What To Look For

Starting with engines.

Essentially the power plant in a 1974 TS model with 85 bhp and 1500cc is the same as a 1992 Scala, apart from air filter arrangements and the carburettor beneath this, 1B3 and 2B2 respectively.

With the injected models, whether an imported left hand drive Gti from 1977 or another 1992 Scala with 1800cc, Bosch K-jetronic does the squirting.

2B2 carburettors are generally junked in favour of direct replacement Webers (around £220) but K-jet is generally problem free except if contaminated with rust (and water) from a disintegrating filler neck (Golf designed replacements are different and near impossible to fit).

Valve stems wear allowing oil into the combustion chambers and blue smoke on start up and overrun, valves became adjustment free hydraulic in 1985 but still suffer worn seals.

Bottom end bearings are solid and very strong, documented accounts of this engine design in Golfs, Jettas and Passats as well as Sciroccos, covering gargantuan mileages are common, engine oil changes every 5,000 miles on Mark 1 and 10,000 on Mark 2 were the recommended intervals.

		Brakes are usually the very common Teves caliper on the front, some early cars had Girling, always rear drums expect on the ten 16v Scirocco officially imported in 1986 where discs are used, you may find rear discs retrofitted as an upgrade, which truly only necessary with upgraded horsepower. Brakes are not held in high regard, this is attributed to the cross beam used on rhd to transfer braking force to the master cylinder on the left hand of the engine bay (which would be directly connected on lhd).
This beam reduces the efficiency with which the brakes are applied; the "press" at your foot is not all translated to "press" in the master cylinder. Keeping the beam in correct adjustment, using steel braided flexible brake hoses, new brake fluid every two years and quality pads, shoes and discs will mean you get the best from your system.

Gearboxes, coded 020, 4 and 5 speed transmissions with larger diameter inner CV joints on later models, are all but bullet proof unless driven very hard when internal rivets on the differential can break up and destroy gear teeth. More likely on any model is a worn linkage, making gear selection loose but not impossible; this is easily rebushed with new plastic components to restore precise gearchange.

Suspension is always McPherson struts with single wishbone front and torsion beam with McPhersons at rear and is simple and straightforward. Bushes can be easily replaced by polyurethane or kept as standard with rubber replacements. Changing rear bushes can be time involved as you may break a stud when dropping the beam, but everything else is straightforward on both Scirocco versions. Of note are that replacement inserts on Gti should be gas as per originally fitted, modified suspension kits are easy to source and fit as they are the same application for Golf, similarly upper and lower front strut braces do assist and Golf items can be used but quality varies, the Scirocco Register even has a design you can fabricate yourself!

The bottom line is that engine, gearbox and running gear are common to millions of Golfs, Jettas and Passats worldwide, spares for these (and the knowledge to fix them) are not likely to be in short supply for the foreseeable future. Maintenance is easy, all service items are easily accessible, contact breaker points are only found on very early models and the K-Jetronic fuel injection is a purely mechanical system, no electronics are involved so whatever goes wrong its easy to repair; not so easy is the bodywork.

It's essential to have a clear understanding of where these cars can be most problematic. The early first models were well corrosion proofed for the era with plasticised underseal but had very susceptible rust spots and the survivors are now either restored to better than original condition or are knocking at the gates of breakers yards. This is a shame as more of the 25,000 Mark 1's sold in the UK deserve to be preserved.