The ultra's 184PS 2.0-litre TDI diesel sends power to the front wheels only, the lack of quattro mechanicals helping offset the additional weight of the diesel engine. Clever traction control electronics help you get as much of that 380Nm to the road. You'll need to be pretty handy with clutch and stick as the ultra is only offered with a six-speed manual 'box, but it'll still get to 62mph in 7.1 seconds and on to a top speed of 150mph. The front suspension is a fairly conventional MacPherson strut design but comprises a high aluminium content to reduce unsprung weight. At the back there's a four-link setup which can process the longitudinal and transverse forces separately, allowing Audi to separately tune the car's roll and 'jounce' responses. This TT also gets a progressive steering system, the effective gearing of the rack becoming more direct as the steering wheel is turned, enabling the TT to be steered precisely with little movement of the steering wheel in both urban and open roads. The degree of steering assistance is controlled by the Audi drive select adaptive driving system. Offering Comfort, Dynamic, Efficiency, Individual and Auto modes, Audi drive select also marshals the operating parameters of the engine and, when Efficiency mode is selected, the operation of the air conditioning and start-stop system. Electronic stabilisation control (ESC) stands guard in all versions, but the advanced system can also be switched off either partly or completely. In Sport mode the ESC allows a bit more leeway, allowing more committed driving without intervention.
Design and Build
One thing's for sure. Even if you'd never seen this car before, you'd know it was an Audi TT. It's still a handsome car but it looks like a midlife facelift of the second generation model more than an all-new piece of design. The big front grille gives the car a meaner look and there are some lovely details. The fuel flap on the right side panel is the classic circle surrounded by socket screws. This shape is again reminiscent of the first-generation TT, although here there is no filler cap beneath the flap. This means that there is nothing to be unscrewed and the pump nozzle slots straight into the tank neck. The interior, on the other hand, is a real piece of work. There's a full virtual dash, the hardware coming courtesy of graphics specialists Nvidia. Pure, clean lines dominate and seen from above, the instrument panel resembles the wing of an aircraft; the round air vents - a classic TT feature - are reminiscent of jet engines with their turbine-like design. The vents also contain all the controls for the air conditioning system, including seat heating where applicable, temperature, direction, air distribution and air flow strength; as an option they can also house small digital displays which show the chosen setting. A 2+2, the TT Coupe gets a load area with a capacity of 305-litres, which is 13 litres more than before, and can be extended by folding the rear seat backrests forwards.
Market and Model
Prices start at under £30,000 and for that you get the MMI radio and the electromechanical parking brake. Alongside the S sports seat with various leather and trim variants, options include the advanced key, hill hold assist, high-beam assist, the LED interior lighting package, front seat heating, and the storage and luggage compartment package. The connectivity package features the touchpad-based MMI touch system. At the top of the modular range is the MMI Navigation plus with its flash memory, two card readers, DVD drive, Bluetooth interface and voice control system. The S line specification starts at £32,320 and gets its own look for the bumpers, air intakes, grille, sills and rear diffuser, plus larger wheels and the no-cost option of 10mm lower sports suspension. There are also some piercing LED headlights fitted as standard to the S line.
Cost of Ownership
It's easy to take bizarre-looking fuel consumption figures for granted these days but let's just take a moment out to reflect on the Audi TT ultra's numbers. It returns 67.2mpg and emits just 110g/km of carbon dioxide. A 2014 model 1.2-litre Ford Ka which manages a mere 69PS will get you 57.7mpg and 115g/km. Cynics might point out that we're not really comparing eggs with eggs here. After all, one is a diesel and the other is a petrol engine. To really see the progress Audi has made in diesel engine technology, look no further than its A2 supermini. That aluminium special featured a 1.4-litre TDI diesel good for 75PS. It also managed 64.2mpg and 119g/km, both bettered by the punchy 185PS TT ultra. We clearly live in exciting times as far as engine technology goes, and while 67.2mpg might well seem quaint in a few years time, for the time being it'll be more than enough to guarantee some stellar residual figures. We'll be extremely surprised if there's a cheaper coupe to run in this price bracket.
Audi's third generation TT looks to meld the sharp design of the first gen car with the driveability of the MK 2 model and combine that with a slicker, user configurable digital feel for version three. The ultra model adds formidable efficiency to that mix, its 67.2mpg fuel consumption figure bettering that of some city scoots. Despite that, the powerplant suggests that it hasn't forgotten that it's a sporting car; something that a 185PS and 380Nm combination ought to drive home. There aren't many rivals which offer this combination of quality, depth of design and efficiency. Porsche's Cayman is often touted as a TT rival but there's nothing there to match the ultra. BMW's 2 Series is now the TT's closest competitor but these two cars are so different in execution. You're either in the BMW or the Audi camp and there are few floating buyers in the middle of that particular Venn diagram. The TT ultra demonstrates that you can have just a tiny bit of hedonism in your life, even if you are old enough to know better.