Contents. Origins The styling of the Audi TT began in the spring of 1994 at the Design Center in. The TT was first shown as a at the 1995. The design is credited to and, with Hartmut Warkuss, and Romulus Rost contributing to the award-winning interior design. A previously unused adaptation, which enabled seamless design features on the first-generation TT, delayed its introduction.
Audi did not initially offer any type of option for the TT. However, from 2003, a six-speed (DSG) became available, with the United Kingdom TT variants becoming the world's first user of a dual clutch transmission configured for a vehicle, although the outright world first for a road car equipped with a dual clutch transmission was claimed earlier by a -mate, the left hand drive. Name The Audi TT takes its name from the successful tradition of in the British motorcycle race. NSU marque began competing at the Isle of Man TT in with the UK manager Martin Geiger finishing in fifth position in the single-cylinder race. The 1938 Isle of Man race was won by with a 250cc supercharged motor-cycle and the DKW and NSU companies later merged into the company now known as Audi. The Audi TT also follows the cars of the 1960s in taking their names from the race. The TT name has also been attributed to the phrase 'Technology & Tradition'.
TT Mk1 ( Type 8N, 1998–2006) First generation (8N) Overview Production October 1998 – June 2006 (1995) Body and chassis Related. The 1.8 L turbocharged inline-4 engine Mechanically, the TT shares an identical layout with its related -mates. The TT uses a mounted, with either with ' available as an option. It was first available with a 1.8-litre engine in two states of -rated power outputs; 180 PS (132 kW; 178 hp) and 225 PS (165 kW; 222 hp). The engines share the same fundamental design, but the 225 PS version features a larger K04 turbocharger (180 PS version came with a smaller K03S), an additional on the left side (complementing the existing right-side ), larger 20mm, a dual tailpipe exhaust, with inlet on driver's side, and a few other internals – designed to accommodate the increase in, from roughly 10 pounds per square inch (0.7 bar) peak, to 15 pounds per square inch (1.0 bar). Enabled, 'branded' as 'Quattro' was optional on the 180 engine, and standard on the more powerful 225 version.
The 2.0 L TFSI Inline-four engine It was available with a choice of either a six-speed close-ratio, or a six-speed ' transmission. In the United States, the S tronic gearbox was the only available transmission. Like all, it was only available with four-wheel drive as standard. The was lowered by 10 millimetres (0.4 in) over the standard models, and includes 'Audi Magnetic Ride' as standard and a new two-stage sports-biased (ESP). Radially ventilated front are clamped by a single-piston gloss black caliper emblazoned with a bold TTS logo, and a lap timer is prominent in the centre of the instrument cluster.
9Jx18' '5-parallel-spoke' design alloy wheels are standard, with 245/40 ZR18 high-performance tyres. 19' '5-spoke star' wheels and tyres are optional.
The exterior has some changes over the standard model – with a TTS body styling: with redesigned front, with larger air intakes, redesigned rear bumper, side sill extensions, and four exhaust tailpipes. Official performance figures include a 0–62 mph (0–100 km/h) acceleration time of 5.2 seconds, with the Roadster two-tenths slower at 5.6 seconds. Top speed is electronically limited to 155 mph (249 km/h). Audi UK offered eight TTS cars for official use by the race organisers at the motorcycle races.
The car went on sale in the USA at November 2008. In 2014, at the International Motor Show in Geneva, Audi unveiled the new TTS model for the 2016 model year, alongside the standard 2016 Audi TT model. Both models were planned to go on sale in the beginning of 2015. TT Clubsport quattro concept Audi displayed a new show car variant of the second generation Audi TT – the Audi TT Clubsport quattro, at the 2008 at in Austria. Shown only in an open-topped 'speedster' variant, its 2.0 TFSI engine has been tuned to give 221 kilowatts (300 PS; 296 bhp). The soft-top on the standard TT Roadster has been deleted, and replaced with two 'humps', along with two substantial roll bars. Daytime running lamps, an aggressive body kit with large frontal air intakes, black-painted 'single frame grille' and a lower spoiler lip complete the new look from the front.
The has been widened by 66 millimetres (2.6 in), with bolder and wider wheel arch extensions, polished 19-inch alloys, wider side sills and 255-section tyres are the highlight of the side profile. At the rear, twin polished stainless steel oval tail pipes exit aside a new rear diffuser. Racing bucket seats, along with lightweight aluminium detail complete the interior look, and a six-speed dual-clutch transmission with quattro four-wheel drive and spec brakes (340 millimetres (13.4 in) up front, and 310 millimetres (12.2 in) at the rear) complete the mechanicals.
Whilst the TT Clubsport quattro is primarily a 'show car', Audi has not ruled out the possibility of small-scale production. Coupe:1,343 mm (52.9 in). Roadster: 1,355 mm (53.3 in) 1,230–1,425 kg (2,712–3,142 lb) Like its predecessor, the Audi TT FV/8S was previewed in the form of the Audi Allroad Shooting Brake, shown at the in 2014. The third generation of the TT was unveiled at the 2014. The FV/8S generation utilises the, and is available with a choice of and engines. The 2.0 is available in two versions: a version producing 169 kW (230 PS; 227 hp) and 370 Nm (272.90 lb-ft) of torque in the TT and a version producing 228 kW (310 PS; 306 hp) and 380 Nm (280.27 lb-ft) of torque in the TTS.
A 2.0 Inline-four engine producing 135 kW (184 PS; 181 hp) and 380 Nm (280.27 lb-ft) of torque is also available as an option for the TT. The engines are available with. The comes in configuration. The interior of the third generation Audi TT is notable for its HVAC design, featuring temperature and airflow controls that are embedded in the air-vents themselves, hence improving ergonomics. In the US, this generation was available from Model Year 2016 onward.
► Full UK road test of new TT ► We test the entry-level petrol 2.0 TFSI ► Has TT now got substance and style? There’s an Audi TT for those who want to go very, very quickly: the. There’s also a TT for fuel misers (or optimistic company car user-choosers): the. This is the TT for everyone else: the regular, straight-down-the-middle 2.0-litre TFSI petrol.
2016 Audi Tt User Manual
If you pick the TFSI you get a choice of either front-wheel drive or ‘quattro’ four-wheel drive. Front-drive cars get a choice of a six-speed manual gearbox or Audi’s twin-clutch S-tronic six-speed auto.
Quattro versions – like the one we’re testing here – are auto-only. TT Sport or S line? Apart from choosing how many wheels they’d like to be driven, TT buyers also need to pick between the base Sport trim or the spanglier S line. Differences are largely cosmetic – S line TTs get 19-inch alloys instead of 18s, more chiselled bumpers and techy all-LED headlights, as well as a 10mm lower ride height and slightly firmer suspension (but still with fixed-rate dampers rather than the configurable ones on the TTS). Most UK buyers are expected to plump for the S-line, and it’s not hard to see why. Those arch-filling alloys and flashier (quite literally) headlights lend the TT a healthy dose of on-road presence.
This is a car that’s all about image, after all. Quattro or front-wheel drive? The broken, bucking Scottish tarmac we tested this car on was a great advert for Quattro. On one stretch made particularly slick by rain and general winter griminess the TT went exactly where it was pointed when a would have been tying itself in knots and a might have caused the odd moist-palmed moment. The TT’s classy damping smoothed out the worst of the bumps nicely even on the S line spec’s 19-inch wheels, smeared-on 255/30 tyres and stiffer suspension. There was plenty of confidence to be found in the brakes too, as progressive as they were powerful.
That said, the middle pedal in a diesel TT Ultra we drove later the same day was a little on the grabby side by contrast. Turn-in is impressively crisp before the balance blends gently into safe understeer, and in general TT III feels more nimble and a shade less blunt than its Mk2 predecessor. Frankly, there’s little to knock on the handling front, but there’s still an indefinable numbness to proceedings that leaves you wanting something more. There’s little tangibly wrong with the way the TT drives, it’s just not the sort of car you’d get up early in the morning to savour a favourite road, or take the long way home every now and then just for the sake of it. Petrol or diesel?
As you’d expect, the petrol’s wider power band and willingness to rev makes it the more rewarding drive than the diesel but it’s not as crushing a victory as you might imagine. The diesel’s more flexible than most and it’s towering torque (280lb ft, although the petrol’s not far behind at 273lb ft) ensures it feels nearly as quick in a straight line. The S-tronic gearbox is as smooth as you like, and given that the TT’s not the last word in involvement anyway you won’t find yourself pining for a manual gear lever all that much. Under power, each upshift comes with a muted, vaguely synthesized bark from the exhausts that’s becoming something of an Audi hallmark. Does the Audi TT’s tech-fest interior live up to the hype? It does feel special, no question.
The neatly realised air vents with an integrated digital display at their centre are one highlight, but that widescreen digital instrument cluster is the showpiece. Framed within what looks like a digitized pair of snowboard goggles, the sharp, full-bleed display knocks the two square screens shoehorned into the Mercedes S-class’s dashboard into a cocked hat for modernity and general wow-factor. With the navigation map set to fill the screen, the display looks fantastic when Google Earth is within signal – not always there in the Scottish Highlands – although such is its brightness you’ll be searching for a way to dim the screen at night, otherwise it’s like watching TV from two feet away. As with the last TT, fit and finish is deeply impressive – only even more so – and the plus-two rear seats are still more or less a waste of time for anything other than luggage. Audi still knows how to charge for options, too.
A grand for electric seat adjustment does seem quite steep. Verdict In many ways, the Audi TT Coupe TFSI Quattro is a deeply impressive car.
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Fast, sure-footed and with an interior to die for, it builds on every attribute of its predecessor to create a product that, for many, will be deeply desirable. The fact that it doesn’t quite offer the last word in driver involvement doesn’t really matter. But it would be nice if it did.
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