Suedschleife
Subtitling God
I found this series of articles very interesting, hopefully you will too. Thanks to TechZ for removing some of the spelling errors.
Part 1
Tuning special: Raeder Motorsport-Audi TTS- Part 1
Rims, tires, suspension, engine, which modifications gain the most time on the track? Part 1 of the ultimate tuning test shows the surprising transformation of an Audi TTS.
Pimp My Ride ? the proper way. No blinding bling, ear drum bursting subwoofers or steamroller like wheels ridiculing the laws of inertia. Driving dynamics are at the focus. Tuning aimed at a single goal. It's not just a matter of finding the right lever to adjust but also about adjusting it right. But which are the right levers? What gains can be had for what price? An ounce of practice is worth a pound of theory, so we will test it; one day, one place, one car.
Hockenheim is the optimal proving ground. A single day to create a driving dynamics hero. Instead of blistering mid summer heat, overcast sky provides steady temperatures during the day. Ideal conditions for the Audi TTS with DSG. The photo gallery shows the stock coupe with a selection of exquisite tuning components and the highly motivated team. The many a time proven endurance-racing team of Raeder Motorsport will unlock the full potential of the 272 PS (200 kW) AWD car. ?We brought everything we need to work through the pit program. Although I wonder if one day will be enough??, team boss Nicki Raeder exercising pessimism at the at the morning coffee round.
We can already reveal that the task was accomplished. It might have been after dusk in the cloak of darkness, yet the findings were illuminating. First off the prologue; Status Quo. The untouched TTS rolls onto the scales with a fighting weight of 1463 kg (3225 lbs). Nearly 30 kg (66 lbs) more than the Supertest TTS with manual transmission. Any other relevant differences? The Supertest specimen, directly from Audi, came with Michelin Pilot Sport tires, while our current TTS from a local car dealer sits on slightly worn Pirelli P Zero Rosso tires. The production TTS completes the standard test very close to the Supertest car.
One important basis for this test is still missing, the lap time; 1:17.1. The TTS shows an unusual amount of understeer at turn in. Well this is here and now; the base line. Now the tuning can begin. First up; a wheel change. A deceivingly simple move, it's the biggest short-term gain nonetheless. The 9? x 18? Rial GTR rims have the same dimensions as the stock rims, albeit they are 10 kg (22 lbs) lighter.
The tires too stay at stock size. The Dunlop Direzza has a reputation as experts in the dry, road legal sport tires. The ?3500 wheel combination manages to shave 2 seconds from the lap time of the 2.6 km circuit (1.62 miles).
Subjectively the TTS feels different too. Steering response is now more precise and direct. Grip has increased tremendously and raised the driving dynamic limit. The tendency to understeer however remains unchanged. Despite the improvements, the Dunlop Direzza are not showing their full potential yet. The stock suspension is soft and its springs compress too much during cornering, the tires can't operate with maximum contact patch on lateral load. The outer tread shows signs of wear, which also reduces life expectancy of the tires. The tread wear pattern and tire temperatures reveal one thing; there?s still alot of potential to be unlocked.
Next Test: stock wheels, engine modification. Reprogrammed bits and bytes of the ECU now let the engine release 315 PS (232 kW) and torque went from 350 N*m (258 lbf*ft) to 420 N*m (310 lbf*ft). The ?1299 engine mod also requires reprogramming of the transmission controller on DSG cars (?799). The benefits of which are faster shift times, a manual mode deserving of its name and deactivation of the 350 N*m limit.
While the driving dynamics stay untouched, the lap time shrinks from 1:17.1 to 1:16.4. The lap analysis on the right shows the advantage on the straights. The 0-100 kph times only dropped 2/10th, the 0-200 kph a full 2 seconds.
The next test goes far deeper. Stock springs, dampers and sway bars are replaced with a KW versions, stock wheels and engine mods stays the same. After the singing impact wrenches silence down and the dancing spanners are back in their toolbox, the TTS sits 30 millimeters (1.18 in) closer to the ground. Wheels are aligned to Audi stock specs. The lap feels like a 1:15, in reality it takes 1:16.5. While the TTS feels different, it didn't improve the lap time. It feels more direct, precise, nimble, even the rear end now plays chimes in at the limit.
The limiting factor is the tires. Nicki Rader agrees, ?Adjusting the suspension to the car and even more so the tires is the main task and will reward you in the end.? Proper Pimp My Ride is a complex puzzle game and demands wide-area expertise. Once everything is set, the Audi TTS will be able to compete with a Ferrari F430.
Part 2
Tuning special: Raeder Motorsport-Audi TTS- Part 2
Part 2 of the tuning test perfects the various settings of the Audi TTS. The modifications work in perfect harmony and turn the world of sport cars on its head.
Time to pull out all the stops, crunch time, a frontal assault on the big players of the sportscar world. Freestyle tuning to optimize and unify all the modifications. A puzzle game of expertise and precision. The Raeder Motorsport Audi TTS is out of action in the pit for nearly an hour while changes are prepared and executed. Adjustments instead of additions are the next phase. All the bits are already on board; the 315 PS engine mod, stronger sway bars, adjustable camber plates and the height/compression/rebound adjustable KW Clubsport suspension.
The suspension is also the starting point for the adjustments, more precisely the height. Lowering the center of gravity as far as possible isn't the goal; the ideal weight balance is the golden key to speed. The wheel scales are needed for the tricky corner balancing of all four coilovers that will split the weight evenly. Driver?s weight included of course.
The TTS will stay front heavy with these adjustments, but balance can be improved. The ideal compromise is to have the each set of diagonally opposed wheels carry 50% of the weight. This driving dynamic ideal does however result in non-uniform spacing between wheel centers and wings. The final camber and track adjustments have little in common with the stock settings. We want a neutral and agile car after all. This is a true art, not just something anyone can do. Simply putting a spanner to the road legal camber plates isn't good enough.
Time is running out and we still have lots of runs planned. Back onto the track to check the result of our intense pit stop. A lap time of 1:15.7 with stock tires means we gained almost a full second from the suspension adjustments compared to the previous run with standard setup and stock tires of 1:16.5.
Subjectively the suspension work shows an effect as well. Steering response is more sensitive and understeer has decreased. The TTS reacts more delicately to load transfers, but never sudden or even dangerous. Pit in for the next test setup. The fat lady hasn't sung, although she seems to be warming up her vocal cords. ?It's getting close, but we still have a shot?, Nicki Raeder now exercising optimism. The penultimate test, the Dunlop Direzza equipped wheels are back on.
The test in the morning suggests the black gold will cut 2 seconds from the lap time. This would produce a 1:13.x lap time, almost disrespectful to some of the greats. A Porsche 911 Carrera S with PDK and Michelin Cup tires needs 1:13.7 for this circuit. The Mercedes CLK 63 Black Series takes 1:13.8, a BMW M3 with sticky tires even 1:14.3 for one lap of the 2.6 kilometer circuit. Does a 4-cylinder coupe stand a chance against an Armada of overpowering 6 cylinders and V8s? It not only stands a chance, it crushes them, the TTS has become high performance car and fun car combined in one tiny package.
The ?8500 worth of modifications to the standard TTS result in 1:13.2 Hockenheim Motodrome lap time. Almost exactly 4 seconds faster than the original production car. It now has razor shark steering, tons of grip and vastly more neutral handling. After 6 laps the times drop to 1:13.8, the original brakes aren't up to the task anymore. The team still has an ace up their sleeve and mount upgraded Mov'it brakes to the TTS.
On top of the bigger friction surface the new components are almost 10 kg (22 lbs) lighter. The Audi shaves of nearly 100 kg (220 lbs) before the final showdown due to a weight loss program primarily aimed at the interior. The standard seats are replaced with custom-fitted Recaro bucket seats. The rather rudimentary rear bench and trunk cover stay behind in the pit lane. Nicki Raeder urges everyone that speed is of the essence, ?Get used to the brakes quickly and we'll put on some new tires?. Dusk is looming on the horizon and slowly descending on the Hockenheim Motodrome.
The sensitive pressure point and brutal stopping power of the 6 pot calipers ignite a spark of hope of get best lap time yet.
Final pit stop; the brand new tires are peeled from the tire warmers. Dunlop technician Bernd Seehafer advises ?The tires are at temperature, take it easy on the first lap, and then give it all you got?. Under the cloak of darkness the TTS goes for its final run, the end of the long straightaway puts a glow on brake discs and the faces of the team alike. The final lap time is simply astonishing; 1:12.0! A Porsche 911 Turbo can't do it faster; a Ferrari F430 F1 is decidedly slower. The very same Audi TTS lapped the circuit in 1:17.2 this morning, now it unhinges the world of sportscars. It's easy if you know how.
https://pic.armedcats.net/s/su/suedschleife/2008/12/26/sportautostages.jpg
This car lapped the Nordschleife in 7.49 min.
http://www.raeder-motorsport.de/html/raeder_audi_tts.html
Edit kw figure adjusted.
Part 1
Tuning special: Raeder Motorsport-Audi TTS- Part 1
Rims, tires, suspension, engine, which modifications gain the most time on the track? Part 1 of the ultimate tuning test shows the surprising transformation of an Audi TTS.
Pimp My Ride ? the proper way. No blinding bling, ear drum bursting subwoofers or steamroller like wheels ridiculing the laws of inertia. Driving dynamics are at the focus. Tuning aimed at a single goal. It's not just a matter of finding the right lever to adjust but also about adjusting it right. But which are the right levers? What gains can be had for what price? An ounce of practice is worth a pound of theory, so we will test it; one day, one place, one car.
Hockenheim is the optimal proving ground. A single day to create a driving dynamics hero. Instead of blistering mid summer heat, overcast sky provides steady temperatures during the day. Ideal conditions for the Audi TTS with DSG. The photo gallery shows the stock coupe with a selection of exquisite tuning components and the highly motivated team. The many a time proven endurance-racing team of Raeder Motorsport will unlock the full potential of the 272 PS (200 kW) AWD car. ?We brought everything we need to work through the pit program. Although I wonder if one day will be enough??, team boss Nicki Raeder exercising pessimism at the at the morning coffee round.
We can already reveal that the task was accomplished. It might have been after dusk in the cloak of darkness, yet the findings were illuminating. First off the prologue; Status Quo. The untouched TTS rolls onto the scales with a fighting weight of 1463 kg (3225 lbs). Nearly 30 kg (66 lbs) more than the Supertest TTS with manual transmission. Any other relevant differences? The Supertest specimen, directly from Audi, came with Michelin Pilot Sport tires, while our current TTS from a local car dealer sits on slightly worn Pirelli P Zero Rosso tires. The production TTS completes the standard test very close to the Supertest car.
One important basis for this test is still missing, the lap time; 1:17.1. The TTS shows an unusual amount of understeer at turn in. Well this is here and now; the base line. Now the tuning can begin. First up; a wheel change. A deceivingly simple move, it's the biggest short-term gain nonetheless. The 9? x 18? Rial GTR rims have the same dimensions as the stock rims, albeit they are 10 kg (22 lbs) lighter.
The tires too stay at stock size. The Dunlop Direzza has a reputation as experts in the dry, road legal sport tires. The ?3500 wheel combination manages to shave 2 seconds from the lap time of the 2.6 km circuit (1.62 miles).
Subjectively the TTS feels different too. Steering response is now more precise and direct. Grip has increased tremendously and raised the driving dynamic limit. The tendency to understeer however remains unchanged. Despite the improvements, the Dunlop Direzza are not showing their full potential yet. The stock suspension is soft and its springs compress too much during cornering, the tires can't operate with maximum contact patch on lateral load. The outer tread shows signs of wear, which also reduces life expectancy of the tires. The tread wear pattern and tire temperatures reveal one thing; there?s still alot of potential to be unlocked.
Next Test: stock wheels, engine modification. Reprogrammed bits and bytes of the ECU now let the engine release 315 PS (232 kW) and torque went from 350 N*m (258 lbf*ft) to 420 N*m (310 lbf*ft). The ?1299 engine mod also requires reprogramming of the transmission controller on DSG cars (?799). The benefits of which are faster shift times, a manual mode deserving of its name and deactivation of the 350 N*m limit.
While the driving dynamics stay untouched, the lap time shrinks from 1:17.1 to 1:16.4. The lap analysis on the right shows the advantage on the straights. The 0-100 kph times only dropped 2/10th, the 0-200 kph a full 2 seconds.
The next test goes far deeper. Stock springs, dampers and sway bars are replaced with a KW versions, stock wheels and engine mods stays the same. After the singing impact wrenches silence down and the dancing spanners are back in their toolbox, the TTS sits 30 millimeters (1.18 in) closer to the ground. Wheels are aligned to Audi stock specs. The lap feels like a 1:15, in reality it takes 1:16.5. While the TTS feels different, it didn't improve the lap time. It feels more direct, precise, nimble, even the rear end now plays chimes in at the limit.
The limiting factor is the tires. Nicki Rader agrees, ?Adjusting the suspension to the car and even more so the tires is the main task and will reward you in the end.? Proper Pimp My Ride is a complex puzzle game and demands wide-area expertise. Once everything is set, the Audi TTS will be able to compete with a Ferrari F430.
Part 2
Tuning special: Raeder Motorsport-Audi TTS- Part 2
Part 2 of the tuning test perfects the various settings of the Audi TTS. The modifications work in perfect harmony and turn the world of sport cars on its head.
Time to pull out all the stops, crunch time, a frontal assault on the big players of the sportscar world. Freestyle tuning to optimize and unify all the modifications. A puzzle game of expertise and precision. The Raeder Motorsport Audi TTS is out of action in the pit for nearly an hour while changes are prepared and executed. Adjustments instead of additions are the next phase. All the bits are already on board; the 315 PS engine mod, stronger sway bars, adjustable camber plates and the height/compression/rebound adjustable KW Clubsport suspension.
The suspension is also the starting point for the adjustments, more precisely the height. Lowering the center of gravity as far as possible isn't the goal; the ideal weight balance is the golden key to speed. The wheel scales are needed for the tricky corner balancing of all four coilovers that will split the weight evenly. Driver?s weight included of course.
The TTS will stay front heavy with these adjustments, but balance can be improved. The ideal compromise is to have the each set of diagonally opposed wheels carry 50% of the weight. This driving dynamic ideal does however result in non-uniform spacing between wheel centers and wings. The final camber and track adjustments have little in common with the stock settings. We want a neutral and agile car after all. This is a true art, not just something anyone can do. Simply putting a spanner to the road legal camber plates isn't good enough.
Time is running out and we still have lots of runs planned. Back onto the track to check the result of our intense pit stop. A lap time of 1:15.7 with stock tires means we gained almost a full second from the suspension adjustments compared to the previous run with standard setup and stock tires of 1:16.5.
Subjectively the suspension work shows an effect as well. Steering response is more sensitive and understeer has decreased. The TTS reacts more delicately to load transfers, but never sudden or even dangerous. Pit in for the next test setup. The fat lady hasn't sung, although she seems to be warming up her vocal cords. ?It's getting close, but we still have a shot?, Nicki Raeder now exercising optimism. The penultimate test, the Dunlop Direzza equipped wheels are back on.
The test in the morning suggests the black gold will cut 2 seconds from the lap time. This would produce a 1:13.x lap time, almost disrespectful to some of the greats. A Porsche 911 Carrera S with PDK and Michelin Cup tires needs 1:13.7 for this circuit. The Mercedes CLK 63 Black Series takes 1:13.8, a BMW M3 with sticky tires even 1:14.3 for one lap of the 2.6 kilometer circuit. Does a 4-cylinder coupe stand a chance against an Armada of overpowering 6 cylinders and V8s? It not only stands a chance, it crushes them, the TTS has become high performance car and fun car combined in one tiny package.
The ?8500 worth of modifications to the standard TTS result in 1:13.2 Hockenheim Motodrome lap time. Almost exactly 4 seconds faster than the original production car. It now has razor shark steering, tons of grip and vastly more neutral handling. After 6 laps the times drop to 1:13.8, the original brakes aren't up to the task anymore. The team still has an ace up their sleeve and mount upgraded Mov'it brakes to the TTS.
On top of the bigger friction surface the new components are almost 10 kg (22 lbs) lighter. The Audi shaves of nearly 100 kg (220 lbs) before the final showdown due to a weight loss program primarily aimed at the interior. The standard seats are replaced with custom-fitted Recaro bucket seats. The rather rudimentary rear bench and trunk cover stay behind in the pit lane. Nicki Raeder urges everyone that speed is of the essence, ?Get used to the brakes quickly and we'll put on some new tires?. Dusk is looming on the horizon and slowly descending on the Hockenheim Motodrome.
The sensitive pressure point and brutal stopping power of the 6 pot calipers ignite a spark of hope of get best lap time yet.
Final pit stop; the brand new tires are peeled from the tire warmers. Dunlop technician Bernd Seehafer advises ?The tires are at temperature, take it easy on the first lap, and then give it all you got?. Under the cloak of darkness the TTS goes for its final run, the end of the long straightaway puts a glow on brake discs and the faces of the team alike. The final lap time is simply astonishing; 1:12.0! A Porsche 911 Turbo can't do it faster; a Ferrari F430 F1 is decidedly slower. The very same Audi TTS lapped the circuit in 1:17.2 this morning, now it unhinges the world of sportscars. It's easy if you know how.
https://pic.armedcats.net/s/su/suedschleife/2008/12/26/sportautostages.jpg
This car lapped the Nordschleife in 7.49 min.
http://www.raeder-motorsport.de/html/raeder_audi_tts.html
Edit kw figure adjusted.
Last edited:
