2009 Audi TT RS First Drive
05-29-09, 12:21 AM
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2009 Audi TT RS First Drive
The 2009 Audi TT RS bears not a little weight of expectation. This is the latest product of Quattro GmbH, Audi's crack tuning division responsible for the acclaimed R8 and RS4. It also enters a sector of the market enlivened by the arrival of the brilliant new Lotus Evora, the Nissan 370Z and the revised Porsche Cayman. If you can raise the funds, there's never been a better time to indulge in a baby supercar.
The 2009 Audi TT RS enters the fray with no shortage of firepower. The turbocharged 2.5-liter inline-5 offers up a mighty impressive 335 horsepower and 332 pound-feet of torque. It can, in other words, stand front splitter to front splitter with the Porsche Cayman S. Priced at $68,400 in the U.K., the TT RS also matches the Porsche for price, however.
As things stand, Audi has no plans to bring the RS to the U.S., although there's no technical reason why it can't. "We'd need to do a bit of emissions work but it's not a big deal," says Stephan Reil, the head of Quattro GmbH. If the marketing boffins can make a case for the hottest TT ever, then America will be indulged.
Well, the TT Did Race in the DTM, You Know
We've become used to Quattro GmbH serving up subtle but effective makeovers. Think RS4 or RS6. Even the R8 makes the requisite supercar statement while remaining true to Audi's modest, Teutonic brand values. But the TT RS is different. It is (whisper it) a bit aftermarket.
To separate its appearance from the regular TT, the RS gets a front aero splitter, extended rocker sills, new 18-inch cast-aluminum wheels, bigger tailpipes and a new rear aero diffuser. Such modifications are to be expected and tick the "add sportiness" box on the order sheet. More controversial, though, is the vast rear wing. With its bulbous aluminum mountings and flat plane, it looks ill at ease on the TT's otherwise curvaceous rump. It's the sort of thing you might expect to see on a 1980s Honda Civic driven by an acne-ridden 16-year-old.
Clearly there are some at Audi's Ingolstadt HQ who agree, because it's a delete option. The alternative is a discreet, retractable wing that purrs into action at 70 mph. Much more Audi.
Modest but Appealing
Fortunately the RS's extroverted exterior isn't matched by a cabin done in a similar style (a job best left to the numerous tuning companies now specializing in Audi products). Audi's interior stylists don't do tasteless and the RS maintains the air of carefully coiffured modernity that characterizes the standard TT. The most noticeable revision is the introduction of two extravagantly sculptured seats that prove exceptionally comfortable as long as you've resisted the supersize temptation.
There's a new steering wheel, a new gearstick for the short-throw gearbox and a revised driver's information system that includes boost pressure, oil temperature and a lap timer. There's also no shortage of RS decals, but the overall effect is still understated to the point of modesty.
Not that it really matters. The TT's cabin is still a fine place to be. No material is ill-chosen and the quality is nothing less than superb. You get the impression that it'll still feel this good in 10 years' time, which is not something that can be said of the interior of the new Lotus Evora.
Not a Porsche Engine
On paper, the 2009 Audi TT RS would appear to have it all. The turbocharged, direct-injection 2,480cc inline-5 produces 335 hp, a fraction more than the Porsche Cayman S's normally aspirated, horizontally opposed six-cylinder. It also delivers a lot more torque than the Porsche, 332 lb-ft compared with the Cayman S's 273-lb-ft. And it gets to 100 km/h (62 mph) from a standstill in 4.6 seconds, also outrunning the Stuttgart reptile. Top speed is electronically limited to 155 mph, or if you pay an outrageous $2,070 extra, Audi will swap the ECU and let you do 174 mph.
Subjectively, though, the TT RS never feels very fast. The power delivery is so linear and the engine note so consistent that you never really feel the force. There's a Sport button that changes the throttle response, stiffens the optional magnetic ride damping system and also opens a valve in the left-side exhaust pipe for more noise, but even this does little to inject excitement. The inline-5 turbo doesn't sound bad, but the five-cylinder thrum is no match for the Cayman's glorious soundtrack. It's all too clinical and efficient.
Not a Porsche Chassis, Either
Sadly, the same criticism can be leveled at the chassis. The RS's ride height has been lowered by 10mm and the familiar strut front and multilink rear suspension setup has been extensively retuned. Every test car at our disposal had been fitted with the optional magnetic ride damping system with a Sport mode. Compared with a TTS, the ride is noticeably firmer (even in standard mode) and the body control is now so aggressive that the car can bob awkwardly on the highway. You can't adjust the damping independently of the throttle response or exhaust note, so it's either full attack or nothing.
This wouldn't be so bad if the trade-off was an increase in poise and fluency, but the 2009 Audi TT feels clumsy where the Cayman or Evora flows. The electrohydraulic steering is the culprit; it's horribly lacking in road feel. You turn into a corner and you feel an increase in steering effort, but there's nothing to tell you what the front tires are up to.
The brake pedal also feels disappointingly mushy for what is meant to be a performance car. The ultimate performance of the brakes is not in doubt, but the delicate feel of the Lotus Evora is once again missing.
Even on the famous Zolder racetrack in Belgium, where we also tested the car, the TT RS failed to come alive. There's no shortage of grip or ultimate traction, but there's no delicacy. Push the limits and you'll be met by safe, dependable understeer. In sum, this car feels too much like an Audi of old — capable and competent but ultimately uninvolving. From Audi and especially from Quattro GmbH, we've come to expect so much more.
We drove both the coupe and the roadster versions. The structure of the latter is impressively stiff — remarkably so if you've ever driven a first-generation TT roadster — but you suffer a surprisingly high level of wind buffeting at speed.
Another Member of the TT Family
In Europe at least, the 2009 Audi TT RS will appeal to members of the Audi family who simply want to have the latest, fastest and most expensive TT. Some will be drawn to the roadster version for the added pose value, but Audi expects around 70 percent of customers to opt for the coupe.
No doubt a large proportion of these buyers will revel in the RS's exclusivity, pace and ease of use. But, straight-line speed aside, the TT RS has little to recommend it over the much cheaper TTS. Ultimately, the 2009 Audi TT RS lacks the sparkle, the special ingredient that's so endeared us to other fast Audis of late. After a series of match-winning performances, Quattro GmbH has dropped the ball.
http://www.edmunds.com/insideline/do...ticleId=149186
The 2009 Audi TT RS enters the fray with no shortage of firepower. The turbocharged 2.5-liter inline-5 offers up a mighty impressive 335 horsepower and 332 pound-feet of torque. It can, in other words, stand front splitter to front splitter with the Porsche Cayman S. Priced at $68,400 in the U.K., the TT RS also matches the Porsche for price, however.
As things stand, Audi has no plans to bring the RS to the U.S., although there's no technical reason why it can't. "We'd need to do a bit of emissions work but it's not a big deal," says Stephan Reil, the head of Quattro GmbH. If the marketing boffins can make a case for the hottest TT ever, then America will be indulged.
Well, the TT Did Race in the DTM, You Know
We've become used to Quattro GmbH serving up subtle but effective makeovers. Think RS4 or RS6. Even the R8 makes the requisite supercar statement while remaining true to Audi's modest, Teutonic brand values. But the TT RS is different. It is (whisper it) a bit aftermarket.
To separate its appearance from the regular TT, the RS gets a front aero splitter, extended rocker sills, new 18-inch cast-aluminum wheels, bigger tailpipes and a new rear aero diffuser. Such modifications are to be expected and tick the "add sportiness" box on the order sheet. More controversial, though, is the vast rear wing. With its bulbous aluminum mountings and flat plane, it looks ill at ease on the TT's otherwise curvaceous rump. It's the sort of thing you might expect to see on a 1980s Honda Civic driven by an acne-ridden 16-year-old.
Clearly there are some at Audi's Ingolstadt HQ who agree, because it's a delete option. The alternative is a discreet, retractable wing that purrs into action at 70 mph. Much more Audi.
Modest but Appealing
Fortunately the RS's extroverted exterior isn't matched by a cabin done in a similar style (a job best left to the numerous tuning companies now specializing in Audi products). Audi's interior stylists don't do tasteless and the RS maintains the air of carefully coiffured modernity that characterizes the standard TT. The most noticeable revision is the introduction of two extravagantly sculptured seats that prove exceptionally comfortable as long as you've resisted the supersize temptation.
There's a new steering wheel, a new gearstick for the short-throw gearbox and a revised driver's information system that includes boost pressure, oil temperature and a lap timer. There's also no shortage of RS decals, but the overall effect is still understated to the point of modesty.
Not that it really matters. The TT's cabin is still a fine place to be. No material is ill-chosen and the quality is nothing less than superb. You get the impression that it'll still feel this good in 10 years' time, which is not something that can be said of the interior of the new Lotus Evora.
Not a Porsche Engine
On paper, the 2009 Audi TT RS would appear to have it all. The turbocharged, direct-injection 2,480cc inline-5 produces 335 hp, a fraction more than the Porsche Cayman S's normally aspirated, horizontally opposed six-cylinder. It also delivers a lot more torque than the Porsche, 332 lb-ft compared with the Cayman S's 273-lb-ft. And it gets to 100 km/h (62 mph) from a standstill in 4.6 seconds, also outrunning the Stuttgart reptile. Top speed is electronically limited to 155 mph, or if you pay an outrageous $2,070 extra, Audi will swap the ECU and let you do 174 mph.
Subjectively, though, the TT RS never feels very fast. The power delivery is so linear and the engine note so consistent that you never really feel the force. There's a Sport button that changes the throttle response, stiffens the optional magnetic ride damping system and also opens a valve in the left-side exhaust pipe for more noise, but even this does little to inject excitement. The inline-5 turbo doesn't sound bad, but the five-cylinder thrum is no match for the Cayman's glorious soundtrack. It's all too clinical and efficient.
Not a Porsche Chassis, Either
Sadly, the same criticism can be leveled at the chassis. The RS's ride height has been lowered by 10mm and the familiar strut front and multilink rear suspension setup has been extensively retuned. Every test car at our disposal had been fitted with the optional magnetic ride damping system with a Sport mode. Compared with a TTS, the ride is noticeably firmer (even in standard mode) and the body control is now so aggressive that the car can bob awkwardly on the highway. You can't adjust the damping independently of the throttle response or exhaust note, so it's either full attack or nothing.
This wouldn't be so bad if the trade-off was an increase in poise and fluency, but the 2009 Audi TT feels clumsy where the Cayman or Evora flows. The electrohydraulic steering is the culprit; it's horribly lacking in road feel. You turn into a corner and you feel an increase in steering effort, but there's nothing to tell you what the front tires are up to.
The brake pedal also feels disappointingly mushy for what is meant to be a performance car. The ultimate performance of the brakes is not in doubt, but the delicate feel of the Lotus Evora is once again missing.
Even on the famous Zolder racetrack in Belgium, where we also tested the car, the TT RS failed to come alive. There's no shortage of grip or ultimate traction, but there's no delicacy. Push the limits and you'll be met by safe, dependable understeer. In sum, this car feels too much like an Audi of old — capable and competent but ultimately uninvolving. From Audi and especially from Quattro GmbH, we've come to expect so much more.
We drove both the coupe and the roadster versions. The structure of the latter is impressively stiff — remarkably so if you've ever driven a first-generation TT roadster — but you suffer a surprisingly high level of wind buffeting at speed.
Another Member of the TT Family
In Europe at least, the 2009 Audi TT RS will appeal to members of the Audi family who simply want to have the latest, fastest and most expensive TT. Some will be drawn to the roadster version for the added pose value, but Audi expects around 70 percent of customers to opt for the coupe.
No doubt a large proportion of these buyers will revel in the RS's exclusivity, pace and ease of use. But, straight-line speed aside, the TT RS has little to recommend it over the much cheaper TTS. Ultimately, the 2009 Audi TT RS lacks the sparkle, the special ingredient that's so endeared us to other fast Audis of late. After a series of match-winning performances, Quattro GmbH has dropped the ball.
http://www.edmunds.com/insideline/do...ticleId=149186
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