Bosch European Motors

They include revised looks, increased standard equipment, and most important of all some extra power under the hood. Specifications for the United States are yet to be announced but in other markets the updated TT will be offered with a 2.0-liter turbocharged inline-4 with outputs of 194 (TT 40), 242 (TT 45) and 302 (TTS) horsepower. That compares to the current TT, which in these parts also comes with a 2.0-liter turbocharged inline-4 but only two outputs: 220 (TT) and 292 (TTS) hp. All engines in the updated TT are paired with either a six-speed manual or seven-speed dual-clutch transmission, and each power source is also fitted with a particulate filter. An updated TT RS is also in the works and should continue with the current model's 2.5-liter turbocharged inline-5 good for 400 hp. Beyond the powertrain upgrades, the updated TT features as standard a digital instrument cluster, driving modes selector, rain and light sensors, heated side mirrors, and a multi-function steering wheel. Also standard are illuminated USB ports and Bluetooth for wireless pairing of devices. A new feature is an available performance screen for the instrument cluster. Switching to this provides the driver with information on the engine output currently in use, as well as the torque and g-forces. You'll be able to spot the updated TT thanks to a revised grille with a more sculpted look to its frame. There are also larger intakes on the side of the front fascia. The designers have also removed the cap under the signature TT fuel filler flap. It means the driver can now insert the gas pump nozzle directly into the opening, just like on a race car. The standard wheels measure 17 inches in diameter but Audi offers 18-, 19- and 20-inch wheels, including a new Audi Sport design. The updated TT goes on sale in Europe late this year.

The Volkswagen Arteon has beaten premium models such as the Audi A5 Sportback and BMW 4 Series in previous tests, but in that company it was a good-value choice. At 拢34,590 in R-Line trim here, it鈥檚 the more expensive model this time, so is it worth the extra cash compared with the 508? Just as the 508 is based on architecture that underpins many models in the Peugeot line-up, the Arteon uses the versatile MQB platform, which is shared with Volkswagen cars such as the Golf. As with the 508, the VW uses MacPherson-strut suspension at the front and has a multi-link rear set-up. Our test car was fitted with optional adaptive dampers (拢820), which can be configured to deliver a softer or firmer ride depending on the drive mode you select from behind the wheel. The engine is a 2.0-litre four-cylinder petrol turbo that produces 187bhp and 320Nm of torque, and is linked to a seven-speed dual-clutch automatic gearbox. So while the Arteon is more expensive, you do also get an extra 8bhp and 70Nm of torque.

This R-Line model matches up to the 508 in GT-Line spec, and offers parking sensors, sat-nav, adaptive cruise and climate control, heated leather seats and LED headlights. On the technology side, there鈥檚 Bluetooth, smartphone connectivity, DAB radio and a 12.3-inch digital instrument cluster. The top of the dash and the door cards are made of soft-touch materials, with harder plastics only really found lower down, where you鈥檒l rarely come into contact with them. That, along with the excellent infotainment system, means the VW feels slightly more upmarket than the 508, but the design is drab in comparison. The driving position is much better, although you do sit slightly too high up. The Arteon鈥檚 larger steering wheel and precise steering set-up mean that while it doesn鈥檛 have a lot of feel, it鈥檚 the more natural car of the two to drive, and also the greater fun. It has lots of grip and the engine is more vocal than the Peugeot鈥檚, emitting a nice rasp when you rev it, but staying quiet when you don鈥檛.

The VW performed significantly better in our track tests, too; it was nearly a second faster from 0-60mph, and took just 6.6 seconds from 30-70mph through the gears. The 508 needed 7.9 seconds, because its auto box doesn鈥檛 shift as quickly as the Arteon鈥檚. However, the Peugeot鈥檚 slower shifts improve comfort at lower speed; the VW鈥檚 DSG sometimes clunks into gear when slowing down and speeding up again, for example at a junction. In manual mode the DSG is much better, though, because it responds quickly to inputs, and the more powerful engine makes the most of each ratio. The Arteon took 3.5 seconds to go from 30-50mph in third, a second quicker than its rival, and 12.2 seconds to cover 50-70mph in seventh (1.4 seconds faster). Adaptive dampers are a worthwhile extra, because in Comfort mode they even out rough roads well. Large potholes upset it a bit, but the VW is marginally more comfortable than the 508 overall in this setting. However, switching from Comfort to Normal or Sport modes undoes this, because there is almost no change to the handling, yet the ride does become uncomfortable as the dampers firm up.

There are loads of fine-tuning options if you select the Individual mode, so it鈥檚 possible to have the powertrain in its sportiest option and the dampers in their most comfortable setting. The Volkswagen has a bigger boot with the seats up, as well as a larger total volume with the rear seats folded, although at 1,557 litres, it鈥檚 only 20 litres up on the 508 in this configuration. A powered tailgate is a pricey choice, at 拢900; that is more than twice what the same option costs in the 508, although it鈥檚 not difficult to open the boot, so it鈥檚 not worth the extra for most people. There鈥檚 more space inside the Volkswagen for occupants than in the Peugeot, both in the rear and up front, where the cabin feels lighter and less cramped, thanks to the smaller centre console. A full-size spare wheel is included as standard in the Arteon, while you鈥檒l have to make do with a space-saver tyre that is limited to 50mph if you have a puncture in the Peugeot.