The initial concept of the Corrado was derived from the Mk2 Scirocco and was to be badged as such (Mk3 Scirocco) but in 1984 it was decided the Mk2 Scirocco would continue, and it did so for three years after the Corrado as we know it was first manufactured. Notice the 'Scirocco' badge on the rear of the WOB-JH81 Corrado Prototype.
The Corrado, as with all Vw models was 'supposed' to be named after a wind, Taifun (Typhoon in Spanish) but GM had already trademarked the name. So the term 'To Run' or 'Sprint' was associated with the project, the Spanish for this is 'Correr' and hence, say hello to 'Corrado'.
The chassis is mostly borrowed from the Mk2 Golf (A2 Golf in U.S terms), with track correcting rear axle beam mountings and a weight distribution of 55/60 front, 45/40. This meant it was destined to become one of the best handling front wheel front drive cars of its time.
Manufacture of the Corrado G60 began at the Karmann Factory and Vw was aiming to rival the likes of the Porsche 944, so from the off, the build quality that Karmann Coachworks offered was a good start. The main opening body panels were Zinc plated, and the shell was partly Galvanised. This along with being heavily waxoiled (A patented process), means that the Corrado G60 is still with us today. This being said, it wasn't easy for Vw.
Initially only left hand drive (Imports were minimal) meant that many dealers were awaiting the arrival of right hand drive versions, which came year end 1989/1990. 97,521 Corrado's were manufactured in total. 10,155 Corrado's (All models) were sold in the UK of which only 1,984 were G60 models. Around 50,000 Corrado's were sold in the United States/Canada. The reason for poor sales was a combination of a premium price tag, and what some reviewers considered a lack of performance for a supposed 'Sports car'.
The 0-60 time of the Corrado G60 was a sore point for many, the reason being that an extra gear change is required as the gearing does not allow for 60mph in second gear. The 0-60 time would have been much more respectable otherwise. One of the features of the Corrado is the active rear spoiler which raises at 45mph and lowers at 15mph automatically, it can also be operated via a button on the dashboard. Vw claim that the spoiler adds downforce for increased stability at speed.
The G-Lader Supercharger (Lader German for Supercharger) was patented by French Engineer Léon Creux, 3rd October 1905. Patent number: 801182. Originally developed as a rotary steam engine pump, the design required extremely high manufacturing accuracy which could not be reliably achieved at the time, so the project was halted.
Two fixed spiral chamber housing halves compress air between a shaft driven eccentric Magnesium displacer, giving a 'G' shape and hence G-Supercharger or G-Lader. Self lubricating apex strips are used in contact with the displacer which create a seal, helping to produce an efficient compression of air. The G60 Supercharger used on the Corrado (PG Code Engine) has a displacer depth of just under 60mm, hence 'G60'. A timing belt is used on the crank driven displacer to ensure that there is correct clearance.
The G60 Supercharger was never given a maintenance schedule by Vw, but there are internal bearings (Including oil fed from the cylinder head) which do wear with time. Most G-Laders have been rebuilt at some stage with new bearings, seals and apex strips as they have been known to explode, especially with the use of smaller pulley's. You can view G-Lader Supercharger VS Engine Speed to note the difference that pulley size makes.