Volkswagen Golf GTI MK3 AND MK 4 (1992 - 2004) Car Review

EVOLUTION OF THE SPECIES

Our Rating: 6.9 / 10

BY ANDY ENRIGHT

When most enthusiasts consider the Golf GTi, they make a mental division. The MK1 and Mk2 cars were the ones that established the GTi legend, and the Mk3 and Mk4 versions represented the GTi sinking into comfy middle age. For the most part, this is pretty accurate, but Volkswagen seem to have realised that neglecting the family jewels in this manner hasn’t done them too many favours and is busy rebuilding the GTi legacy.

As used propositions, it’s difficult to fault the Mk 3 and 4 cars. Bigger, better built and with less of a tyre smoking image, they make a good deal of sense both to those who still have a glint in their eye and the large proportion who simply want a well specified Volkswagen Golf.

History

TheMk3 Golf arrived in 1992, and was promptly christened 'Car of the Year' but few drivers raved over its dynamic qualities largely because it was bigger, safer and heavier. Despite that curvaceous body being very slippery, with a drag factor between 0.30 and 0.33, it was very heavy. The original GTi weighed 844 kg, and the MK3 was up to 1032 kg. The power-to weight ratio had slipped from 133 bhp per ton to 113. That translated into a top speed of 124 mph and a so-so 0-60 mph time of 8.7 seconds -surprising, as the GTi now had a larger 2.0-litre engine that cranked out 115bhp. Few doubted that it did look the part, however, with colour-coded two-bar grille, black wheelarches and bumper extension, rear spoiler, tinted rear light clusters, 6.5Jxl 5 in Long Beach alloys and twin exhaust pipes. Inside came sports seats, electric windows, on board computer and height-adjustable sports steering wheel. Handling-wise it was a lot softer and more refined. It was effectively a modified Mk2 set-up with standard power steering. From September 1992 came split rear seats and, a year later, passenger seat height adjustment formed part of the package. October 1994 was safety month, as ABS brakes, driver's airbag and immobiliser were included -- but a sunroof became a cost option. July 1995 saw the arrival of rounded side indicators and a bee sting aerial. May 1996 marked the 20th anniversary of the GTi, hence the 600-unit limited-edition Anniversary, with red alloys and traditional golf ball gearknob. King of the limited editions though was the Colour Concept, in April 1995, available in yellow, red, blue or green, with matching leather Recaros, silver-faced instruments and 6.5 in Solitude alloys. The eight-valve was finally deleted in November 1997.

Only twenty-four months after the 2.0-litre 8-valve GTi failed to create a favourable impression with GTi die-hards, Volkswagen decided that another 16-valve version was required. It had worked for the Mk 2, so reason dictated that s

Opinion

The Mk3 GTi is a car that is built to last, good to drive and offers safe and solid motoring for not too much money. They offer a civilised alternative to many other hot hatches and are usually worth more second-hand than most rivals. You're paying for the Volkswagen name and reputation to some extent, but don't forget that though a Golf costs a bit more than some rivals, it will equally be worth more and probably be in better condition when the time comes for you to sell it on. Just don’t expect a sports car in the mould of a Peugeot 306GTi.

The Mk4 GTi may be styled in an evolutionary fashion, but it’s largely different from the ground up. Where the opposition have had to develop their cars from scratch within tight budgets, the men from Volkswagen were able to throw millions of Deutschmarks at creating the finest floorpan in the compact car world. Money was no object, declared the Wolfsburg board, safe in the knowledge that their investment could be justified by the use of the same componentry in each of their other three group brands.

That said, none of the Golf GTi engines could accurately be described as ‘state of the art’. The 1.8T is the best of the bunch. On the move, French rivals can sometimes be more fun round the corners but none feels as safe or as reassuring to drive. Whichever model you choose, it will come complete with twin front airbags, side airbags, ABS, a height and reach-adjustable steering column and rear seats incorporating the clever Isofix system for attaching a child seat. It’s the little touches that impress you most though. Cup holders in the front and the rear, the self-dimming interior lights, the chrome tie-down hooks in the luggage area, the gas struts to hold up the bonnet, the special cover on the boot locking pin so you don’t get things caught in it – save to say that this is a car that makes its competitors feel cheap. It’s a car that will please those with an eye for thoroughness and attention to detail, if not those who rem

Cost

Prices for an 8-valve Mk3 GTi start at around £1,000 on a 1994 L plate, with five-door versions commanding around £100 more. Opt instead for the more desirable 16-valve version and you’ll need to stump up around £2,000 for a tidy 1996 N plated three door or £2,100 for a five door model.

Mk4 versions start at £3,800 for a 1998 R registered normally aspirated 1.8-litre three-door car, whilst a five-door is around £100 more. The turbocharged 1.8T is well worth the additional outlay, a 1998R three-door fetching around £4,600. A late 2003 plated example with five-doors will retail for around £10,000. The unremarkable 2.0-litre versions start at £4,600 on a 1999 T plate. The desirable 180bhp Anniversary models are still very rare, but low mileage examples are changing hands for around £2,000 in addition to equivalent 1.8T prices.

Problems?

The Golf has a strong reputation for reliability, but it still has a few areas that need to be checked carefully. One is the manual gearbox in high-mileage cars. These can have worn bearings which need expensive repairs – if there's a lot of noise from the gearbox, get it checked.

Corrosion is rare on a Golf, which speaks volumes for Volkswagen's rustproofing methods and the quality of the steel it uses. A GTi with rust should scream "badly repaired accident damage" at you. Steer well clear, as a bent chassis will probably have caused misaligned panels and subsequent corrosion. With Mk IV cars, consider the premium you are paying and ask yourself whether a used SEAT or Skoda, which share similar Volkswagen Group underpinnings, may be better value.

Parts

(approx based on a 1994 Golf GTI 2.0 8v Ex Vat) An exhaust system is about £85. A clutch assembly will be around £75 and a new catalyst will be around £60. An alternator should be close to £50.

Brake pads front and rear are about £45 and £33, respectively. A replacement headlamp is close to £65. A windscreen should be in the region of £90. Major and minor services are around £75 and £35 respectively.

Road

The Golf GTi has been piling on the pounds over the last few decades. The Mk4 Golf is a whopping 48 percent heavier than the original Mk1. All this means that the later cars need much more power just to stay in the same league as the originals. Despite its 20 valves, turbo and modern electronic engine management, the Mk4 GTi 1.8 Turbo can't match even the earliest humble 1.6 GTi in terms of power to weight ratio. To have the same power to weight ratio as that early car, the modern Mk4 would need 162 bhp, to catch the Mk2 16v, a whopping 180bhp!

The Golf’s reputation as the car that would corner on three wheels with steering that danced in your hands and a chassis that made the keen driver’s eyes light up is a bit of ancient history now. The Mk 4 Golf GTi is a far more urbane creature, looking disdainfully at such juvenile antics. Even the 1.8T GTi models are smooth, refined and syrupy, with none of the verve of old models.

Many drivers will lament this metamorphosis, and turn to French or Japanese rivals instead, but for many others it will be a significant benefit. A Mk3 or Mk4 Golf GTi