1989 Volkswagen GTI 16V

For 1987, Volkswagen brought its development of the EA827 inline-4 (the “PL”) to the Golf. Already in the Scirocco, it boasted 16 valves, 10:1 compression, KE-Jetronic injection and 123 horsepower. That was over a 20% jump in power, and mated to a close-ratio 5-speed manual it more than made up for the additional heft of the A2 compared to the A1.

To help differentiate its new engine, and because it was initially run alongside the 8V model, several styling cues were added to the 16V. Shared with the Scirocco, the easiest to spot were the “Silverstone” (Teardrop) alloys that would be the signature of the 16Vs for the next few years. Less noticeable were minor changes; painted lower valances and a deeper front lip spoiler, a relocated Fuba antenna now residing on the roof, and of course 16V badges and red stripes throughout. The 16V also got a special leatherette interior and beefy 205-55-VR14 Pirelli P600 tires.

Over the subsequent two years there weren’t many changes to the GTI 16V outside of the “big door” single pane glass change and revised grill of all A2s in ’88, as it’d undergo a major overhaul and bump in displacement for the ’90 model year. This particular GTI is also unique as one of the very last Westmoreland built GTIs, as production closed in ’88 and shifted to Puebla.

CLICK FOR DETAILS: 1989 Volkswagen GTI 16V on eBay

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Euro-Spec 24k-Mile 1990 Volkswagen Corrado G60

Jealousy.

I still remember the moment as the wave of envy set over me. A struggling college student, I had tried hard to balance my love of cars with the multiple part-time jobs I fit in between classes. Ultimately, cars probably came before some things they should have, but still fell staunchly behind the realities of life. Rent. Tutition. Books. Utilites. FOOD. These necessities multiplied themselves together over the years, grasping at my meager weekly paycheck more rapidly than I could deposit it in the bank. Trips to the pump were always metered; weeks went by holding breath at every turn of the key, praying for a safe completion of circuit. And when you own a ’84 Volkswagen that sat in a driveway not running for decade rotting away before you resurrected it, often your dreams of a trouble-free commute are unrealized.

As a result of my shoestring budget, I often turned to a friend to help with mechanical work that my GTI often needed. He’d stop by my house after work and wrench for a bit, or I’d drive it by his place for a replacement part or ten. He also had a A1 – a sweet special edition Cabriolet from ’85 which he had spent years tricking out. But on one of these repair stops, he introduced me to his new toy.

It was 1998 and he had picked up a ’90 Corrado G60. He had picked it up cheap, too, as they often broke even when pretty new. Two things struck me about this car. Though it was only 6 years newer than my GTI, it might as well have been a spaceship. The two shared nothing in common outside of the badge. My pyrite-in-the-rough GTI was rusty and not so trusty. Horrible build quality meant things regularly broke, or fell off, or rusted off; often, the trifecta struck. It was a square slowly-deteriorating block of iron oxide in a rounded-off world. In comparison, the Corrado looked well-built, felt modern, was comfortable, had air conditioning and electronic items that…well, functioned, and even had paint all in one color. But the other thing that struck me was just how tired and old that Corrado already felt in 1998. I rarely buy cars that are newer than 10 years old, but this Corrado felt a lot more than that already. Perhaps that was because the VR6 model had so quickly replaced it. Or perhaps it was because I was still excited for new cars to launch in 1998. Looking back, though, my initial impressions of the Corrado G60 still hold true. But am I still jealous that I didn’t have one?

CLICK FOR DETAILS: 1990 Volkswagen Corrado G60 on eBay

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1984 Volkswagen GTI

If, for some reason, you didn’t really love the modified GTI I just looked at and were hoping for a more pure version of the Westmoreland Wonder, well…I’m not sure this is it, either. But it is a lot closer to how it was delivered new, with sealed-beam headlights, a stock interior, and the original 8-valve under the hood. It’s also traveled just under 55,000 miles since new. And if that wasn’t enough to tempt you, it’s got WORKING AIR CONDITIONING. No, I’m not kidding:

CLICK FOR DETAILS: 1984 Volkswagen GTI on eBay

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1983 Volkswagen GTI

I owned an A1 GTI once. It was one of the worst automotive decisions Ive ever made. This comes from a man who bought a non-running Audi 200 Avant full of bees in a field in New Hampshire, mind you.

Back in 1998, I bought a non-running, rusty and very tired black over blue 1984 example for $300. I had every intention of restoring it to back good condition, but I was 21 and a poor college student and it was 14. But it wasnt the age (or the mileage, Indiana), it was how it had been treated in that 14 years. After all, my current Passat is 17 years old and while its not perfect, its pretty damn nice. Heck, my M3 is 16 years old and basically looks and drives new. No, age was much harder on the cars of the early 1980s; plastics werent as durable as they are now, nor was paint. Metal was more rust prone and the electronics were no where near as reliable even though there were so far fewer in the car. To back my GTi up, you could simply look through the crease in the bodywork between the taillights and the rear floor where there was no longer metal. Every single bushing was gone, and what was left vibrated like an unattended paint shaker at Home Depot set to high. The paint was ruined the car had clearly been hit at some point, so the passenger door and fender were a different shade of black than the rest of the car, which could more be described as dark gray spread very thinly over light gray primer. One time it started itself, which was a bit scary. Another time, it refused to start because the starter had removed itself from the transmission, but only enough to jam the gear into the flywheel. Then one fateful night one a ride home from a late shift at work, the fuse box lit on fire, consuming the functionality of all electrics save the high beams. I had sunk a few thousand dollars into keeping that car running and improving it over the year and a half I drove it. Ultimately I sold it for parts for $300.

I wont over romanticize my life with a GTI. I was not sad to see it go. I dont wish I had it back in fact, it may be the only car I owned that I never long to sit in again. Indeed, I even have more connection to a few parts cars that I bought but never drove. But, I will say that it did provide me with some entertaining stories. And when it ran right (there were at least two times), it was really a joy to be behind the wheel. There were glimpses of its former glory; you could get in, start it up and immediately be driving at 11/10ths everywhere you went. 40 m.p.h. has only felt near as exhilarating on my bicycle. And the shape was beautiful in such a strange, boxy way. I certainly wouldnt mind owning a GTI (again), and every time I see one pop up I take notice:

CLICK FOR DETAILS: 1983 Volkswagen GTI on eBay

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1987 Volkswagen Golf GT

The 1987 launch of Volkswagen’s fabled 16 valve motor into the Golf lineup created an interesting transition. VW had a high performance version of the GTI now, but it was also a bit dear at $12,000. So, VWoA decided to continue running the less-expensive 8 valve version for alongside for one more year (this was mimicked in the Jetta GLI lineup, as well). This split lineup would resume in 1990 for the GTI.

However, for the ’87-88 model year, VW added a third Golf performance version. Labeled the GT, outwardly it shared many characteristics with the early A2 8V GTIs. The same 14″ alloy wheels were there, black fender flares, special interior fabric, a 4-spoke sport steering wheel and red-splash decals front and rear. However, if you looked closely there were several differences to the GTI. The GT didn’t have the red-stripe trim outside of the more illustrious GTIs. Nor did it have the rear spoiler, sport seats, or a few other unseen details of the same-year GTI like uprated suspension and 4-wheel discs. So why get one? Well, first off it was a bit less expensive than the GTI. And, underneath it carried the same close-ratio 5-speed manual hooked to the high-compression RD 1.8 8V from the GTI. But the real benefit of the GT was that it came in more colors, with more doors (there was no 5-door GTI in the U.S. yet, nor for a while) and with an available automatic (again, not for the GTI). Of course, by the time you selected all of that stuff you were in GTI pricing…which meant that few GTs sold, and they’re very rare to see today:

CLICK FOR DETAILS: 1987 Volkswagen Golf GT on eBay

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1985 Volkswagen GTI

Update 9/21/19: This GTI sold for $5,555.

If 1984 GTI was the all-star high school athlete that just couldn’t lose, the 1985 GTI was the freshman college student he became. Sure, the DNA was the same but he seemed somehow softer, wiser and…well, there was that ‘Freshman 15’ that he put on with the all-you-can-eat meal plan for athletes. He was also a lot more fun to spend longer times with than the high schooler had been. That didn’t mean he still couldn’t stretch his legs when he wanted, and indeed the ’85 GTI had a few tricks up its sleeve to make up for its additional mass. Mostly that came down to the motor; the high-compression ‘HT’ 1.8 inline-4 with KE-Jetronic injection now made 100 horsepower and 105 lb.ft of torque thanks to a bit of tweaking. It still wore the red-striped exterior trim and signature ‘GTI’ badging, and the rear hatch was still blacked-out around the window. But now there was a slight spoiler included at the top as well. 14″ alloy wheels still ruled the day, but a new ‘bottlecap’ design was introduced and they wore 185-60-14 Goodyear Eagle GT+4 tires. That first year of the A2 GTI, you could only get three colors – Black, Diamond Silver Metallic or Mars Red as we see here:

CLICK FOR DETAILS: 1985 Volkswagen GTI on eBay

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1989 Volkswagen Jetta GLI 16V Wolfsburg Edition

Celebrating Volkswagen’s addition of the DOHC 16V ‘PL’ to the GLI in 1987, and perhaps to in part justify its heady $14,000 MSRP, the company heavily upgraded the model over the standard Jetta. To match the additional power, Volkswagen offered many upgrades over the standard 8 valve GLI in 1987, the only year they were offered together in the U.S. market. A deeper front lip spoiler with brake ducting and rear spoiler added boy-racer looks. Though the wheels remained 14″ x 6″, the new Silverstone design you know as Teardrops looked cooler than the bottle-cap inspired design on the 8V. A swept-back Fuba roof-mounted antenna continued the speed theme and became the signature Volkswagen look for some time. Inside 16V badges on the dash and a higher red line prepared you for the thrill ride while heavily bolstered half-cloth, half-leatherette Recaro Trophy seats hugged you.

But in 1989, Volkswagen kicked it up another notch with a special edition of the GLI. Part of the group of six special ‘Wolfsburg Edition’ models for the year, the highlight was definitely the Jetta. Outside they were painted LA5Y Helios Blue Metallic – a color borrowed from the much more expensive Audi Quattro. They also featured color-matched BBS RAs in 15″ x 6″. The mirrors were color-matched too. Inside the Recaro seats received special diagonally-striped cloth, while the luxury quotient was upped as well with power windows, locks and mirrors, a sunroof, air conditioning, and stereo with 6 speakers and cassette all standard. This took the Jetta GLI’s price up over $17,000. Although the next model year adopted some of these upgrades as standard, the special-toned and limited edition ’89s known simply as ‘Helios’ have always had a cult following:

CLICK FOR DETAILS: 1989 Volkswagen Jetta GLI 16V Wolfsburg Edition on eBay

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1992 BMW 318iC Design Edition

If you really want to stand apart from the standard E30 crowd, some of the limited production models that never came here are a sure-fire bet to draw attention. Late in the E30 run, BMW developed a special run of E30s called the ‘Design Editions’. These were effectively just appearance packages with splashy colors; Daytona Violet, Neon Blue and today’s feature color, Neon Green Metallic 262. Each was matched with a special interior fabric, here in 0464 with Neon Green accents. Underneath, these were effectively stock E30s otherwise, so you got a M42 inline-4 rated at 140 horsepower and here mated to a normal 5-speed manual. While the drivetrain isn’t anything exotic, certainly the limited nature of this model is – as only 50 Neon Green Metallic Design Edition 318iCs were produced:

CLICK FOR DETAILS: 1992 BMW 318iC Design Edition on eBay

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1988 Volkswagen Scirocco 16V

How can you talk about 1980s Volkswagens and not mention the Scirocco? Karmanns lift of the Giugiaro Asso di Picche, Asso di Quadri and Asso di Fiori designs was plainly evident, but that they were borrowed really should come as a surprise. After all, the reception to the master Italian designers other pens the Golf, first generation Scirocco, Audi 80 (4000) and Coupe GT firmly established both companies in the public limelight. In the case of Volkswagen, it defined a company emerging from the shadow of the air-cooled generation; for Audi, it modernized designs and capitalized on the success of the 100 lineup in the 1970s. But Karmann had been integral in the production of the first two as well, making an easy transition from ItalDesign to Volkswagens go-to special production for the second generation Scirocco.

But while the design was all grown up and modern for the 1980s, the underpinnings were the same; little changed dynamically between the 1981 and 1982 model year, and though upgrades came over the next few years with higher-spec trim and a bit more power, it wasnt until 1986 that VW coupe fans finally got to rejoice as the addition of the PL 1.8 liter dual-cam inline-4 finally joined the lineup. Now with 123 high-revving horsepower, the Scirocco went a bit more like the wind it was named after. The wide-ratio, economy-minded gearbox of yore was gone too, replaced by a close-ratio gearbox. Like the GTI and GLI, 14? Teardrop wheels and a new bodykit heightened the boy-racer appearance, and the 16V models got all matchy-matchy before the Golf and Jetta, too, with body-colored painted bumpers.

Perhaps this was a shot across the bow of the other Giugiaro-designed, sporty 2-door coupe on the market the Isuzu Impulse Turbo. Because as much of a VW nut as I am, lets be honest the Impulse was cooler. It had much better integrated bumpers, for example, and looked even MORE modern than the Scirocco. And it had cooler wheels. And it had a turbo, and as neat as having dual cams was, having a turbo got you into pants in the 1980s. While it only had one cam, the intercooled 4ZCI was good for 140 horsepower in 1985. That power was channeled through the back wheels, too, with near perfect weight distribution. To top all of that off, in 1987 you could get the RS model which was painted all white yes, even the wheels. That was as radical as it got that year – people actually paid a lot of money to tuners to achieve that look, yet a few models like the 300ZX, Audi Coupe GT and Impulse RS gave it to you from the factory. They came fully loaded with electronic gizmos, and mostly unlike the VW, they worked. Then, as if that wasnt enough, GM links created the Lotus Tuned Suspension package for the 1988 model year. If one of these rolled up to the party you and your Scirocco were at, you were going home lonely (and, more slowly).

But this isnt low-production Japanese cars for sale blog, so well look at the Scirocco.

CLICK FOR DETAILS: 1988 Volkswagen Scirocco 16V on eBay

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Radwood Ready: 1987 Volkswagen GTI Callaway Turbo by Neuspeed

Update 5/10/19: Bummed that you missed out on this totally tubular GTI? PSYCH! Not to worry, it’s back up for sale in Orlando with a $23,000 Buy It Now. Nostalgia doesn’t come cheap, after all…

Recently, in my 1989 GTI post, I referenced the Radwood show in California. A celebration of all things 80s (being liberal to accept items both older and newer, too!), Radwood has become the newest and hottest show to consider. Why? Well, to head to Pebble Beach, Amelia Island or Greenwich Concours, you’ll need a car of significant stature. But you can roll up to Radwood in a 4000 quattro you literally just pulled out of a field (seriously, someone did), and you’ll find fans to celebrate both the model and your insistence that it’s a cool car worthy of being saved. Because, ultimately, it was!

But the GTI I presented was a headscratcher because it was so expensive and subtle that most would probably walk right by. Sure, it had little details that were neat, but not THAT neat or THAT particularly 80s. But today’s GTI takes 80s To The Extreme, killin’ your brain like a poisonous mushroom as you ponder if anything less than the best is a felony:

CLICK FOR DETAILS: 1987 Volkswagen GTI Neuspeed/Callaway Turbo on eBayt

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