2000 Volkswagen Golf/GTI
Volkswagen’s Golf is quick. It corners well, it rides nice, it’s comfortable and it’s practical. It has soul. Those who don’t like its styling or don’t appreciate the hatchback design just don’t get it. With either the new 1.8 turbo or the narrow-angle V6, this car is fun to drive. Two can sit comfortably in back. Fold the seats down and you can cram loads of stuff in the cargo area. It’s also one of the most refined cars available in the compact segment. It exudes fine German engineering.
Two Golf body styles are available: a three-door hatchback and a five-door hatchback. (The rear hatch counts as a door.) Volkswagen lists GTIs as separate models, but we are lumping them together. All GTIs are three-door models.
Volkswagen offers more engine options for its compact than any other manufacturer. Four engines are available: a 115-horsepower 2.0-liter inline-4, a new 150-horsepower 1.8-liter turbocharged inline-4, a 174-horsepower 2.8-liter VR6, and a 90-horsepower 1.9-liter TDI turbocharged diesel inline-4.
Retail prices for the Golf and GTI model lines: GL 2.0L 3-Door ($14,900); GL TDI 3-Door ($16,195); GLS 2.0L 5-Door ($16,350); GLS TDI 5-Door ($17,400); GLS 1.8T 5-Door ($17,900); GTI GLS 1.8T 3-Door ($19,225); GTI GLX 3-Door ($22,620).
GTI GLX comes with Volkswagen’s 2.8-liter narrow-angle V6. The new 1.8-liter turbocharged engine is replacing the 2.0-liter as the base engine for the GTI. Volkswagen is phasing out the 2000 GTI GLS 2.0-liter ($17,675).
All models come standard with a five-speed manual gearbox. Optional automatic transmissions typically add $875. A Leather Package is available for the GTI GLS for $850.
Volkswagen totally redesigned the Golf for 1999. Though the fourth-generation Golf may look like its predecessor, subtle changes make it a much more modern-looking automobile. Big, sculptured headlights look really cool and are stuffed with high-tech lighting hardware.
More important, this fourth-generation Golf is 3 inches longer than pre-1999 models and rides on a wheelbase that’s 1.5 inches longer. It is 1.6 inches wider and 0.5 inches taller than the last generation. Rear doors on five-door models make full use of this increased size to improve entry and exit.
With its hatchback design, the Golf can carry an enormous amount of cargo. Flip the articulated rear seat bottom, remove the rear headrests and fold one or both rear seats backs down to create a cavernous space. We can’t understand why Americans find hatchbacks so unattractive. Hugely popular in Europe, they are perhaps the most popular body style there. Hatchbacks offer some of the functional benefits of station wagons, including easy access to cargo through side doors and the rear hatch. A split rear seat allows carrying one rear passenger along with luggage and long items like skis or fly rods. A cargo cover shields possessions from prying eyes when the rear seats are flipped up.
Golf comes with an unusually high level of standard equipment, including anti-lock disc brakes and side-impact airbags. There’s an unexpected level of refinement. Forget the grained plastic wood found in many cars. This trim is the real thing. Stylish instruments look like aircraft components at night with vibrant red needles over backlighted indigo gauges. Power windows with auto-up and auto-down are normally not found in this class.
Golf’s cupholders are well placed and adequate for most container sizes. There’s plenty of storage space, with a large glove box, deep door pockets and a center tray that’s useful for stowing cellular telephones. Driver and passenger doors use different inside handles that make them easy to close.
Seats in the 1.8T are firm and supportive. More side bolstering would help brace driver and passenger in tight corners, however. Seating adjustments are trademark Volkswagen with its unique jack to adjust seat height; they are a bit difficult to use at first with an awkward knob for adjusting rake, but familiarity improves this.
Rear seats seem surprisingly roomy with plenty of headroom for all but the tallest passengers. There isn’t much stretch-out legroom, but sliding your feet under the front seats makes for a quite comfortable place for short trips. Three-point seat belts are used in all three positions in the rear – an excellent safety feature normally found on expensive luxury cars.
The optional Monsoon Sound System ($295) is one of the best factory stereos I’ve heard, with crisp highs and snappy bass response.
This car is a lot of fun to drive.
Brisk off-the-line acceleration performance is the first thing you notice about the 1.8T. There’s a surprising amount of low-rpm torque here, more than enough to spin the front wheels. Traction control steps in when needed to minimize this, enhancing control. Accelerating through the gears, there’s no turbo lag. Instead, the power delivery is fluid and linear. This 1.8-liter turbocharged engine is so smooth and it revs so freely that you’re encouraged to put the throttle down. In spite of its power, it nets an EPA-rated 24/31-mpg city/highway.
GTI VR6 comes with Volkswagen’s VR6, an innovative narrow-angle V6 engine that delivers 181 foot-pounds of torque. It isn’t a rocket off the line, but offers good acceleration on the steepest grades.
The 2.0-liter engine offers adequate performance for commuting, but doesn’t inspire drivers who enjoy spirited driving. However, the 2.0-liter engine holds its own in traffic, cruising steadily at 80 mph, delivers an EPA-rated 24/31 mpg city/highway. Its relatively low price offers the best value.
If fuel economy is at the top of your shopping list, consider the 1.9-liter TDI, a turbocharged direct-injection four-cylinder diesel engine. Diesels have a reputation for being noisy, smelly and slow, but Volkswagen has perfected the design. New emissions systems have cleaned up the exhaust scent, and the TDI is only a shade louder than the 2.0-liter gasoline engine. At highway speeds, you’ll barely notice the difference. You sacrifice some performance, but the improvement in mileage is dramatic: it gets an EPA-estimated 42/49 mpg.
Golf offers excellent handling and a comfortable, well-controlled ride quality. With compliant coil springs and gas-filled shocks, the driver feels connected to the road while vibrations and bumps are comfortably muffled. MacPherson struts in front and the independent torsion-beam suspension in the rear help keep the car rooted to the road. Aggressive maneuvers generate little body roll. The longer wheelbase and the much stiffer chassis of the fourth-generation Golf reduce vibration on rough roads and improve handling in tight corners.
The Golf’s firm brake pedal provides good feedback to the driver. This car is stable under hard braking. ABS, which comes standard, is ready to prevent wheel lockup, allowing the driver to maintain steering control in an emergency stop.
GLS and GTI models come with Volkswagen’s Anti-Slip Regulation system (ASR), which detects wheel slippage and applies braking force to that particular wheel. Working with an Electronic Differential Lock at speeds below 25 mph, ASR controls throttle response to maximize traction and minimize slipping for enhanced driver control in tight cornering situations. Pressing a button in the center of the dash turns ASR off.
Among compacts, the Golf 1.8T may be relatively expensive. But it’s more fun to drive and more refined than other cars in its class. If you enjoy driving, this car is a great choice. If the 150-horsepower turbocharged engine isn’t enough juice, then moving up to Volkswagen’s narrow-angle V6 should provide plenty of grins and put you in a performance class with upscale sports sedans and sports cars.
|Model Line Overview|
|Model lineup:||GL 2.0L 3-Door ($14,900); GL TDI 3-Door ($16,195); GLS 2.0L 5-Door ($16,350); GLS TDI 5-Door ($17,400); GLS 1.8T 5-Door ($17,900); GTI GLS 2.0L 3-Door ($17,675); GTI GLS 1.8T 3-Door ($19,225); GTI GLX 3-Door ($22,620)|
|Engines:||115-hp 2.0-liter sohc 8v inline-4; 150-hp 1.8-liter dohc 20v turbocharged inline-4; 174-hp 2.8-liter dohc 12v V6; 90-hp 1.9-liter turbocharged diesel inline-4|
|Transmissions:||5-speed manual; 4-speed automatic|
|Safety equipment (standard):||ABS, dual front airbags, dual side-impact airbags, height-adjustable front seats with pre-tensioners, rear three-point seat belts including rear center position, child safety rear door locks|
|Safety equipment (optional):||N/A|
|Basic warranty:||2 years/24,000 mile|
|Assembled in:||Wolfsburg, Germany|
|Specifications As Tested|
|Model tested (MSPR):||GLS 1.8T ($17,900)|
|Standard equipment:||(GLS) air conditioning, power windows, anti-theft system, remote keyless entry, power door locks, premium AM/FM/cassette stereo with eight speakers, cruise control, power/heated side remote mirrors, height-adjustable front seats|
|Options as tested (MSPR):||Luxury Package ($1,175); Cold Weather Package ($150); Monsoon Sound System ($295)|
|Gas guzzler tax:||N/A|
|Price as tested (MSPR):||$20045|
|Engine:||1.8-liter turbocharged inline-4|
|Horsepower (lb.-ft @ rpm):||150 @ 5700|
|Torque (lb.-ft @ rpm):||155 @ 1750-4200|
|EPA fuel economy, city/hwy:||24/31 mpg|
|Track, f/r:||59.6/58.8 in.|
|Turning circle:||35.1 ft.|
|Head/hip/leg room, f:||38.5/NA/41.3 in.|
|Head/hip/leg room, m:||N/A|
|Head/hip/leg room, r:||37.7/NA/33.3 in.|
|Cargo volume:||25.9 cu. ft.|
|Curb weigth:||2906 lbs.|
|Brakes, f/r:||disc/disc with ABS|
|Fuel capacity:||14.6 gal.|
|Unless otherwise indicated, specifications refer to test vehicle. All prices are manufacturer's suggested retail prices (MSPR) effective as of March 30, 2000.Prices do not include manufacturer's destination and delivery charges. N/A: Information not available or not applicable. Manufacturer Info Sources: 1-800-DRIVE-VW - www.vw.com|
When the Volkswagen GTI first appeared in late 1982, it was not what it seemed. It looked like just another people's car, which in those days meant nine parts snore to one part roar. But then came the surprise -- this prototypical econobox could scoot to 60 mph quicker than a Trans Am and cut around corners like Walter Payton. Its price was within the grasp of many young people of the day, and it became a favorite of boys and girls alike, the latter loving its ability to blow away annoying dorks in muscle cars.
But like the generation that first embraced it, the GTI matured over the years, losing a lot of its callow cool and performance focus as it grew in weight and size.
The most recent GTI, introduced in 1999 in several versions, doesn't entirely reverse evolution, but it pays homage to the original's style, feel, and no-nonsense competence while tempering it with an overlay of contemporary sophistication and luxury. Based on the fourth generation of Volkswagen's Golf platform -- it also underpins the New Beetle and the Audi TT -- were the base GLS, with a 115-horsepower four-cylinder engine, and the GLX, with VW's compact 174-hp narrow-angle V-6 packed under the hood.
For 2000, the GTI range has been enhanced with the addition of a 1.8-liter, 20-valve turbo four-cylinder that puts out a respectable 150 hp. Otherwise, the GLS is virtually identical to the GLX but for two things: Its 15-inch wheels and tires aren't as grippy as the GLX's 16-inchers, and the GLS, well-equipped at a base price of $19,750, undercuts the GLX by $3395.
Are the V-6's additional 24 hp and 26 pound-feet and revvier sound worth the extra few grand? Not so you'd notice. The V-6 is 0.2 second quicker than the 1.8T at 10-mph increments through 50. At 60 mph, it's 0.4 second ahead and extends its advantage to half a second through the quarter-mile. In real life these few 10ths are imperceptible. In other objective categories, the GLX has an edge on the skidpad (0.85 g to 0.80), thanks to its lower-profile Michelin MXV4s, but in braking and top speed the two GTIs are virtually equal (131 mph and 185 feet from 70 for the GLS vs. 133 mph and 183 feet for the GLX).
Examined subjectively, the GLX feels as though it has a bit more midrange power, but this is an illusion intensified by its racier exhaust note. In fact, the more silent four runs from 30 to 50 mph in 8.4 seconds, 1.6 quicker than the V-6, and pulls like a dray horse on amphetamines across the entire rpm range. What's more, the four-banger's blower is so well-integrated that there's no noticeable turbo lag or spool-up shriek -- there isn't even a boost gauge to indicate it has a turbocharger.
The GLS doesn't yield much to the GLX in handling, either, downmarket tires notwithstanding. It's especially sound on interstates, tracking so straight and true that actual driving is barely required. But bend it around an off-ramp or push it hard down a snaky side road, and the steering offers just enough resistance and feel that you don't have to saw the wheel to keep the car on a tight line, and there's not a millimeter of play anywhere in the wheel. The GTI continues to be a fun car to drive.
It also reflects the look of the original. Although it's an in-house VW design, the latest GTI tips the hat to Giorgetto Giugiaro's original tall and boxy signature shape. It's been chamfered around the edges, and with its fender flares and wide stance, it could pass as a nephew of BMW's Z3 coupe, what with their somewhat similar bread-truck silhouettes.
This packing-crate profile creates space for large windows, a windshield that's not so acutely angled as to create distracting reflections, and lots of interior space. Each seating position is comfortably upright, and there's plenty of headroom. The driver's seat adjusts every which way, including up and down by means of VW's clever hand-pump mechanism, and it has side bolsters that seem to reach out in turns to grip your torso.
The interior design is minimalist but by no means spartan -- power windows, heated seats, and air conditioning are standard. Our test car had but two options, the Leather package and a premium sound system, which added $1145 to the tab. Perhaps the radio, with its inadequately scaled, unnecessarily difficult controls, is an extravagance, but the tan leather, stitched as tightly as a baseball's seams and accented with black trim, makes this VW feel more like a BMW. Leather won't make the GTI go faster, but it's a worthwhile indulgence in a car that will certainly appeal to people who find it hard to let youth pass while welcoming the comforts of maturity.
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 3-door sedan
PRICE AS TESTED: $20,895 (base price: $19,750)
ENGINE TYPE: turbocharged and intercooled DOHC 20-valve 4-in-line, iron block and aluminum head, Bosch ME 7.1 engine-control system with port fuel injection
Displacement: 109 cu in, 1781cc
Power (SAE net): 150 bhp @ 5700 rpm
Torque (SAE net): 155 lb-ft @ 1750 rpm
TRANSMISSION: 5-speed manual
Wheelbase: 98.9 in Length: 163.3 in
Curb weight: 2881 lb
C/D TEST RESULTS:
Zero to 60 mph: 7.3 sec
Zero to 100 mph: 21.3 sec
Street start, 5-60 mph: 8.0 sec
Standing 1/4-mile: 15.9 sec @ 88 mph
Top speed (drag limited): 131 mph
Braking, 70-0 mph: 185 ft
Roadholding, 300-ft-dia skidpad: 0.80 g
EPA city driving: 24 mpg
C/D-observed: 23 mpg
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2000 VolkswagenGTI Pricing and Specs
Compare 3 GTI trims and trim families below to see the differences in prices and features.
Trim Family Comparison
GLSView 1 Trims
- 2.0L I-4 Engine
- 5-spd man w/OD Transmission
- 115 @ 5,200 rpm Horsepower
- 122 @ 2,600 rpm Torque
- front-wheel Drive type
- 1st row regular express open/close sliding and tilting glass Sunroof
- 15" silver aluminum Wheels
- front air conditioning, manual
- AM/FM stereo, seek-scan Radio
- keyfob (all doors) Remote keyless entry
- front Fog/driving lights
- Heated mirrors
- premium cloth Seat trim
GLS 1.8L TurboView 1 Trims
Additional or replacing features on GLS
- 1.8L I-4 Engine
- 150 @ 5,700 rpm Horsepower
- 155 @ 1,750 rpm Torque
- ABS and driveline Traction control
GLXView 1 Trims
Additional or replacing features on GLS 1.8L Turbo
- 2.8L V-6 Engine
- 174 @ 5,800 rpm Horsepower
- 181 @ 3,200 rpm Torque
- 16" silver aluminum Wheels
- front air conditioning, Climatronic automatic
- driver and front passenger heated-cushion, heated-seatback Heated front seats
- Windshield wipers - rain sensing
- leather Seat trim
- driver and passenger Lumbar support
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If there's an automaker better at engineering ``flexible'' platforms than Volkswagen, we haven't found it yet. Consider the VW GTI GLX. It shares a platform with the regular Golf GLS, the Jetta sedan, plus the Audi TT, New Beetle and a bunch of cars that aren't sold in America (Seat Toledo, Audi's A- and S3, and the Skoda Octavia). Each of these cars has its own character, not just in styling, but in how it drives. The GTI GLX is distinctive, not only among its VW Group siblings, but among all vehicles sold in the United States.
Few automakers offer compact, utilitarian hatchbacks in this market anymore; none sells one that's this much fun. It starts the minute you twist the key and the VR6 purrs to life-174 horsepower, 181 lb-ft of torque, snugly wedged into a car weighing less than 2900 pounds. Horsepower is up by 2 compared to last year's model, thanks to a newly designed intake manifold.
VW says VR6-equipped Golfs will run to 60 mph in a tick less than seven seconds, and reach a top speed just over 130 mph. But acceleration and speed are only part of it; this engine's real talent is flexibility, the way it responds to the right foot. Most of the torque-at least 85 percent-is available throughout a range between 2000 and 6000 rpm. The engine gives a throaty growl when you step on the gas, and the car just takes off in a seamless, silky smooth whoosh. With that torque delivery, you don't really have to shift to make short work of most passing maneuvers. True to Golf/GTI norms, the shifter feels a little rubbery in between the gates and then slides into gear as if into a notch; running a VR6 up through the five gears is still barrels of fun.
If there's a performance letdown, it's in the way the car handles corners-too soft, too much body roll, some around here say. This is one issue on which we couldn't all agree. Logbook entries ranged from ``There's more body roll than I expected or desired,'' to ``Complaints about this car go whizzing past my ears without making a sound. GTIs have never been close to this in handling, performance or potential fun. Love the motor, love the suddenness of clutch and throttle, love the nice notchy box. This thing feels like it would be great in a knife fight. Give me all-wheel-drive and I wouldn't even yearn for a C4.'' (The all-wheel-drive GTI GLX 4Motion is just now being introduced in Europe, but VW officials here say there are currently no plans to bring the car to the United States.)
Then there's this middle ground: ``The GTI is not a pocket rocket, rather it is a powerful hatchback with some sport tuning, which is something we Americans don't much care about. But it's not the driver's car that it used to be.'' See? A house divided.
Really, it comes down to this: The GTI GLX exhibits some body roll if pushed in a corner. Maybe the GTI has become a bit soft around the middle since its introduction in 1982. But it remains closer to the core GTI traditions than the BMW 3 Series does to those of its forebear, the 2002tii. For that matter, the newest GTI is far closer to its origins than the New Beetle Turbo is to the original Beetle; the new resembles the old in this case in only the most artificial ways.
Ways in which the GTI has not gone soft: the excellent brakes, precise and quick turn-in, and flexible engine. For those who need something more, though, good news is that the 2000-model-year GTI offers an optional sport suspension.
The GTI GLX's looks are nearly as subtle as lesser Golfs-a good thing when you're trying not to alarm the local constabulary, less good if you want your date to notice you're driving something special. The only differences from the Golf GLS are the alloy wheel design and a tiny badge on the hatch. Speaking of that hatch, if ``hatchback'' still says ``cheap junk'' to you, check out this VW. Shutlines and panel gaps are tight, there are zero paint imperfections and the doors go ``thunk'' when you close them-VW isn't messing around on quality control.
It's the same inside. The cabin looks like one from a more expensive car-Audi-like, you might say. Dash and door-panel materials are first-rate, and the controls feel solid. The sport seats are supportive and adjustable enough that finding a comfortable driving position is easy. And then there are the details: Little rubber mats at the bottoms of storage pockets keep things from rattling around, there are chrome tiedowns in the cargo area and soft-return grab handles in the headliner.
The GTI GLX we tested wore a $22,675 sticker. The model comes nearly fully equipped: Power windows, locks, sunroof, AM-FM stereo with cassette, automatic climate control and cruise control are all standard. A CD changer is the only option.
There are competitors whose products cost less, go faster or handle better than the GTI GLX, but none offers all these attributes in one car. VW has hit the sweet spot of fun, performance and value.
174 horsepower @ 5800 rpm, 181 lb-ft @ 3200 rpm
0-60 mph: 6.9 seconds
EPA combined mpg: 24
Base price, $22,150; as tested, $22,675
Or you could buy:
Honda Civic Si ($17,860)
Ford Contour SVT ($23,200)
Subaru Impreza RS ($19,295)
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Vw gti 2000
At $5,495, Is This 2000 VW GTI VR6 a Hot Hatch You Could Warm Up To?
Today’s Nice Price or Crack Pipe GTI comes from an era when VW’s were not, shall we say, the most reliable cars in the world. With the VR6 however, they were still pretty fun. Let’s see if this one comes with a price that keeps the fun coming.
I got ninety nine problems, but a Bimmer with electrical issues ain’t one.
I’ll bet the seller of yesterday’s 1997 BMW Z3 wishes he could be like Jay-Z. Instead, he’s saddled with trying to sell his beloved but broken Bimmer. Not only that but he’s in a state where a check engine light can put a stop to title transfer. Considering the hurdle that creates, it’s equally heartbreaking that he set himself another with his $2,100 asking price. Tempting as that all may have been, in the end 54 percent of you added to his woes with a Crack Pipe loss.
Old German cars and finicky behavior go together like one-night stands and STDs—there’s almost always bad with the good. A very good old German car (henceforth OGC) when it works well is the VW GTI. With the narrow angle VR6 engine under its hood, the little hot hatch gets elevated past very good to almost great.
This 2000 GTI GLX VR6 looks pretty good. The car comes from a bygone era when the Golf GTI could be had with a lighter two-door/hatch body and that has its pros and cons. Styling wise the MKIV Golf has held up very well. Reliability from models of this era however, has proven not to be a strong suit.
That being said, the 2.8-litre VR6 under the hood can make wonderful sounds and is able to apply its available 174 horses with aplomb.
This one is said to have a new clutch between that skinny six and the five-speed transaxle that sends those ponies to the front wheels. The wheels themselves are 18-inch Aristos like on an R32 and look to be in fine shape.
Both bodywork and the red paint seem to have held up well over their almost two-decades of life and aside from the wheels the car looks to be much as it did when it left Wolfsburg.
On the down side, there looks to be an issue with the front bumper on the passenger side. Did it get in a shunt? What’s going on underneath?
The interior also exhibits some problems. Now, when I think GTI I naturally envision plaid sport seats because I freaking love plaid sport seats. As this one sports the range-topping GLX trim package it has leather—black plaid-less leather. That leather shows some wrinkling, and that likely means some breakdown of the underlying cushions. The leather topping at least seems unbroken and free of major issues.
Aside from some GTI floor mats the rest of the interior looks to be stock, right down to the old school AM/FM/cassette with separate CD spinner in the center stack. An automatic climate control sits beneath that and sports a confusingly similar control panel. The only major flaw in here is a passenger-side airbag cover that looks like it’s losing a battle with the sun. It’s curling at the corners, and if you’ve ever watched the winter Olympics you’ll know that you’ll never medal if you curl at the corners.
Aside from that, the car appears to show appreciably little wear for its twenty years and 99,000 miles. The title is said to be clear, although the registration tags in the pictures are out of date. Maybe it’s been re-upped since then.
The seller doesn’t give much in the way of description in his ad, other than the checklist of features and the single note about the new clutch. Other maintenance and/or history goes undisclosed.
That can be a bad thing on a GTI of this age. As we noted, OGCs can be problematic, some more so than others. Things that you might not expect to go wrong, like coil packs, can and do on VW’s of this age with regularity. Electrical issues and suspension wear from aggressive driving can also take their toll.
That being said, a VR6 GTI is a super fun car to drive, even today in the era when small turbo four-bangers being the norm. It’s a unique factor and one that may make this GTI a keeper in the long run.
Before then however, you’d have to get past the stumbling block of the car’s price. The asking is $5,495 ($5,895 on eBay!) and while that’s a lot for a 20-year old GTI, this is the top of the heap when it comes to 20 year old GTIs.
What do you think, is this VR6-equipped GTI worth that kid of cash? Or, is that too much to go OGC without knowing its full history?
Autoblog Classifieds out of San Diego, CA, or go here if the ad disappears.
H/T to EdHelmsBakery for the hookup!
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Car BuyingNice Price or No Dice
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