BMW M2 vs Audi TT

What's the difference?

As the ultimate form of the current M2, the CS distils the best aspects of what everyone loves about BMW into one tidy little package.

The driving experience is nothing short of divine, even if the manual gearbox shifts could be better, while the firecracker engine kicks things up to a whole new level.

If only BMW offered more equipment and safety to round out the $140,000 pricetag, or maybe they should have leaned harder into the lightweight aspect and ditched the rear seats to make the M2 CS even more special.

At the end of the day though, the M2 CS is still an unbelievably appealing driver’s car, and I can’t wait to see what BMW has in store for the next one.

Audi is finally saying hooroo to this model which has made the world stop and stare like I did on that Parisian street all those years ago.

The Final Edition is a fitting tribute to this iconic sports car and I’m glad Audi didn’t go ‘OTT’ and deck it out with gimmicky features. 

At the same time the Final Edition’s big rear wing, blacked out badges, wheels and interior colour coding hint that this is not just any ordinary TT and those that know will know.

Farewell Audi TT, we hope something just like you but probably electric appears to stop us in our tracks again. 

We’re already big fans of the way the M2 looks, it’s just the right size and has the perfect proportions for a sporty coupe, and the CS just takes things to another level.

From the outside, the M2 CS scores a noticeably bigger bonnet bulge, as well as a vented hood to improve airflow.

The front splitter, side mirrors, skirts, bootlid spoiler and rear diffuser are also finished in carbon, and add to the car’s aggressive demeanour.

Filling the wheelarches are 19-inch wheels finished in black, but tucked behind those are massive drilled brake rotors and large calipers painted in red.

To call the M2 CS exterior design sporty would be an understatement, but we do have to point out that the Alpine White of our test car did look a little boring, despite the extra bling.

If we were buying one? We’d option the stunning Misano Blue hero colour with gold-coloured wheels to really turn heads around town and at the racetrack, although they will add another $1700 and $1000 respectively to the already dizzying price.

Inside, the M2 CS is let down a little by a spartan interior, which looks like it’s been lifted from the cheapest 2 Series coupe, due to the lack of climate-control screen.

However, BMW does try its best to spice things up with very tight-fitting bucket seats, an Alcantara steering wheel, CS-branded dashboard and that carbon-fibre transmission tunnel.

It’s definitely a case of function over form , but the lack of interior flare means you focus more on the road ahead than anything else, which is no bad thing when you have 331kW and 550Nm being sent to the rear wheels.

The Audi TT’s shape has morphed over the past 25 years from the cute, rounded bubble car that first appeared in the late 1990s to the more aggressively and sleek looking sports car with the sharp creases we see today.

Still, there are the familiar pumped-out wheel arches and, while not as prominent as it used to be, that arching roof and the way it flows down to those tail-lights and stumpy tail remains so true to the original TT.

The TT Final Edition has a more menacing and athletic look than the regular 45 TFSI its based on thanks to the S Line Competition Plus exterior package.

So you’re getting the big fixed wing, an aggressive front bumper, and the 19-inch alloy wheels in gloss black.

There’s a black package, too, which add the decals down the side, the blacked-out badges, the black exhaust tips and black wing mirrors.

My test car’s paint colour was Turbo Blue and you can see in the images of the cabin how Audi matches interior elements in the same colour. The contrast stitching on the seats also lifts the sporty feel into high-end territory.

It’s a simple cabin, though, free from busy buttons and giant screens and the incorporation of climate controls into the air vents is genius. 

If you’re wondering what the TT Final Edition’s dimensions are its 4191mm long, 1832mm wide and 1376mm tall. 

Measuring 4461mm long, 1871mm wide, 1414mm tall and with a 2698mm wheelbase, and just two doors, the M2 CS isn’t exactly the last word in practicality.

Of course, front passengers are afforded plenty of space, and the electronically adjustable bucket seats allow you to get into the right position to row through the gears and eat up the road.

Storage is limited, however, with average-sized door bins, two cupholders, a small wallet/phone tray, and that’s it.

BMW is generous enough to include a single USB port to charge your device, but its location, where the armrest should be, means you’ll have to get creative with cable management to make it really work if you want to keep your phone in the tray under the climate controls.

Predictably, the two rear seats are less than ideal for anyone tall, but there is plenty of leg and shoulder-room.

A small centre-storage tray is fitted back there, as well as Isofix points for the seats, but there isn’t a whole lot to keep rear occupants entertained. They'll probably be too frightened to care.

Opening the boot reveals a small aperture that will swallow 390 litres, and is shaped in such a way that a set of golf clubs or some overnight bags will fit in nicely.

There are some luggage tie-down points and netting to keep your belongings from rolling around, and the rear seats fold down to accommodate longer items.

The Audi TT isn’t going to cut it as a family car, but it’s more practical than a lot of people might think.

First this is a '2+2' sports car meaning those two rear seats are there for the odd occasion when you might need them, because the space back there is limited.

But for most of the time having a place to throw a jacket or extra luggage and not have to ask your co-plot to rest it on their lap will feel like absolute luxury.

Up front head and legroom is good, even for me at 189cm tall. Being a coupe the doors are long and although the car is low I found getting in and out easy.

There’s a pretty clever use of space when it comes down to cabin storage. You’ll find door pockets, a glove box, a covered centre console box and a hidey hole/wireless phone charger in the dash.

Back seat passengers have built-in shelves near their armrests. Surprisingly there are four cupholders - two of which fold out of the dash.   

The boot isn’t huge at 305 litres but you can fold the rear seats down to open up the cargo capacity to 712 litres.

So, compared to its two-seater sports car rivals, the TT is relatively and pleasantly practical.

Audi has taken the $84,000 TT Coupe 45 TFSI quattro and created this TT Final Edition with extra features for a list price of $88,749. 

Here’s what you’re getting. First there’s the 'S Line Competition Plus' exterior package which beefs up the TT’s looks with the big, fixed rear wing and 19-inch Audi Sport wheels in gloss 'Anthracite Black' with red brake calipers.

There’s also the black exterior package which brings the black Audi rings badging, black chunky exhaust tips, black side trims and Audi logo decals.  

Inside there’s Nappa leather S sport seats; an Alcantara and leather flat-bottomed steering wheel with paddle shifters; while the armrests, door handles and the centre console are covered by the 'Leather Package' which includes contrasting stitching.  

Metallic paint is also included as part of the Final Edition’s features. Ours was 'Turbo Blue'.

Much of the rest of the Final Edition’s features are shared with the TT Coupe 45 TFSI quattro and includes a 12.4-inch 'Virtual Cockpit' digital instrument display, sat nav, CD and DVD player, eight-speaker stereo, digital radio, Apple CarPlay and Android Auto, wireless phone charging and proximity unlocking.

Our car had a couple of options fitted - the privacy glass which is $950 and the 20-inch gloss black alloy wheels for $1600. 

Rivals to the TT include BMW’s Z4 which lists for $99,200, and its Toyota GR Supra twin for $87,380, while the Nissan Z Coupe is also part of that sporty coupe club at $75,800.

You might already know this but the TT doesn’t have a central media screen and that can appear odd in a new car world where big screens dominate the dashboard. 

Powering the BMW M2 CS is a 3.0-litre twin-turbo ‘S55’ six-cylinder engine, developing 331kW/550Nm.

With drive sent to the rear wheels via a six-speed manual or seven-speed dual-clutch automatic transmission, the M2 CS can accelerate from zero to 100km/h in 4.2 or 4.0 seconds respectively.

Peak power is available at a heady 6250rpm, while maximum torque comes on stream from 2350-5500rpm.

The M2 CS actually put out as much grunt as the outgoing M3/M4 Competition, because it uses the same engine, and to say the amount of performance on tap is explosive would be to talk up explosions. This is a serious amount of bang for your buck.

The M2 CS easily outclasses the likes of the 280kW/460Nm Jaguar F-Type V6, 306kW/410Nm Lotus Evora GT410 and 294kW/420Nm Porsche Cayman GTS 4.0.

I do have to draw attention to the manual gearbox of our test car, though, which was great, but not excellent.

With such engaging shifters fitted to the Honda Civic Type R, Toyota 86 and Mazda MX-5, I expected rowing through the gears would be nirvana, but it was merely OK.

The throws are a little too long for my liking, and it takes just a bit too much effort to slot it into the right ratio. Still, we should all be glad to see a manual offered here, and I'm betting it is still a better option for purists than the auto.

The TT Final Edition has the same 2.0-litre, four-cylinder, turbo-petrol engine as the regular 45 TFSI TT Coupe with the same 180kW and 370Nm outputs.

The TT is light, though, at only 1460kg and that grunt is enough to slingshot it from 0-100km/h in 5.1 seconds.

The transmission is an eight-speed dual-clutch automatic which sends drive to all four wheels.

Sure, the TTS has more grunt and the TTRS is nothing short of wonderful with its five cylinder powerplant, but the 2.0-litre engine in the Final Edition feels perfectly suited to what is a fun and engaging sports car.

Official fuel-consumption figures for the M2 CS are pegged at 10.3 litres per 100km, while our week with the car yielded a more realistic figure of 11.8L/100km.

Engine start/stop technology is included to keep fuel consumption down, but our week with the car was spent mainly in Melbourne’s inner-city streets, with three trips out of town looking for some winding country roads.

No doubt if we were more restrained with our throttle application, we could have kept that fuel consumption figure down, but a sub-12L/100km result is still great for a performance car.

Audi says that after a combination of open and urban roads the TT Final Edition should use 7.0L/100km.

My own testing took in a combination of the best country roads and worst city traffic and at the fuel pump I measured 10.9L/100km.

But most of my time was spent in 'Dynamic' drive mode with the fuel-saving idle stop system switched off. 

The TT's 55-litre fuel tank means you should have a range of about 785km.

Let me be clear; driving the M2 CS is a simply sublime experience.

The M2 was always close to the top of the best modern M cars, and the CS simply cements its position as the king.

Step inside and the bucket seats and Alcantara steering wheel make sure you know you are in something special.

Push the red starter button and the engine comes to life, with a racy growl from the new exhaust system that immediately brings a smile to your face.

Out on the open road, the adaptive dampers fitted to the M2 CS do a good job at soaking up bumps and road imperfections, but don’t expect it to suddenly become a comfortable and cosseting cruiser.

The ride is firm in all settings, but dial it up to ‘Sport Plus’ and comfort really takes a hit, especially on the uneven inner-city roads of Melbourne, with its criss-crossing tram tracks.

Escape the unkempt roads of the city for the smooth blacktop of the country, though, and the M2 CS really flexes its handling prowess.

The Michelin Pilot Sport Cup 2 tyres fitted as standard also help in this regard, and while the rear end will step out with 331kW pushed through them, if you want to stick to the racing line and clip that apex, the M2 CS is a more than willing participant.

The suspension isn’t the only thing that can be changed, however, with steering and engine adjustments also available.

We found the best setting to be maximum-attack mode for the engine and suspension, while keeping the steering in its lightest setting, and even with the steering weight turned way down, the feedback and feel from the road is enough to communicate exactly what the M2 CS wants to do.

BMW has definitely nailed the feel of the M2 CS, which almost eggs you on to go faster and faster.

When things get a bit too furious, it is also comforting to know that the massive 400mm front discs and 380mm rear discs with six- and four-piston callipers respectively are more than up to the task of scrubbing speed.

I only wish I could have explored the capabilities of the M2 CS in the more controlled environment of a racetrack, because out on the open road, the M2 CS definitely still feels like it has so much more to give. And everything about this car just screams Race Track Time. Loudly.

There are plenty of sports cars out there which are dynamically superb yet uncomfortable to sit in.

But the TT’s cabin is as ergonomic as it is stylish with a great, low sitting position and good pedal feel, a steering wheel that can be adjusted to be just right and still with plenty of space underneath for long legs like mine.

The shifter feels the right distance away, good visibility even out the rear window and plenty of ventilation.  And we haven’t even started driving yet.

The TT Final Edition felt to me how a TT should. Fun. Not overpowered nor brutally firm and not ridiculously loud.

Instead, my drive in the Final Edition, which took me along some of my favourite country roads, was one of the most enjoyable runs I’ve had in any car. 

This is a car which ‘listens’ to you and replies with exactly what you’ve asked for in the way it turns into corners and accelerates out of them, and pulls up when you need it too. 

There’s so much connection to the road, you can hear the sticks and stones flying up into the guards, you can feel the coarse chip bitumen through the steering wheel.

But it’s all so easy, too. The suspension is firm but soft enough that you can drive this daily. The steering is light but still with great feedback. 

Some sports cars leave you feeling exhausted, like you’ve just wrestled a bear but the TT Final Edition just leaves you feeling like you've been on a ride and all you want to do is run back around to line up and get back on it again.

This could be a deal breaker for you. The Final Edition, like all Audi TTs, falls short in terms of safety equipment compared to its rivals.

This third generation TT only managed four ANCAP stars out of a maximum of five when it was assessed in 2015.

This was due to the model not having AEB or lane keeping assistance or rear cross-traffic alert.

The only assistance features it has are blind spot warning and self parking (which is handy). It doesn’t even have adaptive cruise control.

There are two top tether points for child seats in the second row but please be aware that the TT was also scored low by ANCAP for child occupant crash protection.

If you do have children and are looking for something safer but still small and sporty, the BMW 2 Series Gran Coupe or Mercedes-Benz A-Class are excellent choices. 

Something to think about.  

Like all new BMWs, the M2 CS comes with a three-year/unlimited-kilometre warranty, which falls short of Mercedes’ benchmark five-year/unlimited-kilometre offering.

Scheduled service intervals are every 12 months or 16,000 kilometres, whichever comes first.

Buyers can opt for a ‘Basic’ or ‘Plus’ service plan that covers the car’s first five years, priced at $2995 and $8805 respectively.

The ‘Basic’ plan covers oil changes, air filters, brake fluids and spark plugs, while the ‘Plus’ service adds replacement brake pads and discs, wiper blades and clutch.

With an annual cost of $599 or $1761 for maintenance, the M2 CS is actually pretty affordable to service.

The TT Final Edition is covered by Audi’s five-year, unlimited kilometre warranty.

Serving is recommended every 12 months or 15,000km and although Audi doesn't have capped price servicing there is a five-year/75,000km plan which will cost about $3000 in total for regular maintenance. Yep, that's $600 per workshop visit.