Neue Automobil Gesellschaft
| File:Emblem NAG.JPG | |
| Industry | Automotive |
|---|---|
| Founded | 1901 |
| Defunct | 1934 |
| Fate | Merged with Büssing AG |
| Headquarters | Berlin, Germany |
Key people | Emil Rathenau, founder |
| Products | Automobiles and Trucks |
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The Neue Automobil-Gesellschaft (NAG), which was renamed Nationale Automobil-Gesellschaft in 1915, operated as an automobile manufacturer based in Berlin, Germany.[1]
In 1902, the German electrical firm AEG acquired the coachbuilding division of Kühlstein, overseen by engineer Joseph Vollmer, and rebranded it as NAG. The initial models produced were dependable though conventional: a two-cylinder Typ A and a 5.2-liter (317ci) four-cylinder Typ B, both featuring chain drive and bearing resemblance to contemporary Mercédès vehicles.[2] Soon after, an enlarged version called the Typ B2 arrived, equipped with a 40/45hp (30kW) 7.9-liter (482ci) four-cylinder engine. In 1907, one of these automobiles was presented to Empress Auguste Viktoria.[3]
By 1908, AEG exited the automotive sector, but NAG persisted independently, launching the Puck—a 15 hp (11 kW) 1502 cc (91.7ci) four-cylinder notable for its high-revving capability up to 3000 rpm. This characteristic likely contributed to its consecutive victories in the Gothenburg Cup at the Swedish Winter Trials in 1912, 1913, and 1914.[3] The Puck’s sporty image was contrasted by its "boldly unattractive Prince Henry-style bodies".[3]
The Puck model evolved into what was known domestically as the Darling.[3] Between 1911 and 1914, NAG’s main model was an 8495 cc (518ci) 60 hp (44.7 kW) car, while from 1912 to 1914 they also offered a range including the 1502 cc (91.7ci) 10/12 hp (7.5 kW) K2, the 2085 cc (127ci) 14/20 hp (10 kW) K4, the 3308 cc (202ci) 20/25 hp (15 kW) K5, and a larger 5193 cc (317ci) model with 25/35 hp (19 kW).[3]
Following World War I, during the period of recovery, NAG produced limited quantities of the 2.5-liter (153ci) C4 model—essentially updated prewar K4s fitted with new vee-shaped radiators instead of the earlier oval designs.
Due to severe economic challenges, NAG collaborated with Brennabor, Lloyd, and Hansa to establish GDA—a consortium similar to a US-style trust—aimed at preventing destructive competition among them. This alliance proved beneficial for NAG’s fortunes and enabled it to develop the C4b sports variant under chief engineer Christian Riecken, a former prewar Minerva racing driver.[3]
In 1922, Riecken drove a C4b at the newly inaugurated[3] AVUS circuit, achieving a winning speed of 84.3 mph (135.7 km/h), surpassing even the top speed of the standard C4.[3] The model maintained reliability while securing strong finishes in events such as the All-Russian Trials and ADAC Reich Trials between 1923 and 1926. In a highlight year of 1924 at Monza, Riecken alongside Hans Berthold triumphed in the Gran Premio della Norte, completing a distance of 1656 mi (2665 km) within a day at an average speed of nearly 69 mph (111 km/h), prompting renaming this model as Monza.
The acquisition of Protos from Siemens-Schuckert in 1926—famous for producing the winner of the 1908 New York to Paris Race—led NAG into manufacturing a series of uninspired six-cylinder vehicles.[3] In 1927, further expansion occurred through absorbing Presto, which had recently acquired Dux; production continued on models such as the 2.6-liter Typ F and the 3-liter Typ G. Despite their quality construction, these cars lacked distinctive features that set them apart from other German automobiles of that era.
Attempting innovation, NAG experimented with an ill-fated straight-eight engine design that was abandoned due to crankshaft vibration issues and never reached production. Subsequently, they recruited Paul Henze—renowned for his work with Impéria Automibiles and Steiger—regarded as one of Germany’s most talented automotive designers to develop a flagship vehicle. Henze introduced Germany’s first production V8 engine at 4540 cc (277ci), resulting in one of the premier luxury automobiles of Germany in 1931: the NAG 212.[3]
However, instead of opting for traditional shaft drive mechanisms, NAG ambitiously attempted to integrate a front-wheel-drive system developed by Richard Bussien for Voran onto a backbone chassis with independent suspension—a venture that proved overly complex and financially damaging.[3]
By 1934, NAG discontinued passenger car manufacturing while production of commercial vehicles under NAG-Büssing continued for several subsequent years.
During World War II, the company shifted focus toward military production by manufacturing armored cars including models from the Sd.Kfz. series: Sd.Kfz. 231, Sd.Kfz. 232, Sd.Kfz. 233, and Sd.Kfz. 234.[4]
See also
Notes
- ↑ "
- ↑ Wise, David B., "NAG: Son of the Orient Express", in Northey, Tom, ed. World of Automobiles (London: Orbis, 1974), Volume 13, p.1479.
- ↑ 3.00 3.01 3.02 3.03 3.04 3.05 3.06 3.07 3.08 3.09 3.10 Wise, p.1480.
- ↑ Hogg, Ian V., and Weeks, John. Illustrated Encyclopedia of Military Vehicles (London: Hamlyn, 1980), p.183-184.
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External links
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