Half a century young. The New Cars of 1972. Part Four

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A number of cars are celebrating their fiftieth anniversary this year. That's a decent number, because 1972 brought a lot of new car models. Traditionally, we put a number of newcomers from the past in the spotlight. Today we present part four. In it we briefly describe the Audi 80 and - combined - the Ford Consul and the Ford Granada.

Audi 80 B1 (Type 80, 1972-1976)

The Audi 80 succeeded the F1972 series in 103. The new Audi was actually the first car of a completely new model generation within the Volkswagen group. Under the direction of Ludwig Kraus, Georg Bertram designed a slim-lined middle class car. The technical part was also new, the EA 827 engine generation debuted in the Audi and would later make its appearance in many Audi and VW models.

Car of the Year 1973

The Audi 80 was therefore already introduced in 1972, but the official presentation of the new 80 was only during the Geneva Salon in March 1973. In the meantime, the Audi had already become Car of the Year. The new Audi 80 was initially available with 1.3 liter (55 hp) and 1.5 liter (75 and 85 hp) engines, two and four door bodies and four trim levels. The most luxurious version was initially the GL, which was recognizable by its double headlights, among other things. He also got the 1.5 engine with 85 HP. The S and LS had the 75 hp engine on board, the L got the 55 hp engine. The new Audi had front-wheel drive, McPherson suspension at the front and a rigid axle with a Panhard rod at the rear. The new Audi was the direct founder of the 1973 VW Passat, with whom it had a lot in common. On spy photos, the Audi 80 was initially even recognized as a new Volkswagen, but as is known, things went differently. The Volkswagens (except for the Variant) all got the sloping rear and minor adjustments compared to the Audi 80, which always had a classic three-box design as a two- and four-door version. The Passat Variant in turn became the basis for the Fox Station Wagon that was destined for America. This Audi 80 station was also on the menu in Great Britain.

Motor developed further and arrival of the GTE

Audi continued to develop the 80. The 1.6 engine (for the sporty GT, with 100 hp) came in 1973, and the GTE saw the light of day in 1975. The latter also got a 1.6 engine, but with BOSCH K-Jetronic injection. The rear drum brakes were given a larger diameter, and the interior had the necessary sporty accents and instruments, just like on the GT. With 110 hp, the 80 GTE became the strongest in the B1 Typ 80 series and it remained so until the end of the Audi 80 B1 series. The VW Golf GTI also got the same power source as the Audi 80 GTE. Meanwhile, the 1.5 engines with 75 hp and 85 hp made way in the autumn of 1975 for the 1.6 versions with the same power. The larger 1.6 engines showed a slightly higher torque, and gained in flexibility compared to the predecessors. In August 1976, the facelift version of the B1- the Typ 82- came into the picture. Audi made cosmetic changes, especially at the front (in line with the then new Audi 100) and the rear. The bumpers were given more volume. Audi also shifted equipment levels and brought more combination options. In 1978 the Audi 80 B1 was replaced by the Audi 80 B2.

Ford Consul and Granada: Baroque and illustrious

In 1972, the Ford Consul and the Ford Granada jointly succeeded the Zephyr/Zodiac and the P7b “M” models. The Consul was usually a bit simpler, the Granada type name was reserved for the more luxurious variants of the European Ford twins. In fact, the Consul and Granada were co-productions of Ford of Europe, which were created in Dagenham and Cologne. They shared the rear-wheel drive platform, subframe-mounted trailing wishbones and independently suspended front wheels (with double wishbones).

Consul en Granada: model and country dependent engine range

The Consul was therefore the simpler version of the new European Ford twins, but that does not alter the fact that it can also draw on a wide and already known engine range. This ran from the 1.7 V4 to the 3.0 V6. German Consuls (destined for the European continent) did not have Essex engines on board, but got Cologne engines. At English Consuls, the 1.7V4, 2.0 V4 and 2.5 V6 were all Essex engines. The two-liter four-cylinder (for the Consul, and also the Taunus TC1) was new. The three-litre version was an Essex engine everywhere, including the Granada. Speaking of which: the Granada had an engine range that differed from the Consul. The Granada was also available (market dependent) with the 2600 V6 Köln engine. In most markets the Granada range started with the 2.3 V6 engine, while in Great Britain the 2.5 V6 Essex was initially the basic engine. Most Granadas were delivered in conjunction with the GXL trim level. In West Germany the program was slightly broader, there was also the 2.0 V6 on the menu. For South Africa, a 5.0 V8 Windsor choice was also on the program – exclusively for the Granada.

Joint debut with the same body styles

The Granada and the Consul debuted as Fastback, four-door limousine and station. Later, the program was expanded with the two-door variant. The two- and four-door versions in particular stood out for their bold and lavish shapes. The arrival of the two-door body version made the fastback superfluous, but the sporty shapes remained. The coke-bottle shape of the Fastback was more straightened (with rear side windows with a straight frame line) and so the sporty body style continued as a coupé. At the end of 1974, the luxury Granada Ghia was introduced.

Facelift 1975, the Consul name disappears

A facelift followed in 1975. The Consul name disappeared, and all Consul-Granada variants were brought under the Granada name, including engine choices. The entry-level Granadas, for example, now received the 1.7 V4 engines from Cologne. The seating position has been improved, and throughout the majority of the program the Granadas have been given matte black accents and a black grille. The chrome largely disappeared. Furthermore, the 1975-Granada series got a new dashboard, and Ford made minor adjustments to the chassis. At the end - just before the arrival of the second generation - the 2.8 V6 Köln engine (with injection) was introduced for continental Europe. That happened in 1976, the year that Ford stopped production of the Granada in Dagenham. An after-market Turboset was also available for the Granada 2.3 V6 (in Germany). It was never screwed onto the Granada from the factory. This Ford series may have been one of the most illustrious in the American manufacturer's European history. This striking series was followed in 1977 by the new and more angular second generation, which effortlessly continued the touring car capabilities of the first Granada series (and we also call it the Consul).

Half a century young. The New Cars of 1972. Part Four
Audi 80 GL, with twin headlights and a 1.5 liter 85 DIN hp engine
Half a century young. The New Cars of 1972. Part Four
Elegant design with sleek lines and light chic. The Audi 80 looked great
Half a century young. The New Cars of 1972. Part Four
Nice shot of the Audi 80 GL in a wintery environment.
Half a century young. The New Cars of 1972. Part Four
Leave nothing to the sporting ambition, this Audi 80 GT. The GTE followed later, with 110 DIN hp
Half a century young. The New Cars of 1972. Part Four
The facelift version of the Audi 80 B1 came in 1976 and was internally called Typ 82. This is the GTE from that series.
Half a century young. The New Cars of 1972. Part Four
rarity on the continent. No, this is not a VW Passat, but an Audi 80 Estate for the British market
Half a century young. The New Cars of 1972. Part Four
Close shot of two Audi 80 extremes from the Typ 80 B1 series: the L and the GTE
Half a century young. The New Cars of 1972. Part Four
You can recognize the Consul from the first years by the grille, which differs from the Granada. The decoration is also simpler
Half a century young. The New Cars of 1972. Part Four
The Ford Consul Fastback with coke bottle shape. Image from the first years, the Granada Fastback also had this body
Half a century young. The New Cars of 1972. Part Four
The Consul GT disappeared in 1975. The Granada with “S” package took over the sporting baton.
Half a century young. The New Cars of 1972. Part Four
Came on the menu in 1974. The Granada Ghia with 3.0 V6 Essex engine
Half a century young. The New Cars of 1972. Part Four
The Consul and the Granada received two-door limousine versions soon after the duo's introduction. Here's a 1973 Granada GXL,
Half a century young. The New Cars of 1972. Part Four
Sturdy and sturdy station, with a lot of space. And available as Consul and Granada
Half a century young. The New Cars of 1972. Part Four
The Fastback disappeared, and for 1974 the redesigned coupé took its place. Both the Consul and the Granada were available in this form
Half a century young. The New Cars of 1972. Part Four
In 1975 the name Consul disappeared. All major European Fords were now called Granada. Pictured is the 2.3 L of the first-generation facelift series, which continued into 1977.


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  1. Audi 50 bought new by sister in 75 or 76. Zoop 1: 500 of oil!!! 🤮 vw audi dealer not at home of course but for warranty on vacation!!
    By the way, it is NOT possible to get parts for classic Audis, business is on the decline. European Ford also very difficult

    • Looking for parts for Audi, I can relate to that, tried in 1998 to refresh/slightly restore a 100 Audi 1974 coupe, then 24 years old, so not really old.
      There was nothing, absolutely nothing, not even the most essential wearing parts such as brake shoes/discs and exhaust, nothing mechanical and nothing for bodywork. There were also no comparable parts from other brands to fit. Parts for the more recent quartos and Audi TTs are also hard to find. My Audi 100 coupe went to the scrapyard after a year of frustration because of hopeless. Too bad, because it wasn't that bad at all, just neglected.
      It seems that Audi wants to prevent classics of its own brand from being able to drive around.

        • I didn't take it to the scrap yard myself, but sold it for $400 to someone who thought they could still find parts. Not long after that, the coupe ended up on the scrapyard, I had heard, due to an impossible lack of parts.

          Half a century young. The New Cars of 1972. Part Four

          • That with those parts is still a drama at Audi.
            Of course, the big www makes it easier.
            But a few years ago Pon tried 2 times to see a classic event, they stopped again.
            And if you buy parts via Audi-classic-teile, you simply have to pay shipping costs, also via the dealer.
            MB and BMW do that better.
            Have a 200 Audi 1986 Turbo Quattro myself and have experienced all part problems over the past 12 years, unfortunately they still have a long way to go.

  2. After years of technical misery with 3 Renaults 16, my dad bought a 1976-door Granada 2L in 2.0, I believe. Gold metallic with a brown leather covered roof. In 5 years it cost less in maintenance and repairs than the R16 per year. Only those large, cumbersome doors, what a drama to be able to get in/out properly in parking garages.

  3. My car life started with an Audi 80 ls
    Tering that thing wanted to drive but what did that engine oil drink through worn valve rubbers
    3 liters per 100 km he didn't care
    Was just a matter of checking petrol and topping up oil
    By the way, did you heat engine oil from new tractors when they came back for their first service after 50 hours
    That Audi didn't care and drank it up

  4. In 1988 I bought a 10-year-old Granada automatic 2 liter (like the one in the photo) at a gas station for 10.000 francs for an acquaintance. That thing drove fine and felt very sturdy (big contrast to the later Sierra's)
    My acquaintance has enjoyed it for a long time.
    Where is the time when you bought a large reliable car for about 250 euros at the gas station, or bought a returned car of the wrong brand from a car dealer of another brand for change.
    Now every shopping cart is absurdly expensive and wears out quickly.

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