Audi 200 For Sale

Audi 100 From Wikipedia, the free encyclopedia Jump to: navigation, search Audi 100 / Audi 200 / Audi 5000 / Audi 500 Manufacturer Audi AG Also called Audi 5000 Production 1968—1994 Successor Audi A6 Class Mid-size luxury car / Executive car Platform Volkswagen Group C platform The Audi 100 and Audi 200 are mid-sized automobiles from Audi (part of the Volkswagen Group), made between 1968 and 1994. The C3 model of the Audi 100 was sold in the United States as the Audi 5000 until 1988. Contents 1 Audi 100 (C1, 1968–1976) 2 Audi 100 and 200 (C2, 1976–1984) 2.1 Gallery 3 Audi 100, 200 & 5000 (C3, 1982–1991) 3.1 Reported sudden unintended acceleration 3.2 Engines 3.3 Gallery 4 Audi 100 (C4, 1991–1994) 4.1 Gallery 5 Type numbers 6 Chinese production 7 Audi Duo 8 References 9 Sources 10 External links [edit] Audi 100 (C1, 1968–1976) Audi 100 (C1) Audi 100 (C1) Coupé S Production 1970–1976 827.474 built four-door: 796,787 Coupé S: 30.687[1] Assembly Neckarsulm, Ingolstadt, Wolfsburg, Germany Body style(s) 4-door saloon/sedan 2-door coupé 2-door saloon Layout FF layout Platform Volkswagen Group C1 platform Engine(s) 1.8L I4 1.9L I4 Transmission(s) 4 speed manual all-synchromesh[2] automatic optional[2] Wheelbase 105.3 in (2675 mm)[2] (coupe) Length 173.2 in (4399 mm)[2] Width 68 in (1727 mm)[2] Height 55.8 in (1417 mm)[2] Curb weight 2,401 lb (1,089 kg)[2] (coupe) Designer Ludwig Kraus Audi 100 LS 2-door The origins of the first Audi 100 have become legendary in Germany. The 100s was the first ever model to have side mounted headlights. When Volkswagen purchased Auto Union from Mercedes Benz in 1965, they seem to have been motivated by a desperate shortage of production capacity for their ’Beetle’ model which at that time was selling faster than the cars could be produced. The then nearly new Auto Union plant at Ingolstadt, built under Mercedes ownership and control, was quickly adapted for Beetle assembly: Volkswagen boss Heinrich Nordhoff, mindful of the poor sales record of the DKW F102, and at a time when the new Audi F103 had yet to prove itself in the market place, gave instructions that no further new Auto Union (including Audi) models should be developed. However, it was not just the Ingolstadt manufacturing facility that Volkswagen acquired from Mercedes when they purchased the Auto Union business. Among the employees inherited from the Mercedes era was engineer Ludwig Kraus. Kraus did not share Nordhoff’s apparent conviction that demand for the Beetle would remain insatiable forever, and it was Kraus who developed the Audi 100, in direct contravention of instructions from Volkswagen management, and in secret. The first Nordhoff knew of the project was when he was presented with a production ready prototype. It is to Nordhoff’s credit that he changed his mind and gave the car the green light. The Audi 100 would be a commercial success, but it would also be the first of a series of front engined water cooled Audi based designs from the Volkswagen group that would, starting with the first Passat in 1973, enable the group to survive and flourish once the European and US markets began to lose their appetites for rear engined air cooled models. The Audi 100 was shown to the press on 26 November 1968. Its name originally denoting a power output of 100 PS (74 kW; 99 hp), the Audi 100 was the company's largest car since the revivial 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 stylish fastback coupé, which bore a remarkable resemblance to the Aston Martin DBS released a year earlier, especially at the rear end, including details such as the louvres behind the rear side windows and shape of the rear light clusters. Audi followed up 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' four-cylinder engines originally came in base (100, 80 PS (59 kW; 79 hp)), 100 S (1.8 litre, 90 PS (66 kW; 89 hp)) and 100 LS (1.8 litre, 100 PS (74 kW; 99 hp)) guise, while the Coupé was driven 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 3-speed automatic transmission sourced from Volkswagen. The Audi 100 enjoyed a level of commercial success for which the company had not planned. Despite running the Ingolstadt production line at full capacity, supply fell short of demand to such an extent that during the summer of 1970 an additional production line for Audi 100s was set up in Volkswagen's own Wolfsburg plant, which made it the first water-cooled car to be produced in Germany's (and by some criteria the world's) largest car plant.[3] Starting with model year 1972 the 80 and 90 PS versions were replaced by a new regular-petrol-variant of the 1.8 litre engine developing 85 PS (84 hp/63 kW); at the same time, the 100 GL was introduced that featured the 1.9 liter engine formerly used in the Coupé S only. 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, so it is unsurprising that the car in question was an Audi 100 produced at the Ingolstadt plant.[4] In September 1973 the 100 received a minor facelift with a somewhat smaller grille and reshuffled taillight lens patterns. The rear torsion bar was replaced by coil springs. For model year 1975 the base 100 was re-christened the 100 L and received a 1.6 litre four cylinder engine (coming out of the Audi 80). [edit] Audi 100 and 200 (C2, 1976–1984) Audi 100 & 200 (C2) Audi 100 (C2) Production 1976–1982 988,581 100 4-door: 887,647[5] Avant: 49,652 200: 51,282 Assembly Neckarsulm, Ingolstadt, Germany Uitenhage, South Africa Lagos, Nigeria Body style(s) 4-door saloon/sedan 5-door hatchback 2-door saloon Layout Front engine, front-wheel drive Platform Volkswagen Group C2 platform Engine(s) 1.6L & 2.0L I4 1.9L & 2.1l I5 (non-turbo and turbo) 2.0 I5 diesel & turbo diesel Transmission(s) 3-speed automatic 5-speed manual Wheelbase 105.39 in (2677 mm)[6] Length 184.25 in (4680 mm)[6] Width 69.61 in (1768 mm)[6] Height 54.84 in (1393 mm)[6] Curb weight 2,532 lb (1,148 kg)[6] The restyled C2 Audi 100 was launched in 1976, with an in-line five-cylinder engine (the first gasoline 5 in the world — Mercedes-Benz had shown the way in 1974 with their three litre diesel 5-cyl in the Mercedes-Benz C111). It was initially a 100 PS (74 kW) engine offering "6-cylinder power and 4-cylinder economy", and later upgraded to 136 PS (100 kW). The Coupé was discontinued, but a five-door hatchback model, the 100 Avant, was launched in August 1977 as part of this generation. The mainstay of the range remained the four-door sedan model. A two-door sedan version was offered, primarily on the domestic market, from 1977, but by now there was little demand, even in Germany, for large two door sedans: few of these two door Audi 100 C2s were sold. 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.[7] 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.[7] Engines available included: 1.6L I-4, 85 PS (63 kW; 84 hp), carburetted (1976−1982) 2.0L I-4, 115 PS (85 kW; 113 hp), carburetted (1976−1978) 1.9L I-5, 100 PS (74 kW; 99 hp), carburetted (1980−1982) 2.1L I-5, 115 PS (85 kW; 113 hp), carburetted (1978−1982) 2.1L I-5, 136 PS (100 kW; 134 hp), fuel injection (1976−1982) (100 and 200) 2.1L I-5, 170 PS (125 kW; 168 hp), fuel injection, turbo (1979−1982) (200 only) 2.0L I-5 Diesel, 70 PS (51 kW; 69 hp), (1978−1982) North America: 2.1L I-5, 103 hp (77 kW; 104 PS), fuel injection (MY 1978−1983) 2.1L I-5, 130 hp (97 kW; 132 PS), fuel injection, turbo (MY 1980−1983) 2.0L I-5 Diesel, 67 hp (50 kW; 68 PS) (MY 1980−1983) 2.0L I-5 Turbodiesel, 84 hp (63 kW; 85 PS) (MY 1983) About 850.000 Audi 100/200 C2 were built,[8] of which 133.512 were sold in the USA.[9] Right Hand Drive Audi 200 5E and 5T (type 43) 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. As an attempt to lure British buyers the UK version of the 5T had opening quarter lights, electric wing mirrors, a sun roof, cruise control and heated seats. All Type 43 200's came with Automatic gearboxes, a 5 speed manual was special order only. [edit] Gallery Audi 200 Turbo Audi 5000 (C2) in US-spec The 2-door version, offered from 1977, was a slow seller The 5-door Avant, despite a profile reminiscent of an early Passat/Dasher, found more buyers [edit] Audi 100, 200 & 5000 (C3, 1982–1991) Audi 100 & 200 (C3) Audi 100 (C3) Production 1982–1991 Assembly Neckarsulm, Germany Changchun, China Uitenhage, South Africa Tokyo, Japan (AMA) Body style(s) 4-door saloon/sedan AVANT, a 5-door station wagon Layout Front engine, front-wheel drive / quattro permanent four-wheel drive[10] Platform Volkswagen Group C3 platform Engine(s) 1.8L I4 1.9L I5 2.0L I5 2.1L I5 2.2L I5 2.3L I5 2.0L I5 Diesel 2.0L I5 Turbodiesel 2.4L I5 Diesel 2.5L I5 TDI Transmission(s) 3- and 4-speed automatic 5-speed manual 4-speed manual Wheelbase 105.6 in (2682 mm) (1988–1990 FWD & 200) 105.9 in (2690 mm) (1988–1990 AWD & Wagons) 105.8 in (2687 mm) (Pre-1988) Length 188.7 in (4793 mm) (RoW) 192.7 in (4895 mm) (USA) Width 71.4 in (1814 mm) Height 55.9 in (1420 mm) 55.7 in (1415 mm) (S) Edging out the Ford Sierra as the 1983 European Car of the Year, the 1983 Audi 100 had a remarkable aerodynamic look, achieving a drag coefficient of 0.30 for its smoothest base model. The increased aerodynamic efficiency resulted in better fuel economy and consumers all over the world were waking up to this fact. This became a great marketing tool for Audi in the 1980s, and marked a huge leap forward from the boxy shape of the C2, as well as the technology it introduced, including the procon-ten safety system. Audi was able to follow up on the modern smooth look first seen in this segment on the 1967 NSU Ro 80 and popularised by the 1974 Citroën CX. This rounded look became the norm by the 1990s. It also set a styling trend of flush wheel covers, a thick black side door moulding and blacked out window frames eventually adopted by a range of cars from the 1984 Honda Accord to the Chrysler K cars. Audi innovated flush windows on the C3, a key area for aerodynamic drag that has been adopted by virtually all manufacturers today. The two-door models were no longer available, and the Audi 100 Avant was reintroduced as Audi's first attempt at a station wagon based on the 100. The 200 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 1990. The 200 20V was distinguished by its flared front and rounded rear wheel arches instead of the flat type used for the rest of the 100-200 range. The MC turbo engine was available in the 100 as well for some markets. The 100 also featured a 2.5 L straight-5 direct injection turbo-diesel (TDI) model with 120 PS (88 kW) introduced in 1990 (engine code 1T). A such-engined Audi 100 was the very first model to wear the now ubiquitous and hugely successful TDI label that changed the perception of diesel engines all over the world. [edit] Reported sudden unintended acceleration During model years 1982-1987, Audi's U.S. sales fell after a series of recalls of Audi 5000 models[11] associated with reported incidents of sudden unintended acceleration linked to six deaths and 700 accidents.[11] At the time, National Highway Traffic Safety Administration (NHTSA) was investigating 50 car models from 20 manufacturers for sudden surges of power.[12] 60 Minutes aired a report titled Out of Control on November 23, 1986,[13] featuring 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.[14][15][16] 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[13][14] — 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.[17] Audi contended, prior to findings by outside investigators,[12] that the problems were caused by driver error, specifically pedal misapplication.[12] 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 by driver error such as confusion of pedals.[18] CBS did not acknowledge the test results of involved government agencies, but did acknowledge the similar results of another study.[19] However, Audi's assertion that the driver was at fault was a poor public relations strategy. In 2009, when Toyota was involved in similar unintended acceleration problems, the company spokesman said “the lesson from Audi is no matter how convinced you are that the driver has made a mistake, it is very sensitive to suggest.” Toyota's press release was carefully crafted such that it "acknowledged rare problems with its accelerators, it was leaving itself room to argue later that sometimes drivers were at fault — while pointedly avoiding saying so directly".[20] 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.[11] 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.[11] As a biproduct of sudden unintended acceleration, vehicles now include gear stick patterns and brake interlock mechanisms to prevent inadvertent 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.[11] — with resale values falling dramatically.[21] Audi subsequently offered increased warranty protection[21] and renamed the affected models — with the 5000 becoming the 100 and 200 in 1989.[12] The company only reached the same level of U.S. sales again by model year 2000.[11] 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[14] — filed in 1987 by about 7,500 Audi 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.[11] The lawsuits surrounding the reported sudden acceleration episodes were subject of Peter W. Huber's 1993 book, Galileo's Revenge: Junk Science In The Courtroom.[17] [edit] Engines The engine range comprised the following engines:[22][23] Audi 100: 1.8L I-4, 75 PS (55 kW; 74 hp), carburetted (1982−1987) 1.8L I-4, 90 PS (66 kW; 89 hp), carburetted, later fuel injected/with catalyst (1983−1990) 1.9L I-5, 100 PS (74 kW; 99 hp), carburetted (1982−1984) 2.0L I-5, 115 PS (85 kW; 113 hp), fuel injection, later catalyst (1984−1990) 2.1L I-5, 136 PS (100 kW; 134 hp), fuel injection (1982−1984) 2.2L I-5, 138 PS (101 kW; 136 hp), fuel injection (1984−1990) 2.2L I-5, 115 PS (85 kW; 113 hp), fuel injection, catalyst (1984−1987) 2.3L I-5, 136 PS (100 kW; 134 hp), fuel injection (1986−1990) 2.2L I-5, 165 PS (121 kW; 163 hp), fuel injection, turbo (1986−1990) 2.0L I-5 Diesel, 70 PS (51 kW; 69 hp) (1982−1989) 2.0L I-5 Turbodiesel, 87 PS (64 kW; 86 hp) (1983−1988) 2.0L I-5 Turbodiesel, 100 PS (74 kW; 99 hp) (1988−1989) 2.4L I-5 Diesel, 82 PS (60 kW; 81 hp) (1989−1990) 2.5L I-5 TDI, 120 PS (88 kW; 118 hp) (1990) Audi 200: 2.1L I-5, 136 PS (100 kW; 134 hp), fuel injection (1983−1984) 2.2L I-5, 138 PS (101 kW; 136 hp), fuel injection (1984−1985) 2.1L I-5, 141 PS (104 kW; 139 hp), fuel injection, turbo, catalyst (1984−1985) 2.2L I-5, 165 PS (121 kW; 163 hp), fuel injection, turbo, catalyst (1985−1991) 2.1L I-5, 182 PS (134 kW; 180 hp), fuel injection, turbo (1983−1987) 2.2L I-5, 200 PS (147 kW; 197 hp), fuel injection, turbo (1988−1990); 190 PS (140 kW; 190 hp) with automatic transmission 2.2L I-5, 220 PS (162 kW; 217 hp), 20-valve turbo for 200 Quattro 20V (1989−1991) Audi 5000/100/200 North America: 2.1L I-5, 100 hp (75 kW; 101 PS) (MY 1984) 2.2L I-5, 115 hp (86 kW; 117 PS) (MY 1985) 2.2L I-5, 110 hp (82 kW; 112 PS) (MY 1986−1987½) 2.3L I-5, 130 hp (97 kW; 132 PS) (MY 1987½−1991) 2.1L I-5 Turbo, 140 hp (104 kW; 142 PS) (MY 1984−1985) 2.2L I-5 Turbo, 158 hp (118 kW; 160 PS) (MY 1986−1987½) 2.2L I-5 Turbo, 162 hp (121 kW; 164 PS) (MY 1987½−1991) 2.2L I-5 Turbo, 220 hp (164 kW; 223 PS) (MY 1991) As of late 1988, the Audi V8 was available. Although styling was similar to the 200, the V8 had different chassis and body. The V8 was available as a 3.6 L or a 4.2 L engine. It was the first quattro model to have an automatic gearbox, featuring a ZF 4-speed unit with an electronically controlled multiplate clutch centre differential, combined with a Torsen rear differential. The manual gearbox quattro's across the range continued with a conventional rear differential (lockable at low speeds), and the Torsen centre differential (manual transmission V8 quattros had Torsen differentials in both the centre and the rear). 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[24] 100  852,243 100 Avant  122,852 200  97,195 200 Avant  6,153 Total  1,078,443 [edit] Gallery C3 Audi 200 quattro 20V C3 Audi 100 Avant [edit] Audi 100 (C4, 1991–1994) Audi 100 (C4) Production 1991–1994 Assembly Neckarsulm, Germany Tokyo, Japan (AMA) Body style(s) 4-door saloon/sedan 5-door Avant (estate/wagon) Layout Front engine, front-wheel drive / quattro permanent four-wheel drive Platform Volkswagen Group C4 platform Engine(s) Petrol: 2.0L I4 74 kW (99 hp) SPI 2.0L I4 85 kW (114 hp) MPI 2.0L I4 103 kW (138 hp) 16 valve 2.3L I5 98 kW (131 hp) 2.6L V6 110 kW (148 hp) 2.8L V6 128 kW (172 hp) Diesel: 2.4L I5 60 kW (80 hp) 2.5L I5 85 kW (114 hp) TDI 2.5L I5 103 kW (138 hp) TDI Transmission(s) 4-speed automatic 5-speed manual 6-speed manual Wheelbase 105.8 in (2687 mm) (FWD) 106 in (2692 mm) (4WD) Length 192.6 in (4892 mm) Width 70 in (1778 mm) Height 56.3 in (1430 mm) 56.6 in (1438 mm) (FWD saloon) 57 in (1448 mm) (FWD Avant) See also: Audi A6#C4 Audi released the C4 (a heavily revised C3) in 1991. 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, though this is actually a 60-degree engine. 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, and the Audi 100 quattro was available with a ZF 4-speed automatic gearbox. For the 1995 model year, 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 re-used for the high-performance derivative of the Audi A4. The Audi V8 had been replaced by the A8 in 1994. The C4-based A6 continued until early 1997, when it was replaced by an all-new A6. [edit] Gallery Audi 100 C4 Avant Audi 100 C4, [edit] Type numbers 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 (1991–1994); Audi S4 (1992–1994); Audi A6 (1995–1997); Audi S6 (1995–1997) [edit] Chinese production An example of Hongqi CA7200, seen in Shanghai The C3-platform Audi 100 was also produced in Changchun, China, by FAW (First Automobile Works, a Chinese automotive manufacturer), for many years during the 1990s. Since most products are for governmental usage, all of China-made 100s are front-wheel drive sedans with a 2.0 L 4 cylinder engine or a 2.3 L 5 cylinder one. In 1990, Political Bureau of the Central Committee of the CPC 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 homemade ones. As the most luxurious and advanced cars made in China in early-1990s, FAW-Audi 100 and 200 have possessed a considerable percentage in Chinese high-class market of executive cars for nearly one decade, until the C3-platform cars was replaced by 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 Chrysler 2.0 L or 2.2 L 4 cylinder 488 engines, whose product line was introduced into China in 1987. In 2000s, new Nissan VQ20 engines replaced the original 4 cylinder petrol engine. [1] A small number of C3 200s (with 1.8T or 2.6 V6 engine) and some early C4 100s (largely in European style but with tail lights in American style) were also assembled in Changchun. [edit] Audi Duo Main article: Audi hybrid vehicles At the Geneva Motor Show in March 1990[25] 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 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. Just ten vehicles are believed to have been made; one drawback was that due to the extra weight of the electric drive, the vehicles were less efficient when running on their engines alone than standard Audi 100s with the same engine. In late 1991,[26] 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. [edit] References ^ Werner Oswald: Deutsche Autos 1945–1990, vol. 4, ISBN 3-613-02131-5, p. 268 ^ a b c d e f g "Autotest Audi 100 Coupe S". Autocar 136 (nbr 3960): pages 22–27. 9 March 1972.  ^ "Turner's Travel [to Wolfsburg]". Motor: pages 28–30. 24 July 1971.  ^ "News and Views". Autocar 134 (nbr 3914): page 31. 1 April 1971.  ^ Oswald, op. cit., p. 263. Figures given for calendar years; some overlap with predecessor/successor, actual figures slightly lower. ^ a b c d e "Autotest Audi 100 GLS". Autocar 146 (nbr 4197): pages 26–30. 16 April 1977.  ^ a b "Jubiläum bei Ausi in Neckarsulm". Auto, Motor und Sport 1977 Heft 21: Seite 7. 12 October 1977.  ^ Werner Oswald: Deutsche Autos 1945–1990, vol. 4, ISBN 3-613-02131-5, p. 263 ^ Mike Covello, Standard Catalog of Imported Cars 1946–2002. Krause Publications, Iola 2002, ISBN 0-87341-605-8, p. 82-85. ^ Audi of America Press Site 25 Years of Audi Quattro 22 February 2005 ^ a b c d e f g "Audi 1980s Scare May Mean Lost Generation for Toyota". Business Week, February 4, 2010, Andreas Cremer and Tom Lavell. http://www.businessweek.com/news/2010-02-04/audi-s-1980s-scare-may-mean-lost-generation-for-toyota-sales.html.  ^ a b c d "A Hard Sell for Audi". The New York Times, John Holusha, July 24, 1988. 1988-07-24. http://www.nytimes.com/1988/07/24/business/a-hard-sell-for-audi.html?scp=14&sq=audi%20sudden%20acceleration&st=cse. Retrieved 2010-04-25.  ^ a b "The Audi 5000 Intended Unintended Acceleration Debacle". The Truth About Cars, Paul Niedermeyer, February 7, 2010. http://www.thetruthaboutcars.com/the-best-of-ttac-the-audi-5000-intended-unintended-acceleration-debacle/.  ^ a b c "Manufacturing the Audi Scare". The Wall Street Journal, Peter Huber, December 18, 1989. http://www.manhattan-institute.org/html/cjm_18.htm.  ^ Civil Justice Memo, No. 18 January 1990 Manufacturing the Audi Scare ^ Accuracy in Media The CBS “Cold Case” Files ^ a b "Nine Worst Business Stories(of the Last 50 Years) #4. Accelerating Audis". Business and Media Institute. http://www.businessandmedia.org/specialreports/2008/MediaMyth/NineWorst/NineWorstStoriesFull4.asp.  ^ HighBeam Research, Inc. Unfair at Any Speed ^ "Manufacturing the Audi Scare," Peter Huber. ^ Goodman, Peter S. (August 21, 2010). "P.R. Missteps Fueled Fiascos at BP, Toyota and Goldman". The New York Times. http://www.nytimes.com/2010/08/22/business/22crisis.html?src=busln.  ^ a b "Audi Increases Warranty Plan". The New York Times, via Reuters, July 27, 1988. 1988-07-27. http://www.nytimes.com/1988/07/27/business/company-news-audi-increases-warranty-plan.html?scp=12&sq=audi%20sudden%20acceleration&st=cse. Retrieved 2010-04-25.  ^ Oswald, op. cit., p. 319-329. ^ Covello, op. cit., p. 85-89. ^ Oswald, op. cit., p. 263. Note: figures given for calendar years, might include late C2 production; figures for 200 not including 1991. ^ Eberhard Kittler: Deutsche Autos seit 1990, Bd. 5 ("German Cars since 1990, vol. 5"). Motorbuch Verlag, Stuttgart 2001, ISBN 3-613-02052-1, p.65 ^ Eberhard Kittler: Deutsche Autos seit 1990, Bd. 5 ("German Cars since 1990, vol. 5"). Motorbuch Verlag, Stuttgart 2001, ISBN 3-613-02052-1, p.71 [edit] Sources Covello, Mike, updated by, Standard Catalog of Imported Cars: 1946–2002, Krause Publications, Iola, Wisconsin, U.S.A., 2002. Werner Oswald: Deutsche Autos 1945–1990, vol. 4. Motorbuch Verlag, Stuttgart 2001, ISBN 3-613-02131-5 (German). This article incorporates information from the revision as of 2008-05-01 of the equivalent article on the German Wikipedia. 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Search for "Audi 200" took 0.08 seconds. Click on thumbnail to view image details Also try: audi 200 quattro, audi 200 20v, audi 200 avant, audi 200 turbo 519 x 335 16 kb 1zu87.com Datenblatt Nr. 4362 200 x 124 6 kb 2004-2009 All Car Pictures team 340 x 255 20 kb 2 230 x 143 26 kb Для <b>Audi 200 : (19) (3) (2) (11) (1) (5) (2) 250 x 180 16 kb Bildmaterial bereitgestellt von: 722 x 352 21 kb 1zu87.com Datenblatt Nr. 8678 417 x 300 8 kb Technical Questions? Please contact the webmaster © autopartsimport.com, 2003-2005. All rights reser... 417 x 300 8 kb Most of our domestic & import General Car/Auto/Truck Accessories are original equipment manufacturer... 325 x 321 32 kb Schlimm nur: Schon der kleinere Motor ist kein Vorbild an Sparsamkeit - der 5T jedoch mit für damali... 640 x 427 64 kb <b>Audi 200 H&R Sport Springs 1984-90 480 x 337 42 kb <b>Audi 200 5T 300 x 117 46 kb <b>Audi 200 Автомобиль оборудован 3-точечными ремнями безопасностии надувной подушкой для водителя. 250 x 180 16 kb Bildmaterial bereitgestellt von: 134 x 148 29 kb <b>Audi 200 H&R Wheel Spacers 400 x 287 8 kb Technical Questions? Please contact the webmaster © autopartsimport.com, 2003-2005. All rights reser... 140 x 100 10 kb <b>Audi 200 5T C2 1976 - 1984 By 1979 Germany remained the only 'western' European country with no-limi... 530 x 331 31 kb 2004-2010 All Car Pictures team 400 x 223 104 kb (1979 - 1990) <b>Audi 200 появилась в конце 1979 года. 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Business Solutions – About Picsearch – Terms of Use – Search Help – Image Directory ©2010 Picsearch || The UK quattro NetworkThe UK's mobile Audi 5-cylinder mechanic - 07833 654800, 24x7Specialist in turbos, quattros, electrics and non-starts Audi 100/200 Factory Wiring Diagrams 4 - Cruise Control (from 1/88) Manual and Automatic Gearbox Page 1 Page 2 5 - Auto-Check-System (from 7/89) Page 1 Page 2 Page 3 Page 4 6 - External Temperature Display (from 7/89) Page 1 Page 2 7 - On-board Computer KE-Jetronik, KEIII-Jetronik (from 7/89) Page 1 Page 2 8 - On-board Computer K-Jetronic und Turbo Engines (7/89) Page 1 Page 2 9 - 3D and NC Engines; 2.4l 60kW 5 Cylinder Diesel, 2.0l 65kW 5-Cylinder Turbodiesel Page 1 Page 2 Page 3 Page 4 Page 5 Page 6 10 - PH Engine - 1.8l 66kW 4-Cylinder KE-Jetronic Injection Page 1 Page 2 Page 3 Page 4 Page 5 Page 6 11 - Cruise Control (from 7/89) Manual and Automatic Gearbox Page 1 Page 2 16 - ABS (from 1/88) not Quattro! Page 1 Page 2 Page 3 Page 4 24 - Differential Lock (from 1/88) Page 1 Page 2 25 - 3B Engine Page 1 Page 2 Page 3 Page 4 Page 5 Page 6 Page 7 26 - MC Engine Page Contents Relays and Power Tracks 1-14Fuel level sender, fuel pump, lambda sensor, ECU, knock sensors, fuel frequency valve, warm-up regulator, cold start valve, wastegate frequency valve Tracks 15-28RPM and timing sensors, idle & WoT switches, coolant temperature sender Tracks 29-42Inlet air temperature sender, Hall effect sender, coil, overrun shutoff valve, distributor Tracks 43-49Idle stabilisation Tracks 50-61Electronic thermoswitch, autocheck unit, display Tracks 62-75Engine cooling and fresh air fan controls 63 - NF Engine - 100kW 5-Cylinder KEIII-Jetronik with knock sensor Page 1 Page 2 Page 3 Page 4 Page 5 74 - Additional Instruments (from 7/88) Page 1 Page 2 75 - Electric Seats with Memory (from 1/88) Page 1 Page 2 Page 3 Page 4 78 - Bordcomputer (Audi 200 ab 7/88) Page 1 Page 2 Page 3 Page 4 11 - ABS Quattro (from 7/88) Page 1 Page 2 Page 3 Page 4 Page 5 11 - Alarm (from 1/88) Page 1 Page 2 Page 3 14 - Heated Seats (from 1/88) Page 1 Page 2 13 - Rear Fog Lights (from 1/88) Page 1 Page 2 Page 3 15 - Electric Windows (from 1/88) Page 1 Page 2 Page 3 Page 4 29 - Electric Windows (from 7/89) Page 1 Page 2 Page 3 Page 4 21 - Electric Headlight Adjustment (from 1/88) Page 1 Page 2 14 - Electric Headlamp Adjustment (from 7/89) Page 1 Page 2 3 - Electrically Moveable and Heated Mirrors (from 1/88) Page 1 Page 2 Page 3 4 - Electrically Moveable and Heated Mirrors (from 7/89) Page 1 Page 2 7 - Central Locking (from 1/88) Page 1 Page 2 67 - Airbag (from 7/88) Page 1 Page 2 69 - Electric Sunroof (from 1/88) Page 1 Page 2 Page 3 70 - Stereo Radio with Active Loudspeakers Page Contents Relays and Power Tracks 1-11 Tracks 12-27 Tracks 28-33 72 - Stereo Radio with Amplifier (from 7/88) Page 1 Page 2 Page 3 27 - BOSE Radio from 7/89) Page 1 Page 2 Page 3 51 - Heated Washer Jets (from 1/88) Page 1 Page 2 65 - Trailer Coupling (from 7/88) Page 1 Page 2 64 - Automatic Gearbox (from 7/88) Page 1 Page 2 Page 3 12 - Stationary Heater (from 7/89) Page 1 Page 2 Page 3 Page 4 3 - Stationary Heater with Climate Control (from 7/89) Page 1 Page 2 Page 3 Page 4 Page 5 Page 6 Page 7