1991 Volkswagen Jetta GLI 16V

Volkswagen of America’s new ‘Fahrvergnügen’ sales campaign in the early 1990s was, while a marketing ploy and a totally made up neologism, underscoring sporty changes at Volkswagen. The more serious 2.0 16V GTI I’ve already covered recently, but the same motor was available in the more fun-to-drive Passat here, too. Then there was the Corrado, which while it only had 8 valves sported a supercharger. You could that that G60 in the Passat in Europe, too.

Volkswagen’s popular smaller sedan had a healthy dose of upgrades though, too. In ’89, the Jetta GLI 16V had a special Wolfsburg Edition which had added the deeply bolstered Recaro Trophy seats and BBS RA alloys. These were color-matched to the Helios Blue Metallic paint outside. The seats and BBS wheels would carry over for the 1990 model year, but like the GTI the Jetta received the new 9A 2.0 16V and revised bumper/trim of all the A2s. 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.

Although the package was essentially quite similar to the GTI, I’ve never quite taken to the 2.0 GLI 16V in the same way. But it’s still very nice to see a clean example hit the market:

CLICK FOR DETAILS: 1991 Volkswagen Jetta GLI 16V on eBay

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1992 Volkswagen GTI 16V

Update 7/2/19 – this GTI 16V sold for $12,900.

Back in April, my favorite GTI popped up for sale – a 1992 9A 2.0 16V version in signature Montana Green Metallic. While not perfect, it certainly looked good enough to contemplate jumping in on:

1992 Volkswagen GTI 16V

But alas, before the auction ended it disappeared and we didn’t get to see what the final price would be. Fast forward two and change months and here we are again; a lightly modified GTI 16V in the color I love. With far less mileage on the clock and a lot of recent work, this one looks primed to score – and with the reserve off, bids are flying. How much will this iconic hot hatch fetch today?

CLICK FOR DETAILS: 1992 Volkswagen GTI 16V on eBay

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1992 Volkswagen GTI 16V

The 1991-1992 GTI followed the same basic recipe as the 1987 model we saw this past week, 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 illuminated 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. It’s always a bit of a joy to see one arrive in the feed, though, and for me none moreso than the signature LB6Z Montana Green Metallic:

CLICK FOR DETAILS: 1992 Volkswagen GTI 16V 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 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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1991 Volkswagen GTI 16V

The 1991-1992 GTI followed the same basic recipe as the 1987 model we saw this past week, 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 illuminated 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. It’s always a bit of a joy to see one arrive in the feed, though, and this LY3D Tornado Red example sure looks great:

CLICK FOR DETAILS: 1991 Volkswagen GTI 16V on eBay

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1987 Volkswagen Scirocco 16V

How can you talk about 1980s Volkswagens and not mention the Scirocco? Karmann’s 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 designer’s 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 Volkswagen’s 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 wasn’t 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, let’s 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. My ‘87.5 Coupe GT Special Build was even jealous. They came fully loaded with electronic gizmos, and mostly unlike the VW, they worked. Then, as if that wasn’t 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, slower).

But this isn’t “low-production Japanese cars for sale blog”, so we’ll look at the Scirocco.

CLICK FOR DETAILS: 1987 Volkswagen Scirocco on eBay

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1992 Volkswagen GTI 16V

9A. It’s a term most enthusiasts don’t know. Unlike most pedantic BMW owners that have memorized every signal chassis, engine and option, Volkswagen’s various iterations of the EA827 motor can get a quite esoteric even to lovers of the brand. But the 9A was something a little special, because that was the high-revving 2.0 liter 16V that was stuck into the GTI, GLI and Passat models in the early 1990s. Down on power to the more famous and ubiquitous VR6, the 9A was the VW’s equivalent of the S14. Like the E30 M3, the GTI and GLI wore special items to denote the racey motor under the hood; BBS wheels, wider flares, foglights, Recaro seats and special trim to help set them apart from the more pedestrian lineup. This was the period where a blacked-out VW badge really meant something. While the 9A might not be a name most remember, the “GTI 2 liter 16 valve” still is a magical formula to lovers of the hot hatch in the late 1980s and early 1990s:

CLICK FOR DETAILS: 1992 Volkswagen GTI 16V on eBay

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1992 Volkswagen Jetta GLi 16V

Edit 6/17/2017: This car has reappeared with new photos, a new listing and a $10,000 Buy It Now HERE!

The late 1980s saw an explosion of popularity in homologated race specials. There was the Quattro, fresh off the World Rally Championship. Though technically not a homologation, Porsche gave us a pretty popular option in the 944 Turbo which derived much of its technology from the successful 924 Carrera GTR/LM program. Of course, the real heavy hitters were the 190E 2.3/2.5-16 Cosworths from Mercedes-Benz and the superstar BMW M3. But all of those cars were pretty expensive; the Quattro and 944 Turbo were the best part of $40,000, the Benz hit the market at $37,000 while the slightly more affordable M3 stickered for $34,000. Still, inflation corrected, even the least expensive 1988 M3’s sticker price would equate to roughly $69,000 in buying power today – hardly affordable to most.

However, for a little less than half of what the M3 cost, you could get a fair chunk of the high-revving European feel in the Jetta GLi. It hit the markets around $15,000, which felt like quite a lot considering a base Jetta cost only half that amount a few years early. But a lot of Jetta you got for that money. Like the M3, it had a deep front spoiler with integral brake ducting and a rear wing. It had a roof mounted antenna, too, and most Jetta GLis were full of power options like windows, mirrors, anti-lock brakes and sunroofs. Also like the M3 you got form-fitting Recaro seats, and light alloy BBS wheels. And at its heart was a high-revving double-overhead cam 16 valve motor hooked to a close ratio 5-speed manual gearbox. Of course, for $20,000 less than the M3, you weren’t going to get a BMW – power, material and build quality, and the performance were all less than the Munich cars or the rest of that group previously mentioned. But impressive was the Jetta nonetheless, and the late run 16V GLis are still heavily appreciated today:

CLICK FOR DETAILS: 1992 Volkswagen Jetta GLi 16V on eBay

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End of the Run: 1991 Volkswagen GTi 16v and 1992 Volkswagen GTi

There’s something that’s just so right about the 1990-1992 GTis. The bigger bumpers gave a chunkier, more menacing look than the 85-89 cars had, and the swap to the 4-headlight grill worked so well. More power and bigger, better BBS wheels made these the best GTis in the eyes of many VW faithful. By 1990, the GTi 16V had gotten fairly expensive so Volkswagen reintroduced a more budget-conscious 1.8 8 valve version. It wasn’t a total poseur, though – Volkswagen made an attempt to differentiate the entry level GTi from the standard Golf. With 105 horsepower on tap (5 more than the standard Golf) and a 5-speed close-ratio gearbox, they channeled a bit of the original A1 GTi even if they didn’t sing up high like the 16Vs did. There were other subtle differences between the 16V and 8V; externally, they looked very similar except that the 16Vs wore appropriate 16V insignia front and rear and on the slimmed down side moldings. The 16Vs also got the larger and wider BBS RM multi-piece wheels with wider flares, while the 8V model wore the 14″ “Teardrop” alloys that had previously been the signature of the 16V. Both now wore roof mounted antenna and integrated, color coded rear spoiler with 3rd brake lights and color coded mirrors, along with the aforementioned 4-headlight grill, deeper rocker panels and integrated foglights. The 16V got beefier Recaro Trophy seats, while the 8V was equipped with the standard sport seats. Both wore the same sport suspension. And, both models now had the passive restraint “running mouse” belts. Today we’ve got one of each to look at, so let’s start with the big brother:

CLICK FOR DETAILS: 1991 Volkswagen GTi 16V on Huntsville Craigslist

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