Likes
- Excellent value for money on the used market.
- Great range to choose from, FWD Diesels to AWD 5-cyl turbo road rockets.
- Actually quite practical for this category of car.
- Superb aftermarket scene and supportive community.
Used Audi TT (8J) review
Dislikes
- Concerning list of common issues.
- Very expensive parts and maintenance.
- Will the depreciation ever stop?
- Plenty of talented competition that arguably offers the same thing, possibly better.
Stuff you should know
The Audi TT – history has labelled it a hairdresser’s car; all the style and exciting appearance of a sports car, but none of the performance to back it up. Or is it?
Some even accuse the second-gen TT of merely being a Volkswagen Golf in a more stylish body, which is true; it does share the same underpinnings as the MK5-MK6 Golf, but look closer and you’ll find it has a different front subframe, control arms, and hubs. Which brings into focus the true intention of the Audi TT – a compact, sports coupe that offers a far more exciting drive than its hatchback siblings.
The second-generation Audi TT, also known as the MK2 8J, served as a sharper, more athletic successor to the first-gen TT. It was first introduced in 2006 and remained in production until 2014, available as a two-door hardtop Coupé and Roadster (convertible).
The MK2-gen also saw the TT gain separate performance variants for the first time – consisting of the TTS and very hardcore TTRS. The pre-facelift (8J.I) lasted from 2006 to 2010, while the post-update models (8J.II) ran from 2010 to 2014. Post-update cars brought multiple aesthetic and mechanical changes, including new bumpers and front grille designs (S-Line styling etc.), the addition of LED daytime running lights, powertrain updates, and more up-to-date cabin equipment.
Throughout this generation of the TT, engine options came from the extensive and widely used Volkswagen-Audi Group (VWAG) parts bin. Entry-level models featured a 1.8L or 2.0L turbocharged four-cylinder (TFSI), up to the 3.2L naturally-aspirated V6 (aka VR6 shared with the Golf R32), with the most potent option being a 2.5L turbocharged five-cylinder, exclusive to the TT RS models. As an outlier, a 2.0L turbocharged four-cylinder diesel was also available.
Transmission and drivetrains, likewise, are a diverse selection. Entry-level and many coupe models were front-wheel drive, featuring a six-speed manual or the dual-clutch S-Tronic/DSG automatic transmission. Audi’s signature quattro all-wheel drive came on higher-spec cars and most TTS/3.2L V6 models, and was the only drivetrain the TT-RS came with – it also originally came with a close-ratio six-speed manual before gaining the option for a stronger 7-Speed S-Tronic dual-clutch automatic to handle its larger torque/power load.
Among other sports cars in the secondhand market, the Audi TTs rivals are a mix of fellow European offerings that have also depreciated into fairly affordable price points, like the Porsche Boxster/Cayman, BMW Z4, and Mercedes-Benz SLK, to compact, rear-wheel-drive Japanese coupes/roadsters like the Nissan 370Z and Mazda MX-5. Though many agree, the top-spec TTRS is in a whole class of its own.
But as a used car purchase, the MK2-gen Audi TT is reported not to be one of the best examples of the German brand when it comes to build quality and reliability. Even so, if you are considering one, what goes wrong, and what should you look out for?
What goes wrong?
Exterior issues:
The second-gen TT’s all-aluminium body keeps its weight fairly light, but with the tradeoff of being extremely susceptible to varying degrees of damage. All of the aluminium body panels are prone to surface damage or dings, and even the slightest imperfections can be very difficult and costly to repair. Inspect the large sections thoroughly, like the doors, bonnet and roof.
When it comes to sourcing replacement body kit parts, it can be challenging to find original manufacturer parts. Finding S-Line and TTS-specific parts (spoilers etc.) is not too difficult, but may be for the more bespoke parts unique to the TTRS.
With its lower ride height, owners have encountered times when the front underside can easily scuff the front bar on elevated road surfaces, or even worse, break off the lower mounts for the front bar completely, which can be an absolute pain. Also, check that the front under tray is still in good condition and not missing – on the sportier TTS/TTRS models that have an especially low ride height, they can easily come off.
Some owners are reporting issues opening and closing the front bonnet or the rear hatch/trunk lid, with the front bonnet cable itself or the junction point for the cable, as well as boot cover mounts breaking.
If you’re looking at a convertible TT with a folding soft top roof, check that it works normally. The sensors and motors that power the roof mechanism can experience more issues as these cars get older. In addition, make sure that as the roof operates, the panels fold and retract properly, and that the roof doesn’t let any water leak through into the cabin.
Even with the hardtop TT coupes, check for water ingress, or in other words – any signs of moisture in the cabin or damp carpets. In particular, check underneath the rear boot floor, as this is where the battery and other major electrical components are located. Any liquids making their way here can lead to issues with the car’s electronic equipment.
Check for corrosion or rust, particularly under the wheel arches, underside, and around the door sills. Even the brushed aluminium petrol cap can be prone to oxidation. These could be hints of neglect in cold climates, or in dry climates, signs of poorly done accident damage repairs.
The TT is no stranger to potential electrical issues, which unfortunately, are quite extensive. These can include faulty window regulators, powered side mirrors, door locks, and if equipped, parking sensors. Exterior lights, especially the rear tail lights on these can have their sockets burn out. Their housings can also crack where the red meets the clear lens, and collect moisture from the inside.
The
Exterior issues:
The second-gen TT’s all-aluminium body keeps its weight fairly light, but with the tradeoff of being extremely susceptible to varying degrees of damage. All of the aluminium body panels are prone to surface damage or dings, and even the slightest imperfections can be very difficult and costly to repair. Inspect the large sections thoroughly, like the doors, bonnet and roof.
When it comes to sourcing replacement body kit parts, it can be challenging to find original manufacturer parts. Finding S-Line and TTS-specific parts (spoilers etc.) is not too difficult, but may be for the more bespoke parts unique to the TTRS.
With its lower ride height, owners have encountered times when the front underside can easily scuff the front bar on elevated road surfaces, or even worse, break off the lower mounts for the front bar completely, which can be an absolute pain. Also, check that the front under tray is still in good condition and not missing – on the sportier TTS/TTRS models that have an especially low ride height, they can easily come off.
Some owners are reporting issues opening and closing the front bonnet or the rear hatch/trunk lid, with the front bonnet cable itself or the junction point for the cable, as well as boot cover mounts breaking.
If you’re looking at a convertible TT with a folding soft top roof, check that it works normally. The sensors and motors that power the roof mechanism can experience more issues as these cars get older. In addition, make sure that as the roof operates, the panels fold and retract properly, and that the roof doesn’t let any water leak through into the cabin.
Even with the hardtop TT coupes, check for water ingress, or in other words – any signs of moisture in the cabin or damp carpets. In particular, check underneath the rear boot floor, as this is where the battery and other major electrical components are located. Any liquids making their way here can lead to issues with the car’s electronic equipment.
Check for corrosion or rust, particularly under the wheel arches, underside, and around the door sills. Even the brushed aluminium petrol cap can be prone to oxidation. These could be hints of neglect in cold climates, or in dry climates, signs of poorly done accident damage repairs.
The TT is no stranger to potential electrical issues, which unfortunately, are quite extensive. These can include faulty window regulators, powered side mirrors, door locks, and if equipped, parking sensors. Exterior lights, especially the rear tail lights on these can have their sockets burn out. Their housings can also crack where the red meets the clear lens, and collect moisture from the inside.
The front headlights can also appear to show cracking on their lenses, but in most cases, it’s just a minor surface imperfection. We also hear that the daytime running lights on post-update TTs can experience flickering or completely fail altogether. The powered (retractable) rear spoiler on non-RS models can operate intermittently and can also be a source of water ingress.
Ensure you get a full set of keys, including the original master keyfob. Getting replacement units and reprogramming them by Audi is not cheap, and if you accidentally lock yourself out with no spare – you’re out of luck.
It’s worth keeping in mind that owners’ groups and independent specialists are great resources for solutions to many of these issues, before immediately shelling out the expense for original replacement parts. Sometimes, just a faulty sensor or electrical component (connector, battery) can be the cause, and replacing them will immediately solve the problem.
Interior issues:
Many owners report that time has not treated the leather upholstery in these Audi TTs well. Even with the premium Nappa leather, the seats can show signs of sagging or stretching. This can be very noticeable on the TTRS’s Recaro-style seats, especially on the side bolsters – these should feel firm and not collapsed.
If the whole front seats for the driver or front passenger move under hard acceleration or braking, that’s a major safety issue that must be looked at. Check as well that the powered seat adjustments and motors are working normally, as the controls can also experience intermittent faults.
Broken or loose plastic trim pieces are also becoming a common issue. Items like the front bonnet release lever, A-Pillars, and other various pieces in the interior can become brittle or rattle endlessly. The glovebox dampers can also fail, causing it to pop out or not close fully. The surfaces of the black plastics used in large sections, like the center console, are also easy to scratch and wear. The rubber coating on the interior buttons and switches can also wear over time.
As with the exterior, the interior is prone to electrical gremlins. Check that everything using electricity works as it should, such as the window switches, switchgear, and air conditioning controls. We also heard from technicians about instrument cluster issues, affecting the gauge’s backlighting and missing pixels on the LCD display.
As expected from a car of this era, the factory Audi infotainment system is way out of date – even on the ‘newer’ unit installed on the post-update models. Many owners recommend adding aftermarket systems that can bring far better Bluetooth audio, along with Apple CarPlay/Android Auto support. The optional Bose audio system has also attracted a few complaints, but install a decent aftermarket head unit, or add a better up-to-date amplifier, and you can dramatically improve the sound without changing the factory speakers.
Keeping to equipment, while the Audi TT’s interior is stylish, don’t expect loads of modern luxury as you might find in other sports cars. Features like a reversing camera were never available as standard, though you can always add any number of these through aftermarket means.
The air conditioning system has been widely criticized for being fairly weak, especially in hot climates like Australia. If you find it’s struggling to blow cold air, the remedy could be as simple as recharging the A/C system, but it could also hint at a more serious problem, like A/C compressor failure.
Mechanical issues:
Engine:
Every VWAG product, the second-gen TT included, suffers from issues related to weak engine bay components due to them being made from fragile plastics. As they age further, expect more issues to creep up.
There were two types of turbocharged four-cylinder engines made for the second-gen TT: the EA133 and EA888 (shared with the Golf GTI).
The pre-update EA133 2.0L TFSI four-cylinder is considered the more reliable of the two – the key here is that they use a timing belt, not a chain. It’s recommended to change this belt every 105,000 km or 7 years, whichever comes first, and adding to the EA133’s strength of being a more simplistic design than later iterations: the same belt also drives the water pump. As a result, replacement water pumps can be far cheaper (est. $50 versus $1,000+).
It isn’t entirely trouble-proof – the high-pressure fuel pump cam follower can experience issues (displaying fuel pressure fault codes), as can the seals within the turbo diverter valve, with boost pressure regulation failure codes as an indicator; thankfully, these are very easy fixes if caught early enough. The PCV valve can fail – signs they are on their way out are if you hear odd humming/sucking noises, along with lean running and misfiring codes.
More problematic are the post-update EA888 1.8L and 2.0L TFSI four-cylinder engines. The most common and expensive fault of these is the water pump and thermostat module – they tend to fail and leak early, sometimes even before 60,000 km. Professional recommendation is to replace these with a more robust aftermarket unit than an original Audi one, which can last longer and is far cheaper.
These can also suffer from excessive oil consumption, exacerbated by some common PCV and crankcase ventilation issues. Another relatively common issue for this engine is an internal part of the intake manifold: the swirl flap mechanism/actuator. When these fail, replacing the entire manifold is the best option to eliminate any other faults. Those neglected can also experience timing chain or tensioner complications. In summary, the EA888 engines can be quite expensive to maintain.
The turbocharged 2.5L five-cylinder engine featured on the TTRS is quite robust – they are one of the most durable powerplants made by Audi. Left untouched, it is actually quite a strong, reliable engine. However, any amount of tuning to get these to push far greater power numbers can stress out parts like the injectors, pistons, and rods. Injector failure is a common issue, especially on high-mileage examples, so ensure they have been regularly serviced with genuine injectors if you want to avoid any major engine faults.
The 3.2L VR6 is also quite strong, but not completely trouble-free. As with other VAG models that use this V6 engine, common issues range from oil leaks, failure of components like the water pump and thermostat, and PCV issues.
They also suffer from a well-known weak point involving their timing chains – when they do eventually wear out, especially on high-mileage or neglected cars, they’re located at the back of the engine. As a result, they’ll require the gearbox and/or engine to be removed just to replace them.
The 2.0L four-cylinder turbodiesel is actually quite reliable. But if you’re looking to own a TT for its sporting character, why even consider a diesel?
As with many VAG models, these are a great platform for aftermarket tuning, especially the turbocharged four- and five-cylinders engines, but as with changing the state of any vehicle from stock condition, modifications installed poorly or questionable engine tuning can significantly reduce their long-term integrity.
Driveline:
Most of these TTs will come with the S-Tronic/DSG, or dual-clutch automatic transmission. Pay close attention to how it operates during a test drive – ideally free of any lurches, clunks, or any odd noises at low speeds, and gear changes happen quickly – whether done manually or performed by the gearbox itself.
Any abnormalities could spell major issues, which could range from worn clutches to any number of internal components failing. Servicing these is essential, with fluid and filter changes always performed to schedule. Just like the engines, poor aftermarket tuning can seriously reduce their integrity.
If you happen to find one equipped with the six-speed manual, many are trouble-free, provided they haven’t been driven hard or strained by excessive modifications; they’re less problematic than the dual-clutch automatic.
On TTs equipped with quattro all-wheel drive, make sure the Haldex system functions normally sending power to all four wheels and has been serviced routinely with regular oil and filter changes. For items like this, a thorough pre-purchase inspection can offer peace of mind.
Suspension:
The clever MagneRide suspension system equipped on some models was innovative for the TT at its launch, but as time has passed, when they show signs of failing (a more bouncier, rougher ride being a clear indicator), they are not cheap to replace – replacement shocks from Audi can cost at least $1200 per unit. Many owners nowadays are installing superior aftermarket suspension/coilovers, which can improve the handling immensely compared to the factory setup.
It’s likely bushes and suspension arms will be due for replacement, especially as mileage and age add up. Protip as mentioned before – don’t immediately go for Audi OEM parts, there are plenty of aftermarket alternatives that perform just as well, if not better. Being a low-slung sports car, alignment can play a big role in the way the TT handles and how it consumes tires – so a full wheel alignment is recommended among the first tasks performed post-purchase.
Brakes:
As a sports car, the Audi TT – especially in its TTS and TTRS variants can easily consume brakes. Owners we spoke to advise going for aftermarket options versus the overpriced OEM replacements from Audi (some quotes for new front brakes can cost $4000+ before labour). Not only are aftermarket brake discs/pads more reasonably priced, but they can also improve the braking performance of the TT further and last far longer than their OEM equivalents.
Exterior issues:
The second-gen TT’s all-aluminium body keeps its weight fairly light, but with the tradeoff of being extremely susceptible to varying degrees of damage. All of the aluminium body panels are prone to surface damage or dings, and even the slightest imperfections can be very difficult and costly to repair. Inspect the large sections thoroughly, like the doors, bonnet and roof.
When it comes to sourcing replacement body kit parts, it can be challenging to find original manufacturer parts. Finding S-Line and TTS-specific parts (spoilers etc.) is not too difficult, but may be for the more bespoke parts unique to the TTRS.
With its lower ride height, owners have encountered times when the front underside can easily scuff the front bar on elevated road surfaces, or even worse, break off the lower mounts for the front bar completely, which can be an absolute pain. Also, check that the front under tray is still in good condition and not missing – on the sportier TTS/TTRS models that have an especially low ride height, they can easily come off.
Some owners are reporting issues opening and closing the front bonnet or the rear hatch/trunk lid, with the front bonnet cable itself or the junction point for the cable, as well as boot cover mounts breaking.
If you’re looking at a convertible TT with a folding soft top roof, check that it works normally. The sensors and motors that power the roof mechanism can experience more issues as these cars get older. In addition, make sure that as the roof operates, the panels fold and retract properly, and that the roof doesn’t let any water leak through into the cabin.
Even with the hardtop TT coupes, check for water ingress, or in other words – any signs of moisture in the cabin or damp carpets. In particular, check underneath the rear boot floor, as this is where the battery and other major electrical components are located. Any liquids making their way here can lead to issues with the car’s electronic equipment.
Check for corrosion or rust, particularly under the wheel arches, underside, and around the door sills. Even the brushed aluminium petrol cap can be prone to oxidation. These could be hints of neglect in cold climates, or in dry climates, signs of poorly done accident damage repairs.
The TT is no stranger to potential electrical issues, which unfortunately, are quite extensive. These can include faulty window regulators, powered side mirrors, door locks, and if equipped, parking sensors. Exterior lights, especially the rear tail lights on these can have their sockets burn out. Their housings can also crack where the red meets the clear lens, and collect moisture from the inside.
The front headlights can also appear to show cracking on their lenses, but in most cases, it’s just a minor surface imperfection. We also hear that the daytime running lights on post-update TTs can experience flickering or completely fail altogether. The powered (retractable) rear spoiler on non-RS models can operate intermittently and can also be a source of water ingress.
Ensure you get a full set of keys, including the original master keyfob. Getting replacement units and reprogramming them by Audi is not cheap, and if you accidentally lock yourself out with no spare – you’re out of luck.
It’s worth keeping in mind that owners’ groups and independent specialists are great resources for solutions to many of these issues, before immediately shelling out the expense for original replacement parts. Sometimes, just a faulty sensor or electrical component (connector, battery) can be the cause, and replacing them will immediately solve the problem.
Interior issues:
Many owners report that time has not treated the leather upholstery in these Audi TTs well. Even with the premium Nappa leather, the seats can show signs of sagging or stretching. This can be very noticeable on the TTRS’s Recaro-style seats, especially on the side bolsters – these should feel firm and not collapsed.
If the whole front seats for the driver or front passenger move under hard acceleration or braking, that’s a major safety issue that must be looked at. Check as well that the powered seat adjustments and motors are working normally, as the controls can also experience intermittent faults.
Broken or loose plastic trim pieces are also becoming a common issue. Items like the front bonnet release lever, A-Pillars, and other various pieces in the interior can become brittle or rattle endlessly. The glovebox dampers can also fail, causing it to pop out or not close fully. The surfaces of the black plastics used in large sections, like the center console, are also easy to scratch and wear. The rubber coating on the interior buttons and switches can also wear over time.
As with the exterior, the interior is prone to electrical gremlins. Check that everything using electricity works as it should, such as the window switches, switchgear, and air conditioning controls. We also heard from technicians about instrument cluster issues, affecting the gauge’s backlighting and missing pixels on the LCD display.
As expected from a car of this era, the factory Audi infotainment system is way out of date – even on the ‘newer’ unit installed on the post-update models. Many owners recommend adding aftermarket systems that can bring far better Bluetooth audio, along with Apple CarPlay/Android Auto support. The optional Bose audio system has also attracted a few complaints, but install a decent aftermarket head unit, or add a better up-to-date amplifier, and you can dramatically improve the sound without changing the factory speakers.
Keeping to equipment, while the Audi TT’s interior is stylish, don’t expect loads of modern luxury as you might find in other sports cars. Features like a reversing camera were never available as standard, though you can always add any number of these through aftermarket means.
The air conditioning system has been widely criticized for being fairly weak, especially in hot climates like Australia. If you find it’s struggling to blow cold air, the remedy could be as simple as recharging the A/C system, but it could also hint at a more serious problem, like A/C compressor failure.
Mechanical issues:
Engine:
Every VWAG product, the second-gen TT included, suffers from issues related to weak engine bay components due to them being made from fragile plastics. As they age further, expect more issues to creep up.
There were two types of turbocharged four-cylinder engines made for the second-gen TT: the EA133 and EA888 (shared with the Golf GTI).
The pre-update EA133 2.0L TFSI four-cylinder is considered the more reliable of the two – the key here is that they use a timing belt, not a chain. It’s recommended to change this belt every 105,000 km or 7 years, whichever comes first, and adding to the EA133’s strength of being a more simplistic design than later iterations: the same belt also drives the water pump. As a result, replacement water pumps can be far cheaper (est. $50 versus $1,000+).
It isn’t entirely trouble-proof – the high-pressure fuel pump cam follower can experience issues (displaying fuel pressure fault codes), as can the seals within the turbo diverter valve, with boost pressure regulation failure codes as an indicator; thankfully, these are very easy fixes if caught early enough. The PCV valve can fail – signs they are on their way out are if you hear odd humming/sucking noises, along with lean running and misfiring codes.
More problematic are the post-update EA888 1.8L and 2.0L TFSI four-cylinder engines. The most common and expensive fault of these is the water pump and thermostat module – they tend to fail and leak early, sometimes even before 60,000 km. Professional recommendation is to replace these with a more robust aftermarket unit than an original Audi one, which can last longer and is far cheaper.
These can also suffer from excessive oil consumption, exacerbated by some common PCV and crankcase ventilation issues. Another relatively common issue for this engine is an internal part of the intake manifold: the swirl flap mechanism/actuator. When these fail, replacing the entire manifold is the best option to eliminate any other faults. Those neglected can also experience timing chain or tensioner complications. In summary, the EA888 engines can be quite expensive to maintain.
The turbocharged 2.5L five-cylinder engine featured on the TTRS is quite robust – they are one of the most durable powerplants made by Audi. Left untouched, it is actually quite a strong, reliable engine. However, any amount of tuning to get these to push far greater power numbers can stress out parts like the injectors, pistons, and rods. Injector failure is a common issue, especially on high-mileage examples, so ensure they have been regularly serviced with genuine injectors if you want to avoid any major engine faults.
The 3.2L VR6 is also quite strong, but not completely trouble-free. As with other VAG models that use this V6 engine, common issues range from oil leaks, failure of components like the water pump and thermostat, and PCV issues.
They also suffer from a well-known weak point involving their timing chains – when they do eventually wear out, especially on high-mileage or neglected cars, they’re located at the back of the engine. As a result, they’ll require the gearbox and/or engine to be removed just to replace them.
The 2.0L four-cylinder turbodiesel is actually quite reliable. But if you’re looking to own a TT for its sporting character, why even consider a diesel?
As with many VAG models, these are a great platform for aftermarket tuning, especially the turbocharged four- and five-cylinders engines, but as with changing the state of any vehicle from stock condition, modifications installed poorly or questionable engine tuning can significantly reduce their long-term integrity.
Driveline:
Most of these TTs will come with the S-Tronic/DSG, or dual-clutch automatic transmission. Pay close attention to how it operates during a test drive – ideally free of any lurches, clunks, or any odd noises at low speeds, and gear changes happen quickly – whether done manually or performed by the gearbox itself.
Any abnormalities could spell major issues, which could range from worn clutches to any number of internal components failing. Servicing these is essential, with fluid and filter changes always performed to schedule. Just like the engines, poor aftermarket tuning can seriously reduce their integrity.
If you happen to find one equipped with the six-speed manual, many are trouble-free, provided they haven’t been driven hard or strained by excessive modifications; they’re less problematic than the dual-clutch automatic.
On TTs equipped with quattro all-wheel drive, make sure the Haldex system functions normally sending power to all four wheels and has been serviced routinely with regular oil and filter changes. For items like this, a thorough pre-purchase inspection can offer peace of mind.
Suspension:
The clever MagneRide suspension system equipped on some models was innovative for the TT at its launch, but as time has passed, when they show signs of failing (a more bouncier, rougher ride being a clear indicator), they are not cheap to replace – replacement shocks from Audi can cost at least $1200 per unit. Many owners nowadays are installing superior aftermarket suspension/coilovers, which can improve the handling immensely compared to the factory setup.
It’s likely bushes and suspension arms will be due for replacement, especially as mileage and age add up. Protip as mentioned before – don’t immediately go for Audi OEM parts, there are plenty of aftermarket alternatives that perform just as well, if not better. Being a low-slung sports car, alignment can play a big role in the way the TT handles and how it consumes tires – so a full wheel alignment is recommended among the first tasks performed post-purchase.
Brakes:
As a sports car, the Audi TT – especially in its TTS and TTRS variants can easily consume brakes. Owners we spoke to advise going for aftermarket options versus the overpriced OEM replacements from Audi (some quotes for new front brakes can cost $4000+ before labour). Not only are aftermarket brake discs/pads more reasonably priced, but they can also improve the braking performance of the TT further and last far longer than their OEM equivalents.
Should you buy one?
The second-generation Audi TT has attractive styling that still looks modern by today’s standards, and it can be a thrilling car to drive.
Like the MK1 TT before it, and so many cars from the wider Volkswagen-Audi Group stable, depreciation in the long run has seen these drop massively in value, making them enticing as a budget option. Once expensive, high-end fashion statements on wheels limited only to a select few are now attainable for many, even on the slimmest of budgets.
But it’s worth keeping in mind that, just like many used European cars, it can suffer from a list of issues that can grow as time continues to pass. Official Audi parts and labour are notoriously expensive, and while the support network is excellent in more populated regions, in more remote areas, the support base is not as strong.
The upside is that the TT has extensive aftermarket support, combined with a strong owners’ community as valuable resources. Many of its common issues are well-documented, parts are readily available from third parties/specialists, and plenty of owners can recommend DIY solutions that cost next to nothing to perform.
Which really brings to light how to approach the TT – it’s a proper enthusiast’s car. Why are you willing to go through the trouble of owning a car like this? It’s for the fun of getting your hands dirty, learning about the platform inside/out, and experiencing all the ups and
The second-generation Audi TT has attractive styling that still looks modern by today’s standards, and it can be a thrilling car to drive.
Like the MK1 TT before it, and so many cars from the wider Volkswagen-Audi Group stable, depreciation in the long run has seen these drop massively in value, making them enticing as a budget option. Once expensive, high-end fashion statements on wheels limited only to a select few are now attainable for many, even on the slimmest of budgets.
But it’s worth keeping in mind that, just like many used European cars, it can suffer from a list of issues that can grow as time continues to pass. Official Audi parts and labour are notoriously expensive, and while the support network is excellent in more populated regions, in more remote areas, the support base is not as strong.
The upside is that the TT has extensive aftermarket support, combined with a strong owners’ community as valuable resources. Many of its common issues are well-documented, parts are readily available from third parties/specialists, and plenty of owners can recommend DIY solutions that cost next to nothing to perform.
Which really brings to light how to approach the TT – it’s a proper enthusiast’s car. Why are you willing to go through the trouble of owning a car like this? It’s for the fun of getting your hands dirty, learning about the platform inside/out, and experiencing all the ups and downs you expect from a modern classic sports car.
On the other hand, if you’re looking for something that delivers the same amount of driving fun, without electrical gremlins, drivetrain faults, or any expenses that can potentially bleed your wallet dry, then a second-gen Audi TT isn’t for you.
Should you buy one?
The second-generation Audi TT has attractive styling that still looks modern by today’s standards, and it can be a thrilling car to drive.
Like the MK1 TT before it, and so many cars from the wider Volkswagen-Audi Group stable, depreciation in the long run has seen these drop massively in value, making them enticing as a budget option. Once expensive, high-end fashion statements on wheels limited only to a select few are now attainable for many, even on the slimmest of budgets.
But it’s worth keeping in mind that, just like many used European cars, it can suffer from a list of issues that can grow as time continues to pass. Official Audi parts and labour are notoriously expensive, and while the support network is excellent in more populated regions, in more remote areas, the support base is not as strong.
The upside is that the TT has extensive aftermarket support, combined with a strong owners’ community as valuable resources. Many of its common issues are well-documented, parts are readily available from third parties/specialists, and plenty of owners can recommend DIY solutions that cost next to nothing to perform.
Which really brings to light how to approach the TT – it’s a proper enthusiast’s car. Why are you willing to go through the trouble of owning a car like this? It’s for the fun of getting your hands dirty, learning about the platform inside/out, and experiencing all the ups and downs you expect from a modern classic sports car.
On the other hand, if you’re looking for something that delivers the same amount of driving fun, without electrical gremlins, drivetrain faults, or any expenses that can potentially bleed your wallet dry, then a second-gen Audi TT isn’t for you.
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Please note that pricing information is subject to fluctuations in the automotive market.
Information correct as of September 26, 2025.
The advice provided on this website is general advice only. It has been prepared without taking into account your objectives, financial situation or needs. Before acting on this advice, you should consider the appropriateness of the advice, having regard to your own objectives, financial situation and needs.
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