Corrado: VW’s Tardy, Snappy Coupe

For creaking historians who can remember when a Volkswagen cost $1,500 and only came in one shape, the 1990 Corrado represents a remarkably swift passage of time and technology.

Yesterday’s four-cylinder VW Bug-Beetle produced 30 horsepower and barely exceeded the speed limit in a stiff tail wind.

Today’s four-cylinder VW Corrado (from the Spanish for to sprint ) produces 158 horsepower and, with a top speed of 140 m.p.h., is faster than the Mercedes 300E.

Of course, the price of this VeeDub has appreciated slightly since the ‘50s. It’s up to $17,900. But for a car with a performance-value ratio very much in line with the current herd of 2+2 sport coupes, it could well be worth every pfun pfennig.

The progress of Volkswagen in areas other than automotive development hasn’t been quite so encouraging.

Although Volkswagen leads all manufacturers in the European market, U.S. sales that once were 500,000 cars a year are down to 150,000 units.

Asian competition. America’s general indifference to gasoline prices and fuel-stingy cars. A vapid dollar versus a powerful German mark. All have combined to drop Volkswagen United States Inc. to seventh among 23 importers.

A U.S. sales improvement might have occurred if the supercharged Corrado had been introduced in this country when it went on sale in Europe almost a year ago.

An unveiling of this U.S. replacement for the venerable Scirocco was, indeed, scheduled for February. That would at least have put the Corrado on line at a time when sport coupes (such as the Ford Probe, Nissan 240SX, Plymouth Laser and Mitsubishi Eclipse) were anybody’s buy and far from the thundering herd they now represent.

But in December, James Fuller, head of Volkswagen United States, was killed when Pan American Flight 103 exploded over Scotland. His death, said a company spokesperson, “definitely contributed” to delaying Corrado deliveries until this month--and consequently arriving last in its American niche.

Despite its late start, said William Young, Fuller’s replacement, the Corrado still represents Volkswagen’s renewed attention to “a more consumer-focused, value-focused product line” that could return the company from the fringes of the small-car market.

“Basically, we are back in the marketplace and rebuilding the company,” Fuller said during the recent Coronado press introduction of the Corrado. “We are confident that this technically advanced car will change the way people think of Volkswagen.”

Other VWs on the Way

That might only come next year when Volkswagen broadens its U.S. line with two more vehicles--the four-door Passat sedan and wagon, both with automatic transmission; and a snappy Golf Rallye.

For the time being, however, the appeal of the Corrado--available only in five-speed and marketed somewhat evasively as a “sports car,” rather than a “sports coupe”--will be too narrow to change much beyond the performance of VW disciples willing to trade up from their spirited 16-valve GTIs.

Those motorists not particularly loyal to VW will find the Corrado offers few irresistible advantages over established sport coupes.

Its base price is $3,400 higher that that of, say, the Nissan 240SX. It certainly is not as fast as the turbocharged Mitsubishi Eclipse/Plymouth Laser. In terms of engineering and prestige, it offers no challenge to the Porsche 944 S2.

Yet in so many areas--from looks, through a list of little luxuries to its price-value quotient--the Corrado is an impressive addition to today’s car bazaars.

Strong on Styling

Styling, although certainly reminiscent of the Honda CRX and the Volkswagen Scirocco, is a strong point. The car is softly squared and has that look of something poised in starting blocks. There’s much tradition in its fender flares, sloping hood and open headlights. And it all carries the signature of Wilhelm Karmann, who has been with Volkswagen since the 1949 Beetle convertible.

It is rewarding to see such niceties as a tilt steering wheel, performance-trip computer, air conditioning, six-speaker sound system, electric mirrors, central locking and, oh joy, power windows that function even with the engine off , as standard equipment on a small and relatively inexpensive package. Forgotten open windows can also be closed from outside the car by simply turning the door key beyond the locking detent.

The front-drive Corrado is the only car, other than Porsche, that comes with an automatic rear spoiler. It eases up into the slipstream at 45 m.p.h., retracts at 12 m.p.h. and adds or subtracts about 66 pounds of rear-end lift.

Seating is snug and good, all manual but easily adjustable. Head and leg room are for the lanky. Many will prefer at least a driver-side air bag inside the dished steering wheel, but Volkswagen prefers motorized (and less expensive) shoulder belts. Dials are analog and proportioned, although temperature and gas gauges are the size of pie slices and an overstatement for instruments requiring only a quick and occasional glance, not minute examination.

Room for Freight

The occasional rear seats really were built for average people and short trips. They also fold absolutely flat to create a rear area big enough for freight. During this evaluation, on three separate trips, the 18.6-cubic-foot trunk capacity passed testing by: a) $226 worth of groceries, b) two runaway dogs, including a neurotic German shepherd on steroids and c) a 5-foot pine kitchen table with two bow-back chairs.

Mechanically--apart from its supercharger and electronic, multipoint fuel injection--the Corrado is Weissbrot . The engine is 1.8 liters and only four cylinders and eight valves popped by a single overhead cam. You saw it first in the Volkswagen Golf and Jetta.

Yet from such basics comes healthy performance--despite a barely respectable 0-60 m.p.h. acceleration time of less than nine seconds--and that’s the bonus of Volkswagen’s supercharging.

Unlike a turbo charger, spun by exhaust gases and which adds only top-end power, a super charger is belt-driven off the camshaft and creates instant boost throughout the power range. In the case of the Corrado, supercharging improves engine performance by about 50 horsepower, quite enough to smoke up the front tires from standstill.

It is a quick car and a fast car, with enough stiffness of steering and suspension to remind a driver that here is a vehicle ready to cavort as soon as commuting is done.

The gear box should be so accommodating.

Volkswagen, in a possible advance to the rear, has chosen cables instead of rigid linkage. So shifting becomes a process of rigid clunks and hefty notches that are performed more easily by fist than by fingertips. The throw is a smidge on the long side, and unusual spring loading to the ride side of the gate can produce some humiliating gaffs into fourth gear from first.

At any speed, the engine seems to be working a little harder than necessary. It’s a buzzing, high revving little rascal and in the higher ranges, there’s even an edge of complaint to the engine note and a definite overtone from the supercharger.

The windshield pillars seemed to be a little on the hefty side and a distraction while trying to straighten out the downhill sides of Coldwater Canyon.

Particularly impressive is the definite dual personality of the Corrado. It seems to thrive on being driven with panache. But in traffic and in no particular hurry, it will motor as smoothly as 00 steel wool.

All in all, it’s a sports coupe that makes it.

But just a little late.

1990 Volkswagen Corrado COST:

Base:$17,900. As tested:$19,500. ENGINE:

Four cylinders, 1.8 liters, supercharged, develops 158 horsepower. PERFORMANCE:

0-60, as tested, 8.6 seconds. Top speed, as driven by Motor Trend magazine, 140 m.p.h. Fuel economy, city-highway average, 26 m.p.g. CURB WEIGHT:

2,660 pounds. THE GOOD:

That Wilhelm Karmann styling. Quickest and fastest VeeDub ever. Enough trunk space for the rest of the elephant. Power windows that operate with engine off. THE BAD:

Radio plays with engine off. Notchy, unfriendly gearbox. THE UGLY:

Oversized gas and temperature gauges.