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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.

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• DKW, along with the surviving elements of Auto Union, relocated to Ingolstadt in West Germany. It was there that Auto Union GmbH was formed in 1947, initially servicing military vehicles and producing spares for pre-war machines. The first DKW machine to re-enter production following the war was the humble RT 125.

The changes[edit]

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.

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]

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.

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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.

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.

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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.

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]

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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.

Dkw Auto Union Tuning City