IN April 1984 Lionel Richie was at number one on the music charts with his song “Hello,” the A-Team had South Africans glued to their television sets, half of the current CAR editorial team was in primary school, two weren’t born yet, and technical editor Jake Venter looked exactly the same as he does today.
It was also the month in which CAR published its first road test of what was then called the CitiGolf. In that review we described the little red test car (famously also available in yellow and blue) as “as good a factory custom job as we’ve seen.”
Twenty-five years on not much has changed and the success of this marketing exercise has been touted worldwide. Volkswagen South Africa knew that the then imminent arrival of the bigger, more upmarket “Jumbo” Golf 2 would leave it without a competitor in the crucial entry-level segment, and as a result the CitiGolf was born. And so started South African motorists’ love-affair with the Citi, which has endured numerous facelifts and catchy name changes to remain near the top of monthly sales charts for the past twoand- a-half decades.
In recognition of their humble roots, the final 1 000 Citis to come off the production line at Volkswagen’s Uitenhage plant outside Port Elizabeth have been badged Mk1 and, by all accounts, are set to become collectors’ items. Number 997, we’re told, was bought for in excess of R300 000!
At the height of its evolution, this final version of the Citi sports the single-frame front windows introduced in 2003, twin-headlamps, the latest tail-lamp and front bumper designs, twin chrome tailpipes and 15-inch alloy wheels. A reflective silver strip running below the door-line adds a retro touch to the package.
This Mk1 model also has the lowered suspension shared with other sporty Citi editions, giving it a purposeful stance on the road. Introduced at the same time as the single-frame windows was a custom fit, smart new facia (borrowed from Skoda) that has aged well. Indeed, many testers commented that the facia’s appearance compares favourably with those of other contemporary entry-level cars.
Of course, these newer competitors get their own back when it comes to standard specifi cation and comfort levels, and it’s here where the Citi starts to show its age. On-board information is limited to a digital clock and trip computer housed in the green backlit instrument panel.
Air-conditioning is optional and possibly a good extra to go for, as you may work up quite a sweat with the unassisted steering and also because the Mk1 is only available in black or dark blue (with a matching interior colour scheme).
Seating is finished in a neat combination of red-stitched leather and cloth and the driver and front passenger are offered healthy side bolstering. This lasthurrah model also has black roof and pillar trim, but it must be said the abutment of these trim pieces could have been better executed.
A height adjustment function for the driver’s seat, which was offered on top-of-the-range CTi and 1800 Sport models of the early-’90s, would have been a welcome fitment here as most testers complained about the high driving position. This is not aided by the fixed position of the steering column. In such a tight cabin storage options are always going to be limited, though a revised glove compartment does offer some out-of-sight relief.
The fitment of a “retro” golf ball gearknob will bring a smile to the face of those who have fond memories of Citi ownership. A driver airbag is standard fitment, as is a radio/ CD player with MP3 compatibility.
Rear passengers are not particularly well catered for, as the high cushion position and short backrest, along with already limited legroom, result in an awkward seating position that quickly becomes tiring.
The Mk1 is fitted with the proven 74 kW 1,6-litre engine, mated with a five-speed manual transmission. Bearing in mind that these cars have never approached the limits of a weighing scale, this engine, together with a rorty exhaust note, offers deceptively sporty performance.
Throttle response is instantaneous and the revs run freely all the way up to the 6 250 r/min redline. We achieved a best 0-100 km/h sprint time of 10,54 seconds. ABS has never been fi tted to the Citi range and the soft and lifeless brake-pedal, linked to disc brakes up front and drums at the rear, has in recent years come in for the most criticism from detractors.
Our braking test offered a mixed bag of lockups and perfectly poised executions and realised an average stopping time of 3,37 seconds in our 10-stop 100 km/h-to-zero routine. The best stop was an impressive 3,13 seconds, and the worst a smoking 3,77. Let’s hope you get it right, then.
Another big complaint levelled at this essentially 25-year-old model is, as mentioned before, the lack of power steering. Although this omission adds to the drivability of the car, offering exceptional feel and communication to the driver at cruising speeds, low-speed manoeuvring does require some muscle.
The standard fitment of sportier, wider tyres through the years has not helped, either. As a result, the Citi is fun to drive with gusto, but you need strong forearms.
TEST SUMMARY
To be fair, the time is probably right for the Citi to be retired. In a safety conscious society the lack of a modern braking system, the absence of a comprehensive airbag package and a dated body shell means our ageing hero struggles to remain competitive.
The pay-off for living with a longer- than-usual cons list however, is that the pros list contains features such as driving enjoyment and character that, by modern standards, are difficult to rival.
With the Citi driving off into the sunset, a piece of South African culture comes to an end. So long, old friend.