Test drive Audi 100 LS, Mercedes 230, NSU Ro 80: revolution and career

Three dynamic children of a turbulent 1968, rushing to the top.

They ruthlessly cut ties with their guild milieu - a six-cylinder star instead of a rustic diesel, an avant-garde limousine instead of a dwarf Prinz, a sporty comfort class instead of another descendant in the two-stroke family. Revolutions, as you know, start right on the street.

He was a rebel, a real child of 68, a symbol of civil disobedience. His simple elegant figure with good proportions and straightforward Italian lightness won over the technocrat from the north. “Beautiful car, very beautiful car,” said the large, otherwise tough man, almost in a trance, as he slowly walked around a 1:1 scale plasticine model hidden behind a curtain.

Audi 100: unwanted child

Prior to this, VW CEO Heinrich Nordhof had intended to complete the production of a small Audi model series (60 - Super 90) with so-called medium-pressure engines in order to turn Ingolstadt-based Auto Union, acquired in 1965 by Daimler-Benz, into a conventional tortoise farm. In order to maximize the capacity of the crisis-shaken factory, 300 Volkswagen cars rolled off its assembly lines every day.

In connection with these plans, Nordhof forbade Audi chief designer Ludwig Kraus and his team to engage in any activities to develop a new model. This proved unbearable for Kraus' creative nature, and he continued to work in secret. After all, he was the man who, through brilliant improvisation, turned the DKW F 102 into a car that was still good for its time, the first Audi with a four-cylinder engine. The engine was brought in as a "carry-on bag" by his former employer Daimler-Benz, a heavy 1,7-litre bbw codenamed Mexico, which, due to its high compression ratio of 11,2:1, was considered something of a cross between a half-gasoline. , semi-diesel.

For Kraus, who designed the silver arrows of Mercedes years ago, car design was a real passion. With fervent entreaty, he persuaded Nordhof and the head of Audi Leading of the prospect of an attractive new small-series car that would fill the market niche between Opel-Ford and BMW-Mercedes: “It will be sporty, but at the same time comfortable, elegant and spacious. With more perfection in detail and more meticulous workmanship Opel or Ford. There are three levels of power and equipment from 80 to 100 hp. We might even think of a coupe,” dreamed an engineer passionate about technology.

Audi 100 - "Mercedes for deputies"

When the new big car finally celebrated its premiere at the 1969 Geneva Motor Show, a handful of critics mockingly claimed it was a Mercedes. The harsh moniker "Mercedes for Deputy Chiefs" spread quickly. Ludwig Krauss never denied that he belonged to the Stuttgart school. In 1963, he joined Auto Union after 26 years at Daimler-Benz and was already carrying in his blood both the formal aesthetics of cars with a three-pointed star and typical Mercedes constructive care for every detail. Today, the first Audi 100 has long come out of the W 114/115 series, commonly known as the Linear Eight (/ 8). The Delft blue 100 LS, which is included in our comparison, proudly demonstrates its technical independence. The two-door version, introduced in autumn 1969, underlines the impressive elegance of its lines.

The now dark green Mercedes 230 is parked peacefully next to the Ingolstadt model. It looks more massive, but it also offers more solidity than the carefree modern style of Audi, which is also significantly more aerodynamic. For the Audi 100, the manufacturer indicates the consumption coefficient Cx 0,38; with the significantly more extreme NSU Ro 80 this value is not much better (0,36).

Audi's face is friendly, almost smiling. Despite the fact that it ostentatiously wears four rings in the middle of the radiator grille, the car does not pay as much tribute to tradition as the Mercedes model, which looks cool and serious from all angles. Deep in his soul, somewhere in the bowels of his meek six-cylinder engine with four main bearings, he is also a revolutionary and representative of a "new objectivity" in design and architecture. It was in the year of extra-parliamentary street performances in 1968 that this style finally prevailed at Mercedes, replacing the luxurious baroque splendor of finned limousines that frightened many of its regulars.

Revolutionary technical solutions - "the standard in the upper segment of the middle class."

Technically, however, the Audi 100 LS is emancipated from Mercedes as much as possible. Front-wheel drive is as traditional for Auto Union as is the ingeniously simple torsion bar suspension on the rear axle. Combined with modern coaxially coupled springs and shock absorbers (such as MacPherson strut) at the front, Kraus and his team have created a chassis that combines the comfort of long suspension travel with good roadholding.

Later, in the modified version of 1974, the rear suspension with coaxial springs and shock absorbers will give the car even sporty qualities. According to the auto motor und sport comparative test carried out in the same year, the model is “the benchmark for road safety in the upper middle segment”.

Even the original Audi 100 medium pressure engine doesn't look like itself anymore. In a 1973 Delft blue LS, it works evenly, and a deep, pleasantly folded melody comes from the muffler. With the successive reduction of the compression ratio to 10,2 and 9,7: 1, the rough, uncultivated noise disappeared.

However, due to the intensive swirling of the working mixture in the cylinder head with cross-flow, the engine remains economical according to the design principle and develops a powerful thrust for intermediate acceleration from 2000 rpm. The Volkswagen-developed three-speed automatic transmission maintains the natural temperament and high-revving drive of a four-cylinder engine with overhead valves and a lower camshaft. With a clearer gas supply, it switches up with a pleasant delay.

"Line-eight" - a soft provocateur with a new chassis

The heavy and unwieldy 230.6 Automatic is difficult to follow the light and agile Audi 100. Its massive six, which in the "Pagoda" (230 SL) sounds rather tense, here always remains restrained and quietly whispers to the typical intonations of Mercedes. No sporty features - despite the overhead camshaft.

The liter power of the six-cylinder engine is quite modest, so it has a long life. The engine pairs well with a large, heavy vehicle that rides smoothly and smoothly, and even on a short walk around town gives the driver the feeling that he has been on the road for a long time. Every trip becomes a journey. This is the strength of this extraordinarily richly equipped 230, which, in addition to an automatic sunroof and an electric sunroof, has front windows, tinted windows and power steering. Not only the abundance, but also the quality of performance is impressive. True, the interior of the Audi radiates more warmth and comfort, but the thin wood veneer looks as transitory as the innocent bamboo color of the seats with good contour and velveteen upholstery.

In fact, the W 114 is also a provocateur, although in a milder form. In terms of chassis style and technology, this is the epitome of a new era - farewell to the oscillating rear axle and the decisive introduction of four-disc brakes. As a result, Daimler-Benz no longer lags behind in terms of road dynamics, but approaches the BMW standard for a tilt-strut rear axle, where toe-in and wheel inclination are always exemplary.

Easily controlled cornering behavior, close to the traction limit, without a sharp tendency to feed, and stable direction of travel under heavy braking at high speeds make the "Linear Eight" better than even the then S-Class. None of the compared 1968 models stand on the road so calmly, with a heavy and dense spring. The two front-wheel drive vehicles are more nervous, but more agile.

Ro 80 - the machine of the future

This is especially true for the banana yellow NSU Ro 80, which is superior to others in handling with its complex chassis consisting of a MacPherson strut front suspension and a tilted rear axle. Crucial here is the childlike lightness, agility and speed of cornering, motivated by the ZF direct-action steering with rack and pinion. The brakes are also a poem. With its technical ambitions, the Ro 80 is reminiscent of a Porsche 911. Is it a coincidence that both cars are wearing Fuchs alloy wheels? And that yellow and orange go well with both?

But with all due respect, dear friends of the Wankel motor, we must admit the truth, even if it hurts you. After all, it is not the revolutionary rotary engine but the functional-aesthetic shape and the sophisticated chassis with good road feel that makes the NSU Ro 80 feel so confident even today. You can only love an engine with power, especially if you've driven a BMW 2500 before. The high-pitched gurgling sound is somewhat reminiscent of a three-cylinder two-stroke unit. We can be comforted by the fact that without the compact engine, the extreme forms of that time would not have been created at all.

The three-speed, semi-automatic and semi-automatic transmission ensures a smooth driving experience at all times. However, it is not at all suitable for those who are keen on high revs, and as weak as torque, the Wankel engine, which becomes nimble only with five gears.

Ro 80 does not like traffic in a big city. Slow acceleration of a large car, for which the power of 115 hp also plays a role here. cannot be called sufficient. His realm is the highway, which rushes calmly and without vibrations when the speedometer shows 160. Here, the fragile and incompatible with the transmission Wankel suddenly becomes a beloved friend.

Three different characters make friends

The wide track and long wheelbase help the Ro 80 stay well on the road. Thanks to its streamlined shape, the car is content with 12 liters per 100 km, and the engine marked KKM 612 sings a song about a wonderful new world and surprisingly complex simplicity of the Wankel. Its eccentric rotor rotates on a trochoid and, as if magically, constantly changes the space in the chamber, resulting in a four-stroke workflow. There are no up and down jolts that need to be converted to rotary motion.

The interior of the NSU Ro 80 features cool, almost austere functionality. It matches the car's avant-garde character, although a little more luxury would have been desirable. The black upholstery comes from the Audi 100 GL and continues to look solid and pleasant to the touch in the new environment. But the Ro 80 isn't the kind of emotional car to snuggle into - it's taken way too seriously. A decent Mercedes 230 would also not be suitable for this purpose.

Closest to my heart is the friendly Audi 100. Without this car – born in pain, forever underestimated and with an undeniable gift – today Audi would not exist at all. Except as the name of a luxury Volkswagen model.

TECH DATA

Audi 100 LS (model F 104), manuf. 1973 g.

ENGINE Model M ZZ, water-cooled four-cylinder in-line engine, cross-flow aluminum cylinder head, gray cast iron block, crankshaft with five main bearings, single-sided camshaft (driven by duplex chain), offset valves, lifters and rocker arms , pistons with concave forehead, (Chiron principle) displacement 1760 cc (bore x stroke 3 x 81,5 mm), 84,4 hp at 100 rpm, max. 5500 Nm torque @ 153 rpm, 3200: 9,7 compression ratio, one Solex 1/32 TDID two-stage vertical flow carburetor, ignition coil, 35 L engine oil.

POWER TRANSMISSION. Front-wheel drive with engine in front of the front axle and gearbox behind it, four-speed manual transmission (Porsche sync), optional three-speed automatic transmission with torque converter (manufactured by VW).

BODY AND LIFT Self-supporting all-metal body, front axle with coaxially connected springs and shock absorbers (MacPherson strut) and two triangular struts, stabilizer, rear tubular rigid axle, longitudinal struts, torsion spring and torsion bar steering rack with toothed rack, front disc, rear drum brakes, discs 4,5 J x 14, tires 165 SR 14.

DIMENSIONS AND WEIGHT Length 4625 mm, width 1729 mm, height 1421 mm, front / rear track 1420/1425 mm, wheelbase 2675 mm, net weight 1100 kg, tank 58 l.

DYNAMIC CHARACTERISTICS AND COST Max. speed 170 km / h, 0-100 km / h in 12,5 seconds, fuel consumption (gasoline 95) 11,8 l / 100 km.

PRODUCTION DATE AND TYPES Audi 100, (model 104 (C1) from 1968 to 1976, 827 474 examples, of which 30 687 coupes.

Mercedes-Benz 230 (W 114), proizv. 1970

ENGINE Model M 180, water-cooled in-line six-cylinder engine, light alloy cylinder head, gray cast iron block, crankshaft with four main bearings, one overhead camshaft (driven by duplex chain), parallel suspension valves, driven rocker arms volume 2292 cm3 (bore x stroke 86,5 x 78,5 mm), 120 hp at 5400 rpm, maximum torque 182 Nm at 3600 rpm, compression ratio 9: 1, two Zenith 35/40 INAT two-stage vertical flow carburettors, ignition coil, 5,5 l engine oil.

POWER GEAR Rear-wheel drive, 4-speed manual transmission, optional 5-speed transmission, or 4-speed automatic transmission with hydraulic clutch.

BODY AND LIFT Self-supporting all-metal body, frame and bottom profiles are welded to the body, front axle with double wishbones and coil springs, additional rubber elastic elements, stabilizer, rear diagonal swing axle, inclined springs elastic elements, stabilizer, steering with ball screw transmission, additional power steering, four-wheel disc brakes, 5,5J x 14 wheels, 175 SR 14 tires.

DIMENSIONS AND WEIGHT Length 4680 mm, width 1770 mm, height 1440 mm, front / rear track 1448/1440 mm, wheelbase 2750 mm, net weight 1405 kg, tank 65 l.

DYNAMIC CHARACTERISTICS AND COST Max. speed 175 km / h, 0-100 km / h in 13,2 seconds, fuel consumption (gasoline 95) 14 l / 100 km.

DATE OF PRODUCTION AND CIRCULATION Model range W 114/115, from 200 D to 280 E, 1967–1976, 1 copies, of which 840 and 753/230 - 230 copies.

NSU Ro 80, manuf. 1975 year

MOTOR Model NSU / Wankel KKM 612, Wankel twin-rotor engine with water cooling and peripheral suction, four-stroke duty cycle, gray cast iron housing, trochoidal chamber with elisilized coating, ferrotic sealing plates, 2 x 497 cm3 chambers, 115 liters. from. at 5500 rpm, maximum torque 158 Nm at 4000 rpm, forced circulation lubrication system, engine oil 6,8 liters, change volume 3,6 liters, metering pump for additional lubrication with operating losses. Two-chamber vertical flow carburetor Solex 35 DDITs with automatic start-up, high-voltage thyristor ignition, one spark plug on each housing, exhaust gas cleaning with an air pump and combustion chamber, exhaust system with one pipe.

POWER TRANSMISSION Front-wheel drive, selective automatic transmission - three-speed manual transmission, automatic single plate dry clutch and torque converter.

BODY AND LIFT Self-supporting all-steel body, front axle with coaxially connected springs and shock absorbers (MacPherson strut type), transverse struts, stabilizer, rear axle with tilting struts, coil springs, additional rubber elastic strut and steering wheel, two hydraulic brakes with four disc brakes , brake force regulator, wheels 5J x 14, tires 175 hp fourteen.

DIMENSIONS AND WEIGHT Length 4780 mm, width 1760 mm, height 1410 mm, front / rear track 1480/1434 mm, wheelbase 2860 mm, net weight 1270 kg, tank 83 l.

DYNAMIC CHARACTERISTICS AND COST Max. speed 180 km / h, 0-100 km / h in 14 seconds, fuel consumption (gasoline 92) 16 l / 100 km.

TERM OF PRODUCTION AND CIRCULATION NSU Ro 80 - from 1967 to 1977, a total of 37 copies.