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DKW was founded in Zschopau, Germany in 1919 by Danish engineer Jorgen Rasmussen and built its first motorcycle power unit, a single-cylinder, clip-on engine for bicycle attachment, in 1921. Designed by Hugo Ruppe, this 122cc motor was a two-stroke, and DKW would remain faithful to this engine type from then on, becoming world leaders in two-stroke design in the 1930s thanks to the prescient adoption of the Schnuerle loop-scavenge system. The latter used flat-topped pistons rather than the then-conventional deflector-crown type, relying on carefully angled transfer ports to direct the incoming charge around the cylinder.

In 1925 DKW embarked on a racing programme using 175cc and 250cc machines featuring the Bichrone system of supercharging using a 'slave' cylinder, significant success being achieved only after the 'split-single' cylinder configuration, which enabled better control of port timing, had been adopted. Ear-splittingly noisy, the supercharged split-single 'Deeks' eventually overcame reliability problems to become the dominant force in 250cc racing in the late 1930s, works rider Ewald Kluge making history in 1938 when he became the first German rider to win an Isle of Man TT race.

Having relocated to the newly constituted West Germany after WW2, DKW resumed its competition programme in May 1948, fielding a racing version of its RT125 roadster at Hockenheim. The RT125 and DKW's supercharged pre-war machinery would remain 'top dogs' in domestic racing for the next couple of years before the firm was readmitted to international competition in 1950. By this time the FIM had banned superchargers, forcing DKW to respond with new naturally aspirated racers for the 125cc and 250cc classes. First seen in action in April 1951, the new '250' was an air-cooled parallel twin, the engine of which was carried in a tubular steel duplex-loop frame topped by an enormous hand-beaten aluminium alloy fuel tank. To overcome the handicap of the piston-port design's symmetrical port timing, a gear-driven rotary valve was incorporated into the rear of the crankcase. Power was boosted still further by the adoption of expansion chamber exhausts, one of the first uses of this technology.

DKW's engineers had experimented with mounting the inlet valve and a separate Bosch magneto in front of the crankcase, replacing the earlier flywheel magneto, and then someone had the bright idea of putting a third cylinder in that location to create a '350' triple, the bore and stroke dimensions being reduced to bring capacity down to 348.48cc. To quote the late Mick Walker: "In this way, one of the most innovative racing designs of the 1950s was born."

The new triple went into the existing '250' chassis. Progress was slow but steady, with little to show for it in terms of results apart from Rudi Felgenheier's win in the '125' class at Solitude, DKW's first post-war Grand Prix victory. The arrival early in 1954 of engineer Robert Eberan von Eberhorst as head of the production and racing departments resulted in a major shake-up of the latter - the '250' being dropped and the '350' extensively redesigned by long-time DKW engineer, Helmut Gorg.

Even Gorg's redesign failed to bridge the performance gap to the all-conquering Moto Guzzis, prompting a return to the workshop for further experimentation. According to Mick Walker: "The result was a much-improved machine that not only produced over 40bhp, but also offered increased reliability and improved handling." One of the most striking features of this latest design were its larger and more powerful linked hydraulic brakes, two to each wheel. Riding the revamped triple, August Hobl won the German National Championship's '350' class in 1955 and finished 3rd in the World Championship, and the stage seemed set for even greater achievements.

By the end of the 1955 season, maximum power of the 350cc Dreizylinder had been raised to 46bhp, which was good enough for a top speed of over 140mph, the latter aided by the all-enveloping 'dustbin' fairing. Former 125cc World Champion Cecil Sandford and Hobl were the works riders for 1956, although DKW's lack of resources meant that neither contested all six rounds of the World Championship. At the season's end Hobl was 3rd and Sandford 4th in the World Championship, while the latter had finished in a highly creditable 4th place at the Isle of Man TT. Sadly, DKW called a halt to its racing programme at the end of 1956.

An older restoration (the engine turns over), this rare DKW racer was purchased by our vendor from Erich Bley (Bley Engineering Co) of Illinois, USA on 22nd January 1998. A copy of the purchase invoice is on file, describing this machine as a '1954 350 cc 3 cyl. works racer motorcycle'. This machine also comes with a printout of Audi Tradition's email message dated 26th February 2026, confirming that frame number '1054' would be the first built for 1954, and that engine number '5503' would be the third produced for 1955.

Notable features include a VDO 15,000rpm tachometer; triple Dell'Orto carburettors; Magura clutch and brake levers; and left-hand choke controls, while the fuel tank has been signed by former DKW works riders Siegfried Wünsche, August Hobl and Gerhard Bodmer.

Following a period of inactivity, this motorcycle will require recommissioning and/or restoration to a greater or lesser extent before returning to the road and thus is sold strictly as viewed. Prospective purchasers should satisfy themselves with regard to this motorcycle's completeness, history, authenticity, originality and mechanical condition prior to bidding.
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