Without you the dedicated fan and loyal subscriber, we would be little more than a few car nuts. We want to thank every person that has visited the site, liked a picture on Facebook,  stopped in at a booth or the studio, friended us, or reposted any of our content. We are so grateful that you think highly enough of the work we put so many hours into perfecting. We also want to thank anyone who has ever bought merch from us or repped a shirt, sticker, hoodie, or lanyard. The fact you chose to let everyone aware of your love for VAG in HD or how you feel about someone else’s stance, really does mean a lot.  Finally a big shout out to all the car owners that allow us to cover your one-of-a-kind and unique creations. If it wasn’t for you we wouldn’t even be here. Thank you for your patience with the photo shoots and extensive questionnaires.

2012 is already slated to be a big year for us. We are completely revamping the layout of the site in order to make it more user friendly and fun. There is definitely gonna be some other game changers that we have under wraps so be ready to get down or lay down.  Along with the new site, we are also in the process of a redux on online store. I’m talking racks on racks of stoopid swag that will make your little mouths water. Need one of our preexisting original desgns? We’ve got that covered too because we now have a more user-friendly checkout with faster shipping times.

Last but not least, Danny would kill me if I didn’t mention something about the dope new cars we have lined up. Seriously, some of the hottest cars in any scene in the world. We have content that you won’t find anywhere else. On top of cars we have numerous new events including European drifting events and more local homegrown shows that we all wish we could attend. This year we are even going to have everything from small town tuner shop builds to a wide variety of exotic and VIP cars.

We’re goin’ four game sweep all the way through the playoffs straight to the finals. Stay Tuned….

The Euromedian Staff would like to wish everyone a happy and healthy 2012!

Ahh….The rusty and trusty MK3. The platform that for many, made us want to get into a Volkswagen and race down an empty desert tarmac like Jesse from FnF. OK well maybe not but if you grew into the Euro scene during the late 90′s then this was the must have sedan. The platform has proven to be a steadfast model indeed. Its been over 12 years and three successors since the car was in production but yet it continues to have a plethora of aftermarket support from anything from suspension to interior to engine.

Jettas’ of the Mk3 variety not only serve as the perfect stage for a novice enthusiast to hone his/her passion but can also be presented in a very professional manner as well. They are not only plentiful and cheap but are also relatively easy to modify compared to newer models like Mk5s and 6s. In fact this is the last chassis that I would lovingly classify as a ‘Toolbag Volkswagen’ i.e. a VW that can be repaired with nothing more than a few simple hand tools kept in the trunk. Nowadays you need a small garage in-tow to repair the more problematic 20v this or haldex that. In fact all you really need to keep on hand are 10mm, 13mm, 19mm, and crack pipe .

In the Jetta game you would be hard pressed to find nicer examples of real cars anywhere. Cars that are driven. Driven to shows, to this photoshoot. Trailer queens are nice and have their place; On a trailer. This pair of Jettas are 100% functional and do exactly what they were built to do- To Stunt. The pair are owned by friends Steve Snyder and Brian Zollo. Steve and Brian have spent countless hours bouncing ideas off of each other and can often be found wrenching on one another’s rides. Although both cars took similar path, both are unique interpretations of their owners own ambitions. Both were aquired with some halfhearted cheesy mods but through their own independent wills, were saved from ruination.

The Pennsylvania pair had their minds right when they rolled out these two stunning sedans.

This dope tornado red GLX when purchased had little more than a set of beat up coilovers and MK4 wheels. Owner Brian Zollo had little on his mind other than dumping it on the ground and calling it a day. Usually that fallacy falls by the wayside the day you roll out of bed and realized you just had to step over a euro bumper or tiptoe around a couple sets of wheels to get to your morning coffee. For Brian it didn’t take long to figure out that it wasn’t going to be just another daily beater. A few restless night surfing the ‘tex steered him in the direction he wanted to take his car: A European Vento.

Steve picked up his ’98 in a very similar manner as comrade Brian. He had little intention of doing much with the car until his great epiphany came only a month after ownership when he realized he had amassed enough parts for a very respectable build.

Mr. Snyder proved to be a real gear head at heart. This guy literally eats, breathes, and shits automotive. He is UTI auto graduate and works for American Muscle, the largest Mustang parts distributor in the US. He picked up his first MK3 when he was only 14! Few of us were concerned with owning a car at 14. I’m pretty sure at that age, I was still wearing Ninja Turtle onesies and eating Froot-Loops. The fact that someone had a passion that is still as relevant today as it was years ago is astonishing. In addition to his lust for MK3s, he has also owned a Mk4 GTi, TT, Evo 8, S13, and a five year long ’82 Rabbit project.

The car holds a bit of sentimentality because it was purchased from his hometown of Patterson, NJ. Steve reveals, “I lived there until I was six, so this is kinda like buying a piece of my childship.”

Brian has owned the red GLX for just over 3 years now and originally scored it in trade on an early B5 A4. He very well may of strayed down the path of evil if it wasn’t for his his 1993 Civic being heisted one day while he was away at school. That was all it took for him to shun the Honda scene and get behind something more… erm respectable. He disclosed to us that he had been into MK3 Jetta’s for quite sometime and had even wanted one while owning the Civic. So when the time came to pick one up, it was a definite no-brainer.

The sedan sits mighty right on a set of 16×9 Carmonas, all the way around. Very few Mk3s out there could pull off such such wide wheels with ease. You have to remember that these cars were designed to be nothing more than sporty FWD econo-boxs. The fact that you can fit a wheel that was intended for a RWD vehicle should not be understated. Brian said that the fitment was by far the most challenging part of the build. He credits a lot of, ” Grinding, trimming, and notching” to get the car to sit the way it does. Of course I’m sure a touch of air ride didn’t hurt either.

This car just shouts EURO! Around every corner you see the influence of the car’s European counterpart. It features smoked E-codes, Golf Euro bumper and authentic Vento rear. The Kercher wheels themselves are unmistakably European as well. The deep dish ‘fat 5′ style has been popular for well over the past 20 years.

Brian is satisfied with how his first Jetta turned out but one day hopes to do an .:R32 swap, fresh paint, and a full shaved and tucked bay. Since the motor is a bit further down on the wishlist totem, he plans on addressing the engine bay next and then look into procuring a true Vento front fascia.

Steve’s ‘TAILORED’ build was just that. It was the first blank canvas build he had completed by himself. It wasn’t someone else’s unfinished project but rather a fresh medium to apply anything his heart desired. He, like most of us, figured out what he liked after countless hours of searching local and international forums. Through what can only be defined as a trial and error process, he decided on the direction he wanted his Jetta to go. Although the work was 100% Steve, he commends his dad for inspiring him to follow his dreams and to never settle until you get what you want. This never ending crusade it what makes this scene so amazing. It’s this kind of mindset that keeps our love so vibrant and ensures it will never become stagnant and sustained.

From just listening to the manner in which Steve speaks of the car, you really get the notion that he really enjoys all the time and work that went into building it. Being a true perfectionist at heart, he is never satisfied and would love to eventually replace the interior with “Something crazy”, and ultimately swap in a power plant that has yet to of been done.  At this point though, he is just enjoying his creation and remarks, “I always get a kick out of playing with the switches.” One day he wants to make it into magazines with one of his builds. He also hopes his wallet will outgrow his elaborate ideas. All I have to say is good luck with the latter. A dubbers mind is forever a restless one.

Car Specs: Steve “I-don’t-have-haters-just-fans-in-denial” Snyder

• 1998 Jetta VR6

Engine

• k&n drop in filter
• c2 motorsports chip
• magnaflow cat-back

Suspension 

• air lift struts
• accuair management
• vu4 manifold
• switchspeed controller
• 5 gallon tank
• 1 viair 380cc compressor
• esm 16×7.5 165-35-16
• esm 16×9 205-40-16

Interior

• stock

Exterior

• vento grille
• euro front bumper
• vento rear bumper
• e code headlights
• gl trunk (with out spoiler)
• all red tails

—————————————-

Car Specs: Brian Zollo

• 1997 Jetta GLX

Exterior:

• early vento grill
• vento rear bumper
• golf front euro bumper
• vento plate tub
• smoked ecodes
• smoked fogs and turns
• ABT replica side skirts
• textured moldings

Interior:

• NRG steering wheel
• wrapped headliner
• euroswitch
• false floor in trunk

Suspension:

• Airlift front and rear struts
•  AVS switchbox
• 8 smc valves
• 5 gallon tank
• viair 380c compressor
•  ¼” air line

Wheels:

• 16×9 et15, Kerscher Carmonas with 205/40 falken 512s

Engine:

• neuspeed pchip
•  custom 2.5” exhaust with magnaflow muffler

Greeting and salutations. This week we are presenting to you a neat little Golf from across the way. This fourth gen Golf comes to us all the way from the Netherlands.  Up until a few years ago, the Dutch have had little notoriety in the world wide car scene and have rarely gained any acclamation outside of a regional level. That is quickly changing and they are rapidly making up for lost time, mostly with throwback Mk1s and pre-E36 BMWs. This Golf may not fall into that classic category quite yet but nevertheless it is no slouch in the VAG scene anywhere.

I think one of the most common fallacies held by the car community today is that the only way to gain any attention from the media, photographers, or judges is to extensively modify every aspect of your car. As if your car didn’t support that diamond tucked ostrich skin Recaro A8 seats, then it wouldn’t get any coverage. For myself, I really appreciate the understated cars that get passed over. The cars that don’t need neon colored wheels or silly painter’s tape gimmicks. I like the cars, like this Golf, that speak 1000 subtle volumes. This Golf just beckons a second, third, and even forth look to identify the inconspicuous features that really do make this car a work.
Of course with this car being from Europe, it came factory equipped with all the cool little tidbits that we were never obliged. The shortened euro bumpers and blue aspherical mirrors are always hot ticket items stateside. It even features a set of Hella red tail lights that keeps the eye from being distracted by a set of multiple colored lenses. One of the most overlooked OE parts that it has is the European glass headlight lenses. They not only last much longer that their plastic counter parts but are also the secret to how most showstopping Mk4 keep their bulb lenses from being affected by the hazing that plagues the Mk4s. This Golf is also sporting the standard base model lip that is rarely seen outside of your base model Golfs.

Mirrors and headlights are all nice touches but the most pronounced and eye-catching part is by far are those fender flairs. All four have been drastically pulled and extended. It’s not so drastic that they draw from the whole car but just aggressive enough that they could nearly pass as being factory original. Modifying any body is a very risky measure and more times often than not, can go South and destroy the character of the car. In the case of owner Rob, it is undoubtedly an aesthetic ’value-added’ modification that payed out in dividends. It not only looks great but also serves a functional purpose of letting you tuck some major rubber under those wheel wheels.

Just another proof positive reason why wide body is best body.

The modern quandary facing any stance-seeking auto owner is that illustrious quest to achieve the perfect fitment while being functional enough to preserve the bodywork. This makes it that much more of a balancing act knowing you have a lot of time and fiberglass invested in a project. After a rogue pothole chews up a fender, most owners could scrape by with a 30 minute scrapyard excursion to pull another one. This car however, isn’t so lucky so it is that much more important that the form/function equilibrium be maintained. When your talking about sandwiching the fender between an inner wheel lip and a tire bead, sometimes millimeters isn’t even the correct scale to refer to. I’m talkin microns homie!

The 25 year old also opted to replace the stock interior with a nice OEM upgrade. The car was slightly updated to an R32 interior. Although coming from the same body style car, the R32 interior feature much more aggressive, race inspired front seats. They are more heavily bolstered than any other seat available and were manufactured by Konig, strangely enough. They have also been retrimmed in a suede type material that could easily pass as OEM to the unsuspecting eye. The Audi TT shifter boot and Stig air freshener were both neat touches as well.

Rob has owned the car for 5 years now and was more that happy to speak to us about his creation. He boasts that it was originally slated to be a normal, stock Golf but somewhere along the way he got sidetracked. He claims his plans just changed over time but I still like to believe he, like nearly all of us, was infected by some virus that turns us into brainless, car-modding zombies. Either way, his work paid off in not only the eyes of us here at Euromedian, but also in his own eyes.

You see, when we interview a prospective feature’s owner, we ask them to assign a number between one and ten to their overall happiness on the outcome of the project. The usual answer is either 6 or 7. Rob said that his satisfaction thus far was easily a nine and that he was extremely pleased with the wheels and paint. He also was happy at how well the car exhibits the Euro and US tuning styles that you see more and more of. If money were no object he says he would like to redo the interior and work on the engine bay as well.

Overall I really like the car. It may not be extremely modified but it goes to show you what a little bit of paint, bodywork, suspension and wheels can get you. I would be more than happy to add this car to my collection any day.

[View with PicLens]

•  SPECS: 1999 Volkswagen Golf MKIV
• Engine: 1.8T 20V with 150 BHP
• Suspension: Custom made front struts with Koni inserts, Firestone rear bags, Eibach camberkit  up front
• Interior: Full R32 interior with jubi GTI headliner/ABC pillars, Audi TT shifter
• Wheels: 18″ BBS RS polished
• Exterior: Porsche Topaz Brown Metallic, shaved antenna, hatch release, front plate recess, Mini Cooper S fuel Cap, pulled and molded fenders, Hella red tail lights

Thanks:  The person that got me into modifying, Richard, who has helped me out a lot the past years.

Thanks to Richard, I met Neleward. Neleward is the guy responsible for all the bodywork. Without him the car
wouldn’t have made it into this stage. He’s taught me an awfull lot as well!

 

Most people however, are not Matthew Balls. He has not only successfully mated a Type 2 frame to Mk3 body but he also did it with such a gusto that the average, uninformed layperson could hardly tell it isn’t OEM. Whether you regard this and downgrading the Mk3 to a Bus frame and engine or upgrading a Bus with a Golf body, we all agree that this unique creation looks downright amazing.

Obviously the two completely different chassis, although both hailing from Wolfsburg, are far from being a direct bolt together affair. To my knowledge no one offers a Type 2-to-MK3 adapter plate, so you know all of the work was ‘measure 5673565, cut once’ operation. It features am aircooled frame head, Type 3 transmission tunnel. As far as the custom work is concerned, it has a set of one-off floor pans, firewall, and tubbed wheel wells in the front for that narrowed torsion beam. It even flaunts that trademark, classic aircooled stance where the front wheels sit three to four inches inside the arches. The whole design is a very refreshing blend of water and air. Basically a best of both worlds car.

The body looks distinctly Mk3 until you turn the corner and see that brow-lifting trumpet pipe that is rarely seen beyond the bounds of the performance aircooled community. Once that hatch is popped, it puts all the initial questions of the car’s identity to rest while it raises about 100 more regarding the installation of such a motor in the car.

Matthew was even clever enough to retain the Beetle’s ease of lowering. I don’t know of any other Mk3s that are on the verge of dragging rocker on 18″ wheels, all the while being static. The car is so magnificently slammed that one can only assume that that the wheel even has a full tire on it as most of it has disappeared into the wheel arches to who-knows-where. He also had the front and rear hubs redrilled to accept the 5×100 RML snowflakes from 1552. Measuring in at 18×8.5″, they look perfectly suited to the chassis and are sure to handle all the power put down by that legendary 1600 motor.

I could only hope he actually drove around causing this much of a ruckus; Throwing fire balls all the while. In fact he should probably change his first name to ‘Fire’. That’s right, Fire Balls.

The one feature that impresses me the most is that the car retains most of its practicality and drivability. Although the car isn’t able to turn full lock to lock, it is far from being undrivable. It features a 1641cc on twin 40mm Weber carbs, Con rods, balanced pistons, Engle 110 284º duration cam, 4-1 header, as well as a few other bolt-on goodies. In total, its a low, spark-throwing, fire-breathing(literally) monster. More than that it is a testament to ingenuity, creativity, and design. Very few would ever attempted to tackle such a daunting task and if truth be told Mr. Balls would probably rather not do it again. I tip my brim to him for having the courage to be different and to travel uncharted territories in automotive modification and fabrication. This project could of went South in so many ways but instead, it has become a beautiful ‘Mk 3eetle’ that is sure to still be a head turner 50 years from now.`

Engine

• 1641cc
• Balanced pistons
• Con rods
• Engle 110 camshaft
• Lightened and balanced crank
• Twin Weber IDF carbs
• Water pump…jk
• 4-1 header with stinger tip
• Points ignition
• External mounted oil cooler
• Beetle fuel tank
• Gene Berg throttle linkage

Gearbox and differential

• Stock 1500 from a Type 3

Suspension and brakes

• Beetle disc brakes drilled to 5×100
• Beetle drum brakes drilled to 5x 100
• Type 3 pedal box
• 2″ narrowed front Beetle beam on a Type 2  frame head connected to a Type 3 spine welded to the floor halfs of the Golf
• Rear sub frame is type 3 notched for extra clearance using adjustable spring plates

Bodywork/exterior

• U.S. spec hatch
• Deleted fuel filler cap
• Deleted side marker
• Deleted wing
• Painted Nimbus Grey from an Audi TT
• Type 3 transmission tunnel
• Custom floor pans

Wheel setup

• Fifteen 52 snowflakes 8.5×18
• Falken 205 40′s on front and rear

Interior

• Stock Golf retrimmed in red with removed headrests
• Bespoke Black carpet
• Type 3 handbrake
• Golf seat belts
• Bug Tech shifter

Any thank-yous?

• My wife and kids, mum and dad, Merle, Tim and Sarah, Lee from Beaker’s Blog, and finally the guys from Fifteen 52

In the watercooled Volkswagen tuning scene around the world, nothing is more revered than the MK1 GTi. No other model has had more of an influence on modern trends and fads while at the same time, being so deeply rooted in a rich motorsport heritage. It’s a car that has a mind all its own and refuses to fade into obscurity. There is always a great amount of respect owed to their owners, not only for having the patience to deal with such a fickle, outdated platform, but also for having the vision to create something innovative, untried, and fresh. Tackling the marque with a MK5 mindset will leave you broken-hearted and ultimately broke. Period. These cars have a mind all their own, and it takes an owner with an equally strong mind to push practicality aside and actively undertake restoring a MK1.

Maybe I am a bit biased when it comes to the early watercooled cars, but I feel that the MK1 GTi is the epitome of what a 1980s sport compact hatchback should look like. Sleek appearance, solid platform, lightweight, and nimble suspension. There are few cars have had the legacy to span four decades of production.

I think the reason they look so classy but undated is the fact that there are so many different styling combinations you can go with all while using nothing but O.E. parts. Any model of car can have parts custom-made to fit it, whether it’s a body modification like an air dam or an interior modification like a dash swap. MK1s on the other hand can not only do this but you can style these cars using nothing but part bins from other model MK1s. Say you want a bumper. Well you can get a euro chrome bumper, plastic euro bumper, Cabriolet clipper kit, a North American GTi bumper, or even an NA bumper and cut it down. This doesn’t even include all the little minor differences among the bumpers or all of the dealer options like Kamei and BBS bits. There is literally an endless combinations of O.E. parts to choose from.

The owner of this beautiful ’79, John Walter, had to have felt the same when he picked up this one of a kind creation. The car was purchased in 1999 for a paltry sum of 360 euros. Despite the vehicle looking pristine today, it bears little resemblance to how it looked 12 years ago. It has undoubtedly been a labor of love with untold hours and days poured into making it not only one of the nicest vehicles I have ever written about, but also one of the sharpest MK1s on the planet.

The first two years after the initial purchase was spent just cleaning , welding problematic spots, and addressing all of the usual A1 bugs. I can speak from personal experience and say that when you get into restoring an old car, not just a MK1 in particular, it’s not usually the big things that get into the pocket; it’s all the little $10 and $20 parts that wreak havoc on your pocketbook and nerves. I have had to miss a couple of meals due to not having enough money allotted for ‘unexpected breakdowns.’ After a while you begin to expect them and when you go a week without one, you feel on edge and out of place. It’s the same feeling when you are tip-toeing through a haunted house waiting for a monster to jump out.

In 2003 John finished the car…Or so he thought.

In March of 2003, with the help of an uncle, he tore down and rebuilt the original 1.8l 8v DX motor. Said engine put out a punishing 110 hp to the crank. Later that year he installed a set of MK3 black leather seats. The seats are an affordable upgrade that really do add a touch of sportiness to a worn interior. You can pick up a set relatively easily and the seats can be retrofitted into a MK1 in less than a day.

I have owned a few cars, most of which I felt no real need to bolt on any performance adders. The Mk1 is not one of those cars. John had the same sentiment and in 2004, he swapped out the 8v for another 8v. This one just happened to have a supercharger and carried the name G60. It also put down 225 hp which was well over double the output of the previous engine.

The next 4 years were spent chasing down more power for the G60. John sourced and installed a bench-flowed, cross-flow head from an Audi 1.6L A3. Why did he do this you ask? Well I would say ‘MOAR PAWR’ but he actually did it for aesthetics. He lamented, “I first had a G60-T with the original G60 head but than you can’t see the turbo, so I decided to build a cross-flow [head].” More power was just the icing on the cake.

By 2008 he had reached the pinnacle of power with 288 hp and 287 lbs-tq. Both very respectable figures considering this is a street driven, supercharged 8v, weighing in at no more than 2200 lbs. On top of that, all of this power is harnessed with daily driver reliability, which is a hard feat with nearly every MK1. It seems like you could replace every nut, bolt, and component on an old car but by the time you’re finished, you have to start all over again. John has navigated his way around this by installing newer technology, like the KMS standalone engine management.

By the time 2010 rolled around, John was very adept at pulling and rebuilding engines. So when it came time to rework the engine, that’s exactly what he did. He plucked the motor from it’s nest and did a complete rebuild on it. Before plopping it back in the bay, he mated the G60 to a 02A 16v Corrado gearbox.

Now we arrive to 2011 with this gorgeously stunning Diamond Silver Metallic Golf1. Words cannot express how perfect this car looks. I would honestly be afraid to know how many countless days, nights, birthdays, and anniversaries were spent polishing and perfecting the most minor of details. The pristine fit and finish reveals that this was far from a novice build and that Mr. Walter really did have his head on straight when he crafted this beauty. Everything from the chrome euro bumpers to the shaved hatch to the polished OG BBS 001s flows together perfectly. I honestly wish that I was into Volkswagens when I was a wee lad because a poster of this car would of definitely been hanging above my bed. John claims he has over 20,000 euros invested into the car, not including the hours spent wrenching on it. That makes it one of the cleanest and most expensive builds we have featured yet.

The European long tail conversion is a mod rarely seen stateside but luckily for John, this was OEM to the car. The all-red lenses look perfect on there as well. Also, what show car would be complete without a stainless turn-up tip? They always look great and are a small throwback to the trumpet exhausts that are popular among the aircooled guys. The defroster-less rear glass is also an extremely rare option. I know that stateside, it was only offered for 3 years on the most basic-modeled Rabbits. The are extremely sought after and look phenomenal.

The peanut butter LS Recaro Power buckets are not only practical because they give the driver better posture, but they also look amazing in everything they are installed in. This first gen is no exception to the rule either. Whoever said black and brown don’t mix obviously never saw the interior of this car. To add to the mojo the car exhibits, matching leather door cards and shift boot were added as well. Many times, owners will go overboard trying to ‘accent’ every piece of trim in the interior. So much so that the colors no longer compliment each other and actually clash in a major way. This could not only look distasteful for the interior but also subtract from the entire car as a whole.

Another first that I just noticed is that the car has a ridiculously amount of nooks and storage. The upper and lower glove boxes are a pretty cool idea, not to mention the lower glove box is a pretty rare piece in and of itself. It also has gear selector, cubbie hole, lower dash kick plate storage bin, and the lower ashtray nook, which appears to have a speaker installed in it. If only it had some type of stow-n-go setup where the seats folded into the floor, it would be set.

Lastly, we have the most important aspect of any car, the engine. Without this, it would be nothing more that a carriage.  This A1 is sporting a beautiful crossflow G60-T. Everything has been polished to a diamond-like luster, which is a perfect match for the Diamond Silver Metallic coded paint. The paint itself has such a shine to it that it difficult to see where engine starts and engine bay begins. Many people stop at the visible surface parts but John took it as far as even polishing the transmission casing. I’m honestly sure that it wasn’t this clean when it rolled of the assembly line in 1979. The sheet metal itself is not overly shaved or filled. It actually looks very OEM+ and very well could have been something that came from the factory. To the layperson, this bay, other than it being extremely polished, could come off as being stock. I really like that look and I’m glad that someone has the skill to build it in this manner.

The engine put out not only good but reliable, consistent power thanks to KMS-mp25 standalone, MHI turbo, and 440cc injectors. This pushes the car to a recklessly exhilarating top speed of 155 mph. For those that don’t know, 100 mph in a MK1 is lunacy, so I can only imagine what those 81 extra fps would feel like.

The Low-Down:

• 1979 Volkswagen Golf GTi from Holland
• Dk-53-GY
• Originally purchased 1/1979
• 4 previous owners.

Engine:

• Engine size in cc (original and overbore capacities):
• 1781 cc PG G60
• 1.6L Audi A3 crossflow head
• MHI turbo
• KMS-mp25 SEM
• 440cc injectors
• Passat radiator
• Audi TT cooling fan
• Custom 304 stanless steel round 70 mm intake manifold
• Audi 200 gas valve
• Custom exhaust manifold made of 321 stainless steel 40mm diameter runners
• 76mm stainless steel downpipe
• MSD plug wires
• Bosch spark plugs
• 02A transmission from a 16v Corrado

Brakes:

• G60 22mm master cylinder
• 16v Corrado brake servo
• G60 calipers
• 280 mm Zimmerman rotors
• Pagid Racing black pads
• Golf 2 16v rear brakes

Suspension:

• H&R coilovers
• Bilstein struts
• Polyurethane bushings
• Control arms were sand blasted, flame galvanized, powder coated

Exterior:

• New door sills, two floor pans, inner wings, drivers side outer wing, rear valance
• Shaved rear tow hook and hatch
• Entire body was sandblasted, galvanized, primered, and painted
• Painted Diamond Silver Metallic Clear (L97A)

Wheels/Tires:

• BBS RS 001 15×7 front, 15×8 rear
• Front tires are Nankang 185/45-15 and rear tires are Toyo T1S 195/45-15

Interior

• Front seats are Corrado Power Recaro’s
• Rear seat is from a golf 3 4-door and al compleet with new brown leather
• Golf 2 16v clock and VDO for the pressure,oil temp,and oil pressure gauge
• ICE/stereo equipment:
• JVC deck, original rear speakers (I listen to the motor)
• Battery relocated to the rear

————————

Thanks: I would like to thank Frans and Ria Manders for using their garage during the first 3 years, my uncle Harry for the bodywork, Sioss for sand blasting and powder coating, Van Lith for the paint job, Smits for the interior and Carlo Hulsen from HTT for the engine. Thanks!!!

The show is famous about the diversity of cars, American Hotrods, Drift Actions, Car wash babes, Tuning Cars, Shops and many more. Cars from Belgium, The Netherlands and France came off to this event..New this year was the US Area.. and of course the Euro influence was on the show

The venue itself is a massive airplane hangar that housed all of these incredible works of art. The lighting is spectacular and creates some one of a kind visual effects as it glistens off of all the freshly waxed automobiles. Unarguably Belgium’s biggest and best tuning car show of the year.

Forget tucking tire, this Golf1 is going straight for the wheel. For those of you who don’t know, the amount of work to get a Mk1 this slammed is immeasurable.

The Mk2 TT look amazing in stock trim but are rarely showcased at events even though the car has been on the market for over 5 years now. This example, with it’s split wheels is surely among the finest around.

Satin paint has become very popular with the MK3 community both stateside and abroad. With the color matched TH-Lines I can certainly see why.

This immaculate E21 is the crown jewel of Bavaria as far as i’m concerned. This is undoubtedly one of the cleanest examples in existence to boot.  Owning one is on my to-do list.

Ahh, the Mercedes-Benz W111. Quite possibly one of the finest German automobiles ever produced. This model helped to boost sales for the luxury coach manufacturer in the decades after the war. It was truly the pinnacle of class and opulence back in the day. This car is proof the OEM wheels can do it just as well if not better that some pricey aftermarkets. 

Here in America no self respecting European auto enthuasist would dare to put wire wheels on their car. However this has been all the rage with the German crowd for well over 15 years. This Mini Coop mixes rat, American hot rod, and low rider to make a one-of-a-kind style that is sure to turn heads.

The 205 GTi is a true french tuning classic. Debuting in 1983, it became an overnight success on not only the streets but also in Group B rally racing circuits as well. This silver 205 is sitting perfect on a set of ever classy Tramont TY2s.

Also consistent with the German tuning style is the use of bright, non-standard colors and even brighter chrome. This Polo appears to be a complete restoration from lug bolts to roof. Everything has been either shaved, slammed, suicided, or sueded. This super compact hatchback has and continues to be a favorite among tuners of all types. 

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It seems that up until the last 5 years or so, the North American VAG scene has been behind it’s Western European counterpart. Behind in the sense that we were a bit late to the game when it came to starting trends, performance firsts, and styling direction. I haven’t quite figured out if it was due to the fact that we were usually 1-2 years behind on model lineup or the fact that there is less of a demand for our cars stateside and therefore less local product development. Since its initial production in 1938, it took over 10 years for those first two Type 1′s to reach our shores. I know there was some sort of scuffle between a couple of countries in the 1940s that may have hindered its popularity abroad, but that is another topic for another day.

Anyhow, countries like zie Niedelande are a gold mine of old Volkswagens and this treasure was certainly no exception. The owner, Dutch resident André Dijkstra, has been perfecting this vehicle for 12 years. He scored the car WAAAYYYY back in 1999, before many of us could even drive. On a trip to VW-Mania (now VAG-Fest) in Belgium that year, he and some buddies had spotted the car during a brief pit stop. Whilst the friends argued among themselves as to who had purchasing rights, André confronted the owner himself. Needless to say, the friends never had any chance.

André had always wanted to procure an old Mk1 and even though they were more fruitful over there, most examples were in various states of disrepair or were no longer in their original condition. André was fortunate that the owner knew exactly what he had and wasn’t just another damning owner. He even had sincere intentions of restoring it one day. The owner at the time had even charmed André with the fact that he had originally bought the car for his girlfriend, who just happened to share the same birthday with that car. I’m not sure if that was planned or not but either way the chances of actually finding one were very slim.

About 90% of all the parts on the car are brand new or NOS and it took the entire 5 years of the restoration to collect every part needed for the job. Most of renovation including the extensive cleaning of the remaining 10% of original parts, engine rebuilding, restoration, and part sourcing, all completed by André himself although he credits a local gentleman known only as “Soldier” for the eye-popping paint job.

Something you don’t commonly see on a Mk1, along with the 16″ Ferrari wheels, is tinted glass, in brown no less. For years, I had never seen an old Rabbit with tinted glass that I could actually appreciate; until now. It not only looks stellar and meshes with the brown interior, but it also looks very OEM.

Although the car still looks minty fresh, the car is in it’s 7th year of completion. Seven years ago, many of you were still putting shameful body kits and underglow on your rides. Mr. Dijkstra bought this with the simple intention of retouching the paint and doing the mandatory maintenance required to make it road worthy but as you can see, his priories changed slightly. He is now 37 and still enjoys DRIVING, not trailering, his gem to many regional and international venues.

André describes his creation as an, “Original oldskool style with a little flavour.” He really enjoys the Compmotive TS-Line 3-piece splits which were sourced from a Ferrari 288 GTO. The flamboyant paint job is the first thing that most people notice and it is actually somewhat uncommon itself. The color is known as Viper Green Metallic and was only available on European market bound vehicles.

Something that I have come to notice among nearly all car owners regardless of brand or marque is that they are never completely satisfied with the outcome of their cars. I too fall into this category and know how it feels to constantly want to update this part or modify that part to suite my needs. Dijkstra however, rated his current satisfaction level with the project at 10+, although if money were no issue, he would replace that remaining 10% of original parts with new, hot-off-the-press pieces to get it to 100% perfect condition. André does however lament that he wishes it was a GTi.

The hardest issues associated with this type as well as just about any type of restoration is time and money. Even with an abundance of both, it still requires a bit of patience and diligence when it comes to knowing where to get the right parts for your application. In spite of an endless budget, sometimes you still can’t find what you are looking for.

Many of us get wrapped up in perfecting a project day in and out. Toiling like its a job. We sometime forget that the car is suppose to be ‘fun’, which is exactly how André describes his car.

When asked what his final goal was, he ardently stated, “To keep it in this good condition, drive it as most as possible and show it to other Volkswagen lovers.” You decidedly can’t argue with a man with such wholehearted goals as this.

The interior is strange but invitingly comfortable as well. The color and pattern is reminiscent of a used car salesman’s suit. These early seats were plush and supple because they were stuffed with horse hair and coconut fibers. Another neat piece that is hard to source are the B-pillar grab straps. Later cars had handles so these are a much coveted item.

It’s pretty cool that André wanted to maintain the car’s originality so he kept the original ’010′ automatic 3-speed in the car.

It really is hard to find interior pieces this clean and look like they haven’t seen the light of day or haven’t been soiled by human hands.

The mandatory orange “Spirit of 76″ ball prominently displayed in his ’76.

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Car Specs:

Volkswagen Golf1 GLS 1.6 automatic

Birthday 23th of March 1976

Wheels:

Compomotive TS-line 16×7 front and back from a FERRARI 288 GTO

Suspension:

WEITEC coilovers

Interior:

Scirocco 3 spoke wheel, Scirocco 2 gauge center console

Exterior: Small duckbill, chrome euro bumper, clear front turn signals,  brown tinted glass, chrome flag mirrors, deutsche post tail lights

Jeremy and Jason of DubDevelopment put on Vagabahn for the third year.  This show has become one of the biggest and best European shows in Texas.  There was a large variety of the Lone Star State’s finest, ranging from OEM+ ’77 Rabbit with pristine factory paint to fresh-off-the-factory-floor 2012 CC laid out and tucking wheel, along with dumped daily drivers, a few weathered weekend warriors and even a couple of race cars that looked like they were ready for the WRC.

I’m gonna bring my bmx bike to a car show and I’m gonna pretend you didn’t yell at me to do a trick.

Dispite being chrome wheels, Classics have the Midas touch.

Who would ever think that satin would be so masculine.

NUEs are definitely not NEW to the game. Any well versed Mk5 and newer model has boasted a set at one time or another.

I don’t want this very badly at all.

Ladies and gentlemen. I present to you the new Volkswagen EyeSex.

Everything is spectacularly understated.

This is the car that made me scratch GTi and add Eos as my favorite car in VWoA’s lineup.

Its funny how some people want to go fast and others want to plant themselves so low their car actually starts to take root.

What better way to appease the stance Gods than to offer up a few ripe teenagers?

They must of purchased the rumble seat option.

Winners from the show:
Mk6 Jetta : Charlie Brooks  (red mk6 GLI)
Mk1 : William Villegas  (green mk1 jetta)
Mk4 Gti : Joel Ritch  (grey mk4 GTI)
Mk2 : Scott Stewart  (black mk2 GTI)
Mk5 : Roger Menchaca  (silver mk5 jetta)
Mk3 : Don Perry  (black mk3 cabby)
R32 : Robert Veach  (red mk4 R)
Audi : Brendon Hines  (black S5)
Mk4 Jetta : David Ortiz
Special : Drew Dorbritz  (EOS)
Mk6 Gti : Jason Marble  (blue mk6 GTI)
Passat : Joseph Castro  (red B5.5)
BMW : Rob Amason
Prom Queen : Tony Escamilla  (black CC)
Too Low : Joshua Tomar  (white mk6 GTI)
Junkyard Dog : Matt Meurrer  (blue mk1 GTI)
Best Wheels : Jason Marble  (blue mk6 GTI)

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This one’s for you, car enthusiasts! The 10^th annual Ultimate Motoring Festival and Concours D’Elegance kicks off Oct. 28 and runs through Nov. 6.

The event begins with the Savannah Speed Classic Oct. 28-30, which is held at the Grand Prize of America Track in Savannah, Ga., which is about 45 minutes from Hilton Head Island. The Speed Classic offers a unique look at the inner workings of a classic car race. You can even go for a ride around the track and tour the pit. The Grand Marshall of this year’s Classic is none other than NASCAR driver Boris Said, known to some as ‘The Man’.

The track was overrun by a sea of Porsches and BMWs but there were still several other kit car, Grand Prix, and open wheel cars that definitely made their presence known as well.

Nothing is prettier that seeing a racing team’s cars all lined up on a cold morning, after being prepped the night before.

Porsches’ were no stranger on the track this year. Where ever you find any type of competitive road racing, you will always find a Porsche.

Mmm. Uni-lug wheels.
What kind of sanctioned motorsport event would be complete without your race spec E30?

Blue, purple, and red. These three colors have defined and changed racing for over 40 years.
It’s really awesome to think that theses cars can drive upside down.
I like my wheels just as wide as they are tall.
If these mesh could talk.There undoubtedly needs to be more Coops with matching trailers. I’m sure the Patron GT3 was no slouch on the track either. What an amazing machine.

Exiting the turn, hot.


Here we have a pack of angry BMWs in their natural habitat, destroying everything in sight.

Open wheel GP cars = <3
This early 90′s 911 was kissing the rumbles.

It’s an awesome site to watch the noses drop and rotors light up as the cars try to get all of the pre-apex braking done in that last 100 ft.
Through the chicane they come.
The black and gold looks stellar especially with the Ronal Racing Turbos.

Details, details, details.

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September is quite possibly the most exciting month when it comes to weather, sports, and oh yeah; THE GREATEST WEEKEND OF THE YEAR FOR VOLKSWAGEN FANATICS! The event, which needs no introduction, beckons enthusiasts from around the world to partake in a weekend of alcoholic benders, cruising the strip, mini meets, shenanigans, parts swaps, and camaraderie that would rival that of other huge VAG shows worldwide. Whether you’ve been attending since the beginning or just followed some of the crazy stories posted up on Vortex, you know that H2Oi is undoubtedly the most premier VAG show in North America.

People come from miles around to take part in the brouhaha and car culture that exists in the Volkswagen scene today. Many dedicated fans drive from the West Coast, Canada, and even Mexico to take part in this yearly event. There are even a number of people who fly across pond from Central Europe and of course Germany, the birthplace and origin of our passion. In recent years, tales of our exploits have broken beyond the confines of regional forums and reached the ears of many non-VAG, JDM, and domestic enthusiasts, with many bidding for a chance to make a name for themselves, make a show for someone, or just have a few pics snapped of their ride. It seems that each year, it has been a contest as to who can create the most chaos and who can top the stories of the previous years. Many of these stories like Cort’s S3 debacle, Rusty Slammington’s makeover, precious years’ red light challenges, and this year’s MK4 Supra crash have made headlines and will continue to be talked about for years to come.

Many events not associated with the show draw just as many participants as the show itself. The mini-meets have always been a good way to meet the owner of that favorite build from the previous winter or to even size up your competition for the Top Dawg spot. Whatever the reason, they have always been a way to represent your marquee in a laid back, come-as-you-are environment or as a teaser for those too impatient for the actual show day.This year, they reached a pinnacle with the MK3 Airride vs. Static kickball game. Of course my favorite to win, Team Static took home the win for this year with a final score of 12-8. According to participant Trevor Picknell, “Team Static kicked the khrome out of team airbag.”

This year, despite having a venue change and only being able to source a suitable location at the last minute, the show itself was a large success. The weather also decided to participate this year and and dumped several inches of rain on the show site and participants. This resulted in turning the show field into a mud fight with many cars getting stuck in the mire. Despite setbacks like this, it didn’t ruin the weekend for most. Another never-ending battle with the ever increasing police presence that seemed to be all but overwhelmed with work this year (those darn MK5 on air teenagers ruining everyone’s fun). I personally listened to a scanner as I heard report on top of report of miscreant youth charades that seemed to keep Ocean City’s finest on their toes as they had to respond to calls up and down the strip. I really have to tip my glass to them for not shooting every last one of ya

Despite the hooliganism, miserable weather, strict law enforcement, and the average problems associated with driving thousands of miles for what is technically a one day show, enthusiasts from around the country continue to converge on Ocean City, Maryland on that last weekend of September. There has always been talk of every year being the last year for H2Oi due to the bad decisions of a few rotten apples, but I feel that as long as there are two people willing to meet up in a parking lot, enjoy the last remnants of the summer gone by, and toss back a few brews, there will always be an H2Oi. Whether the show ever happens again or not is not even relevant because people will still suck it up, bite the bullet, and flock to the most invigorating and awe-inspiring show that this side of the world has to offer.

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