Of all the 1998-2010 New Beetles, the two that are most appropriate for a Ute transformation are either the Turbo S with the 1.8 turbocharged I4 engine, or any 2006-10 model since they all share the 2.5 I5 engine.
The table below compares the Turbo S with the 2006-10 Base and 2010 Final Edition models.
|Description||Turbo S||Base||Final Edition|
|Engine||1.8L I-4||2.5L I-5||2.5L I-5|
|Power (HP @ rpm)||180 @ 5500||150 @ 5000||150 @ 5000|
|Transmission (M or A)||6-speed M [02M]||5-spd M w/OD or A||6-speed A|
|Curb weight (lbs)||3005||3164||2965|
|Ground clearance (in)||4.6||4.7||4.6|
|Wheels||17 x 7||16 x 6.5||17 x 7|
|Sound||8 Monsoon speakers, amp||10 speakers||10 speakers|
|Seats||sport type, leather||bucket, leatherette||bucket, leatherette|
The Turbo S features leather two-tone black/grey sport front seats.
The 2010 models vary in color and finish ranging from the base up to higher trims like the Final Edition.
The Turbo S front includes fog light inserts with the 1998-05 curved fender/bumper profile and elongated rounded rectangular bottom skirt cutout. The 2010 Final Edition incorporates the sharp fender/bumper crease and front lighting common to all of the post-2005 models.
1998-2005 New Beetles
All 1998-2005 models share the following potential failures (*safety recall):
- airbag sensors*
- brake light switch*
- window regulators (mostly early 1998-2001 models)
- catalytic converter
- coolant temperature sensor
- suspension bushings
- oxygen (O2) sensors
- sunroof leaks due to blocked or faulty drainage
- front headlight gaskets
- front grille (due to road rash)
Turbo S 1.8 engine specific issues
The turbocharged 1.8 engine in the Turbo S, while it has become a high performance aftermarket favorite, suffers from a few known vulnerabilities.
The primary difference between the Turbo S and all the post-2005 models is how the engine handles internal combustion. The 2.5 I5 engine (2006-10) is normally aspirated meaning that air intake is not manipulated before reaching the combustion chamber. In contrast, the 1.8 engine (1999-2005) compresses and then cools intake air to boost horsepower and torque.
There are two basic ways to push performance beyond normal aspiration: turbocharging and supercharging.
Supercharging pumps more air directly into the combustion chamber than normal aspiration does for an immediate boost in engine output.
Turbocharging is a bit more involved: exhaust gases run a turbine that compresses intake air, cools it, and then delivers it to the combustion chamber.
Supercharging scales up with engine RPM to provide continuous boosting, but efficiency remains poor. High horsepower applications (like the 650HP Chevrolet Corvette Z06 and the 755HP ZR1) rely on supercharging. But the vast majority of today’s cars opt for turbocharging. The reason is much better efficiency (waste heat from exhaust gases are recycled to compress intake air).
One turbocharging shortcoming is the so-called “lag effect”. Unlike supercharging, the air compression from turbocharging must first use the exhaust gas output, and this can cause a momentary pause until the turbine turns fast enough. The higher the horsepower, the more this lag becomes apparent.
Since the stock turbocharged 1.8 is only about 180HP, the lag effect in the Turbo S model should be minimal (and probably not noticed at all).
Why turbocharge in the first place? Because a smaller engine (i.e. the 1.8 liter) can outperform a larger one (i.e. the 2.5 liter) with comparable efficiency and lower weight.
Engine sludge buildup
The 1.8T turbo engine runs hot and tends to “coke” the oil into a sludge. In addition, the K03S turbocharger radiates significant heat when the engine is shut down and can cook the oil as it sits without circulation.
Frequent (every 5,000 miles) oil changes with the correct synthetic (VW specification 507.00 or 504.77 like Mobil 1 ESP Formula 5W-30) is vital and, given the very high mileage in these 18-to-16 year old vehicles, the probability of poor maintenance somewhere along the line is high.
Timing belt, water pump
High mileage and age take their toll on belts and water pumps. The plastic impeller can fail leading to a domino effect of related issues. A prudent step, if it has not already been done, is to replace the timing belt, tensioners/pulleys, water pump, and related parts at the 80,000-100,000 interval. The parts themselves are inexpensive, but installation requires a significant disassembly/assembly effort. Cars over 100,000 that have not had the timing belt/pump replaced pose high failure risks.
2006-2010 2.5L New Beetles
Post-2008, the New Beetle is almost defect free (especially compared to the Turbo S). The most significant issue is a fastening clamp on a hydraulic hose of the power steering system that may be located in an improper position which could cause chafing against an under-hood fuel supply line. If chafing occurs, there is the potential for a fuel leak to develop. Fuel leakage, in the presence of an ignition source, could result in a fire.