Volkswagen K70

Volkswagen K70
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Overview
Manufacturer	Volkswagen
Also called	NSU K70 (1969–1970)
Production	1970–1974
Assembly	Neckarsulm (NSU model) Salzgitter (VW model)
Designer	Claus Luthe
Body and chassis
Class	Large family car (Mid-size car)
Body style	4-door sedan
Layout	FF layout
Powertrain
Engine	1.6 L I4 1.8 L I4
Dimensions
Wheelbase	2,690 mm (105.9 in)
Length	4,455 mm (175.4 in)
Width	1,665 mm (65.6 in)
Height	1,455 mm (57.3 in)
Curb weight	1,100 kg (2,425 lb)
Chronology
Predecessor	none
Successor	none

File:Volkswagen K70 arriving Schaffen-Diest 2015.JPG

The 1973 facelift involved replacing the rectangular headlights: this distanced the car a little from its NSU origins.

The Volkswagen K70 is a four-door, front engine, front wheel drive sedan developed by NSU and marketed from 1970–1975 by Volkswagen — after its 1969 acquisition of NSU.

Designed by NSU's chief engineer Ewald Praxl and styled by Claus Luthe as a four-door sedan (and three-door wagon) to complement the NSU Ro80, the K70 would ultimately become the first Volkswagen with a front-mounted engine, water cooling and front wheel drive. Competing with VW's own 411/412 and Audi's 100, the K70 was ultimately marketed only as a sedan — with 211,127 examples manufactured for model years 1970-1975.

The K70 retained NSU's naming convention — with K denoting the German word Kolben (piston) and 70 designating an engine output of 70 PS (51 kW; 69 hp).

Development

The K70 was originally developed to complement the Ro 80, distinguished by its conventional piston engine rather than the Ro80's Wankel rotary engine. NSU scheduled the press launch for March 1969, intending to present it to the wider public at the 1969 Geneva Motor Show.

Prior to launch, rumors arose that Volkswagen would absorb cash strapped NSU. Even before the take over had been made public, the K70's future was threatened by management concerns that the K70 was too close in size and price to the recently launched Audi 100. Plans for the K70 launch were deferred at the last minute, with rumors that Volkswagen removed the K70 from NSU's show stand on the eve of the show.

A 26 April 1969 NSU shareholders' meeting endorsed a NSU/VW merger, where NSU to take over Auto Union in return for an increase in the NSU share capital issued to Volkswagen. In reality, VW took over NSU, and during 1969 NSU was integrated with Auto Union, which Volkswagen had acquired from Daimler Benz in 1964 — in turn creating the basis of modern day Audi.

VW needed a new family sedan to replace the Type 4, which itself had been intended as a move upmarket from Type 1-based cars. Considering the K70, with its front wheel drive and modern styling, could transform its image, VW scrapped publicity material showing the K70 badged as an NSU, and just over a year later the sedan went into production at Volkswagen's new Salzgitter plant, rather than at NSU's Neckarsulm plant. Branded as a Volkswagen, the K70 arrived off the production line in August 1970, and was subsequently launched in export markets. A launch date for the wagon / estate version, which would have competed directly against the Volkswagen 411/412 Variant, was delayed indefinitely.

Engine and transmission

The K70 as launched featured a four-cylinder water-cooled engine: this was a development from the four-cylinder air cooled engine mounted in the rear of the NSU 1200, its displacement increased to 1605 cc. Despite reports that the car's name reflected an output of 70 PS (51 kW; 69 hp), the car at launched boasted a claimed 75 PS (55 kW; 74 hp). The engine was longitudinally mounted, well forward and placed directly above the differential, between the front wheels, and canted to the right. The clutch and gear box were directly behind the differential, and the three comprised a compact package which necessitated a relatively high bonnet / hood but which also maximised the proportion of the car's weight carried by the front wheels, and the space available for passengers and their luggage, characteristics that the K70 shared with the NSU Ro80. Despite this arrangement, accessing or replacing the clutch was possible, using a service ramp, without any need to move the engine or gear box. The K70 also featured the same inboard disc brakes as the Ro80.

The performance from the engine, especially on the entry level 75 PS (55 kW; 74 hp) versions, was merely adequate. Comparison with the 411, which by 1970 had acquired an enlarged engine and fuel injection, was and is hard to avoid. Neither of VW's family middle weight sedans topped the charts for top speed and acceleration, nor for fuel consumption, and the K70's indifferent fuel consumption became an increasingly pressing issue because the car's production run coincided with the 1973 oil price shock.

The 1973 introduction of an 1807 cc version with a claimed 100 PS (74 kW; 99 hp) addressed performance concerns and was accompanied by redesigned engine and transmission mountings intended to reduce interior noise. The final K70s did out-accelerate the final 412s, and had a higher maximum speed with the 411/412 offering a fuel mileage advantage.

The body

Tall by contemporary standards, the K70 benefited from the space saving characteristics of its front wheel drive layout and compact engine installation. The boxy cabin was unusually spacious and the luggage capacity class leading. The driver sat slightly higher than in competitor vehicles and the large window area conferred above average all-round visibility. The relatively large glass area also led to the car carrying an above average proportion of its weight above waist height, however, rendering a wide track particularly important in order to ensure lateral stability.

The 1960s was a decade when forward looking manufacturers were highlighting secondary safety features. Those on the K70 included a fuel tank mounted directly ahead of the rear axle and boot/trunk, and within the wheelbase. As publicity for the Mercedes-Benz S Class would stress when that car was launched in 1972, this was the least vulnerable position in terms of the risk of the fuel tank being punctured in the event of a crash. The steering column was angled in order to reduce the risk of its being pushed too far back into the passenger cabin, and while seat belts were an optional extra, at least on the domestic market, mounting points for them were standard.

Commercial

File:Bundesarchiv B 145 Bild-F040733-0008, Salzgitter, VW Autowerk.jpg

VW K70 and VW 412 being produced at Salzgitter.

For the Volkswagen dealership network, their staff trained over many years to promote and service rear-engined air-cooled cars, the appearance at relatively short notice of the water-cooled front-engined K70 presented a challenge. Although the car was priced below the Audi 100, there was an unavoidable overlap in the market place with the Volkswagen 411. Despite the different badging, some potential buyers may have tarred the K70 with the same brush as its unreliable NSU Ro 80 sister car, leading to poor sales. The car also gained a reputation for rampant body corrosion from which it never recovered.

The K70 was replaced in 1973 by the Audi-based Volkswagen Passat, although it continued in production until February 1975, by which time Volkswagen had produced 210,082 K70s before the car was withdrawn. An alternative source gives the production total of the K70 as 211,127. Of these, only 800 were thought to have been produced in right-hand drive for the British market. The K70 together with the VW 411/412 ended up being the only cars ever to be produced at Salzgitter, the plant being turned over for engine and transmission manufacture for the entire Volkswagen Group, which continues to the present day.

Data

Technical data VW K70 (Manufacturer's figures except where stated)

VW K70	1600	1600S	1800S
Produced:	1970–1974	1970–1973	1973–1974
Engine:	4-cylinder-inline engine (four-stroke), front-mounted
Bore x Stroke:	82 mm x 76 mm		87 mm x 76 mm
Displacement:	1605 cc		1807 cc
Max. Power @ rpm:	75 PS (55 kW; 74 hp) @ 5200	90 PS (66 kW; 89 hp) @ 5200	100 PS (74 kW; 99 hp) @ 5300
Max. Torque @ rpm:	122 N·m (90 lb·ft) @ 3500	134 N·m (99 lb·ft) @ 4000	152 N·m (112 lb·ft) @ 3750
Compression Ratio:	8.0 : 1	9.5 : 1	9.5 : 1
Fuel feed:	single 2bbl-carburetor Solex 40DDH, later 40DDHT
Fuel tank capacity:	52 L (13.7 US gal; 11.4 imp gal)
Valvetrain:	Overhead camshaft, duplex chain
Cooling:	Water
Gearbox:	4-speed-manual, front wheel drive
Electrical system:	12 volt
Front suspension:	MacPherson axle, coil springs, anti-roll bar
Rear suspension::	Trailing arms, coils springs, anti-roll bar
Brakes:	Front inboard discs (Ø 255 mm), rear drums, servo-assisted
Steering:	Rack & pinion
Body structure:	Sheet steel, unibody (monocoque) construction
Dry weight:	1,060 kg (2,340 lb)	1,060 kg (2,340 lb)	1,100 kg (2,400 lb)
Loaded weight:	1,510 kg (3,330 lb)	1,510 kg (3,330 lb)	1,560 kg (3,440 lb)
Track front/ rear:	1,390 mm (55 in) 1,425 mm (56.1 in)	1,390 mm (55 in) 1,425 mm (56.1 in)	1,390 mm (55 in) 1,425 mm (56.1 in)
Wheelbase:	2,690 mm (106 in)	2,690 mm (106 in)	2,690 mm (106 in)
Length:	4,420 mm (174 in)	4,420 mm (174 in)	4,470 mm (176 in)
Width:	1,685 mm (66.3 in)	1,685 mm (66.3 in)	1,665 mm (65.6 in)
Height:	1,450 mm (57 in)	1,450 mm (57 in)	1,435 mm (56.5 in)
Tyre/Tire sizes:	165SR14	165SR14	165SR14
Top speed:	148 km/h (92 mph)	158 km/h (98 mph)	162 km/h (101 mph)
Fuel Consumption:	12.5 litres per 100 kilometres (22.6 mpg-imp; 18.8 mpg-US)	13.5 litres per 100 kilometres (20.9 mpg-imp; 17.4 mpg-US)	13.5 litres per 100 kilometres (20.9 mpg-imp; 17.4 mpg-US)