The world of small car manufacturing after WWII was like watching a room full of compulsive gamblers. There were plenty that bet it all on one car in hopes of a better life, just to watch it all come up snake eyes. The NSU Ro80 was one of the more promising stories of this time, but it still left with empty pockets.
By the 60s the German company NSU had moved from motorcycle production into moderate success with small cars such as the TT and the Prinz. NSU had taken the logical first steps by basing much of its car’s engineering on its motorcycle heritage. But now it wanted to be a bigger player in the car game, and NSU needed a new engine for larger cars. The solution came in the form of a revolutionary design by Felix Wankel. The engine, which was eventually named after its inventor, used no pistons and had fewer parts than a traditional gasoline engine.
NSU was excited about this powerplant and installed the first version on its Prinz-based Spider in 1964. Happy with the high power and small size of the Wankel engine, NSU made plans for its first executive sedan, what would become the Ro80. Designer Claus Luthe, who would later go on to sketch classics like the first BMW 3-Series and the E28 5-Series, created an aerodynamic design far ahead of anything else coming out of the 60s. To go along with the futuristic design and engine, innovative touches were added to the drivetrain including a clutchless 3-speed manual transmission, four-wheel independent suspension, and inboard disc brakes (traditionally used to give race cars better handling.)
The Ro80 was released in 1967, and it immediately won the European Car of the Year award. Much of the public was in awe of such an advanced car, with such a smooth high-revving engine. But almost immediately NSU's fortunes took a turn for the worse.
NSU didn’t solve all of the Wankel motor’s initial problems before the car went into production. The cars broke down constantly. NSU didn’t fully anticipate this problem because the first Wankel car, the Spider, had sold in very low numbers. About three times more Ro80s were sold in its first full production year than total Spiders made during its entire four-year run. And unlike the Spider, which was a car for playboys, the Ro80 was marketed to executives who expected reliable motoring.
At a time when NSU needed to cover the considerable development costs of the Ro80, it was paying a hefty price in warranties. Dealership mechanics who didn’t know how to fix this new type of engine just replaced it with a brand new one. It was rumored that instead of waving at other Ro80s, owners would hold up fingers to passing Ro80 owners representing how many engines they had.
The mounting costs were too much for the relatively small NSU, and in 1969 it merged with the Volkswagen group to become know as Audi NSU Auto Union. The car that was shaped like a torpedo had an engine that sank the company.
The Wankel engine’s problems were eventually solved, but it still couldn’t save the Ro80. Ferdinand Piech moved to Audi NSU in 1972. He quickly put an end to Wankel engine development and stopped licensing it to other companies. Somehow the Ro80 lived on until 1977, selling about 37,400 examples. Once the Ro80 stopped, the NSU name was never used again.
The Ro80 was an advanced sedan with innovative technology and a shape that influenced the design of Audis for decades to come. It also had a very large Achille’s heel. The Ro80’s Wankel engine ensured the car would become a footnote in automotive history instead of a milestone. But for those who are fortunate to own one, and able to keep it on the road, this is truly classic motoring.
