Audi TT (2015-2024) Buyer’s Guide

While you can no longer buy an Audi TT new, there are a few tantalising examples of the 3rd-gen model on the used market. Here’s what you need to know when shopping for a 2nd-hand version of one of Ingolstadt’s most recognisable cars…

The Audi TT is no more. After 25 years (and 3 generations of the model), during which Audi produced exactly 662 762 units of the TT, the Ingolstadt-based brand called time on this nameplate late in 2023, when the final example rolled off the Győr production line in Hungary.

Since there’s seemingly no direct replacement in the pipeline (though Audi is reportedly mulling a fully electric model that could play a similar role in the future), the next best thing is – you guessed it – a lightly used 3rd-gen model. For the record, we’re going to focus on the coupe body style in this buyer’s guide, since a roadster variant was available locally only after the facelift and exclusively in RS guise.

The TT badge (which stands for “Tourist Trophy”) was introduced at the 1995 Frankfurt Motor Show, where it was applied to a sleekly styled concept car. Around 3 years later, the production version (codenamed Type 8N) was unveiled, marking the start of a run that would last a quarter of a century.

In 2006, the 2nd-gen model (Type 8J) hit the market and the 3rd-gen TT (Type FV/8S) debuted in 2014. The 3rd iteration was based on the Volkswagen Group’s ubiquitous MQB platform, thus again sharing its underpinnings with the VW Golf and Audi A3 of the era (just as it did in the opening 2 generations).

Audi TT model line-up in South Africa

The 3rd-generation Audi TT was revealed at the Geneva International Motor Show in March 2014. Just under a year later, in February 2015, the coupe version of the 3rd-gen model arrived in South Africa.

At launch, the TT shipped standard with a 2.0-litre, 4-cylinder turbopetrol engine that generated 169 kW (matching the peak power of the Volkswagen Golf 7 GTI Performance Pack of the time) and 370 Nm of torque. The front-wheel-drive variant employed a 7-speed dual-clutch automatic transmission, while the all-paw derivative (bearing the “quattro” badge) used a 6-speed direct-shift gearbox (also an auto).

• TT 2.0 TFSI (169 kW/370 Nm) S tronic
• TT 2.0 TFSI (169 kW/370 Nm) S tronic quattro

By October 2015, the Audi TT S coupe had joined the local line-up, powered by an uprated version of the familiar 2.0 TFSI engine. In the S-badged TT, this motor sent 210 kW and 380 Nm to all 4 wheels (also via a 6-speed dual-clutch cog-swapper), while gaining a model-specific grille, quad tailpipes, an aluminium-look finish for the side-mirror caps and a 10-mm drop in ride height.

Early in the 2nd half of 2017, which was around the time that Audi switched to a fresh model-naming strategy, the 1.8 TFSI (aka TT 40 TFSI) quietly arrived in Mzansi. Serving as the new entry point to the TT range, this derivative used the VW Group’s turbocharged 1.8-litre, 4-cylinder petrol mill, which sent 132 kW and 250 Nm to the front wheels through a 7-speed double-clutch automatic transmission.

What about the other end of the line-up? Well, South Africa had to wait until November 2017 to finally welcome the flagship TT RS coupe, a derivative defined by its spectacular powertrain. The full-fat RS version of the TT boasted Audi Sport’s turbocharged 2.5-litre, 5-cylinder engine, which delivered a whopping 294 kW and 480 Nm to all 4 corners via a 7-speed dual-clutch transmission.

In Mzansi, this version of the TT RS was offered with either a fixed rear wing or a retractable -spoiler, along with model-specific tuning for the suspension and steering, plus aggressive exterior styling and an RS sports exhaust system (the latter culminating in 2 oval tailpipes). Options included 20-inch forged lightweight wheels (upsized from the standard 19-inch alloys), carbon-ceramic brakes and adaptive dampers.

At some point in the 2nd quarter of 2018, Audi South Africa quietly axed the quattro version of the 2.0-litre coupe. By August 2019, however, the subtly facelifted coupe had made local landfall, with the range rationalised to the front-driven, since-renamed TT 45 TFSI – again powered by a 169 kW/370 Nm 2.0-litre 4-cylinder engine – and the TT S. The latter model’s EA888 engine, however, had its peak power hiked to 228 kW (max torque remained 380 Nm), though stuck with the 6-speed dual-clutch gearbox.

The final change to the local Audi TT portfolio came in November 2020, when the refreshed version of the TT RS – which the Ingolstadt-based firm described as having “never been this masculine” – blasted into Mzansi. While the potent 5-cylinder powertrain was untouched, Audi SA opted to offer the flagship in both coupe and roadster form from this point, while also switching to a fixed rear wing as standard.

Interestingly, the TT 45 TFSI fell away around this time. Therefore, for the next 3-plus years, the local Audi TT portfolio comprised only the S- and RS-badged models. Production in Hungary ended in November 2023, though the nameplate remained on Audi SA’s price lists until early in 2024.

What are the advantages of an Audi TT?

Sufficiently quick in all guises: Virtually all engine options available in South Africa during the 3rd-gen model’s almost decade-long lifecycle facilitated at least relatively rapid progress. Of course, the (short-lived) TT 40 TFSI was the tardiest of the bunch, though still managed to see off the 0-100-kph dash in a fairly brisk 7.0 sec.

The front-driven 2.0 TFSI coupe (later known as the TT 45 TFSI) could reportedly complete the 0-100 kph sprint in 5.9 sec, a number that fell to 5.3 in the case of the all-paw version. Of course, the TT S was even swifter to 3 figures, taking a claimed 4.8 sec in 210-kW pre-facelift guise, but (somewhat curiously) 4.9 sec in refreshed 228-kW form.

Meanwhile, the blisteringly quick TT RS coupe – replete with a provocative 5-cylinder soundtrack – was a real firecracker, that, according to Audi, could see off the 0-100-kph sprint in a supercar-baiting 3.7 sec. Audi. Despite weight and stiffness penalties, the TT RS Roadster managed a sub-4-sec claimed time!

Impeccable cabin quality and ergonomics: The 3rd-gen Audi TT’s cabin was an absolute study in high-quality materials and well-considered, driver-centric design. The TT’s dashboard drew inspiration from the 2nd-gen R8‘s fascia – it was devoid of any distracting touchscreens and delivered crucial information directly to the pilot via a 12.3-inch digital instrument cluster (dubbed the Audi Virtual Cockpit).

The driver could alter this highly configurable display using Audi’s intuitive rotary controller, though the integrated touchpad atop the dial was a bit fiddly. The controls for the auto aircon system, meanwhile, were cleverly positioned directly on the 3 centrally sited air vents, each complete with a neat digital display. In short, the TT cabin was both very well screwed together and an ergonomic wonder.

Instantly recognisable shape: Right from the debut of the original way back in 1998, Audi stood accused of placing the TT’s focus firmly on style over substance. As such, the Ingolstadt-based brand’s entry-level sportscar was long pigeonholed as little more than a chic vehicle designed for so-called “posers” (even drawing the dreaded “hairdresser’s car” label).

Regardless of your feelings on the topic, there’s no denying the classic TT silhouette – inspired by the less-is-more Bauhaus design movement – was one of Audi’s most recognisable shapes.

While the 3rd iteration evolved from the 2nd-gen model, it retained key design elements of the original, including that distinctive high beltline. As such, there was simply no mistaking the TT for anything else.

What are the disadvantages of an Audi TT?

Not the most dynamically gifted: While the 3rd-gen TT was certainly a sharper handler than the 1st-gen model (and indeed the best TT to drive of the 3), there was no escaping the limitations of its relatively humble underpinnings. The resulting tendency towards understeer necessitated the “slow in, fast out” approach to corners often required with quick Audi models, while the light steering was a little lifeless.

As such, the somewhat nose-heavy TT was predictable rather than playful – and, in turn, wasn’t the most involving steer. Still, the all-paw versions offered lofty levels of grip, while the RS’ 5-pot soundtrack – let alone stunning off-the-line acceleration – arguably compensated for any lack of dynamic sparkle.

Cramped rear quarters: While Audi described the hardtop TT as a “2+2”, even that was a little generous. Yes, the cramped rear seats were not suited to anyone taller than a small child, meaning it was best to treat this model as a 2-seater. Still, that’s a criticism that could be levelled at several contenders in this segment. In addition, since dropping the rear bench more than doubled the luggage compartment’s already useful 305-litre capacity, the TT was perhaps a little more versatile than many thought.

Poor water-pump housing design: The 2.0-litre (EA888) engine used in several of the SA-spec TT derivatives suffered from a well-known weakness: a poor water-pump housing design. The water pump and thermostat (plus integrated sensors) were packaged inside a plastic housing, which was prone to early failure, unfortunately. This might initially have presented as a minor coolant leak, before developing into a more substantial problem. If left unchecked, it could lead to overheating of the engine.

How much is a used Audi TT in South Africa?

The Audi TT shipped with a 1-year/unlimited mileage warranty and a 5-year/100 000 km Audi Freeway (maintenance) Plan. This model was available with all manner of optional extras – from a Bang & Olufsen premium audio system to adaptive dampers and various styling packages – so make sure to take this into account when comparing vehicles on the used market.

Of the used 3rd-gen TT units listed on Cars.co.za at the time of writing, just 10% were roadsters. The listings were spread relatively evenly over the 10 model years, though 2021 was the most popular by a small margin. About a quarter of listings showed more than 100 000 km on their respective odometers.

• Below R350 000: Options were fairly limited below R350 000, where we discovered a couple of front-wheel-drive 2.0 TFSI units (both from the opening model year) and a couple more 1.8 TFSI examples (from 2017). All had done more than 100 000 km.

• From R350 000 to R500 000: There was a little more choice between these pricing bookends (with the front-driven 2.0 TFSI being the most common variant), though only pre-facelift units were on offer here. That said, we even found a seemingly clean TT S in this space.

• From R500 000 to R800 000: Despite this price bracket spanning a considerable R300 000, we discovered only a handful of units in this space. Interestingly, all were S-badged derivatives, most offered in facelifted form. Indicated mileage, though, tended to fall below 50 000 km.

• R800 000 and up: Unsurprisingly, spending more than R800 000 would quite easily get you into a facelifted TT RS, in either coupe or roadster guise. The most expensive listing we unearthed was a highly specced 2024 TT RS Roadster with 9 000 km on the clock and listed for R1 449 995 (for the record, the last list price we saw new was R1 335 600).

Which Audi TT should I buy?

So, which Audi TT derivative should you choose? Well, the answer will depend largely on what you desire from the ownership experience (and, of course, on your budget). Thankfully, even though we didn’t receive the oil-burning 2.0 TDI engine in South Africa, the TT range covers several bases.

The front-wheel-drive 1.8- and 2.0 TFSI models (aka 40- and 45 TFSI), for instance, deliver more than sufficient grunt for most needs, particularly when it comes to everyday driving. The TT S, meanwhile, offers a pleasing middle ground in terms of outputs and day-to-day comfort, as well as extra wet-weather security courtesy of the all-wheel-drive system.

Those in the market for a performance car might find it difficult to ignore both the aural charm and the ballistic acceleration delivered by the mighty 2.5-litre 5-cylinder motor in the TT RS. Of course, landing an RS-badged example – whether in coupe or roadster guise – requires a considerable budget (even if it scores well in the performance bang-for-buck department).

Is the Audi TT a smart used buy?

During its lengthy run on the local new-vehicle market, the 3rd-gen Audi TT had several rivals, though most were pitched against the top-spec RS derivatives. That said, the Peugeot RCZ – perhaps the closest thing to the Audi coupe in both proportions and dimensions – offered competition towards the bottom of the range and was likewise built on a front-wheel-drive platform.

More traditional (though rear-wheel-drive) challengers came in the form of the R172-series Mercedes-Benz SLK/SLC and the G29-series BMW Z4, along with Porsche’s razor-sharp 718 Cayman and Boxster twins. Other rear-driven options included the Jaguar F-Type (which was furthermore offered in all-paw guise), Nissan 370Z and Toyota GR Supra.

In most forms, the Type FV/8 Audi TT was a highly capable machine – more so than many gave it credit for and thus largely undeserving of the “hairdresser’s car” slur – but there was no denying the fact the majority of its competitors were more involving to drive. As such, most sportscar alternatives delivered palpably higher levels of driver satisfaction, but that won’t matter to each and every luxury-car buyer.

There’s something to be said for a rapid coupe that isn’t exceedingly intimidating to drive fast (and undoubtedly a market for such a thing). Add timeless exterior styling and easily one of the best interiors in the business, and you can see why we feel it’s a great pity that Audi shelved the TT as we know it.

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