Audi TT — Two Modern Generations
| Gen | Years | Platform | Engines | Notes |
|---|---|---|---|---|
| TT 8J | 2006–2014 | PQ35 / PQ46 | 2.0T TFSI, 3.2 VR6, TTS, TTRS | 2.0T timing chain early; TTRS 2.5T exceptional |
| TT 8S | 2015–2023 | MQB | 2.0T TFSI (180–230hp), TTS, TTRS | MQB reliability; Virtual Cockpit standard |
TT 8J (2006–2014)
The 8J TT uses PQ35 underpinnings for the FWD variants and PQ46 for quattro models. The 2.0T carries the same early BPY timing chain concern as 8P A3 and early B8 A4 models — inspect before purchasing any 2006–2008 8J TT. DSG-equipped cars use the DQ250, same as the Golf GTI. Service it at 40,000 miles.
The 3.2 VR6 in quattro trim is the pick of the 8J generation: smooth, no major endemic issues, and more characterful than the 2.0T. It drinks fuel but that's expected. Timing chain on the VR6 is a much lower concern than on the 2.0T early variants.
The TT RS with the 2.5T inline-5 (TTRS, 340hp) is an exceptional engine — highly regarded for reliability and responsiveness. It shares the inline-5 architecture with the RS3 and is one of Audi's most beloved engines. Main service items on the TTRS: engine mounts wear around 60K miles, carbon buildup by 60K (GDI), and DSG service at 40K.
TT 8S (2015–2023)
The second-gen TT on MQB is a more modern car in every respect. The 2.0T TFSI (EA888 Gen 3) is more reliable than the 8J's early 2.0T — improved oil control, revised tensioner, better carbon management. The Virtual Cockpit digital instrument cluster is standard and adds to the car's premium feel.
TTS (286hp) and TTRS (400hp) are available in the 8S generation. The TTRS retains the beloved 2.5T inline-5, now making 400hp with improved reliability over the already-solid 8J version. Service costs on the 8S TTRS are higher than on a comparable A4 but manageable with the right shop.
Audi R8 — The Mid-Engine Supercar
| Gen | Years | Engines | Gearbox |
|---|---|---|---|
| First Gen | 2007–2015 | 4.2 V8 FSI, 5.2 V10 FSI | 6MT gated, R tronic single-clutch |
| Second Gen | 2015–2024 | 5.2 V10 FSI (540/610hp) | S tronic dual-clutch |
First-Gen R8 V8 and V10
The 4.2 V8 FSI is the accessible entry point to R8 ownership. Naturally aspirated, high-revving, no turbo or supercharger to worry about. Main service items: cam chain tensioners (both banks) at 80–100K miles, full synthetic oil at short intervals (5,000 miles maximum at high use), spark plugs at 40K, and transmission service depending on gearbox type.
The R tronic single-clutch automated manual is the weak link of the first-gen R8. It's slow by modern standards and the mechatronic unit can fail. Manual gearbox cars are worth seeking out specifically to avoid the R tronic's issues. The gated 6-speed manual is one of the finest gearboxes ever put in a production car — it's also entirely mechanical and bulletproof.
The 5.2 V10 in first-gen R8 is the ultimate version. Same cam chain concerns at high mileage, higher oil consumption than the V8 (natural for a V10 at this rev range), and more demanding on brake systems.
Second-Gen R8 V10
Second-gen R8 dropped the V8 and went V10 only. The S tronic dual-clutch is a vast improvement over the R tronic — fast, reliable, and serviceable at 40,000-mile intervals. Same cam chain inspection by 80K. Second-gen R8 ownership costs are genuinely higher than first-gen: parts are more expensive, service is more complex, and the car demands more of the maintenance schedule.
R8 and TT: The Reality of Performance Audi Ownership
Both cars reward ownership if you're diligent about service intervals. The cost of deferred maintenance on a performance Audi compounds quickly — an R8 with an unknown service history is not a bargain at any price. If you're buying used, insist on a full documented service history and a pre-purchase inspection by a shop with Audi-specific diagnostic capability.