High tech in very confined conditions
As on conventional manual gearboxes, the transmission ratios are present on input and auxiliary shafts in the form of pairs of toothed wheels. In contrast to manual gearboxes, the input shaft is divided into two sections. It comprises an outer hollow shaft and an inner shaft. The 1st, 3rd, 5th and reverse gears are located on the inner shaft. The hollow shaft handles the 2nd, 4th and 6th gears.
Each of these shafts is selected by means of a separate multi-plate clutch running in oil. The two electronically controlled, hydraulically actuated multi-plate packages are packed inside each other for maximum space economy.
As well as their high efficiency and ability to transmit high torques, clutches of this type permit a wide range of starting characteristics. In other words, the multi-plate clutch can be controlled in such a way that every conceivable form of pulling away is possible, from an ultra-gentle edging along on a slippery surface to sports-style acceleration at full throttle.
The gearshifts it produces feel spontaneous and decisive, as if executed at the push of a button. The electronically controlled throttle blip in the manual and S modes reinforces the impression of ultra-dynamic gearshifts.
A shift-by-wire control concept has been implemented. This means that there is an electronic connection between the selector lever and the transmission, like on modern engine management systems with drive-by-wire technology. The parking lock is mechanically activated.
The control module and electro-hydraulic control unit are located in the top part of the transmission casing. The signals from twelve individual sensors are processed centrally there, and the actuation values calculated using the relevant information on the momentary driving situation from the drive CAN bus. The application pressure of the two clutches is regulated by special solenoid-operated valves depending on the situation, and the gear positioners operated.
The electronics also calculate which additional gear is to be preselected by the corresponding positioning cylinder and selector forks, and manages all actuators and the oil cooling circuit via six pressure regulation valves and five on/off valves.
The DSG has been developed at group level and is built at the Kassel transmission plant. It goes without saying that the new design satisfies the exacting requirements of convenient gear-shifting and maximum operating life for everyday use in production vehicles. Despite its compact dimensions, the DSG transmits a torque of up to 350 Nm.
The sporty TT suspension with its firm but comfortable tuning has been refined and adapted to suit the more demanding requirements of the new engine/transmission combination. The front suspension uses McPherson struts, whilst double wishbones with trailing arms are used at the rear.
The diameter of the anti-roll bars on the front and rear axles has been increased compared with the four-cylinder turbo versions. The spring/damper settings have been modified to cope with the increased power, in order to achieve a further improved driving performance. A special ESP/ASR and ABS application with integral brake assist takes account of the car's even more demanding handling and braking requirements.
A 17-inch dual-piston brake system adapted from the version used on the Audi RS 4 assures an appropriate braking performance. There are floating-calliper brakes with ventilated 334 millimetre brake discs at the front. The brake system familiar from the Audi TT quattro, with floating callipers and ventilated 265 millimetre discs, has been adopted at the rear axle.
The TT 3.2 quattro is fitted as standard with size 7.5Jx17-inch wheels of 6-arm "Wing" design and 225/45 tyres. Two further 17-inch and three 18-inch wheels of varying designs are available as an option.
Audi TT 3.2 quattro: Dynamic through and through
The dynamism of the new top-of-the-range TT is also in evidence elsewhere. The front apron has been aerodynamically optimised and incorporates side gills. It has enlarged inlet openings to cover the increased cooling air requirements. The modified rear spoiler and a honeycomb-pattern diffuser trim are the distinguishing features at the rear. The larger rear spoiler further reduces rear-end lift, in line with the performance gain of the TT 3.2 quattro. The good drag coefficient remains unchanged at Cd = 0.32.
The TT 3.2 quattro in addition has xenon lights with automatic range control and titanium-coloured headlight trims as standard.
Inside, this model is distinguished from other TT versions by an aluminium gearbox surround and an instrument cluster with a speedometer that reads up to 280 km/h. Shift paddles mounted on the steering wheel produce that genuine motorsport feel.
Like all TT models, the new version has an excellent safety equipment package, including two front airbags and pyrotechnic belt tensioners for the front seats. Head/thorax airbags in the front seat backs protect the upper body and head in a side impact.
The standard automatic climate control makes sure occupants feel comfortable in the Audi TT, no matter what the outside temperature may be. The Driver Information System also fits in well with the car's sporty image.
The TT Roadster 3.2 quattro also has an electro-hydraulic hood as standard.
Market launch in mid-2003
The TT 3.2 quattro is noted for a unique combination of six cylinders, sporty DSG and superior quattro drive. It thus forges a link between sports-minded drivers who prefer a manual gearbox and enthusiastic advocates of the automatic transmission who will appreciate this new sporting dimension and economy.
This combination turns the top-of-the-range TT into a super sports star and will help to capture new, performance-oriented customers in a sports car segment that favours six-cylinder models.
The market launch of the TT Coupé 3.2 quattro is scheduled for the middle of 2003. The Roadster will follow a few weeks later.
In Germany, the Coupé will cost €41,200 and the Roadster €44,000.
Click here for full technical specs.