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    NAUGHTY #Volkswagen-Golf-Mk2 #VR6 / #Volkswagen-Golf-II / #Volkswagen-Golf-II / #Volkswagen-Golf-Mk2 / #Volkswagen-Golf / #Volkswagen-Golf-VR6-Mk2 / #Volkswagen-Golf-VR6-II / #Volkswagen / #VW-Golf-Mk2 / #VW-Golf-II / #VW-Golf / #VW / #VW-Golf-RV6-II / #Volkswagen /


    While some of you won’t get Darren Bates’ naughty ’90s-inspired Mk2 VR6, for those that were there first time around this supercharged terror will be right up your street! Words and photos: Jon Cass.


    Ah yes, the ’90s VW show scene. The cars, the people, where are they now? It’s a question that’s been asked many times at shows and meets over the last decade and often results in an entertaining and rewarding conversations as many older show-goers have encyclopedic memories. Go on, ask a dedicated Dub-head about that Mk1 on three-spokes with the purple paint job you last saw in 1998; if they don’t remember it, one of their mates will. Chances are they might even know where it is now, that it’s due to make a return any time soon and that those infamous three-spokes are sat in so-and-so’s loft gathering dust. There’s even a group on social media now to help answer all our ’90s show queries and, to prove our memories aren’t that fuzzy quite yet, it’s got a lot of people reminiscing.

    Now, I’m making this sound like these amusing stories and detailed memories are likely to fade away into nothingness if they’re not passed on to the next generation pretty sharpish, almost as though the ’90s show-goers are akin to surviving veterans from the First World War. Thankfully, though, this is far from the truth and more often than not, those same folk who were slaving away in their garage 20 years ago are still coming up with the goods today. The only real difference is there’s Radio 2 on in the background instead of Radio 1.

    Proof of this is Darren Bates and his supercharged Mk2 VR6. He’s collecting trophies like there’s no tomorrow and is so full of enthusiasm, you’d think this was his first ever car, let alone show car. Yet, Darren has been modifying VWs since the late ’80s, beginning with a Mk1 cab which set the ball rolling and he’s never really stopped since. “I had to sell that one, but within a month I’d bought another as I missed the first one so much,” he smiles.

    His next purchase was an orange Mk1 Cab which then became a regular sight on the show scene for the best part of the next 11 years – from the ’90s through to the early 2000s. It was bright, it was loud and it was heavily modified. It was certainly of its time and a highly respected show car to boot. Numerous trophies and magazine features proved its worth and Max Power (at the height of its popularity) voted it one of its top 100 cars of all time. Hell, even Mike Brewer had it on his TV show, Revved Up! The OEM fans might be shaking their heads in disbelief right now but back in the ’90s Darren was at the top of his game.


    “I sold the Mk1 in 2006 and bought myself a Mk2 Edition 1 G60,” Darren recalls. “I soon bought a Mk1 Caddy and, sure enough, couldn’t resist the temptation to slot the G60 from the Mk2 into the pick-up!” The smiles were short lived as the caddy soon met its fate in a collision which sadly wrote it off. “To cheer myself up, I went out and bought a Pearl white Corrado with a grey leather interior and had a G60 in that one also,” Darren remembers. There’s a theme building here, as you’ve probably spotted, but a Noble M12 was soon to randomly shake that up and Darren then held on to the Brit sports car for five years.
    “The call of the VW badge returned and this time, I went for a Mk1 Caddy in black with flames down the side,” Darren laughs. “I slammed it to the deck and got it looking just the way I wanted.” The down side of a slammed Mk1 on coilovers was soon realised after the first few potholes. “It was great fun to drive but my back was suffering with the harsh ride; it confirmed I wasn’t as young as I used to be!” The Caddy was sold before Darren’s spine shattered and he set about looking for a replacement: “It had to be a Mk1 or Mk2 Golf as they’ve always been in my blood. I just had to make sure it would be a little more comfortable to drive than the Caddy!”


    Sure enough, his next purchase was this car here: an #1989 Mk2 Golf 1.6CL German import lefthooker which was promptly stripped down. The shell was taken back to bare metal to reveal the rot and a new front valance, inner wheel arches and firewall welded in place. The shell itself was repainted an attractive baby blue shade and new rubbers, bumpers, locks and handles were all fitted to the exterior. Underneath, the shell received new brake pipes and brake lines. In contrast to his extreme Mk1 Cab of the ’90s, Darren’s opted for a more restrained look for his Mk2, inspired by other cars currently on the show scene. Having said that, this is still eyecatching enough! “The small bumpers and lack of side skirts and wheel arch extensions show off the Mk2’s lines better,” Darren reckons. “And the welded metal plate across the tailgate gives a flush effect, which I prefer.” There are subtle details, too, such as the door handles with Volkswagen inserts. The overall finish is flawless and the look could be described as slightly oldskool, although that was Darren’s full intention all along. “I didn’t want to tread the huge bodykit and massive rims path but I liked the idea of dropping a few hints towards the cars that were around when I started on the show scene.”

    Perhaps the flush tailgate could be included amongst them, although the smoked rear lights, frosted indicators and black painted front valance are definitely old-skool mods.

    After owning a string of supercharged G60s, Darren knew this one also had to have similarly forced induction, though rather than use a familiar four-pot he wanted ‘Baby Blue’ to be a little different. “I liked the idea of a supercharger and a VR6,” Darren smiles, “the combination of instant power, bags of torque and an infectious sound were too hard to resist!” A 2.8 VR6 from a Mk3 was located, stripped down, polished and painted to show standard. Darren added new colour-coded blue Samco hoses, water pipes and HT leads. He also fitted a new chain, pulley and sensors.

    A normally aspirated Mk2 VR6 is a hoot to drive anyway and some real bargains can be picked up now as people opt for newer 1.8Ts. Darren wanted his to have an edge over the NA VR6 and a V2 #Vortex-supercharger achieved just that. “I had to upgrade to 300 injectors and adapt the sump to incorporate the supercharger,” Darren points out, “but other than that it was fairly straightforward.” The usual Mk2 exhaust has three boxes but Darren preferred to have a custom exhaust fabricated with just two boxes to improve the output. The exhaust also boasts a quirky upturned tailpipe which always attracts admiring glances. A trip to see VR6 guru, Vince at Stealth Racing in Southam, proved to be very useful with the Mk2 subsequently producing 240bhp on the rollers. “I can’t recommend Vince enough, he couldn’t do enough to get my car running at its best,” Darren adds.

    He’s also recently swapped the charger pulley to one ten millimetres smaller than standard and running at 6-8psi and another trip to Stealth saw it running at a highly impressive 291bhp. There are plans too for a Devil’s Own cooling system which should see performance improved even more!


    To cope with the increase in power, G60 brakes make a good investment, though these are hidden by the Porsche 928 16” rims with a five-stud pattern. The stretched tyres enhance the classic Porsche design and Darren is well pleased with the result. He’s also happy that he can have the benefit of slamming his Mk2 into the weeds if he wishes, whilst still retaining a comfortable ride. We’re talking air-ride here, an option that wasn’t as readily available or affordable back in the ’90s. The Air Lift V2 airride kit is mounted in the boot and even has a colour-coded tank. It shares its home with a neat sound system containing neon lights: “They shine against the chrome of the compressors. It looks really cool, especially at night.”

    Once inside, the Mk2 dash may look familiar, though it’s now been treated to extra VDO gauges and a Momo steering wheel with the addition of an iron cross insert for the horn. To the left of the dash sits a useful boost gauge linked to the supercharger. “I wanted the interior to be crisp and clean,” Darren points out, “that’s why pretty much everything inside is black.” This includes the carpets, doorcards, back seats and even the reclining Sparco race seats which cleverly manage to look both supportive and comfy! “The interior is an ongoing love-affair so this may yet see some changes over the next few years,” he adds. Going by the amount of trophies Darren and his Mk2 have won over the past year, it would seem no changes are necessary, but as we all know you ideally need to make progress to keep those trophies coming in.

    “I’m often gobsmacked about the reactions it receives; people just seem to love it,” Darren smiles. “The paint, the stance and especially the supercharger are all regular talking points at shows!” And we’re not just talking small shows here either; how’s ‘Best in Show’ at the GTI Festival at Santa Pod for you?

    Okay, he may have had some time off from collecting silverware since his well-known Mk1 was sold in 2006 but his latest Mk2 just goes to demonstrate that Darren hasn’t lost his magic touch. He can still produce a show-stopper; it’s just this one’s headunit might be tuned in to Radio 2 instead of Radio 1!


    Dub Details

    ENGINE: 2.8 #VR6 fully rebuilt, stripped polished and painted, blue #Samco hoses, blue HT leads, V2 #Vortex supercharger, 300 injectors, 2” custom stainless two-box exhaust system with upturned tailpipe.

    CHASSIS: 16” Porsche 928 rims, stretched tyres, #Air-Lift-Performance-V2 #Air-ride with colour-coded tank, #G60 brakes, front upper strut brace. / #AirLift-Performance


    EXTERIOR: Full respray in baby blue, Frenched tailgate, smoked rear lights, original door handles with chrome Volkswagen inserts, frosted indicators, black front valance, de-locked and de-badged.

    INTERIOR: Black carpets, rear bench and doorcards, standard dash with #VDO gauges, Mono steering wheel with iron cross insert for horn, Sparco reclining race seats, baby blue Wolfsburg emblems on mats, #Wolfsburg badged door pins and window winders, ICE install including neon lights in boot, chrome compressors.

    SHOUT: My girlfriend Ann for all her hard work, patience and, of course, cleaning!
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    The Amazing #Volkswagen /// MARCH #1955 ///

    What Started as Hitler’s Fraudulent People’s Car, In a Plant Bombed Out by the War, Now Leads All Auto Production Outside the U.S. at 180,000 Yearly /// By KLAUS KALLMORGEN

    Yankee production methods are turning out 835 cars daily at the vast rebuilt Volkswagen plant in Germany. Here's one day's output rolling off the assembly line.

    The pre-war Volkswagen was launched with much waving of Nazi banners as Hitler proudly announced the German “People’s Car” with promises that never came true. About 300,000 citizens invested 25 million pounds in this dream, and Hitler built only 210 cars before turning the plant over to his war machine.

    Today’s car is a vastly improved version which outsells all other cars in five European countries, and which is fast capturing new export markets for Germany. Heinz Nordhoff, 55-year-old boss, says with satisfaction: “A few years ago British and French manufacturers were saying we didn’t have a chance. Today Morris in Britain and Renault in France are producing about 400 cars a day. We’re making 835.”

    Only six years ago the Volkswagen works was just another fragment of war wreckage.

    The vast plant in #Wolfsburg , 100 miles west of Berlin, had been largely destroyed by Allied bombing. Six thousand employees were spending most of their time clearing rubble. In 1945 they produced only 713 vehicles. Authorities in the British zone offered what was left of the factories to anyone who would take it away. Not even the Russians were interested, and their zone was only 10 miles away.

    Nordhoff had trained with the German subsidiary of General Motors, the Adam Opel A.G. and became chief of its lorry production plant, biggest in Europe, during the war. Because he had held this position, he was forbidden to do any job other than manual labour in the American zone where he lived. The British urged him to take over reorganization of the Volkswagen and he reluctantly agreed.

    Nordhoff began by sleeping in one of the empty offices. He adopted a “get tough” policy with the workers and told them that the 400 man-hours which they were taking to produce one car must be cut to 100 (it has been done). At the same time, he organized the building of new homes (4,000 have been completed) and gave his men an extra meal per day.

    The car itself was branded by its appearance of stark austerity. The power was low, and the engine had a life of only 10,000 miles. Nordhoff brought in new experts who redesigned every vital component, working on the original pre-war designs of Porsche, (who made his reputation at the other extreme from the mass-produced Volkswagen, building handmade sports cars).

    The new car was quieter and more powerful, and had hydraulic brakes and shock absorbers. Soon, models with luxury touches were introduced.

    There was still a sellers’ market, and Nordhoff brought the pressure of consumer demand into psychological play in the works. Every finished car was delivered immediately, but there were always big stocks of materials standing ready for use, a constant urge to the workers to produce faster. Production in 1949 was more than double that of 1948; the 1950 figure doubled 1949’s again.

    As more cars were sold abroad, foreign countries introduced new restrictions on imports. Nordhoff countered by setting up assembly plants in Ireland, South Africa, Belgium, Brazil, Australia, and New Zealand. With a third production line coming into operation at Wolfsburg, his immediate target is over 1,000 cars a day.

    The #Heinz-Nordhoff was the second son of a banker, who moved his family from Hildesheim to Berlin when his bank failed. Heinz trained as an industrial engineer, and served as a private in the first World War. He gained his most important experience working for Opel, when he had the opportunity to visit America and learn American sales and production methods on the spot. Today he still does much travelling, and last year in Africa bagged two lions.
    One of his problems is the question of ownership- of the Volkswagen company, which is under the custody of the German Government. Some of the optimists who put their money into Hitler’s Volkswagen have gone to law to get their money back; a court ruling that they have a legitimate claim is now the subject of an appeal by the company to the Supreme Court.

    Nordhoff, never a member of the Nazi Party himself, feels that people who invested in the #Nazi-Reich should not profit from it. He thinks as little of Germany’s political past as he thought of the original model Volkswagen.

    Bringing a new spirit into relations between management and labour, he is author of a profit-sharing plan which is being adopted by others. He is strongly in favour of Germany’s “codetermination” system, whereby labour representatives sit on boards of companies in certain industries.

    Over 200,000 of the half million Volkswagens which have been produced since 1945 have been exported to over 100 countries. This represents vigorous competition for the world’s biggest car exporting country, Britain. And Britain can see the results of Germany’s phenomenal recovery in a dozen other export fields.

    One of the reasons for Germany’s success may well be the tax concessions which the Government, until recently, granted to exporting companies. Now that this system has ceased to operate, the struggle is on even terms. There are many lessons for Britain in Germany’s industry, with its capacity for hard work at all levels, its ingenuity in design, and in its policy of hard selling. But Britain can still point to Germany’s low living standard, and to the fact that the German economy does not yet have to bear the heavy load of defense production. The German living standard is 15% below Britain’s, while wages are more than proportionally lower. As a result, Germany is not consuming enough goods and so not encouraging mutual trade, which is the main strength of the Western countries. (Only 412 of Volkswagen’s 20,000 employees drive the cars which they produce!) In its new prosperity, Germany will have to meet these responsibilities.

    Proudly lined up are the 27 men who have a shore in building each Volkswagen.
    Just one clay's output from the revived auto plant, leading all European makes.
    Aerial view of Volkswagen works where 20,000 men and women are now employed.
    The works were heavily bombed during the last war and were 60 per cent destroyed.
    Hitler stands next to Prof. #Porsche who designed Volkswagen, later built sports cars.
    Heinz Nordhoff is boss of the Volkswagen works. Not a Nazi, he trained in U.S.
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