Category Archives: NSU TTS

Off Season Project Updates

Just a quick update on winter projects. All of this work is being done up at Racecraft by Jim and his fantastic team.

The before picture. Ouch!

NSU- The repairs are coming along nicely on the NSU. You will remember that I crashed the car in its initial race at Seattle in July. I lost the car in the rain and hit the dirt embankment outside Turn 2.

We were able to find a rusty but useable donor car in Seattle. Who would of thunk it. It had all the bits we needed plus a spare engine and transmission. I was able to donate the rest to a friend who is restoring a street car.

The car will head off to the painter next week!

All the metal work has been completed and the car will head off to the painter soon.

The spare engine and transmission is up at Ivey Engines in Portland. Jay Ivey is the premier FF engine builder in the country. He will be using his considerable experience to build a hot-rod motor for the NSU. All the go-fast parts are available for these engines in Germany.

Asahi M3- Terry Tinney has completed the rebuild of the S14 engine for the M3. You may remember that we cracked the block during the Rolex Races in Monterey last year. We were able to find a donor block for the car along with a complete race motor. The race motor came from England and will serve as a spare in case we have another problem. The new motor will be shipped up to Racecraft next week and go back into the car.

The wrap guy came through finally. Here’s the mock-up of what the car will look like.

Swift- A new color wrap is going on the Swift DB2. The new color is turning out beautifully. The guy doing the wrap is tough to keep focused. We have been waiting a couple of weeks for him to come back and put on the accent stripes and numbers. He does great work, but  .  .  .

Luigi CSL- Luigi is getting a new transmission this winter. The original Getrag is getting pretty long in the tooth. I have decided to replace it with an Elite transmission out of England. It is a modern recreation of the old ZF 5 speed but with stronger internals. These transmissions were homologated for the CSL back in the day so it is a legal replacement. It has been ordered and should be to the shop sometime next month.

The Elite 5 speed transmission is an exact reproduction of the old ZF transmission from the early 1970’s but with stronger internals.

Street 2002- Terry has been hard at work on the street 2002 he has been building for me. The S14 engine is in the car after some complications. Terry had to fabricate custom engine mounts to get the engine back and lower in the engine bay. One issue when putting an S14 into the 2002 is clearance between the oil pan and the front crossmember. This is solved by fabricating a new oil pan. It also requires moving the engine back to give clearance between the front pulley and the radiator.

The fuel injection guru stopped by the shop last week and went over everything with Terry. Terry has everything we need ordered and once it all gets here he will install it. The FI Guru will then come back and do the fine adjusting. 

The #34 2002 is in transit back from SC. Once it is back at Racecraft Jim will swap the transmission with the transmission in the K2002. I won’t be racing the #34 much this coming year. I am thinking about taking it back to its original Hyde Park black and orange livery.

Installation of the S14 engine is going along smoothly.

That about wraps up the winter projects. Our first race of the season will be the HMSA Spring Event at Laguna Seca in early March.

2018 Pacific Northwest Historics- Kent, WA

The ‘Before’ picture of both cars.

 

We raced the Koepchen 2002 and NSU 1200TT at the 2018 PNW Historics on June 29- July 1. The weekend turned out tube a real mixed bag.

The 2002 ran well all weekend, but the driver was off his game just a little.

The NSU was a lot of fun to drive, but its run came to an abrupt end on Saturday afternoon in the rain.

This was the first outing for the NSU. I had purchased it last winter and had it shipped to Seattle. After its arrival Jim did a thorough inspection and came up with a list of items needing attention.

I had him work through the list and get the car ready for this event. It needed new seat-belts, an updated fire system, some electrical sorting, etc. Nothing major.

I was pretty excited to get to the track and see the car all ready to go. I was even more excited to get in it and have a go.

I last drove an NSU back in 1971. I had a car just like this that I autocross, ice raced, and did my first SCCA Driver’s School in. I then sold it and built a Mazda RX-2 to race.

I should have kept the NSU!

Everything went well with the NSU until Saturday afternoon. I had entered it in the USRRC race to get some extra seat time. After about 3-4 laps rain moved in from the west end of the track, which means Turn 2 got wet first.

After I ran out of talent.

My first time through the turn I spun. The second time through Turn 2 I started to spin, caught it, but the car snapped back the other way and went straight off into a dirt bank. OUCH!

The K2002 had a better weekend. It had no problems and ran perfectly all weekend. I just was not on my game for this event.

in my defense, I did get hit by another competitor in the first race. The other driver wanted to blame me for everything. I wanted to call it a racing incident. You can watch the video and make up your own mind.

 

NSU Fulfills a Dream, and Answers Questions

Looking a little like a Corvair, these cars have many similarities with their US cousins.

Along with BMWs and MBs my father’s dealership sold NSUs. So when I started racing he suggested I find the holy grail of NSUs, a 1200 TTS. I found one for sale in NJ and went with my friend Peter P. to collect it and bring it back to MN.

NSU was an old manufacturer. They began in the late 1800’s as a knitting machine manufacturer. Soon they became a bicycle manufacturer, and then in the early 1900’s began making cars and motorcycles.

After the war they continued making excellent motorcycles, winning races in Europe and setting many speed records at Bonneville. Their cars were small, but of high quality, and were also quite successful on track.

Their most successful model on the track and at hillclimbs was the TT and its successor the TTS. These cars came as 1,000 ccs and 1200 ccs, and were named for the race where NSU had had such success, the Isle of Man TT races.

Power comes from a 1,200 cc 4 cylinder, OH cam, air cooled motor derived from their motorcycle engines.

In the late 1960’s they developed a Wankle engined car called the Ro-80 that was a marvel. It was a beautiful design, but the engine proved unreliable, and the warranty claims put the company in jeopardy.

VW/Audi took over the company in 1969 and the NSU brand disappeared.

I ran my TTS in a few auto crosses in the fall of 1969, setting several FTDs, and then raced it on the Ice in the IIRA series in 1969 through 1971. I never got a chance to race it on a track because I sold it and bought a Mazda RX2 to race in 1972.

The question of how well these cars go has always rattled around in the back of my empty skull, so I decided to take steps to find out before I was too old to care.

Here are some pictures of my latest acquisition. It is a 1970 1200 TTS. It has a OH cam 4 cylinder air cooled engine, sitting on a 4 speed transmission. And no, I will not be doing any bump drafting with that oil cooler hanging out there.

It has independent suspension all around. Up front are unequal length arms, with coil springs and a sway bar. In back are swing axels locate by trailing arms, with coil springs and shocks.

I found the car in the Netherlands, and it is on its way via ship to Seattle. No Baby Corvair jokes please.

Stay tuned to follow the adventures of this little Bad Boy!