- NSU Ro 80
-
NSU Ro 80 
Manufacturer NSU Motorenwerke AG Production 1967–1977 Predecessor NSU Spider Successor none Class Executive car Body style 4-door sedan Layout FF layout Engine 2 x 497.5 cc two-rotor Wankel engine, 115 PS (85 kW; 113 hp) Transmission 3-speed Fichtel & Sachs all-synchromesh manual connected with automatic clutch and F & S torque converter Wheelbase 112.6 in (2,860 mm) Length 188.2 in (4,780 mm) Width 69.3 in (1,760 mm) Height 55.5 in (1,410 mm) Curb weight 2,759 lb (1,251 kg)-2,848 lb (1,292 kg) Designer Claus Luthe The NSU Ro 80 was a technologically advanced large sedan-type automobile produced by the German firm of NSU from 1967 until 1977. Most notable was the powertrain; a 113 bhp (84 kW; 115 PS), 995 cc twin-rotor Wankel engine driving the front wheels through a semi-automatic transmission employing an innovative vacuum system. It was voted Car of the Year for 1968 by European motoring writers.
Unfortunately for NSU, the car developed an early reputation for unreliability, from which it would never escape. The Ro80 engine in particular suffered from construction faults, among many other problems, and some early cars required a rebuilt engine before 30,000 miles (50,000 km), with problems visible as early as 15,000 miles (24,000 kilometres). The three-piece rotor tip seals were made out of the same material. The design fault caused the center section to have higher abrasion at cold starts than the corner pieces and the tip seals could push together, allowing the gas to blow past. With a changed tip seal design this was temporarily solved and with a tip seal center piece made of Ferrotic, the problem was entirely resolved.[1][2] The fact that the rotary engine design was inherently thirsty (typically 15-18 mpg) and a poor understanding of the Wankel engine by dealers and mechanics did not help this situation. By the 1970 model year, most of these problems were resolved, but a necessarily generous warranty policy and damage to the car's reputation had undermined NSU's financial situation irreparably. NSU was acquired by Audi (of the Volkswagen group) in 1969. Second hand Ro80s were virtually worthless in the 1970s due to the well-publicised engine problems, and a common "cure" for an ailing rotary engine was to simply swap it for a Ford V4 "Essex" engine (as found in Mk1 Transits) since it was one of the few engines compact enough to fit in the Ro80's engine bay. Thus in an ironic twist, one of the smoothest engines in the world was replaced by one of the roughest. The NSU's unpopularity caused by the above problems means that surviving examples are very rare, and are now considered highly-prized classic cars with values to match, particularly thanks to Mazda's perseverance with rotary design, the tip seal problem has been all but eradicated.
NSU Ro 80 club meeting in Antwerp, 1993
The basic wedge profile of this 1967 design was much emulated in subsequent decades.
NSU Ro 80, IAA-Modell, Museum Autovision, Altlußheim, DeutschlandOther technological features of the Ro80, aside from the powertrain, were the four wheel ATE Dunlop disc brakes, which for some time were generally only featured on expensive sports or luxury saloon cars. The front brakes were mounted inboard, reducing the unsprung weight. The suspension was independent on all four wheels, with MacPherson struts at the front and semi-trailing arm suspension at the rear, both of which are space-saving designs commonly used today. Power assisted ZF rack and pinion steering was used, again foreshadowing more recent designs.
The car featured an automatic clutch which was commonly described as a three-speed semi-automatic gearbox: there was no clutch pedal, but instead, on top of the gearknob, an electric switch that operated a vacuum system which disengaged the clutch. The gear lever itself then could be moved through a standard 'H pattern' gate.
Interior trim combined cloth covered seats with PVC headlining and a carpeted floor.[3]
The styling, by Claus Luthe who was head of design at NSU and later BMW, was considered very modern at the time and still holds up well; the Ro 80 has been part of many gallery exhibits of modern industrial design. The large glass area foreshadowed 1970s designs such as Citroën's. The shape was also slippery, with a drag coefficient of 0.355 (very good for the era, although average for modern cars). This allowed for a top speed of 112 mph (180 km/h). Indeed, comparisons have been drawn between the design of the Ro80 and the superbly aerodynamic 1982 Audi 100 - the shape is very similar.
Series production started in October 1967: the last examples came off the production line in April 1977. There were 37,204 vehicles produced during the ten year production run.
See also
- Comotor
- Citroën GS Birotor
- NSU Spider: the Spider had been the world's first Wankel engined production car
References
- ^ "NSU". der-wankelmotor.de. http://www.der-wankelmotor.de/Fahrzeuge/NSU-AUDI/nsu-audi.html. Retrieved 2010-09-16. (German)
- ^ "Die Gasdichtung des Wankelmotors". www.der-wankelmotor.de. http://www.der-wankelmotor.de/Techniklexikon/technik_Dichtteile/technik_dichtteile.html. Retrieved 2010-09-16. (German)
- ^ "Autocar Road Test NSU Ro80 1,990 c.c. (nominal): German five-seater touring car with twin-rotor Wankel engine and front-sheel-drive. Rather poor petrol and oil consumption. Superb road-holding and stability. Power steering light with excellent "feel". Fine visibility and well-placed controls. Selective automatic transmission gives three wide performance ranges. Very advanced and pleasant car to drive.". Autocar. 128 (nbr 3755): 11–16. February 1968.
External links
Categories:- Vehicles introduced in 1967
- NSU vehicles
- Front wheel drive vehicles
- Vehicles with Wankel engines
Wikimedia Foundation. 2010.
