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  • AUDI TT MK2 BUYING GUIDE

    We know the Mk1 is a bargain, but the Audi TT Mk2 is now creeping into budget for most, we check out what you need to know before parting ways with your cash.

    The Mk1 Audi TT was something of a revelation. We mentioned in our Mk1 buying guide that cars simply do not go into production in what is essentially concept form. So how does a manufacturer follow that? It does so by producing a car with cleaner lines but thoroughly refreshing it to incorporate the latest technology and boy does it make the Audi TT Mk2 a good one.

    History

    While the Mk1 made do with a Golf platform that in some ways hindered its abilities, the 2006-launched Audi TT Mk2 got a slightly more bespoke package in the form of an aluminium and steel Audi space frame based on the PQ35 platform, otherwise known as the A5. You might be thinking that’s a car that’s too big for this application, but in truth the Mk2 offered sharper handling and driver involvement to give a more rewarding package overall.

    Audi TT Mk2

    As enthusiasts you’ll know that you got a whole host of engine choices with the Mk2 TT, just like you do on most Audi models; this allows you to properly decide what suits your needs. First up, Audi ditched the Mk1’s 1.8-litre turbo four-pot in favour of the 2.0-litre TFSI found in the Golf GTI. This meant that the starting block for performance on the TT when launched in 2006 was 200bhp, 0-62mph in 6.4 seconds and 150mph top speed. This was exclusively in coupé form to begin with, your roadsters didn’t go on sale until the tailed of 2006, some eight months after the coupé launched. The roadsters did get the same engine and transmission options as offered on the coupé models.

    Next up, that peach of an engine from the Mk1, the 3.2-litre V6, was carried across. Performance was rated at a healthy 250bhp with figures claiming a 0-62mph sprint time of just 5.7 seconds and electronically-limited 155mph top speed. One thing to note here, all V6s were equipped with Quattro, while the lesser-powered 2.0-litre came only in FWD application. That’s crucial when choosing which model takes your fancy.

    Following the launch of the roadster late in 2006, the TTS arrived. This boosted power to 268bhp and was fitted again only with Quattro meaning your 0-62mph time was now 5.4 seconds and top speed again was limited to 155mph. The roadster version was marginally slower, but the difference is negligible. Another thing to note here, all TTS models were fitted with Audi’s adaptive magnetic damping system. While the clever damping system isn’t known to be a common problem, fixing any issues can be expensive so do take that into account.

    Audi TT Mk2

    Those wanting the sports car lifestyle but with the extra economy could do so following the launch of the TTS thanks to a 2.0-litre turbodiesel with 170bhp. But it’s the model that followed that got not only Audi and TT enthusiasts excited, but the motoring world, welcome, then, the TTRS. The long-awaited car was teased for some time before it arrived in 2009 and it came with that whopping 2.5-litre five-pot that hit the sweet spot in terms of performance as well as that exotic noise. Performance was a colossal 340bhp taking the 0-62mph down a whole second on the TTS to 4.4 seconds and on to 174mph if the first owner opted to have the speed limiter lifted. Now was a car that had gorgeous lines as well as a peach of an engine that could worry even the more capable supercars in the real world. Mated to the DSG gearbox and Quattro system, gear shifts were sharp and traction was rarely an issue.

    How do you follow a 2.5-litre five-pot, with a 1.8-litre TFSI of course… it’s confusing how Audi chooses to release products in an unusual timeline, but that’s what it is. This was now the baby of the range, and the most affordable. Gone was Quattro and FWD replaced it. Power sat at a humble 160bhp.

    The following year, 2010, the entire range got a mid-life update. This brought in LED daytime running lights as standard for all models badged S Line, while the 2.0-litre TFSI engines got a spruce up in performance, lifting power from 200bhp to 211bhp and giving all non-RS models a sport button to adjust throttle sensors.

    At the top of the tree for the Mk2 TT was the TTRS Plus, a designation that Audi would later go on to use on its R8 models. This lifted power over the already bonkers 340bhp RS to 360bhp. Not too shabby for a “hairdressers” car.

    With the history out of the way, it’s time to look at what you should be looking out for when buying one. The good news is that because it’s a 2006+ car, the oldest examples are only 13 years old; VagCom diagnostics tool can be your best friend if you know how to use it. Most of the information about the car can be read through the tool, this includes the current wear on the DSG box, which is crucial as we know problems with the box can be rather expensive.

    However, don’t make the mistake of thinking that because the car isn’t old you shouldn’t be too worried about missing history or slight problem areas. History on any car is always key; the car you’re looking at may only be 7 years old but if it’s missed the last two major services and has been bashed off the limiter half of its life, you don’t want to be the person that picks up the invoice for the problem when it eventually breaks.

    Audi TT Mk2

    Engines

    You’ll be pleased to hear that all five engines have proven to be mostly reliable over the years should servicing have been adhered to. The intervals for such are 19,000 miles or two years, whichever comes first. If you’re looking at the 2.0-litre models, note that cambelts should have been changed at 75,000 miles, if the car you’re looking at is coming up to that milestone, the cost of replacement isn’t astronomical, but between £300 and £500 (depending on independent or main dealer) is a strong bargaining tool when negotiating.

    Remember there are two different 2.0-litre engines, one before and one after 2010. The earlier cars were fitted with the EA113 engine, which is cambelt driven, the latter is the EA888 engine, which is chain driven. Both are tuneable, and both are known to be reliable.

    Ignition coil packs are one of known problems and can cause misfiring. You’ll notice this if the engine isn’t running smoothly or if the engine fails altogether. Each cylinder carries a coil pack and that’ll set you back around £35 per pack, so bear that in mind.

    Owners have noted that the TT can be fairly heavy on oil use, so this shouldn’t be cause for concern, just something to be wary of before buying one.

    Audi TT Mk2

    Transmission

    Most cars were sold with a DSG gearbox, thus most cars you’ll be looking at buying will have the semi-auto box. This is no bad thing as the DSG system is a sophisticated and slick operating machine, when it works. Audi did recall Mk2s built between August and September 2009 for incorrect clutch temperature readings by the ECU, which in turn caused the clutches to disengage and lose drive. Check the history to make sure that’s been completed.

    Elsewhere, the S Tronic DSG gearboxes can also be troublesome at low speeds, if one starts to stutter or hesitate, you’ve got a problem on your hands. It’s advised that once getting the engine and gearbox up to temperature on your test drive, slow right down and crawl, listening out for any signs of damage, you’ll start to kangaroo if there’s a major problem. Audi specialists pinpointed the problem to the Mechatronic control unit, which will either need replacing at the tune of nearly £1000, or rebuilt but a specialist auto-electrician who’ll have it done for under half that price.

    Audi TT Mk2

    As for manual owners, the clutch isn’t high on your problems list. The clutch should have been replaced at 60,000 miles. Remember, the Quattro powered cars were the more powerful models and thus will most likely have been launched hard over the years, which is something to bear in mind for both the manual cars as well as the DSG equipped ones.

    On all Quattro models, get a mechanic to check out the Haldex system, it has been known to create problems and can also be expensive to fix. If it’s had a hard life of being launched, wear over the years can build up.

    Suspension and brakes

    With the Mk2, Audi introduced a refreshed multilink rear suspension system as well as MacPherson strut at the front end. Most of the models you’ll be looking at come with this set up, but as mentioned above, some were opted with the Magnetic Ride system. In truth, owners tend to think the sport setting with the Magnetic ride is too stiff for UK roads, so this shouldn’t necessarily be at the top of your wish list, although some cars do carry a premium with this system.

    There was a recall on the Mk2 for cars built between May and July 2009 for the braking system, more notably the vacuum pipe on the servo that may become damaged. This was more of a precaution, rather than a necessity. The other thing to note with the brakes is a squeal coming from the front brakes at low speed. Some owners swapped out the discs and pads which did the trick, others simply placed copper grease on the back of the brake pads.

    According to owners, tyres is a huge issue with the TT. Not only do tyres wear far quicker on Quattro models than FWD models, but some owners put cheap tyres on. This is a big no as TTs are sensitive to tyres. Don’t cheap out, get yourself a decent set of tyres.

    Note, the TT doesn’t come with a spare wheel or space-saver, instead it came with a compressor and repair kit. This will 9 times out of 10 be missing from the car you’re buying.

    Interior

    When buying, do the usual checks. Make sure all of the dashboard lights work, the radio, sat-nav, windows etc all work. If you’re looking at roadsters, check to make sure the roof folds away under its own power and seals shut when erecting. It sounds simple but so many forget to check all of the electrical points. Why have a roadster if you can’t actually take the roof down?

    Make sure the roof is sealed, too. This is most likely something to test after you’ve bought the car but ask with the owner if it’s OK you test that the roof is sealed properly. Just use a hosepipe over the car and check for water in the boot and cabin. Wet door cards are a clear indication of a poor seal. It’s not an expensive fix, but not worth the hassle with so many cars on the market.

    Audi was pretty generous with standard equipment on the Mk2 TT so you should find Bluetooth, air con and a flat bottom steering wheel as standard. Don’t fall for adverts claiming these as extras. The sat-nav was optional, as was the Bose sound system.

    Word of advice, don’t buy a Mk2 TT if you plan on using the rear seats. It’s not suitable for anyone unless in use by a toddler.

    Prices

    The best thing about the Audi TT Mk2 is that prices have decreased considerably. Now, even a 3.2 is going to cost no more than £6,000, albeit this will be a high-mileage example. The 2.0-litre petrols are by far the cheapest, 100k mile examples are under £5000 in both coupe and roadster form.

    If you want a TTS, you’re looking at around £7k to £10k for examples with between 60,000 and 100,000 miles, while the one you really want, the TTRS, will set you back at least £13k. We’d expect to pay more like £15k for a cleaner example.

    Audi TT Mk2

    Audi TT Mk2 modifications

    So you’ve bought your new Audi TT, now you want to make it your own. Follow these simple steps and you’ll be well on your way to create a show-ready car with enough punch to back up its looks.

    It doesn’t matter which engine we’re looking at, choices for modifications come far and wide. That being said, we’ll start here with a TTS, which uses the 2.0-litre turbocharged engine with 272bhp on tap in standard form.

    First up, the exhaust:

    Downpipe

    There’s a ton of options out there from some of the most well-known exhaust fabricators in the UK, so the choice is down to you. Scorpion offer a de-cat system or sports catalyst for under £300. Couple this with a map and you’ll be looking at the mid-300bhp range with the torque to match. You’ll also unlock some extra grunt in the form of sound, you might even gain a few pops and bangs along the way…

    Cat-back

    You can either match a cat-back exhaust up with a fresh downpipe or you can just opt for a cat-back system and mate to the standard exhaust. You’ll see less gains overall, but you’ll free up a few ponies and transform the sound of the car. Milltek will be perfect for the job, livening up the sound without adding a silly amount of drone. Prices start at around £600.

    Now to sort that drop out

    There are two ways you can go about doing this, either focus on creating the ultimate show car, or focus on creating a crisp handling street weapon. The first option will see you looking towards air lift performance. The other option will see you looking at the likes of Bilstein or KW. If your primary focus is road driving, your best bet will be a spring and damper set up from Bilstein. The B14 kit retains some level of comfort on the road, but will allow you to take part in the odd track day without problem. KW, on the other hand, will be much more focused for track work with 30-way adjustable damping. Prices for the KW system sits at around £1700, while the B14 kit comes in cheaper at £900.

    Wheels

    Again, options are far and wide here but we’re going to focus on some lightweight BBS E88s that can be bought in a range of different sizes. The lighter, classic motorsport look will transform the appearance while also helping to shed a few pounds in the weight category. The best thing is that these look at home on the racetrack or centre stage at a show.

    ECU

    There’s a few choices out there for ECU tuning, all of whom promise similar power figures and have become household names in the VAG tuning world, we’re of course talking about APR, MRC and Revo. A simple ECU tweak can see gains up to 300bhp. However, couple the map with the upgrades listed above and a new air intake and you can see more like 330bhp. For that extra bit more, Revo recommend an uprated high pressure fuel pump as well as an uprated intercooler to see power up to around 365bhp.

    If you’ve got a DSG gearbox, don’t forget that the Transmission Control Unit (TCU) can also be updated giving sharper gear changes and higher RPM limits.

    Interior

    Last but not least, the interior. Those rear seats have got to go. They’re no good for regular sized humans, let alone toddlers. You can save a decent chunk of weight by taking those out. You could then go further, remove some sound proofing here and there to bring the weight down further, or you can transform the rear with a half cage for that Clubsport look or go the opposite direction with a new entertainment system.

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  • TUNED LEON CUPRA: THE SHARPEST TOOL

    It might’ve been built to take a pounding on track, but Jairm Wooldridge’s tuned Leon Cupra also retains the looks to make even the finest show car red in the face. Because, after all, image is everything…

    Feature first appeared in Performance VW. Sam Preston & Adam Walker (flatoutmedia.org)

    Those who haven’t attended a local track day before might be surprised to learn that it’s not normally a sea of Italian hypercars and spanking German super-saloons pouring out of the paddocks at these ever-popular events.

    Instead, it’s the tight-knit community of ‘caged Clio and slick tyre-adorned Caterham owners that form the backbone of this scene, relentlessly hammering their steeds around their favourite circuits come rain or shine.

    Unlike other automotive sub-cultures you may be more familiar with, this is a group where members are usually far more concerned with the likes of tyre pressures and spring rates than with paint finishes and the perfect fitment. Unless you’re Jairm Wooldridge, that is…

    Tuned Leon Cupra

    If there’s anyone who knows about how to make a car look good, it’s Berkshire-based Jairm. One half of Detail my Car – the first dedicated detailing studio and car care centre in the local area – he’s spent the last few years dedicating his life to the art of making vehicles appear fresher even than when they left the factory.

    It’s probably little surprise to hear, then, that when it came to developing his own track day toy – that would be modified to within an inch of its life before being used and abused on a regular basis – the process would be carried out with a little more class and attention-to-detail than your regular track driver would ever dream of.

    “I’ve had a fair few VAG cars in the past,” Jairm recalls. “I’ve always thought that Cupras offer great value-for-money, though.” Snapping up this second-generation SEAT Leon Cupra a few years back and initially intending to use it as the fast hot-hatch daily that these celebrated machines are so effective at being, it didn’t take long for the modifying potential of this platform to pique his interests.

    Tuned Leon Cupra

    Also purchasing a clean Mk3 Leon Cupra to take over the day-to-day driving duties, Jairm soon got stuck in to the task of taking this TFSI-powered Mk2 to the next level. The plan? To create an incredibly fun and competent track build, that would also retain his company’s famously impressive levels of cleanliness from top to bottom, of course.

    Keen to build on the potential-packed 2.0-litre turbo unit sitting under the bonnet, Jairm enlisted the help of Nuneaton-based R-Tech Performance to help safely ramp up the power. It’s why you’ll now find a super-effective TTE420 hybrid turbocharger unit from The Turbo Engineers sitting pretty in the engine bay.

    Supported with a Relentless de-cat downpipe and Milltek exhaust, as well as the likes of Audi RS4 fuel injectors and a huge R-Tech intercooler, it’s helped the SEAT develop peak performance of 426hp and 411lb ft of torque once dialled in on R-Tech’s rollers with one of their bespoke ECU calibrations.

    Certainly colossal numbers from a relatively lightweight FWD hot hatch, but headline power figures were never the top priority for young Jairm. Instead, he wanted to ensure he was left with a car that was fully useable and exploitable when being given a pounding on his local race track.

    Tuned Leon Cupra

    Luckily, R-Tech was there to help once again, building up the impressive engine with plenty of other goodies that would ensure it kept its cool even when the going got tough. Goodies such as a trick Devilsown methanol injection system to accommodate more ignition timing without the risk of overheating, for example.

    With such a significant hike in power to play with, it’s probably not a shock to hear that the car’s six-speed manual ‘box has also been bolstered up to help it continue performing at its best. Adding an all-important Wavetrac LSD to improve on-track driver thrills no-end, it also features a sturdier Helix clutch, stronger internals and a short-shifter system, too.

    Sounds pretty impressive so far, right? This theme continues to the underside of the competent tuned Leon Cupra, where BC Racing coilovers, H&R ARBs and tough Revo engine/gearbox mounts keep things in check when it comes to the more twisty Tarmac. Especially when set off by those thoroughly motorsport ATS DTC wheels shod in sticky Yokohama rubber. Drool.

    Keeping his sensible head on, Jairm’s opted for some pretty formidable brake upgrades, too; the front units taken from an Audi TT RS and the rears from a Golf R32.

    Up until now, you’d be forgiven for thinking that this was turning into just another functional track steed that Jairm would next rip the innards from in the pursuit of ultimate performance. But in fact, you couldn’t be further from the truth.

    Just one look at the tuned Leon Cupra’s impressively plush and beautifully presented body and interior are enough to confirm that, somehow, this is one owner that’s managed to successfully span the notoriously fine line of maintaining a show-worthy track car.

    “My favourite bits are the carbon fibre bonnet and boot lid… these took me a long time to source and came from a Supercopa race car, so are extremely light!” Jairm grins, touching on what is only the tip of the iceberg when it comes to sumptuous exterior upgrades. There’s also some boxy widened front arches, and a full body wrap in Audi’s Nardo Grey hue to give off an unbeatable military aesthetic to the whole thing.

    Tuned Leon Cupra

    Talking of military, this ties in nicely to the location of Jairm’s business: Detail my Car. “We are based at the former RAF Greenham Common site, where we occupy a 4000-square-foot workshop that was previously used to maintain the cruise missile launch trucks during the Cold War,” he nonchalantly explains. We reckon these effortlessly cool surroundings played more than a small part in the way Jairm was inspired to style his SEAT, don’t you?

    In the cockpit of the beast, there’s a classy ‘clubsport’ vibe that takes the do-anything theme of the hot hatch and cranks it up to 11. Think sumptuous fixed-back Recaros, a carpeted seat-deleted rear section and a killer ICE system to ensure this is no one-trick pony and retains the comfort factor for the odd long journey here and there, too.

    “I love the balance of power and handling the car now offers me. For me, it ticks all the boxes,” Jairm proudly tells us. “I use it for spirited drives and a couple of track days a year, and despite it being heavily modified it remains fairly comfortable on long runs and is no worse on fuel than it was stock!”

    Tuned Leon Cupra

    What is it exactly that’s so effective about Jairm’s tuned Leon Cupra here, then? Some would say the bulletproof and hilariously rapid powerplant that R-Tech has developed is undoubtedly the highlight of the entire build, and quite rightly so. But it’s the little details that Jairm has painstakingly kept to such a high standard elsewhere on this masterpiece that also wow in equal measures.

    Put it all together, and you’re left with what is usually the most unforgettable machine to grace the pits at any track event it visits. The moral of this story? Track toys deserve to look awesome, too!

    Tech Spec: Tuned Leon Cupra

    Engine:

    2.0-litre TFSI turbocharged four-cylinder (BWJ-code), The Turbo Engineers TTE420 hybrid turbocharger, custom R-Tech ECU calibration, Revo intake system, 3.5-inch Relentless de-cat downpipe, Milltek Sport cat-back Cupra R exhaust system, B8 Audi RS4 fuel injectors, Deutschwerks low-pressure fuel pump, Loba high-pressure fuel pump, R-Tech ‘Welly’ intercooler with hard pipes and bayonet delete, AKS Tuning throttle body spacer/meth port, pre-intercooler methanol nozzle, Devilsown Progressive water/methanol injection kit with Devilsown tank, solenoid and filter, WMI methanol kill switch, AKS Tuning 160bar fuel pressure relief valve, Forge Motorsport Supersize diverter valve, intake runner flap delete, Forge Motorsport coolant bottle and washer bottle pipe, Audi R8 oil cap, hydro-dipped Audi TTS engine cover, six-speed manual gearbox, Wavetrac LSD, Helix organic clutch, short-shifter with AKS Tuning solid bushes, fourth gear support, steel selector forks, brass shifter bushes

    Chassis:

    8.5×18” ATS DTC alloy wheels, 235/40/18 Yokohama Advan Neova AD08R tyres, Garage Midnight stud conversion, BC Racing coilovers and drop links, Superpro Anti-Lift Kit, H&R anti-roll bars (front and rear), Revo engine, gearbox and dogbone mounts, Audi TT RS four-pot brake calipers with AKS Tuning 345mm discs (front), Golf R32 brake setup with 310mm discs (rear)

    Exterior:

    Full Hexis Graphics vinyl wrap in Audi Nardo Grey, widened front wings, LineaR front grille, Supercopa race car carbon fibre bonnet with AeroCatches and carbon fibre boot lid, Aero front splitter and canards, BTCC rear spoiler and side skirts, Cupra R rear diffuser and splash guards, 8000k xenon DS1 bulbs, Nighteye LED full-beam bulbs, light smoke tinted rear lights, custom Cupra 420 badge

    Interior:

    Recaro Pole Position fixed-back bucket seats, Sabelt 4-point harnesses, rear seats removed, Tylah Motorsport bolt-in harness bar, custom flocked rear brace, removable 300mm OMP steering wheel, flocked/hydro-dipped dash trims, Hertz HDP1 amplifier, door speakers and Mille 8 sub-woofer in hidden enclosure, Pioneer DAB head unit, interior LED lighting

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  • EV startup Arrival plans dedicated car for Uber drivers

    Uber wants its drivers worldwide to make the switch to electric vehicles and has set targets of 2025 for the city of London and 2030 for Europe and North America.

    But rather than have its drivers only rely on established automakers to source their cars, Uber has partnered with British EV startup Arrival to develop a dedicated car for ride-hailing fleets.

    The car is simply known as the Arrival Car, and it’s slated for launch in the second half of 2023. Uber wants the car to be affordable and is inviting its drivers to get involved with the design process.

    A teaser shot released by Arrival on Tuesday hints at a pod-like car with seating for five. The final design for the Arrival Car will be revealed before 2021 is out.

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    This isn’t the first time an EV startup has been tapped to develop a dedicated vehicle for a business. America’s Rivian has developed an electric van specifically for Amazon deliveries.

    Arrival is particularly suited to the task as the company is focused on commercial vehicles. It’s previously unveiled a delivery van and bus. Where the company plans to stand out is through a lean production process, referred to as the microfactory. Basically, a series of robots taking up an area spanning just 4,000 square feet assembles whole vehicles using modular, pre-assembled components moved into place on autonomous sleds.

    Arrival has previously announced plans to build microfactories at locations in North and South Carolina, as well as in Bicester, United Kingdom.

    Although Arrival hasn’t delivered any vehicles yet, the company is already publicly traded on the Nasdaq under ticker symbol ARVL. It went public in March via a SPAC deal with CIIG Merger Corp, raising approximately $660 million in the process.

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