Audi TT

When we reviewed this final version of the third generation combustion Audi TT coupe back in 2018, we realised that we were at the end of an era.

This was an improved version of the 'Type FV/8S' third generation design first introduced back in 2014, which followed the second generation 'Type 8J' model of 2006 and the iconic original 'Type 8N' version of 1999.

As with those designs, this one was available in both Coupe and Roadster forms - we've chosen to review the hard top here.

If you're already familiar with the MK3 TT, you'll find that not too much changed with the post-2018 version; new badging, a little extra equipment, subtle aesthetic alterations, plus some equally subtle differences in engine tuning.

That was about it. Not that there was much need to change things, competition for the TT, particularly in this fixed top form, evaporated like the morning mist during this model line's lifetime.

Back at the turn of the century, the affordable Coupe segment was populated by all kinds of volume brands - Vauxhall, Fiat, Nissan, Volkswagen, Renault - and subsequently SEAT and Peugeot too.

By 2018 though, they were all gone.

Only coupes like the Toyota GT86, the Ford Mustang and the BMW 2 Series Coupe remained - and they were really rather different cars to this Audi. All of which helped to explain not only why the modification programme was so light.

Audi just distilled the TT down to the bits that really worked.

The updated MK3 40 TFSI and TTS models joined the range in 2019.

'Final Edition' versions were sold in 2024.

TT sold until late 2024 and wasn't replaced.

Audi was always careful to ensure that this model's iconic silhouette remained essentially the same right since we first saw it in 1999 and with the improved version of this third generation design, all the usual TT model cues were present and correct - things like the rounded wheel arches, curved windscreen pillars, bold shoulder line and sloping rear tailgate.

Minor updates included a smarter three-dimensional version of the Singleframe radiator grille, larger new vertical corner air inlets, revised alloy wheel designs and extra styling slashes below the tail lights at the rear Inside, things were much as they were when this third generation model first made its appearance back in 2014 - which means that you get a sleek minimalist design that sets this car's interior apart.

If you weren't familiar with it before and are graduating on from a MK2 TT, you might get in and initially wonder what's missing.

The wing-shaped dash is normal enough, but in its centre, the usual infotainment system screen and ventilation control panel are both missing.

Ventilation controls have been relocated to the jet turbine-style air vents and all the functions you'd normally find on a big tablet-style central display have been incorporated into the 12.3-inch TFT 'Virtual Cockpit' screen that replaces the earlier model's conventional instrument gauges. You won't be expecting much from the rear seats - and you shouldn't.

Once you're inside, it's massively cramped - to the point where these pews will be virtually unusable for adults, even on very short journeys.

Let's finish with a look at the boot.

Lift the tailgate and you'll find a two-part parcel shelf covering an unexpectedly large cargo area, something that's long been a selling point for TT owners.

In this Coupe model, it's 305-litres in size with the rear seats up (in the Roadster model, it's 280-litres).

Ok, the area provided is rather shallow but it's accessed via a notably low loading lip and what's on offer here is certainly big enough for three or four large bags.

Please contact us for an exact up-to-date valuation.

Most owners in our survey seemed happy.

The most reported faults related to interior trim and non-engine electricals.

Look out for bodywork scrapes and kerb damage to the large alloys.

We've had some reports of issues with wear to the side bolsters of the leather seats, as well as squeaking front brake pads, so it's worth looking out for both of those.

Some owners have found that the sound system the electric seats aren't covered by Audi's extended warranty.

And the windows have been known to freeze up in the coldest weather conditions - which is a problem because the glass needs to drop a bit in order for the door to shut. There are generally no issues with engines or bodywork but if you find a heavily used car, you might find that that the front wishbones and anti-roll bars could need replacing at around the 60,000-mile mark.

The DSG automatic gearbox should be checked to make sure it's had a regular oil and filter change, as should the Quattro four-wheel-drive system.

(approx based on a 2018 TT Coupe 40 TFSI - Ex Vat) An air filter costs in the £8 to £13 bracket.

An oil filter costs in the £4 to £9 bracket.

Front brake pads sit in the £17 to £50 bracket for a set.

Front brake discs sit in the £29 to £47.

A starter motor costs around £103-£232 and an alternator sits in the £158-£311 bracket.

The TT has always been a relatively undemanding car to drive quickly, particularly if you get yourself one with the quattro 4WD system that's standard on powerful versions like the TTS variant.

The TTS featured some engineering changes in this post-2018 revised form, with a slight reduction in power to 306PS but a 20Nm increase in torque that dropped the rest to 62mph sprint time to just 4.5s.

Elsewhere in the range, the 2018 update meant that there was no longer a diesel option and the previous entry-level 1.8-litre TFSI unit with 180PS was replaced by a 2.0-litre TFSI powerplant with 197PS that powered the new 40 TFSI entry-level derivative.

Most new TT buyers though, opted for the mid-range 45 TFSI derivative, which used this engine in an uprated 245PS form and offers wide choice - manual, automatic or automatic with quattro 4WD.

At the top of the range as before, there was the potent TT RS, which uses a 400PS 25-litre five cylinder unit.

Other engineering changes made to the revised version of this MK3 model included the installation of a 7-speed version of the brand's twin-clutch S tronic auto transmission to replace the previous 6-speeder.

It's mandatory on TTS and TT RS models.

Plus there was the added ability of the 'Audi drive select' driving modes system to influence the way the 4WD system works, a set-up that by 2018 used a Haldex-style all-wheel drive set-up.

If your TT has the clever 'Audi magnetic ride' adaptive damping system fitted (which was standard only on the TTS and TT RS), the 'drive select' modes will affect ride quality too.

Steering feel remains a little lacking and we always found the ride rather over-firm.

But refinement's excellent - and efficiency remains a key TT calling card.

Some say the combustion Audi TT won't be missed.

We disagree.

Even when the affordable Coupe segment was full of volume-branded rivals, the TT stood out as something a little special and different; in this lightly revised form, the MK3 design still did. Ultimately, there's still nothing quite like a TT.

Perhaps there never will be.