Used 2004 Audi TT Coupe

2004 Audi TT
List price
2004 Audi TT


  • Distinctive styling, cutting-edge interiors, available all-wheel drive, optional Bose sound system is superb.


  • Confusing interior controls, roadster's hefty curb weight limits handling, coupe's useless backseat.

Used 2004 Audi TT Coupe for Sale

Audi TT 2004 250hp quattro AWD 2dr Hatchback (3.2L 6cyl 6A)
47,157 miles
Used 2004
Audi TT
250hp quattro
West Broad Volkswagen
96.6 mi away
Est.Loan: $231/mo
View Details
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Edmunds' Expert Review

For buyers seeking the ultimate performance sport coupe or roadster, the TT may disappoint, but if you're willing to give up a little performance in the name of style, the 2004 Audi TT is a real head-turner.

2004 Highlights

A more powerful 2004 Audi TT 3.2 joins the lineup with a 250-horsepower V6 and a new "Direct Shift Gearbox," an automanual with technology that promises both smooth automatic operation and quick manual gear changes. A pair of gills at each front corner, a larger rear spoiler, unique wheels and a rear fascia accent distinguish the TT 3.2 from its stablemates. You can get the 3.2 in both coupe and roadster form. Also this year, xenon headlamps are now standard on all models.

Consumer reviews

Read what other owners think about the 2004 Audi TT.

Overall Consumer Rating

Most helpful consumer reviews

Pick of the litter of the MK1 TT's
Carl W. Krause,11/25/2008
This is my third TT of the MK1 series and is the best of the three in my opinion. The VR6 is a better engine than the 1.8 turbo. I have no timing belt woes to worry about, for example, because the cams are chain-driven.
Disapointed with Audi TT
I bought this car 5 years ago in 2008 with only 28K miles and even though its fun to drive the repairs has been ridiculous. The factory warranty expires at 48K/4years. The car was 4yrs and 5 months when I bought it. At 32k the instrument cluster needed replacement at a cost of 1,250. At 40K the water pump needed to be replaced 1,850. At 45k the transmission needed to be replaced 5,200. At 56k the alternator, belt and tensor were replaced 1,650. At 72k the alternator was replaced again for 595. Audi should've replaced the the instrument cluster and the transmission because both failed before 50k but they washed their hands. After this experience I'll stay with BMW,never buy an Audi again.
A even more fun car with DSG and V6
What more I can say?! Fun to drive. V6 and DSG push the car to another level. Especially DSG, you have to try it to believe it. So quick and smooth. And the tuned sound from the exhuasts, it makes you feel like you are inside a F1. 4WD takes me anywhere I want to go even a trip to the nearest skiing resort in the winter. So versatile, I can put 2 golf bags at the back (both rear seats have to be folded down) without any problem. Put a car seat at the back(Yes, you can put a car seat at the back. My 2 year old daughter loves to ride in my red TT), it becomes my family sport wagon.
Audi TT 3.2L DSG is a different TT
My favorite car. Before this I owned the 1.8L Quattro TT coupe. The normally aspirated 6 cylinder with DSG gear box is a lot more sports car - it is what the TT should have been from the start. I never thought that I would like a sports car without a traditional stick, but Audi's DSG is great. The paddle shifters are great. My first TT had reliability issues, especially with the electrical system. Through 30 months, this one has been flawless needing only routine maintenance. Get special order outside mirrors to eliminate the TT blindspot. Change the oil often to prevent sludge.
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Features & Specs

18 city / 26 hwy
Seats 4
6-speed manual
225 hp @ 5900 rpm
18 city / 27 hwy
Seats 4
6-speed shiftable automatic
180 hp @ 5500 rpm
20 city / 24 hwy
Seats 4
6-speed automatic
250 hp @ 6300 rpm
See all Used 2004 Audi TT Coupe features & specs
More about the 2004 Audi TT
More About This Model

The TT coupe arrived for the 2000 model year at a time when Audi was looking for a car to play the Miata in its lineup. You know, something small and sporty with lines so seductive you simply can't turn away when you see one rolling down the street. Something with so much personality that it can speak for an entire line of cars. A roadster version arrived a year later, and now in 2004, one has to regard the TT as a successful image builder: The Audi brand has never been stronger in the U.S., while TT styling cues have shown up on the Chrysler Crossfire, Nissan 350Z and any number of concept cars touring the auto show circuit.

Of course, with a starting price in the low $30Ks, the TT is no Miata. And with a soft suspension and a generous curb weight, it's not a true sports car, either. Instead, this beautifully finished Audi has been likened to mobile art. Even in the car's fifth year, the coupe and roadster bodies still cast distinctive silhouettes, while their aluminum-trimmed cockpits continue to set the standard for interior design in this price range.

Yet, sales have cooled considerably, as strong performers like the BMW Z4, 350Z, Crossfire, Mazda RX-8 and even Audi's own A4 Cabriolet have given consumers reason to shop around. With a redesigned Mercedes SLK on the way, the TT needs an edge to see it through the next couple years. And so for 2004, Audi has fitted its image car with a new six-cylinder engine teamed with an all-new transmission. After spending half a day with this pair, we can tell you that it's the most satisfying drivetrain the TT has ever known.

Until this year, the most powerful engine you could get in the TT was a 225-horsepower version of the 1.8-liter turbocharged four-cylinder (1.8T) found in the A4 and most Volkswagens. When that kind of power is extracted from such a small-displacement engine, you're basically assured that said engine will have a peaky, high-strung demeanor out on the road. Thusly equipped, the TT is subject to frustrating amounts of turbo lag off the line and a delightful rush of acceleration once peak torque hits at 2,200 rpm. This is not a driver-friendly combination in heavy traffic, but it can be entertaining when an open road stretches out before you. The 225-horse engine has never been offered with anything but a six-speed manual transmission, though, so anyone who didn't feel like shifting his own gears had to settle for the considerably less riveting 180-hp TT, which picked up a six-speed automatic last year.

A better alternative is the 3.2-liter V6 now offered under the hood of the top-line coupe and roadster. In keeping with the space constraints of the TT's small engine bay, the 3.2-liter makes use of a compact "VR6" design, whereby the cylinder banks are mounted at a narrow 15-degree angle. Output is rated at 250 hp at 6,300 rpm and a steady 236 pound-feet of torque from 2,800 to 3,200 rpm. To ensure a broad range of usable power while increasing efficiency and cutting emissions, the V6 makes use of continuously variable valve timing on both the intake and exhaust valves, as well as a variable-length intake manifold.

Managing the shifting duties is something Audi calls a Direct Shift Gearbox or DSG. If this term sounds familiar, recall that BMW offers a similar transmission with a similar name — Sequential Manual Gearbox (SMG) — in the Z4 and M3. In either case, we're talking about a real six-speed manual transmission that can effectively function as either a manual or automatic transmission. Peer into the cockpit, though, and you'd swear the TT 3.2 had a regular old automatic: There's no clutch pedal in the footwell and what appears to be a conventional automatic gear selector has the usual "P," "R," "N" and "D" slots.

But beneath the surface, all the elements of a conventional manual gearbox are in place, clutch and all (and there's no torque converter as in an automatic). Actually, the DSG has two electrohydraulically controlled clutches — an advantage, according to Audi, in that two gears can be selected at a time to minimize interruption in power delivery during shifts. For instance, while first gear is engaged, second gear is "preselected." As Clutch 1 opens to disengage first gear, Clutch 2 closes to engage second. When the TT is in second, third, fourth or fifth gear, the DSG relies on computer control logic to decide whether an upshift or downshift is imminent and preselect the appropriate gear. Audi's quattro all-wheel-drive system is standard, so power is automatically routed to all four wheels via an electronically controlled center differential.

Once seated in the cockpit, most drivers will find the DSG as user-friendly as operating an automatic. If you want the transmission to do all the shifting for you, simply move the gear selector to "D" (regular mode) or "S" (sport mode). In S mode, the DSG waits longer to upshift, hastens downshifts and generally turns out quicker, firmer shifts. If you'd like to take matters into your own hands, just slide the shift lever to the right to access the manual mode. To shift, you can either bump the lever up or down, or use the thumb paddles mounted on the steering wheel. We were partial to the paddles, which allow the driver to keep both hands on the wheel.

Our initial drive took us through the Texas hill country outside Austin, where the TT was first introduced back in 1999, and in this setting we found the 3.2 to be a pleasant and forgiving companion. We were slightly annoyed by delayed throttle response when laying into the accelerator pedal from a stop — a quality present in both the coupe and roadster we drove — but thereafter it was nothing but smooth sailing. The 3.2 asserts itself with a moderately deep exhaust burble upon takeoff, but this tapers off to allow quiet highway travel.

Low-end torque won't overwhelm anyone who's driven a 350Z recently, but as the needle climbs the tach, a very strong midrange opens up. It's all too easy to find yourself cruising along at triple digits given the engine's supreme smoothness. Passing and merging maneuvers come and go without fanfare, even in sixth gear. Motoring along in an Imola Yellow roadster, we were unable to escape the attention of a small-town state trooper, who coolly informed us we could either pay up or stay on until the following Tuesday as a "guest of the state." Audi claims a 6.4-second 0-to-60-mph time for the coupe and 6.6 seconds for the roadster.

People accustomed to driving an automatic will find the DSG a suitable substitute. In both D and S modes, shifts are as crisp and unobtrusive as they would be with any automatic transmission. Downshifts occur right when you need them. Moreover, the twin electrohydraulic clutches allow for such smooth gear changes that the fore and aft pitch you typically get with a manual-shift car (as the clutch is engaged and released) is nonexistent. The fact that Audi's engineers were able to refine this out of the TT 3.2 is a remarkable achievement.

The manual mode is a bit less enjoyable, at least from an enthusiast's standpoint. The DSG is certainly responsive, as firm shifts occur as soon as the driver taps the "+" or "-" paddle or bumps the shifter. Call for a downshift when heading into a corner, and the transmission will blip the throttle with a level of precision matched only by masters of the heel-toe technique. Unfortunately, we noticed that under full throttle, the DSG would automatically upshift for us at or before redline. This certainly reduces the risk of driver error, but to us, it defeats the point of having an advanced manual transmission with a manual mode.

Of course, if you're mainly looking for the convenience of an automatic transmission — but with added responsiveness and control — the DSG could be just right for you. It's definitely more fun than the so-called "automanual" modes that carmakers offer with conventional automatic transmissions. Versions of the DSG are likely to show up in other Audi products, though not right away, according to company executives, as the transmission is currently compatible only with transverse-mounted engines — most Audis have longitudinally mounted motors.

Meanwhile, buyers looking for a more authentic "clutchless" manual experience should consider a Z4 with BMW's SMG, which is designed for a predominantly enthusiast audience. Interestingly, European TT 3.2 models are available with either the DSG or a regular six-speed manual transmission, but Audi officials said there were no plans to offer the latter option in the U.S.

When fitted with the six-cylinder engine, the TT coupe and roadster put on about 80 pounds each. This isn't a substantial weight gain, but engineers decided to move the battery to the rear of the car to improve the front-to-rear weight ratio. More importantly, 3.2 models benefit from upgraded running gear to help them cope with the extra power. These cars wear a larger set of ventilated disc brakes, and we can attest that brake feel is excellent. Additionally, the front and rear antiroll bars are larger in diameter and the spring rates and damper settings have been tweaked. The relatively straight roads along our driving route provided little opportunity to push the cars around turns, but it's fair to say that 3.2 models retain the mild-mannered demeanor of other TTs. That means a comfortable ride and capable, but not sporty, handling.

Equipment on 3.2 models is the same as on other TTs, but they have a few distinguishing cosmetic touches, including a revised front grille, larger intake ducts, a larger rear spoiler and, below the car's flush-mounted rear bumper, a honeycomb plate that surrounds larger exhaust outlets. Additionally, the TT 3.2 is eligible for an exclusive set of nine-spoke, 18-inch wheels.

Unquestionably, the addition of a V6 engine gives the TT much broader appeal among luxury coupes and roadsters. And even though the Direct Shift Gearbox doesn't live up to the performance potential of BMW's SMG, it should be a good match for the majority of buyers. If there's anything that gives us pause about this coupe and roadster, it's their $40,000-plus price tags: Cars like the 350Z, RX-8 and even the Z4 pack in more fun for less money. But if your budget is flexible, keep in mind that none of them can touch the Audi's interior.

Used 2004 Audi TT Coupe Overview

The Used 2004 Audi TT Coupe is offered in the following styles: 225hp quattro AWD 2dr Hatchback (1.8L 4cyl Turbo 6M), 180hp Fwd 2dr Hatchback (1.8L 4cyl Turbo 6A), and 250hp quattro AWD 2dr Hatchback (3.2L 6cyl 6A).

What's a good price on a Used 2004 Audi TT Coupe?

Price comparisons for Used 2004 Audi TT Coupe trim styles:

  • The Used 2004 Audi TT Coupe 250hp quattro is priced between $11,288 and$11,288 with odometer readings between 47157 and47157 miles.

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Used 2004 Audi TT Coupe Listings and Inventory

There are currently 1 used and CPO 2004 Audi TT Coupes listed for sale in your area, with list prices as low as $11,288 and mileage as low as 47157 miles. Simply research the type of used car you're interested in and then select a prew-owned vehicle from our massive database to find cheap used cars for sale near you. Once you have identified a used or CPO vehicle you're interested in, check the Carfax and Autocheck vehicle history reports, read dealer reviews, and find out what other owners paid for the Used 2004 Audi TT Coupe.

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Find a used Audi TT for sale - 1 great deals out of 16 listings starting at $16,646.

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Should I lease or buy a 2004 Audi TT?

Is it better to lease or buy a car? Ask most people and they'll probably tell you that car buying is the way to go. And from a financial perspective, it's true, provided you're willing to make higher monthly payments, pay off the loan in full and keep the car for a few years. Leasing, on the other hand, can be a less expensive option on a month-to-month basis. It's also good if you're someone who likes to drive a new car every three years or so.

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