THE only thing missing from the line-up when Audi launched its new-look TT last year was some real power.

The latest version of the stylish little coupe is the best yet, sure-footed, capable and packed with class-leading technology.

But any car with sporting intent needs some horsepower and now, in the shape of the new S model, the TT range has it in spades.

It sprints from 0-62mph in 4.6 seconds and hits a governed top speed of 155mph, but it can also return 41mpg - as long as you don't try to achieve that while testing those acceleration figures, of course.

At the heart of those figures is a version of the standard 2.0-litre TFSI engine which has been tweaked to produce 310PS - and in such a light car, that's a very respectable figure.

Key to the extra power - the standard 2.0 TFSI produces 230PS - is a larger turbo and intercooler together with upgrades to pistons, con rods, valves and other oily bits.

Audi's quattro all-wheel drive system is standard to keep all that power firmly on the road, as is Audi drive select and magnetic ride.

Magnetic ride sounds like something from a 1950s science fiction film but is actually much more complicated than that: synthetic oil containing microscopically small magnetic particles circulates within the pistons in the shock absorbers.

When a voltage is applied to a coil a magnetic field is generated in which the alignment of the particles changes so that they are perpendicular to the oil flow, thereby inhibiting its flow through the shock absorber channels.

With me so far? Or, put another way, the firmness of the shockers can be adjusted on the move to cope automatically with varying road surfaces. Simple.

This level of control is carried over into the quattro system for the first time, allowing the driver to specify how the all-wheel drive system operates.

So, for example, in Dynamic mode, the bias shifts towards rear-wheel drive while in Auto mode optimum traction and balanced driving dynamics are given priority.

The Audi drive system also allows adjustment to how the steering weights up and the sharpness of the throttle response, among other things.

The steering is worthy of mention as the electromechanical system is far in advance of what many manufacturers are still producing - those vague and disconcerting systems in which the steering wheel suddenly feels like it's no longer connected to the front wheels as it passes through the dead centre position in the middle of a corner.

It all adds up to a car that feels solid and firmly planted on the road, even when pushed hard through tight corners. Inside, the TTS has the same 'virtual cockpit' that made its debut with the standard TT model last year.

Instead of conventional clocks and warning lights in the binnacle in front of the driver, the car has a screen that can be configured in a number of ways.

You can have a big rev counter with a digital speedo at the centre, or have a widescreen sat nav (or Google Earth, when specified) display with the speedo and other essential information integrated. You can also control your hands-free phone and music from the display using steering wheel-mounted buttons.

There's little doubt that the TTS is the current highpoint of the TT range, which now also includes a fabric-roofed Roadster.

The Roadster version of the TTS will be available in the UK in May. Doubtless, a fire-breathing RS version won't be far behind but for now, apart from the more expensive Porsche Cayman, you'll go a long way to find a better performance coupe.

The Audi TTS costs from £38,790 for the six-speed manual transmission version and £40, 270 for the six-speed S tronic version (which is slightly quicker than the manual thanks to its lightning-quick gear changes).

As with any car at this end of the market, you can spec up the TTS to a ridiculous price but it's safe to assume you should allow around £1,500-£2,000 for worthwhile extras like the Technology package that adds hard drive-based navigation and internet connectivity.