- Post is under moderationAudi in the 1970s, his Coupe S an exclusive GT variant would have set aside? Niklas Frist is currently giving an answer to this question with his precious Audi. Text & Photos: Ansgar Wilkendorf.
/ #1972-Audi-100-Coupé-S / #1972 / #Audi-100-Coupé-S / #Audi-100-Coupé / #Audi-100-C1 / #Audi-100 / #Audi / #Audi-100S-Coupe-C1 / #Audi-100S-Coupe-S-C1 / #Audi-100-F104
Young Niklas looked out the window of his classroom at the teacher's parking lot. Of the many cars that stood there, however, interested the student only one: an Audi 100 Coupé S from 1972.
The Audi 100 with the rear end in the Italo design of a Maserati Ghibli of the late 1960s, but at least a Fiat Dino of that time it had done to Niklas. He would like the car. There was only one problem or two: First, he did not have enough money for it, and second, the car belonged to his math teacher.
But when the school was around, the then 17 -year-old in 1989 actually got the opportunity to buy the car for his former teacher for 19,000 crowns, or around 1,800 euros. To raise the money, he had to sell his moped with a heavy heart. For this he finally had his dream car. "The first drive brought me back from the world of dreams," smiles Niklas.
"The head gasket had said goodbye, so I could only slowly roll home. Nevertheless, the great feeling was unbeatable. "But that came with time. Education and job simply did not leave him the space to continue the restoration that had begun, and so the car initially fell into oblivion. "A kind of Shelby version of Audi"
"Just in time for my 40th birthday, I decided to breathe new life into the Audi," recalls Niklas, who is like his Coupé built in 1972. But he did not want to leave it at a restoration: "In his time, there was never a performance package or an exclusive GT variant for the coupe. Such a kind of Shelby version of Audi. I wanted to change that now with hindsight. "
But before that there was a lot of sheet metal work to do. "The body looked so good at first," says the Swede. "But when the sandblaster had finished its work, there was not much left of it." For Niklas no reason to worry: He had come across several recommendations to Dan Johansson in Degefors, a "coachbuilder and sheet metal artist," the so far mainly styled American cars. Nevertheless, he quickly understood what his client wanted out. "The car was shaped to the wheels," smiles Niklas, "and grew accordingly in the width." The wheel arches come from the Golf 1 and that the end tips were widened, can be seen at the distance to the original remained bumper. "In the past, you could easily put a finger through it, today there is hardly room for a hair." In the course of the body work, the tank filler neck was moved one floor higher in the C-pillar. By the way, the owner of the coupe has cut the neck, welded here by Dan, out of a Victory motorcycle tank.
The mix makes it!
Under the new trunk floor not only the supply line to the tank has disappeared, but also the compressor, the valves and the air tank of Niklas implanted Airex air suspension. Previously, however, he had modified the entire powertrain. In cooperation with Bäcks Engine Overhauling first the engine received an update including cylinder extension, head machining, Weber respiration etc. The gear comes from a 1975 model year, so that the front brakes, which can be found on the 72er Coupe right and left directly to the switch box, could be moved to the outside in the wheels. Front as well as on the rear axle originating from the Golf 3 GTI is a four-piston brake system of three-Golf with 330 mm ventilated discs installed.
Contact with the asphalt is maintained by the 225/30 Michelin Pilot Super Sport tires on the Dotz SP5 Dark in the 18-inch dimension. Of course, the exclusive GT variant also got an exclusive paint job. The paint called "Casino Royal GT Gray Metallic" comes from the supercar forge Aston Martin.
Exclusive is also the interior. Hanngrens Car Interiour did a great job here. Both rows of seats were upholstered and newly upholstered with rough and smooth leather. Fittingly, the upholstery with the door and side panels and the dashboard. On headrests and mats you will find embroidered white lettering "Coupe S / GT". Hand-brushed aluminum has meanwhile replaced the wood look in the dashboard. The Luisi sports steering wheel got a new leather collar and the gear lever got a Simoni Racing gear knob.
On the way Niklas enjoys the subtle sonorous sound of the 2.5-inch Ferrita stainless steel exhaust system. Every now and then it's a bit louder for the hard rock fan. With the support of buddy Racer Putte and AVD Sundvall, he has provided a suitable sound package. In the footwell works the two-way front system El Comp 5 of U-dimension. Under the backseat are two Prox 8 subwoofers, also of U-dimension, for fat basses.
However, Niklas does not have much time to drive around. It is not just the job of Marketing Manager for Indian Motorcycles that captures him. It is also his new project, which he nicknamed "overkill". It is again the same type, but this year built in 1975. So much is already revealed: "What if Audi had built a rear-wheel drive S-Coupe with a V8 power plant under the hood ..."
1. The filler neck comes from a motorcycle and has been placed in the C-pillar behind the gills
2. Golf hubs thanks: behind the Dotz rims delayed a Golf-3 brake system.
1st age Swede: Niklas Frisk and his Audi 100 Coupé S are both built in 1972
2. Exclusive interior with brushed aluminum, rough and smooth leather
3. Brilliant console custom made 4. The footwell houses the soundboard
The shiny revised four-cylinder now makes 136 hp
Who tuning parts that influence each other, combined without approval in the test certificates and drive with his car on public roads, comes in Germany not around an assessment in accordance with § 21 StVZO around. Tip: Let yourself be advised by an expert before the beginning of extensive conversions. The expert knows whether the planned tuning is approvable and can provide information on the expected assessment costs.
Name: Niklas Frisk
AUDI 100 COUPÉ S (1972)
Engine: 1.9-liter four-cylinder (standard: 112 hp), cylinder drilled to 2.0-liter, flywheel balanced, head machined and planned, large valves, sport camshaft, Ajden Racing
Intake manifold, two 45 #Weber twin carburettors, 123 ignition system, Red devil fuel pump,
Aluminum fuel lines with AN8 connections, special aluminum radiator, electric fan, power 136 hp
Suspension: Airex air suspension, Golf 3-wheel hubs front, Golf 3 GTI rear axle
Wheel / Tires: #Dotz-SP5 Dark 8 x 18 inches with Michelin Pilot Supersport in 225/30 R20
Body: Total restoration, self-made front spoiler, Golf 1 wheel arch widened by Dan
Johansson, Dagefors; End tips widened, filler neck offset, recess for rear
License plate, painted in "Casino Royal GT Gray Metallic" by Aston Martin
Car-Hifi: Retro stereo radio, excursion HXA30 power amplifier for two-way front system El Comp 5
of U-dimension, Excursion HXA2K power amp for Prox-8 subwoofers of U-dimension below the
Rear seat, Hollywood cable and battery
Interior: Luisi steering wheel with leather upholstery, original seats and rear seat upholstered and covered with rough and smooth leather (Hangreens Car Interiour), Speedhut instruments with S /
GT lettering, Simoni Racing gear knob, coupe / SGT embroidery in the headrests and
Floor mats, custom console, new straps
Brakes: Four-piston brake system from the Golf 3 with 330 mm ventilated discs front and rear
Exhaust: Ferrita 2.5-inch stainless steel system with 3-inch tailpipes
Thanks to: Racer Putte and AVD Sundvall
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- Post is under moderationIn the year of the departure, three German sedans set completely new accents. The Audi 100 emancipated itself from DKW and immediately became a star of the middle class. With the six-cylinder Type 2500 BMW celebrated its comeback in the luxury cars, and Mercedes said goodbye to the bestseller dash-eight of Blechbarock and swing axle.
/ #Audi-100-F104 , 1968–1976 / BMW-2500 3.3 Li, Typ E3, 1968–1976 / Mercedes-Benz W115, 1968–1976
/ #Mercedes-Benz-220D-W115 / #1970 / #1970-Mercedes-Benz-220D-W115 / #Mercedes-Benz-220D / #Mercedes-Benz-W115 / #Mercedes-Benz-W114 / #Mercedes-Benz
/ #BMW-2500-Typ-E3 / #BMW-2500-E3 / #BMW-2500 / #BMW-E3 / #BMW / #1971 / #1971-BMW-2500-E3
/ #Audi-100LS-Typ-F104 / #Audi-100LS-F104 / #Audi-100LS-C1 / #Audi-100-C1 / #Audi-100 / #Audi / #Audi-Typ-F104 / #1974-Audi-100LS-Typ-F104 / #1974-Audi-100 / #1974Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationClassic Audi Retro Cool #Audi-100S-Coupe-C1 #1970 / #1976 Audi’s first coupé is still one of the best looking; here’s a brief history of this rare car… Words Davy Lewis. Photography Audi AG.
/ #Audi-100S-Coupe / #Audi-100-Coupé-C1 / #Audi-100-C1 / #Audi-100 / #Audi /
Retro Cool Audi 100 S Coupe. Everyone like a classic Audi and they don’t come much better looking than the 100 S Coupé. You could say that as Audi’s first foray into the coupé market, they nailed it first time. This 1970 model comes courtesy of Audi’s press department and looks truly stunning photographed in their studio.
Compared with its ‘sensible’ sibling, the 100 saloon, the 100 S Coupé was a revelation. It featured a very sleek profile with a long bonnet, muscular haunches, and a sweeping, fastback rear. Looking at it now, over 40 years later, there are definitely echoes of the design language in the current A7. It also has a touch of Aston Martin DB5, especially around the rear quarters. From the front, the large, Audi rings dominate things, complemented by a brace of twin headlights, giving a sporting appearance.
Under the bonnet of the S Coupé, Audi fitted a 1.9-litre 4-cylinder engine that made a lively (for 1970!) 112hp. 0-60mph took a leisurely 10+seconds and the top speed was around 118mph. But it was rear-wheel drive and weighed less than 1100kgs; with relatively skinny rear tyres, provoking a slide was not difficult.
In 1976, Audi refreshed the 100 range and the Coupé was dropped in favour of the more practical hatchback, which also received the new, inline five-cylinder engine.
Which means that the 100 S Coupé is a rare beast today, with fewer than 31,000 cars produced worldwide. To put that into perspective, almost 800,000 more saloon versions of the 100 were built. Today, classic car traders are asking from around £40,000 for a decent S Coupé.
You can trace a direct lineage to the present day, with the recently launched A5 Coupé. Of course Audi’s most famous coupé is the Ur-quattro, which re-wrote the rulebook and brought fourwheel drive to the masses.
QUICK SPEC #Audi-100S-Coupé
Engine 1.9-litre 4-cylinder
Transmission 4-speed manual
Top speed: 118mph
Weight: 1080kgStream item published successfully. Item will now be visible on your stream.
- Post is under moderationBOOTYLICIOUS AUDI 100 GL C1 ARE YOU READY FOR THIS JELLY? SUITED AND BOOTED retro saloons through the decades / #1975 / #Audi-100-C1 / #Audi-100 / #Audi / #Audi-100GL / #Audi-100GL-C1 /
Audi 100 Is this the cleanest retro saloon on the planet? We’d certainly bet our last couple of Deutsche Marks on it!
Ruben Mellaerts’ Audi 100 is as clean as a surgeon’s slab and as sharp as his scalpel. But there’s so much more to this build than just rims, altitude and a dab of polish…
RETRO RIDE: AUDI 100
“The closer you look, the more delicious details you find”
Running a retro car means different things to different people. For some it’s about reliving the honest simplicity of a lost age; of maintaining an old car as a sort of rolling time capsule, keeping every element true to its original state. For others, it’s about using a cool old motor as a base to build something thrilling, optimised for modern use in a form that pre-dates moulded plastic bumpers and catalytic converters. Of course, this doesn’t mean that the former are all concours pedants and the latter are bloodthirsty jigsaw-wielders with no sense of heritage – us car geeks can’t be pigeonholed that easily. What it basically comes down to is that we all like driving old cars, and we all have different ideas about what happens under the skin. Right?
With that in mind, Ruben Mellaerts’ mission statement is clear: “I wanted to retain the classic look,” he explains, and it’s just as simple as that… except that, no, this ’1975 Audi is very far from simple. Ruben appears to be some sort of dark master of artifice, hiding in plain sight while he mischievously wisps a cloud of retro magic before your very eyes. Sure, at first glance this car may appear to be a shiny, original mid-seventies saloon that’s sitting artfully low, but the closer you look, the more delicious details you find yourself unearthing. If he just wanted to ‘retain the classic look’, he’d have carried out a straight resto, wouldn’t he? But these still waters, they run deep.
Ruben’s hoodwinking you with details, and you’ve inadvertently sleepwalked right into his cunning scheme. Don’t feel bad though, we all did just the same. But as the myriad tweaks unfurl, you’ll be so glad you did.
“I bought the Audi on the internet from two old people in Peer, here in Belgium,” he begins, with the world-weary look of a man who’s, y’know, seen things. “It was completely rusted on the inside and underneath the car, but it looked very good at the outside… that was the biggest problem!” He uses the word ‘problem’, but Ruben’s evidently not fazed by such trivialities – there’s no more mention of rust throughout the remainder of the conversation, it’s just implicit that he dealt with it in the manner of a mobster with a leaky informant. He just settled it, no questions asked.
“I did the deal with the old folks, poured in some fresh oil, drove it home, sorted it out,” he says, brilliantly enigmatically. The dude’s a pro.
Well, in fact that literally is the case, as the name RM Concept should demonstrate – for that is the name plastered across the bespoke air-ride setup. Yep, Ruben doesn’t just dabble in retro tinkering, he develops systems for others to buy too. And yes, that low-slung stance is indeed thanks to air-ride. “It’s running a custom RM Concept system,” he elaborates, “with shortened Bilstein dampers, my own bespoke uniball topmounts, twin Viair compressors and AccuAir valves.” The rear axle’s been shortened as well, owing to the fact that he’s bolted on some uber-scene-friendly rims that rock quite a lot more girth than stock; the fashionforward #BBS RS sixteens measure 7.5-inches apiece on the front axle, and a robust 8.5-inches out back.
Of course, any chump can pull off the simple ‘stop, drop and roll’ trick, jamming natty rims and suspension onto a stock old motor and letting that be that. But that’s very much not Ruben’s style. You know how we were talking about this car revealing more and more swanky details? Well, let’s dive in.
For starters, there’s the paint. It may look factory stock, but there’s a twist: “It’s a little bit different to the original,” Ruben grins. “It’s a bit of a secret, couple of shades of blue, little bit more iso green...” The exterior chrome has been refinished, with the bumpers neatly contemporised with carbonfibre end caps, and have you clocked the roof? Gorgeous bit of hot-rod lace paint there – it’s an old trick whereby you stretch a sheet of lace over the panel, fog it with a few light coats of contrasting paint, then remove it and enjoy the adoring gazes of passers-by. Lace paint is for winners.
Another mind-blowing element of the build resides beneath the bonnet. Now, your eyes may well already have flitted to the filthy shots of the spreadeagled bay, in which case you’ll have an inkling of what’s gone on: in essence, Ruben’s retained the stock 1,900cc motor (albeit fully rebuilt and treated to some shimmering chrome accoutrements), and focused on giving it the most sumptuous home it could possibly desire. The whole bay’s been shaved, smoothed, wire-tucked and painted to resemble the kind of scene you’d encounter if you dropped the engine from your 1/24-scale Airfix model into the bizarrely smooth lap of your unclothed Action Man figure. It’s all just improbably unadorned, aside from the all-action classic four-banger. Impressive, no?
But despite the huge amount of effort that’s been expended beneath the hood, that’s not actually Ruben’s favourite part of the build. “I just love the interior,” he smiles. “It was trimmed by R&R Autbekleding; the headrests and rear armrest were removed, and the seats covered in leather along with the centre console and doorcards.” It’s a magnificent job, the door trim wearing Bentley-style diamonds to imbue an element of the louche, while the seats feature studs that call to mind a wingback chair in the smoky corner of a 1920s London gentlemen’s club. It’s sort of meta-retro really, and the diamond/leather interface seemingly can’t be contained either, spilling across into the engine bay like some vast swarm of irrepressible opulence.
“It took about three or four months to get the car this way, working day and night on it, and in total it’s probably cost me about Ð12,000,” says Ruben. “But if customisation is in your blood, you cannot resist, can you? I had some ideas, and once I started working the ideas kept coming. In fact, I still have ideas, it’s not done yet; I’d like to have a completely new and much younger engine in there for more power, and do further work with leather and chrome.”
This is all entirely understandable. For people like Ruben, such things are never finished, they’re relentlessly subject to improvement. Which seems like an odd thing to say, because from the current standpoint, we reckon it’s pretty much perfect already. “I built the car with a lot of love,” he smiles. “She’s an old lady, and I treated her with respect. And people like the results, she’s a proper neckbreaker now!”
Observers certainly get a lot of time to check out those crisp lines, as Ruben loves to cruise low ‘n’ slow in this slick old-school barge. He may say that more power’s on the cards, but for now it’s exactly what it needs to be – a casual, low-slung badass, built unpretentiously to rumble as an art piece in the sunshine. Ruben’s definition of ‘retro’ is hard to argue with.
TECHICAL SPECIFICATIONS: ‘1975 Audi 100 C1
TUNING: 1.9-litre four-cylinder petrol, fully rebuilt, #Weber carb, optimised cooling, engine block painted, chromed air filter and cam cover, fully shaved, smoothed and wiretucked engine bay, 5-speed manual ’box
CHASSIS: 7.5x16- inch (front) and 8.5x16-inch (rear) #BBS-RS ceramic polished 3-piece split-rims with black hardware, #RM-Concept custom air-ride system with shortened #Bilstein dampers, bespoke uniball top-mounts, #AccuAir valves and 2x Viair 480c compressors, shortened rear axle, stock brakes painted in high gloss black
EXTERIOR: Fully repainted, chrome refinished, lace paint roof, carbon-fibre bumper end caps
INTERIOR: Custom leather retrim by R&R Autobekleding, headrests and rear armrests removed, period wood trim, new carpets, centre console trimmed in leather, sills trimmed in wood, custom leather doorcards, retro-styled MP3 stereo with Rockford Fosgate speakers, custom boot install comprising wood floor, compressors, air-tank and plumbed-in retro toolbox
Retro headunit is a master stroke! As is the classy retro toolbox.
Good job Ruben likes blue eh?
You could eat your waffle off that!
DRIVER: Ruben Mellaerts
You’ve got form with this sort of thing, then?
“Yes, my first car was a Mk3 Golf, and since then I’ve had a 3C Passat on air, a custom Mk5 Golf, I completely restored a Mk1 Golf, some scooters… and, of course, motorcycles. I love motorcycles.”
Why did you choose an Audi 100 C1 this time?
“It was love at first sight, and I wanted something unique.”
Anyone you want to thank? “Just me, myself and I…”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderation/ #1972 / #1970 / #1973 / #Mercedes-Benz-250CE / #Mercedes-Benz-250CE-W114 / #Mercedes-Benz-250CE-C114 / #Mercedes-Benz-W114 / #Mercedes-Benz-C114 / #Opel-Commodore-2500S-Coupe / #Opel-Commodore-2500S / #Opel-Commodore / #Opel-Commodore-Coupe / #Opel / #Mercedes-Benz / Opel / #Audi-100-Coupé-S / #Audi-100-Coupé / #Audi-100 / #Audi-100-C1 / #Audi-100-Coupé-C1 / #Audi-100-Coupé-S-C1 / #Audi /
They are playful variations serious medium-class sedans, but more expensive, exclusive and saver. Three distinctive coupes from Audi, Mercedes and Opel twisted in the 70s men the head. Emotion overcame reason - that still holds true today.
Audi has succeeded particularly refined, the Coupe S significantly from the 100 LS sedan lift. This is the sophisticated equipment as well as its entire appearance. They emancipated already from the A-Sauleldar of the conservative line of the good middle class moth, the only GL nor has the slightest chance to compete with the Coupe.
The Italian Gran Turismo styled by Audi shows an expressive face double spotlight as it once came into fashion, and uses distinctive gills on the flanks to loosen the massive C-pillar. The Audi takes the name Coupe, which means simply "cut off". Its wheelbase was shortened as against the sedan to eleven and a half centimeters. This led him to the proportions wider and appear lower. A shot Fiat Dino swings in its line. The ensure swept front and the other a dynamic profile.
Unfortunately, the Audi is not a classic hardtop coupe as its competitors Mercedes-Benz 250CE and Opel Commodore, which finely different-graced demarcation for Limousine succeeded otherwise less convincingly in all formal race. Both have frameless side windows which can be fully sink, which helps them to stresses appearance. Your undisturbed silhouette is not only characterized particularly slender and because "docked" has neither Mercedes nor Opel, both use the wheelbase sedan.
The Audi impresses in detail
The gorgeous zeitgeist hue Tibet Orange in combination with corduroy velvet cushions makes the Coupe S certainly an eye-catcher amidst the attractive trio. The interior with the already designed seats, the elaborately decorated coverings and subscribed instruments tachometer supplied with current from a very special coziness. Even the luxurious steering wheel with the flapper remains a Coupe-exclusivity.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderation/ #Audi-100-C1 / #Audi-100 / #Audi / #1968 / #1975 /
It’s thousands of parts meticulously engineered to work perfectly with one another.
Every car is made up of thousands of parts.
When we designed the Audi we wanted to be sure the parts worked-as perfectly as possible - not only individually but together.
So our engineers took all the things we learned from years of building cars and built an Audi. Electronically. In a computer. Then they tested it. Reworked it. And tested again until they felt the design was exactly right.
But even the finest designs don't mean anything until they’re actually turned into a car. Which is exactly what goes on every day at the Audi factory in Ingolstadt. Germany.
If you were 30 visit it, you’d see dozens of craftsmen labouring over intricate parts. Spending extra time. Taking extra steps.
You’d see strength being built into each car. Floor-pans welded to chassis to form single shells. That's to insure a tighter fit and a smoother, quieter ride.
You’d see them hand-sanding bodies. And hand-sewing seat covers and armrests.
You’d see Audis going through multiple cleansings. Being treated with zinc phosphate to help prevent corrosion. With polymer undercoating to help prevent chips and scratches And painted. And painted again. By hand.
You’d see safety actually being built into each car. Because in Europe, roads vary from autobahns to medieval cobblestone streets to mountain esses. And a car has to be prepared to face the unpredictable.
To help the Audi face the unpredictable, the passenger compartment is designed to be a rigid safety cell. The front and rear body sections, as well as the steering column, are designed to absorb energy at a controlled rate, keeping impact forces to a minimum. The side doors are reinforced with steel beams. The interior has extra padding. And younger passengers are protected by child-proof locks on the back doors.
The front and rear bumpers are made of aluminium, which is lighter than steel (even though it's just as strong) and helps give you better gas mileage.
Safety may be the law, but at Audi the law is to make each car as safe as possible.
If you continued along, you'd see Audis being inspected Engines tested on the dynamometer under various loads to see how they’ll perform under all kinds of driving conditions.
Paint jobs inspected with mittens to detect irregularities that bare hands could miss.
You'd see cars subjected to the scorching heat and to the freezing cold of the climate chambers. To the lashing gusts of the wind tunnel. And. finally, road tested.
All because we want our Audis to be the best that we can make them. And if something isn't exactly right, we want to be the ones who'll find it.
Not you.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationThe #1973 #Audi-100-Coupe-S-C1 / #Audi-100-Coupe-S / #Audi-100-C1 / #Audi-100 / #Audi / Not Found on eBay: Automotive Traveler US Exclusive / #Audi-100-Coupe / #Audi-100-Coupe-C1
Is this vehicle the genesis of today’s A5 Coupe and A7 Hatchback? At more than 25 years old, the car could easily be imported into the United States. Richard Truesdell explains why it’s rarer than an R8 roadster.
With the roll that Audi currently enjoys worldwide, it’s difficult to believe that at one time the company was the stepchild - the American Motors, you might say - of the German auto industry. Back in 1965, Auto Union (which included the Audi, DKW, Horch, and Wanderer brands) was sold by Mercedes-Benz to Volkswagen.
At the time, VW badly needed production capacity, and the nearly new Auto Union plant in Ingolstadt was a quick solution to the problem.
Yet Volkswagen got so much more than just a plant. With the acquisition of Auto Union, the company acquired a line of front-wheel-drive cars that would provide the foundation for the modern-day Audi brand, once their two-stroke engines were discarded. It would also serve as the basic platform for the water-cooled, front-wheel-drive Volkswagens to follow (especially the Passat and Golf).
So, what does all this have to do with the lovely, almost Aston Martin DBS-esque blue Audi 100 Coupe pictured here and available for sale in the U.K. from 4 Star Classics, specialists in modern classic vehicles? Here’s the story.
After the Auto Union acquisition, Volkswagen boss Heinrich Nordhoff handed down the edict that no further Auto Union models (including Audi) would be developed. He believed the Beetle’s rear-engine, air-cooled layout was the future.
In direct opposition to this order, engineer Ludwig Kraus spearheaded the birth of the water-cooled, front-wheel-drive Audi 100 - without the knowledge of the Volkswagen board.
Thankfully for both Audi and Volkswagen, Kraus did not share Nordhoff’s view of the Audi 100’s potential. The first Nordhoff learned of the secret project was the presentation of a production-ready prototype! And, after seeing the Audi 100 prototype, Nordhoff gave it the green light for production.
Shown to the press on 26 November #1968 , the C1-platform Audi 100 was the company’s largest car and spawned several variants, two- and four-door sedans, a station wagon, and the #fastback .
Named the 100 after its engine output of 100hp at the time, it surpassed Volkswagen’s sales expectations to the extent that additional production had to be set up at Volkswagen’s own plant in Wolfsburg.
By 1971, the 500,000th Audi was produced, making it the most successful model in the company's history to that date. The company introduced the top-of-the-range 100GL in 1972, featuring the 1.9-liter engine formerly used in only the fastback Coupe S.
This particular 1973 Coupe S is finished in a stunning metallic blue that strongly accentuates the car’s lines. And, for a car now four decades old, it has aged exceptionally well.
Speaking of its striking looks, the 1973 Audi 100 Coupe even bears more than a passing resemblance to the much larger and more powerful Aston Martin DBS driven by James Bond in the 1969 movie On Her Majesty’s Secret Service, especially when the vehicle is viewed from the rear.
According to James Mann at 4 Star Classics, this well-documented example with just 26,500 miles on its odometer has spent much of its 38-year life in storage.
With little exposure to the sun, the vehicle’s chrome and rubber seals are in good condition. The paint finish is excellent, and the car looks ready to show.
Then as now, the Audi designers were responsible for excellence in interior design - achieving a beautifully shaped coupe that still sat four adults comfortably with all their luggage in the boot.
The interior is quite similar to that of the four-door sedan, except for the bespoke steering wheel specially designed for the coupe.
Due to the low mileage and careful storage of this example, its trim has lasted remarkably well, the wood is undamaged, the carpets are unworn, and the dashboard shows no signs of the usual large cracks. Although the chrome on the doors shows a little patina, the seats hardly look sat in.
The Mercedes-designed 1.9-liter engine gives the car plenty of low- down grunt, providing a sporty drive that makes it to 60mph in only 10.2 seconds. Not bad for 1973!
Having only covered minimal mileage during the last 38 years, the engine continues to perform well and has just benefited from a full service. The four-speed gearbox is still in fine fettle and slots through the gears with no problems.
The coupe is still fitted with its 14-inch steel wheels and original chrome hubcaps, all of which are in excellent condition other than a couple of light curb marks on the N/S front wheel. The tires are matching Bridgestones within the legal limit.
These coupes were outfitted with an advanced stabilizing braking system that almost completely eliminated pulling to one side and skidding - well ahead of its time in the early Seventies. The brakes are still in good working order, pulling the car up quickly in a straight line.
First registered in October 1973 as one of the 3,146 Audi 100 S Coup6s built for the U.K. market, this example is believed to be one of fewer than 50 still in existence. It is a rare piece of Audi’s history indeed.
The current owner has had the car since 1993. A Vehicle Condition Report attests that the car was in first-class condition back in 1991, with 13,461 miles on the clock. The current mileage on the odometer is believed to be accurate.
As this rare Audi 100 Coupe is now more than 25 years old, it can be imported into the United States without the need to comply with safety and emissions regulations. If you show up at a classic car event in this Audi 100 Coupe, you can be certain that you will not see another.
Those interested in more information about this featured vehicle should get in touch with James Mann at 4 Star Classics. The UK-based company can assist with meeting the requirements to export the car to the United States, if necessary.Stream item published successfully. Item will now be visible on your stream.
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In an unlikely 1974 #Audi-100-Coupé-S-C1 / #Audi-100-Coupé-S / #Audi-100-Coupé / #Audi-100-Coupé-C1 / #Audi-100-C1 / #Audi-100 / #Audi / and with a navigator who’d never seen a pace note before, we finds itself at the sharp end of the 2015 Summer Trial rally.
SUMMER TRIAL AUDI 100 COUPÉS
Audi 100 Coupé S In an unlikely choice of car and with a navigator who’d never seen a pace note before, Drive-My goes to the sharp end of the 2015 Summer Trial rally. Words Sam Dawson. Photography Alex Tapley.
I’m sitting on the start line of the 2015 Summer Trial at the Woodland Grange Hotel, Leamington Spa, feeling completely out of my depth. Alex Tapley, juggling photographer and navigator roles, had never seen a tulip diagram until a few hours ago, and ever since taking delivery of our Audi 100 Coupé S I’m getting the distinct feeling I’ve brought a sparkler to a gunfight.
The inoffensive thrum of its completely standard 1.8-litre engine is completely drowned out by the sledgehammers-on-steel pounding of Patrick Burke’s Porsche 911 to my left; and on my right the restless gurgle of Chris Stone and Peter Mason’s Sebring-spec MGC GT, festooned with hardcore stage-rallying modifications. Ahead, Barry and Roma Weir’s highly modified Mercedes-Benz 280 SL thunders into life. By contrast our Audi doesn’t even have a roll cage (and yes, those are steel wheels with faux-alloy dustbin-lid hubcaps). Thanks to the Audi’s 1974 build date and the fact that it’s a coupé, we’re all in the same class.
The rallymeter is zeroed, the flag is raised, and I squeal the Audi off the line, out of the car park and off on a tour of some of Warwickshire’s more obscure and challenging roads. Immediately I’m sensing problems with the 100S’s rallying potential. With more than 60 per cent of its weight biased towards the front thanks to an engine mounted ahead of the front axle line, exacerbated further by the addition of a sump guard and a heftier anti-roll bar, it understeers heavily on the most minor of corners, quickly overcoming the meagre grip of its Yokohama 185/70 R14 tyres. With no fewer than four turns lock-to-lock on the big feedback-free plastic steering wheel, understeer-correcting Scandinavian flicks are out of the question. It’s no Saab 96.
Thankfully, after a quickly corrected mishap that nearly had us headed towards Coventry city centre, Alex is getting the hang of the pace notes, although we soon realise our GPS-based rallymeter sometimes struggles with readings, failing to add sufficient miles if we run through a tight complex of turns. We soon learn to back up our readings by spotting landmarks and road layouts, and not relying completely on the instruments.
Before we can properly hit our stride we arrive at the first special driving test, a challenging-looking gravel stage at Stoneleigh Park. Our flamboyant four-seater towers over more purposeful machines as we queue up for our timed start, slightly intimidated by the sight of Chris Howell and John Briggs’ Lotus Cortina hurtling round the loose gravel course, flicking gracefully into oversteer on every hairpin. Even as the marshal counts us down, I’m struggling to shake visions of ploughing headlong into the iron gatepost at the first right-angled corner, followed by an awkward phone call to Audi, who kindly lent us this car for the event.
However, as the marshal shouts ‘go!’ and we leave the tarmac, this Audi exhibits a completely unexpected advantage – especially given the reputation of its modern cars. The loping, long-travel springs and dampers, plus relatively tall skinny tyres, result in a ride quality genuinely comparable to an early Jaguar XJ6. The bumpy, pothole-strewn course that pummelled the Cortina into lairy behaviour leaves the 100S completely unruffled, the body staying level as the suspension takes the strain.
Negotiating the hairpins is still fraught. It’s hard to judge the nuances of the gravel with such vague-feeling steering, so I have to use the car’s lump-hammer weight distribution to some kind of advantage. After a few tight bends it seems the trick is to lift off and brake in a straight line, feel the heavy nose bob down, coast deep into the corner making sure the front tyres stop sliding before aggressively hurling the car back towards the apex, with a handbrake yank to lock and slide the rear wheels for the slimmer hairpins. It’s an involved technique, but it seems the car won’t be as truculent as we first feared.
When we pull up at the end of the special stage a marshal comments that ‘the way it bounced along reminded me of a Citroën DS’. Committed Citroënians may bridle at the thought of an overgrown Volkswagen Scirocco being compared to the Goddess, but he’s right – the 100S does behave in a similar way.
Out on to the lanes towards Stratford we quickly get the hang of the pace notes, but it’s evident we need to work out our timing technique. Chunks of the route are timed regularity stages, where average speeds must be maintained. But we quickly get lazy, realising that the Downton Mini Cooper S of Hubert and Diane Lynch hasn’t put a wheel wrong. We figure that by following its every move but keeping a distance that’ll see us coasting up to the next time control one minute behind will result in a similarly low number of penalty points.
We’re spectacularly wrong. By the time we return to Woodland Grange after running the Stoneleigh special stage in the opposite direction we check the scoreboard. We’re languishing at 21st of 27 cars and last in Class 4. We clearly need to get the hang of regularity stages. Over evening beers we figure it might be a good idea to work out what the other teams have been doing with their seemingly indispensible stopwatches. Merely keeping pace with the car in front isn’t going to work. Then we study the pace notes for the rally’s second day. The route will take in Warwickshire, Worcestershire, Gloucestershire and Oxfordshire. We’ve got our work cut out.
Next morning, we have a plan. Forget what the other teams might do – a heavily modified car is no indication of success. Unlike yesterday, we’ll try to keep to those average speeds, and more crucially try to pass landmarks at the times suggested on our timecard, so Alex will tell me to speed up and slow down as well as negotiate turns. The first section takes us on to the A46, transplanting the action to Worcestershire and giving me the brief chance to evaluate the Audi as a road car. Cruising at 70mph, it gives the impression of being an excellent sub-Jaguar luxury coupé, with cossetting ride quality and undemanding steering, still reminiscent of an XJ6. Unfortunately it’s undermined by an intrusive engine note – it gives off a lovely clean rasp under in-gear acceleration, but this soon turns to a booming drone at 4000rpm. Fourth gear just isn’t long enough.
This doesn’t matter, though – this rally mainly favours short-sprint gearing and, although the interior is elegant and comfortable, the poor ventilation forces us to drive with the windows open anyway. We hit the first regularity between Alcester and Droitwich and, although it seems we’re keeping good time, the open windows and thrust-forward engine soon encounter a series of deep fords. There’s no time to wind the windows up or baffle the grille. In order to avoid engine-bay flooding and maintain a decent average speed, I drop a gear and surge the Audi into the water, sending spray from the bow-wave over the roof. Amazingly none of it ends up in the cabin. A plume of steam dramatically wreathes the Audi’s nose as the moisture sizzles off the exposed engine block when we stop at the time control, having drenched Motors TV’s camera crew at the last ford.
Next, we’re off to a two-run hillclimb stage at Shelsley Walsh – hardly an appropriate challenge for a car like this when I’m up against Porsches and Mini Coopers. I’m worried too – as we climb, the temperature gauge edges into its upper quadrant. The Audi relishes the rest in Shelsley’s paddock, frantically ticking itself cool. On the first run up the hill – a task made more difficult by the addition of chicanes – the Audi flounders ungracefully round the bends like a drunk through a crowded restaurant. For the second run we try some impromptu weight-saving, and I attempt it solo. The car feels slightly sprightlier but I don’t think it made much difference to my time.
However, as I leave the hillclimb’s return-loop a marshal directs me back on to the road. Alex has been left on the wrong side of the gate, so I have to double-back into the Shelsley paddock to pick him up. The clock’s still running and we’re behind. We hurtle towards Worcester Beacon, barrelling the Audi through right-angled Malvern bends like a hot hatch, leaving black lines from the hard-working front tyres. The steering can barely keep up with our new-found sense of competitiveness, and I even ignore the temperature gauge until we reach Little Malvern Priory, where we can back off, let the downward slope maintain momentum and feed the engine bay with a rush of cold air.
As we pass through Tiddesley Wood just outside Pershore I catch sight of another open-window-related problem in my rear-view mirror. ‘Alex, there’s an angry bee in the car.’ The poor thing must have got in while we were driving through the woodland near Great Malvern. Secured in our four-point harnesses and driving against the clock, we can’t just stop, turn in our seats and waft it out either. While we drive, the air pressure keeps the bee on the parcel shelf, but when we stop it buzzes angrily towards our necks. It manages to escape when we reach the next driving-test stages at the disused Throckmorton Aerodrome.
This one is even more frantic and punishing than Stoneleigh, with rocks rather than pebbles and potholes deep enough to bathe in. It’s harder too – solid wartime concrete rather than slippery gravel, causing the tyres to screech, demanding the handbrake more often. Eventually it just gets too bewildering, and I drive the wrong side of a marked cone. I’ve no idea how many penalty points this has gained, but it’s bound to knock us down the order. I can’t apologise enough to Alex. Our standing suffers another blow when we find ourselves stuck behind a funeral cortege in Stanway. Although frustrated, we glide by the church on a respectful dipped clutch.
We try and keep close to our timing points on the remaining few regularity stages threading our way back past Stratford-upon-Avon, realising that we can stay closer to them by speeding up towards junctions to accommodate for the time spent waiting. At first I thought it’d be like negotiating average-speed cameras on the motorway, but it’s more like an athlete metering out energy reserves during a marathon, calculating when to sprint and when to back off, despite the overall pace never relenting. By the time we reach Woodland Grange, we’re in for a surprise. Nimbler opposition may have carved out an unmovable place at the top of the table, but it seems our class of powerful sports cars has been struggling to minimise penalty points, overshooting bends and going too fast on regularities.
Our underpowered, overweight, mild-mannered Audi bizarrely finds itself at an advantage, bumped up to second in class, a position strengthened when 911 driver Patrick Burke changes navigator, accruing more penalties in the process.
Day three is centred on Warwickshire and a series of driving tests in the grounds of Gaydon’s Heritage Motor Centre. We study our standings. A neat drive by Stone and Mason in the MG could overhaul our class position if we’re sloppy, and although Burke has dropped out of contention for the win, his new navigator is multiple-rally-winning Seren Whyte. If anyone could give him the chance to claw some places back, it’s her.
Arriving at Gaydon, we’re faced with a surprise – a classic car show has drawn a crowd. We’re about to complete a special stage in front of hundreds of spectators with cameras and brand allegiances. A couple with a Group 4 rally-specification quattro marvel at our car’s rarity, then ask us to ‘do it proud’. I’d far rather be in their quattro for this. I fear we’re about to let them down. Acutely aware of the 100S’s Cunard Line cornering manners, I opt to keep my lines wide for the test, rather than attempting to slide the car on high-grip asphalt. Spending most of its time under braking, the Audi adopts the nose-down stance of a hot-rod as it bounds around the tight course. In the queue for the start line we saw the Stone/Mason MG lock its brakes, its fat tyres breaking traction and overshooting a stop-astride line. Our brakes pull the Audi neatly up between each set of cones. Alex and I permit ourselves terse smiles – there may still be a couple of regularities to go, but they won’t be threatening us for the time being. The Burke/ Whyte Porsche remains an unknown quantity. There’s no way we’ll catch the Weir Mercedes-Benz.
We drive on, careful to avoid any sneakily deceptive pace notes including one instance where a propped-open farmer’s gate turns out to be the entrance to a single-track road – we’re holding our nerve, trying to maintain every average speed we can. At the last timing point before Woodland Grange Alex punches the air as he zeros the stopwatch. ‘We’re bang-on!’
We’re almost reluctant to end the rally. It’s a shame we only started to get to grips with the regularity system half way through, as it’s possible we could have made a better showing right from the start. However, neither of us is unhappy with our second-in-class – it’s my first trophy outside of karting and Alex’s first-ever rally. We’d happily do the whole thing again tomorrow.
Thanks To: the Historic Endurance Rally Association (heroevents.eu), Audi UK (audi.co.uk)
TECH DATA #1974 Audi 100 Coupés
Engine 1871cc in-line four-cylinder, #Solex 22/35 TDID carburetor
Power and torque 112bhp @ 5600rpm; 118lb ft @ 3500rpm
Transmission Four-speed manual, front-wheel drive
Brakes Discs front, drums rear, servo-assisted
Suspension Front: independent, unequal-length double wishbones, coil springs, telescopic dampers, anti-roll bar. Rear: beam axle, trailing arms, transverse arm, coil springs, telescopic dampers, anti-roll bar
Steering Rack and pinion
Performance Top speed: 116mph; 0-60mph: 10.4sec
Fuel consumption 35mpg
Cost new £2472
Values now £2500-8000
Kicking up dust on the Stoneleigh gravel stage Second in class and a trophy – yes, really.
Teamwork and concentration crucial to maintaining average speed on regularity stages.
Attempting the Shelsley Walsh solo reduced weight but didn’t improve times much.
On the more rural stretches of the route, this is what a filling station looks like.
Soft suspension dived under pressure.
Audi’s plush ride gives team CC an easy time of it on rougher tracks.
‘No Sam, we don’t have time to stop at Burger King again’.
Rolling hard on the Gaydon autotest. Alex gets to grips with the paperwork on his first rally.
Making use of every centimetre, Audi couldn’t have placed the engine any further forward.
Long-travel springs and dampers meant the Audi coped surprisingly well on gravel stages.
A nervous smile is the best Sam can muster for the TV camera.
A much-needed cooling off for both car and driver at Shelsley Walsh.
Audi conquers a ford – not the first time for that sequence of words.
In more familiar surroundings for the 100S, its #Giorgetto-Giugiaro -penned lines are a treat for the eyes. 100S cruises well but long-winded steering is vague.
‘With four turns lock-to-lock on the feedback-free steering wheel, understeer-correcting Scandinavian flicks are out of the question’
AUDI’S MISSING LINK
How did Audi go from producing solidly unsporting cruisers to four-wheel-drive rally monsters seemingly overnight? The answer lies in the army.
After acquisition by the Volkswagen Group in 1965 Audi’s DKW facility had built the Munga military jeep. When engineering its successor for 1978, the Iltis, in order to keep costs down the team adapted as many saloon-car parts as they could lay their hands on.
With its Volkswagen Golf engine it was underpowered but, during 1977 winter testing in Finland, suspension engineer Jörg Bensinger noticed it handled exceptionally well for an off-roader, and upon his return to Ingolstadt persuaded VW Group chairman Ferdinand Pïëch to let him fit the modified drivetrain and a turbocharger to an Audi 100 to create a completely new kind of performance car.
In 1978, after the prototype was demonstrated to sales director Lars-Roger Schmidt as being capable of driving up and down Alpine passes in winter on summer tyres and without snow chains, the rallying application became obvious. A prototype using Iltis bodywork and driven by Freddy Kottulinsky won the 1980 Paris-Dakar – only the second running of the event – so convincingly that other competitors petitioned the FIA to ban four-wheel drive. Thankfully it didn’t – instead, it introduced Group B rules for 1982.
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