The Audi Space Frame, developed for the A8 ultra-luxury sedan, combines an extruded and die-cast aluminum skeleton with load-bearing sheet panels. Screws, rivets, adhesives, and laser welding connect all the components. The TT develops the concept by using high-strength steel in the rear floor panel, doors, and trunk lid. This shifts the weight rearward for better balance. Aluminum and steel cause havoc when joined together. In this case, they’re separated by adhesives and wax coatings.  

The ASF also allows for a nearly flat undercarriage. That reduces drag and increases downforce at speed. The previous TT sprouted a fixed rear spoiler to increase its stability. This one has a movable spoiler tucked into its sloping hatch. It deploys automatically at 120 km/h, or at the push of a console button.

The TT’s brakes are vented discs at all four corners, with the 3.2 sporting 340-mm front rotors. Everything is contained within the standard 17-inch wheels, which feature a propeller-like design. The optional BBS-look S-line wheels look properly evil in 19 inches. The S-line package includes additional aero trim and a restyled steering wheel.

Driving through mountains via kilometer-long tunnels highlighted another neat touch. The gauges, looking relatively simple in the daylight, were more dramatic when lit. The round dials with large white markings and red needles are pure sports car and delightful to stare at. They reminded us of Porsche’s from the 993 era, a not unintentional cue, we suspect.

An optional damping system called magnetic ride allows the car to react in microseconds to different road conditions. Instead of conventional oil, the shock absorbers contain a synthetic formula with microscopic magnetic particles. By applying an electric current, the computer can thus call up a stiffer setting. This reduces body roll and sharpens the steering. A switch on the center console toggles between Normal and Sport. On the ultra-smooth mountain roads, we found Sport to be the better of the two, with still a good measure of comfort.

The next day gave us a chance to drive the front-wheel drive 2.0 TFSI variant. Making the drive more interesting was a suggestion to get to the airport in half the previously-allocated time. With the S tronic firmly in Sport mode, we fired up our virtual navigator and asked our two passengers to buckle up and grip hard.

The 2.0 liter surprises with as much torque feel as the 3.2. Direct injection and turbocharging make this the Mighty Mite of engines. Torque is everywhere in the rev range, from just above idling to redline. Indeed, maximum torque of 280 Nm is available from as low as 1800 rpm, and there’s no discernible turbo lag or peakiness.

The 2006 “Engine of the Year” category winner exploits its petrol direct-injection technology in innovative ways, for example allowing the evaporating fuel to extract heat from the combustion chambers. This helps solve the problem of a turbo engine’s high heat and tendency to knock, usually necessitating a lower compression ratio. The TFSI has a 10.3:1 compression ratio, similar to that of a normally-aspirated engine, and previously unattainable in a turbo engine.

As a bonus, the 2.0 liter feels more agile around corners. Although it doesn't quite have the secure feel of quattro, the fwd’s power and traction are plenty for spirited driving. What’s even more remarkable is that the front wheels are at their best behavior even when we floored it while cornering, and didn’t seem to need any traction control intervention. If you don’t happen to live in a snowy mountain range, the 2.0 is the better real-world choice. Gear ratios of the dual-clutch gearbox have been modified to match the engine.

With the minutes ticking and the scenery flying by, our concentration was on the two-lane road and our goddess of navigation. After road works blocked the system’s preferred route, we ignored her directions and relied on the road signs and printed map. We could swear we detected a hint of annoyance in her voice—oh sorry, that was my rear-seat passenger, who then took over the goddess role.

The only signs we were looking forward to were “Flughafen” and the slashed numbers crossing out the in-town speed limit. The Austrian highway speed limit is 130 km/h, but when we entered Deutschland, the 130 km/h became “recommended speed” and we let the TT have it then. We hit 240 km/h on one stretch without realizing just how fast we were going. Passing a string of five or six cars on a short stretch of two-lane was a sheer thrill—with the turbo’s abundance of torque. We drove up to W.A. Mozart International just in time, as the chauffeured A8s and Q7s were disgorging the next round of writers.

There are four interlocking rings on the grille of this car instead of five, but we wondered if Audi took to heart the Olympic motto: Citius-Altius-Fortius—in setting goals for this car. The coupe is faster and stronger than its predecessor and reaches new heights in the creative application of technology. We pictured the previous generation as being content to rotate on a show stand, or a turntable in your garage. The new one seems destined to carve up roads everywhere.

What sets the TT apart from the horde of sports coupes in this price range? In a word, technology. Its purpose-built aluminum chassis, the excellent engines paired with the dual-clutch gearbox, and quattro all-wheel drive conspire to serve up an exciting drive. But technology is only good if it enhances the experience, and the best applications let you forget all about them. That’s just what we experienced in the TT: enjoy the scenery, trust the machinery, and let the thrills begin.

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