1950 IFA F9 Roadster prototype

The Fahrzeugmuseum in Chemnitz, the home town of Auto-Union, is currently hosting an exhibition of early IFA cars. Amongst the cars on display is one very rare and special car – the only IFA F9 two seater roadster ever built.

The Auto Union Group (Audi, DKW, Horch and Wanderer) found itself on the wrong side of the border after Germany was divided into East and West at the end of the Second World War. While a company was re-founded in the West at Ingolstadt, their factories in the East were nationalised by the communist government and renamed IFA. IFA inherited DKW's plans, tools and designs, and in 1949 they were able to put into production their version of DKW's 1939 F9.

This very early IFA brochure for the F9 features marketing photographs of the original DKW F9 taken in September 1939. IFA's F9 was so similar in outward appearance to the DKW original few would have noticed.


East Germany may have been communist, but the people at IFA still wanted to build nice cars, so IFA decided to spruce up the F9 sedan and offer a two-seat roadster version. A single coach-built prototype was built and exhibited at the Leipzig Motor Show in 1950. The car was sleek and handsome and clearly targeted the export market in the west.

The prototype roadster in its heyday. The car originally had a silver finish. This photo was most likely taken when it was privately owned.

However, at almost exactly the same time DKW in West Germany had just released their version of the F9, named the F89. DKW did not have access to the car's original three-cylinder 900cc engine so the DKW version had to make do with the older, two-cylinder 700cc engine. Included in the range was a lovely two-seater Karmann bodied roadster.

The DKW Luxus Zweisitzer, or luxury two-seater, was bodied by Karmann Karosserie, who would later gain fame with the Volkswagen Karmann Ghia. These exclusive, hand-built cars came in coupe and cabriolet form. They were only offered between 1950 and 1955 and are extremely rare and sought after these days.


From IFA's perspective the release of the DKW F89 was unwelcome news. The car was basically the same car as the IFA F9 but even though the IFA car had a better engine, DKW had an established service network in the west that IFA simply could compete with. At that time IFA was already producing a coach-built roadster in the IFA F8 Luxus and didn't have the capacity to produce a second model so IFA decided to drop the F9 roadster idea. No more were built and the single prototype was sold to IFA works driver, Harald Linke in 1951, who drove it as his family car until 1957. After he sold the car it disappeared from sight and was rumored to have been scrapped.

Harald Linke behind the wheel of the prototype at a race meet in Hohenstein-Ernstthal.

Jump forward sixty old years and DKW enthusiast named Peter Lott from Stendal heard a rumor that there was a two-seater F9 somewhere in Berlin. From that slender lead he began an extensive search that finally paid off when he tracked down the car, parked under a lean-to in a garden in Koepeinek, East Berlin. The car was badly rusted and as the car had been exposed to the weather for decades, the interior was completely rotted out. It had also been altered substantially over the years.

Lott assessed the car as probably beyond economical repair and passed the lead on to DKW enthusiast and historian, Frieder Bach, who purchased the car. In December 2014 the car was part of a special display at the Fahrzeugmuseum, dedicated the F9 'people's car.' The roadster was displayed 'as found' under a replica of the lean-to. When the exhibition closed in March, the car was returned to Bach for restoration. I would expect this would take quite a few years.

Harald Linke is reunited with the car in the museum exhibition.

The interior is completely gutted and the floor rotted out in places.

When completely restored it will look like this replica roadster.

Starting with baby steps. DKW body restorer, Winfried Kuhl, replicated the dashboard from molds and measurements taken from the original DKW F9 prototype. http://dkw-karosseriebau.de/

For more information about the display and the museum, visit their website - http://www.fahrzeugmuseum-chemnitz.de/ and http://www.chemnitzer-geschichtsverein.de/CGV/Veranstaltungen.htm and https://www.zwischengas.com/de/news/F9-Sonderausstellung-im-Fahrzeugmuseum-Chemnitz.html and http://www.rt-forum.de/t1094f35-Saechsisches-Fahrzeugmuseum-Chemnitz.html  and http://www.kulturgut-mobilitaet.de/forum/6-plauderecke/23346-vorstellung-der-forumsmitglieder-mit-ihren-autos?start=320

1939 Hanomag Diesel Rekordwagen

Hanomag was founded in Hannover, Germany, in 1835. The company specialized in steam engines, but soon expanded into trains, rolling stock, steam road wagons and farm equipment. In 1925 Hanomag ventured into the automotive market with a small, budget car officially called the 2/10PS, but better known as the ‘kommisbrot’ (army loaf). Largely constructed of plywood, with leatherette for weather proofing, and powered by a rear mounted, single cylinder 500cc engine, the kommisbrot was typical of the cyclecars of the period. Nevertheless, it was a popular seller, with almost 16,000 being sold.

The success of the kommisbrot led Hanomag to expand into serious car production. In 1928 they introduced a more conventional car, the 3/16PS. This was replaced in 1931 by a new small car imaginatively called the 1.1 litre. However, it was the introduction in 1934 of the 1.5 litre Hanomag Rekord that really established the company as a force on the German auto scene.


Hanomag Diesel
The diesel engine was first developed in Scotland in the late 19th century as an attempt to improve on the thermal efficiency of industrial steam engines. Rudolf Diesel, after whom the engine is now named, was fortunate enough to patent a practical working engine in 1897. The difference between diesel and petrol engine was in their ignition system. A diesel engine has no spark plug or ignition system per se but relies on highly compressing the air within the combustion chamber until the air itself reaches 550 degrees Celsius. At this point – top dead centre in the cycle – a small amount of gaseous fuel is injected into the cylinder which instantly ignites on contact with the super-heated air. As both the fuel and the air are introduced to each other in a highly volatile state, the diesel engine needs far less fuel than a petrol engine. However, the engine's main drawback was that the engine case and pistons need to be far heavier to deal with the higher compression pressures. Consequently they were seen as being more suitable to heavy industrial use, such as in ships engines, driving turbines and in trains.

Rudolf Diesel's engine was no small affair. They were soon being employed in heavy industrial use.

Despite these drawbacks, after the Great Depression, several auto manufacturers saw an opportunity to use fuel efficient diesel engines in a motorcar. Citroen was the first company to introduce a diesel engined production car when they introduced the Citroen 11UD "Rosalie" in 1934. In 1936, both Mercedes-Benz and Hanomag presented diesel engine cars at the Berlin Auto Show.

Hanomag had its start with diesel engines in 1934 with diesel engine tractors. The new car originally featured a four cylinder 1.5 litre diesel, but this was soon increased to 1.9 litres. The diesel engine however only put out a meagre 35PS. Sold as an alternative engine option for the successful Hanomag Rekord model, sales were relatively modest. Out of the 19,000 Hanomag Rekords sold only 1,100 were powered by the diesel engine.

The Rekordwagen
Wanting to promote the efficiency of its diesel engine, Hanomag’s management turned to motor sport. Although several one-off diesel cars had been raced in time trials in the United States and Great Britain in the 1920’s, Hanomag had the field to themselves for production cars with engines under 2 litres.

The Rekordwagen was fashioned from a standard Hanomag Diesel Rekord chassis and 1.9 litre D engine. The standard D engine was designed for fuel economy, not performance. In fact, the challenges of adjusting the early fuel injector technology to get more power, was perceived as one of the underlying weaknesses of the diesel engine. The engineering team managed to tune the engine to give it a little more oomph, but at 40HP the engine couldn’t really be described as high performance. Hanomag compensated for the lower horsepower by fitting the car with a streamlined aluminum body that was mounted on a lightweight tube frame.

On 8 February 1939, the Hanomag Diesel Rekordwagen was ready to make its debut on the autobahn between Dessau and Leipzig.

Days before, Hanomag’s rival, a Mercedes-Benz W154 had set a land speed record for a petrol engine car from a standing start with a speed in excess of 400 kph. The Hanomag Diesel wasn't quite in the same class.

The Rekordwagen set four world records. The first record was 89.5kph over a mile from a standing start. Once it had reached speed, it achieved a maximum speed of 156kph over both a 5 kilometre and a 5 mile course. In comparison with the Mercedes-Benz’ record, the Rekordwagen’s performance was rather modest, but Hanomag were under no illusions that they were in the same league as Germany’s premier automobile manufacturer. The Rekordwagen had done what its makers had set out to achieve – demonstrate to the world that diesel engines were capable of more than powering tractors and that Hanomag was at the cutting edge of diesel engine design.

The Dessau run proved to be the Rekordwagen’s one and only moment in the spotlight. It did not race again and was put in storage. Later, during the Second World War, the Allies bombed Hannover into rubble and Hanomag’s factory, which manufactured trucks and half-tracks for the German army, was destroyed. The Rekordwagen was destroyed along with all plans, designs and records.

Resurrection
For many years the only evidence of the Rekordwagen’s existence was a handful of publicity photographs taken on the Dessau autobahn. Then, in 2006, came the unexpected discovery of a complete set of plans and specifications for the Rekordwagen. A small group of Hanomag enthusiasts began discussing the idea of building a replica of the car. In 2007 the group was provided a donor chassis and standard engine, which they restored. Using the designs, a tube body frame was constructed. By 2012 the car was fully functional, if somewhat skeletal in appearance. Details of the project can be found here: http://www.weinberg-oldtimer.de/aktuelle-projekte/hanomag-diesel-weltrekordwagen/

The donor chassis.

The tube frame built to the original design

Taking shape



The chassis and frame come together

On the 75th anniversary of the car’s record breaking run, the incomplete but running Rekordwagen attended the commemorative race program at Dessau and even took to the A9. The car is currently on display at the Junkers Museum in Dessau beneath the wings of the museum’s signature Junkers Ju52 ‘Tante Ju.’

http://heinkelscooter.blogspot.com.au/2014/10/dessau-historic-race-program.html

The final step in the project involved complete skinning the car with its distinctive aluminum body. This was estimated to cost 60,000 euros.

The project is finally completed. Hanomag historian and project director, Horst-Dieter Gorg (left) unveils the completed car



http://www.hanomag-museum.de/html/hanomag-museum-frameset.html?http://www.hanomag-museum.de/html/video_wrd-2013_englisch.html

Book published in 2015
A German language book covering the development of the Hanomag Diesel Rekordwagen, the Dessau world record, and the reconstruction of the replica was published in 2015.  http://heinkelscooter.blogspot.com.au/2015/02/hanomag-diesel-rekordwagen-book.html

Vintage Collective Markets Show and Shine 18 Jan 2015

Vintage Collective Markets Show and Shine 18 January 2015

The Vintage Collective Market is a celebration of all things vintage, from cars, bikes, clothing, records and memorabilia. As part of the event they held a classic car show and shine. A variety of cars of all shapes and sizes attended.

Eight cars from SIVA attended. Ironically perhaps, six of the cars were red, which made for a dramatic display.

1966 Renault Alpine. This is a lovely little two seater sportster.

Studebaker Hawk

VW Karmann Ghia and Renault's answer, the Caravelle.  The Caravelle was also styled by Ghia (and the Frua company, which styled the very similar Floride).

Rows and rows of cars. It was a hot and dry 36c.

Combi Collective

Cadillac Eldorado



There was a bit of a display by the Austin club

Chevy

Hot Rod row

The markets made the day a little different.



Barber shop display







Vintage caravans