The powertrain was modified too, the compression ratio was raised from 6.2:1 to 6.8:1 and maximum power crept up to 52 hp (38 kW).

In 1967 it was announced that Perkins' four-cylinder, 1.76-litre diesel engines would be fitted in export market Warszawas, which were scheduled to debut at the Poznań International Fair in June 1967.

Development on a pickup (technically coupe utility) version of the Warszawa was undertaken in response to the demand of Polish cyclists who wanted a light delivery vehicle to transport their bikes including spare parts for mechanics.

In the next years, the pickup underwent the same modernizations as passenger versions and was sold almost exclusively to state-owned enterprises and institutions.

The truck bed was equipped with an opening tailgate suspended on the lower edge, the side boards were fixed.

The floor of the loading space was made of pine boards, and was additionally secured with a tarpaulin spread over an upper steel body.

A commercial van model was also produced, making the concept similar to the contemporary sedan delivery.

The car was equipped with two doors, the fuel tank was moved under the driver's seat, the spare wheel was placed under the floor at the rear of the body, which resulted in a relatively large usable area.

Access to the cargo space was possible through a two-piece rear hatch, the individual parts of which were hung on the lower and upper edge of the door opening.

In 1965, the van models were withdrawn from the market due to the commencement of production of Warsaw 203-K / 204-K with a station wagon body.

In June 1965 during the Poznań International Fair, a station wagon version of the Warszawa was presented.

Compared to the sedan version, the roof was extended and the luggage compartment glazing was installed above the rear fenders.

The station wagon version was additionally equipped with a fixed roof rack with a load capacity of 40 kg, reinforced suspension and wider tires.

In comparison to the special ordered GAZ M20-Pobeda for the KGB, this version retained the four-cylinder engine of the Warszawa, as the passenger and commercial models had.

It had a 6-cylinder engine and a more modern body reminiscent of then-current car trends in Europe, although it still had the old Pobeda-derived chassis.

21,142 were sent to Hungary, 8,050 to China, 5,653 to Romania, 3,396 to Czechoslovakia, 2,217 to Turkey, 998 to Cuba, 841 to Norway, 615 to Finland, 436 to Albania, 365 to Iran, 316 to East Germany, 218 to Yugoslavia, 146 to Mongolia, 139 to Vietnam, 113 to North Korea, 98 to Guinea, 63 to Greece, 40 to Saudi Arabia, 37 to Libya, 25 to Burma and 26 were even exported back to Soviet Russia where the Pobeda had originated from and was sold alongside the more modern Volgas.

Production of the Warszawa continued until late 1973; by that time it utilized many parts from the Polski Fiat 125p.