The Audi TT S has the same on-paper acceleration ability as the Mercedes-AMG SLC43. Can it be just as good in real-world driving?
What’s new?
Meister Technik (Thailand), the authorised distributor of Audi, has started imports of the S models starting with the TT Coupe.
The TT S comes with 286hp 2.0-litre petrol-turbo engine, six-speed dual-clutch automatic and Quattro all-wheel-drive. Prices are set at 4.499 million baht for the version with Alcantara seats and an additional 100k for the full-leather variant, as tested here.
Due to local fuel and driving conditions in Thailand, Audi has detuned the power from 310hp down to 286hp. As a result, the 0-100kph time has increased from 4.6sec to 4.7sec.
Dubbed as ROW (rest of the world) spec, the lower output has been done to deal with the hot climate and the availability of petrol RON 95; the octane figure in Europe is a higher 98.
Company officials have pointed out that the 190hp and 252hp versions of the same 2.0-litre block used in other Audis needn’t be modified as they haven’t been developed with high performance in mind.
Despite the disappearance of 24hp from the TT S’s heart, the TT S still has the same on-paper 0-100kph time to match the Mercedes-AMG SLC43 (see graphic). We set out for a drive in the real world to see whether the TT S’s price-saving of 500k can be justified.
What’s cool?
In pure isolation, the TT S is a reasonably quick car with plenty of power reserves at all times. Punters shouldn’t really moan about the detuned output the TT S gets in Thailand. In fact, the TT S feels considerably quicker than the regular 230hp 45 TFSI model.
But what makes the TT S shine over the SLC43 is the deployment of power to the tarmac. You can accelerate hard from standstill or out of U-turns and corners in a very clinical manner thanks to generous traction provided by the Quattro all-wheel-drive system. Of course, the six-speed automatic doesn’t sound any spectacular these days, but being the dual-clutch type allows for rapid and seamless gear-shifting.
The SLC43, in contrast, requires a more delicate foot in prodding the throttle because all those 367hp ponies only drive the rear wheels via no differential slip. And yes, the TT S’s circa-200kg weight advantage can be felt on the move by feeling substantially lighter at all times. No wonder the acceleration time is identical to the Merc’s.
Although the TT S’s ride is on the firm side, it’s mostly uncomfortable and not as restless as in the SLC43 over undulating surfaces and road expansion joints. Topping off the list of pros in driving manners is a light and direct steering feel.
You can beef up the driving characteristics by switching the drive mode into Dynamic, although we suspect you’d only do that because the mode also makes the engine noise and exhaust note even naughtier in sound.
Then there’s the cockpit. Apart from having nice materials and sound finish, the streamlined interior functions – via an adjustable digital display that shows everything from road information to infotainment – are neat and modern touches.
Sure, the SLC43’s interior feels just as solidly made, but the analogue dials, small information screen and upright fascia feels dated in comparison.
What’s not?
For speed hooligans, the SLC43 dishes out more top-end power and hits the same limited top end more quickly than the TT S. That explains the Merc’s higher power output. More muscle also means a meaner noise to enjoy, particularly when the nine-speed auto shifts gears.
The availability of two rear seats in the TT S may sound like an advantage over the two-seat SLC43, but they are really useless because even kids won’t find that much legroom. Blimey, there’s even a sticker located on the boot cover cautioning users of rear occupants’ heads when closing the lid. That’s not very German. It’s better to fold those seats flat down and use them to stow golf bags perhaps.
You may argue that it’s the two-seat TT Roadster that needs to be matched up with the SLC in open-air concept. But even people at Mercedes say most users hardly, if ever, wind down the SLC’s folding hard-top and treat the car more like a normal-roofed sports car.
Buy or bye?
Roof and seating issues aside, it’s quite safe to say that the TT S offers a more user-friendly driving experience than the SLC43. In the Audi, you don’t have to wrestle with the car at speed and the power deployment is simply more effective and cohesive at the same time.
And even if the SLC43 boasts more top-end rush, you don’t really feel shortchanged in the TT S which manages to still be a rapid machine at saner speeds.
Some driving enthusiasts may like the raw nature of the SLC43. But in truth, the TTS feels as the more modern sports car to drive by combining both driving ease and fun quite well.
And marginal may the 500k price advantage be to potential buyers, that’s the added bonus they get in the TT S. Buy it over the AMG? Yeah, why not.
