The All-New AUDI R8 - This is how to improve on perfection, the new supercar just got a lot better.

V10 supercar is reborn with advanced new quattro all-wheel-drive and up to 610 PS propelling less weight to a top speed of 205mph

• Second generation of the acclaimed supercar makes its debut in Geneva
• Available to order in the UK in May 2015, first deliveries in quarter four – pricing expected to be confirmed soon after Geneva unveiling
• First UK customer deposits are already being taken
• 5.2 FSI engine with up to 610 PS, 0-62 mph in just 3.2 seconds
• New multimaterial Audi Space Frame with high proportion of aluminium and CFRP
• Up to 50kg lighter than its predecessor

No model bearing the four rings is closer to motorsport, none is more striking and more dynamic: at the Geneva Motor Show, Audi will present the second generation of its high-performance R8 sports car. The mid-mounted V10 and newly developed quattro all-wheel-drive system ensure breathtaking performance, especially in the top-of-the-range version with 610PS, which not only powers to 62mph from rest more rapidly than any series production Audi in history but is also the first to be capable of officially pushing beyond 200mph.

The R8 has been newly developed from the ground up – it is more taut, more striking and more focused both on the race track and on the road. Key contributions to the marked improvements over its critically acclaimed predecessor are made by the high-revving mid-mounted engine with significantly enhanced performance, the architecture with its even greater emphasis on lightweight construction principles and the advanced chassis with quattro drive system and fully variable torque control.

“Motorsport is in Audi’s genes, it has always been a permanent feature of our brand’s character,” says Prof. Dr. Ulrich Hackenberg, Board Member for Technical Development at Audi. “With the new Audi R8, our engineers are bringing accumulated racing expertise from the race track onto the road. 

No other model of ours evokes more dynamic emotion. The new R8 V10 plus is therefore the most powerful and fastest series-production Audi of all time.” Thanks to the close cooperation between racing engineers, racing drivers and developers, the Audi R8 has seen a clear performance increase – this benefits both the series production car and the R8 LMS developed on the basis of this.

The engines: 10 cylinders in two versions

The 5.2-litre FSI engine at the heart of the new R8 is available in two versions: one with 540 PS and another producing 610 PS. The range-topping model accelerates in a mere 3.2 seconds from rest to 62 mph and keeps going to its maximum speed of 205 mph. The sound of the naturally aspirated V10 engine, whose maximum torque is available at 6,500 rpm, has become even fuller and sharper.

A seven-speed S tronic transmission and a newly developed quattro drive system transmit the power to the road. The distribution of the drive torque is highly adaptable to prevailing driving conditions – in extreme cases, 100 percent of the torque can be transmitted to the front or rear axle. The new performance mode in the Audi drive select dynamic handling system enables adaptation of the most important ride dynamics parameters to the friction coefficient of the road.

Lightweight construction: only 1,454 kg dry weight

The dynamic spearhead of the range – the R8 V10 plus - has a dry weight of 1,454 kilograms. Despite considerable extra equipment and greater rigidity, the new Audi R8 weighs up to 50 kilograms less than its predecessor.

The multimaterial Audi Space Frame (ASF) ensures low weight and optimum axle load distribution. The combination of aluminium and carbon fibre reinforced plastics (CFRP) in the Audi Space Frame opens up new dimensions with regard to weight, rigidity and crash behaviour. The aerodynamic underbody, which integrates a long diffuser, boosts downforce. The chassis, too, with its double wishbone suspension demonstrates how close the new Audi R8 is to motorsport.

Design: flat, wide, muscular

The design reflects the powerful character of the R8. A visual distinguishing feature which also provides enhanced safety comes in the form of the all-LED headlights  or, for an extended field of vision and more brightness, with the laser spot for the high beam – complemented by dynamic turn signals with their scrolling function in the intended turn direction at the front. Dynamic turn signals are standard at the rear.

In the new Audi virtual cockpit, the displays are digital. The most important controls are grouped together in button clusters on the steering wheel, also known as satellites. In the interior, the driver has the impression of sitting in a racing car. The air conditioning controls emphasise the simplicity of the control panel with its floating effect. MMI navigation plus with MMI touch is standard.

New factory for quattro GmbH: production at the “Böllinger Höfe” site

The new Audi R8 is produced at a new quattro GmbH production site that was specially built for the sports car – the “Böllinger Höfe” site in Heilbronn. An elaborate manufacturing technique ensures that Audi-typical quality is delivered.

Specialists: the Audi R8 e-tron and Audi R8 LMS

The second generation of the Audi R8 forms the basis for more models. The latest evolutionary version of the electrically-powered high-performance R8 e-tron sports car achieves a performance figure of 462 PS and 920 Nm (678.6 lb-ft) of torque. It sprints from a standstill to 62 mph in 3.9 seconds. Thanks to new battery cells, the range could be more than doubled compared to the first version of this technological wonder – it now exceeds 280 miles.

The new Audi R8 LMS race car was developed based on the new GT3 regulations due to come into effect worldwide from 2016. This year it will already be put through its paces at the factory. Despite massive performance increases, around 50 percent of its components are the same as the series-production car.

The R8 is the dynamic spearhead of the Audi range. In its second generation, the high-performance sports car has been newly developed from the ground up – it is more taut, more striking and more focused. The high-revving V10 engine is available in two performance variants. In the top-of-the-range version with 610PS, it develops breathtaking power.

“Motorsport is in Audi’s DNA, it is part of our brand’s character,” says

Prof. Dr. Ulrich Hackenberg, Board Member for Technical Development at Audi. “With the new R8, our engineers are bringing accumulated racing expertise from the race track onto the road. No other model of ours evokes more dynamic emotion, none is closer to a race car. The new R8 V10 plus is the most powerful and fastest series production Audi of all time.”

The mid-engine principle used for the Audi R8 is not only a classic concept in motorsport but also an important piece of Audi tradition. The powerful engines were located in front of the rear axle even in the Grand Prix race cars brought to the start line by Auto Union in the 1930s – a revolutionary step at the time. 

In 2000, Audi won the 24-hour Le Mans endurance race with the LMP R8 prototype for the first time. By 2005, the car which provided the name for today’s series-production high-performance sports car had secured five overall victories at the Sarthe – the name chosen for the road version of the super sports car from Audi, R8, indicates the technological relationship between the two winners.

As the R8 LMS, the Audi R8 is also highly successful in customer racing. The basis for its success: motorsport was part of the development strategy from the very beginning. In 2009, the R8 LMS customer racing car began its success story which would lead it to more than 190 victories and 23 championship titles worldwide. Technically speaking, it is closely related to the road version of the sports car with around 50 percent of the same parts.

Up to 610PS: the two V10 engines

The new generation of the Audi R8 uses the latest development of the ten-cylinder engine. With its keen throttle response and ability to rev freely and quickly to 6,500 rpm accompanied by a glorious engine note, the naturally aspirated 5.2-litre FSI is a fittingly emotive power source. In the new R8, the naturally aspirated V10 engine offers even more power and torque than before. Controllable flaps in the exhaust system and an optional sports exhaust make the car sound even more formidable.

The ten-cylinder engine is available in two versions. In the R8 V10, it develops 540PS from its 5,204 cc displacement and peak torque of 540 Nm (398.3 lb-ft) at 6,500 rpm. The sprint from 0 to 62mph takes just 3.5 seconds, and it can reach a top speed of 200mph. The R8 V10 plus is even more powerful and is the fastest series-production Audi of all time. It develops 610PS and its maximum torque of 560 Nm (413.0 lb-ft)is available at 6,500 rpm. The performance figures are equally impressive: 0 to 62mph in 3.2 seconds, 0 to 124mph in 9.9 seconds, and a top speed of 205mph.

Cylinder-on-demand new to R8

A further innovation in the 5.2 FSI engine is the addition of indirect injection. It complements the FSI direct petrol injection, lowers fuel consumption and enhances engine output. Equally importantly, the latest R8 also employs COD (cylinder on demand) technology for the first time. 

The system shuts off one of the two cylinder banks by deactivating injection and ignition. The R8 V10 can return up to 23.9mpg with CO₂ emissions of 275 grams per kilometre, for the R8 V10 plus those values are 22.8mpg and 289 grams per kilometre (preliminary data). These figures represent a 10 percent improvement in fuel economy compared with the previous model, due in no small part to the new start-stop system.

The dry sump lubrication completes the technology package of the 5.2 FSI. The ten-cylinder engine is hand built in the Hungarian engine plant in Györ. As a traditional motorsport technology, it allows for low installation of the engine, which is particularly beneficial for the car’s centre of gravity. What's more, it also ensures oil supply even under extreme lateral acceleration.

Fast as lightning and highly variable: the power transmission

In both engine versions, power is transmitted to a rapid-shifting seven-speed S tronic transmission installed behind the engine. The S tronic has three automatic modes and can also be controlled manually. Shift commands are transmitted electronically (shift-by-wire). The launch control system manages full-throttle acceleration from a standing start.

Another function of the S tronic comes into play when the driver’s foot is removed from the accelerator pedal at speeds above 34mph. In such cases, both clutches open and the car enters coasting mode. This function saves a considerable amount of fuel, especially in everyday use.

The quattro permanent all-wheel drive system gives the new R8 a decisive advantage in terms of stability and traction when compared with two-wheel-drive competitors. On the front axle, an electrohydraulic multi-plate clutch replaces the Visco clutch of the predecessor model. 

The newly developed quattro drive system enables completely unrestricted and fully variable distribution of the drive torque to the front and rear axles depending on the driving situation and weather. In normal operation, up to 100 percent is transmitted to the rear wheels and, if required, the clutch continuously diverts up to 100 percent of this torque to the front wheels. Thanks to the mechanical differential lock on the rear axle, the driver experiences maximum traction without any slip.

Audi drive select: the chassis

In the chassis of the new Audi R8, double wishbones made from aluminium guide all four wheels. The R8 V10 plus has a particularly focused setup – for both engine variants, variable adaptively controlled Audi magnetic ride shock absorbers are available as an option. The newly developed electromechanical power steering system provides close contact with the road surface and makes a further contribution to reducing CO₂ emissions. As an option, Audi offers dynamic steering, whereby the steering ratio varies in accordance with the road speed and the settings in the Audi drive select dynamic handling system.

As standard, the new Audi R8 V10 has 19-inch wheels with size 245/35 tyres at the front and 295/35 at the rear. The steel brake discs have a weight-saving wave design and the calipers can be painted red upon request. In the R8 V10 plus, high-tech discs made from carbon fibre ceramic are responsible for deceleration of the 19-inch wheels.

Also new to the R8 is the Audi drive select dynamic handling system, which offers the driver a choice of four modes (comfort, auto, dynamic and individual) to control the way in which important technical components operate. 

As standard, the system takes into account the engine characteristics, steering, S tronic transmission and quattro drive system as well as optional extras such as Audi magnetic ride, the exhaust flaps and dynamic steering. On top of that, there is also a new performance mode (available as an option for the V10 and standard for the V10 plus). The driver activates it by pressing a separate button on the steering wheel. 

He or she can select between the programs dry, wet and snow using a rotary wheel. These programs support dynamic handling on dry, wet and snow-covered surfaces. In performance mode, Audi drive select also makes use of the ESC stabilisation control function.

New Audi Space Frame with high proportion of aluminium and CFRP

The R8 V10 plus has a dry weight of 1,454 kilograms. The key factor behind the consistent lightweight design is the body shell with multimaterial Audi Space Frame (ASF): It weighs only 200 kilograms. The resulting unladen weight of 1,555 kilograms leads to a superior power-to-weight ratio of 392PS per ton.

The ASF body shell features a completely new multimaterial lightweight construction concept. Components made from carbon fibre reinforced plastics (CFRP) form the B‑pillars, the central tunnel and the rear wall. The front section of the vehicle, the roof arch and the rear section form a framework made from cast aluminium nodes and aluminium profiles which, in some cases, employ new alloys. 

As always with the ASF, each component is precisely designed for its location and purpose. Accordingly, the engineers have now integrated some components into the body shell due to their function. Leaving aside its components, the body shell is now around 15 percent lighter than its predecessor. At the same time, a 40 percent improvement in torsional rigidity has also been achieved - the body of the new Audi R8 sets a new benchmark here. The resulting lightweight construction is unparalleled among the competition.

The multimaterial Audi Space Frame in the new Audi R8 is extremely light and rigid, whilst also being acoustically comfortable and offering a high level of safety. The outer skin is made entirely of aluminium, but as an optional extra (or as standard for the V10 plus), Audi also offers attachment parts made from clear-coated carbon fibre, for example the front splitter, the diffuser or the side blades. A long, rising diffuser in the underbody produces downforce on the rear axle at higher speeds.

Design: flat, wide, muscular

A cockpit positioned very far forward, a long, flowing back and a relatively short wheelbase – the exterior design makes the technical concept of the mid-engine, high-performance Audi R8 sports car clear upon first sight.

At 4.42 metres long, 1.24 metres high and with a wheelbase measuring 2.65 metres, its dimensions have only slightly changed in comparison to the previous model. Its width now measures 1.94 metres and has thus grown by about four centimetres. The car’s proportions convey more of a race car character, with characteristic design ideas from the previous model now more pronounced.

The four rings sit proudly on the bonnet, the Singleframe radiator grille with honeycomb design is wide and flat. Moulded plastic surfaces allow it to merge into the flat headlights – facets of the vehicle which highlight tension, provide an impression of depth and add an air of logic to the design. 

The grid-type signature of the all-LED  headlights with vertical elements replicates the structure of the air inlets and emphasises the width of the car. The entire appearance of the Audi R8 conveys a feeling of lightness and technical precision. The dynamic turn signals are standard at the rear. The rear lighting signature also combines two vertical elements with a horizontal line. This gives the Audi R8 an even more powerful appearance.

As part of the new laser high beams, one laser module per headlight generates a cone of light with twice the range of the all-LED headlamp at 600 metres. Each module comprises four high-power laser diodes. With a diameter of just 300 micrometers, these generate a blue laser beam with a wavelength of 450 nanometers. A phosphor converter transforms it into white light suitable for roadway use with a colour temperature of 5,500 Kelvin – ideal conditions for the human eye that enable the driver to recognise contrast more easily and help to prevent fatigue. 

The laser spot is active from a speed of 37mph to supplement the LED high beam of the R8 and, thanks to its long range, greatly enhances the driver’s field of vision as well as safety. An intelligent camera-based sensor system detects other road users and actively adjusts the light pattern to exclude them. 

Dynamic turn signals are also integrated into the front headlight units.

On the high-performance sports car’s flanks, characteristically curved contours are drawn over the wheels. The shoulder line, shaped like a powerful muscle, connects the wheels with one another while at the same time dividing the side blade in two to leave an upper and a lower half. This new design solution makes the car appear even longer and more dynamic.

At the rear, as well, the lights and the air inlets visually connect to one another. The two tailpipes of the exhaust system have a trapezoidal design and the rear window offers a clear view of the illuminated engine compartment. The R8 is equipped with an electrically extending spoiler, the R8 V10 plus with a fixed wing made from CFRP.

Just like in a race car: the interior and the controls

Behind the steering wheel of the new Audi R8, the driver feels like a racing driver.

All functions are driver-oriented and allow easy operation even when the critical limits are reached – and all without the driver having to take his or her hands off the steering wheel. The newly designed sport seats with integrated headrest provide excellent lateral support. Even more radical seating for a sports car comes in the form of the newly developed R8 bucket seats. These make a clear statement confirming the relationship between lightweight construction and comfort (optional in the V10 and standard in the V10 plus).

The start-stop button and the Audi drive select button are located on several satellites on the new multifunction plus steering wheel. The Performance steering wheel in the Audi R8 V10 plus features two more satellites. One button is for performance mode together with a rotary wheel for selecting the dry, wet and snow programs as well as a button for controlling the sports exhaust system.

The Audi virtual cockpit is set in a free-standing housing and presents all the information on its 12.3-inch display with elaborate and pin sharp graphics. The driver can toggle between different display modes and also adjust the digital instrument cluster to suit in individual mode. In performance mode, the driver is presented with information on the driving programs, acceleration, deceleration and lateral forces as well as power and torque. 

The Audi virtual cockpit also displays a shift light which illuminates when the rev limit has been reached. The driver operates the Audi virtual cockpit using the multifunction plus steering wheel. The driver’s hands remain on the steering wheel and he or she can concentrate on the road. Alternatively, operation can take place via the touch wheel or the buttons in the centre console.

In the design of the interior too, the taut geometric lines emphasise the aesthetic lightweight construction principles which the brand holds so dear. Its characteristic element is the monoposto, a large arc in the area around the driver’s seat. The three central control elements of the air conditioning system now reside where the MMI monitor was situated in the previous model. 

The three-dimensional design of the air outlet vents bring to mind the air inlets of a race car. The dashboard appears to float weightlessly. The wide console of the central tunnel accommodates the standard MMI terminal as well as the newly designed flat selector lever of the S tronic transmission.

When it comes to upholstery, customers can choose between Alcantara/pearl Nappa leather and fine Nappa leather. Also available are trim elements in clear coated carbon fibre, two leather packages and a new diamond stitching pattern.

Customization

There are numerous customisation possibilities for customers of the new Audi R8 – for both the exterior and the interior. The colours for the body have been newly mixed and can be freely combined with the colours of the side blades – a blade made from glossy carbon is a particular highlight of the range. Ten standard exterior colours are available - for the R8 V10 plus there is an additional Camouflage Green matt paint finish available. 

Five colours are available for the interior, and there are numerous options to further customise it, for example with headlining in Alcantara with dynamic diamond stitching pattern. Offering a wealth of exterior and interior embellishments, the Audi exclusive programme offers enormous scope to turn the new R8 into a one-of-a-kind model.

Completely connected: infotainment

In the new Audi R8, the Audi virtual cockpit replaces the analogue instruments and the MMI monitor. The driver can switch the all-digital display between two different view modes. These bring either the virtual dial instruments or the large navigation map into focus.

The Audi R8 makes use of the latest technology in terms of infotainment. MMI navigation plus is installed as standard; the MMI touch touch wheel is the central control element. In the background, the second generation of the modular infotainment platform sets about its work – just like the Audi virtual cockpit, it integrates a super-fast T30 chip from Audi’s partner, NVIDIA.

MMI navigation plus is complemented by the Audi connect module. The passenger can connect a smartphone or tablet via the system’s integrated Wi-Fi hotspot. 

Tailored online services from Audi connect are displayed on the Audi virtual cockpit. The internet connection uses the fast LTE (Long Term Evolution) network. Optional components such as the fine-tuned sound system from Bang & Olufsen with a system performance of 500 watts or the Audi phone box for convenient mobile phone integration round off the infotainment programme.

New factory for quattro GmbH: production at the “Böllinger Höfe” site

The new Audi R8 is produced at the new “Böllinger Höfe” quattro GmbH production site, close to the Neckarsulm plant. The production area covering 30,000 m² (322,917.3 sq ft) comprises a body shop and assembly facilities. The entire production facility is highly flexible, while technical and ergonomic innovations such as the CFRP body shell construction and driverless transport systems ensure top quality.

As was the case for the previous model, production follows an elaborate manufacturing process. In cycle times of about 30 minutes and with up to 400 highly qualified employees, the R8 is created using highly precise craftsmanship. Following completion, each R8 is subjected to a strict quality acceptance process on the internal plant test track and an approximately one-hour test drive on public roads. 

With the new R8 manufacturing site, quattro GmbH – the high-performance subsidiary of AUDI AG – is further enhancing its small-series expertise, thus creating the opportunity to realise ever more exciting derivatives of the R8.

Electrified: Audi R8 e-tron

The second generation of the Audi R8 forms the basis for two more models. Audi has made major engineering developments in its high-performance electric sports car, the R8 e-tron. The latest evolution of the vehicle takes up the multimaterial Audi Space Frame from the new series-production model.

The supporting structure was enhanced by a CFRP rear-section module comprising the luggage compartment. The walls of the CFRP luggage compartment well are corrugated. This way, in the event of a rear-end collision, more energy can be absorbed despite the reduced material weight.

Thanks to targeted modifications to the outer shell and on the wheels, the Audi R8 e‑tron achieves an aerodynamic drag coefficient (c_d) value of 0.28. In terms of performance and range, the car enters an entirely new dimension.

The large T-shaped battery is structurally integrated into the centre tunnel and behind the occupant cell – optimally positioned in the car. It supports the dynamics of the R8 e-tron with its low centre of gravity. Audi produces the high-voltage battery itself, for the first time based on a newly developed lithium-ion technology which was specially conceived for a purely electric vehicle drive. In comparison to the first technology platform, the battery capacity has grown from 49 kWh to approximately 92 kWh. This progress was possible without changing the package.

The R8 e-tron achieves an electric range of approximately 280 miles - a considerable improvement over the technology platform’s 133 miles - with an energy density that has been increased from 84 Wh/kg to 154 Wh/kg and some other modifications to the car. 

The electrically powered high-performance sports car has the Combined Charging System (CCS) on board, which allows charging with direct and alternating current. Using this system, it is possible to fully charge the battery in significantly less than two hours.

The power is now 462PS and the maximum torque 920Nm. The R8 e-tron 2.0 accelerates from 0 to 62mph in 3.9 seconds on its way to an electronically restricted top speed of 130mph or 155mph. Intelligent energy management and an electromechanical brake system enable high energy recuperation rates. Targeted torque vectoring – needs-based distribution of power transmission between the rear wheels – ensures maximum stability and dynamism.

The R8 e-tron will become available for order in 2015 as an electrically powered sports car offering supreme hand-built quality.

New racing car: the Audi R8 LMS

Alongside the new R8 series-production model, the second-generation R8 LMS racing car is also making its debut, with colleagues from motorsport and series production working in close harmony as part of its development. Both the series-production model of the R8 and the R8 LMS have seen clear increases in power and performance compared with their predecessors. Both cars have around 50 percent of the same parts.

The body shell of the rear-wheel-drive GT3 sports car is based on a selectively reinforced multimaterial ASF. Engineers have supplemented this feature with a safety cage. Its outer shell consists mainly of carbon fibre reinforced plastics. The vehicle’s type approval weight is 1,225 kilograms. The V10 engine is virtually identical to the series-production engine and produces around 585PS, depending on the applicable regulations and the restrictor required.

Sales of the new R8 LMS to customer teams worldwide will start with the 2016 season. This year, the new racing car will be put through its paces by the works team at international long-distance and sprint races, as well as being available to customers as part of the Audi driving experience.

GENEVA - Official AUDI TT release, evolution rather than revolution for the successful Coupe.

All-new Audi sports car with high-tech lightweight construction, all-digital virtual cockpit and sub-five-second sprint ability breaks cover  

• All-new TT and 310PS TTS Coupé models set to make their debuts at the 2014 Geneva Show (March 6-16)
• UK pricing to be confirmed – first deliveries in late 2014
• Evocatively redesigned body cloaks revolutionary new all-digital ‘Audi virtual cockpit’
• New engines, new suspension configuration and heavily revised quattro system capable of temporarily deactivating to boost efficiency
• Further improved aluminium and steel hybrid construction processes help to reduce entry level model kerb weight by 50kg
• TT TDI combines 67.2mpg capability with CO₂ output of just 110g/km, yet can also reach 62mph in 7.2 seconds and top out at 146mph (provisional)
• TTS derives 310PS from 2.0 TFSI unit, and in conjunction with six-speed S tronic transmission can power to 62mph in just 4.7 seconds (provisional)
• Audi drive select adaptive driving system and Audi magnetic ride damper control standard for TTS

Reformulated visually, technologically and dynamically, the all-new Audi TT Coupé and 310PS TTS Coupé are ready to take centre stage at the Geneva Motor Show. The sports car that in 1998 emphatically defined the Audi design philosophy and paved the way for the brand’s current phenomenal success has been respectfully updated and comprehensively re-engineered for its third generation. It is again characterised by innovation in construction, engine design and technological input, the latter being particularly evident in its new all-digital Audi virtual cockpit.

“The Audi TT is the epitome of an authentic design icon and a top-performance driving machine,” explains Prof. Dr. Ulrich Hackenberg, Member of the Board of Management of AUDI AG for Technical Development. “With the new generation, we are making this technology even easier for the driver to experience – just as they would expect from a real sports car.”

Exterior design

When the first-generation Audi TT made its debut in 1998 its design was seen as nothing short of revolutionary – with its strictly geometrical lines it struck out in a new stylistic direction that arguably changed the course of modern day car design, and it has gone on to achieve iconic status. For the third TT generation, the Audi designers have returned to many of these ideas and placed them in a new context that is as dynamic as it is diverse.

The front of the new TT is dominated by horizontal lines. The Singleframe grille is much broader and flatter than that of the previous model, with a powerful line dividing it into two zones. Starting in the top corners of the grille, sharp contours run in a V across the bonnet, which bears the four Audi rings – as on the Audi R8 high-performance sports car.** The air intakes feature struts that direct part of the flow away from the front to the flanks.

The flat headlights give the new TT’s face a determined look. Xenon plus units are standard, with LED headlights or units using the pioneering Audi Matrix LED technology first seen in the A8 luxury saloon available as optional extras. In both versions, there is a clearly defined contour created by the separating strip in the headlights, which is illuminated by light guides.

The Matrix LED units each incorporate 12 separate controllable LEDs which form the high beam and can be individually shut off when sensors detect traffic ahead or approaching to ‘divert’ the beam around other road users without diminishing its effectiveness. These innovative units also integrate dynamic indicators that light up sequentially in the direction in which the driver is steering, and predictive cornering lights that use navigation data to move the cone of light into a bend before the steering wheel is turned.

Depending on the version or options chosen, the new TT sits on wheels ranging from 17 inches to 20 inches in size, helping to convey an impression of lean muscularity from the side. At 4.18 metres long, the Coupé is almost exactly the same length as its predecessor, though its wheelbase has grown by 37 mm to 2,505 mm, making for especially short overhangs. It is 1,832 mm wide, and has the same height as the previous model at 1,353 mm.

A lot of the details of the new Audi TT’s profile are reminiscent of the first-generation of the modern classic. The contour of the sills creates a striking refracting edge, while the broad wheel arches form their own geometric bodies. The front wheel arch breaches the line of the bonnet, which continues over the door as a tornado line and runs almost horizontally through to the tail as a strong body shoulder.

The flat glasshouse gives the impression of being an independent unit and the slight kink in the rear side window gives it additional tension. The fuel flap on the right side panel is the classic circle surrounded by socket screws. This shape is again reminiscent of the first-generation TT, although here there is no filler cap beneath the flap. This means that there is nothing to be unscrewed and the pump nozzle slots straight into the tank neck, as in motor racing.

At the rear, horizontal lines give the TT real presence. When the optional LED and Audi Matrix LED headlights are specified, the tail lights also have dynamic indicators. In parallel with the headlights, a strip in each tail light also forms a daytime running light contour – another Audi innovation. The third brake light is an extremely narrow strip positioned under the edge of the rear spoiler. It plays an essential part in defining the tail light silhouette.

All ‘standard’ models have two large round exhaust tailpipes which are again reminiscent of the original TT. Like all Audi S models, the TTS exhales through four oval tailpipes. At Autobahn-legal speeds of in excess of 74mph, a spoiler extends from the boot lid to improve both air resistance and downforce.

As in the outgoing model, S line specification will bring its own exclusive design for the bumpers, air intakes, Singleframe grille, sills and rear diffuser, plus even sharper handling courtesy of larger wheels and the no-cost option of 10 mm lower S line sports suspension.

Body

Lightweight construction is one of Audi’s greatest areas of expertise. The second-generation Audi TT already featured an Audi Space Frame (ASF) body comprising aluminium and steel. For the new TT, Audi has taken this composite construction principle even further, in line with its philosophy of ‘the right amount of the right material in the right place for optimal functions’.

The Coupé’s underbody structure has optimised axle loads and is made of modern, high-strength and ultra-high-strength steel alloys. In the sections of the passenger cell that are subject to the most structural stress, form-hardened steel panels, which are both ultra-high-strength and light are used – these constitute 17 percent of the body’s weight. The side sills and roof frame are made of extruded aluminium profiles that are integrated into the structure using cast aluminium nodes. This structural principle creates a very rigid and safe bodyshell. The aluminium side sections and roof complete the structure. The bonnet, doors and hatch lid are also made of this light metal.

All in all, Audi engineers have, for the second time in a row, succeeded in significantly reducing the unladen weight of the Audi TT. For the second generation model in 2006, up to 90 kg was saved, and the 2.0 TFSI engine variant of the new TT weighs just 1,230 kg. This makes it around 50 kg lighter than its predecessor.

The low overall weight is further proof of Audi’s expertise in lightweight construction. It impacts particularly positively where acceleration, handling and fuel consumption are concerned.

Interior

The interior of the new Audi TT is the embodiment of its pure sports car character. As in the exterior, flowing curves, notably in the centre tunnel console and door panels, are combined with horizontal lines and surfaces that emphasise width.

In the cabin the designers worked on the basis of “less is more”, just as they did externally. Pure, clean lines underscore both the lightness and the uncompromising focus of the car. They are particularly evident in the impressively slender instrument panel, which has been made possible by combining the instrument cluster and MMI screen in a central, digital unit – the so-called Audi virtual cockpit and by repositioning the controls for the air conditioning system in the air vents.

Seen from above, the instrument panel resembles the wing of an aircraft; the round air vents – a classic TT feature – are reminiscent of jet engines with their turbine-like design. The vents also contain all the controls for the air conditioning system, including seat heating where applicable, temperature, direction, air distribution and air flow strength; as an option they can also house small digital displays which show the chosen setting. The horizontal control panel is located under the central air vents. The 3D-designed toggle switches activate the hazard warning lights, control the Audi drive select adaptive dynamics system and operate other assistance functions, where specified.

The standard sports seats in the new Audi TT have integrated head restraints and are positioned lower than their predecessors in the outgoing model. They are also more than five kilograms lighter. As an option – and as standard in the TTS – there are newly developed S sport seats with highly contoured and pneumatically adjustable side sections that are exceptionally comfortable and provide excellent support.

The new multifunction steering wheel has a flattened rim, and aluminium-look clasps encompass the spokes. It also has a driver airbag that takes up 40 percent less space without compromising safety, and hence emphasizes the sense of visual lightness.

Countless details demonstrate the considerable emphasis which Audi places on interior design and craftsmanship. They include the newly designed, split gear lever, the very precisely engaging MMI rotary pushbutton and the finely finished loudspeaker covers with light guides in the optional Bang & Olufsen sound system.

As a 2+2 seater, the new Audi TT is a sports car that is suitable for everyday use. The load area has a capacity of 305 litres, which is 13 litres more than before, and can be extended by folding the rear seat backrests forwards.

Colours and equipment

The new Audi TT offers a far more distinct and vivid range of colours than its predecessor. There are 11 exterior colours, one of which is exclusively reserved for S line models. Seven of the colours in the range are new for the TT, and two of these are completely new for Audi: Nano Grey and Tango Red. There are also two additional paints available for the TTS – crystal-effect Panther Black and the highly expressive Sepang Blue.

There is a completely new range of colours for the interior, too – the Audi TT and the TTS each offer a choice of three interior colours. For the first time, Audi is offering a two-tone interior including contrasting stitching for S line models.

The equipment for the new Audi TTS includes extended interior elements that add individually selectable colour accents to the S sport seats clasps, the sides of the centre console and the rings of the air vents. There are numerous options for customisation, including upholstery in various cloths and leather grades, as well as three leather packages. The S sport seats have characteristic diamond quilting in the centre section.

One special highlight is the exclusive design selection which comprises a combination of two fine leather colours: dark murillo brown on the seats and a slightly metallic shimmering stone-grey pearl on the armrests, knee supports and cowl. Alternating contrasting stitching, dark aluminium, matching paint for the extended interior elements and a special woven floor mat are further features of this elegant upholstery and trim.

For the TTS, the Audi designers have created an innovative technical laser texture for the wings of the instrument panel: It has a honeycomb-patterned, slightly raised surface that gives the Audi TTS a unique feel.

Controls and displays

The primary aim in designing the interior of the new TT was to make all key controls easily accessible to the driver in a way which eliminated the need to reduce focus on the act of driving as much as possible. In the flagship TTS model, for example, almost all features can be operated via the newly developed multi-function steering wheel, so the driver rarely needs to avert his or her eyes from the road.

The second control unit is the MMI terminal on the console of the centre tunnel, which is also a new development. Two toggle switches activate the navigation/map, telephone, radio and media menus. There are two buttons on both sides of the central rotary pushbutton, supplemented by a main menu and a back button. In versions equipped with MMI touch (part of the Connectivity package) the driver can easily enter destinations using the touchpad on the top of the rotary pushbutton. It is also possible to scroll through lists or zoom in on maps.

The menu structure of the MMI resembles that of a smartphone, including the free-text search. All important functions can be accessed directly. One special highlight is the MMI direct search. This enables you to start writing immediately when navigating, without having to use a set form. In most cases, inputting four letters is enough to call up destinations throughout Europe. The two side buttons activate context-dependent functions (right button) and options (left button).

As an alternative to the control panel, the Audi TT is also equipped with a voice control system. Audi is also breaking new ground in this area, too. For the first time in the Audi TT, natural voice controls are used that enable simple commands – such as “Take me to London” or “I want to talk to Julie” – to control the vehicle systems without the need to remove a hand from the steering wheel.

In the new TT the Audi virtual cockpit replaces conventional analogue displays – this fully digital instrument cluster sets new standards with its dynamic animations and precise graphics. Drivers can choose between two display modes: In the classic view, the speedometer and rev counter are in the foreground; in “infotainment” mode the virtual instruments are smaller. The space that becomes free as a result provides ample room for other functions, such as the navigation map. In the Audi TTS there is a third mode in which the centrally positioned rev counter dominates the display.

With a resolution of 1,440 x 540 pixels, the 12.3” TFT screen displays brilliantly sharp images. At work in the background is a Tegra 30 graphic processor from market leader Nvidia’s Tegra 3 series. At the lower edge of the Audi virtual cockpit, the displays for outside temperature, time and mileage are permanently visible. Warning or information symbols are also displayed there.

Engine

(All consumption and output figures are provisional)

At launch the new TT and TTS will be available with three four-cylinder engines featuring turbocharging and direct injection. Their power outputs range from 184PS to 310PS. The two TFSI petrol engines and the TDI combine plentiful power with trailblazing efficiency, and all feature a start-stop system as standard.

The 2.0 TDI is equipped with a manual gearbox and front-wheel drive. Helped by a strong torque peak of 380 Nm (280.27 lb-ft), this new sports car can accelerate from 0 to 62mph in 7.2 seconds and reach a top speed of 146mph, yet is also good for up to 67.2mpg according to the combined cycle test, which translates into CO₂ emissions of 110 g/km, a new record low level in the sports car world.

The 2.0 TDI features two balancer shafts in the crankcase, adjustable camshafts and a common rail injection system delivering maximum pressure of 2,000 bar. The Audi TT 2.0 TDI meets the Euro 6 standard and, thanks to its high efficiency, is classified as one of the new range of Audi ‘ultra’ models, which also includes A4, A5 and A6 variants.

The 2.0 TFSI is available in two versions – a 230PS version for the TT and a 310PS version for the TTS. In both it unites various ultramodern technologies – the additional indirect injection supplementing the direct injection of the FSI, the Audi valvelift system (AVS) to adjust the valve stroke on the exhaust side and thermal management, which uses a rotary valve module and an exhaust manifold integrated into the cylinder head.

In the Audi TT, the 2.0 TFSI delivers torque of 370 Nm (272.90 lb-ft) from 1,600 to 4,300 rpm. It powers the Coupé – which has a six-speed manual transmission and front-wheel drive – from 0 to 62mph in 6.0 seconds, and on up to an electronically governed top speed of 155mph.

Equipped with the six-speed S tronic transmission and quattro all-wheel drive, performance is even more spirited: the sprint from 0 to 62mph takes 5.3 seconds; top speed is 155mph; in this version combined economy tops out at 41.5mpg with CO₂ emissions of 159 g per km. The dual-clutch transmission shifts through the six gears without any noticeable interruption in traction, and in manual model it can be controlled by paddles on the steering wheel. When the Audi drive select system is set to its ‘efficiency’ mode, the S tronic transmission decouples and ‘freewheels’ each time the driver takes his or her foot off the throttle pedal.

Naturally the Audi TTS is the peak performer. It covers the standard sprint in 4.7 seconds, and its top speed is electronically governed at 155mph. Here, the 2.0 TFSI produces 380 Nm (280.27 lb-ft) of torque between 1,800 and 5,500 rpm. Controllable flaps in the exhaust system modulate the sound and make it even richer. A manual transmission is standard, with an S tronic transmission incorporating launch control, which regulates maximum acceleration from a standstill, available as an option.

quattro drive

In time-honoured fashion, quattro permanent all-wheel drive delivers additional high speed composure and traction in the new Audi TT. Featuring an electro-hydraulically controlled multi-plate clutch mounted on the rear axle, the system has been further refined for use in the latest iteration of the sports car.

A newly designed hydraulic pump reduces weight by around 1.5 kg compared with the previous model, and the software that determines the level of torque distribution between the front and rear axles in fractions of a second has been completely redeveloped. The innovative control system continuously senses the ambient conditions, driving status and the driver’s wishes. This means that the ideal distribution of torque is calculated and the TT’s dynamic drive characteristics enhanced in every situation.

By networking quattro drive with Audi drive select, the driver of the new Audi TT can adjust the operating parameters of the all-wheel-drive system to suit his or her individual requirements. In “auto” mode, optimum traction and balanced driving dynamics are given priority. In “dynamic” mode, torque is distributed to the rear axle earlier and to a higher degree.

Efficiency was also given high priority during the optimisation process for the quattro system. In the drive select “efficiency” mode the torque distribution is adjusted to optimize the level of efficiency. The system can precisely determine driving conditions and driver type and can temporarily shut down the quattro system if conditions suit this. In this operating state, the intelligent software carefully monitors the driving situation and reactivates the all-wheel drive before torque is once again required at all four wheels. In this way, quattro drive provides optimum efficiency along with a level of traction and dynamic handling that is typically quattro.

Chassis

The chassis also reflects the technological expertise behind the new Audi TT. The front suspension is based on a McPherson system; aluminium components reduce the weight of the unsprung chassis masses. The four-link rear suspension can process the longitudinal and transverse forces separately.

One particular highlight is the new third generation of the Audi magnetic ride adaptive damper control system. The system, which is fitted as standard to the TTS and optional for all other versions, is unique in this market segment.

Compared with the previous version, Audi magnetic ride has been improved in terms of characteristic spread, control dynamics and precision as well as user friendliness. It offers Comfort, Auto and Dynamic modes available via Audi drive select, and makes the compact sports car hug the road more tightly and travel even more smoothly on broken surfaces irrespective of the mode selected. The technology delivers ultra-swift wheel-selective control of the damper forces, which means that in all driving situations there is optimum contact between wheel and road.

Another highlight is the standard progressive steering – its rack is designed such that the ratio becomes more direct as the steering is turned. In this way, the new TT can be steered precisely with little movement of the steering wheel in urban traffic and on winding country roads. The electromechanically driven and thus highly efficient progressive steering adapts its assistance to speed and forms the basis for the optional assistance systems – Audi active lane assist and park assist.

With its elaborate chassis design and firm setup, the new Audi TT handles superbly in all situations. The body is lowered by 10 mm in S line versions, in the TTS, and wherever Audi magnetic ride is fitted.

The Audi drive select adaptive driving system is an option for the new Audi TT, and standard for the TTS. It primarily controls the engine characteristics and the steering assistance across comfort, auto, dynamic, efficiency and individual modes, but it can also influence the operating parameters of the S tronic transmission, quattro drive, the Audi magnetic ride system and the sound modulating flaps in the exhaust, where these are fitted. In efficiency mode, the operation of the air conditioning and start-stop system can also be fine-tuned via Audi drive select.

The button-operated electromechanical parking brake acting on the rear wheels is another new TT feature which is standard across the board. Speed modulation is very effectively taken care of by disc brakes, which at the front are ventilated and have a diameter of up to 338 mm depending on model. The TTS uses newly developed aluminium fixed-caliper brakes to slow the front wheels; these are five kilograms lighter than on the predecessor model – another example of Audi’s expertise in lightweight construction.

The electronic stabilization control (ESC), which can be switched off either partly or completely, perfectly complements the car’s sporty handling. When driving through bends, torque vectoring takes effect. If required, torque is distributed from the inside front wheel to the outside front wheel (front-wheel drive) or, on quattro models, to the rear wheels, too. Thanks to the difference in propulsive forces, turn-in to corners is very easy, which is helpful for the driver. In this way, bends can be navigated with great precision and neutrality. ESC also offers a Sport mode which supports more committed driving, facilitating steering and control at high speeds.

Equipment

All versions of the new Audi TT Coupé come with a generous range of standard equipment, including the MMI radio and the electromechanical parking brake. Alongside the S sports seat with numerous leather and trim variants, options include the advanced key for effortless unlocking and starting, hill hold assist, high-beam assist, the LED interior lighting package, front seat heating, and the storage and luggage compartment package.

On the infotainment front, customers can choose from a wide range of options. The connectivity package features the touchpad-based MMI touch system. At the top of the modular range is the MMI Navigation plus with its large flash memory, two card readers, DVD drive, Bluetooth interface and voice control system. The Audi connect system complements the MMI Navigation plus perfectly – it connects the new TT to the internet using the fast LTE transmission standard. The integrated Wi-Fi hotspot means passengers can surf the internet and e-mail as they please, while the driver can rely on the customized Audi connect services.

The infotainment package is rounded out by attractive components. The Audi Phone Box conveniently links mobile phones phone to the car. Its centrepiece is a universal planar antenna which is integrated into the storage tray in the centre armrest. Thanks to close-range coupling, the phone communicates with the flat planar antenna, which uses an amplifier to transmit the signals to the car antenna.

The Bang & Olufsen Sound System features a 14-channel amplifier and 12 loudspeakers; the woofers in the doors are illuminated by an adjustable, discrete light conductor.

Highly intelligent assistance systems make driving the new TT an even more pleasurable experience. As an option the car can be equipped with Audi side assist, which uses rear-mounted radar sensors to help drivers change lane more safely; camera-based traffic sign recognition; Audi active lane assist, which helps the driver if required by steadily correcting steering or warning him or her if there is a danger of unintentionally drifting out of lane; the park assist system with display of surroundings, which independently guides the car into suitable spaces; and the Audi pre sense basic safety system.

* These vehicles are currently not available for sale. They do not yet have a general type approval and are therefore not covered by Directive 199/94/EC.

** Combined fuel consumption in mpg: 18.9 – 22.7; combined CO₂ emissions in g/km: 349 – 289.