Can you make an iconic car even better? This is a challenge that Audi is prepared to take up. In its second generation, the TT has become even more emotionally charged, even more dynamic and even more passionate. With its leading-edge technology and charismatic design, it is a sports car without compromises. Its visual presence was a sensation, and its sporty character captivated the public: the TT that Audi launched as a coupé in 1998 and as a roadster in 1999 truly struck a chord with customers. Its shape came to represent a landmark in automotive design, an icon.
The design adhered to pure geometric lines, embodying a functional purity and austerity harking back to the Bauhaus style of the 1920s. Its core motifs were the circle - embodied especially strikingly in the wheel arches - and the curves of the roof line, front end and rear.
This timeless architecture imbued the Audi TT with the character of a genuine driving machine, attracting approval and admiration from all quarters. It also proved to be a major driving force for the brand as a whole - both in terms of design and in enhancing its sporty and emotional profile. The readers of a leading German car magazine voted the TT their “Sports Car of the Year”.
Showing due respect: the new design
Audi has assiduously retained and stylishly enhanced this genetic code. Whereas the design of the predecessor model was still additive, on the new TT the geometric shapes merge fluidly into a uniform whole. A low, narrow greenhouse is supported by slim pillars sitting on muscular, rounded shoulders; viewed side-on, it accounts for around one-third of the height. Compared with the previous model, the roof has been repositioned further to the rear, and the tail end extends further back.
The panelled body beneath it, accounting for the remaining two-thirds of the height, looks compact, poised and powerful. The convex and concave curvatures of its surfaces imbue the car with a sense of tension and motion, accentuating the character of an athletic body ready to sprint from the blocks. Substantial bracket-type handles and sizeable exterior mirrors with LED turn indicators complete the picture; the mirrors, designed to conform to the latest statutory requirements on size, provide a particularly wide field of view. The wheel arches, which describe perfect semicircles like their predecessor model, enclose wheels 16 or 17 inches in diameter, depending on the engine version. The striking design of its rim centres is again a distinguishing feature on the new TT. The tyres have grown in size to 225/55 R 16 and 245/45 R 17. Sizes of up to 19 inches in diameter are available as an option.
True to character: the interplay of light and shadow
The shoulder line, which runs parallel to the lower edge of the windows, and the strikingly rising dynamic line above the sill stretch the body visually and underscore its dynamic character through a subtle interplay of light and shadow. Above the rear right wheel is the legendary aluminium fuel tank cap, embedded in the shoulder section. It now sports a web running cross-wise, displaying the TT logo; the visible screws in the surround have disappeared.
There are ten metallic and pearl-effect colours to choose from for the bodywork’s paintwork: Silver, Condor Grey, Sahara Silver, Dolphin Grey, Phantom Black, Mauritius Blue, Deep Sea Blue, Petrol Blue, Garnet Red and Dakar Beige. Then there are three solid colours by the names of Ibis White, Brilliant Red and Brilliant Black.
Form and function: the drag coefficient of 0.30
Good design is always functional: the drag coefficient of the new Audi TT Coupé is just 0.30 - a remarkable advance on that of its predecessor, which had a drag coefficient of 0.34. Although the frontal area has grown in size from 1.99 m2 to 2.08 m2 as a result of the added width, the overall drag of the new TT clearly undercuts that of its predecessor.
When fine-tuning this model, as well as using the wind tunnel the developers were able to call on an ultramodern simulation program that covered no fewer than 30 million elements. It ran on an ultra-high-performance computer which, even with the combined capacity of 80 networked processors, took ten hours to calculate an aerodynamic model - and this was 50 times faster than its predecessor!
The front end of the new TT has been made more expressive and resolute in appearance. Its defining element is the single-frame radiator grille 
surrounded by a narrow chrome strip, singling out the TT at very first glance as a member of the Audi family; on the V6 models, it has a high-gloss black finish. Starting at the grille, two pronounced contours extend across the front lid to the A-posts. The front end’s design responds to the need to protect pedestrians; the same applies to the deformation properties of the engine compartment lid.
A distinctive feature: “winged” headlights
The slits beneath the single-frame grille and the large air inlets positioned at either side, in front of which the standard fog lights are located, hint at the 
potential of the new Audi TT’s engines. The lights sloping to a point - with chrome-look trims that are standard on the V6 versions and, in conjunction with xenon lights, optional on the 2.0 TFSI - underscore the mature presence of the TT Coupé. Their upper edges visually intersect with the light units, thus reinforcing the impression of resolve. Novel, reverse-curve plastic elements below the tubes, known as the “wings”, accentuate the spatial effect. Xenon plus headlights combined with daytime running lights are available optionally (standard on 3.2 quattro) instead of the standard halogen lights, and the adaptive light dynamic cornering light system is also available.
In contrast to the predecessor model, which adhered to the principle of symmetry, the rear end of the new TT is a distinctive structure, entirely separate from the front end. The trapezoidal cut-out around the number plate visually prolongs the flow of the rear lid.
The clearly visible, powerful exhaust tailpipes, the wide diffuser and the centred rear fog light echo the world of motor sport, to which the predecessor model added an illustrious chapter in capturing overall victory in the 2002 German Touring Car Masters.
Secret of the night: square light cubes at the rear
Audi likewise uses tubular reflectors with free-form technology at the rear. Thanks to their visual depth, they produce a strikingly three-dimensional effect, appearing to hover freely in their housings. Rectangular shields on the reflectors mean that other drivers following on behind perceive square light cubes.
As with the headlights, horizontal turn indicator strips delineate the bottom edge of the light units. On the TT with four-cylinder engine, the inner housing inserts are red, and on the V6 quattro they are of a dark colour (option on 2.0 TFSI). The third brake light features light-emitting diodes, as do the side turn indicators in the exterior mirror housings.
The spoiler of the new Audi TT Coupé blends lithely into the contour of the rear end, and when the car is at a standstill the only evidence of it is a barely noticeable lip. At 120 km/h it automatically moves upwards in a two-dimensional arching movement, driven by an electric motor via a four-link kinematic device, thus increasing negative lift at the rear wheels. It is automatically retracted again when the speed falls below 80 km/h. The driver can also operate it via a switch.
Technology tested in motor sport: smooth underbody
Thanks to engine encapsulation and the space frame design of the body, the TT’s underbody is smooth throughout almost its entire length, like on a racing car; this, too, reduces lift. The interaction of a wide variety of precision details is brought into play here, such as the way the underside of the rear silencer is sloped by seven degrees so that it acts as a diffuser.
The engineers implement cutting-edge technology in the development work performed in the Audi wind tunnel.
The facility is equipped with a belt that runs at the speed of the wind, allowing the wheels to rotate when the measurements are being taken. The balanced aerodynamic properties of the new TT represent the basis of its excellent road behaviour and stability right up to top speed.
The interior
The predecessor TT model was itself one of the few coupés on the market to bear all the hallmarks of a genuine sports car in the design of its interior. In the new model, too, the dynamic architecture of the exterior is echoed in the interior.
The most striking new feature can be found on the centre console. There are now three air outlets there instead of two, but the classic TT motif of the circular design has been retained. For the driver, the feeling is like wearing a made-to-measure suit. The driving area, the horizontal edge of which echoes the tornado line of the body, is perfectly tailored to the driver’s requirements.
Perfectly cut: driver-oriented centre console
The centre console is angled slightly towards the driver. It is visually supported on a wide centre tunnel, whose tall sides are contoured such that they are suitable for resting the knees against when cornering. The short gear lever knob and the rotary controls for the standard-fit automatic air conditioning, which regulates the temperature, volume and distribution of the air flow electronically, are particularly large and easy to grip, again following in the best TT tradition. All the switches and levers in the new Audi TT are where they would be intuitively expected.
The instrument cluster is housed beneath a dome that can be supplied trimmed in leather as an option. The two large scales for road speed and engine speed, recessed in tubes, are characteristic features; as before, they are in black, with red needles.
One new feature is a large digital speedometer in the display of the standard-fit driver information system, located between the instruments.
The new, standard three-spoke sports steering wheel, measuring only 36.5 centimetres in diameter, rests perfectly in the hands. Its substantial rim, 
trimmed with high-quality Nappa leather, is flattened at the bottom, similar to the design fitted in the Audi RS 4 and the Le Mans quattro sports car study - a nod to motor sport that also facilitates entry and exit.
Beneath the rim there is a light but rigid skeleton of diecast magnesium; this helps to keep the weight of the steering wheel plus airbag down to just 2.8 kilograms. A visual highlight is provided by the four Audi rings inside a circular surround on the impact absorber. As an option, the sports steering wheel can be supplied with controls for the radio and telephone, and there are two shift paddles on the versions with the S tronic dual-clutch gearbox.
Top-quality workmanship and perfection of styling are a matter of course for Audi. The soft foam-backed slush finish of the instrument panel with its leather-like grain is just one part of the optical and tactile overall concept.
Choice materials: leather and carpets
The rings of the air outlets are galvanised in an aluminium look. Other components - such as the gear lever, the door openers and the air conditioning and audio system controls - likewise have a subtly gleaming aluminium look; the pedal pads and the footrest are available optionally in stainless steel, and the inlays in the centre console and on the glove box in aluminium. The carpets are made from high-quality loop pile carpet instead of the velour that is otherwise customary in this class of car, and there are aluminium door sill trims in the side sills. The gear lever gaiter is in leather. On the 3.2 quattro, the handbrake lever, additional armrest on the centre tunnel and pull handles on the doors are also trimmed in leather.
There is a considerable range for customers to choose from when it comes to the materials and designs. There are seven different interior colours.
The TT 2.0 TFSI comes with cloth upholstery ex works, and the 3.2 quattro with a Leather/Alcantara combination - here, the side sections of the seat base and backrest as well as the head restraints are in leather, and the centre sections in Alcantara; both front seats can be heated.
For individualists: free choice of leather upholstery
For custom specifications, Audi offers the three leather grades Valetta, Fine Nappa and Leather/Alcantara (standard on 3.2 quattro). There will also be the Athlete leather upholstery and trim, with a distinctive colour and material combination. There are also three packages to choose from, featuring leather trim options for many of the interior components. Controls such as the rotary light switch and steering-wheel spokes as well as the rotary controls of the audio system and automatic air conditioning are in aluminium look as standard. An optionally extended aluminium package for the interior rounds off the range.
The body
As on the previous model, the body of the new TT is manufactured and painted in Ingolstadt. Final assembly of the vehicle takes place at the Györ plant, in western Hungary, where around 270,000 of the Audi TT Coupé and Roadster have been built since 1998. The ASF concept used for the body of the new TT has been applied as a hybrid construction for the first time. The three letters stand for Audi Space Frame - that ground-breaking aluminium technology that the brand developed at the start of the 1990s for the first A8 series.
In ASF technology, the body’s supporting structure is made of extruded aluminium sections and die-castings, with the aluminium sheet panels forming a positive connection and performing a load-bearing role within this structure. Depending on their specific task, the components of the ASF space frame have various shapes and cross-sections - like the bones in a human skeleton, they combine best possible function with lowest possible weight.
The optimisation process for the new Audi TT Coupé went into such depth of detail that even the weight, size and strength category of the punch rivets that connect many of the components were calculated on the computer.
Maintaining a good balance: steel at the rear
In the new TT, Audi has further developed ASF technology, and added high-strength steel to the material mix. Aluminium accounts for 69 percent of the weight of the overall body. Steel components are located principally at the rear of the floor panel. The doors and luggage compartment lid are also made of steel. This ensures that the axle loads are distributed evenly, thus considerably improving the handling of the vehicle.
The bodyshell of the TT weighs 206 kg, 140 kg of which is aluminium and 66 kg steel; were it built entirely of steel, it would be 48 percent heavier. Its low weight is one of the key factors behind the impressive road behaviour of the new TT Coupé. The unladen weight of the TT 2.0 TFSI is only 1,260 kilograms - putting it at the forefront of its performance class. The 3.2 quattro weighs in at 1,410 kg.
High-tech body-in-white: the cast nodes
The aluminium components of the ASF comprise 63 kg of sheet, 45 kg of castings and 32 kg of extruded sections. The extremely high-load castings are deployed primarily where high forces are introduced locally and where multi-functionality is required. A prime example is the A-post node - this is a high-tech component that connects the longitudinal member, sill, A-post and windscreen cross-member. Like all cast aluminium parts, it exhibits a geometry which is perfectly adapted to the flow of power, fully reflecting the expertise that Audi has acquired over many years of work.
The big advantage of extruded sections is their design versatility. For example, the side sills on the Coupé and the Roadster that is to follow at a later date are externally identical; on the inside, however, they have different thicknesses of ribs, giving them different strength characteristics. As a general principle, the extruded sections on the new TT are made from innovative aluminium alloys; they exhibit superior strength and therefore provide the opportunity to further reduce weight.
Joining techniques: Audi exploits its lead
Audi is likewise profiting from its vastly superior wealth of experience when it comes to joining together aluminium and steel components. Joining is performed in a variety of ways - punch-riveting, clinching and bonding. The problem of contact corrosion is solved by the use of an adhesive that forms a protective layer; camera systems monitor the application process during production, to ensure it is performed correctly. The joins are in addition sealed with PVC or given a preservative wax coating. To compensate for the differing degrees of expansion in the materials when they are heated - for instance during cataphoretic dip-priming - the workpieces have different geometries.
A fourth joining technology has now been added to the list: self-tapping screws, inserted by robots, melt the surface of the component as a result of the friction they cause, thus penetrating fully into the material, forming a positive connection with it.
Another innovative concept used on the new TT is the aluminium zero joint that is produced between the roof and the side section during laser-welding.
The new-style ASF on the Audi TT features properties that are outstandingly matched to a sports car. Its static torsional rigidity has been improved by around 50 percent over its predecessor. The technology simultaneously assures a high degree of vibrational comfort on board. It took only a few simulation cycles on the computer to arrive at a structure that suppresses incipient vibration and avoids transmission paths.
Calm pulse: body acoustically optimised
The measures employed to this end comprised high local rigidity at the points of introduction of the sound waves, improved soundproofing of the body and a more specific design of the metal panel areas. As well as the body, the developers optimised the drivetrain and suspension, resulting in an acoustically highly sophisticated vehicle.
Nor does the new TT entertain any compromises when it comes to crash safety, even though the relatively short forward structure means that only a limited amount of deformation space is available in the event of a head-on collision. Audi’s engineers solved this problem by calling on the experience they had gathered in developing the ultra-compact A2.
The longitudinal members in the forward structure comprise aluminium extruded sections towards the front and high-load castings in the transition to the passenger compartment. Together with the front cross-member and the subframe, which is bolted to the forward structure at six points, this assembly reduces and distributes the kinetic energy that acts in a head-on collision. It thus keeps the passenger compartment as intact as possible, allowing a coordinated form of interaction with the restraint systems.
At the rear end, there are large-volume members to protect the passenger compartment.
High-strength aluminium profiles in the doors and robust side sections resist the worst of a side impact. The floor of the passenger compartment is reinforced by transverse extruded sections. A roof frame reinforced in specific areas affords a high level of protection in the event of a sideways roll-over.
The car’s passive restraint systems are also state-of-the-art. Depending on the severity of the impact, the driver and front-passenger airbags are activated in two stages; they receive their signals from an up-front sensor that detects a collision particularly early thanks to its installed position at the nose of the vehicle. Belt tensioners and belt force limiters on the front seats protect the driver and front passenger.
The steering column has a defined crumple zone of 100 millimetres. A mechanism uses the relative movement between the bulkhead and the driving-area cross-member to swing the pedals away from the driver’s feet.
Side airbags are fitted on pillars inside the front seat backs to protect the occupants’ thoraxes and heads. The Audi backguard system supports the back of the head by means of the head restraint in a rear-end collision, to counteract the danger of whiplash injuries.
Growth programme: longer and wider
The dynamic look of the new Audi TT also stems from its changed proportions. The TT Coupé is 137 mm longer and 78 mm wider than its predecessor, but only 6 mm higher. It is now 4,178 mm long, 1,842 mm wide and 1,352 mm high. The TT’s wheelbase is 2,468 mm (plus 45 mm).
This growth has by and large been translated into increased space inside: it has become measurably more spacious and also subjectively more airy. Inside, the car is now 75 mm longer, at 1,577 mm. The front shoulder width has increased by 29 mm to 1,352 mm, while the rear shoulder width has increased by 23 mm to 1,206 mm. A convenient entry function on the front seats facilitates access to the rear.
The backrests of the rear bench seat are made from plastic, saving 1.2 kilograms in weight compared with a conventional sheet metal design. Their adjustment system, too, is novel: the lower joints are sufficient to lock them in place, and the additional mechanism at their upper edge has been eliminated.
If the symmetrically divided backrests are folded down - this can be done easily both from inside the car and through the luggage compartment - the 290-litre luggage compartment grows in size to 700 litres, resulting in a 1.70-metre long space that is ample for two golf bags plus auxiliary kit, or for large suitcases and bags.
The luggage compartment has straight surfaces around its periphery, there are lashing points to secure items of luggage and a storage compartment in the side trim. The breakdown kit is located beneath the luggage compartment floor.
Even greater practical utility: the storage package
With these practical everyday features, the TT sets new standards in the sports coupé class. A storage package comprising a luggage net for the luggage compartment, storage compartments beneath the front seats and nets, is available as an option. Cup holders on the centre tunnel and a storage compartment are standard, and the door pockets hold drinks bottles of up to 0.7 litres in size. There is a separate compartment for eye glasses in the glove box.
The driver’s and front passenger’s sports seats are fitted even lower down than in the predecessor model. These provide a truly sporty seating position, a high degree of comfort for long-distance driving and firm side support thanks to the substantial foamed side sections. Their adjustment travel both longitudinally and vertically has increased. A four-way lumbar support and electric adjustment of the entire seat are available as an option. The side armrests are of a particularly comfortable design that makes them appear to grow organically out of the door trims.
The drivetrain
The new Audi TT Coupé is available from launch with a choice of two transverse petrol engines - one a four-cylinder turbo, and the other a naturally aspirated V6. Both power units provide it with impressive pulling power and top performance. Their output enables the lightweight coupe to perform impressively on the road.
- 2.0 TFSI developing 147 kW (200 bhp), 280 Nm
- 3.2 V6 developing 184 kW (250 bhp), 320 Nm
The 2.0 TFSI
The direct-injection four-cylinder turbo engine that goes under the abbreviation TFSI has a displacement of 1,984 cm3. An international jury of experts voted it “Engine of the Year” for two years in succession, in 2005 and 2006, thus paying fitting tribute to its innovative technological package. The TFSI combines FSI petrol direct injection, which Audi developed, with exhaust turbocharging - an ideal alliance.
An FSI engine makes better use of the fuel than a conventional engine with indirect manifold injection: it delivers more power and dynamism. Its fuel consumption at frequently encountered part loads is lower. This superior efficiency demonstrates once again what Audi means by its “Vorsprung durch Technik” slogan. Audi’s petrol direct injection concept first supplied compelling evidence of its superior potential in June 2001, when an FSI engine took the sports prototype to a resounding overall victory in the Le Mans 24 Hours. Numerous other wins followed over the next four years.
The technology
In FSI technology the fuel is injected from a high-pressure accumulator at intervals of every few milliseconds at a pressure of between 30 and 110 bar, directly into the combustion chambers.
There are flaps located in the intake tract operated by actuating motors, directly in front of the intake valves.
The flaps induce a rolling type of movement in the incoming air. The injectors atomise the fuel into this “tumble” inside the combustion chambers, at a cone of about 70 degrees.
During direct injection, as the fuel evaporates it extracts heat from the combustion chambers. This effect was used by the development engineers to overcome the fundamental problem faced by all turbocharged engines - the high amount of heat generated, and the engine’s resulting tendency to knock, necessitating a reduced compression ratio. For the TFSI, Audi has been able to achieve a compression ratio of 10.3:1, a figure hitherto achieved only by naturally aspirated engines. This significantly improved the engine’s thermodynamic efficiency.
The continuously variable intake camshaft contributes towards optimum cylinder filling across the entire engine-speed range; the valves are actuated by low-friction roller cam followers. The pistons are made from a highly heat-resistant aluminium alloy with a cast-iron reinforced piston-ring carrier zone - they are particularly light in weight and are designed for a combustion pressure of up to 125 bar. Two balancing shafts rotating at double the speed of the crankshaft compensate for the second-degree inertial forces and also achieve a high standard of acoustic comfort.
The turbocharger’s charge-air cooler is installed immediately ahead of the engine cooler - in a thermally ideal position in which it also catches the airflow of the electric cooling fan. Cooling of the compressed air increases the charging efficiency of the cylinders. Crucial details of the charger have been revised - its optimised turbine wheel, for instance, results in a higher degree of efficiency and a superior response. The turbine housing is made from a single grey cast iron component, together with the exhaust manifold.
280 Nm: the two-litre engine is a torque supremo
The TFSI performs all the tasks that it is presented with adeptly and confidently. The undersquare four-valve engine runs with refinement, responds spontaneously to the throttle and revs up effortlessly. Its constantly high propulsive power ranks as its most notable virtue. The two-litre engine puts 280 Nm of torque onto the crankshaft even at engine speeds as low as 1,800 rpm, and is able to keep this high level of torque constant up to 5,000 rpm. The nominal power output of 147 kW (200 bhp) is delivered between 5,100 and 6,000 rpm. The 2.0 TFSI accelerates the Audi TT to 100 km/h in just 6.4 seconds (in the version featuring the S tronic dual-clutch gearbox) and on to a top speed of 240 km/h. It clocks up 100 kilometres on an average of 7.7 litres of premium-grade fuel, irrespective of transmission type.
The 3.2 V6
Even more power is on tap from the V6 engine with its 3,189 cm3 capacity. It achieves a peak torque of 320 Nm at engine speeds as low as 2,500 to 3,000 rpm, and an output of 184 kW (250 bhp) at 6,300 rpm. Many aspects of it have been revised compared with the version in the previous TT model. The reconfigured mapped characteristic ensures that the engine responds to the throttle even more spontaneously and with more “bite” in all engine speed ranges.
On the road, the 3.2-litre unit reveals itself to be high-torque and high-revving. It produces a fascinatingly sonorous response that also accentuates the intake sound at all engine speeds, whereas the sound produced by the four-cylinder version is primarily based on the exhaust spectrum. The TT 3.2 quattro with the six-speed gearbox sprints from a standing start to 100 km/h in 5.7 seconds (with S tronic). Its top speed is 250 km/h (governed). Average fuel consumption is 9.4 litres per 100 km (with S tronic).
The V6 is suitable for installation transversely to the direction of travel. This has been made possible by its extremely narrow included angle of 15 degrees between the cylinder banks; both banks share the same cylinder head.
Both camshafts can be adjusted continuously, for more effective cylinder filling - by 52 degrees at the intake end and 42 degrees at the exhaust end. The engine is fitted with a variable intake manifold for the same purpose.
The transmissions
Both engines in the new Audi TT Coupé can be equipped with two transmission variants. The standard spec is a six-speed manual gearbox in a lightweight magnesium casing.
One dynamic highlight that gives the TT a unique status within the competitive field is the optional S tronic, which combines the advantages of an automatic transmission with those of a manual gearbox. Thanks to innovative dual-clutch technology, the transmission can change its six gears in a breathtaking 0.2 of a second, without interrupting the power flow. The TT driver benefits from fascinating agility and ultra-convenient gear changing in equal measure.
The S tronic is basically two three-speed transmissions, each with their own clutch, accommodated in a single housing. The two multi-plate clutches are located up against each other. The first one serves the odd-numbered gears and reverse, and the second one serves the even-numbered gears. Two input shafts sharing the same axle are connected up to them, with a solid shaft running inside a hollow shaft.
When the TT is being driven in third gear, for instance, the second clutch is disengaged. As the transmission computer assumes that a driver who is accelerating is about to change to fourth gear, it already engages that pair of gears in anticipation. As soon as the shift command is given, the first clutch is disengaged and the second clutch is engaged almost simultaneously. This process takes just a few hundredths of a second and is performed without the need for the driver to release the accelerator and without any noticeable interruption to the power flow, but very smoothly.
Always well informed: networked control
Every transmission speed is assigned a conventional switching unit, as a result of which it is for instance also possible to change directly from sixth to second gear. This function is controlled by an electro-hydraulic device; the computer that is responsible for it is networked with the engine and suspension management, which supplies all the key information it needs to operate. The electronically controlled throttle blip in the manual and S modes reinforces the impression of ultra-dynamic gearshifts.
The S tronic can be operated by means of the one-touch lever or, in motor racing style, manually by the shift paddles on the steering wheel. There are furthermore two fully automatic operating principles available, N for Normal and S for Sport. The S program is configured for later shift points, earlier downshifts and shorter shifting times. Even in the two automatic modes, it is possible to switch temporarily to the manual plane via a one-touch function.
The oilbath-running multi-plate clutches that the S tronic uses can realise various starting characteristics ranging from a gentle start on a slippery surface to sporty acceleration under full load. Another dynamic feature in the TT is the launch control - a start program delivering optimum acceleration from standstill for the TT.
quattro drive
The Audi TT with the four-cylinder TFSI is fundamentally a front-wheel-drive model, whereas the V6 features permanent four-wheel drive. Its quattro drive system, developed specially for transverse-mounted engines, operates with an electronically controlled and hydraulically actuated multi-plate clutch. In order to improve the distribution of axle loads, the clutch is positioned to the rear of the TT, at the end of the propshaft in front of the rear axle differential.
The package of plates, which runs in an oilbath, can be compressed under a controlled pressure potentially as high as 100 bar - the greater the pressure, the higher the drive torque that the clutch can transmit to the rear axle.
The structure, comprising a separate oil supply and two axial-piston pumps, permits a pressure buildup with lightning speed. In normal driving conditions, the clutch directs 85 percent of the torque to the front wheels, but in extreme circumstances it is able to transmit as much as 100 percent of the forces continuously to one of the two axles.
Compared with the unit in the predecessor model, the service intervals for the quattro drive have been doubled to 60,000 kilometres. The mechanical construction and the precision of the control function have likewise been further enhanced, and the mapped characteristics given sporty settings. The clutch’s control unit evaluates a large variety of data, including wheel and engine speed, road speed and engine torque. It also identifies the driving situation and the driver’s intentions, and takes them into account in its control strategy.
This adaptive distribution of torque enables the quattro drive system to achieve particularly high traction and outstanding acceleration. It also provides ample reserves for the transmission of cornering forces - assuring TT drivers optimum safety and lots of driving fun whatever the conditions. The competitors in this segment have no comparable solutions to offer.
The chassis
The latest generation of the TT demonstrates even greater levels of dynamism and agility than its predecessor. On the North Loop of the Nürburgring, the toughest test track in the world, the new TT Coupé knocks 15 seconds off the time its predecessor achieved - a truly substantial difference. The main reason, apart from the fact that its centre of gravity has been lowered by nine millimetres to 311 millimetres, is its elaborate new chassis.
The aim was to achieve a neutral to mildly understeering self-steering behaviour right up to the limits of handling. The measures that the developers implemented affected all components and assemblies, ranging from the wider track, through larger tyres and redefined elastokinematics, to the completely re-engineered rear axle. The progress that they achieved really can be felt - particularly compared with the chassis of the first generation, which the trade press already rated very highly.
The front suspension
The front suspension, with a track of 1,572 millimetres - an increase of 44 mm - features a design principle that had already proved highly effective in the new TT’s predecessor, a McPherson structure with triangular lower wishbones. The pivot bearings, the subframe and the wishbones are now made from aluminium, significantly reducing the unsprung weight - by 2.5 kilograms for the transverse links alone.
The subframe is bolted rigidly to the body, thus imparting the forward structure with exceptionally high rigidity. New linear pistons in the shock absorbers permit an even finer balance between dynamism and comfort. The instantaneous centre was raised by 22 millimetres to 64 millimetres, as a result of which the degree to which the body tilts sideways is less pronounced, appreciably benefiting a sporty driving style.
The steering
The direct-ratio electromechanical rack-and-pinion steering, the servo assistance of which is governed as a function of road speed, is new on the Audi TT. It combines precise, firm steering feedback with minimal sensitivity to excitation from the road surface, and operates on far less energy. Because the electromechanical system only cuts in when it is needed, it saves on average 0.2 litres of fuel per 100 kilometres, depending on driving conditions.
The rear suspension
One crucial area of progress compared with the torsion-beam rear axle concept of the first generation is the four-link rear suspension on both the quattro and the front-wheel-drive versions. The track measures 1,558 millimetres, an increase of 45 mm on the previous model. Apart from the subframe, which is made from aluminium instead of sheet steel and accommodates the extra differential, the design on the 3.2 quattro does not differ appreciably from the front-wheel-drive version, and the luggage compartment capacity is identical on both versions.
The four-link principle used on the TT combines a compact design with low weight and, above all, superior handling. Its particular strengths stem from the functional separation of longitudinal and transverse forces.
The longitudinal links absorb the driveline and braking forces, and their relatively soft mounts provide outstanding ride comfort. On the other hand, the three wishbones per wheel - the spring link, the upper wishbone and the tie rod - are attached very rigidly to the subframe, for optimum handling characteristics. As on the front axle, the subframe is bolted firmly to the body, lending the rearward structure additional rigidity.
Numerous lightweight-design components help to reduce the unsprung weight effectively; all control arms, for instance, are made from high-strength grades of steel. Separate springs and shock absorbers provide the necessary vertical support. The twin-tube gas-filled shock absorbers are located close to the wheels, thus maximising the width of the luggage compartment.
In summary, all these individual features add up to a very sporty concept. The new TT obeys steering movements with exemplary precision and spontaneity, and its body movements are kept to the bare minimum. The self-steering behaviour is neutral right up to a very high handling limit, which signals itself to the driver through slight understeering. The elaborately configured elastokinematics specifically of the rear axle assure this.
In the version with the steel chassis, the suspension of the new TT Coupé is firm but in no way uncomfortable - it yields sensitively and discreetly senses the road surface’s properties.
Wheels and brakes
Compared with its predecessor model, the wheels of the new Audi TT have become larger. The TT Coupé 2.0 TFSI features 16-inch cast aluminium wheels, fitted with 225/55 R 16 tyres. The 3.2 quattro features forged 17-inch lightweight alloy wheels, fitted with 245/45 R 17 tyres. For drivers who prefer an out-and-out sports style, there are three designs of 18-inch wheels with 245/40 R18 tyres to choose from. quattro GmbH can in addition supply wheels of up to 19 inches in diameter for the Audi TT, with size 255/35 R 19 tyres.
All 17-inch and 18-inch wheels come with tyres with reinforced sidewalls. Run-flat tyres of this kind are able to continue for 50 km after suffering a total loss of pressure at a vehicle speed of 80 km/h, without the driver noticing any significant deterioration. As a further option, Audi can supply an enhanced tyre pressure monitoring system. It still calls upon information supplied by the ABS sensors, but identifies precisely which wheel may have suffered a puncture by monitoring the specific characteristic oscillation of the tyres.
The brake system is entirely new; it is tailored exactly to the profile of a sports car. All Audi TT models are fitted with disc brakes on every wheel. Newly developed brake pads on the front wheels generate around 15 percent higher friction, improving both braking response and performance.
High braking performance: 17-inch system
On the four-cylinder version, the front discs are ventilated and measure 312 mm in diameter; the rear discs have a diameter of 286 mm. The 3.2 quattro has a 17-inch brake system with four ventilated discs: the diameters are 340 mm at the front and 310 mm at the rear. The brake calipers are also available in iron grey as an alternative.
The brake servo has acquired a new ratio. As far as the driver is concerned, this means a very direct pedal feel with extremely short free travel and progressive braking action. The brake servo acts spontaneously and the braking performance can be controlled outstandingly across the entire range of deceleration.
The newly developed ESP electronic stabilisation program is designed both to suit the typical driving style of a sports car and to operate harmoniously with smooth, acoustically gentle intervention. Particular emphasis has been placed on shortening the braking distance. Its capabilities include dry-braking the discs in rain by intermittently applying the pads briefly to the discs. Brake assist is also featured.
Audi magnetic ride - high-tech damping
Audi magnetic ride is the name of the optional damping technology that resolves the age-old conflict between comfort and driving dynamics without countenancing any of the otherwise unavoidable compromises. As a continuously adaptive system, it adapts the damping characteristic to the profile of the road and the driver’s gear-shifting habits within just a few milliseconds. None of the TT’s competitors has such an efficient high-tech solution to offer. Audi magnetic ride is available as an option for both engine versions.
The shock absorber pistons on the TT do not contain conventional oil, but a magneto-rheological fluid - a synthetic hydrocarbon oil in which microscopically small magnetic particles measuring between three and ten microns are enclosed.
When a voltage is applied to a coil - by means of a pulse delivered by a control unit - a magnetic field is created in which the alignment of the particles changes. They position themselves transversely to the direction of flow of the oil, and so inhibit its flow through the piston channels. This alters the characteristic of the damping characteristic much faster than is the case in conventional adaptive dampers.
Two programs: comfortable or crisp
Audi magnetic ride provides the right degree of damping force at each individual wheel in every situation. The control unit, supplied by complex sensing technology, constantly analyses the situation. Starting from the “Normal” setting, the driver can also activate the “Sport” mode via a button on the centre console. These two programs establish clearly distinctive characteristics.
In the basic mode - when the oil is more viscous and the degree of damping less pronounced - the TT rolls surprisingly smoothly; this is ideal for long-distance driving or uneven road surfaces. In the Sport mode, by contrast - when the oil is less viscous - it reveals an extremely dynamic character that is manifested by a resolutely firm grip of the road surface. Rolling movements are suppressed from the very moment the steering is turned even more effectively than in the basic suspension setting, and the steering response is further improved. The self-steering behaviour is further optimised by the specific stabilisation provided for each individual wheel, resulting in a driving feel reminiscent of a go-kart.
Standard equipment
With basic prices of EUR 31,900 for the 2.0 TFSI and EUR 39,900 for the 3.2 quattro, the new TT Coupé is pitched at the same level as its predecessor. The four-cylinder version, with 10 bhp more than the first generation, costs only EUR 500 more, and the price of the V6 has actually stayed the same. Considering the increased size, the new technology and the substantially broader range of equipment, the new TT generation is an incomparably attractive product family.
The standard equipment of the TT reflects the character of the TT Coupé: it is insistently sporty but in no way spartan, offering every creature comfort that even dynamic drivers could wish for.
Keen accents: the large wheels
The first external sign of the new Audi TT’s potential is provided by its large aluminium wheels. They measure 16 inches on the 2.0 TFSI and 17 inches on the 3.2 quattro - an extra inch compared with the predecessor model. The V6 sports a black high-gloss radiator grille and specially designed headlights and rear lights, with factory-fitted xenon plus headlights including daytime running lights.
Front fog lights and electrically adjustable exterior mirrors - including heating on the V6 - are part of the standard specification for both versions. The automatically retracting spoiler and the exhaust system with two tailpipes provide visual touches at the rear end. A further distinguishing feature of the 3.2 quattro is the individual tailpipes on the left and right, whereas the 2.0 TFSI has both tailpipes grouped as a pair on the left-hand side.
In the interior of the TT, a number of components are finished in aluminium look, while the inlays in the centre console and on the glove box are in Micrometallic grey. Two drinks holders are integrated into the centre tunnel. The sports seats can also be height-adjusted and the sports steering wheel is trimmed in Fine Nappa leather. The 3.2 quattro has heated seat upholstery in leather and Alcantara, and operating features such as the door pull handles are also trimmed in leather.
The automatic air conditioning system regulates the heating and ventilation depending on the angle of sunlight. The driver information system shows information for the on-board computer on its display, and also shows the road speed in digital numbers. Electric window lifts, central locking with radio remote control and the “chorus” radio - it belongs to the new generation of audio systems with its CD drive, the three-line graphic display and the four speakers - provide a high standard of comfort and convenience for everyday use of the TT. The exceptionally practical facets of this fast coupé include the individually folding rear seat backs. The luggage compartment features four lashing points.
Optional extras
The optional extras available for the new Audi TT introduce a strong hint of luxury into this sports car. Their great diversity means that they offer ample scope for customisation. Design, function, comfort, sportiness and infotainment - these are the areas on which the optional extras focus.
For the interior, there are numerous features to choose from that produce an even more refined atmosphere. There is seat upholstery in the leather grades Valetta, Fine Nappa and Leather/Alcantara (standard on 3.2 quattro) and three packages featuring numerous components trimmed in leather and - in the top-of-the-range version - dyed the same colour as the seats. The basic leather package is standard-spec on the V6. A four-way lumbar support, electric 12-way adjustment and seat heating (standard on the 3.2 quattro) are available as options. The extended aluminium interior look package comprises a large number of controls in aluminium look. The storage package includes nets and storage compartments beneath the front seats, a net in the front passenger’s footwell and a net for the luggage compartment.
For young passengers: Isofix mountings
Audi offers various options for enhancing safety yet further. For installing child seats, the range includes optional Isofix mountings on the rear seat, together with rear belt tensioners; these are standard on the front passenger’s seat.
The headlight washer system (standard with bi-xenon lights) assures a clear view in snow and rain, and the acoustic parking aid Audi parking system facilitates reversing into a parking space. There are in addition anti-dazzle, fold-in exterior mirrors.
There are versions of the anti-theft alarm with and without interior monitoring. The cruise control system makes driving lengthy stretches of motorway an altogether more relaxing affair. The same applies to the leather multifunction steering wheel, which incorporates buttons for operating the radio, speech control system and telephone. On the versions with S tronic, there are also the shift paddles for the transmission.
Extensive range: wheels and tyres
The tyre sizes 17 inches and upwards are also available as versions with run-flat properties on the new TT. Tyre pressure monitoring is available for the standard tyres. The regular range of wheels includes versions up to 18 inches in diameter. There are aluminium winter wheels in the standard dimensions 16 and 17 inches.
The sporty look is underscored by the “lights” styling package. This incorporates lights with chrome-look design trims at the front and tinted rear-light inserts (standard on the 3.2 quattro and in conjunction with xenon plus). The S line and the exclusive range include aluminium wheels up to 19 inches in diameter.
The S tronic dual-clutch gearbox and the Audi magnetic ride adaptive damping system add an even more dynamic note to the already sporty performance. These two technologies give the TT, and the quattro drive supplied as standard on the 3.2 V6, a unique rank within their competitive field.
Even more choice: the accessories
Customers looking for even more individualistic design options such as sports suspension will find them in the S lines and in the Audi exclusive range from quattro GmbH. The Audi Genuine Accessories range includes numerous attractive, practical and convenient retrofit options - from a styling package featuring aerodynamic trim mountings, to an iPod adapter, to a roof rack.
Audi is able to supply the headlights of the new TT in three different versions: standard halogen, xenon plus lights with integral daytime running lights (standard on the 3.2 quattro), and - as an optional extra for both engine versions - a xenon plus system that incorporates the adaptive light dynamic cornering light system. On this range-topping version, the ellipsoidal module for the dipped and main-beam headlights is pivoted in such a way that it tracks the line of a bend, thus decisively improving the illumination of the road ahead as well as the zone to either side. It is controlled on the basis of parameters such as the speed, steer angle and yaw rate.
Daytime running lights: more safety
The unquestionable safety gain of permanent daytime running lights has until now had its price: an increase in fuel consumption of around 0.2 litres per 100 kilometres. This fact stood in the way of the blanket introduction of this technology throughout Europe. Audi has solved this problem: a dimmed bulb serves as the light source, and the rise in fuel consumption is negligible. With the dipped and main beams in the xenon plus headlights being integrated into the same outer unit, the inner reflector remains free for the use of daytime running lights.
A combined light and rain sensor is also available for the TT as an option; the two technologies activate and deactivate the dipped headlights and windscreen wipers automatically. The sensor is integrated unobtrusively into the base of the interior mirror, up against the windscreen.
Two sensors in the light sensor monitor the ambient brightness and the light conditions in the direction of travel. A microprocessor uses this reading and the road speed to establish whether the dipped headlights are needed. The rain sensor monitors the level of moisture on the windscreen and actuates the windscreen wipers accordingly.
New generation: the infotainment
There is an innovative generation of devices for almost every aspect of the infotainment technology in the new Audi TT, whether the radio sets or the navigation systems.
The three newly developed audio systems have a double DIN frontage format and exhibit other common features. With an eye to the increasing density of radio stations, the developers have improved VHF reception: the sets now process the signals that their two aerials pick up in tandem rather than alternately. According to the latest research, car drivers listen to the radio 80 percent of the time. The simpler controls, too, look progressive: around the large-format three-line display are six softkeys which perform different functions depending on which menu is selected.
The new standard-specification “chorus” radio system features a single CD drive. The “concert” model is able to play MP3-coded tracks, and the top-of-the-range “symphony” model incorporates an MP3-compatible six-CD changer. The latter also features the tried-and-tested memo function that stores traffic reports.
Audio enjoyment: the sound systems
High-quality sound systems ensure audio enjoyment. The “chorus” radio supplies four passive speakers with an output of 40 watts. On the other two models, a digital five-channel amplifier produces an output of 140 watts, spread among nine active speakers.
The range-topping version for the new Audi TT is a surround sound system from the specialist Bose.
It constantly monitors noise interference inside the car via a microphone built into the roof and adjusts the volume according to the frequencies detected, thus by and large masking them. Twelve high-performance speakers, including one subwoofer and one centre speaker, are supplied with a total output of 255 watts from eight separate channels. The outer door panels are designed to act as a kind of speaker housing.
Customers have a choice of two latest-generation radio and navigation systems in the new TT. The display on the smaller version, with a monochrome six-inch display and convenient operation for the telephone, takes its cues from the exemplary MMI concept familiar from Audi’s large A6 and A8 model lines. Both sets can be combined with a wide range of other components such as a CD changer or the mobile phone preparation.
As an option, the new Audi TT can be equipped with a mobile phone preparation using modern, uncomplicated Bluetooth technology. The technology is integrated into the storage compartment on the centre tunnel. It incorporates a charging device and a hands-free and speech control function. It can moreover be operated from the leather multifunction sports steering wheel or the navigation systems.
The market
Like its predecessor, the new Audi TT has enormous potential to win over new customers. The customers who are likely to choose it will be predominantly young, dynamic people aged between 30 and 45 - the Audi brand’s youngest customer group. They will have a high level of education and professional qualifications.
Buyers of the new TT will have an active, sporty lifestyle. They regard their car as a statement of their personal vitality, and attach importance to status, prestige and pleasure. TT customers want to show their success and are highly receptive to new developments.
The decidedly sporty, emotional character of the TT results in a stronger bond between owner and car, which in turn engenders a level of loyalty to the Audi brand that is way above the average.
With the first generation of the Audi TT already having been a huge success, the objectives for the new coupé are equally ambitious. The principal markets will be Germany, the United Kingdom and the USA. In terms of the engine mix, the 2.0 TFSI will be in greater demand than the 3.2 quattro.
[source: audi-press.com]
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