Jack, you are quite right about the 2-stroke deceleration problem but it
tends to apply more to engines using oil injection which the DKW engine did
not. I don't know if SAAB added oil injection initially but I suspect they
used it later on. The free-wheel unit could be controlled manually so that
it could be locked in or out. This would suggest that the factory wasn't
too concerned about loss of lubrication but, again, I don't know what SAAB
did.
Driving a DKW is definitely a hoot. The engine is reasonably powerful for
its size but it does not "come on the pipe" like a motorcycle. Rather it
makes decent power through the rev range. The most memorable sound is the
low speed and idle running, when the characteristic popcorn popping sounds
are clearly heard from the exhaust system. The car was significantly
larger than a VW - to which it is often compared - but is was more
expensive and more luxurious. I would own another in a flash - if I could
find one which the tinworm has bypassed.
John
>>James,
>>I think you are talking about the "Free Wheeling Device that Saab
>>designed in the mid-60's. It was a very unique piece of technology.
>
>The biggest reason why SAAB used the frewheeling clutch was the 2 cycle
>engine employed in these early cars. 2 cycle engines use oil in the gas
>(petrol) to lubricate. Consider what a hard, closed throttle deceleration
>while in gear would do to a 2 cycle engine. No added fuel, therefore no
>added lubrication, while the weight of the car was forcing the engine to
>spin at an elevated rpm. Obviously, a major lack of lubrication to the engine.
>
>BTW - from what I have heard, this engine was a blast to drive.
>
>Jack Brooks
>1960 TR3A
>1988 SAAB 9000S, 4 cycle engine
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