I’ve talked in previous posts about how in the early 1990s, the standard Jetta was pretty hard to get excited about because of the other neat products at your local VW dealership. But the Jetta was done a service by the birth of its new sibling – the New Beetle. Looking a bit like a Golf with mumps, the New Beetle was gimmicky and a clever marketing exercise, but as an enthusiast it was about as far from desirable as you could get. Adding to that was that a majority of early examples were tied to the “2.Slow” and had an automatic transmission – now you were stuck in a slow fish bowl.
To make it more appealing, nearly since its inception VW has had special editions of the Beetle pretty much every year. 2018’s are the ‘Convertible Coast’, which has a “surfboard-look appearance dashboard” and the ‘Dune’, which comes with a free VHS copy of the eponymous movie I think. 2017 included the ‘Classic’ model which had a special interior. But for special interiors, we need to talk about 2016’s ‘Denim’ edition. It was a throwback to the 1970s, when Volkswagen launched multiple ‘Jeans’ editions of the original Beetle, replete with “denim-style” fabric. But these two weren’t the only times that a Volkswagen attempted to capture America’s favorite pantalones:
I have yet to look at a Golf R32 in 2018. It’s not for lack of examples; any given day, there are usually about 10 or so for sale on eBay and plenty more via Volkswagen-specific fora. But it’s the crazy asking prices that usually put me off from the first generation. I just can’t get on board, especially as Golf R prices have dipped down in to the low 20s. Heck, there are two Golf Rs below $20,000 right now. It’s therefore pretty hard to stomach the high teen ask on many first-gen R32s even with many hundreds of thousands of miles. They’re not the E30 M3, after all. Not even close.
So how do you get into an affordable R32? One way is to consider the second generation. Perhaps it was the styling, perhaps it was the DSG-only transmission, but even a very clean 2008 Golf R32 comes to market generally under the asking prices of the first generation. Still not your bag? Well, then you could get into this no reserve first gen – but a warning, some assembly is required…
When it launched in the late 1980s as a replacement to the ancient Scirocco, the Corrado was Volkswagen’s attempt to appeal to the Porsche crowd. With the supercharged G60 motor that may have been somewhat farcical, but when VW dropped the narrow-angle 2.8 liter VR6 into the nose of their 2-door Coupe it became more of a reality. Though on paper it didn’t have much more power, the VR6 was better suited to the design and weight of the Corrado. Zero to 60 plummeted nearly a second and top speed went up to a then-impressive 137 mph. But it was the all-around flexibility of the motor that proved the winner; torquey at low revs yet happy to head towards the redline, the Corrado finally fulfilled the promise of being a budget P-car.
Unfortunately, there was a price to pay. The base price for a Corrado in 1992 was nearly $22,000. Add a few options in and you were paying more than you did for a Porsche 924S four years earlier. To put it into even more stark perspective, the base price of a much quicker, nicer, more efficient, better cornering, better braking, more technologically impressive and significantly safer GTI today is only $26,415 some 26 years later. As a result, Corrados and especially the SLC have always held a cult status and higher residual value than the rest of the lineup. Today, as they head into collector status, many have been priced out of the market – a trend I’ve looked at several times, with asks of $20,000 and occasionally even more. So it’s refreshing to encounter a reasonable condition driver-quality example that’s priced within the reach of the group these cars appeal to:
What is the price for rarity? As I’ve mentioned in previous posts, enthusiasts will sometimes go to extremes to have something just a bit different than the norm. Take today’s Golf. Like the 1989 Volkswagen GTI I looked at a few weeks ago, something odd will stick out to the brand faithful that will probably go unnoticed by nearly everyone else. First off, for the U.S. market, the VR6 was limited to the GTI range. This looks like a GTI with the dual chamber headlights and foglights, VR6 badges and BBS wheels. But another minor detail then rears its head – or, in this case, rears its doors. That’s right, this is a 5-door Golf VR6 from Europe. Look closer and you’ll notice items such as the textured flares, deeper chin spoiler and fender mounted directionals that differentiate ROW A3s. So what will getting into this rare-to-see VW cost you today?
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:
Obviously, this post comes to you from someone who likes Volkswagens – and, in particular, 5-door VWs. I’m not sure exactly what the attraction is for me, but the last two Volkswagens I’ve had – both Passat GLS 1.8T Variants – have been faithful and fun-to-drive companions. Despite their relative popularity (VW sold nearly 110,000 wagons in North America – 20% of production overall), they somehow manage to stand apart from the crowd. And for about ten years VW enthusiasts got to choose not only from the Passat’s fairly robust lineup of wagons which featured everything from luxurious automatic V6 all-wheel drivers to thrifty diesels and outrageous W8s, but there was also the slightly smaller Jetta Wagon as well. Like the Passat, several options were available, from a basic 2.0, the turbo 1.8, the TDI and the crazy VR6 model.
Today I’ve got two examples to consider; in this case, both are front-drive 1.8T 5-speed manual GLSs. Despite what should be a very similar basis, these two take on remarkably different character. Pricing is pretty similar but presentation and mileage are quite different. Which is the one to buy? Let’s start with the Jetta:
In a recent post about a 1986 Volkswagen GTI, I covered the changes and what made the early 8V GTIs unique from the Golf lineup. But I made a mistake, and I’m happy to admit it. In my defense, so did Volkswagen, though. I stated in that post that early GTIs were limited to Mars Red LA3A, Black L041, and Diamond Silver Metallic L97A. That information is backed up by Volkswagen’s official GTI brochure.
Here’s a white one.
The 1990 up GTI 16V had Alpine White as an option, but I struggle to remember seeing one earlier than that, and all the catalogs don’t list it as an option. Yet here it is and it seems to be original:
While not the fastest or the prettiest car Volkswagen ever made, the GTI represents the ethos of VW’s 1980s philosophy of cheap, fun-to-drive, and eminently practical cars for consumers. As they did when new, the first generation GTI also represented a car which gave much faster cars a run for their money. True, the 90 horsepower under the hood won’t scare a supercar. But what this car lacks in straight-line performance it more than makes up for in value.
You see, over the past few years we’ve watched the fan-favorites and driver’s cars from the 1980s increasingly price themselves out of the range of most enthusiasts. The esoterics are also forged in unobtanium today, and while there was a period where you could snap up cheap 80s products in Europe and import them, they’re going away, too. Sure, the M3 and 911 led the charge, but today a clean 190E 2.3-16 or Quattro will set you back some serious bucks. And then when you do get one, you need to worry about collector insurance, expensive and hard-to-source parts and whether you bought in a bubble.
The solution is still the giant-killer GTI. Find a clean one, and you’ll have a car that can be driven at 10/10ths still today and generate plenty of smiles, yet is relatively cheap to buy and very cheap to run. You’ll get thumbs up just like the 911 driver will. Maybe even more, honestly, because when was the last time you saw an A1 cruising around?
It’s always great to hear from a reader who appreciates the blog or just sends in a link to a neat car that they spotted. While I don’t always take enough time to acknowledge them, I’ll let you know now that we always are thankful that you’re out there thinking of us! But it’s really special when one of our readership buys a car that we featured, and last fall that exact thing happened with this cool 1984 Volkswagen Jetta Turbo Diesel:
1984 Volkswagen Jetta GL Turbo Diesel
I caught up with its new owner, Jesse, who was kind enough to share his story and some images of the car!
The lineup of unlikely VAG survivors continues today with this second generation Volkswagen Passat, of course badged the “Quantum” for the U.S. market. This model replaced the lovely and popular Dasher model which had been available in several configurations. Briefly, the new B2 continued that and if you’ve ever seen a 1982 Quantum 2-door hatchback in person in the U.S., you might be alone. The model was dropped quickly, though continuing on was the Variant (VW-speak for wagon) model. And because the underpinnings were shared with the B2 Audi, things started to get pretty interesting for the upscale VW. And, confusing.
Volkswagen was happy to tout the Quantum as the sole “German engineered Grand Touring car sold in America that was available as both a sedan and station wagon and came equipped with a 5-cylinder, fuel injected engine, front-wheel drive, power assisted rack and pinion steering, four-wheel independent suspension AND cruise control”. You don’t say, VW? Seriously, I think they could have left a few modifiers off that description and it still would have been true. The weird part is that the upscale Volkswagen actually tread on the toes of its even more upscale competition – the Audi 4000. Though early 4000s had the 5-cylinder available as an option, when it came to the mid-80s Audi saved the inline-5 only for the quattro models and Coupe GT/5000 front drivers. The 4000 grabbed the engine from the GTI, instead. But you could still get a 5-cylinder Quantum, and you could get a wagon version. Heck, you could even get a Syncro version of it, but only as a wagon!
Here’s where things get even more confusing. The 5-cylinder is usually associated with the moniker “GL5” – the upscale sedan with alloy wheels. And indeed the base Quantum Wagon in 1985 came with the 1.8. But in 1986, you could get a base Wagon with the 2.2 liter inline-5, and I believe the wagon was never officially badged the “GL5”. Weird? That’s VW.