Audi’s five-cylinder engines of the 1980s were powerful, sporty engines that reinforced the brand’s “Vorsprung durch Technik” commitment.
These five-cylinder engines combined the efficiency of a four-cylinder with the power of a six-cylinder, resulting in lighter and more compact engine packages. A turbocharged version was a sensation.
Engine Code
CEPA
Engine type
Five-cylinder inline engine
Displacement
151.3 cu in (2480 cc)
Maximum power
335.2 hp (250 kW) @ 5400–6500 rpm
Maximum torque
331.9 lb ft (450 Nm) @ 1600–5300 rpm
Valves per cylinder
4 – Sodium Filled for cooling
Bore
3.24 in (82.5 mm)
Stroke
3.65 in (92.8 mm)
Compression ratio
10 : 1
Firing order
1-2-4-5-3
Fuel system
FSI (homogeneous) direct injection with demand-based high and low fuel pressure regulation Engine management without an air mass meter
Fuel grade
91 AKI
Engine weight
403.4 lb (183 kg)
Engine management
Bosch MED 9.1.2
Exhaust emission standard
LEV II
Emissions control
Sensors upstream and downstream of the catalytic converter
Cylinder Block Because of its very short overall length, this engine lends itself very well to transverse mounting.
Material Selection The cylinder block is made from high tensile strength cast iron. The strength of this material is needed because the connecting rod bearings and main bearings have relatively small widths. Piston cooling jets are mounted in the cylinder block. Note The liquid sealants using during engine assembly and repair are specifically designated for various components. Oil Pan The oil pan is constructed from two parts. The cast upper part acts as a baffle plate and is bolted to the crankcase. This upper part supports the oil pump, which is bolted to the cylinder block. The lower part of the oil pan is made from sheet steel. It houses Oil Level Thermal Sensor G266 and the drain plug. Both the front sealing flange and lower timing case cover are sealed against the cylinder block by a liquid sealant.
Crankshaft Drive The forged steel crankshaft is supported by six main bearings. A torsional vibration damper reduces radial vibration by the pistons and crankshaft. The damper, referred to as a viscodamper in repair literature, uses a high viscosity silicone.
Audi TT RS 2.5 ltr TFSI Reciprocating component
Specifications
Center-to-center distance between cylinders
3.46 in (88 mm)
Block height
8.66 in (220 mm)
Connecting rod length
5.66 in (144 mm)
Crankshaft main bearings
6
Main bearing diameter
2.28 in (58 mm)
Connecting rod bearing diameter
188 in (47.8 mm)
Pistons and Connecting Rods To better respond to high loads, the pistons are a “boxed” design. They have an asymmetrical skirt with beveled box walls on the thrust and counter-thrust sides. They are manufactured from a high heat resistant alloy and have cast in ring lands for the upper piston ring. Lower weight and low oil consumption characteristics were designed into these pistons.
Mini headland rings 451_027a N2, taper-face piston ring N1, asymmetrical, spherical, steel nitride + PVD* N3, DSF** ring with tapered lands
*PVD = Physical Vapor Deposition is a coating process in which the coating material is physically vapor-deposited (by kinetic or impact energy) on a material in a vacuum environment.
*Top-beveled oil control ring with coil expander Reinforced threads M9 bolt Optimized design with large cross section
The original Audi TT, named after the legendary “Tourist Trophy” race in the United Kingdom, was a milestone in automotive design.
The design followed pure geometry, with the central theme being a circle reflected in the wheel arches, roofline arches, and both the front and rear fascias of the vehicle.
The front of the TT RS features the Audi marque single frame grille. The insert is shiny black bounded with a matte aluminum finish. Large side air intakes with flared edges draw air into the engine compartment. The left intake routes air to the transmission, while the right intake routes air to an auxiliary radiator. The turbocharger draws in air through the upper section of the grille while the intercooler sits behind the lower segment of the grille.
The front valance has been designed as a splitter, and when coupled with the rear spoiler, provides perfect aerodynamic balance.
The Audi TT RS, developed by quattro GmbH,breathes new life into old traditions.
Thanks to a turbocharged 2.5-liter five cylinder engine,permanent all-wheel drive, and a sporty yet comfortable suspension and design, both the RS Coupe and RS Roadster are uncompromising sports cars.
The production of the Audi TT RS involves the use of two factories. The Audi Space Frame (ASF) body is constructed in Ingolstadt, Germany, while final assembly is completed in Györ, Hungary.
The TT RS is clearly the flagship of the TT model series. The muscular sheet metal body, tautly curved surfaces, and sharp lines give an impression of sculpture in motion. From the side, the 18-inch wheels, large brakes, and flared wheel openings of the TT RS instantly catch the eye. Matte aluminum door mirror covers are standard.
The headlight design is a distinguishing Audi characteristic. Xenon plus headlights, standard on the TT RS, are accentuated by daytime running lights comprised of 12 LEDs arranged in a straight line.
8J Audi TT RS Rear View The rear bumper includes an integrated diffuser insert that surrounds two large, oval tailpipes. A wide, stationary spoiler increases downforce on the rear axle, improving stability at high speeds. The automatic spoiler featured on the standard production TT is available on the TT RS as an option.
Audi TT RS Models Body Specifications
Coupe
Roadster
Curb weight
3196.6 lb (1450 kg)
3328.9 lb (1510 kg)
Maximum gross weight
4034.4 lb (1830 kg)
4034.4 lb (1830 kg)
Luggage capacity (seats folded down)
10.2 cu ft / 24.7 cu ft (290 liter / 700 liter)
8.8 cu ft (250 liter)
Fuel tank capacity
15.8 gal (60 liter)
15.8 gal (60 liter)
Drag coefficient
0.32
0.34
Audi Space Frame Technical Design
The hybrid Audi Space Frame (ASF) first used in the 2008 TT is also used in the TT RS Coupe and TT RS Roadster. Sheet steel and aluminum sheet metal components, aluminum castings, and aluminum extruded sections form the TT RS body structure. Vehicle weight distribution is optimized by using sheet steel components in the rear facia, improving driving dynamics and acceleration.
Whoever said familiarity breeds contempt has obviously never spent time with the Audi TT.
The TT’s silhouette has become very familiar since its launch, but the car itself has become more and more appealing over time.
Wife Pauline and I love the 2010 Audi TT styling and uniqueness, especially in Black duco. So upgrading to a Black Manual that she loves!
So much so, in fact, that it’s been our current TurboClub.com Hero favourite coupé for four years with no problems. All images are of both our Audi TT coupes and the eagle eyed would spot we bought both from same Awesome Dealer George.
We have not taken delivery of the TT RS yet as Pauline in hospital right now. Ambulance trip to hospital day before due to pick up the RS for blood pressure problem, I say from the excitement of getting this weapon! Going to have to Drive like Miss Daisy the 300 kilometers home after picking it up!
12/02/2022 – Just picked up Pauline from hospital today so arranging to go to Melbourne to swap the TT’s next week tue/wed maybe!
However, this isn’t about our cheaper version sitting lower down the range, or even the sportier TT S.
Which 2010 Audi TT coupe did Pauline and I Trade up to?
No, this is about the top dog with the big gun: the range-topping Audi TT RS.0-62mph in a claimed 3.7seconds.
Now, it’s excellent value for money, too. It was website What Car? Used Car of the Year winner in the Coupe section in 2017.
2022 FEB 15 – FINALLY OURS!
By Pauline Campbell
We did it. Welcome to the real thing. Audi TT RS Quattro. Super car!
Introducing the “Beast.” Audi TT RS Quattro. RS= Renn Sport = Race Sport. Our little previous Audi TT 1.8 Turbo FWD’s big brother. Big mean brother – in a civilised way. Greg did a magnificent job driving the 600klms plus, round trip to Melbourne and back. “Where are the headrests?” exclaimed the passenger. The seats are worth $7,000 in themselves. They mold to the body. We figured the lack of headrests are due to a HELMET wearing racing individual needing the space – for the helmet! That would make sense. This car was a gift. To us. For us. By us. We expected to paint the house. We are denied international travel. This decision was totally mine, Greg didn’t say a word, could not believe it. In fact he still can’t. He is so wrapt to have it. So am I.
There will be few cars currently on the road who can beat it (for 0-100 @ 3.7seconds) speed. That is what it was built for. Not that we will be thrashing it around the hills. Greg has a Jeep for that. We stuck to the speed limit of 110, with everyone flying past us oblivious to the fact that we could blow them out of the water! A beauty of a white convertible Lamborghini was parked there .”Can the Audi beat that?” I asked. ” Reversing ” he said. I gave our little Audi trade-in a gentle pat on its little spoiler. as we left it behind. Thanks for the pleasure.
Melbourne traffic is crazy. The West Gate isn’t as I remember going over it to work the Ships. The barriers (to prevent the Jumpers!) hinder any view and the traffic is so horrendous yet the City is quiet. St. Kilda is derelict, like a ghetto. This is St.Kilda. with Luna Park, cake shops, markets and loads of people around..so many visits there did we enjoy. May be busier on the weekends. I hope so . Daniel Andrews labour government has wrecked a once proud and vital City. I see it..in the empty shopfronts, the deserted streets, the lack of people vibe.
I had a drive myself today, just locally. Bit heavier on the turns because of the AWD, louder but basically very similar in feel . How did that hill disappear so quickly going up it?!
Impressing for its unbeatable combination of talents, its class and solidity and its affordability.
It’s a hardtop (Coupé) which means it offers the TT’s usual choice of practicality or al fresco thrills.
Our version has the TFSI 2.5-litre turbocharged five-cylinder petrol engine, which pumps out – wait for it – a mighty 395bhp.
Yes, you did read that correctly, and it’s all sent manage-ably to all four wheels via a six-speed manual gearbox. That gives it some seriously impressive performance figures, as well as awesome all wheel grip.
After the radical styling of the original Audi TT, this second-generation version might look a little underwhelming. However, underneath its same-again body lies a full-on sports car that’s stunning to drive and tonnes of fun.
The majority of the car’s chassis and bodywork is aluminium, making it lighter than the first car, yet it’s bigger and has slightly more room inside. This weight loss gives the TT amazing agility and, combined with the peppy engine options, it’s very fast in a straight line and grippy round the bends.
The ride is firm but not excessively so. Despite the performance, the TT RS is easy to drive and refined at low speeds.
The interior feels solid and durable, and quality materials are used throughout. The rear seats are suitable only for the smallest of children, however, but the boot is a good size for a coupe.
The standard six-speed manual gearbox is slick and well matched to the engines 400 HP and 0-62mph in a claimed 3.7seconds..
Some TTs also have the Magnetic Ride suspension system fitted, which can be used in Comfort or Sport settings, although the standard suspension is brilliant anyway.
All models are well equipped, with climate control, alloys, electronic stability control, curtain airbags and half-leather sports seats as standard. Metallic paint is essential for good residual values.
Audi’s quattro four-wheel drive system can shuffle up to 100% of the TT RS’s power to the front or rear wheels as required, helping transfer all of the engine’s power onto the road’s surface with devastating effect – in both wet or dry conditions.
The Coupé is faster than the Roadster, rushing from 0-62mph in a claimed 3.7seconds. Then will then carry on to 155mph, unless you have it unshackled further by Audi for an extra cost, in which case the top speed increases to 174mph. The manual gearbox is usefully responsive when you’re driving hard and changes smoothly when you’re cruising. Ticking the sports exhaust option box is tempting, but Audi’s lovely five-cylinder engine sounds superb even through the standard tailpipes
The TT RS is quicker than the A110, 718 Cayman S and BMW M2 Competition, and the massive amount of grip it produces means it can cover ground at a staggering rate.
Every RS comes with a part-Alcantara steering wheel, which is much like the one you’ll find in Audi’s flagship performance car, the R8. Among the controls on this wheel are two large round buttons – one to start the engine and another to flick between driving modes. The steering, gearbox, accelerator and optional adaptive dampers are all made more aggressive in Dynamic mode, and it’s here that the TT RS feels best when driven hard.
Aside from loads of road noise at motorway speeds the TT RS produces very little wind noise. Switching to Comfort mode quietens the exhaust note to a sensible level, too.
The car manages a convincing split personality, though. Fitted with standard 10mm-lower springs and 19in alloy wheels, its ride is certainly firm but is also beautifully controlled, and rarely uncomfortable as a result. The same is true on the optional 20in wheels. Those adaptive dampers add greater spectrum to the ride, depending on which driving mode you select, so are worth adding.
The Audi TT RS interior layout, fit and finish
It’s a case of close but no cigar for both Porsche’s Cayman and Boxster and also BMW’s M2 when trying to match Audi’s interior quality. The Alpine A110 isn’t even close. The interiors of lesser TTs, with their soft plastics, chrome accents and beautifully damped switches, are already mightily impressive, and there’s more of the same in the TT RS. It’s the little details, such as climate controls that are integrated stylishly into the air vents, that make it feel special but also very easy to use.
Audi’s Virtual Cockpit is fitted as standard behind the steering wheel, where you’d normally expect to find analogue instrument dials. Its 12.3in digital screen displays your speed and engine revs while also acting as a hub for all of the infotainment functions, such as the stereo, Bluetooth and sat-nav.
The whole thing is easy to use while you’re driving, unlike the touchscreen systems in the Cayman and A110. Instead of struggling to hit icons with your fingers, you control the TT RS’s system by twisting and pressing a big rotary dial between the front seats, with some handy shortcut buttons available to take you directly to specific functions.
It’s a similar system to the M2’s iDrive, and works almost as well. Apple CarPlay and Android Auto smartphone mirroring are standard in the TT RS, which means you can access Waze and Google Maps through the infotainment screen.
There’s lots of adjustment to the steering wheel and the sports seats, but the pedals feel too close to you and the seat is set relatively high – more like that of a hatchback.
The view forward is good and judging where the nose of the car ends is pretty easy. However, both versions of the TT RS suffer poor rear visibility — the Coupé because of its sloping rear roofline. Front and rear parking sensors are standard, though, and a rear-view camera is on the options sheet. Effective LED headlights are standard, too, which you can upgrade to even better adaptive ‘Matrix’ units.
What are the most common problems with a used Audi TT coupe?
Owners are generally very happy with their cars, and there are few reported faults.
The leather seats can wear quickly – particularly the side bolsters of the seat base. You can help prevent excess wear by regularly applying a quality leather cream, but it can’t restore the seat if it’s already badly worn.
The front brakes can make a squealing noise, although it doesn’t appear to reduce the brakes performance. There is no exact cause and sometimes only replacing the brake pads cures it.
A few dashboard and glovebox rattles can appear over time and the door seals can whistle and higher speeds. Poor-quality paintwork has also been reported, although it is rare.
Our 2010 TT 8J 1.8 of this generation at 70K miles seems to be bullet-proof so far.
2013 Audi TURBO (electric biturbo) Power at the lowest revs
With the electric biturbo, Audi is taking another major step forward in its TDI engines. In this forward-looking technology an additional compressor assists the turbocharger in the lower rev range.
Almost a quarter of a century ago, Audi delivered a major boost to diesel engine development worldwide. 1989 saw the debut in the Audi 100 of the first direct injection compression ignition engine with turbocharging and electronic control, since when the TDI has enjoyed an impressive and ongoing success story.
The full potential of forced induction is particularly evident in combination with the diesel engine. It increases performance and reduces consumption and emissions considerably; compared with earlier naturally aspirated engines, this is downsizing at its very best. As a factor of displacement, TDI engines have increased their output by more than 100 percent and torque by 70 percent since 1989; within the same period, emissions have fallen by 95 percent.
The latest development iteration from Audi is the 3.0 TDI biturbo – it delivers 230 kW (313 hp) and a maximum torque of 650 Nm between 1,450 and 2,800 rpm. It has a specific power output of 77.5 kW (105.5 hp) per liter. Yet, in the A6 it consumes an average of just 6.4 liters of fuel per 100 km and emits 169 grams of CO2 per km.
All turbocharged internal combustion engines share one characteristic – that turbochargers are driven by energy from the exhaust gas. For this reason, the charge pressure, and thus torque, does not begin to rise sharply at the lowest end of the rev range until exhaust gas energy increases.
The electric biturbo, however, offers a significant improvement. Specialists from Audi’s Advanced Diesel Engine Development department in Neckarsulm have built and calibrated a 3.0 TDI with this configuration. The conventional turbocharger operates together with a supplementary, electrically driven compressor. This facilitates a rapid build-up of charge pressure and high torque from the very lowest revs, independent of the available exhaust gas energy.
Instead of a turbine driven by the flow of exhaust gases, the new component incorporates a small electric motor that runs the compressor rotor up to a very high speed in an extremely short space of time. The electrically driven compressor, which looks very similar to a conventional turbocharger from the outside, is positioned downstream of the turbocharger and charge-air cooler and is bypassed under most operating conditions. However, when the energy on the turbine side is low, the bypass valve closes and the charge air is directed into the electrical compressor, where it is compressed for a second time.
The effect of the new concept is impressive. When pulling away and accelerating at very low revs, torque build-up takes place significantly earlier, meaning that a high level of pulling power is quickly on call in every situation. Under full acceleration from a standstill, the electric biturbo delivers an advantage of around two vehicle lengths in the first three seconds compared with a conventional engine.
The energy required to drive the electric compressor is derived largely from recuperation under trialing throttle conditions, making it consumption neutral. A further key feature of the concept is the flexible and compact charge line; its heat capacity is reduced as a result, ensuring that the catalytic convertor quickly reaches operating temperature following cold start.
Just in case you’d forgotten what all the fuss was about here’s the vital stats.
These of course, centre around the UR quattro inspired 2.5 litre five cylinder engine, which produces 250kW (340PS) and 450Nm of torque. The TT RS is expected to do the 100km/h sprint in the mid 4 second range, before topping out at 280km/h, if the option of removing the usual 250km/h speed limiter has been exercised.
The TT RS is due for European release in June.
AUSmotive.com reports the following: – Australian readers will need to wait until the first quarter of 2010, or a little under 12 months from now. Australian pricing is currently a well guarded secret, but with the TTS list price hovering around the $100K mark, I reckon you’ll need to put aside at least $130K for the range topping RS.
The Audi TT RS has some very healthy numbers on its side. Let’s start with the 2.5 litre turbocharged inline five cylinder that produces 250kW of power and 450Nm of torque. That torque is all yours from a low 1600rpm, as well. The TT RS is only available with a six speed manual transmission and Audi reckon it can reach 100km/h in 4.6 seconds.
Nice numbers aren’t they. Then, consider the TT is one of the best looking mid-sized sports coupe’s on the market and you soon realise Audi could have a real knock out winner on its hands.
A catch. There must be a catch, right?
RS purists will bemoan the fact the TT RS uses a Haldex all-wheel drive system and not a Torsen-based setup, which does have genuine roots to the rally-bred Ur Quattro. They might also have hoped Audi pushed the envelope a bit on the body styling. Where are the beefed up and flared guards seen on other RS models, such as the highly acclaimed B7 RS4?
Image by www.ausmotive.com
Take your seat behind the wheel, though, and you soon get a sense this car is something special. There’s the race-inspired Recaro seats, a thick and beautifully styled steering wheel and, of course, all housed in another class leading interior from Audi.
Turn the key, fire up that engine and senses are further heightened by the glorious five-pot growl that lies deep inside the TT RS (listen to the audio sample below).
This is all well and good, but is its bark bigger than its bite? The only way to find out was to head out to AUSmotive’s favourite test route and see how the TT RS fared.
First impressions from the TT RS were good. Very good. Almost immediately it was clear the power delivery from the turbocharged engine was linear and strong. That said, even with a flat out standing start, the TT RS never really grabs you by the collar and pushes you back in the seat. Mind, there was no reason to doubt Audi’s 0-100km/h claims.
Make no mistake, this is a quick car. If you were being really greedy, though, there are moments where you wouldn’t say no to a bit more poke. Perhaps that is because the TT RS inspires so much confidence. It begs you to push harder, it wills you closer and closer to the limit.
Like any car with a Haldex all-wheel drive system you will experience under steer. However, the point at which that happens in the TT RS is, generally speaking, far beyond what is considered acceptable on public roads. Moreover, the TT RS offers so much enjoyment prior to that limit, that driving the car within its capabilities is still very much a rewarding experience.
Beside the gear stick is a little S button. It doesn’t make the seats hug you tighter as in the RS4, but it does improve the note from the exhaust, as well as activate the car’s standard magnetic ride suspension.
Sharpening these aspects of the TT RS did improve the driving experience too. The noise, oh the noise! Hearing the five-cylinder symphony bouncing off rock walls made me feel like a kid in a candy store. Gee it sounded good!
Image by www.ausmotive.com
Whether flinging the TT RS through a series of esses, or flying through fast open sweepers the car felt composed and planted at all times. The steering was well weighted and there was no cause to complain about the feedback offered. The brakes were able to answer any questions asked of them and the grip provided through the 19″ alloys was exhilarating.
It was clear to me that the bite of the TT RS did match its bark. During my time in the car it was hard to fault it. Even when trying to wring its neck to unsettle the car, the ESP was able to calm things down without screaming Achtung!.
Handing the keys back for the TT RS was a hard thing to do. It had just put a massive grin on my face and it was one of the most fun driving experiences I’ve had for a long while.
Which brings us back to the question I raised earlier. What’s the catch? As I see it the biggest flaw in the TT RS is its price. With a drive away figure of around $145K that’s probably a fair ask in the context of the Audi range. But that’s not the issue here. If you’re in the market for a fast, well-sorted coupe’ then that kind of money introduces some pretty serious competition. I reckon the TT RS could probably see off the challenge posed by the BMW Z4 sDrive35is. However, the required budget also puts you right in Porsche Boxster S territory. The Cayman S, too, is within reach. Hmm.
In isolation the TT RS is a fantastic car. It excites the senses like this type of machine should. If the TT RS is the only car in this segment you’ve got your eye on relax you’ve just hit a home run. But if you want to consider the competition, well, it’s game on!
