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  •   Alan Lovell reacted to this post about 1 year ago
    CLASSIC ON THE CUSP

    First-generation Audi TT

    / #Audi-TT-225 / #Audi-TT-8N / #Audi-TT / #Audi / #Audi-TT-Quattro / #Audi-TT-Quattro-8N / #Audi / #Quattro / #Audi-TT-MkI /

    I know, I know. You’re going to tell me that most alpha males would rather run a triathlon than an Audi TT. Girl’s car, too petite, a suburban trinket. But there’s more than one reason why you should lay down a first-gen TT before prices take off. Forget all the wearisome hairdresser clichés and remember that back in 1999 the world sighed in admiration at the TT’s design. One of the few concept cars that made it to production broadly unchanged, its timeless Bauhaus lines and modernist interior were universally praised and won a slew of awards. The TT was a game-changer.

    And few design icons look so cheap. Even low-mileage MkI TTs are still small change. A private seller in Uxbridge has a silver 2000 coupé with just 56k for £2195 while Surrey Hills Cars in Hampshire has a mint Olive Green 2001 roadster with 59k, one owner and full history for £3490 – and both are 225bhp versions. Spend some time trawling the online classifieds and you’ll find real bargains like the very early ’ #1999 V-reg 225bhp silver coupé with 60k being sold by Brian Whitcombe in Puxton for a just £2000.

    These millennial TTs are the purest and the earliest chassis number cars will become collectible. And if a sixty dash of 6.4sec and 150mph aren’t fast enough for you there’s always the 2003-on 3.2 #V6 and #2005 TT Quattro Sport. The 246bhp V6 cracks sixty in 6.2sec while the lightweight 240bhp Sport does it in 5.9. But the limited-edition 800-unit Sport is the one everybody wants with its contrasting roof colours and brace bar instead of rear seats. Prices have warmed up noticeably of late and you’ll be pushed to find even a mileagy one for less than £7k. As the rarest TT of all they’re the going to be the best investment and low milers could see £15k before long. But the most compelling reason to snap up a first-gen TT is that they’re so reliable and easy to own. Cambelts and tensioners need regular changes, anti-roll bar bushes wear, the frail standard water pump should be upgraded to one with a metal impeller and instrument pod failure is common so look for missing pixels.

    The best TT MkIs won’t stay this ridiculously cheap for much longer. Find a sharp sensible-mile TT with a continuous Audi history and you’ll be buying at the rock bottom of the value curve.


    COST NEW £29k 1998 UK

    VALUE NOW £3000 2018 UK
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  •   Quentin Willson reacted to this post about 2 years ago
    votren911 updated the picture of the group
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  •   Quentin Willson reacted to this post about 2 years ago
    Two grand for a #Audi-TT ? Can it be done? Andrew Everett proves that yes, it certainly can! #Audi-TT-8N

    I was at the NEC Motor Show (much missed these days!) in 1999 when the #Audi TT had its UK launch. If I remember correctly, the cars were all silver and it was another major shot in the arm for the rapidly recovering Audi which had already had major successes with the A4 and A6, yet still needed a bit of wow factor stirred in. The TT certainly did that. Not only was it a huge success for Audi, but when writing an article on car theft and prevention for another title, one of the main people in the Met’s stolen vehicle unit told me that the TT was one of the most stolen and cloned cars in the UK and Europe – more on that later.

    The original TT , codenamed Type 8N, was based on the same platform as the original #Audi A3, adopted in #1998 by the Mk 4 VW Golf. Assembled at the Audi factory, not in Germany but in Györ, Hungary, the TT was available both as a two-seater convertible, called the ‘Roadster’, and as a fixed head coupé with a hatchback third ‘door’. Bodyshells were built and painted by Audi at Ingolstadt and then transported by rail to Györ for final assembly. Despite the logistical problems, the early cars were well built with no notable problems.

    The TT styling originated at the Californian VW Design Center, was shown at the 1995 Frankfurt Show, and entered production three years later in a very similar form, with just the rear quarter glass added for the coupé. Audi could have got the TT into production earlier, but the Mk 4 Golf took priority and, anyway, Audi needed to perfect the laser beam welding process.

    Production began in 1998 with the choice of two 1.8 5V turbo engines. Two power levels were available from the 1781 cc turbocharged engine, 180 PS with the single exhaust tailpipe and 225 PS with twin exhausts. The 180 PS cars initially used the 5-speed gearbox (six-speed on quattros), while 225s were equipped with six ratios. The Coupé was introduced first in September 1998, with the Roadster following on in August 1999, just in time for the TT ’s UK debut.

    This was also just in time for reports to come through that some high-speed handling traits were causing accidents although many feel that this was due to driver error and inexperienced drivers pushing their luck and over-reacting to the sharp handling. Cars from late 1999 had various changes made to the chassis and early cars were recalled to have the modifications carried out. The changes from 1999 included the addition of Audi’s ES P traction and stability control system, and modified wishbone bushes, as well as a rear spoiler.

    In terms of the engines, the two units were basically the same, but the 225 was fitted with a larger K04 turbo, a second intercooler and forged steel connecting rods along with revised engine management that allowed boost to be raised from 10 psi to 15 psi. All 225 PS cars had the four-wheel drive quattro drivetrain that was optional on the 180 PS model. By 2003, a 3.2 V6 version was here, but that’s beyond the scope of our imaginary £2000 budget – for now at least.

    The problem with TT thefts was quite serious by 2002. Many cars were going missing, never to be seen again, as were cars from the continent. Demand was so high and resale values so strong that quite a few left-hand drive cars were being imported – not all of them legally, either. Thieves were also being clever in going to mainland Europe, visiting Audi dealerships with the pretence of buying a car, but actually getting VIN numbers. They could then obtain a certificate of conformity from Audi before going out and stealing a UK righthand drive car with the same specification and colour.

    Lots of stolen cars were being registered and sold before the authorities caught on and we bet there are still quite a few older TT s out there on the road that were never found. To find out for sure you just need the VIN of the car you are looking at and to make sure it was first registered by an Audi main dealer. If the RHD car you are looking at started life in Holland as a LHD example and was registered a while after it was built, alarm bells should be ringing. If you find you already unwittingly own one, we wouldn’t worry. In 2006 I bought a 1997 Mercedes S Class that had been reported stolen in Berlin in 2002 and neither the insurance company or the German police were remotely interested, so they’re not going to be chasing an Audi worth a couple of thousand.

    The TT was a well built car, but the first ones are now 16 or 17 years old and most with plenty of miles. The biggest problem on these is the oil pump pick-up in the sump. It’s a well-known issue where the strainer clogs up with old black oil, starving the oil pump and the engine bearings of oil with predictable results. So make the very first job on an old TT dropping the sump, washing it clean and doing the same to the pick-up pipe – buy a new strainer if you want to, they’re not expensive. With that done, refill with a fully synthetic oil and change it every 8,000 miles or once a year. Andrew Chapple covered the work involved in an article in the February issue.

    Any problems with the drivetrain, especially the quattro models, could be pricey. Make sure the 6-speed gearbox engages all the gears properly and that the clutch has a decent amount of bite. Listen for any clonks or knocks, particularly on full lock, that can indicate a faulty CV joint. Rust isn’t a problem on the TT , but still check around the rear arches, the joint where the rear wing meets the sill panel, along the alloy roof strips and around the fuel filler cap.

    If it’s showing rust in all of these places then it’s not really worth buying. Make sure you see the car when the engine is still cold – if the owner has ‘warmed it up for you’, walk away. Any smoke from cold is bad news, although a small puff of smoke on initial start up is okay as long as it’s just that.

    Even at £2,000 or less, evidence of service work is important. Not just oil changes but also the cambelt that should be changed at 80,000 along with the tensioner rollers – I’d be doing it about half that to be honest. It’s important to change the water pump as well, and a decent quality one is important, not a 20-quid special.

    The suspension is typical Audi with lots of balljoints and bushes so expect to have to replace some of these straight away: front balljoints and anti-roll bar links are favourite. Most, if not all, TT s have leather trim and it all wears pretty well. Listen for noisy window operation and make sure the instruments all work properly because failure of the instrument cluster is common – you’ll know when it happens because the gauges will start to read incorrectly and the pixels start to break up. A good used one will be about £150 and there are plenty of used TT parts on eBay now.

    In short then, make sure it looks good, drives well and everything works. A long MoT and a matching set of tyres are good signs, but three or four mismatched budget tyres are not. It’s nice to have the original book pack as well, as we’d rather have a 180,000 mile car with clear indications of caring owners than 50,000 miles less and a dubious history.

    So, what have we found at less than £2000 on the second-hand market? Plenty of Coupés but only one Roadster. Unless you are lucky, you need to budget at least another £500 to get one of those which is worth having. £1990. First is a silver 1999 V-registered quattro Coupe in silver, heated black leather and a Bose sound system. It’s done 128,000 miles, but from the detailed close-ups it looks very smart indeed. No mention of engine type, but it’s got twin tailpipes. Definitely worth a look.

    £1995. Second is a much newer one, a 2003 on a 52 plate and a 180 PS singletailpipe car, also in silver but with 160,000 miles. It’s a quattro and has the 6-speed ’box and best of all, a full Audi history with the last belt change done at 151,000. Could be a bargain.

    £1895. Now this one we like. A very dark metallic green 180 PS quattro from 2002 on an 02 plate; the car looks very straight and clean and the black leather appears to be exceptional. 135,000 miles with history including a cambelt change. The colour makes this one.

    £1995. A 225 PS quattro in the same dark green with black leather, it’s a bit older at 2000 on an X registration and at 193,000 miles, it’s been around a bit. But it looks immaculate and the interior has worn very well. It also has Michelins all round.

    £1999. An X registration 180 PS Roadster in black and the only Roadster we could find under £2,000. Looks okay, but according to the advert it smokes when cold. In that case, it’s basically knackered even if it does clear as it warms up. Another £500 buys a good one.

    So, to sum up: £2,000 won’t buy you a mint TT and it probably won’t buy a Roadster that’s worth having – but a lucky bid on eBay may just get you one. What £2,000 will buy is a very clean and smart TT Coupé that, with regular maintenance and a couple of preventative jobs doing (the sump and oil strainer for example), will always be worth about what you paid for it. After all, the depreciation curve has already done its worst.

    ‘Unless you are lucky, you need to budget at least another £500 to get a Roadster which is worth having...’

    ‘The first ones are now 16 or 17 years old and most with plenty of miles. The biggest problem on these is the oil pump pick-up in the sump’

    ‘The Coupé was introduced first in September 1998...’
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  •   Quentin Willson reacted to this post about 2 years ago
    Colin Hathway, Lincolnshire #Audi-TT 3.2 DSG & TT 2.0 TFSI quattro S line #Audi-TT-8N

    Since #1998 I have bought only Audis. Before then I had a Mini 850, Turner Sports, Mini Cooper S 1275, Mini 1000, Lotus Europa Twin Cam Special, Saab 99EMS, Mk 2 Golf GTI 8V and 16V, Vauxhall Carlton, Ford Mondeo V6 and an MGF.

    My enthusiasm for #Audi dates from watching quattros rallying. I bought one of the first A3s, a 1.8T Sport automatic in early 1998 and was happy with it for over four years and 100,000 miles. To replace it I wanted quattro, but also wanted to have an automatic, which limited my options. I went to the 2002 Birmingham Motor Show and liked the look of the V8 S4, but automatic was to follow ‘later’.

    There had been rumours of a new version of the TT with a larger engine and a dual-clutch gearbox, so I asked the Audi representative who was with the TT at the show about this. She consulted her hand-held computer and, to my pleasant surprise, confirmed that there would indeed be a TT with a new kind of gearbox.

    I knew about dual-clutch gearboxes because I had seen them in action on the race track in Porsche 962s, and in Walter Röhrl’s Sport quattro on the 1985 RAC Rally. I rated it as a brilliant design for an automatic gearbox and I wanted one. I had looked at TTs before, and had even driven a couple, but never felt any great urge to own one. So, you could say that I bought the gearbox and the TT happened to come with it. Indeed, if I had known that the A3 would be available with that gearbox shortly after the TT, I would probably have bought another A3. Fortunately I didn’t.

    After the Motor Show I went to my Audi dealer in Grimsby and explained what I wanted. They knew nothing about it but took my deposit and assured me that I was now top of their list if any such thing should appear. And I waited. The TT V6 3.2 DSG was officially announced and I confirmed my order and chose my extras. And I waited...

    Eventually, on October 1, 2003, 11 months after that Motor Show, I took delivery of a Series 1 TT Coupé 3.2 quattro DSG. The basic car was very well specified, so the only extras I chose were cruise control, BOSE sound system, and a 6-CD changer. I opted for Alcantara rather than leather, and chose the 7-spoke wheels.

    The 9-spoke possibly look better but the 7-spoke were unique to the 3.2, would be easier to clean, and at half an inch narrower, but with the same size tyres, might be marginally less vulnerable to kerb damage.

    Silver was such a common car colour that it would have been nice to have something different, but to my eyes the TT looks best in a light silver, so I had ordered Ice Silver metallic. The interior was black. It looked superb and I drove away happy.

    The first big trip, only a few days later, was from our North Lincolnshire home to Audi Driver International at Castle Combe, where it was quite a rarity and a few people gathered when I opened the bonnet to show off the V6. We continued the running-in by taking a tour of the very north and west of Scotland for a week. Then in November we drove to Le Mans for the 1000-km race on the short circuit, which was won by Tom Kristensen and Seiji Ara driving an Audi R8.

    For the next four and a half years and 85,000 miles the TT was our only car. It did a regular, 8-mile each way, commute, and my wife Penny used it for business trips to South Yorkshire, Teesside, and the Lake District. At weekends we were all around the country, often to watch motor racing or rallying.

    There were many holidays on the continent, again often with some motor racing. To Germany to see the Audi UK Team Veloqx Audi R8 of Pierre Kaffer and Allan McNish win the Nurburgring 1000 km race. A tour of the Netherlands and Belgium including seeing Mattias Ekström win DTM in an Audi at Zandvoort and Jamie Davies and Johnny Herbert win the Spa 1000 km in the other Audi UK Team Veloqx Audi R8. To Hockenheim to watch DTM. It was on this trip that the autobahn cleared on a lovely evening, so I put my foot down resulting in an easy and totally stable 140 plus mph. To Le Mans for the Test Day for the 24-hour race, then over the Furka and Flüela alpine passes to visit relatives in Munich and returning home via the German Romantische Strasse. To the Le Mans Test Day again the next year to see the debut of the Audi R10 TDI. To Spain for a holiday touring in Asturias and the Picos de Europa, then down to just north of Madrid for the Jarama 1000 km race. To Norway in late May when there were still some snow banks on the roadside that dwarfed the car. The speed limit is low but the scenery is marvellous and the roads interesting, including the 15-mile long Lærdal tunnel.

    I also took the TT on track at a Club Audi event at Curborough, and on trackdays at Elvington and Cadwell Park. It also went up the Brooklands test hill at a TT Owners’ Club event. The car only needed routine maintenance, apart from two minor points that I fixed myself – a drop of oil on the brake-light switch to stop it creaking and one new front sidelight bulb. I made no modifications. It averaged about 26-28 mpg commuting and 31-33 mpg on the longer runs.

    Likes and dislikes? The external design is superb, but spoiled slightly in my view by the changes for the 3.2. The larger air inlets low down at the front and the silly fake grilles at each side mar the simplicity and purity of the original design. I actually like the extension to the rear spoiler, but I hate the black honeycomb valance round the exhausts, which I found impossible to get clean. The interior design is fabulous. With all the genuine alloy and the repeated pattern of eight dots on circles it is lovely place to be.

    For something so small and sleek, the TT is wonderfully practical. The boot is just big enough for our stuff without folding the seats. We never had a passenger in the rear seats but they are extremely useful for a jacket, magazine, or the odd bag of shopping.

    I would have been more comfortable if the steering wheel pulled out another inch or two, so that I could stretch my legs more, and adjustable lumbar support would have helped. The suspension is too firm to be comfortable all the time; it jars quite badly on some bumps.

    The A-pillar causes a blind spot, but you get used to looking round it. The car is quiet enough to be a pleasure for long journeys and motorway cruising. Performance was good, but the engine was a bit too ‘revvy’ for my liking as I prefer mid-range torque rather than topend power. The Sport mode on the gearbox was useless unless you want to scream about at maximum revs in second gear most of the time. The launch control is a gimmick. I tried it out, demonstrated it to a friend, used it at Curborough, and then forgot about it.

    The handling was fine for me when driven briskly on the road. It was also good on track, although as it was my only car I didn’t push it too hard. It was definitely heavy at the front end, in fact a bit heavy overall, but enjoyable nonetheless.

    The quattro drive system worked very well. When making a quick getaway on a slimey surface a moment of slip at the front could be felt before power was transferred to the rear to get you going smartly.

    We very much liked the TT, but by 2008 I was wondering what to replace it with. I wanted to try a Torsen quattro and fancied the V8 S5, but – usual story – the automatic was to follow ‘later’. Then the gearbox on the TT started to play up. I had always felt that the gearbox wasn’t quite as good as it should have been. Occasionally the acceleration would be sluggish, as if the clutch was slipping in second gear. Sometimes it was a little jerky. Now it occasionally lost drive altogether.

    It happened briefly a couple of times when manoeuvring and then it stopped completely on a roundabout. It was towed to the Audi dealer, but by the time it got there it was working again and no fault could be found. The recommendation was to run it for a while and then bring it in again for another check. This was the worst kind of intermittent problem. We had a four-week holiday to Italy planned and I definitely did not want to set off with the TT as it was. I needed a new car, and quick.

    At that time the only quattro version of the Series 2 TT was the V6, and I didn’t really want another V6 so I decided to buy a three-door S3. My salesman found me one in stock and the deal was done. It was the right decision to trade in the TT because I heard that it packed up on the new owner as he drove it away. That could have been us in Italy. It had been a really good car until that problem. It was registered FY53 WVH and I last saw it advertised on AutoTrader by a Bradford dealer three or four years ago, if I remember correctly. Does anyone know where it is now?

    I didn’t realise how much I had liked the TT until it was gone. I remember driving home from the dealership in my brand new S3 and thinking ‘What have I done?’, having swapped from a superb, low coupé to this bulky and tall-feeling family hatchback.

    The S3 is undoubtedly a fine car, but I never warmed to it and I kept it less than a year and 12,000 miles. The biggest problem was that the dual-clutch S tronic automatic gearbox had not yet been introduced on the S3 so it had a manual gearbox, and that just felt totally antiquated. I also found the engine disappointing. It is capable of high performance but it seemed reluctant to give it, presumably because of the larger turbo it uses.


    I still wanted to try a Torsen quattro so I was considering a tiptronic automatic S5. Then I found rumours that the new S4 would be a supercharged V6 with an S tronic dual-clutch gearbox. I decided to wait for the S4.

    I took delivery of an S4 in March 2009 and it was a very fine car. I ran it for four years and 53,000 miles. It turned out to be the right car at the right time because I needed the extra seats and luggage capacity a few times, but by late 2012 I was thinking about something smaller again. By now, the S4 gearbox was beginning to thump on the change from second to first when hot, so it looked like a good time to move on. There were rumours about a new TT but I guessed, correctly as it turned out, that it would be at least a couple more years before that was available, so I had a good look at the Series 2 TT.

    I test-drove a TT RS Plus, but after the S4 the sports exhaust seemed stupidly loud and the ride was too harsh. I didn’t want a TTS for various reasons, including the fact that the engine was very similar to that of my S3. The figures showed that the basic TT 2.0 TFSI gives the same maximum torque of 350 Nm as the TTS, but over a wider rev band with a smaller, hopefully more responsive, turbo, so I gave it a try. It went very well.

    In November 2012 I ordered a Series 2 TT Coupé 2.0 TFSI quattro S line S tronic. Grimsby Audi gave me a good discount and a reasonable trade-in for the S4. I ordered Ice Silver metallic with black interior again. There were rather more optional extras on offer than for the Series 1 and I ordered plenty of them, which was expensive, but I would do the same again: Comfort package (cruise control, automatic lights and wipers, dimming interior mirror, rear parking sensors, sunband), Technology package (DVD satnav, Bluetooth, music interface), BOSE sound system, electrically-adjustable and heated front seats, extended leather package, interior light package, storage package, tyre pressure loss indicator, hill hold, adaptive headlights, highbeam assist, dimming and folding door mirrors, deletion of engine technology designation at the rear (that one was free!), and finally the two-year warranty extension.

    I took delivery on March 13, 2013. This time there were no doubts as I drove away. The S4 is an impressive car, but what a pleasure it was to be back in a small, light, responsive coupé. I was concerned that the S line suspension might be uncomfortable, but it is OK, certainly better than my first TT. Most of the time it is very good but it can’t cope with some rough surfaces and if your daily commute was on that type of surface you would want something different.

    I was also a bit unsure about the performance because this was my first Audi that was less powerful than the previous one. I needn’t have worried. The light weight and the torquey engine give excellent performance with the bonus of good fuel consumption. We no longer commute and the TT very rarely does a round trip of less than 20 miles, but the trip computer is showing an average of 37.3 mpg over nearly 23,000 miles from new.

    The S tronic gearbox is fabulous. At last, third time lucky, this is how a dual-clutch gearbox should be. Although nominally the same as that in my first TT, it is much better; totally smooth, wonderfully responsive, and glitch-free (I do hope it stays that way!) The way that it changes down through just the right number of gears to give you engine braking when it senses that you are controlling your speed with the brakes when going downhill is beautifully judged.

    The TT is coming up for two years old now. It has only needed one routine service and there have been no problems. I have made no modifications except a bracket on an air vent to hold the Brodit mount for my mobile phone. I still use TomTom navigation on the phone sometimes, because it can be quicker to set up than the built-in satnav.

    We still get about a lot at weekends, often to watch motor racing. Holiday breaks have included South Wales and Kent, and the car has been overseas three times so far. A holiday at the Italian lakes, coinciding with the Monza Grand Prix, then home via the Audi Museum in Ingolstadt, the Technic Museum in Speyer (highly recommended – includes a real Boeing Jumbo jet mounted like an Airfix model, and you can walk on its wing), and the Frankfurt Motor Show. A tour of Northern Ireland and a tour of eastern Germany including DTM at Lausitzring and ADAC GT racing at Sachsenring.

    How does my Series 2 compare with my Series 1 TT? Although the S line is very stylish, it cannot compete for looks with the Series 1 TT. Inside and out the original TT is a milestone in design, an icon, a complete classic. The Series 2 feels unnecessarily wide compared with the Series 1. Apart from that though, for me, the later car wins everywhere: performance, economy, ride, handling, comfort, practicality, even the sound. It was easy for me to find a comfortable seating position, which is very rare; the electric seats help with that. The slightly greater capacity of the Series 2 boot is useful. Overall we are very, very pleased with this TT. It is the best car I have ever owned.

    Some motoring journalists, who seem to think that driving only happens on Welsh mountain roads and race tracks, say that the TT is not a proper sports car and not exciting. Good, I say. I didn’t buy the TT to be a sports car or exciting. I bought it as a GT car and for satisfaction. I don’t want spinning wheels and tail-out slides, I want swift and secure. The S4 was very clever with its Torsen central differential and active sport rear differential, but I hated it when on dynamic settings the back end stepped out on a tight, slippery roundabout. My driving preference was set by my experiences of the original Mini. On the road, I like power-on understeer. I like to flow down the road at a decent speed and in safety. That is why I like my TT.

    What will I buy next? I see no reason to change for a while yet, but reading about the Series 3 TT makes me think that it is very likely to be top of my list when the time comes.

    ‘The S tronic gearbox is fabulous. At last, third time lucky, this is how a dual-clutch gearbox should be...’
    ‘ I don’t want spinning wheels and tail-out slides, I want swift and secure...’
    ‘ In November 2012 I ordered a Series 2 TT Coupé...’
    ‘ I didn’t realise how much I had liked the TT until it was gone...’
    ‘ To Norway in late May when there were still some snow banks on the roadside that dwarfed the car...’
    ‘ The first big trip, only a few days later, was from our North Lincolnshire home to Audi Driver International at Castle Combe, where it was quite a rarity...’
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  •   Quentin Willson reacted to this post about 2 years ago
    Chris Low-Foon, Croydon #2000 #Audi-TT-Roadster #Audi-TT-8N #Audi-TT-Quattro

    I originally purchased my #Audi-TT-Roadster-8N in November 2012. Typically, at that time, it wasn’t the sort of car I was intending to buy. However, there was something about this one that caught my attention.

    The colour (Nimbus grey) was something I never knew the Series 1 #Audi-TT (Audi TT 8N )came in and instantly fell in love with the uniqueness and rarity of it. The colour pretty much sold me and I only had a quick look around before immediately making the decision to buy it. I already had my mind set on how I wanted it to look, and what needed to be done to it to stand out from the rest, as I’ve done with all the cars I have previously owned. Being the 180 bhp version, it came with the singletailpipe exhaust and I immediately knew I wanted the dual exit type, so not long after completing the purchase I had a cat-back Milltek exhaust system installed by AmD Essex, with twin tailpipes of course.

    The karma of buying a car too quickly bit me back, as I soon noticed to my despair that the turbo had become increasingly smokey. I weighed up the costs of putting a like-for-like back on, or upgrading it, and eventually made the decision to upgrade to a K03 Hybrid built by Beach Buggy Turbos, consisting of a K04 turbine, billet K03S compressor and an uprated 15 psi actuator.

    From this exact point onwards, the modification bug bit me and money started flowing into the car. A set of 225 injectors were ultrasonically cleaned and flow-tested, along with a 225 MAF sensor, Creation Motorsports TIP, Toyosports FMIC and a Forge 007p diverter valve which nicely accompanied the turbo. The car was last dyno’d at Garage Streamline at 269 bhp.

    From there, one thing led to another and I ended up back at AmD Essex again for the installation of a set of AP coilovers and the 18-inch Mercedes Eltanin alloy wheels. This car attends a number of car shows and events around the country, and it won Car of the Month in March 2013 at PREPT which is a monthly gathering at Brands Hatch.

    At the end of May 2014 we took the car for a 2500-mile road trip through Germany to Worthersee in Austria, stopping at various museums and attractions along the way including the famous Nurburgring. I am extremely pleased to say the TT performed amazingly without a fault and was such a pleasure to drive!

    Brief specification
    #Audi TT (180) quattro
    • Nimbus grey, 73,000 miles
    Engine:
    • AUQ 1.8T (Originally 180 PS, now 269 bhp)
    • K03 hybrid comprising K04 turbine, billet
    • K03S compressor with an uprated 15 psi actuator
    • Relentless 3-inch downpipe
    • Milltek Sport resonated twin-tailpipe exhaust
    • Interchangable decat (bolt-on sports cat, never used)
    • N75 Race valve
    • N249 Delete
    #Forge 007p dump valve
    • Creation Motorsports turbo intake pipe
    • 225 MAF sensor
    • 225 injectors, ultrasonically cleaned and flow-tested
    #NGK spark plugs BKR7E
    • Drilled airbox
    • Revo panel filter
    Suspension and wheels:
    • AP coilovers
    • Adjustable tie bars
    • Fully polybushed front wishbones
    • Polybushed dogbone mount
    • Mercedes Eltanin 18-inch alloy wheels, with Bridgestone Potenza tyres
    Other upgrades:
    6000k HID Xenon headlights
    Recent servicing
    New CV boots, top mounts, ball joints, new brake pads and discs all round, air-con recharged and diff oil serviced.
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