Used 2003 Audi Tt Mk1 Manual Transmission
Buyer's guide: Audi TT (Mk1)
Why y'all'd want an Audi TT (Mk1)
Based on a shortened VW Golf game 4motion platform and aimed squarely at the Porsche Boxster marketplace, the Audi TT was a brilliant derivation of the hatchback. It featured four-bike bulldoze and a choice of 1.8 turbo engines at first, later joined by a 3.2-litre narrow-angle V6.
Great looks and 2+2 Coupé or two-seat Roadster bodies were combined with Boxster-beating performance. Autocar was impressed, describing it equally 'i of Audi's near engaging machines in recent times… a handling sensation next to its other performance cars… more alive than any Audi we've driven since the original quattro'.
Despite gaining a reputation as a fashion statement rather than a drivers' car, the TT soon proved to be more than popular in Britain than anywhere else and the range of options increased to include front end-wheel-bulldoze Roadster and Coupé with 150PS or 180PS, plus Coupé and Roadster quattro with 180PS, 225PS or 3.2 V6 250PS.
Front-drive versions sold in relatively small numbers and came with five-speed 'boxes instead of the six-speed unit of measurement of quattros and the sophisticated Direct Shift Gearbox (DSG) fitted to most V6s. With standard heated leather seats and a power hood, the Roadster is an appealing style to enjoy fresh-air motoring.
The TT also became a successful racer, Frenchman Laurent Aïello winning the DTM title in 2002.
(50-r) Roadster version was introduced a year after Coupé in '99; Abt (TT) and Bartels clash in DTM race at Norisring in '02
A few autobahn accidents and questions about its loftier-speed stability led to an early recall on pre-2000 cars to arrange the interruption, fit ESP electronic stability command and a rear spoiler.
The additions were largely designed to make the steering less direct and the bush size in the front command arms was made essentially larger. At that place are still a few cars that missed the remember and aren't adorned with the rear spoiler merely they now look a little odd – and the recall didn't dampen enthusiasm for the model one chip.
The BBC'due south Watchdog programme forced Audi to supersede faulty dashpods for free on TTs with consummate service histories (check this has been done), but today almost accept been dealt with and over time could well take developed 1 or more than of the TT's other dashpod faults.
A full service record is highly desirable on all complex modern cars, ideally from principal dealers or respected contained specialists. Audit console alignment, considering poorly repaired blow damage will come up dorsum to haunt you.
Exist wary of modifications: take they been done well, has the car been thrashed, and what extra stresses are being put on other components?
At that place should be two keys and an emergency key, plus the radio code. Check that the remote locks and unlocks both doors besides as the bootlid. Too confirm that the warning triangle, jack, tools, compressor and tyre foam are in the boot.
Images: Tony Baker
Boosted writing: Richard Roberts
Audi TT (Mk1): what to look for
Bodywork
Come across above for trouble spots.
Audi TTs were for many years regarded as existence corrosion resistant, just as they've got older there are certain areas that have started to testify their age.
Poorly repaired crash harm is ever a problem with a high-powered sports car, just there are other areas that need shut scrutiny. The lower edges of the substantial sill covers are collectors of mud and debris, and also take a battering from gravel and other route debris.
Unscrewing the plastic curvation liners will likely discover a substantial corporeality of damp mud that helps accelerate rust. Cleaning behind the plastic curvation liners and a liberal blanket of rust preventative will help extend their life.
Replacement sill covers are easy to fit, but undamaged and rust-gratuitous ones are condign surprisingly scarce and the prices are creeping upwards.
Check the front wheelarch lips for corrosion, and the lower rear quarter panels and bootlids by the numberplate lights, areas where corrosion ofttimes goes unspotted until quite advanced.
The roof track on the coupé have e'er been a weak point and age hasn't improved this – in one case the rust has started information technology needs removing, treating and repainting, otherwise information technology will return.
Engine
The i.8 engine originally came in 180 and 225bhp flavours, and in existent life the difference is minimal, although the 180 will exist cheaper because it is perceived every bit existence less desirable. All but the early 180s too have the vi-speed 'box. Don't dismiss a machine just because information technology'southward a 180bhp version.
On all one.8s the cambelt, tensioner and water pump should be changed every sixty,000 miles or six years. Information technology is an expensive job because there is so trivial room in the engine bay and and then is often disregarded – upkeep £400-500 from a reputable specialist. If there is no bear witness of information technology beingness done, and then do it – a snapped belt on an interference engine will be expensive.
Look for oil leaks effectually the inlet manifold and the injector ports, likewise as the cam comprehend. There is a nest of vacuum hoses below that plastic engine cover, and perished pipes and broken connectors tin can crusade a multitude of error codes.
There's plenty of cyberspace wisdom about removing or bypassing valves/pipes but exercise so at your peril. The TT Forum is a great resources for whatever TT owner and has friendly, enthusiastic members.
Beware of badly mapped cars – a nicely remapped Audi TT is a pleasure to bulldoze with dollops of extra ability and torque, but too many are poorly ready-up with generic maps.
Alternator failure is usually just the regulator. It was such a regular failure point that at ane time they were carried by AA vans and are an easy fix.
Dipstick tubes go brittle with age and can snap off causing substantial oil leaks. Misfires have historically been attributed to failing coil packs, simply as these cars historic period you might find it is also the wiring in the injector loom breaking down and shorting out.
Turbos are long lived, so long as the oil is inverse at the advisable intervals.
The rear engine 'canis familiaris-bone' mount tin fail and makes information technology feel similar at that place's lots of slop in the driveline as the engine moves back and along.
Check that the fans are cutting in – the fan control unit, buried in the engine bay, fails in the 'off' position and allows the car to overheat. Thermostats have been known to fail and stick open, just are a relatively piece of cake fix.
A permanently illuminated traction-command lite commonly indicates MAF failure.
Well-maintained units exceed 200,000 miles. The V6 is robust simply suffers from cam-chain stretch, which needs plugging in to diagnose and is expensive to fix – budget £1000.
Interruption
The intermission, similar all VAG cars of that era, is known to snap springs.
Again, beware of poorly modified cars running upkeep coil-overs which will ruin the ride and handling of an otherwise very capable motorcar.
Decent aftermarket pause, such as Spax adjustable dampers, enhances the ride and handling – although dropping too low will mess upwards the geometry and wear tyres unevenly.
The front wishbones have a front and rear bush. The rear ones are an like shooting fish in a barrel fix to replace (brand sure you lubricate the polybushes otherwise they volition squeak!). While you're at it yous tin can replace the forepart bushes – these are the big condom bushes added every bit part of the early rubber recall and it'due south possible to sleeve them downwardly to the original size which does wonders for turn in and steering experience.
The anti-roll bar bushes and drop links are known to fail, but are a cheap and like shooting fish in a barrel fix. Fitting thicker anti-gyre confined from an R32 Golf of similar vintage is a popular modification.
Wheels
Pre-facelift 180s and 225s had 16- or 17-inch wheels, mail-facelift and 3.2s wore 18s. Front-wheel drive 150s had xvi-inch wheels as standard.
They are relatively easy to option up but are getting to the age where alloy corrosion is probable the cause of slowly deflating tyres, rather than a puncture. In that location are plenty out in that location and budget £fifty each for a skilful refurb, preferably in the original silver.
Electrics
Electric issues are common and that dashpod that acquired bug when new is often an ongoing result.
Missing pixels from the middle display, under-reading fuel and temperature gauges and full failure are all fixable at a reasonable price and with lifetime warranties for a few hundred quid.
Warning sirens live by the rear bicycle and many are mostly expressionless, so your TT sat with flashing indicators should probably too be sounding its alarm siren.
The door-lock mechanism has a microswitch that causes the glass to driblet a couple of millimetres when opened and to become up when closed to create a weathertight seal. The microswitches fail, which as well ways the auto doesn't know when the door has been opened and then locks itself. Not smashing if the keys are inside. The switches are available on eBay for about £10 and, whilst fiddly, are quite uncomplicated to fix.
Leaky roadsters permit water onto the Torso Control Module which works the central locking, the fuel-cap release and the windows – if these aren't working, hopefully it simply needs drying out.
There is a wealth of information accessible from the diagnostic module built into the climatronic organization – Google it – and information technology is fascinating what readings you can get, every bit well as being a helpful diagnostic tool.
Gearbox
Clutches on Audi TTs tin final 100,000 miles and more. It's an involved chore both due to the tight space and the demand to remove the 4x4 gubbins.
The pedal has been known to interruption, only it is an easy gear up.
The DSG on V6s lasts if the oil is changed every 40,000 miles.
Interior
Heated leather seats were standard on the vast majority of Audi TTs, other than the basic 150bhp versions.
Seats with worn bolsters or broken heating elements aren't worth messing well-nigh with – decent replacements are plentiful and an piece of cake bandy. However the coloured ones, especially red leather, seem increasingly deficient.
Hood
Ensure the hood operates smoothly and make sure in that location are no leaks. The auto should exist bone dry inside.
The rear of the hood isn't designed to be completely watertight and a plastic channel between the hood and the rear body captures h2o and feeds it to the drains behind the B-pillars.
Popular internet wisdom will say leaks are due to blocked drain tubes but every bit these cars age, information technology's increasingly the drip aqueduct that'southward go discrete from the rear of the body. It's a fiddly only not difficult job to repair. Don't poke wires into the drain tubes considering they're thin, plastic and frail.
The bonding in the corner of the roadster rear glass 'screens is starting to fail with age on some cars.
Hoods tin can be given a new lease of life with a clean and waterproofing product.
Roadsters often leak in the top corner of the window/A-Colonnade which is acquired by the seal narrowing over the years – these can be packed out with the manufactory spacers (or suitably cut washers!).
Factory roadster hardtops are rare – if you acquire i, make sure you go the necessary plumbing equipment kit.
If the hood stops part way upward/down then it is probably the fluid level – be warned, the hydraulic pump is a nightmare to go to, buried abroad backside the seats and they have been known to leak, or even seize, through lack of use.
Brakes
Standard brakes on an Audi TT work acceptably well, but don't give the all-time feel. They benefit from upgraded pads for track or fast route utilise.
The braking system is complex, though, and if it runs dry out when bleeding then you need VAGCOM or like to cycle the ABS pump. Rear calipers tin seize if the handbrake is left on for prolonged periods of storage.
Quattro 4WD system
Despite what pub experts tell you, a TT isn't full time four-bike drive. It's predominantly front-wheel bulldoze and uses an electronically controlled Haldex unit to transport power to the back wheels when sideslip is detected.
If you intend to use your TT on track then you might discover the four-wheel bulldoze kicking in and out quite disconcerting, especially on tight, twisty circuits. The solution is either an electronic Haldex controller or a inexpensive and cheerful one-way valve that locks the 4WD in the 'on' position in one case it'southward kicked in.
None of this is necessary for normal everyday use, merely both seem robust, long-term solutions, despite internet doom-mongers. The Haldex oil should be changed every xx,000 miles, the filter every 40,000 miles.
Other
Check the washer jets, (referred to past TT fans as 'aliens'!) are working – they're an MoT fail if not on all cars with xenons (all 225s). And make sure the engine undertray is in place and properly affixed.
The front lights fade badly and get cloudy. They tin can be restored with various proprietary products and give the car a real lift when done properly, as well as improving lighting.
Audi TT (Mk1): on the road
Whatever TT is quick, with good handling and grip from four-wheel-drive models. Many take been uprated, but check that mods were done by a reputable business firm
It is surprising how modern an Audi TT Mk1 yet feels, despite the fact that the oldest is at present more than twenty years old.
It will hands keep up with modern traffic and the only noticeable shortfall will be the lack of a modernistic infotainment organisation. The factory sound systems, especially those with the optional Bose speakers and amp, sound great and can be retrofitted with Bluetooth modules and hands-gratis kits that replace the CD changer part.
Fuel economy is late 20s to early 30s when sensibly driven – the trouble is they go then well, grip so much, brand such a peachy noise and are so much fun that you find yourself using the available power. Driven spiritedly wait early 20s mpg. All this combined with decent ride quality and relatively depression road dissonance makes a TT a daily commuter candidate.
For the fourth dimension being at least, TTs are still plentiful. Buy the best example you can find based on condition rather than purely on mileage. A well serviced and regularly driven automobile can be a much improve proffer than a lower mileage dog.
A good TT is a wonderful, enjoyable car that well deserves its modern-classic status. A bad example will have you chasing niggly faults and tin can exist a money pit – that's why so many are currently being cleaved for parts.
The really low mileage versions are starting to come out of the woodwork at premium prices, but in that location are still and then many out there that buyers can afford to be choosy. Buy the best you lot tin can afford and budget for some initial piece of work to go it upwardly to scratch. Rustproof the sills and change the cambelt.
Whilst the 225 is the most mutual, there was a special-edition Quattro Sport which had a handy 240bhp. This run-out model lost the back seats, had a ii-tone colour scheme and optional Recaro bucket seats.
They've been slow to get together the additional value their rarity should control, partly because they aren't actually that much different to the 225 on which they are based. Originality is likely to enhance the value on what will eventually become the ultimate Mk1 Audi TT.
At nowadays, whatever Mk1 TT seems remarkable value for money, offering style and performance in spades, with inexpensive and plentiful new and used parts supply.
Purchase a practiced one at present and it will be gratis motoring for the next few years and surely must eventually start to climb in value. In the meantime it'southward a performance car deal to exist enjoyed both from behind the cycle and for its blueprint that was and then close to the original concept car.
Audi TT (Mk1) cost guide
3.ii Roadster
- Show: £7000
- Average: £4000
- Restoration: £1500
three.2 Coupé Sport
- Show: £9000
- Average: £5000
- Restoration: £2000
225 Coupé
- Show: £3500
- Boilerplate: £2750
- Restoration: £one thousand
225 Roadster
- Show: £4000
- Average: £3000
- Restoration: £grand
Audi TT (Mk1) history
1995 TT Concept Coupé unveiled at Frankfurt Evidence and Roadster at Tokyo Evidence
1998 Sep TT Coupé 2+2 launched, as 180PS (16in wheels, five-speed 'box) or 225PS (17s, 6-speed)
1999 TT Roadster introduced
2000 Mar Recall to fit ESP, uprated forepart suspension arms and rear spoiler
2000 Sep 6-speed gearbox standardised on all 180s and 225s
2001 Nov S-Line 225 Coupé: carmine or silver, leather seats, 18in alloys, lowered suspension
2002 Jan 18in rims and lowered suspension on all 180s and 225s
2002 November Coupé quattro iii.ii V6 added: Direct Shift Gearbox, bigger brakes, different front bumper and rear valance, larger rear spoiler
2003 Apr Roadster 150 (front-cycle drive, 5-speed, more boot infinite) and Roadster quattro 3.2 released
2003 Dec three.2 bachelor as manual
2004 New front-drive 180, optional Tiptronic 'box
2005 Mar Coupé quattro Sport: 49kg lighter, 240PS (236bhp)
2005 Sep 150PS engine up to 163PS, 180PS to 190PS; 225PS options phased out
2006 Apr TT Mk1 replaced
The possessor'southward view
"I bought my Roadster from a principal dealer in '03," recalls owner Mike Edwards. "Initially I was disappointed: it was much more than modern and quicker than my erstwhile Coupé quattro, and the ability to drop the roof helped, but it somehow wasn't as overnice. 12 years on, I've got used to its limitations; it's surprising how much tin can be carried in the boot or within.
"I've had the clutch pedal snap; I've replaced the rear springs four or v times, and most front end suspension bushes and joints – all easy DiY jobs. It has rusty arches on one side, which I assume is downwards to harm earlier I bought it. I'm surprised how much of the underside has rusty edges: difficult to proceed on top of, only largely corrective. My roof once lost the ability to open and close, and was repaired by the Audi amanuensis at some cost."
Also consider
Alfa Romeo GTV (left) and Porsche Boxster are alternative buys
ALFA GTV/SPIDER
Slightly outclassed past the TT in drivability, the Alfa rival (also 1.8 'four' to 3.2 V6) oozed grapheme, sounded great and housed a fabled engine. If heart rules head, yous might go for this.
Sold1993-'04 • No. congenital fourscore,747 • Mpg 23-36 • 0-60mph 9.2-6.iii secs • Top speed 130-158mph • Toll new £19,715-26,340 ('01) • Price at present £iii-10,000
PORSCHE BOXSTER
A more accomplished sports motorcar, but it'south easy to get defenseless out with a moneypit in this price range. Intoxicating flat-six audio, plus information technology'due south superb to drive; Southward reclaimed the operation crown, also.
Sold 1996-'04 • No. built 164,874 • Mpg 25-37 • 0-60mph 6.5-5.7 secs • Top speed 139-165mph • Price new £31,450-38,330 ('01) • Toll now £5-15,000
Audi TT (Mk1): the Archetype & Sports Automobile verdict
In that location'due south a wide selection of TT models, so understand them and decide which suits you lot best before going out to look.
Equally with any well-built modern, problems are few and, because of tight production tolerances, if at that place are any faults all examples will suffer them. Beware cheap cars; go for one that's been well looked after – information technology will save yous thousands in the long run.
FOR
- Groovy Bauhaus looks
- Strong enthusiast following
- Excellent performance and handling
- Good parts and specialist back-up
Against
- Interior is a fleck plasticky
- Some have been crudely modified
- Complexity means non-routine jobs are costly
- 'Bargains' might have patchy service history
Audi TT (Mk1) specifications
- Sold/number built 1998-'06/275,339 (184,041 Coupé)
- Construction steel monocoque
- Engine iron-cake, alloy-caput dohc 20v 1781cc 'four', Bosch Motronic and KKK K04 turbo, or all-alloy dohc 24v 3189cc V6 with Bosch Motronic; 148bhp @ 5700rpm-246bhp @ 6300rpm; 155lb ft @ 1750rpm-236lb ft @ 2800rpm
- Manual five-/six-speed manual or DSG semi-automatic, Haldex four-wheel drive
- Suspension: front MacPherson struts rear double wishbones, coil springs; telescopic dampers, anti-curl bar f/r
- Steering power-assisted rack and pinion, 2.8 turns lock-to-lock
- Brakes 312mm ventilated discs front, 226mm rear (V6 334/365mm), with servo and anti-lock
- Length 13ft 3in (4041mm)
- Width 6ft 1in (1856mm)
- Height 4ft 5in (1345mm)
- Wheelbase 7ft 11½in (2429mm)
- Weight 2816-3505lb (1280-1590kg)
- 0-60mph viii.6-5.7 secs
- Tiptop speed 133-155mph
- Mpg 23-35
- Toll new £24,050-29,000 (2001)
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Used 2003 Audi Tt Mk1 Manual Transmission
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