Happy New Year and Welcome to 2024

Hello and welcome to 2024. First up I'll say my grand plans for 2023 did not come to fruition. I had planned to complete the restoration of my 1953 DKW F89P, a project I've been working on for some five years now. Family commitments diverted me from that outcome. In July 2023 my mother-in-law passed away at the age of 94 (five months shy of her 95th). She had, as they say, a good innings. The last two years were spent in a care home, something she adamantly fought to avoid, but unfortunately she was simply too frail and too dependent on care to live at home. My wife and I took her out of the home every Sunday for drives and excursions, but towards the end even that became impossible as she lost the ability to communicate and needed constant help to perform even the simplest tasts. When she passed away in July it seemed we would have time to ourselves on the weekend, but no.....

My aunty, my father's sister, had been living alone since 2006 when her husband died. It was a loss that she never really recovered from and over the years we noticed a decline in her mental wellbeing. She became convinced that members of her family were breaking into her house and moving items around to torment her. These thoughts grew to become obsessions and ultimately delusions. She locked herself off from the family and became a recluse. Although she would not let anyone visit her or come into her house, she did maintain contact with some of us by phone where she would elaborate the torments being waged upon her by unnamed dark forces in allegiance with members of her extended family.

Years went by until she suddenly went quiet. My brother, a policeman, swung by her house one evening to do a health check and, recieving no answer, he broke in and found her collapsed in the bathtub, delirious. She was taken to hospital and not expected to survive, but she was a tough old bird and proved everyone wrong, recovered and eventually made her way home. While she was in hospital we cleaned up her house, which had become a hoarders paradise, with mountains of shopping bags full of rubbish and junk filling the kitchen, dining room and lounge. It was a mess.

Despite the family's concerns about her ability to care for herself at home, she was allowed to return home and live on her own, immediately reverting to her hoarding, mess and reclusion. So we entered the cycle where she would lock herself away, have a fall, go back to hospital, be released back to her home, fall again six months later, and so on. The length of time between crises got shorter and shorter until the hospital finally intervened and had the courts declared her unfit to manage her own affairs. She was placed under the administration of my brother (I was overseas at the time of the hearing) and was placed in a care home. In terms of her physical health, this was a good outcome. She has never been healthier in the last decade, but in terms of her mental health, this is terrible. Losing control of her affairs only exacerbated her fears of persecution, plunging her into the depths of a complete psychological breakdown. She has only tentative connection with the real world now.

"Nor the years condemn"

This ongoing saga has played havoc with the rest of the family. My brother and I have been adamant in our view that we should do everything we can to make her remaining time as pleasant and comfortable as possible and this includes keeping her house intact, as she has been terrified "someone" will sell her house out from under her, as well as preserving her possessions and making her new accommodation as 'homely' as possible. Other family members see this as a ridiculous waste of time, given her parlous mental state and want to simply toss her stuff in a skip bin. There is also SO MUCH stuff in her house - she was a hoarder and has never thrown out any piece of mail or reciept since she moved into the house in 1968. It has been a lot of work, but I still consider it as a rewarding exercise. Almost daily my wife and I have picked through box after box of papers and objects and sorting them out. A lot of it is junk and goes straight into the bin, but there are also the gems of a life long lived in there. Today we found a small box of love letters written to my aunty by my uncle in the late 1950s when they were courting. They are so heartfelt they bring tears to your eyes. We found her school reports starting with her first year of school in 1945, along with old photos of our grandparents and great-grand parents that have been hidden away for decades. So much history.....


Anyway, last year it was all about Family and 2024 will continue in the same vein. Crises like this make one think about your own mortality and the legacy you leave behind. We ourselves have collections of books, records, vintage clothing and - in my case especially - tons of automobilia. We need to sort through that in the event something happens to us.


Speaking of which - late last year I received another large tranche of East German motoring magazines. I will need to scan these and post them on my GDR Motoring blog (here: https://gdrfahrzeuge.blogspot.com/2023/06/welcome-to-gdr-motoring-magazine-archive.html). I'll be translating selected articles over the coming year. You can expect them to be published here in due course.

In a similar vein, I made contact with a Czech/German scholar late last year who has done extensive research on the Ringhoffer family of Prague. The Ringhoffer's owned the Tatrawerkes, the famous streamlined car maker from Czechoslovakia in the 1930s and 40s. The Ringhoffers, being behind the scenes somewhat, rarely feature in the story of Tatra and their legendary cars, but from this research I am learning that they had far greater influence than one may have realised. I'll be following through this research in my Tatra blog (here: https://tatrat600.blogspot.com/2023/02/tatras-self-licking-icecream-cone.html).

The F89P Restoration
I need to pick that up again and dedicate some time to the car. I am counting on assistance from my friend Malcolm Barnes to help with the rewiring. Fortunately Malcolm is an electrical engineer (retired) and has just rewired his 1938 DKW F7. I have been helping him out with his F7 restoration recently, which has now been completed. Here is a picture of the car as purchased in South Africa in 1975.

And here it is after a complete rebuild. The body was derelict and unsalvageable, so the car has a reproduction wooden body built by my friend Winfried Kuhl, one of his last constructions before he retired.

I may have mentioned in one of my earlier restoration posts that I had lost my car's original carburetor after I took it off the car for cleaning. I know it will show up as soon as the restoration is finished. That is always the way. In addition to the carburetor, I also lost the mounting for the carburetor to the engine and the mounting for the air filter. I managed to purchase another carburetor mount, leaving me with just the rubber piece that bridged the gap between the carb mouth and the air filter to find. I have many boxes of rubber fittings, but despite long searches I could not find it anywhere - until this week. When rummaging through a box of parts in the boot of my F94 the F89P air filter rubber "appeared". What??!! Why was this in the F94? Regardless, it's now back on the F89P where it will not get lost again!


Sometimes you must rejoice the little wins.

1948 IFA F9 Replica Project - Part One. The Prologue

Starting with this post we will be discussing the project to reconstruct a 1948 IFA F9 pre-production car being undertaken by my DKW friend, Winfred Kuhl. Winfred has been a lifelong DKW enthusiast who operated DKW Karosserie in Germany, recreating prewar wooden DKW bodies for many years. Several years ago, he became interested in the 1940 DKW F9 and the idea of creating a replica began to bubble away in his mind. To build his replica he began searching for an early IFA F9 to use as a basis and that search led him to the discovery of the Estonian DKW F9 prototype. https://dkwautounionproject.blogspot.com/2017/06/a-second-dkw-f9-prototype-discovered.html
That car was eventually obtained by Audi Tradition historian, Ralf Friese. With two prototype DKW F9s now in existence, Winfred considered that his replica should be of the DKW F9’s next evolutionary step – the IFA F9, which first appeared in 1948. The story of the IFA F9’s challenging development is covered in detail here: https://dkwautounionproject.blogspot.com/2020/07/the-development-of-ifa-f9.html

This journey will be covered in many posts, but in order to start, we need to go back in time to 2011 in the German town of Nossen, in Saxony. Winfred takes up the story.

The Disposal of the workshop in Nossen

"Deep in his heart, Dieter Weigold was a communist. We know this from documents he left in his workshop showing he was a card-carrying member of a communist political party which had been banned in Germany in 1976. As we know, communism has a particular view about private property embraced by all its advocates – in case of emergency, private property can be declared as communal property.

Weigold’s particular emergency was the chronic lack of money in his pocket, so he decided not to pay the rent for his workshop in the town of Nossen, eastern Germany, in the hope that the owner of the building would agree to this decision in solidarity for the welfare of the DKW enthusiasts of the world...

The owner of the building felt differently however, and Weigold’s DKW workshop was closed by court order in May 2011 with the contents to be sold by public auction to clear his debts. As Weigold did not want any of his DKW friends to buy up his shop, he kept the matter secret and didn’t tell anyone about the auction, probably hoping to buy the contents back himself at a cheap price. His plan backfired however, as the lot was bought up by a speculator, who only wanted to make a quick buck on the deal.

Dieter Weigold called me in October 2011 and asked me to negotiate with the new owner as he realized the new owner was about to liquidate the workshop and dispose of its contents. Weigold wanted me to "at least save the collection of rare screws" for him [a German joke I think, ed.], so I did, and purchased the huge stockpile of parts from this workshop and promised the owner to have the building cleared out by 31 December 2011. So, the adventure began...

Sharp eyed enthusiasts will recognize the F89L Schnellaster above. It now has pride of place in the Audi Museum Mobile at Ingolstadt. The museum's extremely rare DKW F10 was purchased from Weigold in 2003. https://dkwautounionproject.blogspot.com/2017/06/audi-tradition-museum-ingolstadt.html

I first became interested in the F9 when I began clearing up Weigold’s immense collection of 3-cylinder-engines. The problem for me was that there was a mixture of western (DKW) and eastern (IFA) engines and I could not easily distinguish the difference. As I was only really interested in the DKW-engines, I asked some of the East German veteran friends I knew how to quickly spot the difference between them. The answer I received awoke my interest in the historical development of these engines. You can see the difference easily by looking at the three exhaust ports in the cylinder-block. If the ports are the same distance from each other, then it’s IFA. If the gaps between the ports are different, with the one gap smaller than the other, it’s DKW. Easy! I did not know that before and I immediately began to wonder when this change happened and how this related to the prototype engine? Did this change occur in Zwickau or in Ingolstadt?

This will be the topic of chapter 2 and I will show you pictures of a very early engine, you will see..."

'Framo Jens' and Winfried shifting the stockpile of F8 chassis.

Wheeling out an F8 chassis

An F7 chassis joins the stack

Assorted F93 bodies, an F8 body and an F7 chassis

On the left is a wooden F7 body, a very early F89P sunroof model and a F93 coupe.

The F93 bodies are popped on a trailer

The sad end. Weigold's DKW workshop, his life's work, stripped bare.
Winfried Kuhl

The IFA F9 Project Part Two - The Engine - https://dkwautounionproject.blogspot.com/2021/09/1948-ifa-f9-replica-project-part-two.html

The IFA F9 Project Part Three - The Chassis - https://dkwautounionproject.blogspot.com/2021/09/1948-ifa-f9-replica-project-part-three.html

The IFA F9 Project Part Four - The Body - https://dkwautounionproject.blogspot.com/2021/11/1948-ifa-f9-project-part-four-body.html

For more information about the difficult history of the IFA F9, check out my posts:
The development of the DKW F9 history: https://dkwautounionproject.blogspot.com/2017/07/1939-dkw-f9-prototype.html
The Estonian DKW F9: https://dkwautounionproject.blogspot.com/2017/06/a-second-dkw-f9-prototype-discovered.html
The Werner DKW F9: https://dkwautounionproject.blogspot.com/2021/08/the-werner-dkw-f9.html
The development of the IFA F9: https://dkwautounionproject.blogspot.com/2020/07/the-development-of-ifa-f9.html
The development of the DKW F89P: https://dkwautounionproject.blogspot.com/2017/06/dkw-f89p-new-meisterklasse.html

Verkehrsmuseum (East German Transport Museum), Dresden

Dresden was the capital of the State of Saxony and a stunning architectural gem. The city was completely destroyed by Allied bombing at the end of the war, an event considered by some as a war crime. The heart of the old city has been thoughtfully restored. The jewel in the crown is the baroque masterpiece, the 18th century Frauenkirche. The church was destroyed in the bombing of Dresden and the ruins were left as a reminder of the horrors of the war. After reunification the church was reconstructed. The blackened stones are original.
The Verkhersmuseum (East German Transport Museum) in Dresden is located in the central square of the old city in a building that was formerly the royal stables of the kings of Saxony. The building, known as the Johanneum, was built between 1586 and 1590 and is one of the oldest buildings in Dresden. It certainly doesn't look like a stable, but a palace in its own right.

The museum presents displays of historical transport, ranging from motor vehicles, trams and trains, aircraft and ships. For information about the museum, please check their website: https://www.verkehrsmuseum-dresden.de/en/

The exhibition of motor vehicles starts with the Benz Patentwagen of 1886.

Karl Benz' competitor was Gottleib Daimler, who produced this powered carriage in 1886. Daimler's vehicle was a little more robust than Benz' powered tricycle and wasn't long before Benz was producing a four wheeled vehicle of his own.

1900 Wartburg. The Eisenach motorwerkes started building cars in 1898 based Benz patents.

Veteran cars and bicycles to 1910.

1906 Wanderer prototype and a bicycle with metal wheels.

Bommerland three seater motorcycle of 1927.

The 1920s and 30s - The BMW AM1 of 1932. BMW was an aero engine manufacturer from Munich, Bavaria, but as Germany was prevented from manufacturing aircraft by the Versailles Treaty, the company was forced to diversify. BMW began manufacturing motorcycles in the 1920s before branching into cars by buying out the struggling Dixi company of Eisenach, Saxony. Dixi held a license to manufacture British Austin Seven cars. Using the Austin Seven as its base, BMW developed their own lineage, notably including some magnificent sportscars.

1932 Wanderer W10. At this time Wanderer were an independent car and motorcycle manufacturer located in Siegmar, Saxony. By the end of 1932 however, the company would be merged into the Auto-Union group

Ferdinand Porsche designed the engine of the Wanderer W series, which the company was able to capitalize on over the next decade.

A rare vehicle in any collection is this Rohr 8 Type F. The company began producing high quality, advanced cars in 1928, and although they gained a good reputation, the company struggled to maintain a profit. The company went out of business in 1937 as part of the Nazi Schell plan to streamline and standardize the auto industry.

A cutaway DKW 4=8 two-stroke engine. This overly complex piece of engineering, featuring two blocks of twin combustion chambers with one charging pump cylinder, powered the 'Big DKW' range from 1928 to 1939. The engine was problematic with customers regularly complaining of high fuel and spark plug consumption and engine seizure. For more information about the Big DKWs and their unorthodox motor, check out my article: https://dkwautounionproject.blogspot.com/2017/06/the-big-dkw-48.html

The Opel P-4 was an attempt at 'volkswagen' in the mid-1930s. Opel attempted to get Adolf Hitler's backing to declare the P-4 the volkswagen, if he would only compromise on the price as they could not get the car down to the mandated 1000 Reichsmark price tag. The best they could was 1400 for a budget model without frills. Hitler was adamant however and would not compromise. Opel's refusal would have political repercussions later when the company was denied access to steel and other critical resources. Under the Schell plan their vehicle range was shut down and they were required to produce only trucks.

Moving into the post war section. 1949 IFA F8

The DKW F8 was introduced in 1940, until production ceased in 1943. After the war the newly nationalized DKW factory in Zwickau, now rebadged as IFA, began producing the F8 again. Production ran from 1948 to 1955.

BMW's car and motorcycle plant at Eisenach also found itself in the Soviet zone. Recognizing that the Soviets intended on stripping the factory of plant and equipment, the team at Eisenach presented a BMW motorcycle to Marshal Georgi Zhukov and offered to build vehicles for the Soviets. Zhukov agreed and the factory received a stay of execution. Plans and personnel slipped away to the west and a new BMW motorcycle plant was established in Munich. As relations between the Allies deteriorated, BMW sued the Eisenach plant over use of the BMW name and logo. Eisenach changed the name to EMW and replaced the blue and white roundel with a red and white roundel. In 1948 EMW released their new 340 sedan, a car that had been designed during the war. But a large 6 cylinder, American styled car did not find a ready market in East Germany.
http://bimmerin.net/articles/BMW-Awtowelo.php 

Unlike DKW in the west, IFA had access to one of the pre-war F9 prototypes, which they reverse engineered to produce their own version of the IFA F9. IFA's production facilities were somewhat limited after the Soviet engineering teams had stripped the factory so production only tricked off the line between 1949 and 1953.

With stagnant production at the EMW plant at Eisenach, VEB, the East German automotive body, reassigned production of the IFA F9 to EMW. The employees at Eisenach were horrified to go from the luxury 340 sedan and 327 sportscar, to a two-stroke engined budget car, but they had little choice. The engineers at Eisenach made several important changes to the F9, including giving the car a larger rear window and front windscreen. The petrol tank was moved from the engine bay to the boot and the gear change was mounted on steering column. The F9 remained in production until 1956, when it was replaced by the Wartburg 311. https://dkwautounionproject.blogspot.com/2017/07/veb-sachsenring-easht-germanys-peoples.html

The Industrialwerkes Ludwigsfeld (IWL) outside Berlin, was formerly a Daimler aircraft engine plant. The factory had been bombed during the war before being comprehensively stripped of any remaining assets by the Soviet engineering corps as part of German war reparations. By the 1950s the factories had been cleaned up and was manufacturing agricultural tools and a small tractor. In 1954 VEB assigned the plant a contract to build a motor scooter. Notice also the VEB Minol petrol bowser. Minol were the East German national petrol and oil company.

The IWL Pitty was IWL's first scooter. It was powered by an MZ 125cc two-stroke engine, which was a post-war version of the famous DKW RT125 engine. The little engine was under-powered for such a large machine, which carried a lot of unnecessary weigh with it's heavy nose cowling. Two years later the cowling was replaced with a traditional fender and the scooter was renamed the Weisel. https://dkwautounionproject.blogspot.com/2019/09/east-german-iwl-scooters.html

Wartburg 353 Wankel rotary engine. The Wartburg 311 was basically an IFA F9 with a newly styled body. VEB Eisenach engineers were always keen to replace the Wartburg's 900cc two-stroke engine with something more efficient, but two-strokes were cheap to build and maintain. When the Wankel rotary engine appears in the 1960s, it appeared to be a simple and effective power-plant that could supersede both two and four strokes. Unfortunately, it was not to be. Eisenach and NSU worked jointly on a Wankel rotary engine for a new Wartburg model, but the project fell through. NSU went on to develop the engine for their revolutionary NSU Ro80.

1966 Wartburg 355 rotary engine prototype. The standard two-stroke engined 353 was a popular seller internationally, even in the UK. The rotary engine prototype featured somewhat sportier lines. The body panels were in Duraplast.

Simson-Stuhl were a pre-war motorcycle manufacturer that would specialize in mopeds and 50cc scooters in East Germany. This is the famous Simson Schwalbe (Swallow), which still maintains a strong cult following today.

On the left is the Czech scooter, the Czeta. Manufactured by the Cz motorcycle company and widely exported. It was event assembled and sold in New Zealand as the Nzeta. Thanks to its unique styling, the Czeta was nicknamed 'the Iron Pig.' In the middle is a 1961 IWL Troll. This was IWL's last scooter, manufactured between 1961 and 1964, it was designed as a solid and reliable touring scooter. It was powered by an MZ 149cc motorcycle engine, with which it shared many other components. In 1964 IWL transferred production of scooters to MZ, who promptly shut them down in favor of MZ's motorcycle range. On the right is a 1971 Simson SL1 moped.

Among this display of common cars of East German streets is an English car - the Hillman Minx. Apparently the Minx was a popular imported car. To the left is an AWO-Simson motorcycle. The AWO came in either a 450cc or 250cc four stroke, with shaft drive. They were similar in design to the single cylinder BMW motorcycles. 

The queen of the MZ crop (in my opinion) is this ES250. The ES was derived from the pre-war DKW motorcycle range, but had evolved into a handsome and stylish machine. MZ motorcycles would later evolve a distinctive square look, as exemplified in the IWL Troll's headlamp.

Presto moped

A Czechoslovakian Jawa Californian. Jawa had been building two-stroke motorcycles since the 1920s, originally derived from Wanderer motorcycles. These motorcycles were extremely popular and sold well internationally.

When you think of East German vehicles, you can't go past the Sachsenring Trabant. This is the 'classic' Trabant, the P601 model, introduced in 1965. The type was derived from the kleinwagen, P50, developed in the 1958. The 601 had a bigger engine and better features, but due to its extremely long production run without major changes, it was well and truly obsolete by the time the Wall came down in 1992.
https://dkwautounionproject.blogspot.com/2017/07/trabant-east-german-peoples-car.html

On an upper landing overlooking the ground floor is a row of vehicles primarily from the 1930s. It wasn't possible to see all the vehicles clearly. I could not discern the make of the white vehicle at the rear on the left hand side. The green three wheeler in the rear centre is either a Phanomen or Framo triporter from the late 1920s. In front is a 1925 Simson-Supra sedan. Simson went on to become East Germany's moped manufacturer.

1928 Hanomag 2HP 'Kommisbrot' is an important vehicle in automotive history as it reintroduced the idea of a rear mounted engine. A single cylinder 400cc four stroke motor in the rear drove the solid rear axle by chain. The little car demonstrated impressive handling and reliability and pointed the way towards the rear engine concept for budget cars in the 1930s and 40s.

A view down on the Dixi and Wanderer of 1932.

Phanomen light lorry. Phanomen started manufacturing motorcycles in the early 1900s before specializing in tricycle delivery vehicles. By the 1930s they had ventured into four wheeled trucks. In the post-war period they built heavy trucks under the name Robur.

In the 1930s a number of car markers attempted to develop a budget car for the masses. On the left is the Goliath Pioneer, a three wheeled light car developed by Carl Borgward. On the right is the Framo Piccolo, a four wheeled light car developed by Jorge Rasmussen of DKW fame.
https://dkwautounionproject.blogspot.com/2019/10/framo-piccolo-germanys-cheapest-car-1934.html

1935 Framo Piccolo. Although from the outside it looks like an orthodox small car of the period, it is actually nothing of the sort. The bonnet is a facade that doesn't even open. In fact, the bonnet space contains nothing other than the steering column and storage space. The engine is mounted in the rear, powering the rear wheels via a motorcycle chain-case. The engine was either a 200cc or 300cc DKW EL air-cooled stationary engine. The whole car was extremely light, being constructed of plywood covered in leatherette. Even so the engine was seriously under-powered. This later model featured two doors (luxury!) and a false radiator grill from DKW.
https://dkwautounionproject.blogspot.com/2019/09/my-first-car-framo-piccolo.html

The Goliath Pioneer was Carl Borgward's first attempt at a passenger vehicle after having achieved some minor success with a delivery triporter. The tricycle car was powered by a 200cc two-stroke motor placed in the rear. The body was constructed of plywood covered with leatherette. The enclosed cab was an important feature for the budget motorist.
https://heinkelscooter.blogspot.com/2012/05/goliath-pionier.html



As in the west, most of the vehicle types that were in production in East Germany after the war were pre-war types. VEB presented IFA with a specification for modern 'people's car' that could be built using a minimum of critical resources, such as steel. IFA engineers took only twelve months to present their solution - the AWZ P70. AWZ stood for Autowerke Zwickau, the former Audi plant. The P70 was an elegant solution to the problem, using an F8 chassis and running gear fitted with modern, pontoon bodywork manufactured out of Duraplast. Duraplast was a synthetic product made from resin impregnated cotton waste. The resulting product was tough and flexible. The P70 was a successful vehicle which was in production until 1958, when it was replaced by the Trabant P50.
https://dkwautounionproject.blogspot.com/2018/04/1955-awz-p70-prospekt.html

Eisenach's gorgeous Wartburg 311 was unveiled in 1956, replacing the IFA F9. Under its skin, the Wartburg was basically the same F9, but the styling was impressive and far more appealing and modern that the contemporary DKW F93 series, which remained largely unchanged until 1964.
https://dkwautounionproject.blogspot.com/2019/06/polish-wartburg-prospectus.html

Simson SR2 moped in the foreground and a 1964 Skoda Octavia from Czechoslovakia. In the distance is a Citroen CX25.

1953 AWE Rennsportwagen

In the early post-war period East Germany took a serious interest in motorsport. AWE used BMW engines in its racers. Only a few were built.

The museum features a collection of historic locomotives. This wing is being refurbished and will reopen on 12 June 2020. This is a replica of the Saxonia, the first operational locomotive in Germany from 1839.

The museum has a collection of 105 trains stored at a railway depot. The depot can be visited on occasion.

Electric tender





IV K narrow gauge lo­co­mo­tive from the Saxon State Railway.

Aero Ae-45, a Czech light airliner used by the East German Interflug airline. https://en.wikipedia.org/wiki/Aero_Ae-45



The aviation section included a large display of Zeppelin memorabilia.

Deutsche Luftshiffahrts-AG (DELAG) operated the first commercial airline in the world.

In two days over the ocean on the Hindenburg.

Deutsche Luftpost via the Hindenburg and Junkers 87 (the civilian version of course).



Home build aircraft powered by a Trabant engine. The builder had intended to fly it to the west. They never had a chance to use it however.

View from the window of the museum, looking back towards the royal palace.

And if the wonderful Verkehrsmuseum is not enough of a drawcard, please enjoy these photos of the wonderful baroque city of Dresden.

Dresden Catholic cathedral



Canaletto's view.

For tourist information about Dresden, check out the website: https://www.dresden.de/en/tourism/tourism.php

Other East German motoring museums:
August Horch Museum: https://dkwautounionproject.blogspot.com/2017/06/august-horch-museum-chemnitz.html
Trabant Club Exhibit 2017: https://dkwautounionproject.blogspot.com/2017/07/trabant-museum-zwickau.html
East German Motorcycle Museum: https://dkwautounionproject.blogspot.com/2019/09/east-german-motorcycle-museum-berlin.html