1989 Audi 500e Engine Manual
Audi 80 (B4) Overview Manufacturer Also called Audi Fox Audi 5+5 Audi 4000 Audi Cabriolet Production 1969-1996 Assembly, Germany, Germany, Germany, Body and chassis , or permanent Related Chronology Predecessor Successor / The Audi 80 was a produced by the subdivision of the across four generations from 1966 to 1996. It shared its platform with the from 1973 to 1986 and was available as a, and ) — the latter marketed by Audi as the Avant. The and models were not badged as members of the range but shared the same platform.
In North America and Australia, the 80 was marketed as the Audi Fox for model years 1973–79, and as the Audi 4000 for model years 1980–87 in the USA. The Audi 90 was an upmarket version of the Audi 80.
The convertible variant was marketed as the. Contents. Naming convention Under Audi's platform numbering convention, the 80 is classified as a member of the B-series or B platform family of vehicles, with the four generations of 80 being numbered as B1, B2, B3 and B4; its replacement – the – continues this sequence with platform numbers B5 through to B9.
Originally this numbering convention ran concurrently with that of the, the first two generations of which were essentially clones of the Audi 80. This link was severed in 1988 when the Passat moved to a non-related, transverse-engined, VW-specific platform for its 80-unrelated B3 and B4 versions. It was again based on the Audi A4 (B5 or '8D' platform) for its B5 generation, and returned to transverse once again for its B6 and up generations. F103 (1966–1972). Audi 80 (B1) estate (facelift) This model debuted in Europe in 1972 as the Audi 80, and in 1973 in Australia and North America (Canada and the USA) as the Audi Fox, and was available as either a two-door or a four-door saloon (sedan).
It effectively took the place of several models that Audi had discontinued (the F103 series, which included the first model designated as an 'Audi 80'), and provided the company with a viable rival to the and the ( in the UK), as well as more upmarket offerings including the. The Audi 80 B1 was only the second modern-era Audi product to be developed entirely under Volkswagen ownership - Audi chief engineer Ludwig Kraus had famously been disparaging about the outgoing F103 series, referring to it as the 'bastard', owing to its Auto Union/DKW bodyshell and Mercedes-Benz engine.
The B1 was a clean break from the Auto Union era, being equipped with.a range of brand new 1.3- and 1.5-litre - the first appearance of the now legendary series of engines, whose descendants are still used in VW Group vehicles to the present day. The were available in various rated power outputs. For the 1.3-litre engines, (identification code: ZA) was rated at 55 (40; 54 ), code: ZF was rated at 60 PS (44 kW; 59 bhp).
The 1.5-litre (codes: ZB, ZC) at 75 PS (55 kW; 74 bhp) for the ZB and 85 PS (63 kW; 84 bhp) for the ZC. On the home market, two- and four- door saloons were available in base trim (55 or 60 PS, called simply Audi 80 and 80 S, respectively), as L models (LS with 75 PS engine) or as a more luxurious GL (85 PS only). In September 1973, Audi added the sporty 80 GT (two-door only) featuring a carburettor 1.6-litre engine (code: XX) rated at 100 PS (74 kW; 99 bhp).
1989 Audi 500e Engine Manual
The Audi 80 had a front suspension, and a C-section located by and a, and using coil springs and telescopic dampers. Audi's design and development efforts paid off during the 1973 competition where the 80 won ahead of the and the. 1977 Audi Fox, facelift version (USA) A in autumn 1976 brought about a revised front end in the style of the newly introduced C2 with square instead of round, 1.6- instead of 1.5-litre engines (still of 75/85 PS) and a new 80 GTE model with a version of the 1.6-litre (110 PS (81 kW; 108 bhp)) replacing the former 80 GT.
In certain markets a five-door 'Avant' (Audi's name for an estate/wagon) variant was offered — effectively a rebadged with Audi front panels. This version, first seen in mid-1975, appeared in the United States, South Africa, and several other markets. The Fox originally had a 1.5 litre engine rated at 55 hp (41 kW; 56 PS), attached to a four-speed. Subsequent versions came with 1.6-litre engines rated at 83 hp (62 kW; 84 PS).
By 1978, ever more stringent emissions rules meant that this had dropped to 78 hp (58 kW; 79 PS). Four-speed manuals or three-speed automatics were on offer, in all three bodystyles. Aside from the required larger bumpers, early models looked very similar to their European counterparts, while facelift versions (model year 1977) received a large black grille with double, round headlights, without the wraparound turn signals used elsewhere.
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There was also a sporting GTi package on offer in later years. The B1 platform was dropped from the European market in 1978, although it was sold into the 1979 model year in North America. 4,383 mm (172.6 in). 4,488 mm (176.7 in) (1980 Audi 4000) Width 1,682 mm (66.2 in) Height 1,365 mm (53.7 in) Chronology Predecessor Successor Audi presented a redesigned 80 based on the ( Typ 81) in September 1978 and deliveries of the four-door sedan began a few weeks later in Europe. Deliveries of the fuel injected GLE and two door bodied cars began early in 1979.
The redesigned car was first seen in North America in 1979 (as a 1980 model). Audi continued to use the 80 nameplate in Europe, but badged their Typ 81 as the Audi 4000 in North America. The body of the B2 Audi 80 was designed. No Avant variant was available, as the filled that role, as the B2 was intended to move the 80 upmarket from the mid-sized family segment to a compact executive model pitched to rival the. The B2 also acted in a de facto sense, as a replacement for the ill-fated which ceased production the year before, since Audi dropped the NSU brand completely following that car's demise. The corresponding B2 version of the Passat appeared two years later, and although the two cars shared the same platform and running gear as before, the Passat had a much stronger visual identity distinct from its Audi 80 sister in comparison with the B1.
The 80 first became available with four-wheel drive in 1983. The model was essentially an without the turbocharger and with saloon bodywork. The four-wheel drive 80, however, weighed more than a front-wheel drive with the same 2144 cc 136 PS (100 kW; 134 hp) engine, and with its worse aerodynamics it was slower than the larger, better equipped, and lower-priced 100. Top speeds are 187 and 199 km/h (116 and 124 mph) respectively, with similar fuel economy advantages for the larger 100. The 80 quattro received twin headlamps, a front spoiler with integrated foglights, and a body-coloured rubber spoiler on the rear. There was also a 'quattro' script on the bootlid and a twin exhaust.
The luggage compartment was marginally smaller (mostly in height), which meant only a temporary spare tire could be fitted. The 80 quattro was a bargain compared to the Ur-Quattro, but less so in comparison with the two-wheel drive 80 GTE or the 100 CD, although they did not offer the impressive road holding that the quattros do.
Audi 100 / Audi 200 / Audi 5000 Overview Manufacturer, Audi Auto Union (1969–1985), AG Also called Audi 5000 Production 1968–1994 Body and chassis / front engine, or Chronology Successor The Audi 100 and Audi 200 are four-door, front-engine, front- or all-wheel drive / sedans manufactured and marketed by the division of the for model years 1968 through 1994 — across four generations (C1-C4), with a two-door model available in the first and second generation (C1-2) and a five-door wagon available in the third (C3) generation. The third generation Audi 100/5000 was widely noted for its advanced aerodynamic design solutions, which included pin-located, flush side windows — and achieved a of 0.30. The C2 and C3 models of the Audi 100 were marketed initially in the United States as the Audi 5000 (1984-1988) and in South Africa as the Audi 500. Interior The third generation Audi 100, launched in September 1982, had an look, achieving a of 0.30 for its smoothest base model. The increased aerodynamic efficiency resulted in better fuel economy. The design was in contrast from the boxy shape of the C2. Audi innovated flush windows on the C3, a key area for aerodynamic that has been widely adopted by other manufacturers.
The aerodynamic body gave the 100 higher top speed than other cars of similar engine size. A new technology introduced in the C3 included the safety system. The two-door models were no longer available, and the Audi 100 Avant was now positioned as a rather than a hatchback - the Avant designation would now be used for all Audi station wagons from that point forward. The Avant was introduced with available extra folding third row seat — not available in conjunction with ABS-brakes as the brake control unit sat in the same space.
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). The MC turbo engine was available in the 100 as well for some markets. 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. 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. The 100 also featured a 2.5 L straight-five direct injection turbo-diesel (TDI) model with 120 PS (88 kW) introduced in January 1990 (engine code 1T).
A such-engined Audi 100 was the first model to wear the TDI label. It had a brief career in the C3, being replaced in December of that year when the C4 arrived. Reported sudden unintended acceleration During model years 1983–1987, Audi's U.S. Sales fell after a series of recalls of models associated with reported incidents of linked to six deaths and 700 accidents. At the time, was investigating 50 car models from 20 manufacturers for sudden surges of power. In North America, the television broadcast network news program aired a report titled Out of Control on November 23, 1986. 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.
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 — 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. Audi initially responded by suggesting that the drivers of the cars involved in the incidents were at fault, because they had stepped on the accelerator pedal rather than the brake. 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. 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.' 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.
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.' 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. The defective idle-stabilization system performed a type of. Significantly: multiple 'intermittent malfunctions of the electronic control unit were observed and recorded and were also observed and reported by Transport Canada.'
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. 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. It is unclear what was done regarding the defects in the idle-stabilization system.
Subsequent to the recall campaigns, vehicles now include patterns and brake mechanisms to prevent deliberate gear selection. Sales, which had reached 74,061 in 1985, dropped to 12,283 in 1991 and remained level for three years.
– with resale values falling dramatically. Audi subsequently offered increased warranty protection and renamed the affected models — with the 5000 becoming the 100 and 200 in 1989. The company only reached the same level of U.S. Sales again by model year 2000.
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 — 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. 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.' Engines The engine range comprised the following engines: More details under the. Avant Audi released the C4 (a heavily revised C3) in late 1990 in and 1991 in other markets, including the right-hand drive market. 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,.
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. The option of permanent four-wheel drive was an option across the range, and the Audi 100 quattro was available with a four-speed automatic gearbox. For the 1995 model year, in conjunction with some styling revisions, Audi dropped the Audi 100 tag, renaming it the instead. In addition, the existing 100-derived became the. The S4 name was later re-used for the high-performance derivative of the (replacement for the ).
The Audi V8 had been replaced by the in 1994. The C4-based A6 continued until early 1997, when it was replaced by an all-new. A Hongqi CA7202 in Shanghai The C3-platform Audi 100 was also produced in, by (First Automobile Works, a Chinese automotive manufacturer) during the 1990s. Since most products in China are designed for government use, all 100s manufactured as FAWs were front-wheel drive sedans with a 2.0 L inline-4 motor or a 2.3 L inline-5 motor. In 1990, approved a resolution to circumscribe car import and the of cars equipped to officials. Furthermore, the resolution also prescribed that all cars of central departments of both Party and government must be domestic 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 one decade, until the C3-platform cars was replaced by 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 engines in the new generation (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 (decade), new replaced the original 4-cylinder petrol engine. A small number of C3 200s (with 1.8T or 2.6 V6 engine) and some early C4 100s (largely in style but with tail lights in style) were also assembled in Changchun. The 1.8 litre engine was known as the QG18.
Audi Duo. Audi Duo At the Geneva Motor Show in March 1990 Audi presented its first of the (or Audi 100 Avant Duo) experimental vehicle, a based on the Audi 100 Avant quattro. This car had a 12.6 bhp (9.4 kW) which drove the rear wheels. A -mounted supplied 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, 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 from the main engine compartment, which housed a 2.0-litre four-cylinder engine. References.