Test drive five upper middle class models: excellent work

BMW 2000 tii, Ford 20 M XL 2300 S, Mercedes-Benz 230, NSU Ro 80, Opel Commodore 2500 S.

In the revolutionary 1968 year, a sensational comparison test of five prestigious cars appeared in the automotive and sports industry. We decided to remake this memorable post.

It was not easy to collect these five cars - in one place and at one time. As with the film's remake, there were deviations from the original script. Three of the main actors are actually backups. The Commodore is not in the GS version but in the base coupe with 120 instead of 130 hp, the ultra-rare 2000 tilux is nowhere to be found today, so we hired a tii with 130 instead of 120 hp. Or come on, try to find a 20M RS P7a - it should have been replaced by a 20M XL P7b, with the same 2,3-liter engine producing 108 hp. with no apparent effort. And yes, today it is not Le Mans or Brittany, but Landshut in Lower Bavaria. But summer is back again, like in 1968, and poppies are blooming again along the road, as they once were between Mayenne and Fougères, which can hardly be seen in black and white photographs from old numbers.

However, the NSU Ro 80 is an early model with two jacketed spark plugs, two exhaust pipes and two carburetors. And with our 230 in the role of Mercedes / 8, a copy of the first series is included, although it has undergone several controversial improvements. With the help of five German executive cars, we were able to paint an expressive everyday picture of the late 60s. People who used to drive an Opel Olympia now drive a Commodore, and the one that started with a Taunus globe is now sitting in the new 20M.

The cheapest six-cylinder model in what was then Germany invites you to climb the social ladder – with the ease promised by the German economic miracle with built-in automatic growth of five percent a year. With their quiet, elegant six-cylinder models, Opel and Ford have already taken the place of the successful ones, BMW - after an ascetic search for its own identity - is allowed to return to the game, and NSU - yesterday's derisively ignored manufacturer of small cars - shocked all famous brands with its first-class front-wheel drive model, the design of which just as inspiring as the sophisticated power steering, four disc brakes and tilt-strut rear axle.

That said, we haven't said anything yet about the innovative Wankel engine, which defies all notions: two pistons rotate in an incredibly compact assembly and deliver 115 hp to its eccentric shaft. – no vibrations, greedy for high speeds, temperamental and too optimistic about the life of the motorcycle. The complex operating principle of this turbine-like internal combustion engine – valveless, gearless, but still four-stroke – bids a ruthless farewell to the reciprocating pistons of the steam engine age. Everyone then was engulfed in Wankel euphoria, frantically buying licenses to secure the future (which Mercedes would call the C 111)—everyone except BMW.

Six-cylinder against Wankel

Having survived a manic-depressive phase in which it oscillates between the Isetta and the 507, BMW has rediscovered itself thanks to the sporty refinement of the 1800 and 2000 models. advertising is called the "silent end of the vibration". This makes the Wankel engine unnecessary for the Munich manufacturer.

In all respects, be it specific flow, torque curve or power, it is much better than the twin-rotor Wankel engine. Our 2000 tii in “Verona red” is still some distance away from the overall engine superiority of the big BMW, but it has virtually the same transmission as the 2500, only two cylinders less.

Thanks to the toning support of the mechanical Kugelfischer petrol injection system, the tii 130-liter engine develops a decent 5800 hp. at 2000 rpm For this level of power, six-cylinder competitors from Opel, Ford and Mercedes require significantly more displacement. But from today's perspective, the XNUMX tii looks acoustically overloaded by comparison, like it needs a five-speed gearbox. Its drive is not as harmonious as that of its four competitors.

Today it is surprising that in 1968, thanks to good dynamic performance and relatively low cost, the carbureted version of the 2000 tilux took first place in the ranking in the "Engine and Power" section. The BMW model is undoubtedly the sportiest of the five cars, which also suggests its compact, austere shape with Italian features and narrow track. The bodywork was designed by Michelotti without unnecessary embellishment, with an almost eternal fidelity to pure trapezoidal shapes - in an era when some still play with fins on their backs.

Undoubtedly, the BMW 2000 is a beautiful car with lovingly crafted details; Otherwise, its functional black interior is finished with natural wood veneer. The build quality looks solid, the New Class is considered a really high quality car, at least after the model was redesigned in 1968. Then the baroque ring of the horn disappears from the cockpit, preference is given to simpler control devices, joints and individual details are made. with great diligence and maturity. You still sit like a Capra in this BMW, the view in all directions is fantastic, the slim large steering wheel is wrapped in leather, and the precise shifter fits comfortably in your hand.

This BMW is not for people who want to relax while driving, but for more ambitious drivers. The steering wheel without power steering works directly, which is typical for the brand and hypermodern 1962. The tilt-strut and MacPherson strut undercarriage is stiff in front, but not uncomfortable. A pronounced tendency to oversteer after prolonged neutral behavior at increasing speeds is also a persistent feature of the hardcore BMW models of the Paul Hahnemann era.

Mercedes 230 or S-Class Breeze

The Mercedes representative behaves completely differently. Although its chassis is belatedly raised to BMW level by the tilting struts, there is nothing sporty about the / 8 and its 230 six-cylinder. Agree, it is far from lethargy 220 D thanks to the power of 120 hp. But the 230 doesn't challenge the driver in the least, and doesn't like being challenged. He uses his huge reserves of safety in the chassis not to please (what an obscene thought!), But only as a last resort in sudden tricks to avoid obstacles.

Otherwise, the 230 prefers to follow a stoically chosen direction calmly, tirelessly and comfortably. The star above the radiator in front of your eyes changes direction with the movement of one hand, while the other rests on a support thanks to the power steering. Gear shifting is a tedious process, indifferent and insensitive, as it is on all Mercedes models before and after / 8. They really suit the automatic more. 230 cozy; the front end is much wider and more welcoming than a BMW model - a true example of well-being, best suited to the whistling six-cylinder engine with typical Mercedes acoustics. Even in the smallest six-cylinder Mercedes, the sound of the engine speaks of prosperity and complacency, and in the four-cylinder versions - a rather difficult climb up the social ladder. However, this Mercedes is not entirely at odds with pleasure. The beautifully styled controls still carry something of the upside-down SL's sporty styling, the inline-six under the hood has a monumental three-litre stance, and the twin choke carburetors testify to some Württemberg hedonism.

When the windshield wipers dance in the rain like butterfly wings, the driver / 8 can feel real happiness - he really feels safe. At higher revs, the structurally not-so-brilliant six-cylinder engine feels overwhelmed, preferring a steady 120kmph and allowing for earlier shifts. He is not an athlete, but rather a hardy worker with a slight appetite for butter. Needless to say – in 2015 the 8/1968 was driven just as nicely as in XNUMX. Therefore, he then took first place - precisely because everything happens to him as if by itself.

The NSU Ro 80 is noticeably comfortable too, with power steering, a selective automatic transmission, plenty of suspension travel and seats like armchairs. A real long-distance car that can show the benefits of its unusual driving, mainly on the track. A twin-rotor turbine unit does not like frequent changes in loads and low speeds, they increase consumption up to 20 liters, wet spark plugs and cause premature aging of sealing plates. At one time in the company, the term "doctor's driving" was synonymous with a faulty engine that had not traveled 30 kilometers. And unlike Mercedes, the Wankel Ro 000 evokes fear of the unknown; skepticism does not disappear as quickly as a typical blue cloud after starting a warm engine.

It's probably due to the unusual sound - a loud, two-stroke-like hum that has nothing to do with the trustworthy solid tone that the 20M and Commodore are kings of. How about going to Sicily today? “Okay, which ferry are we going to take?” However, the Ro 80 has to be just right to bring joy and fulfill what its charming shape, created as if by an oncoming air current, promises. A thrilling three-speed automatic transmission with a pulse from the clutch in the gear lever must be well tuned, the oil metering pump in the carburetor must work properly, and most importantly, the ignition, which is best done with an electronically generated spark. With our 1969 copy in beautiful sepia metallic, everything works great, so we don't want to give it up.

The KKM 612 engine spontaneously picks up speed after starting the second gear, accelerates sharply without panting, does not smoke, hums above 4000 rpm, then it's time for the third, gear shifting was never very heavy, and the hum continues until the first turn came. You release the throttle slightly, then accelerate again and the Ro 80 moves like a thread.

NSU Ro 80 as a work of art

The front-wheel drive and long wheelbase guarantee remarkably safe handling, the disc brakes are even too large, the tube-welded sloping-beam axle is a work of art, and there's only a slight understeer when cornering. First gear is only needed when climbing or when you want to get the best acceleration times, such as in the comparison tests in the summer of 1968.

The utterly aerodynamically inadequate Ford 20M is the complete opposite of the NSU in both form and technology. The exchange of leaders becomes a culture shock. The vanguard was replaced by the Biedermeier. A frisky front end with a wide "Knudsen nose" (as the then-boss Ford was called), as on Lincoln from 1963, inside the abundant wood veneer of XL equipment, control devices that seem tragically lost somewhere in the Art Deco era. But the Ford representative, which is also disliked by former testers in the combat-trimmed version of the RS for its "pseudo-sporty look with fake embellishments," is gaining sympathy on closer contact. He is pleasant, does not pretend to be important and tries to reveal the glossy design as much as possible.

Ford 20M with a lust for life

The car isn't a marvel of ride comfort and doesn't handle the road very well, but in the past colleagues have respected its dynamic qualities despite the rigid leaf-sprung rear axle. In the Ford 20M, you sit comfortably, enjoying moving the thin, centrally located shifter, which has a more British stroke. Also, the V6 engine under the long hood whispers charmingly and sounds with silky softness, and at high speeds with a furious sound of a pipe. And this is such an unheard-of gum that you can go into third gear. Realistically, this P7 has the worst body of the five veterans, but these are battle marks from a 45-year life.

Unlike his appearance, he rides truly divine. Needless to say, the Ro 80 in this state will not be able to ignite at all. Only the Ford model, despite many years in the open air, shows an almost unquenchable lust for life. Brakes, steering wheel, chassis - everything is fine, nothing knocks, no extraneous sounds spoil the mood. The car develops 120 km / h without problems and is quieter than the headwind and other participants. The meager 108bhp, which is as low in the hierarchy of the five as the car itself, isn't a noticeable downside at all - the 20M seems more powerful than the Mercedes model, and more powerful than the Opel Commodore, which is in the Fastback version. coupe captivates with its range of Coca-Cola bottles

Opel Commodore in American style

The sporty, bent-hips Opel feels like a miniature version of the American "butter car" with a vinyl roof, fully recessed frameless side windows, an aluminum-spoke sports steering wheel, and a sturdy T-bar transmission. It appears to hold at least a 6,6-liter "big block". Undoubtedly, in its usual 2,5-liter version with 120 hp. The Commodore is sexy enough that the name sounds "cool".

If we can classify the six-cylinder Mercedes as a mobile comfortable saloon, then this is even more true of the Opel model. In wide, upholstered seats where you sit deep, shift the lever to position D and listen to the melodious voice of the six-cylinder engine in front, the registers of which are almost indistinguishable from those of a Ford. And an Opel rep will never tempt you to go too fast; It fully embodies the idea of ​​\uXNUMXb\uXNUMXba casual boulevard coupe - rolled windows, a protruding left elbow and a little Miles Davis from a tape recorder. His "Sketches of Spain" mingle with the sound of a six-cylinder engine, unfortunately painted black.

Leadership change

At that time, the winner was determined by points, and this is the Mercedes 230. Today we can broadcast another one - and the first two in their rating have changed places. The NSU Ro 80 is a vehicle that, with its wonder-of-the-world character, its beautiful shape and road behavior, arouses great enthusiasm. The six-cylinder Mercedes takes second place because it shows weaknesses in the evaluation of emotions. But in the form of a whisper in the rain 230 with janitors cleaning a butterfly, he can win hearts.

Conclusion

Editor Alf Kremers: Of course, my chosen one is Ro. It is unlikely that the Ro 80 is not the car that most admires. The shape and chassis are ahead of their time – and the drive isn't necessarily to everyone's liking. The Ford model evokes strong emotions, we parted ways with the P7 a long time ago, and now it has come to me again. His V6 is remarkably quiet, harmonized and sounds great. How to say: don't worry about anything.

Text: Alf Kremers

Photo: Rosen Gargolov

"Five with claims" in the AMS of 1968

This legendary comparison test of five models from the upper middle class in the magazine auto motor und sport presents a detailed rating system that is still valid. It is divided into two numbers, which undoubtedly increases the degree of voltage relative to the final output. An unusually complex and time-consuming comparative driving occurred in France. Targets are the circuit route in Le Mans and in the Brittany region. The second part of issue 15/1968 is titled "Hard Victory" - and indeed, with only two points ahead of the revolutionary NSU Ro 80, the conservatively designed Mercedes 230 took first place (285 points). Third place goes to the BMW 2000 tilux with 276 points, followed by the Ford 20M and Opel Commodore GS with 20 points behind BMW. At that time, the 20M 2600 S with 125 hp. would have been more suitable than the 2,3-litre version and cut the distance to a BMW.

technical details

BMW 2000 tii, E118	Ford 20M XL 2300 S, P7B	Mercedes-Benz 230, W 114	NSU Ro 80	Opel Commodore Coupe 2500 S, model A
Working volume	1990 cc	2293 cc	2292 cc	2 x 497,5 cc	2490 cc
Power	130 k.s. (96 kW) at 5800 rpm	108 k.s. (79 kW) at 5100 rpm	120 k.s. (88 kW) at 5400 rpm	115 k.s. (85 kW) at 5500 rpm	120 k.s. (88 kW) at 5500 rpm
Maximum torque	179 Nm at 4500 rpm	182 Nm at 3000 rpm	179 Nm at 3600 rpm	158 Nm at 4000 rpm	172 Nm at 4200 rpm
Acceleration 0-100 km / h	10,8 with	11,8 with	13,5 with	12,5 with	12,5 with
Braking distances at a speed of 100 km / h	no data	no data	no data	no data	no data
full speed	185 km / h	175 km / h	175 km / h	180 km / h	175 km / h
Average consumption fuel in the test	12,8 l / 100 km	13,5 l / 100 km	13,5 l / 100 km	14 l / 100 km	12,5 l / 100 km
Base Price	13 marks (000)	9645 marks (1968)	no data	14 marks (150)	10 marks (350)