engine
Mk2 Scirocco Turbo
In the early 1980s VW experimented with various performance Scirocco prototypes, one of which is this Scirocco Turbo. The specially developed 1.7 litre engine produced an impressive 178 bhp that could propel the car to 138 mph. On the downside the Turbo unit returned a miserable 17mpg and when on boost the car proved difficult to handle. Turbo development was dropped in favour of the 16v unit and G-lader supercharging programs.
The car featured the Kamei X1 bodykit but used a special front spoiler. This had and extra grill that provided air for the turbo intercooler. The wheels were Audi 14” Ronal alloys. Notice also the number plate locators on the bumper. If the plate was mounted in its original location it would have restricted airflow to the intercooler.
View of the Scirocco Turbo engine bay.
Scirocco Turbo on the VW test track with the second Bimotor Scirocco.
Very special thanks go to Chris Gaskell for the Turbo photos taken in the Wolfsburg museum.
Research and material courtesy of Dr.Dub
Scirocco Bi-motor 280/4
The second Bi-motor Scirocco was created by the VW development department. This incarnation used two 16v engines. Each engine gave a power output of 141 bhp. A special bodykit was grafted onto the car to cater for the Audi Quattro alloy wheels. › Continue reading
Scirocco Bi-motor 360/4
Following on from the experimental ‘Twin-Jet’ Jetta, VW created the Bi-Motor Scirocco 360/4. The first prototype from 1983 was built by VW Motorsport. It featured two 1.8 litre four cylinder engines that were tuned to produce 180 bhp each. These were mated to manual 5-speed gearboxes that transmitted power to all four wheels. Total power out put was 360 bhp from what could be considered a 3.6 litre 8 cylinder vehicle. The Scirocco 360/4 (360bhp/4wd) was capable of going from 0-60mph in 4.5 seconds and reaching a potential top speed of 180 mph. This must be the ultimate incarnation of the Mk2 Scirocco. › 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
Engine codes and conversion options
I’ll refer to each engine by it’s first 2 letters of the engine number.
Stock Engines for Mk1
some of these may appear in an early Mk2:
I think there’s some 1.1 and 1.3l engines that were also fitted, but if you’ve got one, keep it cos it’s a bit of a European novelty 
JB – 1.5L 8v Carb Approx 70BHP
Found in mk1′s and mk2′s til ’82
Simple upgrade to 1.8 EX Carb engine
FR – 1.6L 8v Carb Approx 85BHP
Found on GLS Model
Simple upgrade to 1.8 EX Carb engine
EG 1.6i, 8v Approx 110BHP, All Mk1 injection models and Mk2 until 1983
This engine can compete happily with the 1.8 injection engines thus a KR would be a starting point for an upgrade as the fueling system is similar.
Stock Engines for Mk2
EW – 1.6l 8v carb approx 75BHp
Easy upgrade is to an EX as very little needs to be changed.
EX – 1.8l 8v carb approx 90BHp
Easy upgrade would be a KR on side-draught carbs. Fuel injection requires new pump and fuel lines.
DX – 1.8l 8v K-jet injection approx 110BHp
Easy upgrade would be a KR running K-jet injection.
KR – 1.8l 16v K-jet Injection approx 135BHp – Import (LHD) only
› Continue reading