Ingolstadt. The details of the final European 1000S assembled are unknown, as the final batch of production contained CKD and SKD (Completely Knocked Down and Semi Knocked Down) kits, which were assembled later, outside Germany. The final European 1000/1000S manufactured (note, not assembled) though, was a 1000S Coupe de Luxe chassis number 6820146387. Body options In addition to the two- and four-door saloons, a "pillarless" Coupe shared the profile of the saloons apart from the absence of any fixed B pillar. A three-door station wagon version was also offered (essentially, an updated DKW F94U), now branded as the 1000 Universal, between 1959 and 1962 (1959/60/61 only for right hand drive). For the new decade, the coupe and four door was renamed Auto Union 1000S. In August 1959, an eye-catching wrap-around windscreen with vertical strip speedometer was introduced on the two door models of the "model 60" series (AU1000 limousine, AU1000 Coupe and AU1000S Coupe). Neither the windscreen nor the name changes entirely concealed the fact that at a time when competitor designs employed the modern ponton, three-box form, this Auto Union's body along with most of its technical features descended directly from that of the Zwickau-developed DKW F9 prototype of 1938. Fortunately in 1938, the front-wheel drive DKW design had been an innovative one. Appearing in 1958 was the Auto Union 1000 Sp, a low-slung, two-seater sports car that was produced for Auto Union by the Stuttgart coach builders, Baur. The fixed-head version was joined in 1961 by a cabriolet. Adorned with tail fins, the stylish, modern look of the car gave rise to the "baby Thunderbird" (schmalspur Thunderbird) soubriquet in the press, and belied the fact that it was, under the skin, merely an Auto Union 1000, albeit one with an increased compression ratio and a claimed maximum of at its disposal. The 1000 Sp was lower, but not (assuming only two people were in the car) significantly lighter than the standard-bodied saloon; a claimed maximum speed of 140 km/h (87 mph), nevertheless, put its performance at the top of the range. It proved to be the last open-top car produced by the company until the Audi 80 cabriolet in 1994. Motorsport Success The model's worldwide Motorsport success in the late 1950s and early 1960s, where several outright victories, such as the 1959 Acropolis Rally (Wolfgang Levy, Hans Wenscher), South African National Rally Championship in 1961, 1962 and 1963