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 |   |  1989 Volkswagen Corrado - Totally Built
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1989 Volkswagen Corrado - Totally Built

To Sum Up This Corrado in a Word "Indescribable"

Philip Royle
Jun 1, 2001
Photographer: Reinaldo M. Robinson

The problem with being MAX Power is that we feel a responsibility to hunt down the sickest cars on the planet and deliver them to you. The real problem, however, comes when we find a car in—oh let’s say—Holland and communicating with the owner of the vehicle isn’t exactly easy, or really possible at all. That was the case with this ’89 Corrado 16v G60—so for us Americans, let’s just count the number of confusing facts in that last sentence.

The first problem is that Corrados weren’t available in America until 1990, but in Europe they were released as ’89 models; problem solved. Another problem with the sentence is that in Europe, the first two years of production of the Corrado used a 1.8L 16v, naturally aspirated engine with ’91 bringing the 8v G60 motor. So, here we run into our first major problem: A G60 motor in 1989 didn’t exist, and a factory 16v G60 has never existed. After extensive research, long distance calls, and hours of frustration, we eventually decided that the 8v G60 motor must have been available somewhere in Europe in 1989, and wherever that place was, that’s where Jeroen Dik purchased his. That, or he transplanted a later-model 8v G60 motor into his Corrado. Either way, the engine block in this Corrado began its life as an 8v G60.

Despite our confusion, we know the 16v head is a custom creation by Jeroen Dik himself, mainly because he told us so. We also know the bulk of the engine was modified to match the work put into the head. Included in the insanely long list of engine parts added to the balanced and blueprinted 1.9L powerhouse are: Crane cams, Mahle pistons wrapped with Mahle piston rings, larger Schrick valves with matching valve springs and retainers, adjustable pulleys, mechanical cam followers, Weber Marelli fuel injection with eight 550cc injectors—two per cylinder—a Webber Marelli ignition system, a pair of Bosch high-pressure fuel pumps leading to a custom-fabricated fuel rail, and Crane adjustable cam gears. Not that that’s everything. Aside from the Jetex after-cat exhaust, and the custom-routed Rallye Golf intercooler, Jeroen also custom-fabricated an exhaust manifold and oil pan to add to the performance of the now tooth-belt-driven G60 compressor. Finishing the engine compartment is a handful of completely custom parts, like the carbon-fiber intake, braided steel fluid lines, aluminum fluid reservoirs, and lest we not forget about the carbon Kevlar radiator fan, but for some reason, Jeroen neglected to mention these last items.

Adding up the parts, the total comes to a hefty 353 hp at 8,100 rpm—and that’s where the next set of modifications begin. An AP Racing 8-inch rally clutch grabs the engine power, runs it through the VW Motorsport six-speed gearbox and LSD, down the Audi A4 drive axles, onto the BBS RC 18x8 wheels, and to the Pirelli P Zero 225/35-18 tires, all in time to finish the quarter-mile in 12.64 seconds and freeze the counter at 122 mph. Pulling the car to a halt are AP Racing six-pot front calipers with Pagid pads grabbing 356mm slotted rotors. Turning the car is a complete Proflex Kitcar 3 suspension setup with remote reservoirs, a custom front strut brace, and VW Motorsport polyurethane bushings.

Even if you chose to completely ignore the Reiger RS body kit, projektzwo A3 side skirts, 1.5-inch flared fenders, carbon fiber DTM mirrors, and Blue Pearl paint scheme, you certainly couldn’t overlook the custom carbon-fiber dash, the Sparco Evo 2 seats, and the Stroeve Motorsport steering wheel with its extended hub. Even the Willans four-point race harness, complete black leather upholstery, and VDO gauges are hard to pass up. What is easy to pass up is the stereo system, as Jeroen didn’t even bother to mention which brands he had. But what we do know for sure is that he uses a tape player—probably due to the violent shifts that undoubtedly come from the hardcore VW Motorsport shifter.

We’re completely aware that this car sounds too good to be true, and in a way it is—most of the parts are either unavailable in the States or 100-percent custom creations, making this car genuinely one of a kind. But that’s not to discourage anyone from building something this sick in America. In fact, we’ll be first in line to drive that one, too.

By Philip Royle
70 Articles

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