Author Topic: Auto Union DKW Owners  (Read 22415 times)

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Offline AutoUnioNZ

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Re: Auto Union DKW Owners
« Reply #240 on: January 04, 2017, 11:40:49 am »
The Deek's heart - the roller bearing crankshaft



For the last 65 years the single most talked about Auto Union/DKW component has most certainly been its robust little crankshaft. At 22 kg in weight, its no laughing matter - its short, stubby - and expensive to fix.

Back in 1962/3 it also became the DKW's Kryptonite.  Its inability to live without constant lubrication left it at the mercy of the ham-handed refueller or a malfunctioning Lubrimat. The winter of 1962 was cold - cranks failed en-masse.  Auto Union honoured warranties - but it took months. Auto Union was financially in dire straits.

Given sufficient lubrication (oil:fuel = 1:40) - it was long-lived -it would do up to 110 000 miles easily and reliably.  The first sign of problems would usually come in the form of an ominous rumble from the bowels of the motor.  This would progress to a constant "Shhhhhh" sound - eventually the crank would have to be replaced.



After 1964, supplies of good cranks and then later new bearings and conrods slowly just about dried up.  Many alternative solutions for main bearings were dreamt up...spacers, rings, silicone goop, you name it.  None of it lasted the distance. In the internetless world of the 1970's and '80's DKW's died one after another - few people could access spare parts once the dealerships dried up.  The tell-tale sign always being the nose-high attitude of just about every abandoned Deek - the engine had been removed from its rightful place and dumped in the boot. You still often find them like that.

Today, new bearings and conrods can be bought from Brazil - expensive, but now they can be had.





I am going try, in the next few months to rescue a few cranks by importing some bearing and con-rod kits into NZ and rebuilding a few cranks myself. Watch this space...


Offline AutoUnioNZ

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Re: Auto Union DKW Owners
« Reply #241 on: January 05, 2017, 03:02:02 pm »
The 1959 Coupe des Alpes Rally





(Photographs of the 1959 Coupe des Alpes are not many - car no 89, a 1958 model Auto Union 1000,  Hermann Kühne and Hans Wencher came in an impressive 2nd overall - the winning Renault Dauphine of Clarou-Rambaud is just to the left of the photograph)



There is a film of the rally here: https://www.youtube.com/watch?v=nxHh5rgKEDM&t=810s

Much was made at the time of the British cars like the Austin Healeys - it is seldomly mentioned today, that they were soundly thrashed by the likes of the humble Renault Dauphine and the Auto Union 1000 on this rally!

Here is a period account written by JAH Gott. The article is voluminous with a grudging single line acknowledgment to the Auto Union DKW!  Memories of the recent war were still fresh.

"Hertfordshire Constabulary

In his quarterly feature, the Motoring Correspondent of THE POLICE
JOURNAL describes the 1959 Alpine Rally and road-tests a Renault
Dauphine-the winning car

The 1959 Alpine Rally

THE TWO INTERNATIONAL RALLIES best known in this country are
the "Monte" and the "Alpine," whose official title is the "Coupe
des Alpes," so called after that most coveted trophy, awarded
only for an unpenalised run. Each is very different in conception,
the one being largely a navigators' event and the other primarily
a drivers' event. The "Monte" is decided by regularity sections,
governed by secret checks, and, in addition, a crew can have a
"lucky dip" amongst the choice of starting-places, whilst the "Alpine"
has the same course for all cars, although the set average speeds
vary according to the size of the car and its type, these speeds being
so calculated that only the best crews and the fastest cars can hold
'them. As the course is published some time beforehand, the manufacturers
normally send a car over the route, and the "works" teams
usually have more than a shrewd idea of the difficulties involved.
This year we in the B.M.C. team had no illusions about the 2,500
mile route which started at Marseilles and finished at Cannes after
traversing some of the most difficult mountain passes in France,
Austria and Italy. Our reconnaissance crew had reported that the
handicap favoured a small car, more particularly a small saloon,
and that, driving flat-out, they had been eight minutes late over a
"key" section in Austria.
As a result, we had put our European Lady Champions, Pat
Moss / Ann Wisdom, into an Austin A.40, with instructions to try
for a Saloon Category win, a Coupe des Alpes and, of course, a
Ladies' Class win, whilst the "mere males," myself and Chris
Tooley, Jack Sears/Peter Gamier and Bill Shepherd/John Williamson,
were on Austin Healey 1()(}-6s, with instructions to try for the
Team Prize, the Sports Category, and our class.
The team travelled out by the French Train Ferry, which is a
delightfully easy way of getting across France. Embarking at
Boulogne at 7 p.m., one wakes up about 12 hours later at Lyons
having done almost three-quarters of the distance to the Cote
d'Azur. With no hotel or petrol bills to meet, this is not much more
expensive than driving down and certainly more pleasant.
On arrival at Marseilles, the cars were carefully checked over
whilst the crews checked over the opposition equally carefully.
The Sports Category contained Alfa Romeos, Aston Martin,
Mercedes, D.B.s. Porsches and Triumphs, all driven by experts, but
the British "works" teams, more particularly the Fords and Sunbeams,
had concentrated upon the Saloon Class.
Chief Superintendent Gatt drove this Austin Healey 100-6 ill the 1959
Alpine Rally, in which he finished 5th in the Grand Touring (Sports)
Category and 2nd in his class. His article in this issue describes his run.
The class opposition to our three Healeys consisted of an Aston
Martin, two Mercedes 300SLs and two Triumphs. The Aston
Martin was driven by Count Charles de Salis, winner of his class
in the "Monte" and "Alpine"; the Triumphs were driven by Annie
Soisbault, the Lady Champion of France, and an old friend and
former team-mate, Bill Bennett, whilst the Mercedes were handled
by Walter Schock, European Rally Champion in 1956, and a charming
American couple, Mr. and Mrs. Mills. This was their first International
Rally and they were under the unfortunate misapprehension
that the "Alpine" was a regularity rally rather than a flat-out
race against the watch.
At 1.30 p.m., 24th June, the Mills led off on the first "leg" of the
rally, which was due to finish at Cortina d'Ampezzo in the Dolomites
some 800 miles and 28 hours later. Running as No.6, Chris and I
had our two team-mates, the other Mercedes and Bill Bennett, in
front of us.
Right from the start the route proved difficult. Down by the sea
it was blazing hot, so hot that the metal of the cars burnt one's
hands; up in the mountains, it was cold and slippery, with sudden
showers of rain. The first real test was a timed climb on the
7,383 foot Col d'Allos. We managed our time, being fastest of the
Healeys, but the Schock Mercedes was faster. On the Col we passed
the American Mercedes, which was most courteously pulled over
to let us through, and not long after the Americans retired, although
they followed the rally round to see how things went. On the climb
to the Italian border at Mt. Genevre, we ran through a violent
thunderstorm, and at 6,500 feet we seemed unpleasantly close to
some of the vicious lightning flashes. This storm followed us all
across Italy, so that when we arrived at Monza Autodrome it was
still raining very hard, which made the test on the track very
frightening (to me at any rate) and rather dangerous.
For this test we had to do three timed laps, of which the fastest
had to be at around an average of 85 m.p.h. to avoid penalty; this
meant that our Healeys were doing around 120 m.p.h. down the
straights which, in the conditions, was most unpleasant. My first
two laps were outside the required time by about a second, but, on
the final lap, screwing up all my courage, I managed to get under
the time by two seconds, much to the relief of Chris and myself.
When the spray had subsided, it worked out that only the Schock
Mercedes and the Healeys of Sears and myself were unpenalised in
the class and so still had the chance of a Coupe des Alpes. On the
run to Cortina, Jack went out on the Passo di Vivione where the
notorious gullies caused the fan to carve through his radiator. So,
on arrival at the Olympic Stadium, the Healeys had no chance of
the team prize and, on paper, the class lay between the Mercedes
and us.
However, in motor sport as in pools forecasting, the "paper
form" doesn't mean very much, for the next day's run through
Austria drastically changed our fortunes. Pulling up at the end of
a very hectic stage, the car was promptly enveloped in a cloud of
steam, but we had no time to do anything except fill it up with
water and tear off to the next timed climb. Here we were held up
for 15 minutes whilst the police cleared the roads, which gave us
the chance to find out that the boiling was due to the radiator tap
having been knocked out of position by a boulder, but not the
chance to repair it as we were forbidden to work on the car whilst
waiting to start the climb. We therefore had to stop on the pass
and refill with water. As it was essential not to hold up cars behind,
we had to go rather a long way before finding a suitable place to
pull off, by which time the temperature needle had not only gone
"off the clock," but twice round it! For the next three hours, until
we found a garage with proper welding equipment, the poor Healey
took an unmerciful beating, being driven until it boiled (usually
within 50 miles), being filled with ice-cold water and then again
being driven flat-out to catch up the minutes so lost. It says a lot
for the stamina of the engine that it never missed a beat during this
shocking maltreatment. Eventually we did find a mechanic, who
brazed a plate across the tap-hole and the leak, so that we were at
least capable of finishing even if the loss of time in repairs had
dropped us from first to last in the class.
However, when we arrived at Merano, we found that Annie
Soisbault had taken over our class lead and that the Aston Martin
had retired with engine trouble and the Mercedes with a split tank.
To compensate, Pat Moss and Ann Wisdom were holding fourth
place in their A.40, and were the only crew to hold the flying
Renault Dauphines which had led from the first.
The third stage of 400 miles across Italy to St. Gervais in French
Savoy was a long tiring drag, not made any less tiring for us by the
fact that we had to start at 4 a.m., which meant getting up at
2.30 a.m. and going without breakfast, as our "Palace" type hotel
flatly refused to serve it at that hour. Amongst many other wellknown
passes, the day's run included the most spectacular climb
in Europe, the 9,000 foot Stelvio, with its 48 hairpins, where there
was thick snow at the summit.
The latter part of the stage was run in a violent rainstorm, which
flooded roads and made diversions necessary; for these no extra
time was allowed, so some hectic driving and accurate navigating
were called for.
With the last and hardest stage of 805 miles, in 28 hours over
27 passes, starting at 6 p.m. on the following day, it was a real
relief to have a proper meal and a good night's sleep.
In the afternoon we could size up the position. Annie Soisbault
had retired, which left only three in our class, now led by Bill
Bennett's Triumph, followed by our Healeys. Bill had a lead of
226 October-December, 1959
1 minute over the Shepherd / Williamson car and 7! minutes over
us, but we knew that the Triumph was in trouble with its exhaust,
which would have to be repaired if it hoped to finish.
On the debit side, the Moss/Wisdom A.40 had retired after a
magnificent run, with gearbox derangements.
As soon as we left the "pare Ierme," we spotted the Triumph
stationary amidst a swarm of mechanics. Bennett had wisely decided
to make his repair when the engine was still cold and where he
could organise mechanics to assist; morever, we found that by hard
driving we could make up some four minutes on the stage. However,
by the time that we left the control, the Triumph had not
pulled in, so that meant the Shepherd/Williamson Healey took over
class lead. For us the burning question was whether the repair
would take long enough to give us second place. When Bill pulled
in, grinning, at the next control, we found that we were still third,
4! minutes behind him.
Nevertheless, a night which included the 8,000 foot Galibier, the
7,000 foot AlIos and Cayolle and the 6,000 foot Glandon, Col de
Fer and Vars, to say nothing of a host of "mere" 4,000 foot passes,
could rapidly alter things. It did-but not to the advantage of the
Healeys!
On the rough Col d'Ornon, well off the beaten track, Chris and I
spotted the ominous splashes in the dust which betoken a car in
dire trouble; then suddenly round a hairpin the car itself, the Healey
class leader, out with a cracked sump and an engine seized through
lack of oil.
Now, of the eight cars which started, only Bennett's Triumph and
our Healey remained. Through the heat of Provence and the clouds
of sticky white dust, over arid Mont Ventoux, we chased the
Triumph, but Bill was driving with his head and though we cut his
lead, he never made the mistake which would allow us to pass him.
How easy this was to do was proved by a Triumph crew in the
class below us. On Mont Ventroux the driver slammed into some
straw bales, breaking his jaw and wrecking his car. Two more cars
broke down within sight of the finish, to the chagrin of their crews
who had nursed them so far. But the Healey and the Triumph ran
on tirelessly. Now we were on the home stretch, and the deep blue
of the Mediterranean could be glimpsed from the pass summits.
For showmanship (and because our Healey was unmarked), we
stopped to wash and polish it, so that it looked as though it had
just come out of a showroom-in marked contrast to some other
cars held together with string and wire.
Then, suddenly, the lights of Cannes and the finish, to an accompaniment
of flash-bulbs, champagne, speeches and congratulations
in three languages.
It had been a bitter struggle, in which the lead in our class had
October-December, 1959 227
changed no less than five times. Only seven out of 23 sports cars
had finished, of which the little French D.B. alone could claim a
Coupe des Alpes; for the others the average had been set too high
and many had blown up or crashed in trying to hold it.
The saloons had been less hardly handicapped, and had done
magnificently, the crews claiming eight Coupes des Alpes. Of these
one had gone to a French Renault Dauphine, decisively winner
of the Rally, another to a German DKW, and the others to British
cars and crews, three to Fords (which also won all possible team
prizes), the others to Sunbeams.
All in all, a genuine international share-out of the spoils
"



This is the 1958 Auto Union 1000 Coupe de luxe - a car like this came second in the 1959 Coupe des Alpes Rally (Alpine Rally) - an almost forgotten achievement


Offline AutoUnioNZ

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Re: Auto Union DKW Owners
« Reply #242 on: January 06, 2017, 04:35:43 pm »
The turbo-charged DKW Monza

This hot little car with its turbo-charged triple has been a familiar sight at European Auto Union events for some time;







Sadly it burned out in August this year, and is in the process of being rebuilt;




Offline AutoUnioNZ

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Re: Auto Union DKW Owners
« Reply #243 on: January 06, 2017, 04:47:12 pm »
In the classifieds today - this very surprising find in Wellington!

 None of the DKW "aficionados" in NZ were aware of its existence - it has been stored for a reported 25-30 years.






It is a 1958/59 1000 Coupe de Luxe - the same model mentioned time and time again for its rally wins in these pages.

Here is the ad (advertised incorrectly as a '57): http://www.trademe.co.nz/motors/specialist-cars/other/auction-1236033043.htm

In good health, it should look like this;



I really hope it finds a good home - it should look great once restored!

Offline AutoUnioNZ

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Re: Auto Union DKW Owners
« Reply #244 on: January 31, 2017, 04:02:38 pm »
"CAR" Magazine in South Africa recently bought a 1958 DKW 3=6 Coupe to celebrate the magazine's 60th birthday.

Here is a short video and article on the 1700 km journey they made with the little car, before pressing it into fleet service for the next 12 months;

http://www.carmag.co.za/video_post/dkw-tackles-1-700-km-trip-for-cars-60th-birthday/

Offline AutoUnioNZ

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Re: Auto Union DKW Owners
« Reply #245 on: February 28, 2017, 02:17:09 pm »
This May, will mark the 35th anniversary of the death of Auto Union's most famous car model....not a car, but a woman - the one and only Romy Schneider;




For her life story, I will quote the German Bilingual Magazine - "GermanWorld";


Myth, Style Icon, Tragic Figure: The Unforgettable Romy Schneider

by Petra Schuermann   


" Even decades after her death, Romy Schneider is still a captivating figure. Her aura, her myth still blaze on as if she never died. She has gone down in film history as a German-French world star, and the Sissi trilogy is not the only reason behind her fame. In France she was transformed from a shy, naïve teenager to the emancipated femme fatale, finding recognition here as a character actress. Her international success and turbulent life full of fateful blows elevated Romy Schneider to the pantheon of German-speaking film stars such as Marlene Dietrich and Hildegard Knef, who also became international sensations. Both in her professional and private life she pushed herself to the limit. Her legend was sealed when she died at the young age of 43. May 29, 2012  marked the 30th anniversary of the death of Romy Schneider.
Born in 1938 in Vienna as the daughter of the actor couple Magda Schneider and Wolf Albach-Retty, little Romy, whose name was Rosemarie Magdalena Albach, grew up with her grandparents in Bavaria. Later she attended a boarding school, and her parents divorced. Early in life she decided she also wanted to become an actress. And early on she received her first role: In the film Wenn der weiße Flieder wieder blüht (When the White Lilacs Bloom Again) the 15-year-old debuted at the side of her mother in 1953. The movie was a big success. In 1955 the shooting began for the historical film Sissi, which tells the story of the early years of the legendary Austrian empress Elisabeth. By this time Romy had starred in five movies, playing leading roles in two of them. She was already a star, but Sissi was to be the role of her life – a blessing and a curse at the same time.



Although the first of the three Sissi movies brought international fame to Romy Schneider and tremendously boosted her popularity in the German-speaking countries of Europe, she was reluctant to accept the leading role in the sequels. In the end, she acquiesced, but gained acting experience in other movies in the meantime. A fourth Sissi movie she successfully refused. She wanted to get away from the image of the darling teenager and escape the paternalism of her stepfather who acted as her manager. At the end of the 1950s she starred in the movie Christine together with the French actor Alain Delon. They were a couple not only on the screen but also became one in private. Romy turned her back on the German film industry and moved to Paris. The German public held this against her, and the critics berated her, refusing to accept the change in Romy Schneider. In a wild marriage with a Frenchman? Playing annoyingly brazen roles? None of this fit the Sissi image. In France, on the other hand, the journalists adored her. She worked successfully with Luchino Visconti, Orson Wells and Claude Sautet. In Los Angeles she starred in a movie with Jack Lemmon. While she found the professional recognition she had always wanted, her relationship with Alain Delon fell apart. Romy Schneider was devastated. She tried to take her life.
In the 1960s Romy met the director and actor Harry Meyen. They became a couple, and Romy moved to Berlin. Their son David Christopher was born. In 1968 they starred in the movie Der Swimmingpool together with her ex-fiance Alain Delon. The tabloids rejoiced and hoped for a rekindling of former feelings, as the movie with the breathtakingly beautiful Romy Schneider was suffused with eroticism. But a renewed romance failed to materialize. The movie was nonetheless a big hit, both with the critics and the box office.
romy-995771f64_lrIn the 1970s Romy shot films mostly in France – one film after another. She could choose between many offers and continued to play demanding roles: a German Jew on the run (The Train, 1973), a neglected wife who has an affair (Love at the Top, 1974), a rape victim (The Old Gun, 1975). However, she separated from Harry Meyen. A few years later he hanged himself, for which Romy blamed herself. In the early 1980s her marriage with her former private secretary Daniel Biasini also failed, and she started having problems with alcohol and substance abuse. She was quoted as saying: “I am an unhappy 42-year-old woman.” A few months after this remark fate dealt her another huge blow when her son was killed in an accident in the summer of 1981. He was 14 years old. Despite this loss Romy Schneider started shooting another film. In The Passerby of Sans-Souci she showed her brilliance as an actress one last time. Romy died shortly after the completion of the shooting. She survived her son by one year.
The film world remembers Romy Schneider as a great actress. Around 25 million people worldwide have viewed the Sissi trilogy alone, which commercially ranks among the most successful German-language films of all time. This legacy, however, was a heavy burden for Romy, one she carried since the beginning of her career. She also had private problems and was dealt some heavy blows by fate. She was never really happy; her life was never fulfilled, stable or even consistent. One consistency, however, has emerged 30 years after her death: The myth of Romy Schneider shows no sign of waning."








Offline AutoUnioNZ

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Re: Auto Union DKW Owners
« Reply #246 on: February 28, 2017, 06:21:52 pm »
The DKW 3=6 family - the first production car to use Polyurethane suspension components?



Some time ago, I re-read an article published in New Zealand Classic Driver magazine in 2011, about the Auto Union 1000S, that contained the line - " You could never say that this was a landmark car in any way".

Well!  I protest!  I think it's very important to understand the design lineage of these cars properly, in order to put them into perspective properly in the era that they were designed in - the 1000S should be seen as a member of its family, not on its own, in my opinion. We need to draw the line all the way back to 1939 and consider what this car was at that time - and again, in my humble opinion the DKW F9 was remarkable for its day.  Yes.  I've said it. It was a landmark car in many ways.  Many people forget or do not know, for example, that Duroplast was first used in an automotive application by Auto Union in 1938, and not, as commonly thought, devised in post war communist Eastern Europe  (Wikipedia, I am looking you!)!  Photographs of Auto Union's pre-war Duroplast body panels may be seen here on Paul Markham's excellent blog:
http://heinkelscooter.blogspot.co.nz/2012/12/1939-dkw-f9-prototype.html

Postwar, the F9's offspring (as it were), the F89 and later F91, 93,94,95, 1000 etc.. were less remarkable in some ways (the body was steel for example).  However they did contain something new and very revolutionary, which, although not headline news at the time, changed the world in few years.  This thing was called Vulkollan. Vulkollan was/is a polyurethane product - known today as "The King of Urethanes". 

Polyurethane was invented in 1937 by Otto Bayer (unrelated to the Bayers of Bayer AG)-  or more correctly, Otto Bayer was head of the research group that, in 1937, discovered the polyaddition for the synthesis of polyurethanes out of polyisocyanate and polyol.  This was under the umbrella of the German company IG Farben. A major breakthrough in the commercial application of polyurethane did not occur until 1941, when a trace of moisture reacted with isocyanate to produce carbon dioxide. The production of this gas resulted in many small empty areas, or cells, in the product (which was subsequently called “imitation Swiss cheese”). As early as 1943, some military uses were made of the product - but it wasn't until the early 1950's that the product was refined into a new solid medium called "Vulkollan".  IG Farben had been liquidated in 1952 and on Bayer AG regaining its independence as a company, they immediately pressed ahead with "Vulkollan".  Bayer themselves have never manufactured Vulkollan, and in the early 1950's granted several licences for its production, finally trademarking it in July 1955.


 The solid polyurethane elastomer that is "Vulkollan" is very popular, still – due to its substantial mechanic and dynamic material characteristics. The main components of Vulkollan consist of a polyesterpolyol and a diisocyanate.  Special cross-linking agents are individually added to obtain the required material characteristics.

Vulkollan is especially popular in the manufacture of wheels. Sectors of major use of Vulkollan wheels include:general industrial wheels (forklift wheels as one example), bottling, mechanical industry, automatic and packaging machines, labelling systems, wire-guided conveyor systems, AGV systems, airports, paper, ceramics, cement mixing, heavy-load wheels for refuse compacters, foundries, glass working machinery, etc..

OK - so where did DKW start with Vulkollan?  Well, the answer lies in another Auto Union invention - the so-called "Schwebeachse" or floating axle, used on DKW's from 1932 (invented by J Rasmussen himself).   This design consisted of a rigid axle with two trailing arms, an overhead transverse leaf spring, the transverse leaf spring is connected to the arms of the axle body at the level of the center of gravity of the vehicle; One end of the spring  uses an "eye" as a fixed bearing , the other end rests in a sliding block ( as a floating bearing). The center of the spring is attached to the chassis.  Here's what it looks like;



This is the sliding end on the right hand side of the car:




In 1955 the traditional DKW Schwebeachse was adapted to use a Vulkollan shoe on its floating or sliding end - on the right hand side of the spring. This is the first documented production automotive use of Vulkollan.  From 1955 DKW even made kits available to retrofit earlier cars with Vulkollan shoes, so successful was the innovation.  The combination of the Schwebeachse and the Vulkollan shoe, of course, were a very large contributor to the DKW 3=6 family of car's legendary handling.

Here is the early incarnation:



Here is the version incorporating the Vulkollan shoe, released in 1955:



The Schwebeachse at work;



For the sake of completeness - I should add that Auto Union also used Vulkollan in the steering box bushes of its cars, and as with the suspension components, with excellent effect. As for the Schwebeachse, it continued in use on cars such as Wartburg 311 (ending production in 1965)
« Last Edit: February 28, 2017, 06:54:59 pm by AutoUnioNZ »

Offline AutoUnioNZ

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Re: Auto Union DKW Owners
« Reply #247 on: March 06, 2017, 03:09:44 pm »
Brit and Euro Classic Car Show - Auckland, 5 March 2017

Once again, a very enjoyable show - two Auto Unions were displayed, the VASK contingent once again fielded a stunning quattro!;






Offline AutoUnioNZ

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Re: Auto Union DKW Owners
« Reply #248 on: March 06, 2017, 05:12:41 pm »
Cool looking 1957 DKW 3=6 "Rat"

Just ran across this cool looking '57 DKW 3=6 F93 in RHD on a South African classified site;







As a marque purist, I have to point out the chrome accent on the grille and the 1000S tail lights are not correct for the '57 model year - but as a patina'd original example I think it's really cool - the original roof rack really adds some character.  If I did not already have a '57 F93, this one would be on my shopping list.  The paint is original, the badging is all there and correct - you just don't find them like this anymore!

Maybe one of you are looking for something like this.

Here is the ad:

https://www.olx.co.za/ad/dkw-36-sonderklasse-suicide-doors-ID16dj23.html
« Last Edit: March 06, 2017, 05:14:56 pm by AutoUnioNZ »

Offline AutoUnioNZ

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Re: Auto Union DKW Owners
« Reply #249 on: March 07, 2017, 04:31:45 pm »
Rent a 1938 DKW F7?




Yes, you can rent a pre-war DKW somewhere in the world. In sunny Cape Town, in fact!

Sadly, there is only one pre-war DKW in New Zealand, a 1931 DKW F1 belonging to Hans Compter in Whangarei.


 - see here for the rental:  https://www.bookaclassic.co.za/auto-union-dkw-f7-cabriolet-cape-town/



Offline AutoUnioNZ

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Re: Auto Union DKW Owners
« Reply #250 on: March 24, 2017, 05:44:41 pm »
This last weekend, I drove our 1959 Auto Union 1000 on a lovely weekend away on a two day event called the Coromandel Gold Rush & Gumdiggers Charity Cruise, in the Coromandel, which involves a roughly 400km trip (for us). We had a great time, especially with our friends, the Farmer's from Whitianga in their NZ-New blue 1958 DKW 3=6 F94;



It was a warm weekend!  The Deek's temperature gauge stayed in the upper ranges :-)











This lovely Beetle was with us







Great condition NSU spotted in Tairua