I’ve always been intrigued, and a little confused, by the Volkswagen Van. I first learned to drive on a neighbor’s T2, and I grew up in a period where vans were as cool as it got. Vans were ambulances. Vans were campers. And vans even carried the A-Team. Sure, the GMC Vandura wasn’t a Countach, but to kids in the 1980s it had nearly as much impact, fool!
But it’s not the appeal of these vans that I find confusing at all. The first thing I find hard to follow are the various trim levels. Especially when it came to the T3 and T4 models, things get a bit complicated. You could buy, for example, a Wolfsburg Edition Vanagon in the 1980s and early 90s. This was not to be confused with the Westfalia model, which was notable for having the pop-top. However, there was also a Weekender model, which sometimes had a pop-top but didn’t have the camping accoutrements of the Westfalia. That these were further available in two- and four-wheel drive made things even more confusing, and then – of course – there was a Wolfsburg Weekender for a short period. I don’t even know what came in that model. Well, I do, actually, but the point remains that it was confusing.
The switch to the T4 was pretty revolutionary. Gone was the antiquated rear-engine layout, and cylinder count went up to five as Audi’s 2.3 liter motor was massaged into 2.5 liters with a short stroke for lots of torque in the new Eurovan. These came to the U.S. starting in 1993, and there were two configurations – the Eurovan and the Multi-Van (MV for short). The difference was the seating configuration, in that the MV had rear-facing seats behind the captain’s chairs and a table in the middle.…
As we saw with the Dasher Hatchback from last week, just because it’s older and in good shape doesn’t automatically mean it’s worth a lot. If it’s a GTI or a Scirocco, sure – sit back with the popcorn and watch the bids roll in, but that Dasher? It sold for $1,600. Admittedly, it needed at least that amount and probably more in mechanical freshening, but still – you’re looking at a unique classic for well under $5,000 all in.
Today is another such beast, and like the Dasher, it’s a niche car that most will probably pass over for the more exciting metal. But this is one trick little bit of kit as you look a little closer. A1 Jettas are pretty rare to begin with, and this is a claimed rust-free example – always a good place to start. Euro bumpers slim down the look while Corrado Sebrings and a lowered ride height beef it up, but the clean presentation is really highlighted by the rare drivetrain – the CY turbocharged diesel inline-4 mated to a 5-speed manual transmission, good for 68 horsepower and 98 lb.ft of torque. This motor was also briefly available in the first generation Audi 4000. The 10.6 quoted 0-60 time won’t sound particularly exciting, but it was quite a bit quicker than the standard diesel and recorded better fuel economy (Volkswagen claimed it could top 54 mpg!). But the key to this car is the relative obscurity and rarity of the package.
The Mk.4 GTI lineup got progressively better through the early 2000s and culminated with the U.S. finally getting the Super Golf. All-wheel drive was nothing new to the hatchbacks, as they’d had it in the normal run starting in 1986 and it was offered pretty much straight until today. But for U.S. customers, models like the Golf Rallye, Golf Limited and VR6 Syncro models were forbidden fruit until the fourth generation of Golfs.
In late 2003, the model with so much promise was finally added to the U.S. lineup. The underpinnings were shared with the Audi TT, which meant a transverse engine utilizing a Haldex hydraulic controller to drive the rear wheels. Power came from a double-overhead cam 24 valve narrow-angle VR6. Displacing 3189 cubic centimeters, it generated 237 horsepower and 236 lb.ft of torque and for the first generation it was mated solely to a 6-speed manual transmission. Outwardly there were a few clues that it was more potent than yesterday’s 20th Anniversary GTI; revised front and rear bumper covers with dual exhaust and gaping intakes. The wheels were the same 18″ OZ-made Aristo wheels from the 20th, but the calipers were painted blue and grasped rotors a full 1.3 inches larger than the GTI. As with the signature model for performance in the hot hatch category, the R32 received larger anti-roll bars and 1BE sport suspension, good for a 1″ drop. Tires were meaty 225-40-18 ZR-rated rubber. All of these things helped to keep the weight of the R32 in check, and there was plenty of that to manage. The addition of heavier-duty running gear, two more cylinders and all-wheel drive meant that the R weighed in a full 3,350 lbs – about two full-sized adults north of a GTI. It was more powerful, but it wasn’t really much quicker in a straight line.…
News broke this morning that the brand new RS4 Avant is unsurprisingly not coming to the United States. While this is no doubt disappointing to the twelve people who actually would have bought it and the 1.8 million who claim on the internet they would if given the option, it follows a long tradition in German motoring of leaving the best of the breed in the homeland. When it came to the GTI, not only did we have to wait several years before we got the hot Golf, but indeed it was a bit watered down and heavier when it did arrive. The same continued in the next two generations; more weight, less power. Both in the second and third generations we also lost out on supercharging, all-wheel drive and special body kits available in the European market.
Once again in 2001, a neat Golf was launched that – of course – wasn’t coming to the United States. But of all of the special editions that weren’t sold here, perhaps this one made the most sense to be excluded. It was called the 25th Anniversary Edition and you didn’t need to be good at math to realize that there was no GTI sold here 25 years before 2001. Since the “18 year Anniversary Edition” didn’t make much sense from a marketing perspective even in spite of Volkswagen’s continual spotty judgement in that regard, it was no surprise that it wasn’t offered. That was too bad, as it had a lowered suspension, better brakes, a bit more power, fantastic Recaro seats and the best looking BBS wheels fit to any Volkswagen, ever. Volkswagen enthusiasts in America drool inwardly and shouted openly, so in 2002 Volkswagen finally did bring the special edition here. Again, since “19th Anniversary” didn’t make any sense, we instead got the “337” Edition.…
Like the Scirocco duo from earlier this week, Volkswagen’s “large” chassis has become an obscure name long gone from these shores. The Dasher premiered VW’s use of the shared B1 platform. Marketed in the rest of the world as the Passat (a name, like the Scirocco, for a type of wind), Volkswagen opted to use a name closer to its stablemate Rabbit and came up with “Dasher”. From 1974 through 1981, the B1 laid the foundation for larger watercooled Volkswagens in three configurations; two-door hatchback, four-door hatchback and wagon. Also like the Scirocco, the design came from Giogetto Giugiaro and was forward-thinking. Power came from the EA827 derivatives, with a relative modest 1.6 inline-4 gas motor and later diesel options available. In 1978, the B1 was refreshed and gained quad-round headlights and other light revisions, visually matching the Scirocco lineup a bit more. They’re obscure and relatively rare to see at all these days, but this survivor has popped up on eBay in a no reserve auction:
It’s been a fair amount of time since the last resource guide update, but I’m trying to get everything loaded to the page. I’ve decided to try a slightly different format which visually shows you what car you are looking at when considering the numbers. Clicking on the picture will take you to the auction where it recorded as sold. Clicking on the “Article” link will take you to our page about the car. The main page with other sales is also linked below. These are the most recent sales I’ve recorded to the best of my ability – if you see something in error or would like to give feedback on the look, please let me know!
Hammertime – The Sold Archives
2003 Porsche 911 Carrera 4S – $28,600 Article
1979 Porsche 911SC Backdate – $90,000 Article
A few weeks ago I took a look at a pretty wild, and fairly famous, first-generation Volkswagen Scirocco. Replete with period details and a Callaway turbo kit, it was a hit for sure as it was when it was the signature car for New Dimensions.
First Dimension: 1978 Volkswagen Scirocco Callaway Turbo
While in some ways the mods took away from the beautiful simplicity of the Giugiaro design, it was still a trick car and brought strong bids, selling finally for nearly $15,000. That money is quite close to the 1981 Scirocco I looked at last year. Completely original and very pristine, it sold for over $17,000. Clearly, the market for these cars values both stock and well modified examples highly.
1981 Volkswagen Scirocco
In light of that, today I have an interesting comparison to consider. First we’ll take a look at a fully original, very clean and proper survivor 1980 Scirocco, then we’ll gander towards a full-on show car powered by a R32 VR6 and a claimed 400 horsepower – about five times what it came with originally. Will the bids follow the historical trends?
There are a few select automotive tuners who can take an impressive package and refine it into an even better entity. That group includes legends such as AMG, Alpina and Ruf – all of which are staples of this segment.
Yet they are far from alone. Given the task of improving on what is generally considered to be one of the greatest sedans ever made is no small feat, but if there was one group up to it, it was Steve Dinan’s eponymous company in California.
While just about anyone can take a turbocharged engine and crank up the boost, slap a few stickers on it and call it done, the E39 M5 didn’t come with forced induction. On top of that, it was a motor which wasn’t exactly underdeveloped before it went into production. Nor were the brakes, suspension, or any other aspect of the third gen M5. But Dinan thought they could improve upon them, and with a tremendous amount of work, did.
Dinan went to town on the S62 from start to end. Out came the factory air boxes, air meters and velocity stacks, replaced by Dinan units of larger diameter and better flow qualities, along with larger throttle bodies bored out by the company. This necessitated reprogramming of the computer controls for the engine to match the new flow characteristics. To help the exhaust side of the motor, unique tubular headers were fit to a free-flowing, lightweight exhaust system. While this sounds a bit like old-school engineering, it was successful; the result was an additional 76 horsepower and 51 lb.ft of torque – basically, this was like adding a 1980 Rabbit’s worth of power to an already powerful car.
Dinan coupled the engine mods with a shorter final drive and higher rev-limiter to reach fantastic speeds. The S2 was capable of 0-60 runs around 4 seconds flat and, in unrestricted mode, geared out around 190 mph in 6th.…
The end of Summer has many traditions; the days wane as children head back to school. Temperatures fall as families head towards apple orchards and plan for haunted hay rides. Pumpkin spice is everywhere. But there’s one tradition I’ve particularly enjoyed for the last few years; the live stream from West Sussex, England of the Goodwood Revival.
For me, a lover of vintage cars and especially vintage race cars, it’s a special treat. Both of the events put on by Lord March are impressive in their own right, and if you want to see a little bit of everything the season opener Festival of Speed is probably the venue you should consider. But if you want to see cars and motorcycles from periods you weren’t even alive for race flat-out, the Revival is the one to tune in to. Heavily modified Jaguars, Ferraris, Aston-Martins, and just about everything in between head to the track as combinations of professional and amateur drivers (at least, those with quite deep pockets) take their prized possessions to the limit and sometimes beyond. You might be lucky enough once in your life to witness an original GT40 in person; head to the Revival, and you’ll run across a dozen or so of the model, many of which are driven nearly as quickly as they were originally. This is coupled with period livery and dress on one of the fastest circuits in England, filmed with some of the best cameras out there. The result, as a car lover, is one of the most evocative spectacles conceivable.
Each time I witness a Goodwood event, my love of these race-prepared vintage cars is re-inspired. And though this particular BMW 2002 is just a few years too new to be eligible for competition at the Goodwood circuit, it caught my attention because of the claimed IMSA link.…
Let’s get the not-so-subtle elephant in the room out of the way – this car isn’t, and probably never will be, a collector example of a 944 Turbo. Heck, perhaps the 944 Turbo will never be appreciated on a more grand scale, either, though I personally find that one pretty baffling.
Okay, can we move on?
Let’s say that instead of just hoping that some day your car will be worth a mint, or indeed even caring what other people think about your vehicular choices, you just want have a car which looks good and is enjoyable to drive. Let’s not forget, this advice is coming from someone with somewhat polarizing vehicle choices…so, take the advice with a grain of salt, but I’m going to persist in my argument that the 944 Turbo is the car for you. A true David of the 1980s, the 944 Turbo was the understated and unassuming Goliath slayer, turned down by the factory so as not to have its performance overshadow the 911 range. Being faster than a 911 is pretty much verboten in Germany and especially in Stuttgart, but nearly everyone that experienced a 944 Turbo in the 1980s came away with the impression that in every statistical (and in some non-statistical ways) it was a better car than the Carrera.
But, as one of our astute readership noted, certain cars – the Audi Quattro, the BMW M3 and M5, and of course the 911 range – were the cars of certain groups of individuals dreams. The 944 Turbo really wasn’t. There weren’t many people that hung 944 Turbo posters on their walls, because there was always something from Porsche that was a little bit more special – the 928 was more futuristic, the 911 was more comforting as a predictable classic and “Turbo” was synonymous with only one Porsche in history.…