A quick look at the Volkswagen Iltis (type 183) Ran When Parked — Volkswagen Iltis

25 Фев 2015 | Author: | Комментарии к записи A quick look at the Volkswagen Iltis (type 183) Ran When Parked — Volkswagen Iltis отключены
Volkswagen Iltis

A quick look at the Volkswagen (type 183)

When the German army (known as the bundeswehr) needed a Jeep-like after WWII, they Ferry Porsche’s 356-engined 597 and instead picked the DKW Munga. The two-stroke Munga entered in 1956 and was phased out in 1968. that time Volkswagen what was left of Auto and wound up with the rights to the

The German army continued to use the for several years after ended but as they started to from the fleet, it became that there was nothing to replace them with. hesitantly ordered Volkswagen (better known as the Thing) but had no real off-road capacity. In the army made a call for they needed a vehicle could transport four 500 kilos (about 1,100 and climb a 50° incline fully It had to be capable off-road but still be It had to measure less than 4 (157 inches) long and meters (63 inches) wide.

It’s with these and other guidelines in mind a team of ex-NSU workers led by a Piech mixed and matched Audi, mk1 Golf and Beetle to create the Volkswagen type more commonly called the (“ferret” in German). The army the design in 1977 and placed an of 8,800 cars.  The examples were delivered in 1978.

The 183 was powered by a 1714cc four-cylinder that came in two there was a 70hp with compression (running on normal or 75hp with higher (premium fuel only). A 1B1 carburetor was in charge of fuel

The transmission was a 4-speed manual with a low gear indicated by a G on the lever (for gelände, in German).

Under normal the 183 was rear wheel drive but was a lever to engage the front and turn it into a 4×4. 183s had a locking rear and some also had a locking differential. Story has it that this setup that Audi engineers to begin on the Quattro project.

The 183 had all the equipment one would think of on a military car including a NATO-spec 24 electrical system (two 12 batteries hooked together), a of gas, blackout lights, and a holder on both front It had storage space under the above both wheel On the opposite end of the spectrum, it used drum brakes borrowed the eternal Beetle.

Below, a 183 interior, heavily influenced by the

Not just for war.

Volkswagen a civilian version of the 183 at the 1979 Auto show and sales shortly after. Less 1,000 of them were before the plug was pulled. reasons have been out for the 183’s failure on the European it’s not a terribly good-looking it’s not a particularly comfortable it’s too rustic, and so on. In reality the valid reason for the 183’s of success was its price: in 1982 it about three times as as a base-model Golf; it even more than a V8-powered Rover.

Perhaps in an effort to create for the Iltis Volkswagen fielded of them in the 1980 Paris-Dakar. The was spectacular: #137 took place, #136 took place, #138 took place and #139, a support took ninth place. Zaniroli, pilot of the #136 said that aside a different cam and a bigger carburetor his was 100% stock, an impressive considering how modified most cars were (and are.)

When all was said and 9,547 examples of the 183 were with the last one rolling off of Ingolstadt assembly line in That was just part though.

The Canadian connection.

In the Canadian government bought the and the tooling for the 183 and gave Bombardier the of assembling them in their in Valcourt, Quebec. On the outside were very minor between the Bombardier 183s and the VW the emblem on the steering wheel, the on the grille and the taillights are among of the most significant ones.

2,500 Bombardiers went to the Canadian government to be used Another 2,500 were by Belgium in 1985. To save on costs the ones earmarked for had their bodies shipped Canada, their engines from Germany and the whole lot in Volkswagen’s Forest, Belgium exact number of 183s by Bombardier is unknown but it is estimated to be to 6,000.

No civilian Bombardiers built but the army sold off when they were using them so a few are out there. The are generally considered to be of lesser than the VWs and are less desirable. companies in Canada even in importing VW 183s from while the Bombardier-branded ones sit on surplus lots.

In 1985 production for the bundeswehr back up in Ingolstadt but was sporadic at In 1987 the end was near and Volkswagen a final modification to the 183: equipped it with a 70hp turbo diesel four-cylinder.

ended in December of 1988. The round of German production 1254 examples, bringing the number of 183s built to 16,000 units. In the bundeswehr were progressively replaced by the G-Wagen but much like its the 183 stuck around for a while production ended. It saw combat in 1991 in ex-Yugoslavia and Canada and still used them in fleet in the early 2000s.

As a note, in the late 1970s decided it was time to replace aging fleet of Hotchkiss and like Germany they out for offers. No French company had a vehicle on hand and designing one the ground up would have too expensive so they worked the manufacturers that did have to offer. Peugeot teamed up Mercedes, put a 504 engine in the G-Wagen and it the P4, Saviem put a Renault 20 engine in Campagnola and dubbed it the TRM500 and built the C44, a Volkswagen 183 by a CX engine. In the end the P4 was awarded the contract and the two projects were scrapped but a entered a C44 in the 1981 Paris-Dakar. It did not the race.

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