NEW Audi TT Roadster (Europe)

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NEW Audi TT Roadster (Europe)



Press Release:

GROUND-UP REDESIGN FOR TOP-DOWN AUDI TT

Aluminium and steel hybrid construction, magnetic ride and new fully automatic roof for second generation TT Roadster

Successor to acclaimed TT Roadster which made its international debut in 1999 and was launched in the UK in 2000
Available to order now in 2.0 T FSI front-wheel-drive and 3.2 quattro forms with OTR prices starting from £26,915 and £31,535
Six-speed manual and six-speed S tronic transmissions available for both engine versions

2.0 TFSI S tronic 0-62mph in 6.5 seconds, top speed 147mph, 36.2mpg, 3.2 quattro S tronic 0-62mph in 5.9 seconds, top speed limited to 155mph, 29.7mpg

Advanced Audi Space Frame construction blending 58% aluminium and 42% steel (Coupe 69% / 31%) for outstanding weight distribution and low kerb weight of 1,295kg (2.0 TFSI)
100% improvement in static torsional rigidity
New fully automatic ‘hands-free’ roof operation with improved sound insulation
Optional magnetic ride system for optimum handling composure
Retractable spoiler maintains downforce to maximise stability
The evolution of the compact open-top sports car makes a significant leap this month as the first of the new generation Audi TT Roadsters reach UK roads, concealing radical new advances in construction and suspension technology beneath a subtle but total rework of the classic TT lines. The successor to the still sought-after original TT Roadster, launched in the UK in 2000, is now available to order with prices starting from £26,915 OTR, and will arrive with its first UK customers in April.

Like its coupé counterpart, the new TT Roadster is especially notable for its advanced hybrid Audi Space Frame (ASF) body shell blending 58 per cent aluminium and 42 per cent steel to minimise weight, maximise dynamic potential and allow full exploitation of the two powerful petrol engines available at launch. Thanks to the highly sophisticated new shell the four-cylinder version weighs just 1,295kg unladen, and body rigidity has increased by 120 per cent.

To avoid negating the weight saving made possible by the new construction technology, the new TT Roadster retains a cloth hood which is electro-hydraulically powered in both versions. A powered mesh wind deflector is also fitted as standard to UK TT Roadster models to streamline airflow through the cabin and minimise buffeting.

Incorporating a heated glass rear window, the new soft top is both lighter than before through the use of a new steel and aluminium support framework, and even more insulating thanks to an additional layer of soundproofing. Operation is now completely ‘hands-free’, with no need to attach or detach the hood to or from the windscreen rail, and the full opening or closing process takes place in just 12 seconds, and can be carried out at speeds of up to 19mph. The soft top also stows even more neatly and space efficiently than before thanks to a new Z-fold system which stacks the rigid front section of the roof on top of the cloth to form a cover that sits flush with the body and eliminates the need for a tonneau.

New FSI power

The new generation TT Roadster will be powered by either the 2.0-litre Turbo FSI petrol engine with 200PS or the 3.2-litre V6 petrol unit with 250PS. In common with the Coupé, 2.0 T FSI versions are front-wheel-driven, and the 3.2-litre models distribute their power via the acclaimed quattro four-wheel-drive system. Six-speed manual transmission is a standard feature of both versions, with the S tronic twin-clutch automatic transmission (formerly known as DSG) available as an option costing £1,400.

Underpinning the latest Roadster is a new suspension configuration incorporating a multi-link set-up at the rear for optimum composure at speed. Helped by its wider track, and by new electromechanical speed-sensitive steering and a new high performance braking system, the advanced chassis permits dramatic improvements in the TT Roadster’s handling adjustability and overall agility compared with the outgoing model, combined with noticeable gains in ride comfort.

To amplify these major improvements even further, a futuristic magnetic ride system is also available as an optional extra for both TT Roadster models. The system’s sophisticated dampers are filled with a magnetorheological fluid containing minute magnetic particles that can be influenced by an electromagnetic field. By applying a voltage to the system’s electromagnets, the viscosity of the fluid is altered by the affected magnetic particles, increasing resistance to damper movement to iron out pitch and roll when necessary, and reducing resistance when ride comfort takes precedence.

Stability at speed is also enhanced by an electrically powered rear spoiler which helps to increase down force on the rear of the TT Roadster, and retracts to sit flush with the body when not required.

Generous equipment

As was the case with the original TT Roadster, the list of standard equipment for both versions is comprehensive. It includes powered roof and wind deflector operation, sports seats with leather and Alcantara mix upholstery for 2.0 TFSI versions or full leather for the V6, electronic climate control, a new generation MP3-com patible audio system with single CD player, an RS 4-style flat-bottomed leather-rimmed steering wheel and a Driver’s Information System (DIS). In addition to full leather upholstery, V6 versions add front seat heating, an enhanced braking system, an exterior light styling pack and quattro four-wheel-drive. Alloy wheels are 17-inch Trapez design in the 2.0 TFSI or 18-inch 10-spoke design in the V6.

At a glance:

The new Audi TT Roadster

- 2.0 TFSI £26,915 OTR, insurance group 17, 3.2 quattro £31,535 OTR, insurance group 18

- New exterior design – 2.0 TFSI recognisable by twin exhaust tailpipes grouped together to left side, V6 distinguishable by two individual tailpipes mounted to left and right, quattro insignias on front grille and boot lid, high gloss finish to front grille, chrome detailed headlamp surrounds and darkened rear light clusters

- Body using innovative ASF principle incorporating 58% aluminium and 42% steel – 45% lighter than if built entirely from steel

- Drag coefficient down from 0.34 in Mk1Roadster to 0.32 (2.0 TFSI)

- 120 per cent improvement in static torsional rigidity

- L 4,178mm, W 1,842mm, H 1,358mm, wheelbase 2,468mm

- Front track increased by 44mm to 1,572mm compared with TT Mk1, rear track increased by 45mm to 1,558mm

- Soundproofed light fabric roof with fully automatic control for both engine versions. Electrically operated wind deflector as standard

- Electrically retractable rear spoiler (activates at 75mph)

- Powerful petrol engines:

- New: 2.0 TFSI developing 200PS, 280 Nm

- 3.2 V6 developing 250PS, 320 Nm

- Manual six-speed gearbox standard, six-speed S tronic optional

- quattro permanent four-wheel drive for the V6 versions

- Audi dynamic suspension with transverse-link front suspension and four-link rear suspension

- Speed-dependent power steering as standard

- High-performance brake system with new generation ESP with sports settings and wet weather brake disc wipe function. Front discs 312mm (2.0 T), 340mm (3.2), rear discs 286mm (2.0 T), 310mm (3.2)

- Innovative Audi magnetic ride damping system as an option

- Light alloy wheels up to 19 inches (17-inch standard for 2.0 T FSI, 18-inch for 3.2 quattro)

- New generation of steering wheels; flat-bottomed leather sports steering wheel as standard, multi-function optional

- Leather/Alcantara upholstery standard on 2.0 T FSI, full leather for 3.2 quattro

- Automatic air conditioning and latest-generation audio system as standard

The TT Roadster 2.0 TFSI includes the following equipment as standard:

· Fully automatic electrically operated soft-top with integrated electrically operated wind deflector

· Roll-over protection hoops

· 17” ‘Trapez’ design alloy wheels with 225/50 R17 tyres

· 3-spoke sports ‘flat bottom’ design leather steering wheel (including paddle shift gearchange on S tronic models)

· 6 speed manual transmission

· Aluminium interior detailing – foot pedals, air vents, climate control dials, door handles, steering wheel, glove box and console inlays

· Concert II audio system – MP3 com patible with single CD player

(140 Watt) and 5-channel amplifier

· Driver’s Information System (DIS)

· Electric front windows

· Electro-mechanical speed-sensitive power assisted steering

· Electronic climate control

· Electronic Differential Lock (EDL) – traction control

· Electronic Stability Programme (ESP)

· Exhaust pipes – twin on left-hand side

· Sports seats

· Leather/Alcantara upholstery

· Leather hand brake grip, centre console armrest pad and door panel detailing

· Locking wheel bolts

· Retractable rear spoiler

The TT Roadster 3.2 quattro adds:

· 18” ‘10-spoke’ design alloy wheels with 245/40 R18 tyres

· Exhaust pipes – single on left and right-hand side in chrome rolled finish

· Exterior light styling pack – chrome detailed headlight surrounds and darkened rear light clusters

· Fine Nappa leather upholstery

· Heated front seats

· quattro four-wheel drive

· Enhanced braking system



THE BODY
· The Audi Space Frame concept used for the body of the new TT Roadster shares the aluminium and steel hybrid construction first seen in the TT Coupé, but in this application the proportions of the two materials are slightly different. The Roadster comprises 58 per cent aluminium and 42 per cent steel (Coupé 69 per cent aluminium, 31 per cent steel). Steel components are located principally at the rear of the floor panel. The doors and luggage compartment lid are also made of steel. This ensures that the axle loads are distributed evenly for optimum handling balance.

· The other principal differences in the construction process between the Coupé and Roadster are limited to the side sills, which are identical externally but are made from extruded aluminium sections with a highly complex ribbed internal structure. The A-posts have also been strengthened, and a high-strength steel tube has been integrated into the frame of the windscreen. The static torsional rigidity of the new TT Roadster surpasses its predecessor's already impressive figure by 120 percent, helping to minimise vibration and boost handling composure

· The Audi Space Frame used by the new TT is the latest generation of the ASF technology that brought pioneering lightweight construction to mainstream production in the early 1990s in the first generation A8

· The choice blend of materials contributes to an impressively low bodyshell weight of 251kg, which is an impressive 45 per cent lighter than would have been possible had the shell been manufactured entirely from steel.

· The unladen weight of the TT Roadster 2.0 TFSI is a highly competitive 1,295 kilograms, and the 3.2 quattro also manages to keep its weight down to a relatively modest 1,470 kg. This weight-consciousness has a positive bearing not only on performance and economy, but also on agility.

· In ASF technology, the body's supporting structure is made of extruded aluminium sections and die-castings, with the aluminium sheet panels forming a positive connection and performing a load-bearing role within this structure. Depending on their specific task, the components of the ASF space frame have various shapes and cross-sections, and like the bones in a human skeleton, all combine the best possible functionality with the lowest possible weight.

· The development programme for the structure of the new Audi TT Roadster went into such depth of detail that even the weight, size and strength category of the punch rivets that connect many of the components were calculated on the computer.

· The aluminium components of the ASF comprise 63 kg of sheet aluminium, 45 kg of castings and 32 kg of extruded sections.

· In the achievement of a seamless amalgamation of the two metals, Audi was able to draw upon a wealth of experience in advanced joining techniques gained in the development of the A2 and A8. The joining of aluminium and steel in this application is achieved through punch-riveting, clinching and bonding. The problem of contact corrosion is solved by the use of an adhesive that forms a protective layer. The joins are also sealed with PVC or given a preservative wax coating.

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Part 2

· For the TT, a fourth joining technique has also been added: self-tapping screws, inserted by robots, melt the surface of the component as a result of the friction they cause, thus penetrating fully into the material, forming a positive connection with it.

· Thanks to engine encapsulation and the body’s space frame design, the TT Roadster has an underbody which is smooth throughout almost its entire length in the style of a racing car, minimising air flow obstruction and reducing lift. Precision details such as the rear silencer, which is sloped downwards by 7 degrees to double as a diffuser, help to maximise aerodynamics. The latest TT Roadster has recorded an impressively low drag coefficient of 0.32.

· The new TT Roadster makes no compromises when it comes to crash safety as well, even though the relatively short forward structure means that only a limited amount of deformation space is available in the event of a head-on collision. Audi's engineers solved this problem by calling on the experience they had gathered in developing the ultra-compact A2.

· The longitudinal members in the forward structure comprise aluminium extruded sections towards the front and high-load castings in the transition to the passenger compartment. Together with the front cross-member and the subframe, which is bolted to the forward structure at six points, this assembly reduces and distributes the kinetic energy that acts in a head-on collision. It thus keeps the passenger compartment as intact as possible, allowing a coordinated form of interaction with the restraint systems.

· At the rear end, there are large-volume members to protect the passenger compartment.

· High-strength aluminium profiles in the doors and robust side sections resist the worst of a side impact. The floor of the passenger compartment is reinforced by transverse extruded sections. A roof frame reinforced in specific areas affords a high level of protection in the event of a sideways roll-over.

· The car's passive restraint systems are also state-of-the-art. Depending on the severity of the impact, the driver and passenger airbags are activated in two stages; they receive their signals from an up-front sensor that detects a collision particularly early thanks to its installed position at the nose of the vehicle. Belt tensioners and belt force limiters on the front seats protect the driver and front passenger.

· The steering column has a defined crumple zone of 100 millimetres. A mechanism uses the relative movement between the bulkhead and the driving-area cross-member to swing the pedals away from the driver's feet.

· Side airbags are fitted on pillars inside the seat backs for head and thorax protection. The Audi backguard system supports the back of the head by means of the head restraint in a rear-end collision, to counteract the danger of whiplash injuries.

· The TT Roadster is 137 mm longer and 78 mm wider than its predecessor, but only 8 mm higher. It is now 4,178 mm long, 1,842 mm wide and 1,358 mm high. The TT's wheelbase is 2,468 mm (plus 45 mm).

· This growth has by and large been translated into increased space inside: it has become noticeably more spacious and airy. Inside, the front shoulder width has increased by 29 mm to 1,352 mm, and luggage compartment capacity has also increased from 180 or 220 litres in the outgoing front-wheel-drive and quattro TT Roadster to 250 litres for both 2.0 TFSI and 3.2 quattro versions of the latest car.

THE SOFT TOP

· To avoid negating the weight saving made possible by the new construction technology, the new TT Roadster retains a cloth hood which is electro-hydraulically powered in both versions.

· When the hood is in place, the coefficient of drag in the 2.0 TFSI is reduced to an impressively low 0.32

· Incorporating a heated glass rear window, and available in black or dark grey, the new soft top is both lighter than before through the use of a new steel and aluminium support framework, and even more insulating thanks to an additional layer of soundproofing.

· Operation is now completely ‘hands-free’, with no need to attach or detach the hood to or from the windscreen rail, and the full opening or closing process takes place in just 12 seconds, and can be carried out at speeds of up to 19mph.

· The soft top also stows even more neatly and space efficiently than before thanks to a new Z-fold system which stacks the rigid front section of the roof on top of the cloth to form a cover resting flush with the body and eliminating the need for a tonneau

· A powered mesh wind deflector is also fitted as standard to UK TT Roadster models to streamline airflow through the cabin and minimise buffeting

THE DRIVETRAIN
· The new Audi TT Roadster is available from launch with a choice of two transversely mounted petrol engines –

- 2.0 TFSI four-cylinder developing 200PS, 280 Nm

- 3.2 V6 developing 250PS, 320 Nm

The 2.0 TFSI

· The direct-injection four-cylinder turbo or ‘TFSI’ engine has a displacement of 1,984 cm3, and combines FSI petrol direct injection, which Audi developed, with exhaust-driven turbocharging. An international jury of experts voted it "Engine of the Year" for two years in succession, in 2005 and 2006.

· An entirely newly developed engine and the first to combine turbo charging with FSI petrol direct injection incorporating a common rail injection system and a single-piston high-pressure injection pump. Four valves per-cylinder, double overhead camshafts, 1,984cc

· In contrast to indirect injection, the fuel is injected directly into the combustion chamber. Located on the admission side in the cylinder head, the injector is served by a high-pressure pump driven by the camshaft and a pressure reservoir shared by all cylinders – the common rail system. The injector regulates fuel delivery with millisecond precision, at injection pressures of up to 110 bar.

· The fuel-air mixture is distributed purely homogeneously within the combustion chamber, placing the emphasis on engine response and performance

· Engine block is made from GG25 grey cast iron, a material known for its high pressure resistance and excellent acoustic properties

· Intake manifold is made from a high-tech plastic and incorporates charge movement flaps adjusted by a continuous-action pilot motor. This ensures that optimum airflow movement can be controlled taking engine speed and load conditions into account

· The four-valve cylinder head with low-friction roller cam follower drive has modified inlet duct geometry for even higher tumble values than the naturally aspirated FSI engine. This not only boosts refinement but also knock resistance for increased efficiency

· The result is a compression ratio of 10.3:1, a figure normally only achieved by naturally aspirated engines

· Broad plateau of torque (280Nm from 1,800rpm right up to 5,000rpm) permits a fuel-efficient driving style with minimal gear changes and also ensures optimum throttle response

Excellent noise and vibration suppression is achieved thanks to two balancing shafts rotating at double the speed of the crankshaft which compensate for the engine's inertial forces. The crankshaft transmits power by means of a triangular-layout chain that drives the oil pump and the balancing shafts. A specially tuned exhaust system ensures that the consistently strong performance from the 2.0 TFSI is accompanied by consistently sporty acoustics that perfectly suit the character of the new TT Roadster

The Audi TT Roadster with 2.0 TFSI engine accelerates from rest to 62mph in just 6.5 seconds (in the version featuring the S tronic dual-clutch gearbox) and on to a top speed of 147mph. It achieves this impressive performance while at the same time covering up to 36.2mpg on the combined cycle.

The 3.2 V6

· Many aspects of the 3.2-litre V6 petrol engine have been revised since its original installation in the previous TT. Perhaps the most significant of these revisions is the modification to the engine mapping that has resulted in much improved throttle response across all engine speed ranges

· Achieving peak torque of 320 Nm from as low as 2,500 to 3,000 rpm, and an output of 184 kW (250 bhp) at 6,300 rpm from a 3,189 cm3 capacity, the 3.2-litre V6 is a relaxed powerhouse

· On the road, a carefully tuned intake-based engine note does full credit to this powerful, large capacity engine at all speeds

· Despite its cylinder count the V6 is suitable for installation transversely to the direction of travel thanks to an extremely narrow included angle of 15 degrees between the cylinder banks; both banks share the same cylinder head

· Both camshafts can be adjusted continuously, for more effective cylinder filling – by 52 degrees at the intake end and 42 degrees at the exhaust end. The engine is fitted with a variable intake manifold for the same purpose.

· The TT Roadster 3.2 quattro with the six-speed gearbox sprints from a standing start to 62mph in 5.9 seconds (with S tronic) on the way to an electronically limited top speed of 155mph, yet even with these exceptional capabilities manages to remain impressively economical with fuel, covering up to 29.7mpg (combined cycle, with S tronic).

TRANSMISSIONS

· Both versions of the new Audi TT Roadster can be equipped with two transmission variants, but the standard spec for both is a six-speed manual gearbox in a lightweight magnesium casing

· A short-shift six-speed manual gearbox with an even further reduced shift throw is available as an optional extra costing £150 for both versions

· S tronic transmission (formerly known as DSG) is an optional extra costing £1,400 for both models. Combining the advantages of an automatic transmission with those of a manual gearbox thanks to innovative dual-clutch technology, the six-speed transmission can make a gear change in a breathtaking 0.2 of a second, without interrupting the power flow, enabling the driver to derive maximum benefit from the engine’s output at all times.

· S tronic basically consists of two three-speed transmissions, each with their own clutch, accommodated in a single housing. The two multi-plate clutches are located close to each other, the first one serving the odd-numbered gears and reverse, and the second the even-numbered gears. Two input shafts sharing the same axle are connected up to them, with a solid shaft running inside a hollow shaft. When the TT is being driven in third gear, for instance, the second clutch is disengaged. As the transmission computer assumes that a driver who is accelerating is about to change to fourth gear, it already engages that pair of gears in antici pation. As soon as the shift command is given, the first clutch is disengaged and the second clutch is engaged almost simultaneously. This process takes just a few hundredths of a second and is performed without the need for the driver to release the accelerator and without any noticeable interruption to the power flow.

· Every transmission speed is assigned a conventional switching unit, as a result of which it is for instance also possible to change directly from sixth to second gear. This function is controlled by an electro-hydraulic device; the computer that is responsible for it is networked with the engine and suspension management, which supplies all the key information it needs to operate. The electronically controlled throttle blip in the manual and S modes reinforces the impression of ultra-dynamic gearshifts.

· The S tronic transmission can be operated by means of the one-touch lever or manually via the shift paddles on the steering wheel. It can operate in either normal Drive mode or in Sport mode, activated by moving the lever to the S position, which activates later shift points, earlier downshifts and shorter shifting times. Even in the two automatic modes, it is possible to switch temporarily to the manual plane via a one-touch function.

QUATTRO DRIVE

· The Audi TT Roadster with the four-cylinder TFSI engine is launched in front-wheel-drive form, while the V6 features permanent four-wheel drive. Its quattro drive system, developed specially for transversely-mounted engines, operates with an electronically controlled and hydraulically actuated multi-plate clutch. In order to improve the distribution of axle loads, the clutch is positioned to the rear of the TT, at the end of the propshaft in front of the rear axle differential

· The mechanical construction and precision of the control function have been further enhanced compared with the system fitted to the original TT, and service intervals for the quattro system as a whole are also double the length of its predecessor at approximately 37,000 miles.

· The clutch's control unit evaluates a large variety of data, including wheel and engine speed, road speed and engine torque. It also identifies the driving situation and the driver's intentions, and takes them into account in its control strategy.

· Adaptive distribution of torque enables the quattro drive system to achieve particularly high traction and outstanding acceleration. It also provides ample reserves for the transmission of cornering forces, translating into optimum safety and driving pleasure.

· Within the clutch the package of plates, which runs in an oil bath, can be compressed under a controlled pressure potentially as high as 100 bar – the greater the pressure, the higher the drive torque that the clutch can transmit to the rear axle

· The structure, comprising a separate oil supply and two axial-piston pumps, permits a rapid pressure build-up. In normal driving conditions, the clutch directs 85 percent of the torque to the front wheels, but in extreme circumstances it is able to transmit as much as 100 percent of the forces continuously to one of the two axles.

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Part 3

THE CHASSIS

· A wider track, larger tyres, redefined elastokinematics and a completely re-engineered rear suspension set-up have been implemented to significantly boost the neutrality, adjustability and composure of the new TT Roadster compared with its predecessor.

· The front suspension, with a track of 1,572 millimetres – an increase of 44 mm – features a McPherson structure with triangular lower wishbones similar to the set-up used by the original TT. The pivot bearings, the subframe and the wishbones are now made from aluminium, significantly reducing the unsprung weight – by 2.5 kilograms for the transverse links alone.

· The subframe is bolted directly to the body, resulting in exceptionally high rigidity. New linear pistons in the shock absorbers permit an even finer balance between dynamic ability and comfort. The instantaneous centre was raised by 22 millimetres to 64 millimetres, as a result of which the degree to which the body tilts sideways is less pronounced, helping to maintain a taut feel that befits a sports car.

· The rear suspension is a four-link design that is completely new for both the quattro and front-wheel-drive versions. The track measures 1,558 millimetres, an increase of 45 mm on the previous model. The set-up in the 3.2 quattro does not differ appreciably from the front-wheel-drive version, apart from the subframe, which is made from aluminium instead of sheet steel and accommodates the extra differential, and the luggage compartment capacity is identical on both versions.

· The four-link principle used on the TT combines a compact design with low weight and, above all, superior handling. Its particular strengths stem from the functional separation of longitudinal and transverse forces. The longitudinal links absorb the driveline and braking forces, and their relatively soft mounts provide outstanding ride comfort. At the same time, the three wishbones per wheel – the spring link, the upper wishbone and the tie rod – are attached very rigidly to the subframe, for optimum handling characteristics. In common with the front suspension, the subframe is bolted firmly to the body, lending the rearward structure additional rigidity.

· Separate springs and shock absorbers provide the necessary vertical support. The twin-tube gas-filled shock absorbers are located close to the wheels, thus maximising the width of the luggage compartment.

WHEELS, TYRES, STEERING AND BRAKES
· The TT Roadster 2.0 TFSI features 17-inch alloy wheels fitted with 225/50 R 17 tyres. The 3.2 quattro upgrades to 18-inch alloy wheels, fitted with 245/40 R 18 tyres. Four additional wheel designs – two

18-inch and two 19-inch - are also optionally available for both versions.

· An enhanced tyre pressure monitoring system is available for both versions. The system calls upon information supplied by the ABS sensors, and identifies precisely which wheel may have suffered a puncture by monitoring the specific characteristic oscillation of the tyres.

· Direct-ratio electromechanical rack-and-pinion steering with road speed-dependent variable assistance is new to both versions of the latest TT. It combines precise, firm steering feedback with minimal sensitivity to road surface irregularities, and demands far less energy to operate. Because the electromechanical system only cuts in when it is needed, it saves on average 0.2 litres of fuel for every 60 miles covered, depending on driving conditions.

· The brake system is entirely new, and has been tailored exactly to the profile of a sports car. All Audi TT models are fitted with disc brakes on every wheel. Newly developed brake pads on the front wheels generate around 15 percent higher friction, improving both braking response and performance.

· The four-cylinder version features ventilated front discs measuring 312 mm in diameter; the rear discs have a diameter of 286 mm. The 3.2 quattro has four ventilated discs measuring 340 mm at the front and 310 mm at the rear.

· The brake servo incorporates a new ratio that results in a very direct pedal feel with extremely short free travel and progressive braking action.

· The newly developed ESP electronic stabilisation program is designed both to suit the typical driving style of a sports car and to intervene as smoothly and gently as possible. Its newfound capabilities include dry-braking the discs in rain by intermittently applying the pads briefly to the discs. Brake assist is also featured.

AUDI MAGNETIC RIDE – HIGH-TECH DAMPING

· To achieve the best possible compromise between comfort and driving dynamics, the Audi magnetic ride system offered as an optional extra for four-cylinder and V6 TT Roadster models continuously adapts the car’s damping characteristics to the profile of the road and the driver's gear-shifting habits within just a few milliseconds.

· Where Audi magnetic ride is fitted, the TT’s shock absorber pistons are filled with a magneto-rheological fluid rather than conventional oil, as is normally the case. This advanced fluid is a synthetic hydrocarbon oil in which microscopically small magnetic particles measuring between three and ten microns are enclosed.

· When a voltage is applied to a coil – by means of a pulse delivered by a control unit – a magnetic field is created in which the alignment of the particles changes. They position themselves transversely to the direction of flow of the oil, and so inhibit its flow through the piston channels. This alters the damping characteristic much faster than is the case in conventional adaptive dampers.

· Audi magnetic ride provides the right degree of damping force at each individual wheel in every situation, acting on information supplied by complex sensing technology. The system is constantly operational, whether in the " Normal" setting or the "Sport" mode that is activated via a button just in front of the gear lever.

· In the basic mode – when the oil is less viscous and the degree of damping less pronounced – the TT rides surprisingly smoothly, making this setting ideal for long-distance driving or uneven road surfaces. In the Sport mode, by contrast – when the magnetic coil is active and the particles increase the oil’s resistance to the damper – it takes a far firmer grip on the road surface, suppressing rolling movements even more effectively. Steering response is also sharpened in this mode, and each individual wheel is specifically stabilised, helping to maintain the best possible contact with the road surface at all times and therefore the best possible composure during more sporting driving.