WITH 505 units sold last year, the Audi TT is easily South Africa’s best-selling sports coupé. And it has achieved this feat without an obviously performance- oriented model in the line-up. With the addition of the S – as well as the upcoming RS (see Update last month) – the TT’s performance credentials – and price – take a significant leap, right into Porsche Boxster territory. But Boxster isn’t standing still either. Recently facelifted, the iconic roadster now features subtly revised looks, a direct injection engine, and the option of the brilliant double-clutch PDK gearbox.
In this test we pit a manual TT S Roadster (S tronic is also available) against a PDK-equipped Boxster, not ideal in performance terms, as the Audi claims the S tronic model is actually faster than the manual, but there is the important matter of price. The Boxster PDK is offered at the same price as the manual (R595 000), whereas at R563 000 the manual TT S Roadster offers a saving over the S tronic’s R579 000. We believe the TT finding itself in this price bracket could turn out being its biggest obstacle, and therefore the more affordable variant could end up being the top seller.
DESIGN AND PACKAGING Audi TT S 17/20 Porsche Boxster 16/20
The TT S Roadster is instantly recognisable by virtue of its standard S-line body kit, which gives the usually seductive shape some welcome extra muscle. Up front there is a far more aggressive airdam/bumper design, while on the flanks the new king of the TTs can be distinguished by its different side skirts and aluminium-finish exterior mirrors. At the rear, look out for a new bumper with a blacked-out lower section from which sprouts a set of chromed exhaust outlets on either side. The finishing touch is a set of very attractive 18-inch alloy wheels and the by-now-expected LED daytime running lights underlining the headlamps. It’s a real head-turner.
Inside, customers get aggressively bolstered sports seats with height-adjustment and heating, smart alcantara/leather upholstery, more aluminium trim details, and an information display that boasts a lap-timer function in addition to the usual features. As is the case with the “normal” TT Roadster, the car’s party trick remains its electrohydraulic folding soft-top that retracts in 12 seconds and can be operated at speeds of up to 50 km/h. It is also the more practical than the Porsche in terms of luggage capacity, its boot swallowing a useful 216 dm³ of luggage, compared with the Boxster’s 192.
Overall, there’s a lot of “bling” on the TT S, and this gives it a very “now” kind of appeal. But this could also mean that it will date quicker…
The Boxster, on the other hand, plays a more conservative, longterm game. Sure, in its latest guise it gets subtle LED detailing in the lights as well, and new twocone headlamps, but for the uninformed it looks almost no different from its immediate predecessor, and even similar to the previous model. The lines and curves are instantly recognisable as Porsche, which is, of course, a status-enhancer.
Inside, besides the fitment of the PDK shift buttons and gearlever, and a slightly revised facia hangdown section with a fiveinch monochromatic display, there aren’t any noticeable changes. In fact, compared with the glitzy Audi, the Boxster’s interior looks particularly sombre. In terms of perceived quality, the rich textures and shiny aluminium trim of the TT S give it perhaps a leg-up in the showroom- appeal stakes, but it has to be said that the more restrained treatment of the Boxster’s interior has its advantages, too. Historically, Porsche interiors wear very well. Neither car suffered any trim-related rattles or squeaks during our test term, but we did notice some slight scuttle shake in the Audi.
COMFORT AND FEATURES Audi TT S 17/20 Porsche Boxster 16/20
We often criticise Audi for loading test vehicles with costly optional extras. But this is not so much the case with the TT S. The S-line kit is standard, as are the leather seats and aluminium trim bits, items that contribute immensely to the Audi’s showroom appeal.
Also fitted as standard, in addition to the usual items, are electric seats with lumbar support, auto-dimming interior mirror, and rain-sensing wipers. A radio/CD player is standard but you pay extra for a CD changer (R3 860), the BOSE sound system (R5 720) and the full-colour navigation system (R20 500) as fitted to this test unit.
Our Boxster, however, came loaded with many extras, lifting the price to a heady R698 140! They’ve been cheeky, too, charging R1 580 for floor mats, for example, and R16 230 for leather seats, R8 640 for Sound Package Plus, R4 850 for a wind deflector, R5 040 for telephone preparation, and R4 950 for universal audio interface… But, in cars such as these, personalisation is often a high-priority with buyers, so at least you have the choice. Standard on the Porsche, however, are head airbags, an unusual and welcome safety feature on an open-top car. The bags inflate out of the sills beneath the side windows.
Our testers rated the TT S Roadster as being marginally more comfortable all-round than the Boxster. The seats were praised for support and comfort, and drop down nice and low. The Boxster’s chairs came in for some criticism – they don’t drop down low enough, and some testers felt they were a bit too narrow.
Compared with the TT S Roadster’s fully automatic folding soft-top, the Boxster’s partly automatic system requires the driver to manually unlatch the roof at the windscreen header, before pressing down on a button. The roof then folds in 12 seconds, and can also be lowered or raised when driving at speeds of up to 50 km/h.
RIDE, HANDLING AND BRAKING Audi TT S 16/20 Porsche Boxster 18/20
On the road the TT S is arguably even more impressive than it is on the test strip. With the standard fitment of Audi’s magnetic ride control damping system, drivers can choose between two settings, Standard and Sport. Even in Standard mode the ride is firm, but damping is good so there’s not much bump-thump coming through to the interior. Switching to Sport brings a very noticeable jump in firmness levels.
But perhaps the biggest surprise is the car’s handling poise. Audis using the Haldex quattro set-up are usually criticised for displaying typical front-wheel drive characteristics (ie, lots of understeer), but the TT S has virtually none. Turn-in is crisp and precise, and the nose stays true to the chosen line with barely a hint of wanting to wash wide. There’s a lot of grip, too, and particularly in Sport mode the TT S is an electrifying, entertaining drive.
Before driving the Porsche, you’d think the TT S is unbeatable. But the Boxster is on a different level. Due mostly to being mid-engined, the Boxster’s weight distribution is near-on perfect for this type of car, being 46:54 front to rear compared with the Audi’s 58:42 front-end bias. Now factor-in that the Boxster is rear-drive and lighter, and you have a recipe for a scintillating drive…
As standard, the Boxster does without the PASM active suspension management system fitted to our test unit as an option (R22 950), but even without PASM the Boxster is hard to match in terms of dynamic ability. The latest Boxster’s suspension has been upgraded significantly, further enhancing this legendary ability. An additional rebound stop spring in the front damper struts reduces roll angle, and rear spring struts are now mounted in special spring supports for better damping of bumps, noise and vibrations. Combined with a longer wheelbase, the Boxster is amazingly fluid over bumps and utterly composed in all conditions. Now add PASM and you get two damper settings, Normal for comfort and the firmer Sport setting for enthusiastic driving. Also available as an option is a limited-slip differential.
The Porsche is phenomenal on the braking front, using its 318 and 299 mm ventilated front and rear discs to stop in an average of 2,55 seconds during our punishing 100 km/h-to-zero emergency braking test routine. Its best was an astonishing 2,45 seconds.
The Audi’s average stopping time was 2,75 seconds, still rated as excellent. On the road, however, we noticed the Porsche to be more stable under braking, with better ultimate body control. But the Boxster’s crowning achievement is its “delicacy”. It responds to the smallest of inputs precisely and with immediacy, delighting with its responsiveness, and seemingly fi ltering-out all the negatives the road surfaces can throw its way. By comparison, the Audi, impressive as it is in isolation, is left in a solid second place.
PERFORMANCE Audi TT S 16/20 Porsche Boxster 17/20
The TT S is a fairly serious performance machine. Power comes from the same engine that is used to good effect in the highly-acclaimed S3 hot hatch, a turbocharged, direct injection 2,0-litre powerplant that delivers 195 kW at 6 000 r/min and 350 N.m of torque between 2 500 and 5 000. For the TT S the engine is in its most powerful state of tune and, as such, has been signifi cantly modifi ed, getting a reinforced cylinder block, modified piston pins, rings and connecting rods, upgraded valve seats and camshafts, a revised dual-mass fl ywheel, and a different aluminium-silicon alloy cylinder head. The engine has been named the “Engine of the Year” in its class three times in succession since 2005. In the manual version of the TT S it is mated with a six-speed transmission sending power to all four wheels via Audi’s Quattro all-wheel drive system. Using a Haldex limited-slip coupling, the TT S usually runs in front-wheel drive mode, but 100 per cent of the torque can be sent to the rear axle if necessary.
On our test strip we recorded a best 0-100 km/h time of 6,47 seconds (some way off the claimed 5,6 sec) and a 252 km/h top speed. The power is certainly there to go faster, but launching the TT S is tricky. Because it has so much grip it is virtually impossible to generate any amount of controlled wheelspin necessary for a quick launch. Nevertheless, it blitzed the kilometre sprint in 25,83 seconds.
Find a twisty piece of road and the TT S Roadster comes alive as a real enthusiast’s machine, and not only because of its dynamic ability. The steering is very nicely weighted, if slightly lacking in feel. The gearshift lever finds the correct slot with a reassuring “clack” noise. The exhausts emit a lovely, throaty roar. Shifting through the gears you’ll also enjoy great engine fl exibility, with third in particular being a do-anything gear.
The Porsche uses an all-new 2,9-litre horizontally-opposed six-cylinder motor that features direct injection and VarioCam Plus (variable valve timing and valve stroke). It delivers 188 kW at a heady 6 400 /min and 290 N.m of torque from 4 400 to 6 000 r/min. From those fi gures alone it is clear that the Porsche will be the more rev-happy car, and this is true in practice, the engine “waking up” in beautiful fashion when the revs rise to 4 500 r/min and beyond, accompanied by a spine-chilling howl. Lovely.
The new engine is about six kilograms lighter than before, and features a two-piece crankcase with integrated crankshaft bearings – replacing the fourpiece block with separate bearing supports used before. Porsche says the big advantage, apart from lower weight, is the smaller number of individual components. A further claimed advantage is the reduction of oil consumption and, thanks to the lower level of friction, improved fuel consumption.
Fitted with the acclaimed 7-speed PDK transmission, this Boxster is actually claimed to be faster than the manual version (now with a six-speed ’box). The PASM system includes a SportPlus function (allowing for more “dynamic gearshifting”) and a launch control system. We used the last-mentioned item to good effect on the test strip to achieve an excellent 5,95 seconds 0-100 km/h sprint time. Unlike the TT S, which has an electronic speed limiter, the Boxster is allowed to run to its natural top end, which is an impressive 262 km/h, not bad for a marque’s “entry-level” car… With less power, the Boxster also just pipped the Audi to the one-kilometre marker with a 25,75 seconds time.
The PDK ’box is a marvel, offering lightning fast manual shifts even under full throttle, and running like a properly sorted automatic when left to its own devices. Some testers still don’t like the shift buttons, though, but as usual one can get used to them with time.
FUEL ECONOMY Audi TT S 16/20 Porsche Boxster 15/20
With its smaller capacity engine it comes as no surprise to fi nd that the Audi is the more economical car. Our calculated fuel index worked out at 9,6 litres/100 km, translating to a range of 625 km on a full 60-litre tank. The Porsche’s fuel index is 10,92 litres/100 km, but it has a bigger 65-litre tank, giving it the ability to almost match the Audi’s range.
VALUE FOR MONEY Audi TT S 15/20 Porsche Boxster 17/20
This is a rather tricky factor, especially because in this case the matter of long-term resale value becomes important. We have little doubt that the Porsche is the better long-term buy. Just look at the prices of used examples to see what we’re talking about. But even without resale in the equation, most of CAR’s staff considered the Boxster good value at R595 000, even considering base specification. Certainly, our experience with Boxsters suggests that the fairly expensive PASM system is not an ultimate requirement because even without it the Porsche is a sizzling drive. At R563 000 the TT S Roadster is fighting in the big league, and it remains to be seen how the market will treat it in terms of resale value. We predict it will struggle, because in percentage terms it is priced not too far off Porsche territory. It is undoubtedly a good car, but should have been even more affordable to become a really worthwhile buy. Also consider the excellent 2,0T FSI model,
significantly cheaper at R425 000 and not much slower…
The Boxster is covered by Porsche’s five years/100 000 km warranty and maintenance plan, whereas the Audi is supported by a fi ve years/100 000 km maintenance plan and a one year/unlimited km warranty.
VERDICT Audi TT S 16/20 Porsche Boxster 17/20
The TT S Roadster is another excellent new offering from Ingolstadt. It offers terrific performance and dynamic capability that translate into huge driver enjoyment. Add great perceived quality, a comfortable cabin and stylish looks, and you have to agree that this car is a very impressive stab at the Porsche Boxster. But whether the Audi brand already has the cachet to compete with Porsche at the same price level is the real test. We think Herr Wiedeking (Porsche’s boss) has real reason to be worried about this enemy from within the group, but for now the Boxster retains its crown…
