For 2009, the standard Audi TT (Tourist Trophy) took a back seat to the upper echelon TTS. You would almost think the 2.0-litre intro/base model had been forgotten this year as far as the media is concerned. Well, sometimes out of sight should not necessarily mean out of mind, especially if you’re looking for the maximum value to your dollar.

I’ve been a fan of Audi’s TT since it began production back in 1998. I purchased a 2000 model, which I’ll admit had some shortcomings, such as weight, horsepower, and reputation, but it was nonetheless an enjoyable car. Having also driven a 2000 New Beetle 1.8 Turbo during that time, I can honestly say that these two vehicles were very similar. Sure, the Beetle was a little bit more awkward, top heavy, and gangly in its performance, but nothing that a chopped top, tightened suspension, improved seats, flower vase-ectomy, and K03 turbo wouldn’t cure. Let’s face it. The pre-2008 Audi TTs were squashed bugs!

But those were the old days, and today is a new era. Those who think the Audi TT is the same car from its early beginnings have obviously not looked at or driven one lately. For one thing, it received quite an overhaul in 2008. The entire body was stretched nearly five inches in length and several inches in width. While the vehicle still maintains its fundamental jellybean shape, it’s much more aggressive and sport-like now. The TT has also received some light refinement touches, such as higher quality headlight and taillight assemblies, and an all-new front grille similar to that of the Audi R8.

The Audi TT has successfully pulled itself out of the fluff category, in both styling and performance. The old 1.8 T (Turbo) was a beautiful design. It featured a bulletproof engine capable of delivering a reliable 180 horsepower, but there was just one problem. The TT’s bloated body at 1,474 kilos (3,250 lbs) was just too much for it to handle. It shot off the line like an old stubborn donkey trekking across a cactus field (0-100 in 7.5 seconds). Not only did Audi add 0.2 liters (2.0-litre, 200hp) to its updated TT, but also its curb weight is now lighter at 1,406 kilos (3,100 lbs). This has dropped its 0-100 km/h launch down to 6.3 seconds, which is an improvement you can feel in the seat of your pants.

While the 3.2-litre V6 offers an extra 50 horsepower (250hp), a smoother ride, more exhaust growl, and a few more standard bells and whistles (quattro), there might be more worthwhile ways to spend $8,600. The 3.2 doesn’t add enough value to the package in my opinion. Its low-end torque advantage is only sabotaged by its extra weight. Instead, the 2.0 feels more ready, willing, and able.

In general, the handling characteristics of all Audi TTs are pleasantly balanced between sport and comfort, which is what makes it a great choice for the daily commuter. It is easy to drive, easy to live with, and its (pseudo-automatic) S-Tronic transmission offers both carefree driving during gridlock traffic or (manual) Formula 1 style paddle shifting on the track; a six-speed manual can only be had with the 3.2.

Another highly advertised feature of the 2009 Audi TT is its “magnetic ride” suspension system. On paper, the suspension used on the TT is described as a magnetized fluid within the struts (shock absorbers), allowing it to automatically adjust its ride quality to different driving conditions. It also allows the driver to switch stiffness levels from “normal” for long trips, to “sport” for high performance use. In real life, the “normal” setting feels very smooth and conforming. Flick the switch to “sport” and I could gradually feel the ride tighten up.

The interior is where the TT has always set itself apart from its VW brethren and just about everyone else in this segment. The layout, materials, and seats are almost the perfect balance between luxury, comfort, and sports appeal. I became an instant fan of the flat-bottom steering wheel, which almost made working the manual S-Tronic paddle shifters as much fun as the old-fashioned clutch and shift (some habits die hard). Behind the stellar-designed front cockpit of the TT coupe is unfortunately where the fun stops and the involuntary Yoga stretching begins.

The rear seat in the Audi TT coupe is a practical joke to those who think they might actually be able to contort their body to fit back there. This abomination to the words “rear seat” is obviously in place to make you feel like the car is more practical than it actually is, or if you have small children it would work for short trips.

Of course, if practicality to you is hauling stuff rather than people, the rear seat does fold down offering a surprising amount of cargo area. The roadster is at least more honest, offering a tiny trunk in exchange for an open air driving experience. The retractable cloth top comes standard with a (manual) “thrown back” design, which is relatively ease to use. So easy in fact, the optional electric drive seems unnecessary to me.

My grandpa used to say, “Sometimes the price of admission isn’t worth the value of the prize.” If you’ve ever seen a recent concert with Jessica Simpson, you’ll probably know what he was talking about. This is how I feel about the Audi TT lineup. While the V6, starting at $55,500 coupe/$59,800 roadster, is certainly a torque-a-licious option, it seemed somewhat burdened by its extra nose weight. The TTS, starting at $57,600 coupe/$61,900 roadster, offers some great features on top of its 272 horsepower, but I’d honestly be just as happy with a nicely loaded 2.0T Coupe (with added quattro) starting at less than $50,000 ($49,350); the base FWD TT starts at $46,900. In this day and economy, a penny saved is a penny that won’t cost you 12% interest every month for the next four years!