The MKII models were not terrible cars, but not using their full potential. Bruno Wagner had to make the descision if his company should stay a “hobby” automaker or becoming a real manufacter. He choosed the second, and already in 1954 he gave green lights for an own engine designed to be used in the Autobahn. He hired the experienced engineer Rainald Holtmann (father of CMTs later chief engine designer Klaus Holtmann) to lead the team.
The WB20 engine was ready in 1957, and still a four-cylinder had two liter displacement - a car so light and small like the Autobahn would have been a death trap with more than that.
The boxer layout fitted better in the rear of the car, and the lower center of gravity improved the dangerous handling significantly. This also allowed for less rear camber, as many MKII owners complained the high cost for sports tires that were quickly worn out on the rear axle.
The change for wider radial tires now available made the MKIII the driving machine it was meant to be.
On the engine side there was also immense progress - the engine was still made of cast iron, but had SOHC instead of OHV valvetrain and - copied from latest southern frunian cars like Ferrero and Beta Giulia - four valves per cylinder. Forged pistons and conrods made it at least a little more reliable than its rivals, but the two two-barell carburetors were difficult to maintain. The car urged for premium 98 octane gas, as sports car buyers are not on a tight budget and prefer some extra power over lower gas prices. 118 horsepower from two liter displacement were indeed something brilliant back then.
The top speed passed the magical 200 kph-line with 201 kph, and 8 seconds to 100 were a rocket in the late 50s. The consumption was remarkably low with only 8,6 liter - so the use of premium gas was bearable in total. The MKIII models are today considered as the best compared to their time period, and they were indeed like another car compared to the predecessor that was introduced only three years ago.
The time on the test track improved dramatically to 2:39,99 minutes, more than 12 seconds less.
For a price of $22.500, not even 2.000 more, the car sold good for the first time in the Hetvesian home market and became the number one sports car, some see it as a national anthem even today. In Gasmea and Frunia the demand was there, especially in Frunia, but the company was too small to meet the demand, so Bruno Wagner sold 33,3 percent of his company to CMT to get the money for a larger factory that already opened in 1958.
This was also necessary due to the second model Wagner offered - a roadster. Other than the Autobahn, the Wagner Tourer was front-engined, but the flat hood was already designed for the new boxer engine. The chassis in general was kept, a space frame with aluminium panels and double wishbone suspension in front and rear - Wagner saw no reason for buying new tools and used as much as possible from the Autobahn. Despite the small size with a lenght of 3,7 meter and hardly any space for the two occupants, the car was over 200 kg heavier than the Autobahn, as its frame was totally reinforced to give at least a little safety in such a driving coffin. This made the car slower, as it needed 10,3 seconds to 100 kph and only had a top speed of 179, but the test track time was not bad with 2:45,91 minutes, mainly due to the perfect 50/50 weight distribution that was one of the main objectives. 11,4 liter consuption were noticeably more than the Autobahn, but in return the Tourer was easier and less expensive to serivce.
The car was a very good seller in the convertible sport segment for $21.200, mainly a reason why CMT started developement of their second sports car, the Monza, that was basically a technically simpler and cheaper, less-radical interpretation of the Tourer that cared about daily use and some basic comfort.
