The Audi TT compact sports car has been demonstrating its unique character since it made its series debut in 1998. This year sees the launch of the third generation of this stylish Coupé. Emotion, dynamism and high-tech in their purest form unite in the design, drive, running gear and innovative operation of the new TT.
Emotionally rousing – the Audi TT and Audi TTS
A modern classic is starting afresh: Audi presents the latest-generation
TT and TTS. The compact sports car mesmerizes thanks to its completely unique character – with emotive design, fantastically dynamic qualities and innovative technologies.
“The Audi TT is synonymous with being a genuine design icon and top-performance machine,” said Prof. Dr. Ulrich Hackenberg, Technical Development Director at AUDI AG. “This new generation is enabling us to bring the technology even more to life for drivers – just as they would expect from a real sports car.”
The Exterior
Streamlined and muscular, athletic and poised ready to jump – the new TT is mesmerizing at the first glance. The designers of the compact sports car have reinterpreted the typical lines of the original TT from 1998 and enriched it by adding an array of dynamic elements. At a length of 4.18 meters (13.71 feet), the Coupé has a wheelbase of 2.51 meters (8.23 feet) meaning that the overhangs are very short.
At the front, the horizontal lines dominate. The single-frame grille is wide and flat, and running from its top corners are the two contours across the hood, which bears the four Audi rings. Webs structure the air intakes. The headlights are also designed with separating bars; they radiate the daytime running lights. LED technology headlights are available as an option or – shortly after launch – the new Matrix LED technology, which generates the main beam lights with controllable individual LEDs. The top-of-the-range headlights also provide indicator lights with a dynamic display – in the case of the Matrix LED headlights, this also includes the tail light cluster. These run in the direction the driver is turning and provide other road users with an additional means of orientation.
Many details in the profile of the new Coupé are reminiscent the first-generation design classic. The sill contour forms a strong line, the wide wheel arches form their own geometric body. The front arch breaks through the line of the hood, which continues above the door as a tornado line and runs to the tail. The flat glass housing acts like a body in its own right, while a slight bend in the rear side window emphasizes the powerful C-pillar. The fuel tank flap features a traditional circular shape and opens by touch. However, what is new is that there is no fuel tank cap beneath the flap, meaning that it is not necessary to unscrew anything. Instead, the filler nozzle fits directly into the tank filler pipe.
Again, at the tail, horizontal lines emphasize the solid road holding of the TT. The webs in the tail light clusters invoke the motif from the front headlights; they are permanently on – another innovation from Audi. The third brake light, in the form of a flat strip, connects the two units.
The Interior
With its light, almost floating lines, the sports car character of the new Audi TT flows through to the interior. The console in the center tunnel and the door trims maintain these flowing forms. The slender instrument panel looks like the wing panel of an aircraft, when viewed from above; the round air vents, a classic feature of the TT, remind you of jet engines.
The newly developed sports seats are mounted low and together weigh 5 kg (11.02 lb) less than the seats in the predecessor – proof of Audi’s consequential light construction concept. The S sports seats with strongly contoured, pneumatically adjustable sides and integrated head supports are available on request (they come as standard in the TTS). As a 2+2 seater, the new TT is a sports car that is highly suited to everyday use. The luggage compartment has a volume of 305 liters (10.77 cubic feet), which is 13 liters (0.46 cubic feet) more than the previous model.
The colors and materials used in the interior also underline the sporty nature of the new TT: Rock Gray and Palomino Brown provide an alternative to Black. Apart from the standard materials, it is also possible to choose Milano leather and a leather/Alcantara combination. In the case of the S sports seats, the covers have a diamond quilting pattern and the leather is fine Nappa. The shoulder area of the S line sports package is upholstered in velvet leather.
Many operational controls in the new Audi TT and in the TTS gleam with their aluminum look. On the S sports seat buckles, the flanks of the center tunnel console and the door trims, accents are set by decorative inserts and – depending on the interior trim – colored elements. One aluminum package, three leather packages and the Audi design selection Murillo Brown round off the range.
The body
With its mixed material concept, the Audi TT body represents a new stage in the evolution of the Audi Space Frame (ASF) based on the MQB. The front section and the floor of the passenger compartment comprise numerous hot-stamped and high-strength steel components. The structure of the body and all the body shell parts and attachments are produced in the classic aluminum semi-finished processes of die cast nodes, press-drawn profiles and sheet metal.
As a result, the new TT is slightly lighter than its predecessor. With the 2.0 TFSI engine and manual transmission, the unladen weight of the Coupé (without driver) is just 1230 kilograms (2711.69 lb) – 50 kilograms (110.23 lb) lighter than before. For the second time in succession, Audi has reduced the weight of the TT.
The engines and transmissions (provisional figures)
To start with, the new TT will be available with one TFSI and one TDI engine. At 135 kW (184 bhp) and 169 kW (310 bhp), both four-cylinder engines offer solid power, but their consumption figures been reduced compared with the second-generation TT. This also applies to the 228 kW (310 bhp) 2.0 TFSI, which powers the new TTS. A start/stop system is available as standard in all power units, while a sound actuator (part of Audi drive select) provides a sonorous sound.
The TT 2.0 TDI ultra, which will be available at launch with manual transmission and front-wheel drive, consumes on average only 4.2 liters of fuel over 100 km (56 US mpg) – equating to CO2 emissions of 110 grams per km (177.03 g/mile) and creating a new best value in the segment. As with all the engines in the new TT, the two-liter diesel, which delivers 135 kW (184 bhp) and 380 Nm (280.27 lb-ft) torque, fulfills the limits of the Euro 6 standard.
The 2.0 TFSI is available in two versions – in the TT with 169 kW (230 bhp) and 370 Nm (272.90 lb-ft) and in the TTS with 228 kW (310 bhp) and 380 Nm (280.27 lb-ft), in conjunction with an even sportier sound. The Audi TTS advances in the top performance range – it takes 4.7 seconds to accelerate from 0 to 100 km/h (62.14 mph), while the top speed, which is limited to 250 km/h (155.34 mph), is just a formality.
As standard, the 2.0 TFSI in the TT, as well as in the TTS, works with a manual six-speed transmission, or optionally with the six-speed S tronic. The dual clutch transmission changes gears at lightning speed and without any noticeable break in traction. In manual mode, the transmission can be controlled as required either by rocker switches on the steering wheel (a standard feature on the TTS) or using the selector lever. In efficiency mode in the Audi drive select dynamic driving system (another standard feature on the TTS), the S tronic engages freewheeling when the driver takes his foot of the accelerator pedal.
The quattro all-wheel drive
The TT represents a new development stage for Audi in the quattro permanent all-wheel drive. Its electro-hydraulic multi-plate clutch, which is fitted on the rear axle for reasons of weight distribution, is compact and light. In regular driving, it sends power to the front wheels, and if required it can divert it at lightning speed to the rear axle. The electronic control system unites a new level of driving pleasure and safety: If the gears are shifted in a sporty fashion, the power tends to be directed to the rear axle; doing so really pushes the TT into the curve, while on a road with low friction, it permits controlled drifts.
Clutch management – another innovation – is incorporated into the Audi drive select control, which provides the comfort, auto, dynamic, efficiency and individual modes. The system controls the way the accelerator pedal and steering support works and also incorporates several optional modules. These include the S tronic and the adaptive suspension control Audi magnetic ride (standard on the TTS), which holds the compact sports car even closer to the road at the touch of a button.
The chassis
The front suspension on the new Audi TT and TTS follows the McPherson principle; aluminum components reduce the weight of the unsprung masses. The four-link rear suspension can process the longitudinal and transverse forces separately. Progressive steering is standard, with its gear rack being designed to allow the transmission ratio to become more direct as the steering angle increases.
Thanks to its elaborate running gear and streamlined tuning, the new Audi TT offers dynamic and extremely precise handling. On the TTS, on the S line sports package and on the Audi magnetic ride system, the body is positioned ten millimeters (0.39 inches) lower. The TT 2.0 TFSI and the TT 2.0 TDI feature 17-inch wheels, which weigh a mere 8.7 kilograms (19.18 lb), while the tire size is 225/50. On the TTS, the format is 18 inch and tire size 245/50, while the range of options goes up to the 20-inch format.
The brakes on the new TT can be dispensed precisely, the pedal feeling is spontaneous and streamlined. The front discs are ventilated and, depending on engine, have a diameter of between 312 millimeters (12.28 inches) and 338 millimeters (13.31 inches). The new electromechanical parking brake forms part of the rear brake system. The TTS brakes on the front axle using newly developed aluminum fixed-caliper brakes, which save 5 kg (11.02 lb) in weight compared with the previous model – just one more example of Audi’s expertise in lightweight construction.
The electronic stability control ESC, which can be partially or fully deactivated, is the perfect way to underline the sporty handling features. When driving through curves, the wheel-selective torque control comes into play. To meet the driving requirements, the drive torque is distributed from the front wheel on the inside of the curve to the front wheel on the outside of the curve (front wheel drive) or on the quattro, to the rear wheel as well. Thanks to the difference in propulsion forces, the car turns quite easily into the curve.
This means that curves can be driven through more precisely and in a more neutral way. As a result, the TT also scores a major plus in terms of dynamics and stability. “Sport” mode supports a particularly sporty style of driving, making it much easier to steer and control the car when drifting. The interplay and the coordination between all the components increases the agile handling and hence the driving pleasure in the Audi TT, as you would expect from a sports car.
The Audi virtual cockpit and the MMI
The Audi virtual cockpit, which replaces the analog instruments and the MMI monitor in the new TT, is a digital instrument cluster with versatile graphics and highly detailed displays. The driver can switch between two levels on the 12.3-inch monitor. In the classic view, the tachometer and the rev counter take pride of place, while in “Infotainment” mode, items like the navigation map are given center stage. The TTS also boasts a third display, which is dominated by the rev counter.
Newly developed from scratch, the whole operation concept is totally focused on the driver – corresponding to the sports car character of the Audi TT. Two variants of the multifunction steering wheel are available. In the top-of-the-range version, drivers can use it to control all functions, without having to take their eyes from the road.
The MMI terminal, which is also new, has six physical buttons. Using the touch pad on the top of the turn and press controller (optional), the driver can scroll through lists and maps, zoom and enter symbols. The menu structure is like that found on a smartphone, including free text search. All the major functions can be reached with just a few clicks, while the buttons on the side can be used to open up intelligently linked functions and options.
Equipment
The air vents also play a special role in the new operating concept – the air conditioning system or the optional automatic air conditioning system (a standard feature on the TTS) is operated from within them. Within their shafts can be found the controllers for seat heating, ambient air, temperature, distribution and strength of the air flow; in the case of the automatic air conditioning system, small displays show the selected settings.
The air vents are just one example of the high demands Audi places on the function, design and processing quality of all the interior components. The highlights also include the newly designed gear lever knob or gear selector lever, the extremely precisely locking MMI turn and press controller including optical monitoring and the finely shaped loudspeaker trims in the optional sound system from Bang & Olufsen. On the TTS, the upper area of the instrument cluster has an innovative, extremely precise geometric grain.
Audi will send out the new TT with a generous amount of standard equipment from launch. Special equipment, such as the convenience key, the main beam assist or the LED interior lighting package, is available as optional extras. The range of driver assistance systems include the “take a break” recommendation as standard, the Audi side assist, the Audi active lane assist, traffic sign recognition and park assist with surroundings display.
The Infotainment program is conceived as a modular system, headed by MMI navigation plus with MMI touch. The additional Audi connect module brings the brand’s tailor-made Internet services into the car via the fast LTE standard; the Audi phone box is an extremely convenient way of connecting a cell phone. The Bang & Olufsen sound system plays through 12 loudspeakers.
At a glance
The new Audi TT and the TTS
Design and body
2 + 2-seater Coupé, variable luggage compartment with a volume of up to 305 liters (10.77 cubic feet)
Length 4.18 meters (13.71 feet), wheelbase 2.51 meters (8.23 feet), short overhangs
Athletic and dynamic lines, reminiscent of the first-generation TT
LED headlights and Matrix LED headlights available upon request
Body in Audi Space Frame mixed steel and aluminum construction
Unladen vehicle weight of 2.0 TFSI with manual transmission only 1230 kilograms (2711.69 lb)
Interior and controls
Fluent light lines in the interior, streamlined instrument panel, newly developed ightweight sports seats
Digital Audi virtual land new MMI terminal, air conditioning system operated in the air vents
Ultra-modern driver assistance systems available as an option
Many Infotainment modules, including MMI Navigation plus, Audi connect and a Bang & Olufsen sound system
Drive
Three different four-cylinder engines with power output ranging from 135 kW (184 bhp) to 228 kW (310 bhp)
2.0 TDI with consumption of only 4.2 liters per 100 km (56 US mpg) and 110 grams CO2 per km (177.03 g/mile)
2.0 TFSI in the TTS with 380 Nm (280.27 lb-ft), accelerates from 0 to 100 km/h (62.14 mph) in 4.7 seconds
Six-speed S tronic transmission available for both gasoline versions
quattro permanent all-wheel drive available for both 2.0 TFSI versions; newly developed, dynamically controlled multi-plate clutch
Running gear
Elaborate suspension design comprising a host of aluminum components
Electro-mechanically driven progressive steering as standard
Audi drive select dynamic driving system and adaptive Audi magnetic ride damper control system available as an option, both are standard with the TTS
Lightweight 17-inch wheels, other wheel designs in sizes up to 20 inch available as an option
Electronic stabilization control (ESC), which can be deactivated, with wheel-selective torque distribution
New, lightweight aluminum fixed-caliper brakes on the front axle of the TTS
Design
Even at first glance, the third-generation Audi TT is every inch the sports car – masculine and muscular. Its body shell taut and athletic. The Audi designers have returned to many of the design ideas from the original TT and placed them in an entirely new context.
The design history
When the first-generation Audi TT came on the market in 1998 it was a design revolution – its strictly geometrical, formally coherent design language reminiscent of the Bauhaus art movement of the 1920′s. The entire design concept was centered around the circle; the curves of the roof, front and rear end contrasting perfectly with its horizontal contours. This clean and timeless design secured the TT the status of a design icon right from the time it was launched. At the same time, the TT provided strong impetus for the Audi brand to develop further.
The exterior design of the new TT
The front of the new TT is dominated by horizontal lines. The single-frame six-corner grille – similar to that found on the R8 high-performance sports car – is very broad and flat, with a powerful line dividing it into two zones. The flat headlights are situated immediately below the hood, their lower edge in line with a contour extending from both sides of the grille. Sculptured sections connecting the grille and headlights are typical design features of the new TT and only add to its distinctive look.
Starting in the top corners of the grille, sharp contours run in a V across the hood, which bears the four Audi rings – once again reminiscent of the R8. Both of the large air intakes feature two slightly angled struts that direct part of the flow away from the front to the flanks. A third, flat opening beneath the single-frame connects the two intakes with one another, forming the third horizontal line along the front of the new TT.
Longer wheelbase, shorter overhangs
From the side, the new Audi TT is equally lean and muscular; it rests low on the road as if ready to pounce. At 4177 mm (13.70 feet), the Coupé is exactly one millimeter shorter than its predecessor, although its wheelbase has grown by 37 mm (1.46 inches) to 2505 mm (8.22 feet), making for especially short overhangs. It is 1832 mm (6.01 feet) wide (10 mm less than its predecessor), and the same height as its predecessor at 1353 mm (4.44 feet).
A wealth of details featured on the new Audi TT’s profile are reminiscent of the first generation of the classic. Together with the door (which features gently rounded rear corners), the fluid dynamic line of the sill creates a striking refracting edge, while the broad wheel arches form their own geometric bodies. The front wheel arch breaches the line of the hood, which continues over the door as a tornado line and runs almost horizontally through to the tail as a strong body shoulder, culminating elegantly at the tail lights. The door handles boast a sturdy bow-shaped design, while the side mirrors sit atop the body shoulder – in typical sports car fashion; their slender bases are designed for enhanced aerodynamic and aeroacoustic performance.
In a design reminiscent of the first-generation TT, the flat glass housing also gives the impression of being a separate unit, and the slight kink in the rear side window draws attention to the powerful C-pillars. The circular fuel flap on the right side panel opens with a gentle tap. What is new is that there is no fuel tank cap beneath the flap. The filler nozzle slots straight into the tank filler, just like in motor racing.
The tail of the new Audi TT is compact and powerful, the interplay of light and shade serving to enhance the impression of fluidity. Here too, three horizontal lines – beneath the tail lights, license plate and above the diffuser – underline the impression of the new TT’s sporty width. At 120 km/h (74.56 mph), a spoiler extends from the luggage compartment lid to improve downforce on the rear axle.
The latest generation features two large round exhaust tailpipes positioned relatively close to one another in the diffuser, again a return to the original design. The heavily rounded rear window is similarly reminiscent of the first TT, as are the smoothly integrated one-piece tail lights and the three-dimensional, precision-manufactured lettering.
Seven new exterior colors
A total of 11 exterior colors are available for the new Audi TT; seven of these are new colors for the TT and three in particular deserve a mention: Tango Red metallic is an intense, vibrant red that emphasizes the contours of the Coupé particularly well, Nano Gray metallic is clean and pure, while Vegas Yellow screams sportiness. Daytona Gray metallic is available exclusively for the S line, an optional exterior package that makes the design of the bumpers, air intakes, single-frame grille, sills and rear diffuser even sharper and sportier.
The striking design details, some in eye-catching aluminum, emphasize the status of the Audi TTS. The single-frame grille features striking double horizontal struts with a matt platinum gray insert. The three front air intakes are separated from one another, surrounded by strong contours with horizontal bars structuring the inside. The striking mirror housings and clearly defined sills are a highlight of the flanks, while the tail features an enlarged, fluted diffuser surrounding the four tailpipes of the exhaust. The crystal-effect Panther Black and the Sepang Blue metallic colors are only available for the TTS.
The headlight design
The flat headlights give the new TT front end a determined look. Xenon plus units are standard, their LED daytime running lights forming a curve along the top edge. The turn signal is situated between this and a horizontal design cover.
LED headlights or – shortly after the launch date – headlights in pioneering Audi Matrix LED technology are available from Audi as an option. In both cases, the daytime running light has a highly original signature with one horizontal and two vertical bars giving the headlights their structure. This new look is highly reminiscent of the R18 e-tron quattro lights; this car will be racing at Le Mans in 2014. LEDs illuminate the bars through the thick-wall optics. The turn signal strip is situated at the lower edge of the headlights.
With the Matrix LED headlights, which will be available shortly after market launch, the new Audi TT is setting new standards for its class. Here, the high beam is divided into 12 small light emitting diodes per unit, two reflectors with five LEDs and one reflector with two LEDs. These LEDs are individually controllable by the control unit, which communicates with a camera on the interior mirror and switches them on and off in response to the current road situation. There are a total of 64 dimming stages.
This finely tuned technology allows the headlight system to realize several hundred million light distributions, meaning that it can always prevent oncoming vehicles or vehicles ahead from being dazzled and ensure that the road is always perfectly lit. Intelligent bend lighting is an additional function of the Matrix LED headlights, and is created as a result of light center displacement. Together with MMI Navigation plus, which is available as an option, the control unit uses the route data to move the cone of light into the curve before the steering wheel is turned.
The Matrix LED headlights are supplied with dynamic turn signals that light up sequentially in the direction in which the driver is steering. It takes 150 milliseconds for them all to light up and they then remain illuminated for 250 milliseconds, after which they are extinguished and the process starts again. The dynamic turn signals are easy to see by other road users even in poor visibility and from long distances.
The design features of the front headlights are repeated in the tail lights of the new Audi TT. The tail lights, which feature three bars made from homogenizing plastic material, emit light constantly without requiring driver activation. The brake lights and rear fog lights are situated in the large upper segments of the lights, while the turn signal is situated in the smaller lower part.
The third brake light is an extremely narrow strip positioned under the edge of the rear lid and plays a vital role in defining the tail light silhouette. In models equipped with LED headlights, the tail lights also have dynamic turn signals.
The interior design
Clearly structured elements with taut surfaces; clean, simple contours and light, almost floating lines – just as with the exterior, the interior embodies the pure sports car feel of the new Audi TT. Horizontal lines and surfaces emphasize the width of the interior. In traditional TT fashion, the center tunnel console supports the calves of the driver and front passenger, and the armrests in the door trim have similar flowing shapes.
Seen from above, the instrument panel, the central area of which is angled toward the driver, resembles the wing of an aircraft; the round air vents – another classic TT feature – are reminiscent of jet engines with their turbine-like design. The rotary controls for seat heating, air circulation, temperature, air distribution and air flow strength are located at their center. The setting selected is shown on small displays in the automatic air conditioning system – the center of the vents remains stationary whatever the setting.
The absence of a traditional HVAC control unit has given the Audi designers the freedom to create a clutter-free, ultra-clean instrument panel. This lean architecture has also been achieved through the Audi virtual cockpit; by combining the instrument cluster and MMI monitor into a digital unit, there is no longer any need for a central screen. In line with the sports car feel flowing through the car, the entire interior of the new Audi TT is focused on the driver.
Beneath the three central air vents there are switches to activate the hazard warning lights, Audi drive select and additional functions; these switches are separated from one another by thin bars. The center tunnel console – a standalone unit that is visually separated from the instrument panel – features the gear lever or selector lever, the start/stop button, a dial for controlling audio volume, the new MMI terminal and the electromechanical parking brake activation button.
The three-spoke sports steering wheels also have a new design. All versions feature a flattened rim, and aluminum-look clasps encompass the wide, open spokes. The S line models feature an S line badge in the lower spoke and contrasting colored stitching. The TTS models feature a TTS badge as well as characteristic double stitching on the rim.
The expert touch of the Audi designers is also evident in the colors and materials of the new TT and TTS. Fabric upholstery is available as standard for the seats, with Milano leather or pearl Nappa leather/Alcantara combination upholstery available as an option. The shoulder area of the S line sports package is upholstered in velvet leather. Fine Nappa leather is also available as an option for the S sports seats, which feature characteristic diamond quilting as standard.
Interior colors Black, Rock Gray and Palomino Brown are available for the TT and TTS, the color Rotor Gray is available for the S line sports package, and Express Red is additionally available for the TTS. These colors can be found on the armrests, in the door trims and on the seats. In models fitted with the S sports seats, the trims on the flanks and rear of the seats and some parts of the center tunnel console feature coordinating colors. For the TT, for example, the colors metallic gray, white and bronze are available for these zones; for the S line sports package and TTS the colors available are Quartz Anthracite or Silver.
Many of the controls feature aluminum-effect accents, while red decorative rings are also available for the TTS air vents. The aluminum package, which is also available as an option, includes the center tunnel console trim and door pull handle inserts made from solid metal; this touch adds an extra special finish.
Three leather packages are also available. One special highlight is the Audi Murillo Brown design selection, which combines two leather colors: dark brown on the seats and a Stone Gray in the cockpit area. Both leather colors boast contrasting stitching. The dark-gray aluminum trims and special woven floor mats – similar to those available with the TTS – are yet more features that lend the interior a pronounced sporty look and feel.
As a 2+2 seater, the new Audi TT is a sports car that is highly suitable for everyday use. The rear seat backrests can be folded separately, while the luggage compartment boasts a capacity of 305 liters (10.77 cubic feet) – an increase of 13 liters (0.46 cubic feet).
Technology
The third-generation Audi TT is more dynamic than ever before, and with an output of 228 kW (310 bhp), the compact TTS sports car is advancing into the high-performance range. The TT also offers impressive efficiency – the 2.0 TDI clean diesel emits only 110 grams of CO2 per kilometer (177.03 g/mile). These strengths reflect the combined engineering expertise of the brand with the four rings – in engine and transmission development, running gear, construction and weight-saving design.
Lightweight construction – the Body
As early as with the second-generation TT, Audi had already succeeded in reducing the weight by introducing the Audi Space Frame (ASF). As a result of the high proportion of aluminum in the ASF, the new model was up to 90 kg (198.42 lb) lighter than its predecessor. For the third generation, Audi has reduced the weight even further: The unladen (driverless) weight of the TT 2.0 TFSI with front-wheel drive and manual transmission comes in at a mere 1230 kg (2711.69 lb), which is 50 kg (110.23 lb) lighter than its predecessor. Thanks to this low overall weight, Audi has achieved a new record in weight-saving design within the segment.
The lightweight construction philosophy is not confined to one specific material: It is more about using the right amount of the right material in the right place for optimal functions. In line with this philosophy, Audi engineers developed a new hybrid ASF body for the new TT made from aluminum and steel: The front end of the vehicle and the undercarriage comprise high-strength and ultra-high-strength steel components; the structure is made from standard cast aluminum, extruded profiles, and sheet metal. — a structure typified by Audi.
The TT body uses components from the MQB platform, with the TT boasting the shortest wheelbase of all MQB-based models at 2505 mm (8.22 feet). The underbody comprises the longitudinal members, A-pillar components, cowl, floor, rear wheel housings and tail end.
Hot-formed steel panels in the underbody constitute approximately a quarter of the total structural weight (39.5 kg or 87 lb). The blanks are heated in a furnace to almost 1000 °C (1832 °F) and shaped immediately thereafter at around 200 °C (392 °F) in a water-cooled pressing die. The abrupt change in temperature imbues an iron/carbon joint with an extremely high tensile strength. On account of their strength, hot-formed steels require only relatively low wall thicknesses and are therefore relatively lightweight.
The hot-formed components form the backbone of the passenger compartment – they are used in the transition sections between the front longitudinal members and the cowl, at the center tunnel, in the reinforcement profile between the B-pillars and the rear longitudinal members. High-strength, cold-formed steel components together with extruded aluminum profiles for the side sills and sheet aluminum for the rear wheel housings complete the underbody.
The passenger compartment, which at only 68 kg (149.91 lb) sets new standards in lightweight construction, has an aluminum frame with four cast aluminum nodes. Large nodes on the A-pillars are used to connect the side roof frame profile with the sills, the windscreen cross member and the upper longitudinal profile in the passenger cell. Two smaller cast nodes above the rear window connect the roof arch with the flat C-pillars and rear roof cross member. The roof arch is made of a hydroformed aluminum profile: After extruding the straight aluminum profile, it is first stretch formed, placed inside a forming die, subjected to fluid injection at a pressure of 2000 bar to give it its final shape, and then calibrated.
The entire body shell of the new TT – the front fenders, the sidewalls and the roof – is made from aluminum, as are the add-on parts, including the hood, doors and the tailgate. These latter two components alone save approximately 15.5 kg (34.17 lb) in weight compared to their steel counterparts. Overall, the entire body including add-on parts weighs in at a total 276 kg (608.48 lb).
Lightweight construction – joining techniques
The body is constructed at the Audi Győr plant in Hungary, where a number of different joining techniques are employed. The TT body is held together by a total of 3020 spot welds, 1113 rivets, 44 solid punch rivets, 128 self-tapping screws, 199 clinched joints, 1.9 meters of MIG/MAG (metal-inert/metal active gas) welded connections and 4.9 meters of laser-welded seams on the side sills and A-pillars.
To join steel and aluminum components, Audi uses cold joining techniques such as rivets, screws and clinches; adhesives help to strengthen the joint and prevent contact corrosion. The bond seams amount to a total length of 76 meters (249.34 feet) on the new TT. Once again demonstrating Audi’s unswerving focus on quality, robot-assisted hybrid laser welding is used to create the zero joint seam between the roof and the side panels.
The new hybrid steel and aluminum ASF construction of the Audi TT impresses on a number of levels: The body weighs less than its predecessor; the center of mass has been cut by 10 mm (0.39 inches), thereby significantly benefiting driving dynamics; and thanks to the MQB underbody, it is possible to include a number of lightweight MQB technology components – from the auxiliary frame through the air conditioning unit.
Torsional strength enhanced
In all other respects too, the hybrid ASF has proved a perfect fit for the Audi TT. In comparison to its predecessor, which already boasted extreme rigidity, the static torsional strength of the new TT has been retained by 23% while retaining the high level of dynamic rigidity. Rigidity forms the basis for characteristics that really impress customers, such as dynamic handling and drive comfort.
The Audi TT is at the top of its game when it comes to crash safety. The hot-formed components offer optimum strength and protection for the passenger cell, even in the event of a rear-end collision. In the event of a side-impact collision, the solid cross member profile beneath the rear seating compensates for the absence of a continuous B-pillar. The roof frame offers optimum rollover protection.
Thanks to a drag coefficient of 0.30 (on the 2.0 TFSI with manual transmission), the new aerodynamic Audi TT simply cuts through the wind. All exterior details have been carefully tuned to aerodynamic performance – from the struts in the air intakes, the base of the side mirror through the tail lights. The underbody has a virtually smooth surface on account of its large area cladding. In development of the new TT, considerable attention was paid to engine compartment flow.
An additional highlight is the fuel flap that is traditionally situated in the right side panel. The circular, aluminum look flap, which is surrounded by six outlined screws, opens by gently tapping the raised TT lettering. There is no longer a fuel tank cap beneath the flap. The filler nozzle slots straight into the tank filler, just like in motor racing. Two flaps are pressed out of the way in the process, only returning to seal the tank neck once again when the nozzle is removed.
Lightweight construction – the complete car
Audi’s focus on lightweight design not only applies to the body – its philosophy includes all technological areas. In the vehicle’s electrical system, for instance, the main wire to the battery is made from aluminum. The cross-sections in many of the other wires have been reduced – saving 2.6 kg (5.73 lb) in total. The underbody cladding also offers acoustic insulation – the absence of additional insulation material resulting in a saving of one kg (2.20 lb). The foam used to prevent unwanted echoes in cavities such as pillars and sills, as well as the luggage compartment liner, are also very lightweight.
Aluminum windows reduce the weight by an additional kilogram (2.20 lb), and using a lightweight trim on the door panels saves a further 0.5 of a kilogram (1.10 lb). The new sports seats are 5 kg (11.02 lb) lighter than their counterparts in the previous model. The lightweight 17-inch wheels on the running gear have the positive effect of significantly reducing the unsprung and rotatory masses. In the TTS, aluminum fixed caliper brakes on the front axle save 5 kg (11.02 lb) in weight.
The newly developed standard sports seats with integrated headrests are more deeply mounted than in the previous model, reducing the weight by around 2.5 kg (5.51 lb). As an optional extra, Audi provides the seats with an electrically adjustable lumbar support.
As an alternative (or as standard on the TTS), the streamlined S sports seats are supplied with their highly contoured sides. The seat depth, seat angle and adjustable lumbar support settings mean they also provide optimum support for the body. A loop makes folding the backrest easier. The S sports seats can be further refined with electrical controls and pneumatic adjustment of the sides of the backrest.
The engines
The new TT will be revving up on the start line with three redeveloped, powerful four-cylinder engines, one TDI and one TFSI for the TT and a TFSI in the TTS. Their engine displacements are two liters (0.07 cubic feet) and the performance ranges from 135 kW (184 bhp) to 228 kW (310 bhp) – up to 28 kW (38 bhp) more than its predecessor. All three engines represent the downsizing philosophy followed by Audi – displacement is replaced by charging and, together with the direct injection, this ensures a high level of efficiency. The standard start/stop system also enhances the overall efficiency. All engines satisfy the Euro 6 emissions standard.
All three power units have the same mounting position: the intake side is at the front and the vertical axis can be inclined rearwards by 12 degrees. This solution from the modular transverse matrix, combined with the compact dimensions of the new engines offers huge advantages: The developers were able to put the front suspension far forward, thus improving the crash behavior, the design and the distribution of axle loads. Another common feature is the sound actuator, which is installed with the optional Audi drive select dynamic driving system (standard on the TTS). When set to dynamic, it produces a more sporty and sonorous intake noise.
The 2.0 TDI
The 2.0 TDI clean diesel with manual transmission and front-wheel drive is ready to go as soon as the TT starts up. The engine offers performance of 135 kW (184 bhp) and a torque on the crankshaft that ranges from 1750 to 3250 rpm 380 Nm (280.27 lb-ft). The diesel engine in the compact Coupé accelerates from 0 to 100 km/h (62.14 mph) in 7.2 seconds and reaches a top speed of more than 235 km/h (146.02 mph).
In the NEDC cycle, it consumes only 4.2 liters (1.11 gallons) per 100 km, equating to CO2 emissions of just 110 grams per km (177.03 g/mile). The high level of efficiency means the TT 2.0 TDI clean diesel gets the Audi “ultra” label.
The 2.0 TDI clean diesel produces its 1968 cubic centimeter displacement from a bore of 81.0 millimeters (3.19 inches) and a stroke of 95.5 millimeters (0.31 feet). Many areas have been totally re-designed. The balance shafts now rotate inside the crankcase and have roller bearings. The reduced tension of the piston ring also reduces internal friction. The valve train is a separate module with a stiff and lightweight frame for the camshafts. The star valve has been rotated by
90 degrees and the two camshafts running on needle bearings each operate one intake and exhaust valve per cylinder. The intake camshaft can be adjusted by a crank angle of up to 50 degrees – the control timings can also be adjusted.
There is also high level thermal management. The crankcase and cylinder head have separate cooling water circuits each with independent controllers. During the warm-up phase, micro-circulation is active, which quickly heats up the cylinder block. The oil pump has two pressure level options, thereby saving drive energy.
The common rail system injects fuel at up to a 2000 bar pressure via eight-hole nozzles – the high pressure ensures fine atomization inside the combustion chambers and therefore efficient, low-emission combustion. The turbocharger uses adjustable vanes and their pneumatic actuator has additional refinements. The charge air cooler is integrated into the intake manifold; which results in short gas paths and high levels of responsiveness, control quality and efficiency.
There are also additional newly developed exhaust gas treatment components – the DeNOx storage catalytic converter and the diesel particulate filter. They are located directly on the engine and the shortened gas paths significantly improve the emission control response. The new assembly contains the connection point for low-pressure exhaust gas recirculation – a solution that keeps the pressure losses to a minimum.
The 2.0 TFSI
The 2.0 TFSI is available in two variants. In the TT, the gasoline engine is rated at 169 kW (230 bhp) and at 228 kW (310 bhp) in the TTS. Compared to the previous engine model, voted “International Engine of the Year” in its category by an international jury of journalists five times in a row since 2005, the two-liter has improvements in many areas. But the engine capacity remains unchanged at 1984 cm3 (bore x stroke 82.5 x 92.8 millimeters (3.25 x 3.65 inches).
In the case of the Audi TT, the 2.0 TFSI delivers torque ranging from 1500 to 4500 rpm constant 370 Nm (272.90 lb-ft). The six-speed manual transmission and front-wheel drive enable the Coupé to accelerate from 0 to 100 km/h (62.14 mph) in six seconds and to a top speed of 250 km/h (155.34 mph). Together with the six-speed S tronic and quattro all-wheel drive, the key data are: 5.3 seconds to go from 0 to 100 km/h, a top speed of 250 km/h and 6.8 liters per 100 km (34.59 US mpg) (158 grams of CO2 per km [254.28 g/mile]).
The 2.0 TFSI also has highly complex thermal management. Two rotary disks, combined in one module and electrically driven by a worm gear, ensure that the engine oil heats up quickly. The refrigerant temperature ranges from 85 to 107 degrees Celsius depending on the driving situation. The exhaust manifold is integrated into the cylinder head and is washed there by the water. This solution also contributes to rapid warm-up, at full load it lowers the temperature of the exhaust gas, thereby reducing consumption because it is no longer necessary to enrich the refrigerant mixture.
In terms of filling the combustion chambers, Audi’s engineers have provided greater freedom of choice. The input and exhaust camshafts can be adjusted; on the outlet the Audi valve lift system also varies the valve lift as necessary, in order to minimize pumping losses further. The turbocharger uses extremely dynamic means to build its relative charge pressure of up to 0.8, while its electric wastegate actuator provides quick and accurate control. The turbine can handle an exhaust gas temperature of up to 980 degrees.
Another great innovation in the 2.0 TFSI is additional indirect injection. It supplements FSI gasoline direct injection and is active in the partial load range. It injects the fuel on the end of the intake manifold in the area of the tumble flaps, where it is swirled around intensively along with the air. The improved mixture preparation reduces fuel consumption and lowers particulate emissions.
The direct injection FSI with its maximum 200 bar pressure comes into its own at startup and with higher loads.
Even including all of these technologies, the two-liter gasoline engine weighs only slightly more than 140 kilograms (308.65 lb) – the narrow wall thickness of cast-iron crankcase also helps to keep the weight down. These only measure around three millimeters (0.12 inches) and reduce the weight by around 2.4 kilograms (5.29 lb). The pistons are made of a new, enhanced strength alloy. Lightweight plastic is used for the oil sump and many of the screws are made of aluminum.
A new type of coating on the piston skirts, a roller bearing system from the balancer shafts and reduced crankshaft main bearing diameters lower internal friction. The lightweight crankshaft is available with four counterweights. The regulated oil pump uses minimal energy, and a high-precision electric system cools the piston crowns with oil spray.
The 2.0 TFSI in the Audi TTS
In the Audi TTS, the 2.0 TFSI applies a torque of 380 Nm (280.27 lb-ft), which is available at 1800-5700 rpm. In combination with the six-speed S tronic, the top model effortlessly achieves standard sprint in 4.7 seconds, at 250 km/h (155.34 mph) it runs in the electronic limiter. At 100 km (62.14 miles), the Audi TTS with S tronic consumes 7.1 liters of fuel (7.50 US quarts) (146 grams CO2 per km [234.96 g/mile]) on the NEDC cycle.
A true sports engine, the 2.0 TFSI spontaneously reacts when the gas pedal is pressed – up to the speed limit at 6800 rpm. When the Audi drive select dynamic driving system is operating in dynamic mode, it responds more directly; short intermediate taps on the accelerator accentuate the S tronic gear change. With a higher load and rotational speed, two sound flaps in the exhaust system open up, creating a fuller sound.
A host of details underline the high performance of the top-quality engine. Modified aluminum pistons and high-strength connecting rods with new bearings guide the power to the crankshaft. The crankcase has been reinforced at the main bearing blocks and the main bearing cap.
The cylinder head is made of an extremely strong light aluminum-silicon alloy with a high temperature resistance and there are new springs and seat rings on the valves. The large turbocharger compresses 1000 kg per hour (2204.62 lb) with a maximum 1.2 bar of charge pressure, i.e. 850,000 liters (8981849.74 US quarts) of air. A powerful air-intercooler significantly lowers the temperature.
The transmission
In the new Audi TT, installed as standard is a six-speed manual transmission with a lightweight magnesium housing. This guides the power and can be easily and accurately shifted over short distances. The six-speed S tronic can optionally be installed, and also stands out on account of its high performance. As with the manual transmission, the low gears are set at lower ratios for a sporty response, while the sixth gear is designed with a high ratio to reduce consumption.
The six-speed S tronic
The six-speed S tronic changes gears within hundredths of a second with no perceptible interruption in traction. It shifts smoothly and very comfortably and the driver has the option of automatic mode or manual mode, selecting the gears with paddles on the steering wheel or directly with the shift lever. On the automatic level, D mode is designed for low consumption. In the S vehicle map the shift strategy is sportier and the engine speed is higher.
Another feature of the six-speed S tronic is fuel-saving free-wheeling. This is activated when the Audi drive select driving dynamics system is set to efficiency mode and the driver takes their foot off the accelerator. In the Audi TTS, the Launch Control startup program manages maximum acceleration from a standing start with optimal tire slip.
Like all dual-clutch gearboxes, the six-speed S tronic consists of two separate transmissions. Two radially arranged multi-plate clutches operate the gears. The large K1 clutch guides the engine power via a solid shaft to the pinions for gears 1, 3, 5 and 7. A hollow shaft rotates around the solid shaft. It is connected to the compact K2 clutch, which is integrated within its larger counterpart and controls the pinions for gears 2, 4, 6 and reverse gear.
Both transmission structures are continuously active, but only one is powered at a time by the engine. The shifting process takes place as the clutch changes. For example, when the driver accelerates the TT in third gear, the fourth gear is already engaged and clutch C2 is open. As soon as the switching command is received, C1 opens and C2 closes. Each transition is associated with a conventional switching unit, so the driver can, change directly from sixth to fourth gear, for example.
The quattro all-wheel drive
The quattro permanent all-wheel drive system (optional feature on the TT 2.0 TFSI, and standard on the TTS) is a unique feature of the compact Audi sports car. The key innovation is an advanced electro-hydraulic multi-plate clutch, as well as new all-wheel drive software developed specifically for the TT.
The weight-optimized design and eliminating the accumulator enabled a weight reduction of 1.5 kilograms (3.31 lb) compared to the previous component. The clutch sits at the end of the propeller shaft in front of the rear axle – an installation position that benefits axle load distribution. For a required torque from the wheel software, the electric axial piston pump builds hydraulic pressure up to 38 bar. The friction plates are pressed together and this action sends driving torque continuously to the rear axle.
Audi has completely redesigned electronic control of the torque distribution and tailored specifically it to the TT. This is the first time the all-wheel drive system has been integrated into the Audi drive select dynamic driving system. As the new control philosophy includes more driving dynamics relevant sensor sizes than beforehand, the driver has the ideal torque distribution to all four wheels in every situation. This means that the traction control system can already send driving torque to the rear axle when the driver turns the steering wheel during sporty driving. As soon as the driver steps on the gas, the driving torque pushes the Coupé seamlessly into the bend, without any initial understeering. For load changes, torque distribution allows targeted turning of the TT into the bend, ensuring a sporty driving feel. For drifts, it offers maximum control and reliability – when exiting a bend the front axle straightens out the Coupé.
When developing the new all-wheel drive software, one particular area of focus was enhancing the performance level. The precise determination of driving conditions, road characteristics and driver type means that torque distribution can be calculated for optimal performance and set via the all-wheel drive system. Because the software always knows the exact all–wheel requirements, in efficiency mode, even temporary cutoff is possible . However due to sensitive monitoring of driving conditions, the all-wheel drive is activated on a predictive basis; this process occurs even before the torque is required again at all four wheels. This measure allows emissions to be reduced even further by up to 1.5 g CO2 per km (2.41 g/mile).
Audi drive select
The Audi drive select dynamic driving system is optional in the TT and installed as standard in the TTS. All the driver needs to do is press a button to select comfort, auto, dynamic and efficiency modes; he also has the option a freely programmable individual mode in conjunction with the MMI navigation system. Audi drive select influences the engine characteristics and power steering. In addition, the system includes several other modular options – the S tronic, the quattro drive, the sound actuator, cruise control and deluxe automatic air conditioning.
Another Audi drive select building block is the electronically controlled Audi magnetic ride shock absorber system (optional on the TT, standard on the TTS). The damper piston circulates a synthetic hydrocarbon oil containing microscopic magnetic particles. When voltage is applied to a coil it creates a magnetic field in which changes the orientation of the particles: Set transversely to the oil flow direction, they inhibit its flow through the piston channels. In the front dampers, the oil volume measures 140 milliliters (8.54 cubic inches) and in the rear dampers, 290 milliliters (17.69 cubic inches).
The control unit constantly analyzes the condition of the road and driving style. Depending on the mode, which is set in Audi drive select, the new TT drives relatively comfortably and either well-balanced or tautly. In dynamic mode, the TT displays its full dynamic potential: The closeness to the road provides an even more spontaneous steering response, rolling movements are largely suppressed and the targeted support of individual wheels during fast cornering makes the handling even more dynamic. When braking, Audi magnetic ride counteracts excessive nosedive.
The chassis
The technological expertise behind the new Audi TT is also reflected in the running gear. The front suspension has McPherson struts and the control arms and sub-frames are made of aluminum. The rear suspension with its four steel rods handles longitudinal and lateral forces separately and separating their springs and shock absorbers guarantees a high precision response. The streamlined coordination of the Audi TT means it masters all handling tasks with flying colors. In the TTS, the S line sport package and the Audi magnetic ride, the suspension is set ten millimeters (0.39 inches) deeper.
Another TT highlight is the standard progressive steering. Due to their special toothed rack, the steering angle produces different transmission ratios – a little less direct in the center and very direct for heavy steering. When maneuvering, the progressive steering provides significant gains in comfort and makes handling even more sporty on winding roads. The servo assistance, which decreases with the speed, is in perfect harmony with this feature. The progressive steering, which is electro-mechanically driven and therefore highly efficient, works closely with three assistance systems – the break recommendation installed as standard and the optional Audi active lane assist and park assist.
The wheel program features 11 variants. The TT 2.0 TFSI and the 2.0 TDI roll off the assembly line on 17-inch lightweight alloy wheels, each weighing only around 8.7 kg (19.18 lb); the tires are 225/50. Audi and quattro GmbH will optionally supply wheels with an 18, 19 or 20-inch diameter, while the TTS format is 18 inches and the tires size is 245/40. The 19-inch forged wheels are also extraordinarily light, each one weighing 10.6 kg (23.37 lb).
Behind the imposing wheels are generously dimensioned brakes and the front discs are internally ventilated. The Audi TTS brakes on the front axle with newly developed aluminum fixed caliper brakes, which are particularly responsive and very resistant to brake fade. The lightweight design reduces the weight by almost 5 kg (11.02 lb) compared to its predecessor.
Electronic differential lock for even more precise handling
The Electronic Stability Control (ESC) adds the finishing touch to the sporty handling characteristics. In the front-wheel drive TT, the electronic differential lock (an ESC function) brakes the front turning wheel easily on bends. In the TT quattro, it takes over both inner turning wheels. The excess torque flows towards the opposite wheel and the difference in driving forces means that the car turns easily into the bend. The front-wheel drive TT, in particular, offers a major advantage in terms of dynamics and stability on account of the electronic differential lock.
On board systems
The operating concept
The new TT operating concept has been redeveloped from the bottom up – and in keeping with its thoroughbred sports car character, all elements are focused on the driver. The Coupé features two major brand innovations – the new MMI operating system and the Audi virtual cockpit – a digital instrument cluster.
The Audi virtual cockpit
Razor sharp, bright and high-contrast – the Audi virtual cockpit sets new standards for the automotive industry. Its 12.3-inch diagonal TFT display offers a high resolution of 1440 x 540 pixels. Working away in the background is a Tegra chip 30 from the Tegra 3-series provided by Audi’s partner Nvidia. Audi is the first automotive manufacturer in the world to use the fast graphics processor. With a clock frequency of over 1 GHz, the quad-core chip, which works with a special 3D-graphics program, is capable of executing eight billion operations per second.
Lavish details complete the state-of-the-art look and set the displays in motion. The rev counter is calculated at around 60 frames per second, so that the virtual needle moves easily and with extreme precision – a new record for the car. The Fresnel effects – which are different display glass reflections depending on the viewing angle – are realistically recreated. Scrolling processes, such as lists, are based on a physical model that takes into account factors such as inertia, elasticity and damping.
The driver can switch between two user interfaces using the “View” button on the multifunction steering wheel. In Infotainment mode, the display is dominated by a central window and offers a large area for the navigation map or the telephone, radio and audio menus. The tachometer and speedometer, the latter including a digital display, are displayed on the left and right as small round instruments.
The classic view is when the central window is smaller and the instruments – with black scales, red pointers and white numbers – are around as big as today’s analog displays. The Audi TTS features a third, sporty mode in which the display is dominated by a central rev counter. The scales are displayed in Anthracite Gray and the numbers and needles are white – typical of the S design.
When displaying information, the Audi virtual cockpit is both flexible and versatile and displays navigation arrows, dynamic vehicle animations, images from the reversing camera or assistance systems graphics. The display changes color depending on the base menu being used: The media menu is usually orange and the phone menu is green. On its lower edge there are fixed displays showing ambient temperature,