1994 Volkswagen Golf GTI 16V

While the step up to the Mk.3 added a fair amount of size – and accompanying weight – to the Volkswagen Golf, the GTI emerged with the much more potent VR6 engine borrowed from the Passat and Corrado. While admittedly the power and the exhaust note was very appealing, and in hindsight the third generation Golf looks positively tiny compared to cars today, I have always lamented the loss of the what I consider the best GTI – the 1990-1992 16V model.

But, what if that model had continued? Well, it did – just not in the U.S.. What we have here is a 1994 GTI 16V from England. Replete with Recaro interior, blacked-out rub strips and fender flares, beefy wheels and dual-chamber headlights with foglights. But the best part is under the hood, where the 9A lived on as the ABF. With Digifant engine management power was up to 148 at a nose-bleeding 6,000 RPMs, while torque remained at 133 lb.ft but again higher in the range. One of these gems has turned up for sale on Ebay:

CLICK FOR DETAILS: 1994 Volkswagen Golf GTI 16V on eBay

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1989 Volkswagen GTI 16V

Update 11/26/18: After selling as a Feature Listing back in April, the new owner of this GTI 16V has had second thoughts and listed it in a reserve auction. It doesn’t look as though there have been any changes over that time and it sold for $4,200 in the Spring. Though the seller paid a lot to transport it, I wouldn’t expect the value to be much more than the last go around this time.

I was pretty excited to see the 1986 Volkswagen GTI that popped up for sale last week. While the A2 is a seriously popular platform for enthusiasts and tuners, coming across original examples is exceedingly hard. But within the GTI range from 1985-1992, the ’85-’86 probably rank lowest on desirability.

You can imagine what a treat it was for me, then, to get to follow it up with the car that re-injected excitement into the lineup. 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.

Measured 0-60 times plummeted; now capable of achieving the feat in 7.9 seconds, Volkswagen also installed a pretty optimistic 140 mph speedometer. But it was an indication that this was a quick car, and indeed the GTI again punched above its weight class in performance. The base price was up, too – now $12,250, but you could opt in air conditioning, metallic paint, a sunroof and nicer Heidelberg radio and be pushing $14,000 pretty easily.

Despite the price increase, the GTI was an immediate success, universally heralded by magazines as the best GTI yet. With most of the A2 16Vs now approaching 30 years old, though, they’ve become reclusive legends and rarely appear like this:

CLICK FOR DETAILS: 1989 Volkswagen GTI 16V on eBay

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2000Tuesday: 1972 BMW 2002 “M2” Targa

It seems somewhat fortuitous to stumble upon today’s creation, which manages to build upon a few prior posts. Last week I look a look at a beefed-up 1976 2002 with a S14 swap. Then, yesterday, I took a look at the crazy 4-door convertible 316i Baur TC4. Combining those two unique creations is today’s 1972 BMW 2002.

Like last week, this one is pretty far from original. It’s also got tacked-on flares, super-wide wheels, a non-original interior and is painted a non-original color – in this case, Sunflower Yellow borrowed from the contemporaneous Porsche. But the big news here is again the S14 and 5-speed swap, giving more muscle to match the macho looks. On top of that, or rather topless perhaps, this one appears to be a Baur Targa conversion. It was certainly worth a closer look:

CLICK FOR DETAILS: 1972 BMW 2002 “M2” Targa on eBay

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1991 Volkswagen GTI 16V

Without a doubt, for me the best change ever to the GTI lineup was the revision in mid-1990 of the GTI 16V. The DOHC screamer was already a pretty potent performer, but Volkswagen pushed the desirability over the top for the end of the run. The result was what many – this author included – consider the best of the breed. The original may have been more pure, and subsequent models are a lot faster and more dependable. But none of them got it quite as right as the 2.0 16V.

Outside the GTI built on its legend with wider European-market flares and deep rockers. Like all of the A2s, new ‘Big Bumper’ covers integrated fog lights and brake ducting. Yes, they looked heavier than the previous slim bumpers, but they also matched the design well. Iconic round headlights returned, now with inner driving lights too. But arguably the best change was the addition of 15″ wheels – in this case, the BBS RM multi-piece units. New colors also were introduced, including the equally iconic and signature ‘Montana Green’. Inside the interior was bulked up with large bolster Recaro Trophy seats. To match the wicked looks, under the hood was improved with a new 2.0 version of the 16V motor. The 9A introduced CIS-E Motronic fuel injection, while the bore was increased from 81mm to 82.5 and the stroke from 86.4 mm to 92.8. Compression was increased slightly from 10.5:1 to 10.8:1 and the result was 134 horsepower at 5,800 RPMs and 133 lb.ft of torque at 4,400. The engine was still matched the the 2Y close ratio transmission with a 3.67 final drive. While the GTI 16V couldn’t match the Callaway Turbo GTI we saw yesterday on sheer acceleration, it was generally reviewed as the best GTI yet. Finding a clean example today is always cause for celebration, and this one looks ready to party. Does it hold up?

CLICK FOR DETAILS: 1991 Volkswagen GTI 16V on eBay

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Roll The Dice: 1986 Volkswagen Jetta GLI

Update 8/30/18: The car has been relisted at $3,000 Buy It Now.

I keep chuckling as I come across A2 Jettas. I’ve already professed that they’re not my favorite, yet interesting examples continue to pop up and they’re simply too good to pass on. Today’s may buck that trend, however, as it’s a non-original, non-running example. So what’s it doing here? Well, because of how it was built and how it appears today, it was worth a closer look. With a 1.8 PL 16V swap, a great set of Ronal wheels and some other VW-chic mods, is this a Jetta worth saving?

CLICK FOR DETAILS: 1986 Volkswagen Jetta GLI on eBay

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1990 Porsche 944S2 Cabriolet

Like the Volkswagen Cabrio, the 944S2 Cabriolet isn’t a car that gets a lot of press on these pages. But that doesn’t mean it doesn’t have the makings of a classic. Like the Cabrio, it sold in small numbers in the tight times of the early 1990s; Porsche claims it sold only 2,386 in the United States. And it has a potent power plant in the revised 3.0 16V inline-4; pushing 207 horsepower and 208 lb.ft of torque, it was nearly as potent as the first generation Turbo without the inherent lag or accompanying bills. Yet it shared the same perfect weight balance with the rear-mounted transaxle, Turbo brakes and larger roll bars along with the integrated Turbo-look nose and tail. The S2 also received the new “Design 90” wheels that helped to bring it in line with late 928S4 and 964 models.

However, the 944S2 Cabriolet has always been overshadowed. First, for the sporting drivers out there, most will be seeking the clean lines of the S2 Coupe. Then there is always the more popular 911 Cabriolet, but it’s real competition is the later 968 Cabriolet. With more power, revised looks and a 6-speed manual, those late 968s are by most accounts the ones to get. But to me, that means that a clean 944S2 is a better value while offering you most of the experience of the VarioCam. Let’s consider this beautiful LM3U Velvet Red Metallic example:

CLICK FOR DETAILS: 1990 Porsche 944S2 Cabriolet on eBay

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1987 Porsche 944S with 15,000 Miles

It’s no great revelation that values of the transaxle Porsches are all over the place. I looked at two of the most expensive you could buy recently with the twin low-mileage Turbo S Silver Rose examples:

Double Take – 25,000 Miles Total: 1988 Porsche 944 Turbo S Silver Rose

In impeccable condition, it was no surprise that the asks were out-of-reach for nearly all enthusiasts. On the other end of the spectrum sits the lowly 924; you recently had your choice of either of these very clean examples for about $4,000, both special in their own way:

Face Off: 1980 Porsche 924 Turbo v. 1988 Porsche 924S Special Edition

But I have to say, the one I covered recently that bothered me the most was the $20,000 ask for the 1988 944 Special Edition, or “Celebration”, model. Sure, it had one of the coolest interiors offered by Porsche in the period, though it’s soundly outdone by the Silver Rose.

1988 Porsche 944 ‘Celebration’ Special Edition

But I just can’t wrap my head around why you’d want to pay a premium for one. For the 924S Special Edition, it makes sense, in a way. The delta between normal and SE values is small and there are tangible performance gains for the Special Edition. But the Celebration was effectively just a loaded 944 with a neat interior. Surely, there must be a better option?

There was.

Alongside the appearance package offered on the regular 944, Porsche introduced the “Super” 944. The new M44/40 double overhead cam motor upped power output substantially to nearly 190, but outside of the subtle “S” badge on the rear and the embossed “16 Ventlier” on the side trim, there were no signs of the performance gains under the hood. There was a substantial change, however, to the base price, which cut the middle ground between the ~$32,000 944 and ~$40,000 Turbo at around $37,000. I always felt like Porsche’s pricing versus power gains on these models seemed a little too convenient; you got the impression that they could do more with the model, but didn’t want to tread on the 911’s toes. Apparently, so did buyers at the time. The 944S failed to sell as well as the normal 944 or the Turbo, with about 8,800 imported over the short two year production cycle before it was replaced by the even more potent and better looking S2. Few appear today like this 15,000 mile Zermatt Silver Metallic one does:

CLICK FOR DETAILS: 1987 Porsche 944S on eBay

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Totally Turbular: 1985 Volkswagen Scirocco 16V Turbo Rieger GTO

Update 3/6/2018 – The asking price on this crazy period piece has dropped from the $65,000 ask in February to $46,888.

The 80s was a pretty interesting time, as Rob has talked about in some recent 930 posts. While today’s crowd looks back on the time and often wishes they had a completely stock, all-original example of their favorite hard-to-find ride, back then it was all about how much you could mod your ride to make it wild. Watching videos of turned up WRX-STIs, Skylines, M4s and RS3s today, I suppose not much has changed in retrospect. But wild mods in the 80s were somehow much harder to achieve, and therefore all the more neat when they were done. Or, they were a complete dog’s breakfast, as many Mercedes-Benz models often prove – Andrew’s SLC comes immediately to mind.

There are several notorious aftermarket suppliers of kits for cars that are really hard to achieve a good result with. Koenig, Rinspeed, Strosek, Kamei are all names you’re probably quite familiar with. And if you’re familiar with Volkswagen/Audi products, Rieger should definitely be in that list. Their widebody kits, wild bumpers and huge wings often look way out of place. Paint them a wild color, and they’ll stand out even more. Worst of all, often below the shocking exterior they’re a sheep in wolf’s clothes; all show, no go. But this Scirocco? Well, it’s not only got all of those things going for it, it’s managed to pull it together for a look that is cool and correct in a very over-the-top way, and has the chops to match the outrageous exterior. Also outrageous? The price:

CLICK FOR DETAILS: 1985 Volkswagen Scirocco 16V Turbo Rieger GTO on eBay

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1990 Mercedes-Benz 190E 2.5-16 Evolution II

We’ve covered the Mercedes-Benz 190E 2.5-16 Evolution II here many times in the past and for good reason, it is a hell of a unique car with a price tag to match. You can get your 1990s DTM kicks on the street all while being in the lap of luxury (at the time) with things like air conditioning and leather seats. This car is not shy, it is not subtle and most importantly for everyone, it is not cheap. When this thing launched in 1990, asking price for an 2.5-16 Evolution II from Mercedes was around $80,000. That isn’t in 2017 money, that is in 1990 money. Just to give it some perspective, factoring in inflation and other things, this W201 would have run you around $155,000 in terms of buying power. Yes, for a W201 190E.  Unfortunately, this 1990 for sale in the Netherlands isn’t cheaper either.

CLICK FOR DETAILS: 1990 Mercedes-Benz 190E 2.5-16 Evolution II on Hemmings

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1990 Volkswagen Jetta GLI 16V

Much like the S4 I posted over the weekend, the Jetta GLI 16V is a car which on paper I should like very much. After all, I’m a huge fan of the same-generation GTI 16V, and the Jetta was little more than a trunk added to that formula. Underneath, there were almost no changes between the two. You got the same high-strung 9A 2.0 16V with Motronic fuel injection pushing 134 horses through that open-diff front end. Your only choice was a 5-speed manual, of course, and it was a close-ratio one – enjoy those highway speeds! Brakes were updated to 10.1″ and dual tailpipes emerged from the new ‘big bumper’ A2 refresh. Central locking and a cassette player were standard, while you could opt for many power options including windows, mirror, anti-lock brakes, trip computer, cruise control and of course a sunroof. The GLI also carried over BBS wheels from the pre’90 1.8 models, in this case the 15″x 6.5″ ‘RA’.

These items should have conspired to produce a deeply desirable product for me. And yet, somehow I never really took to the Jetta though many did. I suppose it’s the same as the 4000 quattro/Coupe GT fan bases. Rarely do they seem to cross over, yet there’s a mutual respect between them. I like the Jetta, and in the absence of the GTI it would probably be a great favorite of mine. It was aimed at being a more refined alternative to the racier hot hatch. But ultimately it falls second fiddle to the GTI, which always seems (and, arguably is) just that little bit more neat.

For enthusiasts, though, that means potential value. As GTI 16V prices climb steeply with no real relent in sight and few good examples hitting the market, you can get a bit of a value if you don’t mind the junk in the trunk:

CLICK FOR DETAILS: 1990 Volkswagen Jetta GLI 16V on eBay

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