{"id":4798,"date":"2020-01-17T10:30:57","date_gmt":"2020-01-17T10:30:57","guid":{"rendered":"https:\/\/www.carandclassic.co.uk\/magazine\/?p=4798"},"modified":"2020-01-17T11:37:45","modified_gmt":"2020-01-17T11:37:45","slug":"driving-the-wedge-in-corrado-vr6","status":"publish","type":"post","link":"https:\/\/www.carandclassic.com\/magazine\/driving-the-wedge-in-corrado-vr6\/","title":{"rendered":"Driving the Wedge In – Corrado VR6"},"content":{"rendered":"

The Golf GTI<\/a> has always had a bit of a problem. It\u2019s nothing to do with its performance, or quality, or usability, or style \u2013 those things are unimpeachable elements of its character. It may not be the original hot hatch, but it\u2019s the one that unarguably made the formula what it is. No, the problem is the name: GTI. Nowadays it\u2019s just a cultural trope, we don\u2019t give it any thought; GTI equals hot hatch, and has done for decades. But really it doesn\u2019t make sense \u2013 the letters stand for Grand Touring Injection (or <\/span>Gran Turismo Iniezione<\/span><\/i>, tom<\/span>ay<\/span><\/i>to tom<\/span>ar<\/span><\/i>to), and it\u2019s those first two letters that jar. A true-blue <\/span>gran turismo<\/span><\/i> is the type of car you\u2019d jump into outside the RAC building on Pall Mall, hare down to Monaco at unlikely speeds, and step out in Casino Square with an unruffled shirt and not even a hint of lower back pain. An Aston Martin DB9, perhaps, or a Bentley Continental. And that\u2019s just not what hot hatches are about. They\u2019re for tearing up B-roads as if your hair’s on fire, cocking a rear wheel at every given opportunity, before picking the kids up from school and sensibly trundling down to Sainsbury\u2019s for the weekly shop. And then, let\u2019s be honest, heading back out to those B-roads once the kids are in bed. But you wouldn\u2019t choose, say, a Mk2 Golf GTI as a primary weapon-of-choice for trans-continental manoeuvres. There are better tools for the job.<\/span><\/p>\n

\"Carandclassic,<\/p>\n

However, back in 1988, Volkswagen had an epiphany. What if they could take the perennially popular Golf GTI platform and reinvent it as a proper Grand Tourer? A muscular engine, a cosseting ride, premium interior appointments\u2026 a luxurious take on the formula?<\/span><\/p>\n

And so the Corrado<\/a> came to pass. Corporate capriciousness somewhat blew the gambit by refusing to glue a GT or GTI badge to it, but that\u2019s its true spirit. There were a few different engine options on offer: at launch, there was a very Golf-like 1.8-litre 16v, or a supercharged 8v 1.8 for the G60 model, and then in 1992 came a 2.0-litre 16v and, most excitingly, a 2.9-litre VR6. It\u2019s this last one that we\u2019re most interested in here, as it\u2019s the engine which really fulfils the <\/span>gran turismo<\/span><\/i> ethos. A needlessly big motor, creamy-smooth, perfect for shimmering through Europe on a torque-rich wave of swank.<\/span><\/p>\n

\"Carandclassic,<\/p>\n

Now, it\u2019s important to note that the Corrado VR6<\/a> retailed at over \u00a323,500, which was quite a lot more than a Golf GTI. Around 50% more in fact, and to justify this price-point it would never have been enough for Volkswagen to simply drop a great engine in and drape a slinky new body over the top. No, to justify its existence, the Corrado had to be posh. And it was. Buyers with a penchant for option-box ticking found themselves enjoying air-con, electric windows, heated electric mirrors, a leather steering wheel, cruise control, a trip computer, a posh stereo, ABS, a sunroof, leather seats, heated washer nozzles\u2026 and the cherry on this sumptuous cake was the speed-reactive rear spoiler, programmed to rise at 70mph as a natty party piece (and quickly re-engineered by VW\u2019s eggheads to deploy at 45mph instead, after UK buyers suggested that they didn\u2019t particularly desire a red-flag to the traffic police to point out when they were \u2018making progress\u2019). The addition of the VR6 was vital for sparking lively debates at Le Bar Am\u00e9ricain: <\/span>\u2018of course it\u2019s not an actual V6, count the cylinder heads\u2019<\/span><\/i>, <\/span>\u2018yes it is, the banks sit 15\u00b0 adrift from one another\u2019<\/span><\/i> and so forth. And because it was such a hulking brute of a powerplant, the Corrado needed re-engineering to accept it \u2013 the front track was wider, so the wings needed to be broader too, and the G60\u2019s OE Bilsteins weren\u2019t up to the task so beefier Konis were drafted in. Most importantly of all, it had a muscular bonnet bulge. Because that sort of thing impresses the valets at the H\u00f4tel de Paris, and you really want your fancy motor to be parked out front where everybody can see it, don\u2019t you?<\/span><\/p>\n

\"Carandclassic,<\/p>\n

The VR6 we\u2019re lucky enough to play with today, owned by serial Corrado tinkerer Barrie Jones, is arguably the perfect example of the breed: factory-standard, and not pampered. Not tatty by any means (impressively tidy, in fact), but at the same time clearly in regular use and very much not a garage queen. This is an owner unafraid to get his rare and appreciating youngtimer dirty; it was bought to be driven and enjoyed, and that\u2019s precisely what it\u2019s used for.<\/span><\/p>\n

Easing into the sumptuously-stuffed driver\u2019s seat, it\u2019s immediately obvious that Volkswagen\u2019s late \u201980s product planners were onto something. Whereas a Mk2 Golf is a bright vision of clarity with its slim pillars and low beltline, the Corrado feels more like sitting in a private members\u2019 club on a dark winter\u2019s evening \u2013 it shrinks around you, cosy and warm. It\u2019s pleasingly selfish, everything on the dash is pointing at the driver, and the stubby gearlever is little more than a hand-span away from the chunky, small-diameter steering wheel. The scene feels set for a pan-European blast (even if we are just playing about in the Hampshire countryside), and with a twist of the key, the fantasy is complete. Yes, you can feel the subtle but insistent throbbing of a big-capacity engine. Yes, there\u2019s a buttery-smooth squidge as you slide the gear-lever home. Yes, this is \u2013 elementally-speaking \u2013 what it would feel like in an Aston or a Bentley. The Golf has indeed evolved into a GT.<\/span><\/p>\n

\"Carandclassic,<\/p>\n

It’s not all engineering artifice for the sake of smoke-and-mirrors either. Aiming that snub snout toward the leafy blue yonder, it\u2019s clear that the substance matches the style; if you\u2019ve perused the specs before setting off then you\u2019ll be aware of the 6.7-second 0-62mph time, but that doesn\u2019t tell the whole story \u2013 this isn\u2019t just about point-to-point pace, but a relentless surging power delivery like a surfer tube-riding an endless barrel wave.\u00a0<\/span><\/p>\n

\"Carandclassic,<\/p>\n

The sound of the VR6 is what seems to enthuse owners most, a <\/span>basso profundo<\/span><\/i> symphony like an ocean liner\u2019s engine room, but what really astounds here is the torque. There\u2019s just so much of it. A peak of 181lb.ft at 4,200rpm may sound modest by today\u2019s standards, but the band is so fat and readily deployable, you basically only need two gears most of the time \u2013 2<\/span>nd<\/span> is good for some way beyond 60mph, and 3<\/span>rd<\/span> gear keeps you in the post-4,000rpm sweet-spot for mile after mile of sweeping B-road mischief. Of course, these hijinks aren\u2019t the purpose of a GT (and sure, the long-legged 5<\/span>th<\/span> ratio allows supremely relaxing motorway cruising), but it\u2019s thoroughly life-affirming to discover that Volkswagen engineered the big-banger Corrado<\/a> to be as playful as it is relaxing. This, in fact, is the biggest surprise the VR6-spec coupe offers: it\u2019s so easy to get hung up on the fact that it\u2019s a bona fide <\/span>gran turismo<\/span><\/i>, you almost forget that it\u2019s also a raucous horizon-hunting hot hatch disguised as a sports car. The short-throw gearshift and feelsome steering are perfect for country lanes, while the comfy armchairs and laid-back vibe soothe you down the A-roads. This, in the most logical sense, is a true GTI. Maybe not in name or tradition, but certainly in pedantry. <\/span><\/p>\n","protected":false},"excerpt":{"rendered":"

The Golf GTI has always had a bit of a problem. It\u2019s nothing to do with its performance, or quality, or usability, or style \u2013 those things are unimpeachable elements…<\/p>\n","protected":false},"author":8,"featured_media":4799,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"ngg_post_thumbnail":0},"categories":[2],"tags":[15,12,13,11,642,1471,1127,363,14,1472,123,1470],"yoast_head":"\nDriving the Wedge In - Corrado VR6 - Car & Classic Magazine<\/title>\n<meta name=\"description\" content=\"That wedge-shaped, square-jawed machine of the \u201880s, the Volkswagen Corrado, is a motoring icon. But how is it to drive? 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