If the minor nomenclature differences between what constitutes a BMW with sport items, a Sport model, and a M-Sport model can be confusing, the ordering of model designation in Audi’s TT lineup is downright infuriating. Technically, I think the correct order for the model is as shown above – Audi TT Coupe 225 quattro ALMS Edition.
And here’s the trick. First you needed to differentiate if you ordered a Coupe or Roadster. In 2002, you could get a front-drive coupe with the 180 horsepower engine, and you could also get the 180 horsepower motor with optional Haldex quattro all-wheel drive. But if you selected a Roadster, you couldn’t get a 180 quattro. Now, if you went for the upgraded 225 horsepower motor, you automatically got quattro – there was no front-drive option. That makes the “quattro” moniker after any 225 model redundant. Even more redundant in this case is the “Coupe” moniker, because if you opted for the ALMS appearance package in the 2002 model year, the hardtop was your only choice. So if you referred to this as a TT ALMS – as many do – the rest would follow – you’ve got by default a 6-speed manual 225 horsepower quattro Coupe. For many, this makes the ALMS one of the most desirable 8N TTs, and the limited run of 1,000 examples in either Misano Red Pearl with Silver Gray Nappa leather or, as show here Avus Silver Pearl with contrasting Brilliant Red Leather tends to command a premium over other examples of the first-gen Golf-based model:
The Audi TT may have felt solidly like a child of the post 9/11 world, but in fact by the early 2000s it was already a pretty old design. The concept car toured the show circuits in 1995. First was the Frankfurt International Car show for the Coupe; later that year, the ‘TTS Roadster’ hit the scene in Tokyo.
While the Coupe would hit the market in 1998 en mass, it wouldn’t be until 2000 that the Roadster model finally was available for purchase. Now with the 225 horsepower 1.8T motor and quattro all-wheel drive, the Roadster was a hit and a serious step up in performance from the outgoing Cabriolet which had soldiered the B4 chassis on to 1998. The 1.8T was massaged and the boost turned up to generate 225 horsepower and 207 lb.ft of torque, available with a 6-speed manual gearbox and all-wheel drive – much more punch than the B4’s V6 had, and it was a model only available in FrontTrack automatic form. For enthusiasts, this was a boon; even the heavy TT Roadster could hustle from 0-60 in a tick over 6 seconds.
I’ve looked at some quite nice examples recently; each, in its own way, a special item. Just a few weeks ago I looked at the impressive Imola Yellow TT Coupe with 27,000 miles:
2004 Audi TT 225 quattro with 27,000 Miles
Before that was a glowing TT ALMS Edition with even fewer miles on the clock:
2002 Audi TT 225 Coupe ALMS Edition with 18,000 Miles
And perhaps most relevant to this listing, a nice 2004 Roadster in very rare Papaya Orange:
2004 Audi TT 225 quattro Roadster
While today’s Roadster doesn’t have the outrageous color, interesting options or limited edition status of the others, it’s nonetheless one of the most impressive examples of the 8N out there, with a staggeringly low 7,433 miles since new:
This 2004 Audi TT 225 quattro represents an interesting comparison point to Rob’s Talbot Yellow 911SC from last night. First, the color – Imola Yellow bares a striking resemblance to the infrequently seen 911 shade, but like the tone on the 911 it wasn’t often selected on these TTs. It obviously has a similar overall shape to the 911, too. If you’re reading this, you’re probably not likely to be able to squint and see how alike they are, but to most non-car people, if you parked them side-by-side, they’d likely claim they were much more than distant cousins. I’d wager that most would probably prefer the TT, too – after all, it looks modern and new, still, unlike that ‘old Beetle’ design.
That a clean first generation TT still looks new some 13 years later is rather miraculous. Perhaps it points to a change in car designs; less revolution, more evolution. Consider for a moment that the TT concept (which went into production largely unchanged) toured the car show circuit in 1995 – only 6 years after the move to the 964 model by Porsche. Of course, it’s easy to see why Audi would only evolve the design of the TT. It was a hit off the bat, as pretty much everyone liked the snappy performance, the unique looks, the economic practicality of a 2+2 hatchback, the available all-wheel drive. So park a 2004 TT next to a 2014 TT, and though the design moved into a new decade, it didn’t change direction.
Because the TT has been ubiquitous over the past nearly twenty years in the marketplace, it’s often taken for granted that you can get one pretty much any time you want. News flash: you can get an air-cooled 911 of any variant, an E30 M3, a Bugatti EB110 – whatever – anytime you want, too.…
I watched this past weekend’s Le Mans with diminished interest compared to the past few years. The loss of the great champion Audi narrowed the likelihood of overall victory to a two-horse race. And within that duo was one horse who, if it didn’t have bad luck, would have no luck at all. To be honest, I was rooting for Toyota to finally come good on their promise of the (gasp) last 30 years of racing at Le Mans.
Of course, the curse of Toyota struck once again and with a vengeance, leaving Porsche to smirk in their pits until an equal fate befell them. It would have been Audi’s year, almost for certain, had some engineers not decided to push the limits of diesel technology.
It brought me back to the golden era of Audi’s dominance; the early R8 period, when the cars seemed unstoppable in endurance racing. So successful was the company in making the leap to Le Mans that they generated a special model just to celebrate; two alternate color options for the 2002 Audi TT 225 Coupe. All were laoded manual quattro coupes only in 225 horsepower form; the only choice you had was whether you wanted Misano Red Pearl Effect with Silver Gray Nappa leather interior or Avus Silver Pearl Effect with Brilliant Red leather. As like the rest of the S-Line models of this period, the TT also got a special set of “Celebration” alloy wheels inspired by the RS4 design. Lastly, you got a commemorative sticker and a membership to the Automobile Club de L’Oeust for a year.
While no performance gains were to be had, these smart looking 8Ns are still among the more favored examples of the first generation TT – and this one might be the best out there.
Like the Audi Cabriolet which preceded its introduction, the TT Roadster lives in a strange no man’s land; traditional Audi folks usually aren’t very interested in them, and those from outside of Camp VierRinge (who generally hate Audis to start with) really dislike the TT. Most decry its lack of sport car attributes and claim it’s just a poseur for hairdressers and trophy wives.
That’s a shame, really. The 8N chassis might not make for an M3 killer, but it was a serious step up from the Cabriolet if you enjoy canyon carving. First off, it came with more power – in any configuration. While the B4 had droned on with the reliable but not powerful or exciting 2.8 liter V6, the 8N got turbo power from one of two 1.8T motors initially. Later in the run, as with the R32 they added the 3.2 liter VR6, and yes – you could get that in convertible. Unfortunately in the first gen TTs, the big horsepower came at a cost – it was a bit nose heavy and only available with the admittedly trick but also complicated dual-clutch DSG box here. So, if you’re really in need of the 6-cylinder powerplant, your better bet is to look towards the second generation TT; better driving dynamics were mated with the option for a 6-speed manual there.
But all is not lost on the first gen, because the 225 quattro is the real gem of the lineup. And, it’s quite affordable, all things considered. Towards the end of the run, they were heavily optioned up and even available in some wild colors:
In 1993, my father purchased a W113 Mercedes-Benz 280SL Roadster. It was green with black MB Tex and do you know what? It looked, and felt, old. At that point, it was a 22 year old car that had been mostly forgotten by the enthusiast world. After all, the dated W113’s replacement – the oh so 80s even though it was from the 70s R107 – had just gone out of production, itself replaced by the thoroughly modern R129. I loved the R129 at the time, and the W113 seemed like a dinosaur by comparison. But my father loved the look of the W113, and so for the then princely sum of mid-teens he purchased a relatively clean, reasonably low mileage and (almost) fully functional Mercedes-Benz SL.
Fast forward the best part of two and a half decades, and the SL market has gone completely bonkers, awakening to the fact that the W113 was (and still is) a beautiful, classic and elegant design. I’m not even sure you could buy a non-functional, rusty wreck of a W113 for the same price my father paid in 1993 – and an expensive restoration would await you.
Why do I mention this?
Currently, almost no one has time to even consider the 8N chassis Audi TT. It’s old, with the last of the first generation produced 12 years ago and its replacement – the 8J – has also fully completed a production cycle. It doesn’t have the super wiz-bang computers, million horsepower engines, or cut-your-hand-on-the-front-end styling of the new models. A fair amount lay in a state of disrepair; crashed, thrashed and trashed to a point where they’re nearly given away – quite seriously, there’s one near me for $1,500. But find a good one, and I think now is the prime time to grab a clean TT that will be a future collectable.…
I went to college in London in 2000, about the same time that the first generation TT started to appear on British roads. Because my dorms were in a posh part of town, there were always a few of these parked nearby. The car’s styling struck me as extraordinary. It captured something of the millennial zeitgeist: a minimalist, Bauhaus-esque design that artfully blended lines and curves on the outside, with a bespoke-feeling cockpit on the inside featuring splashes of brushed aluminum and baseball-glove stitching on the leather seats. Back then, I had ambitions to become a lawyer, and this was the perfect car, I thought, for a young single man about town. The perfect yuppie’s car.
I’ll get this out of the way off the bat; not everyone likes the Audi TT, and yes, it’s not really a sports car. But excusing that it’s not a 911 although it’s similarly shaped, is it really that much of a pretender? Tight body curves that were really avant garde in the late 1990s reveal a beautifully crafted interior with lots of special details to let you know you were in a premium product. Under the hood, in its most potent form the 1.8T was quite capable as well, with 225 horsepower resulting in mid-6 sec 0-60 runs in stock form and punchy delivery. And while the Haldex-driven but “quattro” branded all-wheel drive wasn’t as slick as Audi’s other all-wheel drive systems, it works just fine in most conditions. So let’s take a look at two nice examples of these budget sports coupes:
You could be forgiven for thinking that the VAG 1.8 liter turbocharged motor was the go-to motor for the company in the late ’90s and early 00s. It appeared nearly everywhere in the U.S.; the Golf, Jetta, GTi, GLi, Passat, Beetle, Audi A4 and Audi TT all received the forced-induction unit. And that was just in the U.S.; go to Europe, and you’d find many more models and even other companies with the venerable motor. You’d also be forgiven for thinking they were all the same – however, a pause for thought would tell you they couldn’t be. First off, there were the drive train configurations; the Golf-based variants have their engines mounted horizontally, while the Audi A4-based cars have them longitudinally. Then there is the output that was available from the factory; the 1.8T started with 150 horsepower and ended with 240 horsepower in the highest output TTs. Immediately, you’d think they had just turned up the boost, but in fact there were a host of changes to the 225 horsepower motors to help sustain the increased pressure. There are, in fact, no less than 13 distinct versions of the 1.8T from that generation. All shared the same basic structure; cast iron block, 20 valve head with a single turbocharger; but details including injection, computers and engine management and breather systems vary in between each of the models. The Audi TT was the only one to offer various engine outputs though; available in either 180 horsepower or 225 horsepower versions, the later of which was pared with a 6-speed manual and Haldex viscous-coupling all-wheel drive. Though heavy, they were nonetheless sprightly thanks to the turbocharged mill. I’ve said for some time now that I think these will eventually be more collectable as they were an important part of the development of the company, yet few remain in good shape.…
Time for another 10K Friday roundup, and this time I’m focusing on Coupe Week for the theme. That results in a diverse selection to choose from; from a turbocharged 1.8 inline four right through a twin-turbo V12, we have front drive, all-wheel drive and two rear-drivers. Three are automatics with one manual and ten years separate the oldest to newest; yet these are all two-door cars that fit into the $10,000 budget price range. I wanted also to include a Porsche, but wanted to cover models that we hadn’t seen in other posts and the closest I could get in a 911 was in the mid-teens, so we’re down to four choices. Who wins this crazy competition?