451 Audi Vorsprung durch Technik Self-Study Programme 451 Audi TT RS with 2.5l R5 TFSI Engine All rights reserved. Technical specifications are subject to change without notice. Copyright AUDI AG I/VK-35 Service.training@audi.de AUDI AG D-85045 Ingolstadt Technical status: 01/10 Printed in Germany A10.5S00.67.
The Audi TT RS developed by quattro GmbH breathes new life into venerable old traditions. Thanks to a turbocharged 2.5-litre fivecylinder inline engine, permanent all-wheel drive, a sporty yet comfortable suspension and the design, both the Coupe and the Roadster are uncompromising sports cars. Turbocharged five-cylinder petrol engines already put the first generation of the Audi quattro ahead of the competition. The new engine generation combines turbocharging with petrol direct injection.
Contents Introduction Presentation ________________________________________________________________________________________________________________________________________ 4 Dimensions _________________________________________________________________________________________________________________________________________ 6 Body Design _______________________________________________________________________________________________________________________________________________ 8 Technical features and occup
Introduction Presentation The Audi TT RS is without doubt the flagship of the TT series. In addition to the high-performance five-cylinder turbo engine, it has a number of other technical highlights which you can read about extensively in this self-study programme. Sports suspension with 10 millimetres lower ride height and ESP Sport mode 2.
Heated sports seats trimmed with leather / Alcantara Rigid rear spoiler (as an option, it can be deselected for the adjustable rear spoiler of the volume TT model) Rear wheel drive with generation IV all-wheel-drive clutch 18 inch alloy wheels with 245/40 tyres 451_008 5
Dimensions Audi TT RS Coupe 451_009 1) max.
Audi TT RS Roadster 451_010 Coupe Roadster Kerb weight in kg 1450 1510 Permissible gross weight in kg 1830 1830 Luggage capacity (seats folded down) in l 290/700 250/- Fuel tank capacity in l 60 60 Drag coefficient cw 0.32 0.
Body Design Side view From a purely visual standpoint, the Audi TT RS Coupe and the Roadster are both charismatic athletes. Even when stationary, they seem to be straining at the leash. The muscular sheet-metal body and the tautly curved surfaces bounded by sharp lines give the impression of a sculpture in motion. A series of design highlights impart the TT RS with that air of raw power which characterises a top of the line model.
Headlight design The headlight design is a distinguishing feature of all current Audi models. Xenon plus headlights are standard on the TT RS. They are accentuated by daytime running lights whose 12 LEDs are arranged in a straight line. Together with the "wings" (dual plastic wings), the LEDs turn the headlights into design objects in their own right. 451_013 451_014 Rear view The rear bumper includes an integrated diffuser insert that surrounds the two large, oval tailpipes.
Technical features and occupant protection Like on the "normal" Audi TT, the body is noted for its low weight thanks to an innovative hybrid body construction developed by Audi. Up front the body is made of lightweight aluminium components assembled using Audi Space Frame ASF technology; steel is used at the rear. This solution guarantees maximum rigidity and a balanced distribution of axle loads.
Interior The interior design of the Audi TT RS features a number of modifications. RS-style door openers with two narrow bars Rev counter featuring the "TT RS" logo The entire interior is dressed in dynamic black.
2.5l R5 TFSI engine Introduction Audi was the brand most noted for its five-cylinder engines in the 1980s. The powerful engines sharpened the new, sporty profile and reinforced Audi's proverbial "Vorsprung durch Technik". The five-cylinder engines combined the efficiency of a four-cylinder with the cultivation of a six-cylinder at a lower weight and in a compact size. A turbocharged version was later launched.
Synopsis of previously installed five-cylinder engines The first five-cylinder engine debuted in the spring of 1977 in the Audi 100 5 E. It had a capacity of 2.1 l and developed 100 kW (136 hp). A five-cylinder normally aspirated diesel with a displacement of two litres and producing 51 kW (70 hp) was released in the autumn of 1978. The first turbocharged, five-cylinder petrol engine was added to the product line-up in 1979.
Specifications Torque/power curve Max. power in kW Max. torque in Nm Engine speed [rpm] 451_005 Engine code CEPA Engine type Five-cylinder inline engine Displacement in cm 3 2480 Stroke in mm 92.8 Bore in mm 82.5 Valves per cylinder 4 Firing order 1-2-4-5-3 Compression ratio 10:1 Output in kW at rpm 250/5400 – 6500 Torque in kW at rpm 450/1600 – 5300 Fuel grade 98 RON 1) Engine weight in kg 183 Engine management Bosch MED 9.1.
Cylinder block The cylinder block, with its extremely short dimensions, originates from the 2.5l R5 MPI naturally aspirated engine which VW has been fitting on Bora and Jetta models for the North American market since 2004. It lends itself very well to transverse mounting due to its very short overall length, and is the shortest and most powerful engine in its class (see figure below). The piston cooling spray nozzles are mounted in the crankcase.
Material selection The engine block is made from a high-tensile cast iron material, previously used by Audi in its V6 and V8 TDI engines. This is the first time that it is used in a petrol engine. Front sealing flange It is needed because the conrod bearings and main bearings have a relatively small width. Incidentally, this material was also used for the cylinder blocks of naturally-aspirated racing engines during the 1990s.
Crankshaft drive The steel crankshaft runs in six bearings. The main bearing is 58 mm in diameter, while the conrod bearing is 47.8 mm in diameter. The torsion vibration damper is located at the front end and is configured as a viscodamper*.
Pistons and conrods During the development of the box piston*, special emphasis was given to low oil consumption and low weight. The box piston is made of a highly heat-resistant alloy and has a cast-in ring land for the upper piston ring. Due to the high load to which it is subjected, it has asymmetrical skirts and bevelled box walls on the thrust and counter-thrust sides. The conrod is manufactured as a forged crack conrod without a deep bore.
Cylinder head The cylinder head is also a modified carry-over part sourced from VW's 2.5l R5 MPI engine.
Chain drive The timing gear of the five-cylinder TFSI engine is located on the power output side. It is of two-stage construction and is driven by two different chain types. In the first stage of the chain drive, the oil pump and an idler gear are driven by the crankshaft. The oil pump has a low ratio. The crankshaft also drives an idler gear, which has two tasks. Firstly, it drives both camshafts, and, secondly, it drives the vacuum pump. Both drives have hydraulically damped chain tensioners.
Belt drive For reasons of space, the belt drive for driving the refrigerant compressor, alternator and coolant pump is of two-stage construction. The torsion vibration damper on the crankshaft drives the refrigerant compressor via the first pinion gear. The refrigerant compressor has twin belt pulleys. They transmit drive to the second belt drive, which, in turn, drives the alternator with freewheel and the coolant pump. Both poly-vee belts have five ribs and a polyester cord as a tension member.
Crankcase ventilation The crankcase ventilation system is configured as a head ventilation system. The extraction point for the blow-by gases* is located in the cylinder block. The riser channels are protectively located in the bearing saddle of main bearings two, three and four. The blowby gases are admitted directly into the rocker cover through the cylinder head. The blow-by gases are pre-cleaned as they pass through the riser channels.
Function (see also Fig. 451_040 on page 24) At first, the gas and oil spray mixture admitted into the rocker cover flows into a relatively large hollow chamber, where the first oil droplets deposit on the walls. The gas then passes through a fine oil separator. The fine oil separator operates on the centrifugal force principle and employs a so-called axial cyclone (*Polyswirl TM ).
Positive crankcase ventilation system The engine has a PCV* system for purging the crankcase with fresh air at part throttle. This system helps to separate the fuel and water which usually become entrained in the oil in the combustion process during engine operation. If fuel and water are allowed to remain in the oil sump, they can ice up at low ambient temperatures and damage the ventilation system and the engine (e.g.
Oil supply Oil circulation system Since high longitudinal and transverse acceleration forces are to be expected in a sports engine of this kind, the oil supply has to function reliably even in extreme conditions. For this reason, the engine has a relatively high oil capacity (initial fill: 7 litres). Secondly, the oil pump intake line is fitted in such a way as to provide protection against air induction under high vehicle dynamics.
Oil pump The chain-driven oil pump is a gear pump configured as a fixed displacement pump. It integrates the cold start valve and the control piston. Pump cover The control piston opens at pressures of up to 3.7 (+0.7) bar. The cold start valve opens at pressures of up to 13 bar.
Cooling system The cooling concept is based on longitudinal flow through cylinders 1 to 5. The coolant pump is driven by the auxiliary drive by means of a poly-vee belt and is designed to control the high thermal load on the turbo engine. To prevent the turbocharger from overheating when the engine stops, the cooling system is equipped with a coolant run-on pump V51. When required, it is activated by the engine control unit (map) via the auxiliary coolant pump relay J496.
Air supply Fresh gas side When designing the intake path, the main focus was on high efficiency and capacity. The cross-sections were optimally adapted to the available space and the air flow was configured to be as direct as possible. Air flow rates of up to 1000 kg/h are possible.
Intake manifold with intake manifold flaps The intake manifold is a two-part sand casting comprising the intake plenum and the intake arm gallery. A pneumatically actuated system of flaps is integrated in the intake gallery. In conjunction with the tumble intake port, this system produces the turbulence necessary for optimal mixture homogenisation. The flap position requested by the engine control unit is measured by the intake manifold flap potentiometer G336 and monitored by the engine control unit.
Exhaust end The exhaust end consists of the following subassemblies: • Manifold exhaust turbocharger (exhaust turbocharger) module • Close-coupled pre-catalyst • Twin-flow headpipe with isolating elements • Two underbody catalytic converters with the following centre silencers • Rear silencer with twin tailpipes The exhaust turbocharger module is a derivative of the four-cylinder TFSI engine. The exhaust gases are admitted separately into the turbine from the "additional" cylinder.
Exhaust turbocharger The exhaust turbocharger in use - a type K16 turbocharger by Borg Warner Turbo Systems - is characterised by high efficiency over a wide operating range. It is large in size – its compressor wheel is 64 millimetres in diameter at the outlet end. At full throttle it can compress 290 litres of air per second, and it produces relative charge pressures of up to 1.2 bar. Its housing has a separate oil supply. It is also integrated in the cooling circuit.
Exhaust system When the car is accelerated at full throttle, the typical sound of the five-cylinder engine is delightfully resonant in the intake and exhaust system. And yet the sound is unobtrusive when driving at a constant speed and under moderate acceleration. To ensure compliance with the EU-5 exhaust emission standard, it was necessary to position the pre-catalyst as close as possible to the turbine outlet. The catalytic converter is made of a ceramic material.
Fuel system The fuel system is demand-controlled on the high and low-pressure sides. On the low-pressure side, the engine control unit regulates the fuel pump control unit J538 and with it the delivery rate of the fuel pump in the fuel tank. The central element of the fuel system is a demand-controlled single-piston high-pressure pump. This generation III fuel pump by Hitachi is driven by a three-lobe cam seated on the exhaust camshaft.
System overview Sensors Charge pressure sender G31 Intake air temperature sensor 2 G299 Intake manifold pressure sender G71 Intake air temperature sensor G42 Engine speed sender G28 Throttle valve control unit J338 Angle sender G188, G187 Hall sender G40 (intake) Hall sender 3 G300 (exhaust) Accelerator pedal position sender G79 Accelerator pedal position sender 2 G185 Clutch position sender G476 Powertrain CAN data bus Brake light switch F Brake pedal switch F47 Sport program button E541 Fuel pre
Actuators Fuel pump control unit J538 Fuel pump (pre-supply pump) G6 Injectors for cylinders 1 – 5 N30 – 33 and N83 Ignition coils for cylinders 1 – 5 N70, N127, N291, N292, N323 Throttle valve control unit J338 Throttle-valve drive G186 Intake manifold flap valve N316 Engine component current supply relay J757 Motronic current supply relay J271 Charge pressure control solenoid valve N75 Activated charcoal filter solenoid valve 1 N80 Turbocharger divert air valve N249 Fuel metering valve N290 Exh
Engine management Operating modes The Bosch MED 9.1.2 measures load by means of the intake manifold pressure sender G71 and the engine speed sender G28. The target for emission classification was compliance with exhaust emission limits EU 5.
Engine load sensing The load on the 2.5l R5 TFSI engine is determined via the engine speed and the air mass.
Sport mode The following functions can be activated with the Sport button: • Direct accelerator response. A different characteristic curve is selected in the engine control unit. • Modification of the exhaust system, i.e. a more sporty set-up. The pneumatic actuator responsible for closing or opening the exhaust flap is activated by the electrical actuation of exhaust flap 1 valve 1 N321 by the engine control unit. • The sporty driving mode of Audi magnetic ride is activated.
Power transmission Manual gearbox 0A6 A new manual six-speed gearbox is responsible for torque transmission in the Audi TT RS. The power from the six gears and the reverse gear is distributed from the input shaft to three drive shafts,which in turn transmit their torque to the front axle drive gear. This concept is designed to comfortably withstand the high forces produced by the engine. As is usual for Audi, all gearshifts are light, precise and slick.
Configuration Selector shaft Output shaft – 1st + 2nd gear Reversing light switch F4 Output shaft – reverse gear Right stub shaft Angle drive Output flange to prop shaft 451_062 Output shaft – 3rd – 6th gear Input shaft Front axle drive gear wheel Left stub shaft Reverse gear A special feature of the gearbox is that the direction of rotation is reversed for reverse gear.
Drive concept The permanent quattro four-wheel drive in the version for transverse-mounted engines is standard equipment in the Audi TT RS. The permanent quattro four-wheel drive system also imparts to the Audi TT RS the superior capabilities that have long since been a characteristic trait of Audi models, e.g. extra grip, reduced slip under acceleration, driving dynamics, driving safety and directional stability.
Multi-plate clutch At the heart of the system is a multi-plate clutch, which is controlled electronically and actuated hydraulically. The clutch control unit permanently analyses the driving conditions. If slip occurs at the front wheels, an electrically driven annular piston pump almost instantaneously generates the oil pressure needed by the clutch to divert the drive torque almost entirely from the front to the rear wheels.
Running gear Introduction The suspension system of the Audi TT RS makes use of the excellent qualities that have become a hallmark of the basic Audi TT design. 451_048 Front axle Rear axle The front wheel suspension system, with a track width of 1555 millimetres, adheres to a proven formula: a McPherson structure with triangular lower wishbones. The pivot bearings, the subframe and the wishbones are made from aluminum. To increase rigidity, the subframe is bolted to the body at six points.
Audi magnetic ride As an option, the customer can order the Audi TT RS with Audi magnetic ride. This system is already available in the volume TT model. Functional principle Circulating inside its damper pistons is a synthetic hydrocarbon fluid containing minute magnetic particles between three and ten micrometers in size.When voltage is applied to a coil, a magnetic field is created in which the orientation of the particles changes.
Wheels and tyres The TT RS comes as standard with large cast aluminium wheels featuring a five double spoke design. They are 9J x 18 in size and shod with 245/40 tyres. A number of other wheel variants are optionally available in sizes of up to 20 inches in diameter. The 19 inch wheels are shod with 255/35-size tyres and optionally available in a high-gloss silver finish or titanium look.
Brake system The large wheels conceal high-performance brakes. All four discs are ventilated. They have a diameter of 310 millimetres on the rear axle and 370 millimetres on the front axle. The front friction rings are drilled for maximum heat dissipation and are connected to the aluminium brake drums by hollow-drilled pins. Four-piston calipers, painted black and sporting the RS logo on the front axle, clamp the discs with a vice-like grip.
Service Maintenance work Maintenance work Interval Engine oil change interval with LongLife oil with engine oil specifications Up to 30,000 km or up to 24 months depending on SIA1) (the change interval is dependent on driving style) Engine oil according to VW standard 50400 Engine oil change interval without LongLife oil with engine oil specifications Fixed interval of 15,000 km or 12 months (whichever comes first) Engine oil to VW standard 50400 or 50200 Engine oil filter replacement interval At eve
T03003 Wrench T03004 Assembly sleeve 451_056 451_057 Set crankshaft to TDC Replace the crankshaft sealing flange on the belt pulley side T03005 A Oil pump clamp T03006 Locking pin 451_058 451_059 Oil pump clamp Chain tensioner clamp T40057 Oil drain adapter (already on the market) T40226 Gauge 451_060 Drain engine oil out of the oil filter module 48 451_061 Assembly of the gearbox mounting
Annex Glossary This glossary explains all terms indicated in italics or marked with an asterisk (*) in this Self-Study Programme. Blow-by gases Blow-by gases are also known as "leakage gases". When the engine running, blow-by gases flow from the combustion chamber into the crankcase, bypassing the piston. They are produced by the high pressures inside the combustion chamber and the absolutely normal leakage that occurs around the piston rings.
Test yourself Which of the following answers is correct? In some cases, only one answer will be correct. However, more than one answer might be correct – or even all of them! 1. How is the air mass metered in the 2.5l R5 TFSI engine? A B C Using a hot-film air mass meter. Using an air pressure sensor. Using two air pressure sensors. 2. How is the oil level of the 2.
Summary Five-cylinder engines are inherent to Audi's DNA*. Now Audi is building another one – a high-performance powerplant. The Audi TT RS developed by quattro GmbH sports a turbocharged fivecylinder 2.5-litre engine with FSI petrol direct injection that produces 250 kW (340 hp) and 450 Nm of torque, yet consumes only 9.2 litres per 100 km.
451 Audi Vorsprung durch Technik Self-Study Programme 451 Audi TT RS with 2.5l R5 TFSI Engine All rights reserved. Technical specifications are subject to change without notice. Copyright AUDI AG I/VK-35 Service.training@audi.de AUDI AG D-85045 Ingolstadt Technical status: 01/10 Printed in Germany A10.5S00.67.
