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Audi includes all the modern performance upgrades in its arsenal to make the TT RS one wicked sports coupe. The 2.5-liter turbo five makes 400 hp, drives all four wheels through a seven-speed dual-clutch automatic, and blasts the TT RS to 62 mph in a claimed 3.7 seconds. Steering-wheel-mounted ignition and drive-mode selector switches, a fixed rear wing, gaping front intakes, and large oval-shaped tailpipes separate the RS from other TTs. The coupe (not roadster) comes to the U.S. in 2017.
The last-generation Audi TT RS was a desirable but fairly brutal machine, powered by an iron-block turbocharged five-cylinder and available to U.S. buyers with a manual transmission only. Now, thoroughly reworked, the 2018 TT RS has catapulted into the future.
There's an all-new engine, the row-it-yourself shifter makes way for a seven-speed dual-clutch automatic, and of course the RS version shares all of the third-generation TT's lightweight technology and its futuristic user interface.
There is still a single-turbo 2.5-liter five-cylinder under the hood of the new TT RS, but it has been thoroughly re-engineered by Audi's Quattro GmbH performance subsidiary. The five-banger now has an aluminum block and is lighter than its predecessor by 57 pounds. It’s also more fuel-efficient and makes a lot more power—as in 400 horsepower.
The five-cylinder delivers 354 lb-ft of torque on a plateau that stretches from 1700 to 5850 rpm. With its 1-2-4-5-3 firing order, it delivers a distinctive five-cylinder sound that is unmistakably Audi and harks back to Audi's heritage of five-cylinder engines, highlighted by the accomplished rally cars of the 1980s. Performance promises to be impressive, with Audi claiming a zero-to-62-mph sprint of 3.7 seconds for the coupe—add 0.2 second for the roadster version, which won’t be coming to the U.S. market. (In our tests of the previous-gen model, we saw 40-to-60-mph runs of 4.0 seconds with a 360-hp manual car and 3.6 seconds from a Euro-spec 335-hp dual-clutch car.) Top speed is governed at 155 or 174 mph depending on market and tire rating. More would easily be possible, but there has to be a respectful distance to the upcoming entry-level R8 with its twin-turbo V-6.
The performance division’s contribution goes deeper than the engine upgrade. It also modifies the TT’s steering for a sharper feel; optional carbon-ceramic brake rotors can be ordered in place of the steel units on the front axle. The suspension is lowered, and magnetorheological active dampers are optional. The car stands on 245/35R-19 standard rubber, with 255/30R-20 tires optional. The stability-control system is tuned specifically for the TT RS and can be turned off entirely. Despite the standard all-wheel-drive system, Audi says the car can easily be coaxed into a drift.
From the driver's seat, a few important changes help differentiate the TT RS from lesser TTs. The full TFT screen in front of the driver can be switched to display RS-specific graphics, which feature a centered tachometer. With the transmission in manual mode, a flash reminds the driver to upshift in time to avoid the fuel cutoff at redline. Two extra buttons are added to the steering wheel: one to start and shut off the ignition, the other to switch among driving modes. In fact, the car is designed so that all user operations can be performed from the steering wheel; pretty much every button and toggle switch on the center console is redundant, excepting only the one for the switchable exhaust. But that's easy to adapt to: just make it a habit to switch it to "loud" immediately when you fire up the engine, then forget about that switch for the rest of your trip.
Outside, the TT RS looks sufficiently different not to be confused with a more mundane TT or TTS. The front fascia has large air intakes to serve the engine’s need for cooling, there’s a fixed rear wing (it can be optionally deleted in favor of the more discreet electrically operated spoiler that’s standard on lesser models), and the rear is punctuated by two large oval tailpipes. Given the massive holes in the front end and the fat tires, achieving the claimed 0.32 drag coefficient (0.33 for the roadster) must have been no small feat.
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