One hundred and forty-one: compare AZLK-2141 and Audi 100 C2 (part 2)
Muscovite is an abundance of booming plastic, the shade of which, depending on the year of manufacture, ranged from light brown to gray-black. “Oak” head restraints, obvious ergonomic punctures, such as “control keys” hidden “behind the wheel” and a roof hanging over the driver like the visor of a Georgian cap.
The objective advantages of Moskvich include a spacious interior – at least when compared with other Soviet cars. That is why the “forty-first” at the time of its release was considered a car of a higher class than the VAZ satellites, but the poor workmanship, rotting body and many other “charms” soon made this car a kind of outcast, which if bought, then from hopelessness.
A CAR AUTHORIST RIGHT FOR 9,632 RUBLES TO REQUIRE A THING, NOT A SEMI-FINISHED PRODUCT, WHICH, FOR EXAMPLE, I GOT.
V. Dolgoplosk, “Moskvich-2141 through the eyes of the owners” (“Behind the Wheel”, 1987, No. 11)
Despite the fact that most Audi 100 C2 cars were equipped with a rather modest configuration, options like a central lock, velor seat upholstery, power windows and four head restraints became standard equipment for the more prestigious 200.
Velor and electric windows – all this at Audi was forty years ago
The “low” dashboard in its form now evokes associations with the “eight”
There were practically no ergonomic punctures, except that the inner door handles were located in front so that they had to be used with a slightly arched brush, and even contemporaries from auto journalism had complaints about the operation of the heating and ventilation system.
Nevertheless, it was in this “hundredth” that the principles of ergonomics were laid, which the German company was guided by in the next decade.
Please note how the ventilation deflectors of the latest Volkswagen Passat B8 “stretched” to the width of the panel are similar to similar parts of the Audi 100 C2!
At Moskvich, the spacious and potentially comfortable interior was somewhat clumsy made and required hands from the owner almost immediately after leaving the car shop. And the devil, as you know, is in the details. Well (and the usual thing for the Soviet car!) – No central locks, power windows and other “bourgeois excesses.” The maximum that the “forty-first” could offer the driver is a tachometer in the instrument cluster and heated rear window.
LS, GLS, CD and others: it was customary to designate the complete sets on the Audi 100 with letters that were in the form of a chrome nameplate on the trunk lid
Having transformed from Simca to Maksimka, as the AZLK-2141 prototypes aptly dubbed at the factory at the time of work on the new model, the car lost the main design features of the French car – the transverse position of the power unit and the torsion bar suspension.
From above it looks like a Simka, but in the context it’s just close to the Audi 100!
The transition to a longitudinal layout allowed designers to “squeeze” not the most compact VAZ-2106 and UZAM engines, which, for lack of other options, had to be used on the new model.
Neither UZAM-331.10 nor VAZ-2106 provided Moskvich any decent dynamics
At the same time, a unique solution was used in the original gearbox – the primary and secondary shafts were placed in a horizontal plane, and not above each other, which allowed reducing the dimensions of the transmission. Having abandoned the complex independent rear suspension with transverse torsion bars in favor of a semi-independent beam with coil springs, the designers managed to get rid of the problems associated with the development of this non-trivial scheme. As a result, the “forty-first” received a longitudinal arrangement of the power unit with a radiator of the cooling system shifted to the left side – exactly the same as that of many Volkswagen and Audi models of those years, including the “hundred”.
The motor and radiator are shifted to the right on the side – with a longitudinal layout and a relatively long block on the front drive, it is otherwise difficult to do
Therefore, we must admit that, in terms of layout, Moskvich was not much inferior to foreign-made cars of this class. Moreover, the front spars newly designed by the designers of AZLK provided this machine with a rather effective absorption of impact energy in the event of a frontal accident.
That’s just a “heart defect” with, in general, not the worst design turned AZLK-2141 into a loser. The car, as they say, in fact, and not in numbers (15.5-16.7 s) “did not go” with the Ufa motor, the Zhiguli motor.
And if the Soviet hatchback had only two engines (and those of others), then the Audi 100 base was a 1.6-liter gasoline four-cylinder engine, and all the rest (1.9 L, 2.0 L, 2.1 L) developed over 100 hp! Moreover, the five-cylinder in-line engine became the world’s first mass-produced engine of this layout, combining the “power of six cylinders with saving four,” as Audi claimed at that time, promoting an innovative design.
Between 4 and 6: an odd number of cylinders – Audi 100 C2 innovation
KKM is Kreiskolbenmotor or rotor, in our opinion. An experienced prototype based on the “hundredth” with a rotary piston engine, the production of which in Audi after failure with the NSU Ro-80 was considered inappropriate
But in addition to the 136-horsepower version on the model 100, there was also a supercharged “two-hundred”, which developed an impressive 170 hp.
“Two Hundred” is serious, because 136 or 170 “horses” provided this car with decent dynamics
Five-cylinder engines also worked on “heavy fuel”, developing from 70 to 87 hp. – that is, almost as much as the forty-first gasoline engines. Not very heavy (1,110-1,250 kg) car, even with a basic four-cylinder engine, accelerated to 100 km / h in 13.4-16.5 seconds depending on the transmission, and with a 2.1-liter 5E engine to accelerate to hundreds it took her less than ten seconds! Even diesel versions were faster than Moskvich and could accelerate to 160 km / h. In addition, the German car was offered not only with traditional mechanics, but also with a three-speed automatic, which, of course, did not add agility, but allowed the driver not to be distracted by gear changes.
THE APPEARANCE IN 1978 OF A ROW FIVE-CYLINDER ENGINE ADDED BY AUDI A SO REQUIRED CHARISM AND A BEAUTIFUL SOUNDTRACK.
Classic car reviews
But what about the Audi 100 C2? Despite the fairly simple design, it is completely “thoroughbred” – especially in those days when it was physically new.
It is possible that a front-wheel drive car with a long front overhang and a MacPherson-type suspension did not have the “Mercedes” equanimity of the suspension, but the comfort fully corresponded to the expectations of potential buyers, who acquired about a million “hundred” C2 in just six years of production.
Where, where, and on the snowy mountain roads, the front-wheel drive “weaving” definitely exceeded its competitors from Munich and Stuttgart
It is no accident, after all, that in 1977, in a comparative test with the Lancia Beta 2000 ES i Citroën CX2400, Car journalists praised the Audi 100 LS, calling it “a first-class car that can compare with similar Mercedes and BMW models and takes away a lot of buyers from their dealers “.