There are a minimum of switches in the TT, befitting a car configured for pure driving. The only potential for confusion arose from the MMI interface, an amalgamation of entertainment, navigation, and telephone systems. Even that was not intimidating as it sounded, looking more like a chunky stereo than the sophisticated system it was. In practice, it proved to be efficient and intuitive, its menu-driven interface easy to punch our way in and out of.

We soon discovered that the 3.2-liter quattro version is quick. It’s capable of hitting 100 km in 5.7 seconds. The engine sound is throaty, with a good dose of intake snarl. The 15-degree V6 is shoehorned into the TT's short engine bay. Higher-performance turbo S and twin-turbo RS versions (as well as diesel power) are in the pipeline, but for now this is the top honcho. Variable valve timing and intake manifold help it dispense 250 bhp and 320 Nm.

The route from airport to hotel was a leisurely drive of 111 km. We passed through parts of Munich, where the TT made quick work of passing other traffic. Then we re-entered Austria, and the scenery took a turn for the dramatic. Mountains towered above the roads and cows began appearing on meadows. We also spotted folks dressed in traditional dirndl and lederhosen, on account of a holiday.

Then came the more interesting part: the drive up to Glossglockner. Roads were noticeably sharper, both in incline and degree of curve. And even more scenic. Every turn revealed a landscape that is an invitation to step out, breathe the mountain air, and take hundreds of photos. Everywhere we stopped, motorists would pull over too, taking a closer look at the car and peering at its interior. Good sign for the styling, then.

On tight mountain passes, a cooperative gearbox is essential. Audi’s solution is elegant, and unique in this class. The S tronic dual-clutch gearbox, based on VW’s DSG, precludes any need for a manual. There have been many attempts to combine the responsiveness of a manual with the convenience of an automatic, and this is one of the best.

S tronic is quick and seamless, operating like an Olympic baton relay team. The “receiving” gear starts running before the power is passed on by the “giving” gear. It’s essentially two three-speed transmissions, each with its own clutch. One clutch serves the odd-numbered gears, and the second the even numbers.

When driving the TT in say, first gear, the second clutch is disengaged. As the computer anticipates a shift, it already engages second gear. At the command to shift, the first clutch disengages and the second clutch takes up the torque almost simultaneously. Shifts take only 0.2 second. Though its design is optimized for sequential shifts, S tronic can also skip gears and jump from, say sixth to second gear.

In city driving, where most robotized manuals falter, S tronic’s shifting is as creamy as Austrian butter. Leave it in D and the whole process is transparent, needing no further input. Chalk one up for the engineers. Shifts in the mid-range, where the torque peaks, need a bit of throttle feathering for best results. They’re eye-blink quick in any circumstance. The dual-clutch even shaves 0.2 second from the 6-speed manual’s 0-100 km/h time. Manual override via the shift paddles behind the wheel is always available. The S tronic shifts itself up when the engine reaches redline.

On the roof of Austria, we stopped for a breather at the Restaurant Fuschertörl. The excellent coffee and apple strudel were a welcome diversion. Still, the siren song of our little red TT and the sight of the roads going back down the mountain proved difficult to resist. We soon found ourselves back in the driver’s seat.

On our downhill run, we put the dual-clutch gearbox in Sport mode. It cooperated well, keeping the engine on the boil for acceleration and engine braking, and it also deciphered the correct gear for any situation. Obligingly, it downshifted before the corners, putting itself in the proper gear for any particularly turn. Electronic throttle blips made us sound like Walter Röhrl. Scratch one input needed from the driver.

The cooperative gearbox allowed us to concentrate on steering through mountain passes that would look good in a James Bond chase sequence. Our companions this time were motorbike riders out for a similar drive, but they weren’t wielding any side-car missiles or machine guns.

The V6 drivetrain is coupled to quattro permanent four-wheel drive. This coupe is equipped with all sorts of electronic safety nets like ABS, traction control and ESP, but these are a good defense where quattro is an excellent offense. As Audi demonstrated in its quattro Driving Experience last year, turn off all the electronics but keep quattro and you still have some measure of propulsive safety.

The TT may be compact, but keeping its weight down to a manageable level can still be a challenge. Maintaining structural integrity usually requires more chassis reinforcements, and so does having a bigger-displacement engine and larger brakes. The TT manages to tip the scales at a relatively low curb weight thanks to its Audi Space Frame body.

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