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20/11/2024

1982 Audi Coupé GT Abt - Tuned Version with a 150 PS Fuel-Injected “Fünfzylinder”

“Audi’s new coupe,” summarized Auto Motor und Sport in an initial test in early 1981, “couldn’t satisfy any sporting ambitions but certainly met comfort requirements very well.”

This was exactly the intention of the planners at VW. Unlike the VW Scirocco, the car was meant to occupy the position of a more luxurious and comfortable coupe. In a sense, it was an Audi “for individualists,” as was stated from the Wolfsburg headquarters.

This objective was reflected in the visually and technically modified vehicle that Allgäu tuner Johann Abt had been developing in Kempten at the time. However, the decorative stripes applied to the white test vehicle emphasized the rather unharmonious rear even more.

Meanwhile, ABT Sportsline showed restraint in designing the coupe’s interior, keeping the instrumentation and fittings standard. The very supportive seats, generous space, and impractical rocker switches on the dashboard, along with the poorly placed additional gauges (oil pressure, oil temperature, and voltmeter), remained unchanged.

In the Kempten VAG operation, where 30 out of 100 employees were actively involved in tuning, they focused more intensively on mechanical components. However, the goal was to remain as close to the standard as possible, which is why the existing five-cylinder engine with a displacement of 1,921 cm³ was used as the base unit.

Since this engine, combined with the long-geared 4 + E transmission, was considered uninspired and sluggish, performance-enhancing measures were implemented: the installation of larger intake and exhaust valves, a camshaft (300° overlap instead of 265°) for more intense breathing, an increase in the compression ratio from 10:1 to 10.5:1, and a revision of the combustion chambers to improve the swirl of the fuel/air mixture. The standard carburetor system was replaced with an injection system to optimize power characteristics and fuel consumption.

Former race car driver Johann Abt, who had worked for 15 years in Audi’s technical development, chose the Bosch K-Jetronic injection system, which was later used in the 130 PS Audi Coupé GT 5E.

All these modifications resulted in a robust 150 PS, which seemed realistic given the driving performance. The 0 to 100 km/h sprint was completed in less than 9 seconds, and the Abt-Audi reached a top speed of 213,6 km/h after a short run-up.

This speed was achieved in fifth gear, which had a ratio of 0,631:1 (instead of the standard 0,537:1). At top speed, the engine reached 6,400 rpm, triggering the rev limiter.

Despite a torque increase of around 20 percent, the engine required diligent shifting, often not smooth, and lively throttle movements to maintain its excitement. Below 4,000 rpm, the effects of the power increase were minimal. Only at higher revs did the engine develop a sense of eagerness and responsiveness. For Johann Abt, this was reason enough to focus on the 2.2-liter five-cylinder engine in the future, which promised to be more satisfying in this regard. Meanwhile, the cold start functioned flawlessly, and even during the warm-up phase, the Abt Audi Coupé retained the usual virtues of a fuel-injected engine.

Considering the power output and the vehicle’s dimensions, an average fuel consumption of 13,2 liters/100 km was reasonable. When driven conservatively, consumption dropped by one to two liters.

The tuned nature of the coupe was evident not only in its performance but also in its suspension comfort, or lack thereof. Although the suspension design, featuring Bilstein Shock Absorbers gas-pressured shock absorbers and Abt-developed springs with progressive characteristics, was intended to offer comfort, only those with a particularly high tolerance for harshness could find it acceptable.

While long undulations were absorbed reasonably well, passengers endured dry, jolting impacts over medium bumps and short transverse seams.

In contrast, the driving characteristics of the Abt Coupe were smooth and safe: slightly understeering in curves and nearly free of load-change reactions. The braking system, adapted to the higher performance with modified fixed calipers for larger pads and future ventilated brake discs in the front, performed flawlessly.

Finally, it remained to be seen how quickly the 150 PS Audi Coupe from the Kempten tuning shop would pass the TÜV hurdles, as the issuance of an ABE (General Operating Permit) was still pending but essential. “Because without type approval,” said Abt, “nothing can be sold today.”

Crafted by Ignacio Mtm (Source: auto motor und sport)
Photos: Hans Peter Seufert

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Vehicle Type: Audi Coupé GT Abt / Audi Coupe GT Standard
Engine Type/Cylinder Count: EA 828 Inline-4
Displacement: 1,921 cm³
Bore x Stroke: 79,5 x 77,4 mm
Compression Ratio: 10.5:1 / 10.0:1
Power: 150 PS at 6,000 rpm / 115 PS at 5,900 rpm
Max. Torque: 185 NM at 4,500 rpm / 154 NM at 3,700 rpm
Fuel System: Bosch K-Jetronic Mechanical Fuel Injection

Transmission: 5-speed
1st Gear: 2,846
2nd Gear: 1,524
3rd Gear: 0,969
4th Gear: 0,703
5th Gear: 0,631 / 0,537
Reverse Gear: 3,167
Axle Drive: 4,900

Wheel Size: Lemmerz 135 TR 365 / 6J x 14
Tire Size: Michelin TRX 190/55 HR 365 / 185/60 HR 14
Empty Weight: 1,064 kg / 1,060 kg
Permissible Total Weight: 1,480 kg

Acceleration:
0-60 km/h: 4,3 s / 4,5 s
0-100 km/h: 8,9 s / 10,8 s
0-140 km/h: 16,5 s / 22,7 s
0-180 km/h: 22,9 s / 37,9 s
1 km from a standing start: 29,8 s / 32,5 s

Elasticity:
40-100 km/h: (IV gear) 19,5 s / 20,9 s
60-120 km/h: (V gear) 23,0 s / 39,0 s
Top speed: 213,6 km/h / 181,8 km/h

Test Consumption:
Super: 13,2 L/100 km / 11,6 L/100 km

Audi Standard Equipment:
H4 headlights
Automatic safety belts in front and rear
Heated rear window
Reversing lights
Sports seats for driver and passenger
Alloy wheels
Power steering
Heat-insulating glass

Abt Additional Equipment (DM):
Sports seat: 983 each
Electrically operated window lifters: 734
Dashboard upholstered in leather with Porsche 928 instruments: 5,085
Console for three monitoring instruments: 396
Front bumper with integrated spoiler, side protection strips, integrated rear bumper, and alloy wheels 6J x 15: 3,616

Equipment and Prices (DM):
Audi Coupé GT Base Price: 24,675
Audi Coupé GT Abt as tested: 35,525

13/11/2024

1979 Abt Scirocco GTI: Speed, Style, and Tuning Expertise

The Abt-tuned Scirocco GTI Type 53A, capable of exceeding 200 km/h, marked yet another triumph for the renowned tuning company.

“In 1978, we sold about 100 tuned new cars and modified around 500 engines,” said Johann Abt, then 42, owner of Auto-Abt in Kempten, Bavaria. Abt’s tuning department, one of the largest VW tuners, crafted a Scirocco test car fitted with their latest TÜV-approved product: a 1.8-liter injection engine producing 140 PS.

Johann Abt was no stranger to motorsports and the tuning industry. As a former DKW works driver, he won the German Moto-Cross Championship in 1956 and, 10 years later, claimed victory in the Austrian Touring Car Cup driving the DKW F11 and F12. His most significant achievement on 4 wheels was finishing as runner-up in the European Touring Car Championship in 1970, driving an Abarth 1000.

Since the merger of the Audi and VW sales networks three years prior, ABT Sportsline, a certified automotive master, had focused on enhancing VW models. The EA 827 1.8-liter engine, based on the ‘EG’ GTI powerplant, was the most powerful street-legal option in Abt’s lineup at the time.

By installing a special crankshaft with a 6.4 mm longer stroke and slightly increasing the bore, the displacement grew to 1,780 cm³. The corresponding pistons were supplied by MAHLE in Stuttgart, with the piston crowns specially machined by Abt. This meticulous craftsmanship created a ‘double kidney-shaped’ combustion chamber, which ensured a highly turbulent air-fuel mixture during compression, significantly improving combustion efficiency. These modifications raised the compression ratio from 9.6:1 to 10.5:1.

The long-stroke 4-cylinder proved its worth in real-world driving. It delivered strong low-end torque, revved effortlessly beyond 6,500 rpm, and felt more spirited than the already agile stock version.

Test results confirmed that the Abt-tuned Scirocco could easily outrun larger and more powerful cars. It sprinted from 0 to 100 km/h in 8.3 seconds and covered the standing kilometer in 17.4 seconds, reaching a top speed of 206.9 km/h, about 20 km/h faster than the stock Scirocco GTI.

The enhanced performance was complemented by Abt’s well-matched 5-speed gearbox. However, the custom-built gearbox (priced at 3,300 DM) had some shifting issues, particularly when cold. The first two gears were difficult to engage, and downshifting to first required double-clutching.

Despite the motor’s powerful performance, fuel consumption remained reasonable at 12.6 liters of premium fuel per 100 km.

Less effort was made to adapt the suspension to the increased performance. Along with stiffly tuned Bilstein Shock Absorbers gas shocks, harder rubber components were used at the suspension mounting points to reduce elasticity in the chassis. This setup improved steering precision but compromised ride comfort, particularly at lower speeds.

The Abt Scirocco also sported 14 x 6 ATS alloy wheels fitted with Pirelli P6 tires (185/60). This combination allowed for higher cornering speeds compared to the narrower stock tires (175/70 13), without severely affecting ride comfort, unlike the often-preferred wider 195/50 15 tires.

Despite the stiff suspension, the Scirocco clearly communicated road imperfections to its occupants. This car was designed for drivers who prioritized performance over comfort. Handling-wise, the slightly understeering front-wheel-drive Scirocco achieved impressive cornering speeds but tended to oversteer when the throttle was lifted mid-corner. These load-change reactions, combined with slightly unstable straight-line tracking due to the wide tires, required attentive driving. (Wider tires can sometimes cause straight-line instability due to their increased sensitivity to road imperfections and their tendency to “tramline.”)

Abt did not skimp on the Scirocco’s features. All the sporty, luxurious accessories were added to elevate both its individuality and its price. Highlights included Recaro luxury seats with built-in heating, electric and pneumatic adjustment for the backrest and lumbar support, and a rear bench upholstered to match the front seats. With all the extras, the Scirocco’s price doubled to 37,007 DM.

Crafted by Ignacio Mtm (Source: auto motor und sport)
Photos: Hans Peter Seufert

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TECHNICAL DATA
Engine: Inline 4-cylinder, OHC 8v, Bosch K-Jetronic mechanical injection, transversely mounted at the front.
Bore x Stroke: 81 x 86,4 mm
Displacement: 1,780 cm³
Compression Ratio: 10,5:1
Output: 140 PS at 6,100 rpm
Specific Output: 78,6 PS/L
Maximum Torque: 165 Nm at 4,800 rpm
Average Piston Sspeed at 6,100 rpm: 17,5 m/s

TRANSMISSION
Front-wheel drive, single dry-plate clutch, fully synchronized Abt 5-speed gearbox

GEAR RATIOS
I. 3.45
II. 1.94
III. 1.46
IV. 1.20
V. 0.97
R. 3.17
Final drive ratio: 3.32

PERFORMANCE
Acceleration (fully fueled, 2 passengers):
0- 40 km/h: 2,5 s
0- 60 km/h: 4,1 s
0- 80 km/h: 6,0 s
0-100 km/h: 8,3 s
0-120 km/h: 11.8 s
0-140 km/h: 15,5 s
0-160 km/h: 21,7 s
0-180 km/h: 34,8 s
400 m from a standing start: 16,0 s
1 km from a standing start: 29,4 s
Top speed: 206,9 km/h

Elasticity (in 4th gear/5th gear)
40- 60 km/h: 5,2/8,0 s
40- 80 km/h: 9,5/13,8 s
40-100 km/h: 13,8/19,8 s
40-120 km/h: 17,5/26,0 s
40-140 km/h: 22,3/32,4 s
40-160 km/h: 28,1/41,3 s
40-180 km/h: 39,2/53,7 s
1 km from 40 km/h: 32,4/37,3 s

FUEL CONSUMPTION
Fuel type: Super
Test consumption: 12.6 L/100 km

MANUFACTURER
Auto-Abt, Oberwanger Straße 16, 8960 Kempten, Bavaria

TUNING UPGRADES (DM)
1.8-liter engine 140 PS: 5,768
Sport exhaust manifold: 532
5-speed Abt gearbox: 3,304
Complete suspension improvements: 1,333
ATS Cup wheels 6 x 14 with Pirelli P6 tires 185/60 HR 14: 1,859
Fender flares with front spoiler: 377
Rear spoiler: 140
Decorative stripes: 157
Pair Recaro seats model C with headrests and consoles: 2,439
Rear seat cover matching Recaro seat upholstery: 269
Installation costs: 1,372

Tuning prices (DM)
Base model: VW Scirocco GTI with radio, metallic paint, and delivery costs: 13,307
Final Price: Abt Scirocco GTI 1800: 37,007

07/11/2024

Secrets of the Artz Quattro Wagon: The Comeback of a Legend

Previously, we shared the fascinating story of how Florian Fischer acquired the only existing Artz Quattro Wagon. Now let’s look at the features that distinguish this unique vehicle.

Beginning in the 80s, the Artz Ur-Quattro Wagon served as the work vehicle for Wolfgang Plinske, the sales manager at Nordstadt, and was used for his business trips, as illustrated in the last photo.

Originally listed for sale in the mid-80s for 72.500 DM, the Artz Ur-Quattro Wagon had around 16.500 km at that time. It eventually made its way to Belgium in 1988.

When Fischer acquired the vehicle 3 decades later, it had 79.000 km. Today, the odometer reads 94.000 km.

He explains that the uniqueness of this model extends beyond its conversion; an additional fact sets it apart: “A pre-production car is actually underneath, No. 67 out of 74, recognizable by the shortened VIN. It was first registered on October 16, 1980.”

Audi sold only 292 units of the Ur-Quattro in 1980, and the reasons for this pre-production car ending up at Nordstadt remain a mystery.

Fischer restored the car himself, repairing the complex K-Jetronic injection and reconstructing the curved Plexiglass rear window. It took him 100 hours to create a negative mold: “Now I have 2 spares.” He even tracked down Celeste Di Santolo, Nordstadt’s talented bodywork specialist, who had trained in prototype building at Ferrari, and learned that the plastic trim on the C-pillar came from a E70 Corolla Liftback.

In the summer of 2020, the restoration was completed, TÜV gave its approval, and a week later, Florian and Daniela Fischer got married, and the Artz Audi served as their wedding car!

“I couldn’t afford a Quattro back in the day, and now I have a one-off based on a pre-production model. Unbelievable, right?”

Crafted by Ignacio Mtm (Source: AUTO BILD KLASSIK)
Photos: Roman Rätzke Fotografie

05/11/2024

Driven by Passion: The Story of Florian Fischer and his Artz Quattro Wagon

Günter Artz built dream cars for everyday use. Over 25 years, Artz produced many notable wagons: the Sciwago, 200 5T, 924 Turbo, 928, and more. Yet, he only made one Audi Quattro Wagon!

This story begins with Florian Fischer, an Audi enthusiast. At 19, he bought his first Quattro Coupe, followed by an S2 Avant, and in 2014, he acquired his first Ur-Quattro: “I never really wanted an early Quattro, though I’m a wagon fan.” Just like Günter Artz.

Finding an authentic “Artz” today is possible, but it takes luck, and a great deal of patience. While browsing online, Fischer came across a sales ad from Belgium for a Quattro Wagon. His curiosity fired up, he decided to dig deeper.

“I found old pictures of the Artz Quattro Wagon online and compared them with those from the ad. When I saw the fuel cap’s misalignment, I knew the car was genuine.”

Florian Fischer was fully aware of what he was doing when he sent those first messages to the seller. Meanwhile, as usual, people on the internet were still debating, but he had already reached out directly.

In late 2018, the owner got in touch. Since the Belgian only spoke French, Fischer relied on a friend to interpret over the phone, gathering details about the car and arranging a meeting 850 km away in Charleroi. By then, he didn’t mind the two-tone paint and non-original tailgate.

“The seller had unrealistic price expectations but didn’t know that this car was one-off.” During negotiations, his friend assisted again, and a Belgian lawyer was needed to finalize the purchase agreement.

It was complicated, but in December 2018, Fischer brought the car home on a trailer. “Between October and December, I barely slept from excitement.” After all, Fischer had just fulfilled his dream.

Don’t miss the next post!

Crafted by Ignacio Mtm (Source: Auto Bild Klassik)

03/11/2024

The Ideal Fusion of Form and Function: Artz Ur-Quattro Kombi

The station wagon, once seen in the 70s as a stereotypical vehicle for tradespeople, began to shed that image in the 80s, evolving into a more versatile and stylish choice that sparked new desires among car enthusiasts. This shift echoed a famous quote from the German poet Johann Wolfgang von Goethe: “Two souls inhabit, unfortunately, in my heart,” capturing the internal struggle between opposing desires.

For those torn between performance and practicality, the answer came in the form of the 1981 Audi Quattro Wagon. Designed by Günter Artz, this unique creation transformed the Ur-Quattro Type 85 Coupé into a sleek ‘Shooting Brake,’ uniting speed and utility in a way that satisfied both souls.

Artz’s signature was the understated appearance of his creations while providing a fit & finish similar to factory production, with all the extras to make life more enjoyable.

To create the Quattro Wagon, a custom-made roof was constructed, with reinforced structure along the B and C pillars and cross-floor strengthening to maintain the torsional rigidity expected of a high-performance vehicle.

The Artz Wagon offered significantly increased practicality, with ample space to easily stow luggage for extended trips. A sharply angled tailgate with a large, curved plexiglass window completed the transformation, creating a unique rear end that seamlessly blended functionality with a distinctive profile.

Only one unit of the Quattro Wagon was produced. Initially, it featured large side windows, costing 4,000 DM, that were later replaced by divided ones. Rumor had it that the change was made because the large windows gave it a resemblance to a hearse.

The 5-cylinder turbocharged engine remained stock, providing ample power. The fuel tank, which was typically installed vertically behind the rear seats, was moved in front of the rear axle to create a larger, more versatile cargo space.

Considering the standard Quattro could exceed 50,000 DM, Artz’s price of 75,000 DM for his extensively modified model could be seen as a great deal. However, that was just the base model, as for Artz, there were no limits on equipment options.

The Artz Quattro Wagon offered superior driving dynamics in all seasons, thanks to its all-wheel-drive system combined with a powerful and reliable turbo engine, and a distinctive look that discreetly stood apart.

The stock Quattro was undoubtedly a great machine, but once again, Günter Artz demonstrated that the better is the enemy of the good.

Written by Ignacio Mtm

TECHNICAL DATA
ENGINE: EA 828 Water-cooled inline 5-cylinder engine, with exhaust turbocharger (K*K K26) and intercooler, positioned longitudinally at the front of the vehicle. 6-bearing crankshaft, overhead camshaft (timing belt drive), 2-valves per cylinder operated by bucket tappets, thermostatically controlled radiator fan, mechanical fuel injection (Bosch K-Jetronic), fully electronic transistor ignition system.

Displacement: 2,144 cm³
Bore x Stroke: 79,5 x 86,4 mm
Compression Ratio: 7,0:1
Power Output: 200 PS at 5,500 rpm
Maximum Torque: 285 Nm at 3,500 rpm
Maximum Boost Pressure: 0,85 bar at 3,500 rpm.

TRANSMISSION
All-wheel drive, integrated front axle differential, lockable center and rear axle differentials, fully synchronized 5-speed transmission, mechanically operated single-plate clutch.

GEAR RATIOS
I. 3,600
II. 2,125
III. 1,360
IV. 0,967
V. 0,778
R. 3,500
Front and Rear Differential: 3,889:1

BODY AND CHASSIS
Five-seat wagon. Self-supporting steel body with two doors.

SUSPENSION
Front and rear macpherson independent suspension with control arms and struts, stabilizer bars, rack-and-pinion steering with power assistance.

BRAKES
Hydraulic dual-circuit braking system, front ventilated discs, rear solid discs, brake force regulator, brake booster, parking brake acting on the rear wheels.

DIMENSIONS & WEIGHT
Length: 4,404 mm
Width: 1,723 mm
Height: 1,344 mm
Track Width Front: 1,421 mm
Track Width Rear: 1,458 mm
Curb Weight: 1,450 kg

WHEELS & TIRES
Wheels: 6J x 15
Tires: 205/60 VR 15

PERFORMANCE
0 to 80 km/h: 4,9 s
0 to 100 km/h: 7,5 s
1 km from a Standing Start: 28 s
Top Speed: 220 km/h

FUEL CONSUMPTION
At 90 km/h in 5th gear: 7,9 L/100 km
At 120 km/h in 5th gear: 10,4 L/100 km
City driving: 15,7 L/100 km
Fuel Type: Super

PRICE
Audi Quattro: 49,000 DM
Artz Quattro Wagon: 75,000 DM

MANUFACTURER
Autohaus Nordstadt, 3 Hannover, Vahrenwalder Straße 193.

30/10/2024

In the previous post, we created a timeline from VW’s acquisition of Audi to the launch of the 100 C2, as well as the decision to ditch the wagon prototype and cancel the production project for the model, seemingly putting an end to those plans, right?

That’s where you were mistaken… First, we need to remember that in 1979, Audi made a pioneering leap with their new flagship model, the 200 5T Type 43, by launching the world’s first turbocharged 5-cylinder gasoline engine, delivering an impressive output of 170 PS and 265 Nm of torque.

Günter Artz, the director of the Autohaus Nordstadt dealership, was never satisfied with mass-produced vehicles. He often transformed coupes and sedans into unique wagons. In 1980, the Audi 200 5T became the foundation for a family version, offering performance, refinement, and ample interior space.

The Audi 200 Turbo Wagon featured a spacious rear that seamlessly integrated with the original design, incorporating elements and design cues from the VW Passat Variant B2 Type 33B.

The Artz transporter was particularly appealing to wealthy families due to its size, along with the luxury and performance extras available upon request, such as the 200 PS Ur-Quattro engine. It normally cost a hefty 53,000 DM; however, the price could easily rise by around 30,000 DM depending on the options chosen.

The vehicle showed on these pictures, chassis number 43A0169083, was manufactured as an Audi 200 5T sedan in 07/04/1980 at the Neckarsulm plant. The first registration took place on 07/15/1980 through the Nordstadt dealership in Hannover.

From 1981 to the present day, the vehicle has passed through several owners and has a very interesting history. Currently, the unit, which underwent a color change and received a Treser performance treatment, is on display at the Oldtimer Museum Thomas Höing in Stadtlohn.

We will soon share updated information about this survivor vehicle from a remarkable time. Stay tuned!

Written by Ignacio Mtm

TECHNICAL DATA
Inline 5-cylinder engine, bore x stroke 79.5 x 86.4 mm, displacement 2144 cm³, compression ratio 7.0:1, output 170 PS) at 5400 rpm, maximum torque 265 Nm at 3200 rpm, crankshaft with six main bearings, overhead camshaft driven by a toothed belt, overhead valves operated via bucket tappets, water-cooled, pressure lubrication system, mechanical fuel injection (Bosch K-Jetronic), exhaust turbocharger K*K K26, maximum boost pressure 0.7 bar, electric fuel pump, 60 L fuel tank located in front of the rear axle, 12V 63 Ah battery, alternator 1000W.

TRANSMISSION
Front-wheel drive, hydraulically operated single-plate dry clutch, fully synchronized 5-speed gearbox with center shift, optional 3-speed automatic transmission with hydraulic torque converter.

Gear ratios for 5-speed gearbox:
I: 3.600
II: 2.125
III: 1.360
IV: 0.966
V: 0.829
R: 3.500
Final drive ratio 3.888:1

CHASSIS
Self-supporting body, front macpherson independent suspension with struts and wishbones, stabilizer bar, rear rigid axle with trailing arms and Panhard rod, torsion bar suspension, front and rear hydraulic telescopic shock absorbers, power steering, hydraulically operated dual-circuit brake system with brake booster, load-sensitive brake regulator, front and rear disc brakes (front ventilated), mechanical parking brake acting on the rear wheels,

Wheels & Tires
Alloy wheels 6J x 15
Tires 205/60 HR 15

DIMENSIONS AND WEIGHT
Length: 4695 mm
Width: 1768 mm
Height: 1390 mm
Wheelbase: 2685 mm
Front Track width: 1475 mm
Rear Track width: 1453 mm
Curb weight: 1260 kg (1360 kg estimated for Wagon)
Permissible gross weight: 1765 kg

PERFORMANCE - Audi 200 5T Sedan
0-80 km/h: 5.9 s
0-100 km/h: 8.7 s
1 km from a standstill: 30.1 s
Top speed: 202 km/h

FUEL CONSUMPTION - Audi 200 5T Sedan (L/100 km)
At 90 km/h: 7.8
At 120 km/h: 10.3
City driving: 15.9

29/10/2024

The Untold Story of Audi’s ‘Mittelklasse’ Wagon Aspirations

VW made a decisive move in 1965 by acquiring Auto Union from Mercedes-Benz, driven by the need to boost Beetle production. With demand outpacing supply, VW repurposed the Ingolstadt plant, originally built by Mercedes, to assemble Beetles and meet the growing demand.

The acquisition also brought engineers like Ludwig Kraus, who, despite corporate directives, secretly developed the Audi F104. VW’s CEO Heinrich Nordhoff only learned of the project once he was shown the prototype. Recognizing its potential, he approved it, later taking credit for its success.

Unveiled on November 26, 1968, the Audi 100 C1 (F104) impressed with its 100 PS output. As VW’s largest model, it revitalized the brand post-1965, with the first generation produced until 1975.

Ferdinand Piëch’s High Five

Under Ferdinand Piëch’s leadership, Audi began developing the EA 828 5-cylinder engine in 1970 to match 6-cylinder performance while being lighter, more efficient, and producing fewer emissions.

Launched in October 1976, the Audi 100 C2 (Type 43) featured a refined design, better aerodynamics (cD 0.39), and the world’s first gasoline 5-cylinder engine, promising ‘6-cylinder power with 4-cylinder economy.’

Piëch’s bold move paid off; the 5-cylinder clearly outshone its 4-cylinder counterparts, offering smoothness, agility, and performance that competed with 6-cylinder engines.

The Hatchback Trend

The Audi 100 Avant, launched in August 1977, stood out from the regular Audi 100 primarily due to its redesigned rear section with a large hatch, embracing the rising trend in automotive design at the time. Hatchbacks were ‘in,’ and any manufacturer aiming for strong sales had to take note of this shift.

The fact that the Avant received a proper name rather than just a number was as much a marketing decision as the car itself. Arno Höland explained, ‘The name should sound progressive’. In a press release, Audi NSU emphasized the direction they intended with the new model, stating, ‘The Audi 100 Avant is a distinctive car whose styling stood apart from conventional vehicles and underscored the progressive character of this spacious sedan’.

The VW Group bore some responsibility for the Avant’s somewhat trivial appearance. When so many Passat models were on the road, it wasn’t surprising that a very similar hatchback on a completely new model didn’t generate much excitement.

A Brief Encounter with the Audi 100 Variant

Rewind to early 1974, during the development of the 100 C2. A Variant version (EA 538) was evaluated under the direction of Hartmut Warkuß and Claus Luthe. Although the Variant body was promising, the project was ultimately dropped by the end of that year.

Ferdinand Piëch, Audi’s head of development, would have preferred to make the Avant ‘a real station wagon.’ The design of the hatchback, with its growing popularity, no longer felt as progressive, and its original appeal became more subtle.

Though Audi dropped plans for the 100 C2 ‘Variant,’ the idea haunted the mind of a creative individual you’ll be introduced to in the next post.

Written by Ignacio Mtm

27/10/2024

Torque Meets Travel: The VW T2B with Oettinger’s 2.3-Liter Boxer Engine

Even VW Bus drivers in the 70s could fulfill their desire for an extra power boost. Back then, the tuning company Oettinger offered an enlarged 2.3-liter engine with 90 PS for this vehicle.

The most powerful standard VW T2 from 1974, was equipped with a 1.8-liter engine producing 68 PS to move its 1,320 kg. This gave it a power-to-weight ratio of 19.4 kg/PS – with a full load (2,300 kg), this ratio increased to 34 kg/PS, which was higher than the power-to-weight ratio of a Citroën 2 CV 6 with four passengers.

For VW Bus drivers who enjoyed sprinting, mostly found among campers and trailer enthusiasts, Oettinger offered a 2.3-liter boxer engine with 90 PS. Derived from much more powerful rallycross machines, the 4-cylinder engine complied with emissions regulations and had the approval of VW, wich means no problem with TÜV certification.

The displacement increase of about half a liter required extensive modifications, as both the stroke and bore had to be altered. A special crankshaft with forged counterweights extended the stroke by 8 mm to a total of 74 mm. The use of larger pistons with a diameter of 98 mm, which ran in reinforced aluminum cylinders, gained the additional cubic centimeters. Other tuning measures followed standard procedures: cylinder heads with revised combustion chambers and intake ports, as well as a dual carburetor system.

The result of this tuning was a rated output of 90 PS at 3,900 rpm (stock engine: 68 PS at 4,200 rpm) and a torque increase of nearly 50 percent. While the stock engine reached its peak torque of 131 Nm at 3,000 rpm, the 2.3-liter engine delivered an impressive 186 Nm of torque between 1,800 and 2,800 rpm.

What the modest specific output (40.2 PS/liter) and 445 cm³ displacement increase suggested became clear in driving: the enlarged boxer engine delivered plenty of power. Just above idle speed, it responded forcefully and continued to pull with unusual strength for a VW engine until about 4,000 rpm.

The performance data confirmed this: from 40 km/h, the beefy VW Bus accelerated in fourth gear to 80 km/h in 10.4s (22.7s stock) and passed the 100 km/h mark after 16.8s (35.7s stock), making this VW even more responsive than an Opel Commodore with a 2.5-liter engine.

The top speed of 135 km/h did not benefit as much from the power increase as the other performance figures. This was partly due to the engine being deliberately limited at higher rpms, which was intentional, as the suspension remained in its stock condition, rolling on 185 radial tires.

This modification wasn’t cheap at the time; the Oettinger Sportsystems GmbH conversion cost around 3,000 DM, so a new 2.3-liter bus in basic configuration would have cost just under 17,000 DM.

Crafted by Ignacio Mtm (Source: Auto Motor und Sport)

PERFORMANCE
Acceleration
0 to 40 km/h: 3.0s
0 to 60 km/h: 6.2s
0 to 80 km/h: 10.1s
0 to 100 km/h: 17.1s
0 to 120 km/h: 27s
1 km from a standing start: 37.8s

Elasticity
40 to 60 km/h: 5.2s
40 to 80 km/h: 10.4s
40 to 100 km/h: 16.8s
40 to 120 km/h: 27.2s
1 km from 40 km/h: 37.3s

Top speed: 135 km/h