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"We"re going to do some laps, but this isn"t a track car. If I hear anyone complaining about brake fade or lap times I"m not going to be happy." So went the pep talk from Audi leading up to our time with the company"s new TT. And while we got several laps—at the Circuit of the Americas no less, before the Lone Star Le Mans races—there are few things we"d rather do with a new car than get to know it on a world-class circuit. The prospect of our first track time this year only came in second on our list of "reasons we want to drive the new Audi TT." Rather, we were really excited to try out the car"s UI, which the company calls "Virtual Cockpit."

Replacing all a car"s dials and gauges with a single TFT screen isn"t new, but the TT is the first car we"ve driven to start really pushing the idea. It works in conjunction with Audi"s MMI infotainment system—which is really quite good now—letting you do cool things like displaying Google Maps full-screen with overlays for important info from the car. Ambitious UI experiments don"t always succeed, but after several hundred miles the TT"s clever dash thoroughly impressed us. Oh, and the rest of the car wasn"t too bad either. Like the nice man from Audi said, it"s not a track car. Style takes priority over speed, but that"s no bad thing if done properly.

Looking good has always been the TT"s reason for being. It first appeared in 1995 as a concept car, wowing the crowds at that year"s Frankfurt auto show. Three years later the Mk 1 TT went into production, keeping almost all of the concept"s good looks. Underneath it made good use of Volkswagen Group"s parts bin, something that"s always left the car (and the subsequent Mk 2) with accusations of being a "Golf in drag." These days those kinds of insults are somewhat meaningless. Sure, both TT and Golf use VW"s Modularer Querbaukasten (MQB) platform, but so do eight other cars; that"s the entire point of developing MQB. This chassis is a mix of steel for the bits that undergo the most stress and extruded aluminum. The body panels are also mostly aluminum, too, which has helped make the third generation TT 110 lbs (50kg) lighter than the outgoing car.

The exterior styling is an evolution of the first TT"s design, now featuring more hard angles. It"s literally an edgy interpretation of the classic TT, although there are a few R8 styling cues here and there as well. Signature TT design touches are present and correct: the aluminum fuel filler door, the double-bubble silhouette, the large clamshell hood, and fastback rear hatch. The original TT did without a spoiler at first, requiring a recall to fit one (following costly lawsuits) after early owners found that aerodynamic shape generated lift over the rear at speed. Here, there"s a retractable spoiler that rises at speed, which does the car"s appearance many favors. Overall, it is, to our eyes, an extremely attractive car to look at; not a bad thing in this market segment. Advertisement

Inside, things are even better. We"ve said this before, so at the risk of sounding like a stuck record, there really is no volume car maker better at interiors than Audi right now. Again, this was evident back with the original TT and its famous baseball glove seats. You sit low in the car, hugged well by the leather seats (with a frightening amount of electric adjustment). Large turbine-shaped air vents stud the dashboard. Each has a small LCD display at its center, a bit like a Nest thermostat. There are a few toggle switches on the dash (for changing the driving mode, turning on the hazard lights, and turning off the parking sensors and traction control), but almost everything else is handled either with the MMI jogwheel or its mirrored controls on the multifunction steering wheel.

Up front is a 2L TSFI engine, which means gasoline, a turbocharger, and direct injection. Power and torque—220hp (162kW) and 258lb-ft (350nM)—gets sent to all four wheels via a six-speed dual clutch gearbox. In fact, the TT is constantly reading the coefficient of traction at all four wheels (Audi tells us it does this 150 times every 10 milliseconds) as well as the steering angle and yaw rate, altering the torque sent front-to-rear via an electronically controlled (Haldex) clutch between the front wheels via light applications of the brake (this is also how the ESC system works). It will even send all of the available power to the front or rear wheels should conditions demand.

You can choose between different driving modes with a toggle switch on the dash; Comfort, Auto, Dynamic, and Individual. Dynamic sharpens the throttle response, weights up the steering, stiffens the suspension, and sends the majority of the power to the rear wheels. You also get some quiet (but lovely) pops and parps from the exhaust when shifting up through the gears in Dynamic, even if the engine is otherwise rather aurally anonymous. Comfort takes things the other way as well as telling the gearbox to freewheel when you"re not on the accelerator for better fuel efficiency. Individual—as you might guess—lets you pick and choose different settings for each of these, so you can have a soft comfy ride but sportier engine noise and rearward-biased power delivery, for example. Advertisement

Overall, performance is adequate. If you"re looking for a coupe to take to the track or go canyon carving, Porsche"s Cayman might be a better choice. Zero to 60mph takes about 5.5 seconds, and the car tops out at 130mph (209km/h). But that"s not to say the TT is dull to drive. The dual clutch gearbox (S-tronic in Audispeak) feels a little slow to kick down in automatic, so you"ll want to use the paddles on the steering wheel when making progress. Handling is reminiscent of a Golf GTI, which is no bad thing. Audi was kind enough to arrange for some hot laps at the Circuit of the Americas (COTA to its friends) the morning of the big races, which gave us a chance to push the car in a way we wouldn"t on public roads.

The offer of a few hot laps of a current F1 circuit are usually enough reason to pay for the airfare, and we thoroughly enjoyed driving the TT at COTA. But that was still only the second coolest thing about the TT.

Drive Select allows you to tweak the settings for all these different systems. The way you can tune and adjust cars on the fly thanks to electronics is one of our favorite things about modern cars.

COTA has a marvelous complex of decreasing radius corners, which the TT handled capably, the same going for the track"s wonderful sweeping turn 19. We also got near the car"s top speed on the long back straight. Unfortunately, by the third lap the TT"s tires had picked up enormous quantities of rubber from the track, a consequence of so many different races (and tire compounds) that weekend. Large chunks of tire pickup were being flung at us from the TT in front, and things started to get very understeery. Discretion being the better part of valor, we backed off and cruised around for the remainder of our hot lap session before handing the track over to a parade of more than 100 Porsches.

Artificial washboard effect aside, the TT was extremely effective on the freeways of Texas. The Lone Star state has an admirable approach to highway speed limits, and the TT ate the miles from Austin to Dallas. Active lane assist is available, but sadly there"s no adaptive cruise control. This is a real pity; the one-two combination of these systems takes much of the fatigue out of long road trips in so-equipped cars.

The new TT operating concept has been redeveloped from the bottom up – and in keeping with its thoroughbred sports car character, all elements are focused on the driver. The Coupé features two major brand innovations – the new MMI operating system and the Audi virtual cockpit – a digital instrument cluster.

Razor sharp, bright and high-contrast – the Audi virtual cockpit sets new standards for the automotive industry. Its 12.3-inch diagonal TFT display offers a high resolution of 1440 x 540 pixels. Working away in the background is a Tegra chip 30 from the Tegra 3-series provided by Audi"s partner NVIDIA. Audi is the first automotive manufacturer in the world to use the fast graphics processor. With a clock frequency of over 1 GHz, the quad-core chip, which works with a special 3D-graphics program, is capable of executing eight billion operations per second.

Lavish details complete the state-of-the-art look and set the displays in motion. The rev counter is calculated at around 60 frames per second, so that the virtual needle moves easily and with extreme precision – a new record for the car. The Fresnel effects – which are different display glass reflections depending on the viewing angle – are realistically recreated. Scrolling processes, such as lists, are based on a physical model that takes into account factors such as inertia, elasticity and damping.

The driver can switch between two user interfaces using the "View" button on the multifunction steering wheel. In Infotainment mode, the display is dominated by a central window and offers a large area for the navigation map or the telephone, radio and audio menus. The tachometer and speedometer, the latter including a digital display, are displayed on the left and right as small round instruments.

The classic view is when the central window is smaller and the instruments – with black scales, red pointers and white numbers – are around as big as today"s analog displays. The Audi TTS features a third, sporty mode in which the display is dominated by a central rev counter. The scales are displayed in Anthracite Gray and the numbers and needles are white – typical of the S design.

When displaying information, the Audi virtual cockpit is both flexible and versatile and displays navigation arrows, dynamic vehicle animations, images from the reversing camera or assistance systems graphics. The display changes color depending on the base menu being used: The media menu is usually orange and the phone menu is green. On its lower edge there are fixed displays showing ambient temperature, time and odometer readings, as well as warning and information symbols. LEDs provide information on the coolant temperature and fuel level.

As with all components featured in the new TT, it goes without saying that the Audi virtual cockpit sets the benchmark extremely high in terms of quality. The hardware components were scrutinized during all stages of development and production, while keeping pace with the software development, step by step.

The standards applied during the hardware development process were also as stringent. In the new TT, the Audi virtual cockpit components were put through their paces in quality testing and validation states to cope with stresses that consumer electronic appliances rarely come across – particularly extreme temperatures and high mechanical strains.

For instance, to test the shock resistance the fully installed instrument cluster is shaken and vibrated in three axes. This is where the high-strength and also lightweight, fiber-reinforced supporting structure really plays to its strengths – it provides the foundation for the high level of robustness and durability enjoyed by the Audi virtual cockpit.

Audi has also realized an intelligent management system to ensure that the large display and integrated graphics chip from NVIDIA have a long service life. Active air circulation supplies the display and relevant electronic components with cooling interior air as and when required – and virtually silently as well.

A few months before series production began, the new TT was tested under real customer conditions over thousands of kilometers in final quality tests. The increasing number of software functions and a fully functioning display in the new Audi virtual cockpit at all times and under all conditions are gaining in importance.

Every single display must pass an extensive testing process when it reaches the end of the production line. Part of this process includes testing the optical parameter by a high-resolution camera system, which checks the brightness, contrast and homogeneity and adjusts the colors. This tests also ensure that the display is screwed in flat – after all, even minor warping can compromise the picture quality. This is why an additional sensor continuously monitors the display"s functionality.

Every bit as groundbreaking as the Audi virtual cockpit is the MMI system – the terminal on the center tunnel console and its menu structure have been completely redesigned. The result is a flat hierarchy operation that optimally meets driver needs. The logic resembles that of smartphones and tablets and replaces the static, menu trees including lots of branches with intuitive, easy-to-use logic. One example is that frequently used functions can be accessed with just a few clicks.

The flip buttons for the main base menus – navigation/map, phone, radio and media – are located above the control knob. The general menu button and back button are centrally located under the touch wheel. In each case there is only one button on the left and right-hand sides.

The left-hand button opens the redesigned function menus, which are linked to of the base menus. For instance, the radio menu features band selection and the map menu provides traffic information. Like the right mouse button on a PC, the right-hand button opens context-related options and settings. The driver can use the navigation menu to be guided to a particular destination, to display parking in the vicinity of the destination or to save the destination in the Favorites list. The driver can also open function and context menus by using the rotary pushbutton like a joystick and pushing it to the left or right.

One special feature of the new system is the MMI search function, which is available for all base menus and allows free text input like a search engine. The function usually answers questions after a few letters have been entered and takes the location of the car into account. To search for a restaurant, the driver only needs to enter the name of the restaurant and the first letters of the city – the results will then appear in a list covering the whole of Europe and including addresses. Searching for songs, albums and radio stations follows a similar route.

The voice control system has been further developed and now recognizes many phrases from everyday speech. The concentrated computing power of the Audi modular Infotainment System forms the basis for the new MMI. Now in its second generation – it debuted in the new TT – it uses a super-fast Tegra 30 processor from Nvidia.

A multifunction steering wheel is available as an alternative control option to the MMI, and offers buttons and rollers that can perform a host of operating steps. Without having to look away from the road, the driver can use the steering wheel to perform the same operations as on the MMI terminal, except for the touch gestures.

The workmanshipNumerous interior details demonstrate the high standards set by Audi for the function and quality of all controls. The appeal of the Audi virtual cockpit and MMI terminal lies in their high-precision functions. The round air vents with narrow chrome rings, finely fluted rotating wheels and a new, perforated gear stick deserve special mention. In the Audi TTS, the surface of the instrument panel has a new grain – a strictly geometric pyramid pattern created with an innovative laser process.

Another highlight are the speaker covers in the optional Bang & Olufsen sound system, which have fine grooves instead of the usual holes. A strip of anodized aluminum bearing the logo of the Danish hi-fi specialists engraved in laser runs along the top of the bass speakers fitted in the doors. Between this and the speaker grille is a narrow light guide emitting white LED light. The optional LED interior lighting package accentuates specific highlights around the doors and center tunnel.

All variants of the new TT Coupé roll off the production line complete with a generous standard equipment package. But Audi also offers a range of special equipment in addition to standard features. These include the convenience key, the Start Assist system, the high-beam assistant (for the Xenon plus and LED headlights), the LED interior lighting package, front seat heating and also the storage and luggage compartment package.

The Audi connect system is the ideal complement to MMI navigation plus. It connects the new TT to the Internet using the fast LTE transmission standard.

The integrated Wi-Fi hotspot allows passengers to surf the Internet and email as they wish. The driver can use the Audi connect customized services, from navigation functions using Google Earth images to Google Street View for parking information. Attractive modules complete the range: The Audi phone box offers convenient docking for your cell phone, and the Bang & Olufsen sound system controls 12 speakers via a 14-channel amplifier.

Powerful assistance systems make driving the new TT even more enjoyable. Available options include: Audi side assist with rear radar measurement that makes changing lanes safer; camera-based traffic sign recognition; Audi active lane assist, which offers optional support for the driver with continuous steering correction or warns of unintentional lane changes and park assist with ambient display, which automatically steers the car into suitable spaces.

Audi is presenting the latest evolution stage of its MMI operating concepts with the MMI touch response. Following the premiere in the fourth generation of the Audi A8 (2017) it is now being incorporated into other model lines. The central element is the 10.1-inch touch display in black panel technology. When not in use, the screen blends almost invisibly into the high-gloss black faceplate of the instrument panel. When starting the system, the user interface appears with its concise graphics. With a resolution of 1,540 x 720 pixels, the TFT screen provides pin-sharp images and high contrast, even when viewed from an angle. The large display is used for controlling navigation, media and vehicle functions. The driver can click, swipe, zoom and scroll on it. The menu structure including the search functions is intuitive and flat, like that of a modern smartphone.

The key strength of the MMI touch response technology is its haptic feedback. When a finger touches the display glass, it does not immediately activate a function – a gentle push with a defined pressure is required to do that. The mechanical pulse that the driver feels as confirmation feedback is created by an electromagnet that shifts the spring-mounted display very slightly sideways – by roughly the width of a human hair. At the same time a small loudspeaker emits a click sound.

Clever detailed solutions make using the new technology even more attractive. If a finger touches an icon, the software confirms either by an animation or a change in color. If the finger pushes so hard that it triggers the function, the icon or list entry lights up briefly. Similar to on a smartphone, many symbols are supported by long-touch and long-push functions. That allows the driver to reposition a tile, for instance.

A second display on the console of the center tunnel is used to operate the air conditioning system and convenience features. The driver can save preferred functions as favorites. The display has an 8.6-inch diagonal and a screen resolution of 1,280 x 660 pixels. Since the driver’s wrist rests on the transmission’s gear selector knob, the display can be operated very comfortably. The driver can also enter text – either via a digital keyboard (when the vehicle is stationary) or by innovative handwriting recognition which can recognize entire words in handwriting as well as letters handwritten on top of one another. Audible feedback is given for each recognized letter, so that the driver can always keep his or her eyes focused on the road.

The surfaces of the two displays have a type of anti-fingerprint coating. This makes it easy to wipe off fingerprints. There is also an anti-glare layer that refracts the reflected light. This blurs the reflections so they do not distract the driver. The top layer is toughened, making it very sturdy and scratch-resistant.

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Introduced at this year"s Consumer Electronics Show (CES) in Las Vegas, Audi"s "virtual cockpit" features a new 12.3 inch TFT-LCDthat integrates the driver"s telemetry and the car"s info-tainment system into a single unit.

In driving mode, the new display takes the form of a traditional, yet sporty, instrument cluster with the driver"s speedo and tach displayed prominently.

Finally, in media mode, the gauges are again pushed to the periphery of the screen while this time, it is the car"s multimedia options that take up the majority of the display.

Some believe that Audi may have another trick up its sleeves. The guys at Engadget speculated that Audi"s omission of the center console may signal their intention to offer the TT with an in-car tablet.

The brushed aluminum-wrapped Audi Smart Display will be powered by an NVIDIA Tegra 4 chipset, and run Google"s Android operating system. The company has not yet revealed the cost of this option.

Since its debut in 1998, the TT has had a love-hate relationship with its status as a trendy fashion accessory. While its popularity with a certain segment of the population drove early demand for the car, the company has struggled to change the public"s perception to that of a serious sports car.

In order to shake the TT"s status as a late "90s fashion icon, Audi had design chief Walter de Silva create a second-generation model featuring a more modern and aggressive aesthetic.

De Silva, the man most famous for designing Audi"s groundbreaking R8 supercar, gave the 2007 Mark II TT sporty, flared wheel-arches and a large, menacing grill, tied together by a higher more athletic beltline.

With the introduction of the virtual cockpit, Audi has transferred this sporting theme to the car"s interior. For the upcoming, third generation TT, Audi reinforces the car"s sporting pretensions with an integrated driver-centric display panel.

It is still unclear which changes Audi plan to make to the display interface between now and production. But we"re looking forward to taking the new model out for a spin as soon as it"s off the line.

Dashboard gauges are so 20th century. The dash of the future is a flat, high-resolution, and fully customizable. And that"s what the next Audi TT will have when it lands in showrooms later this year.

At CES Audi showed off a full-sized mockup of the TT"s new interior, and the crown jewel is a 12.3-inch LCD screen behind the steering wheel that can toggle between a traditional tachometer and speedometer and a massive map with infotainment and navigation displays flanked by small virtual gauges.

Inputs are handled through Audi"s next-generation Multi-Media Interface control knob mounted behind the stick. It has fewer buttons but gets the latest iteration of Audi"s touchpad that allows you to write characters with your finger rather than endlessly scrolling through the alphabet.

The other notable bit is the removal of the traditional climate controls in the center console. Instead, the driver and passenger can change the interior temperature by twisting a knurled metal knob in the center of the vents, complete with a TFT display showing the fan speed and air temp.Climate controls and temperature read-outs are exactly where they should be: in the vents.Photo: Audi

Ingolstadt/Las Vegas, January 7, 2014 – Puristc, sporty and fully focused on the driver – for the new TT, Audi is significantly advancing its interior design. At the Consumer Electronics Show (CES) in Las Vegas held from January 6 through 10, 2014 the brand with the four rings will, for the first time, be presenting the compact sports car"s new interior, which will be launched on the market in the course of the year.

As Prof. Dr. Ulrich Hackenberg, Member of the Board of Management of AUDI AG for Technical Development says, "The first Audi TT was the design icon per se, the second generation was even sportier, right through to the TT RS plus with its five-cylinder TFSI and 360 hp. And with the new Audi TT, the driver will be able to experience the technology to an even greater extent – just as would be expected from a genuine sports car. And it comes with a new generation of electronics and connectivity features."

For this reason, the Audi virtual cockpit is the focus of attention for the first time in one of the brand"s production models. The fully digital instrument cluster displays all the information directly in front of the driver, meaning that there is no need for a central MMI monitor. This solution gave the designers the freedom to slim down the instrument panel architecture such that it visually conveys the Audi lightweight construction principle.

With its clear lines and innovative operation, the interior of the next TT generation has been redesigned from the ground up. From above, the instrument panel resembles an airplane wing; set low and with a turbine look about them, the round air nozzles, a classic TT feature, are reminiscent of jet engines. The controls for the air conditioning are also housed in the vents – the adjustment functions for seat heating, and for the temperature, direction and strength of the flow of air are located in their axes, with small displays indicating the chosen setting. Located beneath the central air nozzles, the switches for the hazard warning light and the secondary functions are centrally positioned and easily accessible.

With its brilliant graphics with a 3D impression and highly-detailed effects, the Audi virtual cockpit with its 12.3-inch TFT monitor sets new standards. Drivers can switch between two display modes. In the classic view, the speedometer and rev counter are in the foreground, while in "infotainment" mode, the virtual instruments are smaller. The space that is then created offers ample display space for functions such as the navigation map.

All elements of the new Audi TT operating concept are focused on the driver. The compact sports car"s new multifunction steering wheel features a flat-bottomed rim, with aluminum-look clips framing its spokes. The buttons and controls on the spokes allow you to control almost all functions, including the ultra-modern infotainment system. The menu is structured to reflect that of a smartphone and includes a full-text search function (MMI search). All the main functions are just a few clicks away – the entire operation superbly conveys a new kind of "joy of use". The MMI terminal on the center tunnel console, the second control unit alongside the steering wheel, has also been exhaustively redeveloped. Thanks to the MMI touch, the driver can scroll and zoom in lists and on maps. And accessing other options has been simplified; in future this will be possible using just two rather than four buttons in the area surrounding the rotary pushbutton.

The innovations in the Audi TT interior include the S sport seats with their significantly curved side bolsters, the integrated headrests and the low seating position typical of a sports car. The slender character of the seats is emphasized by bezels on the flanks of the backrest and a cover on the back; the backrest is adjusted using a loop. The side bolsters of the S sport seats can be adjusted pneumatically.

With its clear, sharp lines, the interior as a whole perfectly expresses the new Audi TT"s sporty nature. The center tunnel console, that supports the lower leg when driving fast through a bend, and the door panels boast flowing mutually-reinforcing contours. All the details highlight Audi"s attention to quality – from the design of the gear knob and the precise functioning of the rotary pushbutton to the Audi virtual cockpit.

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Audi is making the North American debut of the new 2016 Audi TT Coupe and Roadster at the LA Auto Show. The cars have a new design focusing on innovative technology and driver focused performance according to Audi. Both the Roadster and the Coupe version of the car will share the same 2.0L TFSI engine producing 220hp and 258 lb-ft of torque in standard models.

The up level version of the car, the Audi TTS Coupe, will pack a turbo 2.0L TFSI engine under the hood producing 292hp and 280 lb-ft of torque. All of the TT models have Audi"s famous permanent Quattro all-wheel drive system and Audi drive select system as standard equipment.

The Audi drive select system allows the driver to adjust things like shift points, throttle response, steering, and the standard magnetic ride suspension between dynamic, auto, comfort, and individual modes. The AWD system in the cars has been tuned to shift power to the wheels with the most grip and is rear-wheel biased in dynamic mode.

All of the Audi TT and TTS models will be available with a six-speed dual-clutch S tronic transmission. Audi has packed some interesting tech inside the car with a virtual cockpit with a central MMI monitor with a conventional instrument cluster in a 12.3-inch TFT display powered by a quad core NVIDIA Tegra 30 processor. The new TT and TTS will land in the US in the second half of 2015 with pricing announced closer to ship date.

What is with the Consumer Electronics Show and interior styling bucks? Well, we suppose most automotive electronics aren’t best displayed with a body shell around them, but we digress. The latest automaker to roll out a body-less interior is Audi, which joins Kia in the interior styling-buck group this year. But Audi’s headless cabin is special, because it not only reveals what the innards of the 2015 TT sports car will look like, but also packs the brand’s latest MMI infotainment system and a hot new digital gauge cluster. Let’s investigate:

The 2015 TT’s interior is no major deviation from previous designs. It is sporty, simple, and attractive, with aluminum and aluminum-look accents punctuating a largely black sea of leather and plastic. The styling buck Audi brought to CES featured—wait for it—contrasting brown seats, and they’re gorgeous. This is all to be expected, however, from the brand that’s established itself at the forefront of automotive cabin design and quality.

One of the neatest touches is the temperature, fan speed, and seat-heater controls embedded in the A/C vents, which also feature little digital readouts to display the particulars. After sitting in the mocked-up interior for a minute or so, the vents weren’t the most intuitive things to use (the trick: their slats are pre-tilted in a fixed direction, but spinning the outer ring allows users to “point” the flow where they want it), but they look amazing. We also dig the driver-oriented dashboard layout, and the (non-functional, at least in this styling buck) six-speed manual transmission, which bodes well for TT-istas worried the car would go full dual-clutch automatic.

There are digital gauge clusters, like those found in the Jaguar XJ, Range Rover, and even the Dodge Dart, and then there’s the TT’s digital gauge cluster. As you can see, it’s on a whole ‘nother level. Measuring a substantial 12.3 inches across, the TFT screen is massive and massively sharp—all the better because it handles all of the TT’s infotainment functions. (Notice that the central MMI display is absent here—yup, it’s all funneled to the driver.)

The big display offers two modes, Classic and Infotainment. The former places the speedometer and tach in the foreground, leaving a smaller area for audio, navigation, and settings functions. The latter flips that order, shrinking the speedo and tach and enlarging the infotainment function at hand. As shown in the photos, this means the navigation screen is humongous, though when other functions are selected, their visual space is equally big.

Following hot on the heels of Mercedes-Benz’s introduction of a clever multi-touch pad in the latest version of its COMAND infotainment system (debuting in the 2015 C-class), comes Audi’s very similar introduction of the same exact thing for the next-gen MMI system. Building on contemporary MMI’s touch pad, which allows for finger-written character inputs to the nav system, the new MMI’s touch pad responds to swipes and smartphone-like pinch/pull gestures for zoom map functionality. Audi also was able to scrap the outgoing MMI’s quartet of auxiliary buttons around the central controller (on which the touch pad lives) in favor of a two-button setup. The whole shebang operates on Audi’s second-generation modular infotainment system (MIB), dubbed MIB II.

We had the opportunity to sample the system both on the 2015 TT interior mockup, as well as on a show stand that featured both a regular gauge-cluster display and a central monitor. Audi tells us that moving forward, its sports cars will get only the digital gauge cluster—no central screen—whereas its sedans and SUVs will use multiple displays. Regardless of the screen count, they all work the same way via the updated MMI controller. The same twist/tilt knob carries over from current MMI practice, but it’s now flanked by a pair of directional buttons; press the left button, and a sub-menu full of info pertinent to the selected menu (navigation/map, telephone, radio, and media) appears. Tap the right button, and more detailed info for the selected menu appears. Before, MMI’s four buttons around the controller correlated to menu items located in each of the central display’s four corners.

Using the Media menu as an example, the left button calls up a list that includes artist, album, genre, and track selections; the right button calls up a nuanced list of options including sound settings, a store-to-favorites function, random playback, and more. Just above the controller knob sits a pair of rocker switches for switching between navigation, telephone, radio, and media menus. On the TT, which only has the gauge-cluster screen, the left/right buttons are duplicated on the steering wheel, though the regular MMI controller can still be found on the console. The touch pad on the controller now enables multi-touch gesture controls, in addition to the finger-written character input capability it already had. Use a single finger on the pad, and it assumes you’re writing; use two, either to swipe or to pinch/pull for zoom functionality in the navigation menu, and MMI responds accordingly.

Overall, the new MMI has greater functionality and is easier to use—but critically, it’s a logical jump forward and should be at least somewhat recognizable to current Audi owners. (It’s based on Audi’s second-generation MIB II. Better still, the search functionality for the nav system now does a better job of guessing your destination inputs after only a handful of characters have been “written” on the touch pad, speeding up the task and helping to keep drivers’ eyes on the road where they belong. While we wouldn’t categorize MMI as being better than, say, the newest version of COMAND coming to the 2015 Mercedes-Benz C-class, it’s intuitive and slick-looking. Speaking of slick-looking, expect to see (all of the) 2015 TT soon—it’s going on sale later this year.

Barely changed from the concept car that took the world by storm in 1995, the production TT was something that hadn’t been seen in a main street showroom since the 1960s – a work of art.

The original was a car to be seen, rather than driven, but the second generation took a step toward the territory of “driver’s car.” And the final hurrah of the second-gen TT – the TT RS – took a big step toward driving dynamism.

To prove that point, Audi invited Digital Trends to its headquarters in Ingolstadt, Germany to explain just how it made this transformation, and what goes into building one of the most scintillating new cars in the last five years.

Audi gathered together every example of the TT, from concept to newest generation, along with the man responsible for a lot of the design: Jürgen Löffler. With his dark suit and square-rimmed glasses, Löffler looks exactly how you would picture a German designer.

When the Audi TT came onto the scene in 1998, it was a revelation.Sitting down at a desk, he drew out a near perfect design sketch of the new TT in less than a minute. While performing this amazing feat, Löffler explained the transformation from the bubbly original to the taught, focused TT that was springing to life on his page.

To my surprised, Löffler admitted the new TT was designed to look like Usain Bolt. And before you accuse me of being crazy, take a moment to look at the lines. They run taut and continuous like the sinew and muscle of a sprinter, all the way from the grille in the front to the rear spoiler. And with the hunkered-down posture of a pouncing cat, the new TT is far more aggressive than the previous cars.

There are touches of the sinister, too. The Audi rings, for example, are moved from the grille to the hood – just like an R8 – and the headlights look like the staring eyes of a predator.

These elements combined with the taut lines make this TT something decidedly more masculine and bellicose, at least by the subtle standards of German design, than the previous cars.

And those exquisite bodylines? They are all crafted from high-strength, practically aviation-quality aluminum, which make this the lightest TT ever – by more than 120 pounds.

While the reach from Usain Bolt to Audi TT is a big one, the jet fighter inspiration is plain to see in the interior. The wrap-around dash is shaped to look like the leading edge of an aircraft’s wing. And the exhaust nozzles look like the afterburners off an F14, albeit with HVAC controls cleverly built in. This is paired with a relatively simple center console that cocoons the driver – or should I say pilot – to create something a bit special.

The wrap-around dash is shaped to look like the leading edge of an aircraft’s wing.But the heart of the Audi’s new cockpit is the massive MMI screen right where you would expect to see an instrument cluster. Unlike so many other automakers that have shoehorned a small LCD screen in the middle of an instrument cluster, Audi has gone with a foot-wide TFT display that covers absolutely everything from your instrument gauges to your navigation map.

Audi designed the position of both the screen and the seats to ensure the display is visible to the passenger. For those who fear controlling the driver-centered screen from the center console would be an uncomfortable left-handed task for the passenger, it’s no different than if the screen were in the middle.

What’s more, Audi’s head tech engineer admitted to me that internal testing proved centering the infotainment screen in front of the driver is no less or more safe than the “standard” center-mounted system. Which, to me, is neither a positive nor a negative for Audi.

This means the new TT runs two completely isolated chipsets for the different aspects of the system, including a high-end Nvidia graphics processor. The two chips run synchronized down to nearly the microsecond. To ensure the equipment would hold up to the test of time, Audi engineers put it on the rack.

On our visit, Audi showed off its electronics test lab for the first time. Simply put, it’s the place where the electronic components of cars are tortured. It’s bizarre to see the parts of a car all wired to boards and being run through tests. That, however, is just what happens from the moment the car goes through preproduction until production stops.

The real answer is that we won’t know until the car is ready to be driven, which despite my imprecations, Audi insists it isn’t. What we do know is all very encouraging, though.

The car retains the beauty of the original, but now it actually looks like a car that you want to drive rather than just be seen in. Combine together the TT’s lightness and the fact that it boasts the same platform and insane TFSI engine as the S3, and it has the makings of a true sports car. And I should know; I got to drive the S3 while I was Ingolstadt, and my heart practically races to imagine that car with two seats and 500 fewer pounds to carry around.