After decades of exploration and persistence, today's rotor engine is a unique technical card of Mazda. But there is no denying that Mazda's contribution to the practical use of the rotor engine is undoubtedly huge. From the dream car cosmo to the mountain king RX7, 787B sweeping Le Mans, the heart of this fast-rotating heart brings us memories from Mazda.
So it is not surprising to think of Mazda whenever the rotor engine is lifted, but since the advent of the rotor engine, the history of the car has not only Mazda's production of a rotary engine.
The rotor engine was jointly developed by a German named Fergus Wankel and the German NSU company. They summed up some of the previous research results and broke through the key technical problems and successfully invented the first rotary engine. Rotor engine in the end
The new technology is also a huge business opportunity, so it is very attractive to participate in many auto manufacturers, including Mercedes-Benz Toyota and other automakers, but the new technology has exposed many congenital defects and high fuel consumption. There are various reasons for the high development costs, and many companies have given up on this new technology. However, a small company, Mazda, which was not known at the time, also coveted the technology and obtained the R&D license for the rotor engine at any cost. Today, only Mazda retains the technology of this cow X.
As early as 1957, Figues Wankel registered the technical patent for a rotary piston engine. After years of testing and preparation, the world's first NSU Spider with a rotary engine was finally released in 1964.
The compact 498cc single-rotor water-cooled naturally aspirated engine is placed at the rear of the car. Although the engine has a small displacement, it depends on the different operating characteristics of the rotor engine, resulting in a higher horsepower volume ratio.
In the end, the engine's maximum power is fixed at 37KW, and matches the very avant-garde 4-speed manual transmission that year. Thanks to the lightweight design, the Spider's curb weight is controlled at around 700kg. For a car with only 500cc displacement, the 100km acceleration in 14.5 seconds is also good enough.
Although its price and fuel consumption are high, durability and maintenance problems are not well resolved, but this experimental new rotary piston sports car has attracted many people with unique visions to pay for it.
Spider sold more than 2,300 units in the three years of production, and the first battle of the commercialization of the rotor ended in an unresolved ending.
After the Spider was discontinued, NSU introduced the Ro80, which was also equipped with a rotary engine, in 1967.
In addition to having a very avant-garde streamlined body, the Ro80 is also very advanced in configuration, and even has some of the most popular configurations of today's modern cars, such as four-wheel disc brakes, former McPherson independence, and rear multi-link independence. Suspension, rack and pinion power steering, etc.
In terms of power, the Ro80 is equipped with a 995cc dual-rotor engine with a maximum power of 84kW and is the first to match the AMT transmission. The fast and smooth engine brings a speed of up to 180km/h, and the outstanding comprehensive performance and black technology make the Ro80 also rated as the annual car.
However, the durability of the rotor engine is still not well solved. The NSU must not improve the rotor sealing material and provide a policy to extend the warranty. This policy has also aggravated the financial crisis of NSU. In 1969, NSU was acquired by Volkswagen and merged into the Auto Union (formerly Audi).
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