It’s around 240km between Audi‘s Ingolstadt base and Porsche‘s Stuttgart headquarters. But when it comes to deciding on the best approach to building the best circa-$140k sports car, the two brands couldn’t be further apart.
Here we have two highly desirable sports cars that each tackle the same segment, but in very different ways.
Combining sharp lines and angles with gaping front air intakes and an aggressive squat stance, the Daytona grey TT RS is highlighted by a large honeycomb grille, matte silver wing mirrors, a fixed rear wing, and two twin-chamber, oval-tipped exhaust outlets.
‘TT RS’ badges and ‘quattro’ branding top off the exterior look, along with seven-spoke 20-inch Audi Sport alloy wheels, and an RS-stamped brake package, comprising red-painted calipers front and rear, cross-drilled discs up front, and solid discs out back. Of course, there’s also the TT’s signature alloy fuel filler cap.
Lower, sleeker, and cleaner than its fellow German, the GT Silver 718 Cayman S might not stand out as much as the more menacing-looking TT RS, however, you can’t help but feel that, equally, nor is it trying to.
From its pointier nose and flatter, more restrained front bumper, to its trademark side air intakes and purposeful rear end – the latter garnished with high-quality lettering and a deceptively cool adjustable rear wing that automatically rises up at 120km/h – the Porsche is classically en pointe.
Tying it all together are twin central exhaust pipes, 10-spoke 20-inch Carrera S alloy wheels, red-painted Porsche-branded calipers front and rear, and cross-drilled discs all around.
With our dynamic duo now well and truly introduced, it’s time to figure out which is best, which is more fun, and which one you should buy. Game on.
With two of the country’s hottest sports cars at our disposal, we wanted to take the pair to some equally exciting roads: insert our decided upon 330km-odd road loop, comprised of various road surfaces, two highway runs, and enough flowing corners and tight switchbacks to keep all and sundry entertained.
Drive loop sorted, we next had to decide on whom to bring along for the test. It was no contest.
One of CarAdvice’s most dedicated (read: tragic) Porsche fans, we threw in our very own Mandy Turner – someone so enthusiastic about Porsches, she not only owns a 356 replica, but also declared her love of our test car’s somewhat underwhelming paint colour, the second she laid eyes on it.
And with that, we were away…
Kicking off at a list price of $137,900 (before on-road costs), the 2017 Audi TT RS Coupe sneaks in just below the 2017 Porsche 718 Cayman S, which starts at $140,300 (before on-road costs).
From here, however, things get a little more complicated and a lot more expensive.
Starting with the TT, with $8550-worth of options fitted to our test car – highlighted by a 12-speaker Bang and Olufsen sound system ($1150), Daytona grey paint ($1300), and matrix LED headlights and OLED tail-lights ($3000) – its as-tested figure comes in at $146,450 (before on-road costs).
Shifting focus to the Cayman, opt for the seven-speed PDK dual-clutch automatic transmission ($4990) and the obligatory Sport Chrono package ($4990) – both fitted to our test car – and things quickly go beyond $150,000 (before on-road costs).
Add in the remaining $23,060-worth of additional options fitted to our tester, and our Cayman S comes in, as tested, at $173,340 (before on-road costs).
And, while extras such as active suspension ($2710), 20-inch Carrera S alloy wheels ($2710), torque vectoring and a mechanical limited-slip rear differential ($3190), and a sports exhaust system ($4330) all seem like a good idea, combined – along with ‘Connect Plus’ Apple CarPlay compatibility ($1090), and a 10-speaker Bose surround sound system ($2650) – they help make the Porsche $26,890 more expensive than the Audi.
What’s more, although we’re quoting MY17 prices for our MY17-spec test car, Porsche has recently announced MY18 Cayman S pricing, which brings figures up by $5500.
So what do you get for your money?
Well, go with the four-ringed Audi, and you get a turbocharged 2.5-litre five-cylinder with 294kW of power between 5850-7000rpm and 480Nm of torque between 1700-5850rpm.
Solely available with a seven-speed S tronic dual-clutch automatic transmission and quattro all-wheel drive, the TT RS Coupe claims 0-100km/h in 3.7 seconds, an electronically-limited top speed of 250km/h, and combined-cycle fuel consumption of 8.4 litres per 100km.
Prefer seeing a classic Porsche crest on your bonnet, and you also score a turbocharged 2.5-litre engine, however, the 718 Cayman S’s 2.5-litre powerplant is home to four horizontally-opposed cylinders and 17cc (or 17ml) more capacity.
Up on volume but down on cylinder count compared with the TT RS’s in-line five-pot, the Cayman S’s ‘boxer’ engine produces 257kW of power at 6500rpm and 420Nm of torque between 1900-4500rpm.
Down 37kW and 60Nm on the Audi, the rear-wheel-drive Porsche – even with just shy of $10-grand spent reducing its 0-100km/h time by 0.4 of a second – can’t match its all-paw rival for acceleration, with the mid-engined Cayman S claiming 4.6 seconds with the standard six-speed manual, 4.4s with PDK, and 4.2s with PDK and Sport Chrono.
The Porsche pips the Audi in terms of claimed top speed and fuel consumption however, with the two listed respectively at 285km/h and 7.3L/100km (8.1L/100km for the manual).
Standard kit on the Audi includes keyless entry and a push-button start, automatic LED headlights with high-beam assist, automatic LED daytime running lights and tail-lights, cruise control with speed limiter, an electric parking brake with auto-hold function, front and rear parking sensors, and a rear-view camera.
Audi’s configurable 12.3-inch digital ‘virtual cockpit’ display is also standard, along with a nine-speaker stereo, DAB+ digital radio, support for Apple CarPlay and Android Auto, and voice commands.
Keyless entry, automatic bi-xenon headlights with dynamic cornering function, automatic LED daytime running lights and tail-lights, cruise control, an electric parking brake, and front and rear parking sensors are all standard on the Porsche, as are 19-inch alloy wheels.
An eight-speaker stereo with DAB+ digital radio is also in the mix, as is a central 7.0-inch infotainment touchscreen and a 4.6-inch digital multi-display instrument binnacle screen.
Both cars come standard with engine stop-start technology, hill-hold assist, rain-sensing wipers, Bluetooth phone connectivity with audio streaming, satellite navigation, an auto-dimming rear-view mirror, and tyre pressure monitoring. Less cool is that a rear-view camera in the Porsche necessitates an outlay of $1690.
On that, safety-wise, while both two-door coupes offer six airbags each, only the Audi comes standard with attention assist, lane-keep assist, and blind-spot monitoring.
Blind-spot monitoring on the Porsche is a $1390 option. However, buyers have the choice of opting in adaptive cruise control for $2990, if they so wish – something not offered at all on the Audi.
It’s also worth noting, neither car currently holds an ANCAP safety rating of any kind.
Think ‘sports car’ and fantasies of epic road trips and flat-out track days flood the mind. The reality, however, is more commonly made up of the underwhelming daily grind and peak-hour crawls stuck in a sea of searing red brake lights.
Thus, a good sports car cabin has two roles to fulfil: be sporty when you want it to be, and comfortable when you need it to be.
Here, quite simply, it’s the Audi that wins out.
Hop into the Porsche and you’re quickly immersed into a very dark, very minimalistic, world. Well, minimalistic apart from the 37 buttons spread across the centre console and down the transmission tunnel, that is.
Predominantly black, with lashings of chrome, silver, and brushed-aluminium, the 718 Cayman S cabin is simplistic, if erring on being a little basic and somewhat drab.
Notable standouts include the Sport Chrono clock/stopwatch sunk into the dash top, the Porsche Communication Management (PCM) touchscreen, and the heated and power-adjustable 918 Spyder-derived multi-function GT-Sports steering wheel – an optional $660 smaller-diameter item fitted to our tester.
The Porsche’s standard plain black 14-way heated and powered memory sports seats, with electric lumbar support and power-adjustable front under-thigh support, are comfortable, although, they’re not particularly bolstered, and lack any visual treats such as contrast stitching or make/model-specific branding.
Drivers are, however, gifted a set of sports pedals and a traditional instrument cluster with a large central analogue tachometer, a digital speed read out, and an analogue speedometer that reads to 300km/h.
There’s also a trick steering wheel-mounted mode switch allowing those behind the wheel to cycle through ‘Normal’, ‘Sport’, ‘Sport Plus’, and ‘Individual’ driving modes, or depress a central ‘Sport Response’ button to gift the car 20 seconds of “maximum responsiveness”.
By contrast, the second you nestle your rear end into the Audi’s grey-stitched ‘RS’-embossed quilted-leather sports seats, the TT feels notably more modern and premium than the dearer Cayman.
The Audi’s 10-way power seats don’t provide the same memory function or power-adjustable front under-thigh support as those in the Porsche, however, they are still heated, and offer electric lumbar support and manually-adjustable front under-thigh support. Additionally, they feature pneumatically-adjustable backrest side bolsters.
In short, the Audi’s pews are not only visually a step above the Porsche’s, they’re also more supportive, better bolstered, and even more comfortable.
Although the top-spec TT’s flat-bottom leather and Alcantara multi-function RS sports steering wheel is only equipped with manual reach and rake adjustment, the firm wheel looks the part and feels brilliant in the hands.
It’s also home to a bright red engine start-stop button and the TT RS’s ‘Drive Select’ button – allowing drivers to choose from a choice of four driving modes: ‘Auto’, ‘Comfort’, ‘Dynamic’, and ‘Individual’.
Despite a similar use of darker trims and accompanying brightwork, the Audi’s more spacious interior is lighter, brighter, and airier than the Porsche’s, with brushed-aluminium highlights joined by Alcantara door inserts, stainless steel sports pedals, and classier ambient lighting. Optional $1700 ‘carbon atlas’ inlays fitted to our tester lift cabin ambience even further.
Not great are the TT RS’s disappointingly plasticy steering wheel-mounted paddle-shifters, which don’t hold a candle to the more solid metal items in the Porsche.
That said, it’s the Audi’s cutting-edge “innovative operating logic” in-vent climate and heated seat controls, and vastly customisable virtual cockpit, that really set it apart from its rival.
Neat and clever, the inclusion of both makes for a less fussy, less cluttered centre console and transmission tunnel. And, apart from all but excluding passengers from most infotainment-related exercises, raises the bar on interior design and ergonomics.
Whatever you think of the 718 Cayman S’s exterior or interior styling, cabin storage is not a strong suit of the two-seater.
If you’re a phone-out-of-the-pocket-type person, your options are limited to a compact glovebox, a shallow centre console bin attached to an awkward-to-get-to driver’s side release, or one of the Porsche’s effectively two sets of door pockets – a fixed front set and a rear set best accessed via a flip-down ‘wall’.
The centre console bin is home to the car’s sole USB port, while there’s also a small square ‘coin tray’ located behind the PDK gear selector, and two fold-out cupholders tucked away behind the silver passenger-side dash accent.
Need more space? There are two coat hooks and two small retractable-lidded tubs located behind both seats, while the Cayman’s handy two ‘trunks’ offer a combined 425 litres of storage – 150L in the nose, 275L in the bum.
If you don’t mind strapping down your luggage, the Porsche also has four tie-down points atop the engine cover, and four more in the boot.
It’s not a huge shock to learn that overall space and storage is better in the four-seat Audi. However, be aware, the TT RS’s ultra-firm and very upright 50:50 split-fold rear seats are coupled to practically zero head-, leg-, or toe-room. Even bags risk feeling claustrophobic back there.
The Audi only offers a single cupholder – teamed with an adjoining key-minding slot – but its felt-lined glovebox isn’t a bad size, its shallow door pockets are rubber-lined, and its centre console bin is deeper than the Porsche’s.
Then there’s a super-handy phone storage tub forward of the gear lever, with a retractable lid, two USB inputs, and an auxiliary socket. There are also two storage compartments under the front seats and two netted map pockets located behind them.
Further back you’ll find two coat hooks, a 305-litre boot – expandable to 712 litres with the rear seats folded flat – a cargo net, four tie-down points, and a 12-volt outlet.
Although a lot of a car’s interior, like its exterior, comes down to personal taste, in this case, the more contemporary, more spacious, more comfortable, more flexible, and more upmarket-feeling Audi is also easily the more appealing, attractive, and user-friendly of the two here.
With the logical stuff out of the way, we can now happily move on to the emotional.
Before being able to enjoy a good twisty road, you’ve got to get there first.
So, with our initial 55km of highway driving in the bank, we discover two things: the Cayman S is louder inside travelling at freeway speeds than the TT RS. And, despite manufacturer claims suggesting otherwise, the five-cylinder Audi proves more frugal than the Porsche’s turbo-four – the cars returning 6.7L/100km and 7.5L/100km, respectively.
Greeted by cold ambient temperatures and wet tarmac, it’s clear our selected challenging roads have, overnight, become even more so.
Regardless, when it comes to precision, it’s hard to comprehend anything better than a 718 Cayman S.
Beyond simply being ‘sharp’, the Porsche’s key controls – namely its steering and throttle response – are virtually immediate. Action something, ask the car to do something, and practically as fast as you can think it, it’s done.
With the car in ‘Sport’ mode and the gearbox in manual mode, the Cayman S – with its optional torque vectoring and mechanical limited-slip rear differential on board – is ultra pointy and super lively.
A terrific combination in dry conditions, on our decently wet test roads, the mix makes the car almost over-sharp and borderline twitchy.
Despite the Porsche’s Pirelli P Zero N1 tyres – 235/35s up front and 265/35s out back – doing their best to keep the thing on the road, feeling the car pivot around its mid-mounted engine once or twice, makes you only too aware that if you don’t treat the road with utmost respect, you could very well end up off it.
Although some may find the Cayman’s electrically-assisted speed-sensitive power steering a little weighty, it’s far from dull or wooden. In fact, so much feedback is imparted to the driver, the Cayman S feels like a more powerful, mid-engined Toyota 86/Subaru BRZ.
If that strikes you as an odd thing to say, consider that – in this tester’s eyes anyway – the Japanese twins still share in common one of the best, most exceptionally connected and engaging steering setups going around.
Speaking of 86s and BRZs, the Cayman S’s new engine…
Now, personally I have no issue or grudge with Porsche throwing out the previous car’s old 239kW/370Nm 3.4-litre naturally aspirated flat-six, and throwing in a new turbocharged flat-four. But let’s not kid about, the engine note is not a pleasant one, nor a smooth one, nor a particularly addictive one.
And, like it or not, the turbocharged 2.5-litre ‘boxer’ tucked behind the Cayman S’s seats does sound uncannily like the naturally-aspirated 2.0-litre FA20 tucked into the nose of both the 86 and BRZ – particularly around 6000rpm. It just does.
Also, there’s not even much turbo noise to appease the Fast and Furious crowd, and lag is most definitely present below 3000rpm.
Fortunately, the seven-speed PDK gearbox the engine is attached to, is simply awesome.
Whether you prefer swapping cogs via the paddle-shifters or leaving the transmission to its own devices, the shifts are fast, smooth, and almost imperceptible. It really is an excellent dual-clutch unit, and one that deserves every bit of the praise it receives.
Riding on Porsche’s 10mm lower optional ‘active suspension’, the admittedly firmly-sprung Cayman S does a largely commendable job of shrugging off the majority of road imperfections.
However, where the ‘Normal chassis’ suspension mode is definitely the better choice for around-town duties, there’s something undeniably ‘right’ about having the suspension in its stiffer ‘Sport chassis’ setting when giving it some beans – even on a damp, bumpy road.
The reward too, comes in the way the mid-engined Porsche remains impressively flat and balanced, almost regardless of how you drive it.
Sure, as mentioned, you’ve got to be smooth and deliberate with your inputs to prevent sending the backend sliding. But get the ratios right and, even with only two wheels putting power down to the wet bitumen below, the Cayman S can be astoundingly brisk.
Get the ratios wrong, and you’ll be most grateful for the consistently solid brake pedal under your panic foot.
Teaming four-piston calipers with 330mm and 299mm discs front and rear, the Porsche’s brakes are attached to plenty of feel, making accurate modulation easy.
At 4191mm long and 1832mm wide, the Audi TT RS measures 188mm shorter than the Porsche 718 Cayman S, yet 31mm wider. Riding on a 30mm longer 2505mm wheelbase, the 1515kg all-paw Audi is also 130kg heavier than the 1385kg rear-drive Porsche.
Interestingly, the TT’s 1564mm front track is wider than its 1543mm rear track, and both are wider than the Cayman’s (1515mm front, 1540mm rear).
Most surprisingly though, is that while the Cayman S is by far and away the more finitely precise tool of the two here, its meticulously honed and pointed nature borders on making the car feel somewhat sterile – despite its innately high levels of feedback and communication.
The TT RS, on the other hand, might lose out to its countryman in terms of outright exactitude, however it’s brimming with character and oozes naughty-boy charm.
A big part of this is the Audi’s ridiculously cool-sounding five-cylinder engine.
Able to pull seriously hard from low rpm all the way to just north of 7000rpm, the five-pot engine isn’t just more flexible than the Porsche’s four-cylinder ‘boxer’, but – thanks to the Audi’s standard two-stage RS sport exhaust system – it murders the Cayman S for ear porn too.
Filling the eardrums of those inside, or outside, with an intoxicating mix of tough exhaust note from out the back and at least some semblance of turbocharger induction noise from up front, the TT RS straight up sounds the business.
In worse news for 718 Cayman S fans, the five-cylinder also helps make the TT RS one properly quick unit.
With the Audi’s quattro permanent all-wheel-drive system, electronically-controlled multi-plate clutch, and electronic differential lock doing incredible things beneath you, even in less-than-ideal conditions, the TT RS is a fast car. Make no mistake.
Moreover, the confidence the whole package provides you with, makes it even quicker again.
Despite our very damp, very slippery, twisty test road making life difficult for the two-wheel-drive Porsche, the Audi – equipped with a matching set of four 255/30 Yokohama Advan Sport V105 R01 tyres – requires little to no finessing of inputs at all.
So planted and so secure is the TT RS, even mid-corner bumps that mandate some feathering and modulation in the Cayman S, necessitate little more than a point-and-shoot approach.
Understeer will rear its head if drivers become too ham-fisted, however, it’s hardly a weak point.
And overall, the Audi’s balance is not bad, with direction changes handled with far more agility and response than expected. That said, you can get the rear end to party pretty hard via some well-timed lift-off oversteer.
Underpinned by the Audi’s standard RS sport suspension plus system – with three-mode ‘magnetic ride’ adaptive dampers tied to ‘Auto’, ‘Comfort’, and ‘Dynamic’ modes – the TT RS rides well, even if sharper initial hits, such as contacting speed humps, can be felt quite solidly through the car and into the cabin.
In its most aggressive ‘Dynamic’ mode, the Audi isn’t quite as firm as the Porsche in its equivalent setting, nor does it feel as strapped down as the über-flat Cayman S. On a wet, bumpy, and pockmarked road, however, the slightly softer sprung TT RS handles most imperfections better than its rival, and is notably more forgiving.
The Audi’s lighter variable-ratio electromechanical power steering follows a similar suit, being slightly delayed and a little more remote than the near-telepathic system in the Porsche.
But, while drivers aren’t gifted quite have the same levels of feel and feedback as they’re afforded in the Porsche, it’s still positive, and light years away from the notoriously wooden and dead steering systems of Audis of old.
More so, you can still feel what the tyres are doing, what the front end is doing, and what the back end is doing. So, while you do miss out on some of the finer, granular ‘stuff’ coming through the wheel, you’re rarely left wanting for it either.
Also a little ‘spongier’ and slower to respond, are both the brake and throttle pedals – even in ‘Dynamic’ mode.
However, the Audi’s eight-piston front and single-piston rear brakes – partnered with 370mm ventilated and cross-drilled front discs and 310mm solid rear discs – deliver impressive stopping power, time and time again.
You do sit up noticeably higher in the TT RS than in the Cayman S, and some will find the driving position to be not quite as bang-on as it is in the Porsche. But the Audi’s seats are more comfortable when you’re sitting still and keep you more secure when pushing on.
Speaking of pushing on, driving ‘enthusiastically’, the Audi’s seven-speed S tronic transmission pops its way relatively quickly and slickly through the gears.
Working well with the car the majority of the time, it’s also fair to say it isn’t as crisp as the Porsche’s PDK, and it can be a little hesitant and indecisive around town in low-speed scenarios.
With a highway run back to civilisation completing our 330km round trip, it’s time to again check fuel figures. And once more, it’s the Audi that takes the crown for efficiency, but only by the slimmest of margins – 11.1L/100km for the TT RS versus 11.2L/100km for the 718 Cayman S. Now that’s close.
When it comes to ownership, it’s another narrow victory to the Audi.
Where the TT RS comes with a three-year/unlimited kilometre warranty with three years road-side assist, the 718 Cayman S comes with an identical three-year/unlimited kilometre warranty, however, its road-side assistance only covers owners for one year.
Scheduled services for the Audi are due every 12 months or 15,000km (whichever occurs first), and, while the brand does offer its ‘Genuine Care Service Plan’ on the majority of its vehicles, the TT RS is not one of them.
That means scheduled services for the first three years range in price from $675 (engine oil and oil filter at 12 months/15,000km and 36 months/45,000km) to $828 (engine oil, oil and pollen filters, and brake fluid at 24 months/30,000km), with service costs for the first three years of ownership totalling $2178.
Like the TT RS, the 718 Cayman S is also attached to 12-month/15,000km (whichever occurs first) scheduled service intervals, with scheduled services for the first three years priced from $695 (annual oil service) to $910 (inspection service).
All up, that means total service costs of $2300 for the first three years of ownership, and a final difference between the two cars of $122.
I think, if you want some fun, and you’re single, the Porsche is the car to buy.
Sound insulation isn’t as good in the Porsche – road noise is louder and it was the only one to develop the odd rattle – but the steering and throttle response is much sharper in the Cayman S than in the TT RS.
Obviously, being quattro, the Audi feels more grounded – you’re generally not really worried about the back sliding out or anything like that – but the Porsche feels a little bit more raw than the Audi. It’s a bit of a battle between the head (the Audi) and the heart (the Porsche).
For me though, while the 2017 Porsche 718 Cayman S is a great car, it is more suited to the enthusiast who really lives the Porsche heritage.
It’s great for those epic road trips or even a regular track day, and personally, I love the looks of the Cayman. Hell, I even love the new flat-four sound – although I know many don’t.
However, the 2017 Audi TT RS is the winner for me.
It’s a car you can use as an everyday driver, it’s comfortable, but it can also be the sports car you want it to be, whenever you need it to be.
You can push it to its limits with more confidence – thanks to its quattro all-wheel-drive underpinnings – and it makes you feel special with a swish cabin.
The Audi’s also the more affordable choice, and that makes it hard to beat.
Let’s be clear: if you’re genuinely tossing up between either an Audi TT RS Coupe or a Porsche 718 Cayman S, my hat is off to you. Well done, and yes, I am insanely jealous. Because regardless of which you choose, you are getting something utterly, utterly brilliant.
Both cars are beyond exceptional in the way they can destroy a set of corners, with the Audi’s wet-weather prowess being particularly mind-blowing.
That said, there must be a winner, and there is.
There’s no doubt our tricky test conditions favoured the Audi’s quattro drivetrain more so than the rear-drive Porsche’s. But despite this, the Porsche impressed throughout, and performed impeccably well.
It might be a touch tail-happy negotiating a slippery, bumpy back road, however, the sheer immediacy of the Cayman S’s steering, throttle, and chassis in general, is second to none.
In the end though, the goal of this twin-test was to find out which one of these two German sports cars is best, which one is more fun, and which one you should buy. So here are our answers.
In terms of outright dynamic ability and precision, the Porsche is best. No question. But which is best overall? That’s the Audi.
Far from being left behind by the Cayman S, with more grip, better traction, a more flexible engine, plus better stability, the TT RS proved quicker than the Porsche on the day, and did so while making its driver feel more spoilt.
Which is more fun? Inextricably linked to the previous point, again, the winner here is the Audi.
As odd as it may seem, in this case, it was the all-wheel-drive car and not the rear-wheel-drive car that ended up being the most fun.
As fantastic as the 718 Cayman S is – and it is fantastic – the new four-cylinder engine simply can’t deliver the sort of intoxicating experience Porsches have long been known for.
With its superb combination of pace, engine noise, and absolute proficiency at covering ground, the Audi was more entertaining, more enjoyable to drive, and attached to more theatre than the Porsche. It was also the car we wanted to get back into for more ‘spirited’ driving time.
Finally, which one should you buy?
Well, it may not surprise, but with the hat-trick, it’s the Audi.
Taking all of the above into consideration is one thing, but factor in the TT RS’s more affordable asking (and as-tested) price, its better standard equipment list, its greater practicality and flexibility, and its cold, hard brochure-drag performance figures – power, torque, 0-100km/h time – choosing this particular Audi over this particular Porsche simply makes sense.
That aside, let’s be honest and say that if you’re a serious Porsche buyer considering a Cayman S, you’re unlikely to even consider walking into an Audi dealership to look at, sit in, or drive a TT RS.
On the other hand, if you’ve bought yourself a new TT RS, and you’re perhaps thinking, ‘Oh man, maybe I should’ve lashed out and bought the Cayman S.’ Don’t. You’ve got yourself a genuinely cracking car. And it’s the genuinely cracking car we’d choose, too.
Click on the Photos tab for more 2017 Audi TT RS Coupe and 2017 Porsche 718 Cayman S images by Tom Fraser.
Listen to the CarAdvice team discuss this comparison below, and catch more like this at caradvice.com/podcast.