sales did not recover. By early 1978, Audi engineers Richard van Basshuysen and Gottlieb Wilmers had designed a new generation of the Audi NSU Wankel engine, the KKM 871. It was a two-rotor unit with a chamber volume Vk of 746.6 cm³, derived from an eccentricity of 17 mm, a generating radius of 118.5 mm, and equidistance of 4 mm and a housing width of 69 mm. It had double side intake ports, and a peripheral exhaust port; it was fitted with a continuously injecting Bosch K-Jetronic multipoint manifold injection system. According to the DIN 70020 standard, it produced 121 kW at 6500/min, and could provide a max. torque of 210 N·m at 3500/min. Van Basshuysen and Wilmers designed the engine with either a thermal reactor, or a catalytic converter for emissions control. The engine had a mass of 142 kg, and a BSFC of approximately 315 g/(kW·h) at 3000/min and a BMEP of 900 kPa. For testing, two KKM 871 engines were installed in Audi 100 Type 43 test cars, one with a five-speed manual gearbox, and one with a three-speed automatic gearbox. Mazda Mazda claimed to have solved the apex seal problem, operating test engines at high speed for 300 hours without failure. After years of development, Mazda's first rotary engine car was the 1967 Cosmo 110S. The company followed with a number of Wankel ("rotary" in the company's terminology) vehicles, including a bus and a pickup truck. Customers often cited the cars' smoothness of operation. However, Mazda chose a method to comply with hydrocarbon emission standards that, while less expensive to produce, increased fuel consumption. Mazda later abandoned the rotary in most of their automotive designs, continuing to use the engine in their sports car range only. The company normally used two-rotor designs. A more advanced twin-turbo three-rotor engine was fitted in the 1990 Eunos Cosmo sports car. In 2003, Mazda introduced the Renesis engine fitted in the RX-8. The Renesis engine relocated the ports for exhaust from the periphery of the rotary housing to the sides, allowing for larger overall ports, and better airflow. The Renesis is capable of with improved fuel economy, reliability, and lower emissions than previous Mazda rotary engines, all from a nominal 2.6 L displacement, but this was not enough to meet more stringent emissions standards. Mazda ended production of their rotary engine in 2012 after the engine failed to meet the