The Wartburg 353, known in some export markets as the Wartburg Knight, is a medium-sized family car, produced by the East German car manufacturer AWE for their Wartburg brand. It was the successor of the Wartburg 311, and was itself succeeded by the Wartburg 1.3.
The Wartburg 353 was produced from 1966 to 1988, becoming the Wartburg with the longest production run. During its lifetime it saw several changes and improvements, the most recognizable of these coming in 1985 with a front facelift (as pictured here), slightly different layout around the engine block and a new carburetor.
The Wartburg 353 was the creation of the former German BMW production facilities (called EMW under Soviet occupation). It was developed from a 1938 DKW design, and powered by an engine with only seven major moving parts, crankshaft included. This led to a popular saying among Wartburg owners that "one simply drives a car, but must only maintain a motorcycle".
Domestically, it was used for all types of government transportation, sometimes as a police car. However, due to the nature of the planned economy, deliveries to private owners could take ten to fifteen years.
Like other Eastern European cars, it was known for its low price and comparatively well-equipped design. Because of its forward centre of gravity and front-wheel drive, the car had typical front-wheel-drive road handling, usually displaying significant understeer, especially in wet conditions.
Wartburgs were exported to most continental European markets and also to the UK, Cyprus, Malta, and South Africa.
The Wartburg 353 was very agile for its time, powered by a 1-litre displacement, 3-cylinder unit that took almost two decades to refine. While developing about 50 to 55 PS (37 to 40 kW) (depending on the carburetor type) its two-stroke engine design provided more than 100 N/m of torque (106 N/m in the last version). Typical figure for quite larger four-stroke engine at that time, it accelerated the less than a ton vehicle pretty decently even by modern standards. The transmission was equipped with a freewheel, obviating the need to use the clutch between gears. This turned out so popular with owners that it has become almost symbolic for a 353, along with the gear stick on the steering column. Designed as a fuel efficiency measure and as means of protecting the engine from oil starvation, the device disabled engine braking; the car effectively coasted whenever the throttle was released. Drivers had the option of turning the freewheel off through a switch under the steering column to benefit from engine braking. Useful since the front brakes were prone to overheating and fading. However, most drivers never disabled the freewheel, because it made shifting gears significantly easier and smoother, though not quicker.
It is notable that even today the 353s are customized for reaching speeds well about 200 km/h (125 mph), whereas the original design called for critical speed of 150–155 km/h and 12 seconds to accelerate to 100 km/h (62 mph), which was dealt with in second gear due to the high-rev engine. It was available both with four- and five-speed transmissions, although the latter was very rare.
The 353 was a reasonable success throughout the Eastern bloc, with modern, spacious bodywork and front-wheel drive. The negatives were all due to its outmoded two-stroke engine.
The Wartburg 353 was commonly nicknamed "Trustworthy Hans" or "Farty Hans" by owners[where?] due to its durability and copious exhaust emissions, especially when cold and/or overoiled. Noteworthy characteristics of the model are: simple design, dependability, occasional and cheap maintenance, strong chassis-based car frame, front-wheel drive, rear wheel ABS regulator, a 525-litre trunk, innovative electronic gauges fitted after 1983. Disadvantages in terms of passengers' comfort are well known too: lack of any sound dampers led to significant engine feedback in the coupe which itself was in turn very boomy and reverberating, leading to another nickname, "The barrel". This left very few Wartburgs equipped with stereo because it was not possible to enjoy that at volumes most people do, over the engine noise. Suspension provided for sensibly different handling and comfort when the car was empty over when it was carrying passengers and luggage. Owners' accounts are that both control and smoothness went better the more the car was loaded.
It was also available as a pickup version named Wartburg 353 Trans, but was not very successful, mainly due to limited payload (only 450 kg) and low volume of transport. It was mainly used for small deliveries. This car was only sold in export, as it would have been useful mostly to the kinds of private business endeavors that were illegal in East Germany.
Wartburg owners' clubs exist throughout Europe and some Wartburgs are still used as rally racing cars.
Over a million Wartburg 353s were produced overall.Production figures (1966–1988):
The transition model Wartburg 312 with the body of the Wartburg 311 and the frame of the later Wartburg 353 was on September 1, 1965. the VIN introduced 65,533. From June 1, 1966, vehicles from VIN 1:30 001 received the new body, associated with a change in the type designation of "1000" to "353". A new transmission received since July 1, 1966 all vehicles from chassis number 001 02:14. The car entered the British market as the Wartburg Knight in early 1967, and a year later the estate "Tourist" model followed.
The introduction of the hatchback Wartburg Tourist with the VEB Karosseriewerke Halle (Saale) made body was carried in 1968. tailgate and rear fenders were made of glass fiber reinforced plastic manufactured. First, the Tourist was manufactured with a smooth C-pillar, in 1970 a forced ventilation system with air outlets in the C-pillar was introduced.
From chassis number 04.10 474, on 6 May 1969, the new Type 353-1 engine with 36.8 kW (50 PS) was introduced. In 1970 ( exactly in 18-th june 1969- according to Mr. Horst Ihling's publication "Wartburg - Help Yourself" ) round instruments replaced the earlier "bathroom scale" type, and in 1972 bucket seats replaced the earlier types. Also in 1972, an optional floor shifter was introduced, but it did not function very well and saw limited sales. and Since 3 March 3 1975 (from chassis number 10.06 948) the vehicle became the Wartburg 353 W. First shown in 1974, the 353 W received front disc brakes (of Czech manufacture) and many other safety changes such as rollbelts, a collapsible steering column, and dual circuit hydraulic brakes. The body remained unchanged.
From chassis number 17:20 932, on vehicles produced after 14 June 1982, the carburetor was switched to a Jikov 32 Sedr with pre-heated intake mixture (upgrading older models was not suggested), new brake drums rear and H4 headlights.
From 2 January 1984 to the "S" instead of the previous version "de luxe" was produced from VIN 19:00 401. The special design was characterized by matt black PVC door window frames, fittings trim with imitation leather in wood grain, trunk liner, fog lights (fog lights and -schlusslicht ) two-tone horn, stick shift / steering wheel circuit, heated rear window and a Malimo corduroy interior. In addition, all models which until then had chromed body parts were black plastic powder coated. This is a sign of shortage of raw materials the East German economy and as an attempt to keep up with the prevailing taste step.
From VIN 20:24 100 the hitherto all predecessors (including the DKW) built behind the radiator has been moved forward in the produced since June 30, 1985 vehicles. Therefore, the body was given a new front midsection without a separate "Grill" with revised headlights.
The Wartburg engineers developed several four-stroke versions, none of which were accepted for series production. In 1972 a four-stroke inline-four of 1.6 litres producing 82 PS (60 kW) was developed, but the political leadership cancelled the project in favor of a facelift. A slack in demand abroad was compensated for by rising demand within East Germany, made possible by wage increases.
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