1983 was an important year for the world's automotive industry, with an unrprecedented number of important new cars being introduced, ranging from the Peugeot 205 to the Austin Maestro, from the Mercedes 190 to the Golf, from the Fiat Uno to the Pontiac Fiero. Some were hits, some misses, although arguably the Maestro fell victim to reliability woes rather than it being an inherently bad design. 1983 was also a year when the manufactures, more than any other time in the past, were obsessed with aerodynamic efficiency. There were other innovations too, such as suspension engineering, engine design and the use of light-weight materials.
The scene had actually been set the previous year, with the introduction in September 1982 of the Audi 100. To the ordinary motorist the Audi almost certainly did not have the appearance of a technological breakhrough: it looked handsome and elegant, but not particularly advanced in design. In fact, though, the Audi 100 set the standard for all the cars that were to follow in having around 30 percent less wind resistance or aerodynamic drag in relation to its frontal area than average at the time.
The measure of an object's aerodynamic efficiency is its drag coefficient, Cd, which in 1980 was about 0.45 for a typical modern car. The Audi 100, however, had a Cd of only 0.30 in base form, and that low drag coefficient was the first step towards obtaining the low fuel consumption universally regarded as essential for the 1980s. Yet the new Audi bore no resemblance at all to a teardrop or a Zeppelin, retaining the shape of a conventional three-box family sedan. A close inspection, though, revealed a significant detail: the movable glasses of its side-windows did not run up and down in the usual channels recessed into the door-frames. Instead, it was a set of inward-projecting pegs that ran in the channels, so that the glasses themselves were displaced outboard to become more nearly flush with the surface of the car, and thus reduced the air friction that called for more horsepower at a given speed and so increased fuel consumption.
These innovations were all part of a then new art called "airflow management," involving painstaking attention to numerous details by which the wind resistance of perfectly ordinary cars could be given low drag coefficients. This design technique had been applied toby other manufacturers with varying degrees of success. Ford chose a self-consciously rounded shape for their Sierra, which followed immediately after the Audi, and the result was an excellent 0.34 Cd for the car in standard form - but also some sales resistance, notably in Britain.
The Longer A Car, The Easier It Is To Reduce Its Drag
Daimler-Benz scored more highly still, perhaps, for although the drag coefficient of their "small" 190 model was only slightly lower at 0.33, the engineers and designers achieved this low level of wind resistance with little sacrifice of the traditional Mercedes shape which, with its roughly upright radiator grille, they regarded as so important. These Cd figures, however, didn't have much meaning unless they were related to a car's overall length. The longer a car, the easier it is to reduce its drag, and at 480 cm the Audi 100 was long by European standards. Viewed in this light, its aerodyynamic design was exposed as less of an achievement than it at first seemed, especially since a number of other new models were to appear in 1983 that also boasted remarkable low drag Cd figures while being very much shorter.
Thus the Peugeot 205 has a 0.35 drag coefficient - considerably higher than the Audi's 0.30 but, with an overall length of 370 cm, the French car was 110 cm shorter. At the top of the class of 1983, though, was the Fiat Uno, which was shorter still with an overall length of only 364 cm, and combined a basically conventional appearance with a 0.33 drag coefficient - astonishingly low for a small hatchback of the time.
Not every manufacturer danced to the aerodynamic tune, however. The 3-series BMW introduced in November 1982 and the Volkswagen Golf introduced in August both proved not merely to have mediocre drag coefficients but also to be remarkably similar in appearance to the cars they replaced. Their creators had clearly been so intimidated by the success of the superseded models as to conclude that significant styling changes would be unwise. As it turned out, the buying public agreed, but it is easy for us to judge this here in the Unique Cars and Parts offices some 25 years later. Were not sure if this was a brave decision, but it was right.
Finite Element Analysis - Weight Watchers For The Car
The general reduction in wind resistance achieved by most other manufacturers was only possible because for decades previously the basic principles of aerodynamics had been shamefully neglected by generations of stylists. But there was one other, arguably more difficult area that offered scope for improvement in fuel efficiency. Cars of the 1970's were in many respects overweight, however this was slowly being improved by the use of computer-aided design techniques, the best-known being a system called finite element analysis through which the structure of a car could be represented by a network of interconnected simple struts.
Weight reduction was limited by safety legislation, which required a car's structure to form a strong central passenger compartment to protect against intrusion, with energy-absorbing deformable zones at front and rear. Nevertheless, the engineers of the early 1980's had been under immense pressure to cut weight still further so that fuel consumption could be kept to an absolute minimum. The net result of this approach was that, despite the difficulties, most of the 1983 models were lighter than their predecessors. The Mercedes 190, for example, was 160 kg lighter than the larger W123 model. Such weight reductions, however, were achieved (in many cases) by using costly and exotic materials, which included special lightweight high-strength steels, usually employed in the more heavily stressed areas of a bodyshell.
Their adoption by a number of manufacturers had been accompanied by major improvements in the corrosion measures now commonly employed. Lengthy guarantees against rust were commonplace, and galvanized steel was often extensively used for underbody parts, and most quality manufacturers boasted use of a cathodic electrocoat paint bath to ensure that every nook and cranny of the body was protected with a smooth coating of primer. Wax was injected into closed body sections, wheel arches were protected against stone chipping by plastic liners, and vulnerable areas were further protected by a PVC undersealant.
Weight had also been saved in many of the 1983 models through the use of plastic components. The trend-setter in this respect was the Citroen BX introduced late in 1982 as a 1983 model, the bonnet and tailgate frame of which, as well as the bumpers and numerous smaller parts, were made of plastic. The Citroen was rivalled by the Honda CRX coupe, the nose, front wings and lower body sides of which were made of plastic, and the Stingray Corvette retained the glass fibre rear spring and body panels of its predesessor. Another remarkable car, the mid-engined Pontiac Fiero, had plastic body panels clothing a steel base-frame. On more ordinary cars, bumper/ spoiler assemblies moulded from some form of plastic were becoming common, those of the Austin Maestro being among the first to be capable of withstanding the heat of the paint baking process so that they could be accurately matched in colour to the body.
Engine design changed little in 1983, and transmission design even less so. The economy-optimized, electronically controlled, continously variable transmission system was much talked about, but a long way off. Instead, most motor manufacturers took the easy way out, fitting very high ratios - top gears giving 40 km/h or more per 1,000 rpm were common even on cars of less than two litres capacity. But while such high ratios could do wonders for official fuel consumption figures, the result all too often was a very sluggish car, especially when a four-speed rather than a five-speed gearbox was fitted.
Quite significant advances, however, were made in the design of conventional automatic transmission systems - normally fuel wasters due to the fluid churning losses in their hydro kinetic torque converters. The ZF unit fitted to certain BMW models was a good example, with its four ratios, torque-converter lockup for cruising, and economy or perforrmance programmes that altered the changeup points. The die-hard motoring enthusiast could take comfort from the fact that all these improvements in fuel consumption had almost invariably been obtained at no sacrifice in performance and in many cases were accompanied by an actual increase in performance. Moreover, the struggle to improve fuel efficiency while meeting complex exhaust emission and safety laws had not prevented a number of manufacturers from introducing fundamental innovations.
In some ways one of the most remarkable of these was the Pontiac Fiero. The adoption of such a sophisticated "European" design configuration as the mid-engine layout for the Fiero represented a fundamental change in the General Motors philosophy. True, that centrally located engine, mounted behind the driver but ahead of the rear wheels, was a 2.5-litre four developing a pathetic 92 bhp - but still, there was plenty of potential for more power in the basic concept of the car. But perhaps the most intriguing innovation of the year was the multilink rear suspension system developed by Daimler-Benz for the Mercedes 190. Behind its creation lay a determination to make this new car as refined as the larger Mercedes models, coupled with a realization that its lower weight and smaller size would make roadnoise suppression to the same standard considerably more difficult. Hence more compliance than ever before would have to be incorporated into the suspension bushes, and special care would be needed to compensate for the geometrical errors that would be introduced.
The result was a complex system of five links for each wheel. These could roughly be regarded as consisting of two splayed upper links together forming an upper "wishbone," a pair of lower links forming a lower "wishbone" and an additional steering connection link. In basic principles this system was easy to understand: the geometry of the various struts was such as to introduce a toe-in effect which exactly cancelled the toe-out created by a rearward force acting on the elasticity in the joints - and vice versa. Thus when the wheel hit a bump, it was allowed to move a short distance backwards by the compliance in the pivot-points, to cushion the blow, but no unwanted steering effect was created. In practice, however, the system was immensely complicated and its action hard to visualize, since it provided full, or almost full, compensation in three dimensions for all elasticity-induced errors acting both longitudinally and laterally.
Having dropped the Alfasud name, Alfa Romeo took the name for its successor from their own recent history. The Alfa 33 was originally a sports racing car, but in its 1983 form it was a sophisticated development of the Alfasud, with lines that echoed the company's policy of bringing the northern and southern units of the Alfa organization closer together. Consequently, there was an echo of the Giulietta in the rising waistline, and little to remind you of the rounded lines of its predecessor. The engine was pure "Sud" however, a flat-four of either 1350 cc capacity producing 79 hp or 1490 cc producing 85. Both drove through five-speed boxes, and the suspension was closely based on that of the original Alfasud, so handling and driver satisfaction were set at high standards.
Four-wheel drive was introduced for the new Alfa 33 4 x 4, the conversion being achieved by the simple expedient of adding an output shaft to the existing transaxle and feeding the drive to a new rear axle by means of a propshaft with a centrally mounted support bearing. Only an increase in ground clearance identified the new model, which had the exterior appearance and interior space of its more conventional predecessor.
Alfa released the Arna in 1983, the long-awaited result of the marrriage between Alfa and Nissan. It turned out to be fairly unexciting, with an Alfasud engine and drive train in a Cherry-style body, but as a Japanese steppingstone into the closed Italian market it was politically important.
Changes of policy at Alfa Romeo during 1982 meant that the Alfasud name was being eradiicated, and the 1983 version of the stylish little flat-four-powered coupe version was known simply as the Alfa Romeo Sprint. The most powerful model was known as the Quadrifoglio Verde (Green Cloverleaf) and benefitted from an increase in power to 105 hp which gave a top speed of 112 mph. Attractive new alloy wheels and Michelin TRX tyres matched the increased performance, and a black colour scheme with green accents matched the new name.
Audi kept the announcement of their new model until the European winter, it being a car well able to handle the worst of weather and road conditions - the Audi 80 Quattro. The second step along Audi's then avowed path of making four-wheel drive versions of every model in their range, it was much less adventurous in appearance than the Quattro Coupe, with only the badging and larger diameter wheels distinguishing it from the rest of the 80 range. Under the skin it was a different story, with the 136 hp fuel-injected five-cylinder engine of the 100 saloon driving all four wheels through the same transmission as that used in the Coupe.
Like the original Quattro, four-wheel drive was permanently engaged and there were differential locks for the front and centre differentials for use under extreme conditions. Although the outer panels were those of the standard 80, the entire floor pan and suspension and drive components were taken from the first of Audi's four-wheel drive family, and thus benefitted from experience gained during the Quatttro's dazzling performances in international rallying. With a top speed of 120 mph (193 km/h) and a 0 to 60 (100 km/h) time of 9.1 sec., the 80 Quattro was unquestionably one of the best wolves in sheep's clothing of the mid-eighties.
The Audi 200 was a direct derivative of the superb 100, and as with the earlier 100 and 200 ranges, was a transformation of the up-market saloon into a luxurious businesssman's express. Any improvement on the already exemplary 100 was bound to be something special, and the new 200T was no let-down. The addition of a turbocharger, an intercooler, and various detail improvements to the 2.2 litre five-cylinder which powers the fastest versions of the 100 made the 200 one of the fastest sedans in production, beaten on top speed by only the Jaguar XJ12 and Mercedes 500SE.
The 200T benefitted from 182 bhp, and that pushed the slippery car to a maximum of 143 mph with acceleration figures of 0 to 60 mph (100 km/h) in 8.2 sec. with a manual gearbox - and only 8.9 with the optional three-speed automatic. The body was externally similar to the 100, with its carefully studied aerodynamics, flush glass, and light weight, so the fuel consumption figures were similarly impressive; the 200T turbo recorded 31.7 mpg at a steady 75 mph (120 km/ h) with the manual box (28.8 for the automatic), and the standard 200, with the same engine as the larger-engined 100, but modified to provide more torque, had comparative figures of 34.9 and 32.1.
Suspension was stiffened to suit the enhanced performance of the 200, and the cars were fitted with bigger wheels and tyres. On the inside, the trim was improved to luxury standards - and beyond, if the buyer let loose on the extensive range of options. Externally, the 200 was as understated as the 100, and only a wider and deeper front spoiler and different headlamps identified the new car.
The 1983 Geneva show saw the introduction of the Audi Avant, the estate car version of the 1982 Car of the Year, the Audi 100. Echoing the unique lines of the saloon, the Avant offered an extremely large load space allied to performance and economy which were only a couple of percent down on the figures returned by the 100.
The Audi Quattro Sport was the promised "Super Quattro" designed to make even Audi's established rally winner look tame. The proven formula of permanent four-wheel drive with lockable diffs was retained, but it was allied to a newly developed engine of 2.13-litre capacity. Twin camshafts operated four valves per cylinder, and an intercooler was fitted to make the turbocharger even more efficient. Audi quoted 300 horsepower in standard form, with scope for much more in the hands of the rally development engineers - up to 50% more if needed! The whole was packaged in a body 12.6 ins shorter than the existing Quattro Coupe, using a number of lightweight panels.
Like the Renault 9 (see below), the Austin Maestro came with a voice synthesizer in the dash of the top models. The ladylike, but somewhat robotic, tones of the Maestro's synthesizer tended to hog the interest of the popular press when the car was announced, but there were much more important aspects to the British Leyland creation. One of the most important was the fact that it was the key to the continued existence of British Leyland itself; the Metro was the first step along the road to recovery, but complete salvation could only be achieved if the more profitable Maestro became a success.
The BL project team had come up with a car which was fully in line with then current thinking. The budget didn't run to a new power plant, so the car used the existing version of the A series engine which had been used in Austin cars ever since they really were Austins, and which was then known as the A-Plus in its 1.3 litre version. Also available was a modified version of the overhead cam "E" series engine introduced in the Austin Maxi, however this was dubbed the "R" series in its 1600 cc form for the Maestro. Power available ranged from 64 hp in the economical 1300 version to 103 in the high performance model with its MG badge.
Budget constraints also led to the decision to buy in a gearbox from VW rather than developing a new one, and British Leyland used four versions to achieve the same ends as VW did with their Golfs - from a 3 + E in the economy model to a GTI five-speed in the MG. Strangely, British Leyland also abandoned their gas and fluid-based suspension systems for coil springs all round, the semi-independent rear layout being very close to that of the Golf. In the body, however, BL at least expressed some individuality. Available only as a five-door hatchback, the Maestro had lines which, while echoing all the other cars of its type and generation, were nonetheless unique. Designed just before the days when weight-saving was everything, the spacious passenger compartment had big windows, a styling feature which was by 1983 considered a sin, because even thin glass was a heavy material.
The result was a car which had a passenger compartment of 1.6 litre size attached to a 1.3 litre-size engine compartment. The compact lines of the front box were helped by the use of then new Lucas "Homofocal" headlamps which gave the same amount of light from a much narrower lamp. Despite the need to base the car on what might be regarded as outdated mechanical elements, British Leyland incorporated much that was then state of the art in the Maestro, including the first electronic engine management system to be applied to a carburettor-equipped engine and a solid-state liquid crystal instrument panel in the luxury models. The Maestro made its public debut at the 1983 Geneva show.
In 1983 Bertone came up with the Delfino. Based on the Alfa 6, the car had a wider track and reduced overhang, with an overall length of 4.14 metres. Seating capacity was 2+2, and the model was notable for its flush glass and unusually rounded lines for a car which retained a three box format with a capacious luggage compartment.
1983 marked the long awaited new range or BMW 3 series. The designers brief had been to improve the road-holding - always the 3 series' weak spot with enthusiastic drivers - increase interior accomodation within the same exterior dimensions, and improve performance and economy. The whole was achieved successfully in a car which was little changed in looks from its predecessor, but which was lighter, faster, and more fuel-efficient. The 1983 range covered two four cylinder cars, the 316 and the 3l8i, and two sixes, the 320i and the 323i.
The "i" suffix denoted fuel injection, Bosch's K -Jetronic for the 318 and L-Jetronic for the two models at the top of the line. Detail improvements to the efficient power units combined with the lighter weight and subtly improved aerodynamics resulted in a 12% reduction in fuel consumption coupled to better acceleration and higher top speeds, with the 323i heading the list with a 0 to 60 time of 9.2 sec. and a top speed of 125 mph. On the suspension side, a new front-end layout included the use of a wide sickleshaped control arm which was claimed to provide a more comfortable ride while at the same time reducing the influence of heavy braking on steering efficiency.
At the rear, the sweep-back angle of the semi-trailing arms was modified after experience gained with the larger BMW models, and the springs and shock absorbers, previously mounted concentrically, were separated to give quicker reaction to road irregularities. A secondary benefit was an increase in available boot space.
As the year approached its mid-point BMW did something that traditional admirers of the marque might never have dreamed possible - they introduced a diesel. The BMW 524TD designation told the whole story; a 5 series car with a 2.4 litre turbocharged diesel. The six-cylinder engine was built for BMW by Steyr in Austria, and was only accepted for production after BMW management were satisfied that it had the necessary "sports" characteristics to appeal to BMW customers. Developing 114 bhp at 4800 rpm, and with torque figures of l55lb/ft at 2400 rpm, the engine gave the big five seater a top speed of 112 mph while returning a steady speed consumption of 40 mpg at 75 mph (120 km/h). With special attention being paid to noise and vibration damping, the car was well up to BMW standards of comfort.
Fiat introduced their bread-and-butter car at the 1983 Frankfurt Auto Show, the Regata, a medium class car which was to replace the 131 range. The Regata's Ritmo parentage was obvious at the front end, but Fiat were anxious to point out that the Regata was a major redesign and not just an "add a boot" operation. Engines ranged in size from 1.3 to 1.6 litres, with a 1.7 diesel also available. Although speed was a big selling point, with 112 mph available from the Regata 100, at the top of the range, there was also one of Fiat's "ES" energy saving versions which featured an automatic engine stop and start device.
The Fiat Ritmo 130 TC was the company's second entry, an even more powerful version of the 125 TC. Built by Abarth, the car used the 1995 cc twin cam four-cylinder which produced 130 hp at 5900 rpm. The car featured all the usual attributes of its type, but an unusual aspect was the use of clear plastic wind deflectors on the front windows to improve airflow and lower the Cd by what Fiat assured potential buyers was of a measurable amount.
The Fiat Uno was the replacement for the much-appreciated 127, and its name reflected its position in the market - the one (uno in Italian) litre class. In many ways the Uno represented a new vitality at Fiat, which was trying very hard to shrug off the dark days of the late seventies and the many problems which they had presented. Evidence of the faith placed in the Uno was the fact that it represented Fiat's biggest investment in some 10 years, a sum of over 700 million dollars. The investment was not only in the development of the new car, but also in its manufacture, with a large proportion of the total earmarked for production tooling and the further robotiization of what was then already one of the most automated installations in Europe, the Mirafiori and Rivalta factories.
In common with other manufacturers, Fiat paid particular attention to lightening and simplifying the body for the Uno, and evidence of their success was to be seen in the fact that the body was made up of 172 parts, compared with the 267 in the 127 unit. Welds were also reduced, from 4280 in the 127 to only 2700 for the Uno. Of those 2700, only 30 - roughly 1% - were done by hand. The body styling followed the trend for enclosing the maximum interior space in the minimum exterior dimensions. The result was a pleasant boxy shape which, with its high tail-end, gained the twin advantages of good boot space and good aerodynamics following the ideas of Professor Kamm. The Uno's Cd of 0.34 was extremely low for a car of this type, and was the result of attention to aerodynamic detail rather than obvious wind-cheating devices.
Power for the new car was provided by the 903 and 1116 cc units developed for use in the Ritmo, driving through four or five-speed gearboxes according to model. Suspension was all-independent with the ubiquitous MacPherson struts at the front and a new rear layout comprising trailing arms with coil springs and telescopic dampers. Available in three and five-door versions, the Uno turned out to be a very worthy successor to the 127.
Ford continued to improve the Escort, and its sales continued to thrive. The estate version opened up new markets, and later in the year it was joined by the convertible Escort Cabriolet, at last put into production after a number of motor show appearances to test public opinion. Since the end of 1982 the Escort had been offered with the option of an automatic gearbox, and the autumn of 1983 saw the introduction of a diesel engine option which further enlarged one of the most complete ranges then offered by a European manufacturer.
1983 saw the first rethink of the Fiesta, originally introduced in 1976, and by the end of 1982 boasting sales of 2.5 million behind it. The most obvious change to the car was a restyled front end smoothed in deference to the great god Cd. In fact the new shape was of greater cosmetic influence than aerodynamic, for it only dropped the Cd from 0.42 to 0.40, but it did cover the most important changes which gave the car the ability to accept a whole new range of engines. The 1.3 and 1.6-CVH engines developed for the Escort were now able to fit in the Fiesta bodyshell, and so was the newly designed 1600 cc Ford diesel. This latter returned consumption figures in steady speed tests which made the Fiesta the most economical car then available in Europe, with no less than 74.3 mpg at a steady 55 mph. Similar, if not so outstanding, improvements in economy were reflected across the range, and for the sportsman there was the XR2 with a claimed top speed of 108 mph.
After the initial popularity of the hatchback, 1983 witnessed the revival of the good old fashioned boot. Once such car was the Ford Orion. Based on the Escort, the Orion served the dual purpose of extending the appeal of the Escort and giving Ford dealers an alternative to offer Taunus/ Cortina owners who were looking to change but were put off by the Sierra's unusual styling. Traditionalists would have found little to quibble about in the Orion, for front wheel drive was by 1983 quite normal for anything up to two litres, and even a Cortina owner was likely to accept it. Engines available were the 1.3 and 1.6 Ford four-cylinder units in their various states of tune, together with the company's then newly developed 1600 diesel, unusual in that it was designed from the inception as a diesel, and was not modified from an existing petrol design.
From Italy came the Lancia Coupe VX and HP Executive VX, the "VX" tag marking the cars as being fitted with the Volumex engine with its Roots type supercharger. Already available in the Trevi saloon, the 1995 cc engine produced 133 hp in blown form compared to the 120 horses of the standard version. Torque was up too, from 120 lb/ft at 2800 rpm to some 152 at 3000.
An end-of-year announcement in 1982 was a new high-performance version of the Lancia Delta, the 1600 GT. Car of the Year in 1980, the Delta had created a niche as a luxury small car with good road manners and a high standard of trim. The addition of the 1600 GT to the range meant that Lancia could also have something to offer to the driver who wanted speed and acceleration. The injected 1585 cc four produced 105 hp at 5800 rpm, for a top speed of III mph (180 km/h), with 0 to 100 km/h (62 mph) in 10.2 sec.
Following the trend towards adding an extra box to a hatchback design was the Lancia Prisma, based on the Delta. This was more than just a simple sheet metal addition job however. Aiming at competition like the up-market Audi 80s, Lancia had put a lot of effort into the transformaation, paying much attention to smooth aerodynamics and improved corrosion resistance.
British Leyland, fighting off the bad reputation that dogged it until the introduction of the Metro, introduced two new sporting models for the 1983 model year, one at either end of the size spectrum. Spiritual successor to the Mini-Cooper S, the MG Metro Turbo benefitted from Lotus turbo technology and a boost which varied with engine speed to produce more horsepower than had ever been squeezed out of the venerable A series power unit. 93 bhp at 6130 rpm was no less than 21% more than that of the good old 1275 "S" engine. A top speed of 112 mph and a 0 to 60 (100 km/h) time of 9.9 sec. was the result, and modifications to brakes, suspension, and wheel and tyre sizes completed the package.
At the other end of the scale, the Rover Vitesse foreshadowed the Austin Rover Group's competition plans for the big V88engined Rover. A production target of 2000 cars per year meant that the beespoilered SDI was more than a mere homologation special however. Lowered suspension, 60-series Pirelli P6 tyres on alloy rims, brakes developed from those fitted to Rover's police specials, and fuel injection to give a power output of 190 bhp - 35 hp more than the SE model- all helped the Vitesse become an exciting road car and a successful tin-top racer.
December of 1982 saw the public announcement of one of the most eagerly-awaited cars of the early 1980's, the new "small" Mercedes 190. One of the few success stories in theindustry in during that time, Mercedes-Benz had seen that there was a market for their kind of quality in a smaller car, and set out on what the company itself described as "probably the most intensive effort in its history", the creation of a car to take advantage of that demand. The standards set were high, with the S-Class providing parameters for ride commfort and noise level, workmanship and value retention - an important element in the sales of Mercedes cars.
The 190, Mercedes claimed, meet all those standards, together with the standard requirements of any quality car of the mid-eighties, performance with economy. Available in two versions, the carburetted 190 and the fuel-injected 190E, the car was unmistakeably a Mercedes, with a front end which captured the essence of Stuttgart styling. The rear, in deference to aeroodynamic needs, was high and stumpy, and perhaps the car's weak point aesthetically, but the whole was just what its designers meant it to be - a "Merc". Available with four or five-speed manual gearboxes or a new four-speed automatic, the 190 used the 2-litre four-cylinder engine which Mercedes first introduced in 1981, producing 88 bhp with carburettors and 121 bhp with the hybrid mechanical/electronic fuel injection which was based on the Bosch KA Jetronic unit.
The injection version had a useful performance margin over the bread and butter model with a top speed of 121 mph (195 km/h) against the 190's 109 mph (175 km/h). The inherent efficiency of injection meant that fuel consumption figures were almost identical, with both cars returning 36.2 mpg (7.8 1/ 100 km) at 75 mph (120 km/h). Important factors in the good fuel efficiency was the car's low drag factor (0.33) and light weight. Inside, the 190 was a typical Mercedes, which was either a plus point or a minus point depending on the individual's reaction to the Stuttgart firm's approach to the driver's work-station. The front end of the 190 featured a new damper and strut suspension of fairly traditional aspect, but the rear suspension was an entirely new lay-out of such complexxity that only a Mercedes engineer could explain it in less than a chapter. No less than five struts shared the task of suspending and locating each rear wheel, resulting in a system which, according to Mercedes, combined ride comfort and handling precision in a manner never before achieved.
Mercedes followed the four valves per cylinder trend of the early 1980's with a new version of the 190, the 190E 2.3 16. The 2.3 model used a 16-valve version of the 190E's power plant which owed much to work done by Cosworth Engineering, and was first developed with Mercedes' aborted rally programme in mind. The arrival of the new car was publicised by a series of records which were taken at the Nardo track in Italy, and in which specially prepared cars covered distances of 25,000 km, 25,000 miles, and 50,000 km at average speeds up to 247 km/h (153 mph). Road versions of the car had 185 hp and were capable of a 0-60 time of 8 seconds. Road-holding was catered for by wider track front and rear, wider and lower tyres, and the fitting of self-levelling suspension at the rear. The body and interior were decked out in go-faster style, with spoilers, wing extensions and sport seats, etc.
New for 1983 was the Mercedes-Benz diesel-engined 190D. A new powerrplant, a four-cylinder developing 72 hp, gabve the car a top speed of 100 mph and fuel consumption of 42.8 mpg at a steady 75 mph. Noise levels were considerably reduced by effectively enclosing the engine in a sound-proofed compartment.
From Opel during 1983 came another challenger in the battle to topple the Golf GTI from its position as the top sporting hatchback. The Kadett GTE (sold in Britain as the Vauxhall Astra) used the 1800 cc engine from the Ascona SR with Bosch LE-Jetronic injection with fuel cut-off, and electronic ignition. A five-speed gearbox was standard, as was lowered suspension, wide alloy wheels, wide tyres, front and rear spoilers, Recaro seats, and an individual colour scheme. The result was attractive, but as manufacturers find even to this very day, not enough to unseat the GTI from top spot Close my friends, but no cigar.
The archetype of the middle class family car in Europe in the early 1980's, the Opel Rekord (sold in Great Britain as the Vauxhall CarIton) received some subtle changes as 1982 drew to a close, with an almost imperceptible re-styling job on the front end improving the aerodynamics. The main changes were under the skin, with improvements to the chassis and running gear making the car smoother and quieter. The trend towards engines which produced their maximum torque low in the rev range found another convert in the Rekord, which was offered with the General Motors LET (Low End Torque) engine, first introduced in the Kadett, in 1800 cc form.
Another small car to be introduced at the same time as the Fiat Uno (see above) was the Peugeot 205. An attractive front wheel drive four-door with hatchback, the 205 was designed to plug a gap in the Peugeot range between the 104 and the 305. The French company drew on the experience it had gained from its VERA experimental project in the development of the 205, and the results were to be seen in many aspects of the car, from engine design to the full-cover wheel discs.
There were five versions in the 205 range, with three engine sizes - 954, 1124, and 1360 cc - covering the field from basic simplicity to GT performance. The 1360 cc engine used in the SR version of the car was a direct result of the work carried out on the VERA project, and was described as being designed to provide exactly the right blend of flexibility, performance, and economy for the typical commuter. This meant that it developed 98% of its maximum power at 4300 rpm and had a power curve which remained virtually flat between 5000 and 7000 rpm.
Again, the Peugeot designers had striven for lightness in the 205's body, and an extensive use of computer aided design techniques enabled them to use thinner gauge sheets in certain areas and cut the body structure weight to a total of only 429 Ibs (194 kg). Aerodynamics left their mark on the attractive lines of the car, but despite its more streamlined appearance, it has a Cd of 0.35 compared to the 0.34 of the stubby-looking Uno, showing that the proof of drag is in the wind tunnel, not the eye of the beholder!
During 1983 Porsche were celebrating the twentieth anniversary of the introduction of the range, and announced the 911 Carrera, with an engine enlarged to 3.2 litres and numerous detail improvements, but the real hit was their Group B prototype. A 2.85-litre turbocharged engine based on that of the 935 and 936, electronically controlled four-wheel drive, lightweight body, competition suspension, Dunlop Denloc safety tyres. The plan was to build 200 for homologation purposes, and most of them would become hard-used race and, according to the rumours abounding at the time, Rothmans rally cars.
The Renault 11, announced just before the 1983 Geneva show, was a natural progression from the Renault 9 which was enjoying sales success not only in Europe, but also in America, where it was built by American Motors as the Alliance and was one of the big hits of the 1983 model year. Reversing the trend of adding a boot to a hatchback, the 11 was a hatchback version of the booted 9. Available in three and five-door versions, the car used the mechanical basis ofthe 9 range - 1108 and 1397 cc four-cylinder engines, four and five-speed manual gearboxes and a three-speed automatic, MacPherson strut front and trailing arm and torsion-bar rear suspension. The body, however, bore only a passing resemblance to the 9. The front end treatment owed much to its American cousin, the Alliance, and the back, with its wrap-round window, was clearly Fuego-influenced. Heavily sculptured side panels gave the car a look of the Range Rover. It was in the field of electronics that Renault had decided to give the 11 its individuality, and the top-of-the-line model was dubbed the "TSE", with the E standing for "Electronique". The TSE's show-piece was its control panel, with liquid-crystal displays replacing the normal dials and needles, a top-quality radio and cassette player built in with the controls a finger's length away from the wheel, and a voice synthesizer which would warn the driver of malfunctions in a friendly voice.
British Leyland, fighting off the bad reputation that dogged it until the introduction of the Metro, introduced two new sporting models for the 1983 model year, one at either end of the size spectrum. The smaller of the two was the MG Metro Turbo (listed above), while at the other end of the scale, the Rover Vitesse foreshadowed the Austin Rover Group's competition plans for the big V8-engined Rover. A production target of 2000 cars per year meant that the be-spoilered SDI was more than a mere homologation special however. Lowered suspension, 60-series Pirelli P6 tyres on alloy rims, brakes developed from those fitted to Rover's police specials, and fuel injection to give a power output of 190 bhp - 35 hp more than the SE model- all helped the Vitesse become an exciting road car and a successful tin-top racer.
The 1983 Golf was lmost identical to the original at first glance, however the car was in fact very much improved - better aerodynamics, better economy, and more internal space within the same external dimensions. VW's designers obviously did not want to change a winning style, and, although the overall length was increased by 170 mm (6.69 ins), the Golf shared the boxy lines which the old model had made an everyday sight on the roads of the world. The changes under the skin were major, however, and just one statistic showed the progress which had been made - the drag coefficient had tumbled from 0.42 to 0.34, thanks to work on the front end of the car, its overall profile, and airflow round the vital area comprised by the windscreen, its pillars, and the front quarter lights.
Internal space was increased to give more elbow room and more head and knee room front and rear. In addition, there was more space in a boot which was easier to load. Other detail improvements included a bigger fuel tank and an improved heating and ventilation system. The power units of the existing range were then acknowledged as some of the best in the world, so only detail changes were made to fit them for the new models, which started with a basic 1300 cc version and went through to the 1800 cc GTI, passing through all the existing permutations of 1300, 1600, diesel and turbo diesel along the way.
Volkswagen joined the "4" trend in 1983 by introducing a four-valves-per-cylinder engine for the Scirocco 16V, and four-wheel drive for the Passat Variant Tetra. The Scirocco engine was based on the 1800cc, injected unit of the Golf GTI, and thanks to its newly developed cylinder head produced 139 hp at 6300 rpm. Performance was the car's raison d'etre and figures of 0-60 mph in 8 seconds and a maximum speed of 130 mph made the car the top model in the VW range, replacing the Golf GTI. Disc brakes all round and the usual spoilers and wing flares completed the package, which was obviously aimed at a market segment which would have previously bought a GTI and spent large amounts of money on "personalising" it to look like all the other individually styled GTIs.
The VW Passat Tetra was aimed at a vastly different client to the Scirocco 16V (above). The body style chosen for VW's essay in all-wheel drive was a utilitarian one, designed to appeal to farmers, doctors, and the like, but the company's publicity material referred to the road driving advantages of permanently engaged four-wheel drive rather than its off road capabilities. The engine was a 1994cc five-cylinder producing 115 hp and similar to that introduced at the same time in the Audi 80 Quattro.
The Volvo 760 was proving to be a good seller for the Swedish company, and the car's angular styling, at first controversial, was becoming more accepted. The original GLE version, with its Peugeot-Renault-Volvo V6 engine was first joined by a turbocharged in-line diesel six version which offered luxury and economy. Then, widening the car's appeal even further, Volvo introduced a performance version with a turbocharger. Contrary to what might have been expected, the engine chosen was not the Douvrin V6, but the 2.3 litre four already used in turbocharged form in the smaller 240 Volvos. Fitted with an intercooler and a Garrett T3 turbo, the engine produced 173 bhp at 5700 rpm, sufficient for a claimed top speed of 125 mph. An additional benefit of the turbocharged four version was that it was not only faster than the GLE six, but also more economical.
