{"id":498008,"date":"2019-01-15T20:51:05","date_gmt":"2019-01-16T04:51:05","guid":{"rendered":"https:\/\/sportscardigest.com\/\/?p=70745"},"modified":"2023-12-26T09:16:43","modified_gmt":"2023-12-26T09:16:43","slug":"the-other-air-cooled-wundercar-1967-nsu-1200-tt","status":"publish","type":"post","link":"https:\/\/www.supercars.net\/blog\/the-other-air-cooled-wundercar-1967-nsu-1200-tt\/","title":{"rendered":"The Other Air-Cooled Wundercar\u20141967 NSU 1200 TT"},"content":{"rendered":"

Rear-mounted, air-cooled cars are a common site at racetracks, persistently challenging their conventional, front-engine, water-cooled competition often with great success. We could be referring to Porsche of course, but in this case no. What was buzzing around Laguna Seca that caught our eye last August was another German air-cooled wonder\u2014a 1967 NSU 1200TT. These diminutive, boxy cars are more common in Europe than in California and not much is known about them on this continent. With interest peaked, I investigated this interesting car to satisfy my curiosity.<\/p>\n

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The NSU factory at Neckarsulm, circa 1900.<\/figcaption><\/figure>\n

NSU\u2019s roots can be traced back to Riedlingeb, Germany, where in 1873, Christian Schmidt founded the company for the purpose of manufacturing knitting machines. In 1880, the company\u2019s operations were relocated to Neckarsulm where in 1886 they started to produce bicycles that would be the first vehicles to be branded as NSU, around 1892 when knitting machine production ceased. In 1901, the company would introduce its first NSU motorcycle, and would participate in the very first Tourist Trophy race on the Isle of Man in 1907. Then, in 1905, the first NSU automobile was produced.<\/p>\n

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1907 NSU motorized bike.<\/figcaption><\/figure>\n

Unable to sell enough cars to become a volume manufacturer and under pressure from Dresdner Bank, NSU sold their recently completed factory in Heilbronn to Fiat in 1932, which assembled Fiat brand cars to be sold in Germany. Motorcycle production continued, however the NSU production facility in Neckarsulm was destroyed during World War ll. After the war, production of motorcycles resumed in the remains of their bombed-out facility as they rebuilt the building. Remarkably, the company would rise from the ashes of the war to become the largest manufacturer of motorcycles in the world by 1955, also making their mark in the post-war world by capturing four world speed records in 1951, 1953, 1954 and 1955, as well as successfully competing in TT (Tourist Trophy) races during the 1950s. In addition, Wilhelm Herz became the first man to break 200 mph on a motorcycle riding a supercharged NSU named the Delphin lll at the Bonneville Salt Flats in Utah in August of 1956.<\/p>\n

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Land Speed Record-breaking NSU Delphin III.<\/figcaption><\/figure>\n


\nThe great success NSU was enjoying in the motorcycle industry allowed them to develop a car and re-enter the burgeoning European automobile market in the mid-1950s. At the Frankfurt Motor Show, in September 1957, NSU revealed the Prinz 1, promoting the new car with a marketing slogan of \u201cFahre Prinz und Du bist Konig\u201d translated to \u201cDrive a Prince and you are a King.\u201d A small run of about 150 cars were built in 1957 before regular production of the Prinz 1 commenced in 1958. Only available as a two-door sedan, the Prinz 1 utilized a rear-mounted, 600-cc, two-cylinder, 20 hp, air-cooled engine.<\/p>\n

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1959 NSU Prinz II.<\/figcaption><\/figure>\n

In 1959, the Prinz ll was introduced, equipped with a 4-speed all-synchromesh transmission, replacing the crash-box used in the previous model. A year later brought the Prinz lll with a more powerful 30-hp engine and a new rear stabilizer bar. In 1958, NSU also released the Sport Prinz. This sporty variant was clothed in attractive Italian bodywork design designed by Franco Scaglione for Bertone and remained in production until 1968.<\/p>\n

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NSU Sport Prinz.<\/figcaption><\/figure>\n

In 1961, NSU introduced the Prinz 4. Wearing an all-new body, it was shown for the first time at the 1961 Frankfurt Motor Show, in September of that year. Again, only available as a two-door sedan that was 149-inches long, riding on an 89-inch wheelbase. The styling cues resemble the 1960 Corviar, only on a smaller scale. Priced to compete with the Fiat 600 and the Austin Mini 850, standard equipment included an electric clock, a heater and parking lamps. The rear-mounted, 2-cylinder, 30-hp engine design was still influenced by NSU\u2019s motorcycle technology, utilizing a camshaft driven by an eccentric rod with the engine and transmission sitting on top of the same housing. It also featured a clever Dynastart system that combined the starter and generator built into the crankcase.<\/p>\n

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For 1964, the Prinz 1000 was released and sporting a new engine. The new powerplant was a 1.1-liter, air-cooled, inline 4-cylinder SOHC unit producing 50 hp. In 1965, a new performance model added to the Prinz line up, the 1000 TT. A nod to NSU\u2019s great motorcycle racing victories in the TT (Tourist Trophy), it featured a 55 hp powerplant that delivered lively performance combined with excellent handling, solid reliability and good gas mileage. The 1000 TT distinguished itself from the other Prinz models with quad headlights, a black band of trim on the front and a TT call out in the rear. NSU TT models became popular on racetracks and proved to be real competition for Gordini-tweaked Renaults, Abarth-Fiats, Mini Coopers, BMW 700s and others.<\/p>\n

<\/p>\n

NSU On Track<\/h4>\n
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1924 NSU 5\/40.<\/figcaption><\/figure>\n

There had been racing successes for NSU before World War II: The 1.3-liter 5\/20 and the six-cylindered 1.6-liter 6\/30 PS sports models were light and nimble enough (despite their side-valve engines) to perform quite respectably, and their racing successes gained them some attention. The 75 mph win of the 5\/15 NSU in the 1923 Avusrennen, in which a team of three cars from the Neckarsulm factory finished in a space of only 42 seconds apart after more than an hour’s racing, generated accolades and attention particularly.<\/p>\n

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1926 NSU NSU 6\/60 Kompressor.<\/figcaption><\/figure>\n

The 6\/30 also performed well on the Avussrennen track in 1926, where the German Grand Prix was held. NSU swept the small class finishing first, second, third and fourth. The winning car of Kloeble averaged 78.3 mph, only six less than the legendary Caracciola achieved with his straight-eight supercharged Mercedes in the larger class. The 6\/30 was also available from the factory in supercharged 6\/60 form with a Roots blower.<\/p>\n

NSU dropped the \u201cPrinz\u201d moniker from the 1000 in 1967, in favor of just naming it the NSU 1000. The big news for 1967 was the new 1200TT, fitted with a more powerful 1.2-liter engine putting out 65 hp.<\/p>\n

The editors at Motor Magazine\u00a0<\/em>were impressed, expressing their thoughts in their September 1967 issue:<\/p>\n

N.S.U.’s recent addition to their range, the 1200TT, is a well-finished car with a very lively performance. It is a logical development of the line, using the 1000 series bodywork with a modified version of the 1100SC air-cooled engine. Really, it is this motor which gives the car its appeal, for without its sparkling performance the 1200TT would be just another good, small car. It is a little more than that.<\/em><\/p>\n

For a car of its size it is very nippy. From the inside the engine noise is quite low, although we were told that it sounded very noisy from the outside when accelerating hard. Making the motion is the tuned s.o.h.c. 4cylinder 1,177-c.c. engine, but the gilt on this gingerbread consists of a couple of downdraught Solex 34PCI carburetters. The engine uses an alternator and has the compression ratio upped to 9.2 to x, while the other modification is an oil cooler located just inside the near-side rear air vent. Breathing deeply through the Solexes, 65 b.h.p. (DIN) at 5,5oo r.p.m. (78 S.A.E.) are developed. Obviously such a tweeky engine is not going to develop loads of excess torque but at anything approaching 4,000 r.p.m.\u2014it revs freely to seven\u2014the punch really comes in. It would be interesting to know just what percentage of the car’s \u00a3847 price tag is spent on the engine and gearbox.<\/em><\/p><\/blockquote>\n

In 1969, NSU was merged with Volkswagen into Auto Union AG forming the Audi Auto Union AG. Production of the NSU Prinz ceased in 1973, after more than half a million of the little cars were produced, (as well as some fascinating rotary-powered cars, but that is another tale to be told).<\/p>\n

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NSU TT<\/figcaption><\/figure>\n

The NSU earned a reputation as \u201cGiant-Killers\u201d in circuit racing, and Per Eliasen, the owner of our feature car, witnessed NSUs\u2014with their trunk lids half-open for more fresh air to cool their engines\u2014blazing around tracks of his native Denmark as a teenager. \u201cI took automotive lessons when I was a teenager,\u201d recalls Eliasen \u201cand as it turned out, my teacher was road-racing an NSU TT at the time. He focused a lot of his teachings on the engineering of the NSU engines, which gave me my first taste of NSUs.\u201d<\/p>\n

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NSU TTs, on track in Denmark, circa 1976.<\/figcaption><\/figure>\n

In the 1970s, Eliasen bought a BMW 2002 that he was auto-crossing on dirt roads and in gravel pits, but had not gotten into road racing. Later, he moved to Colorado where he acquired another BMW 2002, participating in various driving schools and track day events. On a trip back to Denmark in 2007, he attended a historic\/vintage racing event in downtown Copenhagen. There he saw a number of NSUs racing and what Eliasen says were \u201cexhibiting fantastic performances.\u201d Perhaps it a was a feeling of nostalgia, but sight of these \u201clittle boxy cars with big windows\u201d tearing around Copenhagen reignited the spark for an NSU racecar and he was totally smitten.<\/p>\n

1967 NSU 1200 TT<\/strong><\/p>\n

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Photo: David Gooley<\/figcaption><\/figure>\n

Back home in Colorado, his son suggested he buy an NSU and get into racing. \u201cSon, I\u2019m a gearhead, but I have never heard of any NSUs making it to the USA,\u201d replied Eliasen. The idea of finding an old NSU in the U.S. seemed unlikely, but he gave it a shot anyway. \u201cThat Summer (2007), I asked my car friends if anyone knew of any NSUs for sale in the U.S,\u201d Eliasen remembers. \u201cTo my big surprise, I quickly found a couple of NSU 1200TTs for sale in the Denver area, plus a great stash of parts.\u201d Both of the 1200TTs were too rusty and in very poor condition overall to be restored or create a racecar, so the search was on for a car with a solid body.<\/p>\n

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About 25 years ago when he was racing his BMW 2002, Eliasen got to know fellow racer and BMW repair shop owner Art Krill. Krill sold his shop, in Boulder, about 15 years ago and moved to South West Colorado. After losing touch with Krill, they reconnected through the RMVR (Rocky Mountain Vintage Racing) Club. While they were both attending a club race in 2009, Eliasen told Krill about his desire to go racing with an NSU and about his desire to acquire a clean body for his project. Krill owned two NSUs, including one with a clean body that he was also going to use as racecar, but had too many projects and so agreed to sell it to him. The car, a 1967 1200TT, was basically just a shell with no engine or interior, but the body was excellent. Finally, it was time to start the project.<\/p>\n

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Armed with a clean body shell, two complete parts cars, a substantial collection of spare parts and a lot of enthusiasm, the build began with the installation of a roll bar and sourcing performance parts from some NSU parts specialists in Europe. High compression Mahle pistons and a hot cam were obtained from a fellow NSU driver in Denmark, who advised him on the best way to set the car up for racing.<\/p>\n

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Photo: David Gooley<\/figcaption><\/figure>\n

During the build process, Eliasen was fortunate enough to get to know Danish racing legend Leif Pedersen. Pedersen has 8 or 9 Danish Championships to his name, running a pair of NSU TT, TTS cars in the 1000-1300-cc engine class back in the 1970s and was able to offer his advice on the build and provide some race parts. Eliasen has also attended several NSU Treffens in Germany and Denmark.<\/p>\n

Since the 1970s, the NSU 1000, 1000TT and 1200TT have been widely used for hill climbs, road racing and auto-cross. Currently there is a group of racers in Germany calling themselves \u201cKamp der Zwerge\u201d (Fight of the Dwarfs) that race NSU, Mini, Fiat Abarth and Renault 8 amongst other in their class.<\/p>\n