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    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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    MK1 TT
    1.8T with 353bhp

    WIDE BOY With big arches and 10.5x18in alloys, this 352hp TT has some serious road presence…

    The original TT still ranks as one of the most significant Audis ever made. When this curvaceous, bold design was unveiled back in the late 90s, it made a huge impact. Here was a production car that looked very much like the original concept, and it was available to buy. Not only did it look fantastic, its performance credentials were strong, too.

    The venerable 1.8 20v turbo found in the S3 8L saw some upgrades, which took it to 225PS (221bhp). This gave the cool coupe lively performance, matched to a slick 6-speed manual box. With quattro drive, it hooked up the power and was quick off the mark, as well as surefooted when the going got slippery.

    With heated leather seats, a very cool looking dash and xenon lights it was a very nice thing to own. Back in 1999, a new TT would have set you back almost £30k. Today, you can pick one up for under £2,000, making them a bit of a bargain.

    Laszlo, the owner of the TT pictured saw the potential with a TT immediately.

    Having owned a big old Mercedes, he wanted something, small and sporty that was also fun to drive. A TT made sense – it was the right money and offered lots of tuning potential. “I wanted to switch from the yacht like feel of the Benz, to a stiffer, lighter sports coupe,” he says.

    Things began slowly with a simple air filter upgrade and ECU remap. But having seen lots of big power Audis around, it wasn’t long before the silver TT was sent to respected local tuning firm, Turbotuning.

    Here, the 1.8T was stripped down and rebuilt with fully forged internals including Mahle pistons and race spec bearings. The plan was to make the car as reliable as possible, so boost was held back to a relatively modest 1.5bar. Even so, with a Garrett GT2871 turbo, plus supporting upgrades, the TT made a very handy 352hp and 531Nm. Although we hear about plenty of 400+bhp models with large turbos, I have to say around the 350bhp mark seems to offer a great balance of performance and drivability for the road. I’ve been out in lots of TTs with this sort of power and they’re great fun. Plus, there’s less stress on the relatively small capacity 1.8-litre engine – something to take into account unless you liken spending time getting things fixed all the time.

    But there’s more to this TT than a decent bit of poke under the bonnet.

    Up front, Laszlo has fitted a set of six-pots from a Porsche 996. These big brakes required adapting to fit, but do an admirable job of stopping the little TT. With four pots at the rear and Ferodo DS pads, this thing scrubs off speed with aplomb.

    One area that any TT will benefit from upgrades is the chassis. In stock trim they’re quite soft feeling and set up for a neutral handling – as you’d expect. But with some tweaks, you can transform them. With a full complement of Powerflex bushes, the chassis and steering components now feel reassuringly tight, which translates into a much more positive feel to the steering and general handling. Bushes may not be the sexiest of upgrades, but they really do make a huge difference – especially on an older car, where the stock items are likely to be worn. With uprated anti-roll bars, the chassis is well set for hard use.

    One thing you can’t miss is the rather wide wheels. The 18in Japan Racing alloys are a huge 10.5 wide, which is why a set of, what the Americans like to call “overfenders” have been fitted. Some will love them others not so much, but you can’t deny they give this little TT serious road presence.

    A V6 TT front bumper has also been fitted together with the rear bumper insert, which looks much fresher. There’s also a V6 rear wing.

    Inside, Laszlo has really gone to town. The bucket seats have been trimmed in leather with yellow stitching with cheeky R8 logos. The R8 theme continues with the steering wheel and gearknob, complete with open gate.

    So there we have it. A Mk1 TT with an aggressive, OEM+ look, that’s also packing a nice punch thanks to the engine tuning – with the potential for a lot more should he wish to increase the boost and maybe fit a larger turbo.

    Top: Rear seats have been removed Below: 1.8T is forged and runs a GT2871.

    SPECIFICATION #Audi-TT-225 / #Audi-TT-8N / #Audi-TT / #Audi / #Audi-TT-Quattro / #Audi-TT-Quattro-8N / #Audi / #Quattro / #Garrett / #Garrett-GT2871 /

    Engine 1.8 20v turbo, Turbotuning shop rebuilt with #Eagle rods, #Mahle pistons, stronger bearings, low compression with rebuilt head, #Rothe turbo manifold, GT2871 Garrett turbocharger, 76mm exhaust system, custom exhaust with 90mm tips, custom intake, #Ramair filter, #HG-Motorsport intercooler 12-row #Motec oil cooler, F#orge BOV and boost controller, 630cc injectors, Walbro fuel pump

    Transmission 6-speed manual, stronger clutch with Kevlar disc, #Torsen rear diff
    Power 352hp and 531Nm at 1.5bar
    Brakes Porsche 996 fronts with 6-piston calipers, 4 piston rears, Ferodo DS pads and braided lines

    Suspension Custom rear control arms (GL), #Powerflex bushings all around, GL front strut bearing without damping, custom ARBs, #Eibach spacers, wheel bearings converted to studs, #Sachs dampers, custom air-ride setup with Viair compressor and #Airlift-Autopilot - #Air-Lift-V2 (tuned by #Fakukac )
    Wheels 10.5x18in #Japan-Racing-JR-11 wheels with 255/35 tyres
    Exterior V6 TT front bumper and rear insert, SEAT Cupra front lip, V6 TT rear wing, #EPMAN Racing bumper mount, Porsche green mirror housings, custom arch flares made up from Nissan SX kit
    Interior Bimarco bucket seats with Porsche-style leather upholstery and stitching, custom rear seat delete and crossbar, R8 steering wheel and gear knob, custom open gate, Osir gauge holder, Defi Stepmaster gauges, Porsche green details

    Left: Porsche 6-pots Below: R8 open gate gear lever.

    Right: R8 themed interior Below: R8 wheel and gearknob.

    “The TT made a very handy 352bhp and 531Nm”
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    Who says the real German scene we know and love is dead, lost to a world of fibreglass and airbrushed art? If Timo Gödiker’s Audi TT here is anything to go by, it’s definitely very much alive. Words: David Kennedy. Photos: Patrick Hille.

    If you’re one of those people who’s got more petrol than blood running through your veins, then there’s no doubt you’ll know all about one of the biggest problems for car fanatics; temptation.

    Let’s face it, no matter how much you love your current car, be it a half-finished project or a trophy-hauling show stormer, there’s always the temptation to change things up and try something new. Fancy changing the keys in your pocket for another set? There isn’t exactly a shortage of places to come across the temptation to do so, if your friends don’t convince you then the forums probably will, and stay off those blogs unless you like trawling classifieds for the next big thing the next day. But imagine for second if you’re a self-confessed fan of all things VAG and if your friends and online friends weren’t enough, you worked with the damn things too? You wouldn’t stand a chance, something Timo Gödiker here knows all too well.

    You see, not only is Timo a dedicated follower of everything to come out of Wolfsburg and Inglostadt and the scene that surrounds them, but he just so happens to work as a technician and service advisor at an Audi dealership near his home in Lingen, Germany. Which means, in short, he sees dozens of potential what-if projects roll past him every day. Talk about temptation!

    “I bought the TT from the dealership where I work,” he started. “I liked the shape of the car and seeing them every day didn’t help matters! In the end I gave in and bought one to use as my daily driver. I wanted to keep it stock but shortly after buying it, I started making some small changes…”

    As you can probably guess, the TT you see before you isn’t 24-year-old Timo’s first foray on to the slippery slope of modified VAG ownership; a Mk1 Golf Cabriolet and a Mk2 GTI have also called the Gödiker driveway home over the years. “The Mk2 had quite a lot done to it; coilovers, BBS wheels, a full leather interior and some custom bodywork too, so I knew I wanted to keep the TT standard so I could use it as my daily car without any problems,” Timo explained. “But it didn’t take long after I bought the car that I found myself bolting on coilovers and a set of 19s, and those changes just kept going on and on, and eventually I got it to where it is now!”

    And you don’t need to take too much time reading the Dub Details box over the page to realise that Timo didn’t do all that well at keeping his TT’s factory warranty in place. “My intention was to optimise the original look of the car,” Timo explained. “It should be a classy-looking sports car, and I think I achieved that without it being what people would normally call a ‘tuner car’ – that was very important to me.” If anyone’s spent any time checking out some of the darker parts of the German scene then you’ll know what Timo means when he says that. But thankfully our man proves that the Fatherland still knows how to turn out a stand-out car without the need to resort to the local airbrusher or scissor-door stockist…

    So where shall we start with Timo’s TT? Well, how about with the thing that grabs you first; the way it sits. Clock it rolling past and we wouldn’t blame you for thinking there must be bags under the arches and a tank out back, but if you did, you would be wrong. Because Timo’s car is the latest in a long line of cars we’ve seen from the Continent rocking a serious drop in ride height on good ol’ coilovers. “A lot of people said I was crazy trying to run my car this low without air-ride,” Timo smiled, “but I like seeing peoples’ reactions when they find out it’s on coilovers, a lot of people actually don’t believe me when I tell them! One of my goals with this car was that I wanted to throw sparks on the highway, and I certainly achieved it!”

    To get his coupé low enough to throw sparks out the back, Timo went with KW coilovers that he modified to go lower, fitted new top mounts and added a little negative camber out back to get the rear wheels tipping in under the lightly worked-on rear arches. And speaking of wheels, can you guess what they are yet? If you didn’t then Timo’s a happy man, because that’s exactly what he wanted. “I didn’t want a wheel that everyone has,” he explained, “these are from the new Audi A7 and A8s, they were only released a little while ago. I like them because they’re an original Audi wheel, so they fit in with the idea that I wanted the car to look sporty, but not in your face.”

    The bodywork fits that idea too, because while there’s certainly been a lot of time and effort put in to the coupé’s shell, it doesn’t shout about the fact it’s modified, exactly the look that Timo was after: “I wanted drivers of high-class luxury cars to like the look of my car and not think it was the typical tuner car they see around,” he explained.

    To get this look, Timo took his car to the guys at Lackwerk bodyshop in Dresden with a long list of jobs for them to tick off; the most noticeable being the colour change from the factory silver to the stunning Carbon grey from Porsche’s American colour charts. But there’s a whole lot more to the bodywork beside the obvious, such as the US-spec rear bumper and headlights, the smoothed wings, UK-spec rear lights, the diffuser from the TT Quattro and the smoothed front bumper. Nothing over the top, but just enough to set it apart from the stock TTs that fill Timo’s dealership car park every day.

    Inside, a subtle mix of OEM pieces and well thought-out aftermarket choices fit together perfectly to make the interior one very nice place to be. The factory front and back seats were ditched in favour of a pair of Quattro Sport buckets up front and a purposefullooking Wiechers Sport roll-cage and Quattro Sport strut brace bolted across the rear.

    Like the A7/A8 wheels bolted on at each corner, Timo’s gone for another OEM upgrade on the inside in the shape of a R8 steering wheel. Well, seeing as he spends all day working on Audi’s latest cars, can you blame him for taking a little inspiration here and there? We just hope he gets a decent staff discount on ordering bits in! Finally, Timo pulled the headlining, doorcards and the dash and had them trimmed in black Alcantara before bolting them all back in and shipping the car off to SubTwo for a boot build incorporating a Clarion sub, the whole lot again trimmed in Alcantara.

    Under the bonnet Timo’s kept it simple with a new exhaust system from B&B Automotive, a new intake and, of course, a remap of the stock software for a little extra power when he plants his foot down on the right pedal. And that, as they say, is that; one very cool TT and one very happy owner. “I never built the car to win trophies,” Timo explained.

    “I think it’s a shame that so many people build cars just to win trophies and forget about the real reason we do this – to enjoy spending time with friends working on cars and at shows.” And while Timo is a big fan of attending shows, with recent visits to MIVW in Holland and the XS Car Night event in Dresden, he doesn’t mind where he places at the end of the day too much. “My motto is don’t take everything too seriously,” he smiled, “they’re only cars after all!”

    We don’t know about you, but we think that’s a pretty good attitude to have. So, what’s next for our man Timo? “I’m actually thinking of buying another Mk2 GTI,” he grinned, “but this time I’m going to keep it simple and very classic-looking and, of course, very, very low.” We wouldn’t expect anything else…

    Wheels are taken from the new Audi A7 and A8 range, diffuser is from a Quattro Sport. We’re just hoping he got a good staff discount on them from the parts department at his dealership!

    Interior is a mix of OEM pieces from the Audi range and well thought-out aftermarket parts; a look that fits Timo’s clean and simple theme perfectly.

    Dub Details #Audi-TT-8N / #Audi-TT / #Audi / #Audi-TT-Quattro / #Audi-TT-Quattro-8N /

    ENGINE: 1.8-litre turbo with 180bhp, #Quattro , software remap, #B&B-Automotive exhaust system from downpipe back.

    CHASSIS: 9x19” Audi A7/A8 wheels ( #Audi-ET33 ) with 225/35/19 tyres and 5x100 to 5x112 adaptors, KW coilover suspension modified to go lower, modified top mounts, rear camber arms.

    OUTSIDE: Full respray in Carbon grey from Porsche USA, arches rolled, side indicators removed, US-spec headlights with internals painted gloss black, USspec rear bumper with UK-spec taillights, rear diffuser from Audi Quattro Sport, smoothed front bumper, tinted windows until the A-pillar.

    INSIDE: Quattro Sport bucket seats, R8 steering wheel, rear seats removed, Quattro Sport rear strut brace and Wiechers Sport roll-cage painted in UNI-gloss black, SubTwo boot build with Clarion Type R subwoofer trimmed in Alcantara, Alpine DVD head unit, Omnes Audio 2.2 speakers, headliner, doorcards and parts of dashboard trimmed in black Alcantara, boost gauge installed in left air vent.

    SHOUT: Patrick Hille, Jonas Jenssen, Mario Mattick and the guys from ‘Lackwerk’ and all the people from the Low Familia.
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    Steve Richards, Northampton #Audi-TT-Coupe #Audi-TT-8N #Audi-TT #Audi

    ‘I ended up finding one only five minutes up the road...’

    Is it the fastest car I’ve ever owned? Probably not. Is it the best built and most reliable then? Not a chance! Have I had other cars that were more fun to drive, or that had me grinning from ear to ear in the same way? Undoubtedly. But that’s not what owning a TT is about. The TT ownership experience transcends what goes on in the cockpit of the car with the 8N model code… I bought my TT three and a half years ago, as a ‘bit of fun’ before the birth of our first child who was only three months away. So, it was a strange time to buy, for sure, as usually the onset of ‘rugrats’ is when most are parting company with what is effectively a two-seater sports coupé.

    But I figured I’d wanted one since they’d first rolled off the production line at the end of the ’90s and they were now as affordable as most similarly powered, yet much uglier, hot hatches. When I started looking for something that I could ‘hoon around’ in before parenthood drained my bank account, sleep stores, and my will to live, I’d narrowed it down to either the first generation TT or a Mazda RX8. Ultimately, a few niggles with the Mazda, such as the hotstart issue, coupled with the Audi pedigree and the fact that it was basically a beautified Mk 4 Golf made the TT a far more attractive proposition.

    I travelled hundreds of miles looking at lots of different examples, and I’m glad to say that I never let my heart rule my head – there were so many cars that looked great in the adverts, and yet when I actually got to see them there just had ‘something about them that just didn’t feel quite right’. But, after searching far and wide, I ended up finding one only five minutes up the Steve Richards, Northampton TT Coupé road from me! It was already under offer, but when I contacted the guy he said that whoever got there first and put down a deposit would get it. As soon as I saw it, I just knew it was the one I had been looking for...

    It had only had one owner before him, had 60,000 on the clock and I could actually see it – no missing pixels on the dashpod like many others I’d looked at. It had Audi service history up to 35,000 miles, with APS in Brackley taking care of the servicing for the rest of the time under his ownership. Indeed, if I were to buy another Audi I’d rather have an APS service history than a full Audi service history. All the usual trouble spots seemed to have been dealt with – the dashpod, cambelt and water pump (the list goes on...) and it had been tastefully and subtley modified, sitting on –25 mm Eibach springs and with adjustable Koni shocks, R32 anti-roll bars, DEFCON bushes, and it had an APR Stage 1 ECU re-map – all things that I would have ended up doing myself, and all had already been done by APS of Brackley. Three and a half years later I still have it, which certainly wasn’t a part of the plan. So why? The reason I still have it is as much about the ownership experience outside of the car as in it, which I don’t think can be said for many practical daily drivers.

    About a quarter of my Facebook friends are people I’ve met through ownership of the TT. The TT Forum is not only one of the best car forums I’ve ever been a part of, but it also has a tremendous wealth of knowledge and depth of information which, if you’re going to run a 15-year-old car, you simply cannot do without. I’ve lost count of the times I’ve been able to search for bolt specs and sizes (and be able to order them while at work) without the need to go outside and get my hands dirty.

    This year alone I’ve been fortunate enough to attend two weddings of couples I’ve met through TT ownership, and I think that there’s more camaraderie between TT owners than in any other car club I’ve experienced; very much an ‘each to their own’ mentality, whether it be standard or modified, V6 or 1.8T – we’re all just united in enjoying our little ‘hairdressers’ car’.

    So three and a half years down the road and I’ve added a GT Tuning cat-back exhaust, coilovers which have been wound right down, a Powerflex dogbone mount and I’ve had drilled and grooved discs fitted all around. I’ve managed to source the increasingly rare Audi Votex front bumper and side skirts, and that’s to name just a few of the changes I have made. Even with all those extra outlays, it still knocks spots off other cars costing three times as much, in terms of both looks and performance.

    At the tail end of last year it made the cut for 10 finalists of the Auto-Finesse Show ’n’ Shine competition – an online competition which they run through their Facebook page every couple of months, and was up against £30,000 show cars and much newer and more exotic fare. However, thanks to a lot of votes and support from the TT Forum, I came out on top and won myself a year’s worth of car detailing products, much to the delight of my wife!

    It’s by no means the best car I’ve ever owned, but it’s probably been the most enjoyable, and certainly one of the most memorable – and when all is said and done, when you’re talking about a chunk of depreciating metal, then that’s all you can ask for, right?

    As a footnote, I’d like to thank my longsuffering wife, who hates all cars (without discrimination) but has spent many long hours listening to me talk endlessly about optimal damper adjustment and understeer and suchlike, but has never once lost patience (okay, so she may have ‘glazed over’ a few times... and maybe even fallen asleep on one occasion, but still…) Also thanks to Ed and all the boys at APS Brackley – you can’t own a TT without having a workshop whose work and judgement you trust implicitly, and their customer service is absolutely second to none!

    ‘We’re all just united in enjoying our little ‘hairdressers’ car’...’
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    Kenneth Williams, Paisley #2006 #Audi-TT-Roadster #Audi-TT-8N #Audi-TT-Roadster-8N

    Purchasing my #Audi-TT Roadster was not an easy decision. For many years I’d wanted to own a roadster that I could ‘keep good’ and take out on sunny days. My first thoughts were to buy an old MGB Roadster and do it up, but at the end of the day all that I would have would be an old car that had been ‘done up’.

    That wasn’t quite what I wanted, as I prefer new things rather than old, especially cars. The Honda S2000 – now this was a car to consider and as I’d had a Honda Civic Coupe it seemed like a natural progression. So, I went along to my friendly Honda dealership for a test drive and I quite liked the car but hey, wait a minute – I couldn’t afford a brand-new sports car. Back down to earth with a thump!

    Next car to consider was the Mazda MX5, which seemed to tick all the boxes as from the first models right through to the current model they all look pretty modern, so I could choose whatever suited my budget. This was the next problem, finance. As I didn’t have a lot of disposable income, this was a real problem. Nowadays, running one car is bad enough, let alone running two!

    At this rate I wasn’t getting anywhere fast, I didn’t want old, couldn’t afford new and in between really didn’t have the wow factor. However, in 1998 along came the #Audi TT and I knew then that this was the car that I had been looking for all this time, although money was still a problem. Time to start saving…

    By November 2005, I had managed to save enough cash for a reasonable deposit, so I took the plunge and went to Perth Audi to spec up and order my TT Roadster in Silver metallic with grey Alcantara and leather seats, Bose sound system, Xenon lights and a CD multichanger. Not a great amount of extras, but it was all I needed to make the car a little bit more individual. As I didn’t need a ‘racing car’, I opted for the basic 163 PS 1.8 turbo with front-wheel drive, as it would be plenty fast enough for me.

    I took delivery on March 1, 2006 and ever since then I have loved driving this car and have only ever had a couple of minor problems. A coil pack failed, just prior to a recall for coil packs, but this wasn’t a great problem, as a phone call to the AA soon sorted it out at the roadside. Then the ESP warning light came on, which turned out to be due to a faulty brake pressure sender and my local Audi dealership sorted that one out too.
    These are the only problems I have had in nine years, although the car has only done 20,873 miles in all that time. All servicing and MoTs have been done by Glasgow Audi who have been superb, and I have a complete dealership service record and receipts for all the work that has been done.

    I manage about 30 mpg, the cost of insurance for this year is £249.00 and road tax for 2013-14 was £260.00. The road tax is a bit steep as it is a Band J, i.e.197 g/km, but as the car was SORN from October last year I got a refund of £110.41 from the DVLA. Since owning the car it has been declared SORN and kept under a car cover in my garage during the period from October to March, and it has only ever been out in the rain when I get caught while on a run and it is never taken out in snow or icy conditions.

    The only ‘modification’ was the recent purchase of a set of genuine Audi / #BBS 18-inch split-rim alloy wheels. These were available as options at the time of purchase, but I couldn’t afford them at the time and had to make do with the original 16-inch wheels.

    All in all, I am delighted with this car – I enjoy every mile I drive it, especially since it only gets taken out on sunny days, when the roof is always down. On rainy days I use my other car, a Series 2 TT Coupé. But that’s another story!

    ‘All in all, I am delighted with this car – I enjoy every mile I drive it...’
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    David Leslie, Leyton #2002 #Audi TT 225 quattro, #Audi-TT-8N

    This was the first car I have ever owned, and I’d wanted one ever since the concept car was revealed at the 1995 Frankfurt Motor Show. You could say it was, and still is, my dream car.

    I am a Product Designer, and have always studied Art and Design. In my opinion, the design of the Audi TT is timeless as there aren’t many cars that stay so close to the original design concept. In fact, it was the design and build quality that drew me towards the TT, and I like to think that if I did turn my hand to car design it would be a car that I could create, because Bauhaus is my favourite art movement and I often design my products with a simplistic, geometric, and clean industrial look.

    I set my goal of owning a TT in 2000, and after a lot of hard work and saving I purchased my TT in 2005 for £14,700. I intended to keep it as original as possible, and have only added a handful of modifications, including lowering springs, adjustable tie-bars, Audi TT quattro Sport alloys, LED lighting, centre armrest, and the infamous WAK TT re-map, which brings the power up to over 260 bhp.

    I have the TT regularly serviced at APS and use 4Rings for any work I cannot do myself, and in 10 years of ownership I have had no major problems. It is still on the original clutch, which is quite impressive and a testament to the TT’s build quality and reliability. I have suffered from the more common issues such as a faulty coil pack, and I have recently had to change the voltage regulator, but these are minor issues compared to a relatively care-free driving experience.

    The TT is my daily driver and it always brings a smile to my face when sit inside the cabin. The only real downside, as I have recently discovered is that it is not very baby friendly – I can fit the baby seat in front but then there is no room for anyone else in the back. Fortunately, I also own an A2, which is a great little family car.

    My wife, Lynn, thinks I spend a bit too much time washing and looking after the TT, but I can assure her that she is the love of my life, and the best day of my life was when we got married (and not when I picked up the keys to the TT..!) Becoming a dad has also re-energised my love for my TT as my new goal is to maintain it in great condition so that I can pass it on to my daughter Elyssa and let it be hers, to enjoy it as much as I have. Who knows, one day she may also be able to pass it on to her children!

    ‘ In my opinion, the design of the #Audi-TT is timeless as there aren’t many cars that stay so close to the original design concept...’
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    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
    • 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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    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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