Wartburg 311 a z n\u011bj odvozen\u00e9 dal\u0161\u00ed karos\u00e1\u0159sk\u00e9 varianty pat\u0159\u00ed z hlediska vn\u011bj\u0161\u00edho designu k tomu nejlep\u0161\u00edmu, co za \u017eeleznou oponou kdy vzniklo. Hans Fleischer se skute\u010dn\u011b vyznamenal a pontonov\u00e9 karoserii \u010dty\u0159dve\u0159ov\u00e9ho sedanu se dodnes pr\u00e1vem dost\u00e1v\u00e1 spousta chv\u00e1ly. Nakonec ale nechyb\u011blo moc k tomu, aby nikdy nevznikla, respektive aby vznikla v jin\u00e9 a daleko m\u00e9n\u011b pohledn\u00e9 variant\u011b.<\/p>\n
Automobilka v Eisenachu toti\u017e p\u0159ed druhou sv\u011btovou v\u00e1lkou pat\u0159ila BMW, v r\u00e1mci rozd\u011blen\u00ed sf\u00e9r vlivu ale po jej\u00edm skon\u010den\u00ed z\u016fstala v sov\u011btsk\u00e9 z\u00f3n\u011b. Brzy se tam povedlo na p\u0159edv\u00e1le\u010dnou v\u00fdrobu nav\u00e1zat, tamn\u00ed auta dokonce dlouho nesla jm\u00e9no BMW a m\u011bla i typickou modrob\u00edlou vrtuli. Co na tom, \u017ee s mnichovskou automobilkou u\u017e nem\u011bla nic spole\u010dn\u00e9ho.<\/p>\n
Hroz\u00edc\u00ed \u017ealoby ale donutily v\u00fdchodon\u011bmeck\u00e9 politiky jednat a po zn\u00e1rodn\u011bn\u00ed tov\u00e1rny v roce 1952 do\u0161lo k p\u0159ejmenov\u00e1n\u00ed aut na EMW a modr\u00e1 \u010d\u00e1st vrtule v logu se zm\u011bnila na \u010dervenou. Modely EMW m\u011bly stejn\u011b jepi\u010d\u00ed \u017eivot, proto\u017ee v roce 1953 se do Eisenachu p\u0159esunula ze Cvikova IFA F9, p\u0159edv\u00e1le\u010dn\u00e1 konstrukce DKW. Ve Cvikov\u011b u\u017e d\u011blali prostor Trabantu.<\/p>\n
F9 ale vzhledem k p\u0159edv\u00e1le\u010dn\u00e9mu v\u00fdvoji k nejmodern\u011bj\u0161\u00edm aut\u016fm nepat\u0159ila ani zdaleka, nav\u00edc se na v\u00fdchodon\u011bmeckou stranu \u0159\u00edtila dal\u0161\u00ed \u017ealoba ze Z\u00e1padu za kr\u00e1de\u017e zm\u00edn\u011bn\u00e9ho DKW, kter\u00e9 se soub\u011b\u017en\u011b vyr\u00e1b\u011blo v D\u00fcsseldorfu, jen pod jin\u00fdm jm\u00e9nem.<\/p>\n
Za\u010d\u00e1tkem ledna 1954 proto p\u0159i\u0161lo stranick\u00e9 rozhodnut\u00ed o v\u00fdvoji nov\u00e9ho auta, kter\u00e9 sice bude nad\u00e1le vyu\u017e\u00edvat konstruk\u010dn\u00ed z\u00e1klad modelu F9, dostane ale novou dvoudve\u0159ovou karoserii, jej\u00edm\u017e n\u00e1vrhem byla pov\u011b\u0159ena kancel\u00e1\u0159 v Karl-Marx-Stadtu, dne\u0161n\u00ed Sask\u00e9 Kamenici. To se v\u0161ak v Eisenachu nesetkalo s velk\u00fdm nad\u0161en\u00edm.<\/p>\n
Z\u00e1vod v tu dobu vedl pom\u011brn\u011b kr\u00e1tce Martin Zimmermann, kter\u00fd m\u011bl pom\u011brn\u011b jasnou p\u0159edstavu o tom, jak by m\u011blo vypadat dostupn\u00e9 rodinn\u00e9 auto. V jeho o\u010d\u00edch m\u011blo \u010dtvery dve\u0159e, tedy karoserii typu sedan, a velk\u00fd zavazadlov\u00fd prostor. Nikdy ne\u0161lo o tudor, jeho\u017e prototyp mezit\u00edm pod ozna\u010den\u00edm F9\/P vznikl.<\/p>\n
Zimmermann tak pracoval na vlastn\u00edm n\u00e1vrhu, o n\u011bm\u017e byl p\u0159esv\u011bd\u010den\u00fd, \u017ee je pro budouc\u00ed prosperitu automobilky vhodn\u011bj\u0161\u00ed. N\u011bmeck\u00e9 zdroje ve spojen\u00ed s n\u00edm shodn\u011b uv\u00e1d\u011bj\u00ed ozna\u010den\u00ed \u201eschwarzentwicklung\u201c, co\u017e se d\u00e1 p\u0159elo\u017eit jako \u201ev\u00fdvoj na \u010dern\u00e9m trhu\u201c. Byla to vlastn\u011b tak trochu hra vl\u00e1dnouc\u00edho komunistick\u00e9ho re\u017eimu, co\u017e vysv\u011btluje nap\u0159\u00edklad Peter Kirchberg v knize Plaste, Blech und Planwirtschaft.<\/p>\n
V r\u00e1mci takov\u00e9ho v\u00fdvoje \u0161lo vlastn\u011b o to, \u017ee z\u00e1vod k n\u011bmu nem\u011bl ofici\u00e1ln\u00ed oporu v pl\u00e1novan\u00e9m hospod\u00e1\u0159stv\u00ed, nicm\u00e9n\u011b politici ho tolerovali. V tu chv\u00edli si toti\u017e vlastn\u011b vytvo\u0159ili zadn\u00ed vr\u00e1tka, proto\u017ee pokud byl produkt takov\u00e9ho v\u00fdvoje zaj\u00edmav\u00fd, dodate\u010dn\u011b onen v\u00fdvoj posv\u011btili. A pokud to cel\u00e9 skon\u010dilo fiaskem, umyli si nad t\u00edm ruce a cel\u00e9 to hodili na sv\u00e9voli dan\u00e9ho podniku. Sv\u00fdm zp\u016fsobem \u0161lo jen o dal\u0161\u00ed uk\u00e1zku neefektivnosti a nepru\u017enosti centr\u00e1ln\u00edho pl\u00e1nov\u00e1n\u00ed.<\/p>\n
Martin Zimmermann ka\u017edop\u00e1dn\u011b rozhodl, \u017ee rozvor podvozku z modelu F9 mus\u00ed b\u00fdt pro pou\u017eit\u00ed karoserie typu sedan prodlou\u017een o 100 milimetr\u016f. To autu z\u00e1sadn\u011b pomohlo a z\u00edskalo d\u00edky tomu sv\u00e9 nezam\u011bniteln\u00e9 proporce. V polovin\u011b roku 1954 bylo hotovo a Zimmermann mohl uk\u00e1zat auto s ozna\u010den\u00edm EMW 311 i politick\u00fdm \u0161pi\u010dk\u00e1m.<\/p>\n
Bylo to tak, jak se v n\u011bkter\u00fdch legend\u00e1ch ob\u010das objevuje, \u017ee \u0159editel automobilky v Eisenachu p\u0159ijel naprosto neohl\u00e1\u0161en\u011b do Berl\u00edna s nov\u00fdm prototypem na p\u0159\u00edslu\u0161n\u00e9 ministerstvo, ale kdy\u017e ministra nena\u0161el, vydal se rovnou do \u00fast\u0159ed\u00ed komunistick\u00e9 strany SED? T\u011b\u017eko \u0159\u00edct, sp\u00ed\u0161e ale prezentace odpov\u011bdn\u00fdm politik\u016fm prob\u00edhala mnohem m\u00e9n\u011b dramaticky.<\/p>\n
Ka\u017edop\u00e1dn\u011b plat\u00ed, \u017ee Zimmermann pro sv\u016fj n\u00e1vrh z\u00edskal nakonec podporu nejen v tov\u00e1rn\u011b, ale i mezi politiky. P\u016fvodn\u00ed zad\u00e1n\u00ed se zm\u011bnilo a po\u010d\u00e1tkem roku 1956 se do s\u00e9riov\u00e9 v\u00fdroby dostal \u010dty\u0159dve\u0159ov\u00fd sedan Wartburg 311 s technikou vych\u00e1zej\u00edc\u00ed z p\u0159edv\u00e1le\u010dn\u00e9ho modelu IFA F9: to znamen\u00e1 mimo jin\u00e9 se sice velmi \u00fahlednou karoseri\u00ed, ale tak\u00e9 zastaralou r\u00e1movou konstrukc\u00ed a dvoutaktn\u00edm t\u0159\u00edv\u00e1lcem pod kapotou.<\/p>\n
Rychlosti schv\u00e1len\u00ed samoz\u0159ejm\u011b pomohlo, \u017ee DKW hrozilo zm\u00edn\u011bnou \u017ealobou a bylo tak pot\u0159eba F9 urgentn\u011b n\u011b\u010d\u00edm nahradit.<\/p>\n
Cel\u00e1 anab\u00e1ze kolem prvn\u00edho Wartburgu m\u011bla nakonec pro Martina Zimmermanna i malou osobn\u00ed dohru. Vl\u00e1dnouc\u00ed komunist\u00e9 mu toti\u017e ulo\u017eili pokutu p\u011bt tis\u00edc marek. Pro p\u0159edstavu z\u00e1kladn\u00ed Wartburg 311 st\u00e1l 14 700 marek, v NDR to tak\u00e9 p\u0159edstavovalo zhruba ro\u010dn\u00ed pr\u016fm\u011brn\u00fd plat.<\/p>\n
Op\u011bt existuje v\u00edce verz\u00ed. Jedna z nich tvrd\u00ed, \u017ee vysokou pokutu dostal za zosnov\u00e1n\u00ed samotn\u00e9ho v\u00fdvoje auta bez v\u011bdom\u00ed politick\u00fdch \u0161pi\u010dek. Ta op\u011bt pravd\u011bpodobn\u011bj\u0161\u00ed a v r\u00e1mci centr\u00e1ln\u00edho pl\u00e1nov\u00e1n\u00ed i logi\u010dt\u011bj\u0161\u00ed \u0159\u00edk\u00e1, \u017ee pokuta byla ulo\u017een\u00e1 ne za v\u00fdvoj samotn\u00fd, ale za neopr\u00e1vn\u011bn\u00e9 pou\u017eit\u00ed surovin alokovan\u00fdch na jin\u00e9 projekty<\/a>. To v centr\u00e1ln\u00edm pl\u00e1nov\u00e1n\u00ed rozhodn\u011b ne\u0161lo p\u0159ehl\u00ed\u017eet. Zimmermann pr\u00fd celou \u010d\u00e1stku postupn\u011b splatil a nakonec za \u00fasp\u011b\u0161n\u00fd v\u00fdvoj a uveden\u00ed Wartburgu 311 dostal stejn\u00fdch p\u011bt tis\u00edc marek ve form\u011b odm\u011bny.<\/p>\n Z pohledn\u00e9ho auta se nakonec stal i v\u00fdrazn\u00fd prodejn\u00ed \u00fasp\u011bch. Po sedanu se do prodeje dostalo odvozen\u00e9 kombi se t\u0159emi i p\u011bti dve\u0159mi, kup\u00e9, kabriolet, pick-up a t\u0159e\u0161ni\u010dkou na dortu byla vylo\u017een\u011b sportovn\u00ed verze 313\/1 Sport se dv\u011bma karbur\u00e1tory. Nevzniklo jich ani 500, osm se jich dostalo do USA, kde auto z\u00edskalo dokonce cenu za design. <\/p>\n V\u00fdroba typu 311 skon\u010dila v roce 1965 po zhruba \u010dtvrt milionu vyroben\u00fdch kus\u016f. N\u00e1sledoval mezityp 312 s p\u016fvodn\u00ed karoseri\u00ed typu 311, ale upraven\u00fdm podvozkem nov\u00e9ho typu 353, kter\u00fd se d\u011blal do roku 1966. A\u017e pak p\u0159i\u0161la \u00e9ra hranat\u00e9ho typu 353, kter\u00fd je i pro \u010deskoslovensk\u00e9 cesty tak n\u011bjak typi\u010dt\u011bj\u0161\u00ed.<\/p>\n","protected":false},"excerpt":{"rendered":"Wartburg 311 a z n\u011bj odvozen\u00e9 dal\u0161\u00ed karos\u00e1\u0159sk\u00e9 varianty pat\u0159\u00ed z hlediska vn\u011bj\u0161\u00edho designu k tomu nejlep\u0161\u00edmu, co…\n","protected":false},"author":2,"featured_media":195056,"comment_status":"","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":"","_share_on_mastodon":"0"},"categories":[12],"tags":[698,67,68,13135,45024],"class_list":["post-195055","post","type-post","status-publish","format-standard","has-post-thumbnail","category-byznys","tag-auto","tag-business","tag-byznys","tag-ndr","tag-wartburg"],"share_on_mastodon":{"url":"https:\/\/pubeurope.com\/@cz\/117177298730263046","error":""},"_links":{"self":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts\/195055","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/comments?post=195055"}],"version-history":[{"count":0,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts\/195055\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/media\/195056"}],"wp:attachment":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/media?parent=195055"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/categories?post=195055"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/tags?post=195055"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}