Emerging classic: Audi TT
The MkI already has a big classic following but the MkII is catching up.
Ask anyone who knows about cars if they think the Audi TT is a classic in waiting and it’s highly likely the answer will be a resounding ‘yes’. The TT has always been regarded as something a little bit out of the ordinary and when the coupè arrived on the scene in September 1998, the stylish grand tourer was hailed a design icon and instantly filled a yawning gap in the market place between expensive sports cars and performance saloons.
The first clues as to what Audi’s new sports coupé would look like were revealed at the 1995 Frankfurt Motor Show when a concept model went on show. With the exception of the addition of a small triangular shaped rear quarterlight behind the doors and a few other minor styling tweaks, the production version followed the same design lines as the much acclaimed concept almost to the letter.
Although a fabric roofed roadster appeared a year later, the wind was about to be knocked out of Audi’s sails by a very expensive recall to address handling problems affecting the TT while undertaking high speed manoeuvres. Fitting a newly designed spoiler to the trailing edge of the boot lid, or hatch on coupés, as well as adding Electronic Stability Program (ESP) and ASR (Anti-Slip Regulation), along with a series of suspension upgrades to all variants from 2000 onwards helped cure the TT’s stability issues and also went some way to repair Audi’s badly dented reputation.
Audi’s stylish Type 8N TT, – now referred to as the MkI
– was based on the VW Group’s A4 (PQ34) platform, a substructure that also formed the basis for the MkIV Golf. Engine options at launch centred around a five-valve per cylinder 1.8 litre inline-four offered in two versions; a 180PS unit in a two-wheel drive TT and the all- wheel drive Quattro version with a more potent 225PS power plant.
The engine in the more powerful TT was equipped with a larger KD4 turbo and twin exhaust tips poking out of the rear valance identify these now highly desirable versions.
Pick of the bunch for many enthusiastic MkI TT customers was the early 2003 introduced 3184cc V6. Available in either Roadster or Coupé format, the V6 powered TT was rated at 247bhp and like the 225 came with the desirable all-wheel drive Quattro set-up and twin exhaust tips. Easy external identifiers on V6 versions, other than the 3.2 boot badge, were a set of 18-inch seven spoke alloy wheels and a slightly different shaped front air dam.
Although all models utilised a MacPherson strut based suspension set-up at the front and trailing/double lateral control arms at the rear, the 3.2 litre Quattro featured a specially developed suspension set-up that utilised modified springs and reinforced anti-roll bars.
From July 2003, a six- speed dual clutch automatic gearbox (DSG) was offered as a cost optional extra and from 2004 a conventional torqueconverter six- speed Tiptronic automatic became available on 180PS versions.
In 2006 Audi launched the heavily revised and much softer looking 8J MkII coupé. Savvy enthusiasts are now starting to look at early examples of the revised TT as a practical future classic and the good news is that there are plenty of examples of body and engine combinations to choose from, including a 2008 introduced a fuel-sipping TDI diesel powered version.
The MkII was a total redesign based on the group’s A5 (PQ35) platform and the new model utilised a number of aluminium panels at the front and galvanised steel at the rear. Power now came from a choice of engines, including a 158bhp 1.8 (initially only available in Germany), a 197bhp 2.0 litre TFSI inline-four or the 247bhp 3.2 litre VR6 that had been carried over from the MkI. The optional automatic DRS gearbox was renamed S-Tronic and like the MkI, the TT’s Haldax controlled Quattro all-wheel drive set-up was offered as standard on more expensive models.
The MkII received a mild facelift in 2012 that included new lights and a few styling tweaks. It’s the ultra low mileage examples from this first batch of MkII ’s produced from 2006 up to the revamp that are currently attracting the
attention of enthusiasts eager to bag a ‘modern’ car that will soon be heading into hallowed classic territory.
By making the MkII TT drive and handle better, Audi managed to enhance the appeal of the original version, while a range of more powerful engines took full advantage of the MkII ’s revised suspension. To the relief of die-hard MkI TT fans, the characteristics of the originals highly acclaimed Romulus Rost-styled interior were thankfully retained and this well built car continues to win fans looking for a premium sports car that is both practical to own and fun to drive.
WHAT GOES WRONG?
Whereas MkI and MkII TT build quality is acknowledged as being excellent, both versions can suffer from very similar issues when it comes to the mechanicals. Four cylinder engines fitted with timing belts can be damaged beyond repair if the belt snaps, so this item needs to be changed every 40,000. While changing the belt, it’s also recommended to fit a new waterpump. OE pumps have plastic vanes and the vanes can break up.
The V6 engine can suffer from stretched timing chains as the mileage mounts, an expensive job to put right as the engine has to come out. The DSG automatic gearbox can suffer from a couple of glitches, usually cured by fitting a replacement clutch pack or a new mechatronic control unit – an expensive fix. Providing the TT’s drive train has been maintained correctly, the Quattro set up has proved to be very reliable, as have the TT’s electronic driving aids. Any problems in this department will be usually down to dodgy sensors or dirty connections.
It’s very rare to find any serious corrosion on either version, with early MkI’s still looking very presentable in what are all the usually suspect areas. When it comes to prices, a pampered, ultra low mileage MkI 3.2 V6 coupé or roadster will cost around £5500, which is what you’d expect to pay for an early MkII 2.0 litre TFSI with around 80-90k on the clock.
Providing it’s been maintained correctly, a high mileage MkI TT should still have plenty of life left under it’s belt and prices for either a wellcared for MkI 1.8 litre coupé or a roadster start at around £1500. One plus point about owning a TT of either generation is that there are plenty of independent specialists looking after these cars and there’s also a very active modified TT scene.
So if you fancy investing in an Audi TT rather than a MercedesBenz SLK or BMW Z4, it’s a case of choosing between the original MkI, a motoring icon as soon as the covers came off it in 1998, or going for a pre-2012 facelift MkII and enjoy driving the later model until it gains true classic status, which according to those in the know shouldn’t be too long.