Crasher

Sounds like Poly V belt noise but that is at the wrong end of the engine. Take it to the garage that did the work or someone else who knows the vehicles and get an opinion.

Keep the suitcase and not the torpedo.

For Christ’s sake do not use a pattern matrix, buy a genuine late Golf 3 matrix from the dealer, the pattern matrix from GSF whether branded Valeo or not are utter crap and fail again in no time on the VR6. I am prepared to go out on a limb here and say that, knowing that GSF and Valeo would come back at me over it if they dare, they dare not because I have proof!. Also, if a genuine matrix fails, VW will do the whole job for free including parts and labour even though the matrix was fitted elsewhere, that’s right, you fit it and it fails, they will change it. The usual cause of matrix failure is the electric water pump behind the coil pack or distributor depending on the age of the car. It takes over a day to change a matrix and it is a git of a job so please do not fit a pattern matrix or else, like one of my customers, you will fit three before fitting a genuine unit.

The A2 manual from Bentley doesn’t cover a great deal about the 9A in relation to a Corrado that’s why the Passat book is better.

I have never had any problems with Jabba maps but over fuelling on a G60 is often the blue coolant temp sender.

Go and see Jaba.

Get a VR6 tank and pump as the Corrado VR6 always used a 4 bar in tank pump and that will be perfect for what you need. Just make sure some Nelly hasn't fitted a late Golf VR6 3 bar pump as that is quite common.

So you disconnected the head switch but what about the rad switch? If you did that as well, you will have a faulty fan control unit, that rectangular box under the expansion tank.

Can you get a fault code read done?

Possible, but the G60 used a fuel pump run on system to circulate cooling fuel into the rail. It may be that it was difficult to provide a 5 bar suitable coupling on the sender top unit down to the accumulator, who knows what the reason was-it would be interesting to find out. I remember getting into a heavy discussion in Autocar mag a few years back about whether the Beetle ever had a folding rear seat and just as it got acrimonious, a chap who was on the design team in the early 60's jumped in to back me up in saying it dis have a folding rear seat. I suppose the German forums get some people going on them who are/were involved in design at Wolfsburg, a shame we don't.

I make my own ridgid pipes using a Sykes Pickavant ( http://www.sptools.co.uk ) flaring tool, a propriety pipe cutter and Kunifer10 (90% copper, 10% nickel) pipe and M10x1 male steel ends, easily available from any local motor factors in rolls and boxes respectively. Brass ends are available but I find they can chew their threads very easily so we use plated steel ends with ally paste inside the end on the outside of the pipe and spray wax over the top to prevent corrosion induced pipe twisting in years to come.

Early G60's had two pumps but all post 90my electronic injection models had one in tank pump but as Supercharged says, the K-Jet models need them both. We can't undo VW's engineering with wishful penny pinching, if VW decried that the system needed two pumps you can be sure they didn't do it lightly as their accountants are far more critical and nit picking than any of us.

The most common cause of this is a faulty distributor, new from VW they are less than £100.

No, the system needs 5 bar and the only HP in tank pump runs at 4 bar. Why would you want to do this anyway? If it could be done, the bean counters at VW would have done it.

Huh, light weight!

I don't think you can get them pattern but used can be OK and new they are expensive from VW.

Some useful and interesting resources

http://www.arb.ca.gov/msprog/obdprog/obdfaq.htm

http://www.obdii.com/connector.html

12-mm. New nuts are N 902 002 01.

There isn't much info on the Corrado with the 9A engine readily available. If it is engine management info you need, Robert Bentleys “Volkswagen Scan Tool Companion - 1990-1995”, ISBN 0-8376-0393-5 has a section on the 9A’s diagnostic capabilities that is quite useful. For further information, the same authors “Volkswagen Passat Service Manual: 1990-1993, including GL and Wagon”, ISBN 0-8376-0378-1, should cover everything else you need, as there are many synergies between a B3 Passat and a Corrado.

The KR accumulator is 431 133 441 C and the 9A is 447 133 441 so no. It should not be difficult to find one new or used but they hardly ever fail, the only problem we get with them is rusting through and leaking.

The rear pipe (the brass one if I remember) goes to the vacuum feed hose for the servo and the other hose goes to the air cleaner hot air flap unit that ducts hot air from the exhaust when required. The orange unit is a temperature sensing vacuum proportioning valve and they often leak.

The coolant lost from the bottle has damaged the fan control box under the water bottle. I have seen a number of cars catch fire due to these getting coolant in them. VW realised (rather late) that it was a stupid place to put the unit and on other models it is in a more sensible place.

They will fit but the spring rates will be a little too low as the Corrado is heavier.

Whatever the mixture going into the combustion process is, the lambda sensor will alter the fuelling to achieve lambda one if it is within its trim window. You need to get a fault code scan and a pre cat sniffer port gas reading to see what the pre cat mixture is. If it is around lambda one and you have no fault codes, you have an inefficient cat which usually responds to a good thrashing prior to the test. If it doesn’t respond, you need a new cat which isn't uncommon on the 9A as they use a little more oil than is healthy for cat longevity.

That is an odd choice of cable but the part number is 6K2 721 335 F and costs £36 ish from Seat.