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1. Dkw Auto Union Tuning Parts
2. Dkw History
3. Dkw Auto Union Tuning Cars
4. Dkw Auto Union For Sale

Your Southern California Audi and Volkswagen Specialists. Learn About Us. 74 Search Results for 'dkw' Previous auctions (12) 1939 DKW F7. 1957 Auto Union DKW Munga 4. Sold for $7,800 on 5/30/17 No Reserve: 1964 DKW Junior de Luxe. DKW and Auto Union Car and Motorcycle Club of America. Welcome to the DKW Club of America Web Site. The DKW Club of America is dedicated to the encouragement of studying, finding, owning, restoring, driving and enjoying DKW cars. DKW & Auto Union Specifications. Early (1929) two cylinder DKW rear wheel drive. Rasmussens DKW engine was a simple, but effective design, with very few moving parts, which powered his motorcycles from 1919. By 1929 DKW was the world's largest motorcycle manufacturer. The same basic engine design was adapted for the DKW and Auto Union cars. DKW-badged cars continued to be built under license in Brazil and Argentina until 1967 and 1969 respectively. The DKW trademark is currently owned by Auto Union GmbH, a wholly owned subsidiary of Audi AG which also owns the rights to other historical trademarks and intellectual property of the Auto Union combine. DKW-badged cars continued to be built under license in Brazil and Argentina until 1967 and 1969 respectively. The DKW trademark is currently owned by Auto Union GmbH, a wholly owned subsidiary of Audi AG which also owns the rights to other historical trademarks and intellectual property of the Auto Union. Feb 02, 2018 This video is al about the 1964 Auto Union 1000 Super De Luxe powered by a 3 cil 981cc 2 stroke engine producing 50hp and 78.5nm This car is for sale at 'Jan Los & Leon Nuvelstijn'.

The DKW 3=6 was a compactfront-wheel drivesaloon manufactured by . The car was launched at the Frankfurt Motor Show in March 1953 and sold until 1959. It was also named as the DKW Sonderklasse and, following the factory project number, as the DKW F91. From 1958, by which year the car's successor was already being sold and the earlier version had therefore become, in essence, a ‘run-out’ model, it was badged more simply as the DKW 900.

Apart from complications involving its naming, the 3=6's notable features included its two-stroke engine and front-wheel drive layout along with the sure-footed handling that resulted.^[2]

In a market segment increasingly dominated by the Volkswagen Beetle, the Auto Union contender also boasted class leading interior space, especially after the arrival of the four-door version, which featured a modestly extended wheelbase.

The DKW 3=6 in due course replaced the DKW F89 / Meisterklasse, although the Meisterklasse remained in production until April 1954. In its turn, the 3=6 was succeeded by the more powerful Auto Union 1000, offered already from 1957.

Many names[edit]

DKW was one of four companies that had come together in 1932 to form the Auto Union based in Zwickau. The company was effectively refounded in West Germany in 1949, following the loss to the Soviets of its Zwickau assets. Three of the four businesses that had constituted Auto Union before the war seemed unlikely ever to reappear on either side of the Iron Curtain, but starting in 1949 the DKW name was used for the F89 assembled by Auto Union in the west: this was the model replaced by the 3=6.

• The name ‘Sonderklasse’ differentiated the car from the previous model which had been known as the ‘Meisterklasse’. Both names had also been used for commerciallysuccessfulDKWs in the 1930s. Sonderklasse is a German verbal concatenation that does not translate comfortably into English: it is based on the word ‘Sonder’ of which one translation is ‘special’, linked to the word ‘Klasse’ which translates as ‘class’, or category’.
• The name ‘3=6’ started out as an advertising slogan, but by the time of the 1955 face lift, the name was to the fore, and the car was advertised as the ‘Large 3=6’ (Großer 3=6) differentiating it from the earlier version which already carried the script ‘3=6’ ahead of the door on its left side. The point of the advertising slogan was to highlight an equivalence between the car's two strokethree cylinder engine and a four strokesix cylinder engine. The underlying logic was that with the two-stroke cycle there is engine power produced by a combustion within each cylinder for every rotation of the crankshaft: with the four-stroke cycle there is power produced by a combustion within each cylinder only for each alternate rotation of the crankshaft. Thus it was asserted that the two-stroke engine was working twice as hard per rotation of the engine. In terms of torque the two-stroke system does indeed appear to have conferred substantial benefits when compared to a four-stroke engine of similar size, but in terms of bhp much of the theoretical energy gain in terms of power output seems to have been dissipated as additional heat which in turn required a larger energy consuming cooling fan, all of which made the arrangement rather noisy when placed just ahead of the driver and front-seat passenger.
• The name F91 was the factory project number of the car. ‘F’ stood for ‘Frontantrieb’ (Frontwheel drive). The F91 was an evolution from the DKW F9 which had been a prototype presented in 1938, planned for production at Auto Union's Zwickau plant from 1940. By 1950 the F9 itself had been made production ready and was being produced as the IFA F9 in Zwickau, so that name was in practice not available to ‘old’ Auto Union's western successor. The DKW F91 was replaced by the F93 followed by the F94, their names also taken from factory project numbers. Because the other names have proved increasingly unfathomable, the names F91, F93 and F94 are the ones commonly used retrospectively.

It was perhaps in recognition that any perceived marketing advantages available from the unconventional namings had been exhausted, that from 1958 the car was sold simply as the DKW 900, the name being now conventionally based on the car's approximate engine displacement. The successor model, already in production in 1957, also benefited from this less challenging nomenclature.

The bodies[edit]

The F91 was presented as a two-door saloon with front opening doors which presumably facilitated access. A ‘pillarless’ coupe version, first seen in 1953, was produced from 1954, as well as a cabriolet, bodied by Osnabrück coach builders Karmann. In addition there was a three-door estate version, called the ‘Universal’, which continued to be offered unchanged until June 1957, by which time saloon buyers had been offered the F93, an upgraded version, for two years.

Modifications came progressively. Dev c++ ide download free full. The coupe version had been launched with a ‘panoramic’ three piece wrap around back window, and in the back end of 1954 a similar wrap-around back window appeared on the two-door saloon. Advertising highlighted such features as a fuel gauge and an interior light that could be set to come on automatically when the door was opened.

1955 saw the launch of the F93 version, also known as the Grosse 3=6. This shared the 235-centimetre (92.5 in) wheel-base of the F91, but was slightly longer, wider and taller. The track was also increased by 10 centimetres (3.9 in). In place of horizontal metal slats, the new model featured an oval shaped front grill containing five horizontal metal coloured slats. The oval grill was modified again in 1957 when the slats were replaced by a chrome coloured grid design. Inside there were improvements to the instrumentation and the heating.

The DKW Monza which appeared in 1956 was essentially a DKW F93/F94 under its (light-weight plastic) skin.

In 1957, with the introduction of the F94 version of the car, a four-door version finally became available. The four-door saloon's wheel-base was extended by 10 centimetres (3.9 in) over that of the two door: advertising continued to emphasize the DKW's class leading interior spaciousness. 1957 was also the year when the F91 ‘Universal’ estate version was upgraded to an F94: it now incorporated many of features introduced two years earlier on the saloons.

DKW in Brazil[edit]

Auto Union cars were also very popular in South America, where a number of special types based on the DKW 3=6 were manufactured in Brazil under licence by VEMAG from 1956 to 1967. Models sold were the DKW Belcar sedan, the Vemaguet station wagon, and the Fissore, a two-door coupe with a smooth designed body and elegant appointments, which resembled in general terms the DKW F102. The F94 line made by DKW-Vemag was equipped with doors hinged at the front (from 1964) and four headlights (in 1967). Altogether about 109,343 cars were built in Brazil.^[3]

Technical[edit]

The 896 cc three cylinder engine provided at launch a claimed 34 bhp (25 kW). Following the company's pioneering work in the 1930s, the car had a front-wheel drive configuration which meant there was no bulky driveshaft running through the passenger cabin. The water cooled engine was installed longitudinally above the front wheels - the first appearance of the longitudinal 'overhung' engine layout which DKW's successor - Audi - still uses to the present day, but the radiator was located not ahead of the engine but between the engine and the passenger cabin.

The gearbox, controlled by a column mounted lever, was a three speed manual system coupled with a free-wheel device: in Autumn 1953 a four speed box was offered as an option. 1957 saw a further transmission advance with the availability of a Saxomat automatic centrifugal clutch on the DKW.

The F93 version launched in 1955 now boasted power output increased to 38 bhp (28 kW). That increased further to 40 bhp (30 kW) in 1956. The F93 also incorporated a strengthened chassis and improvements to the suspension and braking system.

Data[edit]

Sources and further reading[edit]

1. ^Gloor, Roger (2007). Alle Autos der 50er Jahre 1945 - 1960 (1. ed.). Stuttgart: Motorbuch Verlag. ISBN978-3-613-02808-1.
2. ^Gloor, Roger (2007). Alle Autos der 50er Jahre 1945 - 1960 (1. ed.). Stuttgart: Motorbuch Verlag. ISBN978-3-613-02808-1.
3. ^http://bestcars.uol.com.br
4. ^Oswald, Werner (2001). Deutsche Autos 1945-1990, Band 4 (1. ed.). Stuttgart: Motorbuch Verlag. ISBN3-613-02131-5.

The Auto Union 1000 is a luxury compactfront-wheel driveautomobile manufactured by Auto UnionGmbH between 1958 and 1965. It was the first (and in many markets the last) model branded as an Auto Union by the manufacturer since the 1930s; it replaced the paradoxically named DKW 3=6, although the latter continued in production, reassuringly now branded as the DKW 900, for another year. The two cars were broadly similar, but the new car had its two-stroke engine enlarged to 981 cc yielding a 10% - 37% (according to model) power increase.

The changes[edit]

Apart from the enlarged engine, which now provided in the base model 44 bhp (33 kW), the 1000 featured the old four-ring Auto Union badge across the air grill along with the Auto Union name above it, in place of the DKW badge that had adorned the nose of the earlier model.

Body options[edit]

In addition to the two- and four-door saloons, a 'pillarless' coupé shared the profile of the saloons apart from the absence of any fixed B pillar. A three-door estate version was also offered, branded as the Universal, between 1959 and 1962. For the new decade, the saloon was renamed Auto Union 1000S and received, in August 1959, an eye-catching wrap-around windscreen. Neither the windscreen nor the name changes entirely concealed the fact that at a time when competitor designs employed the modern ponton, three-box form, this Auto Union’s body along with most of its technical features descended directly from that of the Zwickau-developed DKW F9 prototype of 1938. Fortunately in 1938, the front-wheel drive DKW design had been an innovative one.

Appearing in 1958 was the Auto Union 1000 Sp, a low-slung, two-seater sports car that was produced for Auto Union by the Stuttgart coach builders, Baur. The fixed-head version was joined in 1961 by a cabriolet. Adorned with tail fins, the stylish, modern look of the car gave rise to the 'baby Thunderbird' (schmalspur Thunderbird) soubriquet in the press, and belied the fact that it was, under the skin, another Auto Union 1000, albeit one with an increased compression ratio and a claimed maximum of 55 bhp (41 kW) to place on the road. The 1000 Sp was lower, but not (assuming only two people were in the car) significantly lighter than the standard-bodied saloon; a claimed maximum speed of 140 km/h (87 mph), nevertheless, put its performance at the top of the range. It proved to be the last open-top car produced by the company until the Audi 80 cabriolet in 1994.

Fissore and Auto Union[edit]

In Argentina, the 1000 was manufactured under license by Industrias Automotriz de Santa Fe (IASF) between 1960 and 1970, in the city of Sauce Viejo, Santa Fe. The lineup consisted of the two- and four-door sedans, the three-door Universal estate (station wagon), and the Carrozzeria Fissore-designed^[3] Coupé and Spyder '1000 SE' on the basis of German 1000 Sp. These were more elegant and departed from the visual appearance of the Ford Thunderbird, the 'Fissore Coupé' stood out with one-piece front bumpers and longer wrap-around bumpers in back, an alternate roof line, side louvers in the front fenders between the front wheel cut outs, and doors adorned with chrome strips and an elegantly appointed interior.^[4] Only limited numbers of the coupé were built and are highly sought out by collectors. Licensed productions of the coupés and Spyder were also carried out in Spain.

The Coupé Fissore had many famous owners (Julio Sosa, César Luis Menotti, and others). Other important models were the Auto Union 1000 S (21,797 Sedán made until 1969), the Auto Union Combi/Pick-up, and the Auto Union 1000 Universal S (6,396 made until 1969, too).^[5] The last version of the Auto Union Combi/Pick-up launched in 1969 but only remained on sale for a few months. Afterwards, IME used the cabs for this model.^[6]

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Performance[edit]

A 1000S coupé was tested by the British The Motor magazine in 1960 and had a top speed of 80.9 mph (130.2 km/h) and could accelerate from 0-60 mph (97 km/h) in 23.6 seconds. A fuel consumption of 31.5 miles per imperial gallon (9.0 L/100 km; 26.2 mpg_‑US) was recorded. The test car cost £1259 including taxes on the UK market.^[2] In the same year, the much larger Austin Westminster retailed for only £1148^[7] in the UK, reflecting, in particular, the extent to which British automakers were still protected by import tariffs in their home market.

Technical[edit]

The Auto Union's 981-cc two-stroke three-cylinder engine was available in various states of tune. After 1960, advertised power in the saloon versions was increased to 50 bhp (37 kW). Power was delivered via a four-speed manual gearbox, controlled using a column-mounted lever. The electrical system was a six-volt one, which by this time was beginning to look old fashioned.

In 1961, the so-called Clean Oil Regulator “Frischölautomatik” was introduced, a system incorporating a separate oil tank and pump to dispense the oil, which in a two-stroke engine, is mixed with the fuel ahead of combustion. The stated purpose was to reduce the characteristic blue smoke emission for which the car was known. This was to be achieved by ensuring that oil was introduced in exactly the correct 1:40 proportion to the fuel, and the device was advertised as a way to improve engine longevity. The timing of this innovation proved unfortunate as the winter of 1962-63 was an exceptionally cold one in Europe. The Auto Union 1000 model experienced an unexpected increase in crankshaft damage because the oil, its viscosity affected by the cold weather, was unable to flow freely through the narrow feeder pipe in the carburettor.

Commercial[edit]

The Düsseldorf plant produced 171,008 Auto Union 1000s during the six-year model run. The pretty 1000 Sp sports version continued in production for another two years, until 1965, notching up sales around 5,000 for the hard-top version and 1,640 for the cabriolet.

Dkw Auto Union Tuning Parts

The end[edit]

In 1963, the Auto Union 1000 gave way in Europe to its successor, the contemporary-looking DKW F102 - the last model to wear either the Auto Union or DKW badges before the company was acquired by Volkswagen and the dormant Audi brand was resurrected. The 1000 was also the last Auto Union/DKW model to be produced at the Düsseldorf factory before production was moved to the company's new plant in Ingolstadt; the old factory was sold to Auto Union's then parent company Daimler-Benz to be converted to a Mercedes truck and van assembly plant.

The older-model DKW 3=6 continued in production in a slightly modified form in Brazil until 1967, but it was produced without modification in Santa Fe, Argentina, until late 1969, with about 30,000 copies manufactured.

Dkw History

Gallery[edit]

• Auto Union 1000 S de Luxe

• Auto Union 1000 pillarless coupé post facelift

• Auto Union 1000 Sp Cabriolet 1962

• DKW AU 1000 Coupé 1959

• Argentinian-made Auto Union 1000 Super Sport Coupé, with Fissore-designed bodywork

Data[edit]

Dkw Auto Union Tuning Cars

Dkw Auto Union For Sale

Sources and further reading[edit]

1. ^Gloor, Roger (2007). Alle Autos der 50er Jahre 1945 - 1960 (1. ed.). Stuttgart: Motorbuch Verlag. ISBN978-3-613-02808-1.
2. ^ ^abc'The Auto Union 1000S Coupé'. The Motor. April 27, 1960.
3. ^www.coachbuild.com Carrozzeria Fissore - accessed 10 December 2008
4. ^'Historia de Auto Union en Argentina' [History of Auto Union in Argentina] (in Spanish). Auto Historia. Archived from the original on 2009-06-01.
5. ^'Auto Union'. Coche Argentino. 2009-05-18. Archived from the original on 2011-11-05. Retrieved 2011-10-30.
6. ^'Auto Union'. Coche Argentino. 2009-05-18. Archived from the original on 2011-11-05. Retrieved 2011-10-30.
7. ^'The Austin A105'. The Motor. August 22, 1956.
8. ^Oswald, Werner (2001). Deutsche Autos 1945–1990, Band 4 (1. ed.). Stuttgart: Motorbuch Verlag. ISBN3-613-02131-5.