To install click the Add extension button. That's it.

The source code for the WIKI 2 extension is being checked by specialists of the Mozilla Foundation, Google, and Apple. You could also do it yourself at any point in time.

Kelly Slayton
Congratulations on this excellent venture… what a great idea!
Alexander Grigorievskiy
I use WIKI 2 every day and almost forgot how the original Wikipedia looks like.
Live Statistics
English Articles
Improved in 24 Hours
Added in 24 Hours
What we do. Every page goes through several hundred of perfecting techniques; in live mode. Quite the same Wikipedia. Just better.

Neue Automobil Gesellschaft

From Wikipedia, the free encyclopedia

Neue Automobil-Gesellschaft AG
PredecessorPresto Works Edit this on Wikidata
FateMerged with Büssing AG
SuccessorBüssing-NAG Edit this on Wikidata
HeadquartersBerlin, Germany
Key people
Emil Rathenau, founder
ProductsAutomobiles and Trucks
ParentAEG Edit this on Wikidata
NAG car from 1908
NAG car from 1908

The Neue Automobil-Gesellschaft (NAG), or Nationale Automobil-Gesellschaft after they changed their name in 1915, was a German automobile manufacturer in Berlin.[1]

In 1902, German electrical company AEG purchased the coachbuilding branch of Kühlstein, under engineer Joseph Vollmer, renaming it NAG. The company's first two cars were reliable, if unoriginal: the two-cylinder Typ A and 5.2 liter (317ci) four-cylinder Typ B, both with chain drive, which resembled contemporary Mercédès.[2] Shortly, an enlarged Typ B2, with 40/45hp (30kW) 7.9-liter (482ci) four, appeared. In 1907, one of these was given to the Empress Auguste Viktoria.[3]

The next year, AEG got out of the car business, but NAG continued alone, introducing a 15 hp (11 kW) 1502 cc (91.7ci) four called Puck, with a remarkable (for the period) ability to rev to 3000 rpm, which may have contributed to its achievement of winning the Gothenburg Cup at the Swedish Winter Trials three years in a row, in 1912, 1913, and 1914.[3] This sporting reputation was balanced by "aggressively ugly Prince Henry-type bodies".[3]

The Puck would later be developed into a model known in Germany as the Darling.[3] From 1911 to 1914, NAG's standard offering was an 8495 cc (518ci) 60 hp (44.7 kW), joined in 1912-14 by a 1502 cc (91.7ci) 10/12 hp (7.5 kW) K2, 2085 cc (127ci) 14/20 hp (10 kW) K4, 3308 cc (202ci) 20/25 hp (15 kW) K5, and a 5193 cc (317ci) 25/35 hp (19 kW).[3]

NAG building by Peter Behrens in Berlin-Oberschöneweide
NAG building by Peter Behrens in Berlin-Oberschöneweide

During the recovery after World War I, NAG produced smaller numbers of 2.5-liter (153ci) C4s, essentially prewar K4s with new vee radiators replacing the prewar oval ones.

The economic situation was so serious, NAG partnered with Brennabor, Lloyd, and Hansa to form GDA (what in the U.S would be called a trust), to prevent competition from destroying them all. It proved successful for NAG, which prospered, enough to build the C4b sports variant, designed by chief engineer Christian Riecken (a Minerva racing driver prewar).[3]

Riecken ran a C4b at the newly opened[3] AVUS in 1922, winning at 84.3 mph (135.7 km/h), which was greater than the C4's top speed.[3] It sacrificed nothing to reliability, as NAG went on to place well at the 1923 All-Russian Trials and the ADAC Reich Trials for 1923-26. In 1924, NAG hit its apex at Monza, where Riecken and Hans Berthold won the Gran Premio della Norte in a C4b, covering 1656 mi (2665 km) in 24 hours, an average of 68.99 mph (111.02 km/h), for which the model was renamed Monza.

In 1926, Protos (which had built the winner of the New York-Paris race) was acquired from Siemens-Schuckert, leading to "a series of dull six-cylinder cars".[3] The next year, NAG again expanded, taking over Presto, which had just bought Dux, continuing to build the 2.6-liter Typ F and 3-liter Typ G. The difficulty was, despite their quality, none of these were distinctly different from other German cars of the period.

In response, NAG created a disastrous straight-eight (abandoned due to crankshaft whip), which was never built, then hired former Impéria and Steiger man Paul Henze, "one of Germany's most gifted car designers", in an effort to remedy this situation with a new top-line car. Henze settled on a 4540 cc (277ci) V8, Germany's first to enter production[3] which became "one of the outstanding German luxury cars of 1931, the NAG 212."[3]

Rather than rely on conventional shaft drive, however, NAG chose to attempt to fit a Voran FWD system (designed by Richard Bussien) to a backbone chassis with independent suspension, which proved too ambitious, and the development costs disastrous.[3]

In 1934, NAG ceased car production, while NAG-Büssing commercial vehicles continued to be produced for a few more years.

During the Second World War, the company produced the Sd.Kfz. 231, Sd.Kfz. 232, Sd.Kfz. 233, and Sd.Kfz. 234 series armoured cars.[4]

YouTube Encyclopedic

  • 1/3
    1 107
    4 088 836
    2 016
  • trend.scaut 2017 – The ENGEL automotive conference (Deutsch)
  • The Rise of the Machines – Why Automation is Different this Time
  • Deloitte Analytics Connected Car


See also


  1. ^ "
  2. ^ Wise, David B., "NAG: Son of the Orient Express", in Northey, Tom, ed. World of Automobiles (London: Orbis, 1974), Volume 13, p.1479.
  3. ^ a b c d e f g h i j k l Wise, p.1480.
  4. ^ Hogg, Ian V., and Weeks, John. Illustrated Encyclopedia of Military Vehicles (London: Hamlyn, 1980), p.183, "Sd.Kfz. 231 (6 rad)" & p.184.
  • Oswald, Werner (2001). Deutsche Autos 1920-1945, Band (vol) 2 (in German). Motorbuch Verlag. p. 271. ISBN 3-613-02170-6.

External links

This page was last edited on 17 June 2021, at 12:28
Basis of this page is in Wikipedia. Text is available under the CC BY-SA 3.0 Unported License. Non-text media are available under their specified licenses. Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc. WIKI 2 is an independent company and has no affiliation with Wikimedia Foundation.