Audi TT 8S 3rd generation BASE PRICE USA $43,825-$52,825 BODY TYPE Coupe, Convertible Weight loss is good for pe...
Audi TT 8S 3rd generation

BASE PRICE USA $43,825-$52,825
BODY TYPE Coupe, Convertible

Weight loss is good for people, and even better for cars. Audi trimmed nearly 100 pounds from its TT. The result is a more serious, performance-oriented roadster, especially if you opt for the 292-hp TTS. Along the path to higher performance, however, the TT lost some of its exuberant individuality. From the outside it looks like just another Audi. Inside, though, there are intuitive controls in an attractive dashboard, making the TT an even more pleasant place to be.

Base Engine 2.0L/220-hp/258-lb-ft turbo I-4
Opt Engine 2.0L/292-hp/280-lb-ft turbo I-4
Drivetrain Front engine, AWD
Transmission 6-sp twin-cl auto
Basic Warranty 4 yrs/50,000 miles
IntelliChoice 5-Yr Retained Value 49%
A cool coupe that’s lost some of its personality
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  •   Daniel 1982 reacted to this post about 9 months ago
    Early Adopter. The Gen 2 TT RS is fresh out of the factory, but German tuner, HG Motorsport, has already tweaked one of these fiery five-pots… The first tuned Gen 2.

    TT RS World's first tuned Gen 2

    There’s been a whole world of hype surrounding the new TT RS. Right from the off, Audi fans were hungry for info on the second generation car and speculation was rife. When it was finally unveiled, it was greeted with enthusiasm. Some may have baulked at the price once the options sheet had been subject to vigorous box ticking, but this is standard for an Audi. The Gen 2 TT came out very well in road tests, with even hackneyed motoring journos admitting it’s a good car. And they absolutely loved the engine. The only slight fly in the ointment (in the UK at least) is that this year’s allocation is limited to just 200 cars. Which is sure to make these things a rare sight on the roads (until next year).

    With 400hp (395bhp), 0-62mph achievable in an eye watering 3.7secs, and a top end of 173mph (when derestricted), the performance credentials are impeccable. However, the tuning and aftermarket industry has been champing at the bit to begin tweaking this rapid fivecylinder and this, my friends, is the first offering.

    Unveiled at the recent Essen Motorshow, it’s HG Motorsport’s take on the TT RS. It represents a package of bolt-on upgrades that are designed to enhance the TT RS’s already desirable character. It’s clear that the revised 2.5 #TFSI unit has big potential, so HGM began by removing some of the restrictions. Their demo car has been fitted with a bespoke sports exhaust featuring 89mm pipework and a more efficient air intake system.

    This should improve the flow of air and gasses, but also allow that sonorous 5-pot to really howl when provoked. A larger, more efficient intercooler joins the party and should help to reduce temps – something that will become essential when the next stage of tuning arrives. A larger diameter downpipe and lightweight carbon fibre intake system are being developed too, with the downpipe promising significant potential gains. No power figures are available for the initial hardware upgrades, but once it’s been fully mapped and tested, we’ll update you. One thing’s for sure – once large turbos and supporting upgrades are added, we’ll be seeing new TT RSs with upwards of 500bhp.

    Of course, being a show car at Essen, the exterior needed something to show it isn’t factory spec. HGM has achieved this with a set of beefy 9.5x20in threepiece alloys. The Schmidt FS-Lines have a real supercar style to them and look great with matt spokes and polished barrels. These high-end alloys sit very neatly within the TT RSs arches, thanks to the substantial drop on KW Variant 3 coilovers. The exterior of this black coupe is finished off with some HGM graphics. So there we have it – the world’s first tuned Gen 2 TT RS. It doesn’t have a huge amount of upgrades, but it makes a statement and I don’t think it’ll be long before we see plenty more…

    Above: Virtual cockpit. Below: The 5-cylinder powerhouse.

    TECHNICAL DATA SPECIFICATION #Audi-TT-RS / #Audi-TT / #Audi / #2017 / #Audi-TT-RS-8S / #Audi-TT-RS / #Audi-TT-8S /

    Engine 2.5 TFSI 5-cylinder, #HG-Motorsport performance exhaust system, uprated intake system
    Transmission S-tronic
    Suspension #KW-Variant-3 coilovers / #KW
    Wheels #Schmidt-FS-Line / #Schmidt 9.5x20 3-piece alloys with 245/30x20 Hankook Ventus S1 Evo tyres
    Contacts #Audi-TT-RS-HG-Motorsport
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  •   Daniel 1982 reacted to this post about 9 months ago
    2014 TT Gen 3 2.0 TFSI Special K #Audi-TT-K-Custom has created an alternative to the Gen 3 TTS, this ultra-low, 2.0 TFSI… Words Davy Lewis. Photography Jape Tiitinen. MK3 TT 2.0 TFSI with 330hp.

    When it comes to Gen 3 Audi TTs, it’s the S and RS models that tend to get the lion’s share of attention. Which is understandable. The S makes a very healthy 306bhp, and the recently launched RS is a 395bhp powerhouse. But it’s fair to say that these two cool coupes command a premium price, too. You’ll need over £30k to bag a used S and over £53k for a new RS – and that’s before you begin ticking those must-have optional extras. But there is another solution... the TFSI model.

    This lower-spec #Audi-TT-K-Custom-8S comes with a perky 2.0 turbo, which makes a useful 226bhp. In S-line trim, it looks the part, with subtle body additions, nice alloys and spec’d up interior including sports seats. Best of all, used TFSI TTs start from around, £22k, so they’re far more accessible than the S and RS versions. What’s more, you can take power up to around 330bhp (more than a stock TTS) with some relatively simple tuning work.

    For Nicolas Konhäuser, the 2.0 #TFSI TT made perfect sense. As a seasoned car builder and CEO of K-Custom Tuning in Germany, he wanted something that he could play around with to demonstrate the potential of these non-S/RS models.

    Upon taking delivery of the brand-spanking-new Audi, Nicolas got it straight into the workshop. The plan was to create the first ultra-low Gen 2 TT, but without using air-ride. Perhaps not the most practical thing to attempt, but then this was an exercise in extremes, to show how far things can be pushed, which would in turn get the car and K-Custom Tuning noticed. I’m not for one minute suggesting that lowering your Audi to this level is advisable (certainly not with the roads and speed humps in the UK), but you don’t have to go to this level. And this TT can be raised up in the workshop, when not in ultra-low show mode. For example, you could achieve a more performance oriented set up that still offers a good balance of looks and handling instead.

    For the exterior, Nicolas wanted something that would set this Gen 3 TT apart from the rest. As ever, this involves treading the fine line between something that complements Audi’s original design, and getting it very wrong with tasteless additions. For Nicolas, the lines of the TT looked perfect from the factory, so he has merely added some carbon fibre goodies.

    We’re not just talking splitter or door mirrors though (however the mirrors are carbon, of course). No, he’s fitted a full carbon front bumper and wings. These bespoke items really do the trick of making the TT stand out, and they also save a fair amount of weight, which is a bonus. The bumper has been wrapped, around the lower intakes, but left in bare carbon elsewhere, which links in neatly to the wings. The exterior is finished off with a green wrap and an ABT rear wing.

    Inside things are nicely equipped already. It was ordered with the fantastic Audi virtual cockpit and sports seats with diamond-stitched Alcantara centres. Nicolas has fitted a rear roll cage, which lends the cool coupe a certain motorsport air. And that’s it.

    Although this TT certainly stands out for its looks, it isn’t merely an exercise in style over substance. Under the bonnet, the 2.0 turbo lump has been fitted with an HG Motorsport downpipe, performance exhaust and a carbon fibre intake. With new software, it makes around 330bhp, which is more than a stock TTS. The next stage would be a hybrid turbo, which would see power jump to over 400bhp, and take performance into TT RS territory. But, for now, 330bhp is just fine.

    In line with the newly found grunt, Nicolas has wisely upgraded the brakes. The eight-pot calipers came off an R8 and grip 365mm discs, so they’re designed for stopping a heavier faster car. Should stand the TT on its nose, then.

    And that’s about it. A Gen 2 TT that has the looks and power to punch well above its weight.

    TECHNICAL DATA SPECIFICATION #Audi-TT-2.0TFSI / #2014 / #Audi-TT / #Audi / #Audi-TT-tuned / #Audi-TT /
    Audi / #Audi-TT-8S / #Audi-TT-HG-Motorsport-8S / #Audi-TT-HG-Motorsport / #H&R / #Audi-TT-2.0TFSI-8S / #MB-Design

    Engine 2.0 TFSI, #HG-Motorsport downpipe, performance exhaust system, carbon fibre air intake, re-map
    Power 330bhp
    Transmission 7-speed S-tronic
    Brakes Audi R8 8-pot calipers with 365mm discs up front, VW Passat R36 calipers with 360mm discs rear
    Suspension K-Custom #H&R-DEEP coilover suspension, 150mm with camber plates
    Wheels & Tyres 9x20in ET42 #MB-Design-LV2.3 deep concave 3-piece wheels, 225/30R20 Hankook S1 EVO tyres
    Interior #Heigo-Clubsport roll bar
    Exterior Carbon fibre front bumper, carbon fibre front wings, carbon #ABT rear spoiler
    Tuning contacts #How-Deep , #K-Custom , HG Motorsport

    Below: Hard to believe this isn’t on air-ride... Right: 2.0 TFSI now makes 330bhp. Left: Alcantara seats and half-cage. Below: Carbon fibre wings and bumper. Top: Rear end is seriously smooth....

    “The next stage will be a hybrid turbo...”
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  •   Jarkle reacted to this post about 1 year ago
    The very same day? Somebody at Audi has a mischievous streak a mile wide. Knowing that Porsche’s downsizing crusade has caused disquiet in petrolhead quarters, they waited for the official reveal of the latest, rather muted four-pot 718 Cayman S, and then pounced. The TT RS would be a true red-blooded sports car, they said. With 395bhp and a snarly five-cylinder engine. Sounds to us like a declaration of civil war, but one thing’s for sure: the folks at Audi’s performance division must have been quietly sniggering into their macchiatos.

    / #2016 / #Porsche-718-Cayman-S / #Porsche-718-Cayman / #Porsche-718 / #Porsche / #Audi-TT-RS / #Audi-TT / #Audi / #Audi-TT / #Audi-TT-8S / #Audi-TT-RS-8S /

    Porsche is putting a brave face on it, talking up the new forced-induction boxer fours’ extra power and torque, increased flexibility and improved on-paper economy. But the fact is that, as with the 718 Boxster, in swapping out the preceding naturally aspirated flat-sixes it has essentially emasculated the Cayman by lopping off a pair of its most precious assets, removing the tantalising hint of the exotic that all six-cylinder engines represent in the process. And it’s apparently done so in the pursuit of efficiency; an admirable ambition but one that must rank well behind a sonorous soundtrack and chasing the needle to the redline in terms of importance to dream-achieving sports car buyers.

    With this and the primarily-turbo 911 line-up, it’s starting to look like cool-groove Porsche, the company that so captivated James Dean, Steve McQueen and the like, has been replaced by a more corporate entity, beholden to the eco-weenies and bean counters. This would be unsettling enough on its own – but at the same time Audi, the epitome of corporate conformity with its same-again design and mass premium marketing, is increasingly prepared to stick two fingers up at the regulators when occasion demands it. Just as the R8 remains available with a free-breathing 5.2-litre V10 while all around others are downsizing and slapping turbos on their supercars, so the new TT RS retains its charismatic five-cylinder engine while VW Group stablemate Porsche adopts a more prosaic piston count.

    Some of you are probably screaming already: the RS also has a turbo, and it’s the TT range-topper, whereas the 718 Caymans so far confirmed are merely the bread and butter. It’s true, GTS and GT4 Caymans are still to come, and intel suggests the latter at least may stick to six-pot power. Yet as Porsche’s sporting purity message begins to shudder under the strain of all that extra ancillary plumbing, the choice between a middle-ranking Cayman S and the top dog TT is surely in danger of swinging towards the brand that has been making a virtue of Vorsprung durch Technik for decades. Especially once you also start to compare their vital statistics more closely.

    Pricing for the TT RS – which will come in both Coupe and Roadster variants, thereby putting it into position to ruin the 718 Boxster S’s day as well – won’t be revealed until later this year, though we understand it’s likely to cost just north of £50k. A basic Cayman S will set you back £48,834, or £50,756 with seven-speed PDK. Since the TT RS is S tronic only, possibly the presence of a six-speed manual will help the Cayman keep its driver’s edge – it remains mid-engined and rear-wheel drive, of course, versus the TT’s theoretically more anodyne front-engined, four-wheel drive layout. No doubt, the Porsche will have sensational handling; for this substantial revision of the existing platform, the springs and anti-roll bars have been made stiffer, the dampers retuned, the steering becomes 10% more direct, and the rear tyres are half an inch wider. The options list includes Porsche Active Suspension Management (PASM) with a 10mm ride height reduction, Sport PASM (SPASM?) with a 20mm drop, and the usual Sport Chrono Package and Porsche Torque Vectoring electronically-controlled limited-slip differential.

    But both Ben Barry and Georg Kacher have already taken issue with the 2.5-litre Porsche turbo engine after experiencing it in the Boxster S. While it may have an extra 25bhp and a torque profile that’s at once boosted by 37lb ft and flattened like Wile E. Coyote after encountering The Road Runner in a steam roller (310lb ft @ 1900-4500rpm), it simply does not stir the soul like its predecessor. And that has got to be a problem when there is a similarly positioned Audi coupe available for similar money that not only glories in the aural presence of a Group B era Sport Quattro but scorches 0-62mph in 3.7 seconds.

    Three-point-seven seconds. That’s as fast as the previous generation Audi R8 V10 Plus, the £1million Aston Martin One-77, the 707bhp Dodge Challenger SRT Hellcat and the Jaguar XJ220, which used to be the fastest car in the world. Obviously there’s more to driving enjoyment than sprinting to the national limit, but it’s hard to ignore how that’s a whole half-second quicker than the very best Cayman S claim with PDK, Sport Chrono and launch control all activated. And the thing is, the TT’s Quattro four-wheel drive means it will do that all day, every day, in almost any weather, which has a kind of brutalistic appeal. The Cayman S gets its own back at the top end on the autobahn, promising 177mph all-in – though since the TT RS is still limited, when you pay extra to raise the 155mph leash to 174 it’s not the comprehensive vanquishing Porsche fans might hope for.

    The Audi is also more aggressive on the brakes. The Cayman S uses four-piston front anchors inherited from the 911 with 330mm discs, but the TT RS features 370mm floating front rotors and monstrous eight-piston calipers; the rear discs are 299mm and 310mm, respectively. That 2.5-litre inline five is 17% more powerful than in the previous TT RS, producing 354lb ft @ 1700-5850rpm as well as the headline 395bhp.

    The seven-speed dual-clutch S tronic has been uprated, too, with a heat exchanger to keep the oil temperature down and a new angle drive to the propshaft saving a couple of kilos. The conventional RS suspension set-up is 10mm lower than the basic TT’s, with RS Sport Audi magnetic ride variable damping as an option.

    Sadly there’s no sign of a ‘sport differential’ at this stage, something Audi has used to great effect on other performance models. The fixed rear wing can be dinked for the more subtle auto-extending spoiler of the standard car, apparently to no discernible disadvantage; either way you get a sizeable four-vane diffuser, framed by a pair of oval tailpipes, the volume of which can be controlled by a dedicated button on the centre console.

    Tech-wise, both Cayman S and TT RS now allow you to select the driving mode without taking your hands off the wheel – the Porsche following the lead of the latest 911, the Audi that of the latest R8. But only the TT RS features all-digital ‘virtual cockpit’ instrumentation and LED headlights as standard; you can upgrade to the latter in the Porsche, which Audi one-ups with a fully active Matrix LED option. The TT RS is also the first production car to feature super-thin OLED lighting at the rear, perhaps helping people identify the low-flying bolide that’s just dusted them…

    What’s more, our recent experience with a TTS long-termer suggests the TT’s MQB-derived platform has plenty of driver- engaging potential. This may not be a slam-dunk, but if Porsche isn’t worried, well, it should be.

    Mustang: Porsche’s other big headache

    THE NEW TT RS isn’t the only reason the Cayman should be fretting – Ford’s rhd Mustang is a massive hit. Over 3800 have been sold since order books opened last June, with demand actually increasing since the start of 2016 (nearly 500 sold in April alone). It’s currently the best-selling sports car globally, too. Seems buyers are being captivated by its compelling blend of all-American good looks, impressive interior, and strong value; prices start at just £31k. And the worst news for Porsche? 70% of UK buyers are choosing the 5.0-litre V8 model, yours for £34,995 with 410bhp. Does that four-cylinder turbo still seem like a good idea?

    In the Porsche corner Truly exceptional chassis, now stiffer, more power, more torque, better mpg and 177mph!

    In the Audi corner MQB chassis is a winner, more power, epic brakes, great noise, stunning cabin and 0-62 in 3.7sec!


    Price 2016 UK £50,756
    Engine 2497cc 16v turbo flat-four
    Power & Torque 345bhp @ 6500rpm, 310lb ft @ 1900-4500rpm
    Performance 0-62mph 4.2sec (4.4sec without Sport Chrono), 177mph, 38.7mpg, CO2 167g/km
    Kerbweight 1460kg

    Price 2016 UK £51,000 (est)
    Engine 2480cc 20v turbo inline-five
    Power & Torque 395bhp (rpm tbc), 354lb ft @ 1700-5850rpm
    Performance 0-62mph 3.7sec (Roadster 3.9sec), 174mph (155mph standard), mpg n/a, CO2 n/a
    Kerbweight n/a

    Still quite the looker! ‘Porsche may have blinked on powertrain but it’s held its nerve on design, the Cayman’s perfect lines helped by the mid-engine, rear-drive layout, which also makes a gift of those mega side intakes.

    What’s German for subtle? Those fat oval tailpipes look mean as you like, and you can adjust their volume via a switch on the centre console. Choose between fixed rear wing or active spoiler.
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  •   Davy Lewis reacted to this post about 3 years ago
    2015 #Audi-TT-Clubsport-Turbo-2.5-TFSI with 600PS and electric turbos #Audi-TT-8S

    2015 #Audi has unveiled a sensational new #Audi-TT at the recent Worthersee show in Austria. Not only does it look stunning with its wide arch aero styling and huge rear wing, but it’s packing 600PS and 650Nm, from its 2.5-litre 5-cylinder TT RS/RS3 engine – and electric twin turbos! The turbos don’t rely on exhaust gasses to spool up so they are able to produce instant power, which should make this TT immensely quick. Indeed Audi are claiming 0-62mph in just 3.6sec, which is supercar territory.

    The Clubsport is a concept only for now, but it shows what exciting things Audi is working on for the future. Having seen previous concepts, it’s clear that new technology filters down to the next generation of road cars. See a full feature on this sensational TT next issue…
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  •   Davy Lewis reacted to this post about 3 years ago
    Came, saw, conquered – Driving the all new #2015 #Audi-TT-Roadster . #Audi-TT-8S

    Topless driving in Majorca. Came, saw, and conquered new model Susanne Roeder drives the new TT Roadster... “ The TT Roadster is a car for the senses. Its strictly geometric design is pure and attractive.” Audi TT expert Christoph Lungwitz.

    Half a million TTs have been sold since its introduction in 1999 and a quarter of these have been soft tops, not a huge number in global terms. Given the car’s iconic design status and the configuration and trim options being offered in this brand-new model, this is all good news for anyone looking to make an individual statement with their choice of car.

    Since its first sketchings at the beginning of the 90’s, the heyday of the ragtop, the TT has always been quite definitely a roadster by nature. Although it was originally conceived as a roadster, the first TTs off the board were coupés because, it is said, patriarch Ferdinand Piëch disliked cabriolets. The Roadster finally premiered two years later to immediate acclaim and the new model represents the third generation.

    The Roadster, like the Coupé, has grown up over the years, from a cuddly round-edged cube into a finely chiseled, sharp-handling road rocket with a choice of punchy engines that make it tremendous fun to drive. “The TT Roadster is a car for the senses. Its strictly geometric design is pure and attractive,” says Audi TT expert Christoph Lungwitz. This third generation TT Roadster, follows the coupé introduced last year – and what a beauty it is…

    Having endured sharp winter gales, rain, sleet, and snow in mainland Europe, we were impatiently looking forward to the spring and the chance to cruise around under a clear sky, the perfect time for the new Roadster. This is why Audi organised its launch in Palma, Majorca, where it tends to be considerably warmer. Not this time: early February brought snow in the mountains which made the 2.0 TFSI we were driving at the time go adrift on its summer tyres. But what unexpected fun that turned out to be…

    Like the 2015 #Audi TT Coupé, it comes with 2.0-litre four-cylinder powertrains; two petrol engines and one diesel ranging from 184 PS (135 kW) to 310 PS (228 kW). All in all, there are eight different power and drive variations. The 2.0 TDI is the ‘ultra’ model, indicating that it is the most fuel-efficient. Compared to the second generation, it offers a 14 per cent increase in power while simultaneously reducing fuel consumption by as much as 15 per cent (Euro 6 level). Another benchmark that must be mentioned is the Roadster’s kerb weight of just 2,910 lb. (1,320 kg), which makes it lighter than any competing vehicle and which contributes greatly towards agility, speed and overall efficiency.

    The top model is the TTS, a beast with 310 PS, and it comes with quattro all-wheel drive as standard. Incidentally, in all quattro models, the electro-hydraulic multi-plate Haldex coupling will distribute, depending on the demands of driver and conditions, up to 50 per cent of the drive torque to the rear wheels. This should satisfy the most spirited of sporty drivers.

    ‘Sharp’ best sums up the TT Roadster’s looks and performance. Precise and as quick-as-lightning, the new electronic stability control (ESC) gives each individual wheel its selective momentum. On lowfriction surfaces, precisely what we had during our little spree through the winding mountains (believe it or not – it was snowing incessantly in Majorca!), the quattro drive system, together with the ESC, transformed our spins into safe drifts. The next day, the route through the mountains was closed…

    ‘ The top model is the TTS, a beast with 310 PS, and it comes with quattro all-wheel drive as standard...’

    For the first time, Audi has integrated management of the quattro coupling with the drive select system, which comes as standard in the TTS Coupé and Roadster. The software, developed specifically for the TT and TTS, has already proven a worthwhile investment in the Coupé. What is more, the unit’s weight has been reduced by 3.3 lb due to the elimination of the pressure accumulator.

    Depending on which driving mode you are in, the system responds with an invisible hand. Whether you’re the committed enthusiast with a passion for sporty driving or the less experienced driver, it is reassuring to have this guiding hand on board controlling the function of the accelerator and steering assistance.

    The 25 kg shed in the third-generation TTS maximises both speed and agility. S tronic is available as an option in the two TFSI units, and even an experienced driver cannot outperform the lightning-quick gear shifting that the dual-clutch transmission achieves without any noticeable interruption in traction. What’s more, in the Efficiency mode, the S tronic coasts when the driver take his foot off the accelerator, further reducing fuel consumption.

    Most people buy convertibles for that air of romance and thrilling adventure that only an open-top car promises. Whether driving past, fast or slow, or simply parked up – the new TT Roadster has this in spades... The weather in countries like Britain and Germany demands that you need to be ready (and quick!) with your umbrella. And here the Roadster scores with an automatic soft top that can be opened in as little as 10 seconds. That’s not bad, and you don’t even have to come to a stop! The system can be activated at the touch of a button up to speeds of 31.1 mph (50 kph). These figures for opening and closing the soft top set benchmarks that other manufacturers will find hard to match.
    ‘ The Roadster scores with an automatic soft top that can be opened in as little as 10 seconds...’

    The soft top forms a Z shape as it folds together into a flat package, lying in its aluminium compartment, where it does not reduce the available volume of the luggage area. Graphics shown on the Audi Virtual Cockpit illustrate the procedure. Audi emphatically calls it an ‘acoustic soft top’ drawing attention to its very good acoustic insulation with a fleece layer. It sits low over the sheet metal body and remains taut even at high speeds. When the car is stationary, drivers can open and close the hood with the remote control key, as long as they are not standing more than four metres (13.1 ft) from the car. Practical features like these, along with a sensible 280-litre boot capacity, enough for two adults, may sway those torn between the Roadster and the Coupé.

    Adding another €450 for the electric wind deflector is advisable, as it improves the driving experience. And this is a car you will want to drive in any weather with the top down , even in rain and snow. Those who love driving al fresco whenever they can, should opt for the S sport seats fitted with the Audi neck and head heating system. If you opt for the Bang & Olufsen Sound System with its 12 speakers, you will be convinced by its excellent sound quality.

    As for being on your smartphone, the clever idea of a seat belt microphone provides for good audio quality even with the top down. The digitisation in the latest TT family is a masterpiece and we hardly noticed the absence of the usual dash. The Virtual Cockpit is so precise and easy to handle that one quickly takes it for granted. As much as we yearn for the sunshine, too much at the wrong angle can be downright annoying. It is hard enough to read a conventional instrument display in these conditions so Audi’s Virtual Cockpit presented the designers with a special challenge. The light output of the versatile monitor had to be controlled in a way that would allow the three modes displaying different information to be read clearly in any circumstance. So the digital instrument cluster in the new TT Roadster shines with a maximum luminous intensity of 800 candelas, twice as much as previously known in the automotive industry, and this solves the problem.

    Reflections posed another challenge. These were eliminated by Audi tilting the upper edge of the virtual cockpit towards the driver. In fact, the Virtual Cockpit and MMI give the whole interior a driver focus and the whole in-car experience is better for it. The 12.3-inch TFT monitor presents all information in the form of pin-sharp, highcontrast 3D graphics. Moreover, the driver can easily switch between various levels. In short: the Virtual Cockpit and the MMI terminal on the centre tunnel console are involving, easy to operate, very precise and fun to use.

    Some would say the TT Roadster is not an everyday car. Well, it very much depends on what kind of a driver you are. In my view, this car works wonderfully for singles or couples all the year round. If you are in the habit of going to IKEA, or carrying bulky objects, you would use your other car. But the boot of the two-seater easily allows for a holiday for two.

    Prices start at €37,900 (approx. £28,200) for the 2.0 TFSI, while the 2.0 TDI base price is €38,700 (approx. £28,800). The TTS obviously comes in considerably higher, at €52,300 (approx. £38,900). The new TT Roadster will be in the showrooms in Germany from the end of March and a fortnight later in the UK.

    Interestingly, in Britain, with its opentop tradition, 20 per cent of #Audi-TT buyers opt for the Roadster, while fully 30 per cent go for it in Germany. At any rate, in an increasingly homogenised world of car design, the TT Roadster stands out as a timeless classic and, especially in its latest offering, proves that a car can still appeal to the senses, the emotions and the spirit.

    Tap below to see a clip of the new TT Roadster in action.
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  •   Davy Lewis reacted to this post about 3 years ago
    2015 Audi TTS ABT-tuned TTS with 370ps / #ABT-Sportsline


    ABT Sportsline is always quick to the draw when a new car is launched, and their package for the new TTS transforms it into a 370ps TT RS chaser…

    Then latest generation TT has got off to a flying start. Strong sales have been reported and the more angular and aggressive design has found favour with a broad range of customers. We are eagerly anticipating what the RS model will bring – after all the Mk2 was one of the most loved and capable TTs of all time. Part of the appeal is the highly tunable and deliciously sonorous five-cylinder unit. Fortunately, this fantastic unit will be carried over to the new RS – where it will join the new RS3 and RS Q3 as engine of choice.

    But for now, we have the TTS to keep us satisfied, and to be fair, it’s a cracking car in its own right. The 2.0 TFSI makes a very credible 310ps and 380Nm, which imbues the cool coupe with Boxster worrying grunt. But, if you’d like to liberate a bit more potential from this strong unit, then the team at ABT Sportsline may have the solution.

    Their new ABT Power package for the TTS takes power up to a very lively 370ps and 460Nm This is achieved via the ABT Power engine recalibration, which is a simple plug and play affair.

    It’s fully tested, and even benefits from ABT’s comprehensive in house warranty. To fully exploit the potential of the potent fourpot, an ABT exhaust system including sports cats and uprated down pipe, helps free up significant power. When you consider these are all, simply bolt-on upgrades, the power increase is even more impressive.

    As ever, ABT can supply the full package for the TT, depending on how far you want to go.

    ABT upgrades are certainly not the cheapest out there, but what you get are very well-developed, high quality performance enhancements that offer peace of mind. ABT has also worked closely with Audi for many years, so their upgrades are about as close to factory approved as you’re ever likely to get (until Audi decides to produce its own upgrades – watch this space!). It’s interesting to see how far things have progressed over recent years.

    It doesn’t seem long ago that the 4.2 V8 R8 was considered a fast car, but now, a humble TT can achieve similar power with some very simple upgrades to its relatively small capacity 2.0 engine. The rest of the TT can be enhanced to complement to the power increase. Sports springs and ARBs are also added, together with wheel spacers to widen the track – which also happens to look great. ABT can also offer a range of new wraps, in gloss, matt, pearl or metallic for that truly individual look to your TTS. A range of wheels are available in 18 through to 20in, depending on what your tastes are.

    The exterior additions are subtle, but effective with a lower front splitter adding some drama to the nose, while the rear wing finishes of the back end a treat. Until the RS arrives next year, the S is the most powerful TT we’ve got, and the upgrades from ABT show just what can be achieved, although of course, there’s a lot more potential to be unleashed. Watch this space.

    “The rest of the TT can be enhanced to complement the power upgrades”

    Above: Subtle additions make a big impact on the TTS Left: 2.0 TFSI engine is highly tunable.

    Above: ABT mirror caps are neat.

    SPECIFICATION #2015 #Audi-TTS-ABT / ABT / #Audi-TTS / #Audi-TT / #Audi-TT-8S / #Audi-TTS-8S / #Audi-TTS-ABT-8S
    ENGINE 2.0 #TFSI , #ABT-Power-ECU recalibration, ABT performance exhaust system with four black tailpipes, with Y-pipe and high-flow cat.
    POWER 370PS and 460Nm
    TRANSMISSION 7-speed S-tronic
    BRAKES Stock rear and front
    SUSPENSION ABT sports springs -30/35mm, ABT ARBs
    WHEELS AND TYRES 20in #ABT alloys with 255/30 Continental tyres
    EXTERIOR ABT front splitter, mirror covers, rear wing, rear skirt insert, wrapped Interior ABT floor mats, Alcantara steering wheel, seats, centre console and other trim parts, LED door lights with ABT logo
    TUNING CONTACTS ABT Sportsline Richter Sport

    ABT’s focus is on high-quality, subtle upgrades – just the ticket.

    “High quality performance enhancements”
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  •   Davy Lewis reacted to this post about 3 years ago
    Words Jarkle / Photography Chris Wallbank

    MILLTEK TTS 382bhp and big fun

    The Mk3 TTS is a great looking and highly capable car – but with some simple upgrades it can become so much more…

    The #Audi-TT is a deceptively brilliant car with a flexible range of engines and transmissions that mean it really can be all things to all men. Think about it, there are very few sports cars that can claim to be every bit as suited to hammering around the Nürburgring as they are pottering around town, and the TT manages both of these with ease. This amazing spread of abilities became more apparent with the recent launch of the third generation TT, a car that managed to well and truly banish any cruel associations about it being ‘nothing more than a Golf in a frock,’ going on to sell in huge numbers – and it’s only been on forecourts for a handful of months!

    One firm with an intimate knowledge of Audi’s iconic sports car is Milltek, the builder of beautifully balanced and exceptionally sonorous exhaust systems. The TT has long been a part of their product portfolio and the team at Milltek have built up something of a reputation for churning out well modified Audis; the TTS you see here being the latest example. “It’s hard to overstate just how good a car the latest TT is in standard guise; it’s balanced, tight and pretty much the ideal sports car. Making it even better without going too far and compromising one aspect was always going to be a challenge, hence why we spent so long perfecting every aspect,” muses Steve Pound, Milltek’s MD.

    This reluctance to dive right in is more than understandable and explains why the spec of Milltek’s TTS doesn’t include a massive aftermarket turbo, air suspension or wheels big enough to make a West Coast rapper blush. It’s devoid of these things because fitting them would almost certainly push it in one set direction, compromising its overall capabilities and rendering it a less capable car in the process.

    Don’t for a minute go thinking that this car is all show and no go though, because that’s far from the case. Key to this TT’s renewed performance is the Milltek system that now snakes its way out from the engine bay and under the car, before splitting into two and ending with an attractive twin tailpipe design. Even this could have been taken to extremes far too easily. Milltek could’ve opted for a massive diameter pipe with no baffles and boxes, an exhaust that would’ve been the automotive equivalent of tying sticks of dynamite to a bull’s horns, showing it a red rag, then chucking it into the proverbial china shop, before locking the door.

    “Making an exhaust that bellows and makes a huge noise, no matter how much throttle is being applied, is all too easy,” explains Steve with a chuckle. “Making one that actually suits the character of the car that it’s attached to, well, that’s a bit more involved!”

    The system consists of a 3-inch downpipe, high-flow sports cat, a Milltek Sport cat-back system, plus the previously mentioned twin tailpipes. The system manages to tread the fine line between sporty and fabulously vocal, with the resulting noise being aggressive without ever becoming intrusive. Put simply, you’ll have no problem using Milltek’s TTS on a daily basis, and quiet Sunday trips to the supermarket won’t suddenly give way to a noise not heard since the late ’90s, when the likes of the Subaru Impreza and Sapphire Cosworth were kings of the UK scene.

    The system also provides proven exhaling benefits for the deep-breathing inline four that dominates the space between the Milltek TT’s wings. What Milltek don’t know about performance enhancing systems really isn’t worth knowing, and the one strapped to the TT embodies a good portion of their hardwon knowhow. The high-flow sports cat is particularly impressive as it allows the TT to stay on the right side of UK emissions regulations without strangling performance or sound.

    That same four pot also features a VWRacing R600 intake and a Stage 2 APR remap. Both fall squarely into the ‘quality over quantity’ bracket, and both offer up demonstrable performance benefits thanks to their clever design and the careful nature in which they’ve been applied.

    The Volkswagen Racing cold air intake is especially trick, and features a double sized filter housed in a giant air box, the latter fed via a pair of carefully developed inlet tracts. The material inside the box itself is equally sophisticated thanks to a triple layer of TriFoam, a substance that’s commonly found inside the airboxes of F1 teams. Not only does the ‘domed’ design of this material provide increased surface area and contamination capturing properties, it provides even more airflow with lower restriction. The result is a high volume and unbroken supply of cold air funnelled directly from the atmosphere (i.e from outside the TT’s engine bay) to the engine itself, and as all good engineers know, cooler air in the cylinder equates to more power and more bang for your buck.

    “It’s easy to get stuck in the trap of thinking that all induction kits do the same job and therefore are the same, but that’s just not the case,” explains Steve. “We were careful to match the induction tract to the car and its eventual purpose and rough power output. The R600 is good for 600bhp, so we’re more than covered for the foreseeable future!”

    Those three innocuous sounding changes have left the Milltek TTS able to call on a thumping 382bhp of power and 387lb/ft of torque, but there’s far more at play here than mere grunt. Kneel down to inspect the front brake setup and you’ll be greeted by the welcome sight of eight-piston Brembo calipers and imposing 362mm drilled and grooved discs, with Project Mu high friction brake pads sandwiched in between. Not only does this give the TT the stopping power to match its newly hiked power output, it does so without making hauling it to a stop in any way daunting or ‘snatchy.’ Partly that’s down to the brakes themselves, but the fact that the whole car has been expertly corner weighted and balanced certainly doesn’t hurt either.

    We’ve said it before and doubtless we’ll say it again, but building a car like this TT, one that subtly balances performance with everyday, real world usability, takes a staggering amount of thought, planning and considered execution. As we’ve already said, humongous aftermarket turbo setups and other bolt-ons associated with massive power projects are notable by their absence and for once this is a good thing. Driving this car now is an utter joy, a brilliant way to get ‘back to basics’ and to re-connect with what makes hustling a well tuned car such an involving experience. The addition of the Milltek system, Stage 2 remap and VWRacing inlet lends the TTS a hit of extra aggression without ever becoming intimidating or intrusive, while the extra power that these modifications have gifted the car with is available across the rev range.

    A few short minutes behind the wheel are all that’s needed to confirm that Steve, the Milltek team and the guys at Bilstein, APR and VWRacing have more than delivered. Perhaps the ultimate proof of the transformation that’s been wrought is just how balanced everything is, and in this respect it doesn’t feel like a tuned car, certainly not in the traditional sense. Power comes in smoothly and all 382bhp is usable; the exhaust note is sporting at idle and raucous when you want it to be – i.e. when you’re pushing on – and there’s a pleasing induction ‘roar’ to be had when you plant the throttle. It handles well, (the comprehensive corner weighting and balancing evidently having worked a treat), and those beefy Brembos make short work of any excess speed carried into the corners. In short, it’s the ultimate all round, fast road car, one that’s utterly complete in every respect. Impressive? Sure. Fun? Absolutely!

    SPECIFICATION / #Milltek / #Audi-TTS / #Audi-TTS-Milltek / #Audi-TT / #Audi / #Audi-TT-8S / #Audi-TTS-8S / #Quattro

    Engine 1984cc DOHC16v 82.5 x 92.8 bore x stroke and 9.3:1 compression ratio, OE single turbo system, #Volkswagen-Racing-R600 cold air intake with high capacity air box, twin air induction tracts and fullyenclosed filter housing, Stage 2 #APR-ECU remap, #Milltek large bore downpipe and hi-flow sports cat, stainless steel cat-back system with twin tail pipes
    Power 382bhp and 387lb/ft
    Transmission OE six-speed manual with #Quattro four-wheel drive system
    Chassis OE suspension setup with springs and dampers, #Brembo eight piston front calipers with 362mm drilled and grooved discs, #Project-Mu brake pads, OE alloy wheels
    Interior Complete Nappa leather OE interior
    Contacts Millteksport / #APR

    Milltek TTS is a lot of fun Virtual cockpit

    Opposite page: Quad pipes look great / Left: Interior very well equipped.

    “...the resulting noise being aggressive without being intrusive”
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