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domingo, 2 de junho de 2019
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
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
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