On the move: return of the Wankel Van Veen OCR 1000

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On the move: return of the Wankel Van Veen OCR 1000
Melkebeek

On the move: Van Veen OCR 1000

Return of the rotary engine by Van Veen

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Motorcycles with rotary engines were not very successful, regardless of whether they were called Suzuki, Hercules or Norton. Perhaps the most extraordinary Wankel concept, the Van Veen OCR 1000, is now being revived in a small series 35 years after its birth.

D.he history of Van Veen began in 1971. The Dutch Kreidler importer Henk van Veen wanted to build the most exclusive motorcycle the world had ever seen. In 1974 he presented a prototype: a Wankel engine from Mazda in the Moto Guzzi frame. Nobody believed that one day this would be a fascinating motorcycle. The engine is too unusual, its design too crude and, last but not least, much too expensive. Van Veen chose a rotary piston engine from Comotor, a subsidiary of Citroën and NSU. The unit was a further development of the one installed in the NSU RO 80 and also powered the Citroën Birotor GS: a twin-disc rotary with a chamber volume of 498 cm³ each. The distinctive shape of the OCR 1000 was designed by Grand Prix driver Jos Schurger.

In 1976 the public marveled at a prototype that had considerable specifications for the conditions at the time: The engine developed 100 hp at 6500 rpm, and 60 percent of its maximum output was already available at 3000 rpm. The flying Dutch woman needed 3.8 seconds from 0 to 100 km / h; 16 to 200 km / h. Its top speed was an impressive 224 km / h, although its mass was also impressive: it weighed 292 kilograms. The production facility in Duderstadt opened its doors in the same year. But the goal of selling machines as early as the second year of 2000 was a long way off. Comotor had slipped into the crisis and had not delivered more than 50 engines. Henk van Veen also underestimated the development effort.

An OCR 1000 cost around 24,000 marks, a BMW R 90 S, the top model from Munich at the time, less than half as much. The company had only built 38 motorcycles when it had to cease production. The Dutch Wankel fan Ger van Rootselaar bought what was left of the company and the curtain finally fell.


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A stunner: Both the bare and the fully disguised machine are massive.

Almost 30 years have passed since then. Now something is happening again in the Wankel camp. Van Rootselaar, who has been collecting everything that wobbles since he was twelve, assembled an OCR 1000 from leftover parts, the 39th machine. At that time he did not have any further ambitions.

With Andries Wielinga he shares a passion for classic Citroën and especially for the rare Birotor. Together they developed the idea of ​​building the last ten machines from the remainder of the bankruptcy estate. Andries took over the relics, including the molds, the now digitized plans and machine number 39. He will assemble the motorcycles. Van Rootselaar is in charge of engine technology. The bundle contained twelve complete engines that need a thorough overhaul after 30 years of slumber.

Wielinga takes us to the production facility in the north of Holland. The workshop is small, Henk van Veen’s dream is on the shelves, neatly stowed in plastic boxes. Because the comotor unit was originally intended to drive cars, you first have to adapt it to use in motorcycles. “Porsche has done a good job,” says Wielinga as he presents the left engine side cover. The right one is also the cover of the transmission, developed by the German sports car manufacturer. “That wasn’t exactly cheap,” he smiles. He shows us all the details, from the fittings to the Ronal cast wheels to the cladding parts; even the letters that should form the lettering on the tank and are still in protective plastic. “We’ll be able to build the faired and faired version,” he says, revealing some fairing pieces. Nico Bakker will deliver the frame in the original dimensions.

Although the news of the new OCR 1000 is still little known, there are already numerous interested parties from insider circles. “We have inquiries from Holland, Germany, Australia and England,” said Wielinga. Apart from number 39, only one more has been built so far. The first of the ten new ones is therefore number 41. And it is waiting to be driven. A magical moment.


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Andries Wielinga (left) assembles the motorcycles, Dirk Kniep markets them.

Wielinga starts the engine with the push of a button. We try to define the sound that escapes from the two black-painted, banana-like silencers. It cannot be compared to anything and lies somewhere between the sonorous bubbling of a four-stroke engine and the rougher Rengdengdeng of a two-stroke engine. The seating position is reminiscent of a 1970s Goldwing: comfortable and upright. The bench is comfortable and the wide handlebars sit comfortably in your hand. The engine runs almost vibration-free – a peculiarity of the Wankel. Another feature, the low weight of the drive concept, is lost in the sheer mass: the Van Veen is heavy. But once in motion, you can hardly feel any of its weight. Well balanced and handy, it doesn’t have to hide behind more modern motorcycles. Even with his 50s Kreidler team, Henk van Veen knew about the effect of optimal vehicle geometry, and so the 1000s is amazingly agile.

Because the odometer only shows a virgin 60 miles, I avoid turning the tap on recklessly. Even up to 6000 rpm the engine shows what it can do. At low speeds it doesn’t impress much. That changes spontaneously when the right hand turns the throttle. Of course, it won’t be able to beat a modern superbike, but for a 35-year-old concept it is still impressive. The Brembo brakes – double disc front, single disc rear – correspond to those of the 38 old Van Veens and slow down the new OCR appropriately. However, they do require a strong hand. It is remarkable that the load change reactions of the cardan can hardly be felt, in contrast to the elevator effect of a boxer BMW of the same time. The front fork is the same as the original; Koni struts at the rear ensure driving comfort.

The two Dutchmen assemble the new Van Veen with the greatest possible consideration for originality. Of course, the modern Michelin tires and the suspension elements are better than they were then, as is the engine. They claim to have rebuilt the number 41 engine three times until they were satisfied. To make sure that no oil leaks, they even developed new seals. “After all, the buyers should drive the machines,” Wielinga wishes. “We offer the owners customer service and a two-year warranty. We also have spare parts in stock for every technical problem, ”he says.

The Van Veen OCR 1000 was an exclusive motorcycle back then, and it still is. Limited to ten pieces, the new one will also cost a fortune. A prospect has to shell out 85,000 euros to be able to call it his own. That is about as many as six BMW S 1000 RRs, the current superbike from Munich. And there won’t be more than 50 Van Veens in the future either.

Technical specifications


Melkebeek

Not a dozen items: the Comotor engine, prepared for the OCR 1000.

engine design type  Water-cooled two-chamber rotary engine from Comotor
Chamber volume  498 cm3
compression  09:01
power  100 hp at 6500 rpm
Torque  135 Nm between 3500 rpm and 5000 rpm
Mixture preparation  Solex double falling flow carburetor, Ø 32 mm
  Electrical system starter  Electric starter
battery  12 V / 28 Ah
ignition  electronic Busch-Jaeger / Hartig ignition, contactless
alternator  Three-phase alternator, 12 V / 240 W.
  Power transmission coupling  Four-disc dry clutch, hydraulically operated
transmission  Four-speed transmission with claw shift
Gear ratio  1: 2.35; 1.6; 1.10; 0.88,
Secondary drive  Cardan
Secondary translation  2.66: 1
 
landing gear
Frame type  Double loop frame made of tubular steel
Front wheel guide  Telescopic fork
Rear wheel guide  Cast light metal swing arm, stereo struts from Koni
Front / rear suspension travel  165 mm / 110 mm
bikes  Cast wheels
Front tires  110/90 V 18
Rear tire  120/90 V 18
Front brake  Double disc Ø 280 mm
rear brake  Single disc Ø 280 mm
  mass and weight Weight  292 kg
Tank capacity  22 liters
  Performance Top speed  over 200 km / h
acceleration  3.8 s from 0 to 100 km / h
 
price  85,000 euros
 
Manufacturer  Andries Wielinga; Information from Dirk Knip: drknip@hotmail.com

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