If you're after the definitive hot hatch, buying a Mk3 or Mk4 Golf GTi may well leave you with the impression that Volkswagen has traded rather cynically on the cachet of the GTi badge. Others do ten-tenths cornering a good deal more convincingly than the slightly tubby Golf. If, on the other hand, you're looking for an impeccably built and classically presentable hatch, the Golf GTi has few rivals. It may have matured, but we've still got a soft spot for the Golf GTi.

When most enthusiasts consider the Golf GTi, they make a mental division. The MK1 and Mk2 cars were the ones that established the GTi legend, and the Mk3 and Mk4 versions represented the GTi sinking into comfy middle age. For the most part, this is pretty accurate, but Volkswagen seem to have realised that neglecting the family jewels in this manner hasn't done them too many favours and is busy rebuilding the GTi legacy. As used propositions, it's difficult to fault the Mk 3 and 4 cars. Bigger, better built and with less of a tyre smoking image, they make a good deal of sense both to those who still have a glint in their eye and the large proportion who simply want a well specified Volkswagen Golf.

VOLKSWAGEN GOLF HISTORY

TheMk3 Golf arrived in 1992, and was promptly christened 'Car of the Year' but few drivers raved over its dynamic qualities largely because it was bigger, safer and heavier. Despite that curvaceous body being very slippery, with a drag factor between 0.30 and 0.33, it was very heavy. The original GTi weighed 844 kg, and the MK3 was up to 1032 kg. The power-to weight ratio had slipped from 133 bhp per ton to 113. That translated into a top speed of 124 mph and a so-so 0-60 mph time of 8.7 seconds -surprising, as the GTi now had a larger 2.0-litre engine that cranked out 115bhp. Few doubted that it did look the part, however, with colour-coded two-bar grille, black wheelarches and bumper extension, rear spoiler, tinted rear light clusters, 6.5Jxl 5 in Long Beach alloys and twin exhaust pipes. Inside came sports seats, electric windows, on board computer and height-adjustable sports steering wheel. Handling-wise it was a lot softer and more refined. It was effectively a modified Mk2 set-up with standard power steering. From September 1992 came split rear seats and, a year later, passenger seat height adjustment formed part of the package. October 1994 was safety month, as ABS brakes, driver's airbag and immobiliser were included -- but a sunroof became a cost option. July 1995 saw the arrival of rounded side indicators and a bee sting aerial. May 1996 marked the 20th anniversary of the GTi, hence the 600-unit limited-edition Anniversary, with red alloys and traditional golf ball gearknob. King of the limited editions though was the Colour Concept, in April 1995, available in yellow, red, blue or green, with matching leather Recaros, silver-faced instruments and 6.5 in Solitude alloys. The eight-valve was finally deleted in November 1997. Only twenty-four months after the 2.0-litre 8-valve GTi failed to create a favourable impression with GTi die-hards, Volkswagen decided that another 16-valve version was required. It had worked for the Mk 2, so reason dictated that such a recipe would also work for the Mk 3 and so in January 1993 this car duly arrived. Beneath the familiar 16 valve head was the 2.0-litre unit, which produced 150 bhp at 6000 rpm. Acceleration improved, which meant that 60 mph arrived in around eight seconds. Top speed was a punchy 134 mph. The five-speed gearbox was a carry over from the GTi, as was the suspension -- unfortunately. So it was secure, safe, but a bit roly-poly, and still not enough fun. Interestingly, it came with the traction control system, as used on the VR6, which meant that it worked with the ABS system to eliminate torque steer (weaving as you bury the throttle) by monitoring the speed of the driving wheels. Standard specification was pretty much as the 8-valve, plus Monte Carlo alloys, bee sting aerial with amplifier, plus a brake lining wear indicator. September 1993 heralded the arrival of passenger seat height adjustment, as the five-door model got rear electric windows. For October 1994, a driver's airbag and engine immobiliser were fired. July 1995 saw the arrival of those neat rounded wing-mounted indicators. May 1996 -- the GTi's 20th anniversary year -- saw the launch of the special edition Anniversary. Just 150 were imported in three- and five door body styles, at a cost of £16,995 and £11,425, respectively. They had red alloy wheels, a Sportsline interior trim, red bumper stripes and the iconic golf ball gearknob. This model was also discontinued in November 1997 to make way for the Mk 4. The Mk4 was bigger and more sophisticated again, boasting one of the stiffest chassis in its class and unparalleled build quality. Whereas the VR6 had assumed the mantle of the top-spec sporting Golf in the Mk3 line up, the V5 and V6 4Motion models relegated the GTi to a vaguely sporting mid ranger in the Mk4 range. The normally aspirated 1.8-litre models came with 125bhp under the bonnet whilst the addition of a turbocharger plumped that power figure up to 150bhp. Side airbags were added in May 1998, but in May 1999 the range was re-jigged, with a 2.0-litre version taking over as the base model. With 115bhp under the bonnet, this has to go down as the least sporting GTi of the lot. In summer 2002, Volkswagen launched the Golf GTi Anniversary to celebrate 25 years of the GTi and pulled a rabbit out of their hats. With 180bhp under the bonnet, this was the GTi again looking like a proper sports hatch. The 2003 launch of the 232bhp Golf R32 put things into perspective a little, but the signs are once again encouraging. Volkswagen started taking orders for the mkV Golf early in 2004 but the old mkIV model soldiered on for a few more months in the shape of the Match and Final Edition special editions. These were offered at substantial discounts to help clear the last of the mkIV line.

WHAT DO I GET FOR MY MONEY?

The Mk3 GTi is a car that is built to last, good to drive and offers safe and solid motoring for not too much money. They offer a civilised alternative to many other hot hatches and are usually worth more second-hand than most rivals. You're paying for the Volkswagen name and reputation to some extent, but don't forget that though a Golf costs a bit more than some rivals, it will equally be worth more and probably be in better condition when the time comes for you to sell it on. Just don't expect a sports car in the mould of a Peugeot 306GTi. The Mk4 GTi may be styled in an evolutionary fashion, but it's largely different from the ground up. Where the opposition have had to develop their cars from scratch within tight budgets, the men from Volkswagen were able to throw millions of Deutschmarks at creating the finest floorpan in the compact car world. Money was no object, declared the Wolfsburg board, safe in the knowledge that their investment could be justified by the use of the same componentry in each of their other three group brands. That said, none of the Golf GTi engines could accurately be described as 'state of the art'. The 1.8T is the best of the bunch. On the move, French rivals can sometimes be more fun round the corners but none feels as safe or as reassuring to drive. Whichever model you choose, it will come complete with twin front airbags, side airbags, ABS, a height and reach-adjustable steering column and rear seats incorporating the clever Isofix system for attaching a child seat. It's the little touches that impress you most though. Cup holders in the front and the rear, the self-dimming interior lights, the chrome tie-down hooks in the luggage area, the gas struts to hold up the bonnet, the special cover on the boot locking pin so you don't get things caught in it - save to say that this is a car that makes its competitors feel cheap. It's a car that will please those with an eye for thoroughness and attention to detail, if not those who remember what the original Golf GTi stood for.

WHAT PRICE AM I LOOKING AT?

Prices for an 8-valve Mk3 GTi start at around £1,000 on a 1994 L plate, with five-door versions commanding around £100 more. Opt instead for the more desirable 16-valve version and you'll need to stump up around £2,000 for a tidy 1996 N plated three door or £2,100 for a five door model. Mk4 versions start at £3,800 for a 1998 R registered normally aspirated 1.8-litre three-door car, whilst a five-door is around £100 more. The turbocharged 1.8T is well worth the additional outlay, a 1998R three-door fetching around £4,600. A late 2003 plated example with five-doors will retail for around £10,000. The unremarkable 2.0-litre versions start at £4,600 on a 1999 T plate. The desirable 180bhp Anniversary models are still very rare, but low mileage examples are changing hands for around £2,000 in addition to equivalent 1.8T prices.

WHAT SHOULD I LOOK OUT FOR?

The Golf has a strong reputation for reliability, but it still has a few areas that need to be checked carefully. One is the manual gearbox in high-mileage cars. These can have worn bearings which need expensive repairs - if there's a lot of noise from the gearbox, get it checked. Corrosion is rare on a Golf, which speaks volumes for Volkswagen's rustproofing methods and the quality of the steel it uses. A GTi with rust should scream "badly repaired accident damage" at you. Steer well clear, as a bent chassis will probably have caused misaligned panels and subsequent corrosion. With Mk IV cars, consider the premium you are paying and ask yourself whether a used SEAT or Skoda, which share similar Volkswagen Group underpinnings, may be better value.

HOW DOES IT DRIVE?

The Golf GTi has been piling on the pounds over the last few decades. The Mk4 Golf is a whopping 48 percent heavier than the original Mk1. All this means that the later cars need much more power just to stay in the same league as the originals. Despite its 20 valves, turbo and modern electronic engine management, the Mk4 GTi 1.8 Turbo can't match even the earliest humble 1.6 GTi in terms of power to weight ratio. To have the same power to weight ratio as that early car, the modern Mk4 would need 162 bhp, to catch the Mk2 16v, a whopping 180bhp! The Golf's reputation as the car that would corner on three wheels with steering that danced in your hands and a chassis that made the keen driver's eyes light up is a bit of ancient history now. The Mk 4 Golf GTi is a far more urbane creature, looking disdainfully at such juvenile antics. Even the 1.8T GTi models are smooth, refined and syrupy, with none of the verve of old models. Many drivers will lament this metamorphosis, and turn to French or Japanese rivals instead, but for many others it will be a significant benefit. A Mk3 or Mk4 Golf GTi really does feel like an equivalent year Passat inside - it's only when you glance over your shoulder that you realise that you're in a family hatchback.

BY ANDY ENRIGHT

PARTS INFORMATION

(approx based on a 1994 Golf GTI 2.0 8v Ex Vat) An exhaust system is about £85. A clutch assembly will be around £75 and a new catalyst will be around £60. An alternator should be close to £50. Brake pads front and rear are about £45 and £33, respectively. A replacement headlamp is close to £65. A windscreen should be in the region of £90. Major and minor services are around £75 and £35 respectively.