For the youth, it was a great opportunity not only to get to know the work environment, but also to actively participate in various workstations, mastering significant skills in the automotive industry professions. Together with our specialists from Kurbads kravas auto serviss and Kurbads detailinga centrs, they gained an unforgettable experience that, hopefully, will inspire them in their future career. Big thanks to all the participants for their enthusiasm and curiosity!
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The encounter between a strikingly blue 1985 Audi Quattro and the equally vibrant blue Kurbads vehicle carriers is a fantastic opportunity to revisit and savor the iconic pages of all-wheel-drive history. The Audi Quattro became the first series production model from Ingolstadt with permanent all-wheel drive, which over time earned it the extended name Ur-Quattro. The peculiar German prefix “Ur-“, highlighting the object’s original origin and honor, contributed to the establishment of the playful nickname “urka” in the Latvian language. The true and only Audi Quattro is a boxy two-door coupe with a longitudinally mounted five-cylinder turbo engine, manual transmission, lockable differentials, and a rather austere interior. It was produced from 1980 to 1991, meaning the last Ur-Quattro models “outlived” the new Audi Coupe by two years, which in 1988 was based on the widely known Audi 80 “bubble”. The technological sensation of the Audi Quattro took such deep roots that the model lasted eleven years without significant external changes, except for the original four headlights being replaced by one-piece light units in 1983, and minor improvements such as a painted composite spoiler instead of the original rubber “blade”. The Ur-Quattro was last modernized in 1985, by which time nearly ten years had passed since the idea of an all-wheel-drive Audi.
🍀 A Bright Idea in Lapland’s Darkness
In January 1977, Audi’s chassis development leader Jörg Bensinger returned from winter tests in Rovaniemi, Northern Finland, literally glowing. The cause of the engineer’s excitement was not a meeting with Santa Claus but a ride beyond the Arctic Circle in the primitive Volkswagen off-road vehicle Iltis. Bensinger noticed that the nimble 75 horsepower vehicles accelerated much more convincingly on compacted snow than his significantly more powerful two-wheel-drive car. How great it would be to equip not just a simple rural all-terrain vehicle but also a proper passenger car with all driving wheels! Back in Ingolstadt, Jörg quickly enchanted Audi’s pre-development department head, Walter Treser, with his idea. Inspired, they both went to Audi’s head of technological development, the then not yet legendary Ferdinand Piëch. The future mega-industrialist immediately appreciated the all-wheel-drive concept, and why not: his grandfather Ferdinand Porsche had already worked on the all-wheel-drive concept for military tractors for the Austrian army and later for Cisitalia racing cars. But how to convince Volkswagen group’s management of the idea’s viability and, importantly, profitability? Since the consolidation of the four former Auto Union brands under the Audi name and their inclusion in the Volkswagen group in 1964, the four rings had failed to find their niche in the car market, let alone dream of competing with BMW and Mercedes-Benz.
🚙 What’s at Hand
The only solution was to convince the senior management with a running prototype. Work on the Quattro (which wasn’t yet a Quattro) began in February 1977, and by November of the same year, the test car was ready. The A1 or “Allrad Nummer 1” was built using the B1 generation Audi 80 as a base and the all-wheel-drive technology from the same VW Iltis, making it possible to create the prototype so quickly. Technically, it wasn’t very sophisticated, as the drive shaft necessary for rear-wheel drive was directly bolted to the transmission’s output shaft. Fortunately, there was enough room for all of this, including the five-cylinder turbo engine developed by motor engineer Franz Hauk, within the modest Audi 80 body. Treser later admitted that at that point, the engineering group still dared not dream beyond a race car prototype that could be produced in limited numbers for homologation purposes, similar to the Ford RS200 or the like. However, the A1 soon demonstrated significantly higher potential.
👻 Phantom of the Opera
In January 1978, Volkswagen marketing chiefs Dr. Werner P. Schmidt and Edgar von Schenk met in the Turrahn highlands in the Austrian Alps – officially for winter tire testing. There, without prior notice, they were introduced to the A1 prototype in action. Taking a considerable risk, the project’s authors chose a particularly steep section of the highland – a private road from the Turrahn valley to Rosantine. Special permission was needed to use it, and until then, only off-road vehicles could conquer this path, especially not in winter, because in places, the gradient reached up to 23%! The Quattro prototype managed it even without winter tires. The marketing team left Austria utterly dazzled by the car’s capabilities, but it was too early to celebrate – they still needed to win over Volkswagen’s board of directors. And here, the development group simply got lucky. Volkswagen’s R&D head, Professor Ernst Fiala, agreed to test the car himself and took it for a weekend trip to his native Vienna. Since it was May, there was no chance to show off in the snow, but something else happened. Fiala allowed his esteemed wife to navigate the prototype into an opera house parking spot – quite a feat, considering the all-wheel-drive transmission was connected “solidly.” Yet, Fiala remained skeptical about the idea of an all-wheel-drive car, and upon returning to Germany, he handed back the prototype with a brief note: “It needs a central differential.” The Iltis didn’t have one due to its direct application, as all-wheel drive was mechanically engaged with a lever.
🌟 Shaft within a Shaft
Then came the moment for transmission specialist Hans Nedvidek. A differential from the Audi 80 was implanted directly behind the gearbox, and the drive to the front wheels was executed through a hollow shaft, which in turn was bolted onto the newly introduced differential at the other end. This simple yet ingenious solution with interlocking shafts still elicits a chuckle today, just as it did for the Lancia rally team mechanics in the film “Race for Glory: Audi vs. Lancia” when they dismantled a street Audi Quattro in their workshop. Among other things, the lack of space and compositional challenges long deterred Audi’s current competitors, BMW and Mercedes-Benz, from wider application of all-wheel drive in the 90s, making it rare in standard body types and often limited to a single engine. Thus, the first-generation Quattro transmission was born, featuring an open differential, a 50:50 torque distribution between axles, and manual locking for the central and rear differentials. Initially, locking was achieved with a lever pulled between the seats, until in 1981 Audi introduced a switch that activated a pneumatic actuator. Since the Audi Quattro was in production long enough to witness the next generation of Quattro with a Torsen type self-locking differential, by 1987, the need for manual locking and the corresponding button in the cabin naturally disappeared.
🚒 Firefighters’ Trick
However, one more green light was needed for Quattro’s launch, and only Volkswagenwerk AG’s CEO Toni Schmücker could give it. Lengthy excursions to the Alps were not an option, so the decisive demonstration was chosen on a sufficiently steep hill in Gaimersheim, near Ingolstadt. To be absolutely sure, the project’s mastermind Piëch resorted to a trick and had the factory’s firefighting brigade douse the hill’s meadow thoroughly. When Schmücker arrived, there were no visible signs of the diversion, but the result was convincing – no matter how grandly the director tried to tackle the slope, single-axle cars invariably got stuck. When it was the prototype’s turn (by then it was called A2, as it was clad in the latest Audi 80 body), the boss might have been slightly deflated, for he attacked the meadows with such gusto that the entire development department held their breath. But everything went smoothly, and the goal was achieved – there was no longer any talk of mere race car prototypes, the Audi Quattro could now only be a mass-produced vehicle. In January 1979, now as the A3 prototype with a body designed by Hartmut Warkuß for a two-door coupe, the Quattro, along with the previous prototypes, once again headed to Lapland – this time for final tests.
🏅 Launch in Geneva
The rest, as they say, is the well-known history of the Audi Quattro. This unusually robust coupe made its debut at the Geneva Motor Show in 1980, and the first units were delivered to select Audi dealers in December of the same year. One had to be a true technology enthusiast to pay 49,900 German marks for an Audi, the same price as a Porsche 911 SC. The coupe’s flamboyant appearance was enhanced by widened wheel arches, designed by British-born designer Martin Smith. The interior of the all-wheel-drive marvel was quite spartan – modest “gauges” from the Audi 80 (later replaced by liquid crystal displays), distinctive seat, door, and ceiling linings, and a steering wheel, gear shift lever, and its boot covered in leather. And two bulbs with all-wheel-drive symbols right below the radio – locking signal lights. Yet, there was no less space in the back than in the 30 centimeters longer 6 series BMW and Mercedes SLC. Practical considerations and market interests soon prompted Audi to release a simplified Coupe model with front-wheel drive and Giugiaro design, produced in a fifteen times larger series than the Quattro (174,687 against 11,452). In 1981, Audi launched its rally program, which resulted in B group rally monsters with 600 horsepower, A1, A2, and S1 race cars, as well as the collector’s favorite 306 HP street car Audi Sport Quattro, priced at 203,000 German marks, and known for its shortened wheelbase as the “short urka.” Although the turbo engine’s power had grown from the original 160 horsepower to 200, the fiery Quattro was not terrifying – 7.4 seconds to reach 100 km/h. Acceleration and especially maximum speed were hampered by aerodynamic drag, which reached 0.4 Cw units compared to competitors’ 0.36 or even less. Moreover, the machine turned out to be quite thirsty – 16.6 liters in the first Auto Motor und Sport test, while Audi promised 7.9 – 10.4 liters on the highway or 15.7 liters in the city. The insatiable appetite of the Audi Quattro largely determined its greater weight compared to the Audi Coupe. Only 75 of the 250 kilograms were due to the all-wheel drive, the rest went to the larger engine, tires, extras, and, most importantly, a 91-liter fuel tank. Over eleven years, the Audi Quattro had three engine generations, with the last having a 2.2-liter capacity, two camshafts in place of one, and four valves per cylinder. However, the most significant turn in the development of Audi Quattro engines came in 1979 when Audi was joined by Fritz Indra. Before Audi, he worked at Alpina (a BMW tuning company), where he encountered turbocharging and exotic injection systems. Having examined the original 2.1-liter “five-cylinder,” Indra announced that it needed an electronic ignition system. Soon it became clear that he was right. With a more modern control system, the engine ran smoother, more powerful, and virtually without a “turbo lag.” But where to get enough electronic ignition systems in such a short time before the premiere? The domestic supplier Bosch was outpaced by the Japanese, as only Hitachi could produce and deliver the necessary electronics on time. The Japanese system turned out to be a real find, as it could recalculate the ignition point according to 250 different parameters, and Audi’s development department could finally proudly announce: “At last we have our own Porsche!”
Did You Know:
➡️ When the Volkswagen group’s board of directors approved the Quattro project, it wanted to rename the all-wheel-drive system to Carat and equip its brand’s cars with it. Industrial legend has it that being called Audi Carat, and the car’s escape from this unenviable fate, was due to a potential copyright lawsuit with a cologne of the same name manufacturer, but Quattro’s inseparable marriage with the Audi brand was ensured by F. Piëch’s managerial talent;
➡️ Volkswagen did get quattro for a while. An analogous system to that of the Audi models was installed in the 90s on the B5 generation Passat and the luxury sedan Phaeton, as they had longitudinally mounted engines. However, the quattro sub-brand on VW cars was nevertheless replaced by 4Motion;
➡️ Official legend states that the Audi Quattro was derived from the Volkswagen Iltis, but in fact, it was somewhat developed from Audi. As early as 1956, Auto-Union in Ingolstadt began producing a versatile all-purpose all-wheel-drive off-road vehicle, DKW Munga, which bore the four-ring symbol on its front. The vehicle proved so successful and in demand by various countries’ armies that Volkswagen management decided to “adopt” the model and sold it in a modernized form as the VW Iltis. Thus, it could be argued that Audi’s first victory in the Dakar Rally was not in that year but already in 1980, when the Iltis won in Africa – all the more so because the Iltis’s all-wheel-drive system was created using components from the then-current Audi 100;
➡️ Before the charming Michèle Mouton with the Audi Quattro in 1981 became the first woman to win a World Championship rally, seven out of ten French people surveyed believed Audi was a washing machine manufacturer;
➡️ A test drive with the Sport Quattro once left such an indelible impression on the Sultan of Oman that he ordered 16 such cars for a family celebration. Since only 8 or 10 of the two hundred cars required for rally homologation remained in the factory, the Audi importer’s representative literally traveled around Germany with a suitcase full of money to buy back the missing cars from their owners;
➡️ The last Audi Sport Quattro was given by Ferdinand Piëch to his wife, Louise;
➡️ Although legendary rally driver Walter Röhrl once said that “with the Audi Quattro, even a trained monkey could win,” he himself only managed it twice.
Representatives from the Jimmie Angel Historical Project sends a letter from America: “Dear Alfreds Paulausks. Valdis Ābols recently sent me photographs of your paintings of Aleksandrs Laime, Angel Falls, and Jimmie Angel’s airplane on the sides of a Kurbads truck. Your painting is a beautiful homage to all, but especially to Laime. He was an important person in the history of exploration in the Angel Falls region. It is good that by seeing his image more people may learn about him. Kind regards, Karen Angel.”
Aleksandrs Laime became famous as the first known person to reach the world’s highest waterfall – Angel Falls. In 1949, he was the guide for Ruth Robertson’s expedition to measure the waterfall and confirm it as the tallest waterfall in the world. In 1955 he climbed the Canaima Plateau for the first time, reaching the Jimmie Angel’s “El Río Caroní”, which had been there since the accident that happened in 1937.
On October 9, 1937, Jimmie was returning to the falls with the intention of landing. This 1937 expedition included Jimmie and Marie Angel and their companions: Gustavo Heny; Heny’s jungle companion Miguel Angel Delgado, who was an expert at climbing
rope and handling a machete; and Captain Felix Cardona Puig. He attempted a landing, but despite a successful touchdown, his aircraft nose-dived when it hit soft ground at the end of its landing run. The wheels sank in the mud, making take-off impossible.
Jimmie Angel’s “El Río Caroní” plane is also illustrated on the car carrier design of Aleksandrs Laime, because both of these heroes and their stories are connected.
Our artist Alfreds comments: “I first learned about Aleksandrs Laime, a Latvian who lived in the jungles of Venezuela for fifty years next to the highest waterfall in the world, after watching the film “I am a Latvian” released in 1990 by Ansis Epners. For me, a young guy who at that time had not even crossed the Polish border, Laime’s story was a great impact for further travel adventures. Laime was the first to find the way to Angel Falls by foot, and he also gave the name of the river that forms it – Rio Gauja. It goes without saying that the story of Aleksandrs Laime is impossible without the story of Angel Falls.
But there is another very important person who is very closely connected with this place – it is the aviator Jimmie Angel, after whom the waterfall is named. Jimmie Angel was the first westerner to spot the falls by flying over in an airplane. He crashed trying to land it on top of a waterfall mountain and became famous for his rescue story of eleven days searching for a way down a vertical mountain. Laime, on the other hand, was the first to climb to the top of the waterfall and find the wreckage of Jimmy’s plane 18 years after the accident. In real life, these two gentlemen do not seem to have met, but Laime must have known about Jimmie’s adventures and they inspired him to new discoveries.
So we come to the composition of my drawing – Aleksandrs Laime in the center, Angel Falls in the background and Jimmie Angel’s plane above it. I’m kind of sloppy with the chronology, because when Laime arrived in Venezuela, Jimmie’s plane had been rusting on the top of the mountain for quite some time and he was dreaming of the National Museum of Caracas. But I wanted to give the picture a more positive mood, so I chose to depict the moment when Jimmy is still flying over the waterfall in his plane.
Two outstanding personalities, two most interesting destinies intertwined around a natural pearl – the highest waterfall in the world.”
In 1970 Venezuelan Air Force removed Jimmie Angel’s airplane El Rio Caroni from Auyantepui in pieces and reassembled it at the Venezuelan Air Force Museum in Maracay, Venezuela.
How and why the Italian supercar manufacturer’s attempt to create a “global” Ferrari remained misunderstood.
Everybody loves Ferrari. The photoshoot of the 1985 Nero or the black Ferrari Mondial 3.2, on the premises of the transport and logistics company Kurbads took longer than expected, partly because of an unusual find. During the inspection of the car, a case was discovered with a mysterious oval brass plaque engraved not only with the name of the car, but also with the heraldic coat of arms and the serial number. What is it?
The only one in its class
The Ferrari in Kurbads care represents one of a total of four generations of Mondial launched between 1980 and 1993, the model’s mission being to replace the successful Ferrari 308/208 GT4. Every Ferrari model is unique in some way, and the Mondial is no exception. It became the last Ferrari to feature a mid-mounted V8 engine while implementing the 2+2 seating formula. Four-seater cars with the engine in the rear are generally rare. The Mondial is the only Ferrari in which engines have been installed both transversely and longitudinally within the same model over time. Moreover, the latter retained the 90-degree gearbox position – a 20-year-old Formula 1 solution at the time, which is why the latest generation Mondial earned the nickname “t” or “transversale”. The Mondial became the first Ferrari to feature not only power steering and brakes, ABS and electronically controlled damper units, but also the first Ferrari in which the steering wheel could finally be adjusted like in a normal car, instead of using a spanner. All generations of the Mondial, except the very first, were also available as convertibles, whose sales matched and in some places even surpassed those of the closed coupé. After all, in 1988, Pope John Paul II himself was driven around the Fiorano circuit in an open Mondial. And yet the Mondial became the “non amato” or unloved Ferrari. Perché?
Growth difficulties
In the true spirit of Vittorio de Sica’s cinematic masterpieces, the Mondial was born at a difficult time for its owners. Ferrari had just received a nasty blow to its confidence and business in the form of stricter emissions and safety requirements in the most important market outside Europe, the USA. The Enzo Ferrari-led firm even had to temporarily suspend exports of its hellish V12 models to the land from which the dollars of wealthy enthusiasts flowed in a generous stream. History has shown that even a supercomputer, after inputting the necessary parameters, can give, if not absurd, then not very successful recommendations for solving the problem – what to ask of the “analogue” Maranello engineers, who had to reckon with the Fiat Group’s ever more insistent desire to control the processes of a shaky horse in a proud principality. The result of this ungrateful task was a car that was too wide, too heavy and too weak, and with ugly “safety” bumpers that seriously damaged the design of Leonardo Fioravanti, the talented Pininfarina stylist and designer of several Ferraris. If any linguist is tempted to replace the “bumpers” with “rear bar” at any cost, the Mondial 8 did have them. At the same time, the cleverly designed, seductive air intakes on the sides and front bonnet harmonised perfectly with the Mondial’s silhouette and the vertical rear glass surrounded by the wide roof pillars.
The car’s 2.9-litre engine produced just 214 hp (from 8 cylinders!), giving a measly 9.5 seconds of acceleration (other sources say as little as ten seconds) at a curb weight of 1400 kg – a disappointment for fans and an embarrassment for the designers. The reputation of the “low calorie” Ferrari was not improved by the fact that the Ferrari 308 GTB, which was both prettier and faster, was still produced alongside the Mondial. And the Porsche 930 Turbo (then 911 Turbo), which had 300 horsepower, was USD 25.000 cheaper on the US market, and those were 1980s dollars.
The Mondial 8 managed to pull through to just over 700 units before being hastily replaced by the Mondial QV or Quattrovalvole. Four valves per cylinder improved the car’s dynamics by two seconds, which was already some progress. After 3 years, 1164 Mondial coupés and 629 convertibles (anno 1983), the Quattrovalvole left the scene to make way for our Mondial 3.2.
The newest will be the first
The Ferrari Mondial 3.2 made its debut in 1985 in Germany at the now defunct Frankfurt Motor Show. The most significant innovation, as in the parallel production Ferrari 328, was a larger 3.2-litre V8 engine with 270 hp. It would be appropriate to point out here that the Mondial also marked the abandonment of the capricious Weber carburettors, the switch to electronic fuel injection, etc. This was often the cause of failures and, consequently, tasty bait for the Mondial’s many critics. The press at the time was hung up on the Mondial, calling the Mondial 8 “the worst Ferrari ever”, which was harsh, or even “the worst car in the world”, which was of course an exaggeration. The scepticism of the experts was justified, but it literally made the good qualities of the car black and white. The cabin, with light-brown Connolly leather, was more comfortable and more spacious than the outdated 308 and Dino. The sound of the engine in any generation Mondial was, and still is, fantastic, and closing the gears with a long, curved lever moving across the iconic open console is an experience that few can match in the world of sports cars. To make the car lighter, the bonnets were made of aluminium and the doors of fibreglass. The Mondial bodies were made in Maranello “just across the street”, at the body company Carrozzeria Scaglietti, today owned by Ferrari and specialising in aluminium bodies Initially, the Mondial was even fitted with the so-called European diameter Michelin TRX tyres with an inner diameter of 390 mm, but soon Ferrari switched to the more widely used inch system. Forty years ago, the eight-cylinder Ferrari had the same front tyre size as the standard family hatchback – 205/55 R16. The rear tyres were slightly larger, 225/55 R16. The Mondial 3.2 was fitted as standard with electric window lifters, a modern instrument panel and air conditioning, which mostly worked, but the coupé was never rid of the fame of the hatchback boy. The supposedly promising 3.2 turned out to be produced in just 987 coupé and 810 convertible units before the reins were handed over to the fourth and final edition of the Mondial t at the turn of the 1980s–1990s. And that’s what makes the Mondial 3.2 today a rare and therefore collector-interested Ferrari, and (for now) affordable. After all, the Mondial was also the cheapest Ferrari in the 1980s.
Many columns, essays and pamphlets have been written about the Mondial’s difficult youth. The common conclusion is that exclusive sports car buyers, and the world in general, were not ready for a gran turismo car from Ferrari in the 1980s. “More touring than speed?” – it can’t be a real Ferrari!! The Mondial, with its child seats in the back, elaborate retractable roof, safety structures and comfort features, was the first tentative attempt to make a supercar for families or, if you like, for the people. Even the model name – a rare departure from Ferrari’s usual three-digit system – symbolised the kingdom of Enzo’s intention to create a “global” Ferrari, as that is how “Mondial” translates from the French.
Although the Mondial lacked power and speed, it was suitable for long and safe cruises at high speeds, which meant that the Ferrari owner would end up on the shores of Lake Como or San Francisco Bay with his friends, rather than in the morning paper. With each successive generation, the Mondial became lighter and more powerful, culminating in the Mondial t. But it was the 1990s, the world was flooded with money, the public was clamouring for faster and more extreme sports cars, and 300 hp was no longer beginner’s power in the supercar league. In addition, Mondial was not exempt from curious defects and purely constructive slackness until the end of its career. This is most vividly illustrated by the comment of a Mondial owner who never got to open the sunroof of his car because “[…] they were not set correctly, so opening them could ruin the paint”. Divine, isn’t it?
All in all, Ferrari’s planned risks over the 13-year period did pay off, with a total of around 6,000 Mondial sold, which is a lot for a small-series sports car firm. Because of the Mondial’s nasty attitude in its youth, current examples have not managed to become as illogically expensive as other Ferraris. By historic car standards, the Mondial is relatively simple to maintain and repair. The Mondial 3.2 with all the major units attached to a single subframe is the frontier. The Mondial t is structurally already less repairable, but in any case one of the last Maranello products that you will be able to service yourself in your own garage. The Mondial 3.2 is a good and relatively cost-predictable way to get a real Ferrari in there, without having to sell the rest of the house at auction in exchange for this lifetime achievement.
The proof of the Mondial’s place in Italian automotive history is the oval plaque on the car in the picture, which certifies the car’s registration with the Automotoclub Storico Italiano, or Italian Historical Automobile Club Our Latvian Antique Automobile Club (LAAK) counterpart in Italy is a grand organisation with 150,000 members in 300 affiliated clubs And the neat plaque that historic cars are allowed to display on the outside (Mondial probably failed for aesthetic reasons) is, among other things, proof of the tax breaks that apply to ASI cars.
Transporting supercars is a responsible task
Supercars are very low, powerful and expensive, so transporting them requires experience and skills, which Kurbads car carrier drivers certainly have. Otherwise, why would a Latvian company be entrusted with transporting not one, not two, but several dozen of the latest and most historic supercars from their destinations to their owners’ home countries? The Gumball 3000, the Monte Carlo Rally, the Jan Kalmar Beyond Adventure events are just a few examples. Kurbads has also been the main transport partner of Gran Turismo Events for several years. In August 2022, members of the Kurbads team travelled to Italy to join the Gran Turismo Verso Maranello 2022 tour closing event. Upon reaching the tour destination, the participants want to relax after the exciting journey of many kilometres, and return by plane. Kurbads takes care of the return of their exotic vehicles home to Scandinavia. The purpose of the trip to Maranello was to get to know the participants better and to better understand the solutions that Kurbads can offer to the rally organisers and participants. The atmosphere of the event, the striking vehicles, as well as the observations and insights of the Kurbads car carrier drivers can be seen in the attached video: https://youtu.be/be6W4_2_vpc
When the autumn leaves in the trees were just starting to turn yellow and red, the Kurbads collective initiated the new 112th car carrier on which is portrayed the officer and colonel of the Latvian riflemen – Frīdrihs Briedis. Although the 112th car carrier has been already carrying Colonel Briedis through European highways for quite some time now, we would like to tell you the colonel’s story on November 11 – Lāčplēsis Day. We form our philosophy in such a way that we honor Latvian heroes and mythological legends every day, but there are days when we are more aware of the victory’s price of Latvia’s freedom. Also in the initiation rituals that we perform when we send a new trucker on his first flight, is the time we meet our heroes, our roots and our common values - freedom, respect, purpose and fighting spirit.
🌟 Folklorist Inese Krūmiņa – the leader of car carriers initiations, tells more about the initiation ritual: “Everything new is well forgotten old, because in ancient times no serious event was carried out without initiation. The Kurbads collective has also had its own characteristic rituals for a long time – consecrating new things. Even though they are more oriented towards men and men’s activities, the participation of ladies in them is not missing either. While the men share their power in the bear dance – the ladies, whose intention is to beautify the world and this life, actively participate in the decoration of the branched cross – the fire cross. In the bear dance, the men received energy from each other, which was transferred to the main bear himself and he adding this energy passes it on to the car carrier. May it go smoothlyand may it always be in the right place and time.”
🧷 In his real name Fricis Brēde or Frīdrihs Briedis, born on February 7, 1888 in Lovaža Parish, Polotsk County, Vitebsk Governorate. He also started school in his native – Lovaža. Returning to Daugavpils in 1906, he entered the St. Petersburg Vladimir military school. Because of his outstanding tactical abilities, he was appointed sergeant major in his senior year. He was wounded several times while participating in the battles of the 1st World War. He did not seek loud fame, he did not seek great political moves, but he did his strategically important work perfectly and he taught people to get behind him. Self-sacrifice, steadfast character, heroism in battles and ideological conviction – these are the features that characterized Frīdrihs Briedis. He had a spirit and an unyielding will. The colonel is widely known for his personal leadership of reconnaissance, as well as his strongly disapproving attitude towards the archers leading ideology of the time. His fighting spirit and steadfastness lived on for a long time in our archers and generations of generations.
“It’s worth remembering for everyone nowadays – “Colonel taught not to put your head over the motherland, but to win the battle”. And we cannot know how important it will be to each of us today…” – Inese Krūmiņa.
📌 The Kurbads 112th car carrier has been entrusted to the long-time Kurbads driver – freight forwarder Jānis Kārkliņš.
The author of the design is our inimitable artist, creator of the overall visual concepts and images – Alfreds Paulausks.
In honor of freedom fighters and defenders of the homeland, let’s light candles, remembering and commemorating our heroes on Lāčplēsis Day. ⚔️
#pulkvedisbriedis #kurbadsinitiation #kurbadtransports #carcarrier #lāčplēsis #lāčplēšadiena #heroes #latvia #history #112
Dream convertible with bizarre doors on Kurbads car carrier – Lincoln Continental Convertible.
Have you ever wondered where and when originated the warning messages on the dashboards of modern cars? For example “door ajar” or “door open” is often found in American vehicles. According to one of the versions such a signal lamp was installed for the first time in the Lincoln Cotinental because in the 20th century, in the early 1960s the popular rear suicide doors before the Second World War returned to the fourth generation. In the course of their unauthorized opening there would be a danger of more than a purse falling on the street, so the cars were equipped with a warning that was later also widely used in other brands of cars.
The history of the Lincoln Continental is also largely known as the history of Ford Motor Company’s luxury cars. Since 1940 “Lincolns” have experienced ten generations of models and the journey of life which was interrupted several times and lasted a total of 55 years, ended only two years ago in 2020. As an innovative and prestigious model the Lincoln Continental became not only the first, but also the last car in the US automobile industry with rare design features. The Lincoln model we reviewed is said to be the last four-door convertible.
The fourth generation Lincoln Continental (1961 – 1969) was created under not very favorable conditions. The luxurious and expensive models of the 1950s had caused Ford colossal losses. Therefore, it was decided to eliminate the overly branched model range which had a lush growth of technically similar, but unprofitable models of various Mark series. At the same time, the privilege of Continental as a separate brand from Lincoln was abolished. The 1950s when the Continental Mark II was the most expensive production car in the US, costing the same as a Rolls-Royce Silver Cloud, were gone. The Mark sub-brand was destined to return in the 1970s with the cult model Mark III, but no one thought about it during the major redesign of the Continental.
In place of the old post – war design, smaller, more angular, however more contemporary designs came. The reason for the sharper stance of the Continental was that one of the models of the new Ford Thunderbird design was chosen as the leitmotif of the new design. As a four-seat convertible, it was considered the first post-war American open-top sedan and gained particular attention after US President Lyndon Johnson was spotted driving to church in one. Presumably, he wasn’t late, as the only engine available was a 7-liter V8 which was later enlarged to 7.6 liters, making it the largest engine ever installed in a Ford Motor Company passenger car. Power increased accordingly from 320 to 340 horsepower.
With a standard price of $6,449 the Lincoln Continental convertible was one of the most expensive cars of the time in the US and some extras, like air conditioning, still had to be paid for. And returning to US presidents, the car in which John Fitzgerald Kennedy drove on the fateful morning of November 22, 1963, in Dallas was also a converted Lincoln Continental convertible. Amazingly, the infamous car which was extended, equipped with a telephone and a specially raised rear seat, but not at all armed, remained in the service of the office of the President of the United States until 1977. The sleek convertible with the “reverse” doors is also featured in the HBO series Entourage.
The fourth-generation Lincoln Continental was an avant-garde model not only because of its design and reverse rear doors. Although it was possible to open the rear doors even when the front ones were closed (provided by a half-cut B-pillar), the glass had to be lowered for this purpose. Relying on the customer’s skill and understanding, Ford engineers built a system that automatically lowered the glass as soon as the outer or inner door handle was pressed. Nowadays, frameless door glass, which automatically lowers and rises again by a few centimeters when the door is opened is a matter of course whereas in the sixties it was a technical hit. An equally unusual invention was the height-adjustable steering column because at that time the height of the steering wheel was mostly only changed “by angle”, that is with a pivot behind the steering wheel. All Continental convertibles were equipped as standard with an electric sunroof. If this seems like an obvious feature of an American luxury car, then electric windows and electric front head restraints – not always. The mechanism for lowering and raising the roof is equally impressive. It is adapted from the Ford Skyliner hard folding roof and occupies the entire trunk. The lid folds to the rear during the lowering process and is accompanied by a special folding extension that covers the rear of the car when the roof is down. This operation is so complicated that several videos on the YouTube channel are dedicated to it.
In the 1964-1965 model year the car saw its first major facelift, followed by another a year or two later. But the heyday of the Continental convertible was over. Having become the first four-door convertible since the Second World War in 1967 the impressive Lincoln lost public interest. Continental customers were keenly interested in the two-door Lincoln “hardtop” that debuted in 1966, which was also lighter and faster than the convertible. Four frameless doors and a retractable roof required such serious body strengthening that the Lincoln Continental ended up weighing nearly 2.6 tons with extras, making it among the heaviest Ford Motor Company passenger cars ever. The complex and therefore expensive production process of the convertible and the ever-increasing safety standards made it unprofitable to keep the extravagant vehicle in the Lincoln lineup. However, it has a good reputation in classic car circles because, despite being brutally gluttonous and large it is so enjoyable to drive that many owners even drive a Lincoln Continental to the office on a daily basis. Spare parts are also not a problem, and a lot of information about this car can be found on the Lincoln and Continental owner’s website https://lcoc.org
Moller Baltic Import SE has been the main partner of KURBADS for more than ten years. Thanks to this cooperation, we have set the highest quality standards for ourselves and the car transport and logistics industry in the Baltic States. Together with Moller Mobility Group, we have reached several new milestones in the company’s development, and we are proud to announce that we will continue our cooperation with Moller Mobility Group for another five years. We are grateful for the opportunity and hope to achieve new goals together!
For the next five years, the car transport and logistics company Kurbads will be responsible for the direct deliveries of Volkswagen and Audi cars from the factories to car dealerships in the Baltic countries.
🔥 Car carrier Nr 111 has been initiated! 🔥
👏 Under the leadership of folklorist Inese Krūmiņa, the traditional inititations of the car carrier were held, this time with the participation of men from the folklore group “Vilkači”, chanting the launch of the new truck.
🦸♂️ As usual, the cabs of the new trucks are decorated with Latvian signs of strength and the big cabs depict legends, inspiring personalities, important fighters, whose values and vision go hand in hand with the values of Kurbads.
This Mercdes-Benz Actros is also equipped with a large cab, following European trends to provide greater comfort for long-distance drivers. The dimensions of the cab also allow us to express ourselves visually.
🏆 Gints has proven itself in working with exclusive and sports cars, which in most cases are much wider than other cars. Gints also stands out with his dedication, desire to constantly develop and get involved in the growth of Kurbads, so the new truck was handed to him.
⚡️It is significant that the side of the 77th truck depicts the Latvian hero – Colonel Oskars Kalpaks, with whom Gints had already driven hundreds of thousands of kilometers. And it is Oskars Kalpaks who is the first to be used again on a new truck – the 111th.
🚍 Kurbads offers jobs for both inexperienced drivers (CE category and code 95 is a must) and drivers who have driven other types of trucks and want to develop their skills. Accompanied by professional instructors, we will train you to work on a car-carrier.
📞 For more questions and further communication — +37122368141, sintija.berzina@kurbads.lv
🔥 Kurbads 110th truck initiated with the Latvian sign of strength — “Krupītis” (toad). 🔥
The 110th car carrier has joined the fleet as the third new truck this year – its cabin is decorated with the well-known “Krupītis” in Latvian mythology.
The toad is a mysterious and majestic sign. It both means a fruitful connection, a sign of life, and it also depicts connection with the subconscious and intuition. A symbol of prosperity and welfare. 🐸
In the ritual, as usual, men performed the traditional bear dance and created a single wave of power, which was handed over to a Mercedes-Benz truck, while the ladies created knots on the wooden sign, wishing the car good luck on the upcoming travels. ✨
This is already the 24th truck, the sides of which are decorated with one of the Latvian symbols of power. Kurbads started this tradition in 2016, when the first Mercedes-Benz Actros truck joined the fleet and a story about these signs was started as part of the company’s rebranding. So far there are 16 different signs on trucks, some of which are being used on more than one car-carrier. In total, the Kurbads fleet consists of 32 trucks with these distinct designs. But more on this — very soon! 🕰
🚍 Kurbads offers jobs for both inexperienced drivers (CE category and code 95 is a must) and drivers who have driven other types of trucks and want to develop their skills. Accompanied by professional instructors, we will train you to work on a car-carrier.
📞 For more questions and further communication — +37122368141, sintija.berzina@kurbads.lv
Car transport and logistics company “Kurbads” continues to renew and expand its fleet. This time, the fleet is complemented by a new truck equipped with a large driver’s cab for added comfort. “Kurbads” knows that in order to ensure a consistently high quality of service to its customers, it is very important to ensure comfortable working conditions for its drivers.
Every new addition to the fleet does not do without the initiation that has already become a tradition so that the road of the new truck will be long, safe and good. The initiation event is also the moment when all the people of “Kurbads” together for the first time can fully see the hero or legend depicted on the cab – the story that this time has earned a place on the truck and its further telling to the world.
The new Mercedes Actros truck has character, and therefore it has been given the appropriate legend and story as another proof that Latvians are everywhere. Arvīds Blūmentāls will be better known to the wider world as Crocodile Harry or the crocodile hunter, or, in the Hollywood version, in the incarnation of the film Crocodile Dundee. “Eventful” would be the most appropriate way to describe his life, and his photo should be in the dictionary next to the definition of the word “adventurer.”
Arvīds Blūmentāls was born in Dundaga in 1925 but emigrated to Australia in 1951 after World War II. He arrived in North Queensland in 1956, whereas a new occupation and later a profession, Arvids began hunting and selling crocodiles. The dangers of crocodiles are well known to all, so crocodile hunters have often become celebrities throughout Australia, known for their courage and skills. His adventures and hunter’s stories are part of Australian “bush” folklore. Blūmentāls documented his adventures in the books “Latvian Crocodile Hunter in Australia” (1957) and “Long After the Sun” (1958). He is said to have caught at least 10,000 to 40,000 crocodiles during his career as a crocodile hunter. Arvīds Blūmentāls also served as the inspiration for Paul Hogan’s Crocodile Dundee film franchise in the 1980s. He later moved to the world opal mining capital of Coober Pedy, and became an opal hunter, setting up his legendary underground home which is also seen in the 1985 film Mad Max Beyond Thunderdome. Arvīds’ legend grew throughout Europe thanks to dozens of documentaries, including the 1995 Harry the Crocodile, which strengthened his cult status in Latvia, and the mention of Lonely Planet Australia gave Arvīds a steady stream of visitors. Arvīds Blūmentals died in 2006 at the age of 80, but his spirit and legend continue to live on.
Kurbads 109th carrier is handed over to Māris Labarevics, who is also from Dundaga. “Confidence, determination and competence are the words that characterize Māris as a driver. Maris received the Best Driver 2021 award and has proven himself in the “Kurbads” team and in the fleet,” says Toms Hartmanis, Kurbads logistics manager.
More about how Crocodile Harry surprisingly came into Kurbads sight and on the big truck cabin watch in our latest video!
More photos on Kurbads Instagram!
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