The Mk2 Scirocco makes eminent sense as a bargain daily classic, offering both Teutonic reliability and spritely performance.
The Volkswagen Scirocco was launched in 1974, six months before the Golf. Karmann built the Giugiaro-penned coupé, though the underpinnings were almost pure Golf. A major overhaul in 1981 (1982 in the UK) saw the Scirocco grow a little larger, though it retained the Mk1 Golf underpinnings. The Mk2 had engines stretching from a 75bhp 1595cc carburettor unit through to a 129bhp 1781cc fuel-injected engine.
Volkswagen Scirocco GTII 1.8i
Power [email protected]
Torque 103lb [email protected]
Top Speed 109mph
Gearbox 5-speed manual
WHAT TO LOOK FOR
Corrosion is not such a menace on the Mk2 (unlike the Mk1). Check the fuel filler neck, as problems here could suggest problems elsewhere. If it’s badly corroded, rusty flakes and water can get into the fuel tank (which also rots) and cause fuel injection problems. Rot strikes in many places, but few are as important as the rear suspension mountings – visible from underneath. Rust also affects the floorpans and sills, and can cost thousands of pounds to eradicate. Check the wheelarches, door bottoms, around all fixed windows and the leading edge of the bonnet. In the engine bay, check around the suspension and engine mountings. Check under the bodykit trim, including the valances front and rear and the lower quarters at the back, where the bumper wraps around.
Engine & Gearbox
The engines are generally robust, but do watch out for blue exhaust smoke suggesting a rebuild is on the cards. When well serviced, 150,000 miles is not a problem. Pierburg carburettors with automatic chokes can be troublesome, so are often replaced with Weber carbs and manual choke kits. The Bosch fuel injection systems are generally OK, but won’t tolerate fuel contaminated by water or corrosion. Parts are generally plentiful as the engines were shared with so many other VAG cars. Gearboxes are tough, but snatchy synchromesh when cold can suggest wear – more so if gears still crunch when warm. Floppy gear linkage bushes can make a gearbox feel more tired than it is. Rebuild bush kits are cheap and plentiful.
The brakes use a remote servo, located on the passenger side. It’s sensible to change the fluid every two years. The suspension is simple but watch out for corroded coil springs, worn dampers and ill-advised ride height changes.Interior and electrics Finding the right seat material is tricky, so don’t turn a blind eye to a worn interior. Electrics are generally sound, while dim headlamps can be cured by fitting relays.
The Scirocco is in theory better than the legendary Golf GTi on which is it based, but it somehow lacks that car’s following. The theory is nothing new – make a sporty coupé out of humble family car underpinnings – but the benefits remain. Great fun to drive but cheap and simple to run. You can have a laugh on the B-roads, but it’ll be robust enough to handle daily driving. Rarity is fast becoming a factor, which has already pushed up prices for the very best. Don’t miss out.
Volkswagen Scirocco Mk2 (1981 - 1992)
The Scirocco Mk2 was an interesting car. It was visually less appealing than what came before, and yet it was commercially more successful. But then, in a market starved of good affordable coupes, the Scirocco was bound to thrive - because although it was no longer pretty, it was certainly an excellent steer offered in a huge variety of models.
The in-house design for the second-generation Scirocco lost its delicate Italian styling, but it gained hugely in practicality – and pace. It benefited from the rising power of the Golf GTI – initially its 112bhp 1.8-litre 8-valve, and then the 136bhp 16-valve engines. So equipped, the Scirocco was a flying machine with a 120mph maximum speed.
Eventually supplanted by the Corrado (which was planned to be called Scirocco), although they did sell alongside each other for three years. Still fun to drive, but watch out for rust and issues with ageing fuel systems.
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Launched in March 1981 in Europe and reaching the UK in mid 1982, the second generation of the Scirocco stretched the coupe with a hatchback concept further and was designed in-house by VW. The chassis was taken directly over from the Mk1 Scirocco meaning that the wheelbase and track dimensions remained the same as the outgoing model but the body was enlarged giving more room inside and increased luggage space: 14.6 cu ft with the rear seat in place, rising to 42.2 cu ft with the rear seat folded. Aerodynamic design was improved with the Mk2 Scirocco having a drag coefficiency of 0.38 (an improvement of 10% over the Mk1) with the high rear spoiler being an integral element to slippery shape. More details found in the design history article.
The Mk2 was subject to specification and trim changes regularly throughout its life but the alterations were largely cosmetic. In the UK, initially three models were offered, the CL, GL and GTi, all with single wiper and small rear spoiler.
The CL had a 1457cc capacity carburettor engine, four speed gearbox and 155×13 tyres. The CL specification included cloth interior, laminated glass, rear wash/wipe, heated rear window and three speed heater fan.
The GL was powered by a 1588cc 70bhp carburettor engine with a 4+E (E for ‘economy’) and 175/70×13 tyres on 5 inch alloy wheels. In addition to the CL it was equipped with fog lamps inboard of the main headlamps, headlamp washers, seat height adjusters, internally adjustable door mirrors and velour interior.
The GTi was launched with the 1588cc 110bhp fuel injection engine with a top speed of 117mph, surpassing the contemporary Golf GTi. Standard equipment included an oil to air cooler, ventilated brake discs, anti-roll bars front and rear, five speed sporting ratio gearbox, 5.5×13 ‘nine spoke’ alloy wheels, sports seats and oil temperature gauge. Unlike the GL the inner lamps on the GTi were additional high beams, with fog lamps hung under the bumper. The GTi was also identified by the legend ‘SCIROCCO’ lettering underneath the spoiler on the rear screen.
In 1983 the Scirocco was given the new range of higher torque engines from VAG and increased specification: the CL gained the 1595cc 75bhp engine, 4+E gearbox and 175/70 tyres; the GL the 1781cc 90bhp unit, anti-roll bars and alloy wheel width was increased to 5.5 inches; and the GTi the 1781cc 112bhp fuel injected engine. The GTi also gained a tilt/slide sunroof, split folding rear seat and MFA computer that monitored average mileage, journey time, oil temperature and external ambient temperature amongst other things. The oil temp gauge was therefore changed to a volt meter on the GTi. Late 1983 also saw the introduction of two windscreen wipers replacing the mono wiper across the entire range.
In 1984 VW UK decided to revive the Scirocco Storm trim level, continuing the tradition from the Mk1. 600 limited models were built, 300 in Cosmos Blue and 300 in Havana Brown specified with the 1781cc GTi engine, electric windows, leather interior and full carpeting (again including the boot) in either blue or tan respectively, 6×14″ alloy wheels and a larger rear spoiler and colour coded bodykit styled by Zender.
1984 was also the year when adjustments were made to the floor pan of the Scirocco and Golf Cabriolet enabling the fitment of a larger 55 litre petrol tank (replacing the 40 litre tank carried since 1974), increasing the range of the vehicles. From this point forward the spare wheel was of the space-saver type rather than a full size wheel.
The first of the model revamps were introduced in 1985. The CL became the GT and the GL the GTL, both with minor adjustments to trim and equipment and revised interior patterns. The GTi was rebranded GTX and fitted with the Storm Zender bodykit in matt black rather than colour coded, 14″ Avus wheels and darkened rear lamps. The GTX also had a spoiler that was styled by Zender, but not as big as the spoiler carried on the Storm. The GTX carried over the equipment levels from the GTi with the addition of boot wheel arch liners.
1986 witnessed the Zender bodykit in black and large rear spoiler being adopted across the range. The GT also gained 14″ steel wheels shod with 185/60 tyres, inner high beams and fog lamps. The GTX wheels were replaced with 14″ P-slot alloy wheels. The GTL was deleted.
In the same year the left hand drive only Scirocco GTX 16v was released. Ten were officially imported into the UK. This special car was fitted with then brand new 1781 139bhp 16 valve engine backed with upgraded spring and dampers, rear disc brakes and front lower strut brace, acknowledging the weak pint of the A1 chassis on which all Sciroccos and Mk1 Golf hatchbacks and Cabriolets are based. Central locking and electric windows were fitted as standard to the GTX 16v and it was identified by twin exhaust pipes and discreet 16v badging ob the B pillars, the rear hatch and glovebox lid.
The 1781cc carburettor engine was re-introduced in 1987 for the Scirocco Scala which was fitted as standard with the GTi gearbox, optional sunroof, 14″ Avus alloy wheels, and full colour coding including the bodykit, mirrors, interior and even the alloy wheel inner spokes. Initially the Scala was offered in two colours, Paprika Red or Alpine White, expanded in 1988 with Helios Blue Metallic or Sapphire Metallic, again with matching sport seat upholstery and door card inserts. The GTX, for the 1988 model year was also blessed with a colour coded bodykit and 14″ Le Castallet alloy wheels.
The Scirocco range was rationalised in 1989. The Scala moved up to replace the GTX, available in a greater range of colours and gaining the 1781cc injection engine and split/folding rear seat but not the voltmeter or the boot liners. Sunroofs and central locking were optional extras. The GT became the GT2, upped in power to the carburettor 1781cc 90bhp engine and sporting the full colour coded bodykit and mirrors and had interiors of sports seats shod in ‘designer check’ understated tartan (the Scala was also sold with this interior from 1990 onward) These two models continued by sold side by side with the new VW Corrado (the styling of which was an amalgam of both Mk1 and Mk2 Sciroccos) but demand for cleaner engines and more safety features ensured that the Mk2 would bow out shortly -the Scala was deleted in 1991 whilst the GT2 continued until the middle of 1992, the final bunch of cars carrying electric windows and central locking as standard.
Mk2 are a more refined drive in standard form than a Mk1, more of a tourer to the Mk1′s B-road cheekiness. That said, the Mk2 is no slouch either and is a more engaging drive than a contemporary Golf, particular in fuel injected form. The driving position is low down and there is plenty of room for the taller driver. All controls are easily to hand and the throttle response is light whilst the gearing is precise. Room in the back seat is limited, but the boot is fairly generous.
Headlamps can be a bit poor on dipped beam due to voltage drop but they can be improved by fitting relays to improve the voltage.
Engines are shared with thousands of other vehicles from the VAG range, so are of good pedigree and long lasting. The straight four 8-valve Scirocco engine can run well into 100,000 miles before a major overhaul is necessary. Long life is made easier by regular oil and filter changes (around every 5000 miles). Oil filters should have a non return valve -genuine VW filters always do.
Bottom ends are extremely strong and only fail in isolated cases. The cylinder heads are similarly hard wearing but can often suffer from valve-stem oil seal failure, identified by blue tinted smoke from the exhaust. Mk2′s until mid 1984 have solid lifter tappets which can make their presence known by become noisy and clattery, regular oil changes will help to keep them in check but adjustment or replacement is possible with the right tools. Post mid 1984 the tappets were hydraulic. The Cambelt should be checked every 5000 miles and replaced every 60,000 miles. Maintenance is fairly straightforward with most service parts easily accessed. The cylinder head and oil sump can be removed with the engine in situ. Routine servicing should be carried out around every 6000 miles.
Check all coolant items. The radiator should be in good shape with little damage to the fins and not leaking. All hoses should be free of splits. Hoses are easy to obtain and replace. Water pumps are usually hard wearing but can fail, look for telltale crystalised coolant around the outlets and coolant weeping. Thermostats are located at the bottom of the water pump. Antifreeze should contain corrosion inhibitors and be used all year round, with flushing and refilling every three to five years depending on vehicle usage.
Up until mid 1984, exhaust manifolds are connected to a downpipe via six bolts, ensuring that replacing a downpipe is fairly straightforward. Post mid 1984 VW decided to clamp the manifold in place with two clips, which can be a nightmare to replace without the correct tool. Genuine VW systems are long lasting and the system itself consists of a downpipe, a middle box, an over-pipe that clears the rear axle and a rear box. Connections, clamps and rubber hangers ensure easy replacement. Manifolds do have a reputation for cracking but this may be exaggeration in practice.
Transmission and Drive Gear
The four and five speed rod-change gearboxes are well documented to be very hardwearing. Synchromesh can be a tad stiff with first and second gears from cold but should be ok once the car has warmed up. If persistent, a gearbox rebuild may be on the cards. Sloppy gear change can be rectified by replacing the nylon bushes that are at the pivot points of the selector rods. This is an easy DIY job. Clutches can last beyond 70,000 miles and well into 100,000 miles. A slipping clutch will be the most obvious sign that it needs replacing but a crunchy reverse selection may be a sign of poor clutch adjustment.
Automatic gearboxes should engage smoothly and the kick-down be operational. Jerky or hesitant up-shifts are indicative that the auto-box is on the way out and a rebuild will be very expensive whilst second hand boxes can be difficult to track down.
Driveshafts are long lasting and it is an unlucky owner that snaps a driveshaft. Telltale ‘clicking’ on full steering lock will indicate worn CV joints. CV boots and track rod ends demand visual inspection for splits and perishing. Worn wheel bearing will make themselves known by a low droning noise that will get worse.
Its worth mentioning here that clutch cables can pull through the bulkhead on RHD cars. Though inconvenient, repair panels are available.
Brakes are typical of the period but not as poor as the reputation of VWs of this era suggests. Contemporary reviews of the vehicles often praised the braking system, and criticism came later as the Mk2 Scirocco and Golf Cabriolet carried the design into the early 1990s.
Brakes consist of 239mm discs on the front with a floating calliper. Early carburettor cars have solid brake discs, whilst fuel injection models have ventilated better performing discs. The ventilated discs were fitted to later 1781cc Scala and GT2. Front pads can wear rapidly and callipers can occasionally seize if not looked after. Drums are at the rear and must be removed to inspect the condition of the rear shoes and cylinders. Rear cylinders can weep and in extreme cases seize -if this is the case the rear drums will be very hot. All GTX 16v cars had rear discs.
Fluid is taken to the front callipers and rear cylinders via hard lines and flexy hoses. A full inspection should be undertaken at least yearly to make sure that the flexy hoses are not perished and that the hardlines are not terminally rusty. The brake lines are carried underneath the car next to the chassis strengtheners.
On RHD cars the pedal is connected to the brake servo and master cylinder via a cross linkage -this can be a weak spot and adjustment can help dial out some of the sloppiness of the brakes. The braking system can be upgraded on all Mk2 cars, but the first act should be to replace discs, pads, shoes drums and cylinders and replace the fluid to reinvigorate a vehicle with poor performing brakes. You will be surprised at how much difference this actually makes.
Suspension and steering
Suspension consists of Macpherson struts with wishbones at the front and trailing arms at the rear. Springs can snap is rusty and the dampers are oil or gas filled. Make sure the formers are not leaking. Check the suspension top mounts for signs of fatigue, if they are hard and brittle and the car crashes on bumps then its time to replace them. Rear top mounts have a much easier time and very rarely need replacing.
The suspension can be invigorated by replacing the top mounts and the wishbone and rear axle beam bushes. The bushes do have a shelf life and take a lot of punishment. Replacements are cheap and wishbones can be purchased already bushed, otherwise a press is required to remove and refit the wishbone bushes. Rear beam pivot bushes will always require a press to replace them. Bushes can be upgraded to poly replacements if originality is not hugely important.
The Mk2 was criticised for the dampers being too soft to cope with the overhang of the Mk2 body compared to the Mk1, affecting handling. This can be dealt with by fitting uprated dampers and springs and a front lower strut brace -standard on the GTX 16v.
Steering should be light and precise on the move and it is worth checking wheel alignment and tracking before consigning the rack to the bin. The rack itself is long lasting but if steering is sloppy it may need replacing. Steering rack mounting bushes can also perish and will benefit from being replaced. No UK specification Mk2s left the factory with power steering.
Petrol consumption figures are quite frugal, even in the injected models. 35mpg is easily achievable, meaning not much of a headache at the pumps. All Mk2s will run on unleaded petrol. Most owners recommend putting super unleaded in these older cars as the higher octane rating is kinder to the engines.
When buying a Mk2 Scirocco, always try to ensure that the car is started from cold. If it hesitates to fire up and idle smoothly during warm up suspect the carburettor or on injection models the cold start valve (5th injector). On carb models the original auto-choke Pierburg units can become troublesome with age and many vehicles have had their replaced with the simpler and more efficient Weber carburettor with a manual choke. Both carb and fuel injection models should idle at around 900rpm once past the warm-up period. Misfiring on fuel injected cars is more likely to be tired spark plugs or faulty HT leads rather than injection system problems.
Throttle response should be smooth and without resistance -if it isn’t smooth inspect the condition of the cable and the mechanism at the carb or throttle body.
The Mk2 inherited a weak link of the Mk1 fuel sytem- the metal filler neck which runs from the rear quarter to the tank. Due to the proximity of the wheel arch this area is a notorious rust trap as the rear wheel throws salt and muck and road debris against the filler neck enabling corrosion to take hold and eventually pit the neck with holes, leading to contamination of the fuel. If the car suffers from intermittent stalling or does not pick up speed beyond 2000rpm then immediately investigate the fuel system for signs of contamination. On carburettor cars this can be identified by a visual inspection of the fuel filter in the engine bay or by lifting the inspection panel on the tank (see below). Also trace the entire filler neck with your hand under the wheel arch and feel for holes or large rust scabs. Do the same checks for injection cars but be aware that contamination of rust in the injection system can render the fuel distributor and injectors next to useless. However, this is less documented with Mk2s as the car was better protected from corrosion than the Mk1.
Mk2 fuel tanks are made of metal so can succumb to rusting, especially if the car has been off the road for a long period of time. The exposed underside of the tank can be visually inspected from underneath the car whilst the internals can be looked at by removing the inspection panel and fuel sender under the back seat. Again, this will also indicate a rusty filler neck. Fuel lines that are contaminated will need to be blown through with compressed air to clear any obstructions. The post mid-1984 larger 55 litre tank is more troublesome than the early 40 litre tanks and can rust along its seams, weeping fuel next to the hot exhaust. If you suspect a leaking tank change it immediately.
Fuel lines can succumb to rust also, so check thoroughly, especially underneath the car. The lines are next to the chassis strengtheners (driver side on UK cars).
Bodywork and exterior
Mk2s are much better built than Mk1 Sciroccos so if you come across a very rusty Mk2 then its either had a very hard and neglected life or its been poorly repaired in the past. There is plenty of choice of Mk2 Scirocco as they were of a build quality better than many of their contemporaries and due to the prices tended to be bought new by well healed buyers who looked after their cars.
Panel and door gaps should be even, misaligned panels may be because of accident damage. Doors can drop with age but this is rectified by a few shims. Although well applied with corrosion protection the Mk2 Scirocco’s rust traps are the rear wheel arches, just forward of the arches on the sills, the seam where the outer sill meets the floor panels, door bottoms and the inside bottom lip of the hatch. Bodykits can be a rust trap, especially around the rear arches so make sure to inspect all of the rear arches thoroughly and at all points where the bodykit meets the metalwork, particularly front and rear panels. Leading edges of bonnets can suffer with rust scabs due to stone chips as can front panels on non-kitted cars.
Check the rear beam mounting points thoroughly, this is an exposed and vital part of the car. Major rust here can be terminal or very expensive and time consuming to fix.
Sunroofs should operate freely, a resistant sunroof may just need its mechanism oiling. Check the condition of the sunroof seal and the drain holes to make sure they are not blocked. If they are water will stain the headlining and corrode the sunroof channel.
Bumpers should be square, sagging bumpers may be signs of a shunt or simply improper fitting -check here. Due to the lowness of the fog lamps they can often get caught on high kerbs and pushed back, denting the front panel.
Interiors are generally durable and hardwearing. Seats can wear at their bolsters, especially the sports seats fitted to GTi, Storm, Scala and GT2 models. With the Scirocco Storm check that the leather is in good condition throughout the car as repairs can be expensive. Seats in other models generally wear hardily, with only the upper portion of the back seats succumbing to sun bleaching. Occasionally the tilt mechanism of the seats can be rendered inoperable due an internal wire coming loose or snapping. This is fairly easy to fix. Rear seats should be in very good shape, Sciroccos rarely carry passengers in the back!
Dashboards crack at the heater vents at the top surface but are otherwise sound, whilst carpets will only really be damaged by water ingress to the cabin which on Mk2 can be a problem as the bottom corners of the windscreen is prone to letting water in. Make sure to smell for a musty odour in the footwells and feel for a damp carpet to detect this.
Check that all electrics work and that the heater fan operates its three speeds. Check that the heater blows hot air, the valve in the engine bay can be at fault.
Water can ingress from the rear lamps, perished boot seal, windscreen corners and sunroof so check all over. Water can also get in if the plastic membrane behind the door card is damaged or missing.
In the boot check the boot check the rear chassis legs where the bumper bolts up for signs of previous impact damage.
Service items are readily available from VW dealers and aftermarket suppliers such as GSF and are generally inexpensive.
Mechanical components are shared by Volkswagens (and some Audi) of similar vintage and of later vehicles up until about 1991 so are very easy to source and again are generally available from VW dealers and aftermarket suppliers. Fuel tanks can be obtained off the shelf but filler necks are unique to the Mk2 so are dealer part only and expensive.
Body panels, seals and the like are available from both VW and the aftermarket. Floor and lower chassis panels for early Mk2s are the same (or very similar) to Mk1 Golfs up to 1984 so can be easily sourced, similar for post 84 Sciroccos that are the similar to the Cabriolet in boot floor sections. As VW slowly delete items of their past, trim and some spares are getting difficult to find. Scrap cars, parts hoarders and occasional motor factor clear-outs are the only way of finding these parts at present.
The Volkswagen Scirocco is a three-door, front-engine, front-wheel-drive, sport compacthatchback manufactured and marketed by Volkswagen in two generations from 1974 to 1992 and a third generation from 2008 until 2017. Production ended without a successor.
The Scirocco derives its name from the Mediterranean wind.
First generation (1974)
Volkswagen began work on the car during the early 1970s as the replacement for the aging Karmann Ghia coupe, and designated it the Typ 53 internally. Although the platform of the Golf was used to underpin the new Scirocco, almost every part of the car was re-engineered in favour of a new styling (penned by Giorgetto Giugiaro) which was sleeker and sportier than that of the Golf. The Scirocco debuted at the 1973 Geneva Motor Show.
Launched six months before the Golf, in order to resolve any teething troubles before production of the high volume hatchback started, the Scirocco went on sale in Europe in 1974 and in North America in 1975. Type 1 models featured a range of four-cylinder engines with displacements from 1.1 to 1.6 litres, with a 1.7 also offered in North America, all featuring a single-overhead camshaft and two valves per cylinder.
The design of the vehicle combined with the lack of US D.O.T. approved rectangular headlights, made it necessary to have four round headlights, two for low beam use and two for high beam use for all the cars imported to the US. Many European owners of Scirocco with smaller engines replaced the two rectangular headlights with four round headlights as to eliminate the differentiation between smaller and less powerful engines and larger and more powerful ones. However, the European "TS" version, for which maximum power was listed as 85 PS (84 hp; 63 kW), was easily distinguishable from the less powerful "L" and "S" (50 and 70 PS) versions which came with just two rectangular headlights. An automatic transmission option was added in January 1975. Automatic transmission-equipped Sciroccos were generally rare outside of North America.
The Scirocco GTi entered production in the summer of 1976, while the later cult Golf GTI wasn't unveiled until the autumn of the same year. Its high-revving, 81 kW / 110 horsepower 1.6-litre engine featured mechanical fuel injection, 175/70HR13 tires on 5.5Jx13 wheels, a larger duckbill style front spoiler, a red frame for the grille, and the standard car's solid front brake discs were replaced with 9.4 in (239 mm) ventilated discs. Anti-roll bars were also fitted front and rear.
During the production of the "Type 53", there were subtle changes to the body and trim. On cars produced after the summer break in August 1975 (for the 1976 model year), the conventional two wiper system changed to a single wiper which parks on the passenger side of the windscreen, while the driver also benefited from improved, lighter, steering linkage. However, air conditioning became available as an option on the domestic market in August 1975. The possibility to retrofit the installation, together with a larger battery, was offered to existing owners. In August 1977 (for model year 1978) the separate front side marker and turn signal, changed to a combination wrap-around orange lens. At the same time, behind the doors the B-pillar colour changed from body colour to black, which was thought to give the car a more pleasing profile. Other mid-life changes include the move from chrome bumpers with rubberised end caps to a plastic-coated one-piece wrap around bumper. In 1979, the one-piece "flag" style outside mirrors transitioned to a two-piece shrouded mirror. The car changed little before being replaced by the second generation in March 1981 (Europe).
North American market Scirocco S
There were also special variants throughout the Type 1 production. Most distinguishable by paint schemes and trim, there were special versions called "Sidewinder", "Sidewinder II", "Champagne Edition", "Champagne Edition II" and the "S". The Champagne Edition II only came in white with black accents and a Zender front spoiler. On the NA models the 1980 "S" versions came in only three colours, Alpine White, Black and Mars Red with unique colour accents. This "S" model differed from the base model by having blacked out chrome trim, day glow additions to the exterior trim, Recaro designed sports seats, white letter tires, sport strips and a standard five-speed transmission. This was followed by the 1981 "S" versions which only came in Cosmos Silver Metallic, Cirrus Gray Metallic and Mars Red without the colour accents. Steel sunroofs were an available option on both the "S" non-"S" vehicles. Unlike the sunroofs on the second-generation Sciroccos introduced in 1982, these earlier versions only tilted open. They did not slide back but could be removed and stored in a special fabric folder and placed in the trunk hatch. Not forgetting the addition of the "Storm" models, available in two colours with a run of 250 cars in each colour.
The Scirocco was sold in Japan at Yanase dealerships that specialize in North American and European vehicles with right hand drive starting in 1976, initially offering the TS trim package with the 1.4L engine and a 4-speed manual transmission. In 1977, the GTE and LS were offered with the 1.5L engine and the fuel injection technology from Bosch. The GTE was available with either the 4-speed manual transmission or the 3-speed automatic, while the LS offered the automatic only. Sales of the Scirocco continued for this entire generation to Japanese buyers, and it was in compliance with Japanese Government dimension regulations which helped sales. The engines offered to Japanese buyers were the smaller displacement versions to reduce the annual Japanese road tax obligation.
The 1975-1978 model year USA vehicles had four-speed manual transmissions; for the 1979-1980 model years, USA vehicles were offered a five-speed manual transmissions as an option. In 1981 the five-speed became standard. The engine option was mostly limited to one, although it changed frequently over the years. The 1975 models are 1.5 L (1471 cc), followed by a larger 1.6 with 76 hp (57 kW) in 1976 and 1977. For 1978 Volkswagen reverted to a short-stroke 1.5 (now of 1457 cc), stating that this made meeting emissions requirements easier. Power dropped accordingly, down to 71 hp (53 kW) but with some fuel economy improvements. Buyers demanded otherwise and for 1979 the 1.6 (1588 cc) was reinstated, now with power up somewhat to 78 hp (58 kW). 1981 USA models had a standard 1.7 (1,715 cc), all featuring a single-overhead camshaft and two valves per cylinder.
Second generation (1981)
A heavily redesigned "Type 2" variant (internally designated Typ 53B) went on sale in 1981, although it remained on the A1 platform. The second generation Scirocco, still assembled on behalf of Volkswagen by Karmann of Osnabrück (in the same factory as the first generation Scirocco), was first shown at the 1981 Geneva Motor Show in March that year. Designed by Volkswagen's own internal design team, the new car featured increased front and rear headroom, increased luggage space and a reduction in the coefficient of drag. One feature of the Type 2 was the location of the rear spoiler midway up the glass on the rear hatch. A mid-cycle update occurred in 1984, which included minor changes over the 1982 model: removal of the outlined "SCIROCCO" script from the rear hatch (below the spoiler), a redesigned air conditioning compressor, and a different brake master cylinder with in-line proportioning valves and a brake light switch mounted to the pedal instead of on the master cylinder.
Halfway through the 1984 model year, a new space-saver spare wheel was added, that provided room for a larger fuel tank (with a second "transfer" fuel pump). Leather interior, power windows and mirrors, air conditioning, and a manual sunroof were options for all years. The 1984 model year saw the return of two windshield wipers (vs the large single wiper), absent since the 1976 models.
Eleven different engines were offered in the Type 2 Scirocco over the production run, although not all engines were available in all markets. These engines included both carburetor and fuel injection engines. Initially all models had eight-valve engines. A 16-valve head was developed by tuner Oettinger in 1981, with the modification adopted by Volkswagen when they showed a multi-valve Scirocco at the 1983 Frankfurt Motor Show. It went on sale in Germany and a few other markets in July 1985, with a catalyzed model arriving in 1986. Displacements ranged from 1.3 liters up to 1.8 liters. Power ranged from 44 kW (60 PS) to 82 kW (112 PS) for the 8-valve engines and either 95 kW (129 PS) or 102 kW (139 PS) for the 16-valve engines.
Numerous trim levels existed, depending on the model year and market, and included the L, CL, GL, LS, GLS, GLI, GT, GTI, GTL, GTS, GTX, GT II, Scala, GT 16V and GTX 16V. Special limited edition models including the California Edition (1983, USA), Storm (1984, UK), White Cat (1985, Europe), Tropic (1986, Europe), Wolfsburg Edition (1983-1985, USA and Canada) and Slegato (1988, Canada) were also produced. These special models typically featured unique interior/exterior color combinations, special alloy wheels and had special combinations of options such as leather, multifunction trip computer and/or power windows as standard.
Scirocco sales continued until 1992 in Germany, the UK, and some other European markets. The Scirocco was briefly joined but effectively replaced by the Corrado in the VW line-up, although this had been on sale since 1988 and was aimed further upmarket.
The Scirocco continued to be offered to Japanese buyers, but only the GTi with the 1.8 L engine in either manual or automatic transmissions, but starting with 1986 only the automatic transmission was offered. It did continue to comply with Japanese Government dimension regulations.
Specifications in North America are somewhat different from those of cars sold in the rest of the world, due to the differing safety and emissions regulations in place there. In North America, 1982 and 1983 models produce 74 hp (55 kW) and 90 ft⋅lbf (122 N⋅m) of torque. The engine code was EN. The 1984 models produce 90 hp (67 kW) and 100 ft⋅lbf (136 N⋅m) of torque, the engine code was JH. In mid-1986, a 16-valve model was released in the United States and Canada, which included a full body skirt, larger rear spoiler, and tear-drop shaped wheel slots to distinguish it from Type 2 8-valve models. Sales continued until 1988 in the United States, 1989 in Canada, being effectively replaced in both markets by the more expensive Corrado.
Third generation (2008)
Volkswagen officially announced in June 2006 production of a new Scirocco model at the Autoeuropa assembly plant in Palmela, Portugal.
The new model, identified by the internal type numbers 137 or 1K8, is based on the PQ35 platform of the Golf V and was unveiled at the 2008 Geneva Motor Show. It went on sale in summer 2008 in Europe, with sales in other countries beginning early 2009. The Type 3 Scirocco won "Car of the Year 2008" from Top Gear Magazine.
The 2008 model of the Scirocco received a five star safety rating from EuroNCAP even after the driver test dummy's head hit the steering wheel when the airbag bottomed out. The model tested was a left-hand-drive three-door hatchback and scored in four areas:
- Adult Occupant 87%, 31 points.
- Child Occupant 73%, 36 points.
- Pedestrian 53%, 19 points.
- Safety Assist 71%, 5 points.
Scirocco R (2009–2017)
The Scirocco R is a production model based on the GT24. Its 1,984 cc (2.0 L) TSIinline-four engine is rated at 265 PS (195 kW; 261 hp) at 6,000 rpm and 350 N⋅m (258 lb⋅ft) of torque at 2,500 rpm, large air intake openings in the front bumper, an integrated front spoiler, bi-xenonheadlights, larger rear roof edge spoiler, black diffuser, dual exhaust with chrome tailpipes, Talladega 19-inch alloy wheels. In September 2014 the R model had a face lift on the styling of the car and a power increase taking it to 276 hp (280 PS; 206 kW).
UK models went on sale in 2009.
Six years after its launch in 2008, Volkswagen revealed the 2014 Scirocco face-lift at the Geneva Motor Show. On the outside the changes weren't obvious as Volkswagen installed only a slightly re-profiled bumper, new bi-xenon headlights with LED daytime running lights and they also tweaked the grille. At the back there were restyled LED taillights, along with a reworked bumper and boot lid. The changes carried over onto the range-topping Scirocco R as well.
Scirocco GTS (2015-2017)
Volkswagen unveiled the Scirocco GTS, featuring the same engine found in the Mk7 Golf GTI.
|Model||Years||engine type/code||Power at rpm||Torque at rpm|
|1.4 TSI 122 bhp||2008–2017||1,390 cc (1.39 L; 85 cu in) I4 turbo||122 PS (90 kW; 120 hp) at 5,000||200 N⋅m (148 lb⋅ft) at 1,500–4,000|
|1.4 TSI 122 bhp BlueMotion Technology||2009–2017||1,390 cc (1.39 L; 85 cu in) I4 turbo||122 PS (90 kW; 120 hp) at 5,000||200 N⋅m (148 lb⋅ft) at 1,500–4,000|
|1.4 TSI 160 bhp||2008–2017||1,390 cc (1.39 L; 85 cu in) I4 Turbo&Supercharger||163 PS (120 kW; 161 hp) at 5,800||240 N⋅m (177 lb⋅ft) at 1,500–4,500|
|2.0 TSI 200–211 bhp||2008–2017||1,984 cc (1.984 L; 121.1 cu in) I4 turbo (EA888 -CCTA/CCZA/CBFA/CAWB)||211 PS (155 kW; 208 hp) at 5,300–6,200||280 N⋅m (207 lb⋅ft) at 1,700–5,000|
|2.0 TSI GTS 220 bhp |
SIMOS 18.x ECU
|2015-2017||1,984 cc (1.984 L, 121.1 cu in) I4 Turbo (EA888 Gen3 CULC)||220 PS (162 kW; 217 hp) at 4,500 - 6,200||350 N-m (258 lb-ft) at 1,500 - 4400|
|Scirocco R / 2.0 TSI||2009–2017||1,984 cc (1.984 L; 121.1 cu in) I4 turbo (EA113)||265 PS (195 kW; 261 hp) at 6,000||350 N⋅m (258 lb⋅ft) at 2,500|
|2.0 TDI CR 143 bhp||2008–2017||1,968 cc (1.968 L; 120.1 cu in) I4 turbo||143 PS (105 kW; 141 hp) at 4,000||320 N⋅m (236 lb⋅ft) at 1,750–2,500|
|2.0 TDI CR 170 bhp||2009–2017||1,968 cc (1.968 L; 120.1 cu in) I4 turbo||170 PS (125 kW; 168 hp) at 4,200||350 N⋅m (258 lb⋅ft) at 1,750–2,500|
All models include standard six-speed manual transmission. The 1.4 TSI (162 PS) can optionally be fitted with a seven-speed DSG transmission, while the 2.0 TSI 200, 2.0 TSI 210, R 2.0 TSI 265 and 2.0 TDI are available with a six-speed DSG transmission.
The EA888 2.0 TSI uses an IHI K03 water-cooled turbocharger incorporated in exhaust manifold, while a BorgWarner turbocharger is used in EA113 2.0 TSI versions.
The 140 bhp 2.0 TDI engine is also provided with the BlueMotion Technology package. This package features stop start technology and regenerative braking to reduce emissions to 118 g/km CO
In the 24 Hours Nürburgring in May 2008, three new Volkswagen Sciroccos competed, finishing 11th and 15th out of a field of over 200 cars, with veteran Hans-Joachim Stuck driving both cars (and Carlos Sainz the slower one). The direct competitors, two Opel Astra H GTC driven by drivers selected from 18,000 hopefuls in a year-long TV covered process, were beaten decisively. In the 2012 edition of the Scandinavian Touring Car ChampionshipJohan Kristoffersson won the championship for Volkswagen Team Biogas in a Scirocco.
Absence of a North American version
In April 2007, Volkswagen America vice president Adrian Hallmark claimed that Volkswagen preferred not to bring the Scirocco to North America since it could negatively affect Golf GTI sales. It was later stated that the final decision would be made in 2008 by Martin Winterkorn (Volkswagen's CEO), not Volkswagen of America.
In early March 2008, MotorAuthority reported that, due to the increasing gap between the United States dollar and the euro, the Scirocco would not be made available for American consumers. "This car would fit the U.S. market but at the current exchange rate we wouldn't make any money," Volkswagen sales and marketing chief Detlef Wittig told Bloomberg reporters.
IROC concept (2006)
A concept car previewing the then upcoming Scirocco III was unveiled at the 2006 Paris Motor Show. Named IROC, from the middle four letters of "Scirocco", it used a 200 hp (149 kW) TSI engine.
Scirocco GT24 (2008–)
The Scirocco GT24 is a race car for the 24-hour race at the Nürburgring. It has a 2.0 L TSI engine rated at 325 PS (239 kW; 321 hp) and 340 N⋅m (251 lb⋅ft) at 2,100 rpm as well as a DSG transmission.
The GT24 was unveiled at the GTI Meet 2008 in Wörthersee.
Scirocco Studie R (2008)
The Studie R is a concept car based on the Scirocco GT24, after Volkswagen had cancelled the production of the Scirocco R32. It has a 2.0 L TSI engine rated at 270 PS (199 kW; 266 hp), six-speed dual clutch transmission, four-piston brake calipers and a sound-optimized exhaust system with oval, polished tailpipes.
The Studie R was unveiled at the Bologna Motor Show.
In 2017, Volkswagen's Chief Development Officer Dr. Frank Welsch stated that Volkswagen was contemplating options for a new small coupé, and wasn't clear on how they would approach a new Scirocco, and the possibility of a MEB-based concept. Welsch said that if the Scirocco name was to be used again, it would only be for a sporty 2-door coupe, and would not have a drastically different design from previous Sciroccos. In 2020, when asked if a new Scirocco was planned, board member Thomas Ulbrich answered "I don't think so", and that they were in no rush to release a new coupé.
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Scirocco mk2 vw
.Vw Scirocco MK2 ABF
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