Driven to Write profiles a refugee who made it in the new World.
During the early 1970s, it appeared as though Toyo Kogyo’s Mazda division had stolen something of a march on the auto industry. Alongside Germany’s NSU, Mazda invested heavily into wankel engine development and while Neckersulm’s all-in commitment saw them Continue reading “Rotary Survivor”
As Steve fires up the NSU’s power unit, it quickly settles into its distinctive buzz-saw rotary whine. I ask him how often he uses it? “Not as often as I should – I have too many cars. I don’t use it in the winter, but this summer it’s done about 1500 miles.” Mileage incidentally, which includes a trip to the recent 50th anniversary commemorations in Suffolk, where over 30 Ro80s converged. Among the attendees was an owner from Stuttgart who Continue reading “Sons of the Silent Age – (2)”
Do French engines live up to that nation’s fine engineering heritage?
In Post War Europe, engines were restricted by reasonably arbitrary taxation classes. In Britain, the old ‘RAC Horsepower’ rating was based on an archaic formula that related to the bore only, not the stroke and didn’t actually refer to the actual output of the engine. Despite it being abolished in the late 1940s, it meant that the longer stroke engine, with its relatively low rev limit, lived on far longer in much loved stalwarts such as the Jaguar XK and BMC A Series and it did stem the development of lighter, freer running engines. Italy was less prescriptive and, although there were aberrations, like home market only 2 litre Ferraris and Alfas V6s, it allowed the development of the sweet engines found in the Alfas and Fiats of the 60s. The French tried to be more scientific, with a fiscal horsepower tax that brought in various factors but, generally, encouraged smaller engines of 4 cylinders and less. Thus, in a country that has a fine record in technical advances in motoring, engines struggled to keep up.