that the eventual availability of AWD for the killer 4 banger didn’t merit a single test drive. Then it dawned on me. The announcement of the hot TTS, which shared the same engine (with a bigger turbo of course) and drivetrain, stole the limelight away from the base 2.0T quattro’s significance.

So to set things right in the universe I decided to write a couple of comprehensive reviews of the 2.0T quattro TT. First up: Break-In.

“Your TT’s Here, Come and Pick it Up”

My fleet manager called on a Friday night to let me know my new ride made the trip intact to Santa Monica - some of the sweetest words I’ve ever heard.

I was a bit worried about not choosing the more aggressive S Line package in favor of the colored interior (you can’t get both in the US), but my fears evaporated immediately. The car was drop dead gorgeous. I found it to still be plenty aggressive, and as much as I love S Line, it looked cleaner without the body kit fuss. The Meteor Gray with the red interior work beautifully together. Meteor is just a great color, not as dark as Lava Gray or neutral as Dolphin due to its subtle blue ting.

First thing I did was pop on a pair of OEM chrome exhaust tips. My first mod. Although listed as standard in the brochure the non-S Line 2.0T’s don’t get exhaust bling. The procedure took all of 20 seconds since no tools were required. I can’t stress enough how much of an improvement the chrome brings to the back. This is a highly recommended modification and well worth it at about 100 bucks.

Interior

Inside the leather’s red leans slightly towards the muted orange so as to not get too obnoxious. Most agree it is striking, yet tasteful. With the TT being more of a performance coupe than a luxury cruiser, I was surprised at the very high level of quality materials lavishing the cockpit. The seat leather is extremely high quality, as are details like the textured headliner and felt-lined door pockets. This is without a doubt the best interior in its class.

The new TT’s interior design also takes a huge ergonomic step forward from the previous generation by offering a considerably more driver-oriented environment. The beautifully sculpted sport seats sit low with pedals and shifter easily reachable regardless of driver position. At over 6 feet tall I still have plenty of head and shoulder room. All steering wheel mounted controls, including the paddle shifters, are intuitively positioned and the flat-bottomed shape doesn’t interfere with quick turns. On the contrary the irregular shape helps the driver stay mentally oriented during mid-turn.

‘09 upgrades include a sharper, brighter color Driver Information Display and a more attractive shifter design taken from the TTS. Both look great and directly benefit the driving experience.

The single interior annoyance comes from the tiny rear view mirror which offers a limited oval-shaped peak into the large hatchback rear window. Shifting in the seat just a bit requires mirror adjustment, something that can grow old quickly.

As far as tech is concerned the TT is no slouch with goodies like MMI-derived navigation, rear parking sensors and a dozen ways to get music piped through the Bose surround system. However it does lack some of the more up-to-the-minute gadgetry found in models like the new A4: items such as the superior B&O stereo, pushbutton start and backup camera. No matter; what the TT may lack in assorted cockpit gimmicks is more than made up by a suite of more meaningful drive technology.

Break In…

Oh wait, I almost forgot. One of the biggest automotive Debbie Downers is the break-in period. You get a fancy new sports car, and what’s the first thing you should do? Make sure to not push the car past 4000 RPM for the first 1000 miles. Damn.

So note that the following features were reviewed during the first 1000 miles of break in. But that doesn’t mean I didn’t cheat now and then…

quattro

Compared to the half dozen pre-’09 TT’s I tested, the quattro response in this new vehicle is decisively faster. In fact there’s no sense of a time delay between wheel slip and torque transfer to the rear wheels (by default the MK2’s system sends 85% of power to the front axle but can shift all 100% to the rear on call). I don’t know if this is the Gen 4 Haldex that was contractually exclusive to SAAB for a year before being released to Ingolstadt engineers last year, but my car does seem to exhibit the new system’s major advantage: the ability to proactively shift power between axels before slip instead of after.

To test the drivetrain further I completely switched off the two-stage ESP and tossed the car around an empty parking lot at around 7/10s (remember I was still breaking her in). The Haldex quattro felt just as predictable as the more evenly distributed Torsen system in my previous A4, which is saying a lot. There was no sense of unexpected (and unwelcome) computer correction during mid turn.

The car also felt extremely neutral. Without too much fuss I was able to get the back end to even spin out a bit. We’re not talking Mustang donuts here, but the fact that a quattro Audi can be coerced into any throttle-induced oversteer felt like a small miracle. I’m sure the combination of an aluminum intensive front end, lightweight 4 cylinder and rear-mounted AWD clutch helped balance out the car, but it was also clear that quattro did its part by quickly shifting torque to the rear wheels for more tail control. It’ll be interesting to push the car even further down the line.

Magnetic Ride

The option I think most worth the extra cash is Delphi’s performance oriented Magnetic ride. Unless you crave the visual look of an even lowered body or are a hard-core track junkie this technology renders the need for an aftermarket suspension pretty much irrelevant. With two settings you get the best of both worlds: a comfort mode that feels a touch softer than the TT’s stock setup and a Sport mode that firms things up considerably.

However it’s not simply the adjustability that makes this system a must-have, but just how brilliantly it responds to the road. Shock reaction times happen at a much faster rate than conventional systems and do so independently for each wheel. The overall effect is impressive; the car remains flat through very tight curves with little or no body pitching when recovering from more pronounced bumps. As you’d expect for a performance coupe you definitely feel the road, but more granular imperfections are smoothed out, especially in standard mode. The system is so good that I can confidently say it rivals anything offered by competitors like the Z4.

S Tronic

I was nervous about switching to an automatic after years of manual control, and would have flatly rejected a TT fitted with a traditional Tiptronic slush-box and its power draining torque converter. But the concept behind a dual clutch gearbox with manual transmission mechanicals felt worth the gamble, even if I didn’t fully warm up to the system on my test drives.

After a few days playing with the system I’m relieved to say that in many ways the S Tronic is better than a manual. Most notably it allows me to keep my hands on the wheel and foot on the throttle while shifting via paddles, a setup that works especially nicely around twisty roads where uninterrupted steering wheel grip is an advantage.

The gear shifts in automatic mode are indeed lightning fast as advertised, However manual control will only work as quickly if your choice of the next gear is in synch with the computer’s logic.

For example accelerating and sequentially manually pressing the ‘+’ paddle through the gear range at around 3000 RPM will yield silky smooth shifts. But if you decide to shift down from 5th to 4th while still in mid-acceleration, you’ll be greeted by a gentle but perceptible bump up in revs instead of a smooth gear transition to the next lower gear. That’s because that lower gear wasn’t pre-selected by the second clutch since the computer assumed you’d want to shift up during acceleration. This threw me off at first, but after a couple of days I got to understand the DSG’s logic and now rarely experience a rough shift. Now if I want to shift down from 5th to 4th I just let up on the throttle first and before shifting down.

The manual setting offers the least amount of computer intrusion I’ve ever experienced in any automated manual, including other DSG’s. As an example I was able to stay in first gear up to 7000 rpm before the computer decided I had lost my mind and intervened with an upshift.

Another cool DSG related feature is Launch Control, which enables the manual-like ability to rev up the engine while at a standstill for quick launches. To activate the feature one must first switch off traction control and set the gear shifter to either Sport or Manual mode. This may sound like an overly complex procedure but it’s not, especially since I’m usually driving around with that setup anyway. The stationary rev limit is only 3K, but enough for a neck snapping launch. The only unsettling part is pressing on the break and gas at the same time which is behavior we’ve all been conditioned to avoid with traditional transmissions. And I learned quickly to get my left foot off the break pedal following Launch Control since it invites the mistake of sudden accidental breaking. Not fun. Using the system I was able to get to 60 MPH in a hair under 6 seconds. Great numbers for a brand new stock 4 cylinder; which brings me to the last featured component, the engine.

2.0T Powerplant

I’ve enjoyed this brilliant inline turbo in my A4 for two years, so I was looking forward to seeing how it would fair in the way lighter TT. I was immediately struck by just how little lag the turbo exhibited for an automatic. My experience with older turbo engine/auto tranny combos led me to expect a longer delay between mashing of the throttle and forward motion. But the little turbo spools up very rapidly; power floods in fast and sticks around throughout most of the rev range with a smoothness comparable to many V6’s.

Another nice discovery was just how much power remains available at high speeds, especially for such a small displacement engine with a ‘mere’ 200 horsepower on tap. Dropping a gear or two and punching it for a quick 90 mph freeway pass is a non-issue. Then again the lightweight chassis does go a long way in freeing up engine power.

Engine sound in the front is similar to other 4 cylinder Audi’s, if just a bit less clunky. Nothing special. In the back the exhaust note does let out a somewhat throaty roar, but nowhere near the Boxter-like V6 burble heard off the back of the TT 3.2.

Exhaust sound reservations aside, this is the perfect engine for the TT. It is lightweight, responsive, and with power that starts early but stays with you at freeway speeds.

So after 10 years of waiting I’ve finally found my perfect TT: a gorgeous lightweight all-wheel-drive sports coupe whose drive finally matches its looks. In future articles I’ll push the car to higher levels of performance, test its utility and explore some software specific upgrades.

Audi of America today released pricing for the highest performing TT models ever brought to market – the 2009 TTS Coupe and TTS Roadster. Manufacturer’s Suggested Retail Price for the TTS Coupe will start at $45,500 and $47,500 for the TTS Roadster.

“The Audi TTS Coupe and the TTS Roadster are genuine sports cars that provide remarkable driving experiences and striking design,” said Johan de Nysschen, executive vice president of Audi of America. “When these top-of-the-line models reach dealerships later this year, consumers will quickly discover that TTS also stands for exceptional value compared to its competition in the sports car segment.”

Building on TT innovations, the TTS models deliver unparalleled performance with the most powerful engine in the TT lineup, superior traction with standard quattro all-wheel drive, extraordinary shift times with the standard S tronic dual clutch transmission, and enhanced driver control with TTS-specific Audi magnetic ride. Audi will begin selling the TTS models in late 2008.

The ultra-efficient, direct-injected, turbocharged 2.0 TFSI engine rewards TTS Coupe owners with both class-leading acceleration and fuel economy. The TTS Coupe races from 0-60 mph in 4.9 seconds, and achieves a combined fuel economy of 24 mpg. The TTS Roadster offers comparable performance with a 0-60 mph time of 5.1 seconds and a class-leading combined fuel economy of 24 mpg. Both versions of the TTS achieve an exceptional 29 mpg in highway driving and 21 mpg in city driving based on government fuel-economy ratings. The electronically governed top track speed for the TTS is 155 mph.

The new 2.0 TFSI engine in the TTS produces excellent horsepower (265 hp @ 6000 rpm) and exceptional torque (258 lb.-ft. @2500-5000 rpm), while meeting California’s rigorous ULEV II ultra-low emissions standards. With that kind of performance the TTS models demonstrate Audi’s strategy of offering cars that respect the environment without sacrificing the thrill of driving.

To transfer that performance to the ground, the standard quattro all-wheel drive system has been specifically matched to the TTS to allow for even faster response times. The TTS models also come standard with Audi’s advanced S tronic dual clutch transmission with Audi launch control which is capable of 0.2-second shift times and optimized acceleration from a standstill. In addition, new suspension treatments for the TTS models result in heightened driver control and handling characteristics. The TTS models benefit from new lightweight aluminum suspension components and modified suspension mounts resulting in a 10-millimeter lowered chassis. The Audi magnetic ride system, standard in the TTS, has been modified specifically for the TTS models to enhance driving dynamics while still retaining occupant comfort. The system features continuously adjustable damping along with “Sport” and “Normal” modes for further driver control. Audi has also updated the TTS steering system to match the suspension modifications. As with all TT models, the TTS is built with an aluminum and steel Audi Space Frame, which offers high torsional rigidity, better load distribution and is up to 48% lighter in weight than equivalent steel construction.

Of course, TT models have always presented stunning design, and the TTS maintains that tradition. The new models feature xenon plus headlights with Audi’s signature LED daytime running lights. In addition, as with all S series models in the Audi family, TTS models feature distinctive characteristics indicative of the S model bloodline. These include larger front air intakes, Platinum Gray grille with chrome optic finish, aluminum optic exterior mirrors, extended rocker panels, Platinum Gray rear diffuser with silver blade, quad exhaust pipes, TTS painted brake calipers with sport-rated brake pads, TTS badging, and a TTS-specific 18-inch wheel with summer performance tires. A unique 19-inch quattro GmbH wheel is also available. The marriage of form and function continues throughout the interior of the TTS with features such as brushed aluminum inlays, a die-cast magnesium flat-bottomed leather-wrapped steering wheel with multifunction controls, aluminum optic S tronic shift paddles, a unique TTS instrument cluster, a driver information system with digital lap timer, a redesigned S tronic shift knob, racing inspired leather Alcantara sport seats, contrasting color stitching and TTS badging throughout the interior. Distinctive two-tone Silk Nappa leather seating surfaces are available as an option.

About Audi of America

Audi of America Inc. and its 270 dealers offer a full line of German-engineered luxury vehicles. The Audi line up is one of the freshest in the industry with 23 models, including 12 models launched during model years 2008 and 2009. Audi is among the most successful brands globally. Last year AUDI AG recorded its 12th consecutive record year for sales and profit growth. Please visit www.audiusa.com or www.audiusanews.com for more information regarding Audi vehicle and business issues.

Note to the media: MSRP excludes $825 destination charge, taxes, title, options and dealer charges. The TTS’s class is defined as BMW Z4 3.0i, Z4 3.0si, Z4 M; Mercedes-Benz SLK300, SLK350, SLK55 AMG; Porsche Boxster, Boxster S, Cayman, Cayman S. Comparative data is based on U.S. specifications reported on manufacturers’ Web sites. EPA estimates are used for fuel economy figures. Actual mileage may vary.

Specifications MTM TTS 2.0 TFSI S-Tronic

engine 2.0 TFSI quattro
displacement in cc 1984 ccm
bore & stroke in mm 82,5 x 92,8 mm
compression 9,8 : 1
boost pressure (max.) 1,55 bar
gearbox type 6-speed S tronic direct-shift
power output (max.) 243 kW (330 bhp) at 6240 rpm
torque (max.) 420 Nm at 3200 rpm
top speed in km/h 265 km/h - depends on tyre size
drive type quattro permanent all-wheel drive
brake system - front 380 x 34 mm
drilled, 8-piston Brembo-caliper
wheels Michelin Pilot Sport PS2 245/30 ZR 20
MTM bimoto forged rims 9 x 20″

Style, performance and affordability. These are the cornerstones of any top-selling coupé, and attributes that the TT has in spades.

Audi’s first-generation model put the firm’s design studio firmly on the map, and the latest version is even more impressive. Evolving the looks of the original, its sleek image and more practical interior have proven to be a big hit – and offer an unrivalled coupé package.

Inside is one of Audi’s finest cabins. While the old flat panel dashboard will be missed by some TT fans, a huge improvement in ergonomic quality and functionality is good news for the stylish two-door.

But the biggest change is out on the road. Last year, we heaped praise on the way the TT drives – and it’s now even better with the launch of the amazing S version. Proving once and for all that the TT is a true rival to the Porsche Boxster, the new flagship model has the performance, handling and fun factor of a truly great sports car.

What’s more, the line-up is available to a wide range of budgets. Basic 2.0-litre models start at £25,210, while a 168bhp 2.0-litre diesel version is also on offer for £26,350. The sporty TTS is priced at £33,390, while those wanting more relaxed performance delivery can opt for the V6 variant, which weighs in at £30,040. Few coupés offer such strength in depth.

Commended: BMW 3-Series Coupe

Shortlist:
BMW 1-Series Coupe
BMW 3-Series Coupe
Audi A5
Audi TT
Jaguar XK
BMW Z4
Maserati GranTurismo

Coupe is finally available with firm’s strong diesel engine. We try new combination on UK roads
Here’s a brand whose stable of engines houses some of the most potent diesels on sale today. And for 10 years, Audi has also produced one of the most popular small coupés: the TT.

It has taken a long time to bring TT and TDI together and offer them for sale in the UK. The second-generation two-door arrived two years ago, but rising pump prices are minimising diesel’s economic benefits. So, has Audi missed a trick?

Let’s look at the running costs first. The 2.0-litre unit officially returns 53.3mpg on the combined cycle and emits 139g/km of CO2 while the manufacturer’s equivalent petrol TFSI motor posts figures of 36.7mpg and 183g/km respectively. At current fuel prices, owners could save about £700 over the course of 12,000 miles with a TDI.

Road tax is £50 cheaper, as the oil-burner sits two bands lower (in Band C), while higher-rate company drivers will save an additional £500-plus a year.

That’s a good start. So if the TT TDI can deliver from behind the wheel as well, Audi is on to a real winner after all. And initial impressions are positive. There’s the faintest thrum at idle – hearing it coming from under the bonnet of a car like the TT is a novel experience.

Under hard acceleration, there’s a pleasing overtone of turbo whistle and an engaging exhaust note, although the unit still sounds slightly gruff.

The pay-off is the massive 350Nm of torque the engine produces. What’s more, it’s available from only 1,750rpm. Mid-range punch is impressive, making the TT feel significantly more powerful than its 168bhp output would suggest.

However, while the TDI is impressively free-revving for a diesel, the powerband is narrow. Find yourself in the wrong gear at low revs, and there’s a pause, followed by a mighty slug of torque – and then you’re quickly reaching for the next cog.

Our car had a six-speed manual box, and around town plenty of up and down shifts were required. This wasn’t helped by the clutch pedal being set uncomfortably high.

Nevertheless, that’s a minor quibble and otherwise, the driving position is low and comfortable. Away from the congestion of urban traffic, the TT is a superb motorway cruiser. Whether using the car for short or long hauls, drivers can enjoy top-notch cabin quality.

There’s also a firm ride and, although feedback through the steering is a bit vague in the straight-ahead position, it picks up the more you turn in.

As you might expect from a machine with Audi’s quattro four-wheel drive, the TT grips the road well, and displays a reassuring tendency to understeer on the limit.

Even though the diesel engine weighs more than a petrol powerplant, the car doesn’t feel nose heavy, either. If maximum flash for minimum cash is your goal, this is the TT to go for. It has all the appeal of the petrol models and most of the refinement, while being very frugal. And with all that torque, you can make the most of it, particularly for daily driving.

Performance Audis with a combined output of over 1,000PS provide a new challenge for enthusiasts at Rockingham

Audi drivers and enthusiasts can now progress to new Advanced Audi Driving Experience at Rockingham Motor Speedway on completion of Silverstone-based foundation training
Advanced Driving Experience will allow trainees to further improve their skills in high performance cars including TTS, RS 6 and R8
2008 and 2009 places still available on Audi Driving Experience and Audi Advanced Driving Experience – courses cost £499 and £599

The most impressive roster of very high performance models ever gathered together by Audi awaits enthusiasts on a new and even more advanced series of driving courses available throughout the summer and autumn at Northamptonshire’s Rockingham National Motor Speedway. The thrilling line-up, which will include the 420PS R8, the 580PS RS 6 and the 272PS TTS Coupe, provides the highest horsepower count ever offered at an Audi driver training day, and is combined with expert insight into the key aspects of safer, more rewarding driving delivered by race and rally-proven instructors.

After honing their skills at Silverstone behind the wheel of performance stars like the RS 4, S5 and TT 3.2 quattro on stage one of the Audi Driving Experience - a pre-requisite - Audi enthusiasts can now progress to the newly launched ‘Advanced’ course, held for the first time at the ultra-modern Rockingham circuit.

This second stage builds on the lessons delivered during the elementary training, which covers everything from cornering and braking techniques to methods for balancing the car to extract the very best from its chassis, but does so at more challenging speeds, and in a line-up of even more exhilarating Audi models including the widely acclaimed, 187mph R8.

Tuition begins on the infield, where the instructors impart knowledge on all aspects of high speed manoeuvring and braking gained through years of top level competition experience. In the afternoon the programme moves to the circuit itself, where guests are given ample lap time behind the wheel of the R8 and the other course cars at gradually increasing speeds, all the while receiving technique tips from the instructor in the ‘pace car’.

TTS and RS 6 on the way
The range of Advanced Driving Experience cars will always incorporate the most exciting members of the ever-broadening Audi range, and in the near future will expand to include the potent V10-powered, 580PS RS 6 Avant and the ultra-responsive, 272PS TTS.

Although it will leave guests in no doubt as to the significant advantages in grip, stability and overall control the quattro all-wheel-drive system holds over more traditional sports car drive configurations, the Advanced Experience is far from just an ‘advert’ for Audi chassis dynamics. The graduated on-circuit training and incident simulation will be invaluable to drivers of all classes of car as a means of preparing for the ‘worst case scenario’ in complete safety, and will also instil a greater respect for, and understanding of, speed and its implications.

Director of Audi UK Jeremy Hicks is a firm believer in the benefits of specialist driver training: “Right across the Audi range our engineers are delivering significant increases in power and performance all the time, and although quattro drive gives many models an invaluable advantage in terms of all-weather control, prevention remains infinitely better than cure. This training is designed not only to ensure that our drivers are equipped with the skills necessary to deploy power as safely as possible on the road, but also to enable them to derive maximum enjoyment from it. I would encourage everyone - enthusiast or not – to take the time to come and learn techniques that one day could prove to be life-savers.”

The full-day Audi Driving Experience can accommodate up to 30 guests each day, and the Advanced Driving Experience up to 24, and both will take place on specific dates through to November of this year. They cost £499 and £599 respectively and are open to all Audi enthusiasts aged over 21 holding a driver’s licence containing no more than eight penalty endorsements. The fee includes breakfast, lunch and break-time refreshments all freshly prepared on site by the Audi Driving Experience chef.

On completion of the Audi Driving Experience course at Silverstone, guests also have the option to progress to the International Audi Driving Experience, featuring circuit-based days in famous locations such as Germany’s challenging Nurburgring Nordschliefe circuit and Spain’s Circuit de Catalunya, as well as winter driving training in Scandinavia.

For full details of all the courses, customers can visit www.audi.co.uk, click on ‘Experience’ on the home page and then select ‘Driving Experience’. More information on course dates and availability can be obtained by calling the dedicated Audi Driving Experience Hotline on 08000 274787.

Audi UK has enjoyed an exceptionally rapid rise to prominence in the premium sector. Since 2000, when just over 43,000 Audi models found homes in the UK, the brand has consistently broken its annual sales records year-on-year, and in 2007 successfully passed the milestone 100,000 sales barrier. It is continuing to perform exceptionally well in a declining market by extending its reach into important new segments with strong offerings such as the A3 Cabriolet, A5, RS 6, Q7 and R8, and by consolidating its presence in its traditional heartland with core models like the all-new A4 and A4 Avant.

Style, desirability, performance – the Audi TT has earned its status as a cut-price supercar by sticking to a classic recipe for success. But what would happen if the balance was tipped further in favour of pace rather than posing?

With its improved handling, the second-generation model can now match the sharpest sports cars. And to show how good the TT is – as well as prove once and for all it can compete with the most dynamic rivals – Audi has launched a new flagship S variant.

The TTS comes in coupé and Roadster bodystyles, and has reworked suspension and meaner looks. Audi’s 2.0-litre turbo engine also gets a power boost, to 268bhp – so this should be the most exciting TT yet.

But the competition in this marketplace is tough. The Porsche Boxster is an established favourite, although the Mercedes SLK is arguably the strongest contender in terms of styling.

What’s more, the three-pointed star model recently benefited from a makeover that incorporated around 650 new components. So it’s this car we put up against the TTS. Which of these high-quality German roadsters offers the better blend of value, performance and driver enjoyment?

VERDICT
On paper these two cars look evenly matched. But take a test drive, and you will see they are chalk and cheese. The latest SLK gets updated styling and improved cabin materials – and although the changes seem minor, it remains a well designed and relaxed cruiser. The folding metal roof is a great selling point as well.

The trouble is, even though the Merc engine is smooth and refined, the optional 7G-TRONIC auto box will frustrate keen drivers. On a twisty road, the SLK isn’t as involving as its rival.

Not only is the TTS more exciting, it’s also very desirable – and so it takes a comfortable victory. With the R8, Audi has proved that it can build drivers’ cars to rival the best in the business. And its mainstream models are now just as capable – if not more so – than many class competitors. The TTS’s feelgood factor moves the stylish roadster to the next level.

Hottest Audi TT yet spotted completely undisguised.
Feast your eyes in the Audi TT RS, completely undisguised and getting ready to take on the might of Porsche!

Audi has sent the TT on a strict development regime in a bid to make it a genuine Cayman rival dynamically, and our spies captured this TT RS pounding the Nurburgring before it goes on sale later this year.

There’ll be no mistaking the flagship TT from lesser models when it hits showrooms priced at around £40,000. Distinguished by chrome wing mirrors, an arched rear spoiler and two wide tailpipes, the TT RS will feature a 2.5-litre five-cylinder petrol engine, twin-turbocharged to produce 350bhp.

The turbochargers work in sequence, with a smaller unit running at lower revs for instant response before a larger one takes over, providing power at the top of the rev range. Channelled through Audi’s dual clutch DSG gearbox driving all four wheels, the 0-60mph sprint should be despatched in under five seconds, making this comfortably the fastest TT ever.

At the same time, Audi will also to replace the 3.2-litre V6 engine powering the current flagship TT for the 280bhp 3.6-litre V6 petrol found in the VW Passat R36 - which we’ll be reporting on very shortly.

And Auto Express will be first behind the wheel of the TT RS, so keep coming back to get all the details on this hot Audi first.