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Time for a TT

An unusual choice as a modern classic, but this Audi has a lot to offer, including value. Quattro 4x4 makes for excellent all weather usability in sexy coupe and drop top styles

German car makers are synonymous with conservative design, but every so often a machine comes along that becomes nothing less than an icon – a watershed in Teutonic styling. One such car was the Audi TT, which still looks distinctive, even if its shock value has diminished through familiarity. What hasn’t diminished is the TT’s brilliant build quality, year-round usability and performance. So before you listen to anybody who says this isn’t a real classic, think what sixties British tin you can get for the same money, then consider what the TT offers…

HISTORY

1995:The TT concept makes its debut at the Frankfurt motor show. Just a couple of months later the open-topped version makes its debut, dubbed TTS. 1998: TT goes into production at Audi’s Gyor factory in Hungary. The first cars are built in October, but left-hand drive only, so none of these cars officially makes it to the UK – some are brought in unofficially though. 1999: The TT Coupé is introduced, in 178bhp (TT 180) and 222bhp (TT 225) forms, with a four-wheel drive quattro drivetrain as standard. Anyone buying a TT 180 gets a five-speed manual and a single tailpipe, while the TT 225 comes with a six-speed transmission and twin exhausts. By August there’s also a Roadster edition, with the same 1.8T engine, the same power options – and once again 4WD is standard. 2000: From September, buyers of the TT 180 now get a six-speed gearbox as standard. 2001: S line edition launched but available only with the 222bhp engine, standard fare includes 7.5x18 spoked alloys and lowered sports suspension. 2002: Mid-life refresh, from January sees all TTs now feature S line equipment levels. 2003: In a bid to mop up a few sales at the lower end of the food chain, Audi introduces a TT 150 Roadster in March; Europeans get a TT 150 coupé too, but we don’t. Power comes from a 148bhp 1.8T engine, with the power being fed solely to the front wheels. Then, from July there’s a new TT range-topper – the 3.2 V6 which is available in Coupé and Roadster forms. This new powerplant packs a 247bhp punch and comes with quattro four-wheel drive as standard. It’s also at this point that the DSG transmission becomes available in the four-cylinder TT; until now there’s been no auto option of any kind. 2004: Until now the TT 3.2 V6 has been available only with a DSG transmission, but from January 2004 a six-speed manual gearbox joins the options list. However, about two-thirds of V6 buyers stick with the two-pedal option. 2005: In September, the 148bhp engine gets a boost to 161bhp while the 178bhp unit gains a power increase to 187bhp.

DRIVING AND PRESS COMMENTS

Unlike the second-generation TT, the original didn’t come with a diesel option. However, there’s a choice of turbocharged 1.8-litre four-cylinder or normally aspirated V6 petrols that provided ample power. In most cases the power is sent to all four wheel on early TTs, and while few TTs have so much power that they really need 4WD, it does mean that this is one of the most usable classics all year round – including when the roads are seriously wet or frosty.

There are some who bemoan the fact that the Audi’ steering isn’t the most enchanting ever fitted to a driving machine; Autocar reckoned ‘the helm lacks the feel and precision you’d hope for from a proper sports car”. Some enthusiasts also aren’t sold on the need for four-wheel drive in such a relatively low-powered sportster, but when the roads are nasty the benefits become clear.

Don’t be swayed by those who claim the quattro drivetrain sending power to the front wheels means the TT is outwitted dynamically by rear-wheel drive rivals. The contemporary Mercedes SLK (which was weighed down by that folding hard top) and BMW Z3 (complete with antiquated rear suspension) were nothing to shout about dynamically, so they don’t have much of an edge – if any – over their Ingolstadt rival. But the three alternatives we’ve selected in the separate panel most certainly do have a dynamic edge…

The earliest TTs gained a reputation for becoming airborne if they were manoeuvred at high speed. After a series of high-profile autobahn crashes, Audi was forced a recall in early 2000 to fit traction control as standard, along with a rear lip spoiler. Also the suspension was modified with revised bushes, front dampers and anti-roll bars.

The reality was that anybody driving their car at legal speeds in the UK wasn’t going to come unstuck, but these mods removed any doubt as to the TT’s abilities.

When Autocar tested an early TT 225 it proclaimed that the car was “a triumph for drivers and designers alike” – it also gave the Audi its coveted design award in its annual gongs. However, those swoopy curves came at a price, with a disappointing amount of wind roar around the A-pillars and door mirrors. When combined with a significant amount of tyre noise, early TTs could be quite noisy at speed.

Despite the lack of refinement, the TT’s interior has always been a superb place to be; beautifully designed and superbly constructed. With climate control, leather trim and a mass of gorgeous aluminium details, the TT’s cabin is like no other. Some cars are more highly specified than others though; it’s worth seeking out one with the upgraded Bose sound system, while cruise control is another useful extra.

Even better, the quality of materials used means even high-mileage examples should still be looking as good as new, so be suspicious of any car sporting tatty seats. On that note, the rear seats in the coupé are suitable for carrying luggage only, while the Roadster has just two chairs anyway.

With a kerb weight of 1419kg, the TT 180 is no featherweight, but this entry-level coupé still has enough urge to get to 60mph in 7.8 seconds – the TT 225 cuts this to a smidge over six seconds, while the 247bhp 3.2 V6 comes in at an E-type- beating 6.8 seconds. Not surprisingly, the two engines have very different characteristics; the turbocharged four is free-revving but (predictably) the power delivery isn’t linear; the V6 offers significantly more torque, greater smoothness and a fruitier soundtrack. But despite the fact that the V6 is slower than a lighter TT 225, it’s also less frugal.

With the quattro cars by far the most common, it’s easy to overlook the TT 150 Roadster, but don’t be too quick to dismiss one. While a TT 225 or 3.2 V6 are definitely the pick of the bunch, this front-wheel drive variant is more frugal and doesn’t feel any slower in the real world, thanks to it being 130kg lighter. As an entry-level edition it doesn’t have the cachet of its more powerful siblings – but it looks as good!

PRICES

The bottom line for TT ownership is £2500-3000, but these cars will have covered a huge mileage and will probably have seen better days – although they won’t necessarily be low-spec cars. You’re better off finding £4000, which will net you a worthwhile 1.8T model – at this end of the market there’s little difference in values between coupés and convertibles.

The most recent low-mileage high-spec four-cylinder TTs will still fetch almost £10,000, which is where the second-generation cars start. As a result, if you’ve got £7000 to spend you can pick up a cracking mid mileage 2004 TT225.

The 3.2 V6 is a different proposition as it arrived rather later than its four-cylinder siblings – as a result you’ll need at least £5000 to secure one, and if you’re choosy you’ll have to stretch this budget by at least another grand. Most V6-powered TTs come with the excellent but can be unreliable (so check with care) DSG transmission, which doesn’t really add a premium to a car’s value because its worth is more likely to be dictated by its mileage, condition and spec.

With second-generation 3.2-litre TTs now available from less than £10,000, the off finding £4000, which will net you a worthwhile 1.8T model – at this end of the market there’s little difference in values between coupés and convertibles.The most recent low-mileage high-spec four-cylinder TTs will still fetch almost £10,000, which is where the second-generation cars start. As a result, if you’ve got £7000 to spend you can pick up a cracking mid mileage 2004 TT225. The 3.2 V6 is a different proposition as it arrived rather later than its four-cylinder siblings – as a result you’ll need at least £5000 to secure one, and if you’re choosy you’ll have to stretch this budget by at least another grand. Most V6-powered TTs come with the excellent but can be unreliable (so check with care) DSG transmission, which doesn’t really add a premium to a car’s value because its worth is more likely to be dictated by its mileage, condition and spec.With second-generation 3.2-litre TTs now available from less than £10,000, the original model maxes out at £8000, although you can still spend close to nine on a really low-mileage car that’s loaded with kit and in really superb nick.

IMPROVEMENTS

There are loads of modifications available for the TT, from wheel and tyre upgrades to stronger brakes, aftermarket headlights plus suspension and engine upgrades. However there’s little point buying a modified TT, or buying a standard car and upgrading it for that matter we reckon, unless you’re aiming to take the car on regular track days.

The only thing that’s really worth doing for road use is investing in an ECU remap if you fancy a flatter torque curve or a bit of extra power. The problem is that some people get carried away with aftermarket chips for the ECU – if it’s been upgraded, make sure it’s been done properly and won’t self-destruct. Reliability and 300bhp+ are too much to ask for from the 1.8T unit!

WHAT TO LOOK FOR

• The timing belt, tensioner and water pump need replacing at 60,000 miles, whereas Audi specifies an 80,000-mile schedule. Expect to pay upwards of £500 for the belt, tensioner and pump to be renewed, if done by an independent specialist.
• 1.8Ts also suffer from problems with the air mass sensors; expect to pay around £200 to fix this. They famously went through a period of the coil packs failing. The problem still persists.

GENERAL

• All TTs built up to 2001 need an annual service, but from then on there was variable servicing, so a gently driven car could last up to two years or 19,000 miles between checkups. The Haldex (quattro four-wheel drive) system also needs TLC separately; at 20,000 miles it costs £70 for an oil change while every 40,000 miles it costs £120 for an oil/filter change.
• To jump the lengthy waiting lists when new, some buyers opted to bring a left-hand drive car in from Europe. Some of those cars are still here, but many have now gone back to the mainland as Europeans were tempted thanks to favourable exchange rates. Don’t be too hasty buying a LHD TT however; insurance may cost more and it’ll be harder to sell on (unless to Europe). It’ll also be worth less than a RHD car when you do want to sell it.

RUNNING GEAR

• All TTs sit on alloy wheels; many will be factory 16 (TT 150 only), 17 or 18-inch items but there are lots of aftermarket rims too. Aftermarket wheels are best avoided, while the car looks rather weedy on 16-inch rims. Whatever is fitted check for corrosion and kerbing as original factory wheels can cost up to £500 per corner to replace.
• The suspension bushes will have seen better days, especially on hard-driven cars. Usually only one or two will need to be replaced though; expect a bill of £100-200 for this.
• While you’re underneath also check the anti-roll bar links, which can corrode then break. Replacement links are available for £25 each, while new rubber mounts are just £2.50 apiece.

THE FACTS

• Best model: Post-2001 TT 225
• Worst model: TT 150
• Budget buy: TT 180
• OK for unleaded? It’s essential
• Will it fi t your garage? L4040 x W1765mm
• Spares & specialist situation: Excellent; some prices are high though
• DIY ease? Not great, typical modern
• Club support: OK
• Appreciating asset? Not for a long time yet