Wise Buyer: Audi TT
James Walshe says you won’t regret buying Audi’s stylish, sturdy super coupé
Buying the Audi that blew us all away in the Nineties. And still does.
The TT’S concept car styling completely blew our minds back in 1998 and now, with coupés going out of fashion and rumours that the current generation may be the last, the original Audi TT is looking like even more of a shrewd purchase in 2021. It’s a candidate for one of the most useable sportscars ever built, especially when you throw in a low purchase price and no major corrosion concerns. But TT values are guaranteed to rise.
Why you want one
If ever there was a case for a highly desirable, soon-to-be sought-after modern classic, you’re looking at it. Audi may have spent decades building clever, well-engineered cars but Quattro aside, none of them ever really set the world on fire.
In the TT, you get distinctive styling combined with hatchback practicality and excellent quality. It’s a beautifully thought-out machine. The TT was given the green light by VW Audi boss Ferdinand Piech, whose platform-sharing masterplan meant it would be based on the Golf MKIV, Audi A3, Škoda Octavia and New Beetle. That said, the TT got better suspension, dampers and steering rack.
The wheelbase was also shorter than that of the Golf, and its track wider to provide a sharper and much more sporting response. But this is a modern classic, so can you do any of the mechanical work yourself? Read on, and we’ll reveal all…
Which one should I buy?
Begin your search and you might stumble over a few very early left-hand-drive models in the UK – bought originally by customers who couldn’t wait for RHD cars to arrive in showrooms. In fact, I just helped a friend’s father sell his and despite just 40,000 miles, it went for only £2000… to a Frenchman. These early (often basic) cars are not in demand here, especially when you can still buy a RHD model for so little.
Initially, Audi offered a ‘180’ or ‘225’ model (the latter identified externally by its two tailpipes). These two UK versions, which got the ‘Type 8N’ Haldex-clutched four-wheel-drive system, came with either 178bhp or 222bhp versions of the turbocharged 1781cc 20v unit. They remain popular today – particularly the higher-powered model.
The TT Roadster arrived in the UK in early 2000 – this model had a Europewide, 12-month waiting list!
A front-wheel-drive 150bhp five-speed model arrived in 2003, which sold in very small numbers. More in demand these days is the 250bhp 3.2-litre VR6 version, equipped with a paddle-shift twin shift six-ratio gearbox, also launched in 2003. Just two years later, the high-performance TT Quattro Sport Coupé (TT Club Sport in Europe) arrived with no rear seat and numerous other weight-saving touches. These are now quite collectable. Later in 2005, all the four-cylinder models got a power upgrade, which gives them some extra appeal over the early cars, before the first-generation Type 8N was replaced by the MKII (Type 8J) in April 2006.
What should I look for?
The TT’S launch engine – the turbocharged 1.8-litre four-cylinder – is good for 200,000 miles if properly maintained. You’ll want to get your car’s oil changed at least every 10,000 miles or 12 months. It’s worth replacing the timing belt, tensioners and water pump on four-cylinder cars every 60,000 miles or four years, even though Audi specified an 80,000mile schedule. The belts tend to snap at 65-80,000 miles, often after the belt-driven water pump has seized. The result is an engine beyond economical repair, with used replacement typically around £2500 fitted. Expect to pay £400-odd
for the belt, tensioners and water pump to be renewed, if done by a specialist. The 1.8T engine can also suffer from failure of the air mass sensors.
The 3.2 V6 doesn’t have belt-driven camshafts, but from as little as 40,000 miles the timing chain can start to rattle due to stretching or worn tensioners. Hooking up the ECU to a diagnostics machine will give the game away. Repairs mean removing the engine. Because both the chain and tensioners are weak spots, it’s best to replace everything while the engine is apart.
Manual gearboxes are incredibly strong, while clutches will last anywhere between 50,000 and 100,000. The DSG boxes aren’t always so durable though, so look for a permanently lit or flashing red gear indicator on the dash – quizzing the ECU will also throw up a fault code. While the transmission itself usually lasts pretty well, the Mechatronic control unit tends to fail eventually, leading to jerky gearchanges, a reluctance to engage gear.
Contrary to popular belief, the TT’S quattro drivetrain doesn’t provide permanent four-wheel drive. An array of sensors feed the Haldex control unit, which activates a clutch to send power to the rear wheels when necessary. This control unit can fail, so no power is fed to the rear wheels; if this happens, the car’s ECU will result in a fault code.
The TT isn’t a light car, which takes its toll on the suspension. It’s likely that the bushes will have seen better days. Rear springs and shock absorbers can also prove weak, the latter being prone to breaking. New springs cost £80 each, while shock absorbers are £174 per pair.
While you’re underneath, also check the anti-roll bar links, which can corrode then break. If you want some really reassuring anchors, fit a Brembo braking system in the nose. You could convert to V6 stoppers for half of this, but even though the discs are larger, they’re not as efficient.
All TT models got a fully galvanised bodyshell. Find a TT that’s showing signs of corrosion and you can almost certainly guarantee it’s had a crunch and poor repair. All panels are available and they’re not as costly as you might think. Repairing rear-end damage can be pricey because of the contours and the sills are tricky as they’re bonded and screwed.
Inside, cabin quality is supreme and the optional ‘baseball glove’ leather desirable. If you’re buying a Roadster, check the hood, as a replacement costs £1000 just for the outer fabric. If the whole thing needs replacement, expect to pay a few grand. The heated glass rear window is integral with the hood. If it’s damaged, the whole lot has to be renewed!