Those old enough to remember may recall the 1976 Scirocco Cup race that lasted a single season when VW began a one-make series based on its first Scirocco.
Last year in China, VW revived the event with the current generation Scirocco.
We had the rare opportunity to drive the Scirocco Cup cars around Sepang the day after the race was run as a support event to the Japan GT.
The Scirocco Cup is a low(ish) cost basic race hence the absence of engine modifications.
Lethal combo of 18-inch semi-slicks with Audi R8 brakes – we approve.
The 2-litre’s supposedly 200bhp is still intact, right down to the catalytic converter.
Just about the only mod seems to be the removal of the decorative cover and a sports muffler.
Keeping the playing field level, the Cup cars are kept and serviced by VW.
Not quite as plushed as a road car, but no one is complaining.
The drivers just have to find the 40,000 euros, arrive at the track and drive.
All the cars have exactly the same kit and settings.
The interior has only a single OMP bucket seat with Hans device for racing, an FIA approved six-point safety harness and integral roll-cage, the relocated battery, a fire extinguisher and a data-logger/readout computer.
Interestingly they also made carbon-fibre door panels to replace the heavy original items.
Volkswagen Scirocco road car’s plastic engine cover has been ditched, revealing secret Chinese scribbles.
Removal of nearly all of the interior except the bare dashboard and DSG knob helps trim weight to 1190kg, about 100kg lighter than the road car.
VW claims the DSG is standard with “adapted” gear sets and final drive ratios.
There was no visible transmission oil cooler so it appears that the DSG can last an event (usually about 10 laps for qualifying then another 10 for the race).
While the engine and transmission are robust enough for race application, the standard brakes and suspension aren’t.
Last year VW used AP Racing brakes but for the current season they have found that the Audi R8 steel brakes work just as well.
They make more economic sense too, on top of promoting their group brands.
The suspension is race calibre Sachs set with the full range of adjustments to set up the cars to an identical spec without the possibility of the drivers/teams changing them.
The real magic to the Cup car’s handling are the 18-inch 245/40 Bridgestone RE055S semi-slicks which can double as an intermediate tyre.
Battery has been relocated to keep the driver company.
These rubbers have nearly as much grip as full racing slicks but cost less to run.
Remarkably the Cup car still uses the ABS system which makes it pretty safe for novices to drive in races but the electronic stability control has been removed, so the driver better knows what he is doing.
The car is set up on the safer side of neutral but it will still oversteer in a big way when provoked or should one back off mid-corner too abruptly (refer to main picture for proof!).
With so much adhesion available the Cup car was surprisingly manageable.
The tyres hardly squeal, so you really need to be quick to react to seat-of-pants feedbacks.
There’s hardly any roll in the corners and the car proves to be really nippy around Sepang.
At race pace, the Cup car took just 2 minute 37 seconds to lap the 5.543km lap.
Now if VW can somehow turn this Scirocco Cup car into something they can actually sell like the Porsche GT3 RS for the road, then it would a real coup.
Volkswagen Scirocco Cup Racecar 2.0 (A)
ENGINE 1984cc, 16-valves, inline-4, turbocharged
MAX POWER 200bhp at 5100-6000rpm
MAX TORQUE 280Nm at 1700-5000rpm
GEARBOX 6-speed dual-clutch with manual select
0-100KM/H under 6 seconds
TOP SPEED 238km/h
CONSUMPTION NA
PRICE (AS OF AUGUST 2010) 40,000 euros per season (6 races)
Group Test: New Volkswagen Scirocco 1.4 vs Old Volkswagen Scirocco 1.4
