This is a car which has haunted these pages since we first began writing up German cars, if you can believe it. Originally, Aaron wrote this car up nearly 6 years ago to the day – November 8, 2011. Back then, the seller was asking an incredibly steep $60,000. Three years later in 2014, Paul spotted it again and revisited the concept. It was then up for sale for a scarcely more reasonable $50,000. In both cases, it was really hard to justify the substantial premium even if it was a neat looking car.
Fast forward to today, and we’re finally getting somewhere. Although the car appears to have changed little since 2014, the asking price is now $14,900. Mileage is far below average at only 51,722 and condition generally looks very good. It has only accrued 10,000 miles in the last three years. Although this car lacks true RUF credentials, the general concept pulls together pretty well and the execution looks nice. Is this the one to have? It’s certainly a lot more compelling than a standard Beetle in many ways and has big dollar mods, but do those mods justify a $11,000 premium over a standard Turbo S?
The below post originally appeared on our site November 9, 2011:
Over the last few weeks, we’ve gotten to see the rewards of a new trend in water-cooled Volkswagens. For a long time, years if not decades in fact, if you wanted a clean A1-up chassis your only hope was that you’d stumble across an unknowing candidate. But the advent of the internet and a greater appreciation for 1980s automobile designs has finally resulted in a market where it’s become possible to restore these cars and not (entirely) lose your shirt. What does that look like? Well, we’ve seen some lightly restored Sciroccos bring pretty good money:
Wild or Mild? Double Take: 1978 and 1980 Volkswagen Sciroccos
But what about the heavy-hitter from Volkswagen? The GTI has name recognition outside of the brand; heck, even outside of European cars. Guys with Camaros and Ram Trucks know what a GTI is. They may not like it, but often I think they respect the hot hatch. As a result, outside of mega-clean Sciroccos and camper vans, GTIs have generally been the best bet for bringing strong money at an auction and if you were hoping for a resto-flip, it’s the likely candidate to choose to come out on top:
I was thinking about how to relate my feelings about the first few generations of water-cooled small VWs, and I came up with the analogy of the BBC Doctor Who! reboot in the 2000s. The first generation was Christopher Eccleston; edgy, completely different from the prior generations with a fresh face, impossible not to view with a smile but also something you didn’t completely trust. The second generation? David Tennant took ‘The Doctor’ to new levels of popularity; more refined, more fun and with an infectious smile, he was quirky but somehow much easier to live with than Eccleston had been. He also developed a rabid fan base that consider him the best (this author included) even if he had some faults.
Then came Matt Smith. There’s certainly a fanbase who appreciates Smith’s rounder, softer and…well, weird portrayal of the Doctor. I’m not a fan personally, and often find myself pleading with other Who watchers to go back farther because the earlier variations were much, much better. Yet floppy and oddly proportioned, Smith was nonetheless very popular and took the show to a wider audience. See the Mk.3 VW.
Not really the best at anything aside from being pretty expensive relative to its contemporaries, the 2.0 inline-4 ABA-equipped VW’s nonetheless outsold the prior versions. The were poorly built and even more poorly owned; this was clearly a move towards disposable automobiles for the company, and it worked. I never really got the appeal of the third generation until I somewhat reluctantly owned one. And you know what? It wasn’t as good-looking as my ’86 Golf was to me, but in every aspect it was better. It was more reliable (amazingly), got better mileage, had a nicer interior, was faster and had both heated seats AND air con. And both worked! Plus it had fog lights and more stuff fit inside.…
While the second-generation Scirocco was a re-body of the first-generation chassis with some upgrades, when it came to the end of the 80s and the launch of a new sporty Volkswagen, they turned to…another antiquated chassis. Prepared for the 1990 model year, the A2 chassis was already the best part of 7 years old and no the the most refined unit out there. Despite this, plans moved ahead at cash-strapped VW to produce two “new” models that were adaptations of the A2 chassis.
The result was the third generation Passat and the sporty Karmann-built Corrado. The design was more VAG evolution than revolution; in many ways, the Corrado’s profile and several aspects mimicked the upscale Audi products. Volkswagen again went to the tried-and-true ‘Operation Copy Giugiaro’ plan that worked with the Scirocco. It looks like a shorter, chunkier Audi Coupe GT to me – especially in its original G60 supercharged guise. While the GTI went to the 2.0 16V and slick BBS wheels making an instant classic, Volkswagen relied on the G-Ladder supercharger that was seen in the European Golf Rallye and G60 GTI for the motivation for the Corrado. But the Corrado wasn’t made to challenge its siblings; it was aimed at the 944 crowd, replacing the 924S as a ‘Poor Man’s Porsche’ rather than just an expensive GTI alternative.
Ostensibly, this made it the top-trump at Volkswagen, what with 160 horsepower and good torque. But the heavy weight and complicated nature of the model meant that the GTI retained greater appeal. It seemed as though Volkswagen hit a home run when they finally slotted the even more potent and better sounding VR6 into the Corrado for 1992, relegating the supercharged model to obsolescence and obscurity. Like yesterday’s Audi 5000 Turbo, this model was thoroughly overshadowed by the VR6 and GTI, so values sunk quickly.…
Edit 11/1/2017: I was taken to task for my critique of the pricing on this example. The builder and many of his avid fans chimed in to offer more history and background of the build and its thoroughness. Additionally, the seller was able to point toward the $10,000 recent sale of a similar 24V modified Corrado to justify his pricing. It’s a comp that I hadn’t seen and certainly backs up his starting price argument. Thanks for the input to all our readership who know the seller and the build better than I did! -CJ
1992 was an interesting year of change at Volkswagen. At least for the next decade, it signaled the end of the hot water-cooled EA827-derived 4-cylinder models that had made it popular once again as a modern, efficient economy car that was capable of plenty of sport, too. 1992 was significant in this regard, because although the engine labored on for a bit, alongside the twin-cam, high-revving 16V GTI and GLI or the gutsy G60-supercharged Corrado came the new VR6 power unit. Displacing 2.8 liters, the new engine went without exotic forced-induction or peaky twin cams. Instead you just got low-end grunt and great noise, and 170-odd stampeding horses running across the front of your Volkswagen. In short order, the Passat, Jetta, GTI and even the EuroVan all moved to six cylinders.
1992 was even more notable because for the U.S. market it was the sole year where both the G60 and SLC VR6 were available together in the Corrado lineup. It was also unique because of the tones available; Corrados had been available previously in Nugget Yellow LK1B, but in 1992 it moved to Jasmin Yellow LK1D. It then promptly disappeared from the color catalog after few were ordered, making it one of the most infrequently seen tones on an already seldom seen car:
In the early 1980s, there were precious few options for open-air German motoring. Sure, there was the tried and true Mercedes-Benz SL; a luxury car aimed more at boulevard cruising and polo club grand-standing than the Sport Licht moniker would indicate. Porsche’s 911 Cabriolet was certainly more sporty, but also too expensive for most to contemplate as a fun second car. BMW and Audi? The latter was over a decade away from having a factory convertible, and the former took until the mid-80s to introduce its drop-top 3-series. For the plebeians, then, the only real option was Volkswagen’s Rabbit convertible.
Rabbit Convertibles were produced by Karmann in Osnabrück, Germany – about a two and a half hour drive west from Volkswagen’s Wolfsburg plant. As they did with the Scirocco, Karmann’s distinctive badge adorned the model, here on the front fenders. The intensive construction process laden with chassis strengthening and bespoke items like the added roll-over bar meant that VW’s normal production line couldn’t handle the task. Although these were the heaviest of the A1 models, compared to today’s metal they were downright lithe; a manual early Convertible like today’s, even with air conditioning optioned in, weighed less than 2,300 lbs. While never the most powerful in the lineup, the light weight and manual transmission made the original Rabbit convertibles one of the more entertaining ways to experience compact German engineering and open-air motoring in the notoriously malaise early 80s.
While the persona surrounding the model, and more generally the people who bought the model new, tends to steer away from the typical ‘enthusiast’, the Rabbit Convertible has nonetheless moved solidly into collector territory. It’s a smart-looking, practically packaged and fun to drive convertible that can be run on a budget, fit four people in relative comfort and generate smiles throughout. In a world of increasingly serious automobiles, the Rabbit Convertible and Cabriolet models were just simple fun.…
If you haven’t been paying attention and like the early Scirocco, you’d be forgiven for thinking this was a cheap classic. But over the past year several exceptional examples of the first generation Giugiaro coupe have popped up and the result has been sticker shock. For a while it was only the GTI which generated really big numbers, but a niche appreciation for these little 2-doors has sent prices through the roof.
The first shot across the bow was in April 2016, when a pristine and original survivor ’81 with 51,000 miles hit $17,100 after 95 bids:
1981 Volkswagen Scirocco
That was followed in September of this year by two strong but not original examples; the New Dimensions Turbo example brushing up against $15,000:
First Dimension: 1978 Volkswagen Scirocco Callaway Turbo
And the clean resprayed ’80 hit $9,300:
Wild or Mild? Double Take: 1978 and 1980 Volkswagen Sciroccos
But the culmination of these examples was the best I’ve seen yet. It was a massively impressive ‘1978 that appeared throughout near new, and it was no surprise that bidding at the last moment rocketed up to $17,700:
1978 Volkswagen Scirocco with 27,000 Miles
So it was somewhat without surprise that suddenly my filters are full of early Sciroccos. Over the past few weeks, even more examples have hit eBay in what I can presume is an attempt to capitalize on the capital generated by these cars. The same trend happened a few years ago when we saw big numbers on A1 GTIs. So here we go again, this time with a pre-facelift ’77 model in California:
The Phaeton is a very perplexing car. It was established as a plan to produce a no-expense spared, world-beating luxury car – and, in many ways at the time, it was world beating. It offered similar luxury and performance to the established German standards – Mercedes-Benz’s S-Class and BMW’s 7-series, but also challenged stable-mate Audi’s A8. Yet it was available on a more Volkswagen budget – at least, in theory. That’s because if you walked into a Volkswagen dealer in the mid 2000s and wanted a basically optioned model, you’d be out about $75,000. For reference, that’s about three times what my expensive-for-the-category Passat cost in 2002. And the big problem with that was how the Phaeton looked, because a bulk of the population wouldn’t be able to tell the two apart.
But that wasn’t the point about the Phaeton. Nor was it that you could get the lighter, aluminum version of what appeared to be the same car from more upscale Audi that would arguably attract much more attention for not much more money. And it was this exact confusion that befuddled the market; why would you ever pay $75,000 for a Volkswagen? The trick came in realizing what you were getting, which actually shared little architecture with the Audi corporate partner. Park a Phaeton next to an A8 and you’d swear they were just about the same car with light badging changes, but you couldn’t be more wrong.
Although the model shared components with the D3 A8, it also shared much more architecture with other side of VAG’s portfolio – the Bentley Flying Spur and Continental. This meant a steel chassis rather than the aluminum space frame, and that meant more weight – a lot more weight. To mitigate this, Volkswagen upped the power slightly over the A8’s V8 to 335 and dropped its axle ratio to 3.65:1.…
Normally I write fairly verbose introdutions, covering the history of a particular model or some interesting tidbit about its history. Sometimes they’re my personal connections to the cars. I’m sure on more than one occasion you’ve wished I’d just shut up a bit so that you can get to the car. Today’s that day, because the presentation and condition of this 1978 Volkswagen Scirocco are so staggering I was literally left mouth agape looking through the photo reel. Enjoy:
The Volkswagen Passat isn’t a particularly exciting car to drive. It’s also not particularly exciting to look at. While most people would categorize those as negative attributes for vehicle ownership, there’s a third thing that the Passat isn’t particularly exciting at which I’d wager most would consider a very good thing.
It’s not an exciting car to own.
“But isn’t that a bad thing?!?! you’re thinking to yourself? Sure, when I go out into the garage and see the M3 sitting there, my pulse rate quickens. Scratch that, I don’t even have to go into the garage – endorphins flow at the mere thought of it. And turning the key? All sorts of goodness happens. I’ll spare you the details, but sufficed to say it’s an exciting car to own, look at and drive. The Passat is not a M3.
But it is a vehicle thoroughly devoid of drama, and to me, that’s what makes the Passat a not exciting car to own. Take the contemporary Audi Allroad from the same period for example. The Passat mimics the look and the function of the A6 in nearly every way. It’s not even much slower on a continuum. But Less exciting to own? For sure, and when you’re talking breaking and repairs, that’s a very good thing.
Because let’s be honest for a second; these cars that we love, that we fawn over, that we pontificate about – they’re pieces of metal with a lot of plastic and complicated electrical and pneumatic systems. And they’re not getting any younger. Take my 2002 Passat as a case study; it’s on the verge of being 17 years old and has now covered over 140,000 miles. Yet it’s caused no sleepless nights, no emptying of wallets, not even left me stranded once. It’s just been completely reliable transportation in all weather, with my family, all our goods and a ridiculous amount of various cargo.…