Fueling was also an issue, since the stock VR6 tank and pump wouldn't work. The fuel pressure would be too high, and the diesel pump nozzles wouldn't fit the filler neck. With limited options, it was time for a little ingenuity. "I removed the tank, cleaned it out and used a Dremel to enlarge the hole so the fuel nozzle would fit," Frank said. "I tried locating a Mk3 TDI fuel sender unit but ended up using the VR6 sender and regulated the pressure down."
An intercooler was sourced from a Corrado G60 (what else?) and Frank fabricated the piping. The intake manifold was cut in half and re-welded so the inlet pointed toward the driver's side, while the downpipe was extended to prevent it rubbing against the heat shield.
With all this going on, one of the biggest issues involved the rear motor mount. It was fouling the turbo, so a VNT-20 Variable Nozzle Turbo was installed. "The rear mount was the biggest mechanical obstacle. The VNT actuator had to be bent out of the way so it wouldn't rub on it, and you have to cut a crescent in a Mk3 2.0 motor mount bracket so the turbo has clearance. Working all that out was incredibly frustrating," Frank continued.
Chip, injector and turbo upgrade...
Chip, injector and turbo upgrade resulted in a dyno-proven 140hp and 250lb-ft to the wheels
A billet aluminum piece will eventually eliminate the modified 2.0 bracket, since the TDI's massive torque has already broken it during a track session.
"I had been planning to upgrade the chip and injectors anyway, but the turbo upgrade came about as a result of other issues," Frank explained. However, the result is a dyno-proven 140hp and almost 250 lb-ft to the wheels.
The turbo itself is a hybrid Kerma VNT turbo, consisting of a VNT-20 compressor wheel and a VNT-18 turbine resting inside a machined VNT-15 housing. Kerma PP520 injector nozzles and an Alligator chip ensure a proper fuel mixture, while spent diesel exits through a stock TDI exhaust and SLC muffler.
Keeping the torque in check is a G60 flywheel, VR6 clutch and a B4 Passat 02A transmission with a 0.68:1 fifth gear, plus a Peloquin differential. Other upgrades, such as the classic 17" Abt A23 wheels shod with 205/45 Yokohama AVID H4S rubber, provide an updated look for the daily driver.
H&R coilovers keep the handling crisp, but were also crucial to support the weight of a full tank of fuel.
"There are some good body kits for the Corrado, but most make 'em look like cheap hookers," Frank stated bluntly.
Inside, the Mk4 TDI cluster was used, but only when no other options were available. "I'm one of the few people who likes the green lights in the Corrado dash, but I'm not a huge fan of the blue Mk4 lights," he said. However, a Becker Traffic Pro head unit provides an OEM look, and matches the red and blue illumination.
Looking over the car, it's hard to believe VW didn't build it this way. The well-planned and executed swap has stood the test of time, and Frank plans to put miles on the car just as fast as he can. "I've put about 20,000 miles on it since I completed the swap," he said.
At the end of the day, why do a swap? After all, you can buy a factory TDI and save yourself a mountain of trouble. "You just don't get the same Dub-love when you drive the newer cars as you do an older Mk2 or Corrado," Frank explained. "I get waves from other VW guys and you just don't get that in a Mk4 or newer cars."
Frank must be feeling the love, because he's already begun a second TDI swap, using a G60 shell and Mk3 motor. With gas prices the way they are, he might just be on the cutting edge of the latest trend in motor swaps.