Running gear and Brakes
VAG Suspension spring codes
Hopefully the attached three pages will be of use to you, although they do not show the actual spring rates, only the colour codes.
They were taken from the VAG ‘Workshop Manual – Golf, Jetta, Scirocco – Running Gear’, May 1985 Edition which superseded the March 1979 Edition.
A Bulletin at the back states that on the 16v, the front coil springs are shorter and stiffer, and due to this the front of the car is approximately 10mm lower.
Colour Code either 1 x Grey or 2 x Grey – Part Number 533 411 105.
The shock absorbers on the 16v have a different characteristic and are stiffer -Part Number 533 413 031.
Rear coil springs on the 16v are unchanged.
Colour Code 3 x Yellow – Part Number 531 511 105 A.
The shock absorbers on the 16v have a different characteristic and are stiffer -Part Number 533 513 033.
Thanks to Pete GLi
All rights reside with the author, post for instructional use only
Changing Front Brake Pads
This is a guide to changing the brake pads. This was on a Mk2 Scala – with help from Ant it did have vented disks, back to solid now, as vented wore out!
I just acquired some Mitex pads, that have barely been used, so I decided to change, as the others only had about 4mm left.
Tools needed:
6mm Allen Key
11mm Spanner
Wheel nut wrench
Jack
1. Loosen the wheel bolts, apply the handbrake and jack up the car.
Scirocco on jack - remember to loosen wheel bolts first
2. Remove the wheel
Brake servo and master cylinder upgrade
Upgrading the Servo and Master Cylinder. Applicable for both Mk1 and Mk2 Scirocco.
Parts Sources
Master Cylinder:
Not sure where mine came from, it was bought as new from a show, its got a Passat part number, but it’s unclear which model or year (Its dubious origin came back to bite me later though as it wasn’t an easy fit). You can get them from late mk2 (16v) and mk3 golfs, though these often have 2 outlets instead of 4.
Servo:
This came from a scrapped mk2 16v golf, it also came with master cylinder (2 oulet only) and an epansion tank that I needed.
Preparation.
This is an increadibly messy job. You’ll need tons of newspaper & rags for soaking up spilt brake fluid, and also a means of storing and disposing of about 1 litre of old brake fluid. If you’re cracking the fuel system on a K-jet engine for access, be prepared for all the mess that involves too (i.e. Rags and newspaper for petrol spills).
› Continue reading
Mk2 Scirocco buying guide pt2
Engines
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.
GTX
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.
Exhaust
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. › Continue reading
Mk1 Scirocco buying guide pt1
TS -pre launch '73
Introduced in 1974 and based around the floorplan and mechanicals of the Volkswagen Golf, the handsome Scirocco coupe was actually launched six months before the Golf to iron out teething issues before commencement of the high volume hatchback. More details found in the design history article.
Specification
The first incarnations of the Scirocco were driven by the new VW/Audi 1571cc overhead camshaft engine coupled with an all-synchromesh 4 speed gearbox or 3 speed automatic driving the front wheels and fuelled by a carburettor. Like other German cars of the 1970s, Sciroccos were relatively well equipped, the first 1974 TS models sporting 13″ alloy wheels, quadruple halogen headlamps, twin two speed wipers, reversing lamps, rear heated window, reclining front seats with integral headrests, full carpeting and a centre console all as standard specification.
In mainland Europe, the Scirocco was also offered with VW’s smaller block engines, initially the 1 litre unit and later the 1.3 engine. Externally these cars are identified by large square rectangular headlamps rather than the quad round lamps and 13″ steel wheels. These are few and far between these days.
For October 1975, the engine capacity had been increased to 1588cc and for aerodynamic reasons the twin windscreen wipers were replaced with a distinctive single arm that swept the entire screen. This would be a Scirocco feature and be carried over into the early versions of the Mk2.
In October 1976, for the 1977 model year, the TS was replaced by the GLS. The GLS was mechanically identical but featured interior and trim revisions of vinyl and cord upholstery (replacing the tartan of the TS), part carpeted door cards, laminated windscreen, tinted windows, standard rear wash/wipe and revised control stalks, steering wheel and ventilation system. Externally the GLS carried a plastic front spoiler.
'76 GTI
A year later major external revisions were made to the indicators, wrapping them around the front wings and the addition of plastic bumpers that reached the wheel arches (replacing the chromed metal units with thier shorter end caps) and black B-pillar trims. On the continent, the exciting new fuel injected version Scirocco, the GTI, had been released and was available as a left hand drive import in the UK until the right hand drive version arrived in 1979 known as the GLi.
The GLi was powered by the same 1588cc fuel injected engine found in the Golf GTi and was reckoned to be as good, if not better than the Golf, due to the Scirocco having a lower centre of gravity and a more slippery shape. The 1979 GLi was joined in the UK by another fuel injected model, the Scirocco Storm that was a top of the range model featuring leather sport seats and door cards, plush carpeting that continued into the boot and a black instrument panel. Externally it was identified by flatter versions of the GLS alloy wheels and a large front fibreglass airdam. Both GLi and Storm also featured the GTi front ventilated brake discs. 1979 also saw internal revisions for the GLS, replacing the seats for cloth covered versions with headrests and revised patterns. › Continue reading
Brake upgrades
Get in the engine bay and you can dial out some of the play in the pedal linkage by cracking the locknuts on the pushrod and adjusting that (ISTR the offside has reverse thread so just spin the rod to add/remove tension).
All of this will cost you little £s and can seriously transform the feel and performance of the braking setup before you really get serious with changing stuff.
The 256mm conversion gives you the 16v setup (for the Scirocco and Golf) up front and does this using either Audi or Vauxhall parts. The key is finding the correct caliper carriers as they need to be sized to take the Girling 54 caliper (common as muck) yet fit onto the mk1 bearing housing. Some Audis had similar bolt spacing on their front bearing housings:
Audi 80 quattro (83 to 85)
Audi 90 5-cylinder (85 to 87)
Audi Coupe 5-cylinder (85 to 88)
And of course the (genuine) 16v GTX rocco
Then all you need is the calipers discs and pads. › Continue reading