Country Buggy takes all in its stride.

 Volkswagen Australasia Limited have released their new off the road vehicle, the Country Buggy, which is specifically designed to quickly and economically cater for transport and cartage purposes over rough and difficult terrain.

From Power Farming and Better Farming Digest, May 1968

By Bob Branston

Power Farming has severely tested the Volkswagen Country Buggy over 700 miles (1,126.5 kilometres) of typical country areas including some extremely rough scrub and mountainous regions and feels this is ideally to agricultural operations where the expense of a four wheel drive vehicle is not warranted.

This specifically what the Country Buggy has been designed for. It is not intended to compete with four-wheel drive machines, as it does not posses the power required for such demanding work.

The concept of the Country Buggy is entirely Australian and revolves around Australian conditions and it peculiar requirements of a country vehicle. As well as thorough testing during development in Australia three units have been checked out at Wolfsburg, Germany, for assessment of test track and mechanical performance.

Performance:

Powered by the proven, 1285 cc, four cylinder, air cooled, Volkswagen engine developing 50 hp at 4600 rpm (an 1192 cc power unit developing 41.5 hp at 3,900 rpm is also available), the test vehicle proved to be a fast and stable conveyance when travelling rough terrain as well as main roads.

The main aspects of design which lend themselves to fast, stable cross country travel are the high clearance, excellent traction, wide track and low centre of gravity.

Equipped as standard with 15 in. wheels and 5.60 x 15 4-ply tyres the “buggy” is endowed with a 9.2 in. ground clearance when fully laden. To further aid this above ground height, the body construction embodies a minimum front and rear overhang and platform chassis absent of any cables or controls, and if this latter section is grounded, it is possible to slide the vehicle over the obstruction without incurring costly damage.

Good traction is an essential requisite for any off-the-road vehicle and while the “buggy” does not posses the potential of a four-wheel drive, it handled anything I subjected it to without much trouble. This included soft creek beds, mud, soft sand and steep loosely surfaced grades. The name Volkswagen is synonymous with rear-engined vehicles and with engine similarly located over the driving wheels on the ”buggy”, traction is aided immensely.

The only annoyance I experienced on the 700-mile (1,126.5 Klms) test was a tendency to hop on excessively inclined loose slopes. However, this was simply overcome by allowing the engine revs to drop and permit the rear wheels to again grip the surface.

My tests in this respect were performed with vehicle virtually unladen, one passenger and about 2 cwt (about 110 Kgs) on the tray, but I feel, with a 5 – 6 cwt (254 – 304 Kgs) payload, traction would not be lost, as the extra weight over the driving wheels would obviate this.

With its wide track, front 54.2 in. and rear 53.5 in., and low centre of gravity, the handling of the vehicle was exemplary. My impressions from the teat that it would be virtually impossible to upset the “buggy” except under the most foolhardy manoeuvres.

Although design for cross-country work, the “buggy” was equally at ease on main roads. Handling under these circumstances was again excellent with no obvious over steering or under steering characteristics. Even under severe cornering, one was not overcome by an unnerving premonition of rolling.

Fuel consumption was pleasing aspect with an overall figure of around 27 miles per gallon (10.5 litres per 100 Klms). Highway travel was facilitated with a top speed and cruising speed of 65 mph (104.6 kph), yielded a mileage consumption of over 30 to the gallon (9.3 litres per Klms) and only and only stretches tough going in low gear did fuel usage increase to 20 miles per gallon (14.1 litres per 100 Klms).

Construction:

 Coupled to a tubular centre section frame with welded-on platform chassis is a welded steel body of heavy gauge with box section side members. All outer body are constructed with strengthening ribs to minimise damage in heavy bush or outcrop country. Heavy-duty box section front and rear bumper bars are solidly supported on the body and a towing eye is incorporated in the rear bar.

The body construction features large wheel wells, which prevented any packing or clogging of heavy mud on test.

Beauty may not be one of the “buggy’s” attributes but it certainly is of solid and practical construction to endure tough treatment from the agriculturist.

Equipped with a fold down windscreen fitted with laminated glass, the slopping front bonnet provides excellent forward vision and incorporates a lockable weatherproof compartment for the spare wheel and tools. Asymmetrical headlights and turn indicators are positioned on the front bonnet.

Power transmission:

Housed in a spacious rear compartment facilitating easy servicing and maintenance, the four cylinder engine is located slightly rearwards of the driving wheels. It transmits its power through a dry, 7.87 in. (200 mm) diameter, single plate clutch to a four speed, fully synchronised gearbox/differential assembly and finally through swinging half shafts to reduction gearboxes at the rear wheels.

The engine is fitted with a heavy duty, two stage air cleaner comprising centrifugal precleaner and oil bath sections, to remove dust and dirt contaminants. One point I queried on the air cleaner was its placement. The engine air intake nozzle is positioned directly in the flow of air to the fan from the bonnet louvres.

Although I have been assured that the efficiency of the air cleaner is ample to prevent dust damaging the engine, provided air cleaner servicing is carried out as instructed, I would like to see the air intake nozzle directed into the recessed compartment over the wheels. This compartment after 700 dusty miles remained quite dust free.

Suspension:

Suspension on the “buggy” is independent all round with torsion bars and trailing arms to rear axles and torsion bars and cranked link arms at the front. These provide positive wheel contact with the ground under most conditions. A great deal of thought has been given to operator comfort without sacrificing ruggedness.

This fact was most evident over both rough surfaces and main road travel on the test. The ride was smooth and not objectionably harsh as is expected from an off-the-road vehicle yet proved rugged enough to withstand considerable buffeting off the road.

The front torsion bars are identical with those of the VW Beetle to afford ride comfort, while the two-cranked link arms and king pin assembly are interchangeable with those of the VW 1 ton commercial vehicle for strength and durability. The rear suspension is predominantly from the commercial incorporating the reduction boxes to give increased lugging with a hill climbing ability of 60% (1 in 1.66). The suspension system is then completed with telescopic hydraulic shock absorbers and a front torsion bar stabilizer.

Apart from its ride and handling attributes, the “buggy” is an operator’s pleasure with controls being light in operation. The steering over the 700 miles proved effortless with no hint of fatigue on the part of the driver. The clutch and the gearbox were a delight to use, as were the reassuring brakes. All felt quiet sturdy in construction.

The brakes were more than adequate for the weight of the vehicle and proved consistent under all conditions experienced. These comprised a front and rear hydraulic system acting on 9.84 in. diameter drums and a mechanical handbrake on the rear wheels.

Operator comfort:

While on the subject of operator comfort, the "Buggy's" driver and passenger appointments were quid adequate for such a vehicle. Both are provided with comfortable bucket seats with fore and aft sat as well as varied back squab positions. The back squabs are also fitted with automatically locking devices to prevent any forward shift of payload on hard stops forcing the driver or passenger out of the seat. Seat belts are included as standard equipment.

Instrumentation is confined to a speedometer, embodying, odometer, ignition, oil and turn indicator warning lights. Panel controls include two position light switch-parking and headlights and dipper switch, windscreen wiper switch and screen washer, key start ignition, self cancelling turn indicator lever and horn button. A large glovebox compartment and grab handle positioned on the passenger side while a sun shield is located on the driver’s side only.

In addition to the passenger compartment, the “Buggy” provides a rear tray for cartage or storage purposes of 13.2 sq. ft. Permissible payload for the vehicle, weighing 1,706 lbs, is 807 lbs. The payload tray is at a convenient height to loading and off loading without excessive strain.

Optional extras available at preset are the smaller 1,192 cc engine; a soft convertible top and side curtains and winter tread tyres. The test vehicle was fitted with the three later options, which I feel would be most essential accessories for the agriculturist, especially in wet weather.

The soft-top and side curtains afforded extremely good protection to driver, passenger and payload on the test with negligible draft being apparent at speed. Although heavy rain was not encountered, the water proofing of the interior by these accessories appeared to be quite good.

Additional extras envisaged in the future for the “buggy” are a limited slip differential, power take off and hardtop. The limited slip differential would be invaluable on the vehicle to further aid traction properties. The PTO will consist of a standard size shaft protruding from the rear of the engine compartment and will be operated off an extra flywheel pulley through a V-belt with an over centre movement for engagement.

The one item I would like to see featured as optional equipment is a heater. Volkswagen sedans and commercial have had heaters incorporated as standard as long as I can remember, working on a heat exchange principal form the hot exhaust pipes which proved quite effective. The reason they are not incorporated on the “buggy” is because of the redesigning of the exhaust system to provide added clearance and a position of muffler away from water and mud contamination. The test was carried out in early April which is by no means indicative of winter conditions and even at this time, temperatures inside the cabin were quite cold. With the engine positioned at the rear, no heat is obtained from this source as in more conventional vehicles.

Readily available parts:

Being built from predominantly from already available standard Volkswagen components, the “Buggy” would pose no problem in regard to spare parts as VW dealers are spread throughout Australia.

The price of the basic 1285 cc Country Buggy is $1,598, or for agricultural where sales tax is not applicable, 1467.50. The vehicle as tested with three options, soft-top, side curtains and winter treads – costs $1,708.70 or $1,558.15 without tax. Further information can be obtained form you local Volkswagen dealer.

The test car was by courtesy of Lanock Motors Sydney.

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