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The NSU Ro80 was a relative revolution at the time of its introduction. With smooth, aerodynamic styling and a rotary engine, NSU’s Ro 80 made big promises. Years later, one man decided he’d create the convertible that was missing from the Ro 80 lineup. Let’s check out this one-of-two NSU.
NSU continued its development of rotary power, and shortly after the Spider the company introduced the considerably more modern Ro 80. NSU was at the end of its independence around the time the new sedan debuted; two years later, the company merged with the Auto Union. And that organization subsequently merged with, and was crushed by, VW-Audi. The Ro 80 was then the first and last modern NSU sedan.
Introduced in 1967, the Ro 80 was marketed to wealthy customers as an executive sedan. Available in four-door format only, smooth styling covered a bevy of advanced technology. Ro 80 was front-wheel drive, powered by a 113-horsepower Wankel engine of 995 cc displacement. A single transmission greeted buyers: the ever-obscure semi-automatic. Three manual speeds with synchromesh were operated by an automatic clutch. That meant a traditional gear lever shifted by the driver, who touched a knob on the lever to activate the vacuum-operated clutch.
All the advanced tech was great, but unfortunately NSU was not prepared for the issues which came along with its rotary engine design. The free-revving Wankel was overworked by zealous drivers, and after 1971 an audible warning was installed to let customers know when their engine was operating in the danger zone. Even if not stretched to the max, early engines had build quality and reliability issues. Many failed and required a rebuild before 35,000 miles. The problem was the motor’s rotor tip seals, which had to be redesigned to prevent internal leaks.
NSU’s engineers worked quickly, solving most of the Ro 80’s bugs by 1970. But by then dealer and consumer pressure had lead to a longer warranty on all cars, and it hurt the company’s reputation and wallet. No matter, as the Auto Union had taken hold and NSU was not long for the world. The Ro 80 continued in production at Neckarsulm through 1977. After that point, NSU was finished, and the factory was converted to Audi production.
The muse for the Lego model shown here lived the first 15 years of its life as a standard sedan before it transformed at the hands of an Ro 80 specialist mechanic. Said mechanic desired a convertible NSU, and set to work in 1990 turning a four-door sedan into a two-door cabriolet. Another Ro 80 collector saw the drop-top and thought it an excellent idea. He hired the mechanic to build another in 1991.
[Edited text from: www.thetruthaboutcars.com/2020/01/rare-rides-a-1974-nsu-r...]
The NSU Ro80 was a relative revolution at the time of its introduction. With smooth, aerodynamic styling and a rotary engine, NSU’s Ro 80 made big promises. Years later, one man decided he’d create the convertible that was missing from the Ro 80 lineup. Let’s check out this one-of-two NSU.
NSU continued its development of rotary power, and shortly after the Spider the company introduced the considerably more modern Ro 80. NSU was at the end of its independence around the time the new sedan debuted; two years later, the company merged with the Auto Union. And that organization subsequently merged with, and was crushed by, VW-Audi. The Ro 80 was then the first and last modern NSU sedan.
Introduced in 1967, the Ro 80 was marketed to wealthy customers as an executive sedan. Available in four-door format only, smooth styling covered a bevy of advanced technology. Ro 80 was front-wheel drive, powered by a 113-horsepower Wankel engine of 995 cc displacement. A single transmission greeted buyers: the ever-obscure semi-automatic. Three manual speeds with synchromesh were operated by an automatic clutch. That meant a traditional gear lever shifted by the driver, who touched a knob on the lever to activate the vacuum-operated clutch.
All the advanced tech was great, but unfortunately NSU was not prepared for the issues which came along with its rotary engine design. The free-revving Wankel was overworked by zealous drivers, and after 1971 an audible warning was installed to let customers know when their engine was operating in the danger zone. Even if not stretched to the max, early engines had build quality and reliability issues. Many failed and required a rebuild before 35,000 miles. The problem was the motor’s rotor tip seals, which had to be redesigned to prevent internal leaks.
NSU’s engineers worked quickly, solving most of the Ro 80’s bugs by 1970. But by then dealer and consumer pressure had lead to a longer warranty on all cars, and it hurt the company’s reputation and wallet. No matter, as the Auto Union had taken hold and NSU was not long for the world. The Ro 80 continued in production at Neckarsulm through 1977. After that point, NSU was finished, and the factory was converted to Audi production.
The muse for the Lego model shown here lived the first 15 years of its life as a standard sedan before it transformed at the hands of an Ro 80 specialist mechanic. Said mechanic desired a convertible NSU, and set to work in 1990 turning a four-door sedan into a two-door cabriolet. Another Ro 80 collector saw the drop-top and thought it an excellent idea. He hired the mechanic to build another in 1991.
[Edited text from: www.thetruthaboutcars.com/2020/01/rare-rides-a-1974-nsu-r...]
The VW Golf Cabriolet was introduced at the 2011 Geneva Motor show: www.autoviva.com/volkswagen_golf_vi_cabriolet_77_kw_tdi_b...
The first generation of the Volvo C70 was built from 1996 until 2005. The cabriolet was added to the range in 1998. It was the first cabriolet from Volvo since the 1940's. This one has a 2.4 litre 5-cylinder engine with 194 PS.
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The Peugeot 304 Berline launched in 1969, designed to slot between the recently launched flagship 504 and the smaller 204, upon which the 304 was based. Like other contemporary Peugeots, styling was by the Italian masters at Pininfarina.
Launched initially in Berline (saloon) and Break (wagon) form, this model was joined by a Coupe and Convertible a year later in 1970. The Berline used the centre body section from the 204, though with a longer rear overhang (by 135mm). Other body types reused the rear bodies from their respective 204 versions. All 304s shared the new nose, reminiscent of the larger 504.
All versions of Peugeot 404 were powered by four-cylinder engines mounted transversely, with the gearbox included in the sump. Petrol engines ranged from 1,127cc (59 hp) to 1,357cc (65 hp), along with a 1,548cc diesel producing 45-47 hp.
French production of the 304 ran from 1969 to 1980, whereupon, it was replaced by the larger 305 model (launched in 1977), using much of the same mechanical hardware.
The lovely 304 Convertible / Cabriolet shown here, was built through to 1975, of which 19,000 were manufactured, 836 of which were RHD models for the UK.
The NSU Ro80 was a relative revolution at the time of its introduction. With smooth, aerodynamic styling and a rotary engine, NSU’s Ro 80 made big promises. Years later, one man decided he’d create the convertible that was missing from the Ro 80 lineup. Let’s check out this one-of-two NSU.
NSU continued its development of rotary power, and shortly after the Spider the company introduced the considerably more modern Ro 80. NSU was at the end of its independence around the time the new sedan debuted; two years later, the company merged with the Auto Union. And that organization subsequently merged with, and was crushed by, VW-Audi. The Ro 80 was then the first and last modern NSU sedan.
Introduced in 1967, the Ro 80 was marketed to wealthy customers as an executive sedan. Available in four-door format only, smooth styling covered a bevy of advanced technology. Ro 80 was front-wheel drive, powered by a 113-horsepower Wankel engine of 995 cc displacement. A single transmission greeted buyers: the ever-obscure semi-automatic. Three manual speeds with synchromesh were operated by an automatic clutch. That meant a traditional gear lever shifted by the driver, who touched a knob on the lever to activate the vacuum-operated clutch.
All the advanced tech was great, but unfortunately NSU was not prepared for the issues which came along with its rotary engine design. The free-revving Wankel was overworked by zealous drivers, and after 1971 an audible warning was installed to let customers know when their engine was operating in the danger zone. Even if not stretched to the max, early engines had build quality and reliability issues. Many failed and required a rebuild before 35,000 miles. The problem was the motor’s rotor tip seals, which had to be redesigned to prevent internal leaks.
NSU’s engineers worked quickly, solving most of the Ro 80’s bugs by 1970. But by then dealer and consumer pressure had lead to a longer warranty on all cars, and it hurt the company’s reputation and wallet. No matter, as the Auto Union had taken hold and NSU was not long for the world. The Ro 80 continued in production at Neckarsulm through 1977. After that point, NSU was finished, and the factory was converted to Audi production.
The muse for the Lego model shown here lived the first 15 years of its life as a standard sedan before it transformed at the hands of an Ro 80 specialist mechanic. Said mechanic desired a convertible NSU, and set to work in 1990 turning a four-door sedan into a two-door cabriolet. Another Ro 80 collector saw the drop-top and thought it an excellent idea. He hired the mechanic to build another in 1991.
[Edited text from: www.thetruthaboutcars.com/2020/01/rare-rides-a-1974-nsu-r...]
Taken during the Drive and Dine event of the Upstate South Carolina Chapter, Porsche Club of America, on September 14, 2013.
We had 22 Porsches and 30+ Porschefiles out for a drive on a beautiful South Carolina Saturday. The trip went from Easley, SC up to Table Rock State Park, then along scenic SC Highway 11 to the Links of Tryon golf club, and concluded with lunch at a German restaurant south of Greer. A great time with great people!
Cars included several generations of 911s, some 944s, numerous Boxsters, Caymans, and a Cayenne.
The Renault Caravelle is a two door coupe or cabriolet produced by the French manufacturer Renault from 1958 until 1968. Outside of North America, where it was launched the following year, the cabriolet was known as the Renault Floride for the first four years of production.
The Floride was unveiled at the 1958 Paris Motor Show. A small rear-engined convertible designed by Pietro Frua at Carrozzeria Ghia, it used the floorpan and 845 cc Ventoux engine from the Renault Dauphine saloon. The Ventoux Spécial engine tuned by Renault performance guru Amedee Gordini produced 40 hp as opposed to the standard model's 35. Transmission was by a three speed manual gearbox, with a four speed ‘box being an option and braking was by drums all round.
In 1962 notable changes were made. The Dauphine engine was replaced by with a new five bearing 956 cc engine from the recently launched Renault 8 which produced 48 hp. The three speed gearbox now had synchromesh on all gears, a 12 volt electrical system replaced the previous 6 volt one and for the first time on a French car, disc brakes on all four wheels. There were now air vents on the rear bonnet to aid cooling and the coupe could now carry four people.
In 1964 another R8-derived engine of 1108 cc was introduced to the Caravelle, producing 55 hp which increased to 57.5 hp in 1966 with the introduction of twin Weber carburettors which co-incided with the removal of the 1100 badge on the rear bonnet, replaced by a Renault monogram. The final changes occurred in 1967 with the placing of the Renault logo on the front bonnet and rectangular front indicators which replaced the previous round ones.
The Floride's body style, particularly the front end, has been acknowledged by former BMC designers as an inspiration for the MGB.
The single carburettor 1108 cc car had a top speed of 89 mph and accelerated from 0-60 mph in 17.8 seconds. Average fuel consumption was 30.2 mpg. The Caravelle's performance closely matched that of the contemporary Triumph Spitfire 4 under most headings, though the Spitfire was a couple of mph ahead on top speed. The Caravelle came with a UK recommended price of £1,039 as against £666 for the Spitfire 4. The contemporary Austin Healey Sprite was both a little slower and a little cheaper than the Spitfire. The seemingly expensive price was due to the fact that the British car market was still protected by tariffs at the time.
Opel Admiral (1938–1939)
The first Admiral was introduced in 1938 as an attempt to challenge large luxury cars from Horch, Mercedes-Benz and Maybach. It was available as a 4-door saloon or cabriolet. The car was equipped with a 3.6 litre straight 6 with a top speed of 132 km/h (82 mph). The production of the Admiral was cancelled in 1939 when the Opel factory started producing war material.
(Wikipedia)
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Opel Admiral (1938–1939)
Das Modell Admiral wurde 1938 als oberhalb des „Opel Kapitän“ positioniertes Spitzenmodell und Nachfolgemodell des Super 6 mit dem nun kleineren 2.5 Liter Reihenmotor - präsentiert. Für vergleichsweise günstige 6500 Reichsmark (entspricht nach heutiger Kaufkraft und inflationsbereinigt 24.800 Euro)[1] mit allem erdenklichen Sonderzubehör und einem 3,6-Liter-Sechszylinder mit 75 PS ausgestattet, war der Wagen durchaus eine Alternative zu Maybach, Mercedes-Benz oder Horch. Die Werkskarosserien gab es als geschlossene Limousine, als Pullman-Limousine sowie als viertüriges Cabriolet. Vom Preis und von der Bauart eignete sich das Fahrgestell des Admiral für verschiedenste Sonderaufbauten, so zum Beispiel für zweisitzige Cabriolets, die unter anderem die Karosseriewerke Hebmüller und Gläser fertigten. Das Opel-Spitzenmodell hatte in der automobilen Oberklasse zeitweise einen Marktanteil von 25 Prozent.
Der Admiral galt als repräsentativer, komfortabler und schneller Reisewagen, der für den Einsatz auf den neuen Reichsautobahnen konzipiert war: Bei einem Verbrauch von ca. 18 l/100 km konnten fast 400 km gefahren werden.
Die Produktion endete bereits im Oktober 1939, da die Motoren kriegsbedingt für den Dreitonner-Lkw Opel Blitz benötigt wurden.
(Wikipedia)
Features a folding canvas top, which basically is more of a large sunroof than a proper convertible and in a very similar design to the one on the Fiat 500C. Soon there will be a Vauxhall/Opel Adam cabriolet with the same feature. These cabriolets feature a new rear LED tail lamp design which I first saw being used last night. Looked great!