Audi TT RS 2010 Review

Audi TT RS

What we liked
>> Aural thrill from five-cylinder engine
>> Direct steering response and cornering power
>> Visual presentation -- inside and out

Overall rating: 3.0/5.0
Engine and Drivetrain: 3.5/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 2.5/5.0
Behind the wheel: 2.5/5.0
X-factor: 4.0/5.0

About our ratings

OVERVIEW

But Volvo is more likely to be associated with turbo five-cylinder engines in the current era. The Swedish company continues to offer its own powerplants in this configuration -- and Audi has migrated to V-configuration engines for high-performance applications.

That's what makes Audi's latest, the TT RS, such a special car. Audi has revived the turbo five-cylinder powerplant and slotted it (sideways rather than longitudinally, as in the past) into the TT sports car to create a model that appeals equally to the younger driving enthusiast as well as older nostalgia trippers.

All that said, at $133,700 the TT RS is not expensive when you consider its market position, the level of equipment fitted and how it compares against its rivals (see 'COMPETITORS' below).

For that price, the Aussie-spec manual-only TT RS coupe comes with the following standard features: Black fine Nappa leather trim for the front bucket seats, Audi MMI system with DVD-based Navigation Plus, a flat-bottomed leather multi-function sports steering wheel, a boost pressure indicator, an oil temperature gauge, a lap timer, climate control air conditioning, and xenon headlamps with LED daytime running lights.

The DOHC engine weighs 183kg and has been designed specifically for a compact application. According to Audi, the engine has been designed exclusively for the TT RS and shares nothing with other powerplants in the company's range -- not even the V10 in the R8 and RS6.

The engine in the TT RS drives through a six-speed manual transmission to a quattro all-wheel-drive system, featuring a Haldex-style, electronically controlled coupling, which transmits torque to the rear wheels. A 'Sport' button fitted as standard enables faster throttle response under load and emits an engine note sportier than the default mode. Finally, the system adjusts the car's Magnetic Ride dampers to sport mode.

Balancing weight, strength and rigidity, Audi has developed the TT RS around the company's Space Frame structure (ASF) -- something shared with the other models in the TT range. Comprising aluminium up front and steel sheet behind, the TT RS's body in white weighs 206kg -- of which aluminium accounts for 140kg. Audi claims that the body, formed entirely from steel would weigh half again. The kerb mass measurement for the TT RS is 1450kg.

Ground clearance for the TT RS is 10mm lower than that of other TT variants and the car boasts 19-inch alloys and 255/35 tyres. A premium braking system consists of 370mm diameter front disc rotors and 312mm diameter rear discs. 

The driving position is very good; much better than that of the S5 Cabrio driven the same day. Being based on the Golf platform, with a transverse engine, the TT RS doesn't call on you to share your footwell with the transmission. The pedals are about where they should be.

There's a very clear view of the instruments and the steering wheel is nice to grip and hold, but the calibrations for the speedometer are based on conventional European speed limits, meaning there are bright red calibrations for 30, 50 and 130km/h. Calibrations for the 60km/h, 80km/h and even 100km/h don't stand out anywhere near as much.

HVAC controls were interesting, featuring bright red LEDs as pointers and finish in a brushed aluminium. This decorative trim was also used extensively throughout the interior, on vents, the steering wheel spokes, gear knob, etc.

We were very short of time with the TT RS on the day, so much so that we couldn't even find the time to check out basics such as rear-seat accommodation. If you think that sounds slack, think about this: Climbing in and out of the TT RS (for a male adult) could be quite time consuming and injurious to health. A cursory inspection suggested the vestigial rear seats aren't really practical for anything but carting around small children.

Conversely, we were impressed by the field of vision in this low-roof coupe with its thick C pillars. There were no concerns with merging or reversing during the short drive.

Audi's satellite navigation system deserves praise. It didn't get us lost in the wilds of Sydney and provided 'turn-by-turn' directions with three turns ahead of the current position. Instructions were delivered in a clear voice.

For the purposes of active safety, the TT RS comes with the quattro all-wheel-drive system, anti-lock brakes/EBD and brake assist. In addition, it packs traction control, stability control and an electronic differential lock.

COMPETITORS

Competitors that come close are all from other German prestige manufacturers. Those three most obvious candidates are the Porsche Cayman, the BMW Z4 sDrive35i E89 and the Mercedes-Benz SLK (either the SLK 350, which undercuts the TT RS on price or the SLK 55, which trumps the Audi with its power and torque). None of those, of course, offer the all-wheel drive of the Audi.

The gearbox in the TT RS is a little bit heavy and quite notchy, but you get used to it. It actually thrives on a bit of force. If you ram the lever home, you get more out of it. There are positives and negatives in the shift quality and quick-slotting can provide a relatively smooth gearchange.

The engine that drives through the transmission is a 2.5-litre turbocharged five-cylinder powerplant, very obviously tuned to provide a vast expanse of torque -- particularly noticeable from 2500rpm through to redline, just shy of 7000rpm.

It's an engine with quite a booming soundtrack, in a typical five-pot way, but it's much nicer than some five-cylinders we've driven in recent times. There's very little vibration, but it feels quick, charismatic and responsive.

It delivers strong and fairly immediate response, more apparent in the intermediate gears, but the TT RS also launches quite well. If you turn off the traction control and let the engine build up some revs, you can provoke some wheelspin from a standing start before the quattro system directs some of that escaping torque to the rear wheels.

Fuel consumption, based on a drive from Audi's 'Lighthouse' head office to the Audley weir in the Royal National Park, rounded out at 13.2L/100km. Apart from a short burst of 80km/h cruising, much of the drive was on suburban roads. While the fuel consumption figure doesn't sound stunning, it's not bad in that light.

Unfortunately, there was very little opportunity to assess the TT RS for such things as dynamics and NVH in different scenarios, but we can say that the steering is relatively light; it gets heavier with a little speed, but it's still not as heavy -- or as inconsistently loaded -- as that of the S5 Cabriolet.

For the type of vehicle it is, the TT RS provides less steering feedback than anticipated, but the car corners in a very consistent way. More so than in the S5, you're aware that the TT RS has no overhangs and the weight distribution plays a lesser role in the car's handling than it does in the S5.

When it comes to roadholding, the TT RS feels very skateboard-like. You turn, it turns with you, whereas the S5 Cabrio -- while not dramatic at all in its general handling and turning -- felt like it could get 'tail-happy', and the body control was nothing like as good as in the TT RS. The latter was extremely neutral, possibly more likely to understeer before it oversteers.

While the ride was firm and probably didn't complement the seating for comfort either, it was well controlled for enthusiastic driving -- and that's what counts in a car like this. 

Although the drive program for the TT RS was truncated, there was enough corroborative evidence gathered to support the view that Audi's latest is genuinely good fun. The sort of criticism you would level against it tends to apply to any TT variant; ie: somewhat impractical packaging and looks that divide opinion. But assessed on its drivetrain alone, the TT RS shines. Long live five-cylinders!

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