At the time of its launch in 1988, the Corrado was the most expensive car Volkswagen had ever built. Work had started in 1983, with the car destined to succeed the pretty Giugiaro-penned Mk1 Scirocco. In the end, the Corrado was sold alongside the Scirocco, for a while at least, establishing itself as a more upmarket and better engineered coupe.

Initially, the supercharged Corrado G60 was the powerhouse of the range, but in 1991 Volkswagen launched the sought-after, six-cylinder VR6 version.

For this Retro Road Test, we take a look at one of Volkswagen’s most glorious failures: the Volkswagen Corrado VR6.

What are its rivals?

If the Corrado stood still long enough, we might be able to name some rivals, but the truth is, it’s much harder than you might think. At launch it sat in no man’s land, sandwiched between the affordable Volkswagen Scirocco and the more upmarket Porsche 924. Indeed, some say the Corrado was built in response to the 924, a car which, let’s not forget, was originally supposed to wear a Volkswagen badge.

It’s probably simpler to say that, as a coupe of the 1990s, the Corrado was engaged in a slippery battle for supremacy with the likes of the Ford Probe, Vauxhall Calibra, Toyota Celica and Honda Prelude. Cars that may have lacked the prowess of the Corrado, but still managed to win the race out of the showroom.

Between 1988 and 1995, Volkswagen managed to shift a mere 97,521 Corrados, of which 10 percent or so were shipped to the UK. This was in stark contrast to the half-a-million Mk1 Sciroccos that rolled off the production line during a similar length of time.

Which engine does it use?

The VR6 engine was unveiled at the 1991 Geneva Motor Show, initially as an option on the Volkswagen Passat. The ‘V’ is a bit of a red herring, because the narrow-angle V6 is as much a straight-six as it is a traditional vee-six, being engineered for transverse installation. With a 15-degree angle between cylinder banks and one cylinder head, the 2,861cc engine was good for 190hp.

As the VR6 was introduced, Volkswagen said auf wiedersehen to the G-Lader supercharged engines. Curiously, despite the evocative name and that low-end pull, the G60 unit was considered to be the Corrado’s weakest link at launch. Today, it’s much-loved, not least for its tuning potential.

What’s it like to drive?

Drive a Corrado VR6 today and you’ll realise just how much has changed in two decades. Back in 1993, when this Corrado VR6 first rolled out of the showroom, its performance figures – 0-60mph in 6.7 seconds, a 146mph top speed – meant that it could hold its own against the Porsche 968 Club Sport and Ford Escort RS Cosworth.

But while even a badly driven Ford Fiesta ST could give a Corrado a run for its money, it’s the way it delivers the power that counts. The acceleration won’t pin you to the back of the nicely sculpted seats, but the delivery is smooth and the soundtrack is intoxicating. The VR6 engine hardly breaks sweat as it hauls this pert coupe towards the next corner.

Within a few miles, you realise that two gears are ideally suited to the British B-road. Second gear will take you all the way to 60mph, and once you’re there third gear is all the gear you’ll ever need. It puts you at the VR6’s sweet spot, hovering at around 4,000rpm. Young upstart hot hatchbacks have got nothing on the Corrado VR6 – this feels like a performance car with genuine pedigree.

The short-throw gearshift is slick and precise, while the stubby gear lever simply encourages you change down pre-corner, blipping the throttle for maximum theatre. The driving position is pure sports car, while the steering is nicely weighted and surprisingly communicative. It all adds up to one of the sweetest handling front-wheel-drive cars ever made.

Reliability and running costs

The Corrado is a car you should buy based on condition and not mileage. A cherished VR6 engine is capable of covering big miles, but run a Corrado VR6 on a budget and it will show. The excellent online Corrado Forum is a good source of information and advice.

We’ve been averaging 27.0mpg – although the VR6 is so lazy, you could well see figures in the 30s on a longer trip. Conversely, spend too much time in second and third and you’ll struggle to break out of the high teens. As a modern classic, the Corrado can be covered by limited-mileage classic policies. Check with your insurance provider.

Could I drive it every day?

Times have changed. Fifteen years ago we’d have had no hesitation in recommending a Corrado VR6 for everyday use, but with parts in short supply and values on the up, we’d recommend a Corrado as a second car – ideal for Sunday morning blasts through the countryside.

Having said that, if you’re growing tired of the endless wave of four-cylinder turbocharged engines, the VR6 is a breath of fresh air. It’s a genuinely practical coupe, with a decent size boot and enough space for four adults. You can’t say that about all performance coupes.

How much should I pay?

The most valuable Corrado is the last-of-the-line Storm, which came in two colours, Classic Green or Mystic Blue, and featured a leather interior, 15-inch BBS Solitude alloy wheels and Storm badges. These cars tend to command a premium on the used car market.

We’d bank on paying upwards of £10,000 to secure a good Corrado VR6, although low mileage cars and Storm models will be twice that. Don’t rule out the cheaper and no less interesting G60, while the 16v and 8v models offer all the benefits of the coupe styling with lower running costs.

What should I look out for?

The Corrado Forum buying guide lists VR6 specific checks as the timing chain and puffs of blue smoke on start-up. A marbles-in-a-tin-can sound could be a sign that the timing chain needs replacing. It’s a big job and it’s worth doing the clutch at the same time.

Other points worthy of a mention include:

• Damp carpets in the footwells – could be a sign that the heater matrix is on the way out or new inner door membranes are required
• Check the ventilation control panel functions correctly – if not, it’s an expensive repair
• Listen for any knocking sounds from the suspension
• Check the chassis, under the bonnet, door sills and valances for signs of rust
• Check for accident damage around inner wings and boot floors

Should I buy one?

To many, the VR6 is the ultimate Volkswagen Corrado – the engine the coupe was waiting for. There’s no denying it’s one of, if not the best performance coupe of the 1990s, a rare example of a car that was a classic in its own lifetime.

We’d hesitate to say that now is the time to buy one, because we’ve been lauding the Corrado as the next big thing for many years. But there’s been a noticeable surge in interest, along with a commensurate rise in prices.

Pub fact

The Corrado’s party piece is its rear spoiler, which automatically deploys at 45mph to improve downforce and directional stability.

Herbert Schafer, senior designer on the Corrado project, swore blind that it was “no go-faster gimmick”, but it adds a touch of kudos to an already cool coupe. Just make sure it still works before you buy one.

This week, the internet has been awash with reviews of the new Lotus Emeya. In range-topping ‘R’ guise, this 905hp electric ‘Hyper GT’ can rocket to 62mph in 2.8 seconds and reach 159mph. Back in the early 1990s, however, a Lotus-badged saloon went even faster – at least in terms of top speed…

“Our urban panda cars can only go at 90mph,” complained a certain PC Oliver at the time. The controversial Lotus-tuned Vauxhall Carlton, meanwhile, could hit 62mph in 5.4 seconds and it didn’t stop accelerating until 176mph. Able to keep pace with a Ferrari Testarossa, it was the fastest four-door money could buy.

Lotus started with a Vauxhall Carlton GSi, boring out the standard car’s 3.0-litre engine to 3.6 litres, then adding twin Garrett turbochargers to boost output to 382hp.

Just 950 Lotus Carltons were sold, with around 285 making it to the UK (the exact number is contested, but the ‘How Many Left’ website lists 40 still on the road and 141 SORN at last count). Vauxhall and Opel intended to build 1,100 cars, but the economic recession made selling a £48,000 Carlton trickier than hoped.

How does it drive?

Despite living a charmed life, even Vauxhall’s own ex-press car feels a bit baggy at first. The manual gear change – linked to a six-speeder plucked from GM’s parts bin – has a huge throw, while the power-assisted steering feels a little disconnected at town speeds.

From behind the wheel, the only thing suggesting this car is anything but ordinary – six-cylinder warble aside – is the clutch, which requires a committed shove from your left leg.

Once out on the open roads, though, things start to tighten up enormously. Shove the accelerator pedal and it’ll hurtle towards the horizon with little in the way of lag from its twin turbochargers. It’s a surprisingly torquey unit, willing to pull in almost any gear, and the thrust just keeps on coming as the revs rise.

Even 28 years after production ended, this big-hearted, Lotus-tweaked engine feels like an all-time great.

This isn’t not a one-trick pony, either. Although the Lotus Carlton looks big with its butch bodykit, it’s actually quite a small car by today’s standards. Combine this with excellent visibility (a low window line and narrow pillars help here) and you soon feel confident enough to push on a bit.

The 265-section rear tyres and standard limited-slip differential aid traction, but there are no fancy-pants electronics to help out if it does go wrong. As you’d expect, it feels a very analogue car to drive, yet it also remains very composed – whether you’re trundling along or mimicking a 1990s ram-raider.

The Carlton’s clever self-levelling multi-link rear suspension was very sophisticated for the time and while the ride errs on the firm side, it’s still more compliant than many modern performance cars.

Tell me about buying one 

Although fewer than 300 Lotus Carltons were officially sold in the UK, it was considered a classic car from the off, meaning it’s probably easier to find one today than a lesser GSi 3000.

Not so long ago, £10,000 would have bought you a good example, but – like other cult cars from this era – prices have shot up. A search of the Pistonheads classifieds reveals just one car currently for sale, priced at a not-inconsiderable £99,995.

It’s worth paying strong money for a good one, though, as sourcing parts and fixing a bad example could turn into a real headache. While stone chips are common and can be touched up, damage to the fibreglass bodykit will be much pricier to repair.

Get a history check done and look out for signs of crash damage – many Lotus Carltons have inadvertently left the road in the past. Rust can also be an issue.

During a test-drive, make sure the car tracks in a straight line without pulling to either side during braking. With hefty discs all round, the Lotus Carlton should also stop quickly, so feel for any unusual vibrations or juddering.

Vauxhall Lotus Carlton: Verdict

I fully expected to be disappointed by this car. I had a guide to supercars when I was growing up in the 1990s, and the Lotus Carlton page was flicked to more than any other. The fact that a family saloon could have such outrageous performance warped my young mind.

Even taking a relatively grown-up view today, this car is incredible. In some ways, it does feel 31 years old, but the performance on offer is still exciting. And what’s even better is how involved you are in the driving process.

While prices have catapulted the Lotus Carlton into dream car territory for most of us, if you find a good one, and have the means to buy it, I wholeheartedly suggest you do so.

Promise me one thing, though. This is a car to be used and enjoyed, not to be polished and locked away in a garage. Its thuggish appearance means it will be tutted at classic car shows for a while yet, so don’t bother. Just get out there and drive it.

For some Porsche enthusiasts, this is as good as it gets. The venerable 911 has been in production for 61 years (and counting), but the ‘993’ version lasted just four: from 1994 to 1998.

This was the last Porsche 911 with an air-cooled engine – the car became water-cooled for the 996 of 1999 – and its sleek styling, compact dimensions and engaging character, combined with relative rarity, make it highly sought-after today.

This particular 993 is a Carrera 2 Targa, meaning it has rear-wheel drive and a retractable glass roof. It was supplied by renowned Porsche specialists, Autofarm – and has since been sold.

What are its rivals?

The current 911 has a long list of rivals, from the Mercedes-AMG SL to supercars such as the McLaren Artura. Buyers weren’t so spoiled for choice in the mid-1990s, though.

BMW’s E36 M3, built from 1992-1999, comes close for on-paper performance and is a lot cheaper to buy. Expect to pay from £15,000, compared to least £45,000 for a 993. The Mazda RX-7 is a less exotic and cheaper alternative – if you can find one that hasn’t been modified.

Potential 993 buyers might also consider the – much newer – ‘997’ Porsche 911, sold from 2005-2012. Prices start at around £20,000 and there are many more examples listed in the classifieds.

Which engines does it use?

A 3.6-litre naturally aspirated flat-six engine is mounted just aft of the 993’s rear axle. This 1997 car has the Varioram intake system, which boosts power to 286 hp (earlier cars has 272hp). It also boasts a six-speed manual gearbox, rather than the less desirable Tiptronic semi-automatic. 

The 993 Carrera 2 Targa hits 62mph in 5.7 seconds and has a top speed of 162mph. Those are pretty respectable stats, even today.

What’s it like to drive?

First impression of the 993 is how compact its cabin is – even for my equally ‘compact’ 5ft 8in frame. The pedals are very offset to the left, too. 

Any minor discomforts are soon forgotten when you fire-up that air-cooled engine, though. It’s turbine-smooth, and surprisingly quiet at low revs. But push the floor-hinged throttle a little further and that familiar hollow bark echoes around your eardrums. There’s nothing quite like it.

On the road, the 993 feels darty and surprisingly dainty; it’s closer in size to a Cayman than a new 911. The steering is wonderfully talkative and the brakes are better than expected for what is now a classic car.

At lower speeds it will understeer, but push a little harder and the rear end comes into play. Tail-wagging oversteer is there on-demand if you want it. However, conscious that 993s lack any electronic stability aids, I back off before my brimming confidence gets the better of my modest talent.

Reliability and running costs

The 993 comes from the era that spawned the ‘Germanic build quality’ cliche. Serviced regularly, it should prove a paragon of reliability. The most likely issue will be rust – we’ll come to that shortly.

No 911 is cheap to run, but a network of knowledgeable specialists, such as Autofarm, means you aren’t reliant on pricey Porsche dealers. Budget up to £1,000 for a minor service (every year), and £2,000 for a major one (every two years).   

With official fuel economy of 16.8mpg (ouch!), filling up could be your biggest expense. At least classic insurance and a pre-2001 road tax rate of £345 a year should keep costs down.

Could I drive it every day?

Assuming you could stomach the fuel bills, the 993 is comfortable, refined and practical enough to use every day. There’s less room in the front ‘boot’ than current 911s offer, but many owners simply use the child-sized rear seats as additional luggage space. 

The 993 was the first 911 Targa with a sliding glass sunroof in place of a removable panel. So you can enjoy the sunshine at a moment’s notice – along with styling that’s barely distinguishable from the 911 coupe. 

How much should I pay?

Porsche prices have rocketed over the past decade, and the 993 is one of the biggest appreciators. That’s good news if you already own one, but less so if you’re looking to buy. GT2 versions can top £1 million, with the lightweight RS also deep into ‘POA’ price territory. Even the once-unloved 993 Turbo is now a six-figure car.

Fortunately, prices for ‘regular’ Carrera 2 and Carrera 4 versions of the 993 aren’t quite so inflated. The cheapest cabriolets are around £45,000, with coupes with around £50,000, although we’d advise spending upwards of £75,000 for a tidy car with sensible miles and a comprehensive service history. 

What should I look out for?

Autofarm founder Josh Sadler is a leading expert on Porsche 911s. Here are his top six tips for buying a 993 Targa: 

1. Check for poorly-repaired accident damage. These are sports cars that were driven hard and the rise in values means even damaged cars may have been repaired for a quick profit.
2. Look for good history. Brakes and dampers wear out, which is normal, but check the car has been serviced by a specialist.
3. Targas can rust around the roof mounts and it’s a real pain to sort out. Walk away if these are rusted.
4. Also check carefully for rust around the windscreen. That said, rust is less of an issue than on earlier 911s.
5. There have been some cars with clicking door hinges. The weld cracks, possibly because the door is swung open too hard. It requires welding to fix.
6. Parts availability is good, but the two-piece alloy wheels on the Targa are specific to that model. As such, they may be harder to find.

Should I buy one?

We’ll leave the air versus water debate to the Porsche purists, but there’s no doubt the 993 is a high-point in 911 history. And when we’re talking about arguably the world’s greatest sports car, that makes it very special indeed. 

The odd driving position and haphazard ergonomics would take more getting used to, but we suspect the 993 is a car that worms its way into your affections over time, transforming flaws into mere quirks, and eccentricities into something broadly defined as ‘character’.

Yes, you could have a very nice 997 for less money. However, we doubt that any of the water-cooled cars – GT3 and RS models excepted – will ever be revered like the 993. And besides, drive it carefully and the older car’s increase in value should, hopefully, more than cover its running costs. A free Porsche? Now there’s a thought…

Pub fact

The first 911 Targa was introduced in 1967 and had a zip-out plastic rear window, replaced by a fixed glass window just one year later.

The early ‘soft-window’ Targa picture here is actually a Porsche 912 – a budget four-cylinder version of the classic 911 sold between 1965 and 1969.