The new TT generation will launch with three newly developed, powerful four-cylinder engines – one TDI and one TFSI for the TT* and the top-of-the-line TFSI in the TTS*. All displace 2,000 cc, and power ranges from 135 kW (184 hp) and 228 kW (310 hp) – an increase of up to 28 kW (38 hp) over the previous model.
All three engines reflect the Audi philosophy of rightsizing. Forced induction replaces displacement and together with direct injection provides for high efficiency with the support of the standard stop-start system. All engines comply with the Euro 6 emissions standard. Another point in common is the sound actuator that comes in combination with the optional Audi drive select driving dynamics system (standard in the TTS). In the dynamic setting, it makes the exhaust sound sportier and more sonorous.
The mounting position is identical for all three engines. The intake side is at the front of the car, and the vertical axis is tilted twelve degrees to the rear. This solution from the modular transverse matrix offers substantial advantages associated with the compact dimensions of the new engines. The developers were able to shift the front suspension far forward to the benefit of crash behavior, the design and the distribution of axle loads.
135 kW (184 hp) and 380 Nm (280.3 lb-ft) of torque, the latter between 1,750 and 3,250 rpm – the new 2.0 TDI clean diesel offers ample power for the new Audi TT. The diesel engine accelerates the Coupé from zero to 100 km/h (62.1 mph) in 7.1 seconds en route to a top speed of 241 km/h (149.8 mph). Its average fuel consumption is just 4.2 liters per 100 kilometers (56.0 US mpg), with CO2 emissions of 110 grams per kilometer (177.0 g/mi). Thanks to this high efficiency, the Audi TT 2.0 TDI, which will be available upon launch with a manual transmission and front-wheel drive, bears Audi’s “ultra” label.
The 2.0 TDI clean diesel, whose 1,968-cc displacement is the result of an 81.0‑millimeter (3.2 in) bore and 95.5-millimeter (3.8 in) stroke, has been updated in a number of areas. The balance shafts now rotate in the crankcase and are mounted on roller bearings. The reduced piston ring tension also helps to reduce friction. The valve train is a separate module with a stiff and lightweight frame for the camshafts. The valve star is rotated 90 degrees. The two camshafts are mounted on needle bearings and actuate one intake and one exhaust valve per cylinder. The intake camshaft can be adjusted by up to 50 degrees of crank angle.
The developers also took great pains with respect to thermal management. The crankcase and cylinder head have separate coolant loops with independent controllers. During the warmup phase, only one so-called microloop is active so that the engine block warms up quickly. The oil pump operates at one of two pressure stages as needed, thus saving drive energy.
The common rail system injects fuel at up to 2,000 bar via eight-hole nozzles. The high pressure enables fine nebulization and thus efficient, low-emission combustion. The turbocharger has adjustable vanes on the turbine wheel and features an updated pneumatic actuation system. The charge air intercooler is located in the intake manifold module, resulting not only in a compact package but also short gas paths, spontaneous response, good control quality and high efficiency.
The DeNOx storage catalytic converter and diesel particulate filter have also been updated. They are located in the immediate vicinity of the engine. The shortened gas paths improve the response of the emissions control system considerably. The new assembly includes the connection for the low-pressure exhaust gas recirculation system, which minimizes pressure losses.
Two versions of the 2.0 TFSI are available in the new TT family. The gasoline engine produces 169 kW (230 hp) in the Audi TT and 228 kW (310 hp) in the TTS. The two-liter engine has been improved in numerous areas compared with the previous engine, which an international panel of journalists named Engine of the Year in its category five years in a row, The only thing left unchanged is the displacement of 1,984 cc (bore x stroke 82.5 x 92.8 millimeters [3.2 x 3.7 in]).
In the Audi TT, the 2.0 TFSI produces a constant 370 Nm (272.9 lb-ft) of torque between 1,600 and 4,300 rpm. With the six-speed manual transmission and front-wheel drive, the Coupé accelerates from 0 to 100 km/h (62.1 mph) in 6.0 seconds. Top speed is 250 km/h (155.3 mph), and average consumption is 5.9 liters of fuel per 100 kilometers (39.9 US mpg), corresponding to 137 grams CO2 per kilometer (220.5 g/mi). With the six-speed S tronic and quattro all-wheel drive, the key figures are 0 to 100 km/h (62.1 mph) in 5.3 seconds; top speed of 250 km/h (155.3 mph) and 6.4 liters per 100 kilometers and 149 grams CO2 per kilometer (36.8 US mpg and 239.8 g/mi).
The 2.0 TFSI also uses highly sophisticated thermal management, the heart of which is two electrically powered rotary valves combined in a single module. After a cold start, they quickly bring the motor oil to temperature. Depending on the driving situation, the maintain coolant temperature between 85 and 107 degrees Celsius. The exhaust manifold is located in the cylinder head, where it is bathed in water. This solution also contributes to fast warmup. At full load, it reduces the temperature of the exhaust gas and thus fuel consumption because there is no need to enrich the mixture for cooling purposes.
Another major innovation in the 2.0 TFSI is the addition of indirect injection. Complementing FSI direct fuel injection at part load, it injects the fuel at the end of the induction pipe in the vicinity of the tumble flaps, where it is intensively tumbled with the air.
The improved mixture formation boosts fuel economy and reduces particulate emissions. Direct FSI fuel injection, with its maximum 200 bar pressure, comes into play in the starting phase and at higher loads.
The combustion chambers of the new 2.0 TFSI are always well-filled. The intake and exhaust camshafts are adjustable; on the exhaust side, the Audi valvelift system also varies the stroke of the valves to further minimize charge changing losses. The turbocharger develops its relative charge pressure of up to 0.8 bar very dynamically. Its electric bypass valve is particularly fast-acting and precise. The turbine wheel can withstand exhaust gas temperatures of up to 980 degrees.
Despite this dense package of technologies, the two-liter gasoline engine only weighs a little over 140 kilograms (308.6 lb) – a value that is due in part to the thin walls of the gray cast iron crankcase. They are only about three millimeters (0.1 inch) thick, saving about 2.4 kilograms (5.3 lb). The pistons are made of a new, high-strength alloy, a lightweight polymer is used for the oil pan, and many screws are made of aluminum.
An innovative coating for the piston skirts, roller bearings for the balance shafts and the reduced diameter of main bearing for the crankshaft keep internal friction low. The lightweight crankshaft requires just four counterweights. The regulated oil pump requires little energy itself and at higher loads cools the piston heads with jets of oil.
The 2.0 TFSI in the Audi TTS
In the Audi TTS, the 2.0 TFSI delivers 380 Nm (280.3 lb-ft) of torque between 1,800 and 5,700 rpm. Numerous details underscore its high-performance character. Modified aluminum pistons and higher-strength connecting rods with new bearings transmit the forces to the crankshaft. The crankcase has been reinforced at the main bearing seats and the main bearing cover.
The cylinder head is made of a lightweight aluminum-silica alloy with high strength and temperature resistance. The valve springs and seat rings have been modified for the high loads.
With a maximum charge pressure of 1.2 bar, the large turbocharger can compress up to 1,000 kilograms (2,204.6 lb) of air per hour. A high-performance air-to-air intercooler reduces its temperature dramatically.
Equipped with the six-speed S tronic, the new Audi TTS springs from zero to highway speed in 4.6 seconds en route to an electronically governed top speed of 250 km/h (155.3 mph). In the NEDC, the top model with the S tronic consumes on average just 6.8 liters of fuel per 100 kilometers (34.6 US mpg), corresponding to 157 grams CO2 per kilometer (252.7 g/mi).
The powerful 2.0 TFSI is a pure sports engine. It reacts spontaneously to the throttle and revs up to the redline of 6,800 rpm. In automatic mode of the Audi drive select system, it responds even more directly with brief double-clutching underscoring the change of gears by the optional S tronic. At higher loads and rpm, two sound flaps in the exhaust system open to provide an even fuller sound.
The equipment, data and prices specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.