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NSU Typ 110
NSU Typ 110
NSU Typ 110
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NSU Typ 110 (1965–1967)
NSU 1200 (1967–1972)
NSU Typ 110
Overview
ManufacturerNSU Motorenwerke AG
Production1965–1972
AssemblyWest Germany: Neckarsulm
Body and chassis
Body style2-door sedan
LayoutRR layout
Powertrain
Engine1,085 cc (66.2 cu in) air-cooled four-cylinder (1965–1967)
1,177 cc (71.8 cu in) air-cooled four-cylinder (1967–1972)
Transmission4-speed manual all-synchromesh with hydraulically operated single plate dry clutch[1]
Dimensions
Wheelbase2,440 mm (96 in)[1]
Length4,000 mm (160 in)[1]
Width1,490 mm (59 in)[1]
Height1,390 mm (55 in)[1]
Chronology
PredecessorDKW F12
SuccessorAudi 50

The NSU Typ 110 is a small car that was made by NSU between 1965 and 1972 (branded as the NSU 1200 after 1967). It was first presented at the 1965 Frankfurt Motor Show, widening NSU's range in the process. It was based on the NSU Prinz 1000 but with a longer wheelbase and a front overhang, which increased available space both in the passenger cabin and in the luggage compartment. With an external length of four metres the car took NSU into the lower rungs of the middle class saloon sector, as it existed at that time in West Germany. It was to distance the model from the small car sector that for this model NSU abandoned the Prinz name which had till then been carried by their passenger cars.

Design

[edit]

Viewed from the front, large rectangular headlights differentiate the Typ 110 from the smaller models, flanking a large chrome-effect panel that might have passed for a false grill. Inside, domestic market cars featured a fashionable strip speedometer reminiscent of that found on the Opel Rekord B which had been introduced a couple of months earlier. The Typ 110 came with a strip of 'simulated wood'[1] veneer across the width of the dash board, while a new heating and ventilation system testified to the car's middle class aspirations. Reclining front seats were available at extra cost.[1]

The Typ 110 and the Prinz 1000 were powered by rear-mounted air-cooled four-cylinder engines. These were noted for their relatively advanced configuration for the times, being mounted transversely and having a chain-driven single overhead camshaft with an inline-mounted distributor. Initially the Typ 110 came with a 1085 cc engine with a claimed output of 49 PS (36 kW), which would also find its way into the sporting smaller Prinz 1000 TT, albeit with a slightly higher claimed output of 40 kW (54 PS; 54 hp). In the autumn of 1966 a larger engine of 1177 cc 60 PS (44 kW) became available in a version designated as the NSU Typ 110 S or 110 SC.[2]

The independent rear suspension design was of semi-trailing arm configuration and, similarly to most of the body and floor pan structure aft of the A-Pillar, was shared between the 1000 and Type 110. However, the front suspension of the Typ 110 was a new double-wishbone design with longer wishbones, better noise isolation and longer wheel travel than those of the 1000 models.

Renaming

[edit]

Later in 1967, NSU simplified their model range. The NSU Typ 110 was rebranded as the NSU 1200, with claimed engine output now reduced back to 40 kW (54 PS; 54 hp). In this form it continued to be offered in Germany until December 1972. A "C" ('comfort') version had a 'generous range of special equipment'.[3]

In January 1966, Britain's Autocar magazine tested a 1085 cc NSU Typ 110.[4] In July 1967, the larger-engined 1177 cc Typ 110SC having become available in right hand drive form on the UK market, they tested the newer model and compared results from the two tests. The top speed achieved had increased from 87 mph (140 km/h) to 93 mph (150 km/h).[4] The acceleration time from 0 to 50 mph (80 km/h) had come down from 12.3 seconds to precisely 10.0 seconds.[4] There was also a 10% improvement in overall fuel consumption for the test from 26.9 mpg‑imp (10.5 L/100 km; 22.4 mpg‑US) to 29.7 mpg‑imp (9.5 L/100 km; 24.7 mpg‑US).[4] Other sources indicate even better performance for the Typ 110 SC, but by any reckoning it is apparent that the car's relative lightness of build and its energetic engine tended to place it at or near the top of performance tables for smaller saloons, albeit at a time when the German market best seller was still the relatively heavy Volkswagen Beetle offered, at this stage, only with 1200 or 1300 cc engines. Disc brakes at the front ensured reasonable stopping power.[1] Less in the NSU's favour was its poor directional stability in cross winds, a particular issue for Autobahn cruising. German reports nevertheless commended the car's ease of handling in city traffic and on mountain roads where the positioning of the engine above the driving wheels, at the rear of the vehicle, conferred a traction advantage in winter conditions.

In 1967 the British car market still sheltered behind significant import tariffs: in the UK the Typ 110 SC carried a manufacturer's recommended retail price of £799 at a time when the similarly angular (if 4 inches (10 cm) shorter) Triumph Herald 12/50 was retailing on its own home market for £678.[4]

The Typ 110 was also unusually easy to repair, with care taken to ensure easy replacement of key components: it was claimed that the entire clutch could be changed in just 30 minutes. Zinc coating on the underbody promised superior rust resistance. Recommended service intervals of 7,500 kilometres (4,700 mi)[1] at a time when competitor vehicles typically required a routine service every 5,000 kilometres (3,100 mi) also gave the car an advantage in a cost conscious market place, and pointed to a future when less than a decade later NSU's new parent company, Volkswagen would lead the way in extending recommended service intervals to 15,000 kilometres (9,300 mi) with their new front engined ranges.

Between 1965 and 1967 approximately 74,000 NSU Typ 110/110SCs were built. After the car was rebranded, approximately 256,000 NSU 1200s were built between 1967 and 1972.[5]

NSU 1200

References

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NSU Typ 110

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from Grokipedia
The NSU Typ 110 is a compact rear-engined, rear-wheel-drive automobile manufactured by the German company AG from 1965 to 1967, featuring a 2-door sedan body style designed as a more spacious compared to the earlier models. Introduced in 1965 as part of NSU's Typ 77 series to compete with vehicles like the 1500, the Typ 110 was offered in base, S (sport), and SC (super coupe) variants, with the model later renamed the NSU in 1967 following an increase. It measured approximately 4,000 mm in length with a 2,440 mm , providing improved interior room for passengers while retaining the brand's characteristic air-cooled inline-four mounted transversely at the rear. The initial 1,085 cc produced 53 hp (DIN), delivering a top speed of around 145 km/h and noted for its smooth low-RPM tractability, though fuel efficiency ranged from 8.3 to 10.6 L/100 km. In 1967, the grew to 1,177 cc, boosting output to 60 hp in higher trims, and production of the lineup continued under the 1200 name until 1972, with approximately 74,000 Typ 110 units built before the transition. The Typ 110 represented NSU's push toward mid-sized economy cars amid growing competition in the European market, blending affordability with a distinctive four-cylinder layout that set it apart from two-stroke rivals, though production of the Typ 110 ended in 1967, while the successor NSU 1200 continued until 1972 following NSU's 1969 acquisition by , after which manufacturing of the lineup shifted abroad. Today, surviving examples are valued in the market for their rarity and engineering heritage, particularly the sportier S and SC versions with enhanced trim and .

Development and Introduction

Background and Development

Following , , long established as a leading manufacturer, faced a declining two-wheeled market in the early and pivoted toward automobile production to sustain growth. This shift emphasized compact, rear-engine designs that leveraged the company's expertise in lightweight engineering and air-cooled powertrains, aligning with the era's demand for affordable, efficient family transport in rebuilding . The 1957 launch of the marked this transition, introducing a small, economical rear-engined saloon that set the foundation for subsequent models. In the early 1960s, NSU engineers in conceptualized the Typ 110 as a direct evolution of the 1963 Prinz 1000 platform, aiming to capture the burgeoning lower middle-class saloon segment with a more spacious yet cost-effective vehicle. Key modifications included extending the from 2,250 mm to 2,440 mm and incorporating additional front overhang, which enhanced interior passenger room and luggage capacity without significantly increasing production complexity. These changes transformed the Prinz 1000's sporty two-plus-two layout into a practical four-seater, positioning the Typ 110 as a competitive alternative to larger compacts like the Type 3. Development prioritized simplicity and economy, retaining the configuration from prior models to minimize manufacturing costs and maintenance requirements while ensuring reliability in . By mid-decade, the was finalized, with production commencing in 1965 at NSU's facility, reflecting the company's commitment to iterative platform engineering amid intensifying automotive competition.

Launch at Frankfurt Motor Show

The NSU Typ 110 made its public debut at the 1965 in on September 17, 1965, marking NSU's expansion into the compact segment. The model was presented as a successor to the smaller Prinz lineup, featuring a longer for enhanced interior space and luggage capacity, which addressed previous criticisms of cramped accommodations in NSU's earlier offerings. Initial pricing was set at approximately 5,800 DM in , positioning the Typ 110 as an accessible option for middle-class families seeking a reliable saloon amid economic recovery. NSU emphasized the car's modern, boxy styling with clean lines and functional design, alongside its air-cooled engine's reputation for durability and low maintenance costs, appealing to buyers prioritizing practicality over luxury. Early media reactions, including broadcasts from the IAA, praised the Typ 110's improved spaciousness over the Prinz models and its potential to challenge established rivals like the in the affordable rear-engine market. NSU projected strong demand based on the show's positive buzz, with first customer deliveries commencing in late 1965 to capitalize on the model's fresh appeal.

Design Features

Exterior Design

The NSU Typ 110 utilized a two-door sedan body style with a , providing a compact footprint suitable for urban and family use. A key styling element was the front , featuring large rectangular headlights integrated into the fenders, which set it apart from the smaller round-lamp Prinz models. These headlights flanked a chrome-accented grille, adding a touch of elegance to the otherwise straightforward design. The vehicle's dimensions emphasized its efficient packaging, with an overall length of 4,000 mm, width of 1,500 mm, and height of 1,390 mm, resulting in a low-slung profile that enhanced stability and road presence in its class. This configuration contributed to favorable aerodynamic properties relative to contemporary small sedans, supporting economical performance.

Interior and Comfort Features

The NSU Typ 110 featured a dashboard with a strip-style speedometer integrated into a chrome-effect panel, accented by simulated wood veneer for a touch of elegance in its otherwise functional design. This layout prioritized clear visibility and simplicity, with essential gauges and controls grouped efficiently for the driver. The cabin accommodated four passengers in a practical two-plus-two configuration, with front seats available as an optional reclining setup to enhance comfort on longer journeys. Compared to the predecessor Prinz, the Typ 110's extended provided noticeably improved legroom, particularly for rear occupants, making it more suitable for family use. The seats were upholstered in durable fabrics designed to withstand daily wear, contributing to the car's reputation for reliable build quality. Practicality extended to cargo handling, where the rear-engine layout enabled a spacious front trunk with approximately 490 liters of capacity, supplemented by a 60-liter area behind the rear seats accessible from the cabin. The rear seats folded forward to expand versatility for larger loads, such as groceries or weekend gear, without compromising the passenger-focused interior. Plastics and materials throughout were chosen for longevity and ease of cleaning, aligning with the model's emphasis on low-maintenance family ownership. Comfort was addressed through standard equipment including a heater integrated with the ventilation system, drawing warmed air from the engine's cooling ducts for efficient cabin heating. An optional radio could be added for , while simple, intuitive controls minimized driver distraction. The rear-mounted contributed to a relatively quiet interior environment, isolated from and mechanical noise. Recommended service intervals of 7,500 kilometers underscored the design's focus on hassle-free operation.

Technical Specifications

Engine and Drivetrain

The NSU Typ 110 was powered by a rear-mounted, air-cooled inline-four with overhead design. The base version displaced 1,085 cc and produced 53 PS (39 kW) at 5,000 rpm (DIN) along with 78.5 Nm of at 2,500 rpm, serving from 1965 to 1967. In 1966, an upgraded 1,177 cc became optional, offering 60 PS (44 kW) at 5,200 rpm (DIN) and 82 Nm of for improved performance. The routed power from the rear engine to the rear wheels via a 4-speed all-synchromesh , with no automatic variant provided. A single fed the engine, contributing to of approximately 8.2 L/100 km (34.6 imperial) for the 1,085 cc unit under estimated average conditions. The rear-engine configuration enhanced maintenance accessibility, allowing tasks like clutch replacement to be completed in approximately 30 minutes without major disassembly.

Chassis, Suspension, and Dimensions

The NSU Typ 110 utilized a construction, providing a yet rigid structure typical of compact European sedans of the era. This design incorporated a measuring 2,440 , with front and rear track widths of 1,280 and 1,260 , respectively, contributing to balanced proportions despite the rear-engine layout. The suspension system emphasized independent setups at all wheels for improved ride quality and handling. The front featured a double-wishbone with coil springs, offering precise control and better isolation from road imperfections compared to earlier NSU models. At the rear, with coil springs provided compliance while maintaining stability, complemented by a rack-and-pinion mechanism that delivered direct and responsive feedback with just 3.25 turns lock-to-lock. Braking was handled by drum brakes on all four wheels, each with a 200 mm , ensuring adequate stopping power for the car's modest performance and without the complexity of disc systems in base models. The overall curb weight hovered around 720 kg, which, combined with the rear weight bias from the engine placement, resulted in nimble roadholding praised for its agility in urban and winding conditions. In terms of dynamic , the base 1,085 cc variant achieved a top speed of 140 km/h, while the 1,177 cc version reached 150 km/h, with the engine's output enabling 0-60 mph acceleration in approximately 18 seconds for the standard model. These figures underscored the Typ 110's competent, if unremarkable, handling characteristics, prioritizing everyday usability over outright speed.

Variants

Standard Typ 110

The Standard Typ 110 represented the entry-level configuration of NSU's compact sedan lineup, serving as the primary model from its introduction in 1965 through 1967 and featuring a standard 1,085 cc air-cooled inline-four engine. This base variant delivered 53 PS (39 kW) of power, providing reliable performance for daily commuting and family transport. Standard equipment on the Typ 110 included a four-speed with all-synchromesh gearing, a basic heater incorporating a forced air venting system, and chrome exterior trim accents for added visual appeal, while forgoing any power-assisted features to maintain affordability. Front disc brakes were also standard, enhancing stopping power over predecessors like the . Aimed at budget-conscious families desiring a modest in space and sophistication from the smaller Prinz models, the Standard Typ 110 offered expanded legroom for front and rear passengers alongside increased luggage capacity—490 liters in the front trunk and 60 liters in the rear—for practical everyday utility. Of the approximately 74,000 units produced across the Typ 110 family from 1965 to 1967, the majority were allocated to this base model prior to the 1966 launch of performance-oriented variants. Distinctive to the standard version was its simplified dashboard, equipped with a prominent round and ancillary gauges but lacking optional woodgrain accents found on upscale trims.

Typ 110 S and SC

The Typ 110 S was introduced in the autumn of 1966 as an upgraded variant of the standard Typ 110, featuring a larger air-cooled 1,177 cc inline-four tuned to produce 60 PS (44 kW) at 5,200 rpm. This power increase over the base model's 1,085 cc unit provided improved performance and responsiveness, with the S model emphasizing sportier characteristics through its enhanced output. The Typ 110 SC was introduced in late as a comfort-focused sibling to the S, sharing the same 1,177 cc engine but with additions like improved upholstery and reclining front seats available as standard or optional equipment to enhance long-distance travel. An optional overdrive transmission was also offered on the SC for smoother highway cruising. Both variants were produced in limited numbers during their brief run, contributing to the overall Typ 110 family output of approximately 74,000 units from 1965 to 1967, primarily targeting driving enthusiasts and export markets in and beyond. Distinctive styling elements included enhanced chrome trim and unique badging to differentiate them from the base model. The and SC were phased out later in 1967 alongside the standard Typ 110, coinciding with the model's rebranding as the NSU series.

Production and Market

Production History and Figures

Production of the NSU Typ 110 began in late 1965 at the company's facility in Neckarsulm, Germany, following its unveiling at the Frankfurt Motor Show earlier that year. The model reached its production peak in 1966, as the full-year output contributed significantly to the overall run before the transition to updated variants. Between 1965 and 1967, NSU manufactured approximately 74,000 units of the Typ 110, including the S and SC variants, all assembled at the plant. Assembly processes were optimized for the rear-engine layout, allowing efficient integration of the and components on the . In 1966, the German automotive industry faced disruptions amid the transition from economic boom to a brief , affecting material availability for manufacturers like NSU. Production of the Typ 110 line concluded in 1967, coinciding with a model simplification that led to its rebranding as the NSU 1200.

Sales and Export Markets

The NSU Typ 110 enjoyed strong domestic sales in , where it served as a popular compact family sedan positioned against competitors in the small car segment. The model's production run from 1965 to 1967 resulted in approximately 74,000 units across the Typ 110, Typ 110 S, and Typ 110 SC variants, with the vast majority absorbed by the home market due to its appeal as an affordable and reliable option. Exports played a key role in broadening the Typ 110's reach, particularly to the , where right-hand drive versions were produced to meet local driving conventions; the Typ 110 SC became available in this configuration starting in 1967. In , the model saw limited but notable penetration, with approximately 45 surviving examples of the first-generation Typ 110 currently registered in as of 2024, reflecting its niche appeal in the region. The represented a challenging but targeted market, with the Typ 110 marketed through specialized importers like Transcontinental Imports and FADEX Corp during the mid-1960s; American-market sales brochures were issued in to promote the model. However, imports remained modest, constrained by the car's and the tightening U.S. emissions landscape. Beyond direct exports, NSU facilitated market expansion via assembly kits sent to international partners, including PRETIS in , , where around 15,000 units were built from 1965 to 1969. These local production efforts helped sustain in non-European regions despite logistical hurdles. The Typ 110's commercial performance benefited from positive reception of its styling and handling, fostering word-of-mouth among buyers, but it faced intensifying competition from and models, which boasted superior dealer networks and eroded NSU's position by 1967.

Renaming and Legacy

Renaming to NSU 1200

In September 1967, NSU simplified its model lineup by rebranding the Typ 110 as the NSU 1200, standardizing the engine output at 40 kW (54 PS) to align with broader marketing efforts and reflect a more consistent power rating across variants. This renaming occurred amid mounting financial pressures at NSU, including high development costs for advanced projects like the Ro 80, which strained resources and prompted efforts to streamline the product range as merger discussions with began in earnest by early 1969. The NSU 1200 C variant, which evolved from the 1966 Typ 110 SC, continued as a comfort-focused iteration following the rebranding, featuring minor enhancements such as reclining "sleeping" seats for better long-distance travel and an interior combining fabric and , while retaining the 1,177 cc air-cooled inline-four . These updates emphasized practicality and refinement without major mechanical overhauls, positioning the 1200 C as a more upscale option in the compact sedan segment. Production of the NSU 1200 series continued through 1973, with approximately 228,000 units manufactured, encompassing both domestic and export markets across various configurations. Following NSU's full absorption into Audi NSU Auto Union AG after the 1969 acquisition, the model was phased out and succeeded in the compact segment by the front-wheel-drive , introduced in 1974, marking the end of rear-engine NSU passenger car production.

Technological and Historical Legacy

The NSU Typ 110's rear-engine layout, with the air-cooled four-cylinder engine mounted transversely between the rear wheels, contributed to a balanced center of gravity that enhanced handling stability, a design philosophy that influenced subsequent compact models within the Volkswagen Group. This configuration, combined with semi-trailing-arm rear suspension, prioritized nimble performance in a compact package, elements that echoed in the engineering of later rear-engined vehicles before the group's shift to front-wheel drive. Additionally, the Typ 110's maintenance-friendly design, featuring individual camshaft covers for straightforward access and only two grease points compared to more complex contemporaries, set a benchmark for serviceability that carried forward into Audi's early compact cars. The commercial viability of conventional piston-engined models like the Typ 110 helped sustain NSU amid the financial strains from its ambitious Wankel rotary projects, positioning the company as an attractive acquisition target for the . In 1969, Volkswagen acquired NSU and merged it with GmbH to form Audi NSU AG, integrating NSU's engineering expertise—including its rear-engine heritage—into the broader lineup and bolstering the group's premium compact segment. Today, the Typ 110 remains highly collectible among enthusiasts due to its scarcity, with surviving examples—particularly rare variants like the 1200C Automatik—numbering in the low dozens in certain markets, underscoring its status as a poignant artifact of German automotive ingenuity. Its historical significance lies in representing NSU's transition from motorcycles to innovative small cars, bridging the gap between pre-war engineering traditions and the modular platforms that defined the Group's expansion in the 1970s. However, the model's legacy is somewhat overshadowed outside , where it garnered less cultural prominence than or contemporaries, limiting its global recognition despite its technical contributions to emissions-conscious air-cooled designs that prefigured stricter environmental standards. The Typ 110 line was succeeded in the compact segment by the 1974 , a front-wheel-drive that adopted refined aspects of NSU's compact engineering DNA, such as efficient packaging and accessible mechanics, while shifting to water-cooled powertrains. This lineage indirectly informed modern compact Audis, like the A1, through shared platforms that evolved from NSU's emphasis on innovative, space-efficient layouts.

References

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