Audi TT 8J 2006–2014 Tuning Mods

"Best Mods and Upgrades for the TT 8J"

Let's talk about mods and tuning upgrades for the Audi TT specifically the 8J version which was sold between 2006 and 2014.

You can tune the Audi TT very effectively by remapping it and adding a better turbocharger. In fact, power figures of 300hp are often achieved on the 8J Platform with relative ease. Modifications are plentiful but sadly there are a few things to watch out for and not all mods do what they claim, so I aim to pass on my experiences in this article so you won't make the same mistakes that I did.

These are very popular cars, and the 8J TT addressed many of the shortfalls of its predecessor (the 8N) particularly in offering better performance in both handling and acceleration and doing it in a better looking package. Aluminum front panels helped keep the weight down and the addition of multilink rear independent suspension addresses our criticisms of the 8N setup.

It also looked much better inside and out and became an instant classic eschewing some of the VW Beetle Esque curves of its predecessor and becoming a more shapely Coupe body. The rear spoiler was a more integrated design compared to the afterthought appendage that Audi stuck on the rear of the 8N.

See our video which covers all the principles of tuning your Audi, it contains some tips on engine swaps and how to find cheaper performance components.

You can do much to tune the TT 8J, with remaps and turbo upgrades offering gains of between 30% and 70% more power!

As far as tuning the TT 8J goes we would stick with the Turbo engines, the 2.0 either diesel or petrol. To get the most from the chassis you really need to get an engine with 130bhp or more.

Thankfully the diesels and turbo diesels fit the bill nicely with some suitable modifications particularly remaps. Drop in the 2.5 TFSi from the TTRS for extreme power upgrades.

Tuning tips and articles

Engine tuning Transmission tuning Care care Intake & exhaust mods Improve handling Forums

Engine choices initially were just the 1.8T, 2.0Tfsi and the 3.2 V6 engine and the 2.0 TDi was offered. Many felt the diesel engine would not work in a sports oriented platform, but it offers loads of power and torque and for a diesel was relatively refined so it is actually very well suited and is the most economical engine to have in your TT.

By 2009 we saw the 2.5 appear in the TTRS and the torque was increased in the 2.0 TFSi from 2010 thanks to a revised turbo and mapping.

Modifications to the Audi TT 8J engine.

 

1.8 TFSI
2007– 118 kW (160PS 158hp)
@4,500–6,200
250 Nm (184 lbft)
@1,500–4,500
2.0 TFSI 2006–2010 147 kW (200PS 197hp)
@5,100–6,000
280 Nm (207 lbft)
@1,800–5,000
2.0 TFSI 2008– 155 kW (211PS 208hp)
@5,300–6,000
280 Nm (207 lbft)
@1,700–5,000
2.0 TFSI 2010– 155 kW (211PS 208hp)
@4,300–6,000
350 Nm (258 lbft)
@1,600–4,200
3.2 V6 quattro 2006–2010 184 kW (250PS 247hp)
@6,300
320 Nm (236 lbft)
@2,500–3,000
2.0 TFSI
(TTS quattro)
2008– 200 kW (272PS 268hp)
@6,000
350 Nm (258 lbft)
@2,500–5,000
2.5 R5 TFSI
(TT RS)
2009– 250 kW (340PS 335hp)
@5,400–6,500
450 Nm (332 lbft)
@1,600–5,300
2.5 R5 TFSI
(TT RS plus)
2012– 265 kW (360PS 355hp)
@5,400–6,500
465 Nm (343 lbft)
@1,600–5,300
2.0 TDI quattro 2008– 125 kW (170PS 168hp)
@4,200
350 Nm (258 lbft)
@1,750–2,500

We have the following tuning guides for the Following Audi engines and some of these would make interesting swap projects in your TT, but realistically we feel Audi chose the best engine options so swaps become purely academic, but I know a few out there have done or are working on some interesting engine swaps.

The best power gains come from larger turbocharged engines. The more you start with the bigger the return on investment so engine swaps are good value mods for small engined cars. You can still tune the smaller non turbo engines but the return is so much lower.

Let's see what modification options you have in your TT 8J tuning project.

The TT 8J offers a sensible choice to families but still supplies a rewarding drive. The TTRS shows just how capable this platform is and you can really make some impressive power figures with a few simple mods and upgrades on even the basic TT.

These mods and tuning components are regularly installed by our users, but are not always suitable for everyone, so think about how far you want to go your tuning work before you start and start with a clear strategy.

You may save time and money by investing a little more and getting the right tailor made components for your driving needs, rather than relying on off the shelf mods and upgrades. Because the TT is difficult to drive with racing standard components you should really stick to fast road mods and upgrades in most cases.

Peak power is wonderful, but you'll need a larger power band and maybe a greater rev range for a daily driver.

Let's take a look at your TT 8J tuning project Mods and Options.

The TT 8J is a good option for those wanting a fun car that is relatively cheap to run. The TTRS demonstrates how powerful this platform can be, and with a few easy changes and improvements, you can get some remarkable power statistics and make it a track day weapon.

Please watch our video which covers the 5 principles of tuning your TT. Be sure to subscribe and support our new channel.

Best Mods and tuning upgrades for your TT 8J

  1. Suspension modifications include coilovers and suspension bushing replacement. Coilovers, replacement of old bushings, and attention to the suspension mounts with a strut brace all contribute to enhancing the handling of your TT 8J.
  2. Internal engine mods - crank, pistons, conrods & compression ratio including balancing and blueprinting
  3. Fast road Camshafts are often the best upgrade for an engine, but they must be installed by someone who knows what they are doing they are not always easy to source but you might find a local firm to regrind a stock camshaft.
  4. Remaps - A remap provides the most power for the money.
  5. Forced induction upgrades - forced induction is the most efficient approach to increase air supply, allowing you to burn more fuel and make more power. Typically one of the most costly upgrades you'll see massive gains.
  6. Brake Mods - Improve your TT's stopping power needs to be near the top of your Mods list.
  7. Intake and Exhaust Upgrades - Note that on their own these mods won't ADD POWER in most cases, but they can help enhance power after other mods by removing the restriction.
  8. Lighter flywheel - on most models, the quicker rev speed adjustments will be appreciated. However, maintain the DMF on diesel engines the vibrations will drive you nuts otherwise.

TT 8J Tuning Stages

Typical stage 1 mods often include: Sports exhaust, Remap, Lighter flywheelSuspension upgrade (drop ), Panel air filter, Alloy wheels.

Typical stage 2 mods often include: fuel pump upgrades, Fast road cam, high flow fuel injector, Ported and polished head, Power/Sport clutch.

Typical stage 3 mods often include: Sports gearbox, Competition cam, Internal engine upgrades (pistons/head/valves), Engine balancing, Adding or upgrading forced induction (turbo/supercharger).

Suspension Modifications for the TT 8J

A TT owners first point of improvement is general handling tweaks and improvements to the suspension. Drop the car up to 35mm and upgrade the dampers; higher drops will almost always need further modifications.

NB: The S Line suspension is already around 15mm lower than standard, and although it is better, it feels a touch crashy and harsh and a set of coilovers are infinitely better in TorqueCars opinion and my experience and testing.

Because the track is forgiving and well-kept, you may utilize more aggressive suspension settings and lower more than you would on a road going project to further boost aerodynamics and lower the center of gravity.

TT Suspension Bushings

The TT 8J's rubber suspension bushings will degrade with time, resulting in squeaks, rattles, and bumps, as well as the suspension not being as tight as it might be.

So the first step is to repair the basic setup, and switching to polyurethane bushings is a great idea, but don't go overboard - Audi picked rubber for a reason: it works well at dampening road vibrations but you can get softer grade polyurethane bushings now.

Tips for your TT Suspension Mods

So, what factors and considerations must you take into account while setting up and choosing the suspension for a daily driver?

The suspension keeps the tires at the right angle on the road for maximum contact area. The car's center of gravity must be as low as feasible to keep body roll to a minimum.

Torquecars recommends a 35mm drop on most TT 8J vehicles and a 20mm drop for S Line and Quattro variants.

Extreme is not usually viable on the roads, so with your suspension mods I would urge you to keep it simple.

Myths & Common Errors in TT Suspension

Expecting perfection from a non-adjustable suspension arrangement that lowers the car by 50mm. - The majority of kits are quite general, and merchants often advertise that they may be used on any and all cars, including diesel and gasoline models.

This "One suspension fits all" mantra, independent of engine, wheel, or your TT 8Js weight, is a fallacy (the diesel engines are pretty heavy) and this requires a different setup for optimal handling.

If the final drive to wheel hub angle is wrong, the drive shaft and gearbox may be damaged.

Changing the ride height affects how the suspension travels under load, which may result in premature tire wear so after your mods, keep an eye on tire wear and adjust it if you notice uneven wear.

Don't mix Upgrades with Stock parts

Buying lowering springs and utilizing the OEM-recommended standard dampers, or upgrading dampers and using standard springs, is also a bad idea. The whole suspension system must be evaluated, and the entire shock must be replaced not just bits of it, especially if you are altering the ride height.

The goal should always be to improve handling, and lowering the vehicle helps to improve stability by limiting airflow under the vehicle.

Audi TT Coilovers

A suspension package that can be quickly modified to match your driving style on the car is ideal. This is possible with a decent Coilover kit for your TT.

Coilovers are advantageous since they may be tailored to your driving style. For the Audi TT 8J, KW, Koni, Bilstein Eibach, and Bilstein are excellent brands, and most allow ride height adjustment and damping or spring adjustments.

Upgrades to the TT 8J's Brakes

Because traveling fast needs the capacity to stop quickly, having effective brakes are crucial. By pressing a friction pad on the disc, a brake transforms kinetic energy into heat and heat requires meaty pads and discs to dissipate it.

When the heat is exchanged for the car's momentum, your forward velocity is slowed. In nighttime motorsports, brake heat buildup is evident, as the brakes glow with heat after extended use, revealing how much heat we're dealing with. Are you still happy to put cheap poor quality brake parts on your TT now?

Larger brake discs may come to mind when thinking about brake mods, but don't overlook the brake pads. They have a greater impact on the stopping power of your TT than the discs (in most cases), and poor quality or wrongly selected pads may totally damage your TT 8J's braking system.

Choosing a TT brake disk

The pad builds up heat, so it's up to the disks to dissipate this braking heat, therefore the cooler the disc runs, the better and in most cases the larger it is the more effective it will be.

We also see vented and grooved and slotted/drilled disks further improving the heat dissipation.

The vented disc's central channel boosts the surface-to-air ratio, resulting in better and faster cooling.

Drilled discs assist maintain the pads 'clean and sharp' by increasing the air ratio and reducing gas accumulation between the pad and the disc. Larger discs offer more cooling, although they may necessitate the use of a different alloy wheel.

A pad's material allows you to choose the characteristics you need, cold stopping ability, or endurance when running at very high temperatures.

Most road pads work quite well at low to mid temps, but when you do much heavy braking they will start to fade and degrade quickly.

High-friction race spec brake pads, on the other hand, are essential, despite the noise and dust they produce they work best at higher temperatures, but it may be rather noisy and ineffective at lower temperatures.

If braking is done on cold pads or in short bursts, race grade brake pads are unsuited for road use since they only become effective when hot so your braking will not be anywhere near as good.

Pagid and Black Diamond's fast road pads provide a good blend of braking performance and wear - I've used both on my Audi and can recommend them.

Although driving styles might influence pad and disc wear, some performance brake pads generate almost no brake dust and last far longer than the ordinary pads I was using.

Torquecars suggests leaving brake repair to the professionals if you're not a mechanically inclined driver.

Upgrade your TT braking system cheaply!!

You will notice instant effects since a larger disc has more friction and disperses more heat. But does this mean you have to buy an expensive aftermarket brake upgrade kit?

No, thankfully cheap upgrade alternatives may be found in the Audi group's components bin. Before purchasing an update note your hub size/offset and the clearance inside your alloys.

For example, the VW group 1.6 models will most likely have the 256 or 288mm disc which will not usually fit on your TT. Both the 2.8 Golf and the R32 utilize 312mm and 334mm, respectively, and both are fantastic upgrades for your TT but outside the norms, you could fit Porsche brakes, or even Lamborghini for the ultimate stopping power.

RS brakes and ceramic materials represent the ultimate TT upgrades, but these can be quite expensive, and for most drivers, you don't need to go to these extremes.

So brakes from Audi, Audi, Porsche, Skoda, and Seat are interchangeable since most VAG Group hubs are interchangeable.

A TT 8J Remapped Is Truly Amazing!

What is it about OEM maps that makes them so bad? Creating a single configuration for everyone is not easy. Some tinkering with the settings to meet local fuel quality, emission requirements, and ambient temperatures is usually required.

Timing maps take into account temperature variations, minor faults in the engine or fuel grade, and bad weather. It's not unusual for countries' CO2, HC, and NOx emission targets to differ and because car makers don't want their drivers inconvenienced by mechanical or fuel-efficiency difficulties, they fudge the mapping and you end up with a worst-case compromise usually.

Furthermore, since the average TorqueCars reader will be upgrading components, a remap makes sense and should be done after your other changes.

Regular maintenance, filthy plugs and leads, clogged air filters, and partially blocked injectors are all examples that cause makers to be cautious, so if you keep these in good order remapping is something that each engine upgrader should think about.

Remaps, which provide 20-30% more power to all modern turbocharged engines, is a no-brainer.

What are the disadvantages of remapping your TT?

You should service your car more often, potentially at a shorter frequency. Due to the increased work it does. A map optimized for high octane fuel will need you to fix components that fail more stringently.

Increased power puts additional strain on components such as turbos and even your engine oil.

Typically, a remap will uncover turbocharger and clutch weaknesses and faults that were there before but hadn't become apparent.

How to choose a good remapper for your TT?

Be careful of claims of peak power. Note: Some tuners have been known to generate a power blip or spike in order to attract attention and grab headline power figures.

As an example, look at the graph below, would you prefer the green or red map? The red map boasts 200bhp, whereas the green is only 175bhp.

Instead, concentrate on the whole torque curve over the mid-to-high RPM range. At the lowest end of the RPM range, having too much power might damage the turbo and its components, therefore you'll need a spool down zone, and some mappers ignore this need and you'll end up with premature turbo failure.

The green trace, on the other hand, shows a constant increase in power over the RPM range, while the red plot shows a reduction in most areas even over the stock map but has a spike at the top end to grab those headlines!

The green plot line also shows peak power at 4000rpm, which is excellent for a redline of 7000rpm.

We want to see a lovely smooth torque rise on a map, like the green line shown above, with no dips or troughs.

It might be difficult to tell if a mapper understands what he's doing and how to tune properly, but reviews can assist and our forum is a great place to chat about mods and upgrades.

Another approach is to visit the company's headquarters to check whether they are just fiddling with the fuel and spark advance tables without ever seeing the cars they are tuning, or if they are putting this up on a rolling road and making the most optimum map possible for you.

ROLLING ROAD MAPS ARE THE ULTIMATE UPGRADE AND THE ONLY WAY TO TRULY EXTRACT YOUR TT's MAXIMUM PERFORMANCE.

Turbo upgrades and tweaks for your TT 8J

Larger turbochargers provide more power, but they can also wear out the engine and produce more heat so quality parts are vital. A turbocharger in a petrol engine may run between 1100°C and spool to 100,000-150,000rpm!

These speeds can be doubled with certain turbo systems and later models. At high speeds, lubrication, cooling, and balance are all necessary. Oil seal failure, blockage, and bearing wear are the three primary things that may go wrong with it.

This is why cheap turbos will often fail in a very short frame of time.

You may increase your turbo in one of two ways.

  1. A hybrid turbocharger design (based on your OEM casing but with internals from another turbo. )
  2. A different turbo replacement - Increase the turbo size, which necessitates the installation of new pipes and extra effort to install.

The first option simply replaces the original, but reaps the advantages of remapping, despite the fact that most hybrid turbos perform well on regular maps at lower boost settings.

A hybrid turbo will also have superior bearings, greater balancing, and stronger seals. Reducing the number of rotations per minute improves dependability but reduces power.

When selecting a turbo upgrade for your TT, you take into account the shape of the air intake aperture, the compressor wheel, and the turbine profile.

They may for example spin faster, compress more air, or boost at higher or lower RPMs, depending on your needs and where you need the power in your RPM range. With a smaller turbo, the torque curve is often smoother and lag is reduced but you don't get the top end power.

See our guide to Turbochargers in the Volkswagen and Audi Group by VAG Group for further information.

Because there are so many turbocharged engine options, we'll look at a few of the most popular turbos from the VAG group.

We also look at the turbo's power limits, which may be exceeded but at the cost of the turbo's lifetime.

Before the turbo fails, you'll usually hear a whining or siren sound, followed by smoke.

Now is the time to start looking for a new one. If the compressor fails and is sucked into the engine, a failing turbo may cause substantial damage.

The differences between K03, K03s, and K04 are as follows:

The K03 turbo was produced from 1996 to 2000, after which it was replaced by the K03 turbo. However, depending on the model version and place of origin, it was installed to automobiles on either side of these years.

K03 turbochargers were installed in the 1.8T AGU engines. The mass air flow sensor, a cable-operated throttle, and smaller injectors are all standard features on these engines.

On AUM engines with MAF and MAP sensors, K03s turbos are utilized. On these engines, the enhanced drive-by-wire throttle increases both fuel efficiency and performance. Stigan and BorgWarner are two of the most well-known producers of turbocharged K03, K03s, and K04 engines.

Turbos came in two sizes: the K03 and K03s, both of which were smaller, and the K04. The K04 generates greater power, but it takes up a lot more space to install than the K04.

KO3 and the KO3s have several differences.

The number of blades is the most significant distinction between turbos. Although the K03 has eleven blades, the K03s only has eight.

While the turbos' footprints are the same, the actuator that opens the turbine bypass valve varies a lot, usually between a 65N and an 85N, with some versions having a two-port actuator.

180-horsepower engines often have higher-quality actuators with greater opening force due to the increased boost pressure.

Increased compressor size on the intake side of a hybrid turbo generally results in more power, and this is a common method used by many hybrid manufacturers.

The power specified in the OEM map for the original K03 is generally the absolute minimum, which means that with the right changes and additions, it may safely approach 190 horsepower.

The turbo's lifespan, on the other hand, will be shortened as you got closer to the safe limits and push it harder.

The K03s has a higher output than its elder sister, the K03. With K03s, the safest power output is at 215 bhp; anything beyond that puts the turbo's life in peril. (Some users have reported getting up to 250 horsepower out of this turbo, so there is some space for improvement, but expect a shorter turbo lifespan.)

K03s provide at least a 25% increase in power headroom over K03s, with the potential for much more if you're willing to sacrifice turbo life or do additional maintenance.

Comparing the K03(S) to the K04,

The K04 offers a significant benefit. In comparison to the K03 and K03s, the K04 is much bigger and provides significantly more power at the top end, with a little amount of lag at the bottom.

With the right hardware, the K04's performance can be increased to roughly 350 bhp, but the KO4's safe maximum is 220 horsepower.

More recent Turbos used on the TT

GEN2 2.0TSIs use the IS20, and the IS38 is used only in the MK7/MK7. 5 Golf R, Arteon, GET3 Audi S3, and TTS but would make a good upgrade for the I20 versions giving plenty of tuning headroom to work with.

Upgrades to the TT 2.0 Diesel Turbo.

Up until 2003, the fantastic BORGWARNER BV40 VNT was utilized on the 2.0 TDi, and hybrid upgrades are abundant. Dropping in the newer (Garrett GTC14V) 170 turbo will give you some headroom in your diesel TT Tuning project. The later 2010 2.o TDI140 and 170hp's used different turbos than the Borgwarner BV43, so dropping in the newer (Garrett GTC14V) 170 turbo will give you some headroom in your diesel TT Tuning project.

More information on the turbo diesel engine changes may be found in our 2.0 TDi page.

How To Select The Most Appropriate Turbo Upgrades

Because there are so many counterfeit and low-quality turbo units on the market, it's crucial to properly study your sources to identify which are reliable.

We guarantee that if you install a low-cost turbo upgrade instead of a high-quality turbocharger in the first place, you will have to redo the job in six months.

When it comes to TT Turbo features, search for a turbocharger with the following characteristics:

  1. Vanes with Improved Flow (Maximizes the boost available)
  2. A compressor wheel made of billet aluminum (light and strong)
  3. A wastegate actuator with high performance (sharpens throttle response and maximizes your power gains)

The tiniest details might be the difference between a successful project and a money hole, check the turbo output profile and match this to your power needs. After a turbo upgrade, remapping is a MUST.

The engine may run lean or enter limp home mode if this is not done, resulting in error codes.

Constraints of Power on VAG Turbos

With a Stage 1 remap and a few small tweaks, your TT's K03s turbo should generate between 210 and 220 horsepower (Air filter, exhaust, bolt-on modifications).

Stage 2 Remapping (catalytic converter replacements, fueling adjustments, and intercooler modifications) may yield between 230 and 250 horsepower, depending on the changes.

Remember that Stage 2 remapping necessitates the use of an intercooler to lower the air temperature; otherwise, you'll be limited to lower power output.

Turbo limits - safe should retain factory reliability and longevity, the Max however is pushing to the limits and will certainly shorten the turbo's lifespan.

Turbo Safe Max Maximum
K03 190hp 220hp
K03s 215hp 250hp
K04 220hp 350hp

Replacement Turbochargers

When it's time to replace the factory turbocharger, there are a few options to consider: K03's alternatives

Changing out a K04

  • When replacing the original K04 turbo, consider the following options:
  • 847-1435 is a Stigan product with the SKU 40-30002 SH.
  • BorgWarner component SKU 40-30003 AW but check the years and applications.

Despite the fact that newer and better turbos are often introduced to newer TT models, it can be tempting to swap them out, but in some cases replacing a turbo is not as straightforward as it may seem. The following actions must be followed when changing the turbocharger on a VAG group vehicle to a different model:

  • Using a boost controller
  • Increasing the efficiency of the intake cooling system (intercoolers)
  • The wastegate must be replaced & upgraded
  • Air intake AFM/MAP sensors will need upgrading
  • Catalytic converters that are less restrictive
  • Changing the exhaust pipe's diameter
  • It's possible that a new fuel pump may be required.
  • Fuel injectors that have been worn out must be replaced.
  • Exhaust mufflers that are restricted must be removed and replaced.
  • If there is a limitation, the air intake components may also need to be replaced.

It's possible that the exhaust and intake pipes will need to be moved, the intercooler will need to be increased, and there will be space limits.

Remapping K04 Turbos

The K04 turbo's maximum power output is increased by around 220 to 350 horsepower after Stage 1 upgrades, although we've seen various advancements to the FMIC (Front Mount Intercooler) required to achieve this power level.

To attain such a high degree of performance, utilize a high octane gasoline (your OEM clutch will also typically start to slip).

A Lighter TT Flywheel

The flywheel makes the automobile more resistant to engine speed changes, which is ideal for cruising but terrible when you need the engine to respond quickly.

A lighter wheel puts less pressure on the engine and allows it to rev more freely, which results in greater power. A race-tuned engine's rpm is much higher than those of a standard engine. A lighter flywheel reduces engine momentum or inertial spin, which is noticeable on slopes and hills where the automobile would bog down.

Several flywheel weights are offered for optimum torque distribution and free revving, enabling you to fine-tune the advantages.

In a street car, you don't want to go too light since it will impair your tick over. In our automobile forums, you may discuss your application with other TorqueCars users.

You need to replace the clutch as well as the flywheel.

A dual mass flywheel was available on certain versions, with a spring connecting two different flywheel surfaces. The spring dampens rotational acceleration and deceleration, which is very beneficial in diesel engines.

In four-cylinder engines, they also reduce the chances of a reversal. Some of our members are swapping out DMFs with solid, lighter flywheels, however, we recommend that you first read our DMF to SMF conversion guide.

Intake and exhaust for the Audi TT 8J.

To guarantee proper engine flow, we'll now look at the intake and exhaust systems. The largest power gains come from a comprehensive induction package. On most TT engines, we suggest utilizing a panel air filter instead, since you will lose low-down power unless you've done other mods to it.

Increased valve size in the TT 8J engine heads, as well as port work and head flow, will increase torque and, more importantly, enable you to improve torque on other tuning items.

Extending the port size isn't always advantageous, and it's only required in highly tuned engines when the port size has become a bottleneck.

Using slightly narrower channels with fewer bends or angles may greatly improve flow rates.

This will reduce power; the goal should be to have both port openings around the same size to reduce turbulence on the downflow side; this is why many modern intakes are now made of molded plastic, which is lightweight and can be formed to a very precise shape.

This graphic depicts the goal of creating a seamless connection between the intake manifold (x) and the engine port (y) in a highly tuned rally car engine.

Fuel is sprayed into the intake manifold via the fuel injector (f), which has a direct line to the valves (a direct injection engine clearly does not).

The intake angle has also been reduced, enabling air to flow almost directly into the engine. The idea is to smooth the air flow and decrease bends, which is not always possible on all engines.

Don't go for the biggest exhaust you can find; the sweet spot for power gains is usually 1.5 to 2.5 inches.

You'll be able to give enough gasoline to the engine with upgraded injectors. More power necessitates more fuel, which usually necessitates an upgrade to the OEM injectors.

TT Fuelling Upgrades

To deal with the higher fuel needs of your tuned A4 B5's uprated injectors, upgrade the fuel pump. Thankfully the direct injection setup is using a high pressure so shouldn't need upgrading until you've added around 100hp to the engine.

We've seen good gains switching to the 5 hole spray pattern nozzles from other performance models.

The TTRS injectors are of a greater capacity and can make a good upgrade path for some engines, otherwise, source a set of upgraded injectors and fuel pump. See our engines guides for more specific tips on this as they do vary considerably in the approach to tuning them.

Modifications to the wheels of the Audi TT 8J.

Alloy wheels help to keep brakes cool and are frequently lighter than steel wheels. It's worth noting that, although huge alloy wheels look great on the TT 8J, they really detract from performance.

The larger you go, the lower your top speed will be due to the difference in your effective final drive ratio. Maintain the wheel's overall rolling diameter as supplied by the manufacturer.

In any case, we don't recommend going beyond 18 inches. Some of our members have added 19- and 20-inch wheels, mostly to allow a Porsche brake upgrade, but as a consequence of the larger rim size, they have all had tram lining and other issues. Alloy wheels help to keep brakes cool and are frequently lighter than steel wheels. It's worth noting that, although they look fantastic on the TT 8J, they aren't suitable for everyone. Large alloy wheels will degrade your performance.

The larger you go, the lower your top speed will be due to the difference in your effective final drive ratio. Maintain the wheel's overall rolling diameter as supplied by the manufacturer.

In any case, we don't recommend going beyond 18 inches. Some of our members have added 19- and 20-inch wheels, mostly to allow a Porsche brake upgrade, but as a consequence of the larger rim size, they have all had tram lining and other issues.

TT 9j Common Problems

There are a few problems and issues to look out for on other popular vag group engines, but I've split these off into other articles.

  1. 2.0 TFSi carbon buildup issues - direct injection engines require an intake clean.
  2. 2.0 TFSi problems - N75 and N249, high oil consumption,  Cam Follower wear, Water Pump failure, and Turbo issues
  3. 2.0 TDi problems - Flywheel, Oil pump,  Lumpy Idling
  4. 1.8T Problems - Diagnosing the common faults and issues

Please join us in our forum to discuss the TT 8J options in more detail with our TT 8J owners. It would also be worth reading our TT 8J tuning articles to get a full grasp of the pros and cons of each type of modification.

Check out my YouTube channel, we're regularly adding new content...


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