Miguel Sánchez
Beyond design or performance, talking about Alfa Romeo is talking about engines. Thus, the history of the brand is not understood without the Bialbero from 1954, the Busso V6 from 1978 or the Twin Spark from 1986. True icons in the particular universe of Italian engineering incorporated in many models, both series and competition. However, what very few bulls know is how the house of the Biscione experimented with rotary engines from 1962 to 1973. Also, she didn't do this alone. Far from it, she collaborated with the German NSU in a stable program where engineers like Giorgio Figlozzi worked.
But let's go to the beginning of this whole story. Specifically until 1929. Year in which the German engineer Félix Wankel registered the patent for his rotary engine. Equipped with a rotor with three vertices rotating around a fixed crankshaft, this ingenuity hardly received the interest of the automobile industry until the sixties. Decade where the spirit of innovation made its practical application a goal to be pursued by many brands including General Motors, Mercedes or Mazda. In the case of the first, it all began with the impetus of Ed Cole himself, who finally closed the project in the seventies due to problems with broadcasts.
Regarding Mercedes, the best example is represented by the first two prototypes of the C111. Undoubtedly one of the best tests ever carried out with rotary engines. At least, one of the most striking due to its particular sports aesthetic. Furthermore, since the Japanese government financed the adoption of new technologies by domestic companies in the early XNUMXs, Mazda managed to bring these engines to series with models like the Cosmo Sport. A basic precedent to understand its symbolic RX saga. Perpetuated until the past 2012 with evolutions as interesting as the engine Renesis 13B-MSP.
However, if we want to understand the impact of rotary engines in Europe, we must inevitably analyze NSU. Pioneer in incorporating them into large-series models, the German house was the one that previously opted for them. In fact, in 1964 he presented his Spider, of which more than 2.000 units were produced. An excellent prologue to the rotary technology exhibited in the 80 Ro 1967 sedan. Undoubtedly one of the most innovative and technological cars of the time, with production estimated at just over 37.000 units.
Unfortunately, the Volkswagen Group sacrificed NSU to focus its efforts on reviving Audi. Fact that buried all the work done to develop the Felix Wankel patent. However, NSU was not a short-sighted company. far from it, shared its technology with at least two other European brands. One of them was Citroën, together with which he founded the Comotor company in 1967 with the idea of joining forces in order to produce rotary models in large series. In fact, the late fruit of all this came with the GS Birotor from 1973. A model that, like the SM, ended up dying in the consequences of the Oil Crisis.
In any case, as we indicated before, NSU collaborated with another brand. And yes, it was neither more nor less than Alfa Romeo. A real surprise, since the Italian house used to stray little from the canons set by its then concise engine department. However, according to the few records preserved the relationship with the Germans began to forge informally back in 1962. Something that, in fact, is two years earlier than the first scores interpreted by Citroën. At this point the question is obvious. What was Alfa Romeo looking for in rotary mechanics?
ALFA ROMEO AND ROTARY MECHANICS, A DECADE OF TRIALS
Small in size and capable of incredibly high revs, the rotary engine was tempting for any brand with sporting aspirations. Even more so in the sixties, when not a few optimistic engineers tried to remedy the problems caused by the vertices of the rotor. exposed to large changes in temperature, these created severe cracks in their friction with the internal surface of the cameras. A fact so worrying that Kenichi Yamamoto - main supporter of rotary engines at Mazda - called it in a somewhat poetic way "The Devil's Scratch". And it was not for less, since trying to combat it required more lubrication and therefore more oil expense. One of the main points against these mechanics.
However, Alfa Romeo was attracted by being able to introduce these cheerful acceleration and light weight engines in its range. Undoubtedly very apt for its brand philosophy, having been exceptional under the hood of not a few Spider or Giulia GT. That's the way it is, the team where Figlozzi was found tested with different rotors made of various materials. To begin with, one in graphite that did not have durability, later rehearsing with cast iron. An option without a doubt resistant but at the same time very heavy, generating an enormous centrifugal force in the rotor with three vertices.
At this point, Alfa Romeo decided to move from the test bench to asphalt in the late sixties. Which is why he equipped two experimental vehicles with rotary engines. The first of them was a Spider to which a single rotor with 500 cubic centimeters was installed to produce about 65CV. The second was a 1750 1968 saloon which was fitted with a bi-rotor with a displacement of one liter and approximately 130 hp. Only mechanic today preserved by the Museo Storico Alfa Romeo in Arese. It can still be seen next to the five-speed gearbox from a Giulia as well as a double-barrel Weber carburettor.
The physical proof that that collaboration program between NSU and Alfa Romeo existed, materializing in two prototypes that were finally scrapped. But why? Not in vain, the Italian house did not invest too much money in that but it did spend a lot of time. Neither more nor less than eleven years in total. So what was the reason for the cancellation of rotary engines and their subsequent oblivion? Well, let's get to it. To begin with, the reliability problems derived from the rotation of the rotor did not reconcile badly with the 100.000 kilometer guarantee offered by Alfa Romeo.
In addition, in 1966 a more restrictive emission regulation was approved in the United States that would soon influence European legislation. Something that fully affected rotary engines, still very polluting during the sixties due to its voracious thirst for oil. However, the final setback came in 1973 with the outbreak of the Oil Crisis and the boom in fuel prices. Undoubtedly one of the historical events that has conditioned engine engineering the most.
Thus, Alfa Romeo preferred to focus its efforts on the development of the Controllo Elettronico Motore. The new and refined electronic injection system with which it was intended to have its own technology beyond using Bosch as a recurring supplier. The same one that was impossible to square within development costs compatible with business profit. However, this will be the subject of a future article since, truly, the technological history of Alfa Romeo is truly encyclopedic.
Photographs: FCA Heritage / PSA / Mazda / Volkswagen Group
