2010 Audi TTS
    MSRP
    $48,900
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    2010 Audi TTS Expert Review:Autoblog

    The following review is for a 2009 Model Year. There may be minor changes to current model you are looking at.


    2009 Audi TTS – Click above for high-res image gallery

    The Audi TT is a highly entertaining package -- good looks, great personality, terrific cabin feel, solid handling and a good price. Yet with the TTS here and the TT-RS on the way (well, not for us Americans, but...), the TT becomes something like The Girl Next Door who you just found out has two hotter siblings. That doesn't mean you have to stop loving The Girl Next Door... but you're eyes may have a tendency to wander. Autoblog spent a week with the middle sister who was out to steal our hearts with an upgraded turbocharged engine, brilliant all-wheel drive and a flamboyant paint job. Follow the jump to find out if she kept our attention.



    Photos Copyright ©2009 Jonathon R. Ramsey / Weblogs, Inc.



    Choosing the S version of any Audi is like ordering a large combo meal – it avails you of more of everything. Your grand hunger for speed, handling and details is meant to be sated by more horses, a better suspension and sharpened bodywork. The TTS addresses this under the hood by adding dollop of forced-induction goodness to the already turbocharged 2.0T FSI engine, juicing its numbers by 65 hp and 51 lb-ft of torque over the base TT for a total of 265 hp @ 6,000 RPM and 258 lb-ft @ 2,500 RPM. The 3.2-liter V6 TT is also down, by 15 hp and 22 lb-ft. Outside, the TT S lords its burliness over both its staid siblings with an angrier front fascia, rear skirts and rocker panels, chrome mirror accents and 18-inch split-spoke wheels.



    If all of that proves insufficient, you can dress the car in Solar Orange, or, as we preferred to call it, Orange Julius. And there's nothing wrong with that... if that's what you like.

    We're still not sure which came first: the Metrosexual or the TT.
    But the performance – and color – issues aren't the only hurdles for the TTS to overcome. The initials "TT" don't merely serve as a model name, they are a way of life. TT, which stands for Tourist Trophy, is a holophrastic moniker that describes a car as well as its buyers, much the same way as "M3" and "Lexus". Just like the chicken and the egg conundrum, we're still not sure which came first: the Metrosexual or the TT. That means that anything wearing a TT badge needs to stand for something, and stand for it well.

    Starting from the outside, one of the endearing qualities of the TT family is the perfect mix of spatial contradictions. We think of it as a small car, which lends itself to the idea of being a sports car. Yet it isn't that small – it's two feet longer than a MINI and 18 inches shorter than a G37 Coupe. Open the door and the cabin appears half buried in the ground, and small to boot. In truth, the car is no hassle to get into, and the cabin feel is just the right kind of enveloping: well and truly roomy yet still cozy, even intimate. The seats carry you far in comfort. The controls are merely a thought and a modest reach away.



    The ergonomics, knobs and switches in the current TT don't make the same impact as those that sprang on scene in The Cabin, but they too are mindlessly simple to employ – save the MMI's handling of iPod tracks. When you flip through a folder, it lists the track's number, not the name, and although we're intimately familiar with the contents of our iPod, we have no idea which song is #86 and which one is #8624. That shortcoming has been addressed in the latest version of MMI and earlier versions can be upgraded, but still...



    Cargo space is also laudable, especially when we fall back into that small car feeling. On a run to the airport, the hatch area had room for a large carry on bag, a larger suitcase, a backpack and a laundry bag, and there was still room. And we hadn't got to the back "seats" yet. The surrounding quotes are necessary because the TT S doesn't have thrones for rear passengers – it has a leather-trimmed parcel shelf that resemble seats. Forget about putting people back there. No, really, just fuggetaboutit.

    The TTS, like any middle sister, faces a difficult life.
    We admit it's taken us a while to adore the styling of the new TT over its predecessor. The original Bauhaus version was a stylistic knockout, but we've come to appreciate this new version as it's just too easy, too simple, too inviting and too relaxing to run at high speeds. For some reason, every TT we've piloted finds its sweet spot at 80 mph. In our hands, that's the car's groove, and when it's there it sings. Do anything less and it feels like driving though treacle.

    It was the stretches we spent getting to 80 that made us go "Hmph." The TTS, like any middle sister, faces a difficult life: it can't outdo its more expensive supermodel TT-RS sibling, but it has to be sufficiently more impressive than its younger, less experienced sister. And as we said, those other "lower" versions are terrific little cars.



    The accelerating experience quickly demonstrated the difficulty of the challenge. The single, more powerful turbo on this car's 2.0-liter four-cylinder comes equipped with gobs of lag. Be anything less than bad-cop-coercive with the accelerator, and you feel like the engine and turbo are deciding among themselves when they're going to hand over the power. Stoplight dashes are dispatched with ease as the turbo quickly kicks in when you floor it from a standstill. But when on the roll, if you goose the throttle, the TTS doesn't try downshifting or laying on the turbo first; it tries to pull itself up with torque. Frankly, there just isn't enough of it. If you're on the roll at 40 and know you're going to want to get to 80 with quickness, you might want to call ahead and make a reservation for some boost.

    The palliative for this condition is Sport mode. Contrary to all the cars with utterly useless Sport modes, we'd go so far as to say that to really enjoy the TTS you need to flick the proverbial switch. The fact-acting DSG drops down a gear or two and instead of having boost delivered like a pizza, in thirty minutes or less, you get what you want with microwaved quickness. Get things above 2,000 rpm and it gets good; get up above 3,000 and it's as sweet as you like. Blast offs at any speed are not only fun, they're fun to listen to. First gear is left behind after a couple of feet, and you get right into the thrill of the engine revs, turbo and DSG acting in triple-time sequence: rev - chuff - shift, rev - chuff - shift, repeat.



    Nevertheless, as with nearly all remedies, there is a side effect: in Sport the TTS is noisome, a tad frenzied. You won't notice when you're flogging the sucker, but on the urban cycle there isn't much to distract you from the din. When the car downshifts in Sport and revs are given a workout, the car tends to buck when raising the stakes from fourth to third. The only way to dispense all that is to put the car back in Drive, and that means a return to leisurely going – or a brutally firm right foot.

    Pick your speed, your turn-in point and attack the apex. There's nothing more to do.
    Traverse that hurdle – say, by punishing the car in the canyons – and the dynamic experience is demonstrably more polished than the base TT. The regular TT needs to get settled into a turning stance before you tackle a corner; you pick your speed, dial in some steering, let the car settle, then really turn in and get to work on the accelerator. Not so with the TTS, which, with its lighter, firmer aluminum suspension is always in its turning stance. Pick your speed and your turn-in point and attack the apex. Nothing more to do. Even chicanes and quick changes of direction won't unsettle it.

    What can unsettle it, just a by a tiny fraction, is not being mindful with braking. The brakes are superb and easy to modulate, but when the going gets thick they have a tendency to unceremoniously clamp down, upsetting stability. The TTS is 3,252 pounds, but that welcome svelteness for flickability and on the top speed run – the car gets to 60 in 4.9 – turns into a little dancing number when hard on the anchors over uneven roads. On nasty roads, the car can be downright skittish, but isn't always. It would rather not deal with bumps through turns, but it doesn't mind them. Even with all that, the TTS is still a sight better than the non S versions. These were things we simply learned to adjust to and deal with, not things that kept us from refilling the tank to go on another run to the Hall of the Mountain Kings.



    It was at this point we realized this hotter sister still hadn't convinced us to leave The Girl Next Door, the regular old TT we fell in love with first. Then we found out what the TTS costs: Our kitted-out Orange Julius will come home with you for $52,075. The base price is $45,500, with things like navigation, the Premium Plus package and the Silk nappa leather package making the difference.

    Audi has filled the TTS with the details it's known for: terrifically cross-stitched leather interior, a hood latch that's the wonderfully easy to find and use, knobs on the steering wheel that save us from having to figure out buttons, MMI, fantastic sound, a tactile bounty, that cabin, the new skirts and the chrome tips, and just the look of the damned thing. But... most of those features are on the regular TT. A TT 2.0T FSI starts at $35,200. Try as we might – and we don't feel we have a reason to try that hard – we can't find it in our hearts or in the seats of our pants to show up with $10,300 to add an S to that name. And if the TTS is $45,500 to start, we shudder at the coming MSRP of the TT-RS, which sounds sure to force a supermodel budget upon you for its supermodel looks.



    On the other side, compare the TTS to a Cayman and it's hard to go the way of the Porsche. The Cayman starts at $50,300, and by the time Porsche and its relentless options list have beat you down you're going to be well and truly over that number. What's more, the Cayman is slower than the TTS to 60 mph by over half a second. To match the Audi, you'll need to throw your checkbook on top of the Cayman S, with its 4.9-second sprint to 60, and then you can keep that "60" theme going with the Cayman S gut-punch purchase price of $60,200. Sure, dynamically you're going to give up some tenths to the Cayman S if you're in the TTS, but even if you left the Porsche dealership in that mid-engined hotrod for MSRP, there are a lot of things you could to a TTS with the $8,000 you saved by going for the Tourist Trophy.

    As for us, well, we'd still go with the regular old TT – maybe splurge on the 3.2-liter if it had been a good bonus year. The middle sister is hot and all, but The Girl Next Door, so wonderful in her own honest way, remains just too good to walk away from.



    Photos Copyright ©2009 Jonathon R. Ramsey / Weblogs, Inc.


    Second Look - Audi TTS Roadster



    Herr Ramsey filled you in on the particulars regarding his experience with the hard-hatted TTS, but Autoblog also scored some quality time with its canvas-lidded variant, the TTS Roadster.

    While Jonathon's TTS was slathered in showy 24 carrot paint, this author's roadster arrived resplendent in white with a stunning baseball glove leather interior. The TT has long endured the shopworn barbs of being a 'handbag car,' and our roadster seemed to play this up, outfitted as it was to be a showy runway star. Despite the fact that we Autobloggers are hardly fashionistas, it's hard to ignore that Audi makes some of the best interiors in the business – easily the best among their fellow German competitors.

    Similarly, it's hard to overstate how viceless and forgiving this car's performance is. Ramsey talked a lot about turbo lag, but this author found it to be markedly less intrusive. Audi says that all 258 lb-feet of torque are available from 2,500-5,000 rpm, and thanks to the DSG's seamless gear-to-gear nature and the engine's willingness to rev, thrust is never far away. Better yet, the tractability of the dual-clutch transmission seems to have been improved since last we sampled it, with no odd parking-lot-speed judderings to harsh our mellows.

    Historically speaking, chopping the roof off of a coupe has resulted in a bowl-of-Jello structure, but thanks in part to Audi's metallurgical marvels, rigidity isn't really at issue. While the coupe's structure is made up of 69% aluminum and 31% steel, the roadster is 58% aluminum and 42% steel (much of that change is the lack of a tin roof) and the arrangement just plain works – there's almost zero cowl shake, mirror flutter or other knock-kneed behavior.

    Dropping the power top is a simple operation, and once down, it's easier to take in the 2.0-liter's bizarre yet endearing electric zizz soundtrack, periodically punctuated as it is by flatulent little exhaust blips during manual gearchanges. That may sound unbecoming, but it isn't – although it is a bit video-game-ish, not at all like the sonorous mechanical whir offered by, say, a Porsche Boxster.

    In any case, credit to the Roadster's robust, unfussed ride must also be given to the Delphi magnetic ride suspension, which does a great job of firming up when you want it to, but not crashing our tester's optional 19-inch alloys over potholes.

    All-in, we greatly enjoyed our time with our $57,125 Prestige package'd TTS Roadster. It still doesn't manage to be as engaging a driver's car as, say, a Boxster S, but it's a far better all-seasons car with a world-beating interior and a driving style all its own.

    - Chris Paukert

    [Image: Steven Ewing]

    Unique sports car with all-wheel drive, Bauhaus styling.

    Introduction

    The Audi TT offers quick acceleration, crisp handling, remarkable efficiency and a beautiful interior, all wrapped in a stunning, highly distinctive body that will not be mistaken for anything else on the road. 

    For 2010, Audi has simplified the TT lineup. All 2010 Audi TT models come with a turbocharged four-cylinder engine and Audi's S-tronic DSG transmission. The six-speed transmission works like a conventional manual without a clutch pedal, and can be operated as a full automatic, or as a manual via the gearshift or steering wheel paddles. (The V6 is no longer available.)

    Quattro all-wheel drive gives the TT enhanced handling tenacity and, with an appropriate choice of tires, excellent bad-weather capabilities. (No front-drive models are offered.)

    The TT is available as a coupe or roadster. The coupe has 2+2 seating, meaning two adults in front plus two non-complaining and hopefully very small persons in back. Still, it's really a two-seater, but the coupe does offer an impressive amount of cargo space under its rear hatch. The roadster has a power-folding soft top that opens in seconds, with no pretensions of being meant for anything other than two people who travel light. 

    The TT has a 2.0-liter four-cylinder that makes 200 horsepower and 207 pound-feet of torque. It offers three equipment levels and several options, including some really neat leathers and interior trim. We think it's worth taking time to consider them all. 

    The TTS is powered by a different version of the 2.0-liter turbocharged engine, rated at 265 horsepower and 258 pound-feet of torque, with a greater emphasis on all-out performance throughout. 

    Fuel economy for the TT line is remarkable, given the levels of performance and standard all-wheel-drive, with an EPA-rated 21/29 mpg City/Highway, regardless of the model. 

    The interior is stunning, with a brilliant design and layout, beautiful detailing, tight panel gaps and first-class materials. But what really sets this sports car apart, and has since the introduction of the first TT a decade ago, is its wonderful exterior design. The TT has a look and a style that is both classic and contemporary. Those shopping for a sporty weekend toy or a reasonably practical all-season sports car would do well to take a look at the TT. 

    Lineup

    All 2010 Audi TT models come with quattro all-wheel drive and Audi's S-tronic DSG automatic transmission. 

    The Audi TT Coupe 2.0T ($37,800) and Roadster 2.0T ($40,800) are powered by a 2.0-liter turbocharged four-cylinder engine, generating 200 horsepower and 207 pound-feet of torque. The 2+2 Coupe has a split-folding rear seat. The two-seat Roadster has a power-folding convertible top. 

    Standard features include leather/alcantara upholstery, automatic climate control, a tilt-telescoping leather-wrapped steering wheel, cruise control, manually adjustable front seats, aluminum interior trim, a 140-watt audio system with nine speakers and a single-CD player, Bluetooth compatibility, fog lights, automatically deploying rear spoiler and 18-inch alloy wheels. 

    Options are grouped in three packages: Premium Plus ($2,000) adds heated, 10-way power adjustable seats and automatic headlights with Xenon projector beams. Prestige ($4,780) includes Premium Plus, a GPS navigation system with real-time traffic reporting and a loadable hard drive, an audio upgrade with 225 watts, digital processing, 12 speakers and a six-CD changer, and upgraded Silk Nappa leather upholstery. S-Line trim ($2,200) adds 19-inch wheels and a sport-trim body package. Stand-alone options include Audi Magnetic Ride ($1,400); 19-inch wheels ($800); Alcantara inserts and other interior upgrades. 

    The Audi TTS Coupe ($45,900) and TTS Roadster ($48,900) are powered by a version of 2.0-liter four-cylinder with more turbocharger boost. Output increases to 265 horsepower and 258 pound-feet of torque. The racier TTS models are equipped comparably to the standard TTs, though they come standard with Audi Magnetic Ride variable suspension and the S-Line body trim. The TTS is available with the Prestige package ($6,050), which includes 19-inch wheels. 

    Safety features include front airbags, seat-mounted side airbags for front passengers, protecting both head and thorax, ABS with electronic brake force distribution and brake assist, stability control, active head restraints, and a tire-pressure monitor. Roadsters have rollover bars mounted behind the seats, and coupes have LATCH-style rear seat child-seat anchors. Quattro all-wheel drive is standard, along with anti-lock brakes with electronic brake-force distribution and brake assist. 

    Walkaround

    Audi has done a fine job evolving the original TT into something both contemporary and unique. Design elements from the 1920s Bauhaus style remain, but the 2010 TT is sharper than the original, with more angular lines and crisper edges. It remains a car for those seeking something different. 

    At 164.5 inches long and 72.5 inches wide, the TT fits right in the heart of the premium sports car segment. It's longer and wider than the BMW Z4 and Mercedes-Benz SLK, but more than six inches shorter than the Porsche Boxster and Cayman. 

    The TT's black, single-bar grille creates a strong family resemblance with the sedans in Audi's lineup. The side of the car features a character line that connects prominent wheel flares. 

    The TT coupe's graceful roof resolves into a rounded rear end. Audi has chosen a traditional soft top for the TT roadster, rather the convertible hardtop many manufacturers have adapted. 

    The roadster's power top is extremely easy to use. There are no latches, so it opens in 12 seconds and closes in 14 at the touch of a button. Better still, it can be operated at up to 30 mph, in the event the weather changes suddenly. Both body styles have a spoiler that pops up at 75 mph and retracts at 50 mph. Another button allows the driver to deploy or retract the spoiler at any time. 

    Below the TT's surface, Audi Space Frame (ASF) architecture is intended to be both light and strong at the same time. The space frame is made of cast, extruded and stamped steel and aluminum components, as opposed to a traditional unibody structure that has only steel stampings. The coupe's frame is 69 percent aluminum and the roadster's is 58 percent aluminum. The roadster is reinforced behind the seats to make up for the rigidity lost due to the lack of a fixed roof. The performance-honed TTS model makes even more extensive use of aluminum in suspension and body components to further reduce weight. 

    Interior

    The Audi TT's interior pleases in nearly every respect. The design is classic and contemporary at once, and quite attractive. Finish quality is first rate, and there is a surprising amount of space in the TT, compared to many cars of its type. The only significant interior change for 2010 is the addition of real-time traffic tracking to the optional navigation system. 

    Sports cars are often difficult to enter and exit. Getting into the TT requires a step down, but it's not extreme and, once inside, the TT has ample room for most drivers. A 6-foot, 7-inch friend said he fit well in the TT, but found BMW's Z4 to be cramped. The front seats are comfortable and have nice bolstering to help keep occupants in place in fast turns. Visibility is good to most angles, but there is a notable blind spot to the right rear in coupes and in roadsters with the top up. 

    The TT cockpit is highlighted with real aluminum trim, and put together nicely. The tolerances are tight, and the plastics are both sturdy and soft to the touch. The leather upholstery is attractive, and the Prestige package makes it even more so, with ultra smooth, soft Silk Nappa leather seats and a leather-covered instrument pod. Audi offers numerous interior color options, as well as the Baseball-Optic leather package that features a Madras Brown color and thick stitching inspired by baseball gloves. It's a TT tradition, and pretty swell. 

    The gauges are trimmed in silver with black faces. Trip computer information is displayed between them. All of the controls are within arm's reach, and they adjust with precision. Without the optional navigation system, the controls are easy to find and operate. With the navigation system, however, the TT gets a version of Audi's Multi Media Interface (MMI). This system absorbs the audio controls, and while it's better than the point-and-click systems used by some other luxury car builders, it still adds steps to simple tasks like changing the radio station. MMI might appeal to techies, but most of us would prefer something less complicated. 

    The rear seat in the coupe is too small for all but small children, and even they may complain. It's really best used for packages and briefcases, and that isn't a bad thing. Cubby storage is limited in the forward part of the TT's cockpit. Neither the coupe nor the roadster has enough interior storage for small items. 

    Cargo space, on the other hand, is quite good for this class. There is plenty of room for luggage in the coupe, even with the rear seats up, and with them down cargo capacity expands from 13.1 to 24.7 cubic feet. Folding the rear seats forward creates a flat load floor and a lot more room than one finds in a BMW Z4 or Mercedes SLK. Cargo space in the TT roadster is tighter overall, with 8.83 cubic feet. The convertible top doesn't intrude much on trunk space, however, and a pass-through is available to accommodate longer, narrow items. 

    The roadster's soft top has three layers: the sturdy outer material, with a glass rear window, a middle layer of thick foam and an attractive headliner available in multiple colors. As such, the soft top provides almost as much noise and temperature insulation and the coupe's fixed metal roof. 

    Driving Impression

    Any of Audi's four TT models is fun to drive. The scoot built into these cars definitely lives up to expectations established by their racy looks and interiors. The TTS comes closest to what automobile enthusiasts might call classic sports-car feel. 

    Audi has long been a leader in all-wheel-drive technology, and its quattro package works as well as any AWD system available. In recent years, the company has moved quattro's standard front wheel/rear wheel power distribution more toward the rear, and that's evident in the TT. The extra bit of power directed to the rear wheels in most driving circumstances gives the TT more of a rear-drive, sports-car feel. Still, the quattro system automatically shifts power front to rear to optimize overall traction, and that makes the TT a great sporty car for those who live where the weather turns very wet, slushy or snowy. 

    TT buyers should be wary for winter driving, however. All models now come standard with summer-type performance tires. We highly recommend a set of winter tires for those in the Snow Belt, ideally mounted on a second set of wheels. 

    All TTs offer sharp handling. The standard models have a bit of body lean during hard cornering, but still grip the road well. They are stable at all speeds, and perfectly willing to be tossed into tight corners. Steering is quick, predictable, and direct. At the limits, however, in truly aggressive driving, the standard TT can reach the distinction between a sporty car and a pure sports car. The TT has a significant front weight bias, meaning most of its weight rests over the front tires. It has a slight tendency toward plowing its nose, as if the front tires are sliding as it turns. This is actually very safe behavior, but it's what expert drivers expect more in a typical family sedan than a pure sports car. 

    The TT also has a comfortable ride. Movement of the standard 18-inch wheels soaks up small bumps nicely, though very sharp irregularities can occasionally jolt passengers. In normal cruising, the cabin is quiet for a sports car. Tire noise can become pronounced on rough surfaces, but wind noise is well-checked. There's a sporty, growling exhaust note but its something most TT buyers will relish. And the TT roadster is one solid convertible, with almost no windshield flex or cowl shake. 

    The standard TT's engine/transmission pairing is responsive, and acceleration is quick. While its engine is smaller than some might expect in a performance car, the TT's 2.0-liter four-cylinder is turbocharged. It makes a lot of horsepower (200 hp) and torque (207 pound-feet) for its size, and the car is relatively light. Audi says the 2.0T can launch the TT coupe from 0-60 mph in 5.9 seconds, and the roadster in 6.2 seconds. Yet thanks to the engine's overall efficiency, both cars are rated at 29 mpg Highway, according to the EPA. 

    The 2.0T engine has little turbo lag, making it quick from a stop and responsive at speed. It runs out of steam above 6000 rpm, though, so it's best to shift before that point. No problem there. Audi's six-speed S-tronic DSG transmission allows manual shifting (via steering wheel paddles or the shift lever) that's as precise and immediate as a conventional manual transmission with a clutch pedal. The DSG will hold whichever gear the driver selects in almost all circumstances. Yet it will also work exactly like a full automatic. As an automatic, it shifts quickly and without a jolt. The automatic Sport mode holds lower gears longer to keep more accessible power on tap. 

    The TTS models feature an uprated version of the 2.0-liter engine. Modifications include revisions to the cylinder head, connecting rods, pistons, turbocharger, fuel injection system and exhaust system. The result is even more horsepower (265 hp) and torque (258 pound-feet). The TTS coupe will accelerate from 0-60 mph in 4.9 seconds, breaking the five-second threshold that defines elite performance cars. Yet it still maintains that 29 mpg EPA Highway rating. It's a remarkable combination of performance and efficiency. 

    Handling is even sharper with the TTS, thanks to firmer springs. Yet fide quality is not seriously compromised, because the TTS comes standard with Audi Magnetic Ride suspension. AMR utilizes a fluid in all four shocks that, when subjected to an electric charge, changes the shock's damping characteristics from comfort oriented to firm and sporty. The process is automatic, based on both road surface and how aggressively the TTS is driven. 

    The TT's brakes did not fade in the face of aggressive driving, and maintained a consistent feel when the brake rotors got very hot. Audi's electronic stability control system doesn't intrude too soon, allowing some slip without prematurely cutting the throttle. With the Audi Magnetic Ride Suspension, the electronic stability control is programmed to give the driver even more leeway. 

    Summary

    The Audi TT appeals to sports car enthusiasts and weekend cruisers alike. Its powertrains are responsive and quick, with a transmission that could be the best compromise ever between a manual and an automatic. The steering is sharp and the handling is crisp. Quattro all-wheel drive gives the TT good all-weather capability, with the right choice of tires. The hatchback TT Coupe offers cargo versatility, while the TT Roadster offers top-down fun. Both deliver impressive fuel economy for the rate of acceleration and overall level of performance. 

    NewCarTestDrive.com correspondent Kirk Bell filed this report from Chicago, with J.P. Vettraino contributing from Detroit. 

    Model Lineup

    Audi TT Coupe 2.0T ($37,800); TT Roadster 2.0T ($40,800); TTS Coupe ($45,900); TTS Roadster ($48,900). 

    Assembled In

    Gyor, Hungary. 

    Options As Tested

    19-inch tri-spoke wheels ($800). 

    Model Tested

    Audi TTS Coupe 2.0T quattro S-Tronic ($45,900). 

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