The Audi TT is still in production, but don’t feel bad if you have forgotten. Since its U.S. debut in 2000, the TT coupe and roadster have morphed through three generations, each one becoming more luxurious, tech-laden and powerful than the last. Unfortunately, each iteration has become less memorable.
That first Audi TT was something special with its simple and elegant Bauhaus-inspired design, penned by Freeman Thomas. It still draws interested eyeballs two decades later. The ür-TT’s mix of beautiful sheet metal and fun-to-drive character made it popular among both enthusiasts and the larger public when it was new. Two decades later, it has become the modern classic it was always destined to be.
Economy roots, upscale aesthetics
Like the Volkswagen Beetle-based Karmann Ghia or the Golf-based Scirocco and Corrado that followed, the TT was born of humble origins. With the same front-drive platform that underpinned the Golf Mk 4, the more-upscale TT crossed Volkswagen Group brand lines, but few really noticed or cared. At least not until VW’s suspect quality became apparent in pricey repair bills.
The stout-but-curvaceous styling made it appear as if the car had been hewn from billet, while the interior was a retro-themed masterpiece that reintroduced classic aluminum accents. Its crescent-shaped instrument pod recalled the Porsche 356 Speedster.
Special touches abound, including a stereo concealed behind a metal panel and a flip-up metal fuel-filler cap that reminds us of vintage sports racers. Even the standard 16-inch six-spoke alloy wheels looked like a throwback to pre-war Auto Union Grand Prix cars.
Turbo power
Power came from VW’s corporate 20-valve “1.8T” turbocharged inline 4, initially producing an entirely adequate 180 horsepower. The TT was available either as a front-driver or with all-wheel drive, badged “quattro” but actually a version of VW’s 4Motion setup, as found on European Golfs. Cars so equipped benefited from a fully independent multilink rear suspension, as opposed to the torsion-beam rear axle in front-wheel-drive cars. A 5-speed manual was standard and a Tiptronic automatic optional.
Audi didn’t leave the TT alone for long. In late 2000, high-speed Autobahn crashes led to a recall that installed a small “ducktail” rear spoiler on the rump and revised suspension settings.
In 2001, an optional 225-horsepower 1.8T variant was introduced, with a larger turbo among other changes. All-wheel drive and a 6-speed manual were standard for this model, with the 0–60-mph sprint dropping to the mid-six-second range. Identify a 225-horse car by its twin exhaust tips, versus a single tip on the less-powerful versions.
New models
A highly anticipated drop-top “roadster” also hit showrooms the same year. Of course, it delivered wind-in-your-hair fun, but at the expense of cargo room, structural rigidity and the coupe’s 2+2 back seat. Nifty touches included metal roll hoops behind the seats and “baseball-stitched” leather seats that resembled overstuffed catcher’s mitts. If you’re looking at roadsters with these seats, be sure to inspect them closely, as they were easy targets for wear.
In 2003, a 250-horsepower version of VW’s venerable VR6 engine joined the lineup. With 3.2 liters of displacement, the narrow-angle 6 produced a lovely exhaust note. It came exclusively with a 6-speed DSG dual-clutch automatic with steering-wheel-mounted paddle shifters. This powertrain made the TT into a baby performance car, with a stiffer suspension and larger brakes, but curb weight had ballooned to some 3,500 pounds for the coupe, a gain of about 500. These cars can be spotted by the obvious “3.2” badge at the rear, as well as a pair of vertical cooling slats cut into each end of the front air dam.
Buy it now
While the first-generation TT wasn’t a bargain when new — costing about 50% more than the GTI with which it shared its bones — that’s no longer the case. Drivers with higher miles are available for credit-card money, but you should be willing to spend at least $10k for a good one. A low-mileage 225-horse TT is worth seeking out as a starting point. You’ll probably have to spend $15k–$20k for one of the better 3.2-liter TTs out there, whether in coupe or roadster form, but that car may not be more desirable, given that it won’t have a third pedal. Cream puffs at auction can breach the $30,000 mark.
Buy right, and you’ll have a fun, highly usable and eye-catching car that still looks contemporary. But do it soon, as we can’t imagine that good TTs will ever be more affordable than they are right now. ♦