1987 VOLKSWAGEN DASHER

Typical onset: 60,000-80,000 mi intervals, catastrophic if neglected past 90,000 mi

Symptoms: Engine won't start, no compression after sudden stall, Bent valves, damaged pistons if belt snaps while running, Previous owner 'doesn't remember' last belt change

Fix: These are interference engines—belt failure means valvetrain carnage. Proper job is belt, tensioner, water pump (while you're in there), and idler. If already broken: 8-12 hours for head removal, valve job, reassembly. Prevention is 2.5-3.5 hours.

Estimated cost: $400-650 preventive; $1,800-3,200 after failure with valve damage

Typical onset: All ages—system deteriorates with time more than miles

Symptoms: Hard cold starts, long cranking before fire, Rough idle, stumbling on acceleration, Fuel odor, weeping lines at fittings, Intermittent stalling when warm

Fix: Bosch CIS-E (Continuous Injection System) uses mechanical fuel distributor prone to internal wear, sticking plungers. Fuel accumulator diaphragms fail, warm-up regulator leaks, injector seals harden. Real fix often needs full system refresh: accumulator, lines, injector seals, possibly distributor rebuild. Diagnosis alone is 1.5-2 hours for someone who knows CIS; parts-swapping without expertise wastes money.

Estimated cost: $600-1,400 depending on component scatter

Symptoms: Visible rust perforation at subframe mounts, Clunking over bumps from loose subframe, Strut tower mushrooming, cracking around upper mounts, Failed state inspection for structural rust

Fix: Snowbelt and coastal cars rot badly at subframe where it bolts to unibody and strut towers. Subframe can be replaced (junkyard parts, 6-8 hours with alignment) but strut tower repair requires welding, metal fabrication—8-12 hours if savable. Many are economically totaled by this alone. Undercoat and inspect religiously if you're in the rust belt.

Estimated cost: $800-1,500 subframe replacement; $1,200-2,500 strut tower welding if feasible

Typical onset: 120,000-180,000 mi

Symptoms: Grinding or balking into 2nd gear, especially when cold, Requires double-clutching or careful throttle matching, Progressively harder to engage under load

Fix: The 020 5-speed is generally durable but 2nd gear synchro wears first, especially if previously abused. Rebuild requires trans removal (4-5 hours), disassembly, synchro ring and hub replacement, reassembly. Parts aren't terrible but labor is. Some owners live with it using double-clutch technique.

Estimated cost: $1,200-1,800 for full synchro rebuild

Typical onset: 100,000+ mi for pump; glow plugs every 60,000-80,000 mi

Symptoms: Hard starting in cold weather (glow plugs), White smoke, long cranking before ignition, Loss of power, black smoke, poor fuel economy (pump timing), Rough running, misfires at idle

Fix: Glow plugs fail and are tedious to extract if swollen in head (1.5-2.5 hours). Injection pump timing drifts or pump itself wears internally—pump replacement or rebuild is 4-6 hours plus expensive pump core. Diesel models are tough but parts availability is poor and specialists are rare now.

Estimated cost: $300-500 glow plugs; $1,500-2,800 injection pump replacement/rebuild

Typical onset: 80,000-130,000 mi

Symptoms: Clicking or popping on tight turns (CV joints), Humming or growling that changes with speed (wheel bearings), Vibration through steering wheel, Grease splatter inside wheel well from torn CV boot

Fix: Typical FWD stuff but worth mentioning—boots tear, joints wear out, bearings go. CV axles are 1.5-2 hours per side, bearings are pressed in (2-2.5 hours per side with hub removal). Aftermarket axles are cheap but quality varies; OE-spec bearings recommended.

Estimated cost: $250-400 per CV axle; $300-500 per wheel bearing