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2016 Audi TT

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$26,588 — $33,888 USED
14
Photos
Convertible
2-4 Seats
26 MPG
(Combined)
Key specs of the base trim
 — 
Compare 1 trims

Overview

Is this the car for you?

The Good

  • Handling
  • Cabin materials
  • Surprising cabin room, despite tiny backseat
  • Decent trunk space in coupe
  • Many standard features

The Bad

  • Drivetrain lag in normal driving modes
  • Firm ride with 19-inch wheels
  • Luggage space in convertible
  • Inhospitable backseat
  • Limited passenger amenities
  • No manual transmission
2016 Audi TT exterior side view

What to Know

about the 2016 Audi TT
  • Redesigned for 2016
  • 2+2 coupe or two-seat roadster
  • Standard all-wheel drive
  • 2.0-liter, turbo four-cylinder
  • Higher-performance TTS covered separately on Cars.com

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2016 Audi TT Review

from the Cars.com expert editorial team

The redesigned-for-2016 Audi TT takes an evolutionary tack with a nameplate that has largely kept the same styling mantra for more than 15 years. Strong handling impresses on this new model-but the longer you drive it the more you notice its faults.

By Kelsey Mays

The 2016 Audi TT is an evolutionary redesign that handles well and offers more versatility than its small size might suggest, but a troubling case of acceleration lag saps the fun.

The TT comes as a four-seat coupe or two-seat, soft-top roadster. Both employ a turbocharged four-cylinder engine, a dual-clutch automatic transmission and all-wheel drive. Audi also offers a higher-powered TTS coupe, also redesigned, which we cover separately on Cars.com. See the TTS here, compare the two variants here, or stack up the 2016 and 2015 cars here.

Exterior & Styling
This marks just the second redesign in more than 15 years for the TT, and it’s a subtler makeover than the one in early 2007. Complete with the same wide, grinning expression as its predecessor, the TT is an exercise in restraint. The differences are in the details: Audi’s trapezoidal grille is slowly morphing into a hexagon, and the TT adds some angles to the framework. The brand’s four-ringed logo sits on the hood, no longer the grille, and the full-LED headlights create a quasi-angry expression of jagged light bands. (Not to be confused with Jagged Light Band, which plays Thursdays at Jimmy’s.)

Overall dimensions shrink a tad versus the second-gen TT, though the wheelbase gains a significant 1.4 inches. Eighteen-inch alloy wheels and dual tailpipes are standard. The TTS adds quad pipes and some unique bumper work — all tasteful, fortunately. At least for now there is no TTS roadster, whic...

The 2016 Audi TT is an evolutionary redesign that handles well and offers more versatility than its small size might suggest, but a troubling case of acceleration lag saps the fun.

The TT comes as a four-seat coupe or two-seat, soft-top roadster. Both employ a turbocharged four-cylinder engine, a dual-clutch automatic transmission and all-wheel drive. Audi also offers a higher-powered TTS coupe, also redesigned, which we cover separately on Cars.com. See the TTS here, compare the two variants here, or stack up the 2016 and 2015 cars here.

Exterior & Styling
This marks just the second redesign in more than 15 years for the TT, and it’s a subtler makeover than the one in early 2007. Complete with the same wide, grinning expression as its predecessor, the TT is an exercise in restraint. The differences are in the details: Audi’s trapezoidal grille is slowly morphing into a hexagon, and the TT adds some angles to the framework. The brand’s four-ringed logo sits on the hood, no longer the grille, and the full-LED headlights create a quasi-angry expression of jagged light bands. (Not to be confused with Jagged Light Band, which plays Thursdays at Jimmy’s.)

Overall dimensions shrink a tad versus the second-gen TT, though the wheelbase gains a significant 1.4 inches. Eighteen-inch alloy wheels and dual tailpipes are standard. The TTS adds quad pipes and some unique bumper work — all tasteful, fortunately. At least for now there is no TTS roadster, which the prior-gen TT offered.

How It Drives
The TT’s 220-horsepower, turbocharged 2.0-liter four-cylinder unleashes smooth, strong revving and a satisfying wave of torque (258 pounds-feet) along most of the tachometer’s rev range. Unfortunately, the whole experience comes in timid spurts: Editors agreed the accelerator exhibits considerable lag, and the dual-clutch automatic wants to upshift as soon as possible and resist kickdown until your foot is halfway to the floor.

Audi’s configurable driving modes include a Dynamic setting that tempers some of the accelerator lag, while a Sport mode on the gearshift dials back the upshift tendency to keep you in lower gears more often. Call up Dynamic and Sport and the TT responds like a proper sports car — but that’s a characteristic it should default to. For whatever reason, too many allegedly sporty cars introduce all kinds of lag in their standard drivetrain modes. Audi is as guilty as the rest.

A manual transmission, which could minimize or perhaps eliminate these frustrations, remains unavailable.

Audi says the TT coupe hits 60 mph in 5.3 seconds (5.6 seconds for the roadster), which rivals the prior-gen TT and outruns a few luxury rivals. If bang for the buck is your top priority, however, similar money buys the considerably quicker BMW M235i. Another $9,000 gets a TTS, whose turbo 2.0-liter makes 292 hp and 280 pounds-feet of torque. That’s good for zero-to-60-mph sprints of 4.6 seconds, Audi says.

The TT steers with good feedback and direct, clean motions, and the chassis’ handling puts to bed years of nose-heavy reputation. Audi roughly maintained the TT’s spry curb weight with the redesign — the coupe weighs less than 3,200 pounds — and the standard all-wheel drive (Quattro) has a rear bias in Dynamic mode. Understeer, when present, is slight, and the TT rotates into a nice drift as you feed gas through sweeping turns. You can slide the tail with some lift-throttle, too, and it’s a controllable sensation without any undue squirreling. (Undue Squirreling is opening for Jagged Light Band. No cover ’til 10.)

On paper, the TT’s longer wheelbase should mitigate the prior generation’s tendency for bounciness. In practice, ride quality is still firm, though one editor said he found it fine for the class. Undulating stretches of highway subject the cabin to slight but constant turbulence, with a lot of road and wind noise to boot. It’s enough to drown out the TT’s optional Bang & Olufsen premium stereo, which sounds unremarkable to start with, as B&O systems go.

Our test car had optional 19-inch wheels, so it’s possible the standard 18s and their higher-profile tires soften things up. The 19s are the sole choice on the TTS, but it gets an adaptive suspension, versus the TT’s fixed setup. Considering that the ride quality among similarly priced alternatives — like the BMW 2 Series and Z4, or the Lexus RC 350 — ranges from livable to generous, the TT could stand more refinement.

Interior
Minimalism overtakes the interior, which packages all multimedia into a massive instrument display in place of traditional gauges. We’ll detail that in the next section. What’s left is an asymmetric expanse of wraparound materials and tucked-away controls. It’s a stark contrast to the layered dashboards overtaking the industry (see Lexus), for better or worse. Materials are impressive and consistent, with generous padding wherever your arms or knees end up — including the doors, an area Audi often gives the short shrift.

The optional S Sport seats (standard on the TTS) have tight side bolsters that aren’t for everyone. Non-sport seats with leather and Alcantara simulated suede upholstery are standard, as are power adjusters and seat heaters. (Full leather is optional.) The cabin is tight, but Audi makes good use of the space. The front seats have lengthy adjustment range, and the low center tunnel opens up more inboard knee room than in some cars twice this size. The rear seats, however, are barely fit for children, let alone adults, and they lack head restraints. Toddlers will need high-back booster seats to protect against whiplash.

The TT Roadster does away with the backseat altogether.

Ergonomics & Electronics
Audi’s standard “virtual cockpit” throws all functions, from audio to navigation, onto a 12.3-inch instrument display ahead of the steering wheel. It takes some getting used to, and it’s certainly not friendly for passengers. Drivers can accomplish most functions through the steering-wheel controls or Audi’s console-mounted MMI controller. I experienced a moderate learning curve, but another editor found the setup a cinch.

It’s not the first time an automaker has thrown most of a car’s multimedia into the gauges. The erstwhile Chrysler Pacifica housed its navigation system within the speedometer, and that was nearly a decade ago. But Audi’s kitchen-sink philosophy is unique, complete with a virtual tachometer and speedometer that you can minimize (though they’re still visible) to open up the space for a larger navigation map or another menu. As such, the map itself can span massive proportions, with scrolling and zooming via a finger pad on the MMI knob. It’s a rich format, though the map could use a few more street labels and faster menu transitions.

The layout has physical limitations. You have to position the steering wheel higher than you might like to avoid obstructing the screen with the rim. Audi also throws the optional backup camera in there, so if you turn the wheel to back around a corner, the wheel spokes themselves can become an obstruction.

The virtual cockpit is standard, as are Bluetooth phone and audio streaming, plus HD and satellite radio. The navigation system and Audi Connect, which includes an in-car, subscription-based 4G LTE Wi-Fi hotspot, are optional.

Cargo & Storage
The TT coupe has 12 cubic feet of cargo space behind the rear seats, enough to fit a surprising amount of luggage. The rear seats fold in a 50/50 split for additional room, though Audi doesn’t specify a maximum volume figure, and the hatchback’s liftgate allows plenty of loading space. Not so for the TT Roadster, whose conventional trunk is much smaller, just 7.5 cubic feet. At least the convertible top stows in a separate compartment, leaving the cargo area undiminished when the top is down.

Cabin storage amounts to a small center console bin under the center armrest and a glove compartment, but also a useful bin ahead of the gearshift and a storage drawer under the front-passenger seat. Stash away, but figure out what to do with that second travel mug, because there’s only one exposed cupholder. A second holder deploys from the center console if you open the top and crook your elbow in. It’s as convenient as it sounds.

Safety
The TT has not been crash-tested, and its small sales volume makes tests unlikely. See a full list of safety features here. Rear parking sensors are standard, but a backup camera is optional. So is a blind spot warning system. Forward collision and lane departure warning systems are unavailable, however.

Value in Its Class
Priced from about $44,000 for a base TT to about $60,000 for a loaded TTS, the Audi TT straddles a couple segments. Roadster shoppers might also consider the BMW Z4 or Mercedes-Benz SLK-Class, while coupe alternatives range from BMW’s 2 Series to the Lexus RC 350 and even Audi’s own A5. All five cars have average transaction prices in the TT’s ballpark.

Audi offers a tech-packed, nimble alternative whose styling should age pretty well. The new TT is a driver’s car, flawed in some ways but excellent in others. Audi has a jewel on its hands, but it still needs to polish a few blemishes.

Send Kelsey an email  

Consumer Reviews

What drivers are saying

4.9
14 reviews — Read All reviews
Exterior Styling
(4.9)
Performance
(4.7)
Interior Design
(5.0)
Comfort
(4.8)
Reliability
(4.9)
Value For The Money
(4.6)

Read reviews that mention:

(5.0)

I absolutely love my TTS!

by AudiLove from San Antonio, TX on August 27, 2019

I bought my used TTS with 8k miles last summer and it has been such a thrill to drive! I bought it after not being fulfilled with my Scion FR-S and what an upgrade. If you love a sporty car with just ... Read full review

(5.0)

Race Car

by rs from Encino on April 21, 2019

Audi TT is perfect replacement for a Porsche 911 Reliable and racy zoom zoom All options standard with the S-package Super fun hate to sell it Read full review

Safety

Recalls and crash tests

Recalls

The 2016 Audi TT currently has 1 recall


Crash and Rollover Test Ratings

The 2016 Audi TT has not been tested.

Warranty

New car and certified pre-owned programs by Audi

New Car Program Benefits

  • Bumper-to-Bumper

    48 months / 50,000 miles

  • Powertrain

    48 months / 50,000 miles

  • Roadside Assistance

    48 months / unlimited distance

Certified Pre-Owned Program Benefits

  • Maximum Age/Mileage

    5 model years or newer/less than 60,000 miles

  • Basic Warranty Terms

    1 year/unlimited miles after expiration of new vehicle limited warranty or from date of sale if the new vehicle limited warranty has expired

  • Powertrain

    N/A

  • Dealer Certification Required

    300-plus-point inspection

  • Roadside Assistance

    Yes

  • View All CPO Program Details

Latest 2016 TT Stories

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Cars.com Car Seat Check

Certified child passenger safety technicians conduct hands-on tests of a car’s Latch system and check the vehicle’s ability to accommodate different types of car seats. The TT received the following grades on a scale of A-F.*
* This score may not apply to all trims, especially for vehicles with multiple body styles that affect the space and design of the seating.

Warranty FAQs

What is a Bumper-to-Bumper warranty?

Often called a basic warranty or new-vehicle warranty, a bumper-to-bumper policy covers components like air conditioning, audio systems, vehicle sensors, fuel systems and major electrical components. Most policies exclude regular maintenance like fluid top offs and oil changes, but a few brands have separate free-maintenance provisions, and those that do offer them is slowly rising. Bumper-to-bumper warranties typically expire faster than powertrain warranties.

What is a Powertrain warranty?

Don't be misled a 10-year or 100,000-mile powertrain warranty doesn't promise a decade of free repairs for your car. It typically covers just the engine and transmission, along with any other moving parts that lead to the wheels, like the driveshaft and constant velocity joints. Some automakers also bundle seat belts and airbags into their powertrain warranties. With a few exceptions, powertrain warranties don't cover regular maintenance like engine tuneups and tire rotations.

What is included in Roadside Assistance?

Some automakers include roadside assistance with their bumper-to-bumper or powertrain warranties, while others have separate policies. These programs cover anything from flat-tire changes and locksmith services to jump-starts and towing. Few reimburse incidental costs like motel rooms (if you have to wait for repairs).

What other services could be included in a warranty?

Some automakers include free scheduled maintenance for items such as oil changes, air filters and tire rotations. Some include consumables including brake pads and windshield wipers; others do not. They are typically for the first couple of years of ownership of a new car.

What does CPO mean?

A certified pre-owned or CPO car has been inspected to meet minimum quality standards and typically includes some type of warranty. While dealers and third parties certify cars, the gold standard is an automaker-certified vehicle that provides a factory-backed warranty, often extending the original coverage. Vehicles must be in excellent condition and have low miles and wear to be certified, which is why off-lease vehicles feed many CPO programs.

See also the latest CPO incentives by automaker

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