AUDI TT (1998-2005)
There are plenty of TTS out there for tempting money. Here’s what to look for
WATCH THOSE WARNING LIGHTS
Early TTS came with ve- or six-speed manual gearboxes only, then later came the option of Audi’s brilliant dual-clutch transmission dubbed DSG (Direct Shift Gearbox). Manual boxes are incredibly strong, while clutches will last anywhere between 50k and 100k miles depending on driving style. The DSG boxes aren’t so durable as their Mechatronic control unit tends to fail, causing jerky gearchanges, a reluctance to engage gear or an intermittent lack of drive. Look for a permanently lit or ashing red gear warning light.
HOW’S THE ENGINE RUNNING?
The turbocharged 1.8-litre four-cylinder that powers most TTS is good for 200k miles if well maintained, which means fresh oil at least every 10k miles or 12 months. Many TTS come with variable servicing, which allows up to two years or 19k miles between servicing – but even fully synthetic oil can be frazzled long before this. It’s worth replacing the timing belt, tensioners and water pump on fourcylinder cars every 60k miles or four years, even though Audi speci ed an 80k-mile schedule. The belts can snap at 65-80k miles, often after the water pump has seized, eectively rendering the engine beyond economical repair. Replacement used engines are around £2500 tted. Expect to pay around £400 for the belt, tensioners and water pump to be renewed.
IS IT STILL FOUR-WHEEL-DRIVE?
Most TTS feature Audi’s brilliant quattro four-wheel drive transmission, although some low-powered Roadsters are actually front-wheel-drive. The TT’S quattro drivetrain doesn’t provide permanent fourwheel drive. An array of sensors feed the Haldex control unit, which activates a clutch to send power to the rear when necessary. This control unit is known to fail occasionally, resulting in FWD and a fault code. The Haldex unit in the quattro drivetrain needs an oil change every 20,000 miles and a new
lter every 40,000 miles.
HAS IT BEEN PRANGED?
With a fully galvanised bodyshell and excellent rustproo ng, any TT with signs of corrosion has potentially been crashed and then poorly repaired. Fotunately, all panels are still available and they’re not as costly as you might think. However, repairing rear-end damage isn’t easy because of the complex body contours but many of the front panels (such as the slam panel and wings) bolt on quite simply. Repairing the sills is tricky, however, because they’re bonded and screwed into place. Given the number of cars for sale, you might as well nd a straight one in the rst place.