DKW Munga

DKW
DKW Munga 6
Munga
Production period:	1956-1968
Class :	Off-road vehicle
Body versions :	Kübelwagen
Engines:	Otto engines : 0.9–1.0 liters (29–32 kW)
Length:	3445-3595 mm
Width:	1705-1830 mm
Height:	1704-1937 mm
Wheelbase :	2000 mm
Empty weight :	1060-1885 kg

The DKW Munga is a light, all - wheel drive off - road vehicle that Auto Union in Ingolstadt built in series between October 1956 and December 1968. Around 46,700 mass-produced vehicles left the factory with three body variants; a large number of sets of parts were also produced. Further literature also speaks of about 55,000 units; but even taking into account the production figures for the “Candango” type produced in Brazil, these figures appear excessive. Munga is short for M ehrzweck- Un iversal- G eländewagen with A llradantrieb.

Development history

Tendering, testing and introduction

The off-road vehicle manufactured by Auto Union , generally known as the Munga, is one of the best-known German military vehicles in the so-called 0.25-ton class.

On January 19, 1953, the Koblenz office, headed by State Secretary Theodor Blank , who later became Minister of Defense , asked the Association of the Automotive Industry for information about which companies in the automotive industry were interested in and able to develop vehicle types and models for the Bundeswehr, and later if necessary to manufacture. Following this request, various projects for the development of corresponding motor vehicles started in the automotive industry.

Public funds for these tasks were initially not available. Among other things, there was a desire to have a light, all -terrain Kübelwagen available in the small class (0.25 t) as a replacement for the all -terrain motorcycle combinations with sidecar drive used in World War II . Auto Union (DKW) applied for the project in this payload class based on previous experience (Horch Kübelwagen), followed by Borgward . Both came up with two-stroke engines - the DKW with a three- cylinder , the Goliath Type 31 from Borgward with a two-cylinder. A prototype from Porsche was later added as a competitor with the Type 597 .

Auto Union accelerated this project right from the start, pushed the development forward quickly and made use of the existing material from the range of cars and delivery vehicles. The first prototypes were presented as early as September 1953.

In the further development work up to 1955, the test vehicles were improved and adapted to military requirements.

After the first hand-made samples were presented as early as September 1953 and the first comparison drives took place, the extensive public comparative tests of the test candidates began in 1955 at the Federal Border Police School in Lübeck. The off-road vehicle was presented to the public for the first time at the 1955 IAA in Frankfurt and was assessed by Ludwig Erhard . For the first time, the vehicle was shown in a dark green color variant.

The decisive comparison among the German manufacturers took place from January 2, 1956. Eleven DKW off-road vehicles, twelve Goliath Type 31s and six Porsche 597s were handed over to the training regiment in Andernach for comparative testing.

At the defense committee meeting on April 13, 1956 and the joint meeting of the defense and budget committees on May 7, 1956, an order for 5000 vehicles was awarded to Auto Union GmbH and for 50 units each to Porsche and Borgward (Goliath). After further extensive testing, a decision should be made about the future type in the ¼-ton class. In 1956 Auto Union GmbH used various events to present the off-road vehicle effectively. More positive reviews appeared. The vehicle was finally accepted at the end of June 1956 in the final meeting of the manufacturer's prototype presentation with the Federal Ministry of Defense.

In accordance with the requirements of May 1956, on April 11, 1958, the Federal Minister of Defense awarded the German Armed Forces Test Center 41 in Trier the test contract for the vehicles DKW 0.25 t, Goliath hunting cars with 2000 mm and 2100 mm wheelbases and Porsche off-road vehicles . In October 1958, the follow-up order came in the 0.25-tonne class for Auto Union, which Borgward - despite the four-stroke engine now used in the Goliath Type 34 - and Porsche finally threw it out of the race. This was granted by the new Minister of Defense, Franz Josef Strauss . In the spring of 1958 he had made himself a picture of the vehicle.

Criticism and successor

Because of the low performance with a relatively high dead weight, the limited transport capacity, the outdated technology such as the two-stroke engine, a successor to the 0.25 tonne truck was sought from 1965 onwards. The occasional damage to the crankshaft bearings (on the 1000 series engines) and the discontinuation of the two-stroke engine in the group contributed significantly to requests for changes. The successor was a trinationally developed, buoyant wagon of the military 0.5t gl. Class, the so-called Europa-Jeep . After this project failed, a successor should be found within the national framework. In February 1966, a DKW Munga with an Audi engine was presented to the Federal Ministry of Defense. Testing took place from the summer of 1966. At the same time, since the end of 1963 there have been development trends towards the six-cylinder two-stroke engine and a modified 5-speed gearbox.

From 1969 the "VW courier car" came as an interim solution. The VW 181 was also manufactured from August 1969 as a vehicle for civil use and for the needs of various authorities.

After testing the offers from several manufacturers, the VW Iltis was introduced by what was then Audi NSU Auto Union AG. It was developed in continuation of Munga technology from 1978 on the basis of the Munga 8 body (extended flatbed truck).

use

introduction

While the majority of the vehicles were delivered to the German Armed Forces from December 1956 (more than 30,000 in total), others were used by the police, the Federal Border Guard, the Technical Relief and Air Protection Services, as well as by the foreign armed forces and also by the customs service in Austria. The Dutch army bought over 2100 vehicles, almost without exception the Type 4. The first test vehicles were delivered in February 1963 for acceptance. From April 1963, this slightly modified NATO variant was manufactured and delivered (including fresh oil automatic). The last MUNGA 4 for the NL Army were delivered in February 1965. With some vehicles of the Dutch army from the 1964 production year, transmission problems arose which were attributed to production errors. The vehicles switched automatically from forward to reverse. In one delivery series, manufacturing defects on the shift fork occurred in around 70 vehicles.

The off-road vehicle was also used by the British and French occupation troops both in Germany and in West Berlin and was thus part of everyday life in Berlin until the mid-1970s. More than 400 vehicles (all three body variants) were used by the western allies and the Berlin police. Some vehicles from the orders of the Federal Ministry of the Interior were made available as part of development aid from 1959 to 1964 (for example Liberia 1959, Cameroon 1960).

Many vehicles were exported in the twelve-year production period and found buyers from South Africa to North America. There and in Germany, only a small proportion of the vehicles were purchased by private buyers, primarily from users in agriculture and forestry or as expedition vehicles. A few dozen vehicles were acquired by Rheinbraun AG for use in the Rhenish lignite mining area and by the (West) German potash industry for salt mining. The heavily used vehicles from the lignite mining area were later scrapped or put on the civilian market. Vehicles for underground salt mining were converted to four-stroke engines immediately after acquisition and their output was greatly reduced; after the decommissioning / shutdown, these MUNGA remained underground for cost reasons. In summary, the share of civilian buyers in Germany and abroad is around 10% of the vehicle units produced.

A complete list of the vehicles produced, a chassis number index with assignment to the type produced and further information on the identification of the vehicles ex works (chassis and factory label) can be found in the article The chassis number and the factory label on the DKW MUNGA off-road vehicle .

Whereabouts

Since the mid-1960s, the first vehicles were separated from federal stocks and sold and thus brought to the civilian market, where they were used particularly in agriculture and forestry. Primarily, at least initially, it was vehicles that had had an accident and had not yet undergone the first major overhaul. From the beginning of the 1970s, vehicles were increasingly withdrawn from federal stocks, as they had been in use for around 15 years. This did not only apply to the vehicles of the Bundeswehr, but also to those used by the police. The occupying powers also segregated the vehicles. Vehicles from the stock of the Dutch Army were sold in both Germany and the Netherlands. Some of the vehicles sold in the Netherlands were exported to England, so that there is currently still a stock of variant Munga 4 - type NL Army - in Great Britain.

The wave of segregation from the authorities ended almost without exception in the mid-1980s.

The armed forces' depot stocks of spare parts were sorted out by VEBEG and sold nationwide in the 1980s, mostly in large single lots. The Dutch army also sold the entire stock of spare parts after the vehicles had been retired.

Duration

While around 6,000 vehicles were privately registered in Germany in the 1980s, the number in 2013 was only around 1,000 vehicles. The number of registrations was in this order of magnitude in 2018 and 2019.

In the 20th century, DKW MUNGA were registered as trucks or tractors in Germany for tax and / or insurance law reasons; this stock now tends towards zero. The proportion of vehicles of type 6, the short flatbed version, continues to decline, as this body variant was only used with a few individual copies by the Bundeswehr and the disaster control organizations. The Munga 4 type is still the most common in the earlier military version, the “authority version” and the civil version.

Since the inventory of DKW Munga by manufacturer (HSN) and type code number (TSN) in Germany only includes types with more than 99 vehicles, according to the Federal Motor Transport Authority , these figures cannot be used as some models (e.g. Munga 6 , all original civil versions,) are not recorded and the end result is not usable and wrong conclusions arise. In addition, the majority of the civilly registered DKW Munga are not registered with the correct type code number, but with the general type code number of the manufacturer (000). Many vehicles have been driven with a vintage license plate since 1994 .

Up until 2007, the official inventory included the number of vehicles registered as well as the number of temporary shutdowns. Since 2008, the inventory has only included "flowing traffic" including the seasonal license plates .

In 2013, more than 100 DKW MUNGA were approved in the Netherlands. Almost without exception, the M 4 model was approved in the private sector. The use of the Model 4 by the Dutch Army and the vehicles that were taken out of service in the early 1980s led to private users being bought up. This results in today's high inventory of Munga classic cars in the Netherlands.

In Austria, there was still a contingent of around 160 Munga vehicles in 2009. In 2014, the stock was still just under 170 units.

In 2014, more than 500 DKW Munga, almost exclusively of type 4, were found in Italy; In the 1970s, numerous DKW Munga from Bundeswehr stocks were sold to Italy. Almost without exception, there is private use as a classic car. The number of vehicles in South Africa was around 20 at the end of 2013. Detailed registration figures for the last few decades may be found. a. from the compilations of the Munga interest group as well as on the DVD 2017 of the MUNGA-IG.

In Switzerland there are still just under a dozen.

variants

Initially the manufacturer referred to the car as "DKW Geländewagen" or "DKW Militärwagen" before it was named "F 91/4" in 1955. Later names were "M-Wagen", "DKW-Geländewagen 3 = 6" or "DKW-Jagdwagen". In the military version, the designation has been truck 0.25 t gl since the end of 1955.

The Type 6, short platform, was presented to the public in a preliminary version at the 1957 IAA. Production began in autumn 1958. This body variant was mainly used in the private sector, primarily in agriculture and forestry. In the military sector, the car did not attract much attention. Only a few sample vehicles were ordered by the Bundeswehr, for example test vehicles for the military chaplains, or as part of the trials as military police vehicles.

The customer could choose the “special drive” variant as additional equipment for this flatbed type. In addition to a drawbar, the buyer received a power take-off with various agricultural units ex works or as an accessory. The drive was controlled by a hand throttle and speed limiter in the dashboard. A few vehicles were equipped with a centrifugal pump, a power take-off compressor, a pulley drive or a cable winch during production. In line with the importance of the market, there were special sales brochures.

The DKW off-road vehicle was offered on the North American market under the name "Bronco". The sales figures were very modest. The official presentation of the vehicle took place for the first time at the auto show in Los Angeles in 1958. A Munga 4 with the 900 engine in the color "police white" was presented.

Type 4 was manufactured under the name Candango in a similar design and equipment at Veículos e Máquinas Agrícolas (Vemag) in Brazil.

Body styles

The Munga was available from the end of 1956 as a four-seater tub structure made of sheet steel (only in the test phase there were bodies made of plastic or aluminum) and later also as a six- or eight-seater flatbed structure. The name therefore corresponds to the body variant:

• Tub construction (Munga 4)
• Platform body (Munga 6)
• extended bed (Munga 8)

These designations are not identical to the type designation F 91 / "x". For both Type 6 and Type 8, there were special bodies from various bodywork companies, some of which were sold directly through Auto Union. Various smaller bodywork companies at home and abroad produced fixed bodies for Auto Union GmbH, some of them complete sheet steel structures, some of them with a front closed driver's cab, an open flatbed or a rear body with tarpaulin and bow.

One of the few hand-made vehicles with a plastic body from the pre-production period was identified by the MUNGA interest group abroad in 2009. This test car from 1955, which was one of 11 vehicles in use during testing in Andernach, was acquired by Audi in spring 2010 through the mediation and recommendation of the interest group and added to the company's historical archives. The Munga interest group presented this oldest surviving MUNGA at the Techno Classica in Essen in spring 2012.

Technical specifications

engine

Initially the engine had 36 hp, in series production the 40 hp DKW three-cylinder two-stroke engine with around 900 cm³ from the passenger car range was installed. This engine was replaced at the end of 1958 by the "1000" machine with an output of 44 hp, so that the top speed increased to up to 98 km / h, depending on the body variant. The lowest continuous speed is 3 km / h in crawling gear. Only in the test vehicles up to the summer of 1956 were engines with 36 or 38 hp in use. The crankshaft bearings of the 1000 engine at times led to more defects in practice. At times the Auto-Union automatic fresh oil system ( separate lubrication ), which came from the passenger car range, was also offered for the Munga. This component was installed ex works in only a few special vehicles of the Bundeswehr; otherwise, among other things, all Munga vehicles of the Dutch army were equipped with the automatic fresh oil system.

The NSU-Motorenwerke Neckarsulm had been dealing with the Wankel engine since 1960 and received a DKW Munga of the type F 91/4 as a test vehicle from the Federal Ministry of Defense. In May 1966, on the occasion of a demonstration in the Swabian Forest, a rotary engine throttled to 80 hp was presented in the Munga. This was preceded by numerous factory tests with this type of vehicle.

transmission

The vehicle has a mechanical stepped gear transmission with a reduction gear so that ten gears (eight forward and two reverse gears) are available, and permanent all-wheel drive. The off-road transmission, operated by a gearshift in the dashboard, reduces the gear ratio in every gear. It may only be operated at low engine speed and only used in the reduced speed range. The climbing ability is up to 70%, the fording depth is approx. 50 cm. Both the reverse and the 1st gear are not synchronized, so that in practice transmission problems arose due to ignorance and lack of care. Only in the test phase up to spring 1956 were the vehicles equipped with disengageable all-wheel drive. The rear-wheel drive could optionally be switched on with another gear lever. This was omitted in favor of the crawler gear (intermediate gear) in order to prevent possible drive problems due to incorrect operation.

axes

The front and rear wheels were individually suspended from double wishbones. The original requirement of standardizing parts was thereby taken into account. The front and rear suspensions were constructed in the same way; almost all parts are interchangeable, for example axle beam parts, brake system. Even the front and rear tie rods are identical except for the attachment variant (rear = fixed = fixed eyes).

Dimensions and loads / weights

In the pre-series phase from 1953 to 1956, there were different hand-made vehicles, as initially a comprehensive specification sheet was not available or detailed specifications were created and changed in the course of the sampling. This explains different dimensions and specifications with regard to the payload or the total weight. Concrete specifications for series production were only set in the spring of 1956.

In the literature, deviating dimensions and weights are occasionally given, triggered, for example, by different mirror positions, unplanned vehicles, other on-board equipment, non-consideration of the car / truck variant, transmission errors, etc., for example in: Agriculture under the sign of the four rings , Dt. Cars, off-roaders and SUVs and in the technical service regulations of the Bundeswehr (TDv2320), from which errors in further military literature result, such as B. Defense and economy , but also Die AUDI-MUNGAS in Feuerwehr-Freak 2/2001, The Fourwheeler of the Army in Four-Wheel-Fun , issue 10/1995.

The following data results for the series vehicles:

Dimensions

The following dimensions for an unloaded, planned, ready-to-drive vehicle result from the manufacturer's technical documents, as of 1968, operating and operating instructions from Auto Union GmbH, WB 6744 (8J134 XXI).

designation	Length (mm)	width (mm)	Height mm
Type Munga 4, tub	3445	1705	1735
Type Munga 6, short platform	3445	1830	1937
Type Munga 8, extended flatbed	3690	1830	1937

Weight

Depending on whether it is registered as a car or truck, the curb weight information differs considerably; they vary between 1060 and 1315 kg. The total weight was between 1450/1620 and 1885 kg, depending on the type. This results in a payload of around 400 to 700 kg.

The following values ​​result for the three body variants, depending on the purpose (military / civil, truck / car):

designation	Civil curb weight	Military curb weight	Total weight kg
Type Munga 4, tub	1085 kg	1245 kg	1620/1450 kg *
Type Munga 6, short platform	1060 kg	**	1750 kg
Type Munga 8, extended flatbed	1120 kg	1315 kg	1885 kg

• * Vehicles in the civil version (this also applies to authorities kfz in the "civil" variant) or in the (later) private German registration area receive a total weight of only 1450 kg according to the ABE applicable for civil traffic.

• * * only individual test vehicles and special bodies

Military curb weight including driver and equipment (military set-up weight - but without special set-up kits)

Electrics

While almost all vehicles in the Bundeswehr equipment, all "NATO vehicles" and a large part of the so-called "authority vehicles" were equipped with a 24-volt electrical system, those intended for the civil market and export were usually 12-volt -Variant manufactured with 160-watt or 300-watt alternator. For the civil market, a 24 V version was only possible on request and at an additional cost. Depending on the equipment, the vehicles were either completely or radio interference suppressed. Most of the electrical components in the 24-volt version correspond to the electrics of the first-generation NATO vehicles. For example, switches, lighting devices and alternators are compatible with those of all trucks of the so-called first generation .

Further development

As part of the facelift from 1957 to the end of 1968, a lot was technically changed and improved. The manufacturer's goal was to produce as many identical parts as possible for all six body styles (including left and right-hand drive ). But also as a result of changes in the legal provisions, such as the road traffic licensing regulations, adaptation of the general operating permit, various legal requirements had to be met during the construction period. Examples are the installation of an anti-theft device in the “civil registration area” or the retrofitting of hazard warning lights in the civil and military areas in the Federal Republic of Germany. Much of the development work was carried out in cooperation with the Bundeswehr. Various so-called upgrade kit variants were designed, tested, approved and manufactured, for example special signals (blue light and secondary tone horn ), fire extinguishing equipment, as well as air landing, medical equipment, weapon carrier, radio and gyro equipment kits. Further individual equipment variants were developed in particular by the Bundeswehr, for example the addition of a mine detector. Some developments were rejected, for example the conversion to larger tires, because they did not prove themselves in the tests by the Bundeswehr.

Accessories such as luggage rack on type 4, additional external reserve canisters, additional external spare wheel, internal spare wheel (especially for export variants due to the approval requirements abroad), driving school equipment for the German armed forces, various trailer hitches , larger rims and subsequently optimized (wider and / or higher ) Tires , injection systems and use as a makeshift ambulance (KrKW) tested (military retrofitting order = removal of injured persons from impassable areas) and partially introduced into series production or as special accessories. A few vehicles were equipped or retrofitted with special accessories for fire extinguishing vehicles and were used by the Bundeswehr (airport area), the Federal Border Police or fire brigades or plant fire brigades.

The buoyancy was tested as well as the use of a 6-cylinder two-stroke engine with 70 hp (1966). There was radio interference suppression and engine improvements as well as the necessary personal security for the flatbed truck.

Prices

The sales prices for the German market from the end of 1956 to 1968, depending on the type and group of buyers, ranged between DM 7800 and most recently (price trend in 1968) up to DM 11,985 ) the price rose by around DM 1,250. With additional equipment, such as a reserve canister on the front fender, snow chains, trailer coupling, gripping cable brackets and cable drum, final prices of up to DM 14,000 were possible.

End of production

The production of the "police vehicles" ended with the last order in 1964, in 1967 DKW off-road vehicles were last delivered to the civil protection in Germany, the delivery for the Federal Border Guard ended with the last follow-up order in April 1968. The vehicles produced in 1967 for the Civil protection was initially deposited centrally and in some cases was not handed over to the federal states or units until after 1970.

The last orders for the Bundeswehr were fulfilled for the Type 8 on November 27, 1968, for the Type 4 on December 5, 1968, and the vehicles ordered were delivered. Almost without exception, these new vehicles were transferred to the Bundeswehr depots. The remaining stock of new vehicles produced (end of production December 1968) was put on the civilian market by March 1969.

Personalities / film history

In January 1956, the DKW off-road vehicle was presented to the Brazilian President Juscelino Kubitschek during his stay in the Federal Republic of Germany at the Auto Union GmbH plant in Düsseldorf. The initial intentions to introduce the “Candango” model were thus prepared.

In 1959 Ilse Thouret drove 17,000 kilometers across Africa with the DKW Munga, from Tangier to Cape Town through the Sahara, Nigeria, the Belgian Congo, Rhodesia to South Africa.

During the state visit of Queen Elisabeth II in West Berlin in May 1965, the parade was inspected with a modified DKW Munga off-road vehicle of the type 6.

At the end of the 1960s, Herbert Reinecker made the German TV film 11.20 a.m. , which was broadcast as a three-part series. In this film, the actor Götz George stages a Munga 6.

During the same period, the German television series about Förster Horn , who was in action with a Munga 4 in the Taunus, was created.

In 1961, a Munga 6 was staged several times in the film Komtessen (Malene Schwartz, Ebbe Langberg, Poul Reichhardt), ASA Film, Palladium, Denmark, with which a race was also driven on the coast.

In 1962 the film "Les grands chemins" was made in which a serial civilian Munga of type 6 was used.

The British spy thriller The Needle was created in the late 1970s . A converted Munga 8 with a platform platform was presented several times.

The vehicle type was used in other TV films, for example in the series Private Detective Frank Kross, Germany 1972, in the Heimatfilm Kinderarzt Dr. Fröhlich with the singer and actor Roy Black , in the series Star Gate , Nordsee ist Mordsee , Germany 1975, Die Supernasen with Mike Krüger and Thomas Gottschalk , Germany, 1982.

Picture gallery (Munga)

• 

  Munga 4, year of construction 1959, 974 cm³, 44 PS version A - German Army - after the separation

• 

  Munga 4, year of construction 1963, 974 cm³, 44 PS version B - civil defense - after the separation, former vehicle of the civil defense Aachen, Witten, lastly Ennepetal

• 

  Munga 8, built in 1963, 974 cm³, 44 hp vehicle of the volunteer fire brigade with self-made trailer body Munga 8

• 

  Munga 8, built in 1965, 974 cm³, 44 PS version B - civil defense, former vehicle of the volunteer fire brigades Borken iW and Münster / Westphalia - after separation

• 

  Munga 4 meets Munga 8, ex Bundeswehr vehicles

• 

  Munga 8, year of construction 1967, 974 cm³, 44 PS version A - Bundeswehr - after separation

Technology picture gallery

• 

  Cutaway model DKW MUNGA engine 44 HP

• 

  Cutaway model of the DKW MUNGA transmission

• 

  Cutaway model DKW MUNGA rear axle differential, variant for articulated drive with cuffs

• 

  Engine compartment, type F 91, version B, still without installed special signal system and batteries, with shielded ignition cables

literature

• AUDI AG, the wheel of time , the history of AUDI AG, Delius Klasing, Bielefeld, various years u. a. ISBN 3-7688-1011-9
• Thomas Erdmann, In the footsteps of Auto Union , Edition Audi Tradition, Delius Klasing, Bielefeld 2007, ISBN 978-3-7688-1794-3
• L. Franz & M. Kukowski, Agriculture under the Sign of the Four Rings , Ingolstadt 2007, ISBN 978-3-932113-47-5
• Peter Kirchberg, Siegfried Bunke: From Horch to MUNGA - Auto-Union military vehicles . Delius Klasing, Bielefeld 2009, ISBN 978-3-7688-3143-7 (Edition Audi-Tradition)
• Eberhard Kittler, Thomas Rönnberg: German cars since 1945, off-roaders and SUVs. Motorbuch Verlag, Stuttgart 2005, ISBN 3-613-02490-X .
• Ullrich Märker, Hattingen, 2017, DKW MUNGA 6 , ISBN 978-3-00-057510-5 , http://d-nb.info/1143130383
• Ullrich Märker, Hattingen, 2020, DKW MUNGA, Allies, Police, Berlin , ISBN 978-3-00-064570-9 ,
• MUNGA IG, DVD of the MUNGA Interest Group, The Story of MUNGA , Ullrich Märker, Hattingen 2003, 2004, 2005, 2006, 2007, 2008, 2017
• Jörg Sprengelmeyer, DKW Munga-Auto Union off-road vehicle from Ingolstadt , Johann Kleine Vennekate, ISBN 978-3-935517-09-6

Web links

Commons : Munga  - collection of images, videos and audio files

• What's a MUNGA - the olive of the first generation. Retrieved March 13, 2008 (IG MUNGA). 
• https://www.audi-mediacenter.com/de/suche?utf8=%E2%9C%93&query=munga

Individual evidence

1. ↑ Technical data of Auto Union, general operating permit, compiled by Ullrich Märker
2. ↑ ^{a b c d} Technical data from Auto Union
3. ↑ MUNGA IG, evaluation of the National of Auto Union GmbH
4. ↑ so also in R. Friese, DKW Typenkunde, Delius Klasing Verlag
5. ↑ Detailed production figures can be found in MIG-Info No. 2/1999, www.munga-ig.de and DVD Munga
6. ↑ U. Märker in Off Road Journal, 12/1985, Munich.
7. ↑ MUNGA IG for Auto Bild 27/1995, Hamburg
8. ↑ so also in Clausewitz, the magazine for military history issue 1/2013 + dto. Ullrich Märker in issue 1/2014
9. ↑ for example Automobil und Motorrad, March 1985, BLV Verlag, Munich.
10. ↑ Ullrich Märker, from vehicle procurement for the new Bundeswehr and other federal agencies, here letter from Dept. V, Bonn and Koblenz, January 19, 1953
11. ↑ Ullrich Märker, u. a. from the tender by the Blank Office, Koblenz 1953, correspondence VdA 1953, statements from the vehicle manufacturers involved 1954–1956, on assuming the development costs BMVg, Koblenz / Bonn September 1956.
12. ↑ [1]
13. ↑ Ullrich Märker, u. a. from EVG exhibition from September 17-19, 1953, from Verband der Automobilindustrie u. a.
14. ↑ Ullrich Märker, u. a. April 28, 1955 ff. “Standardization of Military Vehicles”, dto. Special Conditions of the Federal Minister for Defense for the Delivery of Motor Vehicles, January 1956 edition, dto. VTL 2805, dto. VTL-A-003, dto. Bulwark for military vehicles from VDA May 1956
15. ↑ Ullrich Märker, u. a. from The Story of Munga, What's a MUNGA - the olive of the first generation
16. ↑ MUNGA IG: The Lübeck trials in 1955, reports of the Border Guard School Luebeck, Luebeck 1955 and 1956
17. ↑ 1955 IAA Frankfurt
18. ^ Ullrich Märker, The Story of Munga as well as an extra edition for the 37th International Motor Show 1955 in Frankfurt am Main, Auto Union GmbH, Ingolstadt 1955
19. ↑ MUNGA-IG: from the final report of the Bundeswehr test, Federal Minister for Defense Koblenz, u. a. Report of February 18, 1956
20. ↑ Archive MUNGA IG, minutes and recommendation of the Procurement Committee of the Federal Government
21. ^ Ullrich Märker ... from FINABEL meeting October 23, 1956, international 6-day ride ADAC, September 1956
22. ↑ MUNGA-IG ... from minutes of the Federal Minister of Defense meeting of June 27, 1956
23. ^ Dto. - Order dated April 11, 1958
24. ↑ MUNGA-IG… from the personal memo from Minister Dr. F. J. Strauss dated March 2, 1956 on the awarding contract, cf. a. also Bütt in the tribunal . In Der Spiegel , issue 36/1959
25. ↑ MUNGA-IG from project draft truck 0.5 daily. according to the specifications of June 1964 on the subject of the trilateral development of an all-terrain truck 0.5 t. BMVg, Bonn 1964
26. ↑ MUNGA-IG: from the manufacturer's confidential report of February 14, 1966, dto. From the memo of the Federal Ministry of Defense, Dept. W, Bonn, February 1966
27. ↑ Der Spiegel, Article Torn Out of Sleep , Edition 42/1965
28. ↑ Der Spiegel, article beetle for fighters , issue 29/1969
29. ↑ Der Spiegel, article AFTER 24 YEARS , edition 33/1969
30. ↑ Ullrich Märker from Nationale des Manufacturer, complete list from 1997
31. ^ Ullrich Märker in "Die Bundeswehr", magazine of the German Bundeswehr Association, issue 8/2006
32. ↑ ^{a b} Ullrich Märker for MUNGA-IG, data, facts, figures from MIG-Info number 2/1999, DVD Munga-IG
33. ↑ Ullrich Märker, evaluation of the manufacturer's national, so u. a. in MIG-Info, production quantities DVD of MUNGA-IG 2017
34. ↑ Der Spiegel, article Mungas in the reverse gear , issue 48/1964 and MIG-Info No. 1/2007. Mungas in reverse
35. ↑ DKW MUNGA, Ullrich Märker, ISBN 978-3-00-064570-9
36. ↑ Research by Ullrich Märker 2016
37. ↑ DKW MUNGA 6, Ullrich Märker, ISBN 978-3-00-057510-5
38. ↑ Research by Ullrich Märker, 2014–2017
39. ↑ Archive Ullrich Märker… from production figures, first-time buyers, market observation, MIG-Info 4/1991, 2/1999, DVD MUNGA-IG, dvd2016 from MUNGA-IG
40. ↑ Ullrich Märker… [special issue MIG 2016] ( PDF ; 6.0 MB)
41. ↑ Ullrich Märker ...... from vehicle sales by the Dutch army in Germany and the Netherlands
42. ↑ Ullrich Märker for MUNGA IG, observations of the segregation of the Bundeswehr / Police, Federal Border Guard and Disaster Control, MIG-Info No. 4 / 1994,4 / 1999, 2/2000, DVD Munga-IG.
43. ↑ MUNGA IG from MIG-Info No. 4/1994, MIG-Info No. 4/1999. VEBEG sales, MIG-Info 2/2000. Separation of the last MUNGA from the central disaster control workshop
44. ↑ Ullrich Märker from the national of the manufacturer, opinion of the Department van Defensie, Vrachtauto ¼ TON
45. ↑ Ullrich Märker ... from the information and registration statistics of the Federal Motor Transport Authority and the research on vehicle tracking in Germany and neighboring countries
46. ↑ DKW MUNGA 6, Ullrich Märker, ISBN 978-3-00-057510-5
47. ↑ Research by Ullrich Märker for MUNGA-IG 2013
48. ↑ Research by Ullrich Märker for MUNGA-IG, from records of the Federal Motor Transport Authority and the Federal Statistics Office in Vienna - status 2009 - as well as European vehicle observations since 1975
49. ↑ Research by Ullrich Märker, Federal Motor Transport Authority and Federal Statistical Office Vienna, status 2014
50. ↑ Research by Ullrich Märker for MUNGA-IG, March 2014, based on information and membership movements of the Italian Munga drivers and friends as well as various official statistics
51. ↑ Research by Ullrich Märker for MUNGA-IG
52. ↑ MUNGA IG
53. ↑ Research by Ullrich Märker, 2016.
54. ↑ MUNGA IG - Do you know MUNGA? How the Munga got its name.
55. ↑ : Munga-IG, MIG Info 2/2001
56. ↑ Ullrich Märker 2016
57. ↑ DKW MUNGA 6, Ullrich Märker, ISBN 978-3-00-057510-5
58. ↑ The special drive on the Auto Union off-road vehicle WB 3632 (3J1222XXX), the off-road vehicle with flatbed design and special drive, information for agriculture and forestry, number 1, number 2, -Auto Union GmbH, Ingolstadt - off-road vehicle in the agricultural / fruit growing research institute: Ullrich Märker , March 2014, special information from MUNGA-IG on the occasion of Techno Classica Essen 2014
59. ↑ DKW MUNGA 6, Ullrich Märker, ISBN 978-3-00-057510-5
60. ↑ cf. Numbers, data facts , from MUNGA-IG, MIG-Info edition 2/1999
61. ↑ Research by Ullrich Märker for MUNGA-IG, 2013, The 1958 LOS ANGELES international auto show, 14th – 24th November 1958
62. ↑ Kandango
63. ↑ MUNGA IG, see also MIG Info 2006/4 + 2007/1… the story of Candango
64. ↑ MUNGA-IG… from the Auto Union GmbH model and ABE for the DKW off-road vehicle, for fixed bodies see below. a. MIG-Info 3/1985, 4/1988, 2/2000, 2/2008, 4/2008, factory brochure of Auto Union..Munga 8 with fixed structure
65. ↑ Ullrich Märker, from vehicle procurement for the new Bundeswehr and other federal agencies , here letter from Dept. V, Bonn and Koblenz, January 19, 1953
66. ↑ MUNGA IG .. the test car 1955
67. ↑ Research by Ullrich Märker for MUNGA-IG 2009
68. ↑ Munga IG News. Retrieved February 22, 2012 . 
69. ↑ MUNGA-IG ... from the Story of MUNGA. Želite DKW News 1956
70. ↑ Der Spiegel 42/1961
71. ↑ Ullrich Märker, Hattingen, July 2011 ( PDF )
72. ↑ Archive MUNGA-IG - Statement Federal Office of Defense Technology and Procurement in May 1963, Archives Auto Union tradition ... from the records of NSU AG, MIG-Info 3/2005, Der Spiegel, articles NSU WANKEL, issue 36/1965
73. ↑ Ullrich Märker from the preliminary final report on the comparative test from March 1956, Federal Ministry of Defense, Bonn, 1956
74. ↑ Ullrich Märker from the technical documents of the manufacturer, the general operating permit including the supplements issued for this, as of June 1964, the technical service regulations of the Bundeswehr, the service regulations of the Dutch army and the technical specifications of the allied occupying powers
75. ↑ MUNGA-IG Table of Models. Retrieved February 11, 2015 . 
76. ↑ Ing. Papenbrock in Wehr- und Wirtschaft 1966
77. ↑ Ullrich Märker, from the manufacturing history of the motor vehicle, with regard to the on-board equipment cf. a. Various price lists and price information from the manufacturer from the sales period from 1957 to 1968 for the domestic market or for export vehicles
78. ^ The story of Munga Ullrich Märker
79. ↑ Ullrich Märker
80. ↑ Archive material Ullrich Märker ... from test reports of the manufacturer, test center of the Bundeswehr etc.
81. ↑ so u. a. also Ullrich Märker in Feuerwehrfreak, issue 1/2002, Annette Scholz Verlag, ISSN  0179-3667
82. ↑ Archive MUNGA IG from ... the conversion kit variants and prototypes, test reports from the test center of the Bundeswehr, etc. a.
83. ↑ Research by Ullrich Märker, evaluation of the price and sales data taking into account regional differences as well as sales strategies and special offers.
84. ↑ DKW MUNGA 6, Ullrich Märker, ISBN 978-3-00-057510-5
85. ↑ Research by Ullrich Märker
86. ^ Ullrich Märker, press release on the state visit to Germany
87. ↑ Ullrich Märker, we covered ourselves with stars, Hattingen 2005, MIG Info 2/2005, Ilse Thouret
88. ↑ Queen Elizabeth II visits Berlin ( Memento of the original from September 23, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Republication of the picture material on the occasion of the state visit to the FRG 2015, picture 3, note U. Märker  
89. ↑ DKW MUNGA 6, Ullrich Märker, ISBN 978-3-00-057510-5
90. ↑ DKW MUNGA 6, Ullrich Märker, ISBN 978-3-00-057510-5
91. ↑ Note by U. Märker