Audi TT Coup'e '07 380 Specifications

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.
D-85045 Ingolstadt
Technical status: 01/10
Printed in Germany
Service Training
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. The TFSI engine develops 250 kW (340 hp) from
2480 cm³ of cubic displacement – that's an output of 137.1 hp per
litre. The Coupe weighs in at a mere 1450 kilograms and has a
power-to-weight ratio of only 4.3 kilograms per hp, while the
equivalent figure for the Roadster (1510 kilograms) is 4.4.
The TT RS Coupe's powerplant launches it from a standing start to
100 kph in 4.6 seconds, as against 4.7 seconds for the Roadster.
The top speed of both versions is electronically limited to 250 kph,
but can be delimited to 280 kph at the customer's option.
Peak torque is 450 Nm and is continuously available from
1600 rpm to 5300 rpm, giving the car formidable pulling power.
And yet, the TT RS Coupe gets by on only 9.2 litres of fuel per
100 km (Roadster: 9.5 litres per 100 km), making it another
example of how Audi blends dynamism and efficiency.
The aims of this Self-Study Programme
In this Self-Study Programme you will learn the key distinctions
between the Audi TT RS (Coupe and Roadster) and the production
model. The central feature of both models is the new 2.5l R5 TFSI
engine. Once you have worked you way through this Self-Study
Programme, you will be able to answer the following questions:
• What changes have been made to the design, the body, the
interior, the equipment, the power transmission system and the
suspension system?
• How is the new five-cylinder engine designed and configured?
• What do you have to pay attention to during servicing?
Presentation ________________________________________________________________________________________________________________________________________ 4
Dimensions _________________________________________________________________________________________________________________________________________ 6
Design _______________________________________________________________________________________________________________________________________________ 8
Technical features and occupant protection __________________________________________________________________________________________________ 10
Interior ____________________________________________________________________________________________________________________________________________ 11
2.5l R5 TFSI engine
Introduction ______________________________________________________________________________________________________________________________________
Specifications _____________________________________________________________________________________________________________________________________
Cylinder block _____________________________________________________________________________________________________________________________________
Crank train ________________________________________________________________________________________________________________________________________
Cylinder head _____________________________________________________________________________________________________________________________________
Chain drive ________________________________________________________________________________________________________________________________________
Belt drive __________________________________________________________________________________________________________________________________________
Positive crankcase ventilation ___________________________________________________________________________________________________________________
Crankcase breather _______________________________________________________________________________________________________________________________
Oil supply __________________________________________________________________________________________________________________________________________
Cooling circuit ____________________________________________________________________________________________________________________________________
Air supply __________________________________________________________________________________________________________________________________________
Exhaust system ___________________________________________________________________________________________________________________________________
Fuel system ________________________________________________________________________________________________________________________________________
System overview __________________________________________________________________________________________________________________________________
Engine management _____________________________________________________________________________________________________________________________
Power transmission
Manual gearbox 0A6 _____________________________________________________________________________________________________________________________ 39
Drive concept _____________________________________________________________________________________________________________________________________ 41
Suspension system
Introduction ______________________________________________________________________________________________________________________________________
Audi magnetic ride _______________________________________________________________________________________________________________________________
Wheels and tyres _________________________________________________________________________________________________________________________________
Brake system ______________________________________________________________________________________________________________________________________
Maintenance work ________________________________________________________________________________________________________________________________ 47
New special tools for the TT RS _________________________________________________________________________________________________________________ 47
Glossary ___________________________________________________________________________________________________________________________________________ 49
Test yourself_______________________________________________________________________________________________________________________________________ 50
Summary __________________________________________________________________________________________________________________________________________ 51
• This Self-Study Programme teaches the basics of the design and function of new models, automotive
components or technologies.
It is not a Repair Manual. The values specified are for illustrative purposes only and refer to the software
version valid at the time of preparation of the SSP.
For further information about maintenance and repair work, always refer to the current technical literature.
Terms which are indicated in italics and marked by an asterisk (*) are explained in the glossary at the back of
this Self-Study Programme.
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
2.5l R5 TFSI engine with 250 kW peak output
Six-speed manual gearbox 0A6 with allwheel drive
Xenon plus headlights with LED daytime
running lights
Heated sports seats trimmed with leather /
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
Audi TT RS Coupe
max. headroom
All dimensions are given in millimetres
Dimensions refer to the vehicle's kerb weight
Audi TT RS Roadster
Kerb weight in kg
Permissible gross weight in kg
Luggage capacity (seats folded down) in l
Fuel tank capacity in l
Drag coefficient cw
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.
From the side, the 18-inch wheels, the large brakes and the flared
side skirts of the Audi TT RS instantly catch the eye. The door
mirror housings have a matt aluminium finish as standard and
are optionally available in the body colour or in carbon.
The "Black Styling Package" featuring a black singleframe grille
frame is optional.
Front view
As always on an Audi, the front end is characterised by the singleframe grille which is encircled by a frame with a matt aluminium
finish. The grille insert, which sports a TT RS badge, features a
shiny black rhombus design mirroring that of the big side air
intakes. Their flared edges draw air into the engine compartment:
the left intake directs the air to the gearbox; the right intake
routes air to an additional water cooler. The turbocharger takes in
air through the upper section of the single-frame grille, while the
intercooler sits behind the lower segment of the grille.
The front skirt has been redesigned. Its splitter and the rear
spoiler collectively provide perfect aerodynamic balance.
Audi offers the splitter, the moulded lip of the diffuser insert and
the mounting for the rear spoiler in aluminium look as an option.
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.
Rear view
The rear bumper includes an integrated diffuser insert that surrounds the two large, oval tailpipes. A "TT RS" logo also adorns the
rear of the car.
The TT RS comes as standard with a wide, stationary spoiler that
increases the downforce on the rear axle and thus improves stability at high speeds. The spoiler of the volume model is available as
an alternative; it automatically extends at 120 kph and retracts
again at 80 kph.
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. The bodyshell of the Coupe weighs
206 kilograms, while the body of the TTS Roadster weighs in at
251 kilograms Roadster owing to the special reinforcements.
Audi won the EuroCarBody AWARD 2006 for the innovative body
concept of the Audi TT and Audi TT RS.
Other body and occupant protection features:
Enlarged front air intakes, striking rear diffuser insert
Stationary rear spoiler
Dual-stage driver and front passenger front airbags
Driver and front passenger belt tensioners and belt force limiters
In a rear-end collision, head restraints support the back of the
• Head/thorax side airbags for protection in the event of a side
Winner of the EuroCarBody AWARD 2006 for its innovative body concept
The body construction is described in Self-Study Programme 383 "Audi TT Coupe ’07 – Body".
The occupant protection systems are described in Self-Study Programme 380 "Audi TT Coupe ’07".
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.
Driver information system
with additional displays for:
– Charge pressure
– Oil temperature
– Lap counter
"TT RS" welcome screen in the optional
navigation system plus display
Footrests and pedals in aluminium look
Three-spoke multifunction sports steering
wheel, flattened at the bottom and bound
in perforated leather with silver stitching
and a "TT RS" logo
Brushed aluminium inlays
Seat back release handles
The front occupants are welcomed by deep-set sports seats which
trimmed in a mixture of leather and Alcantara. They have a wide
range of adjustability. The upholstery leather has a special "TT RS"
grained texture.
The front seat backs can be released for folding down by pressing
either of the 2 handles in the slots in the backrest.
2.5l R5 TFSI engine
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. It was
the first engine concept to embrace the principle of downsizing*
and it caused a sensation when it was first unveiled 30 years ago.
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. With an output
of 125 kW (170 hp) and 265 Nm of torque, the Audi 200 5 T was
the new flagship model and one of the fastest saloons of its day.
1980 saw the launch of the Audi quattro unifying the two technologies of turbocharging and all-wheel drive. The turbocharged fivecylinder produced 147 kW (200 hp) when it first went on sale. In
the 1984 Sport quattro, a direct motorsports derivative, it developed 225 kW (306 hp) - and was, therefore, one the most powerful production engines of the 1980s.
The 1989 Audi 100 TDI, a 2.5-litre model developing 88 kW
(120 hp) and 261 Nm of torque, marked a milestone in automotive history.
Audi quattro, model year 1980
Audi RS2, model year 1994
Audi Sport quattro S1
In the mid 1990s, the five-cylinder engines were gradually replaced
by the new V6 units, but not without one last hurrah: the 1994
RS 2 produced 232 kW (315 hp).
As a practical Avant with the power of a sports car, it established
an entirely new class of automobile.
Five-cylinder engines in motorsport
The strength and ruggedness of the Audi design was proved in the
competition cars for the World Rally Championship,where the
supercharged five-cylinder pumped out a good 350 kW (476 hp).
The high point in the motorsports career of the five-cylinder was
marked by two all-out racing cars. The Audi Sport quattro S1, with
which Walter Röhrl won the Pikes Peak Hill Climb in the US state of
Colorado in 1987, produced around 440 kW (approx. 600 hp).
IMSA-GTO, a touring car based on the Audi 90, dominated the US
racing scene with 530 kW (approx. 720 hp) from only 2.2 litres of
Torque/power curve
Max. power in kW
Max. torque in Nm
Engine speed [rpm]
Engine code
Engine type
Five-cylinder inline engine
Displacement in cm 3
Stroke in mm
Bore in mm
Valves per cylinder
Firing order
Compression ratio
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
Engine management
Bosch MED 9.1.2
Exhaust emission standard
EU 5
FSI (homogeneous) direct injection with demand-based high and low fuel pressure
Engine management with p/n control and without air mass meter
Exhaust gas aftertreatment
Continuous lambda control, with sensors upstream and downstream of the catalytic
CO 2 emissions in g/km
premium unleaded petrol with a 95 RON rating can also be used, but results in a drop in power
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.
Competitive comparison
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
Cylinder block
timing case cover
Oil pan upper part
Non-return valve of the oil
return line in the positive
crankcase ventilation system
Oil level/oil temperature
sender G266
Oil drain screw
Oil pan lower part
Oil pan
The oil pan is of two-part construction. The upper part acts as a
baffle plate and supports the oil pump. It is bolted together with
the crankcase. The oil pump is bolted to the cylinder block.
The lower part of the oil pan is made from sheet steel and accommodates the oil level/oil temperature sender G266 and the oil
drain screw.
The front sides are sealed by the timing case cover on the gearbox
side and by a sealing flange on the vibration damper side. Both
seal off the crankshaft by means of a shaft oil seal.
The oil pans and the front-side covers are sealed against the cylinder block by liquid sealant.
The liquid sealants differ and, therefore, have different part numbers. Refer to ETKA and the Workshop Manual for specifications.
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*.
Gudgeon pin
Conrod bushing
Conrod bearing shell
Conrod bearing cap
Specifications of the cylinder block
Cylinder included angle in mm
Block height in mm
Conrod length in mm
Crankshaft bearings
Main bearing diameter in mm
Conrod bearing diameter in mm
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. The pin on the small-end side of the conrod is
22 millimetres in diameter, and the bearing is made from leadfree materials.
Enlargement of the gudgeon pin diameter to 22 millimetres
Widening of the small-end eye
Optimised skirt geometry with noticeably enlarged cross-section
No deep bore
Reinforced threads
Use of M9 conrod bolts
Mini headland rings
N1 – asymmetrical and spherical, steel nitrided + PVD*
N2 – taper-face piston ring
N3 – DSF ring* with tapered lands
Cylinder head
The cylinder head is also a modified carry-over part sourced from
VW's 2.5l R5 MPI engine. To withstand the higher stresses which
occur in a turbocharged FSI engine, it was necessary to make the
following modifications:
Different aluminium casting alloy
Lower-set water jacket around the spark plug
Tempered exhaust valve seat rings
Attachment of the high-pressure pump to the ladder frame
Optimised exhaust cam contour
Additional exhaust cam phaser
The exhaust valves are sodium-filled for cooling
Turbo-specfic intake port (to produce the required tumble air
flow in the combustion chamber)
High-pressure fuel pump
Rocker cover
Upper timing case cover
Cylinder head
Cylinder head gasket
Intake valve diameter in mm
Exhaust valve diameter in mm
Intake valve lift in mm
Exhaust valve lift in mm
Intake camshaft adjustment range in ° crank angle
Exhaust camshaft adjustment range in ° crank angle
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.
A 3/8" gear chain is used in the primary drive train (for driving the
oil pump and the idler gear). It is similar in design to the chains in
the 1.8l R4 TFSI engine and offers acoustic advantages over a
roller chain. A 3/8" roller chain is used in the secondary drive.
The entire chain drive is lubricated by the oil returning from both
camshaft phasers and by a bore in the high-pressure chamber of
the "soft" chain tensioner in the secondary drive. There is no
replacement interval for the chain drive.
Chain tensioner
Exhaust camshaft phaser
Intake camshaft phaser
Tensioning rail
Secondary drive train
Idler gear - vacuum pump drive
Primary drive
Tensioning rail
Oil pump sprocket
After assembly work on the chain drive, all seals must be replaced on each of the timing case covers. Refer to the Workshop
Manual for specifications.
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. Both belt tensioners are friction-damped. The complete
belt drive is designed for lifetime operation.
Coolant pump (track 2)
Alternator (track 2)
Crankshaft (track 1)
AC compressor (tracks 1 and 2)
Alternator (track 2)
Track 2
Track 1
AC compressor (tracks 1 and 2)
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
A windage tray is integrated in the upper part of the oil pan as protection for the oil pan. The returning oil is admitted into the oil pan
below the oil level.
Fine oil separator
Single-stage pressure-regulating valve
Oil return
Non-return valve
Blow-by gas riser channels
The sectional view does not show the PCV combi valve and the second non-return valve.
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 ).
The separator comprises four permanently open swirls and six
packs of up to nine swirls, which can be activated and deactivated
according to the flow rate.
The six packs are activated and deactivated by locking springs with
different spring characteristics.
The fine oil separator is opened by the flow of blow-by gases
(which is dependent on engine speed) and closed by the spring
force of the locking springs.
The separated oil coming from the rocker cover and the fine oil
separator is recirculated continuously into the oil pan below the
engine oil level via the oil return line.
In the extreme event of icing or malfunctioning, a pressure relief
valve in the rocker cover (PCV combi valve) prevents excessively
high pressure from damaging the engine. To avoid drawing oil
from the oil pan into the intake in such a condition, another nonreturn valve closes. This valve is integrated in the upper part of the
oil pan.
The cleaned blow-by gas is now directed to the engine for combustion. For this purpose, the gas passes through the single-stage
pressure-regulating valve. Depending upon the compression ratio
in the intake manifold, they then flow through the non-return
valves into the intake manifold downstream of the throttle valve
or upstream of the exhaust turbocharger turbine.
The pressure-regulating valve is integrated in the rocker cover,
where there is sufficient space to allow a larger valve of singlestage design. The non-return valves (to the intake manifold or to
the supercharger side) are optimised for pressure differential and,
together with the pressure-regulating valve, produce the required
partial vacuum in the crankcase.
Fine oil separator
Cleaned blow-by gas
Separated oil
Blow-by gas inlet
(raw gas)
Locking springs with different spring rates
Permanently open swirls
Pack of swirls (9 per pack)
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. loss
of oil pressure due to ice sludge clogging up the oil intake snorkel,
oil leaks due to excess pressure in the engine).
By admitting ambient air extracted downstream of the air filter,
the fuel and water are channelled through the rocker cover and
into the cylinder head. The dry fresh air then flows through the
chain shaft and into the crankcase, absorbing moisture and fuel
along the way, thereby "flushing" the engine dry.
This useful life of the oil is greatly prolonged by this measure, as
it slows down the ageing process.
The fresh air for crankcase ventilation is extracted from the positive crankcase ventilation line running to the exhaust turbocharger.
The PCV valve, a combi valve, is integrated in the rocker cover.
This valve has the following tasks:
• If a slight partial vacuum is present in the crankcase during
normal operation, it opens in order to vent the crankcase. Fresh
air flows from the line downstream of the air filter and into the
• If a pressure of over 100 millibars develops in the engine, the
excess pressure is relieved into the line, thereby protecting the
crankcase seals.
Furthermore, all Audi systems are still designed in such a way that
non-installation or faulty installation is diagnosable. If one of the
two crankcase ventilation lines is not installed, the unmetered air
is diagnosed via the lambda control system and indicated to the
driver by lighting-up of the MIL lamp.
Function diagram of the crankcase ventilation system
Throttle valve
Rocker cover
Fine oil separator
Pressure-regulating valve
Ladder frame
PCV combi valve
Diagnosis channel (closed)
Exhaust turbocharger
Intake manifold
Cylinder head
Cylinder block
Extraction point in cylinder block
Windage tray in oil pan upper part
Oil return line below oil level
Oil pan
Non-return valves
Non-return valve
All components required for cleaning and ventilation are integrated in the rocker cover. If one of these components fails,
the complete rocker cover has to be replaced.
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.
The oil pressure (raw oil) produced by the oil pump is initially circulated through the oil filter module and then through the oil cooler.
The clean oil now flows along oilways to the lubrication points
(consumers). The oil filter and the oil cooler are component parts
of the plastic oil module. Non-return valves for the cylinder head
and cylinder block, as well as a cooler bypass valve, are integrated
in the oil module.
Exhaust camshaft timing adjustment valve 1 N318
Exhaust turbocharger
Inlet camshaft timing adjustment valve -1- N205
Clean oil
Raw oil
Main oilway
Oil pump
Oil spray nozzles
Oil-water cooler
Oil filter module
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.
Driven pump gear
Pump housing
Drive gear
Control piston
Pump gear
Intake from the oil pan
Cold start valve
Function of the pressure regulation system
A bypass branches off from the main oilway and back into the oil
pump (see Fig. 451_032), where prevailing oil pressure acts on the
spring-loaded control piston. If the pressure acting on the face of
the piston exceeds the force produced by the control spring, the
control piston will be pushed back, thereby opening a port in the
The surplus oil is thus recirculated to the intake side of the pump
until the oil pressure is just below 3.7 bar, when the force of the
control spring pushes the control piston back and re-closes the
bypass. In this way, a constant oil pressure of 3.7 (+0.7) is maintained across the entire engine speed engine (except at idle and at
low rpm).
Full delivery
Delivery with flow-off
Oil pressure
Flow-off to intake side
Control piston
Control spring
Control piston is displaced
A self-regulating oil pump will be adopted from calendar week 36/2010. The design and function of a self-regulating oil
pump of this type are described in Self-Study Programme 436 " Modifications to the chain-driven 4-cylinder TFSI engine".
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.
Breather pipe
Expansion tank
Heater heat exchanger
Vent screw
Exhaust turbocharger
Coolant pump
Coolant thermostat
Engine oil cooler
Coolant temperature sender G62
Non-return valve
Coolant run-on pump V51
Coolant circuit solenoid valve N492
Auxiliary cooler
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.
Compressor intake line with
wastegate inlet
Intake manifold pressure sender G71
Intake air temperature sensor G42
Recirculating air bypass line
Air filter with pulsation damper
Cold air intake including water separator
Intake manifold with tumble flap system
Charge pressure sender G31
Intake air temperature sensor 2 G299
Throttle valve control unit J338
Intercooler with plastic shroud
Pressure tube upstream of intercooler
The greatest pressure losses always occur in the intercooler, which
has been systematically developed and improved in this regard.
The new intercooler is positioned at the lower front end and is,
therefore, fully exposed to the back pressure of the exhaust gases.
Hence, it was possible to maximise the outer cooling air mass flow.
This, in turn, allowed the fins in the intercooler to be configured
The total pressure loss along the entire compressed air flow path is
only 135 millibars at maximum flow.
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.
Intake manifold pressure sender G71
Intake air temperature sensor G42
When the intake manifold flap valve N316 is not activated, no partial vacuum is admitted and the intake manifold flaps are fully
The intake plenum, in combination with the rocker cover and the
small engine shroud, is the central component of the engine bay
design - a design which openly displays the technology behind this
Audi RS model, too.
Intake manifold flaps
Positive crankcase ventilation system intake
Intake manifold upper part Intake manifold lower part
Vacuum cell
Air recirculation
Turbocharger divert air valve N249
Fuel rail
Intake manifold flap potentiometer G336
Intake manifold flap
Injector (six-hole)
Actuation of the intake manifold flap shaft
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
• 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. The figure below shows
the separate connection between the exhaust turbocharger and
cylinder no. 3.
The exhaust turbocharger module attachment system, like the
modular design principle, derives from the four-cylinder engines.
The "clamping flange attachment system" is again used here (see
diagram 451_051). A modified screw attachment system will be
introduced at a later date.
Compressor intake manifold
Exhaust gas temperature sender -1G235
Separate cylinder connection from
exhaust turbocharger
Clamping flange attachment system
Highly heat resistant headless bolts
Self-locking Helicoil collar nut
Exhaust manifold
Two-layer beaded metal gasket
Heat-resistant self-locking collar nut
Clamping rail
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. After an engine stoppage, the coolant run-on pump V51 dissipates the accumulated
A sensor-assisted exhaust gas temperature regulation system
ensures that the maximum permissible exhaust temperature of
980 °C is not exceeded in any operating conditions. For this purpose, the exhaust gas temperature sender 1 G235 measures the
exhaust gas temperature in the exhaust turbocharger module
shortly before the turbine wheel (see diagram 451_036 on
page 30).
Pre-cat oxygen sensor G39
Vacuum actuator for wastegate* control
Charge pressure control solenoid valve
Turbocharger divert air valve N249
The turbocharger divert air valve N249 is not located directly at the
turbocharger outlet (see diagram 451_038 on page 29), rather is
attached to the throttle valve body upstream of the throttle valve.
The advantage: after the air recirculation valve opens, the movement of the air is preserved along the relatively long route to the
intake manifold via the intercooler.
The turbine loses little speed,with the result that the turbocharger responds very quickly after the air recirculation valve
closes and the required charge pressure is available.
When the air recirculation valve opens, the air is admitted into the
intake side of the compressor downstream of the air filter via the
circulating-air bypass line (see diagram 451_034 on page 28).
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. The continuous-duty oxygen sensor, which is integrated
directly in the exhaust turbocharger module, is also positioned at
the turbine outlet. The post-cat oxygen sensor is located directly
downstream of the pre-catalyst and has a non-linear characteristic.
The two underbody catalytic converters are positioned further
down the exhaust system, which has a twin-flow configuration
after the pre-catalyst. Both catalytic converters are of metal construction.
A further focal point in the development of the exhaust system
was minimising exhaust gas backpressure. Hence, the exhaust
pipes are very large and, in part, have a twin-flow configuration.
A sport exhaust system with black tailpipe trims is available as an
option, in addition to the basic exhaust system. It has an even
more distinctive soundscape.
Isolating elements
Rear silencer
Underbody catalytic converters
Centre silencer
Tailpipe trims
Exhaust flap
The exhaust gases are admitted into the large rear silencer behind
the two centre silencers. The rear silencer, in turn, has twin tailpipes.
The left tailpipe is fitted with an exhaust flap. When this flap
opens, the sound becomes even more sporty. The exhaust flap is
opened and closed by a vacuum cell. For this purpose, the exhaust
flap 1 valve 1 N321 is activated by the engine control unit.
If the Sport button is pressed at idle and when the vehicle is at a
standstill, the exhaust flap opens, thus allowing the system to be
checked quickly and easily. The opening and closing of the exhaust
flap are otherwise computed by a map in the engine control unit.
If the exhaust flap 1 valve 1 N321 fails or if a leakage occurs in the
hose system, the exhaust flap stays continuously open.
Vacuum cell
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
On the high pressure side, the engine control unit regulates the
fuel metering valve N290 directly at the high-pressure pump.
To monitor the pressure levels in the system, two fuel pressure
senders send their respective signals to the engine control unit.
The system with a maximum pressure of 120 bar.
The pressure-limiting valve in the pump opens at a pressure of
approx. 145 bar.
System overview
Fuel pressure sender G247
High-pressure fuel pump
Fuel pressure sender,
low pressure G410
Injectors 1 – 5
N30 – 33 and N83
to engine
control unit
Fuel metering valve
Fuel filter
Fuel pump control unit
Fuel pump (pre-supply
pump) G6
Caution: danger of injury. The system operates at very high pressures. To open the high-pressure side, always follow the
instructions given in the Workshop Manual.
To learn more about the functional principle and control concept of the high-pressure fuel pump, refer to Self-Study
Programme 432 "Audi 1.4l TFSI engine".
System overview
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 pressure sender G247
Fuel pressure sender, low pressure G410
Knock sensor -1- G61
Knock sensor -2- G66
Oil pressure switch F22
Coolant temperature sender G62
Intake manifold flap potentiometer G336
Pre-cat oxygen sensor G39
Post-cat oxygen sensor G130
Exhaust gas temperature sender -1- G235
Auxiliary signals:
Door contact signal
Cruise control system (ON/OFF)
Engine control unit J623
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
Exhaust flap 1 valve N321
Inlet camshaft timing adjustment valve -1- N205
Exhaust camshaft timing adjustment valve 1 N318
Coolant circuit solenoid valve N492
Radiator fan control unit J293
Radiator fan V7
Radiator fan 2 V177
Lambda probe heater Z19, Z29
Auxiliary coolant pump relay J496
Coolant run-on pump V51
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. This was achieved by using the following
subassemblies in combination with special injection and catalyst
heating strategies:
• Intake manifold with intake manifold flaps
• Multi-port injectors in combination with flat pistons
• Close-coupled pre-catalyst
The following operating modes are possible:
• High-pressure stratified starting down to an ambient temperature of -26 °C
• Catalyst heating and engine warm-up with twin injection
• When the engine is warm and running at low rpm, the amount
of residual gas in the cylinders is minimised by high scavenging
rates, achieved by adjustment of the intake and exhaust camshaft phasings and by adaptation of the valve timings and event
In the upper rpm band, the entire system is optimised for high
flow rates. In this regard, it is essential that the intake, pressure
and exhaust lines be carefully matched and optimised for pressure losses.
A secondary air injection system was not needed.
Combustion process
The basis for the development of the combustion process was the
Audi 2.0 litre TFSI engine. Like this engine, the 2.5 litre TFSI unit
benefits from the acknowledged advantages of multiport valve
technology, as shown in diagram 451_053.
By optimising the spray parameters in combination with a flat piston crown shape, it was possible to improve carburetion compared
to the 2.0 litre TFSI engine, despite the approx. 25 % increase in
the flow rate of the high-pressure injectors.
Optimised tumble intake port
Spray-optimised six-port highpressure injector
Flat-crown piston
Engine load sensing
The load on the 2.5l R5 TFSI engine is determined via the engine
speed and the air mass. Since no air mass meter is installed, two
identical combined temperature/pressure sensors are used for air
mass metering:
• Charge pressure sender G31, intake air temperature sensor 2
• Intake manifold pressure sender G71, intake air temperature
sensor G42
Two sensors are used because the throttle valve must be regarded
as a source of interference - very different pressures can simultaneously exist upstream and downstream of the throttle valve.
Another reason is the use of the cast aluminium intake manifold.
This manifold accumulates heat and could, therefore, potentially
falsify the temperature signal generated by the temperature sensor (G71/G42). The temperature signal generated by the sensor
upstream of the throttle valve (G31/G299) is utilised for this purpose.
First sensor:
Task: measurement of pressure and temperature upstream of the
throttle valve
Designation: charge pressure sender G31 and intake air temperature sensor 2 G299
Throttle valve control unit J338
Charge pressure sender G31,
intake air temperature sensor 2
G299 (first sensor)
This sensor is the charge pressure sensor, upon whose signal the
charge pressure is controlled. Since the throttle valve will be operating wide open as much as possible, there is no need for this valve
because charge pressure equals intake manifold pressure.
To achieve better response, however, the charge pressure control
unit runs before the throttle valve is wide open. In principle, therefore, it works against the throttle valve.
Failure of this sensor
If the sensor fails, the charge pressure control system will go into
limp-home mode, which means that the engine will be running
naturally aspirated. In addition, the EPC and MIL lamps will be
activated and a corresponding fault code will be stored in the fault
Intake manifold pressure sender G71,
intake air temperature sensor G42
(second sensor)
Second sensor:
Task: measurement of pressure and temperature in the intake
Designation: Intake manifold pressure sender G71 and intake air
temperature sensor G42
This identical combined sensor is the so-called main charge sensor, which replaces the hot-film air mass meter. The air mass flowing through the engine is determined at every operating point
from the pressure and temperature signals generated by this sensor. For this purpose, a corresponding quantity of fuel is injected.
Failure of this sensor
If this sensor fails, the engine will go into limp-home mode.
Engine power output will be reduced. In this case, air mass is
determined in "alpha-n mode", i.e. based on the throttle valve
angle (α) and engine speed(s). In addition, the EPC and MIL lamps
will be activated and a corresponding fault code will be stored in
the fault memory.
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.
• The sport program indicator lamp K91 comes on.
Sport program indicator lamp K91 in the Sport button
Function diagram
Operating unit in front of centre console
Sport program button
Rear left vehicle level sender
Rear right vehicle level sender
Front left vehicle level sender
Accelerator pedal position sender
Accelerator pedal position sender 2
Front right vehicle level sender
ECD control unit (electronically controlled damping)
Engine control unit
Sport program indicator lamp
Switch illumination bulb
Exhaust flap 1 valve 1
Shock absorber damping adjustment valve, front left
Shock absorber damping adjustment valve, front right
Shock absorber damping adjustment valve, rear left
Shock absorber damping adjustment valve, rear right
Fuses in relay plate fuse box
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. Shift
travel has been reduced, and both the selector lever and the gear
knob have been matched to the interior design of the Audi TT RS.
Manual gearbox
0A6 with all-wheel drive
Engine code
Production period
Vehicle type
TT RS ’10>
2.5l TFSI developing 250 kW
1st gear
2nd gear
3rd gear
4th gear
5th gear
6th gear
Reverse gear
Ratio spread
1st – 6th gear
Front axle drive ratio
Output shaft – 1st/2nd gear
64 : 17 = 3.765
Output shaft – 3rd – 6th gear
64 : 22 = 2.09
Output shaft – reverse gear
64 : 20 = 3.200
Ratio incl. front axle drive itotal
Weight with oil fill
85 kg
Six-speed manual gearbox 0A6 can handle up to 500 Nm of engine
torque. It will debut in the Audi TT RS in model year 2010.
Please refer to the Electronic Parts Catalogue (ETKA) for the following details.
• Assignments of the individual gear wheels
• Gear oil specification
• Bevel box assignments
• Propshaft flange assignments
• Clutch assignments
• Rear-axle drive assignments
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
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. The change gear of the reverse gear
slides into mesh with an idler gear which is fixedly connected to
the change gear of the first gear.
The change gear of the first gear is itself driven by the input shaft.
When frictional engagement is established between the change
gear and the reverse gear output shaft by synchronisation of the
reverse gear, the reverse gear output shaft transmits the engine
torque to the front axle drive 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.
An Audi TT RS handles dynamically and is extremely stable at any
speed and in all weather conditions.
Front axle differential
Bevel box
Prop shaft
Generation IV all-wheel-drive clutch
Rear axle differential
Rear-axle drive
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.
Rear axle differential drive pinion
Thanks to a high-performance pressure reservoir, all of this happens within a matter of milliseconds.
To make the already good axle load distribution even better, the
clutch is now mounted on the end of the prop shaft in front of the
rear axle differential. This clutch is likewise a recently developed,
highly compact component, and it designed to withstand the rigours of heavy use.
Crown wheel
Rear axle differential
All-wheel drive
clutch plate
All-wheel drive clutch oil
Drive shaft
All-wheel drive control unit J492
The design and function of the generation IV all-wheel-drive clutch are described in Self-Study Programme 414 "4MOTION
with generation IV all-wheel-drive clutch".
Running gear
The suspension system of the Audi TT RS makes use of the excellent qualities that have become a hallmark of the basic Audi TT
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
The four-link rear axle (track width: 1546 millimetres) is able to
absorb longitudinal and lateral forces separately thanks to its
sophisticated design. The longitudinal links absorb the driveline
and braking forces, and their relatively soft mounts permit good
ride comfort. On the other hand, the three wishbones per wheel –
the spring link, the upper wishbone and the tie rod – are attached
very rigidly to the subframe to enhance handling dynamics.
The rack-and-pinion steering system comes with variable servo
assistance; its characteristics have been adapted to the dynamic
character of the TT RS. Because the electromechanical system does
not use up energy when the car is driving in a straight line, it is
highly efficient and saves about 0.2 litres of fuel per 100 km.
The ratio of 16.9:1 is sporty and direct.
The elastokinematic behavior of the rear control arms (all of which
are made from high-strength steel grades) has been slightly modified compared with the basic technical configuration. Separate coil
springs and newly developed dampers provide vertical support.
The body of the TT RS has been lowered 10 millimetres compared
to the volume TT model. Audi's designers have tuned the set-up to
perfection in the course of exhaustive testing, including endless
high-speed laps of the Nürburgring North Loop.
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
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.
Magneto-rheological fluid in a nonmagnetised state
Magnetic particles
They cluster transversely to the direction of flow of the fluid, thus
inhibiting its flow through the piston channels. This alters the
damping characteristic within a matter of milliseconds.
Magneto-rheological fluid in a magnetised state
Magnetic field
Piston orifices
Magnetic coil not activated
Magnetic coil activated
Operating principle
The system's control unit constantly monitors the driver's style and
the condition of the road, adjusting its response accordingly.
The driver can change between the Normal and Sport modes at the
touch of a button. In Normal mode, when the fluid has a high viscosity, the suspension of the Audi TT RS offers a well-balanced,
comfortable ride.
In Sport mode, when flow is inhibited, the suspension is uncompromisingly firm and the car hugs the road without so much as a
hint of body roll. The specific stabilisation of each wheel gives even
more neutral self-steering behaviour and steering response
becomes more precise.
You will find a detailed description of the design and function of the systems in Self-Study Programme 381 "Audi TT ’07 –
Suspension System".
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.
18" basic wheel
19" optional wheel
19" optional wheel
20" optional wheel
Cast aluminium wheel
Cast aluminium wheel
Cast aluminium wheel
Forged aluminium wheel
9.0J x 18 ET 52
9.0J x 19 ET 52
9.0J x 19 ET 52
9.0J x 20 ET 52
Summer: 245/40 R18 93Y
Summer: 255/35 R19 96Y
Summer: 255/35 R19 96Y
Summer: 255/30 ZR20 92Y
Winter: 245/40 R18 97V
Winter: 255/35 R19 96V
You will find an up-to-date overview of approved wheel-tyre combinations and other wheels in the "Wheels and Tyres" catalogue on the Audi Servicenet and in the Electronic Parts Catalogue (ETKA).
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. The calipers are
also manufactured from aluminium - this reduces the unsprung
Front brake
Four-piston brake caliper
Aluminium brake drum
Ventilated and drilled brake
Electronic stabilisation program (ESP)
The ESP electronic stabilisation program is optimised for dynamic
driving, but can be deactivated in two stages using the TCS/ESP
button E256 in the centre console.
First stage (Sport mode)
In the first stage (Sport mode), traction control is disabled and the
brakes intervene somewhat later than in normal operation.To
select, push the ESP OFF button briefly. The ESP warning lamp in
the dash panel insert lights up and ESP Sport comes up on the
driver information system display. Driving stability is limited in
Sport mode.
Second stage (complete shutdown)
In the second stage, ESP is completely deactivated. To select, push
the ESP OFF button for longer than 3 seconds. The ESP warning
lamp lights up and ESP off comes up on the dash panel insert display. When ESP is deactivated, TCS is disabled at the same time.
TCS/ESP button
ESP Sport mode should only be activated for agile handling and sporty driving if the road, weather, visibility and traffic conditions permit.
Maintenance work
Maintenance work
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 every oil change
Engine oil change quantity (service)
5.7 litres (including oil filter)
Engine oil extraction/drainage
Extraction of the engine oil is not permitted.
Air cleaner replacement interval
60,000 km
Fuel filter replacement interval
Spark plug replacement interval
30,000 km or 6 years (whichever comes first)
Timing gear and ancillary units drive
Maintenance work
Ribbed vee-belt replacement interval
Ribbed vee-belt tensioning system
Lifetime (automatic tensioner)
Timing gear chain replacement interval
Timing gear tensioning system
SID = Service Interval Display
New special tools for the TT RS
T03000 Engine support
T03001 Engine support
Removing and installing the engine in combination with the engine
and gearbox support V.A.G 1383 A
Mounting the engine on the engine and gearbox support VAS 6095
or support clamp VW 313
T03003 Wrench
T03004 Assembly sleeve
Set crankshaft to TDC
Replace the crankshaft sealing flange on the belt pulley side
T03005 A Oil pump clamp
T03006 Locking pin
Oil pump clamp
Chain tensioner clamp
T40057 Oil drain adapter (already on the market)
T40226 Gauge
Drain engine oil out of the oil filter module
Assembly of the gearbox mounting
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. Blow-by gases are
extracted from the crankcase by a PCV system and admitted into
the combustion chamber.
This abbreviation stands for "Positive Crankcase Ventilation".
In this system, fresh air is mixed with the blow-by gases inside the
crankshaft chamber. The fuel and water vapours in the blow-by
gases are absorbed by the fresh air and discharged via the crankcase ventilation system.
Box piston
Unlike pistons with round skirts, box pistons (or window pistons)
are recessed in the area of the skirt which is towards the gudgeon
pin. This gives the piston skirt higher rigidity and allows the use of
a shorter gudgeon pin.
The Polytec Group has developed a passive separation system
which considerably reduces the amount of residual oil in the
blow-by gases despite its very compact design. Both Audi and Lamborghini currently fit the so-called Polyswirl in their V10 and V8
rocker covers.
DFS ring
Top-bevelled oil control ring with coil expander
This abbreviation stands for "deoxyribonucleic acid". Deoxyribonucleic acid is a biomolecule which occurs in all living organisms and
is the carrier of genetic information. It is used in everyday speech
to explain the origin or basis of a concept.
Increased efficiency through synergy effects. This means that less
material and equipment is needed to achieve the same performance level.
PVD process
PVD = Physical Vapour Deposition is a coating process in which the
coating material is physically vapour deposited (by kinetic or
impact energy) on a material in a vacuum environment. The advantage of this process over the conventional electroplating process is
the greater diversity of coating materials (sputter bearings).
Viscous damper
To reduce the radial vibration caused by the impulse-like transmission of force from the piston to the crankshaft via the gudgeon pin
and the connecting rod, torque is briefly increased to peak levels.
The result: noise and wear. Torsional vibration dampers attenuate
this radial vibration. High-viscosity silicones and oils – so-called viscodampers – are used for this purpose.
Event duration
Besides the valve opening cross-section (valve lift), the shape of
the cam on a camshaft determines the opening duration of the
valve. The valve opening duration (event duration) is given in
° crank angle.
Nitriding or nitrocarburizing
Surface treatments improve the running-in behaviour of the piston rings and minimise wear on the piston lining and flanks.
To control the charge pressure in a turbocharger, a wastegate is
integrated in the exhaust gas flow. If the charge pressure rises
above a certain limit, an actuator opens the wastegate. The
exhaust gases bypass the turbine and are admitted directly into
the exhaust system, thus preventing the turbine speed from rising
any further.
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?
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 2.5l R5 TFSI engine measured/monitored?
It is measured dynamically by means of a thermal oil level sender (TOLS) while the vehicle is being driven, and a warning is given
when the oil level is low.
Using a dip stick.
It is measured by an ultrasound oil sensor (PULS) when the vehicle is at idle and at a standstill, and is displayed via the dash panel
insert or MMI.
3. How are inertial forces balanced in the crank train?
By a balancer shaft which is integrated in the cylinder block and driven by the secondary drive chain.
By two counteropposed balancer shafts in a balancer shaft module (oil pan).
No additional balancing is needed in a five-cylinder inline engine due to its structural design.
4. How is the power steering pump in the Audi TT RS driven?
By track 1 of the belt drive.
By track 2 of the belt drive.
The steering on TT RS is servo assisted.
5. What is the task of the coolant circuit solenoid valve N492?
To open the additional cooling circuit with auxiliary cooler.
To control the flow rate in the cooling circuit.
To close the additional cooling circuit during the engine's warm-up phase.
6. How is power flow established for the reverse gear in manual gearbox 0A6?
By changing the direction of rotation via output shaft 3.
By changing the direction of rotation via an idler gear which is fixedly connected to the change gear of the first gear.
By reversing the direction of rotation via the change gear of the first gear.
A, B
A, C
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. In conjunction with quattro permanent allwheel drive, the powerful five-cylinder model offers explosive performance, making the compact Audi TT RS - whether the Coupé or
the Roadster - a purist driving machine.
The following table of performance specifications speaks for itself.
The Audi TT RS will also be offered with a dual-clutch gearbox at a
later date, still unspecified when this SSP went to press.
Audi TT RS Coupe
250 kW/450 Nm
Standing start acceleration
0 – 100 kph
4.6 s
0 – 200 kph
15.9 s
Fifth gear
5.1 s
Sixth gear
5.9 s
Elasticity 80 – 120 kph
In everyday driving at moderate speeds, the car will deliver fuel
economy of less than 9 litres/100 km.
Self-Study Programmes
This Self-Study Programme summarises all you need to know
about the Audi TT RS. For further information about the subsystems described in this document, please refer to the relevant
Self-Study Programmes.
SSP 380
SSP 381
SSP 383
SSP 436
Audi TT Coupe ’07, order no.: A06.5S00.25.20
Audi TT Coupe ’07 – Suspension System, order no.: A06.5S00.26.20
Audi TT Coupe ’07 – Body, order no.: A06.5S00.28.20
Modifications to the chain-driven 4-cylinder TFSI engine, order no.: A08.5S00.52.20
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.
D-85045 Ingolstadt
Technical status: 01/10
Printed in Germany
Service Training