I ran the smaller mk3 starter for many years, and it was fine, but now that I have a new-to-me car with the original starter still in it- I prefer that one. It never bogs down, seems to have more torque.
Once the oil temp reads the temp number, you're all set to do what you please.
I will will just add that I have a 2L 16V running no oil cooler and an early Mk1 radiator with built-in overflow tank, two pin thermostat, short 5th gear, and the car does fine in a traffic jam and with spirited driving.
Mine has over 200k now, still running the stock turbo. I will probably keep this car for awhile.
My first vw was a 2001 Jetta Wolfsburg with 1.8t. I had the car from new drive it until it had 450k original turbo.
90 16v Passat rad fit just fine in my mk1 Jetta with a single fan mk1 (which mounted to the rad just fine) you can cut the wires and set them up for how ever you like.
What we thought was a broken fuel gauge ended up being a broken fuel sender unit and because the fuel tank sits behind the engine and because VW didn't build an access panel for the tank... -Pull engine -Replace fuel sender unit -Replace fuel tank because the tank was rusty, good news is the Bus was fitted with a later tank that carries an extra 4 gallons, will replace with brand new tank of same size -Replace worn clutch disc while we're in there
My VDub has been good and bad. Lots of expensive components I had to replace. Steering rack
I just went through this on my 2018 Passat SE with massive oil consumption. Get the dealer to do a oil consumption test. Mine failed on the 2nd test and had the rings and pistons replaced. Then it happened again less than 1000 miles afterwards (used 1.8qt in about 700 miles) and I just got my car back today after the long block was replaced (Basically they replaced the engine).
Here is a shot of the front brakes. They're quite worn, below the legal acceptable thickness for a Phaeton and showing hairline cracks on the inside, the pads are also fairly shot.
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