MTM TT GTS
11-21-2000, 06:57 AM
#1
Junior Member
Thread Starter
Join Date: Jul 2000
Posts: 688
Likes: 0
Received 0 Likes
on
0 Posts
MTM TT GTS
MTM TT GTS
The Audi TT looks perfect out of the box, its organic shape seemingly machined from the solid. Such perfection in form and detail defies any tinkering around the edges. Any modifications beyond gentle lowering and bolting on bigger wheels stands a very good chance of messing it up. The only alternative is to go the whole hog and turn the TT into a wide-arched, big-spoilered ground hugger. Roland Mayer of Motoren Technik Mayer has done just that and produced the MTM Audi TT GT, as mean looking an interpretation of Ingolstadt's finest as you can imagine in your wildest nightmares.
Its deep front grille looks like the mean snout of an alien predator ready to vacuum up little boys. The already prominent wheel arches were given enough steroids to cover seriously big 20-in. MTM wheels (8.5s and 9.0s) shod with 245/30ZR20 rubber. Hunkered down 35mm on these huge boots by MTM's height adjustable spring and damper kit, the MTM TT swaggers down the road, scattering frightened pedestrians from the streets.
The simplicity of form that gives the TT its appeal has also proven to be its downfall in high-speed curves. It seems that the TT's aerodynamics cause lift at speed, and sudden lift-off oversteer can be an unpleasant consequence. To address this problem, MTM has fit its TT adjustable flaps in front of the wheel arches and a pair of vertical fins aft of the rear arches to act as lateral stabilizers. A full-width fixed rear spoiler with GT race-style adjustable wing adds between 20- and 80kg of downforce to balance things out as well as lend visual credence to the impression that this machine can fly.
If taking off is no longer likely, flying low and fast certainly is. The standard Audi 1.8T engine is strangled at birth to avoid embarrassing the more expensive V6 units. That means the 150-bhp and even this 180bhp version has a small turbo, restrictive inlet and exhaust manifolds governed by an ECU program whose softness rivals any leading brand of talcum powder.
To liven up the party, MTM has worked its usual magic on the engine. The charge air temperature is dropped considerably by a bigger intercooler. Roland Mayer prefers to use one big intercooler rather than two small ones as on the 225-bhp TT, because the additional pipework creates a pressure drop in the system. This sets the groundwork for a big horsepower boost. Either setup are made available. Then MTM unbolts the complete intake and exhaust systems and drops in a bigger KKK turbo built to Mayer's own spec. This has a small turbine wheel for a faster rise time but a larger housing to move more air. The new turbo sits on an MTM quattro Sport competition-style exhaust manifold whose efficiency is further encouraged by a stainless-steel free-flow exhaust system.
More aggressive camshafts accompany larger injectors, and, with the reprogrammed project code named Blitzkrieg ECU looking after the revised fuel and ignition maps, the 1.8 turbo now kicks out 425 bhp at 6500 rpm with a healthy 480 Nm (380 lb-ft) of torque between 2300 and 5500 rpm. With just 1,320kg to propel, this engine launches the TT to 60 mph in a scorching 3.9 sec. and keeps pushing hard until 194 mph registers on the clock. Anywhere in between, the beefy torque curve gives it devastating mid-range acceleration for overtaking or simply gaining speed.
If Roland Mayer is the Dr. Jekyll in this scenario, Mr. Hyde is a completely different character. The TT GTS was a complimented version of the original TT GT, penned by 46year-old Italian designer Aldo Vanetta, who has worked with Audi on detail design and designed some wild cars for the German tuner Koenig Specials back in the 1980s. Aldo explained that all the modifications to the TT GTS are functional. "When we do the testing for TUV certification, we will measure the distance between the center of the wheels and the edge of the wheel arches. This will be done with the front and rear aerodynamic surfaces at different angles of attack. Once we have found the optimum balance, we will link their function electronically The only exception to this balance will be when the rear wing assumes its maximum angle under braking. This will mitigate rear-end instability if you have to brake hard at speed, especially in a fast autobahn curve.
"When Roland and I discussed the concept originally, it was quickly agreed that we could not add small spoilers to this perfect shape," he continued. "Wild was the only way to go, and one of my sources of inspiration was the Abarth 1000 from the 1960s. This car's extended chin spoiler and propped-up rear engine cover were done for functional reasons, and here we need that extended front for a big intercooler and second radiator.
"When you look at the TT, you see a series of curves," Aldo said, explaining his design concept. "I wanted to toughen the car without losing its theme, so I took elements of the design and in some cases exaggerated them, making them more masculine in the process." The TT theme has been carried through to some neat details. The surrounds to the twin central exhausts, for instance, are a pair of those gorgeous aluminium surrounds for the air vents in the cabin! Inspiration for the wheel arches on the GTS come from the Beetle Cup concept and are 4cm wider each side. "Because of the MacPherson struts and 4WD, you can't go too wide on this car or you affect the handling," Aldo explained. "The fact that we were basing the concept on the Abarth 1000 race car meant we could go for a competition-style rear spoiler, and we even added the central brake light that you see on the Le Mans sports prototypes."
The body kit itself is made from GRP by a firm called Kessel, which often works with MTM on such projects. "We went for 20in.-diameter wheels on this prototype to see what it would look like," Roland Mayer explained. "They are actually too big for a car of this size," he said. "Because the tire circumference is 2125mm, they touch the wheel housings near full lock and slightly over-gear the car. The correct 19-in. rubber would have a 1965mm circumference, and then the standard axle ratio would be just fine." Behind these wheels are MTM's larger front cross-drilled discs with four-pot calipers.
The new MTM TT GTS is the wildest and bravest conversion out there for Audi's amazing new Roadster. You have to be extrovert to drive one, but if you are going to make a statement, and have the cash to spend, why not? I love it!
End
The Audi TT looks perfect out of the box, its organic shape seemingly machined from the solid. Such perfection in form and detail defies any tinkering around the edges. Any modifications beyond gentle lowering and bolting on bigger wheels stands a very good chance of messing it up. The only alternative is to go the whole hog and turn the TT into a wide-arched, big-spoilered ground hugger. Roland Mayer of Motoren Technik Mayer has done just that and produced the MTM Audi TT GT, as mean looking an interpretation of Ingolstadt's finest as you can imagine in your wildest nightmares.
Its deep front grille looks like the mean snout of an alien predator ready to vacuum up little boys. The already prominent wheel arches were given enough steroids to cover seriously big 20-in. MTM wheels (8.5s and 9.0s) shod with 245/30ZR20 rubber. Hunkered down 35mm on these huge boots by MTM's height adjustable spring and damper kit, the MTM TT swaggers down the road, scattering frightened pedestrians from the streets.
The simplicity of form that gives the TT its appeal has also proven to be its downfall in high-speed curves. It seems that the TT's aerodynamics cause lift at speed, and sudden lift-off oversteer can be an unpleasant consequence. To address this problem, MTM has fit its TT adjustable flaps in front of the wheel arches and a pair of vertical fins aft of the rear arches to act as lateral stabilizers. A full-width fixed rear spoiler with GT race-style adjustable wing adds between 20- and 80kg of downforce to balance things out as well as lend visual credence to the impression that this machine can fly.
If taking off is no longer likely, flying low and fast certainly is. The standard Audi 1.8T engine is strangled at birth to avoid embarrassing the more expensive V6 units. That means the 150-bhp and even this 180bhp version has a small turbo, restrictive inlet and exhaust manifolds governed by an ECU program whose softness rivals any leading brand of talcum powder.
To liven up the party, MTM has worked its usual magic on the engine. The charge air temperature is dropped considerably by a bigger intercooler. Roland Mayer prefers to use one big intercooler rather than two small ones as on the 225-bhp TT, because the additional pipework creates a pressure drop in the system. This sets the groundwork for a big horsepower boost. Either setup are made available. Then MTM unbolts the complete intake and exhaust systems and drops in a bigger KKK turbo built to Mayer's own spec. This has a small turbine wheel for a faster rise time but a larger housing to move more air. The new turbo sits on an MTM quattro Sport competition-style exhaust manifold whose efficiency is further encouraged by a stainless-steel free-flow exhaust system.
More aggressive camshafts accompany larger injectors, and, with the reprogrammed project code named Blitzkrieg ECU looking after the revised fuel and ignition maps, the 1.8 turbo now kicks out 425 bhp at 6500 rpm with a healthy 480 Nm (380 lb-ft) of torque between 2300 and 5500 rpm. With just 1,320kg to propel, this engine launches the TT to 60 mph in a scorching 3.9 sec. and keeps pushing hard until 194 mph registers on the clock. Anywhere in between, the beefy torque curve gives it devastating mid-range acceleration for overtaking or simply gaining speed.
If Roland Mayer is the Dr. Jekyll in this scenario, Mr. Hyde is a completely different character. The TT GTS was a complimented version of the original TT GT, penned by 46year-old Italian designer Aldo Vanetta, who has worked with Audi on detail design and designed some wild cars for the German tuner Koenig Specials back in the 1980s. Aldo explained that all the modifications to the TT GTS are functional. "When we do the testing for TUV certification, we will measure the distance between the center of the wheels and the edge of the wheel arches. This will be done with the front and rear aerodynamic surfaces at different angles of attack. Once we have found the optimum balance, we will link their function electronically The only exception to this balance will be when the rear wing assumes its maximum angle under braking. This will mitigate rear-end instability if you have to brake hard at speed, especially in a fast autobahn curve.
"When Roland and I discussed the concept originally, it was quickly agreed that we could not add small spoilers to this perfect shape," he continued. "Wild was the only way to go, and one of my sources of inspiration was the Abarth 1000 from the 1960s. This car's extended chin spoiler and propped-up rear engine cover were done for functional reasons, and here we need that extended front for a big intercooler and second radiator.
"When you look at the TT, you see a series of curves," Aldo said, explaining his design concept. "I wanted to toughen the car without losing its theme, so I took elements of the design and in some cases exaggerated them, making them more masculine in the process." The TT theme has been carried through to some neat details. The surrounds to the twin central exhausts, for instance, are a pair of those gorgeous aluminium surrounds for the air vents in the cabin! Inspiration for the wheel arches on the GTS come from the Beetle Cup concept and are 4cm wider each side. "Because of the MacPherson struts and 4WD, you can't go too wide on this car or you affect the handling," Aldo explained. "The fact that we were basing the concept on the Abarth 1000 race car meant we could go for a competition-style rear spoiler, and we even added the central brake light that you see on the Le Mans sports prototypes."
The body kit itself is made from GRP by a firm called Kessel, which often works with MTM on such projects. "We went for 20in.-diameter wheels on this prototype to see what it would look like," Roland Mayer explained. "They are actually too big for a car of this size," he said. "Because the tire circumference is 2125mm, they touch the wheel housings near full lock and slightly over-gear the car. The correct 19-in. rubber would have a 1965mm circumference, and then the standard axle ratio would be just fine." Behind these wheels are MTM's larger front cross-drilled discs with four-pot calipers.
The new MTM TT GTS is the wildest and bravest conversion out there for Audi's amazing new Roadster. You have to be extrovert to drive one, but if you are going to make a statement, and have the cash to spend, why not? I love it!
End
11-21-2000, 07:20 AM
#5
Elder Member
Join Date: Mar 2000
Posts: 22,171
Likes: 0
Received 0 Likes
on
0 Posts
Ok, what is the point of this? Did MTM bastardize a TTR the way they did the TTcoupe?
How about coming clean with everyone on here and telling us what exaclty you have in your TT other than an MTM chip . . .