Audi TT 3.2 Quattro
11-25-2002, 06:10 AM
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Audi TT 3.2 Quattro
This is what a lot of TT enthusiasts have been waiting for!
Audi is unveiling the first version of its TT Coupé sports car to feature a 3.2-litre six-cylinder engine and completely new transmission technology. The combination of the high-torque 3.2-litre engine with 250 bhp and innovative sports gearbox emphasises the dynamic drive qualities of the four-wheel-drive TT in a unique way.
The revolutionary Direct Shift Gearbox (DSG) transmission successfully combines all the benefits of a conventional six-speed manual gearbox with the qualities of a modern automatic version. The driver thus benefits from enormous agility, driving enjoyment and economy as well as convenient operation and smooth acceleration with uninterrupted traction.
The source of the power is the proven 3.2-litre V6 engine. With its cylinder angle of 15 degrees, it is extremely compact and is therefore especially suitable for installation transversely to the direction of travel. The valve control process generates only little friction thanks to the use of roller cam followers with hydraulic adjustment. The compression ratio is 11.3:1.
The revolutionary Direct Shift Gearbox (DSG) transmission successfully combines all the benefits of a conventional six-speed manual gearbox with the qualities of a modern automatic version. The driver thus benefits from enormous agility, driving enjoyment and economy as well as convenient operation and smooth acceleration with uninterrupted traction.
The source of the power is the proven 3.2-litre V6 engine. With its cylinder angle of 15 degrees, it is extremely compact and is therefore especially suitable for installation transversely to the direction of travel. The valve control process generates only little friction thanks to the use of roller cam followers with hydraulic adjustment. The compression ratio is 11.3:1.
Very intersting color choice for the debut....kinda like Mac n' cheese! The market launch is scheduled for mid-2003.
11-25-2002, 06:53 AM
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The coolest thing about this car is the gearbox. It has two clutches and two mainshafts. Gears 1, 3 and 5 are on one mainshaft and 2, 4 and 6 are on the other. So for example, while you're in 3rd the computer can select 2nd or 4th on the other mainshaft and keep that clutch disengaged and when you grab the paddle it just flip-flops the clutches and you have your gear. Pretty freakin cool...it's a trick from the old Gruppe A WRC cars from the mid-80's.
The Audi press release, cribbed from vwvortex.com:
Audi is unveiling the first version of its TT Coupé sports car to feature a 3.2-litre six-cylinder engine and completely new transmission technology. The combination of the high-torque 3.2-litre engine with 250 bhp and innovative sports gearbox emphasises the dynamic drive qualities of the four-wheel-drive TT in a unique way.
The revolutionary Direct Shift Gearbox (DSG) transmission successfully combines all the benefits of a conventional six-speed manual gearbox with the qualities of a modern automatic version. The driver thus benefits from enormous agility, driving enjoyment and economy as well as convenient operation and smooth acceleration with uninterrupted traction.
The source of the power is the proven 3.2-litre V6 engine. With its cylinder angle of 15 degrees, it is extremely compact and is therefore especially suitable for installation transversely to the direction of travel. The valve control process generates only little friction thanks to the use of roller cam followers with hydraulic adjustment. The compression ratio is 11.3:1.
Other technical details such as continuously adjustable inlet and exhaust camshafts and the variable intake manifold give the six-cylinder engine superior torque and power output, coupled with low emissions. A great deal of detail work has once again been invested particularly in this area in order to improve still further on its peak output and torque characteristic specifically in the TT. The engine now delivers 184 kW (250 bhp) and a broad peak-torque range with a maximum value of 320 Nm (236 lb-ft. of torque) from 2,800 to 3,200 rpm.
Throttle valve actuation is designed for an exceptionally agile, spontaneous engine response to accelerator pedal movements. The way it interacts particularly with the ultra-rapid, precise control technology of the new twin-clutch transmission opens up an entirely new dimension in propulsive power.
The sound of the dual-branch variable exhaust system suitably reflects these sporting characteristics. A flap in the exhaust system is opened or shut depending on engine speed. Its sonorous sound never becomes over-assertive, even at high engine speeds, yet it unmistakably conjures up all the sentiments that sports-minded TT drivers appreciate.
So how does this revolutionary transmission concept work? The basis for the new development is a 6-speed manual gearbox with high variability in the selection of the transmission ratio. Thanks to the use of an integrated twin multi-plate clutch with ingenious control system, two gears can be engaged at the same time. During dynamic operation of the car, one gear is engaged. When the next gearshift point is approached, the appropriate gear is preselected but its clutch kept disengaged. The gearshift process opens the clutch of the activated gear and closes the other clutch at the same time. The gear change takes place under load, with the result that a permanent flow of power is maintained.
The technology of this twin-clutch transmission, the only one of its kind in the world, has its roots in motor racing. As far back as 1985, Walter Röhrl successfully tested it in his Audi Sport quattro S1.
Today, the new design satisfies the exacting requirements of convenient gear-shifting and maximum operating life for everyday use in series production vehicles. This transmission has been developed at group level and is built at the Kassel transmissions plant. This compact transmission is capable of handling torque of up to 350 Newton-metres (258 lb-ft. of torque).
The control logic integrated into the transmission casing maintains optimum gearshift strategies that perform lightning-fast gearshifts that are nevertheless smooth and almost jolt-free. The driver can directly influence the gear selected and the gearshift timing at will, by means of the gear lever in the manual gate or the standard-fit shift paddles on the steering wheel.
In the automatic mode, the driver can shift from position D to the ultra-sporty S program, in which upshifts are retarded, downshifts advanced and the shifting process accelerated. A remote one-touch function accessed via the shift paddles on the steering wheel in addition temporarily calls up the manual mode even in automatic modes D and S.
High overall efficiency is thus combined with superlative road performance and ease of control to produce an exceptional drive concept. The user interface is reminiscent of the familiar gearbox gate of the Audi tiptronic or multitronic.
As on conventional manual gearboxes, the transmission ratios are present on input and auxiliary shafts in the form of pairs of toothed wheels. In contrast to manual gearboxes, the input shaft is divided into two sections. It comprises an outer hollow shaft, and an inner shaft. The 1st, 3rd, 5th gears and reverse are located on the inner shaft. The hollow shaft handles the even-numbered gears.
Each of these shafts is selected by means of a separate multi-plate clutch running in oil. The two electronically controlled, hydraulically actuated clutches are packed inside each other for maximum space economy.
As well as their high efficiency and ability to transmit high torques, clutches of this type permit a wide range of starting characteristics. In other words, the multi-plate clutch can be controlled in such a way that every conceivable form of pulling away is possible, from an ultra-gentle edging along on a slippery surface to sports-style acceleration at full throttle.
The gearshifts it produces feel spontaneous and decisive, as if executed at the push of a button. The electronic-control throttle blip feature of the manual and S modes reinforces the impression of ultra-dynamic gearshifts.
A shift-by-wire control concept has been implemented. The mechatronic concept combines a control unit with an electro-hydraulic control unit. The resulting device is housed in the upper section of the transmission casing. The signals from ten individual sensors are processed centrally there, and the actuation values calculated using the relevant information on the momentary driving situation from the drive CAN bus. The application pressure of the two clutches is regulated by special solenoid-operated valves depending on the situation, and the gear positioners operated.
The electronics also calculate which additional gear is to be preselected by the corresponding positioning cylinder and selector forks, and manages all actuating elements and the oil cooling circuit via six pressure regulation valves and five on/off valves.
All in all, the entirely new concept results in a decidedly agile performance, with the added benefit of the typically low fuel consumption of an advanced 6-speed manual gearbox.
A 13.1-inch dual-piston brake system adapted from the version used on the RS 4 assures an appropriate braking performance. There are floating-caliper brakes with ventilated 334 millimetre (13.1 inch) brake discs at the front. The rear wheels are fitted with floating-caliper brakes with 265 millimetre (10.4 inch) ventilated brake discs. In common with all TT models, the new 3.2 quattro has ESP with integral brake assist. The dynamism of the new top-of-the-range TT version is moreover outwardly in evidence. The main changes compared with the other TT models are the modified rear spoiler and the front apron with enlarged inlet openings and lateral gills. The larger rear spoiler further reduces rear-end lift, in line with the performance gain of the TT 3.2 quattro.
The front apron now incorporates larger openings to cover the higher demand for cooling air, without the aerodynamic properties being affected. The drag coefficient remains unchanged at Cd = 0.32.
The TT 3.2 quattro in addition has xenon lights as standard with range control and titanium-coloured headlight trims. Inside, as well as the shift paddles on the steering wheel this version is distinguished by a gearbox gate in polished aluminium and an instrument panel insert with a speedometer extending as far up as 280 km/h (174 mph).
The market launch is scheduled for mid-2003.
The Audi press release, cribbed from vwvortex.com:
Audi is unveiling the first version of its TT Coupé sports car to feature a 3.2-litre six-cylinder engine and completely new transmission technology. The combination of the high-torque 3.2-litre engine with 250 bhp and innovative sports gearbox emphasises the dynamic drive qualities of the four-wheel-drive TT in a unique way.
The revolutionary Direct Shift Gearbox (DSG) transmission successfully combines all the benefits of a conventional six-speed manual gearbox with the qualities of a modern automatic version. The driver thus benefits from enormous agility, driving enjoyment and economy as well as convenient operation and smooth acceleration with uninterrupted traction.
The source of the power is the proven 3.2-litre V6 engine. With its cylinder angle of 15 degrees, it is extremely compact and is therefore especially suitable for installation transversely to the direction of travel. The valve control process generates only little friction thanks to the use of roller cam followers with hydraulic adjustment. The compression ratio is 11.3:1.
Other technical details such as continuously adjustable inlet and exhaust camshafts and the variable intake manifold give the six-cylinder engine superior torque and power output, coupled with low emissions. A great deal of detail work has once again been invested particularly in this area in order to improve still further on its peak output and torque characteristic specifically in the TT. The engine now delivers 184 kW (250 bhp) and a broad peak-torque range with a maximum value of 320 Nm (236 lb-ft. of torque) from 2,800 to 3,200 rpm.
Throttle valve actuation is designed for an exceptionally agile, spontaneous engine response to accelerator pedal movements. The way it interacts particularly with the ultra-rapid, precise control technology of the new twin-clutch transmission opens up an entirely new dimension in propulsive power.
The sound of the dual-branch variable exhaust system suitably reflects these sporting characteristics. A flap in the exhaust system is opened or shut depending on engine speed. Its sonorous sound never becomes over-assertive, even at high engine speeds, yet it unmistakably conjures up all the sentiments that sports-minded TT drivers appreciate.
So how does this revolutionary transmission concept work? The basis for the new development is a 6-speed manual gearbox with high variability in the selection of the transmission ratio. Thanks to the use of an integrated twin multi-plate clutch with ingenious control system, two gears can be engaged at the same time. During dynamic operation of the car, one gear is engaged. When the next gearshift point is approached, the appropriate gear is preselected but its clutch kept disengaged. The gearshift process opens the clutch of the activated gear and closes the other clutch at the same time. The gear change takes place under load, with the result that a permanent flow of power is maintained.
The technology of this twin-clutch transmission, the only one of its kind in the world, has its roots in motor racing. As far back as 1985, Walter Röhrl successfully tested it in his Audi Sport quattro S1.
Today, the new design satisfies the exacting requirements of convenient gear-shifting and maximum operating life for everyday use in series production vehicles. This transmission has been developed at group level and is built at the Kassel transmissions plant. This compact transmission is capable of handling torque of up to 350 Newton-metres (258 lb-ft. of torque).
The control logic integrated into the transmission casing maintains optimum gearshift strategies that perform lightning-fast gearshifts that are nevertheless smooth and almost jolt-free. The driver can directly influence the gear selected and the gearshift timing at will, by means of the gear lever in the manual gate or the standard-fit shift paddles on the steering wheel.
In the automatic mode, the driver can shift from position D to the ultra-sporty S program, in which upshifts are retarded, downshifts advanced and the shifting process accelerated. A remote one-touch function accessed via the shift paddles on the steering wheel in addition temporarily calls up the manual mode even in automatic modes D and S.
High overall efficiency is thus combined with superlative road performance and ease of control to produce an exceptional drive concept. The user interface is reminiscent of the familiar gearbox gate of the Audi tiptronic or multitronic.
As on conventional manual gearboxes, the transmission ratios are present on input and auxiliary shafts in the form of pairs of toothed wheels. In contrast to manual gearboxes, the input shaft is divided into two sections. It comprises an outer hollow shaft, and an inner shaft. The 1st, 3rd, 5th gears and reverse are located on the inner shaft. The hollow shaft handles the even-numbered gears.
Each of these shafts is selected by means of a separate multi-plate clutch running in oil. The two electronically controlled, hydraulically actuated clutches are packed inside each other for maximum space economy.
As well as their high efficiency and ability to transmit high torques, clutches of this type permit a wide range of starting characteristics. In other words, the multi-plate clutch can be controlled in such a way that every conceivable form of pulling away is possible, from an ultra-gentle edging along on a slippery surface to sports-style acceleration at full throttle.
The gearshifts it produces feel spontaneous and decisive, as if executed at the push of a button. The electronic-control throttle blip feature of the manual and S modes reinforces the impression of ultra-dynamic gearshifts.
A shift-by-wire control concept has been implemented. The mechatronic concept combines a control unit with an electro-hydraulic control unit. The resulting device is housed in the upper section of the transmission casing. The signals from ten individual sensors are processed centrally there, and the actuation values calculated using the relevant information on the momentary driving situation from the drive CAN bus. The application pressure of the two clutches is regulated by special solenoid-operated valves depending on the situation, and the gear positioners operated.
The electronics also calculate which additional gear is to be preselected by the corresponding positioning cylinder and selector forks, and manages all actuating elements and the oil cooling circuit via six pressure regulation valves and five on/off valves.
All in all, the entirely new concept results in a decidedly agile performance, with the added benefit of the typically low fuel consumption of an advanced 6-speed manual gearbox.
A 13.1-inch dual-piston brake system adapted from the version used on the RS 4 assures an appropriate braking performance. There are floating-caliper brakes with ventilated 334 millimetre (13.1 inch) brake discs at the front. The rear wheels are fitted with floating-caliper brakes with 265 millimetre (10.4 inch) ventilated brake discs. In common with all TT models, the new 3.2 quattro has ESP with integral brake assist. The dynamism of the new top-of-the-range TT version is moreover outwardly in evidence. The main changes compared with the other TT models are the modified rear spoiler and the front apron with enlarged inlet openings and lateral gills. The larger rear spoiler further reduces rear-end lift, in line with the performance gain of the TT 3.2 quattro.
The front apron now incorporates larger openings to cover the higher demand for cooling air, without the aerodynamic properties being affected. The drag coefficient remains unchanged at Cd = 0.32.
The TT 3.2 quattro in addition has xenon lights as standard with range control and titanium-coloured headlight trims. Inside, as well as the shift paddles on the steering wheel this version is distinguished by a gearbox gate in polished aluminium and an instrument panel insert with a speedometer extending as far up as 280 km/h (174 mph).
The market launch is scheduled for mid-2003.
11-25-2002, 07:42 AM
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When I saw this on VWVortex it really caught my attention. I think the exterior looks very nice, more macho than a normal TT. I like the wheels, the exhuast the everything. The interior is to die for. The design is one of the best I've seen in a sports car. The engine output is pretty nice too. And the transmission is pretty damn cool.
This pretty much seems like what a sTT would be like. On the other hand, if they can barely fit a VR6 in there, i doubt we'll see a twin turbo RSTT. Oh well, I cant afford it anyways.
This pretty much seems like what a sTT would be like. On the other hand, if they can barely fit a VR6 in there, i doubt we'll see a twin turbo RSTT. Oh well, I cant afford it anyways.
11-25-2002, 12:20 PM
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The TT is on the A-platform like the Jetta, Golf etc. Any motor that can fit in other A-platform cars conceivably could be shoehorned into the TT. There were a bunch of W8 Jetta test mules running around a couple years ago...
But, the TT quattro 225 already starts at $36,200 and loaded up balloons to $40,625. Lord knows how much they're gonna charge for the TT 3.2, a TT W8 could probably be 55 grand.
But, the TT quattro 225 already starts at $36,200 and loaded up balloons to $40,625. Lord knows how much they're gonna charge for the TT 3.2, a TT W8 could probably be 55 grand.
11-25-2002, 12:31 PM
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this is an amazing car. the only drawback in my eye is its lack of upgradeability. it uses a transmission thats already at its max limit, and it uses an engine already at its max limit. in case it hasnt been mentioned yet, the engine is a slightly tuned VR6 like the one used in the VW GTI for the past 7 years or so.
11-25-2002, 01:10 PM
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HPA Motorsports in BC Canada has twinturbo'd VR6 volkswagens for years. they have kits redily available for all the A-platform cars with 4cyl and 6cyl engines. They are quite costly, but of they can do a twin turbo VR6 New Beetle, than a turbo'd TT can't be too much more more difficult.
http://www.hpamotorsport.com/screens/tttwin.html
yes i realize there is a 400cc difference...but anything can be done.
http://www.hpamotorsport.com/screens/tttwin.html
yes i realize there is a 400cc difference...but anything can be done.
11-25-2002, 01:10 PM
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Originally posted by More&Faster
the engine is a slightly tuned VR6 like the one used in the VW GTI for the past 7 years or so.
the engine is a slightly tuned VR6 like the one used in the VW GTI for the past 7 years or so.
11-25-2002, 01:33 PM
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Wow...that tranny is awesome, MFB. But then again, only wussies drive this car because it's automatic, right? :fawk:
Not digging the yellow at all...the the rest of the car is beautiful. I just wish it came with a 6 speed and I wish that VW didn't have to resort to a large V6 to produce only 250HP...and its price, of course, which will probably be up there with the SLK55 AMG or whatever the hell they call the SLK AMG version.
I wonder if they tweaked the suspension...it's always been kind of a downside of the beautiful TT. The handling is nowhere near the Boxster, S2K, and M Roadster...even though it offers AWD.
:fawk: Not digging the yellow at all...the the rest of the car is beautiful. I just wish it came with a 6 speed and I wish that VW didn't have to resort to a large V6 to produce only 250HP...and its price, of course, which will probably be up there with the SLK55 AMG or whatever the hell they call the SLK AMG version.
I wonder if they tweaked the suspension...it's always been kind of a downside of the beautiful TT. The handling is nowhere near the Boxster, S2K, and M Roadster...even though it offers AWD.