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    Audi 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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    / #1990 / #Renault-25-Baccara / #Renault-25 / #Renault / #1990-Renault-25-Baccara

    / #Audi-100-CD / #1984-Audi-100-CD / #Audi-100-CD-C3 / #Audi-100-C3 / #Audi-100 / #Audi / #1984 / #Audi-100-Type-44

    After the two oil crises of the 70s, more efficient cars are being sought. In addition, there are concerns about the environment. Better aerodynamics is one of the ways to make cars consume less and emit less. The Audi 100 (C3-generation) and the Renault 25 are considered to be the most streamlined limousine in the world. At the same time they spoil the motorist with luxury. We contrast them.

    For the first time the streamline of cars in the 1930s was central, in the 1980s there was renewed interest among car manufacturers. Everyone is convinced after the two oil crises of 1973 and 1979 that cars really need to be more economical. In addition, one Bernhard Ulrich is warning about 1981 because entire needle forests in Central Europe, according to him, die off due to acid rain.

    To this end, the emissions of cars are held jointly responsible. In the press, a large-scale alarm is triggered, so that the car manufacturers are forced to take measures. (Incidentally, Ulrich withdraws his alarm again in 1995 due to lack of evidence, but that is not widely reported ...)

    Following the United States, the choice is made for the three-way catalyst in combination with fuel injection. This, however, entails costs, namely for the catalyst itself, in which the expensive platinum is processed, and for the conversion to unleaded petrol. A catalyst does not tolerate lead. Naturally, this switch does not go from one day to the next.
    A faster and cheaper solution is to better streamline cars to reduce consumption and thus reduce emissions. You can see that in new models of that time. Rain gutters disappear, door handles no longer protrude outside the bodywork, windows are fitted flat on the bodywork to make them completely slippery and spoilers are no longer reserved for sports cars, but they improve aerodynamics into the top segment.

    Two of those smooth guys are the Audi 100 of the third generation (internal designation Type #44 ) and the Renault 25. Both are the most streamlined series production limousine of that year, namely 1982 for the Audi and 1984 for the Renault. . Audi reaches a Cd / Cx value of 0.30, Renault even a value of 0.28. Both brands also do a throw to the top with these top models from their range. They want to compete with brands like Mercedes-Benz W124 and BMW E34/E28.

    We therefore contrast the thickest versions to see how they tried to achieve that. For the Audi this is the CD equipment, for the Renault de Baccara. Meanwhile, we know that the Audi finally succeeded in penetrating the premium segment and Renault did not. Can we see that coming here?
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    In 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 / #1974
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    / #Audi-100-C3 / #Audi-100 / #Audi – largely forgotten, massively undervalued

    The third-generation Audi 100 generated that now-famous Vorsprung Durch Technik strapline – Progress Through Technology. A genuine game-changer with galvanised bodies, front-wheel drive, fivepot engines, wind-cheating 0.30 coefficient of drag (it was the first car ever to have lush window glazing) and a revolutionary Procon-Ten safety system, the slippery 100 CD was the car that laid the foundations of today’s shimmering Audi brand.

    COST NEW £8894

    VALUE NOW £2000

    In the Eighties I owned several C3s and loved their NSU Ro80-like space, silence and technical audacity. My fondest recollection was of a white quattro Avant on Ronal alloys that I ran for 60,000 hiccup-free miles. Cool and efficient, in the Eighties and Nineties, Audi 100 CDs lined the streets of Fulham and Battersea, owned by family professionals who’d tired of their GTis.

    But like too many great cars of that era we didn’t cherish them and they’re a rare sight today. There’s a private seller in Norfolk with an unspoilt ’1987 100 CD in gold with 58,000 miles and full history asking just £1000. Another private man in Essex has a silver ‘1988 Avant (that’s the huge estate) quattro with 46,000 and continuous history from new for £3500.

    These prices are daft for such a handsome and capable machine that’s so well built, long-lived and distinctive. The DVLA says there are only 15 Avant quattros in regular use and only 14 of the 100 CD saloons. As an everyday classic they’re a perfect ride, but track down one of the few tiny-milers that still exist and you’ll own an Eighties icon priced massively below its intrinsic abilities and value.
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    Classic 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
    Power 112hp
    Transmission 4-speed manual
    0-60mph: 10+secs
    Top speed: 118mph
    Weight: 1080kg
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    BOOTYLICIOUS 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…


    “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.


    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…”
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    / #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.
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    / #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.
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    AUDI DRIVERS – #1981 100 CS / #Audi-100CS / #Audi-100-C2 / #Audi-100-CS-C2 / #Audi-100 / #Audi

    A car called Destiny…

    John McLannahan recounts the story of his wife’s 1981 Audi 100 CS, a tale of ownership that was clearly just meant to be…

    Many visitors to the Classic Motor Show at the NEC last November admired our left-hand-drive 1981 Audi 100 CS on display on the Club Audi stand, and it has quite an interesting story to tell…

    The Fahrzeugbrief (title certificate) shows that our Audi was built by #Audi-NSU-Auto-Union-AG and first registered by Autohaus Kober in Esslingen on December 3, 1981, with the plate ES-Y 9912. Some 10 service stamps (at approximately 7500-km intervals) and two owners later, my wife Jacqui bought the car at 76,000 km, on July 22, 1990, and because she lived and worked in Stuttgart at the time, the car had to be re-registered as S-KS 7657.

    When she bought it, she hadn’t even passed her test – but a friend of a friend had advised her that he knew of a really good car for sale. He was probably right. Incidentally, when she did pass her test, and because of her ‘impaired eyesight’, the German licencing authority placed a 150 kph (93 mph) restriction on her licence… Jac moved back to the UK in 1994 and the Audi was again re-registered, this time in Liverpool as DEM 160X on June 27. However, three years later, in 1997, with the cost of fuel, repairs and maintenance rising and with the large cruiser not being really best-suited to city driving, it was traded in (at an allowance of £1200) at Halls in Birkenhead, in exchange for a Peugeot 106.

    Although the deal seemed very sensible both economically and practically, we were very sad to part with her trusty old bus and often wondered with great fondness whether it had actually gone to Russia or Turkey to be used as a taxi – which is what the dealers had predicted. Subsequently, we could find no trace or record of it anywhere, and (typically) wished we had held-on to the car.

    By 2006, we had moved out of the area and on one Sunday in August that year we were out for a walk with our dog along a disused railway line, called the Wirral Way. It was customary for us to drop in to the Pollards Inn in Willaston for a drink before we returned home, passing, as we would, a small used car lot…

    Imagine our surprise, when we saw the unmistakeable Indiana Rot (red) on the roof of a car that was just being brought out of a warehouse. Tumbling past the other vehicles in the yard, we were delighted to see that the roof was indeed that of Jac’s old Audi!

    It had just been brought out of storage, to be collected later that day and taken to Turkey to be used as a taxi! We quickly discovered that £170 would settle the storage charges (for 9 years!) and that for another £10, they would tow the car home for us.

    When we looked at the V5, it showed that there had been no official change of registered keeper, so technically Jac was still the car’s keeper.

    Since 2006, we have used the car in the summer time as our daily runabout, spending whatever was needed to get it through its annual MoT. As such, it is largely un-restored and proudly displays the obvious ‘patina’ that it has accumulated over its 34 years, the last 25 of which in Jac’s ownership – of course.

    A couple of years ago, we joined Club Audi and have attended and enjoyed a number of meets and shows both locally and at the NEC. We have appreciated the many kind comments that we have received about the old bus and having agonised for some time as to whether we should keep the car or sell it, we have now decided to start a steady programme of restoration.

    As far as we know, there is nothing major to be done. However, there are patches of rust here and there, the rear offside door needs replacing and some of the panels have faded more than others. The first job then is bodywork and a respray. I was lucky to have found a rear door and two other NOS panels recently, and I have discovered a (limited) availability of other parts in Germany.

    Back in the summer, a fellow Club member told me about a 1982 (LHD) C2 which was for sale in Southend. Sadly, the car was beyond saving, but it was a source of some other parts, all of which may be useful as time goes on.

    We look forward to continued membership of the Club and we’ll be attending as many events and shows as time allows. As far as we know, this is the only LHD C2 Audi 100 on the road in the UK, so hopefully we will soon have it back to its former glory.

    ‘We have been using the car in the summer time as our daily runabout, spending whatever was needed to get it through its annual MoT...’

    ‘When she bought it, she hadn’t even passed her test – but a friend of a friend had advised her that he knew of a really good car for sale. He was probably right...’
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