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In our recent throwback post, we explored a Mk2 VW Golf Cup car crafted by Euro Magic in Osaka, Japan. This Voomeran Golf highlighted how well certain JDM styling elements can enhance a European vehicle.
While that Mk2 converted from a race car to a road car, today’s focus is a Mk1 that takes the opposite approach. And, as you might anticipate from a Gatebil build, there’s much to discover. Let’s rewind ten years and delve into Simon Jonsson’s drift-spec Golf.
2014 Feature
If you’re feeling the need to drift, numerous ready-made options are available. However, if you aim to make a bold statement while sliding around, converting a classic front-wheel-drive hot hatch to rear-wheel drive is the perfect way to do it.
But what’s the reason for such a significant undertaking? Simply because you can…
It may sound like a classic excuse, akin to saying, “If you have to ask why, you’ll never understand.” Yet, clichés exist for a reason. Sometimes, it starts with a spare engine, a drunken revelation, or perhaps a friend’s challenge. Or maybe it’s simply the allure of the Mk1 Golf’s design coupled with the idea of revitalizing one using a Volvo engine while directing power to the rear wheels.
Moreover, those who engage in such projects often find it challenging to articulate their motivations. This is the beauty of our passion for automotive culture—it can overshadow rational thought, compelling individuals to say, “I can do that.” This mindset led Simon Jonsson to create the remarkable vehicle we’re about to explore.
Rather than having Simon defend the rationale behind his desire for a rear-wheel-drive car for drifting, I found it reasonable—sometimes a simple desire is sufficient justification. This is often how projects evolve in unexpected directions. The engine bay was the first feature that grabbed my attention upon seeing the Golf because, let’s be honest, its exterior isn’t particularly striking.
Or maybe it has more to offer than meets the eye. Those are five-stud wheels, right? Because the Mk1 Golf is designed for a 4×100 pattern. With attentive observation, one can uncover the subtle hints. Volvo front struts explain the initial image in this section (noticing the five-stud wheels already?), while the 15×7-inch OZ Racing mesh wheels align perfectly with the Volvo RWD offset of ET23.
At the rear, a Volvo 1030 solid axle, initially from an older 240 model, has been integrated onto a custom 4-link setup, which can be seen here through the lower bars.
This setup also necessitated more pronounced flares on the wheel arches, as Simon had to extend each side by 30mm to accommodate the wheels. It was either that or narrowing the axle, which would have been pricier but potentially simpler to execute long-term. The flares do a good job of mimicking the original Mk1 Golf’s black plastic trims.
The only other external modifications are the custom alloy bumper bars, which maintain a resemblance to the originals. Paint them black, and many might easily mistake them for stock parts.
Upon closer inspection, it becomes easier to notice the details. True, the yellow headlights might not be ideal at night, but they certainly have a cool factor, which I’ve always appreciated for purely aesthetic reasons. The two air intakes become prominent from this angle, with the left pipe delivering air straight into the turbo.
It must have been tempting for Simon to make the Golf stand out even more. There are no outrageous body kits or polycarbonate windows signaling ‘race car’; instead, you find the aforementioned body modifications and some tinted rear lights. And let’s not forget the striking Volvo candy red paint job.
Yet, beneath its subtle exterior, there lies a wealth of enthusiasm and creativity…
Volvo For Life
The Golf has a comparatively short wheelbase when paralleled with the larger Volvo monocoque, where the engine, gearbox, and other driveline and suspension elements would initially reside. Specifically, the Golf measures 2,400mm (94.5 inches) between wheel centers, in contrast to the Volvo 240’s 2,649mm (104.3 inches). This additional length necessitates some clever modifications.
Initially, one must overcome the primary challenge of the Golf being front-wheel drive. After all, VW designed the space for a transverse-mount four-cylinder engine to neatly fit at the front.
If you want to rotate the engine by 90 degrees to direct power to the rear, the bulkhead must be removed. This is just the beginning, as cutting a hole compromises the structural integrity of the shell, which is far from ideal.
Additionally, the engine isn’t left standard. If you’re going through the effort of installing something out of the ordinary, strong H-beam rods with ARP bolts, a VX3 cam, and various other enhancements are to be anticipated. Operating on E85 fuel elevates the stock B230’s power figure from about 170hp to roughly 260hp at the rear wheels of the Golf.
Inside the driver’s footwell, one can observe the beginning of the custom-built transmission tunnel and roll cage, which, though bolted in, is mounted with solid boxed supports.
While the original gearbox would have resided in the engine bay attached to the VW motor, it’s now positioned between the driver and passenger seats. Surprisingly, instead of opting for a motorsport-grade shifter or aftermarket gear knob, Simon chose an original Volvo five-speed shifter. However, when I inquired about the gearbox, I learned that it’s actually a BMW ZF five-speed! This revelation took me by surprise…
Here’s a better view of the homemade tunnel. Simon remains humble about the build; when we first talked, he expressed surprise that I wanted to feature it. Nonetheless, the fact that it has all been constructed using basic tools at home with a MIG welder signifies it’s as much about inspiration as it is about craftsmanship.
Due to the engine and gearbox protruding further into the passenger compartment than the originals, the entire driving position has been shifted backward to accommodate these components. The new pedal box is evident, along with an extent to the steering wheel boss making room for a lowered column to maintain a proper angle.
Looking once more, you can see that the Sparco bucket seats are positioned farther back than where the standard seats would sit. While the differences might be marginal, such details contribute to optimal weight distribution in the quest to achieve that perfect 50/50 balance.
In the rear, the standard floor has been fully removed and replaced with a flat panel. The battery has been offset to enhance weight distribution when it’s just the driver in the vehicle, now secured between the rear strut brace and roll cage.
The Golf remains a fresh build, and Simon hasn’t had ample opportunity to really put it through its paces yet. However, with an output of approximately 260hp at the wheels and an overall weight of maybe 1000kg or less, it’s akin to meeting a potential best friend—you haven’t yet bonded, but you sense the start of something truly remarkable.
The Speedhunters
Instagram: thespeedhunters
Bryn Musselwhite
Instagram: shoottheproducer
Photography by Larry Chen
Instagram: larry_chen_foto
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