With the burgeoning economic boom of the late 1950s (Adenauer’s ‘Economic Miracle’ in West Germany), many companies tried to capitalize on the success of the middle class by introducing swankier, more stylish versions of their economic models. The hope was that these cars would be expressions of wealth and signature models. To greater or lesser extent, the three that were developed around the same time – Volkswagen’s Karmann Ghia, BMW’s 700 Coupe and NSU’s Sport Prinz – were all relatively well received in the marketplace, though of the three only the Karmann Ghia had mass appeal. That was interesting, as the Sport Prinz offered a slightly different take on rakish Italian lines with pedestrian German underpinnings. Introduced for 1960, the Sport Prinz was built on the Prinz III chassis, a diminutive, air-cooled rear-engine inline-2 economy “sedan”. To take the Prinz upmarket, like Volkswagen NSU turned to Italy. Instead of Ghia or BMW’s choice of Michelotti, though, NSU enlisted famed Bertone in Turin and the designer Franco Scaglione. The resulting design was significantly more dramatic than the Prinz, with long overhands, a swoop roofline and tail fins hinting at greater GT speed. As with the others though, the Sport Prinz offered no performance gain, but at least came to market slightly under the price of the more famous Karmann Ghia, at around $2,400 – top for the NSU lineup in the early 1960s.
“Hey, nice Corvair!” , they’ll shout out the window at you, “What, did you leave it in the drier too long?”
Most people I know seem to view me as some sort of idiot-savant, casually remembering which wheel styles were associated with what model, what colors various cars came in, engine specifications and call numbers – you get the point. But I have to admit to a huge gap in my automotive knowledge. Perhaps it’s a willful ignorance, but I’ll be damned if every single American car from the 1950s basically looks the same to me. I’ll take ‘Generically shaped cars for $1,000, Alex!’:
“What is Hudson!” (beeeeeep)
“What is a Studebaker?” (beeeeeep)
“Uh, what is Nash?” (beeeeeep)
Sure, like the rest of America who grew up before the year 1990, I can ID a 55 Chevy at a distance thanks to Don McLean’s insistence that you weren’t American if you couldn’t, but otherwise there’s this huge void of massive steel shapes that mean little to me.
What’s interesting is that I can so easily identify the differences between the Volkswagen 1500, the BMW 700, and the NSU Prinz. All were rear-engine, three-box sedans that were built at the same time. They all have a very, very similar shape. And yet, to me they’re as different as….well, a BMW and Volkswagen can be. NSUs are rare as the proverbial tooth of a hen here in the U.S., so is this forlorn 1200 worth a roll of the dice?
CLICK FOR DETAILS: 1970 NSU Prinz 1200C on eBay…
While Porsche’s upstart 356 and the breathtaking Mercedes-Benz 300SL were Germany’s first real post-War sports cars, they weren’t the only attempt to capitalize on the economic recovery. But far from being just a recovery, West Germany’s “Wirtschaftswunder” – economic miracle – aided by the Marshall Plan and a focus on strengthening the border states of the ‘Iron Curtain’ meant that capitalism manifested itself in new ways. Cashing in on a re-emerging middle class with newfound wealth and prosperity, companies like BMW and Volkswagen launched new sportier versions of their small, economical sedans. The 700 Coupe and Karmann Ghia, launched in 1959 and 1955 respectively, might not have had the power of Porsche or the Gullwing, but still brought sport and style to a much larger market. Both designs utilized existing technology to create a rear-drive, rear-engine two-seater that still was budget friendly.
However, they weren’t alone in the market. Auto Union’s main production lines in Chemnitz lay firmly in Soviet control, so it was the DKW brand which shouldered the responsibility of rebuilding the company. That would bear the 1000SP in the late 1950s – a lovely, but not particularly sporty, personal coupe and convertible. Prior to its merger with the Volkswagen Group in 1969, though, NSU – a firm more known for its pre-War motorcycles – had ventured into small sports cars. The result was the legendary Prinz and TT models; small, efficient, fun to drive rear-engine sedans. NSU branched out in 1964 and offered the world’s first rotary-powered limited production convertible in an attempt to ascertain if the technology was applicable to normal production. With technically a mid-rear design, it was a revolutionary alternative to the BMW 700:
CLICK FOR DETAILS: 1965 NSU Spider on San Diego Craigslist…
While I usually try my best to focus on bang for your buck cars, today’s 1972 NSU will have difficulty fitting in to that category. It’s not that superminis aren’t valued as there are many who highly prize and collect the diminutive car class. But I’m talking about literal bang, or lack thereof. At 30 horsepower, the .6 liter single overhead cam inline-2 wasn’t the most powerful engine available, but the Prinz 4 was intended to break into markets where the barrier to automobile ownership was not only entry cost, but tax brackets. Namely, this was problematic in the U.K., where the original Mini reigned supreme. The Prinz 4 offered an alternative, albeit a slow one – even weighed down with only around 1,250 lbs, the two cylinders struggled mightily to motivate the car. Acceleration curves depended on what you had eaten for breakfast, but figure it was the strong side of 35 seconds to reach 60 m.p.h.. But this car was about affordability and economy rather than speed, and threw a dose of more upscale-looking class into a segment dominated by quirky designs:
CLICK FOR DETAILS: 1972 NSU Prinz 4L on eBay…
One carmaker that I’ve always admired but has been somewhat of an unknown to those in the US is Citroën. Founded in 1919 by Andre Citroën, this was a company that seemingly could predict future automotive trends. Whether it was unitary body construction, front-wheel drive, semi-automatic gearboxes, independent suspension, swiveling headlamps or hydropneumatic suspension, Citroën could seemingly pick and choose from a list forward looking ideas and bring them to market years before the competition. There was one manufacturer in Germany that mirrored Citroën to an extent: NSU. In the mid 1960s, they brought to market a car you could mistake for being a 2016 model. The Ro80. This was a car light years ahead of its time, but had one fatal flaw: the engine. The twin rotor Wankel engine proved highly unreliable led the company down the path of financial ruin, leading Volkswagen to acquire the company in 1969 and merge it with Auto Union. These advanced machines are rarely seen on these shores, but this one for sale in The Netherlands is making a strong case for importation.
CLICK FOR DETAILS: 1973 NSU Ro80 on Mobile.de…
I’m somewhat ashamed to admit that my wife and I get some pleasure from watching the television show Hoarders. Thankfully I don’t believe that we’re in danger of being categorized as people who hoard anytime soon, but the show holds a certain fascination for me. One of my favorite games watching the show is to try to identify the cars that almost inevitably litter the yards of some of these hoarders. Discarded, covered in mountains of trash and sometimes partially disassembled, it’s always a bit of challenge to attempt to correctly identify what make and model that individual decided to hoard. It’s usually complicated by the fact that many of them are obscure cars from the 1960s and 1970s, such as this NSU Prinz 1000. Few were originally sold in the U.S. and even fewer remain in serviceable condition today. Looking through the photos provided by the seller, though, only reminds me of that game I play against myself; without the brochure, build plate and the two older photos of the outside of the car, go ahead and try to figure out what you’re looking at:
CLICK FOR DETAILS: 1967 NSU Prinz 1000 on eBay…
The Typ 110 was the beginning of the end for the NSU badge. The Volkswagen Group took over this company in 1969, merging it with the Auto Union marque to form the Audi brand that we have today. These small, air-cooled rear engined NSUs would carry on into the early 1970s before being phased out, leaving the revolutionary Ro80 that we saw Carter feature this week as the last NSU badged vehicle in history. These small cars had a fairly advanced transversely mounted, overhead cam engine with independent rear suspension and double-wishbone front suspension. This 1200C is said to be in original condition and has somehow found its way to Texas. This makes for a rare chance to experience a car that was popular middle-class transport for postwar West Germany.
CLICK FOR DETAILS: 1971 NSU 1200C on eBay…
You’d be forgiven for looking at the stats of the mid-1960s designed NSU Ro80 and thinking it was a much newer car. At the very least, it seemed quite futuristic compared to what was coming not only out of Detroit, but out of the rest of the world at the time. Aerodynamics were key to its slippery shape, unlike the rest of the world that relied on “jet” styling accents and fins to look fast. A tall, airy greenhouse provided excellent visibility for its passengers and driver. Underneath, power steering, 4-wheel independent suspension, 4-wheel disc inboard brakes and a semi-automatic gearbox with vacuum assisted clutch were the highlights – items that in some cases wouldn’t be found on mainstream cars until very recently. Then there was the engine; at only 1 liter, it didn’t sound like much to write about – but it was a twin-rotor Wankel engine with over 100 horsepower. Indeed, the power output wasn’t much less than most inline-6s of the day with 2 1/2 times the displacement. Couple that into a reasonably lightweight sedan and the performance of the NSU was certainly above average.
Looking at the NSU today, it’s easy to see design elements that were incorporated into later designs, mostly from the 1970s and 1980s. NSU’s parent Audi developed the exterior design elements further a decade and a half later into the Audi 100, most notably. Squint, and you can see it. But when I look, I also see elements from BMWs, Mercedes-Benz, Alfa Romeo, Citroen, Lancia, Fiat, and even Toyota, Mazda and Nissan – this was truly an influential design. For the most part, it was also a fringe automobile though, so not many people knew them or about the advanced platform that had been developed. They were also a bit too far ahead of the curve, suffering rotor-tip seal problems that wouldn’t really be solved for another decade by Mazda.…
It’s not often that you get to see an NSU these days, especially in the United States. It’s even more rare to find an NSU race car in the U.S.; but especially rare would be the cars that have substantial race history. In the case of this car, that history includes being raced since new – something very few cars can claim. Want some history? This car was extensively upgraded to a 1200CC motor some 47 years ago. Take that, Porsche crowd! The TT was renowned as a good racer, with plenty of balance, braking and light weight to make good use of its relatively modest power output. Looking ready to hit the track still nearly 50 years later, this TT is for sale today on Ebay:
CLICK FOR DETAILS: 1967 NSU TT on eBay…
If NSU isn’t the most recognizable name to you in German car history, you’re not alone. Few remember one of the more creative producers of cars and motorcycles out of Germany, notably, NSU developed the first Wankel rotary engines, pioneered small car designs, and notably developed the first real aerodynamic family sedan in the often praised Ro80. Additionally, the Prinz-based TT and TTS would offer a practical and very sporty package to the masses in Germany; sound familiar, Mr. 02? Imported in small numbers, there are still a few examples floating around, though show up at most shows and you’ll leave many scratching their heads. Today there is a beautiful example of one of the less-celebrated models available, a pristine Prinz 1000:
Model: Prinz 1000
Engine: 1.0 liter inline-4
Transmission: 4-speed manual
Mileage: 61,000 mi
Price: $20,000 Buy It Now
CLICK FOR DETAILS: 1966 NSU Prinz 1000 on Audifans.com
You are bidding on an absolutely unique 1966 NSU Prinz 1000 with a four synchronized speed transmission. It was repaired, customized and updated in 2009. It was stored until October 2012 when it was registered and driving it since, taking it out only in nice weather. The engine is standard 998 cc but with a TTS camshaft, manifold and Solex carburetors. TT Oil cooler. It is also updated with a Bosch 65 Amp alternator, Bosch Solid state ignition, remote oil filter, oil thermostat and oil temperature gauge. Priming electric fuel pump. Custom header. The compression ratio is standard 1:7.5 allowing the use of regular gasoline. The car is extremely desirable, people are taking pictures of it every where I go. However, I do not claim the car is perfect and the buyer should have expectation of typical minor blisters, chips and small scratches. Seller makes no guarantee, or warranty expressed or implied of this car, it will be sold “as is”.
While it is a bit of an automotive orphan, the NSU Ro80 is perhaps one of the most significant vehicles of the last 50 years. This car blended aerodynamic styling with advanced technology to create a vehicle unlike anything the world had ever seen. Its twin rotor Wankel engine proved to be a headache for many owners, but the forward thinking design outweighed many of the negatives for would be buyers at the time. Today, these are relatively obscure cars in the US, but are steadily gaining recognition in Europe and beyond. With the twin-rotor Wankel’s thirst, these cars pushed the envelope at a time when the world was going through an energy crisis and consumers began to eschew comfort for economy. This Ro80 for sale in The Netherlands has had but one owner and is complete, right down to the dealer brochures.
Unique! This stunning LHD NSU Ro80 is coming from its original Swiss Owner (all taxes paid) with only 39,000 km’s from new. PERFECT ORIGINAL CONDITION! Full history, including all papers etc.
With the equivalent of 24,000 miles and priced just over $20,000, I’d say this is a very attractive alternative to your typical Mercedes or BMW from the period. The last Ro80 we featured was priced closer to $25,000, so I’d say this example is priced just about right. As time has passed, the Wankel engine has become less troublesome due to modern fixes that cure a lot of the teething issues the cars had from the start, such as apex seals.
While the NSU Ro80 wasn’t a car of any particular firsts, it was the combination of advanced technology that made it seem out of this world upon its introduction in 1967. Yes, you read that right. 1967. While it looks like it could have stepped out of a design studio in the current decade, this is a 45 year old design we are dealing with here.
First and foremost, the engine was the centerpiece of the Ro80 equation. A smooth, twin rotor Wankel that displaced just under one liter powered the car through its front wheels. The transmission was a three-speed semi automatic, similar in concept to Volkswagen’s automatic stick shift. Other forward thinking touches included four-wheel disc brakes, four-wheel independent suspension, power steering and a low coefficient of drag as a result of its streamlined look.
It was unfortunate that so many Ro80s were scrapped due to teething problems with its rotary engine. With the technology available to us today, issues such as apex seal wear can be easily remedied. This particular Ro80 for sale in the Netherlands has been lovingly cared for by one owner over its lifetime.
Rare, beautiful. Had only one owner. No rust, Wankel engine excellent, bodywork excellent, semi-auto transmission excellent. Unique car, collectors item, good investment.
Almost $25,000 USD for an Ro80 is about the top of the market for one of these. Realistically, one in good shape should command anywhere between $10,000 and $15,000. These cars have seen values creep up a bit, if not to the same level as that other avant garde sedan from the period, the Citroën DS. These were the last vehicles to wear the NSU badge, with the last ones rolling out of the factory at Neckarsulm in the Spring of 1977. For all their faults, NSU certainly went out with a bang with this car.…
NSU Motorenwerke was a fascinating company before it was bought by Volkswagen in 1969 and merged with Auto Union to form the Audi brand. Even after the company was absorbed into the Volkswagen conglomerate, certain engineering feats lived on in various models, such as this Volkswagen K70 we featured last year. One of their greatest achievements was being first to market with a rotary engine in their Spider model in 1964. This engine lived on in the impossibly futuristic Ro80 sedan in 1967. While these engines had their teething troubles, these are legendary vehicles in their own right today.
Often glossed over is their smaller Prinz model, which was introduced in 1957 with an air cooled two cylinder engine mounted in the rear. This model paved the way to the NSU 1000, TT and TTS. A popular car on the racing circuit, these were tenacious little beasts that terrorized hill climbs and venues such as the notorious Nürburgring.
Here is a nice example of a 1000 TT for sale in Tenerife, Canary Islands.
Original racing classic, original engine, original color, original upholstery. We also have the original tires with hubcaps. Very difficult to get. Dashboard tachometer goes up to 8,000 rpm.
My father, while stationed in Europe in the late 1960s, used to participate and organize hillclimbs and rallyes in Southern Germany and Austria. He has told me on several occasions that these NSUs were formidable opponents for their time. I’m a personal fan of how such a diminutive little car can have an aggressive look, especially with that Abarth style rear hood cracked open.
Here’s a good video of some of these cars in action at the TT Cup at the Homburger Bergrennen in 2007.
Here is an example of the first vehicle in the world powered by the engine Mazda would later popularize, the Rotary Wankel engine. The name Wankel derives from its inventor, Felix Wankel, who was a German engineer. He created the first prototype of his revolutionary engine design in February 1957, and was first presented in running form in a converted NSU Prinz in 1960. The Spider would debut in 1964 and only 2,375 examples were built between 1964 and 1967. The original engine had around 50 horsepower, but it was a very free revving engine and made for a lively package in such a small car with light weight. NSU Motorenwerke AG was purchased by Volkswagen in 1969. They merged the company with Auto Union which later became Audi.
The seller includes a very comprehensive description. Here is an excerpt:
Excellent Condition!! This car has ALWAYS been stored indoors in a heated space and covered with double quilted car covers. The underside is very, very clean. The photos show a very small area of paint peeling above the rear left bumper and below the license plate. These are hardly noticeable. In the driver’s front under tray there is a hardly noticeable repair at the end of the spoiler.
Values can be tough to pin down on such a rare vehicle, but $19,000 seems reasonable for such a revolutionary and historically significant vehicle. Rest assured, you most likely will be the only one at your local car show with one of these. This example does have a few modifications, but these changes can be forgiven due to the scarcity of parts and efforts to make the vehicle more reliable than when it was first produced. This fantastic vehicle has been featured by Jay Leno in a short video on his website, Jay Leno’s Garage: