The DKW F89L Schnellaster with Four-Speed Gearbox

The big event at Auto-Union Gmbh in Ingolstadt in 1952 was the official start of production of the DKW F89L high-speed truck with four-speed gearbox on 13 May. Internally, this model was designated the F89L/52. The idea of developing a four-speed version for the DKW two-cylinder engine-transmission unit dates back to the 1930s, when the DKW sales department in Chemnitz demanded a four-speed transmission for the Meisterklasse models. Development of the new transmission was initiated but ceased after the appearance of the DKW F8 in the spring of 1939. The Chemnitz design departments at that time were concentrated entirely on the new three-cylinder DKW F9, which was planned to replace both the F8 models and the larger four-cylinder models, Sonderklasse. When, after the war, automobile production resumed at the new Auto-Union, based on the two-cylinder technology of the pre-war F8 models, the idea of the four-speed transmission came up again. In one respect, the technicians had it a little easier now since the engine was in the F89L Schnellaster and F89 passenger car was installed rotated 180 degrees, with the engine in front of the front axle. With the gearbox behind the engine there was more space was available for the larger four-speed gearbox than in the pre-war Front models.

With the new four-speed gearbox, the multi-disc oil bath clutch was replaced by a single-disc dry clutch. Power was still transmitted from the engine to the gearbox by a chain, initially in a triplex version (three-link chain), but from November 1952 the older but reinforced, duplex chain was used again. Of course, because of the dry clutch, the clutch housing now had to be separated from the chain case, which required slightly more production effort. The gearbox and chain case were no longer lubricated with grease, but with normal SAE 90 gear oil.

The wider track at the front naturally required a corresponding lengthening of the inner drive shafts. Reinforced and larger-sized rubber drive joints transmitted the power to the shafts, however, as these rubber joints were not available in sufficient numbers when series production started (requiring the smaller three-speed version to be used temporarily), a metal universal joint was also installed by the end of January 1953. As before, the procurement of the supplier parts and raw materials caused constant worries. A memo from July 25, 1952 states: "Front springs and disc wheels are still a bottleneck. A large part of the rear axle order was cancelled due to poor deliveries from Hahn. In addition, both suppliers, Hahn and Kotz, suffer from a lack of material. The steel for the wheels is still difficult to come by."

The same problem applied for body sheets: "since the Belgian sheets are not to be expected, the situation for august (1952) cannot yet be foreseen. There are a number of commitments from German rolling mills based on our quota claims. We will not wait to see whether these commitments will be kept as it is well known that the promises have never been fulfilled in the previous months." The delivery of other parts, such as wheel hubs and swivel bearings, was only just sufficient to cover daily needs, without being able to create a buffer of spares. With a daily production rate of an average of 20-30 Schnellasters, production was not particularly large anyway. At that point in time, the German economic miracle was still suffering start-up difficulties and manufacturers had to plan and request their materiel requirement via quota allocations.

For reasons of development and limited production capacity, the two-cylinder engine with four-speed gearbox was initially reserved for the DKW Schnellaster, because it seemed a more important sales proposition than for passenger cars. This was understandable because when transporting up to 750kg payload with an economical 22 hp, any possible increase in performance was essential, even if it was the better utilization of torque through an additional gear. It was not until February 1953 that the F89 passenger car received the four-speed gearbox.

While these changes were going on ‘beneath the surface’, there were also notable changes to the external appearance of the new Schnellaster, becoming taller and with more pleasing proportions. First of all, there was the lengthening of the wheelbase from 2.50 m to 2.75 m, which customers had repeatedly requested. In addition, you could still order the 3-meter chassis for a large-capacity platform or for special bodies. The four-speed version of the F89L had also increased in width: 1670 mm overall width (compared to 1550 mm before) with an enlarged track width of 1320 mm at the front and 1390 mm at the rear (previously 1190mm and 1250mm respectively). For special bodies, there were still wider rear axle options in 100 mm steps up to 1690 mm. Four small fenders rounded off the more balanced overall impression, which was also underlined by the new, more strongly arched bonnet. This had a bead that tapered towards the bottom, which, when turned upside down, was reminiscent of the front design of the VW transporter.

As far as the bodywork designs are concerned, they largely corresponded to those of the three-gear predecessor - three platform designs (large and deep platform and butcher truck), box van (including baker's and post office van), station wagon (including ambulance) and bus. The high platform on a short chassis and the ‘woodie’ box truck were no longer in the range. Of course, the bare chassis with driver’s cab were still available on which the customers could then have bodies built according to individual specifications. Important upgrades to the existing station wagon, the mail van and the luxury bus. The latter was offered with all-round glazing from December 1952, i.e. a large rear window and two curved corner windows in the rear pillars allowed a panoramic view. The additional light made the interior appear bright and friendly. With its two-tone paintwork, the trim strips on the bumpers and double body trim strips as well as the steel sliding roof (optional), this version, in conjunction with the luxurious interior and the four doors, was by far the most attractive from today's point of view.

After repeated requests from customers, the Kombi was also offered in a four-window version from June 1953, parallel to the two-window version, and the post van received a sliding door on the passenger side as specified by the post office.

On February 1, 1953, the Schnellaster paint shop switched from nitro to synthetic resin paints. At the same time, the sale suggested limiting the standard colors to five shades. In a memo from February 26, 1953, it says: "For the time being, however, of the ten colors that were put together by the body shop according to Oswald's color theory and are suitable for all color combinations, a limitation to fewer of the standard colors must not lead to an expansion of the special requests, since these are more expensive to manufacture (except for the house colors of our special customers, which we must of course accept)."

Incidentally, one of the most popular colors for the F89L (both three- and four-speed) was the 'fish silver green', a light green metallic color, an example of which is displayed at the Audi Tradition museum in Ingolstadt. From mid-August 1953 (chassis no. 25001) a 'refinement of the body' was carried out to reduce costs. In all models (except the luxury bus), the side pockets and armrests on the front doors as well as the interior panelling of the rear door were omitted. Body trim was also omitted on the panel van, which was built in large numbers.

One last important change to the F89L concerned the electrical system. At the end of August 1953, the Dynastart system received a separate distributor (Bosch or Siba), which simplified maintenance work and offered greater reliability. The change also affected the F89P passenger car with four-speed transmission. The new ignition distributor could also be retro-fitted into the Dynastart systems of older vehicles with a separate controller.

Equipped in this way, the DKW Schnellaster F89L went into its final round. Its successor, the DKW F800 Type 30 (same body, new engine), had already been undergoing endurance testing since May 1953 and was finally ready for production in January 1954. This deadline could not be met entirely due to parts supply issues, but in the spring of 1954 the time had come. On April 8, 1954, the last F89 Schnellaster rolled off the assembly line in Ingolstadt, a large truck that was delivered to Finna Kossley & Milbourn in London.

By Thomas Erdmann
This article was originally published in the Auto-Union Veteranen Club magazine volume 99 in December 1999. I have translated from the original German to English. Any errors identified are mine. The original is here: https://auvc-archive.blogspot.com/2020/09/auvc-nachrichten-volume-99-december-1999.html

Part one - the development of the DKW Schnellaster: https://dkwautounionproject.blogspot.com/2020/07/the-development-of-dkw-schnellaster.html
DKW Schnellaster advertisement: https://dkwautounionproject.blogspot.com/2019/02/1952-new-dkw-schnellaster.html
DKW F89L/52 Schnellaster owners manual: https://dkwautounionproject.blogspot.com/2019/06/1953-dkw-schnellaster-owners-manual.html