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.
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.
Panel work all complete, seam sealed, ready for primer and colour.
Into the oven, masked up and ready for colour.
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.
All sorted now into colour.
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!
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.
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!
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.
New door membranes being made to measure from 3M adhesive backed membrane. OEM pedal box removed and new OBP unit being fitted.
Golf Rallye fuel tank fitted in place with stainless steel tank straps made at JMR. Uprated in tank fuel pump being fitted to replace the stock Golf Rallye in tank lift pump. The Haldex centre diff has now been removed in readiness for our prototype mechanical permanent 4WD centre diff.
With all the works complete for now, that required being completed on a car lift, it was time to arrange transport to take my Corrado home. Keeping her at the workshop, though very tempting, would have proven too tempting and non conducive to the day job! The new indoor cover coming out of its bag for the first time to protect the new coachwork. The fit is extremely good, but without a front bumper being fitted it does have a little slack at the front to “ride up with wear” :-).
Having designed and fabricated our own fuel swirl pot, seen in the photos to the left of the FEV fire extinguisher, it was time to start plumbing in the new fuel hoses, and making the raised carbon fibre false floor, over the rear seat platform. In addition to the JMR swirl pot and fire extinguisher, this area was also made to locate the 11 litre Pace Products dry sump oil tank. The battery has been re-located to behind the passenger’s seat, and I am now using a Red Top race battery. These Red Top units are both lighter, sealed, and more resistant to vibration. In these photos you can clearly see the pronounced rise in the boot floor for the 4WD. Also seen in the left hand photo, is the new boot floor carpet made to suit the new Rallye pan, this was made by my good friend Joe Clarke of Trim Deluxe in Littlehampton who is also responsible for all the interior trimming including, alcantara headling, sun visors, door cards, GT3 seat covers, and A B & C pillar trims.