All you ever wanted to know about the Wartburg
Born: 1896 (or 1956)
Nationality: German
Cannon maker Heinrich Ehrhardt set up a company in Eisenach to make bicycles, military transporters and taxis. He made his first private "autocar" in 1898. A series production of cars made under licence from French maker Decauville lasted until 1904, and included phaetons, voiturettes and tourers under the Wartburg name.
Later Ehrhardt built a version of the British Austin 7 as the Dixi, and between the wars, a wide range of military and commercial vehicles. During this period, car and motorcycle production became part of the growing BMW operation, which gave the Eisenach factories a quality reputation. The main models up to 1939 were 321s, 326s and 327s.
Eisenach was in the Russian-controlled sector after 1945. The factories resumed making the prewar cars and motorcycles using the BMW brand, despite objections from BMW which was in the sector under western control. The enterprise even produced an improved tourer model, called the BMW 340. It had a 2-litre 6-cylinder engine derived from the original BMW prewar unit.
The Russians left in 1952. The new East German regime was just as hostile to West Germany as the Soviets, but note finally had to be taken of the increasingly legalistic concerns emanating from the "real" BMW. So the brand name was changed to EMW, or "Eisenacher", with a red and white cross logo replacing the BMW propeller. The interim Autowelo name didn't last long, though it had been used in some racing cars built by the company.
The 340 was made in car, pick-up and ambulance forms until production of the BMW inheritance models ceased in 1955. This was the year the Wartburg name was revived, as a "type" of EMW.
The 1000 (below), derived from a prewar DKW with a 3-cylinder 2-stroke engine, came in saloon, cabriolet, coupé, estate and sports car versions. For its time and place of origin, it was stylishly curvy and its engines well engineered. The BMW ethos remained and the quality of materials and construction were impressively high.
Initially the Eisenacher Typ Wartburg came with a 2-speed gearbox, which was replaced by a 4-speed in 1958. Around this time the Wartburg name made its first appearance in Ireland. The Eisenacher name was dropped in many export markets, including Ireland, in favour of the simpler Wartburg. From East Germany's point of view, the car was a success, earning important export funds. Factories ran at full capacity to meet local and overseas demand. Engines and power output were improved during its lifetime.
The really good-looking Wartburg Sports is now a collector's item, with fewer than 500 having been built. The 4-seat 2-door coupé was also quite beautiful and retains an impressive presence even today.
A new chassis with coil spring suspension began development in 1964. A new boxy-bodied Wartburg, the 353, appeared in 1966, which was to remain in production with minor improvements for over 20 years. It was still the model when the millionth modern Wartburg was built in 1985. In some RHD markets, it was called the Knight, and the estate the Tourist.
In 1988, an agreement with VW resulted in a 353 with a 4-stroke Golf-derived engine. Called the Wartburg 1.3, it survived until 1991 when the whole Eisenach facility was bought by Opel and the Wartburg name disappeared.
BEST CAR: The 1965 saloon and coupé, which retained the style of the older car with the new chassis and upgraded engine that was to underpin the much less beautiful Knight
WORST CAR: None were ever considered bad
WEIRDEST CAR: Weird was out, given a BMW ethos and Communist conservatism