Yes I am guessing. Theory based on the vane hydraulic pumps that do not
 have gearing like the Wankel designed rotary engines. The motor cycle
 engine MAY have silicone nitride seals, but I do not know. Lots of Mazda
 engines built plus the Audi and Citreon engines and then the Mazda copy
 Russian engines. How many of these motor cycle engines are in use?

 Dale Davies


 Dale,

Sorry to say but Audi did not build Wankel engine nor did Citroen. Perhaps
you refer to NSU who made an agreement with Citroen for a joint
development. Citroen builds the car, NSU the Engine. Motorcycles were not
in these talks, however Fichtel and Sachs did work on Motorcycles as well
as the Brits.

Perhaps the Russians build Motorcycles too?
As of late, the Russians are also developing the same engine Rahael Morgado
(MYT) is proposing, at least that is what they have announced.

Rolf

Have you every been to the Wankel Museum in Altlussheim near HockenHeim
Rolf?

The Citroen engine looks different than the RO80 engine.

Paul Lamar


Indeed, I have been in Altlussheim. However, not long enough.The person I
went with was not an engineering type fellow. :)

The engine for the Citroen was an NSU supply.  Yes, different to the RO80.
The following site provides a lot of info about the Wankel development in
general and by NSU as well. However its in German. It is an impressive
list. NSU was really active and believed in its future.

I also had ones a discussion with Dr, Froede, the key motor (pardon the
pun) behind it . At NSU the terms was coined "Kraft durch Froede", which is
a synonym to the term of the third Reich "Kraft durch Freude" where Adolf
wanted population growth and urged the every woman to have a child for the
"Fueher" (Leader) 'Freude' means joy / pleasure.  'Kraft' means strength.

http://www.der-wankelmotor.de/Motoren/Motoren_NSU/NSU-Motorentypen/nsu-motorentypen.html

The page of the site that is open now is a list of the various developments
til 1975. See items 23 and 36 engines for Citroen. I am not sure but I
think that the Comotor items 33 and 34 of 1970 were also for Citroen. By
that time I had already left.

Rolf



Hi!: as far as I know, Citroen and NSU built as a joint venture, a plant for producingWankel Rotary Engines in Sarre, named 'Comotor', the engine installed in the CitroenGS Birotor was built there, and also the engines installed in the Van Veen motorcyclewere surplus Comotor engines.
The single rotor, liquid cooled, manual gearbox Citroen M-35 was built as a testing prototype that was sold to customers making many miles a year, to test the engine under everyday conditions,many of these cars were repurchased and wrecked by Citroen, some 400 were built and sold, and the 500 cc/chamber engine was unique to this car.
Audi developed in 1979 a larger displacement, 750 cc /chamber  x 2 rotors, side intake ports version of the Comotor engine, giving 170 Hp at 6500 rpm, and 220 Nm at 3500 rpm, and tested it in an Audi hull, named Audi 200, but rejected the project, apparently because of production costs and no noticeable advantages over existing reciprocating engines.The name of this rotary engine was KKM 871.
Citroen introduced the two rotor Comotor engine 500 cc/ chamber after the Ro 80 was in production for some years, and the first NSU engines may differ from the Comotor series, but I'd say that the last NSU Ro 80 engines and Citroen GS Birotor engines were the same, with the exception that the GS Birotor, introduced in 1973 sold only some 850 units, and the Ro 80 was selling until 1977, were production was totally discontinued.
Chattered marks were the result of apex blades entering resonating vibrations, percuttingthe trochoid surface, the issue was solved by changing the weight of seals in order that theresonating frequency for seals was outside the functioning rpm range of engine.'Devil's scrapes' were the result of poor compatibility between apex seals' and trochoid's materials,improved materials solved this, and the cracks around the spark plug hole were eliminated whena metal piece to which the plug was screwed was added, instead of screwing plug directly on thetrochoid material, but alll these were old problems, the J C Lefeuvre's engine may have takenadvantage of all these developments, as many were accesible in patent offices or in technicaland hobbyist's publications.
Mr Lefeuvre gives little information about constructions details of his engine, but obviously, it works, and it lasts. Who could ask for anything more?
Thanks for your attention, best regards, salut +
  Jose Gros-Aymerich