Remember when the Skoda brand was decidedly uncool? In 2000, the Mirror claimed it was ‘still slightly less embarrassing to be seen getting out of the back of a sheep than getting out of the back of a Skoda’. The newspaper also quoted research suggesting that 60 percent of people wouldn’t consider buying a Skoda. Ouch.
Things had to change. The Volkswagen-based products were good enough, the prices were attractive and Skoda had a strong network of dealers. But many folk still needed convincing. Step forward the famous ‘It’s a Skoda. Honest’ campaign, which set the Czech brand on a journey that would transform its fortunes.
A year later, in 2001, Skoda launched its first vRS model: the 1.8-litre turbocharged Octavia vRS. It was good, but it wasn’t the firecracker Skoda needed. Instead, that task fell to the Skoda Fabia vRS – not necessarily the first diesel-engined hot hatch, but the first to be thrust headlong into the mainstream.
So, what is the hot Fabia and how does it stack up today? As ever, our Retro Road Test explains all…
What are its rivals?
Those who were turned on by the idea of a diesel hot hatchback, but turned off by the Skoda badge, could opt for the Fabia’s cousin: the Volkswagen Polo GT TDI. It offered the same performance figures, but in 2005, when our test car was new, the Polo cost £14,425, while the Fabia vRS weighed in at only £12,380.
The Skoda was a bargain. Honest. Nearly two decades ago you could also opt for the Renaultsport Clio 182 or Ford Fiesta ST, but neither could deliver the torque offered by the Fabia vRS.
What engine does it use?
Two hundred and twenty nine pounds feet of torque. That’s the eyebrow-raising figure when you’re looking at the details of the Fabia’s 130hp 1.9-litre TDI engine. To put it into perspective, it’s more than a 3.2-litre V6-powered Alfa Romeo 147 GTA and only 7lb ft shy of the Porsche Boxster S.
It was an engine commonly found in taxis and fleet cars, offering a terrific blend of performance and economy, not to mention tuning potential. Skoda went out on a limb by offering the Fabia vRS as a diesel-only model.
What’s it like to drive?
Twist the key and you’re greeted with the familiar sound of a taxi waiting to transport you home from a nightclub at 2am. It’s not the most soulful of soundtracks and, at startup and idle, it’s bordering on offensive. But once on the move it gives the Fabia vRS its USP.
You need to adjust your driving style. This isn’t a hot hatch to take by the scruff of the neck and go in search of the redline, not least because the redline is at 4,800rpm. Instead, you learn to keep the turbocharged engine in its sweet-spot between 2,000 and 4,000rpm, playing with all that torque.
Powering out of bends becomes strangely rewarding and helps to mask the small amount of body lean and rather numb steering. And when you need to behave yourself, the Fabia vRS will sit on a motorway in sixth gear, with the engine barely breaking sweat. It’s a terrific all-rounder.
Reliability and running costs
The 1.9-litre TDI PDI engine was, and still is, a firm favourite of taxi drivers up and down the land. Properly maintained, the engine is capable of covering mega miles, while the Polo platform should provide peace of mind. Parts are in plentiful supply and there’s a strong network of independent specialists.
The official combined fuel economy is 52.3mpg, although this rose to 53.3mpg on cars built after 24th October 2005, when the engine became EU4 compliant. We struggled to get less than 42mpg over 500 miles of driving, with a peak of 55mpg on a motorway run.
Could I drive it every day?
The Skoda Fabia vRS arrived in 2003, with production ending in 2007 with the last-of-the-line Limited model. As such, these cars are still modern enough to enjoy everyday, although the interior is showing its age.
We’d recommend upgrading the ancient Symphony radio/single CD player to something that will at least connect a smartphone, while cruise control can be retro-fitted, if long journeys are part of your weekly routine. The fact that the Skoda Fabia offers five doors and a useful 260-litre boot is a bonus.
How much should I pay?
Prices start around £2,000 for a Mk1 Fabia vRS, but these cars tend to be rather tatty, high-milers that are probably best avoided.
Bank on spending upwards of £3,000 to secure a good one, although be aware that the number of cars for sale at any one time is limited. You may have to be patient.
What should I look out for?
These cars won’t have been saved for special occasions, so you need to be looking out for general wear and tear, along with any previous accident damage. The interior is relatively hard-wearing, although the off-white upholstery might need a good clean!
If you’re buying a modified or tuned car, make sure the work was carried out by a reputable specialist. Be sure to check out the excellent Briskoda forum for advice and a good selection of cherished cars for sale.
Should I buy one?
Absolutely. Over the course of our week with the car, we began to appreciate its seven-day appeal. By that we mean, here’s a car that is long-legged enough to provide adequate commuting duties during the week, but is enjoyable enough to tempt you out of bed on a Sunday morning.
A Renaultsport Clio of the same vintage is a better hot hatch, but it lacks the everyday appeal of the Fabia vRS. We also happen to think the Fabia vRS looks great. It’s amazing what a set of 16-inch wheels, a lowered ride height, green brake calipers and a few cosmetic upgrades can do for a car.
Pub fact
Skoda waved goodbye to the diesel-engined Fabia vRS in 2007 and didn’t replace it until 2010. Although the new car offered a twin-charged 1.4-litre TSI petrol engine developing 180hp, enthusiasts breathed a collective sigh of disappointment at Skoda’s decision not to offer a diesel version.
Which kind of shows the impact the original Fabia vRS had. A trailblazer; a hooligan in a Marks & Spencer suit. Add one to your retro hot hatch shopping list – you’ll be the torque of the town.
If a Lotus Elise seems too obvious, the Renault Sport Spider is a much rarer and arguably cooler car than the roadster from Hethel. It was also the first road car to wear a Renault Sport badge.
This particular example, finished in bold Pearlescent Liquid Yellow, will be going under the hammer at the Iconic Auctioneers Supercar Fest sale in mid-May.
A concept car brought to life
The lineage of the Renault Sport Spider can be traced back to the radical Laguna Roadster concept, unveiled at the Paris Motor Show in 1990. This was followed by a production-ready model, displayed at the 1995 Geneva Motor Show.
Beneath the minimalist GRP bodywork was a strong but lightweight aluminium chassis. A 2.0-litre four-cylinder engine was borrowed from the iconic Clio Williams hot hatch, and combined with a five-speed manual gearbox.
The 2.0-litre engine’s 148hp, hauling a kerb weight of less than 1,000kg, meant the Sport Spider could accelerate from 0-62mph in a swift 6.9 seconds.
Early versions of the car were built for a one-make racing series. In the UK, this would support the British Touring Car Championship, and see Jason Plato become the inaugural title winner in 1995.
Through the looking glass
Production of the Sport Spider began in 1996, with the first 400 examples built in left-hand drive and without a windscreen. Instead, a diminutive aeroscreen was fitted, as seen on the racing cars.
Right-hand-drive versions followed later, with the UK only taking Sport Spiders fitted with a full glass windscreen. Only 60 were made, making them a genuine rarity among a total production run of 1,685 cars made at the Alpine factory in Dieppe.
Supplied to its first owner in December 1997, this yellow Sport Spider has amassed only 5,000 miles on its odometer from new.
A true collector’s item
Described as being in ‘showroom condition’, the Sport Spider has seemingly not wanted for maintenance, despite its ultra-low mileage.
The extensive maintenance records show 12 services, with the most recent performed in August 2023. This saw the cambelt replaced by a Renault specialist, removing one concern for the next owner.
Iconic Auctioneers notes the car will come with its original sales invoice, along with old tax discs, MOT documents and the owner’s manual.
Both clear and weatherproof cockpit covers are included, plus the ‘briefcase’ tool kit housed in the front luggage compartment.
Supercar style on a budget
Given the rarity of the Renault Sport Spider, and the low mileage of this particular example, a pre-auction estimate of £35,000 to £40,000 has been given.
Compared to the £55,000 starting price of a new Alpine A110, now produced in the same factory that built the Sport Spider, it makes this example seem good value.
The Liquid Yellow Sport Spider will go under the hammer on Saturday 18 May. Being held as part of the Supercar Fest extravaganza, the sale will take place at Sywell Aerodrome in Northamptonshire.
Welcome to a Retro Road Test special: a face-off between two very different examples of a great (arguably the greatest?) hot hatchback.What else but the Peugeot 205 GTI?
When the 205 GTI was launched in 1984, it wasn’t the first go-faster hatch on the block. It followed in the tyre tracks of the equally legendary Volkswagen Golf GTI, while further competition came from the Renault 5 GT Turbo, Fiat Uno Turbo and Ford Fiesta XR2.
The first car we’ve driven is an original 205 GTI 1.6 in concours condition. While a more powerful 1.9-litre version followed, many purists rate the revvier 1.6 as the ultimate 205.
The apprentices from the Peugeot Performance Academy, who created the second (black) car here, felt differently. They were given a training project to die for: restore a grotty 205 GTI to perfect condition. Along the way, however, they swapped the standard engine for something a bit more special…
Building a hotter hatch
Early examples of the 205 GTI mustered a modest 105hp, a figure beaten by many standard superminis today. Yet they also weighed less than 900kg. Peugeot upped output to 115hp a few years later, then the really exciting upgrade came in 1987: the launch of the 205 GTI 1.9.
This enlarged engine offered a thrilling 130hp for 0-60mph in 7.8 seconds (the 1.6 needed 8.7 seconds). It had lots more torque as well – 119lb ft rather than 98lb ft – so felt notably more muscular. Thankfully, Peugeot fitted rear disc brakes and bigger 15-inch alloy wheels.
However, save for the addition of a catalytic converter in the early 1990s, that was it for 205 GTI evolution. It wouldn’t happen today: Peugeot would surely create a swansong special edition – fitting the 16-valve version of the 205’s ‘XU’ engine, for example.
Yes, this unit was freely available in the range, sported by the larger Peugeot 405 Mi16 and Citroen BX GTI 16v. Boasting 160hp, the all-aluminium 1.9-litre engine had a motorsport-spec head, revved to 7,200rpm and, even in the 1,100kg 405, was good for 0-60mph in 7.8 seconds. In the 205, it could have been heroic.
And for years, that’s just what the tuning scene has done: creating the 205 GTI 16v, the hot hatch that never was. It’s an easy engine swap if you know what you’re doing, or so a Peugeot veteran told us, adding weight to the logic of what could have been.
When tuners tell you it will do sub-6.5 seconds to 60mph easily, you can only conclude Peugeot might have dropped the ball by not making it…
Peugeot 205 1.6 GTI: Original and best?
While values of all 205 GTIs have soared (the best examples sell for £40,000+ at auction), the lesser 1.6 is still more affordable. That’s despite enthusiasts reporting this is the one to have.
To find out what the fuss around a standard 205 is all about, we borrowed a show-winning example from motoring writer and well-known GTI enthusiast Chris Hughes.
Built in 1991, this 205 GTI has been owned by Chris since 2000. It’s not led a sheltered life, having tackled numerous European road trips, but it’s been meticulously cared for, and has won prizes at classic car shows.
We spent a day with a car on rural Dorset roads, and what a car for a B-road blast! It’s such a pure, mechanical experience – the heavy clutch takes a minute or two to get used to, while the unassisted steering requires muscle around town.
Once you get into the 205 GTI’s groove, though, it’s an absolute joy. Working towards 6,000rpm (“I rarely go over 5,000rpm,” Chris nudges me), with the car’s Milltek exhaust (its only modification) providing a rorty soundtrack, it makes many modern hot hatchbacks feel a bit sterile.
And the best thing? It’s all happening at sensible speeds. Take a roundabout a similar pace to your average Toyota Prius driver and you’ll be having infinite fun, while even ragging it down dual carriageways won’t get you into licence-losing territory.
Peugeot 205 Mi16: Modified magic
Can you improve on a French icon? The Peugeot Performance Academy apprentices certainly thought so: It’s as tacit an ‘OE approved’ admission as could be. Using the same engine mounts as the regular 1.9 motor, all that’s needed is a bit of tweaking to clear the inlet and exhaust manifolds.
Peugeot’s car has a 205 Automatic bonnet, to provide extra clearance over the engine, but it’s not really necessary. And once installed, the 16-valve engine looks factory-spec.
It doesn’t feel modified either. It rumbles, vibrates and hums at tickover like a regular retro car, has the same impossibly direct, rifle-bolt gearshift as all 205 GTIs, has similarly heavy non-PAS steering until you’re moving and pulls at lower speeds with the same free-breathing vim as all non-emissions-conscious cars of the 1980s.
Heavens, though, it’s fast. It still weighs barely 900kg, so pick-up is instant and effortless, but the way it powers forward as the revs rise is staggering. It gets on cam and comes alive above 4,500rpm – the kick is Honda VTEC-like – and, with a heavenly induction roar and cam yowl, it explodes towards the redline. A few seamless gearchanges later and you’re quickly backing off to regain legality.
This is no shabby conversion that feels ready to fall apart. It’s the mighty 205 to sucker every other GTI on the planet, an engaging speed demon that even today feels sensational. Particularly as all the effervescence of the 205 GTI chassis remains intact. The wider 1.9 GTI wheels mean more planted handling, stacks of front grip and a more trustworthy rear end. Yet there’s still the blindingly well-telegraphed on- and over-the-limit exploitability that so many love.
The firm, ever-varying weight of the steering is to die for, body control is exemplary and the free-flowing connectivity to the road surface is Lotus-esque. Because it’s so light, it doesn’t need to be over-stiff – the suspension is softer than you may expect, meaning the ride is better than you’d ever believe – which enhances its fast-road ground-covering ability. With a revvy 160hp to play with, it’s incendiary.
Lion kings: Choosing a winner
Andrew Brady’s winner…
Both of these cars would be lovely things to keep in your garage, ready to enjoy on sunny days while also increasing in value with every bit of TLC you give them. The Mi16 is a tantalising glimpse of what might have been: the world’s finest hot hatch could have been a true performance icon with that wonderful Mi16 engine.
However, as a car to truly enjoy, the light and nimble 1.6-litre 205 GTI is hard to beat. Peugeot got it spot-on, and this version offers maximum thrills for the least outlay. Buy one while you still can.
Richard Aucock’s winner…
I was amazed. In my youth, a 205 Mi16 was an ultimate, right up there with a red-top Vauxhall Nova for teenage desirability. But with age came the love of originality – what could modders know that the car manufacturer didn’t? In this case, plenty, because the 205 GTI Mi16 – the 205 GTI 16v – is sublime. It’s the greatest GTI that never was.
It takes all that’s wonderful about the regular car and builds upon it with a searing, exotic, race-bred engine that, because the car itself is so light and pure, you interact with so tremendously vividly. It feels factory-original, it drives brilliantly and it’s simply thrilling to experience. I surprised myself with how much I loved this car. Find one done right and so will you.
Remember the first time you saw a Smart parked at 90 degrees to the kerb? It’s easy to forget just how radical this tiny two-seater looked back in 1998. While BMW turned to the past with its retro-remake Mini, arch-rival Mercedes-Benz was forging into the future. The City Coupe broke the mould, both in how it was engineered and marketed. Sometimes even in how it was parked.
Our Retro Road Test car is an immaculate 2001 Smart Pulse with just 7,400 miles on the clock. It’s a relatively new addition to Mercedes-Benz UK’s heritage fleet: a mark of the original Smart’s emerging cult status.
What are its rivals?
Unless you count horrific quadricycles like the G-Wiz and French Aixam models, the Smart had no direct rivals. The Toyota iQ later tried and failed, while the electric Renault Twizy (pictured above) is a far less practical proposition. More recently, the Citroen Ami treads a similar path of back-to-basics minimalism.
If you’re in the market for a chic city car, more conventional alternatives include the Fiat 500, Renault Twingo and Volkswagen Up. All are fully-fledged superminis that accommodate four people and more luggage than the Smart. None, however, can park perpendicularly.
Which engines does it use?
The City Coupe was offered in three specifications: Pure, Pulse and Passion. Our mid-range Pulse has a 55hp 599cc petrol engine that gets it to 62mph… eventually (OK, 17.2 seconds). Top speed is 84mph. Smart also sold 45hp and 62hp versions of this engine, along with a 41hp 0.8-litre CDi diesel.
All models use a six-speed semi-automatic gearbox, which allows sequential manual shifts by simply pushing the lever back or forth. A bit like a racing car then? Er, not exactly.
What’s it like to drive?
Mention the City Coupe in conversation and talk of that gearbox is never far away. Slow, jerky and unintuitive, it’s the car’s Achilles’ heel.
For an impression of how if feels to drive, let’s imagine you are pulling away briskly from the traffic lights. The process goes something like this: accelerate – lurch forwards – pause – pause a bit longer – lurch backwards – accelerate – repeat until nauseous. Making smooth progress is nigh-on impossible, even if you swap cogs yourself. And while the Smart is far more civilised at slow speeds around town, it’s difficult to believe Mercedes-Benz signed-off such a flawed drivetrain.
Despite this rather large caveat, all of the team at Motoring Research enjoyed driving the City Coupe. Its unassisted steering provides more feedback than a modern Smart ForTwo and the buzzy three-cylinder engine is eager to rev. And driving such a small car simply makes sense in traffic-choked south-east England. The joy of nipping into motorcycle-sized gaps, U-turning in a narrow road or parking in places others can’t should not be underestimated.
Reliability and running costs
The City Coupe is economical (57.6mpg) and cheap to tax (118g/km CO2). However, awkward engine access means maintenance costs aren’t as low as you might hope, particularly if you visit a Mercedes-Benz dealer.
We suggest using the network of Smart specialists, who offer much lower labour rates – and joining the very active owners’ club for discounted parts and insurance. Search for ‘The Smart Club’ online.
Could I drive it every day?
The City Coupe is more practical than it looks. Granted, the boot is barely big enough for a weekly shop, but drivers under 5ft 10in will find additional stowage behind the seats. There’s also a usefully large shelf atop the dashboard.
The high-set seat and fixed steering wheel make for a very upright driving position – you’re sitting on top of the engine, remember? – which gets wearing on longer journeys. However, all-round visibility is good and there’s no shortage of space for the driver and passenger.
You might want to upgrade the cassette player fitted here, though – our crackly copy of Rave ’92 also got wearing on those longer journeys.
How much should I pay?
There are plenty of first-generation Smarts (initially named City Coupe, later ForTwo) in the classifieds. Prices start from around £1,500, but we’d spend a bit more for something that isn’t on the verge of an engine rebuild.
Early, left-hand-drive cars like this one are the most collectable (RHD didn’t arrive until autumn 2001), while quicker Brabus models – and the related 2003-2006 Smart Roadster – also command a premium. Expect to pay around £4,000 for a tidy, low-mileage City Coupe that could appreciate in value if used sparingly.
What should I look out for?
Smarts tend to cover relatively small mileages, but reports of replacement engines aren’t uncommon. The culprit is gunged-up piston rings allowing oil into the engine, causing misfires and a lack of compression. Over time, the problem can destroy the valves, necessitating a complete rebuild or new engine.
Check the oil level and condition, and look for blue smoke from the exhaust tailpipe. Also, as with all used cars, don’t buy without a comprehensive service history.
Should I buy one?
Hot-blooded car enthusiasts will scoff, but an early Smart isn’t without appeal. Its funky, Swatch-inspired design still looks fresh, and its city-centric character is more relevant than ever. There’s no excuse for that gearbox, but think of the City Coupe as a quirky and innovative transport solution, rather than a driving machine per se, and suddenly it makes sense. Particularly if you live in a built-up area.
The original Smart’s place in automotive history is assured. It wasn’t a runaway success like the BMW Mini, but it marked the reinvention of the microcar for the modern age. And in a world where cars grow bigger and more bloated with every successive generation, that’s an achievement worth recognising.
Pub fact
We’d love to tell you this Japanese vending machine dispenses Smart cars. In fact, it was a neat marketing ploy – offering free brochures for the car rolled up in tubes. Still, let’s face it, you’d need an awful lot of loose change for the real thing.
This weekend’s Anglia Car Auction features a tempting array of modern classic hot hatchbacks, all waiting to cross the block.
Taking place on Saturday 6th and Sunday 7th April 2024, auction bids can be made in person or online.
This means you have the Easter weekend to clear out space in your garage, ready to give a home to a retro hot hatch.
1989 Ford Escort XR3i
The fourth-generation Ford Escort is growing in status among collectors, even though it has not matched the desirability of its predecessors.
A 1989 example, this Radiant Red Escort XR3i benefits from changes introduced to keep the car competitive, including Ford-developed fuel injection. The 1.6-litre CVH four-cylinder engine produces 105hp – good for a 0-60mph time of 8.5 seconds.
This XR3i has covered just under 91,000 miles, and has recently benefited from a new gearbox, cambelt, water pump and battery.
Recent maintenance records for the car are also included, all supporting a pre-auction estimate of £7,000 to £9,000.
1991 Rover 216 GTi TC
The Rover 200 turns 40 in 2024, so what better way to celebrate than with a rare example of the R8-generation model. Designed in collaboration with Honda, the 216 GTi made use of the Japanese company’s 1.6-litre four-cylinder engine.
Sold alongside a single-cam model, the twin-cam 216 GTi TC saw the engine’s output increased to 128hp. This made for 0-60mph in less than nine seconds, while the interior featured half-leather sports seats.
The 216 GTI TC is genuinely rare in the UK now, with fewer than 60 examples recorded as being in existence – and only 15 still on the road.
Finished in White Diamond, this car has 46,000 miles on its odometer. It comes with an MOT valid until February 2025.
1999 Alfa Romeo 145 Cloverleaf
Launched at the 1995 Frankfurt Motor Show, the Alfa Romeo 145 Cloverleaf brought a 2.0-litre Twin Spark four-cylinder engine to the three-door hatchback.
Compared to a regular 145, the Cloverleaf featured sportier styling, ‘telephone dial’ alloy wheels and upgraded suspension.
As a later 1999 example, this particular Alfa benefits from the Twin Spark engine producing 155hp, plus subtly updated exterior styling. A tan leather interior contrasts with the black paintwork, while this Cloverleaf also benefits from a Ragazzon stainless steel exhaust.
More than £3,500 has been spent on maintenance over last year, and the car’s MOT is valid until January 2025. For a summer of Italian hot hatch fun, budget on paying between £3,000 and £5,000.
2002 Volkswagen Golf GTI 1.8 Turbo
The Mk4 Volkswagen Golf GTI struggled with its image from launch, criticised for favouring build quality and refinement over driving dynamics. An underpowered, naturally aspirated 2.0-litre model with 115hp was perhaps the nadir for the GTI in the UK, but the turbocharged 1.8 versions showed some promise.
With 150hp and 155lb ft of torque, the 1.8T engine powering this five-door GTI means 0-62mph in 8.5 seconds, plus a top speed of 134mph. Yes, a Ford Focus would be more engaging, but at least the Golf had fancy blue backlit dials.
Despite such usability, this Golf GTI has racked up just 20,200 miles, which is supported by the accompanying MOT history. Such a low mileage means the Golf comes with a pre-auction estimate of £5,000 to £7,000.
2004 MG ZS 180
The idea of a hot hatchback powered by a 2.5-litre V6 seems a bit alien in 2024, but this was the engine of choice for the range-topping MG ZS. Producing 180hp and 177lb ft of torque, the ZS 180 could sprint from 0-60mph in 7.3 seconds.
As a facelifted model from 2004, this MG ZS 180 hatchback wears the updated styling inspired by the XPower SV sports car. The original owner declined the optional high-level rear spoiler, leaving this example looking relatively subtle.
With just over 19,000 miles on the odometer, this two-owner ZS 180 comes with a wealth of maintenance history. It’s being sold with no reserve.
The Golf GTI story reads like the biography of a rock legend. It starts with enthusiasm and experimentation, then explodes into unimagined success. Before long, our hero is a household name. After that come the wilderness years: losing focus and getting fat as once-loyal fans go elsewhere. Finally, there’s the critically-acclaimed comeback, supported by strong sales and the status of an ageing icon.
That’s the familiar narrative, but it’s not the whole story. The GTI saga now runs to eight chapters stretched over 49 years – and it looks set to outlive any wizened guitar god. But I’m focusing on the first three generations, from the mould-breaking Mk1 to the middle-aged Mk3. At the time of writing, all these cars belonged to James Bullen, whose collection also numbers several Porsche 911s. Yet the less exalted German Sportwagens are just as capable of lighting his fire.
Back to the beginning. In 1975, the Mk1 Golf GTI made more noise than Johnny Rotten. What started as the ‘Sport Golf’ – a weekend project for a group of VW motorsport engineers – debuted in concept form at the Frankfurt Motor Show. Five thousand cars were planned for Group One Touring Car homologation, but overwhelming demand saw production ramped up tenfold, from 50 cars a day to 500. GTI mania was in full swing and Volkswagen couldn’t build enough of them.
A right-hand-drive GTI didn’t reach Britain until 1979, when its rivals included the Renault 5 Alpine and Lotus Sunbeam. But the 1980s were just around the corner and the golden age of the hot hatchback would soon dawn. By the time the Mk1 bowed out in 1983, the Ford Escort XR3 and Vauxhall Astra GTE had hit showrooms, while the Peugeot 205 GTI was months away. Volkswagen needed a riposte, and it came with the 1984 Mk2 GTI.
Far from being the ‘difficult second album’ the Mk2 built on the strengths of its predecessor. It had a more rounded and aerodynamic design (Cd 0.34, versus 0.40 for the Mk1), longer-travel suspension, better brakes, a roomier interior and improved rust protection. In 1988, the GTI – now boosted by a potent 16-valve version – was the best-selling Golf in the UK, shifting more than 11,000 units that year. Sadly, TWOCing, joyriding and the nascent Max Power culture would change all that.
By 1992, the hot hatch was under siege. Insurance premiums had soared and many buyers turned to compact SUVs like the Suzuki Vitara and soon-to-be-launched Toyota RAV4. The Mk3 thus flew under the radar, bereft of red stripes, jazzy seat fabrics or even the trademark golf ball gearknob. Like John Lydon making butter advertisements, the GTI seemed to have sold out.
The Mk3 was controversial for other reasons, too. Around 180kg of added weight – partly due to new safety equipment such as side-impact bars – seriously blunted performance. Its damping was also criticised for being too soft: tuned for comfort, rather than B-road fun. Volkswagen again responded with a 16-valve version, plus the new Golf VR6, but the Mk3 never shook its reputation for mediocrity.
Until now, perhaps? Teeing off with the legendary Mk1, I’ll be driving all three GTIs back-to-back. Which is simply par-for-the-course and which is a hole-in-one? That’s quite enough golf puns. Fore!
Volkswagen Golf GTI Mk1
I owned a string of Mk1 GTIs in my youth, so this feels like plunging into a warm bath of nostalgia. The four horn buttons, the square dials, the slightly synthetic smell: it’s all instantly familiar. Even the long, notchy shift from second to third seems lodged in my muscle memory. But the tatty bolsters and damp carpet I recall are notably absent here. James’s concours-winning GTI Campaign is absolutely flawless.
The GTI debuted in 1975 with a 110hp 1,588cc engine and four-speed manual ’box – both borrowed from the Audi 80 GTE (‘E’ stood for einspritzung, German for injection, but Volkswagen anglicised it). Its handling benefited from stiffer springs and dampers, a 20mm lower ride height, anti-roll bars and 13-inch alloy wheels, while braking was beefed up with ventilated front discs and a stronger servo. Zero to 62mph took 9.0 seconds, while top speed was 112mph.
UK buyers joined the party in 1979, when the car also gained a five-speed gearbox. A What Car? group test pitched the Golf against a Ford Escort RS2000, Talbot Sunbeam Ti and Vauxhall Chevette HS, declaring the German the clear winner. In 1982, the GTI’s engine was bored and stroked to 1,781cc, offering a paltry gain in power (up 2hp to 112hp) but usefully more torque. The 0-62mph sprint tumbled to 8.2 seconds, with 114mph possible on the autobahn.
The run-out Campaign edition signalled the winding down of Mk1 GTI production in 1983. One thousand cars were allocated for the UK, and they are highly sought-after today. Factory-fitted extras included a sunroof, twin-headlamp grille, green-tinted glass and leather-trimmed steering wheel, plus distinctive 14-inch Pirelli ‘P-slot’ alloys. By the time the final Campaign departed Wolfsburg, more than 400,000 GTIs had been sold.
Perhaps I’m biased – OK, I am biased – but I’d rate the Mk1 Golf a score-draw with the Peugeot 205 as the best looking hatchback ever. Nearly five decades later, Giugiaro’s crisp, ‘folded paper’ styling (see also the BMW M1, Lotus Esprit and original Fiat Panda) still looks fresh. Volkswagen deliberately downplayed the GTI’s performance, couching it as a safety feature, but a jutting front spoiler, plastic wheelarch extensions and, of course, that red pinstripe, helped set it apart. Nobody could mistake this for a lowly Golf L.
Contrary to urban myth, only the earliest Mk1s had ‘Jacara’ tartan trim (famously resurrected in 2004 for the Mk5 Golf GTI). Most used the striped seats seen here, which add some colour to an otherwise staid cabin. Its USP was one of the first trip computers, activated via a switch atop the column stalk. Frankly, my ‘MFA’ never worked, but the LCD screen in James’s car duly cycles through oil temperature, fuel consumption, average speed, journey time and more. It’s infotainment, 1983-style.
I twist the key and the GTI barks brusquely into life. Its unassisted steering needs muscle to manoeuvre and its gearbox is downright stubborn when cold, but the throttle feels eager and instantly responsive. Thank a kerb weight of just 840kg, versus 1,463kg for the current, eighth-generation GTI. In contrast to the revvier, shorter-geared 1.6 engine, the 1.8 does its best work in the mid-range, punching hard out of apices with a blustery roar. Try hard enough and you’ll even lift an inside rear wheel.
No, the Golf can’t match the epochal 205 GTI for fingertip delicacy, yet it still feels joyously feisty. The suspension relays every ripple in the road, the steering jostles with feedback and the front tyres cling on tenaciously, then succumb safely to understeer. Only the brakes – a notorious Mk1 shortcoming – demand a cool head and a firm right foot. The thought of binning James’s pride and joy is too much to bear.
This was never going to be a rational review, but I’m manfully resisting the urge to award victory to the Mk1 right away. After all, I still have two Golfs left to drive. The game is on…
Volkswagen Golf GTI Mk2
After restoring his Mk1 to better-than-new condition, James wanted a new challenge. A Mk2 project was the logical next step, and this 1991 GTI – cosmetically imperfect, but gloriously original – ticked every box. With one fastidious owner from new and a fully-stamped VW service history, it’s the kind of retro car we all dream of unearthing.
If the Mk1 was a punk pioneer, this was the sophisticated New Wave. It refined an existing recipe, then spiced it up like never before. Launched in 1983 with the familiar 112hp eight-valve engine, the Mk2 GTI swiftly gained a 139hp 16v sibling, followed by the 160hp Golf Rallye – a homologation special with box wheelarches, a supercharged G60 engine and four-wheel drive. Finally, the near-mythical 210hp Golf Limited combined sleeper styling with a 16v G60 motor. Just 71 were hand-built by Volkswagen Motorsport.
Back in the real world, the new Golf was 170mm longer, 56mm wider and appreciably roomier inside. A five-door version enhanced practicality and power steering was offered for the first time. Its bodywork was better protected (a six-year corrosion warranty was standard) and improved aerodynamics helped offset the 80kg of extra weight. Indeed, VW quoted a 2.1mpg gain in fuel economy, plus a 5mph higher top speed. The GTI 8v now managed 0-62mph in 8.3 seconds and 119mph.
The result was a huge hit. The Golf’s upwardly-mobile image chimed with the zeitgeist, and nearly one in three Mk2s sold in Britain was a GTI, despite a price tag some £1,000 higher than the Astra GTE. Updates during the car’s life included Bosch Digifant electronic injection, which replaced mechanical K-Jetronic for 8v cars from 1988, plus painted ‘big bumpers’ from 1990. The Mk2 was phased out a year later.
In-house designer Herbert Schäfer chamfered off Giugiaro’s crisp creases, but the Golf DNA – from snub snout to chunky C-pillar – is still readily apparent. Still not everyone was happy: ‘The new Golf doesn’t look exciting. It doesn’t look different,’ complained Road & Track magazine at the time. The Mk2 also carried over the GTI’s go-faster visuals, adding red badges on the rubbing strips and twin tailpipes. The cross-spoke BBS-style alloys fitted to James’s car look period-perfect, too.
The Mk2 GTI brochure boasts of a ‘body-hugging driver’s seat’ and ‘comprehensive array of instruments’, yet its austere cabin looks little different to the Mk1. The steering wheel is still fixed, the instrument panel is near-identical save for a new font, and the heater controls are simple sliders. The MFA trip computer also makes a comeback. The real point of difference here is quality. The Mk2 has a built-to-last solidity common to most German cars of this era. With 44,000 miles on the clock, James’s car feels barely run-in.
This aura of over-engineering is heightened on the road. Longer spring travel gives the Mk2 a more settled ride than its parent, while its brakes – now discs at the rear, rather than drums – offer much more bite. A wider track and stiffer chassis mean the older car’s scrappyness at the limit is banished, too. The 1.8-litre engine revs eagerly and the GTI feels impressively fast and forgiving. You can drive like a hooligan (as many owners surely did) and it will look after you.
The price for such poise, though, is a little excitement. I loved the Mk2, but it didn’t make me grin as often as Das Original. On the right road, it doesn’t quite hit the same highs. I suspect if I drove a Mk2 regularly, my opinion might change – and this genuinely is a classic you could commute in. Not that this pampered example will face such an indignity.
Volkswagen Golf GTI Mk3
Let’s take a Tardis back to the 1991 Frankfurt Motor Show. Through a blizzard of dry ice, a cadre of moustachioed men, their names each prefaced by ‘Doktor’, unveil a new Golf to the waiting media. They talk of improved safety, highlighting crumple zones, door beams and optional front airbags. They wax lyrical about fuel economy, citing a 0.30 Cd and TDI diesel engines. And they stress how green this Golf is, with its 60 recyclable plastic parts.
Eventually, the new GTI breaks cover, but the former flagship is sidelined by the plush six-cylinder Golf VR6. Times have moved on since the go-getting 1980s, and the GTI’s halo has slipped. Even the VW execs seem slightly underwhelmed. A flick through the brochure says it all: six pages for safety, four for environmental issues and just two for ‘driving enjoyment’.
That the GTI’s 1,984cc engine also resides in (Europe-only) Highline models hardly helps. A bored and stroked version of the erstwhile eight-valver, it delivers 115hp and 122lb ft of torque at 3,100rpm. Sadly, those three additional horses have an extra 182kg (roughly two rugby players) to haul around. The Mk3 thus earns the dubious accolade of being the only GTI that can’t crack 62mph in less than 10 seconds. VW’s official stats are 10.3sec and 123mph.
Today, the notion of a new car being so much slower than its predecessor is unthinkable. As Germany’s horsepower battle blasts hot hatchbacks beyond 400hp, the chief engineer would surely be frogmarched from the premises. James is well aware of the Mk3’s shortcomings, yet he believes it gets an unfairly poor press. His timewarp 1996 8v GTI is another one-owner car, with superb service history and 58,000 miles from new. I resolve to keep an open mind.
The Mk3’s bar-of-soap styling wears its 30 years well. Its oval headlights, integrated bumpers and flush glass look contemporary, while its heavy haunches are amply filled by 15-inch alloys. Nonetheless, for a GTI, there’s a disheartening lack of pizzazz. Pry off the badges and you’d struggle to tell it apart from an everyman Golf. In an era of social responsibility and stratospheric insurance costs, perhaps that was the point.
The watering down of the GTI’s once-vibrant identity continues inside. Open the heavyweight door and the seat fabric looks subdued, while the golf ball gearknob gives way to a generic blob of black plastic. Still, it’s better appointed than the spartan Mk2, with an adjustable steering column and electric windows, plus the option of climate control air-con. Incidentally, the Colour Concept special edition threw sobriety to the wind, offering GTI buyers a choice of lurid green, red, blue or yellow paint, plus matching leather trim. It’s now a collectable curio.
Twist the key and the 8v engine immediately sounds more muted, while power steering takes the hard work out of those first few yards. Enclosed by a thick-set dashboard and broad roof pillars, it feels entirely like a modern car. In today’s terms, its performance is more ‘Golf GT’ than ‘GTI’, but the Mk3 isn’t the sluggard I’d feared. With a strong mid-range punch and snappy shift, it’s fast enough to be fun.
This Golf’s chief failing – in my eyes, at least – is how it handles. There’s an inertia, a reluctance to turn-in and hold its line, that the frisky Mk1 and deft Mk2 don’t share. Despite lively steering, its suspension feels too soft and slow-witted to fully engage with great roads. Instead of simply coaxing it into corners, you need to cajole it – and the rewards simply aren’t so great. Not quite what the Doktors ordered, then.
How much should you pay?
Andrew Chapple is a Volkswagen expert and journalist. His company, Volkswizard, always has a selection of quality Golf GTIs in stock. Here’s his verdict on what the first three generations of GTI are worth.
“An excellent Mk1 could cost £20,000, although the best cars have sold for much more. For something usable, you’ll pay less than half that: around £8,000. Just make sure all the original parts are present, as many are long obsolete and highly sought-after when they turn up for sale. As for a ‘project’ Mk1 GTI, you could find one for £3,000 or so. I wouldn’t recommend it unless you’re hands-on with body repairs, though – costs can mount up very quickly.
“Anything from £10,000 to £20,000 could net you a concours-winning Mk2. That said, many have been tarted up to sell, and low mileage is useless without a structurally sound shell. Look for a documented history with oil changes every 10,000 miles. A presentable car with 150,000 miles might cost you £3,000 and should drive OK. But paperwork is still desirable at this price to make any future restoration worthwhile.
“Corrosion can be a huge issue with cheap Mk2s, so tread carefully. Check the base of the windscreen, especially the area only visible with the front doors open where the sunroof drain tube resides.
“The Mk3 GTI is far more affordable. A really clean example might be £6,000 and – a bit more for an Anniversary model – and a usable car around £1,500. There’s a high rate of attrition, however. Even though they are younger than Mk2s, they started to rust much sooner, especially on the sill step where the door seal traps water. The rear of the front wheelarches is another problem area, as mud builds up there. Restoring a rust-ravaged Mk3 is uneconomic at present.”
Golf GTI group test: verdict
There’s no last-minute twist, no ‘and on that bombshell…’ The third-generation Golf finishes third, as expected. However, the Mk3 has its merits. It feels two generations removed from what came before: mature and reassuringly modern – particularly for those accustomed to newer cars. It’s also hugely more affordable than its ancestors, at roughly a quarter of what you’d pay for an equivalent Mk1. As a reliable and safe starter classic, it makes a strong case.
Equally – and this hardly feels like a valedictory flourish – the Mk3 is vastly better than what followed. The woeful 125hp Mk4 GTI, launched in 1997, abandoned all pretensions of sportiness, with an aloof chassis and yet more weight. It was a low-point, the Phantom Menace of the GTI saga. When the 2004 Mk5 GTI finally returned the car to its roots, enthusiasts the world over gave a collective sigh of relief.
As for picking a winner, that’s a trickier task. The Mk2 is a more complete car: easier to live with and objectively better. Good examples are more plentiful and cheaper to buy, too. But a classic car is ultimately about character and being fun to drive. And the iconic Mk1 GTI simply tugs at my heartstrings in a way its successor never will. There, I told you I was biased.
BMW is pushing forward with a dramatic electrified future, having just revealed its Vision Neue Klasse X concept.
If you prefer a journey into the past, however, next month’s H&H Classics auction in Derbyshire will star this rare 1957 BMW 502 saloon.
It represents one of just 12 examples thought to remain in the UK, and comes fitted with BMW’s first production V8 engine.
The first BMW built in Bavaria
Launched at the 1951 Frankfurt Motor Show, the 501 was the German marque’s first car to be launched and sold after World War Two.
It was initially powered by a six-cylinder engine, but BMW was influenced by the Oldsmobile Rocket V8 that had debuted in 1949. And where Detroit used iron, BMW designed its 2.6-litre overhead-valve V8 with a lightweight aluminium block.
Producing 100hp and 136lb ft of torque, the V8-powered 502 featured a four-speed manual gearbox. A top speed of 99mph made it the fastest German saloon on sale when it arrived in 1954.
Along with impressive power and performance, the BMW 502 also commanded a hefty price tag. So while the six-cylinder 501 had proved popular, BMW sold fewer than 200 examples of the 502 in its first year of production.
No iDrive controller here
This particular 502 was purchased in late 1957, and was subsequently bought by the founder of the Trainer BMW dealership in Swansea. An extensive restoration was undertaken by Trainer BMW, which led to the car being a consistent winner at the BMW International Concours D’Elegance during the early 1980s.
Stored until the early 1990s, the 502 was bought by its current vendor in 2016. Work was undertaken to fix a crack in the engine block, treat corrosion and replace the bumpers with new-old-stock items.
The vendor admits the bumpers do wear some surface rust, and that the paintwork is only in a ‘fair’ condition. Pleasingly, though, this is because he uses the 502, rather than simply storing and polishing it.
The BMW’s red velour upholstery is noted as being intact and, like the wooden veneer on its dashboard, only in need of a small amount of attention.
A classic driving machine
Rare when new, and even more so today, the chances to own a right-hand-drive BMW 502 are few and far-between. It certainly makes for an intriguing alternative to more predictable German classics, and is ready to be driven again.
H&H Classics has given the 502 a pre-auction estimate of between £18,000 and £22,000, making it a relatively affordable car of this era.
The V8-powered BMW will go under the hammer on Wednesday 24 April 2024, as part of the H&H Classics sale at the Pavilion Gardens in Buxton, Derbyshire.
This is the first generation of the world’s best-selling sports car. A car that famously offers a pure and rewarding driving experience for a very affordable price.
Indeed, 35 years after it was launched, Mazda retains this original car’s ethos in the current, fourth-generation MX-5.
What were its rivals?
That’s the thing… there aren’t really any. Sure, there was the contemporary Toyota MR2, but it’s more expensive to buy and offers snappier, mid-engined handling. It’s not a proper convertible, either.
Aside from that? Well, MG tried to battle Mazda with the MGF, but it’s a flawed Austin Rover parts-bin effort that is best avoided. A classic MGB might appeal to folk with a more committed mindset, however (i.e. those with full belt-and-braces AA membership).
Which engines does it use?
This example we’re testing here uses the more powerful 1.8-litre engine, introduced in 1993. It’s not as eager to rev as the peppy 1.6-litre, although later 1.6 models were detuned to just 90hp.
If you want anything close to sports car performance, you’ll need this 130hp 1.8 version.
What’s it like to drive?
As they age, these cars are heavily affected by factors like suspension geometry and tyre choice. This example, part of Mazda’s UK heritage fleet, is pretty sorted in that regard – as you’d expect. Its suspension is standard, meaning it sits higher than some might like, but that results in a compliant ride.
Without power steering, the MX-5 provides oodles of feedback and encourages you to make swift progress. It’s a car better suited to a twisty country lanes than more open, flowing roads, thanks to its modest power and nimble handling. Very little drives as well as an early MX-5 for the money.
Reliability and running costs
Here’s another appealing thing about the MX-5. Its engines are pretty bulletproof, as long as you service them regularly and don’t skimp on cambelt changes. Also, due to how common these cars are, parts are very cheap, and there is a good network of owners’ clubs and online forums for support.
Classic car insurers love them, too – and you’ll comfortably see in excess of 30mpg unless you drive everywhere near the redline. Which you might…
Could I drive it every day?
It’d be a bit of a shame to. The Mazda MX-5 works well as a weekend car, alongside a comfy commuter for the daily grind. Roofs that can occasionally be less than 100 percent watertight, plus a small and basic cabin, might start to wear after a while. Still, if you can put up with these foibles, you certainly could use an MX-5 every day.
A well-maintained MX-5 is unlikely to go wrong – just be sure to give it a good clean underneath with a pressure washer if you have driven on salted winter roads.
How much should I pay?
Mk1 MX-5 prices have increased markedly in recent years as the number of survivors has dwindled. As ever, pay as much as you can afford.
You can pick up a slightly neglected example for £5,000 or so, with the best cars now advertised for upwards of £10,000. Still, find a good one and it shouldn’t depreciate.
What should I look out for?
Rust. That’s the thing that kills MX-5s. Expect to replace the sills on a semi-regular basis, but rust around the wheelarches and windscreen will be costly to repair properly. Look out for bodged examples – take a magnet and make sure they’re made of metal rather than filler. If the body is tidy, anything else is comparably cheap to fix.
You should also beware that there are lots of ‘Mazda Eunos’ Japanese imports in the UK. There’s no reason why you should avoid these – they’re so common that car insurance companies generally treat them the same as UK-market MX-5s. They often have a better specification, too (including the likes of air-con). Just make sure they come with some service history.
Should I buy one?
There are reasons why the original MX-5 is so popular. It won’t draw a crowds at a classic car show, but for a sunny weekend nothing will make you smile as much for the money. Apart from the cheaper and equally sprightly Mk2 Mazda MX-5, perhaps.
Pub fact
The MX-5 holds the Guinness World Record for being the best-selling two-seat sports car in history. When the record was declared in 2000, more than 500,000 examples had been sold. In 2017, that number surpassed one million – and it continues to increase daily.
It’s hard to believe, but 2025 will mark 50 years since the Volkswagen Polo was first launched. One of the early ‘premium’ superminis, the Polo was also the final member of VW’s new, water-cooled family of cars. Together, they replaced its dated, air-cooled range, including the still-ubiquitous Beetle. The Polo has been a common sight ever since.
Introduced into the UK during the record-breaking hot summer of 1976, the Polo is now into its sixth generation. However, it was the pretty Mk1 that got the ball rolling. The bright Miami Blue car pictured here is owned by Volkswagen Classic, the German company’s heritage department. It services a fleet of vehicles and regularly displays them at classic car events around the world.
What are its rivals?
Although the Polo was a relatively early entrant into the 1970s ‘mini car’ market, established competition included the Fiat 127, the first-generation Honda Civic and the Renault 5. The Polo’s arch nemesis, the Ford Fiesta (pictured above), arrived one year later.
Other notable rivals included the Citroen Visa, Peugeot 104 and Talbot Samba, as well as British competition from the Austin Metro and Vauxhall Chevette.
What engine does it use?
Most Polos were sold with a carburettor-fed 895cc engine that produced 40hp at 5,900rpm. Today’s superminis typically produce at least twice that, although larger dimensions and increased safety equipment invariably make them heavier. A 1970s Polo tipped the scales at around 700kg, so the modest power output was enough for daily driving.
Later and plusher examples of the Polo enjoyed a heady 50hp, thanks to a 1,093cc engine borrowed from the Golf. And an elegantly-styled saloon version called the Derby offered an extra 10hp on top of that.
What’s it like to drive?
Unsurprisingly, the Polo feels very light on its 13-inch wheels and 145-section tyres. It responds well to changes of direction, although the unassisted steering can be heavy at times. You also have to feed the skinny wheel rim through your hands carefully due to its large size.
The brakes lack power assistance (a servo didn’t arrive on right-hand-drive Polos until 1990), so the middle pedal needs a good shove to get anything happening at the wheels. On occasion, you think nothing is actually clamping the steel rims, but the car does stop… eventually.
The tall and untrimmed gear lever (there are no fripperies here) is connected to a long-throw ‘box, but the four speeds shift positively enough. Thanks to its delicately slim pillars and large glass area – attributes shared with many cars of the 1970s – visibility out of the Polo is first-class.
Reliability and running costs
The Polo has long lived in the shadow of its better-known Golf big brother, but in recent years it has emerged from the darkness, particularly in Volkswagen club circles. An increasing number of parts and replacement body panels now available from specialists and a vibrant online community will be able to answer any technical questions you have.
Fuel economy should be around 38-45mpg and the Mk1 Polo now qualifies as a historic vehicle, which makes it exempt from road tax and MOT tests.
Could I drive it every day?
While the Polo’s small dimensions and light controls make seemingly make it easy to drive, some may find the lack of power steering and low gearbox ratios a little tiresome. However, despite its limited power, the engine isn’t short on torque. The Polo feels quite brisk and keeps up with modern traffic. Just be wary of those dead-feeling brakes.
Although not standard when new, most Mk1 Polos will have a radio of some description fitted, which may make the driving experience more relaxing.
How much should I pay?
As with many classic cars, early Polo prices can vary a great deal. Pristine, low-mileage examples (that’s less than 100,000 miles on a vehicle this age) have been advertised for £6,000 and more, while less tidy cars can be picked up for £2,000 or so. Finding one may be your greatest challenge.
Earlier (1975-1979) cars with small metal bumpers tend to be more sought after than later models fitted with the heavier-looking plastic items. Post-1979 cars also gained a different style of front grille and dashboard.
What should I look out for?
The small-block engines are simple and well-trusted, especially as the technology was also used in the second-generation Polo. Rust is a major enemy for all water-cooled Volkswagens of this era, and the Polo is no exception. You need to pay close attention to the front wings, bonnet and rear wheelarches, as well as the sills and floor. New body panels for the Mk1 Polo aren’t prohibitively expensive, though.
Other things to look out for are corroded fuel filler necks and leaky oil pumps. Rear light lenses and seals can also leak. Of course, being a workaday car, some examples have limited service history after the first decade or so, but that shouldn’t bother you too much.
Basic ’N’ models are quite, well, basic, but the Polo L, LS and GLS come with such luxuries as carpets, along with chrome trim for the exterior and bumpers.
Should I buy one?
If you fancy a 1970s hatchback as a starter classic and don’t want the default VW Golf, the Polo makes for a sensible choice. Pretty styling, economical engines, bright colours and thorough engineering all make it an enticing prospect.
More plentiful than some of its rivals and remarkably solidly built, despite its light weight, the original Polo is supported by a keen bunch of enthusiasts who will welcome you into the vibrant VW scene.
Pub fact
The Polo first appeared in 1974 as the Audi 50, a new size of car for the aspiring premium brand. Originally conceived as a smaller three-box saloon to fit in with the rest of the 1970s Audi range – and slot in underneath the 80 – the initial design went on to become the Volkswagen Derby in 1977.
The hatchback-bodied Audi 50 was built on the same production line as the Polo at Volkswagen’s factory in Wolfsburg. It was discontinued in 1978 after 180,828 examples had been assembled. The less expensive Polo had simply proved more popular.
A stunning, high-spec example of the first-generation Ford GT supercar is now up for auction.
Listed for sale via Bonhams Online, it represents a rare opportunity to buy a UK-registered version of the mid-engined machine.
Potential buyers will need to move quickly though, as the GT is open for bids now, and has already generated plenty of interest.
Inspired by a Le Mans legend
First revealed at the 2002 Detroit Motor Show as the GT40 Concept, the retro-styled supercar was an unashamed tribute to Ford’s classic Le Mans winner.
Given the rapturous reception to the GT40 Concept, Ford pushed ahead with a production model, although it lacked permission to use the GT40 name. Instead, the modern offering would be branded simply as ‘GT’.
The first examples entered production in June 2004, with just over 4,000 cars built by the time the last model left the line in September 2006.
Around 100 cars were earmarked for Europe, and only 27 came to the UK, making them a real rarity on this side of the Atlantic.
Jeremy Clarkson was one of the GT’s most high-profile British buyers, although he famously asked for his money back from Ford after suffering repeated problems with the car’s alarm system.
To 200mph and beyond
At the heart of the Ford GT is a supercharged 5.4-litre V8. Unkind observers have pointed out the humble origins of the ‘Modular’ engine, which is related that of the Ford F-150 pick-up truck.
However, the engine fitted to the GT is uprated with an all-aluminium block, four valves per cylinder and a dry sump oil system. A large Eaton supercharger also helps elevate its output to a 550hp, combined with a brawny 500lb ft of torque.
Fitted with a six-speed manual gearbox, the GT can accelerate from 0-60mph in around 3.5 seconds, and reach a top speed of 205mph.
All the GT options ticked
Taken from the end of the production run, this particular GT is one of 317 examples painted in Mark II Black with silver twin racing stripes.
Ford offered only limited options for the GT, with buyers able to specify BBS alloy wheels, red-painted brake calipers and a McIntosh sound system. Luckily, this car had all three boxes ticked when new.
First delivered to a Canadian buyer, the left-hand-drive GT was imported to the UK in 2014. Currently showing around 23,500 miles on the odometer, it was last serviced 1,000 miles ago. It comes with the original dealership window sticker, owner’s manuals and a breakdown of recent maintenance work.
The ultimate fast Ford?
Although the later, second-generation Ford GT may be faster, the V8 engine and GT40-style retro look of this car make it a popular with collectors.
With so few examples available in the UK, Bonhams has given the Ford a guide price of between £220,000 and £240,000.
Several bids have already been placed in the online auction for the GT, with the sale set to run until Wednesday 20 March 2024.
