DKW at GOODWOOD REVIVAL 2002

DKW appearance at Goodwood Revival 2002, UK,

 

During May 2002 AUDI of the UK responded to an advert on our website www.dkw.co.za for a DKW that was for sale. During our discussions it became apparent that they needed a car for the historic motor races at Goodwood Revival during the weekend of 6-8 September 2002.

 

I offered them a DKW 3=6 from 1957 painted in “British Racing Green”, prepared for motor racing, with a modified engine, lowered suspension, widened wheel rims, much improved cooling system, modified exhaust system, etc. The offer was accepted by the end of May 2002.

 

Now the race against time started, because the car had to be loaded on board a vessel destined for the UK not later than August 1, 2002. We had two months to complete the project. A big portion of the activities were centred around the paintwork and the assembly of the vehicle.  While the front end, all the doors, the windows, and the rear end had been disassembled, it took a long time and much effort to get the body assembled again.

 

Hermann Kuhn with lots of assembly work ahead

 

The mechanical work was a comprehensive task, because it entailed lowering and stiffening the rear suspension while the brakes and the rear axle were reconditioned. Similarly the front suspension, steering box and the drive shafts were uprated and overhauled completely. Disc brakes were fitted to the front axle, as were fitted to the later DKW 1000S.

 

The business end. Two side draught Weber carburettors with three active barrels.

 

The engine was a project on its own. The port timing of the two-stroke engine was highly modified, and the compression ratio was adjusted to suit the state of tuning of the engine. The clutch was beefed up and the exhaust system was modified to suit the higher rev range of the engine. Special cylinder head bolts were used to optimise the sealing of the cylinder head gasket, and a high performance water pump was added to assist the engine cooling. An air scoop and engine compartment baffle plates were installed in order to guide the cooling air onto the radiator (Bear in mind that the original cooling system consisted of a thermo siphon system without a water pump, and with the radiator being situated behind the engine in order to keep the nose line as sleek as possible for aerodynamic reasons. The original car had a Cd figure of about 0.38, which was excellent for the fifties).

 

This was a major task considering the time scale we were working at. Fortunately we had some excellent support from other members of the DKW Owners club of South Africa. Hermann Kuhn was a tower of strength and he did the bulk of the assembly of the car after it had been stripped down. Bertie du Plessis was a great help with the mechanical assembly, and Len de Jager assisted with the electrical work. Frikkie Bezuidenhout and his team did the preparation of the body panels and the spray painting, while Pieter Coetzer assited with the electrical system.

 

After working day and night, the DKW was towed with an A-frame from Pretoria to Cape Town, a distance of 1500 km, and was laden into a container destined for the UK. While there was no time for testing in South Africa, we relied on being able to test the car in the UK.

 

DKW F93 towed by A-frame to Cape Town from Pretoria, a distance of 1500 km.

The Auto Union 1000S fourdoor is on its way to Ireland

 

Containerised at Cape Town harbour for the voyage to the UK

 

The car arrived in Bristol, England, on Sunday 25 August. Monday August 26 was a holiday, and the car was only released on Wednesday August 28 by customs. The car was taken to the Audi workshop at the Thurleigh airport near Bedford (where Jonathan Palmer has his racing school). Final preparations were done here before the car was transported to Goodwood for the big occasion.

 

Stirling Moss provides some hints on negotiating a corner.

 

Goodwood is the 5000 ha estate of lord March, and it harbours the racing circuit with a landing strip for light aircraft inside the race track. In addition he has his own picturesque cricket field, horse race course and golf course. The house is a remarkable museum and a worthwhile stop.

 

The final touches before the race

 

The race track was established during 1948 by the Grandfather of Lord Freddie March, using the perimeter roads of the wartime aerodrome at Westhampnett, the base from which Douglas Bader flew his missions over Europe. For 18 years Goodwood was Britain’s most prestigious racing circuit, hosting Formula one races and World Championship sports car events. In 1966, with cars getting even faster and spectator safetyan increasing worry, the Duke reluctantly closed the circuit for racing.

 

The weekend’s racing is preceded by a traditional invitational cricket match for the drivers on the Thursday, and this combines the different sporting cultures at Goodwood. Tea and cucumber sandwiches are served to the spectators, and the match is followed by a spectacular display of aviation by a second world war Spitfire screaming past at tree top level, attacking with the sun behind it, as in days gone by.

 

Spitfire…. Goose bumps stuff. Where is the ME-262?

 

Lord Freddie March had been an apprentice at Bentley Motors and had won several races including the Brooklands Double 12 as a works driver for MG. His childhood memories of going to Goodwood with his grandfather formed part of the motivation to reopen the circuit for the first Revival Meeting. On September 18 of 1998 fifty years to the day since the circuit first opened, the first revival meeting was held. When addressing the drivers and their guests after the cricket match, he jestingly mentioned that Johnny Herbert and Emanuelle Pirro are still thinking they are to drive the famous Auto Union racers at the meeting, but they were in for a surprise with the DKWs. It is interesting to note that the famous Jim Clark of the fifties and the sixties started his career in a DKW 3=6.

 

Emanuele Pirro, Johny Herbert and Fritz Eksteen after the practise session

 

The saloon car Race was called the St. Mary’s Trophy, and field was topped by very fast Jaguars, Ford Zodiac/Zephyrs, Alfa Guilettas, a few Austins and two DKWs. A 1958 1000 from Germany owned by Martin Hesse with a Mantzel engine and the “South African racing green” 3=6 of 1957. It must be said that the car of  Martin Hesse is a seasoned racing car and very good looking, which was developed over a number of years. And on top of it, it is very fast.

 

One of the competitors in the race was Rowan Atkinson in his aluminium bodied Jaguar Mk VII of 1951, better known as “Mr. Bean”. He is a graduated engineer, and there was no time for acting  on the track, it was serious business. His co driver was the famous ace of the fifties and the sixties, Stirling Moss. Unfortunately their Jaguar Mk. VII of 1957 developed and engine problem and was forced to retire.

Rowan Atkinson (Mr. Bean) and Stirling Moss discussing tactics before the race.

They piloted an aluminium bodied Jaguar Mk VII of 1952

 

Emanuelle Pirro, winner of the Le Mans 24 h race this year was the co-driver of  Martin Hesse, while Desmond Smail assisted Johnny Herbert in the F93 3=6. We were forced by the regulations to use Dunlop Racing tyres. The development work in SA was done with locally available road tyres with a much lower profile which suited the gearing and the engine power characteristics. Desmond Smail commented that the top gear was too long which affected the top speed.

 

Johnny Herbert had a blistering start and was ahead of the Lincoln Cosmopolitan which took part in the Panamerican  Road race of the mid fifties, when they momentarily touched and ruined the left rear turning indicator lens of the DEEK. It was good to see the 3=6, the car with the smallest engine on the track, ahead of cars with engine sizes several times as big.

 

A visitor from New Zealand, Walter Finlay commented:

I thought the DKW's went well, heard favourable comments from the crowd around us too,

I found the different cornering methods at Woodcote  interesting, after backing off a few hundred yards from the corner, all three drivers other than Martin, took  the corner under power on a steady throttle. Martin seemed to back off later, entered the corner on a trailing thotttle to the apex, and then used blips of throttle on the rest of the curve. Of the three he appeared fastest on that corner."

 

Pirro, Herbert and Smail had the first experiences of the cars in the practise, which did not leave much time to get used to them. Desmond Smail was commenting to Martin Hesse after the practise session that his AU 1000 was very fast: “do you have a rocket in there?” he asked, Martin replied without hesitation, “yes, a V2”………

 

Pirro had to make an unscheduled stop to clean his window as a result of an oil spray coming from the Moss/Atkinson Jaguar in front of him. Hesse and Pirro finished in a credible 15 th place.

Desmond Smail, DKW F93 of 1957 property of AUDI UK, Johnny Herbert, Emanuele Pirro, Auto Union 1000 of 1958 and its proud owner Martin Hesse from Germany

 

It was a serious race, but lots of fun. Desmond Smail took over from Johnny Herbert and was pushed off the track on the penultimate lap and ended in the gravel pits.

 

DKW F93 on the pit straight

 

The modifications to the 3=6 entailed the following: Heavily ported engine, 9.5:1 compression ratio, modified exhaust system, two Weber DCOE 40 side draught carburettors with one choke blocked off to provide a carburettor barrel per cylinder, a setup which provides good volumetric efficiency due to the ram-effect of the fresh fuel-air mixture. Cerametallic coated pistons place a check on the heat transfer from the combustion gases to the piston material, which means cooler running pistons. The same principle is valid for reduced heat transfer through the skin of the combustion chambers, thus lowering the heat transfer into the water cooling system. High performance mechanical water pump. Two degree negative camber on the front wheels, and suspension lowered by about 40 mm. Wheels 5.5J –15 and Dunlop Racing tyres of 5.0 x 15.

Power output about 55 kW at 6000 r/min, at the flywheel.

 

Pre race paddock, Hagen Arlt was part of Martin Hesse’s support team

 

Johnny Herbert, concentrating on steering column gear shift.

His very first acquaintance with a DEEK

 

The late Jim Clark’s Lotus

 

Ladies in period dress

 

Willem Botha visiting

 

Buick of 1918 in regular use at the cricket match

 

Historic aircraft next to the “Spitfire Restaurant”

 

Familie Schellhaas, Deutschland

 

John Elwin

 

 

Lancaster bomber and support fighter

 

 

Morris Minor “fire engine”

 

The start of the one hour race, reminiscent of the Nine Hour Races.

 

DKW fans: Glen Loxton, Fritz Eksteen, Martin Hesse and Hagen Arlt

 

Spectators at the cricket match