Id been ratted out by my own kids. Instead of tending the grill, I was sitting in the Corrado, rag in one hand, conditioning lotion in the other, buffing the leather to a dull sheen. The children watched as the teriyaki chicken burned until one screamed, "Dad is out playing with his car again." Subconsciously, I think I let dinner die on purpose. It meant I could drive to the local burger shack and spend more time behind the wheel of this beautiful Volkswagen.
Compared to Project GTI 16V, the half-dead gimp that followed me home one day, Project Corrado SLC is a randy stud. It was a classic one-owner car, pampered from the moment it left the dealership, cared for by a meticulous engineer-type guy who apparently felt the car was perfect in factory trim. Except for the tires and CD/radio, there is not one piece of aftermarket gear to be found. In addition to fixing the factory recalls (ignition switch and heater core), the previous owner had installed a new head gasket and radiator and, from what I could tell, used nothing but synthetic oil and premium coolant. I have a thick maintenance file on the car, all performed by the same dealer. I got lucky with this one.
Although I do not have a build sheet, it is obvious this 1992 SLC was kitted-out mit alles (with everything). Power windows (one-touch down), power doors, power sunroof, heated washer bottle, heated seats, ABS, full leather interior and 15-in. BBS wheels. Moreover, everything works perfectly and there is not a shimmy or rattle to be found.
Well, almost none.
As is typical with most cars reading 138,000 miles on their clocks, Project Corrado SLC had a few problems with its joints. Closer inspection revealed suspension bushings that were not only cracked and worn but were almost entirely gone. There was a good 2 in. of play in the front wheels, causing a significant thud off the line under braking and during spirited shifts. I imagine this was one of reasons the owner wanted to sell. It sounded like the vehicle was ready to drop the engine.
Before I did anything to this Volkswagen, it was imperative this situation was remedied. I probably would have opted for a re-bushing anyway, whatever their condition. A focused suspension is a happy suspension.
The crew at Eurosport ordered up new factory control-arm bushings, tie rods and ball joints. On the Eurosport lift, Vik removed the entire assemblies from the subframe and pressed the rotten stuff from their holes. Although Eurosport offers its own line of polyurethane bushings, I find them more suited to race applications where noise and stiffness is not an issue. The rubber stuff works just fine for the street-don't let anyone tell you differently.
Before pressing in the new rubber, Vik cleaned the A-arms with an environmentally friendly solvent that appeared to be on a par with minty bubble bath. The stuff worked great, however, and the assemblies look brand new. It was interesting to note the build quality on the Corrado's A-arms-unlike the Mark II, they are seam-welded rather than spot-welded-very tough. The rear beam bushings and steering rack rubber looked brand new, so they remained unmolested.