We take a look back at some of the epic features that graced the pages of our sister title Performance VW magazine. This time it’s Scott’s VW Corrado from 2019…
With our modern way of life, it’s all too easy now for us to give up on things. Tinder has made the world of dating more shallow and superficial than ever before, meaning that it’s far too easy for us now to think the grass is greener on the other side, and swap our beloved for a younger model.
Much of the car scene has gone this way too. With new cars financed or leased, it becomes the norm to chop your latest build (once returned to standard of course) in for the newest model. We pour our hard earned cash and time into building our ‘dream car’, then chuck it back at the dealer as soon as the facelift version is launched, just to stay ahead of the crowd.
Well, some of us do, but not all. Scott Chipperfield’s Corrado has been a labour of love since before most of the scene stalwarts could drive, and is the perfect example of a constantly evolving machine that’s built to please its owner, not the entire car scene like many others are.
46-year-old Scott, an engineer by trade, like many of us, fell in love with the whole VW thing at a young age. The seed was sewn when a mate’s dad had a Mk2 Golf 16v as a company car. We won’t mentioned the year, but the car wore an ‘F’ plate. Sorry Scott!
This was the start of a love affair that would lead to what some might call a Mk2 obsession. For years, the humble Mk2 would tick all the boxes for Scott. To the tune of no less than 14 different examples, in fact!
But there was something missing; something that Scott couldn’t quite put his finger on. He loved all of them, but they were never quite enough. So, come 2005, Scott made his mind up; it was time to move on from the never ending stream of Mk2s, and time for something sleeker. Something a bit different from the norm, but still with the handling and speed that he’d become used to. It was time to find a Corrado.
At the time, Scott was working at a car auction site near his home in Essex. He’d seen all sorts go across the block, but VW’s coupe was proving pretty elusive. Until, once day, a stunning one-owner, 50k mile 2.0 16v appeared on the lot list. It wasn’t the spec, engine or colour that he wanted, but it was too good an opportunity to miss.
The only problem was, that due to being an employee, Scott wasn’t allowed to bid on anything. A quick chat with a “dodgy Essex car dealer friend” later, and after a few very (very) tense minutes, the car was his.
Not one to waste time, Scott immediately took to modifying the car. A set of OZ Super Turismos (ask your dad if you don’t know) and the obligatory crystal rear lights quickly found their way onto the car, and kept Scott happy. For a bit.
With the Euro look taking off in a big way (this was the mid-00s remember), it wasn’t long before Scott decided he needed to go lower and wider. Queue 9×16” Borbet As and a set of coilovers, a classic look that still works today.
This served him well for a good few years, but in 2010 he decided that the strong but ageing ABF wouldn’t cut the mustard anymore. Searching around for options, one of Scott’s friends wrote his S3 off, meaning there was a 20vT engine going spare. Apparently Scott had nothing to do with it, but it all seems a little too convenient…
The 20vT power plant has proven itself as a worthy heart in many a 90s VW over the years, and in ultimate AUM trim, as Scott had bagged, it provides more than 200bhp in standard trim. With a simple remap, it’ll see north of 240. Which is exactly what Scott did.
With the help of long term friend Will, from Chelmsford Autos, and the generous loan of a corner of his workshop, it took just six months for the pair to have the car running and back on its wheels, with its brand new power-plant. Again, this would suit Scott perfectly… for a while. You can see a theme developing here can’t you?
2013 saw Scott fed up of bashing his pride and joy on the ever deteriorating roads around Essex, and the solution was obvious. With the Corrado being rarer than its cousins, Scott had to do some digging to make sure the kit he’d decided on would fit properly. Air Lift’s trusty V2 was the obvious answer, and their Slam struts provided the ultra low look he knew would offset the shape of the car perfectly. Finished off by a completely custom boot-build, including black hardlines and the tank coated in black-chrome, the setup is as stunning as it is simple.
With the Borbet As not quite cutting it anymore, Scott was looking for something classy, but suiting the motorsport look of the car at the same time. There was only one option really; the classic Schmidt TH-Lines. Understated yet a racing wheel through and through, they suited the car perfectly.
And that was that. Except that it wasn’t, because this is Scott, and he apparently can’t leave anything alone. 2015 came around, and he was getting itchy feet again. Selling up and buying something else wasn’t an option, so what was the next stage? Well, put simply… more power. Much, more power. With the car off the road yet again, Scott decided the only option was to go balls out, and do this properly.
The engine spec is, frankly, fantastic. With a Garrett GT2871R turbo, bolted to a custom-made equal length manifold, it was clear from the outset that he wasn’t messing about. 550cc injectors ensure the engine has enough gogo juice, and the Jetex 2.5” exhaust with custom downpipes make sure the gases can escape properly. Tial provided some of their world class equipment, in the form of a 38mm external waste gate and a 50mm blow off valve. With more than a few bespoke parts made for the build, including the turbo cold side housing, fully V-banded boost run and a one off radiator, Scott made sure that no stone was left unturned for this stage of the build. Final figures are a dyno proven 302.8whp and 280lb/ft or torque. Not bad at all, especially with such a smooth delivery. To ensure the power could be put down properly, heavy duty G60 shafts were mated to VW’s renowned 02A gearbox, with a super-strong Sachs VR6 clutch doing the honours.
With this extra power, the standard brakes just weren’t going to be enough. So, Tarox six-pot calipers were mated up with a set of 300mm floating discs, uprated rear Tarox discs, and completely braided lines throughout.
Whilst having all this engine work done, Scott had time to reflect on the original body work, which was starting to look a little tired now. So, he took a trip to see the guys at Sani’s VW Body Shop, and a plan was hatched.
Whilst the car was being prepped for paint, it would be rude not to smooth a few little bits out, right? So, the rear bumper had its towing eye cover dutifully removed, whilst the tailgate underwent the same treatment with the rear wiper and washer apertures. The sills and mirrors had a tickle at the same time; they’re something you may not immediately notice having been changed, but its something that makes a huge difference to the car. The black plastic door handles and side mouldings were colour coded, bringing the VW’s svelte design bang up to date. With these bits done, it was time to apply the paint. And, with Scott being such a big fan of the original hue, there wasn’t really any question that he was going to deviate too far from that. The only change was the addition of some blue pearl, giving the car some extra pop when out in the sun.
It was at this point (you can see what’s coming, can’t you?) that Scott decided he’d had enough of the Schmidts. A big fan of the ‘less is more’ mentality, he spent weeks perusing forums and websites alike, deciding what to go for. “I hadn’t seen any Corrados on E50s at the time, and it was one of those wheels that is just absolutely timeless. It was a no-brainer in the end,” muses Scott. Whilst searching for the super-rare hoops, Scott was lucky enough to meet Mark Ikeda, and, before you could say “sure, I know where there’s a set tucked away,” he’d sourced a set in exactly the spec he wanted. In 8×17” flavour, the three-piece wheels, with their original magnesium centres, fit the car millimetre perfectly, and are the ultimate finishing touch finished in gold, obviously.
We’d like to say that confidently that is that for the Corrado mods, but, this being Scott, no doubt in another year or so the car will be back off the road for yet another transformation.
I guess you’ll just have to watch this space…
Tech Spec: VW Corrado
Engine:
1.8T (AUM) 20v from S3 with Garret GT2871R turbo, custom equal length exhaust manifold, Ross machined inlet manifold, Tial 38mm external waste gate, Tial 50mm BOV, 550cc injectors, custom turbo cold side housing, custom fully V-banded boost run. DTA S40 Pro ECU, custom loom, shallow sump, custom made radiator, front mount intercooler. Front mount Mocal oil cooler with deleted factory cooler, AN fittings and lines throughout, solid front engine mount, Jetex 2 .5” exhaust with custom made down pipe, Draft 42 Design catch tank, Ram Air filter with 3” intake pipe, G60 drive shafts, Sachs heavy duty VR clutch , O2A gearbox. All detailed in black and black chrome powder coat.
Power:
302.8 bhp and 280lbft torque
Chassis:
8×17 BBS E50 three-piece (4×100 magnesium centres), 0.5” lips all round with GT50 stud conversion and black and gold BBS badges. Air Lift Slam struts with V2 Air Lift management, custom boot build with hard lines finished in black with black chrome coated tank. Tarox six pots with two-piece 300mm discs, Tarox discs on rear too, braided brake lines throughout
Exterior:
Custom paint colour, smoothed mirrors, smoothed and deleted rear wiper, smoothed and deleted rear towing eye, smoothed sills, colour coded side moulding and handles, smoothed and custom rear lights, black VW and Corrado badges
Interior:
Corrado Ultra Violet Electric Recaros, TT pedal covers, Momo Team 300mm steering wheel, brand new anthracite carpet, boost gauge in centre console
Shout:
Will Smith at Chelmsford Autos for all his help over the years with the project. Hassan and all at Sani’s Motors for the amazing body work and paint. All the Club Renegade family
Feature taken from Performance VW. Words: Si McNally. Photos: Matt Woods.
