Audi 100 C2

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Audi 100 C2

1976 - 1984
In-line 4 & 5 cyl.
1.6 - 2.2 liter
to 136 bhp
4 spd + E man / 3 spd auto
Top Speed:
200 km/h (124 mph)
Number Built:
850,000 (approx)
The C2 four-door Audi 100 had bodywork that was a logical development of the Auto 2000" prototype and used the experience thus gained to achieve a world record low drag factor of 0.30 for the three-box saloon.

The main features of the Audi 100 C2 were its cleanness and purity of line, a forward facing surface with no openings, and - for the first time - side windows completely flush with the body sides.

The curved windows were mounted on the outside of the window-frame and locating pins fixed to the glass slide in channels in the frame when the window was raised and lowered. The result was that there was hardly any visible break in line of the glass along the sides of the car.

The improvements in terms of aerodynamics and noise were obvious. Wider (71 .25 inches) and taller (1.42 innches) than its predecessor, the 100 C2 was particularly long; at 188.6 inches it was 4.3 inches longer than the old car, with a connsequent beneficial effect on interior space and a boot with a capacity of 20.1 cu ft.

No detail had been spared as far as comfort was concerned, with a heating and ventilation system that enabled the interior to be cooled in summer even while at rest. There was even a double seal at the bottom of the doors to keep the sills clean.

Another triumph for the engineers at Inngolstadt was the lightness of the body for its size class. The basic model weighed some 2381 lbs ready for the road, 66 lbs lighter than the previous 1600-cc-engined version of the old 100. The weight loss was actually nearer 110 Ibs, because fuel tank capacity had gone up from 60 to 80 liters, an increase of 4.4 Imp. gallons (5.3 US).

At release there were three petrol and one diesel engine options offered, starting with a base 1800-cc unit, which replaced the 1600 of the previous model and was 7 percent lighter. Giving 55 kW (75 hp) it lost some 10 hp in the transformation process but had maximum torque which, at 138 Nm (101.7 lbbft), was 12 percent better and delivered at 2500 rpm, 700 rpm earlier than before.

Next was the "little" 1.9-liter five-cylinder developing 74 kW (100 hp). Fitted with a twin-choke Keihin carburetor, it had a device which cut off the fuel flow when the throttle was closed. Top of the petrol range was the 2.2-liter injection unit, with power output unchanged at 100 kW (136 hp) and with an electronic idling-speed control now fitted. Finally, there had been no modification to the five-cylinder 2-liter Diesel, which produced 52 kW (70 hp). Transmission was through a four-speed plus "E" manual box (the fifth, E, ratio is not available with the 1800 engine) or a threeespeed automatic.

A common feature of all models was a higher final drive ratio giving an easy cruising gait (46.1 km/h, 28.6 mph, per 100 revs in top for the 1800, for example). Optional on the Diesel was a three-speed automatic box, which had a freewheel feature to disengage the drive on the overrun. The suspension had been improved at the rear, and the previous disc front/drum rear gave way to an all-disc arrangement with ventilated front discs on the 2.2-liter injecction model.

Audi 100 Engine Size Chart
1.6 liter L4
85 PS (84 hp/63 kW)
1976 - 1982
2.0 liter L4
115 PS (113 hp/85 kW)
1976 - 1978
1.9 liter L5
101 PS (100 hp/74 kW)
1980 - 1982
2.1 liter L5
115 PS (113 hp/85 kW)
1978 - 1982
2.1 liter L5
136 PS (134 hp/100 kW)
Fuel Injection
1976 - 1982
2.0 liter L5
Diesel, 70 PS (69 hp/51 kW)
Fuel Injection
Audi 100 US Market
2.1 liter L5
103 hp (77 kW)
Fuel Injection
MY 1978−1983
2.1 liter L5
130 hp (97 kW)
Fuel Injection, Turbo
MY 1980−1983
2.0 liter L5
Diesel, 67 hp (50 kW)
MY 1980−1983
2.0 liter L5
Turbodiesel, 84 hp (63 kW)
MY 1983
All the five-cylinder models were fitted with an engine-mounted hydraulic pump which feed the power-assisted steering and braking systems as well as the optional self-levelling rear suspension.

The influence of the minimal drag factor was clearly evident in the performance figures. The 1800, despite being 10 hp down on the old 1600, was 5 km/h (3 mph) faster, and the 2200 injection model, with a top speed of 200 km/h (124 mph), was 10 km/h (6 mph) faster than its predecessor and almost matched the speed of the Audi 200 Turbo.

The higher final drive ratio imposed a penalty in terms of acceleration times however; 0 to 100 km/h (62 mph) times were about a second slower in general. The most spectacular profits from the streamlining were seen in the consumption figures, with constant 55 mph results varying between 56.5 miles per Imp. gallon (47 US) and 47 (39 US) depending on the engine equipment required by local regulations. As Ferdinand Piikh, then chief engineer in charge of the car's design, pointed out: "At 130 km/h (80 mph) all our models are around the 35 mpg (29 US) range; combined with the new large tank, that gives the cars a range of 1000 km (620 miles)."

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