On a Sunday morning, freezing cold, the smell of gasoline and the sound of turbo engines was in the air of a small village in Lower Austria. This was reason enough for Solobugas world to take part at the Ice Race in St. Georgen/Reith in Lower Austria!

Due to I was one year together with some spanish gipsies guys I was unfortunately late at the race and I got no interviews with any of the drives. And I also didn’t get the system of the whole race,  but at least I can tell you that almost everything was allowed. The drivers started in several disciplines, there were front wheel, back wheel and 4 wheel drived cars. The most difference in the disciplines was the type of tire which was used: first they started with winter tires, so no spikes on the tires !! This was quite crazy on the track which consistet just from pure ice. Then it went on with small spikes and in the end the long spikes (we call it “Taki” tire) were used.  So actually a lot of drivers started in all disciplines, cause in the brakes they were able to change their tires and drink some beers or hard liquers against the cold .

Some of the cars were also registered and “allowed” to drive on the road. But I am quite sure that this was a quite illegal thing – Solobugas yeaaaaah !!

When I was walking throug the cars I started laughing when I saw this white Renault Clio from the following picture. I thought this guy must be stupid to start with such a cheap gipsy carriage. But when I had a look inside, my eyes couldn’t believe what the see: A LAUGHING GAS INJECTION ! ! Hell Solobugas yeaaaaaaaah! Really great stuff what these guys put into their old bugas, respect ! Another picture of a “sharp” tire and also some motorbikes can be seen, which also drove the ice track.

Those Sundays could happen more often, with the smell of gasoline and the sound of turbo engines in the air…

Stay tuned, yours Ole Markus

Maybe a bit late but still we want to great you in the new year and expect that you will follow us as dependable as the past years!

Waking up and looking for new cars out of my castle I already discovered a new buga for our blog, which brand we actually didn’t handle until now: a Land Rover, model “Defender 110″, painted by the flag of Austria.

Land Rover is bulding the Defender already since 1948, maybe some of you might know this car by the TV serie “Daktari”, where this car played a leading part.

The Defender 110 is the 4th serie of Land Rovers Defender and emerged 1983. The number 110 (there also exist 90 and 130) is actually the wheel base in inches.

The Defender is a very multifunctional car where you can change easily some parts of the chassis, for example you can remove the roof and put just an awning on it or drive as a cabriolet. The base frame of the Defender is built as a frame like a ladder, which means that it is very solid but also quite heavy, at least 1800 kg is every Defender weighing. But still, this car is really robust and reliable, so also the military trusts in this car. And, according to informations from the spokes person of Land Rover, there are still 75 percent of all Land Rovers ever built still in use! Therefore also the spare parts from the first Land Rover generation are still available.

Concerning the motorisation it’s a little bit difficult to mention all specifications of this car. There were several machines used and the fact that some years BMW and later Ford were owning the company also the motors changed quite a lot during the years. Right now the indian Tata group is owning Land Rover…

What I like most is the paint of the car in SB Austria style

adiosssssssssss, Ole Markus

BSO/OST: Led Zeppelin – We’re Gonna Groove

Hola de nuevo!!

Parece ser que volvemos a los orígenes. Teníamos este buga en el tintero tras nuestra huida de Noruega y nos gustaría compartir este pepin. Fue cazado durante la visita de dos bomberos, con sus respectivas mangueras muy majetes, y después de un viaje suicida a Åre, donde descubrimos que los bugas suecos no molan tanto.

Despues de tanta tontería nos centramos en lo bueno: este pedazo de Golf Mk1 en perfecto estado (lo cual nos congratula) fue cazado en el ferry hacia Mølde (famoso por la fábrica de Bimbo). Este buga se empezó a fabricar allá por 1974, manteniendo su producción hasta la llegada del Mk2, en 1983, mientras en otros países como Sudáfrica se sigue fabricando este bólido (bajo la denominación de Volkswagen Citi Golf). Su formato Hatchback y sus apenas 3,7m de largo le dieron el famoso apodo de Rabbit en Norteamérica, denominándose asimismo Volkswagen Caribe en México. Cuenta con un motor transversal refrigerado por agua, comprendiendo desde un 1.1L con 50 CV, hasta un 1.6L con 75CV. Pero ¡OJO! en 1976 se empezó a comercializar el Gran Turismo de Inyección (GTI), con uno de los primeros mecanismos de inyección de gasolina para turismo, y dando al buga una potencia de 110 CV con una cilindrada de 1.6L. Por supuesto hay unos Diesel atmosféricos que son una caca.

Para que decir más, un pepino, una máquina, un bólido. ¡Gracias Giorgetto Giurgiaro!

English:

Hello again!

It seems that we return to origins. We had this buga in the deposit after our scape from Norway and we would like to share this cucumber. It was caught during the visit of two firefighters with their hoses, very good people, and after a suicide trip to Åre, where we found that Swedish bugas are not the same.

After all the nonsense we focus on the good: this piece of Golf Mk1 in perfect condition (which we welcomed) was shot in the ferry to Mølde. They began to manufacture this buga in 1974, maintaining its production until the advent of the Mk2 in 1983, while in other countries like South Africa is still producing (under the name of Volkswagen Citi Golf). Its format Hatchback and its 3.7 m long just gave him the famous nickname of Rabbit in North America, also known as Volkswagen Caribe in Mexico. It has a transverse engine water cooled, from a 1.1L with 50 HP, up to a 1.6L with 75 HP. But HEY! in 1976 began the shipping of the GTI, in one of the first fuel injection mechanisms for a tourism, giving 110 HP with 1.6 L. Of course there are some atmospheric Diesel which are a poop.

What to say about it, what a cucumber, what a machine, what a sport car. Thanks Giorgetto Giurgiaro!

B.S.O.             David Bowie   “Starman”

¿Qué dos ejemplares de mono guineano, habituales colaboradores de SB, nos observan desde la ventana?

PERO ESTO QUÉ ES!!…… Como bien cuestiona nuestro gran amigo Matías, incondicional seguidor de SB, ¿esto qué es?. Os lo voy a contar pero para ello vamos a retroceder a tiempos pasados, cuando nuestros retorcidos cerebros maquinaban sin parar cual sería el siguiente buga a publicar (ahora ya no, el acomodo y esta burda sociedad capitalista nos lo impiden). Sí amigos, estoy hablando de Noruegar.

Este pepino, descubierto en Moholt por aquel entonces, se trata de un VW Jetta C de primera generación (1980 – 1987) de tres puertas. Este modelo fue diseñado por este señor, llamado Giorgio Giugiaro, quien anteriormente también había creado el Golf I, y que debería (en opinión de SB) recibir el premio Nobel por ello.

Sin más rollos os contaré que esta máquina disponía de una gama de motores desde 1.1 l y 50 CV hasta 1.8 y 112 CV, algunos montados con carburador y otros (fundamentalmente para américa) con inyección. Se comercializó tanto en Europa como en Norteamérica (con algunas modificaciones) y además existía una planta en Bosnia para proporcionar cobertura al mercado balcánico. Como curiosidades comentar que su dirección DES-asistida fue muy criticada por su dureza, aunque en general era un coche que gustaba a la peñita de entonces. Su peculiar nombre se debe a que su diseñador era un caradura.

Como podeis observar en la foto, su dueño aplica las pautas de restiling Solobugas, colocando guardabarros de dimensiones exageradas, en dos colores y en ambas ruedas, como si se estuviera preparando para correr un rally en su barrio o en el polígono.  Ojete a los antinieblas delanteros y a las inexistentes placas de matrícula (así nos gusta). Un 10 para este chic@, tomamos nota para nuestros bólidos.

Y…….sin más oscilaciones……os dejo que disfruteis el final del temazo.

Adiósssss

Eeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeenglishhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhh

O.S.T.                 David Bowie “Starman”

What two pieces of  Guinean monkeys, SB usual collaborators, are watching us from the window?

BUT WHAT IS THIS!!…… As our good friend Matthias, unconditional supporter of SB,is asking, what it is?. I’ll tell you but, to do so we will go back to old times, when our twisted brains were planning every time what would be the next buga to publish (now no longer,the  accommodation and this crude capitalist society doesn´t allow us). Yes friends, I am speaking about Norway.

This cucumber, discovered in Moholt at the time, is a VW Jetta C first generation (1980 – 1987) of three doors. This model was designed by this gentleman named Giorgio Giugiaro, who previously had also created the Golf IV and which should (according to SB) receive the Nobel Prize for it.

With no more rolls I will tell you that this machine had a range of engines from 1.1 liter 50 hp to 1.8 and 112 hp, some mounted with carburetor and other (mainly American) injection. It was marketed in Europe and North America (with some modifications) and also there was a plant in Bosnia to provide coverage to the Balkan market. As curious comment that its des-assisted direction was widely criticized for its harshness, but overall it was a car that people liked. Its peculiar name its because its designer was a rotter.

As you can see in the picture, the owner applies the Solobugas restiling  patterns, placing guards of exaggerated size in two colors and in both wheels, as if preparing to run a rally in his neighborhood or on the polygon. Eyelet to fog lights and missing front license plates (as we like). A 10 for this guy, we take note for our cars.

And …… …… without further oscillations……. I let you enjoy the end of  the superhit.

Adiosssss

Back from Geneve (a city with absolute no gipsys, a lot of hot well dressed women and amazing expensive and fast cars) I’ll present you a car from whereelse, cause this one is at the moment much more important. Our gold old friend, Arnoldsen from the valley of love and his love, Babsi the Queen, brought me amazing pictures from their weekend trip to Graz/Styria in Austria:  it’s an old Magirus Deutz, I don’t know exactly which model but at least it’s one of the models from the “round bonnet” serie. Check THIS out:

In front of us we see an old Magirus-Deutz waste collection vehicle with low standard. I expect no compaction unit and no sorting system in it The brand Magirus-Deutz arised after the idea of Conrad Dietrich Magirus (1824-1895), when he started to build fire-fighting vehicles and equipment in the German town Ulm. His work went quite well, the company got well known worldwide and still after his death the company produced well known equipment and trucks to the standards he had laid down. In the year 1938 Magirus was acquired by Klöckner Humboldt Deutz and in the year 1942 the first Deutz air-cooled diesel engines emerged. The brand was doing a good business and special trucks, normal trucks, busses etc. were produced.

Finally, in the year 1975, the industrial vehicle corporation, known as IVECO, was formed by the following companies: Union of Magirus Deutz, Unic, Fiat Trucks, OM (no, unfortunately this means not Ole Markus) and Lancia Special Vehicles. As so often also in this case, this meant more ore less a predictable end of the brand M-D. In year 1983 the last vehicles of the brand Magirus Deutz where produced in Ulm and soon the brand disappeared from the manufacture in Ulm, really a pity. The name Magirus can nowadays still be found in firefighting equipment, the name Deutz is known by all of you I think and providing engines for vehicles since 1864.

Some informations for this article were taken from this homepage, a Solobugas handshake and a thank you for this great homepage! And a great thank you to Arnoldsen and Babsi for the pictures!

Compression-ignitioned greetings,

Ole Magirus

On my daily way from my home place to jail to university I found this wonderful buga right next to the street: an original BMW 1502. Red, fast and soon mine.

Joking apart. This buga is from the primary type series 114, which was also known as BMW serie 02. BMW was building this vehicles in the years 1966 – 1977. They were called “the new class” of BMW and one thing made this buga a little bit more interesting than it already was: a fully independent suspension – Mac Pherson struts in front. Additional there were front disc brakes, hell yeah.

My investigations at BMW Germany let me know, that the 1502 is actually an economy model of the BMW 2002. This means that it has a low compression 1.6L machine and that it was sold only in Europe, from 1975 until 1977. I am sorry baby sad that this means, that this car for example never reached Norway, cause they still think they are not a part of Europe, hehe.

The type serie 1502 was actually replaced by the first BMW 3 (serie E21) in the year 1975, but the 1502 was still built until 1977.

Well people, my next reportings should bring me to the city of Geneve, where I hopefully can bring you some more cars on the blog. But first I have to survive a concert of a German folk music band…

Stay tuned, yours Ole Markus

B.S.O:         Celtas Cortos “Hacha de Guerra” (Vaya temazo acorde con la frago)

¿qué gran amigo nuestro, futuro campeón del mundo de rallyes, se asoma a la ventana?

En una de nuestras intrépidas incursiones explorativas por la sierra burgalesa nos topamos súbitamente con este maravilloso ejemplar de la naturaleza, en un poblacho de mala muerte llamado Torme, que es el lugar donde Cristo perdió la chancla, por cierto.

Nos remontamos a finales de los años 50, cuando Paco el Rana continuaba haciendo de las suyas y nuestros futuros viejunis comenzaban a tomar teta. Concretamente en 1958 Citröen Hispania lanzó al mercado una furgoneta concebida para el tipo de campesino que campaba a sus anchas por la estepa castellana. Se trataba de la 2cv AZU, con un consumo muy reducido y una capacidad de carga hasta entonces desconocida (250 kg).

Fabricada desde 1954 por la tribu de los gabachunis,en Espiña apostaron por la opción más potente de la gama, con 425 cc y 18 cv de ultrapotencia, que fueron incrementándose hasta la friolera de 435 cc y 24 cv en 1973. El motor estaba refrigerado por aire (como el de los jefes) y constaba de 2 cilindros horizontales opuestos, para alcanzar la máxima velocidad supersónica de 90 km/h. Los neumáticos que montaba eran 135 R15, aún más de bici que los del coche de nuestro amigo Parrio. Alucina Vecina.

Los inteligentes chavales de Citröen (germen de  la futura SB) aplicaron a la AZU la máxima de sencillez y eficacia, con un inmejorable precio de 72.800 petas en 1968 (438 euros de hoy en día), que la hizo mantenerse en el mercado hasta 1978, cuando la F4 y otras envidiosas fragonetas coparon el panorama.

En fin, espero que, a pesar de la mala calidad de las fotos debido al pedo que llevábamos a la escasez de luz, disfuteis de esta furgo, la preferida de este que escribe. OS JURO, recordadlo, que algún día me pasearé en una de estas, Y SERÁ de mi propiedad.

Saludossssssss

In english absolutly:

In one of our intrepid exploratory forays in the mountains of Burgos suddenly we found this wonderful example of nature, in a seedy village called Torme, which is the place where Christ lost his slipper, by the way.

We look back in the late ’50s, when Paco “the frog” was making stupid things and our future parents began to take the tit. Specifically in 1958, Citroën Hispania launched a van designed for the type of farmer that was rampanting in the Castillian countryside. It was the 2cv AZU, with a low comsumption and unknown load capacity (250 kg).

Made since 1954 by the french tribe, in Espiña bet for the most powerful option with 425 cc and 18 cc of ultrapower, which increased until 435 cc and 24 hp in 1973. The engine was air cooled (like bosses) and consisted of 2 cylinders horizontally opposed, for a maximum supersonic speed of 90 km / h. The tires mounted were 135 R15, even less than the car of our friend Parri. Neighbor hallucinates.

The smart kids of Citröen (germ of the future SB) applied to the AZU the maximum of simplicity and effectiveness, with an unbeatable price of 72,800 petas in 1968 (438 euros of today), that made it stay in the market until 1978, when the F4 and other vans saturate it.

Anyway, I hope that, despite the poor quality of the photos because of being so drunk a shortage of light, you will enjoy this van, the favorite of this writer. I SWEAR, remember it, that one day I Will ride into one of these, and IT WILL BE of my property.

Greetingsssssss

• Owner: Ole Markus (ambassador SB Austria, car mechanic SB bugas), since August 2005
• Year of manufacture: 1991
• Mileage: about 135.000 km
• Engine: 4 cylinders in-line, 1272 ccm

Gasoline Injection

40,0 kW / 54HP

Consumption: 6,8 – 7,2 liters / 100 km (official tested)

Frost-proof until minus 40°C

Extra: Catalyzer

• Transmission: Front-wheel drive

Gearbox: Manual, 4 speed, after those you can shift to the “Rallye Gear (= R )”

• Chassis:

Brakes: disc at front, drums at back, NEW brake fluid since 2 months, new discs and brake pads at front

Tires: Winter Tires SAVA Eskimo S3 – 175/70 R 13

• Body:

Weight: 910 kg

Allowed weight in total: 1370 kg

Number of doors / seats: 5 / 5

• Performance:

Maximum Speed: Official 151 km/h; Tested: 160 km/h (with following wind on a sloping road)

• Features:

Fully winter equipped: tires, snow chains, shovel

Analog navigation system (compass)

Adjustable mirrors from the inside

Toll sticker for the road tax Austria, valid until November 9th 2009

Pioneer car radio with IPod docking

“Rabbit” emblem from my first Golf II from the year 1986

Last but not least: ORIGINAL SOLOBUGAS TRAFFIC PLATES

• Ability to sleep in it: YES, possible as well in the trunk (if you are not to  tall and drunk – tested), and in the main room, also better to be drunk

• Ability to dive under a one meter snow cornice: yes, several tests satisfied

As the boss of our solobugas car repair shop, it’s of course my duty to take care of this car and the cars of the co-director and the manager (still, they newer showed up at my shop, but they will for sure). This summer for example, the front brakes, the exhaust system and the rear suspension have been completely changed. My buga is ready for the next WINTER SEASON, muhahahaaaaaaaaa

and NO, i am not selling this car

stay tuned, yours Ole Markus

BSO: Led Zeppelin – Ramble On

Hola amiguitos!!

Desde Valenciennes (Francia) nos llega este pedazo de buga de la mano de nuestros colegas Superandreota y Vitty-errez.  Se trata de un Talbot Samba Cabrio,  un modelo bien conocido por nuestros lectores del sur de Europa y más concretamente de Francia. Este automóvil de serie B fue producido por el fabricante francés PSA del 81 al 86. Gracias a su fiabilidad, resistencia y buen acabado es un modelo bien querido por sus conductores.

El Samba como el Peugeot 104, el Renault 14 y el Citoën LNA venían equipados con el motor Douvrin TU. Los primeros Peugeot 205 comercializados en Europa montaban este mismo motor Douvrin TU, a excepción de España cuyos modelos producidos en la factoría de Villaverde (Madrid) montaban el veterano motor Simca, a semejanza del Talbot Horizon, el hermano mayor del Samba. Como curiosidad decir que solo fue comercializado para el mercado español en versión 3 puertas.

Los modelos eran: GL con 1.0L y 45 Cv, 4 velocidades y una velocidad máxima de 135 km/h;  GR con 1.1 L y 57 Cv; SR con 1.2 L y 57 Cv; S, la versión deportiva, con 1.3L y 72 Cv, un “pepino”.

Así nos gusta gente, que solobugas sea internacional!

Engrish:

Hello little buddies!

From Valenciennes (France) comes this piece of buga by the hand of our colleagues Vitty-errez and Superandreota. This is a Talbot Samba Cabrio, a model well known to our readers in southern Europe, particularly from France. This B-series car was produced by French manufacturer PSA from ’81 to ’86. Due to the reliability, resilience and good finish is a model well-loved by their drivers.

The Samba as the Peugeot 104, Renault 14 and Citoën LNA came equipped with the Douvrin TU engine. The firsts Peugeot 205 sold in Europe mounted also the Douvrin TU engine, with the exception of Spain whose models produced in the factory in Villaverde (Madrid) assembled veteran Simca engine, like the Talbot Horizon, the big brother of Samba. As curiosity in Spain it was marketed only the 3-door version.

The models were: GL with 1.0L and 45 hp, 4 speed and a top speed of 135 km/h; GR with 1.1 L and 57 hp; SR with 1.2 L and 57 hp; S, the sport version, with 1.3L and 72 hp, a “cucumber”.

So we like people, Solobugas is international!

BSO: Jimi Hendrix – Johnny B. Goode

PEUGEOT 106 XR “La Bala Blanca”

• Propietario: Parrio (codirector de SB)
• Año de fabricación: 1991
• Kilometraje: 145600 (a Octubre de 2009)
• Motor: Delantero transversal, 4 cilindros en linea, 2 válvulas por cilindro
  • Cilindrada: 1.124 cm3 (72,0 X 69,0 mm).
    
  • Material del bloque: Aluminio, culata de aleación ligera.
  • Árbol de levas: Accionado por correa delantera.
  • Encendido: Electrónico.
  • Alimentación: Carburador monocuerpo Solex.
  • Refrigeración: por líquido (agüita) con electroventilador.
  • Relación de compresión: 9,4:1.
  • Potencia: 60 CV DIN a 5.800 rpm.
  • Par: 8,9 mkg a 3.200 rpm.

• Transmisión: Tracción delantera.
  • Caja de cambios: Manual, 5 velocidades.
  • Embrague: Monodisco en seco (160 mm).
  • Grupo final: 3,765:1.
  • Relación del cambio y desarrollos (km/h a 1.000 rpm): 1.ª 3.476:1 (7,49); 2.ª 1,809:1 (14,15); 3.ª 1,129:1 (22,68); 4ª 0,814:1 (31,46).

• Bastidor:
  • Suspensión delantera: independiente, tipo McPherson con triangulo inferior, resortes helicoidales y amortiguadores telescópicos.
  • Suspensión trasera: Independiente, brazo tirado, barra de torsión y barra estabilizadora.
  • Frenos: Doble circuito en X, con servofreno; delanteros de discos (238 mm) y traseros de tambores (165 mm).
  • Dirección: De cremallera.
  • Vueltas de volante: 3,8 (37 cm de diámetro). Diámetro de giro 10,1 m.
  • Neumáticos: 145/70 R13 T
  • Llantas: 4,5″ x 13″ de serie.

• Carrocería:
  • Peso oficial: 760 kg.
  • Dimensiones exteriores (m): 3,56×1,56×1,37.
  • Batalla (m): 2,39.
  • Vías delanteras/trasera: 1,38/1,30.

• Prestaciones:
  • Velocidad máxima: 160 km/h (Oficial). 150 km/h (Record establecido en la ruta Madrid-Cuenca con El Rúben).
  • Aceleración: 0-100 km/h: 14″1 (Oficial, ni yo ni el coche estamos para esas pruebas).
  • Combustible: Gasofísima.
  • Depósito de combustible: 45 litros.
  • Consumo: a 90 km/h. 4,4 l; a 120 km/h. 5,9l; urbano 6,3 l (oficial). El depósito calculo dura unos 750 km por carretera y unos 550 km por ciudad (no oficial).
  • Capacidad maletero: 215 litros, aunque se pueden quitar los asientos de atrás quedando 953 litros, vamos, una “furgo” de la hostia.
  • Plazas: 5 según el permiso de circulación, 4 según la lógica y moral humanas.

• Extras: Luz de marcha atrás fundida, mechero, cenicero automático alante y atrás, elevalunas eléctico (solo funciona el del conductor), guardagafotas del conductor, reloj analógico en vez del cuentarrevoluciones. Caseto barato con cinta pal iPod. Limpiaparabrisas delantero con tres velocidades y trasero que no limpia. Luneta térmica trasera.
• Posibilidad de dormir en él: Posible para una persona hábil y capaz de dormir debajo de una piedra como mínimo.
• Posibilidad de realizar el Mongol Rally: Muy posible, la dureza y sencillez del motor, las ruedas finas (de bicicleta), así como la práctica ausencia de electrónica, hacen de éste buga el candidato number 1 para hacer el Mongol Rally.

(Casi) todos los datos sacados del manual de usuario.

PEUGEOT 106 XR “The White Bullet”

• Owner: Parrio (co-director of SB)
• Year of manufacture: 1991
• Mileage: 145,600 (to October 2009)
• Engine: Front transverse 4 cylinder in-line, 2 valves per cylinder
  • Displacement: 1,124 cm3 (72.0 x 69.0 mm).
  • Block material: Aluminum alloy cylinder head.
  • Camshaft: Fully regulated lead.
  • Ignition: Electronic.
  • Supply: mono-body Solex carburetor.
  • Cooling: liquid (little water) with heater.
  • Compression ratio: 9,4:1.
  • Power: 60 hp DIN at 5,800 rpm.
  • Torque: 8.9 Nm at 3,200 rpm.

• Transmission: Front-wheel drive.
  • Gearbox: Manual, 5 speed.
  • Clutch: single dry (160 mm).
  • Final Group: 3,765:1.
  • Change Ratio and development (km/h at 1,000 rpm): 1. th 3.476:1 (7.49), 2. ª 1,809:1 (14.15), 3. ª 1,129:1 (22.68); 4th 0,814:1 (31.46).

• Chassis:
  • Front Suspension: independent, McPherson struts with lower triangle, coil springs and telescopic dampers.
  • Rear Suspension: Independent, pulled arm, torsion bar and stabilizer bar.
  • Brakes: Dual circuit in X with brake booster, discs at front  (238 mm) and drums at rear (165 mm).
  • Steering wheel turns: 3.8 (37 cm diameter). Turning circle 10.1 m.
  • Tires: 145/70 R13 T
  • Wheels: 4.5 “x 13″ series.

• Body:
  • Official Weight: 760 kg.
  • Exterior Dimensions (m): 3,56×1, 56×1, 37.
  • Battle (m): 2.39.
  • Inland front / rear: 1.38 / 1.30.

• Performance:
  • Maximum speed: 160 km/h (Official). Real: 150 km/h (Record set en route to the Madrid-Cuenca with Tha Rúben).
  • Acceleration: 0-100 km/h: 14 “1 (Official, neither I nor the car are for these tests).
  • Fuel: Gas.
  • Fuel Tank: 45 liters.
  • Consumption: 90 km / h. 4.4 liters, to 120 km / h. 5.9 l; urban 6.3 l (official). The deposit takes about 750 km road and a city about 550 km (unofficial).
  • Boot capacity: 215 liters, although you can remove the back seats being 953 liters, well, a “furgo” of the hostia.
  • Places: 5 according to the registration certificate, 4 according to logic and human morality.

• Features: Reversing light burned, lighter, ashtray front and rear automatic, power windows elective (only works on the driver), driver gogglekeeper, analog clock instead of the tachometer. Cheap cassette adapter for iPod. Wipers front and rear with three-speed that don’t clean. Heated rear window.
• Ability to sleep on it: Possible for a person skilled and able to sleep under a stone at least.
• Ability to do the Mongol Rally: Very possible, toughness and simplicity of the engine, thin wheels (bicycle) and the virtual absence of electronics, make this buga the candidate number 1 for the Mongol Rally.

 (Almost) all data taken from the user manual.