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VW Sports Cars 2
VW Corrado VR-6 (15°), 2.861 cm3, 82,0 mm * 90,3 mm, 10,0 : 1, DOHC (chain), 2 V, Motronic (Knock control), 55/70 L, 245 Nm, 4200 rpm, 140 kW (190 HP), Front drive, transversal
M-5, 4-A (option), rack and pinion, McPherson, torsion beam axle, disks f/r, sliding caliper, diagonal negative steering roll radius, 185/55 R 15 V (6") - 205/50 R 15 V, 4,04/2,47/1,67/1,31, 235 km/h, from
52.000 €, 1988 - 1995
Those who speak Spanish will recognise the emphasis on its sprinting ability in the naming, which alludes to the significantly increased engine power. The somewhat bulky design of the predecessor is continued,
maybe a little rounded off, but the rear spoiler can now be concealed, which benefits its appearance when stationary.
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The Corrado owes its origins to the model advances of the Golf. The second version of the Golf has been significantly modified, so the sister model has also been given a chance. The result is an interior that is even
larger than the Scirocco's and an engine range that extends all the way up to the newly developed VR6 and G60. Nevertheless, this is perhaps the cause of somewhat emotionless arbitrariness.
R4, 1781/1984/1984 cm3,81,0/82,5/82,5 * 86,4/92,8/92,8 mm, 8,0/10,8/10,4 : 1, G-charger/-/-, 225/180/166 Nm 4000/4400/3200 rpm, 118 kW (160 HP)/100 kW (136 HP)/85 kW (115 HP)
5600/5800/5400 rpm, 225/210/200 km/h
It is powered by the same engines as the Golf, so it is not really faster. That was already the case with the Scirocco, but the Corrado is now a few thousands more expensive. Besides, it's late towards the end of the 80s.
After all, the Golf 2 has been on the market since 1983. And probably until today the possible target group is not quite clear.
It doesn't exactly radiate elegance, but rather a certain unruliness. It reminds me a little of Volvo design, but they have a certain tradition for that. And although the Scirocco 2 did not approach the traditional coupé design
either, it lacks something of a connection to the new.
Actually, it was supposed to be a Scirocco 3 as the nippy brother of the very practical and risk-free Golf 2. Although there was no platform strategy yet, it was still possible to take the whole underpinnings with the drive
system. The same wheelbase to the Golf 2 gives it away.
The advantage of the almost complete takeover is above-average rust prevention for the time of the Corrado. This includes hot wax in the cavities. The chances of outliving its predecessors are very high. So why is it not
seen more often? Because only just under 100,000 of it were built and 500,000 and 300,000 respectively of the first two Sciroccos.
You can't see it on the Canada model pictured here, but you can guess it on the model above, the retractable rear spoiler, one of the reasons for the higher prices. And when it was supposed to be released in 1984, it
was and continued to build the Scirocco until 1992, waiting for some idea for a cheaper car. In the end, due to lack of acceptance, the Corrado only survived by two years.
In contrast to the first series, the department has gained some breathing space. Herbert Schäfer, the head of the department, chief designer since 1972, and his signature is clearly recognisable as a variation on
Giugiaro's earlier work. In any case, one looks in vain for Italian accents on the Corrado. Normally, coupés derived from the saloon have a shorter wheelbase.
It is hardly inferior to the Golf 2 in terms of luggage space and its load capacity, not even in length. On the contrary, its front overhang seems even larger. A very comfortable touring car, at least for two people with enough
luggage. But that and the increased inner values probably don't arouse enough emotion.
In addition, there is also the matching dashboard. In the course of its development, the Corrado, with its enlarged supercharger and large six-cylinder engine, has also gained considerably more power than the Scirocco
2, but it still doesn't help. There have even been attempts to give the Corrado a rear end a la Polo 2.
At the beginning of the development of the retractable spoiler, VW probably didn't think that it could cause problems. Because only in Germany is it possible to find a reasonable speed at which it should at which it should
extend. But what about in the USA, where on interstates around big cities often only 55 m/h (88 km/h) are allowed? Should you extend the spoiler at 50 m/h? Ridiculous.
VW Scirocco 1.4 TSI/1.4 TSI/2.0 TSI/2.0 TD, R-4, 1.390/1.390/1.984/1.968 cm3, DOHC, 4 V, turbo charged, direct injection, 200/240/280/320 Nm, 1500/1750/1700/1750 rpm, 90/147/103
kW (122/160/200/140 HP), 179 g/km, Front drive transversal, M-6, 6/7-speed DCT (option), rack and pinion, Servo, McPherson, Multilink, disks f/r, 235/45 R 17 V (7,5"), 4,26/2,58/1,81/1,4 m, 55 L, 292/755 L, 1.371 kg, 389
kg, 200/217/235/207 km/h, from 21.750 €, 2008-2014
There's always a problem with VW sports cars. Now it comes with the noticeably right design, is almost 10 cm flatter and offers something for everyone with 6 cm more track at the rear and with the engines, and can
therefore also score points with a low price by VW standards.
Manufactured in Portugal, it uses, nomen est omen, the floor assembly including drive units as well as the dashboard of the Eos, which later disappears without any commend. As a true coupé this time, it doesn't have
much room on the back seat either. Only the awkward opening of the luggage compartment has to be reproached.
It is even slightly lighter than the GTI, has its software limited-slip differential and, somewhat belatedly, three optional damper settings. One can sympathise with the VW bosses' disappointment at the lack of acceptance.
It seems as if VW's frequent tardiness is taking its revenge here, unlike in other fields, or that VW and sporty coupes just don't seem to go together.
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