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Before the Geneva auto show, Audi euphemistically said the TT RS would need ‘nowhere near five seconds’ for a 0-100km/h sprint.
We can now confirm Ingolstadt claims the Coupe (1 450kg) drops the 0-100km/h benchmark in 4.6 seconds dead - 0.2 seconds quicker than BMW's official M3 figures. Porsche's 911 Carrera is not even invited to the TT RS party, sporting 0-100km/h credibility of only 4.9 seconds in manual form.
It gets even better.
TT RS top speed is limited in-line with German manufacturing standards to 250km/h. Audi will offer a factory derestricted option though, which opens up the option of chasing a claimed 280km/h at the long end of drivetrain’s endurance – naughty, naughty Audi.
Old-school configuration, new-school performance
With the 2.5l, traditionally configured, in-line five-cylinder turbo producing 100kW/litre, these performance numbers aren’t really surprising.
Peak engine outputs are a neatly rounded 250kW and 450Nm, with the turbo boosting at 1.2bar, and the common-rail, direct injected engine running at an oddly high 10.0:1 compression ratio.
Six-speed manual gearbox - instead of DSG - shows TT RS has a lot more RS4 than TT S genetic heritage.
A surprising technical feature has been Audi's choice of transmission. Many industry pundits expected Audi’s proliferation of DSG gearboxes to find favour in the TT RS design too, instead, a new, short-throw, six-speed manual gearbox will transfer power to the TT RS quattro drivetrain.
The quattro drivetrain is decidedly rear-wheel drive biased, able to apportion most of the engine’s 450Nm of torque to the rear wheels, via an electronically controlled multi-plate clutch, when traction and acceleration forces demand.
Featuring an engine architecture which equates to a neat 500cc per cylinder, one expects linear, smooth power and, considering the five-cylinder configuration, a unique acoustic quality.
Producing peak torque (450Nm) across a broad engine speed range (1 600r/min to 5 300r/min) tractability is a given.
Acoustically, Audi has refined the TT RS appeal by enabling the venerable centre console mounted Sport button with a function which engages an exhaust mounted butterfly valve, to enhance the five-cylinder sound with an even deeper tone under full-bore acceleration.
Dynamically certified?
Riding 10mm lower, with revised spring and damper settings, the TT RS rolls on a set of 18-inch wheels shod with 245/45 profile tyres, with 19- and 20-inch wheels optional, as it the magnetic ride system - first seen on the R8 supercar.
Deceleration is managed by ventilated, aluminium discs front (370mm) and rear (310mm) controlled by four-piston callipers.
ESP has been configured to be entire disengaged on track, yet features a Sport mode too. The latter allows the engine to function unimpeded, and only uses brake modulation to keep the TT RS from leaving the road under severe dynamic loads.
Aesthetically the TT RS is distinguished from lesser TTs by a gloss black grille insert, deeper front bumper incorporating larger air ducts, resized side sills and an ornate, fixed rear spoiler.
We can now confirm Ingolstadt claims the Coupe (1 450kg) drops the 0-100km/h benchmark in 4.6 seconds dead - 0.2 seconds quicker than BMW's official M3 figures. Porsche's 911 Carrera is not even invited to the TT RS party, sporting 0-100km/h credibility of only 4.9 seconds in manual form.
It gets even better.
TT RS top speed is limited in-line with German manufacturing standards to 250km/h. Audi will offer a factory derestricted option though, which opens up the option of chasing a claimed 280km/h at the long end of drivetrain’s endurance – naughty, naughty Audi.
Old-school configuration, new-school performance
With the 2.5l, traditionally configured, in-line five-cylinder turbo producing 100kW/litre, these performance numbers aren’t really surprising.
Peak engine outputs are a neatly rounded 250kW and 450Nm, with the turbo boosting at 1.2bar, and the common-rail, direct injected engine running at an oddly high 10.0:1 compression ratio.
Six-speed manual gearbox - instead of DSG - shows TT RS has a lot more RS4 than TT S genetic heritage.
A surprising technical feature has been Audi's choice of transmission. Many industry pundits expected Audi’s proliferation of DSG gearboxes to find favour in the TT RS design too, instead, a new, short-throw, six-speed manual gearbox will transfer power to the TT RS quattro drivetrain.
The quattro drivetrain is decidedly rear-wheel drive biased, able to apportion most of the engine’s 450Nm of torque to the rear wheels, via an electronically controlled multi-plate clutch, when traction and acceleration forces demand.
Featuring an engine architecture which equates to a neat 500cc per cylinder, one expects linear, smooth power and, considering the five-cylinder configuration, a unique acoustic quality.
Producing peak torque (450Nm) across a broad engine speed range (1 600r/min to 5 300r/min) tractability is a given.
Acoustically, Audi has refined the TT RS appeal by enabling the venerable centre console mounted Sport button with a function which engages an exhaust mounted butterfly valve, to enhance the five-cylinder sound with an even deeper tone under full-bore acceleration.
Dynamically certified?
Riding 10mm lower, with revised spring and damper settings, the TT RS rolls on a set of 18-inch wheels shod with 245/45 profile tyres, with 19- and 20-inch wheels optional, as it the magnetic ride system - first seen on the R8 supercar.
Deceleration is managed by ventilated, aluminium discs front (370mm) and rear (310mm) controlled by four-piston callipers.
ESP has been configured to be entire disengaged on track, yet features a Sport mode too. The latter allows the engine to function unimpeded, and only uses brake modulation to keep the TT RS from leaving the road under severe dynamic loads.
Aesthetically the TT RS is distinguished from lesser TTs by a gloss black grille insert, deeper front bumper incorporating larger air ducts, resized side sills and an ornate, fixed rear spoiler.
