Audi TT RS.

[Gast]

TT RS met 20" A7 velgen en Audi 380mm Ceramic remmen.

[Gast]

MTM TT RS "Red Edition"

[Gast]

http://suchen.mobile.de/fahrzeuge/sh...RT&tabNumber=2

Vind ik persoonlijk pure verkrachting
Dat kleur man man man

[Speed I'van]

Remmen zouden terug ok zijn dus 19 nov. eens testen op Zolder tijdens de Audi Clubday

[Gast]

[Gast]

[Gast]

[Gast]

Monza Silver.

[Gast]

Ik ben een enorme Audi fan! Ik vind de onderkant van deze bumber er alleen een beetje vreemd uitzien..?

[Gast]

[psycho dad]

een paar automodellen blijven me in mijn been bijten... de audi TT RS is daar zeker één van!

[Wouter]

een paar automodellen blijven me in mijn been bijten... de audi TT RS is daar zeker één van!

Idem! Zo vet dat Audi terug naar de 5-cyl geblazen krachtbronnen is gegaan.

Een RS3 vind ik ook helemaal het einde, de perfecte daily gewoon. Onopvallend tot je het gaspedaal ff vloert in een tunnel met een full turbo cat-back system van Milltek of zo

[Wouter]

TT RS met 20" A7 velgen en Audi 380mm Ceramic remmen.

Ziet er best dik uit maar ik zou zelf bij 19" en waarschijnlijk 18" blijven om de rijkwaliteiten niet te verkloten. Die remmen die wil ik wel (hopelijk gaat dat dan nog met 18", probably not -.-)

[Gast]

Ziet er best dik uit maar ik zou zelf bij 19" en waarschijnlijk 18" blijven om de rijkwaliteiten niet te verkloten. Die remmen die wil ik wel (hopelijk gaat dat dan nog met 18", probably not -.-)

18" is niet mogelijk met 380mm Audi ceramics.
Maar het mooie van deze A6/7 20" is dat ze er zo op passen zonder spacers.

[Gast]

18" is niet mogelijk met 380mm Audi ceramics.
Maar het mooie van deze A6/7 20" is dat ze er zo op passen zonder spacers.

wel jammer dat hij zo strak verlaagd is.. is niet geheel mooi vind'k..

[Gast]

TT RS + 40mm H&R Coilover verlaagt + 9x20" A7 velgen + Audi Ceramic Brakes.

[Gast]

Ik vind dat veel té groot !!!!!!

19" is super, 20mm verlagen en audi ceramic brakes !!!

[Gast]

Ik vind dat veel té groot !!!!!!

19" is super, 20mm verlagen en audi ceramic brakes !!!

Audi Ceramic's Passen niet in de standaard 19" velgen zonder spacer van 10mm.
Tot nu toe blijkt alleen de 19" OZ Superleggera te passen zonder spacer.
Op de foto boven zitten er te smalle 235/30R20' banden op.

[Gast]

Last May, we judged an Audi TT RS similar to this one to be a “devastatingly effective single-purpose tool.” We also judged it second-best in a three-way free-for-all versus an Infiniti IPL G37 and a (winning) BMW 1-series M coupe.

The similarity in this case is rooted in power delivery. In the comparo car, thrust was vectored via a seven-speed dual-clutch automatic whose function, like that of other Audi S tronic gearboxes, was brilliant.

But you can’t buy an S tronic TT RS in this country. American-spec cars come only with a six-speed manual. Is this a bad thing? That’s what we’re here to find out.

The do-it-yourself tranny is an exemplary “Save the Manuals!” unit: crisp gear engagements, short throws, sweet clutch. More important, it reinforces the sense of man-machine connectivity.



Sad to say, though, it’s not the optimal device for extracting maximum go from Audi’s formidable 2.5-liter, direct-injection turbo fünf (360 horsepower, 343 pound-feet of torque). The combination of the S tronic and launch control yielded a 0-to-60-mph sprint of 3.6 seconds in the car we tested for the comparo, which carried the old 335-hp Euro-spec motor. The best we managed with the manual six-speed was 4.0.


What this demonstrates is the advantage of a dual-clutch automatic—its gears are never completely disengaged, its shifts are instantaneous, and power delivery is never interrupted. Launch control helps, but a key difference between a manual and an automatic transmission is the manual’s brief accelerative pause during each upshift.

Still, four seconds doesn’t leave a lot of time for admiring the scenery. That 4.0 sprint is a half-second quicker than our May forecast for the manual model, a tenth quicker than Audi’s official forecast, a half-second quicker than the 1-series M Bimmer, and just a tenth slower than the BMW M3 that topped a September 2010 comparison.

So, slower but far from slow. How about the other demerit for that May  TT: “The TT RS is so competent,” we reported, “so coldly immune to human clumsiness as to diminish the role of the driver.”

It’s true that the Audi tracks like a slot car and that it would take extraordinarily bad judgment to provoke disaster. It’s true that its combination of grip (0.96 g) and all-wheel drive pretty much eliminates scary stuff like oversteer. And it’s true that only ordinary skills are required to take the TT RS to its absolute limits, ultimately defined by progressive understeer.



But those limits are very high indeed. So if you’re negotiating a series of high-speed turns, is it better to have absolute certainty about the car’s dynamics? Consider a track-day environment. In low- to medium-speed corners, a little tail-wagging can be titillating. But in really fast ones—for example, the infamous Kink at Road  America—oversteer is a peril few would court.
Other demerits for this TT RS are consistent with those of its S tronic counterpart. Seductive as it is in short bursts, the optional sport exhaust system ($1500) can become tedious in extended driving. The seats, though supportive, aren’t quite up to BMW standards, while the rear seats are basically unusable for adults.

Neither is price the car’s most endearing feature. With the sport exhaust, an aluminum trim package ($950), and red pearl paint ($475), the $60,650 as-tested total is almost 10 grand more than the 1-series M that prevailed in May. Unfortunately, 1-series M production ceased in October.

As for diminishing the role of the driver, it’s fair to say that the manual transmission mitigates this aspect of our earlier indictment. It’s also fair to say that for some, the ability to drive quicker than ever before will be enough, whether or not their skills have actually improved.View Photo Gallery




The RS model is as cool as a TT will ever get. At 4.0 seconds to 60 mph, the TT RS also is quicker than the Audi R8 Spyder we recently tested. Oh and it has more grip too. Now that is cool.</center>[/B]<center></center><center>Highs:

Seriously fast, exceptionally high limits, exceptionally easy to drive at the limit, sweet six-speed manual.
Lows:

Optional sport exhaust can get tiresome, point-and-shoot competence may not appeal to everyone.

Specifications >


VEHICLE TYPE: front-engine, 4-wheel-drive, 4-passenger, 3-door hatchback

PRICE AS TESTED: $60,650 (base price: $57,725)

ENGINE TYPE: turbocharged and intercooled DOHC 20-valve inline-5, iron block and aluminum head, direct fuel injection

Displacement: 151 cu in, 2480 cc
Power: 360 hp @ 6700 rpm
Torque: 343 lb-ft @ 1650 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 97.2 in
Length: 165.3 in
Width: 72.5 in Height: 53.1 in
Curb weight: 3312 lb
C/D TEST RESULTS:
Zero to 60 mph: 4.0 sec
Zero to 100 mph: 10.3 sec
Zero to 130 mph: 17.7 sec
Street start, 5–60 mph: 5.3 sec
Standing ¼-mile: 12.7 sec @ 112 mph
Top speed (drag limited): 172 mph
Braking, 70–0 mph: 159 ft
Roadholding, 300-ft-dia skidpad: 0.96 g

FUEL ECONOMY:
EPA city/highway: 18/25 mpg
C/D-observed: 20 mpg

TEST NOTES: Because it lacks launch control, the best way to get the TT RS going is by dropping the clutch with the revs near the redline. Such launches are not for the faint of heart, but this car’s drivetrain endures the abuse with no signs of distress

[Gast]