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Audi 100 / Audi 200 / Audi 5000
Overview
ManufacturerAuto Union GmbH (1968–1969)
Audi NSU Auto Union AG (1969–1985)
Audi AG (1985–1994)
Also calledAudi 5000 (North America)
Production1968–1994
Body and chassis
ClassMid-size luxury / Executive car (E)
LayoutLongitudinal front engine,
front-wheel drive or quattro four-wheel-drive
PlatformVolkswagen Group C platform
Chronology
SuccessorAudi A6

The Audi 100 and Audi 200 (and sometimes called Audi 5000 in North America and Audi 500 in some markets like New Zealand and South Africa) are primarily mid-size/executive cars manufactured and marketed by the Audi division of the Volkswagen Group. The car was made from 1968 to 1997 across four generations (C1–C4), with a two-door model available in the first and second generation (C1-C2), and a five-door model available in the last three generations (C2–C4).They also made an 100 Avant in the 1970s.

In 1982, the third generation Audi 100 achieved a remarkably low (for its time) drag coefficient of 0.30,[1] featuring flush greenhouse sides with unique sliding window mountings.

The C2 and C3 models of the Audi 100 were marketed in North America as the Audi 5000 from 1978 to 1988, and in South Africa as the Audi 500.

In 1993, the models were mildly restyled, and renamed the Audi A6 series in conjunction with a general new Audi naming scheme, until they were replaced by a new generation of A6, internally code-named C5, in 1997. The Audi 100's traditional competitors include the Mercedes Benz E-Class and BMW 5-Series.

Type numbers

[edit]

In addition to the C platform codes, Audi assigned type numbers to their models:

  • F104: C1; Audi 100 (1968–1976)
  • Type 43: C2; Audi 100 (1976–1982); Audi 200 (1979–1982)
  • Type 44: C3; Audi 100 (1983–1991); Audi 200 (1983–1992)
  • Type 4A: C4; Audi 100 (1990–1994); Audi S4 (1992–1994); Audi A6 (1994–1997); Audi S6 (1994–1997)

Audi 100 (C1, 1968–1976)

[edit]
Audi 100 C1 (F104)
Audi 100 (C1)
Overview
Production1968–1976
827,474 built
Saloon: 796,787
Coupé S: 30,687[2]
Assembly
DesignerLudwig Kraus
Body and chassis
Body style2-/4-door saloon/sedan
2-door coupé
LayoutFF layout
PlatformVolkswagen Group C1 platform
Powertrain
Engine
  • 1588 cc OHC I4
  • 1760 cc OHV I4
  • 1782 cc OHV I4 (Swiss 100 LS only)
  • 1871 cc OHV I4
Transmission4-speed manual all-synchromesh[3]
3-speed automatic optional[3]
Dimensions
Wheelbase105.3 in (2,675 mm)[3] (coupé)
Length182.6 in (4,638 mm) (sedan)[4]
173.2 in (4,399 mm) (coupé)[3]
Width68 in (1,727 mm)[3]
Height55.8 in (1,417 mm)[3]
Curb weight2,430–2,490 lb (1,102–1,129 kg) (sedan)
2,401 lb (1,089 kg) (coupé)[3]

The first Audi 100, developed by Auto Union (Volkswagen's subsidiary) in Ingolstadt, was unveiled as a four-door sedan on November 26, 1968. Its name originally denoting a power output of 100 PS (74 kW), the Audi 100 was the company's largest car since the revival of the Audi brand by Volkswagen in 1965. The C1 platform spawned several variants: the Audi 100 two- and four-door saloons, and the Audi 100 Coupé S, a fastback coupé, which bore a resemblance to the Aston Martin DBS released a year earlier with similar details such as the louvres behind the rear side windows and the shape of the rear light clusters.

Audi followed the introduction of the four-door saloon in November 1968 with a two-door saloon in October 1969 and the 100 Coupé S in autumn 1970. The cars' 1.8 litre four cylinder engines originally came in base 100 (80 PS [59 kW; 79 hp]), 100 S (90 PS [66 kW; 89 hp]), and 100 LS (100 PS [74 kW; 99 hp]) versions, while the coupé was powered by a bored-out 1.9 litre developing 115 PS (85 kW; 113 hp). From April 1970 the 100 LS could be ordered with a three-speed automatic transmission sourced from Volkswagen.

Although the Audi 100's engines were considered 'rough', critics stated that buyers whose first car had been a Beetle and aspired to upgrade to a contemporary diesel-powered Mercedes-Benz were unlikely to be discouraged.[2] The Ingolstadt production line was at full capacity, yet fell short of demand during the summer of 1970 and an additional line was set up in Volkswagen's own Wolfsburg plant, which made it the first water cooled car produced there.[5] For the Swiss market, the 100 LS was equipped with a version of the 1.8 liter engine bored out by 0.5 mm (0.020 in), producing 107 PS (79 kW).[6] This placed the engine above the 9 horsepower tax threshold in the 19 cantons where this system was in use; why this was desired is unknown.[7]

Starting with the 1972 model year, the 80 and 90 PS versions were replaced by a new regular petrol variant of the 1.8 liter engine developing 85 PS (63 kW); at the same time, the 100 GL was introduced featuring the 1.9–liter engine formerly used only in the Coupé S.

In March 1971, the 500,000th Audi was produced. By now the Audi 100 had become the most commercially successful model in the company's history.[8] In 1976 the two millionth Audi was built, of which the 100 represented 800,000 cars.[9]

In September 1973 (for the 1974 model year) the 100 received a facelift with a somewhat smaller squared-off grille, correspondingly more angular front fenders, and changed taillight lens patterns. The rear torsion beam suspension was replaced by coil springs. For the model year 1975, the base 100 was renamed the 100 L and received a 1.6 liter four cylinder engine (coming out of the Audi 80). A four-wheel drive prototype of the Audi 100 C1 was built in 1976, long before the appearance of quattro.[10]

In South Africa, where the 100 was also assembled, the 100 was available as the L, LS, GL, and S Coupé. Local production began towards the end of 1972; by October 1976 33,000 units had been built in South Africa.[9] The GL received a vinyl roof and "GL" lettering on the C-pillar. The LS was dropped for 1976, but returned for 1977 along with the new GLS saloon. The Coupé was discontinued. The LS and GLS were special versions of the L and GL, with silver paintjobs, automatic transmissions, and special red interiors. L and LS have a 1,760 cc (1.8 L) engine with 75 kW (102 PS; 101 hp) DIN, while the GL and GLS have the larger 1,871 cc (1.9 L) engine producing 84 kW (114 PS; 113 hp).[9]

In the United States the Audi 100 appeared in 1970 in LS guise, becoming the first Audi model sold there. With a 115 hp (86 kW) SAE 1.8 liter engine and with either two or four doors.[11] For 1972 the engine was enlarged to 1.9 liters, but the SAE net claimed power was down to 91 hp (68 kW). A base and a GL model were added, as was an automatic transmission.[12] For 1974 the lineup was again restricted to the 100 LS, while the larger safety bumpers were now fitted. Power increased to 95 hp (71 kW) for 1975, by changing to fuel injection.[13] Standard equipment was improved accompanied by an increase in prices.[13] In August 1977 the new Audi 5000 replaced the 100, although 537 leftover cars were sold in 1978.[14] The coupé was not available in the United States.

  • 4-door LS sedan
    4-door LS sedan
  • 2-door LS sedan
    2-door LS sedan
  • US-market Audi 100 LS
    US-market Audi 100 LS
  • 2-door Coupé S
    2-door Coupé S
  • Coupé S; rear view
    Coupé S; rear view

Audi 100, 200 and 5000 (C2, 1976–1982)

[edit]
Audi 100, 200 and 5000 C2 (43)
Audi 100 2-door sedan
Overview
Also calledAudi 5E (Australia)[15]
Production
  • 1976–1982
  • 988,581 built
  •  100 4-door: 887,647[16]
  •  100 Avant: 49,652
  •  200: 51,282
Assembly
Body and chassis
Body style2-door saloon/sedan
4-door saloon/sedan
5-door hatchback
LayoutFront engine,
front-wheel drive
PlatformVolkswagen Group C2 platform
Powertrain
Engine
Transmission3-speed automatic
5-speed manual
Dimensions
Wheelbase105.4 in (2,677 mm)[17]
Length184.3 in (4,681 mm)[17]
Width69.6 in (1,768 mm)[17]
Height54.8 in (1,392 mm)[17]
Curb weight1,100–1,289 kg (2,425–2,842 lb)[17]
Chronology
PredecessorNSU Ro 80

The restyled C2 Audi 100 was launched in 1976, with an inline five-cylinder engine. It was initially a 136 PS (100 kW) engine offering "six-cylinder power and four-cylinder economy", later supplemented by less powerful versions.

The Coupé was discontinued, but a five-door hatchback model, the 100 Avant, was launched in August 1977 as part of this generation. These Avant new models bore a liftback design similar to Volkswagen Passats from the era.The mainstay of the range remained the four-door sedan model. A two-door sedan version was offered, primarily on the domestic market, from February 1977, but by now there was little demand for large two-door sedans and thus only a few of these two-door Audi 100 C2s were sold.[18] At the top of the line, the Audi 200 made its appearance at the 1979 Frankfurt Show, with fuel injected five cylinder engines in either naturally aspirated or turbocharged forms.[19]

At the end of September 1977, the Audi 100 became the manufacturer's first model to reach a production level of 1,000,000 units.[20] The millionth Audi 100 was a hatchback Audi 100 Avant assembled not at the company's main Ingolstadt plant but to the west, at the Neckarsulm factory which, since the demise of the mainstream volume models from the NSU range, had been concentrating on providing additional production capacity for the fast selling Audi range.[20] The 100 C2 effectively became a de facto successor to the similarly sized NSU Ro80 which ceased production in 1977, and the NSU name gradually disappeared from the public consciousness - eventually being erased from the company name completely in 1985 when Audi NSU Auto Union AG renamed itself Audi AG.

Engines available outside of North America included:

  • 1.6 L I4, 85 PS (63 kW; 84 hp), carbureted (1976−1982)
  • 2.0 L I4, 115 PS (85 kW; 113 hp), carbureted (1976−1978)
  • 1.9 L I5, 100 PS (74 kW; 99 hp), carbureted (1980−1982)
  • 2.1 L I5, 115 PS (85 kW; 113 hp), carbureted (1978−1982)
  • 2.1 L I5, 136 PS (100 kW; 134 hp), fuel injection (1976−1982) (100 and 200)
  • 2.1 L I5, 170 PS (125 kW; 168 hp), fuel injection, turbo (1979−1982) (200 only)
  • 2.0 L I5 Diesel, 70 PS (51 kW; 69 hp), (1978−1982)

About 850,000 Audi 100/200 C2s were built,[16] of which 133,512 were sold in the United States.[21]

The RHD Audi 200 5E and 5T were introduced into the UK in 1979, only 500 were imported. The 5T (170 PS) was a higher spec Turbo version of the 5E (136 PS injection) and came with many optional extras as standard. The UK version of the 5T had opening quarter lights, electric door mirrors, a sunroof, cruise control and heated seats. All Type 43 200's came with automatic gearboxes, with a five-speed manual available by special order.

The C2 was sold as the Audi 5E in Australia. It was part of a very restricted Audi lineup, being the only model on offer for several years.[22] The only engine on offer was the carburetted 2144-cc inline-five with 85 kW (114 hp), coupled to a four-speed manual in the GL and to a three-speed automatic in the CD.[22]

  • Audi 200 5E
    Audi 200 5E
  • 4-door sedan (rear view)
    4-door sedan (rear view)
  • The 5-door Avant
    The 5-door Avant
  • The Audi 5000 (early version with round headlights)
    The Audi 5000 (early version with round headlights)

Audi 5000 (1978–1983)

[edit]

In North America, where sales of the Audi 5000 C2s reached 133,512, only five-cylinder engines were available. The 5000 had twin round headlamps for the first two model years, after which they were replaced by rectangular units. The diesel was originally not available in California, as Porsche-Audi of North America was unable to meet that state's strict emissions standards.[23] The naturally aspirated diesel was also only available with a five-speed manual, a handicap in the American market. It was not until the 1983 introduction of the turbo diesel that these concerns were met. The 50-state Turbo diesel arrived for the 1983 model year, at about the same time that the Audi 100 C3 was presented in Europe, and was only ever sold in the United States.[24]

In 1980 the 5000 Turbo arrived in the US. This model only delivered 130 hp (97 kW), more than twenty percent less than the European spec model. Aside from meeting the strict US emissions, this model also had lower boost pressure to be able to run on the lower octane unleaded fuel available in America.[25] While the Turbo also received a harder, sportier suspension, bigger aluminium wheels, and other performance upgrades, it was also only available with a three-speed automatic transmission.[26] Road & Track were able to reach a top speed of 113 mph (182 km/h) in the federalized car, slower than a naturally aspirated European market 2.1 E.[27] In the US, reflecting the Audi's luxury connotations, 90 percent of 5000s were delivered with the costlier "S" equipment package.[28]

The 5000 Turbo diesel received an increase in power and torque, offset somewhat by only being available in conjunction with Audi's "3+E" automatic transmission. This was a three-speed automatic in which the "E" mode engaged a freewheel effect, lowering fuel consumption by 3-5 percent.[29] The Turbo diesel received the same body and interior specifications as the gasoline-powered turbo; the only difference was the use of 14-inch alloy wheels rather than the wider 15-inch items mounted on the 5000 Turbo.[24]

North America:

  • 2.1 L I5, 103 hp (77 kW; 104 PS), fuel injection (MY 1978−1983). 100 hp (75 kW) from 1980 on.
  • 2.1 L I5, 130 hp (97 kW; 132 PS), fuel injection, turbo (MY 1980−1983)
  • 2.0 L I5 diesel, 67 hp (50 kW; 68 PS)[23] (MY 1980−1982)
  • 2.0 L I5 turbo diesel, 84 hp (63 kW; 85 PS) (MY 1983)

Audi 100, 200 and 5000 (C3, 1982–1991)

[edit]
Audi 100, 200 and 5000 C3 (44)
1988–1991 Audi 100 sedan
Overview
Production1982–1991 (Germany)
Model years1983–1992
Assembly
Body and chassis
Body style4-door saloon/sedan
5-door estate/wagon
LayoutFront engine,
front-wheel drive / quattro permanent four-wheel drive[30]
PlatformVolkswagen Group C3 platform
RelatedAudi V8
Powertrain
Engine
Transmission4/5-speed manual
3/4-speed automatic
Dimensions
Wheelbase105.6 in (2,682 mm)
(1988–1991 FWD & 200)
105.9 in (2,690 mm)
(1988–1990 AWD & Wagons)
105.8 in (2,687 mm) (Pre-1988)
Length188.7 in (4,793 mm) (global)
192.7 in (4,895 mm) (USA)
Width71.4 in (1,814 mm)
Height55.9 in (1,420 mm)
55.7 in (1,415 mm) (S)
Curb weight1,090–1,590 kg (2,403–3,505 lb)
Sedan (pre-facelift)
Avant (pre-facelift)
Interior

The third generation Audi 100 launched in September 1982 with aerodynamic styling, contrasting the boxy styling of its predecessor, and offering a much improved drag coefficient, 0.30 on base model. The aerodynamic C3 bodywork featured pin-mounted flush windows, offering a key reduction in aerodynamic drag. Altogether, the aerodynamic body increased the fuel efficiency and top speed versus other cars of similar engine size.[31] The C3 introduced Audi's proprietary restraint system, marketed as procon-ten.

Two-door models were no longer offered, and the Audi 100 Avant was now positioned as a station wagon rather than a hatchback - the Avant designation would be used for all Audi station wagons from that point forward. The Avant featured an available extra folding third row seat — not available in conjunction with ABS-brakes as the brake control unit sat in the same space.[32] The 200, launched in 1983 continued as the upmarket variant with several versions of the 2.2 L turbo 5-cylinder available in different markets over its life ranging in power outputs from 165 PS (121 kW) MC engine, through the 200 PS (147 kW) versions to the final 220 PS (162 kW) 20-valve 3B engine available from 1991. The 1983 Audi 200 Turbo had a top speed of 139 mph (224 km/h).[33] The MC turbo engine was available in the 100 as well for some markets.

In January 1988 the Audi 100 received a minor facelift, including flush fitting door handles. The 1991 200 20V featured flared (vs. flat) front and rounded rear wheel arches to accommodate wider wheel and tire combinations to be fitted to 20V models. U.S. magazine articles of the period reported 0-60 times of the 20-valve Audi 200 under 7 seconds, with 1/4 mile times in the mid to upper 15 second mark.[34]

The Audi 100 also featured the first model to wear the TDI label, a 2.5 L straight-five direct injection turbo-diesel (TDI) model with 120 PS (88 kW) introduced in January 1990 (engine code 1T). It had a very brief career in the C3, being replaced in December of that year with the arrival of the C4.

The Audi V8 used an enlarged version of the bodyshell from the Audi 100/200 C3 but received more luxury features and a V8 engine.

Reported sudden unintended acceleration

[edit]

During model years 1983–1987, Audi's U.S. sales fell after several recalls of Audi 5000 models,[35] which were associated with reported incidents of sudden unintended acceleration linked to six deaths and 700 accidents.[35] At the time, the National Highway Traffic Safety Administration (NHTSA) was investigating 50 car models from 20 manufacturers for sudden surges of power.[36]

In North America, the CBS television broadcast network 60 Minutes news program aired a report titled Out of Control on November 23, 1986.[37] It featured interviews with six people who had sued Audi after reporting unintended acceleration, including footage of an Audi 5000 ostensibly displaying a surge of acceleration while the brake pedal was depressed.[38][39][40] Subsequent investigation revealed that 60 Minutes had not disclosed they had engineered the vehicle's behavior – fitting a canister of compressed air on the passenger-side floor, to pump fluid via a hose to a hole drilled into the transmission[37][38] – the arrangement executed by one of the experts who had testified on behalf of a plaintiff in a then-pending lawsuit against Audi's parent company.[41]

Audi initially responded by suggesting that the drivers of the cars involved in the incidents were at fault, because they had depressed the accelerator pedal rather than the brake.[36] Subsequently, the National Highway Traffic Safety Administration (NHTSA) concluded that the majority of unintended acceleration cases, including all the ones that prompted the 60 Minutes report, were caused mainly by factors such as confusion of pedals.[42] CBS acknowledged the report and stressed its findings that "the problem could be aggravated by vehicle design, the shape, location and feel of gas and brake pedals."[41] Audi's research demonstrated that many of the drivers who encountered "unintended acceleration" were "below average in height", indicating their knowledge of a relationship between design and the incidents.[43]

In a review study published in 2012, NHTSA summarized its past findings about the Audi unintended acceleration problems: "Once an unintended acceleration had begun, in the Audi 5000, due to a failure in the idle-stabilizer system (producing an initial acceleration of 0.3g), pedal misapplication resulting from panic, confusion, or unfamiliarity with the Audi 5000 contributed to the severity of the incident."[44]

This summary is consistent with the conclusions of NHTSA's most technical analysis at the time: "Audi idle-stabilization systems were prone to defects which resulted in excessive idle speeds and brief unanticipated accelerations of up to 0.3g [which is similar in magnitude to an emergency stop in a subway car]. These accelerations could not be the sole cause of [(long-duration) sudden acceleration incidents (SAI)], but might have triggered some SAIs by startling the driver.[45] The defective idle-stabilization system performed a type of electronic throttle control. Significantly: multiple "intermittent malfunctions of the electronic control unit were observed and recorded ... and [were also observed and] reported by Transport Canada."[45]

With the series of recall campaigns, Audi made several modifications; the first adjusted the distance between the brake and accelerator pedal on automatic-transmission models.[35] Later repairs of 250,000 cars dating back to 1978 added a device requiring the driver to press the brake pedal before shifting out of park.[35] It is unclear what was done regarding the defects in the idle-stabilization system. Subsequent to the recall campaigns, vehicles now include gear shift patterns and brake interlock mechanisms to prevent deliberate gear selection.

Audi's U.S. sales, which had reached 74,061 in 1985, dropped to 12,283 in 1991 and remained level for three years,[35] with resale values falling dramatically.[46] Audi subsequently offered increased warranty protection[46] and renamed the affected models – with the 5000 becoming the 100 and 200 in 1989.[36] The company only reached the same level of U.S. sales again by model year 2000.[35]

As of early 2010, a class-action lawsuit – dealing with a charge that on account of the sudden acceleration controversy, Audi models had lost resale value[38] – filed in 1987 by about 7,500 Audi 5000-model owners remains unsettled and is currently contested in county court in Chicago after appeals at the Illinois state and U.S. federal levels.[47] The NHTSA's findings have been "small solace for Audi in defense of product liability actions, as more and more successful cases used Audi's human factor design errors and failure to warn or recall as a basis for liability."[48]

Engines

[edit]

The engine range comprised the following engines:[49][50] More details under the discontinued VAG engines.

Audi 100:

  • 1.8 L I-4, 75 PS (55 kW; 74 hp), carbureted (1982−1987)
  • 1.8 L I-4, 90 PS (66 kW; 89 hp), carbureted, later fuel injected/with catalyst (1983−1990)
  • 1.9 L I-5, 100 PS (74 kW; 99 hp), carbureted (1982−1984)
  • 2.0 L I-5, 115 PS (85 kW; 113 hp), fuel injection, later catalyst (1984−1990)
  • 2.1 L I-5, 136 PS (100 kW; 134 hp), fuel injection (1982−1984)
  • 2.2 L I-5, 138 PS (101 kW; 136 hp), fuel injection (1984−1990)
  • 2.2 L I-5, 115 PS (85 kW; 113 hp), fuel injection, catalyst (1984−1987)
  • 2.3 L I-5, 136 PS (100 kW; 134 hp), fuel injection, catalyst (1986−1990)
  • 2.2 L I-5, 165 PS (121 kW; 163 hp), fuel injection, turbo, catalyst (1986−1990)
  • 2.0 L I-5 Diesel, 70 PS (51 kW; 69 hp) (1982−1989)
  • 2.0 L I-5 Turbodiesel, 87 PS (64 kW; 86 hp) (1983−1988)
  • 2.0 L I-5 Turbodiesel, 100 PS (74 kW; 99 hp) (1988−1989)
  • 2.4 L I-5 Diesel, 82 PS (60 kW; 81 hp) (1989−1990)
  • 2.5 L I-5 TDI, 120 PS (88 kW; 118 hp) (1990)

Audi 200:

  • 2.1 L I-5, 136 PS (100 kW; 134 hp), fuel injection (1983−1984)
  • 2.2 L I-5, 138 PS (101 kW; 136 hp), fuel injection (1984−1985)
  • 2.2 L I-5, 165 PS (121 kW; 163 hp), fuel injection, turbo, catalyst (1985−1991)
  • 2.1 L I-5, 182 PS (134 kW; 180 hp), fuel injection, turbo (1983−1987)
  • 2.2 L I-5, 200 PS (147 kW; 197 hp), fuel injection, turbo (1988−1990); 190 PS (140 kW; 187 hp) with automatic transmission
  • 2.2 L I-5, 220 PS (162 kW; 217 hp), 20-valve turbo for 200 Quattro 20V (1989−1991)

Audi 5000/100/200 North America (all fuel injected and catalysed):

  • 2.1 L I-5, 100 hp (75 kW; 101 PS) (MY 1984)
  • 2.2 L I-5, 115 hp (86 kW; 117 PS) (MY 1985)
  • 2.2 L I-5, 110 hp (82 kW; 112 PS) (MY 1986−19871⁄2)[51]
  • 2.3 L I-5, 130 hp (97 kW; 132 PS) (MY 19871⁄2−1991)
  • 2.1 L I-5 Turbo, 140 hp (104 kW; 142 PS) (MY 1984−1985)
  • 2.2 L I-5 Turbo, 158 hp (118 kW; 160 PS) (MY 1986−19871⁄2)[51]
  • 2.2 L I-5 Turbo, 162 hp (121 kW; 164 PS) (MY 19871⁄2−1991)
  • 2.2 L I-5 20-valve Turbo, 217 hp (162 kW; 220 PS) (MY 1991)

The 5000 S/Turbo was on Car and Driver's Ten Best list for 1984 and 1985. The CS Turbo quattro was on that list for 1986 through 1988.

Production figures[16]a
Model Volume
100  852,243
100 Avant  122,852
200  97,195
200 Avant  6,153
Total  1,078,443

Note a: figures given for calendar years, might include late C2 production; figures for 200 do not include 1991.

Audi 200 Quattro Trans AM

Motorsport

[edit]

In 1988, Audi entered the Trans-Am Series with the 200 turbo quattro by contracting Bob Tullius Group 44 Racing. The car was equipped with the Quattro system. The car was piloted by Hurley Haywood and with both Walter Röhrl and Hans-Joachim Stuck won eight out of thirteen events. Audi moved to IMSA by the end of the season, the SCCA would change the regulation to a two-wheel drive only and banning cars with non-American engines. The Historic Trans-am & IMSA Group[52] is dedicated to the preservation of the cars that ran in the SCCA Trans-am series and the similar IMSA GTO class from 1980 until 1991.

Audi also used the 200 Turbo Quattro 20v as their Group A rally car replacement for the aging Audi Quattro after the FIA elimination of Group B in 1986. The 1987 Group A 200 was driven by former World Rally Champions drivers Hannu Mikkola and Walter Röhrl. The Audi 200 became the first four-wheel-drive car to win the Safari Rally, with Hannu Mikkola driving, with it being the last win for Audi in the world rally championship.[53] The 200 Quattro became the last car Audi campaigned in rallying as a manufacturing team.

[edit]
  • FAW-manufactured Audi 100
    FAW-manufactured Audi 100
  • FAW Audi 200
    FAW Audi 200
  • 1990 facelift (Avant TDI)
    1990 facelift (Avant TDI)
  • 1990 facelift
    1990 facelift

Audi 100 (C4, 1990–1994)

[edit]
Audi 100 C4 (4A)
Overview
Production1990–1994
AssemblyGermany: Neckarsulm
DesignerErwin Leo Himmel (1987)
Body and chassis
Body style4-door saloon/sedan
5-door estate/wagon
LayoutFront engine,
front-wheel drive / quattro permanent four-wheel drive
PlatformVolkswagen Group C4 platform
RelatedAudi S4
Powertrain
Engine
Transmission4-speed automatic
5-speed manual
6-speed manual
Dimensions
Wheelbase105.8 in (2,687 mm) (FWD)
106 in (2,692 mm) (4WD)
Length192.6 in (4,892 mm)
Width70 in (1,778 mm)
Height56.3 in (1,430 mm)
56.6 in (1,438 mm) (FWD saloon)
57 in (1,448 mm) (FWD Avant)
Curb weight1,090–1,750 kg (2,403–3,858 lb)
See also: Audi A6 § C4
Sedan
Avant

Audi released the C4 in late 1990 in Continental Europe and during 1991 in other markets, including the right-hand drive British market.[54] It was a rebodied and updated C3, keeping the chassis, suspension, and most powertrains. The most significant menchanical changes were the new V6 engines and a wider track, increased by 4–5 cm (1.6–2.0 in) front and rear.[55] The C3-platform Audi V8 continued to be sold as a separate line. The major change for the C4 was the introduction of a 2.8 L, 90-degree, SOHC 12v, V6 engine. It was later joined by a 2.6 L variant, of the same configuration as the 2.8 L unit. They are essentially the same engines offered in the 1992, B4 Audi 80. The option of quattro permanent four-wheel drive was an option across the range, except the smallest engines. The Audi 100 quattro was available with a ZF four-speed automatic and a 5 speed manual gearbox.

This generation was also available with the 2.5 litre, 5-cylinder TDI engine, introduced late in the C3 production, which provided outstanding performance, economy and refinement.

During 1994, in conjunction with some styling revisions, Audi dropped the Audi 100 tag, renaming it the A6 instead. In addition, the existing 100-derived Audi S4 became the S6. The S4 name was later reused for the high-performance derivative of the Audi A4 (replacement for the Audi 80). The Audi V8 had been replaced by the A8 in 1994.

The C4-based A6 continued until early 1998, when it was replaced by an all-new A6.

Engines
Model Displacement
cc		 Engine code Engine type Power at rpm
kW (metric hp)		 Torque at rpm
N⋅m (lb⋅ft)		 0–100 km/h Top speed
km/h (mph)		 Production dates Note
Petrol engines
100, 2.0 1984 AAE I4, SPI 74 (101) at 5500 157 (116) at 2750 12.6 s 182 (113) 12.1990–07.1994
100 2.0 E AAD, ABK I4, MPI 85 (115) at 5400 168 (124) at 3200 11.0 s 191 (119)
100 2.0 E 16V ACE 16V I4 103 (140) at 5900 185 (136) at 4500 10.1 s 204 (127) 01.1992–07.1994 Only select export markets
S4 2226 AAN Turbo 20V I5 169 (230) at 5900 350 (258) at 1950 6.8 s 244 (152) 07.1991–07.1994
2.3 E 2309 AAR I5 98 (133) at 5500 186 (137) at 4000 10.2 s 202 (126) 12.1990–07.1994
2.6 E 2598 ABC V6 110 (150) at 5750 225 (166) at 3500 9.5 s 210 (130) 03.1992–07.1994
2.8 E 2771 AAH 128 (174) at 5500 245 (181) at 3000
250 (184) at 3000[M 1]		 8.0 s 218 (135) 12.1990–07.1994
S4 4.2 4172 ABH 32V V8 206 (280) at 5800 400 (295) at 4000 6.2 s 249 (155) 10.1992–06.1994
Diesel engines
2.4 D 2370 AAS I5 60 (82) at 4400 164 (121) at 2400 16.8 s 167 (104) 05.1991–07.1994
2.5 TDI 2460 AAT, AEL TDI I5 85 (115) at 4250 265 (195) at 2250 11.1 s 195 (121) 04.1991–07.1994
  1. ^ On Super Plus (98 octane) petrol

Production in the Chinese market (1988–2005)

[edit]
Chinese-built Audi 100
Audi 100
Overview
Also calledHongqi Mingshi
Hongqi CA5020 XJH (station wagon)
CA7180A2E/CA7200/CA7202/CA7220/CA7246L
Production1988–1999[56][57]
(China; FAW-VW - Audi 100/200)
1989–2005[58][59][60][61][62]
(China; Hongqi - Hongqi CA7180A2E/CA7200 and CA7220/Limousine variants/CA1021U3 pickup truck)
AssemblyChina: Changchun (FAW-VW, Hongqi)
Body and chassis
Body style4-door saloon/sedan
5-door estate/wagon
4-door coupe utility[63]
4-door hearse/sedan delivery[64]
PlatformVolkswagen Group C3 platform
Powertrain
Engine1.8 L QG18 I4
(Hongqi CA7180/CA7180A2EL1)
1.8 L EA827 20V turbo I4
(Audi 200, Hongqi CA1021 U3, CA7220EL1)
2.0 L CA4GE I4 (Audi 100, Hongqi CA7200)
2.2 L CA488 I4
(Hongqi CA 1021U3, CA5020XJB police car, CA7202, CA7220A9E, CA7220A9E parade car, CA7220A9EL1/L2 cabrio-coach/L2 parade car, CA7220A9EL2A2 parade car, CA7220EL1, CA7226L)
2.2 L I5
(Hongqi CA7221L, CA7225LH, CA7228L, Audi 100)
2.0 L VG20E V6
(Hongqi CA7200E3L, CA7202, CA7202A9EL3L2, CA7202E3L/CA7202E3L1 Century Star)
2.4 L BFK V6
(Hongqi CA7242E6L/CA7242E6L1 Century Star, CA7246L)
2.5 L Audi V6
(Hongqi CA7220L1, CA7247L)
2.6 L Audi V6
(Audi 200, Hongqi CA7226L, CA7240L)
Transmission5-speed manual
Chronology
PredecessorDongfeng CA71 (for Hongqi CA7220)
Hongqi CA770 (for CA7225LH)
SuccessorAudi A6 (for Audi 100 and 200)
Hongqi HQ430

The C3-platform Audi 100 was also produced in Changchun, China, by FAW (First Automotive Works, a Chinese automotive manufacturer) starting in August 1988.[65] Most products in China were designed for government use at this time. All 100s manufactured as FAWs were front-wheel drive sedans with a 1.8 L inline-four motor or a 2.2 L inline-five motor.

In 1990, Politburo of the CCP approved a resolution to circumscribe car import and the engine displacement of cars equipped to officials. Furthermore, the resolution also prescribed that all cars of central departments of both Party and government must be domestically built. As the most luxurious and advanced cars made in China in early-1990s, FAW-Audi 100 and 200 had a high percentage of the Chinese high-class market of executive cars for nearly a decade, until the C3-platform cars was replaced by the C5-based Audi A6 in 1999.

During the negotiation between FAW and Volkswagen in late-1980s, Volkswagen acceded to FAW's suggestion of combining the C3 platform with previously introduced Chrysler engines in the new generation Hongqi (Red Flag). Hongqi CA7200 series with the technology of C3 were launched in mid-1990s, while most of C3 Audi 100 parts could be made in China. CA7200 were initially equipped with a 2.0 L or 2.2 L Chrysler four-cylinder engine, whose product line was introduced into China in 1987 - originally being intended for a version of the Dodge 600 to be produced there under the Hongqi brand.[66] In 2005, new Nissan VQ20 engines replaced the original Chrysler unit.[67]

A small number of C3 200s (originally with 2.6-liter V6 engine, later also with a turbocharged 1.8) were also built. The 200 entered production in 1996.[65] The 1.8 litre Hongqi engine was known as the QG18 while the 1.8 turbo was Volkswagen's EA827 engine. The early C4 Audi 100 was also assembled in Changchun in small numbers. The C4 was largely built in the European-style body with European style headlights but had American style tail lights.

Hongqi production commenced in 1989 with the CA7225LH, a limousine based on the Audi 100 and was intended to replace the outdated Hongqi CA770. The CA7225LH debuted on October 1, the 40th anniversary of the People's Republic of China. None other than then-CCP general secretary Jiang Zemin, then-President Yang Shangkun and then-premier Li Peng sat in the car during a special exhibition in Beijing. It was extended 680 millimeters behind the C-pillar, creating a three-row car. In 1993, the car was facelifted and renamed the CA7221L, while in 1996 a police variant named the CA5020XJB started being built. In 1996, the first Hongqi-badged Audi 100 sedan was produced, and named the Hongqi CA7220. From that point on, the limousines would be based on the Hongqi sedan, and not directly the original Audi. As such, Hongqi's new facelifted limousine was the CA7228L in 1996. Soon, this model was further restyled and renamed the CA7226L and then the CA7220EL1. Initially, all these limousines were mostly available for the government and institutions, but during the later 1990s, many were also sold to private buyers. In 1997, the CA7220L1 was produced. This time it was not based on the Audi 100, but on the Audi V8 LWB. Only a dozen of these cars were built. The previous Audi 100 based limousine would now be facelifted and renamed the CA7240L, and then the CA7200E3L and CA7247L. In 2000, the car was heavily facelifted and modernized, but also renamed the CA7202E3L Century Star. In 2001, the CA7180A2EL1 Mingshi/Shiba was released. The limousine was based on the previous model, which came in two variants; the base Mingshi and the luxury Shiba. The model was then renamed the CA7202E3L1 Century Star, CA7242E6L1 Century Star, and CA7242E6L Century Star, in a series of restylings and upgrades. Production continued until 2005, when the car was replaced by the new Hongqi HQE.

The first Hongqi-badged Audi 100 sedan was produced in 1996, and was named the Hongqi CA7220. Through some restylings and upgrades, and by 2000 it was renamed to the Hongqi Mingshi CA7180A4E, it was built until 2005, where the Toyota Crown Majesta S180 replaced the Audi 100-based Hongqis as the successor under the name HQ3 and HQ430. Based on the sedan, a number of other variants such as station wagons and coupé utilities were also built, but in relatively small numbers. The Hongqi-badged Audi 100 sedans were the first mid-size 4-door sedans produced by FAW in any significant numbers since the Dongfeng CA71 of the 1960s.

In some variants the 2-litre Nissan VG20E V6 was also available as it had proved its use with Nissan's own large cars, being used in the Gloria and Cedric Y30.

All Chinese specification Audi 100s, 200s and Hongqi vehicles were front wheel drive and had a 5-speed manual gearbox as standard.

  • FAW Audi 100
    FAW Audi 100
  • FAW Audi 200
    FAW Audi 200
  • Hongqi CA7180A2E
    Hongqi CA7180A2E
  • Hongqi CA7202E3
    Hongqi CA7202E3
  • Hongqi CA7228L
    Hongqi CA7228L

Audi Duo

[edit]
Main article: Audi hybrid vehicles

At the Geneva Motor Show in March 1990[68] Audi presented its first iteration of the Audi Duo (or Audi 100 Avant Duo) experimental vehicle, a plug-in parallel hybrid based on the Audi 100 Avant quattro. This car had a 12.6 bhp (9.4 kW) Siemens electric motor which drove the rear wheels. A trunk-mounted nickel-cadmium battery supplied energy to the motor that drove the rear wheels. The vehicle's front wheels were powered by a 2.3-litre five-cylinder engine with an output of 136 PS (100 kW; 134 hp). The intent was to produce a vehicle which could operate on the engine in the country and electric mode in the city. Mode of operation could be selected by the driver. Ten vehicles are believed to have been made; one drawback was the extra weight of the electric drive, making vehicles less efficient when running on their engines alone than standard Audi 100s with the same engine.

In late 1991,[69] Audi unveiled the second Duo generation – likewise based on the Audi 100 Avant quattro. Once again this featured an electric motor, a 28.6 PS (21 kW; 28 hp) three-phase machine, driving the rear wheels. This time, however, the rear wheels were additionally powered via the Torsen differential from the main engine compartment, which housed a 2.0-litre four-cylinder engine.

Sales figures

[edit]
Audi 100 US Sales Figures
Year US Sales[70]
1970 6,557
1971 18,179
1972 26,703
1973 31,065
1974 23,984
1975 20,334
1976 11,553
1977 7,671
1978 537
- Named Audi

5000 from 1978- 1988.

1988 1,167
1989 2,777
1990
1991
1992 10,546
1993 6,685
1994 7,149
1995 9,568
Audi 5000 US Sales Figures
Year US Sales[70]
1978 20,761
1979 28,276
1980 27,802
1981 29,323
1982 25,094
1983 30,532
1984 48,318
1985 48,057
1986 40,513
1987 26,042
1988 7,256
[edit]

The phrase 'Audi 5000' gained popularity in the 1990s, meaning 'I'm out of here' or, 'I'm leaving'. Popular culture examples of this are collated in a publicly viewable dashboard.[71] Variants include 'I'm Audi', 'I'm outtie', 'Outie 5000', and 'I'm Outtie five'.

In 2014 animated series All Hail King Julien, the titular protagonist refers to the car during an escape attempt, proclaiming, "We are so out of here: outie 5000!"[72]

References

[edit]

Sources

[edit]
  • Covello, Mike (October 2001). Standard Catalog of Imported Cars, 1946-2002 (2nd ed.). Iola, WI: Krause Publications, Inc. p. 1. ISBN 978-0873416054.
  • Werner, Oswald (2001). Deutsche Autos 1945–1990 [German Cars 1945-1990] (in German). Vol. 4. Stuttgart: Motorbuch Verlag. ISBN 3-613-02131-5.
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Audi 100

View on Grokipedia
from Grokipedia
The was a mid-sized executive sedan and manufactured by from 1968 to 1994 across four generations designated C1 through C4, marking a pivotal advancement in the company's engineering portfolio with innovations including , inline-five-cylinder engines, and later the quattro all-wheel-drive system. The first-generation C1, launched in 1968, featured a longitudinal 1.8-liter inline-four engine producing 100 horsepower—whence its name—and transverse front-wheel-drive layout for improved space efficiency and handling, achieving nearly 800,000 units produced by 1976. Subsequent generations introduced five-cylinder engines ranging from 1.9 to 2.3 liters with outputs up to 136 horsepower, aerodynamic designs in the C3 era emphasizing low drag coefficients, and optional quattro permanent all-wheel drive from 1983 onward for enhanced traction and performance. In the North American market, sold as the Audi 5000, the model encountered a major controversy in the 1980s involving claims of unintended acceleration, which the National Highway Traffic Safety Administration's 1989 investigation attributed primarily to driver pedal misapplication rather than systemic mechanical failure, though rare electronic idle control faults were identified in some cases; media amplification, including a manipulated demonstration on , severely impacted sales despite the findings.

Overview

Development and Design Philosophy

![4-door LS sedan](./assets/1970s_Audi_100_LS_1071100332610711003326 The Audi 100 was developed in the mid-1960s by Auto Union GmbH, a Volkswagen Group subsidiary, as a strategic response to the need for a premium mid-size sedan to sustain the revived Audi brand. Following Volkswagen's acquisition of Auto Union in 1964 and NSU in 1969, executives mandated a cessation of new model development, prioritizing updates to existing two-stroke engine vehicles like the DKW F102. Ludwig Kraus, Auto Union's Technical Director and a former Daimler-Benz engineer dispatched to Ingolstadt, disregarded these directives, initiating a clandestine project to create a four-stroke, front-wheel-drive vehicle with a longitudinal inline-four engine. This effort, conducted partly in Kraus's spare time, aimed to deliver reliable performance and position Audi against competitors such as Mercedes-Benz and BMW, ultimately proving pivotal in averting financial distress for the division. Unveiled on November 26, 1968, as a four-door sedan in , the first-generation Audi 100 (C1) derived its name from the 100 PS (74 kW) output of its 1.8-liter engine, emphasizing power and efficiency over the inefficiencies of prior two-stroke designs. The interior, crafted by a team of architects under Professor Nestler, prioritized spaciousness and ergonomic functionality, reflecting a commitment to occupant comfort and safety through robust . Exterior styling, led by chief designer Rupert Neuner with contributions from stylists Jupp Dienst and Erich Kutsch, adopted a conservative yet proportionate form suitable for executive transport, balancing aesthetic restraint with practical proportions. The design philosophy underpinning the Audi 100 series prioritized engineering-driven innovation—"Vorsprung durch Technik"—over ornamental excess, focusing on causal factors like , efficiency, and material durability to achieve superior handling and longevity. This approach, evident from the C1's aluminum block engine and suspension, evolved across generations to incorporate aerodynamic optimization in the C3, where drag coefficients were minimized through flush glazing and rounded contours, informed by testing. Such principles stemmed from first-hand empirical validation rather than stylistic trends, enabling the model to achieve commercial success with over 3 million units produced across four generations from 1968 to 1994.

Nomenclature and Type Numbers

The Audi 100 series utilized internal platform designations prefixed with "C" to identify its generational iterations, with C1 denoting the original model launched in November 1968, followed by C2 in 1976, C3 in 1982, and C4 in 1990 as a heavily revised successor to the C3. These codes reflect evolutionary development on the longitudinal front-engine, front-wheel-drive architecture originally pioneered by the C1. Complementing the platform codes, Audi employed specific type numbers for manufacturing and parts identification: F104 for the C1 generation (1968–1976), Type 43 for C2 (1976–1982), Type 44 for C3 (1982–1991), and Type 4A for C4 (1991–1994). The Type 43 and Type 44 platforms also underpinned the higher-output 200 variant, introduced in June 1977 for C2 (initially as a 2.1-liter five-cylinder model) and in 1983 for C3. In terms of external , the core model retained the " 100" designation across generations in , denoting its positioning as a mid-size executive sedan with available , sedan, and later Avant () body styles; trim levels included base, LS, GL, and S variants differentiated by equipment and engine options. The 200 served as the performance-oriented sibling, featuring turbocharged or multi-valve engines and premium features, while in , C2 and C3 models were badged as the 5000 from 1978 to 1988 to evoke perceptions of advanced , before reverting to 100 (base) and 200 (upmarket) names for 1989–1991 to align with global branding amid declining sales. The C4 generation, produced until 1994, transitioned to A6 in 1994 for export markets, marking the end of numeric naming for this lineage.
GenerationPlatform CodeType NumberKey Production SpanPrimary Models
FirstC1F1041968–1976Audi 100
SecondC2431976–1982 100, 200 (1979–1982)
ThirdC3441982–1991 100, 200 (1983–1992)
FourthC44A1990–1994 100 (pre-A6 rebadge)

First Generation (C1, 1968–1976)

Engineering and Specifications

The first-generation (C1) featured a front-wheel-drive layout with a longitudinally mounted inline-four engine positioned ahead of the , an engineering approach that provided a low hood line and balanced for the era. The unibody construction contributed to structural rigidity while keeping weight low, with curb weights ranging from 1050 kg to 1090 kg depending on the variant. Suspension consisted of independent double-wishbone setup at the front with coil springs, tubular shock absorbers, and an , paired with a solid rear axle supported by coil springs and trailing arms for simplicity and cost-effectiveness in production. Braking was handled by front disc brakes and rear drums, with power assistance optional on higher trims. Steering utilized recirculating-ball mechanism, which was conventional but adequate for the car's handling characteristics emphasizing stability over . Powertrains centered on carbureted inline-four engines with single overhead camshafts. The initial 1.8-liter unit (1761 cm³) produced 100 PS (74 kW) at 5500 rpm and 150 Nm at 3200 rpm, mated to a four-speed as standard, with a three-speed automatic available. Later models introduced a 1.6-liter variant delivering 85 PS (63 kW) for better fuel economy, while the Coupé S version offered up to 112 PS from a tuned 1.8-liter engine.
EngineDisplacementPowerTorqueTransmission Options
Base 1.8L I41761 cm³100 PS @ 5500 rpm150 Nm @ 3200 rpm4-speed manual, 3-speed auto
1.6L I4 (post-1974)1588 cm³85 PS @ 5200 rpm125 Nm @ 2700 rpm4-speed manual
Coupé S 1.8L I41761 cm³112 PS @ 5600 rpm155 Nm @ 3500 rpm4-speed manual
Dimensions included a of 4590–4625 , width of 1729 , height of 1421 , and curb-to-curb track widths of approximately 1420 front and rear. figures for the standard 1.8-liter model yielded a top speed of 172 km/h and from 0–100 km/h in about 13 seconds, with fuel consumption around 10 L/100 km in mixed driving.

Market Reception and Innovations

The 100 C1, introduced in November 1968, marked a significant step for within the , establishing the brand's reputation for engineering quality in the executive sedan segment. It achieved strong market reception in , with production surpassing 500,000 units by March 1971 and totaling 827,474 vehicles by the end of its run in 1976, including 796,787 saloons and 30,687 Coupé S models. This success stemmed from its spacious interior, refined ride, and reliable performance, appealing to buyers seeking a sober yet efficient alternative to competitors like and models of the era. In the United States, where sales began in 1970 under the Audi 100 LS designation, initial figures reached 6,557 units that year, though overall import volumes remained modest compared to domestic offerings. Key innovations included the adoption of with a longitudinally mounted inline-four , a layout uncommon among FWD vehicles at the time, which contributed to balanced handling and a low center of gravity despite the added complexity over transverse setups. The base 1.8-liter produced 85 horsepower, later upgraded to a 1.9-liter version yielding up to 115 horsepower, paired with options for a four-speed manual or three-speed . Front disc brakes enhanced stopping power over contemporaries reliant on drums, while the independent front suspension and semi-trailing arm rear setup delivered composed road manners praised in period reviews for grip and comfort. The 1970-introduced Coupé S variant pioneered the world's first production five-cylinder , a 2.1-liter unit delivering 130 horsepower and notable smoothness from its odd-cylinder configuration, foreshadowing Audi's future powertrain developments. Contemporary assessments highlighted the model's effective front crash structure, capable of withstanding 40 mph impacts, and its modern styling that positioned it as an executive contender without ostentation. Despite some criticism for a noisy under load, the 100's combination of durability, low , and lightweight construction relative to rivals underscored its engineering focus on efficiency and drivability. These attributes not only drove sales but also laid groundwork for 's emphasis on technical innovation over the subsequent decades.

Second Generation (C2, 1976–1982)

Key Updates and Features

The second-generation Audi 100 (C2, Typ 43), launched in August 1976, introduced a restyled body with angular lines, rectangular headlights, and increased dimensions compared to the C1, including a wheelbase of 2,677 mm and overall length of 4,680 mm, enhancing interior space and refinement. This design emphasized front-wheel drive for greater legroom and featured a minimalist dashboard with a squared instrument cluster. The coupe body style was discontinued, with production focusing on four-door sedans (887,647 units), a limited two-door sedan variant from February 1977, and the new five-door Avant hatchback introduced in August 1977 (49,652 units). A hallmark innovation was the debut of the production inline-five petrol engine, initially a 1.9-liter unit producing 100 PS (74 kW), later expanded to 2.1-liter versions delivering 115 PS (85 kW) or 136 PS (100 kW) in the Audi 200 variant, advertised as offering "six-cylinder power and four-cylinder economy." Complementary powertrains included a 1.6-liter inline-four (85 PS / 63 kW), a 2.0-liter inline-four (115 PS / 85 kW), and diesel options such as a 2.0-liter inline-five (70 PS / 51 kW). Transmission choices encompassed four- or five-speed manuals and three-speed automatics. Chassis updates featured independent front suspension and semi-trailing arm rear suspension, paired with front disc brakes and rear drums, contributing to improved handling and ride quality over the C1. Total production reached 988,581 units by 1982, with the one-millionth Audi 100 milestone achieved in September 1977, underscoring the model's commercial success. In , marketed as the Audi 5000, it offered similar five-cylinder engines detuned for emissions, starting at 103 hp (76 kW).

Engine Developments

The second-generation Audi 100 featured a range of longitudinally mounted inline-four and five-cylinder engines, building on the modular introduced in the prior to enable shared components across displacements for manufacturing efficiency and vibration reduction. Petrol options included a base 1.6-liter inline-four (code EA) producing 85 PS (63 kW) at 5,600 rpm and 128 Nm at 3,400 rpm, paired with a four-speed . A mid-range 2.0-liter inline-four (code WX or similar variants) delivered 115 PS (85 kW) at 5,500 rpm and 165 Nm at 3,500 rpm, offering a balance of performance and economy suitable for European markets. The standout petrol engine was the 2.1-liter inline-five (code 5E), introduced in 1977, which generated 136 PS (100 kW) at 5,600 rpm and 184 Nm at 4,000 rpm through Bosch L-Jetronic electronic , improving throttle response and emissions compliance over carbureted predecessors while maintaining the characteristic uneven for smoother operation than equivalent fours. This engine's emphasized inherent balance from its odd-cylinder count, reducing the need for complex balancing shafts and contributing to lower NVH levels, as verified in period engineering tests. A key innovation was the 1978 debut of Audi's first production five-cylinder , a 2.0-liter inline-five (code 5D) with producing 70 PS (51 kW) at 4,500 rpm and 140 Nm at 2,500 rpm, which extended the five-cylinder family's benefits—such as superior refinement and torque delivery—to diesel applications amid rising fuel prices and demand for efficient powertrains. This unit achieved approximately 7.5 L/100 km combined consumption in real-world driving, outperforming four-cylinder diesels in due to firing interval distribution that minimized second-order . All engines drove the front wheels via four- or five-speed manuals or a three-speed automatic, with the diesel emphasizing durability through a reinforced block shared with petrol variants.

North American Audi 5000 Variant

The 5000 served as the North American market designation for the second-generation 100 (C2 platform), introduced for the 1978 model year as a replacement for the prior 100 LS sedan. Offered exclusively as a four-door sedan with , it marked Audi's first use of an inline-five-cylinder engine in a production midsize luxury vehicle tailored for U.S. consumers. The model emphasized refined engineering, with the upscale S equipment package becoming standard on over 90% of units sold, positioning it as a competitive alternative to established luxury sedans. Powertrain options were limited to five-cylinder configurations to meet North American demands, including both and diesel variants equipped with catalytic converters for emissions compliance. The base engine was a 2.1-liter inline-five producing 103 horsepower, paired with either a five-speed manual or three-speed . From 1980, a turbocharged version delivered 130 horsepower, available primarily with the . Diesel models featured a naturally aspirated unit, restricted to and initially unavailable in due to stricter emissions standards; a appeared briefly in 1983. Exterior updates for 1980-1983 models replaced the initial twin round headlights with quad rectangular units, aligning with a minor facelift while maintaining the sedan's practical four-door configuration. A total of 133,512 Audi 5000 C2 units were sold in through 1983, reflecting solid initial reception for its innovative five-cylinder power and luxury appointments amid a market shifting toward fuel-efficient imports. However, reports of in automatic-transmission models prompted recalls in 1982 and 1983, involving modifications to pedal spacing and interlocks, though subsequent investigations attributed many incidents to rather than systemic defects. These events foreshadowed broader challenges for the subsequent generation but did not immediately derail C2 sales.

Third Generation (C3, 1982–1991)

Aerodynamic Design and Technical Advances

The third-generation (C3, Typ 44), launched in September 1982, featured a wind-tunnel-optimized body that achieved a (Cd) of 0.30, the lowest recorded for any production sedan at the time and a benchmark for aerodynamic efficiency. This coefficient resulted from integrated aerodynamic measures, including flush-mounted side via pin fittings and a streamlined profile, which minimized and air resistance compared to predecessors. The 's emphasis on smooth surfacing and reduced frontal area contributed to improved fuel economy and higher achievable top speeds without proportional power increases. ![Audi 100 C3 front view](./assets/Audi_100_C3_19881988%E2%80%931991 Beyond , the C3 introduced the Procon-ten passive safety system, a mechanical restraint mechanism activated in frontal collisions by thick cables that retracted the toward the dashboard and tensioned the front seatbelts, reducing occupant impact forces without relying on airbags. This system, unique to models of the era, enhanced crash protection through kinematic energy transfer rather than pyrotechnic deployment. The C3 also pioneered widespread use of galvanized steel in its body structure, with full galvanization implemented starting in , providing superior resistance and enabling a 10-year anti- on affected panels. This hot-dip coating process on both interior and exterior surfaces marked as the first volume producer of a 100% galvanized production sedan, addressing chronic issues in prior generations and extending vehicle longevity in harsh environments. These advances collectively positioned the C3 as a technical leader in body integrity and passive , influencing subsequent models.

Powertrain Options

The Audi 100 (C3) featured a range of inline-four and inline-five petrol and diesel engines, with displacements from 1.8 to 2.3 liters for petrol variants and 2.0 liters for diesels, producing between 55 kW (75 PS) and up to 121 kW (165 PS) depending on the configuration. These engines were longitudinally mounted and paired with either or, on select higher-output models from 1984 onward, 's permanent quattro all-wheel-drive system utilizing a center differential for torque distribution. Diesel engines were restricted to , while quattro was available only with petrol powertrains. Petrol options included carbureted and fuel-injected inline-fours and fives, with the 2.2-liter inline-five (KE-Jetronic injection) delivering 100 kW (136 PS) at 5,700 rpm and 192 Nm at 3,500 rpm in standard form. Higher-performance variants, such as the 2.3-liter inline-five in the 200 trim, reached 121 kW (165 PS).
Engine TypeDisplacementPower OutputTorqueFuel SystemNotes
1.8L I4 Petrol1,781 cm³55 kW (75 PS) @ 4,600 rpm138 Nm @ 2,500 rpmBase entry-level option, 1982–1988
2.0L I5 Petrol1,968–2,226 cm³84–100 kW (115–136 PS)170–192 NmInjection (KE-Jetronic)Common mid-range, available with quattro from 1984
2.3L I5 Petrol2,309 cm³98–121 kW (133–165 PS)186–195 NmInjectionTop petrol output, quattro-capable in 200 variants
2.0L I5 Diesel1,986 cm³51 kW (70 PS) @ 4,800 rpm123–131 NmAtmospheric, front-wheel drive only, 1982–1991
2.0L I5 1,986 cm³64–74 kW (87–100 PS) @ 4,500 rpm192 NmTurbocharged Improved efficiency and power, front-wheel drive, from 1983
Transmission choices comprised four- or five-speed manual gearboxes (types 013, 093, 016 until , then updated equivalents) or a three-speed automatic, with the five-speed standard on most post-1984 models and quattro-equipped vehicles. The quattro system's integration added approximately 100–150 kg to curb weight but provided superior traction via 50:50 split under normal conditions, adjustable dynamically. economy varied from 7.5–10 L/100 km combined for petrol models to 6–8 L/100 km for diesels, reflecting the era's emphasis on efficiency amid oil crises.

Sudden Unintended Acceleration Claims and Empirical Findings

In the early , owners of the 5000, the North American-market version of the 100 and 200 (C3 platform from 1984 onward), reported incidents of (SUA), where vehicles allegedly surged forward without accelerator input, often during braking maneuvers at low speeds. By 1987, over 700 such complaints had been logged with the (NHTSA), involving approximately 1 in 500 automatic-transmission 5000s, with at least two fatalities attributed to these events. responded with voluntary recalls in 1982 and 1983 for models from 1978–1983, modifying the idle switch and cruise-control systems to address potential throttle sticking, though subsequent analysis indicated these changes did not correlate with reduced incidents. A 1986 segment amplified public concern by demonstrating a staged acceleration using a hidden floorboard mechanism, prompting widespread media coverage and a sharp decline in U.S. sales from 34,000 units in 1985 to 7,000 in 1987. NHTSA launched a multi-year investigation into the Audi 5000, examining mechanical systems, driver behavior, and incident data across 50 vehicle models from 20 manufacturers. Engineering tests on 58 vehicles involved in alleged SUA crashes revealed no evidence of brake failure, throttle malfunction, or other defects capable of producing uncontrolled acceleration without driver pedal input. The agency's 1989 report, "An Examination of Sudden Acceleration," concluded that pedal misapplication—drivers pressing the accelerator instead of the brake under stress—was the primary causal factor, supported by reconstruction tests where participants replicated incidents by confusing pedals. Contributing elements included the Audi 5000's pedal spacing, which was narrower (approximately 4 inches between accelerator and brake) compared to typical American vehicles (6–7 inches), potentially increasing misapplication risk for drivers accustomed to domestic layouts. Empirical data from NHTSA's analysis showed that reported SUA rates for the Audi 5000 were not anomalous when normalized against exposure and reporting biases; similar misapplication errors occurred in other models but received less scrutiny. Post-investigation modifications, such as adding shift-interlocks and brake-shift interlocks in 1988–1989 models, further reduced complaints, though these addressed driver-sequence errors rather than inherent vehicle flaws. Subsequent studies on SUA across brands, including a 2010 NHTSA review, reinforced that electronic throttle control (not present in the Audi 5000) and mechanical sticking were rare causes, with over 90% of validated incidents traceable to pedal error via event data recorders in later vehicles. NHTSA closed the Audi probe in 1989 without mandating a defect recall, exonerating the design while recommending ergonomic improvements.

Motorsport Applications

![1989_Audi_200_Quattro_Trans_Am.JPG][float-right] The third-generation Audi 100, known internally as the C3 and also encompassing the upscale Audi 200 variant, saw limited but notable application in motorsport through Audi's entry into the SCCA Trans-Am series in 1988. Developed in response to declining U.S. sales amid the unintended acceleration controversy, Audi aimed to demonstrate engineering prowess via racing. The program utilized modified Audi 200 Quattro sedans, leveraging the model's all-wheel-drive system and inline-five engine architecture derived from the production C3 platform. Five race cars were constructed, with development beginning in 1987 at Audi's Neckarsulm facility, including a prototype (TA/1) tested by drivers Hans-Joachim Stuck and Walter Röhrl. These vehicles featured a 2.1-liter turbocharged inline-five producing approximately 510 horsepower at 2.8 bar boost, paired with limited-slip differentials, viscous couplings, and for all-wheel drive—marking the first such system in Trans-Am history. Prepared in collaboration with Bob Tullius's Group 44 team, the cars contrasted competitors' rear-wheel-drive V8s by adapting rally-honed technology for circuit racing, emphasizing traction and handling on road courses. The distinctive turbocharged five-cylinder exhaust note became a hallmark during events. In the 1988 season, the Audi 200 Quattros secured eight victories across 13 races, achieving 19 top-five finishes and clinching both the Drivers' Championship for and the Manufacturers' Championship for Audi. Key wins included Haywood's triumph at Sears Point and Röhrl's pole-to-victory at . This dominance, attributed to superior all-weather traction and power delivery, prompted scrutiny and subsequent rule adjustments in the series to curb the advantage, though empirical track performance validated the quattro system's causal efficacy in enhancing lap times on varied surfaces. Post-season, some continued racing in until 1994 and occasional hill climbs.

Fourth Generation (C4, 1990–1994)

Platform Integration and Refinements

The fourth-generation (Typ 4A, C4 platform), launched in late 1990, evolved directly from the C3 architecture with targeted refinements to enhance structural integrity and . Key modifications included a stiffened by approximately 30% through reinforced body-in-white construction and strategic bracing, which minimized torsional flex and improved overall handling precision. Larger front and rear anti-roll bars were incorporated to reduce body roll, contributing to more composed cornering behavior while preserving the model's characteristic ride comfort. These updates addressed limitations in the C3's platform, such as progressive chassis softening under sustained loads, without necessitating a complete redesign. Platform adaptations facilitated the integration of new options, notably the 2.8-liter V6 (AAH ) engine delivering 174 horsepower at 5,500 rpm and 184 lb-ft of torque at 3,000 rpm, marking a shift from the inline-five units for superior refinement and NVH characteristics. The layout remained, but mounting points were revised for better , and the accommodated both front-wheel-drive and quattro all-wheel-drive variants seamlessly. The quattro system employed a Type-1 center differential, distributing torque variably between axles for enhanced traction, with the platform's design allowing up to 75% rear bias under slip conditions. This integration optimized and propulsion efficiency across model lines. Further refinements positioned the C4 as a versatile base for performance derivatives like the S4, introduced in 1991, which featured chassis reinforcements including stiffer subframes and upgraded suspension to handle biturbo power outputs exceeding 220 horsepower. In 1994, a facelift aligned the model with Audi's new as the A6, incorporating subtle exterior revisions such as smoother bumpers and revised lighting, while retaining the core platform's mechanical advancements. Production emphasized modular componentry, enabling shared elements like independent front and multi-link rear suspensions across sedan and Avant body styles, streamlining manufacturing and improving part commonality within the Audi lineup.

Features and Production End

The fourth-generation Audi 100 (C4) featured a longitudinal front-engine layout with front-wheel drive or optional quattro all-wheel drive, sharing its platform with the Audi 80 (B4) for improved parts commonality and production efficiency. It introduced Audi's first V6 engines in the lineup, including the 2.6-liter (150 hp) and 2.8-liter (174 hp) variants with electronic fuel injection, offering smoother performance compared to prior inline-five options. Diesel engines, such as the 2.5-liter turbo-diesel (150 hp), provided efficiency for European markets, with fuel consumption around 6.4 L/100 km in some models. Safety and comfort features included standard (ABS), optional four-wheel steering for enhanced maneuverability, and a galvanized body for superior resistance. The interior offered ergonomic seating, power-adjustable options, and advanced instrumentation, while the exterior maintained aerodynamic refinements from the C3 with a drag coefficient of approximately 0.30. Transmission choices encompassed five-speed manuals, four-speed automatics, and Tiptronic for select V6 models, with quattro systems using differentials for .
Engine TypeDisplacementPower OutputTorqueNotes
2.0L Inline-41984 cc101 hp157 NmBase FWD model
2.3L Inline-52309 cc131 hp186 NmQuattro available
2.6L V62598 cc150 hp225 NmElectronic injection
2.8L V62771 cc174 hp250 NmTop option, 0-100 km/h in 9.2 seconds
2.5L 2461 cc150 hp310 NmTDI variant for efficiency
Production of the 100 C4 began in 1990 and concluded in 1994, after which Audi discontinued the 100 and rebranded the model as the A6, continuing production on the same platform until the C5 introduction in 1997. This transition aligned with Audi's new alphanumeric naming strategy to unify its executive sedan lineup. Approximately 806,000 units of the C4 were produced globally before the shift.

Extended and Special Production

Chinese Market Continuation

Following the end of global production of the third-generation (C3) in 1991, manufacturing continued exclusively for the Chinese market through a licensing agreement between AG and First Automobile Works (FAW). On August 13, 1988, the two companies signed contracts to produce the under license at FAW's facility in , Province. Initial production involved assembly from imported completely knocked-down (CKD) kits, with FAW installing dedicated assembly lines in 1990 capable of 50 units per day. In 1993, Audi integrated into the , which oversaw ongoing production of the C3 platform models, including the Audi 100 and the upscale Audi 200 variant. This extension allowed the model to remain in production until 1999, eight years beyond its European and North American discontinuation, primarily serving government officials, businesses, and affluent consumers in . The Chinese-built Audi 100 served as a foundational platform for derivative vehicles, notably influencing FAW's Hongqi luxury sedans. In 1996, FAW adapted the Audi 100 chassis by substituting its original engine with the domestically produced CA488 gasoline unit to create the Hongqi CA7220 sedan, targeted at official use. These locally manufactured vehicles maintained core Audi engineering traits, such as and inline-five engines, while adapting to local sourcing and regulatory needs. Production ceased in 1999 as FAW-Volkswagen shifted toward newer Audi models like the A6.

Audi Duo Experimental Variant

The Audi Duo, also known as the Audi 100 Avant Duo, was an experimental parallel hybrid prototype developed by Audi in 1989 as a technology demonstrator for combined internal combustion and electric propulsion. Based on the third-generation (C3) Audi 100 Avant wagon platform, it integrated a front-wheel-drive 2.3-liter inline-five gasoline engine producing 100 kW (134 hp) with a rear-axle electric motor rated at 9 kW (12 hp) supplied by Siemens, enabling selective all-wheel drive akin to quattro when both systems operated. The vehicle utilized nickel-cadmium batteries rechargeable via onboard alternator or external plug, allowing pure electric operation at low speeds up to approximately 50 km/h (31 mph) for short urban distances, with the gasoline engine engaging for higher speeds or extended range. Unveiled at the 1990 Motor Show, the Duo aimed to reduce urban emissions and fuel consumption through hybrid synergy, achieving a reported combined improvement over the standard Audi 100 while maintaining performance comparable to its donor model. Only a limited number of prototypes—estimated at around ten units—were constructed for testing, focusing on drivetrain integration, battery management, and real-world viability rather than . The provided torque fill at low speeds and , but limitations in battery and weight (approximately 150 kg added for the hybrid system) highlighted the era's technological constraints, preventing commercialization. A refined iteration appeared in 1991, retaining the Audi 100 Avant base but incorporating minor updates to the hybrid controls for improved switching between electric and hybrid modes. This variant underscored Audi's early exploration of architectures, predating widespread adoption by decades, though it did not influence immediate production models due to insufficient advancements in lightweight batteries and cost-effective . Empirical testing data from prototypes indicated potential for 20-30% fuel savings in mixed driving cycles compared to conventional Audi 100 variants, based on controlled evaluations rather than broad consumer trials. The Duo's development reflected Audi's commitment to alternative propulsion amid 1980s environmental pressures, serving as a foundational step toward later hybrid efforts like the 1997 A4 Duo.

Commercial and Cultural Impact

Sales Data and Market Performance

The Audi 100 series recorded total sales of approximately 3.2 million units from its introduction in 1968 through the end of production in 1994, establishing it as a model for Audi's growth into a premium automaker. The first-generation C1 achieved nearly 800,000 units by 1976, reflecting strong initial demand in for its innovative longitudinally mounted engine and spacious design. Subsequent generations built on this foundation, with the C2 and C3 emphasizing aerodynamic efficiency and the C4 introducing , contributing to sustained popularity in core European markets where the model was positioned as a mid-size executive sedan. In the United States, where later generations were marketed as the 5000 from 1977 to 1987 before reverting to 100 for the C4, performance peaked in the mid-1980s with the model accounting for a significant portion of 's overall sales of around 74,000 units in 1985. However, the 1986 60 Minutes broadcast alleging triggered widespread lawsuits, a of over 250,000 vehicles, and a sharp reputational decline, causing total U.S. sales to collapse to 12,000 units by 1991. Empirical investigations by the ultimately found no mechanical defects supporting the claims, attributing incidents primarily to driver error such as pedal misapplication, but the damage persisted, hampering U.S. market recovery until the mid-1990s. European sales remained more resilient, bolstered by the model's reputation for engineering quality and lower exposure to the U.S. scandal's media amplification, though exact regional breakdowns are not publicly detailed beyond the global total. Overall, the Audi 100's market performance underscored 's transition from niche importer to volume premium player in while highlighting vulnerabilities to regulatory and public perception challenges abroad.

Awards, Recognition, and Legacy

The third-generation Audi 100 (C3) was awarded the title in 1983, earning 410 points from a of 58 motoring journalists for its aerodynamic refinements, including a of 0.30, which marked a significant advancement in and design efficiency. Across its four generations from 1968 to 1994, the Audi 100 secured the Golden Steering Wheel award—presented by Bild am Sonntag for overall excellence—five times, reflecting consistent acclaim for engineering quality, handling, and market impact in the executive sedan segment. These honors underscored the model's role in elevating Audi's profile beyond smaller vehicles like the 60 and 80 series. Recognition extended to specific innovations, such as the C3's fully galvanized bodywork introduced in 1982, which enhanced corrosion resistance and longevity, earning praise from automotive engineers for practical durability over stylistic flair. The Procon-ten passive safety , debuted on the C2 in 1979, used pyrotechnic actuators to retract steering columns and seat belts in crashes, representing an early empirical approach to occupant protection based on crash-test data rather than regulatory mandates alone. Industry observers noted the Audi 100's contributions to front-wheel-drive refinement and modular platform sharing within the , fostering cost-effective development without compromising performance metrics like the C4's optional quattro all-wheel drive, which delivered superior traction verified through independent skidpad testing. The Audi 100's legacy lies in its production of approximately 3.2 million units, establishing Audi as a viable competitor to and in the upper-mid-size segment through data-driven iterations on space efficiency and reliability. It directly influenced the 1994 Audi A6, which retained the C4 platform while incorporating updated electronics and emissions compliance, ensuring continuity in sales volume exceeding 1.5 million for the successor's initial years. Exhibitions by Audi Tradition, such as the 2025 display in , highlight preserved examples to demonstrate causal links between the 100's empirical engineering—evident in wind-tunnel-optimized shapes reducing fuel consumption by up to 10% per generation—and Audi's broader quattro and TDI legacies. Despite challenges like unintended acceleration perceptions in the U.S. market during the , resolved via NHTSA investigations attributing incidents primarily to driver error rather than systemic defects, the model's verifiable metrics in reliability surveys solidified its foundational status for Audi's premium positioning.

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