A sports car for family use: This is how the rare NSU TTS can best be described. The basis of the model dates back to 1964. At that time, the NSU Prinz 1000 was marketed as the large four-cylinder brother of the 'Prinz 4'. In 1965 the '1000' got a faster brother. That was the NSU Prinz 1000 TT. The 1967 facelift of the Prinz 1000 - which from then on was called 'NSU 1000' - was the signal for NSU to also take the sporty version in hand. The TT was equipped with a 1177 cc engine, which produced 65 HP. It replaced the 1085 cc engine from the Prinz TT. However, the Neckarsulmer company honored the 1000 cc engine from the NSU Prinz 1000 and NSU 996. This was - in highly adapted form - intended for the fastest 'Prinz derivative' of NSU: The NSU TTS.
Adjusts optically and technically
The TTS was used by NSU for various purposes. In any case, it was the NSU that was mainly developed to emphasize the sporting ambitions - and the resulting sporting image - of the Neckarsulmer concern.
The NSU TTS basically had the construction of the originally 'large Prinz'. However, it was optically and technically modified. For example, 'Neckarsulm' placed a large oil cooler under the front bumper. Furthermore, the chassis was lowered for road holding.
To give the sporty character extra shape, the 996 cc engine was fitted with two horizontal twin Solex carburettors. To give an impression: BMW placed it in its 2000 TI, for example. Those motor adjustments resulted in a standard power output of 70 hp. Not infrequently, that capital was adjusted to higher values by the rightful owner.
Gearbox 'auf Wunsch'
Those horsepower, combined with a weight of 700 kilograms, enabled the NSU TTS to reach a top speed of 160 kilometers per hour and get from 12 to 0 kilometers per hour in 100 seconds. A special option was available from the TTS for the shifting work. NSU gave the buyer the opportunity to put together a gearbox 'auf Wunsch'.
The shifting paths and gear ratios were then adjusted to the wishes of the buyer. The TTS also had the characteristic feature that the bonnet above the rear-mounted power source was often ajar. This prevented the motor from overheating. And there was one more thing: due to its technical construction (rear engine, wheels with negative camber, rear swing axles, etc.) it was especially suitable for the experienced rider.
Impression in competitions thanks to maneuverability
The sports NSU also impressed in competitions on closed roads and circuits. This was not only due to its maneuverability.
Special tuning sets were also used for those occasions. The TTS was a prominent guest in rallies and circuit races in the late 1971s and early XNUMXs. Various 'Renner' achieved successes with the NSU. It was still active - and successful - in various competitions until well after the production stop in XNUMX.
Only produced 2402 times
The TTS was produced for four years from 1967. This cult object from the sports car scene ran off the production line in Neckarsulm, Germany, 2402 times during that period. Conceptually (lightweight, powerful engine) it is considered the ancestor of the VW Golf GTI. It was also for sale in our country. In 1968 the NSU TTS cost 8.390 Dutch guilders.
Also read:
- NSU Prinz 4L. Family property of Mark van Dellen
- NSU Prinz - a restoration
- The NSU Type 67 four-cylinder models. From Prinz 1000 to 1000C
- NSU Ro80. Now better than ever
- Tuning, now and then…
Nice all that comment,
Erik is reasonably right for 95%…. but hey, what do I know about it while I look at a TTS coach every day (no, no converted TT or 1000), ... most of the remaining TTSs are all modified 1000s or TTs, ... but who sees that? ?
I used to have a NSU TT way too fast for such a small car, I think it weighed 560kg and then 65HP, yes that was the case for that time.
John Gers
Eu dear este carro desde de miúdo. Tenho um mas em miniatura.
Oh yeah. Criticism is always easy. Think you can also submit a complete article ..
Don't think Erik will be averse to posting it😜
Maybe that your Corona lockdown sitting at home is what makes makulukkur😎
In my opinion it was conceptually more the predecessor of the Simca 1000 Rallye I, II and III and the Skoda S110R, RS130, RS180 and RS200. As a model within the VAG group, the NSU Prinz was succeeded by the Audi 50, the later VW Polo.
If you call / see this car as the predecessor of the Golf, then you have technically not fully understood (or really not).
If you literally overwrite the Wikipedia you will get that.
Dear Jeroen.
Thank you for your response.
In this article we call the NSU TTS an ancestor, not a straight-line predecessor. The article does not state that the TTS has the same technical layout. But that should be clear. The TTS was, like many a contemporary, a pioneer for the smaller fast family cars. However completely different they were in a technical sense or in terms of structure.
And now I'm still waiting for an article about the Muench Mammouth, the two-wheeler that was driven by the block of the NSU TTS ..
Indeed, more attention is in order to the technical details of this unique engine, with its eccentric shaft distribution.
Indeed, the story of the Munch Mammut deserves a spot here. Friedel Munch, its spiritual father, was a top engineer (also in racing) who was way ahead of his time and unfortunately did not receive the recognition he deserved.
But of course we have already published that for a long time: https://amklassiek.nl/munch-met-dank-aan-nsu/2018/04/18/