During the development process, extensive testing was performed with the stock intercooler to determine if a larger unit was required. Stasis engineers found the factory core up to the task. This benefits the customer by keeping overall costs low and simplifying the installation process in general. Stasis estimates the entire conversion may be performed in about 12 hours, depending on the installer's experience. As always, we'd recommend professional installation.
Stasis claims 300 hp and 290 lb-ft of torque; on the road, this is evident from the first stomp on the gas. The amazing thing is that there's absolutely no torque steer. I made a couple of runs at a perfectly straight section, going so far as to bury the pedal from a complete standstill. And despite smoking the front tires through three gears, the car remained dead straight. This can be attributed to the Stasis differential, which mediates between the overpowered front wheels with a sort of mechanical clairvoyance, along with an optimized suspension.
First gear: the engine roars, the turbo whooshes and the front wheels judder slightly as the 265/30 Proxes T1-Rs claw for grip-finding little. Flip to second gear, instant gearchange on the S-tronic 'box, less judder, quicker hookup, sudden redline. Hit third gear and the TT surges forward, tach needle now buried in the fat part of the torque band. Things get silly from there, but the car doesn't squirm.
Any car pushing 300 hp would be fast, but the TT's composure on twisting roads is remarkable. It's been fitted with fixed-height Stasis coilovers and a larger rear bar, the chronic factory understeer now mitigated with a bit more rear kick, but the overall balance is incredible. It can still become a little unsettled coming out of a corner if throttle use becomes over-exuberant, but even ham-footed maneuvers correct themselves when the Toyos finally find purchase and the front wheels pull the car into shape. As with straight-line driving, a bit of throttle discipline and thoughtful modulation makes all the difference.
Perhaps more telling, our photo support vehicle is our long-term Z4 M Coupe. Up and down the canyon throughout late afternoon and early evening, the Stasis TT is able to hang with the more powerful rear-drive Bimmer. Which speaks volumes about both the TT's power delivery and its composure at speed.
When it's time to halt, the Audi relies on front brake hardware from Alcon, the new assemblies comprised of 14.5-inch directionally veined rotors and four-piston monobloc calipers. Pedal feel is especially sweet and these binders are muscular enough to run the canyon all day.
Obviously, the only downside to the car is its front-drive configuration. A necessary evil considering Audi hasn't brought Quattro-equipped 2.0Ts to the market thus far in the TT's second generation. We're predicting ('praying' might be a better word) Quattro becomes available with the fresh model year. Then things will really get interesting.
It's speculated the Audi TTS with be available this November, doubtless for a frightening premium over the standard 2.0-liter TT. The Stasis K04 turbo upgrade is on the shelves and available for around $5,000. The kit is also applicable to the A3 2.0T.