On paper, Volkswagen’s idea of bringing its coupe upscale seemed interesting. In fact, the Corrado had stiff competition – also from the inside.
Due to the success of the Mustang in North America, dreams of pony cars began in Europe at the end of the 1960s. Consequently, Ford launched the Capri in the fall of 1968 and two years later Opel launched the Manta. Volkswagen has to wait until 1974, when Volkswagen joins the ranks with the successful switch to front-wheel drive in the Passat in full bloom with the Scirocco (the Golf is introduced 6 months later). The likeable coupé (whose lines were signed by Giorgetto Giugiaro) would have a successful commercial career until 1981, with 504,153 copies sold worldwide.
Something went wrong with the second Scirocco generation, of which only 291,497 were sold until 1992. Three reasons explain this drop in performance: the rise of the GTI segment (created by Volkswagen, of all things), the Japanese competition and a smaller, more catchy style, this time self-directed from Herbert Schäfer’s studio. Far from failing, the car is forcing Volkswagen to rethink.
Photo: Volkswagen
A Porsche at Volkswagen?!
The thing is not new (see 914). But indeed, why shouldn’t the Scirocco II last a little longer and place its replacement in a higher price bracket? The idea is attractive because as safety standards evolve and quality improves, cars are becoming heavier and no longer support small, entry-level engines (the Scirocco II could get a 1.3-litre engine in Europe). In addition, when the number of units is falling, it is advantageous to have a more expensive and therefore more profitable vehicle. Volkswagen knows that the Porsche 924 is at the end of its life, it could be good to start looking for its buyers.
As before, the Volkswagen Coupé takes up the technical basis of the Golf, but this time in the second generation (McPherson front axle and semi-rigid rear axle). With a slightly reduced wheelbase (2,470 mm compared to 2,475 for the Golf), the length increases from 3,985 to 4,048 mm. The style is again signed by Herbert Schäfer. The latter will be Volkswagen’s design director from 1972 to 1993. It is known for its conservative lines, which are mainly aimed at giving a solid impression. The Corrado Coupé is no exception and Belgian magazine Le Moniteur Automobile sums up the situation perfectly, describing it as: “It has the sober beauty of an efficient object”. For excitement, iron…
Photo: Volkswagen
One tends to look for originality on the side of the retractable rear spoiler, a novelty at Volkswagen. This unfolds 5 centimeters as soon as the 120 km/h are reached (70 km/h in North America). It reduces the lift effect on the rear axle by 64%. The Corrado also offers an effective Cx: 0.32 (vs. 0.38 for the Scirocco II). Inside, a third-generation Passat dashboard sits in front of the driver.
Photo: Volkswagen
The point g
The Corrado will offer two engines when it is launched in Europe: a 1.8-litre 16-valve with 136 hp straight from the Golf GTI 16S and a 1.8-litre 8-valve powered by unique Volkswagen technology , the G-Kompressor, is equipped with 160 hp G60 version.
This technology is based on a patent by Frenchman Léon Creux, filed in 1905 but no longer used due to manufacturing difficulties. The principle is simple: the air is compressed between two spirals, one fixed and the other movable. The moving scroll is mounted on an eccentric shaft that rotates 1.7 times faster than the motor. The scrolls move closer and further apart, pumping air towards the center of the compressor where it is sent to a cooler before entering the cylinders. Volkswagen will start work on this compressor in 1978 and will only be able to market it on the Polo G40 (based on the diameter of the spirals in millimeters) in 1986, and still only in small series.
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Series production only began in 1988 with a second series of the Polo G40 and the Corrado G60. And even there, the ramp-up will be difficult, since the production requires extremely complex tools and materials for the time. This compressor also found its way under the bonnet of the Golf and Passat and was produced in the 60 mm version until 1992 and in the 40 mm version in 1994. It will prove to be very unreliable, with a clear tendency to decay, damaging the model’s reputation. It does, however, provide interesting sensations behind the wheel, allowing for muscular revving up to 5,000rpm. At the time, some testers wondered why Volkswagen didn’t combine the G compressor and the multi-valve cylinder head. The question of robustness might be the answer.
On the run!
The Corrado was presented to the European press in Nuremberg on August 22, 1988 and had its first public appearance in October 1988 at the Paris Motor Show. Like the Scirocco, it was produced in the Karmann plant in Osnabrück. Unlike the Scirocco, its name does not come from a wind but finds its origin in the word “correr”, or run in Spanish, chosen to demonstrate agility. At this point, Volkswagen hopes to produce 20,000 per year, with 8,500 destined for the United States and Canada.
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Yep, it arrives in Canada during the 1989 vintage but oddly won’t be available in our southern neighbors until the following year. Only the G60 version is offered. The power only drops to 158 hp because all G60 in Europe are sold already catalyzed. The European press recognized the Corrado’s qualities in terms of handling, spaciousness (for a 2+2 coupe), construction and engine comfort. The Guide de l’auto confirms this in its 1990 edition. On the other hand, the cable control of the manual gearbox is unanimously opposed on both sides of the Atlantic, as was the case at the time (7.7 seconds). for 0 to 100 km/h and at least 225 km/h at top speed).
Unlike the European versions, the Corrado arrives in North America well equipped: air conditioning, cruise control, trip computer, ABS, power windows and mirrors, heated seats and a six-speaker audio system. The base price is 26,350 Canadian dollars. Which isn’t bad, but a 16V Scirocco was $22,840 a year ago. And then the competition is very well priced: $20,695 for an Acura Integra GS, $22,500 for an Eagle Talon TSi Turbo 4×4, $24,560 for a Honda Prelude SR with four-wheel steering (1991), $24,840 for a Mazda MX-6 GT 4WD, $18,890 for a Nissan 240 SX and $22,598 for a Toyota Celica GT-S. And let’s not forget its main internal rival: the $18,900 Golf GTI 16V. In short, the Corrado will have a lot to do to win.
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Waiting for the V6
The 4-speed automatic transmission made its debut in 1991, as did 15-inch wheels from BBS. The following model year saw the great novelty: the VR6 engine (a 6-cylinder in V with an angle between the banks of only 15 degrees, which made it possible to use only a single cylinder head). With a displacement of 2.8 liters, it develops 172 hp (Europe is entitled to a 2.9 liter version with 190 hp) and accelerates from 0 to 100 km/h in 6.9 seconds. The Corrado was slightly revised (new front end, more curved bonnet, widened fenders for the Passat B3 chassis), the transmission control by cable disappeared in favor of a classic linkage and the equipment was revised. The G60 version will be removed. The price then increases to $29,500.
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The Corrado ended its career in 1994 in the United States and a year later in Canada and Europe. Despite undeniable qualities, especially in V6, it could not find its place. Uncle Sam’s Country bought 18,648 copies and the exact number for Canada is unknown. The total production figure generally accepted on the internet is 97,521 copies. On its media page, Volkswagen announces 97,535 vehicles manufactured. On the other hand, a complete examination of the annual financial statements of the Volkswagen Group from 1988 to 1995 results in the following detailed volumes:
production | |
1988 | 3.206 |
1989 | 24,389 |
1990 | 21,893 |
1991 | 17,058 |
1992 | 16,085 |
1993 | 8,623 |
1994 | 3,787 |
1995 | 2,424 |
In total | 97,465 |
The tide has turned, coupes are less fashionable in the ’90s, the Corrado is not being replaced and when it’s time for Volkswagen to revisit the adventure of a 2+2 coupe, the marque will be named in 2008 select Scirocco. A bit as if she wanted to forget the interlude…