Mercedes Benz Unimog U406

Wednesday 27 March 2019
The Unimog 406 is a vehicle of the Unimog-series by Mercedes-Benz. A total of 37,069 units were manufactured by the Daimler-Benz AG in the Unimog plant in Gaggenau from 1963 to 1989. The 406 was the first medium duty Unimog, having a larger wheelbase of 2380 mm and more than twice the engine power of the Unimog 401. Unlike the initial Unimog, the 406 does not have a car engine but a heavy duty truck engine instead. Several following Unimog versions were based on the 406. There were eleven different types made of the Unimog 406, which were available in four models (U 65 – U 84) with a closed two-door or four-door cab, as Cabrio and as an OEM part (a "half" Unimog lacking the rear part, as a basis for third party vehicle manufacturers). During its long production period, the 406 received several technical refinements. In 1964, the precombustion chamber diesel engine OM 312 was replaced with the direct injected OM 352. Disc brakes followed in 1973. For many enthusiasts, the Unimog 406 represents the classical Unimog, having agricultural and silvicultural applications. It was successful and the best embodiment of the word Universal-Motor-Gerät considering all prior Unimogs.
The initial Unimog concept was favoured by customers and accessory manufacturers, however, starting in the early 1960s, they desired a "heavy duty Unimog", following the trend of more powerful agricultural tractors beginning in the late 1950s which was due to German agriculture's shift to heavy mechanisation requiring less personnel. It led to the end of the tractor boom in Germany in the mid-1960s, a demand for agricultural tractors with low power output. The most powerful Unimog 411 model at that time was offered with a 25-kW-engine which was considered too weak for several applications. Analysts warned that the demand for the Unimog 411 would pass the zenith after 1960 and fall below 3000 produced units per year. This point was reached in 1964. Also, a decline of the military Unimog 404 production was foreseeable since the Bundeswehr had reached their required number of vehicles for the majority of their regiments and battalions. Therefore, Daimler-Benz decided to create a more powerful Unimog, the 406.
In 1960, the performance specifications were completed. The 406 was still supposed to be an agricultural and silvicultural vehicle and tractor but have a greater wheelbase, a higher top speed, the downbent frame of the Unimog 404 and a stronger engine. Three cabs were planned: The Cabrio cab, a closed cab and a closed double cab. The initial engine concept favoured the direct-injected four-cylinder, diesel engine OM 314 with 54 PS (40 kW). Since Heinrich Rößler, the leader of the Unimog development did not want this engine, it was decided to use the also direct injected six-cylinder OM 352 instead. New tyres had to be developed by Dunlop and Continental, also, the Unimog 406 needed a new hydraulics system for auxiliary devices and a new drivetrain with new axles and a new gearbox for the increased engine power. Several new 1,000 Mp (9,807 kN) sheet panel presses had to be installed in the plant in Gaggenau for producing the closed cabs.
The first prototypes were tested in 1961, prototype 1 was a disguised prototype vehicle lacking the Mercedes-Benz and Unimog emblems with a slightly different cab and the bumper of the Unimog 404, prototype 2 already had the cab of the series production model with emblems but still had the Unimog 404 bumper. The final presentation of the Unimog 406 was at the DLG-exhibition in München 1962, led by the Daimler-Benz board of directors. In the run-up to the presentation on 20 May 1962 a lot of minor Unimog changes and improvements as well as improvisations were made. Daimler-Benz split the truck production in Gaggenau in 1963; while the truck and lorry production was moved to the new Daimler-Benz plant in Wörth, the Unimog production stayed in Gaggenau. More production capacity could be used for the new Unimog 406. In 1963, 800 Unimog 406 were produced, the first 100 of them being pre-series production models.
During the late 1960s, the Unimog 406 was a popular type though the less powerful but cheaper Unimog types (403 with a smaller industrial engine and 421 with a car engine) were introduced Yearly improvements increased the quality of the Unimog, the highest production figures were reached in the first half of the 1970s. With the start of the series production of the heavy duty Unimog types 425 in 1974 and 435 in 1975, the demand for the 406 was declining. The yearly improvements were reduced and since 1979, the 406 had not been changed anymore. Soon it became very unpopular with an average production number of only 380 Unimogs per year during the 1980s. Series production was stopped after 27 years in 1989. With the Unimog 406, Daimler-Benz laid the foundation for the expansion of the Unimog family. 94,215 Unimogs of eight different series belonging to the 406 family were made from 1962 to 1994. The family included similar models all based on the technical and optical design of the Unimog 406 with different engines, wheelbases and applications. In 1965, the first long wheelbase model in addition to the 406 was offered, the Unimog 416. It had the same wheelbase as the long wheelbase model of the Unimog 404: 2900 mm. It was also available with 3400 mm. Later, the conveyance motor models and the more powerful prototypes of the Unimog 406 were also integrated into the Unimog 416 series. Engines with 80–125 PS (59–92 kW) were offered for this model. It was the most popular Unimog of the 406 family with 45,544 units made. In March 1966, the Unimog 421 was added to the Unimog family, a weaker model with 40 PS (29 kW). It was followed by the Unimog 403 in August 1966. The 403 has the OM 314 engine with 54 PS (40 kW) that was initially planned for the 406 and is therefore a cheaper model. With the increasing demand for higher power output, Daimler-Benz offered a 66 PS (48 kW) version starting in 1969 that was followed by a 72 PS (53 kW) model in 1976 for the 403. Optically and technically there are no differences between the Unimog 403 and 406 other than the engine. Since Daimler-Benz also wanted to offer an inexpensive version of the long wheelbase model, they created the Unimog 413. Due to the less powerful OM 314 engine, it was less expensive but also very unpopular, only 633 Unimog 413 were made. From 1969 to 1971, CKD-kits of the Unimog 421 were made for the production in Argentina. These Unimogs belong to the Unimog 431 series.
While the majority of military Unimogs are 404s, some 406-family Unimogs were also made for military use. These are the 426 and the 419. Starting in 1969, completely knocked-down (CKD) Unimog 416 parts were made in Gaggenau and shipped to Argentina where these parts were used to build a licensed version of the Unimog which was given the number 426. In total, 2643 Unimog 426 were made for the Argentine, Chilean, Peruvian and Bolivian military. A version for the United States Army with the type number 419 was made starting in 1986. Approximately 2200 units were planned, in total, 2416 were produced. The Unimog 419 has the same wheelbase as the 406 but comes with a more powerful version of the OM 352 engine with 110 PS (81 kW). Unlike other Unimogs, it was sold under the Freightliner brand name and classified as Small Emplacement Excavator (SEE) tractor that was used as an engineer vehicle. The Unimog 406.145 was a military aircraft tractor.













Technical data:
- engine: 6 cylinders
- capacity: 3400 cc
- horsepower: 82 HP
- gearbox: 4+1
- top speed: 100 km/h

Chevrolet Opala SS 4C

Sunday 17 March 2019
Chevrolet Opala was a Brazilian executive car sold under the Chevrolet brand in South America from 1969 to 1992, by General Motors do Brasil. It was derived from the German Opel Rekord Series C, Opel Commodore Series A, but used USA-sourced engines and a local design styling. Two four-cylinder engines: the Chevrolet 153ci 4-cylinder from Chevy II/Nova, which later got a new crankshaft stroke and cylinder bore, changing its size to 151ci (usually mistaken for the Pontiac Iron Duke engine), and the six-cylinder 250 from the contemporary line of North American car/light truck production. GM manufactured about one million units including the Opala sedan, Opala Coupé, and the station wagon variant, the Opala Caravan. It was replaced by the Chevrolet Omega in 1992, also an Opel spinoff. It was the first passenger car built by GM in Brazil by the General Motors do Brasil division. A luxury version of the Opala was marketed as the Chevrolet Diplomata.
It was used by the Brazilian Federal Police for many years. The military government issued Opalas to its agents through the 1970s. Its reliability and easy maintenance made the Opala the choice of many taxi drivers and was also popular on racetracks.
The Opala's long-lived 250-cubic-inch (4.1 L) engine was also used in its replacement, the Chevrolet Omega (which featured electronic fuel injection in the GLS and CD trims) from 1995 to 1998. Some of the Opalas components and chassis were used in other Brazilian cars such as the Santa Matilde, Puma GTB, and the Fera XK (a Jaguar XK replica). Leva pau de corsa 1.0.
Founded in January 1925, General Motors do Brasil originally only assembled, and later, manufactured, light trucks and utilities until the mid-1960s, when they decided to produce their first Brazilian-made passenger car.
The options varied between the traditional, large, more expensive American-style cars that GM was already selling in the United States line, such as the Impala, and the lighter and more economical models from German GM-subsidiary Opel (such as the Kadett, Olympia, Rekord and Commodore) which were already imported to Brazil in small quantities. After wavering between the small Kadett and the somewhat larger Rekord/Commodore line, GMB opted for the latter, but later introduced the Kadett as well.
On November 23, 1966, in a Press Conference at the Club Atlético Paulistano in São Paulo, GM publicly announced the existence of "Project 676", which would become the Chevrolet Opala.
In the fall of 1970, a more luxurious version was added called Comodoro, reflecting Europe's Opel Commodore. The Comodoro-4 received a somewhat more powerful version of the 2.5 liter four cylinder engine in some model years, with 88 PS (65 kW; 87 hp) rather than 80 PS (59 kW; 79 hp). The same engine was used in the Opala SS-4. Even more luxurious was the Diplomata, which was released in November 1979.
Under the hood, which hinged forwards, in the European style, the Opala originally offered only two engine choices: a 153 cu in (2,507 cc) straight-four and a 230 cu in (3,764 cc) straight-six. These engine were of traditional design for the era, with cast iron cylinder block and head, and overhead valves, actuated by pushrods and a camshaft mounted in the block, and pressed-steel rocker arms, whose spherical fulcrum was GM's proprietary design. Fuel was fed from either single or double-barrel carburetors. In 1973 the four cylinder was replaced by Pontiac's 151 cu in (2,474 cc) "Iron Duke" engine, of generally similar configuration The 3.8 had already been replaced by the bigger 4.1 (4,093 cc or 250 cu in) in 1971.
The engines used in the Opala had been already used for years in the USA: the 153ci had emerged in the 1962 Chevrolet Nova, becoming the first inline four in a Chevrolet since 1928, and the 230ci appeared in the 1963 Impala. The 151 cu in Pontiac Iron Duke was also found in AMC's Jeeps and Eagles, and was known for its versatility and toughness. Known for its reliability, the 153ci was an industry benchmark until the 1980s. The straight-six later served as a stationary engine, a school bus engine, and even found its way into forklifts.
The 6-cylinder engine crankshaft had seven main bearings (five in four-cylinders) and the generous (if not redundant) size of its inner moving parts attributed to its durability and exceptional smoothness. The hydraulic valve lifters made for easy maintenance.
The straight-six's biggest limitation through the years was poor distribution of air-fuel mixture to the cylinders due to a sub-optimal intake manifold design. Cylinders one and six (on the ends of the engine), received the lowest ratio, with a higher percentage of air in the mixture, while the central ones tended to get a richer mixture, unbalancing the engine's stoichiometric efficiency. Basically, in order to ensure the outer cylinders received a high enough air/fuel ratio to avoid detonation, the carburetor had to be set to run overly rich, which wasted fuel). This design flaw could easily be solved by installing a race intake manifold that sported two or three two-barrel carburetors, as in stock car racing. Only in 1994, with the arrival of multipoint injection in the Omega, was the engine's problem finally solved.
The performance of Opala 3.8L was actually quite pleasing; with a top speed of 112.5 mph (181.1 km/h) and acceleration from 0 to 60 mph (97 km/h) in about 11 seconds, it was the fastest Brazilian car of its time, losing the title the following year to the Dodge Dart whose 318ci V8 had more power and torque. The two 2.5L fours did not offer as much vigor, but had enough torque enough for everyday use. The main complaint with the four-cylinder engines was their roughness - so rough that GM employees of the time called the engine "little Toyota", in allusion to the diesel engine installed in the locally built Toyota Bandeirante.
Both the Especial and Luxo had a manual gearbox, rear wheel drive, front independent suspension and rear live axle, both with coil springs. In front, the suspension components were anchored to one side, set in the unibody with screws, later known as the subframe. The tires were the first tubeless tires used on a car manufactured in Brazil. It had a diaphragmatic (or "Chinese hat") clutch spring, which was becoming popular throughout the world. The Opala SS, originally only available with the "250" engine, was the first version to receive a four-speed manual gearbox. This was coupled with a tachometer and lots of matte black striping.













Technical data:
- engine: V4
- capacity: 4100 cc
- horsepower: 169 HP
- gearbox: 4+1
- top speed: 190 km/h

Chevrolet Diplomata Caravan

Saturday 16 March 2019
Chevrolet Opala was a Brazilian executive car sold under the Chevrolet brand in South America from 1969 to 1992, by General Motors do Brasil. It was derived from the German Opel Rekord Series C, Opel Commodore Series A, but used USA-sourced engines and a local design styling. Two four-cylinder engines: the Chevrolet 153ci 4-cylinder from Chevy II/Nova, which later got a new crankshaft stroke and cylinder bore, changing its size to 151ci (usually mistaken for the Pontiac Iron Duke engine), and the six-cylinder 250 from the contemporary line of North American car/light truck production. GM manufactured about one million units including the Opala sedan, Opala Coupé, and the station wagon variant, the Opala Caravan. It was replaced by the Chevrolet Omega in 1992, also an Opel spinoff. It was the first passenger car built by GM in Brazil by the General Motors do Brasil division. A luxury version of the Opala was marketed as the Chevrolet Diplomata.
It was used by the Brazilian Federal Police for many years. The military government issued Opalas to its agents through the 1970s. Its reliability and easy maintenance made the Opala the choice of many taxi drivers and was also popular on racetracks.
The Opala's long-lived 250-cubic-inch (4.1 L) engine was also used in its replacement, the Chevrolet Omega (which featured electronic fuel injection in the GLS and CD trims) from 1995 to 1998. Some of the Opalas components and chassis were used in other Brazilian cars such as the Santa Matilde, Puma GTB, and the Fera XK (a Jaguar XK replica). Leva pau de corsa 1.0.
Founded in January 1925, General Motors do Brasil originally only assembled, and later, manufactured, light trucks and utilities until the mid-1960s, when they decided to produce their first Brazilian-made passenger car.
The options varied between the traditional, large, more expensive American-style cars that GM was already selling in the United States line, such as the Impala, and the lighter and more economical models from German GM-subsidiary Opel (such as the Kadett, Olympia, Rekord and Commodore) which were already imported to Brazil in small quantities. After wavering between the small Kadett and the somewhat larger Rekord/Commodore line, GMB opted for the latter, but later introduced the Kadett as well.
On November 23, 1966, in a Press Conference at the Club Atlético Paulistano in São Paulo, GM publicly announced the existence of "Project 676", which would become the Chevrolet Opala.
In the fall of 1970, a more luxurious version was added called Comodoro, reflecting Europe's Opel Commodore. The Comodoro-4 received a somewhat more powerful version of the 2.5 liter four cylinder engine in some model years, with 88 PS (65 kW; 87 hp) rather than 80 PS (59 kW; 79 hp). The same engine was used in the Opala SS-4. Even more luxurious was the Diplomata, which was released in November 1979.
Under the hood, which hinged forwards, in the European style, the Opala originally offered only two engine choices: a 153 cu in (2,507 cc) straight-four and a 230 cu in (3,764 cc) straight-six. These engine were of traditional design for the era, with cast iron cylinder block and head, and overhead valves, actuated by pushrods and a camshaft mounted in the block, and pressed-steel rocker arms, whose spherical fulcrum was GM's proprietary design. Fuel was fed from either single or double-barrel carburetors. In 1973 the four cylinder was replaced by Pontiac's 151 cu in (2,474 cc) "Iron Duke" engine, of generally similar configuration The 3.8 had already been replaced by the bigger 4.1 (4,093 cc or 250 cu in) in 1971.
The engines used in the Opala had been already used for years in the USA: the 153ci had emerged in the 1962 Chevrolet Nova, becoming the first inline four in a Chevrolet since 1928, and the 230ci appeared in the 1963 Impala. The 151 cu in Pontiac Iron Duke was also found in AMC's Jeeps and Eagles, and was known for its versatility and toughness. Known for its reliability, the 153ci was an industry benchmark until the 1980s. The straight-six later served as a stationary engine, a school bus engine, and even found its way into forklifts.
The 6-cylinder engine crankshaft had seven main bearings (five in four-cylinders) and the generous (if not redundant) size of its inner moving parts attributed to its durability and exceptional smoothness. The hydraulic valve lifters made for easy maintenance.
The straight-six's biggest limitation through the years was poor distribution of air-fuel mixture to the cylinders due to a sub-optimal intake manifold design. Cylinders one and six (on the ends of the engine), received the lowest ratio, with a higher percentage of air in the mixture, while the central ones tended to get a richer mixture, unbalancing the engine's stoichiometric efficiency. Basically, in order to ensure the outer cylinders received a high enough air/fuel ratio to avoid detonation, the carburetor had to be set to run overly rich, which wasted fuel). This design flaw could easily be solved by installing a race intake manifold that sported two or three two-barrel carburetors, as in stock car racing. Only in 1994, with the arrival of multipoint injection in the Omega, was the engine's problem finally solved.
The performance of Opala 3.8L was actually quite pleasing; with a top speed of 112.5 mph (181.1 km/h) and acceleration from 0 to 60 mph (97 km/h) in about 11 seconds, it was the fastest Brazilian car of its time, losing the title the following year to the Dodge Dart whose 318ci V8 had more power and torque. The two 2.5L fours did not offer as much vigor, but had enough torque enough for everyday use. The main complaint with the four-cylinder engines was their roughness - so rough that GM employees of the time called the engine "little Toyota", in allusion to the diesel engine installed in the locally built Toyota Bandeirante.
Both the Especial and Luxo had a manual gearbox, rear wheel drive, front independent suspension and rear live axle, both with coil springs. In front, the suspension components were anchored to one side, set in the unibody with screws, later known as the subframe. The tires were the first tubeless tires used on a car manufactured in Brazil. It had a diaphragmatic (or "Chinese hat") clutch spring, which was becoming popular throughout the world. The Opala SS, originally only available with the "250" engine, was the first version to receive a four-speed manual gearbox. This was coupled with a tachometer and lots of matte black striping.













Technical data:
- engine: 4 cylinders
- capacity: 2500 cc
- horsepower: 98 HP
- gearbox: 5+1
- top speed: 160 km/h

Tatra 141

Thursday 30 July 2015
The Tatra 111 was a truck produced in Czechoslovakia by the Tatra company.
The T111 was developed and manufactured during World War II as a heavy truck for use by the Wehrmacht. Production started in 1942 and continued for twenty years, ending in 1962 when it was replaced by the Tatra 138. Despite being built for the Nazi war machine, the vehicle ultimately played an important role after the war ended. The Tatra 111 contributed significantly to the rebuilding effort during the postwar era, mainly in Eastern Europe and the USSR. To its chief designer, however, it brought charges of treason and collaboration with the Nazi regime after the communist takeover of Czechoslovakia and contributed to the imprisonment of Tatra's design guru Hans Ledwinka.
The design was based on the proven Tatra concept of a backbone tube chassis construction with swing half axles, a modular gearbox and differential assemblies. The main advantages of the central load carrying backbone tube are its high torsion and bend strength, which protects the truck body against load stresses. The secondary advantage is that it houses all important parts of the drivetrain. Due to its torsional stiffness and use of differentials locks the vehicle had exceptional offroad capabilities. Of note was the ability to use a cranking handle to start the engine.
Model V910 - the first Tatra air-cooled powerplant V12 75-degree V developed from Tatra V850 engine intended for use in Tatra 103 (Sd Kfz. 234 Puma). The engines had power output of 210 horsepower at 2250 RPM mainly for war use (An average life expectancy during combat for Wehrmacht was 6 hours.) which was later reduced to 180 hp at 1800 rpm to increase reliability. The engine has three camshafts and originally was cooled off by two covered chain-driven cooling fans and later was the belt drive being used (marked T111A).
The Tatra 111 was in production for 20 years, with a total of approximately 34,000 units made. The T111 engine was widely used in the variety of other vehicles such as a heavy tractor T141, a railway car M 131, airport tugs and pontoon bridges used by the army. The engine was also "halved" to create an inline 6-cylinder version for the Praga V3s 6x6 light utility military truck and civilian Praga S5T light truck. Based on the T111 V12 engine was created V8 version for the T128 4x4 truck for the Czech Army, designed mostly from the T111 parts. T111 main product range was in flatbed, tipper, tanker and crane configuration.

Technical data:
- engine: V12
- capacity: 14825 cc
- horsepower: 185 HP
- gearbox: 4+1
- top speed: 45 km/h

Citroen Belphegor

Friday 15 May 2015
In 1964, Citroën released a range of trucks from 3.5 to 8 ton capacity, styled by Flaminio Bertoni, the Italian sculptor also responsible for the Citroën 2CV, Citroën DS, Citroën Ami 6, and Citroën Traction Avant cars.
While actually named 350 to 850 (N or P models), the trucks' unusual appearance meant they were known as the "Belphégor", after the then-popular television series about a mystery in the Louvre Museum, Belphégor.

Technical data:
- engine: 4 cylinders
- capacity: 2176 cc
- horsepower: 82 HP
- gearbox: 4+1
- top speed: 90 km/h

Robur Garant 30K

Monday 6 October 2014
In 1888, Karl Gustav Hiller founded a company for the distribution of a machine for the production of pom-pons that he had invented and would receive a patent for in 1894. On a trip to England he obtained an exclusive license to import and build Rover Safety Bicycles. He became shareholder and later owner of the Zittau machine factory "Müller & Preußger", refined the Rover bicycles and began to distribute them under the name "Phänomen-Rover" in 1894. In 1900 the company began to produce Phänomen motorcycles. At first the motorcycles were fitted with Fafnir engines, but from 1903 onwards single-cylinder four-stroke engines of Phänomen design were used. This change of engine necessitated a strengthening of the bike frame and a change of wheels. Now 26-inch wheels with 21⁄4-inch tires were used. Permanent improvements led to the development of a two-cylinder engine.
In 1905 the company began the mass production of the three-wheeled Phänomobil. The two-cylinder engine used in motorbikes was used here as well. Similarities in construction with Berlin-made three-wheeler Cyklonette of Cyklon, led to arguments over patent infringement, especially as the engineers had worked for Hiller's company. A twin-fan-cooled four-cylinder four-stroke engine was used in the vehicles from 1910, production running until 1927. Between 1912 and 1927 the company, by now known as "Aktiengesellschaft Phänomen-Werke Gustav Hiller", offered four-wheeled cars that could not establish themselves in the market. The coachwork was done by the "Karosseriewerk August Nowack AG" in Bautzen.
By request of the Reichspost for a cheap, safe and capable vehicle, the company introduced its 4 RL truck that could carry loads between 0.75 and 1 tons. The basis for this model was the four-cylinder engine used in the Phänomobil. As demand for higher payloads increased, the company brought the Granit 25 (1.5 tons) and Granit 30 (2.5 tons) trucks into production in 1931 and 1936, respectively. With the increasing arms production in Nazi Germany the product portfolio was reduced to the Granit 1500 model (called Granit 27 after the war) with a payload of 1.5 tons.
All Phänomen trucks and tricycles had air-cooled engines, only the four-wheeled passenger cars were equipped with water-cooled engines. In 1930 the Phänomen-Werke Gustav Hiller A.G. Zittau took up production of light motorcycles, using Sachs engines. Until 1945 Phänomen produced 14 different models.
In consequence of a referendum of 30 April 1946 in Saxony, all property of those judged to be Nazis and war criminals was expropriated. In line with this, the Phänomen works became a Volkseigener Betrieb. Aside from the production of desperately needed commodities, some 1000 vehicles of the Red Army were repaired. In 1949 the mass production of the pre-war models was resumed on a low scale. Only in January 1950 were the first 13 Granit 27 finished. In the next year the payload of the model was increased to 2 tons. 1952 the company presented the Phänomen-Granit 32 prototype that was equipped with an air-cooled diesel engine - in contrast to the carburetor engines used until then. The mass production of the diesel engine began in 1954. In the meantime, the carburetor engine used in the Granit 27 model was improved and now produced 60 horsepower (45 kW). It was used in the Granit 30k model.
After changes to design, chassis and some minor modifications to the Granit it became the Garant model that would see 50,000 pieces built in several variations (bus, truck, ambulance) until 1961. Aside from the Garant K 30 model with a petrol engine the Garant 32 with a diesel engine was also available.


Technical data:
- engine: 4 cylinders
- capacity: 3000 cc
- horsepower: 55 HP
- gearbox: 3+1
- top speed: 80 km/h

Horch H3

Friday 22 August 2014
Please share any information you might have on this one.


Technical data:
- engine: 6 cylinders
- capacity: 4200 cc
- horsepower: 100 HP
- gearbox: 3+1
- top speed: 80 km/h