Audi is planning a high-performance version of the 2007 Audi TT Coupe, tentatively called the TT RS, reports Germany’s Auto Zeitung magazine. The car will get a naturally aspirated V6 with over 300 horsepower, according to the report. The engine will likely have increased displacement of 3.6 liters, up from the current 3.2 liter range-topper. The RS model would get larger wheels, performance brakes, RS4-style racing seats, widened fender flares, and a new front fascia with honeycomb mesh intakes. The car would either be a 2008 or 2009 model.

Pure emotion: Audi Hungaria is continuing its success story – today saw the start of production of the second generation of the Audi TT Coupé. The Hungarian Minister of the Economy and Transport, János Kóka, and Dr. Jochem Heizmann, Board Member for Production at AUDI AG and Chairman of the Supervisory Commission of AUDI HUNGARIA MOTOR Kft., gave the starting signal for the new sports car during a ceremony at the plant in Gyor. The TT Coupé will be launched on the market in September 2006.

- Minister of the Economy and Transport János Kóka and Audi Board Member for Production Dr. Jochem Heizmann drive the first new sports car off the line
- A successful cooperation between Ingolstadt and Gyor
- Leading position in the premium segment

"Audi Hungaria has captured a top position in the premium sports car segment with the production of the Audi TT. The decision to assemble the new model in Gyor is testimony to the excellent and productive interaction between Germany and Hungary as production locations ," explained Dr. Jochem Heizmann during the ceremony.

A total of 230 million euros have been invested in the production of the TT. Of this amount, around 20 million euros were allocated primarily to new assembly plant equipment at Audi Hungaria in Gyor. The Audi TT goes through the body shop and paint shop stages at the Audi plant in Ingolstadt. The sports car is assembled on an area covering 35,000 m2 in Gyor. The beginning of next year will see the assembly process being operated on the basis of a three-shift system. Approximately 800 employees work in TT assembly in Gyor. The production capacity will be higher than that of the predecessor model and around 20,000 Audi TT Coupé models are to be assembled in Gyor by the end of this year.

"The TT project in Gyor was realised within only 20 months. Our especially flexible assembly process and our highly qualified employees make us an extremely productive location within the Group. We have succeeded in considerably reducing production time for the new TT, even though it is more sophisticated and more complex than the predecessor model. This makes us extremely competitive on an international level," said Thomas Faustmann, Chairman of the Board of Management at AUDI HUNGARIA MOTOR Kft.

The new TT will be available with either a 2.0 TFSI four-cylinder engine developing 147 kW (200 bhp) or a 3.2 V6 engine generating 184 kW (250 bhp). Special technical features are the Audi Space Frame ASF in lightweight design and the active damper system Audi magnetic ride. The successor to the Audi TT Roadster will follow at the beginning of 2007.

More about the new Audi TT here:

The new Audi TT Coupé: Power born from passion - In depth (06.06.06)
Power born from passion: The new Audi TT Coupé (06.04.06)

[source: audi-press.com]

AT A GLANCE:

2007 AUDI TT
ON SALE: April 2007
BASE PRICE: n/a
POWERTRAIN: 2.0-liter, 200-hp, 207-lb-ft turbocharged I4; fwd, six-speed manual
CURB WEIGHT: 2772 lbs
0 TO 62 MPH: 6.6 seconds


“Style over substance” could describe the first-generation Audi TT. Despite its jaw-dropping, Bauhaus-inspired looks, it was not a truly great drive. Memorable—yes—if only for all the attention that rounded coupe garnered.

As sports cars go, there were clearly better choices, and not just because of the TT’s early high-speed stability problems. The Audi boasted an eager range of engines and optional all-wheel drive, but that first TT lacked finesse. Its tactile messages were gagged by numb steering, inconsistent handling and a less-than-composed ride. Building the TT from the roots of the fourth-generation Volkswagen Golf didn’t help, either.

Audi got that message and has spared little to ensure this new TT can mount a challenge to the BMW Z4 Coupe, Mercedes-Benz SLK, Nissan 350Z and Porsche Cayman when North American sales start in April 2007.

Say what you like about the styling, but there is no mistaking the TT’s lineage. The heavily rounded cues remain integral, but they have been refined to give the new model fresh appeal. If the early production example is any guide, this time the TT not only delivers looks, it is a much better driving car, too. Yes, it is a car the keenest drivers will cherish.

The new TT is vastly different from its predecessor, most notably in the way it is constructed: Based around a lightweight aluminum space frame, the body is a mix of steel and aluminum; steel is also used in the floorpan at the rear to improve weight distribution, which Audi puts at 58:42 front/rear.



The primary target was to reduce weight, and the range-topping 3.2-liter V6 model, at 3146 pounds complete with awd and Audi’s new double-clutch S-tronic gearbox, is more than 100 pounds lighter than the car it replaces. What’s more, the weight is concentrated lower, so the TT has a better center of gravity, something Audi development chief Ulrich Hackenberg says is key to improved handling.

Stretching the TT’s wheelbase 1.5 inches (to 97.1 inches) adds legroom for front-seat occupants. There is extra head and shoulder room, too, important because the earlier model was anything but roomy. Wider and more supportive front seats are mounted slightly lower, so it is easier to get into, but the waistline is just as high, so you feel—if it’s possible—even more cocooned than before once the door is closed. It is a unique feeling in today’s market and should appeal to TT owners. The rear seat is tight and suitable for small children only.

The interior is new but is instantly familiar to anyone who has spent time in the first-generation TT. Dark, soft-touch plastic and brushed-aluminum pieces provide a classy environment. The interior is simple but ergonomically effective. Should we expect anything less from Audi, the company that redefined the exemplar interior? No. Highlights include a terrific flat-bottomed steering wheel, and easy-to-read white-on-black instruments.


Under the distinctive clam-shell hood lurks the familiar 3.2-liter direct-injection V6 producing 250 hp at 6300 rpm, the most potent engine in the TT lineup. It is a hugely satisfying engine with crisp response, solid low-end torque, linear delivery and impeccable refinement—there is no buzz anywhere. The new TT also comes with the 2.0-liter direct-injection turbocharged four, the same engine used in the GTI that produces 200 hp.

The new driveline’s defining feature is Audi’s updated six-speed S-tronic gearbox. An option for the TT, the double-clutch unit is perfectly suited to either engine’s flexible nature, offering the best of both worlds: a fully automatic mode in which the shifts perform with the subtlety of the latest automatics; or manual mode via the gear lever or paddles behind the steering wheel. The electronics even provide automatic and ideally timed throttle blips during downshifts.

Off-the-line traction remains one of the Audi’s greatest assets. The awd system apportions drive in a 50:50 front-to-rear split. Audi claims 0 to 62 mph in 5.7 seconds for the V6 model, a half-second quicker than the old TT V6’s time. Top speed remains pegged at 155 mph; and with a pop-up rear spoiler deploying at 75 mph, directional stability is improved dramatically. The car tracks more faithfully than before, and it better resists side-wind intrusion at freeway speeds.


On winding roads the new TT proves fluid and eager to follow instructions, thanks to a new chassis that has been redesigned with increased use of aluminum and wider tracks—1.7 inches in front and 2.0 inches at the rear. In combination with that increased wheelbase, the new TT’s footprint is significantly larger, and it feels more connected to the road. The upshot is it allows a driver to read conditions with greater confidence.

Body control is excellent, with less pitch and roll. Speed-sensitive power-assisted steering with an electrohydraulic system based on the A3’s is light at around-town speeds; it weights up nicely and offers accurate turn-in at the appropriate times. That said, it still could do with a touch more feel and feedback when it is pushed hard.

At the limit the TT’s natural tendency is to understeer. Still, if you’re prepared to keep your foot planted and rely on the awd to shuttle power from the front rearward, it can be made to corner in a fantastically neutral manner. It’s a process that calls for early braking and delicate steering inputs, but it is highly satisfying; the harder you attack corners the more accomplished the TT becomes.

Audi has used the stiffer floorpan and more rigid body to fine-tune the MacPherson strut front and multilink rear suspension, which gets stiffer springs and shocks and larger-diameter antiroll bars. At low speeds you are aware of the inherent stiffness, but it is never harsh in the way a Z4 can be on pockmarked roads. Increase pace, and the ride gets nicely composed.


The optional Magnetic Ride suspension offers continuously adaptive damping; the stiffness of the TT’s magnetically charged oil-filled dampers alters automatically by electronic pulses dependent on road conditions and driving characteristics. The system also gives the driver a choice between Normal and Sport settings. After experimentation, we bet most drivers will opt for the Normal setting; Sport mode is clearly intended for those who don’t mind an aggressive setup. It’s bearable, but not for a long journey.

There is no doubt about it: The second-generation TT represents an enormous improvement for Audi and for the segment. No longer is the TT a car that will be bought on the strength of its looks alone; its dynamic attributes are now very much at the heart of its appeal. More responsive and fluid in its actions, the TT is light on its feet and reacts keenly to driver commands. It is also more exploitable and forgiving than its predecessor.

Audi aims to sell 65,000 TTs a year; we reckon it may be a good deal more.

Off-the-line traction remains one of the Audi’s greatest assets. The awd system apportions drive in a 50:50 front-to-rear split. Audi claims 0 to 62 mph in 5.7 seconds for the V6 model, a half-second quicker than the old TT V6’s time. Top speed remains pegged at 155 mph; and with a pop-up rear spoiler deploying at 75 mph, directional stability is improved dramatically. The car tracks more faithfully than before, and it better resists side-wind intrusion at freeway speeds.

All the visual clues were right. So were the hints we'd gathered from the technical description. The new Audi TT is indeed much more of a sports car then the old one.

For a start, it's pretty quick. There are two versions, one using Audi's 200bhp 2.0 Turbo FSi engine - the one that's most famous from the Golf GTI.

Compared with the old TT's peaky boost, this engine has a far more even spread of power delivery, kicking up big urge whenever you press the throttle. It's also smooth and keen to rev, and comes with a bonus big-bore exhaust burble (not too loud, you understand, but just a gentle emphasis).

With this much muscle behind the front driveshafts, you find a fair bit of wheelspin out of tight bends, and when it's wet. If your daily drive contains lots of wet roundabouts, go for the quattro version.

But it's not that simple. You can't get the quattro all-wheel-drive system with the 2.0 engine. You have to trade up to the 3.2-litre V6. Oddly, despite the extra power (250bhp plays 200), the 3.2 feels barely any quicker. That's because of the extra weight of the two extra cylinders and the rear half of the drive system.

So the quattro is notably quicker out of tight corners because of its extra traction, but otherwise the 2.0 will keep up, and the little bro' also feels more agile through S-bends. Of course, the V6 has a sweeter engine sound, but not a truly classic one.

So most of the time I'd find it hard justifying the extra price. The 3.2 is £29,285, the 2.0 £24,625.

The new car is wider, its weight is better distributed and it's got a more sophisticated suspension. And sure enough, the handling is far better than the old car. It corners flatter, there's much more urgency and accuracy in the steering, it copes with bumps better, and overall it's extremely trustworthy and capable.

Two things separate it from greatness: the steering hasn't quite enough feel, and mid-corner throttle adjustments don't have much effect, especially in the quattro. You get very slight understeer, or slight understeer, and that's yer lot.

Despite the better handling, the ride is also improved, especially with the optional magnetic-fluid adaptive damping system. You could easily do long journeys with this car: there's very little wind noise ? although the optional 19s kick up a lot of tyre roar.

And the secure handling, stability and general feeling of taut, solid trustworthiness make it a great companion on a dark, wet night.

I drove it in snow, fog, driving rain and dry sunshine, all in an afternoon. Up some of Europe's highest mountain roads, down on a no-limit Autobahn, through cobbled towns. It never once felt out of its depth.

Paul Horrell
Consultant Editor, Top Gear magazine

The next-generation Audi TT — which was unveiled earlier this year and will come to the United States in 2007 as a 2008 model — will be offered with an optional diesel engine, according to Automotive News. An Audi spokesperson made the announcement at a press event in Austria. Two years ago, Audi prepared a diesel version of the first-generation TT, but decided not to produce it because the "remaining life cycle was too short to recuperate the investment," the spokesman said. Audi has not specified which engine it will use for the diesel TT. The car is expected to be unveiled around the same time as the 2007 Audi TT roadster — either late this year or early next.

Here's the proof that Audi is preparing a hot RS version of its new TT coupe.

Caught testing in Germany, this white prototype looks similar to the test hacks originally spied in Finnish cold-weather testing late last year. But under the skin, this machine features a more performance-focused package.

Details are still relatively scarce about the RS - but it is tipped to use a new twin-turbocharged version of the ubiquitous two-litre TSFI four-cylinder engine. No details on power output yet, but given that single-blower version of that unit already produce 250bhp, it's safe to expect a figure around, or in excess of, 300bhp. That will put the car at least 50bhp above the current range-topper, the 3.2-litre V6 model. The twin-turbo engine is likely to be mated to six-speed manual and S-tronic transmissions.

The TT RS is expected to break cover officially before the end of this year. It will be eagerly awaited by performance enthusiasts - unlike the original car, the new model has good enough driving dynamics to cope with the extra grunt.