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 producing Wankel 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 motorcycle were 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, per cutting the trochoid surface, the
issue was solved by changing the weight of seals in order that
the resonating 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 all these were old problems, the J C Lefeuvre's engine may
have taken advantage of all these developments, as many were
accessible in patent offices or in technical and 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
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