Press Release
Page 1: Overview
Page 2: Design
Page 3: Body
Page 4: Drivetrain
Page 5: Chassis
Page 6: Equipment
Page 7: Technical Specifications
The drivetrain
The new Audi TT Coup?????????????????? 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.
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2.0 TFSI developing 147 kW (200 bhp), 280 Nm
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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 Coup?????????????????? 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.
