Noose

Noose (pronounced noos)

(1) A loop with a running knot, as in a snare, lasso, or hangman's halter, that tightens as the rope is pulled; a device to restrain, bind, or trap.

(2) A tie or bond; snare.

(3) To secure by or as by a noose.

(4) To make a noose with or in (a rope or the like).

1400-1450: From the late Middle English nose (noose, loop), of unclear origin.  Etymologists have speculated it may be from the Old French nos or Old Occitan nous & nos (both forms known also in the descendent Provençal), the nominative singular or accusative plural of nou (knot), with the meaning shifting from the knot to the loop created by the knot, the French forms from the Latin nōdus (knot; node), from the primitive Indo-European root ned (to bind; to tie).  If that’s true, it was cognate with the French nœud (knot), the Portuguese nó (knot) and the Spanish nudo (knot).  The alternative etymology (which most authorities appear to find more convincing) is it was borrowed from Middle Low German nȫse (loop, noose, snare), also of obscure origin although it may have been derived from an incorrect division of ēn' ȫse (literally “a loop”), from the Middle Low German ȫse, from the Old Saxon ōsia, from the Proto-West Germanic ansiju (eyelet, loop).  It’s possible the Saterland Frisian Noose (loop, eyelet) & Oose (eyelet, loop) may have emerged from the same process.  In English, use of noose was rare prior to the early seventeenth century.  Although it’s a popular tale, it’s a myth a hangman’s noose always has 13 coils.  The old spelling nooze is long obsolete.  Noose is a noun & verb; nooser is a verb, nooselike & nooseless are adjectives and noosed & noosing are verbs; the noun plural is nooses.

The Nazis and the noose

Soviet cartoon Caricature of the defendants and the anticipated Nuremberg judgment (1946) by the Soviet artists known as the Kukryniksy: Porfiry Krylov (1902-1990), Mikhail Kupriyanov (1903-1991) & Nikolai Sokolov (1903-2000).  As the trial wore on, at least two of the defendants were recorded as requesting shirts with "larger collars" and one once removed his tie, explaining it was "suddenly feeling tight".

As a prelude to the main Nuremberg Trial (1945-1946) of the most notable or representative Nazis, the list of two-dozen-odd defendants was assembled to be indicted variously for (1) conspiracy to commit a crime against peace, (2) planning or waging wars of aggression, (3) war crimes and (4) crimes against humanity.  Even before the trial started it was known the International Military Tribunal (IMT) enjoyed capital jurisdiction (although in his opening remarks the president of the tribunal took care to explain the legal basis of their right to impose death sentences) and the court-appointed psychologist noted from his interviews with the accused that all expected the proceedings to be nothing more than a Stalinesque “show trial” with the death penalty inevitable for all, something the assurances of their (German) defense council seemed little to assuage.  As representatives from the world’s press (not yet called “the media”) began to arrive they were reported as mostly sharing the assumption and even as the trial unfolded and the defendants came to realize that for at least some of them there was the prospect of avoiding the noose or perhaps even securing an acquittal, the straw polls among the journalists still thought the death sentence likely for the majority.

Soviet cartoon The twelfth hour of the Hitlerites by Boris Efimov (1900-2008), from the series Fascist Menagerie, Izvestiia, 1 January 1946.

The prospect of imminent death is said “to focus the mind” and among the military defendants, all more than once expressed the opinion that as soldiers, they were entitled to execution by firing squad rather than by the hangman’s noose, the gallows too associated with the fate of common criminals (although one avoided that by having hanged himself (technically by act of strangulation) before the trial began.  In the end, of those present in the dock, 11 were sentenced to be hanged by the neck until dead, Hermann Göring (1893–1946; leading Nazi 1922-1945 and Reichsmarschall 1940-1945) avoiding the indignity of the noose by committing suicide, poisoning himself on the eve of his scheduled execution in circumstances which have never been clear.  Another, Erich Raeder (1876–1960; head of the German Navy 1928-1943) lodged one of the more unusual appeals after being sentenced to life imprisonment, asking that he instead receive the death penalty, life in prison apparently a worse prospect than being hanged; his appeal was declined.  Many lurid stories about the botched nature of some of the hangings circulated in the post-war years but while some might not have caused instant death, it’s unlikely any took anything like the 17 minutes it was claimed some took to die.

Caricature of Rudolf Hess at Nuremberg (1946) by New Zealand-born UK cartoonist David Low (1891-1963).

The author Rebecca West (1892–1983) covered the trial as a journalist and wrote some vivid thumbnail sketches, noting: "Hess was noticeable because he was so plainly mad: so plainly mad that it seemed shameful that he should be tried.  His skin was ashen and he had that odd faculty, peculiar to lunatics, of falling into strained positions which no normal person could maintain for more than a few minutes, and staying fixed in contortion for hours. He had the classless air characteristic of asylum inmates; evidently his distracted personality had torn up all clues to his past.  He looked as if his mind had no surface, as if every part of it had been blasted away except the depth where the nightmares live."

The strangest case in so many ways was that of Rudolf Hess (1894–1987; Nazi Deputy Führer 1933-1941).  Before the proceedings formerly commenced, the tribunal had been considering discharging Hess because it seemed clear there was sufficient doubt his mental state was adequate to ensure a fair trial.  He went to trial only after making an extraordinary admission his display of amnesia had to that point been merely “tactical” and he was quite lucid and able to understand all that was going on; at the time, it was probably the trial's most sensational event.  He’d actually achieved the very thing sought by but denied to so many defendants yet he chose instead to be tried.  His conduct thereon was just as bizarre, declining to enter a plea (the court recorded “not guilty” as a formality), often preferring to read novels rather than follow the proceedings and when his sentence was announced, he claimed not to have listened, saying, apparently without much concern he assumed it was death.  Actually, he was sentenced to imprisonment for life and with six others entered Berlin’s Spandau Prison where he would remain until 1987 when, aged 93, he hanged himself, having fashioned a noose from a length of electrical cable.  For the last two decades, he was the sole inmate of the huge facility designed to accommodate hundreds and, having entered captivity in 1941 after his bizarre “peace mission” to Scotland, had by the time of his death been locked-up for 46 years.

Low’s take on the official German line explaining Hess deserting the German government as “madness”.  This cartoon does represent what was then the prevailing public perception of the typical behaviour expected of those in “lunatic asylums”.  Depicted (left to right) are:

Hermann Göring: Committed suicide by by crushing between his teeth an ampule of a potassium cyanide (KCN), smuggled into his cell in circumstances never confirmed, shortly before he was to be hanged after being convicted on all four counts ((1) Conspiracy to wage aggressive war; (2) Waging aggressive war; (3) War crimes and (4) crimes against humanity.

Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945): With his wife Eva Hitler (née Braun; 1912–1945) of a few hours, committed suicide (he by gunshot and KCN, she by KCN alone) with the tanks of the Red Army only a couple of blocks from the Berlin Führerbunker.

Dr Robert Ley (1890–1945; head of the Deutsche Arbeitsfront (German Labour Front) 1933-1945): Committed suicide by hanging (by means of suffocation) himself in his cell in Nuremberg prior to the trial after for some years have made a reasonable attempt to drink himself to death.  He died with his underpants stuffed in his mouth.

Joachim von Ribbentrop (1893–1946; Nazi foreign minister 1938-1945): Hanged at Nuremberg after being convicted on all four counts.

Dr Joseph Goebbels: With his wife (Magda Goebbels (née Ritschel; 1901-1945), committed suicide (by gunshot) in the courtyard above the Führerbunker, shortly after they’d murdered their six children.

Heinrich Himmler (1900–1945; Reichsführer SS 1929-1945): Captured by the British while attempting to escape disguised as a soldier, he committed suicide using an ampule of (KCN) he’d concealed in his mouth.

Burberry’s hoodie with noose, 2019, (left) and Kylie Jenner wearing a Givenchy Noose Necklace, 2023.

Because of the association with suicide, slavery and the history of lynching in the century after the US Civil War (1861-1865), the noose can be a controversial thing if invoked in an insensitive way.  Controversy though is just another technique to be weaponized when there’s the need to generate publicity and in the fashion business, it’s no longer enough to just to design something elegant or otherwise pleasing to the eye because it will barely be noticed on the catwalk and probably won’t make the magazines or become clickbait.  Thus the temptation to try to shock which will guarantee the desired publicity, the added attraction being the certainty the will do its job then quickly subside.  The Givenchy Noose Necklace model Kylie Jenner (b 1997) wore in January 2023 at Paris Fashion Week had been see before, causing a bit of a stir on the catwalk in 2021 when it was used in the fashion house’s Spring/Summer 2022 show.  Then, on cue, The Guardian called it out as “blatantly offensive”, guaranteeing even wider coverage although Givenchy solved the short-term problem by responding to the paper’s request for a comment with an Élysée-like “The house does not have an official response on this”.  They may have learned that in such matters apologies probably make things worse from Burberry’s "We are deeply sorry for the distress caused by one of the products that featured in our Autumn/Winter 2019 collection”, issued after being condemned for showing a hoodie with a noose.

Drahtfunk

Drahtfunk (pronounced draat-fuenk)

The broadcasting of audio signals through wire or cable connections rather than airwaves.  Drahtfunk translates from the German as “wired radio”, the collective noun being Drahtfunkeinrichtungen (wired radio equipment).

1937: A German compound noun, the construct being draht (wired) + funk (radio).  The German Funk can also be translated as "wireless" so Drahtfunk can be understood as "wired wireless" so that's good.   Draht was from the Middle High German drāt (wire, thread), from the Old High German drāt or thrāt, from the Proto-Germanic þrēduz, from the primitive Indo-European treh- from terh- (rub, twist).  It was related to drehen (to turn, twist), with which it was still associated in early modern German (evidence for which is the insertion of the lengthening -h-, used only before sonorants or stem-finally).  It was cognate with the Dutch draad, the Low German Draat, the English thread, the Danish, Norwegian & Swedish trad and the Icelandic þráður.  The genitive is Drahtes, the plural Drähte and the diminutive, Drähtchen.  In Modern German, the sense of wire (thread of metal; conductor) remains but is obsolete for threads made from other materials.  Funk was from the Proto-Germanic funkô or fankô (spark), from the primitive Indo-European speng- or spheng- (to shine).  It was cognate with the Middle Low German funke & fanke (spark), the Middle Dutch vonke (spark), the Old High German funcho & funko (spark) and the German Funke (spark).  In the Middle English it existed as funke & fonke (spark) from the Old English funca & fanca (spark), from the same roots as the Germanic although some other meanings in English evolved independently.

Funk, stemming from funken (spark), came to mean “radio” in German, because some of the earliest wireless telegraphs used spark gap transmitters, thus creating the association with radio, and many compounds have been formed, added both at beginning (Funkspruch, Funkbearbeitung) and end (Mobilfunk, Bordfunk).  Drahtfunk is a masculine noun; in German, both the spelling of the word and the article preceding the word can change depending on whether it is in the nominative, accusative, genitive, or dative case.  Given the meaning, it exists as a masculine singular only; no plural form.  The nominative is der Drahtfunk, the accusative den Drahtfunk, the genitive des Drahtfunks and the dative dem Drahtfunk.

Radio technology under the Third Reich

Developed during the 1930s in Germany, wired radio was analogous with the technological dualism of ADSL (asymmetric digital subscriber line), the DSL technology which, beginning in 1998, was the first convenient and widely adopted domestic internet broadband.  Like ADSL, Drahtfunk ran (at a higher frequency than telephony) over the analogue copper pairs used for fixed line telephones, the attraction for both systems being the copper wires were usually existing infrastructure, thus making it faster and cheaper to deploy the new technology.  The mechanism of the physical connection would also be familiar to anyone who used an ADSL service: a crossover with two outputs (often called the "splitter box) connected to the telephone socket, one (input/output) feed connected to the handset, the (input only) to the radio's antenna socket.  Although Drahtfunk was first implemented at scale during the Third Reich (1933-1945), it was actually developed by the postal service (responsible for telephony) during the Weimar Republic (1918-1933).  Had it earlier been available there's little doubt the Nazis would have sought to use the medium because they understood the power of voice, part of their campaign material in the (many) elections they contested under the republic including gramophone records containing edited highlights of Adolf Hitler's (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945) speeches.  Because the technology of the time permitted at most around 15 minutes per side of a disk, some editing was required.  Whether the authorities would have permitted the Nazis to broadcast in this way isn't known and the low take-up rate of phone-lines into homes would anyway have limited the value.         

The Nazis never explored the possibility of mass-market television as a platform for propaganda, simply because there were so few sets in the country.  Although in 1935, Berlin had been the site of the world's first electronically scanned television service which had conducted nation-wide live broadcasts of some events at the 1936 Summer Olympic Games, the regime understood that with industry and armaments production being a higher priority than consumer goods, it would be at least a decade before the take-up rate of televisions in the home would achieve the critical mass required for the medium to be an effective propaganda tool.  The  Nazis were though enthusiastic about the use of radio for political indoctrination and Dr Joseph Goebbels (1897-1975; Nazi propaganda minister 1933-1945), who while evil, was a fair judge of such things, thought the success of the regime “…would have been impossible” without radio.  However, in the early 1930s, receiver sets were expensive, even when subsidized by the state so Drahtfunk was developed in the hope sets cheaply would be mass-produced and use existing phone lines.  Unexpectedly, advances in electronics made conventional radios cheaper and the installation of home telephone connections was slower than expected so Drahtfunk was barely used by households, adopted mostly by the military, the army and navy each (independently) running literally thousands of kilometres of telephone wires to ensure a independent means of communications between bases and to headquarters staff, the other attraction being that unlike any implementation of RF (radio frequency) transmission which passes through the air, wired messaging inherently was secret unless physically tapped.  Today, although regarded as archaic by many (women in particular seem to find tangles of cables inexplicable in the age of WiFi), true nerds will always plug-in given the choice.

Had the institution survived, the Wehrmacht (the German armed forces 1935-1945) would with hindsight have plugged-in more and broadcast less, such was the success of allied decryption of the German RF traffic.  Not until 1974 when former RAF (Royal Air Force) officer, FW Winterbotham (1897-1990) published The Ultra Secret was the extent of the "eavesdropping" documented and its role in the war effort better understood.  Although the book was at times misleading and details were criticised, what was revealed did compel a re-evaluation of some of the conclusions drawn by historians about political and military matters during the war.  The British actually had a long history in the ungentlemanly business of reading other chaps' mail.  During the 1898 Crise de Fachoda (Fashoda Crisis, an imperialist territorial squabble between Paris and London over control of the Upper Nile), the British Foreign Office had the priceless advantage of controlling the undersea cables through which French diplomatic traffic passed.  Not only was London able to read the French messages, they could, as desired, delay their passage or simply not pass them on.      

Pamphlet issued by the Allied Control Commission explaining the operation of Drahtfunk, Berlin, January 1946.

Interest in Drahtfunk was revived in 1943 when it was realized allied bomber fleets were using radio transmissions to hone in on targets, something especially significant at night when urban areas were subject to blackouts, thus depriving aircrew of easy reference points for visual navigation and bomb-aiming.  As a counter-measure, conventional radio signals were switched off when enemy aircraft were approaching, listeners advised to switch to the Drahtfunk by plugging their set into a splitter-box wired to the telephone cable, the process the same principle as an ADSL (asymmetric digital subscriber line) connection which plugs two lines (voice & data) into a line-splitter (or filter.)  In the post-war years, US occupation forces continued to use the system in their Berlin occupation zone after being unable to reach agreement with the Russians to share the conventional broadcast system, all the infrastructure physically in the Soviet zone.  Thus, after it was estimated the installation of medium and long wave transmitters in the American sector would take months, beginning in December 1945, Drahtfunk services were resumed under the name DIAS (wire radio in the American sector (later renamed RIAS)).  Other German radio programming was available through the system in other parts of the country including the BFN (British Forces Network) program and it wasn't until 1963 the use in most of the FRG (the Federal Republic of Germany, the old West Germany) was discontinued, the service maintained in West Berlin for a further three years.  Elsewhere in Europe, wired radio was adopted because because it was simple, reliable and delivered fine reception unaffected by atmospheric conditions, Switzerland ceasing transmission only in the 1990s because of incompatibilities when ISDN (Integrated Services Digital Network) lines were introduced for telephony.  In Sweden, the system proved especially useful because of (1) the peculiarities in the behavior of radio waves at the more northern latitudes and (2) the demands in terms of physical broadcast infrastructure (towers & transmitters) required to service a narrow, elongated landmass.  Because of the high penetration of telephone lines in Sweden by the late 1940s, wired radio was able to provide a high-quality service to the sparsely populated north and it was extensively deployed until advances in technology in the 1960s rendered it redundant.

Gasoline

Gasoline (pronounced gas-uh-leen)

(1) A volatile, flammable liquid mixture of hydrocarbons, obtained from petroleum and used as fuel in internal-combustion engines or as a solvent.

(2) In the slang of drug users, marijuana, especially if notably potent (also as gas and there’s evidence both gas and gasoline have been used of other drugs).

(3) In slang, a cocktail made by mixing a spirit with an energy drink (the original believed to be a combination of vodka & Red Bull).

As used to describe the “light, volatile liquid obtained from distillation of petroleum”, gasoline dates from 1864 and was a variant of Gasolene which in the UK had been trade-marked the year before.  The word gasolene was from a trade-marked brand of petroleum-derived lighting oil, registered in 1862 which was based on the surname of English publisher and tea & coffee merchant John Cassell (1817–1865) who branched out into lighting fuel, marketed as both Cazeline & Cazzoline.  His publishing house Cassell & Co endures today as an imprint of the Octopus Publishing Group.  The surname Cassell was from the Anglo-Norman castel (a cognate of the English castle), from the Old French castel, from the Latin castellum, a diminutive of castrum.  The -eline suffix was from the Ancient Greek ἔλαιον (élaion) (oil, olive oil), from ἐλαία (elaía).  Etymologists speculate the spelling of gasolene (and thus gasoline) may have been influenced by Gazeline, an Irish product which was a clone of Cazzoline, either the promoters liked the assumed association with “gas” or simply they found it a more attractive word.  It’s though the general construct gas-o-line was built with the “o” representing the Latin oleum (oil) and the ending a borrowing from the chemical suffix -ine.  The alternative form gasolene is extinct in every market except Jamaica.  Gasoline is a noun & adjective and gasolinic is an adjective; the noun plural is gasolines.

Moderne BV-Aral Tankstelle (modern BV-Aral gas station), Bochum, FRG (Federal Republic of Germany (West Germany)), 1958.  The cars are an Opel Rekord (left), a Volkswagen Type 14 (Karmann Ghia) coupé (centre) and a Volkswagen Type 1 (Beetle) (right).  In the background stands the head office of the oil company BV-Aral AG.

In the US, the shortened form “gas” was in common use by at least 1897 but on the pattern of use typically found in other words, it’s likely it was around almost as soon as gasoline went on sale.  The “gas station” (place to fill up one’s automobile (“gassing up”) with gasoline by use of a “gas pump”) was recorded in California in 1916 and was in national use by the early 1920s.  The “gas pedal” (the accelerator) was first recorded in 1908 and is still used even in markets where the term petrol is preferred, as in the phrase “step on the gas” (depress the accelerator (ie go faster)) which is used generally to suggest increasing speed or effort and is not confined to automobiles.  The term gas-guzzler (a car with a high fuel consumption) was coined in 1973 after the first oil shock and in 1978 the US federal government imposed the first stage of its long-running “gas-guzzler tax”.  The noun gasohol (a gasoline with a small percentage of ethanol was coined in 1975; the mix was another reaction to the increase in the oil price and occasional shortages in the era.  To “pour gasoline on the fire” is a suggestion some action is making an already bad situation worse.  The term Avgas (the construct being av(iation) + gas) was coined during the First World War (1914-1918) when it was found the mix used in automobiles was unsuitable for aircraft which needed a mixture with higher specific energy (ie high octane).  The use in North America (and a handful of other places) of “gas” to refer to what is otherwise generally known as “petrol” sometimes mystifies because in many markets the usual distinction for road transport is between vehicles fueled by diesel, petrol & gas (usually liquid petroleum gas (LPG) or compressed natural gas (CNG).

Entertainment Tonight (ET) deconstructs Lindsay Lohan’s dance moves at a New Jersey gas station, October 2019.  According to ET, the routine was executed between gas pumps 3 & 4.

In chemistry, gas is matter in an intermediate state between liquid and plasma that can be contained only if it is fully surrounded by a solid (or in a bubble of liquid, or held together by gravitational pull); it can condense into a liquid, or can (in care cases) become a solid directly by deposition. The common synonym is vapor (also as vapour).  The word was a borrowing from the Dutch gas which was coined by chemist Brussels-based chemist & physician Jan Baptist van Helmont (1580–1644), from the Ancient Greek χάος (kháos) (chasm, void, empty space) and there may also have been some influence from geest (breath, vapour, spirit).  More speculatively, there were also the writings of the Swiss physician, alchemist, lay theologian, and philosopher of the German Renaissance Theophrastus von Hohenheim (circa 1493-1541 and known usually as Paracelsus) who wrote of kháos in the occultist’s  sense of “proper elements of spirits”" or "ultra-rarified water”, both of which accorded with van Helmont's definition of gas which he introduced to the world in Ortus medicinae, vel opera et opuscula omnia (The Origin of Medicine, or Complete Works (1648)) with the words Hunc spiritum, incognitum hactenus, novo nomine gas voco (“This vapor, hitherto unknown, I call by a new name, ‘gas’”).

Lindsay Lohan gassing up her Porsche, Malibu, California, April 2020.

The use in science in the modern sense dates from 1779 and it was adopted for specific applications as technologies emerged or were commercialized: To describe a “combustible mix of vapors” the term “coal gas” was first used in 1794; the use in medicine for the anesthetic nitrous oxide was from 1794 (made famous in dentistry as “laughing gas” although the laughter was induced by impurities introduced in the early production processes rather than the inherent properties of N₂O); “Poison gas” was from 1900" (1900).  The meaning “intestinal vapors” emerged in 1882 while the not unrelated sense of “empty talk” was from 1847 (meaning something like “hot air”) although more positively, by 1953 “it’s a gas” meant “something exciting or excellent”, “a gasser” in 1944 meaning much the same.  James Joyce (1882–1941) in Dubliners (1914) used gas to mean “fun, a joke”, an Anglo-Irish form thought linked to the use of laughing gas in dentistry.  In drag racing “gassers” (so named because they were fueled by gasoline rather than methanol or nitromethane) were the most common of the highly modified road cars in the early days of the sport but the National Hot Rod Association (NHRA) retired the category in 1972 and split the participation of gasoline-powered units into a number of classes.

Art Deco gas station, Beverly Hills, Los Angeles, California, 1931.

The “gas-works” was first described in 1914 and was a little misleading because they were actually bulk-storage facilities from which gas was distributed either by fixed lines or cylinders delivered to the premises.  The kitchen appliance the “gas-oven” was mentioned first in 1851 although “gas-stove” by then had been in use for three years.  The notorious “gas chambers” used by the Nazis in their mass-murder programmes are most associated with the attempt to exterminate the Jews of Europe but the first were actually built in 1939, as part of Aktion T4 which involved the killing of those with physical and intellectual disabilities.  These early facilities used carbon monoxide and were built within Germany and served also to murder other prisoners and although by later standards inefficient, were adequate for the numbers involved.  As territories to the east were occupied, similar structures were built and there were ever experiments with “mobile chambers”, large air-tight van coachwork added to truck chassis into which the exhaust gasses were ducted.  Again, these worked but by 1941 the Nazis now wished to exterminate millions and the most efficient method was found to be scaled-up chambers (disguised as shower rooms) into which the hydrogen cyanide-based anti-vermin fumigant Zyklon B was introduced, permitting a throughput at the most productive death camps of some 5500 at day, sometimes for months at a time.  The term “gas chamber” was widely used during the post-war hearings conducted by the International Military Tribunal (IMT) at Nuremberg (1945-1946) but as a method of judicial execution, many nations had by then used them at various times and the US only recently abandoned use of the method.

Roadsters line up to gas up, Gasoline Alley, Indianapolis Motor Speedway, May 1960.  This was one of the official postcards sold in the speedway's shop.

Gasoline Alley is the name of the garage area at the Indianapolis Motor Speedway.  That wasn’t the original name but in the 1920s, “gasoline alley” was the drivers’ slang for the forecourt at the back of the garages where the cars were taken to refuel.  Whether linked or not, there was in the era a popular newspaper comic strip called Gasoline Alley and the use of the name soon extended to the strip dividing the two rows of garages.  It caught the public imagination and the facility managers in the early 1950s added signage which meant the whole garage area became associated with the term.  As a result of the reconstructions necessitated by fires, modernization & expansion, Gasoline Alley is not recognizable compared to its original appearance but the name remains, even thought actual gasoline is now rarely pumped, the open-wheel cars switching first to methanol (1965) and later (2006) ethanol and it’s only when other categories use the track that gasoline is in the tanks.  If the sport is compelled to convert to electric (or hopefully hydrogen) propulsion, the name is unlikely to change.

Rod Stewart (b 1945), Gasoline Alley (1970).

Wankel

Wankel (pronounced wahng-kuh)

A type of rotary internal combustion engine, first produced 1961, named after its inventor, German engineer, Felix (aka Fritz) Wankel (1902-1988).

The Wankel engine is a type of internal combustion rotary engine, one of many based on the a rotary principle, the Wankel using an eccentric drive to convert pressure into rotating motion.  The design was conceived by German engineer Felix Wankel, an eccentric, though clearly gifted, self-taught engineer who was an early convert to National-Socialism (linked with a right-wing political movement in 1921) who joined the NSDAP (the National Socialist German Workers Party which would become the Nazi Party) the following year.  It’s important not to make too much of that, the party in its early days an aggregation of factions which were, literally more nationalist and socialist in character than anything like the racist and ultimately genocidal thing into which the Nazis evolved under Adolf Hitler (1889-1945; Führer (leader) and German head of government 1933-1945 & head of state 1934-1945). 

But an enthusiastic Nazi Wankel certainly was although that didn’t protect him from falling victim to the internecine squabbles which would beset the party to the very end, expelled from the party in 1932 after feuding with his Gauleiter (the regional party boss) who, after Hitler came to power in 1933, succeeded in having Wankel jailed although, under less unpleasant conditions that those tossed into concentration camps.  Indeed, while in prison, he was able to continue working on his rotary engine, a patent for which had been granted to him in 1929.

Felix Wankel admires a shaft.

Wankel though had friends in the party, one of whom approached the Führer, stressing the importance of the amateur engineer’s contribution to German industry and that proved enough to secure his release.  He worked on a variety of projects during the 1930s, some on contract for BMW but mostly for the military including on seals, something which years later would absorb much of his energy at that of many others.  Despite his efforts for the Reich, his attempts to rejoin the party were rebuffed but his friends did gain him the honorary rank of Obersturmbannführer (Lieutenant Colonel) in the Schutzstaffel (The SS (Security Squad or Section), originally Hitler's personal security detail which evolved into a vast party security apparatus and later a parallel army almost a million strong) although his career in the "black mist" wasn't long, Wankel expelled within two years.  The records were lost in the confusion of war so the reasons aren’t known but while it’s tempting to wonder just how ghastly one has to be to be thought too evil for the SS, given the lack of any subsequent punitive action against him, it’s likely he just lost out in another of the squabbles that were so common in the Nazi system, the structures of which actually encouraged internal conflict.

It didn’t stop the Nazi state funding his research including what he was then calling his “rotary motion engine” although progress was slow and slow for a reason, the fundamental flaw in the design not resolved until the 1950s when another engineer, less visionary but more practical, rectified the fault.  Wankel's rotating cul-de-sac was far from unique in wartime Germany, the interest of the regime in technical innovation and the gullibility of party officials drew cranks, con-men and inventors inspired and otherwise.  Among the projects which received interest and sometimes cash from the state was a “non-combustible” material called durofol (which would catch fire), a scheme to create liquid fuel from the roots of fir trees (which consumed three times as much energy as it produced), the production of alcohol from bakery fumes (apparently that one was quickly rejected), a “death ray” championed by notorious drunkard Reichsleiter Robert Ley (1890–1945; head of the German Labour Front 1933-1945), which turned out to be impossible to build or even test, a plan to turn the atmosphere into a conductive element using ionization (which at least has a theoretical basis even if impossible) and the mysterious “Gerloff miracle pistol”, the records for which were lost.  Compared to some of these, Wankel’s engine (which didn’t work) probably appeared quite promising.

Gleitkufenboot (skid boat).

Wankel had other projects too, one of which he would, like his engine, later revisit.  This was the Zischboot (Hiss boat), intended as a small, high-speed torpedo-boat for the navy, a kind of hydrofoil that used clusters of skis.  In the 1970s, Wankel would display a prototype (now called the Gleitkufenboot (skid boat)), powered by an impressively powerful Mercedes-Benz four rotor Wankel engine.  Wankel claimed not only was it impossible to capsize the boat but that it was unsinkable, a notable feature said to be borrowed from certain sea creatures, air-intake "nostrils" with flaps controlled by sensors to ensure no water could penetrate when driving through waves.

Wankel survived the war and suffered not greatly in the denazification process the allied occupation authorities ran to weed out the worst of the worst, his work as an engineer suggesting someone unpolitical and being expelled both from the party and the SS probably helpful in mitigation.  In that he was lucky; had the investigators dug deeper they would have discovered Nazi-era Wankel held some fairly unsavory views and had expressed them more than once.  In the new Germany, those opinions he either no longer held or kept to himself, in 1951 obtaining a position with NSU as a technical consultant.  NSU were interested in his rotary motion engine.      

1957 NSU Prinz (the front of the car is to the left).

NSU (the name an abbreviation of "Neckarsulm", the city in which the factory was located) began in 1873 as a knitting machine manufacturer which in 1886 branched out into the production of bicycles and so successful did this prove that by 1892, the knitting machines were abandoned, the factory converted wholly to the building of bicycles.  The first NSU motorcycles appeared in 1901 and were both popular and profitable, encouraging the company in 1905 to enter the potentially even more lucrative market for cars.  Between then and the end of World War II (1939-1945), there were ups and downs but NSU survived and, in December 1946, resumed building bicycles and motorcycles, commercial vehicle production starting in 1949.  These efforts proved successful and the company, by now a significant beneficiary of Wirtschaftswunder (the post-war German "economic miracle"), was by the mid-1950s the world’s largest maker of motorcycles and profitable enough for car production to resume in 1957.  Wholly unrelated to knitting machines, motor-cycles & cars, NSU (non-specific urethritis) was the old term for NGU (non-gonococcal urethritis), an inflammation of the urethra not caused by gonorrheal infection.  In post-war Germany, it's used also as the initialism of Nationalsozialistischer Untergrund (National Socialist Underground), a general term for neo-Nazism and other fascist organizantions & movements.     

1958 NSU Prinz Sport.

The car was modest enough, tiny and powered by a 600 cm³ (37 cubic inch) air-cooled twin cylinder powerplant which was essentially two motorcycle engines joined by a common crankcase.  As was fashionable in small European cars of the era, the engine was at the rear, something which would prove a cul-de-sac, most manufacturers outside the Warsaw Pact soon convinced to abandon the idea.  That disenchantment actually extended to Porsche which had the 911’s replacement in production by the mid-1970s, only to find out just about every soul left on the planet who still thought rear-engined cars a fine idea were Porsche 911 buyers who insisted nothing else would do.  The customer being always right, the 911 survives to this day and that a rear-engined machine can be as well-behaved as 911s now are will be no surprise to those familiar with modern electronics but Porsche, remarkably, had engineered a high degree of predictability into its behavior even before computers were robust and fast enough to do the job.  In 1958, NSU didn’t face the same issues of high-speed handling, the new Prinz (Prince) having but 20 bhp (15 kW).  It was wholly utilitarian but suited to the times and sold well, national success (and growing incomes) meaning within a year, the idea of a more profitable up-market version became attractive.  Although little more than an Italian-styled body atop the existing underpinnings and never a huge seller, the Prinz Sport remained in production for a decade and its lightweight and slippery shape made possible an impressive top speed of 75 mph (120 km/h).  By 1968 over twenty-thousand had been built and it was the Prinz Sport NSU used as the basis for the world’s first Wankel-engined car.

The rotary engine, light, powerful and with few moving parts had interested NSU which saw the potential for motorcycles but they also quickly identified the fundamental flaw in the design which Wankel had never resolved: both rotor and rotor housing rotated, each on different axes, creating an assembly almost impossible to keep in balance as well as necessitating an additional housing.  While Wankel proceeded along his path, publicized by NSU in 1954, another NSU engineer, Hanns Dieter Paschke (1920-1999), unbeknown to Wankel, was developing his own version (KKM 57), displayed in 1957 as the DKM 54 at the NSU Research & Development Department in Versuchsabteilung.  Before long, the concept would be refined in that the single housing became static and only the rotor rotated, Wankel’s original vision intriguing but perhaps, even now, impossible to build as a practical working device and NSU devoted some years to making their version exactly that.  In 1964, it was released to the public.

1967 NSU Spider.

In 1964, the Western world was not so laden with rules and restrictions (for good and bad) and it was possible to sell for use on the public highways what were essentially prototypes in development and that the NSU Spider certainly was.  It was also a seen by NSU as an advertisement on wheels, a showcase not only for their upcoming models but also to encourage other manufacturers to buy licenses to produce their own Wankels, an option that would be exercised by many, including Alfa Romeo, Curtiss-Wright, General Motors, Daimler-Benz, Rolls-Royce and Mazda.  For whatever reason, BMW, Felix Wankel's Nazi-era employer, declined.  Citroën, an outfit with a reputation for the quirky, were enthusiastic enough to set up with NSU a Swiss co-venture to pursue the technology.  More than most, the French would come to rue the day they ever heard Wankel’s name.

A NSW spider, the Sydney funnel-web.

The NSU Spider should not be confused with NSW’s spiders of which there are quite a few.  Of the order Araneae, spiders are air-breathing arthropods (the usual reference to them being arachnids is a bit vague) and Australia is home to many, the most venomous of which is the Sydney funnel-web (Atrax robustus), found in New South Wales (NSW) in forests as well as populated urban areas.  They prefer to burrow in humid sheltered places but it’s not uncommon for them to wander into suburban backyards and sometimes they have to be rescued from swimming pools.  Human encounters are however relatively rare but they’re noted for their aggression if a threat is perceived so caution is recommended, their highly toxic venom produced in large amounts and the remarkably large fangs (larger than a brown snake, another of Australia’s many dangerous species) can be deployed with sufficient force to pierce human finger & toenails.  Although measuring only 15-35 mm (.6-1.4 inch), their venom contains a compound which attacks the human nervous system & internal organs, a strike from a male able to kill an adult although since anti-venoms became available in 1981, no fatalities have been recorded.  The Sydney funnel-web is the deadliest spider in Australia.

Skoda (rear) engine bays, the conventional (piston) engine (left) vs the single-rotor Wankel (right).

Although the project never progressed beyond the prototype stage, the Czech manufacturer Skoda was apparently the first to have running vehicles with a rotary engine installed (a complete engine said to have been running as early as 1961) but in 1964, the NSU Spider was the first to go on sale.  It used a single-rotor, water-cooled engine and was easily distinguishable from the Prinz Sport because it was a soft top cabriolet, apart from which it was substantially the same car with only detail differences in styling and specification except it was offered only in red or white.  One other change was definitely apparent however, power had jumped to a heady 50 bhp (37 kW) at a surprisingly low 5,500 rpm, enough to propel the Spider to close to 100 mph (160 km/h) for anyone on the autobahn prepared to push the little machine to the limit.  Never expected to be a big seller, fewer than 2500 were built between 1964-1967, its purpose more to whet the public appetite for what NSU intended to be their entry into the burgeoning middle-class mass market.  Additionally, though not at the time discussed, the Spider’s engine, while at a stage of development beyond being a prototype, was not ready for release to a public using it in a wide variety of ways in different climates in different countries.  The Spider’s customers unwittingly were also NSU’s development test team, something which later in the century would become a handy business model for many software companies.

Given the specifications of the Wankel NSU would produce in the future, it may that the Spider’s single rotor powerplant wasn’t an ideal a test bed for the customers to debug but problems in design and the choice of materials were identified and, where possible, within the limits of metallurgy and the realities of economics the lessons learned were applied.  Nor was the Spider’s specification static, the experiences of the customers applied to improve not only longevity but also power, the later cars enjoying a slight increase in capacity, output now 54 bhp (40 kW) at 6,000 rpm, 4 bhp perhaps not impressing all but it was close to 10% more and although the factory didn’t claim any increase in attainable speed, the most recent Spider owners presumably got there a little more quickly.

1967 NSU Ro 80 (1967-1977).

If the spider had generated interest, the NSU Ro 80, released in 1967, was a sensation.  Even without the novelty of the rotary engine (without which all concede it would doubtless have been a success), it would have made quite an impact.  The body, which does not look out of place even in the twenty-first century, was a modernist masterpiece, trendsetting in a way the 1955 Citroën DS (often called the déesse (literally "goddess")) was just too extreme to be yet more aerodynamically efficient, the Ro 80’s drag coefficient (CD) of .354 just a fraction better than the French car’s .359.  Beneath the skin, the futurist vision continued, the efficient front-wheel-drive packaging in the vanguard of adoption by larger vehicles, four wheel disk brakes (inboard at the front), a semi-automatic transmission, power-assisted rack and pinion steering and all independent suspension.  Reviews upon release were sometimes ecstatic, the only criticism from some who found the interior austere but it was era in which only the most expensive German cars were fitted-out with much beyond the starkly functional; NSU’s designers looked to Le Corbusier and Gropius, not the Jaguar Mark X.

The Ro 80 won the 1968 European Car of the Year award and buyers seemed as impressed as the many journalists who voted NSU.  Out on the autobahns, the twin-rotor engine was a smooth, quiet and a delight to use, the slippery shape meaning the 113 bhp (85 KW) it generated from a comparatively small 995 cm³ (61 cubic inch) displacement allowed it to match the speed of cars with even three times the capacity, the turbine-like feel encouraging a disregard for the 6500 rpm redline which it seemed to exceed without complaint.  The honeymoon didn’t last.  Critics began to notice it was good to match larger six cylinder cars in performance but it came at the cost of a thirst many V8 owners didn’t suffer.  Nor was the Ro 80, so at home cruising at 100 mph (160 km/h) on the autobahn, quite as happy in the stop-start urban conditions where the modern German motorist was now spending much time, some finding the previously admired semi-automatic transmission clumsy to use, the experience jerky.  The Wankel engine didn't deliver much much low-speed torque and drivers had to adjust their technique; those used to the more effortless performance of the 2-3 litre engines most often found in this class of car found negotiating their commute through a succession of red traffic-lights harder work than before.    

Nothing is perfect and such was the appreciation of the Ro 80’s virtues these drawbacks may have been overlooked or at least endured but what couldn’t be forgiven was that the Wankel engines were frequently, numerously, rapidly and expensively failing and, being within the warranty period, it was NSU which bore the cost to repair or replace.  That was bad enough but the car was quickly gaining a reputation for unreliability and sales were falling, exacerbating the financial strain NSU was suffering from all the warranty claims.  Nor was the once profitable motorcycle business there to subsidise the four-wheel venture, production having ended in 1968 to allow the company to focus on the Ro 80.  The problems hadn’t been wholly unexpected, just underestimated; NSU’s engineers had warned the board the engine wasn’t yet ready for production and needed at least months more durability testing and development but, perhaps remembering the relatively smooth introduction of the Spider, and certainly seeking cash-flow, approval was given for a debut in 1967.

It wasn’t difficult to work out where the problems lay which was mostly in the high wear of the apex seals and consequent damage to the rotor housing.  Essentially, the seal failure destroyed the engine, necessitating a replacement and it was not uncommon for replacement engines also to fail and require replacement, again under warranty.  For a small company with limited resources, it was unsustainable and NSU was soon unviable, the takeover by Volkswagen in 1969 said to be a "merger with Audi" only an attempt to glue a veneer of corporate respectability on what was the takeover of a distressed competitor.  It was unfortunate.  In just about every way except the flawed engine, the Ro 80 was years ahead of its time and deserved to succeed.  Had it been powered by a 2.8 litre flat-eight and configured with all-wheel drive (AWD) it would have been worthy competition for Mercedes-Benz and Jaguar (in this class BMW & Audi not yet a thing) and more advanced than either. 

1967 Mazda Cosmo.

The issue was the engine at that stage of its development given the metallurgy of the time rather than NSU because Mazda, which had in 1961 purchased a licence to produce the Wankel, were suffering the same problems in the Cosmo sports car, introduced also in 1967.  The Cosmo however, was a low-volume model and Mazda had other, profitable ranges on sale and so could absorb the cost of fixing failed Cosmos.  Mazda did seem to learn from the NSU experience however.  When they put the Wankel into volume production, the vehicles initially were offered either as a rotary or with a conventional piston engine, an approach which seemed promising but such was the fragility of the Wankel, even that had to be abandoned.  Mazda, after putting Wankels even into small trucks and busses, realised that for consumer vehicles, it was a niche product and restricted it to specialist sports cars.  The problems didn’t go away, but, for a while, they became manageable.

Mazda RX-7 (the Porsche 924-928 inspired second generation (1985-1992) model) in Lindsay Lohan's music video clip First (2005).

The Cosmo's spiritual replacement was the RX7, a two door coupé (there was a short run of roadsters in the second generation) built over three generations between 1978-2002.  With over 800,000 produced, it's probably still the machine most identify with the Wankel engine and was the car which came closest to gaining the mainstream acceptance which had eluded earlier models such as the RX-2 (Capella), RX-3 (Savanna) & RX-4 (Luce), probably because reliability had significantly improved and those buying relatively expensive sports cars were more tolerant of the higher fuel bill and in fairness, much of the competition offering similar performance returned fuel consumption which was little different.  It was replaced by the RX-8 which proved (thus far), the swansong for the Mazda rotary on the streets.     

1972 NSU Prinz 1200 TT.

Remarkably, Audi-NSU, although axing the outdated rear-engined Prinz range, maintained the troublesome Ro 80 in production and despite its thirst it survived even the first oil crisis which killed off so many others.  Although most of the old NSU manufacturing capacity had long been given over to the Audi production line, it wasn’t until 1977 the last Ro 80 was built, the decade’s total production of 37,000-odd a disappointment for a car expected to ship more than that every year.

Despite NSU’s takeover in 1969 in the wake of the problem, even in the early 1970s, many major manufacturers were still convinced the Wankel's many advantages would render the piston engine obsolete and embarked on large, and expensive, development programs.  In this they were encouraged by the legendary optimism and confidence of engineers who so often think any engineering problem can be solved with enough time and money.  However the problems, seal wear, emissions and high fuel consumption proved insoluble and the projects which hadn’t been abandoned didn’t survive the first oil crisis.  Apart from the odd small-volume independent, only Mazda persisted. 

Notable Wankel Moments

1974 Mazda Rotary Parkway 26 Minibus (1974-1976).

The Mazda Cosmo was shown only weeks after the NSU Spider. Twice the capacity of the NSU, it was much more ambitious and though also troubled, its low volume meant the rectification was manageable.  Only Mazda has produced Wankel engines in large quantities and they've offered the power-plant in sports cars, racing cars, sedans, coupés, station wagons, pick-up trucks & buses, the last two perhaps a curious place to put an engine not noted for its prodigious torque.  Others, with varying degrees of success, have put them in automobiles, motorcycles, racing cars, aircraft, go-karts, jet skis, snowmobiles, chain saws, and auxiliary power units.

1976 Mazda RX-5.

Even Mazda, which has at least partially solved most of the problems, currently don't have a Wankel in production; the last, used in the RX-8, unable to meet the latest EU pollution standards.  Despite this, Mazda claim to be committed to the Wankel and the factory say development is continuing, in 2016 showing the RX-Vision, hinting it could be on sale as early as 2020.  The COVID-19 pandemic put that at least on hold and concerns about CO₂ emissions may mean the Wankel's historic automotive moment, which lingered for so long, may finally have passed so whether Mazda really solved the problem of toxicity may never be known. 

1975 HJ Mazda Roadpacer (HJ & HX, 1975-1977).

Most Holden fans, as one-eyed as any, don’t have fond memories of the HJ (1974-1976) Premier.  Usually, all they’ll say is its face-lifted replacement, the HX (1976-1977), was worse.  With its chassis not including the "radial tuned suspension" (RTS) which lent the successor HZ (1977-1980) such fine handling and with engines strangled by the crude plumbing used in the era to reduce emissions, driving the HJ or HX really wasn’t a rewarding experience (although the V8 versions retained some charm) so there might have been hope Mazda’s curious decision to use the HJ (and later the HX) Premier as their top-of-the range executive car, complete with a smooth two-rotor Wankel, might have transformed the thing.  That it did but the peaky, high-revving rotary was wholly unsuited to a relatively large, heavy car.  Despite producing less power and torque than even the anaemic 202 cubic inch (3.3 litre) Holden straight-six it replaced, so hard did it have to work to shift the weight that fuel consumption was worse even than when Holden fitted their hardly economical 308 cubic inch (5.0 litre) V8 for the home market.  Available only in Japan and sold officially between 1975-1977, fewer than eight-hundred were built, the company able to off-load the last of the HXs only in early 1980.  The only thing to which Mazda attached its name not mentioned in their corporate history, it's the skeleton in the Mazda closet but does have one place in history, the footnote of being the only car built by General Motors (GM) ever sold with a Wankel engine.

Mercedes-Benz C-111 (1968-1970), the three-rotor (upper) and four-rotor (lower) Wankel versions.

Although the C-111 would have a second career in the late 1970s in a series of 5-cylinder diesel and V8 petrol engined cars used to set long-distance speed & endurance records, it's best remembered in its original incarnation as the lurid-colored ("safety-orange" according to the factory) three and four-rotor Wankel-engined gullwing coupés, sixteen of which were built.  The original was a pure test-bed and looked like a failed high-school project but the second and third versions were both finished to production-car standards with typically high-quality German workmanship.  Although from the school of functional brutalism rather than the lovely things they might have been had styling been out-sourced to the Italians, the gullwings attracted much attention and soon cheques were enclosed in letters mailed to Stuttgart asking for one.  The cheques were returned; apparently there had never been plans for production even had the Wankel venture proved a success.  The C-111 was fast, the four-rotor version said to reach over 300 km/h (190 mph), faster than any production vehicle then available.

Herr Wankel’s personal R107 (350 SL) fitted with 4 Mercedes-Benz Rotor Wankel (KE-413).

Less conspicuous than the C-111s in lurid safety orange were the roadsters which Mercedes-Benz used as Wankel test-beds.  The first used the W113 (1963-1971) platform, remembered now as the first “pagoda” and while it would never have been suitable as a production car, it apparently wasn’t as unbalanced as the sole W113 fitted with the 6.3 litre (386 cubic inch) M-100 V8 (used in the big 600 Grossers and the 300 SEL 6.3) which test drivers described as "exciting but unstable".  Still, the Wankel W113 proved quite a bit faster than the 280 SL and as a proof of concept was judged a success.  The W113 though had never been intended to use anything but a straight-six whereas the successor W107 (1971-1989) was designed from the start with an engine bay and transmission tunnel which would accommodate either a V8 or the Wankel with its high central power take-off.  The W113 had used a three rotor unit (M 50 F) but R107 had four (KE-413) and delivered considerably more power than the 3.5 litre (215 cubic inch) & 4.5 litre (275) V8s used in the production models and not until the adoption of 5.0 (305) & 5.5 (339) V8s in the 1980s would the performance be matched.

Four rotor Wankel engine (KE-413, left) and the unit installed in Herr Wankel’s 350 SL.

Yet however successful the proof of concept may have been, the early skepticism mentioned by the combustion chamber specialists was vindicated because as they pointed out the chamber was "...the central feature of the combustion engine.  The priority is to produce an optimum design so as to achieve the most favorable thermodynamic efficiency."  By that they meant "...as complete combustion of the fuel as possible” and not only was this not happening with the Wankel, their point was that fundamental aspects of the design meant it could not happen, something which manifested in high fuel consumption and difficulties in meeting the exhaust emission standards due to all the non-combusted hydrocarbons.  Modest in their demands in the early 1970s, the US regulators had already provided a decade-long roadmap which would make the rules so onerous there was then no realistic prospect the Wankel could ever be made to comply.  The engineers were confident they could produce a smooth, reliable and powerful Wankel, albeit a thirsty one, but knew they could never make it clean.  All of the factory’s W113 & R107 test-beds were scrapped when the project was cancelled but Felix Wankel’s personal R107 SL survives.  He obtained a four rotor unit from Mercedes-Benz, had it installed by technicians at his institute and in 1979, the trade journal Auto Motor und Sport published their road-test of the unique machine, reporting a 0-200 km/h (120 mph) time of 25.9 seconds and a top speed of 242 km/h (150 mph).

Citroën GS (GX) Birotor (1973-1975) on the stand at the Frankfurt Motor Show, August 1973.

Sometimes one gets lucky, sometimes not.  In the US, Ford introduced the new, small and economical Mustang II a few weeks before the first oil shock in 1973 and had a big hit (something sometimes forgotten by those who so decry the Mustang II and condemn it a failure).  In Australia, about the same time, Leyland announced the big new P76, a selling point its V8 engine.  The P76 wasn’t without faults and may anyway have failed but the timing didn’t help and it didn’t last long, shortly taking with it whatever remained of Leyland Australia.  In France, in October 1973, the very month in which events in the Middle East triggered the first oil shock, Citroën's thirsty GS Birotor went on sale.  Shown at the Frankfurt Motor Show in August, the reception had been generally positive, most complaints being about the aesthetic; all the Birotors appeared to be painted in shades of brown, a color which seemed to stalk the 1970s.

Mechanically though, even before going on sale, some with high hopes for the Wankel were disappointed, the Birotor not realising the promise of smaller, lighter packages.  Despite the compact size, the engine would fit in the GS’s engine bay only transversely so Citroën’s signature inboard disk brakes couldn't be used for the first time since the pre-war Traction Avant. That necessitated a different subframe, a wider track, and bigger wheel arches than the standard GS.  Combined with other detail differences, it bulked the rotary-powered GS up to 690 lb (290 kg) more than the standard GS, compelling the addition of anti-roll bars to reduce the increased propensity towards body roll.  Another mechanical aspect not much discussed at the time was the Wankel's high exhaust emissions.  In one of many possible illustrations of how the politics of the matter has changed, it was a time when the exhaust pollution rules imposed by the United States appalled Europeans because of the way they made the detoxed cars behave.  Not wishing to sacrifice power, in Europe, drivers for years enjoyed un-emasculated engines and accepted the higher emission of CO₂ and other pollutants as part of life.  Widespread interest in climate change, then the concern of a handful of specialists looking at what was called the "greenhouse effect", was a generation away.  Despite cubic money being spent, it was one aspect of the Wankel that was never fixed and was the final nail in the coffin of Mazda's RX8.    

Known also as the GZ, the Birotor replaced the noisy but robust and economical air-cooled flat four used in the GS on which it was based and cost about 70% more.  The Wankel engine was the first fruit of the NSU-Citroën joint venture and, being of small capacity, attracted lower taxes than a similar piston-engined car.  However, it suffered the problems endemic to the Wankel: ruinously high fuel consumption and chronic unreliability caused by wear of the rotor seals and the damage this caused to the housing walls.  Citroën had looked at the Ro 80's issues and had included an additional oil pump to improve seal lubrication but the problems persisted.  Internal documents later revealed that just as at NSU half a decade earlier, there were those within Citroën who understood, long before the release, that a disaster was impending but a combination of corporate inertia, an unwillingness to admit failure and a number of contractual obligations meant the Birotor went on sale.  Within months the extent of the problem was realized.  Although only a few hundred had found buyers, broken ones were being towed to dealers around the country and owners were irate.  Early in 1975, Citroën dropped the model, offering to buy back all the 847 made, running or not, customers given a full-refund.  Most agreed and Citroen scrapped every one they could, hoping everyone would forget they ever existed.  A remarkable third of owners declined the offer and many survived in private hands; among Citroën aficionados they’re a collector’s item though probably more displayed as a curiosity than driven.

A twelve-rotor motor intended for marine applications.

The low weight, compact profile, small number of moving parts and very high specific output of the Wankel has always attracted engineers.  The Wankel turned out to be well suited to applications where it could be maintained at a constant speed for long periods, the problem of unburnt fuel in the exhaust substantially resolved, improving emissions and fuel consumption.  Wankels lose efficiency dramatically when they are revved up and down as they are in the normal use of a passenger car but in boats and aircraft where engine speed tends to be constant for long periods, they can work well.  In airframes especially, where weight is so critical, the inherent advantage of the vastly superior power to weight ratio can be compelling.

1989 Norton 588.

One of the many companies to purchase a licence from NSU was English motorcycle manufacturer BSA (British Small Arms) and this became the property of Norton when it absorbed BSA in 1973.  Norton’s troubled history in the 1970s had little to do with the Wankel but after bankruptcy, it was revived on more than one occasion and during one of those escapades, it made almost a thousand Wankel motorcycles.  Other manufacturers dabbled with Wankels and Suzuki actually made some 6000 RE5s between 1974-1976 but the best of the breed were thought to be the Nortons, even though they were admitted to be early in the development cycle.  The Wankel was a more reliable thing by the time the Nortons were made but they suffered the underlying problem of all road-going applications: the advantages just weren’t enough to outweigh the drawbacks, added to which, piston engines continued to improve.  Norton allowed the project to die but did use the Wankel technology to develop a line of UAV (unmanned aerial vehicles, sometimes called drones) engines that proved successful; weighing only 22 lb (8.2 KG) yet producing 38 bhp (28 kw) they proved ideal for the task.

1972 Chevrolet Corvette XP-895 Prototype.

In 1972, spooked a bit by the news Ford would be offering the mid-engined De Tomaso Pantera through Lincoln-Mercury dealers, to steal a bit of the thunder, Chevrolet dusted-off and displayed a mid-engined Corvette prototype, production of which had been cancelled because of the cost.  It was shown again in 1973, this time with a four-rotor version of the Wankel GM had been developing in a number of configurations.  After the Wankel project was aborted, there were plans to use the body with a V8 to replace the existing Corvette, a release penciled in for 1980 but again, costs and concerns about sales potential aborted the idea.  It meant the already long-serving Corvette stayed in the line for fifteen years, not replaced until 1983 and not until well into the next century was a mid-engined version released.