The 1991-1992 GTI followed the same basic recipe as the 1987 model the double-overhead cam motor was introduced in, but everything was turned up a few notches. Starting in the mid-1990 model year, all US bound A2s received the ‘big bumper’ treatment; new smooth aerodynamic covers front and rear. To help to differentiate it a bit, the GTI’s blackened arches were widened. Filling those arches were new 15″ wheels from BBS. The multi-piece RMs were lightweight and the perfect fit for the design, echoing other contemporary class-leading sports cars such as the M3. Volkswagen color-coded the mirrors and rear spoiler to match the car, as well. VW also gave the GTI a fresh face with more illumination; quad round lights filled the grill, and foglights were integrated into the lower bumper. Prominent GTI 16V badges still encircled the car.
Power was up to match the heightened looks. Now with 2.0 liters of twin-cam fun, the GTI produced 134 horsepower at 5,800 RPMs and 133 lb. ft of torque at 4,400 RPMs. Coupled to the close-ratio 5-speed manual, that was good enough to drop 0-60 times below 8 seconds. That may not sound like much today, but at the time it was another league of performance compared to the typical economy car. Holding you in place were the same heavily-bolstered Recaros that special editions like the ‘Helios’ 1989 Jetta GLI Wolfsburg had enjoyed.
It was a recipe for success, but these cars were also relatively expensive in period, and fell into the global recession time frame which affected sales of nearly all European marques drastically. The general consensus is that around 5,000 of the last of these GTIs were imported, putting their rarity on the level of the M3. But because they weren’t M3s, there are far less around today to enjoy and few turn up in stock configuration for a myriad of reasons. This example has not been spared that fate, but it still looks worth consideration:
For a few generations, Volkswagen fans were denied the cream of the crop for Volkswagen products. It took several years to finally get the original GTi to these shores, and then it wasn’t quite as hot as the European version. The second edition might have sported twin cams and 16 valves, but Euro customers got the addtional option of a supercharged, all-wheel drive version. There were plenty of cool options missing from the U.S. lineup in the 3rd generation, too – including the 2.9 liter VR6 Variant Syncro. So there was a bit of rejoicing finally when the all-wheel drive hot hatch was finally added to the U.S. lineup after the initial launch in 2003. Sporting the same 3.2 VR6 found in the TT, unlike the Mk.1 TT it was 6-speed manual only. It was also only available as a 2-door model, with special body kit unique to the R32 and dual exhaust to help announce its sporting intentions. With the best part of 240 horsepower on tap, it certainly seemed like the ultimate Golf and the sound generated from the narrow-angle 6 was mesmerizing. While heavy weight meant it wasn’t considerably quicker than the 1.8T models, it nonetheless has secured a spot in U.S. fans hearts as the top trump from the Mk.4 generation:
Following up on the low-option GT4 and the high-option but low desirability 924, here’s one that’s firmly in No Man’s Land: a 1998 Volkswagen Golf GL.
In roughly 1999, a local-to-me European car business turned up with something quite unusual. It was a pastel blue 1984 Volkswagen Rabbit. There was nothing particularly special about it; it was a base model with steel wheels. It wasn’t unusually optioned. It wasn’t a GTI. In fact, there was only one really remarkable thing about it – it had only 5,000 miles on the odometer from its single owner, and was in close-to-new shape.
The story went that the original owner had suffered a heart attack when the car was quite new. The widow had left the car in the garage, untouched by all but dust, until finally an estate sale liberated the single oil change bunny. The condition was certainly astounding, but to me the asking price at that time was, too. The seller was looking for $5,000.
It was pretty cool that the car was like a new fifteen year old car, but then cars had come a long way since 1984 in 1999, and the collector market on the Rabbit hadn’t really taken off. In 1999, $5,000 would have bought you a very nice 2.0 16V GTI, after all.
Fast forward to today.
It’s been over twenty years since today’s equivalent to my parable was new in the dealership. Like my memory, it’s a very basic Golf in very good condition with very low mileage. Similar to my story, cars have come a very long way in the past twenty years, and a quick jaunt in this buzzy, basic, and slow Golf will quickly remind you of that. So has the market on a clean, low mileage base Golf taken off yet, or is this doomed to a similar fate as my Rabbit – to sit and wait for just the right nostalgic buyer? Because that clean Rabbit today? Well, it’d probably sell for $20,000 on the right day. This Golf, though?
It seems fitting to follow up the clean 82 Scirocco from the other day with another unique example. This one comes from the following model year, and was sold in the US as the California Edition. But it was part of a larger campaign that celebrated the 600,000th Scirocco produced in Osnabrück, Germany by Karmann.
Karmann started with a Wolfsburg Edition Scirocco, which added leather inside, blacked-out trim, and effectively all of the running gear from the contemporary GTI. That meant you got the 90 horsepower 1.8-liter motor, the close-ratio gearbox, and an upgraded suspension. Wolfsburg Editions were available in three colors – Black Metallic, Mars Red, or Zermatt Silver. The California Edition took the Wolfsburg package a step farther, though.
A claimed 505 were produced, all in Zermatt Silver over black leather. On top of the Wolfsburg standard equipment, they added the GTI’s 14″ Avus wheels and a Kamei X1 body kit. These are rare bits of kit, but one has popped up for sale in the original state they were sold exclusively in:
Though the shape of the new Scirocco was modern for the time, underneath the specification changed little from the outgoing model. It was still a Mk.1 underneath, with a 1.7 liter, 74 horsepower inline-4 providing adequate motivation to the 2,000 lb. coupe. Where the original Giugiaro design had held lovely nuance, the Karmann-penned follow-up borrowed heavily from the Asso di Picche design (ironically, also from Giugiaro) meaning it was all angles, everywhere. But it pulled it off reasonably well, and the second generation was quite popular, selling about a quarter million units in total. There were rolling changes throughout the years as more power, bigger spoilers and wheels, and even a more traditional second wiper appeared. But in terms of purity, the simple design shows through well despite the clunky U.S. spec bumpers on the early models like this 1982:
Jumping in to a third generation Volkswagen Golf won’t get you much respect outside of dedicated brand enthusiasts. But what it will do is reward your decision. Like the E36 M3, adding two cylinders to the model may not have sounded as sexy on paper as the high-revving double cam inline-4, but the result was better performance, better reliability, and cheaper prices for that speed. With 172 horsepower and 173 lb.ft of torque on tap, the VR6 took the Mk.3 into a new performance territory. It brought with it a more grown up feel, too – leather, a quiet(er) cabin, power windows and sunroof – these were unthinkable a decade earlier in the budget hatch. In fact there was only one option – a trunk mounted CD changer. Everything else? Standard. The increase in performance dictated upgrades throughout; sport suspension with sway bars, larger brakes with 5×100 mm hubs and accompanying 15″ wheels. 0-60 was firmly sub-7 second range, and the boxy hatch could brush 130 mph flat out. In a flat-out drag race, this economy car was on par with the Audi S6.
At nearly $20,000, the price tag didn’t seem cheap at first. Indeed, in a little over a decade the base price of the GTI had increased 100%. But the Golf was still about cheap speed, and so you need to view this package in relative performance. It wasn’t much slower than the U.S. specification M3, for example, but was about half the price. More appropriate, though, was that it was some $6,000 cheaper than the Corrado with nearly the same setup. Today, that cost savings carries over – Corrados are easily twice to many times the current bid of this example:
If an effort to bolster slow sales in the 1990s and rebrand itself as a fun-loving alternative to the rest of the modest budget alternatives, Volkswagen rolled out a new marketing campaign and several special editions of the popular third-generation Golf and Jetta. Probably the most famous is the Harlequin, but there was also the Jetta GT and the Wolfsburg Edition. But the ones that really struck a cord with college students were the K2 and Trek editions, as they came not only with your Fahrvergnügen driving experience, but something to do when you got there as well.
In the case of the Trek Edition, you could get alloy wheels, front fog lights, special interior trim, a sunroof, and a rear spoiler. But the most important part of the package was of course the Trek mountain bike that came mounted to the roof rack. It was a silly marketing gig for what was neither the best car nor the best mountain bike available, but it was fun and cool. And today, it’s pretty rare to find them still attached to one another:
Replacing a car universally heralded as the second coming of the automobile certainly wasn’t easy for VW, but the Mk.2 chassis proved up to the task immediately. It was very much the same formula as the original with a touch more refinement, space and power. The lines of the Mk.2 were less angular and upright than Giugiaro’s original design, but several aspects of the Herbert Schäfer replacement mimicked another Giugiaro design – the Lancia Delta. This was most notable in the C-pillar, which tapers with nearly the exact same angle, while early 4-door Golfs also shared the split-glass look on the doors.
For U.S. customers, the GTI continued to be a 2-door only affair and was initially only available in three colors – Mars Red, Black, and Diamond Silver Metallic for an extra charge. Customers opting for the GTI package paid approximately $10,000, which included red-accent trim outside, ‘Bottlecap’ 14″ alloys and blacked-out fender trim, a rear spoiler above the window and aerodynamic headlights. Dynamically, the GTI received the new 100-horsepower ‘HT’ high compression 1.8 liter fuel-injected inline-4, which was solely mated to the front wheels via a close-ratio 5-speed manual. GTIs also sported 4-wheel disc brakes for the first time and front and rear anti-sway bars to go along with the sport-tuned suspension. The driver got special striped fabric in either gray or red over their sport seats, and a leather-wrapped steering wheel and digital computer display were all standard. Buyers could, of course, opt for a sunroof, air conditioning, power steering, cruise control and an upgraded stereo if they chose.
Despite the upgraded spec and new model, Golf sales continued to slide in the mid-80s from their height (as the Rabbit) in the late 1970s. Coupled with their spunky nature, affordability and less-than-stellar build quality, very few Westmoreland-built A2 GTIs remain around. This one looks to be saved from obscurity, and a few tasteful mods have it looking ready to impress:
Back in April, I looked at a rather unique 2018 VW Golf R that was ordered through Volkswagen’s Color Spektrum program. Well, wouldn’t you know it? Another has come up for sale. And this one is….well, very green.
The shade is called Cliff Green, and unlike the last time, this one hasn’t been put through the ringer. There weren’t many changes from ’18 to the ’19 model year – ’19s lost four peak horsepower, and essentially came fully loaded – your only option was the 7-speed DSG, which this car doesn’t have. Oh, and that special paint, of course. With a scant 100 miles on the odometer, this one is essentially as-new. What does one of these rare Rs cost today?
Purists decried the arrival of the “grown up” A3 chassis Golf and Vento, sold as the Jetta in North America. It was expensive, it was heavy (relative to the A1 and A2 chassis, anyway) and the performance was dulled – that was, until the introduction of the GLX model that replaced the earlier GLI models. Now sporting the VR6 that had debuted in the Corrado and Passat a few years earlier, the GLX was all around a screamer. It might have been heavier than the GLI it replaced, but it was quicker to 60, quieter on the highway, more comfortable and better in crashes (if things went south), and returned close to the same fuel economy as the thirsty, buzzy and boxy 16V had. The Volkswagen Jetta III, as it was known in the US, was introduced at a time when US sales were at their lowest and it appeared as if VW was considering pulling out of the US market, but this generation Jetta became the best-selling Volkswagen by the time the production run ceased in 1999. It was insanely popular and seemed to be the defacto college car of choice for both men and women. Because of that, many of these Jettas fell into disrepair or were totaled, so it’s rare to find a lower mile and clean GLX these days: