A group of pioneers seeking a better life in the vast unknown of the American West got trapped by weather in the mountains of the California. Bored and running desperately low on cheesy Pringles, they had to turn to the most cursed of sustenance: putrefied beef jerky from the Sherman Oaks Chevron station.
We meant 2018. And it’s cool; only one of our three pouches of Oberto had turned gray. Still, though, we didn’t know that could happen to beef jerky.
We’d fled sub zero temperatures in Michigan to conduct this comparison test in the fair Southern California weather, only to arrive just in time for the area to get its first precipitation of consequence in many months. For two straight days it rained and snowed, but finally the weather cleared and we could really crank up our Conestogas.
Audi’s TT RS is new for 2018 and powered by a 400-hp turbocharged 2.5-liter inline-five. Compared with lesser TTs, the RS gets a front fascia with larger intakes that flare out for more airflow, a purposeful wing and large oval exhaust outlets in back, and a price that starts at $65,875. Our example’s options list was a lengthy one, but nearly all of it mattered. The $6000 Dynamic Plus package nets carbon-ceramic front brake discs and the stiffer Sport suspension; the $3500 Technology package adds navigation and a Bang & Olufsen sound system. The $1750 Black Optic package grants the roly-poly TT some menace by blacking out the exterior trim and mirror caps, and the $1000 exhaust system matches that with black tips and a loud button. All told, our Audi TT RS tallied $80,200.
That’s very nearly as expensive as the Porsche 718 Cayman S it’s up against. Having forsaken the flat-six that was so central to its identity, the Cayman is powered by a turbocharged flat-four as of 2016. In the S, as in the TT RS, it’s a 2.5-liter, this one rated at 350 horsepower. Prices start at $67,350, but in typical Porsche fashion, the Cayman we tested stretched somewhat spendier. Notable additions include the Sport exhaust with a loud mode to match the Audi’s for $2890; the adaptive PASM Sport suspension that lowers the car 0.8 inch and stiffens the springs and anti-roll for $2070; 20-inch wheels for $1580; and a limited-slip differential with brake-based torque vectoring for $1320. And then there’s another $6380 in rinky-dink tier-two nonsense to inflate the final sticker to $81,590.
The Cayman holds the distinction of having earned a spot on our 10Best list every year it’s been available, so it’s fair to say we like it. But it’s also fair to consider this TT a coupe version of the RS3, which joined that list this year. Should be a good fight. Wagons ho!
Thrust from the five is immediate and monstrous no matter where you are in the powerband. But we do wish the engine had a more natural soundtrack. Its warble is unique, but in either quiet or loud mode, it sounds so synthesized that it might as well be a four-cylinder trying to sound like a five. The only high-performance quintuple on the market should be allowed to trumpet its weirdness. (The Ford Transit’s turbo-diesel five is unlikely to stir any souls.)
And despite that, the Audi can’t match the Porsche’s feel or feedback. The lack of body movement and dearth of steering feel make it hard to tell when the Audi is at its limits. You end up driving the car not quite certain how close you are to the edge of control, which is particularly unnerving in the wet.
The TT RS is an accomplishment, a dramatic departure from what the TT had been, and an impressive car. It’s just a little too narrowly focused, a little too compromised, to beat the Cayman. Then again, the Cayman is very nearly a perfect sports car.