T
he Corrado was VW's attempt to bring the Scirocco range upscale, thereby creating something unique: a German sports car for around $20,000. Like its lower-cost predecessors, the Corrado was a front-wheel-drive 2+2 hatchback based on the contemporary Golf platform and built by Karmann in Germany (as opposed to the Mexican-built Golfs and Jettas). Though uniquely-styled and well-made, Corrado sales never took off. But they make great enthusiaist's cars on the used market.
The first Corrados were G60s, the nomenclature used to describe the shape and size of their G-Lader superchargers. When strapped to the ubiquitous 1.8-liter SOHC inline-4 (familiar to any non-16V GTI owner), an additional 53 hp brought the total to 158 hp at 5600 rpm, while torque swelled to a robust 166 lb/ft of torque at 4000 rpm. Thanks to the supercharger's ability to spool quickly, Volkswagen claimed 150 lb/ft was available from as low as 2400 rpm. Mated a new, stronger five-speed manual gearbox, acceleration should have been somewhat spirited. But in reality, G60s never felt very fast, leading many to question VW's power claims.
What could not be disputed, however, was the Corrado's fantastic chassis. With the usual MacPherson struts in front and a torsion beam in back, the layout was tried and true GTI fare, but with a lower center of gravity, a wider track and 15-inch tires, things were even more stable and controllable. Brakes were VW's best yet, with 11-inch vented discs and optional ABS.
The G60 appeared in mid-1989 as a 1990 model and existed for just three model-years, gaining only wider BBS wheels, new colors, and an optional 4-speed automatic transmission - which managed managed to make the already underwhelming performance even worse.
Then, in 1992, the Corrado received an engine transplant, low-speed traction control and a few chassis tweaks. Branded Corrado SLC in the US (to signify "sport luxury coupe"), the revised Corrado was better known as the VR6, thanks to its narrow-angle 2.8-liter engine of the same designation. With a healthy 177 hp and 178 lb/ft of torque, the refined and flexible six-pot transformed the Corrado into a serious machine. The automotive press loved the SLC, proclaiming it an affordable Porsche for the '90s, but by then its price has swelled to over $25,000 and there were few takers. By 1994, sales had dried to a trickle, despite the revamped dashboard and elegant Speedline wheels that arrived for '93.
Because few Corrados were sold, they have maintained good resale value. The older and more plentiful G60s can be had for $5000-$8000, while the less common but highly superior VR6s fetch anywhere from $13,000-$20,000.
There is little to worry about with any Corrado aside from worn syncros and CV joint boots, both common on any high-mileage VW. Also, many Corrados suffer from low-hanging exhausts, the result of weak hangers. Finally, it's a good idea to make sure the heater blows hot, as some heater cores were recalled for leaks.
The only real lowpoint of any Corrado is the interior, with its cheap plastics and poorly-wearing materials. Far worse are the motorized "mouse belts" that were standard fare, courtesy of the DOT's passive restraint legislation. Not only are they obnoxious as they scurry on their tracks, but they are also subject to relay failure, especially on early cars.
As a G60, the Corrado is a fine all-around coupe. But with a VR6, it's a bonafide sports car, certain to be a future Volkswagen classic. If you can only endure the frantic seatbelts, you won't be disappointed.
