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Audi is presenting its TT sports car for the first time with a six-cylinder engine and innovative transmission technology. This enables a particularly dynamic transmission of power with an uninterrupted power flow during gear changes. The combination of the high-torque 3.2-litre engine with innovative sports gearbox and quattro permanent four-wheel drive emphasises the dynamic driving qualities of the Audi TT in a unique way. The new TT 3.2 quattro will be offered as both Coupé and Roadster versions.

The 250 bhp version of the Audi TT Coupé 3.2 quattro completes the sprint from 0 to 100 kilometres per hour in 6.4 seconds, whilst its top speed is gently governed at 250 km/h. This model has an overall fuel consumption of 9.8 litres per 100 km. These figures speak for themselves, even when compared with vehicles with a classic 6-speed manual gearbox. The differences compared with the conventional geared automatic transmission with torque converter are even more impressive, since the latter is prone to significantly higher transmission losses due to its fundamental concept.

The source of the power is the proven 3.2-litre V6 engine with four valves per cylinder. The six-cylinder engine is particularly well-suited to the sporty Audi TT by virtue of its outstanding torque and power characteristics, especially in combination with the new twin-clutch transmission. The engine now delivers 184 kW (250 bhp) and a broad peak-torque range with a maximum value of 320 Nm from 2,800 to 3,200 rpm.

With its cylinder angle of 15 degrees, the V6 is extremely compact – a basic requirement 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. In order to reduce emissions and further improve efficiency, the inlet and exhaust camshafts are continuously adjustable. The compression ratio is 11.3:1.

Other technical details such as the variable intake manifold and the modified intake ports 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 the area of the cylinder head and air intake in order to improve still further on peak output and torque characteristic for use in the TT.

In its new role in the TT, the engine complies with the strict emission standards that apply for the USA and Japan, and of course with the EU4 standard.

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 Direct-Shift Gearbox with twin clutch opens up an entirely new dimension in propulsive power. The close connection between throttle and transmission control is made particularly apparent by active throttle blips during downshifts in the selector lever position S and in the manual gate.

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 and the acoustics influenced accordingly. The 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.

Transmission technology at Audi

Audi has a long tradition in the development of innovative transmission technologies and their use in production vehicles. The tiptronic, for example, which enables very sporty gear changes and manual intervention at any time, was first introduced on the A8 in 1994.

Since 1999, the innovative continuously variable multitronic transmission has been setting new standards in terms of acceleration comfort and economy. Thanks to its ingenious design and control logic, it is a sporty alternative to the conventional geared automatic transmission.

In the world of automatic transmissions, the Direct-Shift Gearbox is now following the tiptronic and multitronic as a further milestone in transmission technology at Audi.

This transmission principle, however, is not unknown territory for Audi. The technology of the twin-clutch transmission has its roots in motor racing. Audi used it in the legendary Audi Sport quattro back in 1985, with Walter Röhrl behind the wheel. He completed successful test drives in the Audi Sport quattro S1, a rally vehicle whose victories included the legendary Pikes Peak Hill Climb.

The new Direct-Shift Gearbox DSG

The revolutionary Direct-Shift Gearbox combines the advantages of a conventional 6-speed manual gearbox with the qualities of a modern automatic transmission. The driver thus benefits from enormous agility and driving enjoyment with acceleration that is as harmonious as it is dynamic, without any interruption in the power flow. This is combined with good economy thanks to low fuel consumption, and convenient operation.

The basis for this new development is a three-shaft 6-speed manual gearbox which offers considerable variability in the selection of the transmission ratio. Thanks to the use of a twin multi-plate clutch with ingenious electro-hydraulic control, 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 with a certain overlap. The gear change takes place under load, with the result that a permanent flow of power is maintained.

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, in the style of a racing driver, using the standard-fit shift paddles on the steering wheel.

In the automatic mode, the driver can shift to the ultra-sporty S program in which upshifts are significantly 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.

The design of the transmission gate with a high-quality aluminium surface is reminiscent of typical Audi tiptronic or multitronic counterparts.

High overall efficiency is thus combined with superlative road performance and ease of operation to produce an exceptional drive concept.

High tech in very confined conditions

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 and reverse gears are located on the inner shaft. The hollow shaft handles the 2nd, 4th and 6th gears.

Each of these shafts is selected by means of a separate multi-plate clutch running in oil. The two electronically controlled, hydraulically actuated multi-plate packages 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 electronically controlled throttle blip in the manual and S modes reinforces the impression of ultra-dynamic gearshifts.

A shift-by-wire control concept has been implemented. This means that there is an electronic connection between the selector lever and the transmission, like on modern engine management systems with drive-by-wire technology. The parking lock is mechanically activated.

The control module and electro-hydraulic control unit are located in the top part of the transmission casing. The signals from twelve 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 actuators and the oil cooling circuit via six pressure regulation valves and five on/off valves.

The DSG has been developed at group level and is built at the Kassel transmission plant. It goes without saying that the new design satisfies the exacting requirements of convenient gear-shifting and maximum operating life for everyday use in production vehicles. Despite its compact dimensions, the DSG transmits a torque of up to 350 Nm.

The suspension

The sporty TT suspension with its firm but comfortable tuning has been refined and adapted to suit the more demanding requirements of the new engine/transmission combination. The front suspension uses McPherson struts, whilst double wishbones with trailing arms are used at the rear.

The diameter of the anti-roll bars on the front and rear axles has been increased compared with the four-cylinder turbo versions. The spring/damper settings have been modified to cope with the increased power, in order to achieve a further improved driving performance. A special ESP/ASR and ABS application with integral brake assist takes account of the car’s even more demanding handling and braking requirements.

A 17-inch dual-piston brake system adapted from the version used on the Audi RS 4 assures an appropriate braking performance. There are floating-calliper brakes with ventilated 334 millimetre brake discs at the front. The brake system familiar from the Audi TT quattro, with floating callipers and ventilated 265 millimetre discs, has been adopted at the rear axle.

The TT 3.2 quattro is fitted as standard with size 7.5Jx17-inch wheels of 6-arm “Wing” design and 225/45 tyres. Two further 17-inch and three 18-inch wheels of varying designs are available as an option.

Audi TT 3.2 quattro: Dynamic through and through

The dynamism of the new top-of-the-range TT is also in evidence elsewhere. The front apron has been aerodynamically optimised and incorporates side gills. It has enlarged inlet openings to cover the increased cooling air requirements. The modified rear spoiler and a honeycomb-pattern diffuser trim are the distinguishing features at the rear. The larger rear spoiler further reduces rear-end lift, in line with the performance gain of the TT 3.2 quattro. The good drag coefficient remains unchanged at Cd = 0.32.

The TT 3.2 quattro in addition has xenon lights with automatic range control and titanium-coloured headlight trims as standard.

Inside, this model is distinguished from other TT versions by an aluminium gearbox surround and an instrument cluster with a speedometer that reads up to 280 km/h. Shift paddles mounted on the steering wheel produce that genuine motorsport feel.

Like all TT models, the new version has an excellent safety equipment package, including two front airbags and pyrotechnic belt tensioners for the front seats. Head/thorax airbags in the front seat backs protect the upper body and head in a side impact.

The standard automatic climate control makes sure occupants feel comfortable in the Audi TT, no matter what the outside temperature may be. The Driver Information System also fits in well with the car’s sporty image.

The TT Roadster 3.2 quattro also has an electro-hydraulic hood as standard.

Market launch in mid-2003

The TT 3.2 quattro is noted for a unique combination of six cylinders, sporty DSG and superior quattro drive. It thus forges a link between sports-minded drivers who prefer a manual gearbox and enthusiastic advocates of the automatic transmission who will appreciate this new sporting dimension and economy.

This combination turns the top-of-the-range TT into a super sports star and will help to capture new, performance-oriented customers in a sports car segment that favours six-cylinder models.

The market launch of the TT Coupé 3.2 quattro is scheduled for the middle of 2003. The Roadster will follow a few weeks later.

In Germany, the Coupé will cost €41,200 and the Roadster €44,000.

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