Από το vwvortex.com:

Audi AG has released the first details of its 3.2l VR6 powered Audi TT quattro model which has been rumored and hinted at for quite some time. With 250hp and a number of subtle but effective cosmetic changes, this new addition to the TT lineup is aggressive and sleek without detracting too much from the Bauhaus inspired elegance of the base models. Most importantly though is the announcement of VW group's new six-speed Direct Shift Gearbox (DSG) slotted to be used in a number of upcoming applications including the forthcoming Audi A3 and Golf V/Jetta V models in Germany.

The all-new DSG transmission is a race bred system that has now been developed for street applications. Used back in the 1980's in Audi's Sport Quattro S1 racers, this tranmission utilizes two multi-plate clutches that can simulaneously have two gears selected, one engaged the other waiting. When a gear shift is made via paddles located behind the steering wheel, both clutches are opened, gears change and clutches close in a fraction of second under full load with virtually seamless power maintained. In a down shift situation DSG will even blip the throttle to match revs. DSG can also be utilized just like a regular automatic transmission with both a conservative 'D' position and an aggressive 'S' sport position.

Those that have driven this setup tell us that it is still a fairly aggressive system and is not necessarily designed to replace standard Tiptronic or CVT units since those tend to be a bit smoother in shift transitions. Our best guess is that we could see this system utilized in GTI or GLI models or in future 'R' or sport variants where this transmission would shine in performance applications. Only the future will tell...

Full Audi AG Press Release follows below:

Audi is unveiling the first version of its TT Coupé sports car to feature a 3.2-litre six-cylinder engine and completely new transmission technology. The combination of the high-torque 3.2-litre engine with 250 bhp and innovative sports gearbox emphasises the dynamic drive qualities of the four-wheel-drive TT in a unique way.

The revolutionary Direct Shift Gearbox (DSG) transmission successfully combines all the benefits of a conventional six-speed manual gearbox with the qualities of a modern automatic version. The driver thus benefits from enormous agility, driving enjoyment and economy as well as convenient operation and smooth acceleration with uninterrupted traction.

The source of the power is the proven 3.2-litre V6 engine. With its cylinder angle of 15 degrees, it is extremely compact and is therefore especially suitable for installation transversely to the direction of travel. The valve control process generates only little friction thanks to the use of roller cam followers with hydraulic adjustment. The compression ratio is 11.3:1.

Other technical details such as continuously adjustable inlet and exhaust camshafts and the variable intake manifold give the six-cylinder engine superior torque and power output, coupled with low emissions. A great deal of detail work has once again been invested particularly in this area in order to improve still further on its peak output and torque characteristic specifically in the TT. The engine now delivers 184 kW (250 bhp) and a broad peak-torque range with a maximum value of 320 Nm (236 lb-ft. of torque) from 2,800 to 3,200 rpm.

Throttle valve actuation is designed for an exceptionally agile, spontaneous engine response to accelerator pedal movements. The way it interacts particularly with the ultra-rapid, precise control technology of the new twin-clutch transmission opens up an entirely new dimension in propulsive power.

The sound of the dual-branch variable exhaust system suitably reflects these sporting characteristics. A flap in the exhaust system is opened or shut depending on engine speed. Its sonorous sound never becomes over-assertive, even at high engine speeds, yet it unmistakably conjures up all the sentiments that sports-minded TT drivers appreciate.

The Audi TT 3.2 accelerates from 0 to 100 km/h in just 6.4 seconds, whilst the top speed is gently governed at 250 km/h (155 mph). The overall consumption is just 9.8 litres over 100 km (provisional figure): a value that stands comparison even with vehicles with a classic 6-speed manual gearbox. The differences compared with the conventional geared automatic transmission with torque converter are even more impressive, since the latter is prone to significantly higher transmission losses due to its fundamental concept.

The new Direct Shift Gearbox (DSG)

So how does this revolutionary transmission concept work? The basis for the new development is a 6-speed manual gearbox with high variability in the selection of the transmission ratio. Thanks to the use of an integrated twin multi-plate clutch with ingenious control system, two gears can be engaged at the same time. During dynamic operation of the car, one gear is engaged. When the next gearshift point is approached, the appropriate gear is preselected but its clutch kept disengaged. The gearshift process opens the clutch of the activated gear and closes the other clutch at the same time. The gear change takes place under load, with the result that a permanent flow of power is maintained.

The technology of this twin-clutch transmission, the only one of its kind in the world, has its roots in motor racing. As far back as 1985, Walter Röhrl successfully tested it in his Audi Sport quattro S1.

Today, the new design satisfies the exacting requirements of convenient gear-shifting and maximum operating life for everyday use in series production vehicles. This transmission has been developed at group level and is built at the Kassel transmissions plant. This compact transmission is capable of handling torque of up to 350 Newton-metres (258 lb-ft. of torque).

The control logic integrated into the transmission casing maintains optimum gearshift strategies that perform lightning-fast gearshifts that are nevertheless smooth and almost jolt-free. The driver can directly influence the gear selected and the gearshift timing at will, by means of the gear lever in the manual gate or the standard-fit shift paddles on the steering wheel.

In the automatic mode, the driver can shift from position D to the ultra-sporty S program, in which upshifts are retarded, downshifts advanced and the shifting process accelerated. A remote one-touch function accessed via the shift paddles on the steering wheel in addition temporarily calls up the manual mode even in automatic modes D and S.

High overall efficiency is thus combined with superlative road performance and ease of control to produce an exceptional drive concept. The user interface is reminiscent of the familiar gearbox gate of the Audi tiptronic or multitronic.

High tech in very confined conditions

As on conventional manual gearboxes, the transmission ratios are present on input and auxiliary shafts in the form of pairs of toothed wheels. In contrast to manual gearboxes, the input shaft is divided into two sections. It comprises an outer hollow shaft, and an inner shaft. The 1st, 3rd, 5th gears and reverse are located on the inner shaft. The hollow shaft handles the even-numbered gears.

Each of these shafts is selected by means of a separate multi-plate clutch running in oil. The two electronically controlled, hydraulically actuated clutches are packed inside each other for maximum space economy.

As well as their high efficiency and ability to transmit high torques, clutches of this type permit a wide range of starting characteristics. In other words, the multi-plate clutch can be controlled in such a way that every conceivable form of pulling away is possible, from an ultra-gentle edging along on a slippery surface to sports-style acceleration at full throttle.

The gearshifts it produces feel spontaneous and decisive, as if executed at the push of a button. The electronic-control throttle blip feature of the manual and S modes reinforces the impression of ultra-dynamic gearshifts.

A shift-by-wire control concept has been implemented. The mechatronic concept combines a control unit with an electro-hydraulic control unit. The resulting device is housed in the upper section of the transmission casing. The signals from ten individual sensors are processed centrally there, and the actuation values calculated using the relevant information on the momentary driving situation from the drive CAN bus. The application pressure of the two clutches is regulated by special solenoid-operated valves depending on the situation, and the gear positioners operated.

The electronics also calculate which additional gear is to be preselected by the corresponding positioning cylinder and selector forks, and manages all actuating elements and the oil cooling circuit via six pressure regulation valves and five on/off valves.

All in all, the entirely new concept results in a decidedly agile performance, with the added benefit of the typically low fuel consumption of an advanced 6-speed manual gearbox.

Audi TT 3.2: dynamic through and through

A 13.1-inch dual-piston brake system adapted from the version used on the RS 4 assures an appropriate braking performance. There are floating-caliper brakes with ventilated 334 millimetre (13.1 inch) brake discs at the front. The rear wheels are fitted with floating-caliper brakes with 265 millimetre (10.4 inch) ventilated brake discs. In common with all TT models, the new 3.2 quattro has ESP with integral brake assist. The dynamism of the new top-of-the-range TT version is moreover outwardly in evidence. The main changes compared with the other TT models are the modified rear spoiler and the front apron with enlarged inlet openings and lateral gills. The larger rear spoiler further reduces rear-end lift, in line with the performance gain of the TT 3.2 quattro.

The front apron now incorporates larger openings to cover the higher demand for cooling air, without the aerodynamic properties being affected. The drag coefficient remains unchanged at Cd = 0.32.

The TT 3.2 quattro in addition has xenon lights as standard with range control and titanium-coloured headlight trims. Inside, as well as the shift paddles on the steering wheel this version is distinguished by a gearbox gate in polished aluminium and an instrument panel insert with a speedometer extending as far up as 280 km/h (174 mph).

The market launch is scheduled for mid-2003.
[/img]

Από το vwvortex.com:

Audi AG has released the first details of its 3.2l VR6 powered Audi TT quattro model which has been rumored and hinted at for quite some time. With 250hp and a number of subtle but effective cosmetic changes, this new addition to the TT lineup is aggressive and sleek without detracting too much from the Bauhaus inspired elegance of the base models. Most importantly though is the announcement of VW group's new six-speed Direct Shift Gearbox (DSG) slotted to be used in a number of upcoming applications including the forthcoming Audi A3 and Golf V/Jetta V models in Germany.

The all-new DSG transmission is a race bred system that has now been developed for street applications. Used back in the 1980's in Audi's Sport Quattro S1 racers, this tranmission utilizes two multi-plate clutches that can simulaneously have two gears selected, one engaged the other waiting. When a gear shift is made via paddles located behind the steering wheel, both clutches are opened, gears change and clutches close in a fraction of second under full load with virtually seamless power maintained. In a down shift situation DSG will even blip the throttle to match revs. DSG can also be utilized just like a regular automatic transmission with both a conservative 'D' position and an aggressive 'S' sport position.

Those that have driven this setup tell us that it is still a fairly aggressive system and is not necessarily designed to replace standard Tiptronic or CVT units since those tend to be a bit smoother in shift transitions. Our best guess is that we could see this system utilized in GTI or GLI models or in future 'R' or sport variants where this transmission would shine in performance applications. Only the future will tell...

Full Audi AG Press Release follows below:

Audi is unveiling the first version of its TT Coupé sports car to feature a 3.2-litre six-cylinder engine and completely new transmission technology. The combination of the high-torque 3.2-litre engine with 250 bhp and innovative sports gearbox emphasises the dynamic drive qualities of the four-wheel-drive TT in a unique way.

The revolutionary Direct Shift Gearbox (DSG) transmission successfully combines all the benefits of a conventional six-speed manual gearbox with the qualities of a modern automatic version. The driver thus benefits from enormous agility, driving enjoyment and economy as well as convenient operation and smooth acceleration with uninterrupted traction.

The source of the power is the proven 3.2-litre V6 engine. With its cylinder angle of 15 degrees, it is extremely compact and is therefore especially suitable for installation transversely to the direction of travel. The valve control process generates only little friction thanks to the use of roller cam followers with hydraulic adjustment. The compression ratio is 11.3:1.

Other technical details such as continuously adjustable inlet and exhaust camshafts and the variable intake manifold give the six-cylinder engine superior torque and power output, coupled with low emissions. A great deal of detail work has once again been invested particularly in this area in order to improve still further on its peak output and torque characteristic specifically in the TT. The engine now delivers 184 kW (250 bhp) and a broad peak-torque range with a maximum value of 320 Nm (236 lb-ft. of torque) from 2,800 to 3,200 rpm.

Throttle valve actuation is designed for an exceptionally agile, spontaneous engine response to accelerator pedal movements. The way it interacts particularly with the ultra-rapid, precise control technology of the new twin-clutch transmission opens up an entirely new dimension in propulsive power.

The sound of the dual-branch variable exhaust system suitably reflects these sporting characteristics. A flap in the exhaust system is opened or shut depending on engine speed. Its sonorous sound never becomes over-assertive, even at high engine speeds, yet it unmistakably conjures up all the sentiments that sports-minded TT drivers appreciate.

The Audi TT 3.2 accelerates from 0 to 100 km/h in just 6.4 seconds, whilst the top speed is gently governed at 250 km/h (155 mph). The overall consumption is just 9.8 litres over 100 km (provisional figure): a value that stands comparison even with vehicles with a classic 6-speed manual gearbox. The differences compared with the conventional geared automatic transmission with torque converter are even more impressive, since the latter is prone to significantly higher transmission losses due to its fundamental concept.

The new Direct Shift Gearbox (DSG)

So how does this revolutionary transmission concept work? The basis for the new development is a 6-speed manual gearbox with high variability in the selection of the transmission ratio. Thanks to the use of an integrated twin multi-plate clutch with ingenious control system, two gears can be engaged at the same time. During dynamic operation of the car, one gear is engaged. When the next gearshift point is approached, the appropriate gear is preselected but its clutch kept disengaged. The gearshift process opens the clutch of the activated gear and closes the other clutch at the same time. The gear change takes place under load, with the result that a permanent flow of power is maintained.

The technology of this twin-clutch transmission, the only one of its kind in the world, has its roots in motor racing. As far back as 1985, Walter Röhrl successfully tested it in his Audi Sport quattro S1.

Today, the new design satisfies the exacting requirements of convenient gear-shifting and maximum operating life for everyday use in series production vehicles. This transmission has been developed at group level and is built at the Kassel transmissions plant. This compact transmission is capable of handling torque of up to 350 Newton-metres (258 lb-ft. of torque).

The control logic integrated into the transmission casing maintains optimum gearshift strategies that perform lightning-fast gearshifts that are nevertheless smooth and almost jolt-free. The driver can directly influence the gear selected and the gearshift timing at will, by means of the gear lever in the manual gate or the standard-fit shift paddles on the steering wheel.

In the automatic mode, the driver can shift from position D to the ultra-sporty S program, in which upshifts are retarded, downshifts advanced and the shifting process accelerated. A remote one-touch function accessed via the shift paddles on the steering wheel in addition temporarily calls up the manual mode even in automatic modes D and S.

High overall efficiency is thus combined with superlative road performance and ease of control to produce an exceptional drive concept. The user interface is reminiscent of the familiar gearbox gate of the Audi tiptronic or multitronic.

High tech in very confined conditions

As on conventional manual gearboxes, the transmission ratios are present on input and auxiliary shafts in the form of pairs of toothed wheels. In contrast to manual gearboxes, the input shaft is divided into two sections. It comprises an outer hollow shaft, and an inner shaft. The 1st, 3rd, 5th gears and reverse are located on the inner shaft. The hollow shaft handles the even-numbered gears.

Each of these shafts is selected by means of a separate multi-plate clutch running in oil. The two electronically controlled, hydraulically actuated clutches are packed inside each other for maximum space economy.

As well as their high efficiency and ability to transmit high torques, clutches of this type permit a wide range of starting characteristics. In other words, the multi-plate clutch can be controlled in such a way that every conceivable form of pulling away is possible, from an ultra-gentle edging along on a slippery surface to sports-style acceleration at full throttle.

The gearshifts it produces feel spontaneous and decisive, as if executed at the push of a button. The electronic-control throttle blip feature of the manual and S modes reinforces the impression of ultra-dynamic gearshifts.

A shift-by-wire control concept has been implemented. The mechatronic concept combines a control unit with an electro-hydraulic control unit. The resulting device is housed in the upper section of the transmission casing. The signals from ten individual sensors are processed centrally there, and the actuation values calculated using the relevant information on the momentary driving situation from the drive CAN bus. The application pressure of the two clutches is regulated by special solenoid-operated valves depending on the situation, and the gear positioners operated.

The electronics also calculate which additional gear is to be preselected by the corresponding positioning cylinder and selector forks, and manages all actuating elements and the oil cooling circuit via six pressure regulation valves and five on/off valves.

All in all, the entirely new concept results in a decidedly agile performance, with the added benefit of the typically low fuel consumption of an advanced 6-speed manual gearbox.

Audi TT 3.2: dynamic through and through

A 13.1-inch dual-piston brake system adapted from the version used on the RS 4 assures an appropriate braking performance. There are floating-caliper brakes with ventilated 334 millimetre (13.1 inch) brake discs at the front. The rear wheels are fitted with floating-caliper brakes with 265 millimetre (10.4 inch) ventilated brake discs. In common with all TT models, the new 3.2 quattro has ESP with integral brake assist. The dynamism of the new top-of-the-range TT version is moreover outwardly in evidence. The main changes compared with the other TT models are the modified rear spoiler and the front apron with enlarged inlet openings and lateral gills. The larger rear spoiler further reduces rear-end lift, in line with the performance gain of the TT 3.2 quattro.

The front apron now incorporates larger openings to cover the higher demand for cooling air, without the aerodynamic properties being affected. The drag coefficient remains unchanged at Cd = 0.32.

The TT 3.2 quattro in addition has xenon lights as standard with range control and titanium-coloured headlight trims. Inside, as well as the shift paddles on the steering wheel this version is distinguished by a gearbox gate in polished aluminium and an instrument panel insert with a speedometer extending as far up as 280 km/h (174 mph).

The market launch is scheduled for mid-2003.
[/img]

Από το vwvortex.com:

Audi AG has released the first details of its 3.2l VR6 powered Audi TT quattro model which has been rumored and hinted at for quite some time. With 250hp and a number of subtle but effective cosmetic changes, this new addition to the TT lineup is aggressive and sleek without detracting too much from the Bauhaus inspired elegance of the base models. Most importantly though is the announcement of VW group's new six-speed Direct Shift Gearbox (DSG) slotted to be used in a number of upcoming applications including the forthcoming Audi A3 and Golf V/Jetta V models in Germany.

The all-new DSG transmission is a race bred system that has now been developed for street applications. Used back in the 1980's in Audi's Sport Quattro S1 racers, this tranmission utilizes two multi-plate clutches that can simulaneously have two gears selected, one engaged the other waiting. When a gear shift is made via paddles located behind the steering wheel, both clutches are opened, gears change and clutches close in a fraction of second under full load with virtually seamless power maintained. In a down shift situation DSG will even blip the throttle to match revs. DSG can also be utilized just like a regular automatic transmission with both a conservative 'D' position and an aggressive 'S' sport position.

Those that have driven this setup tell us that it is still a fairly aggressive system and is not necessarily designed to replace standard Tiptronic or CVT units since those tend to be a bit smoother in shift transitions. Our best guess is that we could see this system utilized in GTI or GLI models or in future 'R' or sport variants where this transmission would shine in performance applications. Only the future will tell...

Full Audi AG Press Release follows below:

Audi is unveiling the first version of its TT Coupé sports car to feature a 3.2-litre six-cylinder engine and completely new transmission technology. The combination of the high-torque 3.2-litre engine with 250 bhp and innovative sports gearbox emphasises the dynamic drive qualities of the four-wheel-drive TT in a unique way.

The revolutionary Direct Shift Gearbox (DSG) transmission successfully combines all the benefits of a conventional six-speed manual gearbox with the qualities of a modern automatic version. The driver thus benefits from enormous agility, driving enjoyment and economy as well as convenient operation and smooth acceleration with uninterrupted traction.

The source of the power is the proven 3.2-litre V6 engine. With its cylinder angle of 15 degrees, it is extremely compact and is therefore especially suitable for installation transversely to the direction of travel. The valve control process generates only little friction thanks to the use of roller cam followers with hydraulic adjustment. The compression ratio is 11.3:1.

Other technical details such as continuously adjustable inlet and exhaust camshafts and the variable intake manifold give the six-cylinder engine superior torque and power output, coupled with low emissions. A great deal of detail work has once again been invested particularly in this area in order to improve still further on its peak output and torque characteristic specifically in the TT. The engine now delivers 184 kW (250 bhp) and a broad peak-torque range with a maximum value of 320 Nm (236 lb-ft. of torque) from 2,800 to 3,200 rpm.

Throttle valve actuation is designed for an exceptionally agile, spontaneous engine response to accelerator pedal movements. The way it interacts particularly with the ultra-rapid, precise control technology of the new twin-clutch transmission opens up an entirely new dimension in propulsive power.

The sound of the dual-branch variable exhaust system suitably reflects these sporting characteristics. A flap in the exhaust system is opened or shut depending on engine speed. Its sonorous sound never becomes over-assertive, even at high engine speeds, yet it unmistakably conjures up all the sentiments that sports-minded TT drivers appreciate.

The Audi TT 3.2 accelerates from 0 to 100 km/h in just 6.4 seconds, whilst the top speed is gently governed at 250 km/h (155 mph). The overall consumption is just 9.8 litres over 100 km (provisional figure): a value that stands comparison even with vehicles with a classic 6-speed manual gearbox. The differences compared with the conventional geared automatic transmission with torque converter are even more impressive, since the latter is prone to significantly higher transmission losses due to its fundamental concept.

The new Direct Shift Gearbox (DSG)

So how does this revolutionary transmission concept work? The basis for the new development is a 6-speed manual gearbox with high variability in the selection of the transmission ratio. Thanks to the use of an integrated twin multi-plate clutch with ingenious control system, two gears can be engaged at the same time. During dynamic operation of the car, one gear is engaged. When the next gearshift point is approached, the appropriate gear is preselected but its clutch kept disengaged. The gearshift process opens the clutch of the activated gear and closes the other clutch at the same time. The gear change takes place under load, with the result that a permanent flow of power is maintained.

The technology of this twin-clutch transmission, the only one of its kind in the world, has its roots in motor racing. As far back as 1985, Walter Röhrl successfully tested it in his Audi Sport quattro S1.

Today, the new design satisfies the exacting requirements of convenient gear-shifting and maximum operating life for everyday use in series production vehicles. This transmission has been developed at group level and is built at the Kassel transmissions plant. This compact transmission is capable of handling torque of up to 350 Newton-metres (258 lb-ft. of torque).

The control logic integrated into the transmission casing maintains optimum gearshift strategies that perform lightning-fast gearshifts that are nevertheless smooth and almost jolt-free. The driver can directly influence the gear selected and the gearshift timing at will, by means of the gear lever in the manual gate or the standard-fit shift paddles on the steering wheel.

In the automatic mode, the driver can shift from position D to the ultra-sporty S program, in which upshifts are retarded, downshifts advanced and the shifting process accelerated. A remote one-touch function accessed via the shift paddles on the steering wheel in addition temporarily calls up the manual mode even in automatic modes D and S.

High overall efficiency is thus combined with superlative road performance and ease of control to produce an exceptional drive concept. The user interface is reminiscent of the familiar gearbox gate of the Audi tiptronic or multitronic.

High tech in very confined conditions

As on conventional manual gearboxes, the transmission ratios are present on input and auxiliary shafts in the form of pairs of toothed wheels. In contrast to manual gearboxes, the input shaft is divided into two sections. It comprises an outer hollow shaft, and an inner shaft. The 1st, 3rd, 5th gears and reverse are located on the inner shaft. The hollow shaft handles the even-numbered gears.

Each of these shafts is selected by means of a separate multi-plate clutch running in oil. The two electronically controlled, hydraulically actuated clutches are packed inside each other for maximum space economy.

As well as their high efficiency and ability to transmit high torques, clutches of this type permit a wide range of starting characteristics. In other words, the multi-plate clutch can be controlled in such a way that every conceivable form of pulling away is possible, from an ultra-gentle edging along on a slippery surface to sports-style acceleration at full throttle.

The gearshifts it produces feel spontaneous and decisive, as if executed at the push of a button. The electronic-control throttle blip feature of the manual and S modes reinforces the impression of ultra-dynamic gearshifts.

A shift-by-wire control concept has been implemented. The mechatronic concept combines a control unit with an electro-hydraulic control unit. The resulting device is housed in the upper section of the transmission casing. The signals from ten individual sensors are processed centrally there, and the actuation values calculated using the relevant information on the momentary driving situation from the drive CAN bus. The application pressure of the two clutches is regulated by special solenoid-operated valves depending on the situation, and the gear positioners operated.

The electronics also calculate which additional gear is to be preselected by the corresponding positioning cylinder and selector forks, and manages all actuating elements and the oil cooling circuit via six pressure regulation valves and five on/off valves.

All in all, the entirely new concept results in a decidedly agile performance, with the added benefit of the typically low fuel consumption of an advanced 6-speed manual gearbox.

Audi TT 3.2: dynamic through and through

A 13.1-inch dual-piston brake system adapted from the version used on the RS 4 assures an appropriate braking performance. There are floating-caliper brakes with ventilated 334 millimetre (13.1 inch) brake discs at the front. The rear wheels are fitted with floating-caliper brakes with 265 millimetre (10.4 inch) ventilated brake discs. In common with all TT models, the new 3.2 quattro has ESP with integral brake assist. The dynamism of the new top-of-the-range TT version is moreover outwardly in evidence. The main changes compared with the other TT models are the modified rear spoiler and the front apron with enlarged inlet openings and lateral gills. The larger rear spoiler further reduces rear-end lift, in line with the performance gain of the TT 3.2 quattro.

The front apron now incorporates larger openings to cover the higher demand for cooling air, without the aerodynamic properties being affected. The drag coefficient remains unchanged at Cd = 0.32.

The TT 3.2 quattro in addition has xenon lights as standard with range control and titanium-coloured headlight trims. Inside, as well as the shift paddles on the steering wheel this version is distinguished by a gearbox gate in polished aluminium and an instrument panel insert with a speedometer extending as far up as 280 km/h (174 mph).

The market launch is scheduled for mid-2003.
[/img]

link:

http://www.vwvortex.com/news/11_02/11_22/index.shtml

Ο χρήστης A4 Turbo έγραψε:
Etsi akribws einai to TT ABT Special edition pou tha yparxei edw sti germania apo ton Ianouario 2003 kai malista se auto to xrwma. Tha exei ton gnwsto 1.8T kinitira me 225HP. Gia ton 3.2 kinitira den exei akoustei tipota akoma sygekrimeno alla oute kai yparxei Photo. Apo oti kserw tha mpei sto megalytero amakswma pou etoimazoun gia to 2005. Ews tote tha exei metaferthei kai i paragwgi apo Tsexia sto Neckarsulm pou einai kai h polh pou zw. Tha antikatastithi i grammi paragwghs tou A2 to opoio den tha exei diadoxo me tin paragwgh TT kai malista mallon tha einai apo Aluminio...gia na doume! Pantos edw h Audi katafernei kai krybete kala apo ti dimosiotita. Fanikan Photos se kapoia periodika gia to neo A6, epese megali kritiki gia to Frontdesign kai o aderfos mou pou douleuei eki gelaei me auta pou deixnoun. Tha einai diaforetiko kai fysika pio omorfo. Gegonos einai akoma oti xeronte gia tin poreia design twn BMW...
A!!! kai kati akoma, opws katalabenete etoimazoun kai SUV antagwnistiko ths X5, ML, Tuareq klp.

Στην πόλη σου υπάρχει σχεδιαστικό τμήμα Αουντι;

Ο χρήστης A4 Turbo έγραψε:
Kai pou eisai Gavriil, an erthei to A8 stis USA pigene gia testdrive. H poiotita mou fenete exei kseperasei ti Lexus.

Σίγουρα ήταν και είναι καλύτερο από τα Λέξους, και μου αρέσει ότι είναι σχετικά ελαφρύ αυτοκίνητο όπως επίσης και η καινούρια Τζάγκουαρ (Α8 1750 kg, XJ 1550, Phaethon 2300 kg !!!). Υπάρχει σχετικό άρθρο στο CAR του περασμένου μήνα.

Ο χρήστης gavriil1 έγραψε:

Gia ton 3.2 kinitira den exei akoustei tipota akoma sygekrimeno alla oute kai yparxei Photo. Apo oti kserw tha mpei sto megalytero amakswma pou etoimazoun gia to 2005. Ews tote tha exei metaferthei kai i paragwgi apo Tsexia sto Neckarsulm pou einai kai h polh pou zw.

Το αρθρο απο την Αυντι λεει οτι ο 3.2 V6 κινητηρας θα χρισημοποιηθει στα μεσα του 2003. Και οι φωτο ειναι στο λινκ που εβαλε ο Αγης.

Δύσκολο το βλέπω η Vortex να κάνει λάθος. Το καινούριο είναι το κιβώτιο γιατί ο κινητήρας υπάρχει είδη σε ποσότητες από Phaethon/Tuareg που είναι σε παραγωγή, και φυσικά μπένει εύκολα στο ΤΤ αφού έχει σχεδιαστεί ειδικά για τα αυτοκίνητα που βασίζονται στο Golf.

Moυ αρέσει που επέλεξαν τον VR6 για εξέλιξη, φανερώνει ποσό καλό μπλοκ είναι (το διαπιστώνω καθημερινά).

Ο χρήστης A4 Turbo έγραψε:

Στην πόλη σου υπάρχει σχεδιαστικό τμήμα Αουντι;

Stin poli mou paragonte A2, A6 kai A8. Yparxei sxediastiko tmima alla oxi ekswterikou Design. Sxediazoun tous kinitires kai exei kai i basi tis i Quattro GmbH i opoia einai ypeuthini gia motorsport kai ta exclusive paketa tis Audi opos ola ta RS.

Exei bgei idi Tiptronic gia to TT twn 180HP. Akribws opws sti Photo tha einai pantos to Special Edition ABT. Mias kai piran edw to prwtathlima sta Turing.

Auto pou kserw egw apo ton aderfo mou einai oti sta 250HP tha bgei o 2.0 FSI Turbo. Gia sixcyliders milane edw na bgazei metaksy 250-300HP ws biturbo V6 gia to kainourgio modelo omws. Twra tha deiksei. Polles fores exw diorthwsei ki egw ton aderfo mou apo eidiseis periodikwn...

An exeis VR6 kinitira einai ontos mixanika poly kalos. Exei kali fimi edw alla i VW olo mises doulies kanei. Afise enan kalo kinitira sxedon na xathei apo tin epifaneia. To idio tha pathei kai me ton W8

Giannis

Συνφωνώ, αν και τώρα τον επαναφέρει στα Τουαρεγκ, Φαέθων, R32 κλπ. Επίσης είναι ακριβός κινητήρας.

Ενα αλλο νεο είναι οτι ο 1.8t 20V τελειώνει την καριέρα του σύντομα. Ο νεος 2.0t ειναι 16V.