N.S.U.

D, 1905 to date

(1) Neckarsulmer Fahrradwerke AG, Neckarsulm, 1905 – 1910

(2) Neckarsulmer Fahrzeugwerke AG, Neckarsulm; Heilbronn, 1910 – 1931

(3) NSU-Werke AG, Neckarsulm, 1958 – 1969

(4) Audi NSU Auto Union AG, Neckarsulm, 1969 to date

NSU were already important producers of bicycles and motorcycles when they started NSU car manufacture in 1905 by building Pipes under licence. Cars of their own NSU cardesign appeared in 1906. These were 4-cylinder models of 6/10PS and 15/24PS and in the following years NSU concentrated very successfully on small NSU cars. A very popular NSU car was the NSU 5/12PS 1.132cc model which was produced until 1914 and in improved NSU 5/15PS and NSU 5/20PS forms until after World War 1. There was also a 1.100cc verticle twin NSU car in 1909, and some bigger NSU cars with 2.6-litre and 3.3-litre engines. During the post-war years NSU cars were quite successful in sporting events with the 5/20PS 1.3-litre and 6-cylinder 6/30PS 1.6-litre sv sports NSU cars; the latter NSU car was also available with Roots blower. The newly built NSU car factory at Heilbronn was sold to Fiat in 1930 and production of NSU cars was given up a year later. Production of motor-cycles was carried on in the Neckarsulm factory.

In 1958 NSU decided to take up NSU car production again and presented the NSU Prinz, a small rear-engined NSU car with a 20bhp (later 30bhp) ohc air-cooled vertical twin engine of 598cc, and all wheels were independently sprung. The NSU car was also available as the NSU Sport Prinz with a 30bhp engine and GT coupé body. Larger NSU cars on similar lines were produced during the following years: the 4-cylinder models NSU 1000 (990cc) and NSU 1100 (1.085cc). By 1967 the 1-litre TTS NSU car offered 70bhp and 95mph.

An important NSU development was the first Wankel-engined car. The first NSU car with this rotary engine was the NSU Spider, a roadster version of the NSU Sport Prinz. The Wankel engine developed 50bhp from what was assessed as the equivalent of 500cc capacity. A legal dispute arose between NSU cars and NSU-Fiat after the former’s resumption of car production over the use of the name NSU on cars. A final agreement was reached  in 1966 when NSU-Fiat gave up all claims to the designation NSU cars and adopted the name Neckar instead. New for 1968 was the fwd twin-Wankel Ro 80 NSU car saloon with a capacity equivalent to 2-litres. This advanced NSU car featured alternator ignition, a 3-speed semi-automatic gearbox with central change, power-assisted steering, all-independent coil springing, and disc brakes at front and rear. The NSU car was expensive (DM17.300 in 1972), but top speed was 108mph, and over 12.000 NSU cars found buyers in the first 18 months. The NSU K70, a projected development with manual gearbox and orthodox ohc 4-cylinder engine, was shelved, and this NSU car did not reappear until 1971, when it emerged under the Volkswagen emblem. This was the result of the 1969 merger with Audi, which brought the NSU car company under VW control. Development of the older rear-engined types continued; most potent of the 1972 NSU car range was the 1.177cc TT, capable of 96mph, but all these NSU cars were phased out in the latter part of 1972, leaving the NSU RO 80 to carry on a famous name.

Source: Georgano, encyclopedia of motorcar; HON

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Plymouth

US, 1928 to date

Chrysler Corporation, Detroit, Mich.

The 4-cylinder 21hp Plymouth car appeared in 1928 at a list price of $725 for a sedan. This Plymouth car replaced the earlier 4-cylinder Chryslers and represented a serious challenge for Ford and Chevrolet in their lowest price class. The Plymouth car had side valves, internal-expanding hydraulic brakes and ribbon-type radiator and gave the Plymouth car a close resemblance to the 1928 Chryslers and De Sotos, and Plymouth cars sold over 100.000 in its first year, even improving its sales position in the bleak economic climate of 1932. Plymouth cars adhered to four cylinders until 1933, when the Plymouth PD-series 6-cylinder was listed at less than $600. 1934 de luxe models of Plymouth cars had independent front suspension, but this was dropped after a year and did not reappear for some time on Plymouth cars. The standard engine in the later 1930 Plymouth cars had a capacity of 3.3-litres, rather smaller than that used in comparable Chevrolets and Fords: a small-bore 2.8-litre version Plymouth car was made for export up to 1939, but the name Plymouth was not usually found on Plymouth cars sold in England, which were nominally Chrysler Kew and Wimbledon sixes. After World War 2 evolution followed that of other Chrysler Corporation cars closely, the old-fashioned styling losing the Plymouth car division its long-held third place in American sales to Buick. Further, Plymouth cars retained the L-head six as its staple power unit right up to 1955, when Flight Sweep versions were introduced with over-square ohv V8 engines on accepted American lines in a variety of powers from 157 to 177bhp. The capacity of these Plymouth cars had 4.3-litres, while the six, now of 3.8-litres, remained available. These 1955 Plymouth cars were lower and longer than their predecessors and could be obtained with synchromesh, overdrive or automatic gearboxes.

The Plymouth Fury models of the ensuing decade represented a breakaway from the traditional Plymouth stolid family car, while the Plymouth Car Division was also responsible for Chrysler’s contribution to the compacts, the Plymouth Valiant launched for 1960. This Plymouth car had rather more European styling than its competitors, with a dummy spare-wheel moulding on the tail; interesting items of specification were the unitary construction of the Plymouth car, alternator ignition, and inclined in-line 2.8-litre ohv 6-cylinder engine. The influence of the Plymouth GT car on America resulted in the Plymouth Barracuda of 1965, a fastback coupé using the Valiant’s 8ft 10in wheelbase and a 4½-litre V8 power unit. Plymouth cars, like Ford and Chevrolet, was aiming at comprehensive coverage of the low and medium price market in 1966, with the compact Plymouth Valiant, the sports-compact Plymouth Barracuda, the medium-sized Plymouth Belvedere, the full-size Plymouth Fury, and the luxurious ‘VIP’ 4-door hardtop Plymouth car, offered only with a 5.2-litre V8 engine and selling for $2.930. An increasing emphasis on sporting Plymouth cars was detectable by 1968, when in addition to the established Barracuda there were two other sports coupés Plymouth car, the Plymouth GTX and the Plymouth Road Runner. All three Plymouth cars were available with 4-speed manual gearboxes and the 6.981cc 425bhp hemi-head V8 also used by Dodge. In 1970, when Valiant prices started at a low $2.172, there was also a Valiant sports coupé, the Plymouth Duster.

In 1971 Plymouth car company added a sub-compact to their Plymouth car range when they offered the 1½-litre Hillman Avenger as the Plymouth Cricket. The 1972 range of Plymouth cars embraced the Valiant on a 9ft wheelbase, the Barracudas and Satellites, and the full-size Furys with V8 engines and automatic transmission as standard. Engines in the Plymouth cars ranged from the Valiant’s 3.2-litre and 3.7-litre sixes up to the largest Chrysler unit, a V8 of 7.210cc. Electronic ignition was offered on the costliest Barracuda model. Casualties of new Federal regulations were the hemi-head engine and convertibles, and the same range Plymouth cars with minor improvements, among them manually-operated sun roofs, was offerd in 1973.

Source: Georgano, encyclopedia of motorcar; MCS

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com