NSU Prinz, Alemanha

NSU Prinz, Alemanha
Propaganda

The NSU Prinz (Prince) is an automobile which was produced in West Germany by the NSU Motorenwerke AG from 1958 to 1973.

The first post-war NSU car, the Prinz I, was launched at the Frankfurt Motor Show in September 1957 accompanied by the advertising slogan "Fahre Prinz und Du bist König" ("Drive a Prince and you're a king"). After a pilot run of 150 preproduction cars, volume production began in March 1958.

The Prinz I was available as a 2-door saloon  featuring an upright roof line and seating for four people. The doors opened wide enough to permit reasonable access even to the rear seats, although leg room was severely restricted if attempting to accommodate four full sized adults. In addition to a luggage compartment accessed via a hatch at the front of the car and shared with the spare wheel and fuel filler, there was a narrow but deep full width space behind the rear seat sufficient to accommodate a holiday suitcase.

The noisy two-cylinder 600 cc 20 PS (15 kW; 20 hp) engine was located at the back where it drove the rear wheels, initially via a "crash" gearbox. Later versions gained a four-speed all-synchromesh gearbox. Contemporaries were impressed by the brevity of the maintenance schedule, with the engine, gear box and final drive operating as a single chamber and all lubricated by means of oil, added through a filler in the rocker box cover. There were just two grease nipples requiring attention, positioned on the steering kingpins. The engine was also commended in contemporary reports for its fuel economy and longevity. Although noisy, the engine offered impressive flexibility, recalling NSU's strengths as a motorcycle manufacturer.

The Prinz II (a 'luxury' version) was released in 1959 with better trim and an all-synchromesh gearbox. A 30E export version was equipped with a 30 hp engine. The Prinz III was launched in October 1960 featuring a new stabilizer bar and the 30 hp motor.

NSU received government approval to build the Prinz in Brazil in the late 1950s, but nothing came of the project.

The Sport Prinz was a 2-seater sports coupe variant. It was designed by Franco Scaglione at Bertone studios in Turin. 20,831 were manufactured between 1958 and 1968. The first 250 bodies were built by Bertone in Turin. The rest were built in Neckarsulm at a company called Drautz which was later bought by NSU.

The Sport Prinz initially was powered by the 583 cc (35.6 cu in) Prinz 50 straight-2 engine but a maximum speed of 160 km/h (99 mph) was nevertheless claimed. From late 1962 a 598 cc (36.5 cu in) engine was fitted.

The NSU Spider was a Wankel rotary powered 2-seater roadster based on the Sport Prinz platform.

One of the revelations of the Frankfurt Motor Show in September 1961, the Prinz 4 replaced the original Prinz. Its new body closely resembled the then fashionable Chevrolet Corvair, but was of course much smaller. Like the original Prinz, it was powered by a two-cylinder air-cooled engine in the rear. The Prinz 4 was much improved and continued to be a well-engineered car, like its predecessors. The engine carried on the tradition of eccentric rod driven camshaft inherited from NSU motorcycle engines and had a dynastart (combined starter/generator) built into the crankcase. Later four-cylinder engines adopted the more conventional (pre-engaged) separate starter motor and alternator.

In 1968, Britain's Autocar road tested a Super Prinz. They had tested a Prinz 4 in 1962, and in commenting on how little the car had changed in the intervening six years quipped some of their road testers appeared to have gained more weight than the commendably light-weight Prinz in that period. The test car achieved a top speed of 113 km/h (70 mph) and accelerated to 97 km/h (60 mph) in 35.7 seconds. The home grown Mini 850 reached 97 km/h (60 mph) in 29.5 seconds in an equivalent recent test and also managed to beat the NSU's top speed, albeit only by about 3%. At this time, the UK car market was heavily protected by tariffs, and the Prinz's UK manufacturer's recommended retail price was £597, which was more than the (possibly below cost)  £561 asked for the 850 cc Mini, but certainly not completely out of touch with it. The testers concluded their report that the car was competitively priced in its class and performed adequately. They opined, cautiously, it offered 'no more than the rest' but neither did it 'lack anything important'.

The NSU Prinz evolved into the somewhat larger bodied NSU Prinz 1000 (Typ 67a), introduced at the 1963 Frankfurt Motor Show. A sporting NSU 1000 TT (with a 1.1 litre engine) also appeared, which was later developed into the NSU (1200) TT and NSU TTS  models. All had the same body with inline-four air-cooled OHC engines and were frequently driven as sports cars, but also as economical family cars as well. The engines were very lively, and highly reliable. Paired with the low total weight, excellent handling and cornering, both the NSU 1000 and the much higher powered NSU 1200 TT/TTS outperformed many sportscars. The Prinz 1000 lost the "Prinz" part of the name in January 1967, becoming simply the NSU 1000 or 1000 C depending on the equipment. It has 40 PS (29 kW) DIN, while the 1200 TT has 65 PS (48 kW) DIN and the most potent TTS version has 70 PS (51 kW) DIN from only one litre. The 1000 received large oval headlights, while the sportier TT versions have twin round headlights mounted within the same frame. The first 1000 TT has 55 PS (40 kW) DIN and uses the engine first introduced in the larger NSU Typ 110.

The NSU Prinz 1000 TT was built in 14,292 examples between 1965 and 1967, when it was replaced by the bigger engined TT. This, with a 1.2-liter engine, was built until July 1972 for a total of 49,327 examples. The TT can be recognized by its broad black stripe between its headlights. The TTS was built especially for competition, being successful in both hillclimbs and circuit racing. It has a front-mounted oil cooler and was built in 2,402 examples from February 1967 until July 1971. It was briefly referred to as the "Prinz 1000 TTS" when first introduced. There was also a competition model of the TTS available for sale, with 83 PS (61 kW). Production of the Typ 67a (NSU 1000) came to a halt in December 1972.

In 1965, an even larger model was added, initially called Typ 110, and from 1967 on NSU 1200. It offered more space, so it was a better family car, but was not as sporty as the smaller models. Therefore, the NSU 1200TT used the 1200 cc engine of the 1200 in the smaller body of the NSU 1000.

When NSU was acquired by Volkswagen in 1969, it was merged with Auto Union AG. Auto Union had previously been taken over by VW in 1964 and produced mid-sized cars, resurrecting the Audi marque. The name of the new company changed to Audi NSU Auto Union AG. The small, rear-engined NSUs were phased out in 1973, as production capacity was needed for larger and more profitable Audis. The successor of the NSU Prinz was the front-wheel drive Audi 50, later rebadged Volkswagen Polo.

Under license, the Prinz was manufactured in Sarajevo, Yugoslavia, by PRETIS (Preduzeće Tito Sarajevo).

The Prinz was also manufactured in Argentina by Autoar, making mainly models Prinz II and Prinz III / 30. A total of 2.432 units were built between 1959 and 1963. It is told only 40-45 Sportprinz and a few Prinz IV (less than 10) were imported.

The Ramses was the first car produced in Egypt, and was the result of a co-operation between the new Egyptian car firm Egyptian Light Transport Manufacturing Company, and NSU. The factory was located right next to the Great Pyramids. Plans were to produce around 10,000 cars a year, most of the work being manual labor.

The Prinz 4-cylinder air-cooled engine was also famously adopted by Friedl Münch in 1966 for the hand-built Münch Mammoth motorcycle, at the time the fastest and most expensive motorcycle in production.

NSU Sport Prinz, Alemanha

NSU Sport Prinz, Alemanha
Fotografia

THE N.S.U. Prinz II saloon road-tested by MOTOR SPORT in June 1959 was fitted with the 24-b.h.p. version of the twin-cylinder overhead camshaft. 583c.c. engine, but for the Prinz 30 and Sport Prinz the power is increased to 36 b.h.p. at 5,300 r.p.m. by the simple expedient of opening out and polishing inlet ports and increasing the size of the valves. This power output is of course quite remarkable for such a small capacity engine but N.S:U. claim that 50 b.h.p. is quite possible, and private owners have undoubtedly seen even more for racing purposes. We were to have tested the Prinz 30 model but another journalist managed to crash the car just before we were due to take it over, and at the last moment we were offered the Bertone-bodied Sport Prinz for test. Strictly speaking, the Sport Prinz can hardly be regarded as an economy car as few people will be prepared to pay £970 for such a tiny vehicle, but as the mechanical specification closely follows that of the angular little saloons it was felt to be not inappropriate to test the G.T. version.

The Sport Prinz utilises the rigidly braced platform chassis of the Prinz, to which is welded the all-steel body designed by Bertone, the Italian stylist, and built by N.S.U. The body is a two-door coupe of typical Italian design, resembling the Alfa-Romeo Giulietta coupes. The two trailing doors are large but entry is difficult because of the rake of the steering column and the intrusion of the wheel arches into the foot space. The pedals are considerably offset to the left and there is no room to rest the clutch foot. The steering wheel is also considerably angled so that the right-hand side is nearer the dashboard, causing the new driver some initial apprehension as to whether his left arm has begun to wither ! The Sport Prinz makes no bones about being a two-seater as the two bucket seats are large and comfortable with padded rolls, while the squabs are adjustable for rake. Behind the seats is a large shelf which could accommodate a good deal of luggage or two children if they did not object to the lack of padding. Additional luggage space is available under the bonnet, but with a 5.7-gallon petrol tank and a spare wheel already in occupation a medium-sized suitcase would strain the capacity.

Instrumentation is similar to that of the saloons, the sole instrument being the large Vdo speedometer, curiously marked with coloured segments denoting maximum speeds in the gears: These are placed at 12 m.p.h. for first gear, 25 m.p.h. for second, and 40 m.p.h. for third. Incorporated in the speedometer is a mileage indicator which is well illuminated at night (something appreciated by rally drivers and not often found in British cars); although no tenths recorder is fitted. The rest of the instrumentation is taken care of by five coloured lights, these indicating high beam, dynamo warning, oil pressure, fuel level and direction flashers. The lighting system is just about perfect, a switch on the facia being turned to left or right to bring on the off-side front and rear lamps for parking, depending on which side of the road one parks, while the same switch is pulled for side-lights and dipped headlamps. A stalk protruding from the right of the steering column switches the lights to main beam if it is lifted, while depressing the lever flashes the main beam even when the remainder of the lighting system is out of operation. Pulling the same lever in the horizontal plane sounds the effective horn. A similarly placed lever on the left of the column operates the non-self-cancelling direction indicators. The remainder of the switches include a rather small windscreen-wiper switch, a windscreen washers plunger and a socket for an inspection lamp.

The engine is started by twisting the ignition key, while use of the T-shaped choke lever, placed just in front of the gear-lever, is almost always necessary. The engine bursts into rather noisy life and idles unevenly but once under way the engine smooths out, although the noise is still very reminiscent of a two-stroke engine. The gearbox operates in the rather disconnected way of so many rear-engined cars, and the synchromesh tends to obstruct gear selection, especially in first gear. To obtain good downward gear changes it is advisable to double-declutch, a manoeuvre which is aided by reasonably sensibly placed pedals. With 36 b.h.p. to move just over 10 cwt. along, the acceleration is more than brisk and the Sport Prinz will certainly never get in the way of other traffic. Normal cruising speed is an indicated 60 m.p.h., while the needle will swing round to 80 m.p.h. on a slight downgrade, and a more fully run-in car (our test car had covered 1,500 miles) would probably reach the claimed 85 m.p.h. top speed. Remember, this car has a capacity of 583 c.c. !

On first acquaintance handling appears fussy but this is due to a combination of fairly firm suspension and rack-and-pinion steering having only 2.4 turns lock-to-lock. When the driver becomes more accustomed to the car he begins to fling it about in complete confidence, and although the Sport Prinz oversteers quite strongly it is difficult to make the rear end break away. Just before the breakaway attitude is reached the car rises on its swing axles and begins to tuck the off-side rear wheel underneath. Backing-off on the steering will quickly bring things under control. In wet weather handling is not so good and the rear end will break away at fairly low speeds. Castor return action is very slight and not really necessary with such an excellent steering ratio.

In wet weather the wipers clean a commendably large area of screen but the demister ducts could be larger as several parts of the screen remained misted-up even with the heater going full blast. The heater knob is placed under the dashboard and the driver has to bend down a good way to reach it. The heater blows air through various apertures in a central tunnel and through the hand-brake linkage, which is probably unintentional. The Sport Prinz is at its best when away from crowded streets as the 36-b.h.p. engine is not as tractable as the 24-b.h.p. unit and the gearbox has to be used frequently. On the open road it becomes a very pleasant car to drive, and on a trip along the A1 to Biggleswade it cruised at a steady 60 m.p.h. and cornered with great verve, while on the return trip in darkness the excellent headlamps enabled a high cruising speed to be maintained. Under these conditions fuel consumption dropped to 39 m.p.g., but it is possible that the claimed 47 m.p.g. could be reached if a less aggressive driving technique was employed. The brakes of the test car required quite heavy pedal pressures and fade could be induced after two or three stops from above 60 m.p.h., but in normal use they appeared to be adequate.

Aesthetically pleasing, the Sport Prinz is fully equipped with such items as ash-trays, glove locker, twin padded sun visors, rear quarterlights, a roof-mounted grab handle for the passenger, interior light and coat hangers. Rather expensive in this country the sporting version of these interesting economy cars from Neckarsalum will obviously find a limited market, but the man who wants to own a car of individual character could well consider the Sport Prinz.

The N.S.U. Prinz II was tested in June 1959, when fuel consumption figures ranging between 45 m.p.g. and 51.3 m.p.g. were realised. Recent reductions in prices make the N.S.U. range even more attractive. The latest prices, including purehage tax, are : Print II saloon, £547 8s. 6d.; Prinz II de luxe, £563 8s. 6d.; Print 30, £572 8s 7d.; Prinz 30 de luxe, £588 8s. 7d.; Sport Prinz, £970.

Porsche 911 T Coupé 1969, Alemanha

Porsche 911 T Coupé 1969, Alemanha
Motor : Não aferido
Exterior : Vermelho
Interior : Preto
Fotografia

Fonte : https://rmsothebys.com/en/auctions/pg19/the-s%C3%A1ragga-collection/lots/r0108-1969-porsche-911-t-coup%C3%A9/775363

NSU Prinz III Coupe 1960, Alemanha

NSU Prinz III Coupe 1960, Alemanha
Motor : Não aferido
Exterior : Azul e Branco
Interior : Azul
Fotografia

Fonte : https://rmsothebys.com/en/auctions/MO10/Sports---Classics-of-Monterey/lots/r278-1960-nsu-prinz-iii-coupe/194323

NSU Prinz 30 1961, Alemanha

NSU Prinz 30 1961, Alemanha
Motor : 583 CC/30HP
Exterior : Azul
Interior : Azul e Branco
Fotografia

With 30 horsepower, it is one of the fastest microcars of the era.

SPECIFICATIONS

Manufacturer: NSU Motorenwerke AG

Origin: Neckarsulm, Germany

Production: 35,914 (all models for 1961)

Motor: NSU 2-cyl., 4-stroke

Displacement: 583 cc

Power: 30 hp

Length: 10 ft. 3 in.

Identification No. 33096

In 1955, the NSU engineering department was instructed to build a new small car. The sum of 7.5 million marks was allotted to build a new plant for the project. The factory wanted the car to be “deliberately kept small and functional, while cutting a pert, lively figure among its contemporaries.”

The car was ready for the Frankfurt Auto Show in September 1957. Its attractive sedan body carried a technically interesting, air-cooled motor featuring the Ultramax camshaft drive using eccentrics and rods. The motor produced a lively 26 horsepower, and the gearbox was of the constant-mesh motorcycle type. Production began in March 1958, the Prinz I being the base model and the Prinz II offering a higher level of trim and a wide range of color schemes.

An all-synchro box arrived in 1959, and the Prinz II, with a new 36 SAE horsepower motor, became the fastest small car of the time. The new base model Prinz III incorporated all the latest technical improvements, while the 30 horsepower model was renamed Prinz 30. It was succeeded by the Corvair-like Prinz IV. Volkswagen eventually took over NSU and merged it with Audi to form Audi NSU Auto Union AG. This example is not only quite sprightly, it is also, unquestionably, one of the few examples known to exist.

Fonte : https://rmsothebys.com/en/auctions/BW13/The-Bruce-Weiner-Microcar-Museum/lots/r162-1961-nsu-prinz-30/286255

Monte Resegone, Lecco, Itália

Monte Resegone, Lecco, Itália
Lecco - Itália
Fotografia - Cartão Postal

Instituto Superior de Agronomia, Montevidéu, Uruguai

Instituto Superior de Agronomia, Montevidéu, Uruguai
Montevidéu - Uruguai
Fotografia - Cartão Postal

Vista Geral de Montevidéu, Uruguai

Vista Geral de Montevidéu, Uruguai
Montevidéu - Uruguai
Fotografia - Cartão Postal

Construção do Viaduto Nove de Julho, Avenida Nove de Julho, São Paulo, Brasil

Construção do Viaduto Nove de Julho, Avenida Nove de Julho, São Paulo, Brasil
São Paulo - SP

Revista Life - Estados Unidos
Fotografia

Uma foto interessante da Avenida Nove de Julho em São Paulo. Na foto a construção do Viaduto Nove de Julho, em 1947. Mais além, o edifício Major Quedinho e a construção do edifício Normandie, de autoria do arquiteto alemão Franz Heep (o mesmo dos edifícios Itália e Altino Arantes), e inaugurado em 1953.

Arcos do Jânio, 1987, São Paulo, Brasil

Arcos do Jânio, 1987, São Paulo, Brasil
São Paulo - SP
Fotografia

Um dos monumentos mais polêmicos dos últimos tempos é, sem sombra de dúvidas, os Arcos do Jânio. Obra que se notabilizou devido aos grafites autorizados pelo poder público nos últimos anos, foi restaurada e entregue para a população nesse ano de 2017.

Embora tenha sido tema de debates, poucos conhecem sua origem e concepção. Seu próprio nome “Arcos do Jânio” é uma iniciativa popular, afinal, sua real denominação é “Arcos da Rua Jandaia” e foi uma obra executada por imigrantes italianos com pedras oriundas da Itália nas últimas décadas do século XIX.

Construído entre 1908 e 1914, o monumento é composto por 21 módulos, em arcos separados por pilastras, o muro preenche o desnível existente entre as ruas Jandaia e Assembleia, alcançando cerca de 11 metros em seu ponto mais alto.

Aos poucos, uma faixa de terreno compreendida entre o muro e a Rua Assembleia foi ocupada por sobrados, datados da década de 1930. Construídos com os fundos voltados para o “paredão da municipalidade”, os sobrados o encobriam em grande parte.

Um projeto de reformulação viária, elaborado nos anos 60, previa a interligação das avenidas 23 de Maio, Brigadeiro Luis Antônio e a recém-aberta Radial Leste-Oeste. O processo de desapropriação de casas da Rua Assembleia foi aberto, prevendo-se sua demolição. Enquanto se efetuava o pagamento das indenizações, as casas foram invadidas por famílias carentes, situação que perdurou por vários anos.

A prefeitura obteve a reintegração de posse somente em 1987, quando foi feita a demolição das casas e a integração da área à malha viária urbana, com a criação de um acesso entre a 23 de Maio e a Radial Leste-Oeste. Assim, foram descobertos os famosos arcos, que ficaram conhecidos pelo nome do prefeito que realizou a demolição, Jânio Quadros.

Os gastos envolvidos no reparo do patrimônio histórico chegam à casa dos R$ 800 mil reais, sob a responsabilidade de uma empresa privada, com recurso do Fundo de Proteção do Patrimônio Cultural e Ambiental Paulistano (Funcap) somado às multas a quem viola as normas de proteção ao patrimônio público.

Segundo Nádia Somekh, diretora do Patrimônio Histórico e professora na Faculdade de Arquitetura e Urbanismo da Universidade Presbiteriana Mackenzie, a aprovação para os recursos do restauro foi feita em agosto de 2016, sendo um esforço de continuidade entre gestões da Prefeitura.

De acordo com a prefeitura, o processo incluiu a limpeza das superfícies, a remoção das pinturas antigas e o tratamento de trincas e fissuras. Ainda, o monumento ganhou proteção química para evitar novos grafites, com câmeras de segurança instaladas e projetores instalados nos arredores da construção.

A especialista em patrimônio histórico e professora de arquitetura do Mackenzie, Viviane Rubio, ressalta que falar de patrimônio histórico no Brasil é difícil, principalmente no momento em que atravessamos uma crise.

Com relação a preservação dos “Arcos da Rua Jandaia”, a profissional lembra da sua importância como patrimônio histórico da cidade, pois trata-se de uma obra de engenharia realizada por imigrantes italianos, com pedras também vinda da Itália nas últimas décadas do século XIX, feita para a solucionar deslizamentos de terras que ocorriam no local. “Acredito que a lembrança da vida de inúmeras famílias, que viviam em casarões encortiçados, também poderiam ter sido igualmente preservados, caso fosse dada devido valor a sua arquitetura e as relações ali estabelecidas”.

Viviane Rubio enfatiza ainda que é preciso capacitar os cidadãos brasileiros para o reconhecimento do valor de sua memória, pois pensar em patrimônio histórico em suas várias escalas e especificidades não é um costume no nosso País.