VW GOLF Mk2

Manufactured between 1983 and 1992, the second- generation of the Volkswagen Golf is an extremely usable classic which only gets more characterful as each year passes.

There’s no denying that the VW Golf has been a huge success around the world, but which generation and which model is the one to own? A Mk1 GTI is perhaps the most desirable, but also one of the most expensive, so how about the Mk2? Over six million of them were produced as a three- or five- door hatchback, along with the booted Jetta from 1984 onwards (four- door mainly, but there are some rare twodoor LHD Jettas in mainland Europe). The Golf Cabriolet (Clipper) and Caddy Pick-up that first appeared under the Mk1 continued to be available throughout the production of the Mk2, but were never updated that much, so they retained their Mk1 looks. (For that reason, we’re not including them in this buying guide.) However, a Mk2-styled panel van was produced, along with a number of other low-volume Mk2 models such as the all-wheel- drive Golf Country (7735 produced over two years), the homologated box-arched G60 Rallye with a 158bhp supercharged 1.8-litre engine and four-wheel drive, and the range-topping G60 Limited, which had 210bhp with a 16-valve head and four-wheel drive squeezed inside a small bumper five- door bodyshell (only 71 were made and they very rarely come up for sale).

For the majority of Mk2s expect to find a petrol engine under the bonnet ranging in size from a measly one litre up to a 1.8 (1.3- and 1.6-litre engines were also fitted). There was also a 1.6-litre diesel, available naturally aspirated or turbocharged. Model names start with the basic C, followed by the CL and the betterequipped GL, up to the GTI.

Practicalities

Whilst the Mk2 is slightly larger and heavier than a Mk1, it’s still a compact hatchback at 12mm short of 4m long (13ft 1in) and only 1.67m wide (5ft 6in). You probably won’t be surprised to learn that the latest VW Polo is a little larger than a Mk2 Golf, and heavier too with a Mk2 Golf weighing in at between 920kg and 980kg. Inside a Mk2, there’s ample space for up to five passengers. From 1987 onwards, seatbelts had to be fitted in the rear.

Driving a Mk2 is no different to the majority of hatchbacks from the 1980s and 1990s. Ride quality and refinement should be good thanks to adequate soundproofing, so query any knocks, rattles and wind whistles. Engine performance is varied, ranging from painfully slow for the entry-model 1043cc and 1272cc, to mildly entertaining for the carb-fed 1595cc and 1781cc, up to enthralling for the fuel-injected 8- or 16-valve GTI 1781cc that produces between 110bhp and 139bhp and hits 60mph from stationary in around eight seconds. Don’t expect equally impressive fuel economy, which should typically be around the 30mpg mark.

If you want to save on fuel, then find a diesel-powered Mk2, but don’t expect the same level of refinement and performance as a modern oil burner. Think tractor-meetsfamily hatchback – a naturally aspirated diesel engine Mk2 Golf produces 54bhp, whereas a turbocharged model makes 70bhp and the GTD with an intercooler has 80bhp.

Values

The potential desirability and future collectability of the GTI would normally make this model the most expensive to buy, but that’s not always the case. We found several fivedoor GTI Mk2 models for sale at around £5000, but also less popular models such as the GL and Driver for the same money. This amount of cash, however, does allow you to shop around

and look for examples with low mileage, a clean MoT history and evidence of servicing. Go cheaper and you can expect there to be repairs required.

Should you want a threedoor GTI, whether it’s an early 8-valve engine or later twincam 16, budget for upwards of £10,000 for a really clean example. Beware of imitations, so ask for evidence that the car for sale is a genuine GTI – clubs and specialists can advise on what the vehicle identification number ( VIN) indicates, and the engine number will help to make sure it is the correct one for the model.

There were a number of exterior styling changes made throughout the production of the Mk2. Pre-1987 examples have quarterlights in the front doors, a seven-slat front grille (five slats thereafter), small bumpers and windscreen wipers that swipe to the nearside, even on RHD models. After 1987 those wipers were changed to swipe to the offside on RHD models, and the door mirrors were positioned where the quarterlights would have been. By 1990 the bumpers had become bigger on the GTI and some GL models, and they were also equipped with plastic arches and side skirts, so look out for a fake GTI with retrofitted big bumpers.

A wide range of wheels were fitted to the Mk2, ranging in diameter from 13in to 15in. With a common 4x100 PCD (pitch circle diameter), there’s

also a vast assortment of aftermarket options, but if you want genuine wheels, you may have to shop around for a set of 14in steel pepperpots that were sometimes fitted to the GTI (most were factory fitted with 14in-15in Silverstone, Montreal or BBS alloys).

Modifications

The VW Golf has long been a popular hot hatchback to modify, whether that’s with components from performance models such as transplanting a VR6 engine or fitting GTI seats, or aftermarket parts such as wheels, bodykits, free-flowing exhaust systems and lowered suspension.

If originality is a must, make sure a modified vehicle can be returned to standard if you intend to buy it. And if lowered suspension with wide wheels and arches appeals, check the ride quality and handling isn’t so harsh that you’ll soon be selling the vehicle you’ve just bought.

The same advice applies to engine modifications, which can create problems if they haven’t been done correctly. A tuned diesel engine, for instance, may belch black smoke out of the exhaust every time you press too hard on the throttle pedal.

Spares and tools

There’s a good range of specialists that cater for these models and most of the spares required on a Mk2 Golf are available, especially mechanical components. Plastic bodywork such as the bumpers and some trim – both interior and exterior – can be more limited though, and if it is available it may be reproduction quality.

An assortment of metric spanners and sockets (including hex/Allen keys) is required to undo the majority of fastenings on a Mk2 Golf, and to be safe, use a trolley jack and axle stands capable of supporting at least 1.5 tons if you need to remove the road wheels or work underneath the vehicle.

Rust

VW specialist Heritage Parts Centre makes a good point about the durability of Golfs when they ask: ‘ When was the last time you saw a Vauxhall Astra, Ford Escort or Renault 19 on the road?’ So many of these hatchbacks from this era have rotted away, but by comparison the Mk2 Golf has lasted well. However, don’t assume every example for sale is rot-free. Deutsche Doktors warns that Volkswagen improved the thickness of the stone chip paint applied to the underside of the floors and sills, and although this helps to protect the metalwork, it also hides any rust bubbles that have formed.

Starting in the engine bay, locate the battery and check the tray it sits on, because that can rust due to leaking battery acid (a repair panel for this area costs £20). Move back to the windscreen and check the metalwork along the base of it, especially the scuttle panel and around any blanking plugs for the wiper mechanism. A full-width repair panel costs around £80, but requires the windscreen to be removed and some major cutting and welding, not to mention paint, so budget for around £500 for the job to be completed by a specialist.

Turn the steering to full lock to check inside the front wheelarches, looking for trapped dirt and rust. It’s potentially a bonus if plastic wheelarch liners are fitted, although these can turn into dirt traps. Whilst it may be possible to patch a small hole, anything much bigger than this may require a large repair panel, which start from £20 but rise to over £200.

If plastic arch trims are fitted, these should be riveted in position, but they can trap dirt which leads to rust around the front wings. A replacement wing only costs around £65, but add in the cost of paint and fitting and the final bill could be closer to £300, or even more.

Look underneath the vehicle at the front jacking points, which are below the A-pillar and leading edge of the front door. Move outwards from here, checking the sills, floors and chassis legs, all of which can trap moisture and corrode. Repair panels are available in most cases and prices are generally quite reasonable – a jacking point costs a tenner, chassis repair sections are around £70, floor sections start at £65 and sill repair panels cost from £30, although prices can be higher for genuine parts (a genuine outer sill for a threedoor costs £235, for example).

At the rear of the Golf, check for corrosion around the wheelarches – repair panels range from a reasonable £33 right up to £390 for a genuine rear quarter. Also check inside the offside rear arch for corrosion in a fuel filler neck support bracket (near the top of the inside of the arch area). Road dirt can become trapped here and whilst a repair panel only costs £25, this welding repair is a little more involved due to the fuel tank being nearby. Deutsche Doktors warns that any corrosion around the fuel filler neck can extend to the seatbelt mounting point inside. Repairing this area is time- consuming, requiring the fuel tank to be removed and the interior stripped.

Look underneath the rear of the vehicle to find the axle and check around the metalwork, especially the axle mounting points that can corrode. Repair sections cost from around £30, but are time- consuming to fit.

Engine trouble

Routine servicing is a must to help maintain any of the engines fitted to the Mk2 Golf, so ask for evidence that the engine oil has been changed every year regardless of mileage, and that the blue- coloured coolant has been changed every two years along with the brake fluid (good advice for any engine!). Engines with a timing belt should have this replaced every four or five years too.

After starting the engine from cold, listen for rattles from the top end (hydraulic tappets on the overhead cam engines were fitted from late 1985 onwards) and look for oily smoke from the exhaust, the latter of which could suggest the valve stem oil seals have hardened (look also for further plumes of smoke on over-run to comfirm this).

All of the engines that power the Mk2 Golf are reliable providing they are maintained,

but with the oldest examples being installed 39 years ago, don’t be surprised to find the original motor isn’t in the engine bay. These engines are shared across other VWs, such as the Polo and Passat, so a swap or two during the car’s lifetime may have been the cheaper solution to a rebuild. Nowadays a used engine may not be so easy to find, but a professionally rebuilt unit isn’t too pricey – The Engine Shop (www.theengineshop.info), for example, charges from £1348 to rebuild an 8-valve 1.8-litre SOHC engine.

If you are looking at a carbfed engine, the original Pierburg may have been upgraded to a Weber 32/ 34 with a manual choke that’s regarded as being more reliable. The fuel-injected GTI used a mechanical Bosch K-Jetronic system at first, but this was replaced with a Digifant II. Deutsche Doktors says that the Digifant system is generally more reliable than the Bosch because it was a later development, but there are several common problems with each of them, such as a blocked metering head, sticking airbox flap and worn springs and seals on the Bosch, and failed vacuum hoses, senders (sensors) and an idle stabilisation valve on the Digifant.

A diesel engine is less sophisticated, especially a naturally aspirated version, but that can lead to neglected servicing, so ask to see evidence that it has been maintained.

Gearbox

Some early models were equipped with a four-speed manual gearbox, whereas most have a five-speed manual, although there are a handful of automatics in circulation. Remember that gearbox swaps between different models are feasible, so the original ‘box may not be present.

During a test drive, listen for crunchy down changes to second gear, which may indicate worn synchromesh. Make sure each gear remains engaged and doesn’t jump out of selection. Check the operation of the clutch, ensuring there’s sufficient pedal travel. Listen for excessive noise from the gearbox and its differential – the diff pins can come loose and exit through the casing.

Budget from around £100 upwards for a clutch kit (depending on engine and ‘box), £20 or more for a slave cylinder (if the clutch pedal needs to be pumped to engage gear, the slave cylinder may have failed) and under £20 for a release bearing (listen for a change in noise when pressing and releasing the clutch pedal). A strip and rebuild of a gearbox that needs new seals should cost upwards of £400, but more if it needs new synchromesh.

Suspension

The Mk2 Golf uses a subframe at the front with lower suspension arms, MacPherson struts and an anti-roll bar. Check the subframe for corrosion (new ones cost around £90) along with the lower arms, coil springs and strut bodies. New lower suspension arms complete with a balljoint cost around £50, although we’ve found some for

as little as £20.

At the rear, the suspension consists of a dead rear beam axle, which can corrode. A new rear beam costs less than £200, and bushes and mounts are all around £20-£30 a set. Check the coil springs and dampers at the rear, looking for fractured coils and leaks from the dampers. If you have any doubts about the ride quality of the car, then a new set of springs and dampers should help, especially if there’s no evidence they have been replaced, but costs can add up with damper inserts and springs at around £50 each.

Power steering was an optional extra for most of the lifetime of the Mk2 Golf, becoming standard on some models from October 1990. Budget for under £200 for a replacement manual assembly (rack-and-pinion) and £350 for a rebuilt power steering rack. Check for excessive play at the steering wheel and noises when turning it, although crunching sounds from around the tops of the suspension turrets may be caused by worn strut top bearings.

Brakes

A servo-assisted braking system with discs at the front and drums at the rear was used on all models except the GTI, which had discs on the rear. The rear brake calipers on the GTI are prone to seizing due to a lack of use and maintenance (a replacement rear caliper costs £50-£90) and some owners have chosen to upgrade to the rear brake calipers from the Mk4 Golf, which are more reliable and cost £215 for a conversion kit.

Electrics

GL and GTI models should have central locking, which is vacuum operated using a pump that’s mounted inside the boot. This also operates the flap for the fuel filler cap. If the system has failed, the fuel filler flap can be released via the boot and the rear quarter panel. Check the fuse box for water ingress – it is located under the dashboard on the driver’s side. Deutsche Doktors warns that if there’s corrosion around the scuttle panel above the fuse box, water can leak down into it.

Interior checks

If a sunroof is fitted, open it and check its seals are supple and there are no signs of corrosion. Its drain holes can get blocked (two plastic tubes down the windscreen pillars and another two down the C-pillars) and dirt can get trapped around them.

Check the seats for wear and tear, especially the bolsters which can wear excessively. Original trim and upholstery is available in some cases, although a single new seat cover may look out of place alongside the already faded upholstery. ‘Original Recarobadged interiors are very sought after and change hands for more than £1000 on their own,’ says Heritage Parts Centre, although they warn to not confuse them with later Mk3 or Ford fitment seats. Carpets are generally hard-wearing, but expect to pay £200-£500 for a replacement full set.

Check the headlining is secured to the underside of the roof board because the upholstery can become unstuck. Heritage Parts Centre sells the black material for the GTI for around £150, but the headlining board may need to be repaired before covering it. Deutsche Doktors warns that the original headlining board is fragile and often brittle, so replacing it and the headlining trim is often a better option. A new board costs around £150 from Myrtle (www.myrtleltd.com/ volkswagen).

Our verdict

If you want to rekindle your memories of driving a hatchback from the 1980s, then you can’t get better than a Mk2 Golf. However, choose wisely and pick the best you can afford to help avoid being disappointed. In return, you’ll have a usable classic that is fun to drive and shouldn’t let you down – providing you look after it. 01782 286655 www.deutschedoktors.co.uk 01273 444000 www.heritagepartscentre.com