Dear Ro 80 and Wankel enthusiasts!
Following frequent requests, we publish an annual English edition of our club magazine WANKEL-JOURNAL. We think that many Ro 80 owners who read insufficient German will appreciate this. This issue covers the volumes 1 - 5 (December 1996 till December 1997).
We have chosen to give short summaries of all technical articles, thus not meeting reports, specific German information, and reports about social events. In order to save space and thus cost (mainly postage) we ask you to accept the following restrictions:
Wankel Journal #1, December 1996
Gespräche mit Claus Luthe - Talking to Claus Luthe
This is the summary of conversations I had with Claus Luthe, the designer of the NSU Ro 80 body. Claus Luthe is honorary member of several Ro 80 Clubs. We met at a meeting of the 'NSU Ro80-Club der Schweiz' in September 1995 at the vineyard of Rudolf Benz and in the NSU exposition pavilion 'Historische Sammlung NSU' in Neckarsulm. Claus Luthe has supplemented my draft during a number of telephone conversations.
We strolled in the exhibition hall between all the NSU vehicles presented, and of course we stopped at the Ro 80.
Claus Luthe explained some design details. He stops at the front of the car and says:
What I wanted to achieve here was the impression of sleekness and elegance. The first design featured an
even lower bonnet. But since the increased engine capacity required more cooling, a bigger radiator had to be
placed, and some auxiliary equipment was more space-consuming, too. It's the well-known story, the Wankel engine
itself is very space-saving, but all the peripherals just stay what they are. One early design had no grill at all,
just the big air intake under the bumper. Above the bumper, this design featured a number plate behind glass
(I have seen this on the 1:5 model, now Claus Luthe's private possession). Someone from Citroën must have
seen this during one of the frequent visits they paid to Neckarsulm in the Comotor period. But when this front
appeared on the Citroën SM (the one with the Maserati engine), NSU had already dropped this idea because of
the increased cooling requirements. Other limitations in front design resulted from legal requirements for a
minimum headlamp height in some export countries. According to Luthe, the very flat panel above the headlamps would
be impossible to-day because of the high priority manufacturing problems receive now.
The car we look at is equipped with Iodine headlamps. The first headlamp design (where the horizontal body edge was continued over the headlamp glasses and the grill) was almost flush with the body panels, unlike the later headlamps which protrude inelegantly under the bodywork. Technical considerations that iodine headlamps require a more vertical glass are no valid reason; later cars prove that all forms of inclined or curved headlamp glasses are possible.
Concerning the Chevrolet-Corvette-type horizontal edge Claus Luthe told me:
The body design for NSU's new Prinz 4 had just been finalized when BMW introduced their new 700 model, with an almost
identical body. Small wonder, the task was identical: a sub-compact four seater with engine in rear. Something had to
happen at NSU. A board member had just returned from the US with the first impressions of the Corvair; Claus Luthe
experimented a little bit with the idea of the all-surrounding edge, and the 'bathtub' Prinz 4 was born. Later, on
the Ro 80, this edge appeared in a modified and more refined form.
We are still looking at the Ro 80. Claus Luthe dislikes its front wheel arch. It is much too big, has too much distance from the tire. This is due to the spring travel having been increased for the sake of comfort - without adapting the wheel arch. The width of the car was also increased at a certain stage, without the corresponding redesign of the overall shape.
When the car was first presented to the board, some brassheads were shocked by the high tail of the Ro 80. But soon everybody got accustomed to it, and nowadays we judge its high 'bottom' as being normal - compared with other contemporary cars it is very moderate and elegant throughout. Also at the Frankfurt Motor Show fall 67, where the car was presented to the public, enthusiasm was not as overwhelming as often reported by interested parties. Claus Luthe mixed with the public and heard mostly negative reactions, nobody appreciated the new wedge-design, and general acceptance was rather low. Another statement, which did so well in advertisements, was that about the wind tunnel design. Claus Luthe: Pure nonsense, we put the car into the windtunnel for the first time when the design was complete, and everybody (including Luthe himself) was surprised by the low drag coefficient of the body. The design had been done purely on intuition. "After these wind tunnel tests, the outer shape of the body was not modified at all. We got, however, new insights into the airflow through the engine compartment and the possible air outlets for the passenger room. These could have been moved to the rear end of the boot, but the improvement was so marginal and the cost involved so high that these outlets remained in the C-column."
Talking about aerodynamics, Claus Luthe refers to early work done in the thirties, when pioneers such as Jaray and Koenig-Fachsenfeld tried to apply to motorcars the aerodynamic know-how gained in aeroplanes, and he calls the Citroën DS an example of the 'old school' of aerodynamics (massive rounded front, long reduced tail). Many of us know that it was Professor Kamm who discovered that aeroplane-like aerodynamics are infeasible on cars, and that he created the cut-off bodies and the sharp edges ('Abrißkanten') so characteristic of later sports cars. This type of tail design was, in honour of Prof. Kamm, often called 'K-Heck' (K-type rear shape).
Aerodynamics were, right from the start, one of the mission statements of Mr.Praxl, the Ro 80 project manager at NSU, and he always supported Luthe in his struggle for a design which guaranteed a low drag coëfficient. After all, the team was still too reluctant in translating the basic idea 'low front - high tail' into reality. This was proven by later wind tunnel experiments done at VW's in Wolfsburg where a dramatic reduction af the drag coëfficient could be achieved by a bulkier boot shape. In Claus Luthe's words "the rear end of the car was, looking from above, too round." (It is worth while to have these facts in mind when reading about 'wind tunnel design' and similar statements in advertisements. Not to forget what some smart journalists published about the car 'shaped by the wind'. CvK)
There is also some other gossip and unclear information around the Ro 80 design. When it was suggested that the Ro 80 body had been styled in Italy, NSU did, in first instance, not deny these rumours. In my view this was a lack of respect for their own designer, Claus Luthe. On the other hand, isn't it flattering to call a design italian? Someone also pointed at a link between NSU and Pio Manzu. Claus Luthe tells the real story: Just before the pubic presentation, the NSU board had agreed to scrap all names from the press material in order to avoid a glorification of individuals. If you mention the project coordinator Praxl and the people who worked with him (Schmidt for suspensions and Erlewein for coachwork), and the stylist Luthe - where is the end? A car is always the product of a much bigger team. Claus Luthe regretted that he was not mentioned as the stylist of the Ro 80 body, his first big job, and his real break-through. The truth was, however, revealed soon, although in a somewhat unelegant way by some british motor journalists, to whom Claus Luthe had to explain some of the design principles on which the Ro 80 body is based. He did this in the same presentaion room at the NSU gate number one, where we are standing now, autumn 1995, and where the photographs for this article were taken.
Claus Luthe also mentiones some details which have not been realized, e.g. the double edge in the roof, which would have been a formal link between those of the bonnet and the boot lid. This double edge can still be seen in early designs and the 1:5 model, but when Claus Luthe designed a roof panel of brushed stainless steel (giving the roof and windows section an almost immaterial appearance), it had to be abandoned because of the poorer malliability of this material. When the final decision for painted steel was made, the way back to the double edge was no more possible since new costly mouldings would have been required.
Then Claus Luthe spoke about general design problems, and he said, what I had also heard erlier from other designers: each successful design contains some inconsistencies, details which 'just do not fit' and which create a kind of inner tension - if not, you have the 'clean' impersonal designs of some japanese cars, where one model is hard to distinguish from the other. At another occasion he expressed his own ambitions as "... to create car bodies which present themselves optically elegant but not dominating between nature and architecture, not as an optical environmental pollution." I'm sure all Ro 80-fans will join me in agreeing that Claus Luthe achieved his intention.
When the Ro was, after a period 'in the freezer', elected for production, Claus Luthe wanted to give the design the final touch. After all modifications and technical changes, he was not quite happy with the result, he had not given it the finishing touch. Then he was allowed eight working days to update the design! Now, from the distance, he gives another version of the statement he is often quoted for: 'The car was taken off my hands too early'. Now he says: 'For every designer comes the day when he has to finish his work, when he has to agree that all additions would not result in any major improvement.' But eight days was really very short.
I asked Claus Luthe about the rumours that NSU had designed other body-styles to complement the four-door-sedan; Simon Kremer in particular mentioned this as a historic legitimation for his roadsters. Luthe said: "If you hold a successful design in your hands, you try left and right what its potential is, what can be made out of it." Luthe told me that he had developed a 1:5 station car model and that he finalised the drawings for a two-door version. These designs, irreplaceable masters, were sent to Wolfsburg where they are now 'not traceable' in the archives.
Claus Luthe also comments on other vehicles exposed in the show:
Prinz 1: "You never looked right ahead since the desaxed placing of the pedals forced you into a diagonal sitting
position." Result of the sub-compact design with the pedals between the wheelhouses on top of the front axle!
About the Wankel-Spider: "This was my own adaptation of Bertone's Sport-Prinz." When I complimented him with the
excellent ragtop (disappears completely when open, and gives really good weather-protection when closed) he said in
his modest way: But that's what you learn as a coachbuilder.
Mrs. Luthe stayed more in the twowheeler section of the NSU pavillon. She told me that her first transport was a Fox
motorbike, and she is adamant that only the four-stroke model is 'the real thing', not the two-stroke. Her father, an
NSU dealer, had intended to give her a Lambretta scooter. Violent opposition made him change his mind and he gave her
the beloved Fox - the real thing!
Some of the information I received from Claus Luthe is a confirmation of what I had read previously, but many details were new to me, and I was particularly happy to receive the information from the real authority. Thank you, Herr and Frau Luthe!
C.v.Klösterlein.
This article is reproduced in full since it was by chance available in english.
Text for the photographs:
(1) Claus Luthe explains the front wheel arch.
(2) Mrs. D. Reinhard (NSU GmbH) and Claus Luthe
(3) Claus Luthe, Josef Frei, Hans-Peter Lang
Begegnungen mit Felix Wankel - Meetings with Felix Wankel
Dieter Korp, author of the books 'Protokoll einer Erfindung - Der Wankelmotor' and 'Ro 80, Die Geschichte des
Wankelmotors' is honorary member of our two clubs. He wrote down the following memories of meetings with F. Wankel,
our first honorary member.
In November 1959 I met F. Wankel for the first time. He described his engine as if he was talking about a living
being. Later I learnt that his relations to things were stronger than those with men.
In 1970 he proposed that we should write his biography in common. Envisaged chapters: Mechanical animals, seals,
boats, girls, social affairs, poems.
1971: Wankel says: Progress comes from gifted lunatics.
1972: Wankel talks about new seals.
1985: Wankel's research institute to be taken over by Toyota? Mr. Habbel (Audi) flies to Lindau to counteract.
1985: Wankel talks about hydrogen engines.
1986: Wankel explains new DKM engine. 17.000 Upm and no centrifugal force at the bearings.
Aus dem Fotoalbum von Dankwart Eiermann - Dankwart Eiermann's photobook
D. Eiermann, for years Wankel's right hand, now technical manager with Wankel Rotary in Korb, and honorary member of the Ro 80 Club Deutschland presents his photo collection and talks about the Wankel engine.
Part 1 and 2 had been published in 'Die Trochoide' # 49 and 50. This is the final part.
Going on without Felix Wankel.
Since 1969 we worked for Daimler-Benz and developed certain details for their Wankel engines (1 to 4 rotors). In the
early seventies DB engines had ceramical seals which yielded good results.
We were sold to Lonrho. Their managers required the effort in rotary engines to be reduced. We developed a compressor
suitable for car air conditioning. Other units were used to supercharge piston engines.
Leaving 'the institute'.
In 1982 the Wankel GmbH left Prof. Wankel's research institute since F. Wankel was more interested in other projects
than engines. Together with my partner J.G.Bax I acquired the firm by a management buy-out. The company moved to Korb
near Stuttgart. New projects concentrate on aviation applications and stratified charge engines.
I do not own a Ro 80 any more, the last one was killed by rust. I now drive Mazda Wankel cars.
Im Archiv gestöbert - From the archive (1973)
Citroën GS with Wankel engine.
General Motors plans to build 100 000 Wankel-Vega in 1974.
Mazda launches RX-4.
Wankel-Prototype by Nissan.
Medien-Ecke - Media
Evaluation of the hydrogen-fueled rotary engine for hybrid vehicle applications.
Wankel Rotary GmbH press release:
Non-supercharged Wankel Diesel engines with stratified charge are presented. Specific fuel consumption: 320 g/kWh
Classic & Sports Car, November 1996: Magic Roundabout, Martin Buckley drives Citroëns amazing
rotary-engined rocket.
Fensterheber-Probleme gelöst! - Window winder problems solved!
Window rails are now re-manufactured for the club. Useful hints:
Window frames have to be adjusted correctly and the rubber-and-velvet liners must be kept clean in order to guarantee
smooth operation thus avoiding unnecessary strain on the weak winder mechanism. Replace the central bolt in the spiral
spring by one remanufactured in steel.
Attention: the four rails are not identical.
Winder units can be adjusted using the 13 or 14mm nuts indicated in the illustration.
Tips und Tricks - Practical hints
Carburettor shafts. These do wear since they are softer than the plastic bushes guiding them (brass shafts, but can look like steel due to corrosion or coating).
Nozzles for windscreen washer. Take those from the Volkswagen Golf oder Scirocco (twin-holed). Non-return valve from e.g. Ford is useful.
Electric Window winders
Location of switches in arm rests is given. Other places not suitable due to sheet steel backbone.
Winder motor: Shorten shaft by 18mm to receive the motor. Remove spring since electric drive is self-locking.
Drawings appear in # 2!
Alternative spareparts
Shoes for hand brake: Mercedes W 115 (-8); different location of fixing holes is irrelevant.
Air filter element: Purlator-Microtronic PM 157, or Mann-Microtop C 15 120, or Knecht-Microstar EL 436.
Wankel Journal #2, March 1997
Formel Ro - Die Werbekampagne für den Ro 80 - Formula Ro, The advertising campaign for the Ro 80
Extract from the German periodical W & V - WERBEN UND VERKAUFEN (Marketing & Sales).
An exceptional car deserved an exceptional campaign. After a short summary of NSU history, the slogans are mentioned:
"Am Anfang stand der Mut" (= it all started with boldness), "Schöne neue Welt"
(= beautiful new world), "Legende zu verkaufen" (= legend for sale). The original customers
(individualists, esotherics) were a too small basis. Competitors are Citroën and BMW, also Lancia, Volvo and
Alfa Romeo rather than Mercedes and Opel.
The marketing concept combined good photographs showing the 'new' exterior and copytext explaining the technical extravagance. An own image could be established since the car had no ancestors and no family likeness.
Werbung und Pressearbeit bei NSU / Arthur Westrup: Stil der Zeit - NSU advertising and Press campaign
Two people from the NSU advertising and publicity department describe the change from cute home-made ads to a new communication style with a big advertising company.
Kalifornische Träume - Californian dreams
The local group Ro80-Kreis Südliches Westfalen had invited Prof. Knie (Berlin) to tell about his recent
studies in California.
K. called California 'a testbed'. 11% of all cars sold in USA are sold there, and the percentage of import cars
is twice as high as in the rest of USA. They were also the first people to realize the limits of car use
(geographical an climatic situation of LA).
The Wankel rotary engine was the first to meet pollution regulations in 1975 /1976. But then the general introduction
of these laws was postponed. The situation in US is now characterized by an alliance between authorities and industry
to come to better agreements which led a.o. to the "Low Emission and Clean Fuel Regulations". One of the requirements
is that in future 2% of all vehicles sold in California have to be zero-emission (later 10%).
The chance for electro-driven cars seems to be good. Hydrogen is not considered seriously in the US. Remember, the
Wankel engine is well-suited for hydrogen! Mazda, however, appears to conserve ist Wankel know-how for later
hydrogen applications, even under Ford management.
Im Archiv gestöbert - From the archive
Rainer Klein reports about the users of his archive:
A student who has written a thesis about the mathematics of the Wankel rotary engine. A computer program was
developed which enables a user to 'draw' several types of rotary engines.
An author writing a Citroën history needed information about their rotaries 'M 35' and 'Birotor'.
Two press quotes from 1973 concern the Chevrolet Corvette two- and four-rotor prototypes.
The Ro 80 Trapeze by Nuccio Bertone is described in another article. The car uses the Ro 80 engine in mid-engine
layout. The engine is placed between the rear seats of the 2+2-coupé.
A Sbarro prototype with Wankel engine had been presented at the Geneva Salon 1973.
Medien-Ecke - Media
Gurtstraffer per Wankelmotor - seat belt tighteners Wankel-powered.
The new generation of the VW Passat (and other cars from the same concern) uses miniature Wankel engines for belt
tightening. The little rotors are driven by explosives. 50 kW are produced during 12 milliseconds.
BBC 2, Program 'Top Gear'.
The NSU Ro80 is presented by Quentin Willson. "The Ro 80 looks as if it was designed yesterday." George
Demarest's car (restored to top specs by Simon Kremer) is the star. George Cordingley also presents his car. All
features of the car are demonstrated in a beautiful south-of-England scenery (semi-auto shift, excellent
roadholding, sweet smooth engine). Willson mentiones that the Ro 80 pioneered the wedge form and other body
elements now so common to us. He compares the spacious interior with that of Mercedes, the dash with BMW.
The then drawbacks (short engine life, non-competent service) are said to contrast with to-days rotary know-how which
enables mileages comparable to piston engines.
According to Willson the Ro 80 is a better purchase than 'a tatty MG-B' which costs about the same.
Automobiel Klassiek (Holland), Déjà Vu:
NSU Ro80 - Audi A6. Our car compares favourably with the latest Audi.
Briefe - Letters
Dr. Heumann mentions the proper spark plugs for the Ro 80 with two or one plug per rotor.
Die Direkt-Zündung von Werner Eggert - Direct ignition by W. Eggert
Werner Eggert has developped a dual electronic ignition for the Ro 80 engine. The unit operates with a modified HKZ and one transformer per plug. He offers conversion kits comprising modified HKZ's and contactless timers. Claimed advantages: Constant timing not influenced by wear, more spontaneous starting, better torque and thus acceleration. His arguments are supported by literature about the Pontiac Firebird and a BOSCH background information.
Tips und Tricks - Practical hints
The drawing refers to volume 1, electric windows.
Achtung bei Parksperre am Berg ! Attention when using the 'park' position of the gearbox at steep hills.
When the park lock is fully loaded by the car's weight you can't disengage it (or you break the mechanism).
Alleviate the load by pulling the car gently uphill or rather 'hold' it by a towing car and then disengage.
Kaltstart-Probleme. - Problems when starting from cold
Keep your starter motor in good condition. Replace its bearing by new ones with permanent lubrication. Keep your
battery loaded by connecting it to a 'maintenance charger' which periodically charges and part-decharges it.
Trockenlegung - Dry storage
Salt units from the DIY-shop can be used in the garage or the car itself. Some of the products can be regenerated
in a kitchen stove.
Lufteinlaßgitter vor der Frontscheibe - Air inlet grill in front of windscreen
Metal grill #080 68 00 011 000 and plastic screen #080 68 00 012 000. The plastic screen gets brittle. Its parts
and other debris can block the drain pipes of the fresh air box. Replace the plastic part by stainless steel mesh.
You better cut it rectangular according to the weave and bend (distort) it when placing. Metal grill can best be
galvanized and then painted black.
Fensterschachtdichtleisten - Trims for sliding windows, part # 080 64 00 581 000 - ... 584 000
Should be fixed by short pieces of double sided adhesive tape rather than clamps. Remove trims from the inside
after removing the upper black doortrim, using a wooden spade (kitchen utensil) or a very wide chisel (protected
by tape). Use undersealant on top of door and backside of trim.
Wankel Journal #3, May 1997
Die Bergung meines Ro 80 - Saving my Ro 80
Recovery of an early Ro 80 ('67) from a barn where it had stayed abandoned for 12 years. Restoration story to follow.
Im Archiv gestöbert - From the archive (1974)
Der Spiegel Nr.33/1974: Rumours of VW's intention to shut down the Audi factory in Neckarsulm (ex NSU) due to bad sales in the US (-28%). The Ro 80 is still produced 'for reasons of tradition and sentiment'.
Auto motor sport 6/1974: Krisenjahre einer Ehe - Audi NSU und Citroën - Crisis in a marriage
The Citroën GS was initially planned with a single rotor Wankel engine. When this was replaced by a model 624
two-rotor unit, this could only be placed transversely. Considerable changes of the structure were necessary to
accept 107 HP rather than 56 of the flat-four-piston engine. Compared with the Ro 80 engine, the 624 has a shorter
and stiffer excenter shaft and axial cooling rather than tangential. This could also be the case in the upgraded
NSU engine with side inlet. It is suggested that Citroën also supplies third parties with engines produced in the
Comotor factory.
Auto motor sport 641974: Wankel-Motorcycle Roto-Gannet
Jack Gray, owner of the motorcycle company Gandner&Gray, has placed a 300cc aircooled Fichtel & Sachs single rotor
engine in his own frame. The main shaft is transverse. Gray used many Enfield components and primary belt drive.
Motor Revue Jahresausgabe 74/75
Dieter Korp: Wankelmotor - Chronik der Widersprüche - Summary of contradictions
"This engine is so terribly simple and yet so hard to understand. Smaller than conventional engines, less parts - and
yet more expensive to make. The inventor became rich, the company exploiting his invention became poor."
D. Korp, Wankel's biographer, sums up all the difficulties inherent in the Wankel principle. He predicts coexistence
between piston and rotary engines. The Wankel engine will predominate in applications where the power-to-weight or
power-to-space-ratio is important.
Auto motor sport 6/1974
Technik: Elektroautos erst in 50 Jahren - Wasserstoff-Wankel erfüllt schon die Abgasnormen von 1976
Electric cars still need 50 years - hydrogen-burning Wankel fulfills 1976 emission requirements now
Interview with VW's development manager Fiala. Weight problems (batteries, hydrogen pressure cylinders). Hydrogen
storage in Hydrid form investigated. Alternatives: Methanol in a Ro 80 tested.
MTZ Motortechnische Zeitschrift 35 (1974) 1
Situation report about alternative engine concepts
Only alternative combustion engine is Wankel rotary, produced by NSU, Comotor (Citroën) and Mazda. Is under
investigation at Mercedes and Chevrolet. Rumours about Wankel-powered 'Vega'.
Medien-Ecke - Media
Der Spiegel, Nr.14/31.3.97: "Eine Schraube locker", Report über Lada in Togliatti
Something doesn't fit, a report about Lada in Togliatti.
The article deals mainly with quality problems on piston-driven Lada's, but mentions also the Wankel-powered models
delivered exclusively to the secret police. With 240 HP these have a top speed exceeding 200 km/h and are successful
in chasing bandits.
Frankfurter Allgemeine. Quality Selection, Journal für exklusive Automobile. Nr.2/97, April 1997
Wer zu früh kommt ... He who comes to early ...
When the Ro 80 was presented 30 years ago it turned the motor world upside down. But teething troubles stopped the
career of this beautifully styled car. Wheelbase longer than that of the Mercedes 300 SEL, drag coefficient 0,355
when Mercedes 280 SL had 0,61.
An unsuffiently developped engine and the over-reaction of the manufacturer (extended warranty) killed a car which is
influential even to-day. The legend lives on.
VW-Autogramm, Zeitung für die Mitarbeiterinnen und Mitarbeiter der Volkswagen AG
This VW staff magazine informs about the collaboration between the VW company and Wankel-Rotary in the field of
airco-compressors. Big scale production to start in 1999.
Classic & Sports Car, May 1997. Our Cars - The Ro 80
Senior staff writer Martin Buckley describes the last 1.500 miles in his privately owned Ro 80. He suffered from fuel
consumption problems, is looking for a replacement carburettor and had some worn interior parts replaced by Simon
Kremer. He complains about excessive body roll and considers a modified suspension.
Der Motor des Mazda Rotary von innen - Inside the Mazda Rotary by Bob Freudenberger.
Everything you always wanted to know about maintenance of the Mazda Rotary engine is dealt with in this article.
Bob F. regards lack of lubrication and superheating as most threatening. He deals with: Thermostats, compression
diagram, Lock-ups, wrong sparkplugs, typical and atypical noises, and thinks that a rebuilt engine is often to be
preferred to repairing. Article includes a hitlist of most common problems and some solutions.
Veränderungen am Kühlsystem des Ro80 - Modifications on the cooling system
Main drawbacks are (see Fig.1):
Kühlprobleme beim Ro? - Discussion of cooling problems
Temperatures in the 'thick white' and red area of the temp gauge can only be reached when the system is pressurized.
This requires a tight cover on the header tank. Its rubber can become porous.
Excessive temperatures can be caused by lean carburettor setting or badly maintained cooling systems. The radiator
can be flushed or reconditioned/upgraded by radiator services. Pumps should be OK.
Der Bremskraftregler des Ro80 - The brake pressure regulator
An expert from a brake manufacturer told us that this part is relevant for controlled braking under all load
conditions. It has to reduce the rear brake pressure when braking induces a dynamic load decrease of the rear
wheels. Functioning of the unit is difficult to check due to the miniature movements it makes.
Replacement of the unit by a simple T-connection is not allowed. Reconditioning of the regulators is under preparation.
Tips und Tricks - Practical hints
Sparschaltung der elektrischen Benzinpumpe - Alternative connection of the el. fuel pump.
Connectingthe electric fuel pump to run exclusively during start of the engine can lead to under-feeding of the
carburettor. The engine will possibly not reach its top power and speed.
Sparschaltung der elektrischen Benzinpumpe - Alternative connection of the el. fuel pump.
Connecting the electric fuel pump to run exclusively during start of the engine can lead to under-feeding of the
carburettor. The engine will possibly not reach its top power and speed.
Abluft der Vakuumpumpe - Air outlet from vacuum pump
It is argued that the connection of the vacuum pump to only one rotor housing leads to increased wear of this due to
the leaner charge. Connect it to the hose from the solenoid valve to theair filter (T-piece).
Bei Alurädern eine Stahlfelge als Reserve - Roll on alloys, but use a steel rim for the spare
Adjusting wheel bearings and change of drive shafts is only possible with a steel rim (wheel).
Fensterheber vorne und hinten tauschen - Swap window winders front and rear.
Front and rear window winders of each side are identical, # 080 64 00 509 000 / 510 000. Replace a worn front unit by
a rear one.
Wankel Journal #4, August 1997
Ro 80, 30 Jahre lang sensationell - Ro 80, a sensation for 30 years
No translation, since the main statements are in english.
Medien-Ecke - Media
At its 30th anniversary, the Ro 80 is celebrated as one of the most innovative cars ever, as 'old car with futuristic design and revolutionary technique'.
The NSU Ro 80, American Export Model
Jim Sykes presents his Ro 80 and explains why it had to be different from European models. Sealed beam headlamps were
compulsory at that time and had to be fitted in special aluminium castings. The last photo shows the custom-made
replacement exhaust.
Aus der Van Veen-Werkstatt - From the Van Veen workshop, interview with Harald Westenberger
H.W. was a development engineer in the team which built the rotary-powered motorcycle Van Veen OCR 1000. Henk van
Veen was importer of the Kreidler leightweight motorcycles and owner of a racing team. The two-rotor engine was
bought from Comotor and adapted for cycle use. H.v.Veen was obsessed with styling. His expert Jos Schurgers solved
all design problems using octogons or other 'rounded polygons'. Experiments with fuel-oil mixes instead of oil dosing
were done but abandoned. Special models were built for drag racings (supercharged)and for a client who wanted more power
(fuel injection). The project came to an unfortunate end when Comotor stopped to produce engines.
'Fig.1' represents a cross section through the excenter shaft middle bearing designed for the dragster.
Tips und Tricks - Practical hints
Manschetten der Gelenkwellen - Drive shaft gaiters
The outer gaiters from the Opel Ascona/Kadett 1.8 L can be used on the Ro 80. Cheaper than Audi VAG.
Wankel Journal #5, December 1997
Neckarsulm im Zeichen des Ro 80 und des Wankelmotors
Report from the 30th anniversary of the Ro 80 and the Wankel symposium.
Explanation to the pictures:
Page 8: Streetscene in Neckarsulm, p.9 Groep photo at the Audi parking, Wankel powered cars in the NSU works
exhibition pavillon, Audi canteen tent at the Langenburg castle, p.10 The Italians near the castle-moat (see the
extra direction lights!), Peter Rußwurm during his speech; R.Klein, C.v.Klösterlein, P.Rußwurm, p.11
The gift for the Lord Mayor, The organisers of the symposium.
Der NSU Ro 80 Baujahr 67 - The NSU Ro 80 from 1967
The differences between these early cars and later ones are listed. Details of the bodywork, the interior, and in the engine bay.
96 heures et la Ro 80 - Participation of a Ro 80 in the 96 hours 'Marathon de la Route'
A Belgian crew participated in the 1971 issue of this endurance race. The car was equipped with extra headlamps and an additional cooler. The car is not very fast but reliable and comfortable. The broken gaiter of one constant-velocity-joint almost stopped the car, but the drive shaft was replaced in 11 minutes.
Ein neuer Ro 80 - A new Ro 80
A Ro 80 with the strange chassis no. 800/1 has been signalled. Its body had been taken from the production line in 1972 prior to receiving a chassis number. It was used for in-house development and test purposes, and after that it was sold to an employee as junk. The new owner put an engine into it and received a registration. At this occasion the car received its unique number. It is now owned and run by his son. The family members were frequent photo models for NSU folders (see p.25 bottom).
Tips und Tricks - Practical hints
Reparatur der Fensterheber - Repair of window regulator.
Use of the remanufactured central shaft (steel rather than cast alloy). Photographs top to bottom:
Worn-out old soft shaft / new shaft inserted / fixed by welding. Fixation by a screw is also possible.
Abdichtung der Rückleuchten, neue Art # 380 82 065 01/066 01 - Sealing the rear light lenses, new model.
Wet boots can de caused by the rear lights (other reasons: rear window, bootlid seal, bolts of tow bar). Remove the
lens and all sealant. Place a seal you make from a non-hardening body sealer. This is available either as a profile
8 x 8mm or 10mø and can be kneaded to the right thickness and shape. Place this in the rebate A (rim with thorns),
not in B! Press the lens in place, do not tighten the bolts too much.
A reprint of all Tips und Tricks - Practical hints will be available early in 1999. Sorry, this will be in German. See the announcement under Literaturangebot - Literature in Wankel Journal 10.