The K70 was launched featuring 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 engine was rated 75 PS (55 kW; 74 hp).
It 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 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.
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) version, 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 crisis.

For what was essentially a limited production car, the K70 did undergo numerous changes.
Most of them were intended to increase the parts commonality with other Volkswagen products (which was initially nearly none at all).
The original square-edged bumpers were replaced with the rounded ones of the Audi 100 in August 1971.
The shifter linkage was simplified in the spring of 1972, which improved the shift action; a new synchronization design introduced in August 1972 (for the 1973 model year) further improved it.
At this time the car was also modified beneath the front bumper, with new openings in the sheet metal to provide better cooling for the differential.
At the same time, the L versions' rectangular headlights were replaced with twin round units which distanced the car slightly from its NSU origins.
In August 1974 the three-spoke steering wheel was replaced with a padded, four-spoke item also used in the Beetle.
The May 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 K70 was launched featuring 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 engine was rated 75 PS (55 kW; 74 hp). It 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 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. 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) version, 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 crisis.
For what was essentially a limited production car, the K70 did undergo numerous changes. Most of them were intended to increase the parts commonality with other Volkswagen products (which was initially nearly none at all). The original square-edged bumpers were replaced with the rounded ones of the Audi 100 in August 1971. The shifter linkage was simplified in the spring of 1972, which improved the shift action; a new synchronization design introduced in August 1972 (for the 1973 model year) further improved it. At this time the car was also modified beneath the front bumper, with new openings in the sheet metal to provide better cooling for the differential. At the same time, the L versions' rectangular headlights were replaced with twin round units which distanced the car slightly from its NSU origins. In August 1974 the three-spoke steering wheel was replaced with a padded, four-spoke item also used in the Beetle. The May 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.
Volkswagen K70