has made it clear that
it's only a matter of time before we finally get the chance to enjoy a
wider slice of the company's RS offerings in the United States. The
German automaker has
, and additional models are presently being discussed for U.S. introductions.
But Audi has already fired the first shot in its effort to redefine what the RS badge means to American consumers with its
.
With 360 horsepower squeezed from a turbocharged 2.5-liter
five-cylinder engine and just 3,300 pounds to sling around the track,
the coupe isn't just the best TT ever made, it's possibly the most
desirable steed in the Audi stable at the moment.
We can already hear the clattering of a thousand keyboards banging out something along the lines of, "OMG
STFU," but allow us to elaborate. With a power-to-weight ratio of 9.2 pounds per horsepower, a top speed of 174 mph and a
0-60 mph time of 4.1 seconds, the TT-RS is a pitch-perfect weapon. So
perfect, in fact, that Audi officials admit that the meanest of the TT
clan can outpace its R8 brethren on most tracks unless the eight
cylinder gets a straight long enough to properly stretch its legs.
Do we have your attention? Did we mention that the 2012 TT RS is only available with a manual transmission? How about now?
The 2012 Audi TT RS is differentiated from its slightly more demure sibling, the
TT S,
thanks to a few subtle aesthetic adjustments. Designers have given the
brawnier brother a high-gloss, diamond-pattern version of the Audi
single frame grille up front, as well as a lower fascia with two massive
air inlets. Those intakes are fully functional with the left feeding an
auxiliary radiator and the right ushering cool air toward the gearbox.
Down low, a unique body-color diffuser lends the vehicle an aggressive
feel, though our tester came equipped with an aluminized version for a
little bit more style. We prefer the contrast. Speaking of aluminum
bits, the vehicle's side view mirrors are also draped in the faux-metal
finish.
For extra cash, Audi also offers a slick carbon-fiber veneer for the
side-view mirrors, and the option also includes a power-folding
function. We would just as soon stick with the standard garb. Audi also
offers a 19-inch, five spoke wheel design in three finishes, including a
slightly wild red and black scheme only available on select colors.
Around back, the TT RS wears a unique rear diffuser and lower valance
set with two ovoid exhaust ports. Under normal operation, all of the
vehicle's exhaust is channeled through the right outlet, but should the
system develop higher pressure under hard acceleration, the left port
opens for more performance and a markedly throatier sound. The driver
can also activate the dual-mode exhaust by pressing the S button on the
center console.
Each TT RS comes standard with a fixed rear spoiler that sits perched on
split – again, aluminized – verticals for a very clean, very German
appearance. If the piece is a little too boy racer for your tastes, Audi
will swap the shelf for the more demure retractable unit of our tester
at no additional cost. The spoiler can be manually extended with a push
of a button, which offers up cheap entertainment in stopped traffic. It
also extends automatically at pre-determined speeds to deliver
additional downforce. Given that the TT RS has no trouble drawing the
watchful eyes of law enforcement everywhere, we'd just as soon clip the
fixed wing and go for the retractable spoiler shown here.
Inside, the TT RS is dressed with a model-specific contoured sport
steering wheel clad in perforated leather. The small-diameter,
flat-bottom wheel is the perfect interface for a vehicle designed for
track carving, and a set of highly-bolstered Silk Nappa leather seats do
a commendable job of keeping your body stationary whether you're laying
waste to a high-banked curve or pouncing on a local on ramp. Attractive
contrast stitching is spread throughout the cabin, as is a rationing of
ambient LED lighting. Otherwise, the cockpit remains very similar to
the standard
TT, which, if we're honest, is beginning to show its age.
While the gauge cluster is wrapped in fine hide, the rest of the dash is
a wasteland of rubberized plastic decorated with a few pod vents and
not much else. Given how painfully gorgeous the exterior of the TT RS
is, we expected more indoors. Audi does offer navigation as an option,
which at least adds a high-quality color LCD screen. Fortunately, the
engine bay more than makes up for any interior deficits.
Whereas most manufacturers have taken to blanketing their engine
compartments with uninspired slabs of flimsy plastic, Audi has turned
its designers loose. The result is a brilliant red valve cover decorated
with elements of chrome and genuine carbon fiber. From the first
glance, it's clear that you've set eyes on something very, very special.
The mechanicals do not disappoint.
The result is a drivable car that just happens to be able to knock out 0-60 runs in the 4.1-second range.
Audi also turned its performance engineers at Audi Quattro Gmbh loose on
the automaker's 2.5-liter inline five-cylinder engine. Those minds kept
the cast-iron block and redesigned nearly everything else using lessons
gleaned from the company's considerable racing experience at
Le Mans.
A new, forged six-bearing crankshaft is mated to lightened connecting
rods topped by similarly lightweight pistons, while a set of
sodium-filled valves help keep head temperatures in check. Audi opted
for a turbo that could deliver substantial torque from low in the rev
band for plenty of accessible power. The final product yields 360 hp
from 5,500 to 6,700 rpm and 343 pound feet of torque from 1,650 to 5,400
rpm. All of that twist comes on phenomenally early, giving the engine a
surprisingly diesel-like ability to generate thrust no matter where the
tachometer is pointed.
The turbo five-cylinder is paired with a six-speed manual transmission
as the only gearbox option, which in turn is paired to the Audi Quattro
all-wheel-drive system. With a short, precise throw and excellent
action, the transmission is a mechanical work of art, and with plenty of
torque ready and willing, the TT RS is a surprisingly easy driver. The
clutch offers a very linear, very predictable take-up, and the hill-hold
feature means you aren't worried about giving the driver behind you an
intimate introduction to your rear wing. The result is a drivable car
that just happens to be able to knock out 0-60 runs in the 4.1-second
range. That's around .3 seconds slower than the $114,200 R8, but get the
two vehicles out on a track and the gap ought to narrow.
The TT RS uses a magnetic ride suspension that actively adapts to the
driver's inputs, and mashing the S button on the center console firms up
the ride, adjusts the fuel mapping and opens up the dual-mode exhaust
for a decidedly sportier driving experience. In addition to the
high-tech dampers, the TT RS rides 10 mm closer to the ground than the
TT S for a lower center of gravity that delivers more precise handling.
Stopping duty falls to a very impressive set of brake hardware. With
14.6-inch drilled rotors up front pressed by four-piston calipers and
12.2-inch discs in the rear, the system can bring the 3,300-pound coupe
down from speed in a hurry.
You simply get in and go fast with the kind of engagement that's increasingly absent from the luxury sports car set.
And that's a good thing given that this machine can generate momentum
like few vehicles in its class. Alan Wilzig was kind enough to open his
private, one-mile racetrack in New York for a few hot laps behind the
wheel of the TT RS to give us a feel for the car in unrestrained
conditions. With the track wet from a light mist, the coupe offered
predictable breakaway with the traction control doing a smart job of
keeping us on the tarmac while not feeling like we had a collar around
our neck. Once the track dried later in the day, we were able to get a
better feel for the impressive levels of grip available from the coupe's
advanced suspension. The platform builds confidence in a big way,
allowing the driver to push the car ever further, even through an abrupt
chicane over a blind crest. That setup typically yields a taste of
oversteer, but the TT RS shrugged off the repeated shifts in vehicle
weight, allowing us to pour on more power sooner than we would have
thought possible.
Speaking of power, the depthless well of torque available from the turbo
2.5-liter engine means that taller gears can be held longer without
having to fumble for a downshift. On the track, this machine is
incredibly quick and without fuss. You simply get in and go fast with
the kind of engagement that's increasingly absent from the luxury sports
car set. The feel of the contoured wheel, precise gearbox and solid
brakes mingles with the raucous bark of the exhaust for the perfect
cocktail of speed. Audi has nailed this one.
So, how much will it cost you? The 2012 Audi TT RS carries an MSRP of
$56,850, plus a destination fee of $875. That puts the machine between
the
BMW M twins with the
1 Series M Coupe soaking up $46,135 and the larger
M3 Coupe commanding an MSRP of $58,900. The TT RS also makes a good argument against a down payment on a
Porsche Cayman S at $62,100, which raises all sorts of unseemly interfamily cannibalization questions. When asked if the
Volkswagen mothership is concerned about the newest hell raiser from the four rings drawing attention away from
Porsche,
Audi specifically said that the company wasn't worried about it. The
reason is simple: Audi plans to build less than 1,000 TT RS units
between model years 2012 and 2013. Of those, every 2012 model is already
spoken for.
If Audi were hoping to build the perfect poster child for its RS effort,
it has succeeded. The 2012 TT RS pegs the sports car recipe while
paying homage to rally beasts of the company's racing past. While we're a
little dejected to know that so few TT RS models will be produced over
the next two years, that news is softened by word that the RS5 is set to
arrive on our shores soon, possibly followed by additional RS heathens.
It's a sports car renaissance for Audi in the U.S., and it's just
getting started.
