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Audi TT RS with 340 PS in the super test: Coupé with five-cylinder turbo on track

Audi TT RS with 340 PS in the super test
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D as the ritual 'Give me five', which is widespread in team sport and supported by mutual hand-clapping, has a similarly positive effect in its markedly mood-enhancing effect Like the bon mot uttered on other occasions in this country to let all five be straight. From a physiological point of view, the number five is not insignificant, which the man from the sawmill will certainly be happy to confirm. Only at school does five mean nothing good. But since after the five there is still a threat of six, and we can deduce from this that the five is better than the six, we accept the school evaluation system for once as a coherent evaluation model, also with regard to engine configurations.

Five better than six? The majority of the motor popes and with them the front of the car sellers would presumably close themselves to this ranking. Since its discovery, the five-cylinder engine has been considered the amputated variant of the six-cylinder, which traditionally has a major image advantage. True to the motto: if you have a six-pack, you have achieved something. But the five-cylinder is by no means as poorly funded, as is often assumed by the nobles: After all, with one more cylinder compared to the four-cylinder, which is sure to be forever unattainable, it is quantitatively well equipped.

Last five-cylinder turbo in the RS2 in 1994

More than a four-cylinder, but less than a six-cylinder - in times when downsizing is no longer a taboo, even in the higher vehicle classes the number five as a forward-looking compromise when it comes to the number of cylinders, right? The enthusiasm potential of this type of engine has been known for a long time among connoisseurs of the subject, even if the circle of those who had the legendary 306 hp Audi Sport quattro from 1984 or the last five-cylinder turbo, the RS 2 from 1994, is closer were allowed to get in touch, but remained quite small overall.

Pikes Peak victory by Walter Röhrl in a five-cylinder model

The long break between the sports suits that were put on the wheels at the end of the era with the support of Porsche - incidentally the founder of the vehicle class the sports suits -, and the current Audi TT RS built by Quattro GmbH itself should be due to the unfortunate circumstance that the five-man model is an interim solution between the popular four- andSix cylinders fell through the rust in terms of image - although his motorsport career with the unforgettable Pikes Peak victory of Walter Röhrl in the 600 hp Sport quattro S1 and the victorious appearances in the American IMSA-GTO is blessed with legendary highlights.

In fact, because of its unorthodox firing interval of 144 degrees and its peculiar firing order - 1-2-4-5-3 - and the second-order inertia forces resulting from it at higher speeds, the in-line five is technically somewhat better Compromised as a six-cylinder - which the fan base always knew how to emphasize as a character-forming element. With a special torsional vibration damper on the crankshaft, running smoothness has long since ceased to be an issue. The only thing that remains is the inimitable rhythm that this original type of engine brings to its best when accompanied by a truly beguiling musicality.

TT RS is reminiscent of old Group B times of the World Rally Championship

Who ever got that creamy, warm and the sonorous pipes of a Sport quattro, in the TT RS - albeit at a subdued volume and socially acceptable despite the sports exhaust - you will immediately feel transported back to the old Group B times of the World Rally Championship, as the wastegate whistles that gave you goose bumps announcing, fire-breathing all-wheel drive under Röhrl and Co. when land-based rockets taught the competition fear. From a factual point of view, it is still easy - or even more so - to give the five-cylinder its place: On the one hand, it impresses with its significantly smaller pack size, which makes it ideal even for transverse installation in spatially limited engine compartments. The distance between the cylinders is just 88 millimeters, and the crankshaft main bearings, which are positioned inward, also help ensure that the engine does not exceed a length of just 494 millimeters.

There is also the weight advantage: At 183 kilograms, the 2.5-liter machine is only around 30 kilograms heavier than the two-liter four-cylinder from the TTS. Thanks to the high-strength vermicular graphite cast iron for the crankcase, which was previously used exclusively for the large TDI engines, this in-line five-cylinder is also significantly lighter than a six-cylinder of comparable displacement. Otherwise, this Langhuber is not of bad parents either: The fact that the engine, with fragmentary resemblance, has been doing its job in the VW Jetta of North and Central American origin for a long time, is all the more remarkable because in the present version it is by no means presented with leisurely character traits, but one has to demonstrate technical brilliance that - at least in theory - could open up to him like the great world of motorsport back then.

492 gram pistons made of cast aluminum, forged connecting rods, sodium-cooled exhaust valves, each hydraulic at 42 degreesadjustable camshafts with two-stage chain drive (which consists of a particularly quiet toothed chain, a roller chain and an intermediate gear) and, of course, TFSI injection technology - all of this processed in an extremely compressed space and also in an extremely attractive way. Last but not least, the unusually large turbocharger, whose compressor wheel is 64 millimeters in diameter and can compress up to 335 liters of air per second at full load, contributes to a result full of positive surprises.

Sprint to 100 km /h in 4.6 seconds

The hope or fear of a similar digital one Experiencing power delivery like once in the around 720 hp, 2.2-liter Sport quattro S1 of the IMSA series, is not confirmed when dealing with the current 2.5-liter turbo of the TT RS, although there is also a range of services , which can completely eliminate the risk of disappointment. 340 hp and the maximum torque of 450 Newton meters, which is already fully available from 1,600 rpm, represent a performance package that should underline the primary virtues of the all-wheel drive. But despite all the temperament, which is expressed, for example, in a sprint to 100 km /h in a remarkable time of just 4.6 seconds, the TT RS shows a high degree of dexterity in the face of the adversities that public road traffic has to offer.

In other words: He is absolutely civilized, swims relatively inconspicuously - and is not annoying. On the contrary: the top model of the TT series arouses lasting driving pleasure and naturally puts its practical aspects in the foreground just as much as its brothers from the large-scale series. What is obvious is that it shares most of its technical substance with them. The fact that the TT RS has such a fist behind its ears remains hidden from most outsiders, regardless of the significantly sportier look in the front, rear and sill areas - at least as long as they do not fully appreciate the quattro variant, which at 1,483 kilograms is not too heavy To see action. Then namely - at higher speeds and corresponding dynamics - the sociable sports type with his distinctive five-cylinder sound literally peeled himself out of the everyday dress and sent himself extremely well-trained, polished and self-confident, not only to outsmart opponents operating at the same level of performance - he also pressures significantly stronger ones.

Nordschleife lap time of 8.09 minutes

What the TT RS has in its stocking shows once more the Nordschleife, where with a sensational time of 8.09 minutes he is preparing to push his big brother, the R8 4.2, downright unabashedly. And mind you, notwith sports tires, for example, but with conventional road tires from the Michelin Pilot Sport brand in the special size 255/35 ZR 19. (Here you can find all the super test lap times on the Nordschleife) The clearly pronounced tendency to understeer complained of on the small course in Hockenheim falls on the faster one The up-and-down route of the Nürburgring is naturally less important. The driving safety generated by the understeering design transforms the TT RS on this terrain into an almost dog-like obedient being, which so obediently bows to the will of the determiner that carefree quickly wins out over all worries and needs. The nice thing about it is: The behavior patterns that were previously complained about in its more civilian predecessors with all-wheel drive - prancing around the vertical axis during load changes and, as was still criticized with the TTS, counterproductive interventions by the ESP that is actually switched off - has been completely abandoned by the TT RS in favor of a fluid, elegant sport style .

It skilfully stages its potential on precisely the route that comes closest to the usual conditions and circumstances of public road traffic. The pushing over the front axle in slower corners and bends, mainly caused by his front-heavy weight distribution, is neglected, especially since the lap time in Hockenheim (1:15 min) does not justify any disappointed faces. Nevertheless, the TT RS is not the all-round super talent that it is often presented as. The fact that it is precisely the wet element in which the all-wheel drive with a standard electronically controlled and hydraulically actuated multi-plate clutch and therefore theoretically well-equipped for such conditions makes a faux pas is unfortunate, as such an appearance occurs after the experience with the TTS not in the system, but rather in the tire sector.

The choice of tires did not show any differences in terms of time.

The fact is that the TT RS - like any well-trained athlete - , is sensitive to the soling. A trial retrofitting of Michelin Pilot Sport to the new generation Conti Sport Contact 5 P led to a significant weakening of the phenomenon in the wet handling test and also to a measurably improved time - but the trend remained unchanged: the TT RS tends to break away at the rear without much warning. So while the TTS, which had an identical drive system, reacted with noticeable pushing in the super test on a wet track, the TT RS pushes the rear so vehemently that it is advisable to take out insurance in the form of the ESP, which is now excellent, because it works almost imperceptibly and with high efficiency not to terminate completely under these conditions.

That the two sporty-tailored tire options, the Michelin in 19 and the Conti in 20 inches, make a differenceShifting the center of gravity with the aim of further improving the dry grip is obvious. The respectable lap times both on the Ring and in Hockenheim, where exactly the same lap time was achieved with both types of tires to a tenth of a second, do not allow any other conclusion. So it was only natural that the TT RS had to run out of steam in the last discipline. And since we know that a sports car can only be as good as its tires allow, we want to use this incident as an occasion to express our blessing on the achievements of electronics. Seen in light, however, such peculiarities carry a residual risk. Because that means that electronics - once again - have the thankless task of compensating for a weakness in hardware.

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