2 liter/20 valve Turbo
I purchased this 1990 Volkswagen Corrado G60 from the second owner in 1998. The car has a clean Virginia title and has never been in an accident, however it was repainted in 1999 due to fading paint. For the past twenty-one years I have stored this car in my climate-controlled shop, transported in an enclosed trailer to and from track events and has no rust anywhere. It has only been in the rain four or five times since 2002.
In 2001, I began the process of converting it to a full-time track car. The car had 109,195 miles on it when the transformation began, and it has accumulated approximately 1,100 miles since it's completion in 2005 verifiable with both the original cluster and the AutoMeter speedometer. NASA logbooks from 2005-2008 detail where I raced in the German Touring Car Series with NASA Mid Atlantic and NASA Northeast at Virginia International Raceway, Watkins Glen and my home track, Summit Point. The car was retired from competition and continued on as a personal track car over the years instructing with TrackDaze and NASA events. The car was recently tagged an antique in Virginia (May 2018) and is now an occasional Sunday driver. Since 2005 the car has never sat for longer than 3 months without being started and brought up to operating temperature. There are no leaks, no rust and no real issues with this well-sorted car. There are some extremely rare, very expensive and period-correct parts used in this build.
It is powered by a 2-liter, 20 valve turbocharged engine mated to a 5-speed transmission with a limited slip differential. The 9A engine block and crank were obtained from a German-built 1992 VW GTI 2.0 16v GTI. The AEB large port cylinder head casting was originally from an Audi A4. The car weighs 2,160 pounds as raced. Watch a video of it on VIR full course in 2010 running around a 2:16 lap.
Turbo pressure is managed by the wastegate spring. The engine management was tuned to 9 pounds of boost and this car has never seen a manual boost controller. Even at only 9 pounds of boost, testing proved manageable wheel spin on track-out, so I never pushed it any further during the initial tuning. Once the completed car was weighed I was over the power-to-weight ratio to stay in my competitive race class so additional ballast weight had to be added back into the car, so I have never sought to add any more power. I believe this iron long block is built to handle over 450 horsepower and the head is built to spin close to 8,000 RPM. I shift at 6,500 RPM. The car makes approximately 280 horsepower to the wheels and 260-pound feet of torque depending on the dyno and the atmospheric conditions. The engine oil and filter are changed after every event regardless of mileage. Coolant and brake fluid is changed yearly.
For those scratching their heads... the engine management thinks it’s a Honda turbocharged B18.
(There are no plastic fittings or hose clamps in the cooling system)
click each photo to enlarge
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