Golf

The Volkswagen Golf is made in 8 series. The first series have already been given the status of classics, future classics and "youngtimers".

Golf 3 soon classic

Posted 27/11/2021 by Terje Bjørnstad

Does a model automatically become a classic just because its predecessor is? There's a lot going for it, and it gives you the opportunity to buy a classic while it's still cheap. The Golf 3 could be such a model.

There are several signs that the Golf 3 is going to be labeled a classic. Several car dealers in Europe refer to nice examples as classics. Moreover, the Golf 3 appears more and more often at car meets, especially GTIs. But does the Golf 3 have what it takes to become a classic?

Modern for its time

The Golf 3 still seems like a fairly new car. At first glance, it's hard to believe that the model is 30 years old – produced between 1991 and 1997. It's not just the design that has held up well. Safety is almost on par with today's cars. The Golf 3 is considered the model that brought airbags and ABS to the masses. The safety means that – if you buy a car for fun – you can let other family members use it with a clear conscience. With manual gearbox, this is a safe practice car for young drivers.

Missing "flare"

I have only driven the Golf 3 as a new car. Compared to the Golf 2, it seemed a bit boring on the road. Heavy and safe, but had lost a bit of the dynamics from the Golf 2. Power steering was a plus at the time, but the steering did not seem as sharp as in the Golf 2 without servo. The main impression was of a car that seemed slower and less spontaneous - a car that did not inspire mischievous driving. I experienced it the same way when I went from the Opel Kadett E to the Opel Astra F.

GTI

I have only driven cars with standard engines. Owners of the GTI and VR6 probably experienced far more driving pleasure behind the wheel. The GTI was first produced with the Passat engine – a 2-litre with 115 HP. From model year 1994, it could also be delivered with a new 16-valve 2-litre with 150 HP, although the 115-horsepower engine followed the model program all along. I am fairly certain that the GTI versions will be most sought after as hobby and collector cars.

VR6

It was sensational news that the Golf 3 could be delivered with a 6-cylinder engine. The VR6 engine was originally a 2,8 liter V6 SOHC 12V with 174 HP. Cylinder angle of 15 degrees meant that the large engine had a place in the Golf. Later came the 3,6 liter version with a cylinder angle of 10,5 degrees. The first cars to get the VR6 engines were the Passat (B3) and Corrado in 1991. The only Audi models equipped with the VR6 were the Audi TT and the Audi A3, both of which are built on the Golf 4 platform **). Many VR6 customers chose the automatic transmission. Audi's V6 engines (AAH) received automatic gearboxes from ZF, while the Golf was equipped with one of the Volkswagen Group's own gearboxes which could not withstand the high torque as well as the ZF gearboxes. On forum sites, VR6 owners complain about problems with their automatic transmissions. VR6 with manual transmission may therefore be the best in the long run.

Volkswagen Golf 3 Cabriolet (Source: FavCars.com)

Convertible

The Golf 3 came as a cabriolet version only in mid-1993 as a 1994 model. Until then, the cabriolets were based on the Golf 1. Production of the Golf 3 continued after the host model went out of production. When the Golf 4 was introduced as a 1998 model, the cabriolet edition only received the new one the front from the Golf 4, while the rest of the car remained identical to the Golf 3. This model is often referred to as the Golf 3,5. I mentioned earlier that the Golf 3 brought airbags and ABS to the people. You could probably also say that it brought the convertible to the people. If you want a convertible, the Golf 3 is a good choice. There are many of them - and they are relatively cheap compared to other convertibles. Most are equipped with the 1,8 liter engine - either 75 or 90 HP. They were also produced with the 1,9 TDI and with the GTI engines.

The campaign models

Model names with rock bands were cool in the 90s. The campaign models in Norway were as follows:

1994 Pink Floyd
1995 Rolling Stones
1996 Bon Jovi
1997 jokers

These models were specially equipped editions of the CL variant with specially designed interior fabrics, some additional equipment - such as white instruments, sunroof - as well as exterior decals. Besides the CL, the GL and GT were popular trim levels. The differences were mainly lavish seats as well as colors and materials in the interior.

Engines

Briefly summarized, the engine program for the Golf 3 was as follows: 1,4 60 HP, 1,8 75/90 HP, 2,0 115 HP, 2,8 174 HP (VR6). From the 1994 model you could get the GTI with 2,0 16v 150 HP. From 1996, the model got a 1,6 (8v) engine with 75 or 100 HP. Golf 3 was also the first Golf that could be delivered with a TDI engine of 90 or 110 HP. Today - as a hobby car or a fun car - the pump-nozzle turbodiesel engines are not the first choice, even though they were excellent alternatives for their time. The problem with the TDI versions is also that they were used cars that have been driven to shreds. The most applicable standard engine is probably 1,6 liters with 100 HP. This was a popular engine option. The 1,8-litre engine with 90 HP also appears to be a good engine choice.

Prices

In 1996, the list prices of the Golf 3 were as follows:

CL 1,6 100 HP 5D: NOK 185
GL 1,6 100 HP Business 5D: NOK 188
GL 2,0 115 HP 5D: NOK 227
GTI 2,0 115 HP 5D: NOK 238
GTI 2,0 16V 150 HP 5D: NOK 280
VR6 2,8 V6 174 HP: NOK 382
— with automatic: NOK 393
Cabriolet 1,6 100 HP: NOK 236

(Source: Skatteetaten.no)

Today's prices for the Golf 3 (standard car and convertible) can look like this:

20-30: Driven cars with recent EU approval.
30-40: Cars in better than average condition.
40-60: Cars in very good condition for their age.

1993 Volkswagen Golf 3 Variant (Source: FavCars.com)

An example of an example worthy of preservation - 08/1992 Golf 1,8 75 HP GL with 30372 km on the odometer at €6499. See link at the bottom of the post *)

Watch out for the following

Golf 3 is actually notorious for poor quality. When the model was launched, there were waiting times. In autumn 1992, customers had to wait 6 months for a new car. Whether it was high gear in production that caused problems is not known, but the cars towards the end of the model's life are probably better than early models. I have heard that many errors were corrected in cars produced from the second half of 1995.

On cars that are 25-30 years old, you can really expect anything. Then you should know that the share access is great. You can buy practically any part. Therefore, the biggest problem is rust. Rear fender arches in transition to ducts, ducts and front strut mounts are exposed. Low km is no guarantee against rust. Another point of irritation is the ABS if there is a fault in the system - something you have to reckon with. The Golf 3 diagnostic system is not OBD2 compatible. Uses KKL (OBD1).

Not all old ladies are equally trustworthy

Most Golf 3s sold today go to people who want a simple, everyday means of transport. But it is now possible to acquire a splendid example with one owner, for example an elderly lady. In the video below, you can see how to proceed.

car blog — A classic. 3-door Volkswagen Golf 3 GTI.

*) Link to advertisement

**) The article has been updated on 27.07.2022/6/XNUMX regarding the VRXNUMX engines

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e-Golf facelift

Posted 02/07/2018 by Terje Bjørnstad

It is not easy to discover the news on the upgraded e-Golf that arrived last year. The most significant changes are under the shell. More power, better battery capacity and increased range.

What's new

In the front, the blue line under the grill now curves around the outer corners of the lights. Previously, the line was flat under the headlights. The plastic piece under the rear bumper is new. It looks like exhaust pipes routed through the diffuser. Tough. Inside, it is possible to order digital instruments and a large infotainment screen. Automatic emergency stop for pedestrians and obstacles within 30 km/h is standard.

Charging – a small sigh of relief

When I collected the car, it had been charging all night, but the wall charger at Møller had probably taken the evening. 181 km is only 60% of the car's theoretical range of 300 km. I have the mate charger in my own garage. Occasionally I have to cut the power to the course to reset the software inside the box. Just like when the PC hangs. This is what I hate about electric cars. If the charging has not worked overnight, you could be without electricity on a day when you really need the car. But the childhood diseases lie in the charging box - not in the e-Golf.

Increased range

The first e-Golf had a range that was just right not stopped to pick up someone at Oslo Hovedflyplass from Oslo city. In the new e-Golf, the batteries reach Gardermoen round trip with a good margin. If the weather and road conditions are good, they can reach the cabin on Hafjell as well. Then I tested the e-Golf a couple of years ago, the range was the only thing I could put my finger on. Is the new e-Golf perfect?

A walk along the coast

We took the e-Golfen on a trip down the coast along the west side of the Oslofjord. I took pictures in idyllic surroundings. Lovely Southern idyll with white houses, piers and sea air. In several places you can park and walk along marked coastal paths. A trip to Hurumlandet can be combined with a car ferry between Verket and Svelvik, or the Oslofjord Tunnel for a maritime lunch in Drøbak, - although right now the tunnel was closed for maintenance.

Measured consumption

New e-Golfs do not need to be charged every day. Specified range adapts to previous driving patterns. I have never had any really negative surprises, but the range meter in the e-Golf can occasionally be experienced as less predictable than in, for example, the BMW i3. It may seem that it is affected too much by how you are driving at the moment. When I accelerated west onto RV23 going downhill outside Sætre, I experienced that the range meter suddenly dropped 20 km. Fortunately, they gradually returned after the speed had stabilized.

After the trip, the range meter showed that I had driven 50 km, while in reality I had driven 88 km. Measuring expected range is not an exact science. It is therefore reassuring to see that it is actually possible to follow the stated range on a nice summer day. The calculated range can never be completely precise, but works in daily use.

Driving pleasure

When I drive an electric car, I find a kind of bizarre joy in driving as economically as possible without obstructing traffic and without the passengers noticing anything. One can of course debate whether this is driving pleasure, but it is actually about an interaction between man and machine, - and the nature of the road.

Sundbyveien between Slemmestad and Båtstø is a slightly hilly and winding country road. With the e-Golf's fine torque, I only need to push the gas towards the bottom of the hill and let it up just a little bit. The batteries are charged before we reach the top of the hill and are strengthened as I release the gas further up towards the bend and down the next hill. I have no doubt. This is driving pleasure!

Driving in "Eco" mode often puts a damper on driving pleasure. In the e-Golf, I don't think it matters much whether I drive in normal mode or Eco mode, as long as I'm in a calm traffic pattern. Regular Eco mode works fine for me. Eco+, on the other hand, means that you have to step much harder on the gas. It reduces the top speed to 95 km/h and shuts down climate functions. This kills the driving pleasure in a nice car. Should only be used in emergencies.

On the road

I have said that the previous e-Golf was suitably motorized. Still, I like that it has been given more horses. 136 HP and torque of 290 Nm from standstill is exactly as it should be. Without stress, you can pull the car up to 60 km/h before the driver in the car next to you has had time to release the clutch. The only thing you have to watch out for is not to be too hard on the gas when you take off.

The artificial engine brake can be set in three stages. The engine brake works well and gives the batteries a charge. In the weakest step, you can charge the batteries just by easing off the gas a couple of millimeters without affecting the flow of traffic. The feature is brilliant for maximizing range.

The e-Golf is good in the bends. It is slightly heavier than the standard Golf. With the batteries placed between the axles, the weight distribution is favourable. Sharp and quick movements with the steering wheel feel unproblematic. The car feels rock solid. Still, I've never had the desire to put it to the test. It's not because the e-Golf isn't capable of it, - but you don't drive rough with an electric car?!

Comfort

Since the e-Golf is a Golf, the comfort is basically the same as you get in the Golf. There is little to complain about. That is why I focus on what is special for e-Golf.

I don't know if there are more people than me who do it, but when I drive an electric car, I adjust the interior temperature to save electricity. No reason to drive with the fridge at full blast, as it were. It provides a self-selected reduction in comfort without me having measured exactly how much electricity I save.

The sound level in the upgraded e-Golf is the same as in its predecessor. While driving, only tire noise is heard. It's basically the same sound image no matter what speed you keep. In the long run, it can feel a bit monotonous and sleep-inducing. It is therefore important to have pleasant company or find a good radio station.

Conclusion

A lot has happened on the electric car front, - and more is to come. The uncertainty is so great that I would be skeptical about putting too much money into an electric car. I recommend the very most expensive electric cars, such as Tesla lease rather than owning. The e-Golf is also a rather expensive electric car. With equipment, it should be well done to get below 350. The competitor Nissan Leaf Tekna is at 000 and the Hyundai Ioniq EV is available for 304 with the Teknikk equipment package.

Both the Volkswagen e-Golf and the Nissan Leaf have proven to be durable and good cars over several years. They are perhaps the safest electric car purchases you can make today in terms of finances. The increase in engine power and range means that the e-Golf can work well as car number 1 for many, given that you can charge at home or at work and do not need a station wagon. The new e-Golf is a perfect electric car. Fortunately, it still feels like a Golf.

Facts about e-Golf

Before the facelift. After facelift below.

WEIGHTS AND MEASURES
Length / width / height in cm: 427 / 180 / 147
Wheelbase in cm: 263
Luggage volume in litres: 341 (39 less than the standard Golf)
... with seats folded down: 1231
Net weight in kg: 1540
Trailer not possible.

PERFORMANCES
Horsepower / KW: 136 / 100
Torque in Nm: 290 (constant)
Acceleration 0-100 in seconds: 9,6

CHARGING
Standard plug: 17 hours
AC 3,6 KW: 10 hours 50 minutes
AC 7,2 KW: 5 hours 20 minutes
DC 30 KW Quick charging: From 45 min under ideal conditions

Range graphics
PRICE LIST
Price: NOK 327
Metallic paint: 4
Technology package + LED light: 8 full price - promotional price NOK 800 (You must have this!)
Keyless: 6
Active Display digital instruments: 4 (This is a must have!)
USB and phone charging: 3 (Recommended)
Good sound: 5 (Recommended)
Rear parking sensor: 1 (Recommended)
Ambient lighting (step lights, etc.): 1

infotainment
COMPETITORS
Nissan Leaf Tekna: 304
Hundai Ioniq EV: 247
...with equipment package Technology: 272

Annet
The car is rented through the car sharing app HIRE.
Source: www.volkswagen.no

PHOTOS

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Temperature control of electric car batteries — e-Golf lacks active cooling of the batteries!

Folke-e-wagon

Posted 27/09/2015 by Terje Bjørnstad

E-Golf a fun car to drive, both because it is an electric car but also because it is a Golf.

Look-and-feel

Definitely a Golf, I thought as I sat down. The only difference I immediately noted was that the tachometer had been replaced with an instrument for charging and consumption. Otherwise, there are a number of small details that spin on the "blueline" theme, such as a blue line in the grill, a blue luminous entry strip and blue threads in the seat cover, in the steering wheel and gear lever cuff. I like the special daytime running lights that are also visible from the side. The E-Golf is well equipped in the standard version with, among other things, navigation, a leather steering wheel and interior decoration features. The test car also had automatically retractable mirrors, dark windows from the B-pillar and front and rear parking sensors.

The passenger commented that the seats seemed flat and simple, - and that the sound on the radio seemed a bit flimsy. It could of course have something to do with the fact that she had just before driven in a more luxurious car. The E-Golf is not premium, but both front seats had height adjustment, lumbar support and heated seats. No reason to complain.

Driving pleasure

You start it like a regular Golf with automatic transmission. One foot on the brake, turn the ignition key, release the handbrake, put the car in "drive" and drive. The E-Golf is very easy to drive. Since electric motors have a flat torque curve, it pulls completely from standstill. Acceleration is almost imperceptible and with an absence of engine noise.

You can drive in three programs - "Normal", "Eco" and "Eco+". In "Normal" you get 115 horsepower, torque like a diesel and a top speed of 140 km/h. That's more than enough. The extra weight that electric operation entails is not a deterrent. The E-Golf weighs the same as the Golf Alltrack station wagon. It seems that Volkswagen has found a favorable weight distribution, because the e-Golf sits well in the corners, - even when I make a lane change in the middle. It also feels like the car is somewhat lowered compared to the standard Golf.

If you drive in "Eco" mode, you get the best between range and performance - and a good portion of driving pleasure. In "Eco+" you notice that the engine pulls less, and you get lower performance on the cooling system, but it is completely unproblematic to follow road traffic, as long as it stays below "Eco+'s" top speed limit of 90 km/h. It is true that the range is increased by a few kilometres, but the driving pleasure is reduced. I don't think I can ever get comfortable with the engine cutting above certain speeds.

While driving, you can create an artificial engine brake by tilting the gear lever to the left 1-3 times while it is in "Drive". Energy is then created which charges the battery (recuperation). This is a nice function to use when the road slopes downhill and you actually need the engine brake. In the normal position, you have no engine brake at all, and may end up using the ordinary brakes a disproportionate amount, especially if cars in front brake on the gears. Of course, energy is recovered when you use the ordinary brakes as well.

e-golf-recovery-level

I have not been able to find out how much the artificial engine brake was able to add in increased energy. I drove a stretch of exactly 8 miles from Oslo over Sollihøgda to Hole, and from there down the Lierdalen to Kjellstad and home via the Lierbakkene. In a temperature of 14-15 degrees and a dry road surface, the car's range indicator matched surprisingly well. It told me before departure that the range was 153 kilometers on departure and 71 on arrival. For a long time I was very well connected, but on the way up the Lierbakkene at a brisk speed, 20 kilometers "disappeared" without a trace.

Comfort

In electric cars such as the e-Golf, you get a feeling of comfort during acceleration, for example when driving out of an intersection. Almost silently and with a steady pull from the start, the car gets up to speed almost imperceptibly. No jerking, no high revs, just like a luxury limousine.

The absence of engine noise is a comfort plus, but what little is left of sound, namely the rumbling of the road, can be quite sleep-inducing. I would therefore recommend a good sound system. The road noise was not intrusive, but present to a high degree.

In fine September weather, it was not possible to properly test either the air conditioning or the heating system. Even if the electric car can produce a perfectly good interior climate, I would hesitate to make full use of it for fear of having the range cut short. I think that when using an electric car, I would tolerate a couple of degrees warmer or colder than I would in a normal car.

Place

At first glance, the luggage space in the e-Golf seemed as large as in the standard Golf. On paper, however, about 40 liters are missing. No more. One can praise Volkswagen's engineers for the way they have managed to place the batteries. The E-Golf not only has slightly less luggage capacity than the standard Golf, but you also lose 100-150 kg of payload.

Safety

According to NCAP, electric cars are as safe as other cars when it comes to passive safety, i.e. the damage that occurs in collisions. The Golf has good and safe driving characteristics, so does the e-Golf. I would particularly like to highlight the braking properties.

Another thing worth mentioning about the e-Golf is that it has adaptive cruise control as standard. You can see the sensor in the lower air intake in the front.

Economy

Electric cars are good economics at the moment, partly because of low tax rates, high demand for used ones, and - not least - the fact that you can fill the batteries at home for a couple of tenners. The base price of 258 includes everything you need. I can't immediately point to anything man mustn't have in addition. I suspect that the importer has put a lot of effort into equipment because electric cars are, as you know, duty-free. The test car's list price is 269. Not bad either.

On the downside, there is perhaps the danger that new advances, especially with regard to battery technology, could reduce demand for yesterday's electric cars.

Better range than most, but wish it was better.

e-Golf

Easy to drive
Absence of engine noise
Lots of equipment included

e-Golf

Range

White WaveDesign logo

See

Volkswagen.no

Everything is correct in the Golf with 1.6 TDI 105 and DSG.

Looks small, but you sit high and airy in it.

2016 Audi A3 e-tron. Rechargeable hybrid.

2016 Toyota Auris 1,8 VVT-i Hybrid Active S.

Golf 7 – where everything fits

Posted 30/09/2014 by Terje Bjørnstad

You can't go without the Golf when considering a compact family car. We have tried a car that many Norwegian car buyers have chosen - and will choose. Some may not choose to pay the deposit for the lovely DSG automatic transmission. But they should. Because it makes everything work.

Look and feel

You settle in. Everything is where it should be. Everything, from door handles to seat settings, - to radio settings. You will find a correct - almost optimal - sitting position., The interior is beautiful. Everything you put on feels solid and complete. I have to feel what kind of seat cover I'm sitting on. Fabric, but perfectly fine. The steering wheel lies well in the hand. The DSG gear lever begs to be put into drive. Here you just have to enjoy yourself. I want to give a 6, but realize that it must be saved for real luxury cars.

Driving pleasure

I had to check that I had not been given the 2-litre. This is a Golf 7 1.6 TDI but feels stronger. It is said that the DSG shifts better than even the most experienced driver. I like the way the gear finds the next gear. That sounds amazingly good. A few times there are misunderstandings between driver and technology, for example when you have just changed your driving style but suddenly change your mind. Anyway, the drivetrain is absolutely fantastic! This car has the best and safest driving characteristics in its class, everywhere - on the motorway, as well as on winding mountain roads. And exceptionally easy to drive. It almost runs by itself.

Course 7

Comfort

First drive, 2 hours on motorway speeds around 130 km/h go by effortlessly. Low noise level. We sit well. We are just as satisfied after putting in a few trips over winding mountain roads on rough and uneven asphalt.

Place

Externally, the Golf 7 is slightly shorter than competitors such as the Opel Astra and Citroen C4. It is not noticeable on the interior, neither in the passenger compartment nor in the luggage compartment.

Safety

Passive safety is one of Golf's 7 best selling points. I would like to highlight the car's good active driving characteristics. Few compact family cars feel so predictable and safe.

Economy

Two hours at a speed of around 130 km/h gave a consumption of 0,45. Not bad. But can be matched by several competitors. But few can compare to the Golf's resale value. Our test car had Start & Stop, but it does not harmonize well with the DSG. I turn off this function in cars with DSG because it can start inadvertently several times at a red light, just by changing the pressure on the brake pedal. That is, without releasing the brake.