John’s Corrado 16vT

History Outline Of G60 PJM  (Previously H746 KPL)

Bought back in 1993 a standard Corrado G60 and one of the first imported into the UK.
Registered in 1991 and finished in the rare Inca Blue, and at the time I purchased it
having covered just 19,000 miles, I could not resist it had to be mine. Since then my
Corrado has had many changes, starting with evermore progressive tuning to the
original 8V PG engine, on to development of my first 16VG60 1900cc engine. A further
three 16VG60 engines were planted into the car, the last of which a 2.0 litre 300bhp
which has been removed to make way for the latest evolution.
There have been many sources of inspiration to compliment my own brand of
engineering, but the enduring theme has always been the Porsche 968 Clubsport, and
this again holds true in these latest works. The build outline is to modify the chassis,
transmission and running gear to permanent all wheel drive, utilising elements of the
Audi TT Quattro 6 speed transmission and driveline. We will be developing our own
self locking centre diff in preference to the more commonly adopted Haldex system.
The reason for AWD becomes clear with the inclusion of the new engine, a 2.0 litre
16V turbo, using the latest Garrett GTX turbo, Jenvey throttle bodies, Omex 710
management, and of course a healthy portion of JMR ingenuity. The target output of
this new engine is circa 500 BHP which should make for a very entertaining drive!
Included within this build program is a total bare metal re-spray, a new carbon fibre roof
panel, and the all new carbon fibre tailgate. Given that my Corrado is already equipped
with a full carbon fibre bonnet, with the addition of these latest composite panels there
will be a major weight reduction from the top of the chassis ergo lowering the centre of
gravity.
There are many more detail modifications planned to compliment this build, in addition
to this outline introduction. We hope you will enjoy watching this build progress as we
move toward the target completion date in March 2014.
The car as she was in 1993 still in “standard” form, soon after post purchase restoration
works and one or two little mods, standard just isn’t my way!
Below is the car at one of its last meets, at the 2012 Brooklands with The Corrado Club
GB, running the fourth and final generation of the G60 16V supercharged engine. A
great day out shared with 53 other Corrado Club members and culminating with a
formation photo shoot on the historic Brooklands banked circuit. Very emotional
moment for any petrolhead!
Following the last outing to Stanford hall, for the Corrado’s 25th birthday celebrations
meet, in June 2013, the car came off the road and was prepared for works to commence
at our body shop R.W. Masters Coachworks. The brief was to include a full bare metal
re-spray, a new carbon fibre roof panel, carbon fibre tailgate, and grafting in Golf
Rallye rear floor pan in readiness for our 4WD conversion. 
Rear floorpan stripped out ready for cutting out the stock panel work.
  

No going back now! Boot floor removed

By a complete stroke of good fortune I was in the right place at the right time to be the
recipient of a brand new set of Golf Rallye Genuine rear boot floor panels. An old
aquiaintance from the early days of the Corrado Club GB had recently returned from
Australia, and brought back with him these panels, along with containers filled with
Volkswagen “gold”. Jason built his 4WD Corrado some years back and bought spare
panels “just in case”. These were no longer required by him, so indeed I was most
pleased to put them to good use.
 The preparation and installation was nothing at all like any of the forum accounts of
Rallye floorpan modification. Yes there are similarities between the Golf MK2 and
Corrado but that is as far as it goes. Getting the panels to fit as they should was far from
straight forward and required a great deal of fettling to get that OEM look. Hats off to
Mark Porter at RW Masters Coachworks for persevering and calling upon his years of
experience in the dark art of car body customisation. A number of adaptations were
implemented along the way to tailor these panels to the Corrado body shell. Mark had
the idea to put a bulge in the rear panel to allow room for the spare wheel, and also to
incorporate a stress bar into the rear to chassis welded between the chassis legs making
the structure lighter and substantially stronger. In the photos to follow you will see how
this process evolves.
La preparación y la instalación no eran nada como cuentas unas de los del foro de la
modificación floorpan de Rallye. Sí hay semejanzas entre el golf MK2 y Corrado pero
ése es por lo que va. Conseguir los paneles para ajustar como deben estaban lejos de
directo y requerido mucho desbarbado a conseguir que mirada del OEM. Los sombreros
apagados para marcar al portero en RW dominan Coachworks para perseverar e invitar
sus años de experiencia en el arte oscuro del arreglo para requisitos particulares de la
carrocería. Varias adaptaciones fueron ejecutadas a lo largo del camino para adaptar los
estos paneles a la cáscara de la carrocería de Corrado. La marca tenía la idea de poner
un bombeo en el panel trasero para permitir el sitio para la rueda de repuesto, y también
incorporar una barra de la tensión en la parte posterior al chasis soldó entre las piernas
del chasis que hacían el encendedor de la estructura y substancialmente más fuerte. En
las fotos para seguirle verá cómo este proceso se desarrolla.
 

 
 With the main preparation complete and the strengthening panel welded into place, it
was now time to fit the floor pan itself. Again a great deal of fettling was required, but
once more Mark worked his magic and it all was made to look as if it were OEM
specification.
Con la preparación principal completa y el panel del fortalecimiento soldado en lugar,
ahora era hora de ajustar la cacerola de piso sí mismo. Mucho desbarbado fue requerido
otra vez, pero una vez más la marca trabajó su magia y toda fue hecha para mirar como
si fuera especificación del OEM.
 Panel work all complete, seam sealed, ready for primer and colour.
Artesone el trabajo todo el completo, costura sellados, listos para la pintura de fondo y
el color.
 Into the oven, masked up and ready for colour.
En el horno, enmascarado para arriba y aliste para el color.
 Now its the turn for the underside to be finished, so this has now been sprayed with
underbody vinyl before it too is sprayed into colour.
Ahora su la vuelta para que la superficie inferior sea acabado, así que ésta ahora se ha
pintado (con vaporizador) con el vinilo de la parte de abajo antes de que se pinte (con
vaporizador) también en color.
 All sorted now into colour.
Todos ahora clasificados en color.
So while Mark at RW Masters was busying himself with the on-going body work to my
Corrado, I kept myself occupied, as and how time allowed with the day job, building the
mechanicals in readiness to install into the soon to be re-furbished chassis.
First for my attention was the Rallye rear beam, to which I required to carry out
modifications allowing the use of the Audi TT rear differential. The simplest way to do
this was to fit the Dutchbuild kit. In order to carry out this modification to the Rallye
beam we needed to construct a jig to ensure the Dutchbuild kit was welded correctly
into alignment. At the same time we opted to fit the camber adjusting plates to the rear
beam, which would afford us a greater scope when it came to wheel alignment.
 Work starts on the new 16V Turbo engine. I was in part sad to say goodbye to the
16VG60, I love these engines they give so much in every way and you couldn’t  ask for
a better sound track! But after 21 years, and most of that on a 16VG60, my faithful G
Lader let go whilst were on our return from the Stanford Hall 25th Corrado birthday
meet. RIP G Lader, now laid to rest in a place of honour on the top shelf of my office
display cabinet.
I always maintained that in the event of my G Lader grenading, I would replace it with
either a Rotrex hybrid supercharger or a turbo. After some research and remembering
the words of the much missed Geoff, founder of the original AMD, who told me that if I
wanted my 16VG60 engines to really perform to their full potential then fit a turbo, well
I went with the all new Garrett GTX, plus a little extra enhancement. This new JMR
engine has been based upon my last evolution of our JMR 16VG60, but has been
strengthened to meet the significantly enhanced power output. Furthermore we are
moving away from the Digifant ECU in favour of the Omex 710, and we have re-
engineered the package to incorporate a dry sump lubrication system. Here are some
early pics of the initial prototype build, the finished product looks awesome and I really
can’t wait to hear it’s “war cry”. It is going to be very different to the 16VG60!
El trabajo comienza en el nuevo motor de 16V Turbo. ¡Estaba en la parte triste decir
adiós al 16VG60, amo estos motores que dan tanto de cada manera y usted no podría
pedir una mejor pista de sonido! Pero después de 21 años, y la mayor parte de ése en un
16VG60, mi G fiel Lader dejó va mientras que estaban en nuestra vuelta de la 25ta
Corrado reunión del cumpleaños de Stanford Pasillo. RASGUE G Lader, ahora puesto
para descansar en un lugar del honor en el estante superior de mi gabinete de exhibición
de la oficina.
 Mantuve siempre que en caso de mi G Lader grenading, lo substituiría por un
sobrealimentador híbrido de Rotrex o un turbo. Después de una cierta investigación y de
recordar las palabras de Geoff mucho faltado, fundador de AMD original, que me dijo
que si quise mis motores 16VG60 a realizarse realmente a su capacidad máxima
después ajustaron un turbo, pozo fui con todo el nuevo Garrett GTX, más el aumento un
poco adicional. Este nuevo motor de JMR se ha basado sobre mi evolución pasada de
nuestro JMR 16VG60, pero se ha fortalecido para resolver la salida de poder
perceptiblemente aumentada. Además, nos estamos moviendo lejos del Digifant el ECU
a favor del Omex 710, y hemos rediseñado el paquete para incorporar un sistema
lubricante del colector de aceite seco. Aquí están algunas imágenes tempranas de la
estructura inicial del prototipo, las miradas del producto final impresionantes y yo no
pueden esperar realmente para oír que es “grito de guerra”. ¡Va a ser muy diferente al
16VG60!
 Meanwhile, the bodyshop works have progressed onwards, and my Corrado shell is
now stripped of all paint back down to bare metal. Spot repairs are being carried out to
minor imperfections, body lines are being returned to their original sharpness, and the
previously fitted Audi A4 door handle mod plates are getting the attention long required
to resolve a sinkage problem.
Mientras tanto, los trabajos del bodyshop han progresado hacia adelante, y mi cáscara
de Corrado ahora se pela de toda la parte posterior de la pintura abajo para descubrir el
metal. Las reparaciones del punto se están realizando a las imperfecciones de menor
importancia, las líneas de carrocería se están volviendo a su agudeza original, y las
placas previamente ajustadas de la MOD del tirador de puerta de Audi A4 están
consiguiendo el largo de la atención requerido para resolver un problema del sinkage.
With all the bodywork preparation completed it’s time to go back into the oven for
spraying into primer.
 The long awaited moment after many months of preparation In RW Masters
Coachworks my Corrado goes into the oven one last time to be sprayed into colour. I
was delighted with the final result and was reminded why Mark describes his
Coachworks as “the best in town”, I cant recommend RW Masters enough, big thanks to
Mark and the team for a job well done.
With the bodywork phase of this build now finalised, it was time to get my Corrado re-
equipped with its new 4WD rear beam (and yes it is refininshed in KW colours).  Now
with rear suspension and running gear fitted, wheel her out of the bodyshop and loaded
onto awaiting transport and back home before it started raining!
Con la fase de la carrocería de esta estructura ahora concluida, era hora de conseguir mi
Corrado reequipado con su nuevo haz de la parte posterior 4WD (y refininshed sí en
colores del kilovatio).  ¡Ahora con la suspensión trasera y el engranaje corriente
ajustados, ruédela del bodyshop y cargada sobre aguardar transporte y el hogar trasero
antes de que comenzara a llover!
 With my Corrado back at our workshops it was time to thoroughly clean the entire
floorpan, and complete installation of the rear 4WD suspension system. In these photos
the Haldex centre diff is still fitted to the Audi TT rear diff. The Haldex is effectively
plugging the hole, for the time being, and will be replaced soon by our own torque
sensing permanent four wheel drive centre diff of which the prototype currently is being
built from our drawings.
 Rear beam, drivetrain, and suspension asssembly here seen off the chassis with photos
of the front subframe assembly and rear brakes being modified to take JMR 280mm x
22mm vented rear brake conversion. The front subframe assembly at this point was
shown here fitted with a stock power steering rack. I have since decided to delete power
steering in favour of a manual rack, given that my Corrado is significantly lighter than
stock and it affords much more space under the bonnet for more “important”
equipment ;-).
 JMR rear 280 x 22 mm Big Brake Conversion, fresh out after developement for the
4WD setup, here fitted using much lower profile rear callipers and lightweight disc and
bells, which reduce unsprung weight allow fitment of a greater variety of 16″ rims.
 Carbon Fibre roof skin fitted and weighted in place overnight for adhesive to cure.
Improvised roof weights provide an amusing low tech photo, but the proof is in the end
result. Each of the items were carefully selected to give just the right amount of
pressure.

http://the-corrado.net/showthread.php?11668-4WD-(syncro)-conversion-(UPDATE-20-02-05)
Haldex into Corrado (info)
http://the-corrado.net/showthread.php?77673-Haldex-
into-Corrado-(info)

Hey, I have been gathering information about putting haldex into a Corrado for a fair
while and though I would share what I have so far. Mostly geared towards us in North
American as far as parts availability but makes for a decent read none the less.
Fitting the 02m into a Corrado
Parts Needed
1.Custom Driveshafts (either shorten stock or buy for ~700 usd from DSS)
-For wide front, subframe from VR6, Gti and Tdi from Golf mk3 the driveshaft length
is 327 mm. and 423 mm.
- For stock Mk2 subframe the driveshafts are 7 mm shorter.
- Measurements are taken from flange to flange on the inner side of the CV-joints.
2. Custom Mounts front and rear (available from sdezego
http://www.generalprinciple.com/sd/s...ounts?openpage ~300 usd)
3. Modify Tunnel and Shift box or aquire Euro Shift Box from
CA '96-'03 Caddy
LU '99-'03 Lupo / Lupo 3L TDi
LU '04-'06 Lupo / Lupo 3L TDi
PO '95-'00 Polo / Derby
PO '00-'02 Polo / Derby
POC '00-'02 Polo Classic / Variant

Part #:
6N0 711 061 A House
6N0 711 090 A Ground plate
6N0 711 611 C Choise arm
(~70 euros)

4. Clutch cable for an 02m and mk2/3 master, can be purchased from USP or it can be
custom
http://uspmotorsports.com/product_in...roducts_id=574
5. Correct bolt/studs for the 02m Starter

6. Flywheel and Clutch matched to transmission

7. Must have VR6 splined hubs. For 4 bolt non plus suspension you have to fill and drill
vr6 hubs or have the 4 bolt hubs resplined. Resplining can be done by RCV
performance of Illinois.
- The splines are NOT the same for o2m and o2a axles but the outer CV has the same
spline.

Modifications required to car

1.moving the transmission mount cup on the subframe approximately 1/2" to properly
clear the larger 02m CV flange
Miscellaneous

Speed Sensor:

02a MK3 VR6 Speed Sensor Harness ---------> 02M harness

Black ----------------------------------> Black/White

Blue/White ------------------------------------> Blue/White
Red/Green ------------------------------------> Brown

Nice part is you can fit the 02m and run fwd while you figure out the next major hurdle,
the haldex swap.
Haldex Swap

Parts Needed
1. Syncro rear axle assembly converted to accept haldex dif with dutch build kit (around
400 usd)

2. Rear end options:

Axle (circled are the 3 bolt axle mounts):

a) 1992 Passat G60 (available in European and Canadian markets)
-A popular option for those in North America due to the relative ease of acquiring parts.
-Requires either modifying the rear of the car to accept 4 bolt axle mounts such as
"MrDave" did:
or the purchase of 3 bolt rear axle mounts from overseas which look like this:
-The floor and rear end must then be grafted in.
-With this setup you can use the stock fuel filler location.
-The downside is that you have a 70l fuel tank which hangs below the rear bumper.
b) Rally/Mk2/Mk3 syncro rear end
-This setup is similar to the passat, but is tailored more to installation into the Corrado.
-Uses a smaller 50l gas tank which does not hang below the vehicle.
-Difficult to source because was never available in North America.

Rallye pan: 191813116 $244

c) The third method is to use a fuel cell.

-To do this you need the mk2 axle mounting brackets, as well as the differential support
crossmember.
-Requires removing the spare tire well.
3. Haldex Rear differential. Must be from a generation one haldex car. In North
America this is easiest to source from an Audi TT.

4. Centre propshaft must be shortened, but bolts up without modification. Requires

hangers to be welded into the tunnel.

5. Custom haldex to wheel driveshafts. Syncro ones work with some motivation, but
shortened ones original to haldex would also work.

6. Standalone Haldex controller, or mechanical screw in controller. Check ebay.de

That is all I have for now. Feel free to contribute a little bit of information so we can
make a definitive parts and information list for those looking to swap. I will update the
original post as I get information for ease of access.:thumbup:
http://www.dsg-corrado.de/index.php?section=galerie_4x4_quattro

http://www.tuning-crew-nord.com/viewtopic.php?
t=1261&postdays=0&postorder=asc&start=0

http://www.turbo-corrado.com/h_teile.html
http://homologar-llantas-itv.com/tarifas-s14.html