End of an era: Original 1998 Audi TT vs current Mk3

Success has many fathers, with plenty of designers keen to have their involvement with the TT acknowledged. The two biggest influences were Freeman Thomas, who sketched the original 1995 concept, and Peter Schreyer, who translated most of that magic into the production model. Special mention is also due to Romulus Rost, who did the groundbreaking interior. Twenty years later, the TT often features on lists of the most influential car designs. Schreyer still owns and regularly drives one, despite having been design head at Kia since 2006.

The TT went on sale in Europe in 1998, but only briefly. Several high-speed crashes in Germany suggested a lack of aerodynamic stability, so production was halted while a wedgy rear spoiler and standard stability control were added. Earlier cars had ESC retrofitted but not the spoiler; the car you see here is one of the tiny number of right-hand-drive examples built early enough not to have it.

That’s why Audi UK recently bought it for its heritage collection, although they agreed to let us borrow the car for this story before giving it any cosmetic attention. So it still has the patina of dings, scratches and even rust bubbles that reflect 21 years and 128,000 miles, behind which the core design looks remarkably fresh for something in its third decade.

The form is still striking if you look beyond the familiarity, the curves and surfaces on show without any fussy detailing. Next to it, the latest TT looks muscular and more modern, but also like a hand that has been played far more safely.

The first-generation TT’s interior is impressive now; it was off the scale for a mainstream car 22 years ago. The metal rotary controls around the air vents still feel great (Audi used pretty much the same thing in the A3 until the new version) and the combination of brushed metal and dark trim gives what still feels like a 2020 aesthetic. It feels smaller than I remember: the front seats are set close together, while the rear pair barely qualify as plus-twos.

The boosty power delivery of the turbocharged 1.8-litre engine is entirely as I recall it. Audi offered 178bhp and 222bhp versions from launch, with a 148bhp unit arriving later. The company has opted to preserve a version packing 222bhp, that being delivered with more enthusiasm than finesse.

The chassis balance is also no surprise. It’s front-led but not in a bad way; all early TTs had the Haldex part-time four-wheel drive system, which diverts power rearwards only when the front is running short on grip. So while it’s easy to accelerate to the edge of understeer, neutralising a widening line is easily done by lifting the throttle. It’s an easy car to drive at a high percentage of its capability.

Time has changed some other subjective opinions, however. In 1999, the TT didn’t stand out for having notable steering feel, but the numb electric helms of modern machines mean there now seems to be a pleasant degree of chattiness through the thick rim of its wheel.

Nor do I remember the shift action of the six-speed manual being so slick and accurate, the TT being one of those cars that encourages you to change gear even when you don’t really need to. In terms of raw pace, it’s still more than fast enough to keep the modern TT honest.

Our Mk3 comes from the bottom of the range, a front-wheel-drive 194bhp 2.0-litre, intended to provide context rather than thrills. Yet I’m soon pleased that Audi sent it rather than one of its more potent models, because it shows how the TT has matured over the years. Sitting on the Volkswagen Group’s ubiquitous MQB platform means the current car is tauter and is much more refined, with a keener front end and markedly less roll. It feels bigger and more grown-up, simply because it is – a point made by a glance into the back and at the almost-usable rear seats.

But despite a dual-clutch gearbox in place of the tactile challenge of a manual, there’s still a pleasure to be had in driving at everyday pace; it’s not always goading you to go faster.

There’s lots of intelligence in the third-generation TT, too, unlike the lacklustre Mk2. It was never going to have the impact of the original and it didn’t try to be a tribute act for its famous predecessor – rather clever in its own right. I still like the idea of its decluttered interior, where the only screen is the digital instrument display behind the steering wheel and there’s no glaring distraction on top of the dashboard. It’s a handsome, desirable car.

It’s also a reminder that the bottom of the range has always made more sense than the top. There have been faster TTs, and some of them have been pretty good, but they’ve always served to emphasise how far Audi’s natively front-driven coupé is from being a purpose-built sports car.

Spiritually, the TT is closer to a hot hatch, one that offers desirability and modest excitement at an affordable price. As such, it’s almost a latter-day Ford Capri – and yes, that is intended to be a compliment. If Audi does replace it with something, whether that’s an EV or a creation even more radical, that new car will have a mighty challenge to match its rational-emotional appeal.

Soft in the middle

When the Audi TT’s obituary is eventually written, one thing will be clear: the original and third-generation versions are the ones to go for. A spin in a Mk2 from Audi UK’s heritage collection was a reminder of just how difficult it is to replace an iconic car.

Not that there’s much evidence Audi tried too hard with the second TT. There are design riffs on the original with all the zip and precision of a geriatric pub band and it’s almost as uninspiring to drive as it is to look at.

The interior is particularly dull; the fact it shares its heater controls with the first R8 might be the most exciting thing about it. One for collectors to skip over.

What's next?

While Audi insiders have said there are no current plans for a direct TT replacement, the company is well aware of both the affection held for the dynasty and the need for future models capable of delivering a similar level of emotional engagement.

When we spoke to Audi technical development boss Hans-Joachim Rothenpieler in March last year, he said: “There’s a future for an icon, but I don’t know if it’s a TT.”

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