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With improved cabin space, the Audi TT Coupe does a better job of seating four than before, but it’s still barely a 2+2. The split-folding rear seats and hatchback-type tailgate give a good degree of versatility, however.

Prices start from £33,390, with options including the S-tronic dual-clutch automatic gearbox and 19″ wheels.

Solidly-built, rigid in structure and impeccably engineered, the TTS should prove reliable. Fit and finish is excellent, and the 2.0 TFSI engine is proving to be strong in other VW Group models (including the Golf GTI), as is the (optional) S-tronic gearbox, aka DSG, in Volkswagen-brand models. This is the engine’s most powerful, most highly-blown iteration, but it has received a reinforced cylinder block, modified piston pins, rings and connecting rods, upgraded valve seats and camshafts, a revised dual-mass flywheel and a different aluminium-silicon alloy cylinder head.

The Mk2 TT range is far stiffer in its construction than the first-generation model, with a lower centre of gravity, lighter-weight body, and wider front and rear tracks, all contributing to a much sportier, more rewarding drive.

The magnetic ride suspension (magnetorheological, to use the boffins’ terminology) depends on magnetic particles within the damper fluid, which are charged by a variable electric current: this changes the fluid’s density according to demand or driving conditions, and thus the resistance of the dampers. It makes for flatter cornering with less wallow - the suspension stiffens up - and the selectable Sport mode lowers the ride by 10mm for closer contact with the road. You can also select a later-intervention mode for the ESP stability control, to invoke a more on-the-edge feel, though only within conservative limits.

In truth, you’d have to push on pretty hard to notice much of a difference between this and a mainstream, non-magnetic Audi TT: the basic car is so good these days anyway, with superb balance and stability, and predictable, confidence-inspiring responses. Same goes for the engine: though the on-paper figures (155mph, 0-60mph in 5.4 seconds, or 5.2 seconds with the S-tronic gearbox) suggest Cayman-beating acceleration. The TTS, however, does not feel like a superlatively fast car, not least because it is so civilised. There is not a substantial advance in performance over the perfectly fast-enough 2.0 TFSI or heavier 3.2 V6, though where this engine does win out over the entry-level version is with its continued strength at the top end of the rev range, making for relaxed high-speed highway cruising.

Given then that the TTS, for all its lowering, stiffening and butching-up, is still more of a cruiser than a hardcore road-racer, it makes sense to opt for the S-tronic gearbox in place of the standard six-speed manual transmission. This smart set-up gives relaxed automatic-style progress, yet is super-quick to react when asked for rapid acceleration (it’ll change gears quicker than a driver could) and even allows for a nice, rewarding growl and throttle-blipping on downchanges. It’s so intuitive that there’s really little gain in trying to over-ride it in the ‘manual’ sequential-shift mode, unless you want to rev the engine to near-ridiculous levels.

The TTS is all very accomplished, then, but it doesn’t really offer enough of an advantage over the excellent 197bhp 2.0 TFSI - our favourite TT in the current range - to justify its higher price. And consider this: it’s an upmarket, specced-up version of a mainstream, relatively affordable car, whereas the Cayman is an entry-level ticket into another sphere, something altogether more rarified. To which would you aspire?

That well-engineered structure has been designed for optimum occupant protection in the event of a crash, though the Quattro four-wheel-drive system will help to keep you on the road in the first place. A retractable rear spoiler deploys at 75mph to aid high-velocity stability (an issue with early TTs).

Further safety kit includes stability control (specifically tweaked for the TTS for slightly later intervention, but still kicking in quickly enough to keep you safe), traction control, high-performance brakes (17″ discs, in the TTS), seatbelt pre-tensioners and front and side airbags, as well as an alarm.

The ride is firm but not over-hard, even in Sport mode, and the suspension does a good job over rough, uneven surfaces. Interior space is fine for two tall adults - though the rear seats are for small children or emergencies only - and there’s a good 290-litre boot space with the rear seats in place. Fold them down and there’s up to 700 litres of carrying capacity, making this a relatively versatile shooting-brake.

Standard Audi TTS spec includes alcantara/leather seats (all-black, or black/silver) and the S-specific trim. Full nappa leather upholstery is optional in four colour ways, though the black/red and black/orange are rather tarty. There’s a 14-watt sound system with single CD player and MP3 compatibility, electronic climate control and electric front windows, with sat nav optional.