Romanian SUVs, created on the basis of the GAZ-69 design, eventually moved away from their progenitor and even butted heads with UAZ products in foreign markets… After the end of World War II, when the socialist camp was formed, some countries, now friendly to the Soviet Union, continued to create an automobile industry , based on Soviet developments and technologies. After all, in these countries industry was previously weak, in others it practically did not exist. The first Romanian SUV IMS 57, made semi-custom In Romania, in the city of Brasov, they began to produce Steagul Rosu (Red Banner). ) trucks, abbreviated as SR, are Soviet ZIS-150. But with passenger SUVs, everything happened completely differently. A plant appeared in the city of Campulung Mushel, which gradually expanded the production of spare parts for our GAZ-69, which had been produced in Gorky since 1953, and in Ulyanovsk since 1956. Such vehicles served not only in the Soviet army, but also in the Soviet army. also in the armies of many socialist countries. Including the Romanian one, gradually increasing the range of components, the Romanian plant decided to switch to independent production of an analogue of the Soviet SUV. Without an official license, technical documentation and Soviet technology. Soviet GAZ-69, which became the model for the Romanian IMS. The first model, called IMS 57, which appeared in 1957, was similar to our “goat”. But the body panels were noticeably different, as they were forged by hand on wooden blanks. In order not to copy the Soviet engine, MAS’s own engine was installed on the car. With a volume of 3.26 liters and a compression ratio of 4.6, it developed only 50 liters. S. GAZ-69 was equipped with a 2.1 liter engine producing 52 hp. s., with a compression ratio of 6.5. The Romanian engine was more primitive, but unique. An interesting feature of the IMS 57 was the manual drive of the wipers. ARO M461 in military version and with hubcaps Two years later, when about 1,500 vehicles were produced in Romania, the SUV was modernized. The car called IMS 59 (1959) received an electric windshield wiper motor, an updated suspension and an increase in hp to 56. C. engine Production was already of a very industrial nature, and Romania refused to purchase the GAZ-69. Soon the IMS M59B version received a new engine. The four-cylinder unit made up half of the V8 engine of the Karpaty (Karpaty) truck and, with a displacement of 2.5 liters, already developed 70 hp. C. ARO M461S in the export version The GAZ-69 engine was significantly weaker. True, a version of the GAZ-69AM was produced for export with an inferior valve engine, like the base one, but with a volume of 2.4 liters. With a compression ratio of 6.5, the engine developed a power of 62 hp. s., and the version with a compression ratio of 7.2 – 66 liters. S. An even more important difference between the Soviet jeep and the Romanian one was that the all-wheel drive, like the GAZ, Romanian IMC did not have a gearbox. To install the new engine on the M59B IC, the front axle was changed. moving the gearbox to the right, as was the case on the GAZ-69, to the left. Having barely released the 1959 model, Romania was already preparing the next modernization of the car. The late export ARO hardtop IMS M461 was planned for release as early as 1961, but entered production in 1964. We upgraded the suspension, changed the frame, fuel tank and rearranged the battery. The roof remained canvas, but the doors received steel frames and normal windows, new direction indicators and solid glass appeared. The next version, which appeared in 1969, was called ARO (in simple terms: cars from Romania) and the index M461C. The base engine remains a 2.5-liter 70-horsepower engine. The cars were already equipped with four-speed, rather than three-speed, as on the GAZ-69, gearboxes. Versions with Indenor Peugeot (2.1 l, 62 hp) and Perkins (2.5 l, 71 hp) diesel engines installed at the factory, and not by exporters, were already offered for export. The Soviet UAZ-469 went into production in 1972. APO exports, which began in 1965 from China and Colombia, grew rapidly. Soon Romanian cars began to be offered in many countries around the world. Thanks to the plant’s efforts to adapt machines to the requirements of foreign markets, things went very well. The plant easily changed lighting equipment to suit the requirements of individual countries, even offering cars with a hard top. Now ARO has become a real and quite serious competitor to our GAZ-69, although it was more expensive. In the early 1970s in Germany, a GAZ-69M with a 2.4-liter export engine cost 9,000 DM, and a similar-looking ARO 461C cost 9,700 DM. The final version of the ARO M473 was produced from 1973 to 1975. already with a new engine, which was installed on the following models of the ARO 240 family. The 2.5-liter four-cylinder unit already developed 80 hp. S. Our GAZ-69, which retained almost all the “stuffing” of the 1950s, was discontinued three years earlier, in 1972. But incomparably more Soviet SUVs were made than Romanian ones: almost 600 thousand in Ulyanovsk and another 73 thousand in Gorky. The Romanians built only about 80 thousand cars. However, for a small country this is quite a lot. ARO 241 – base car of the new generation, 1972. In 1972, our UAZ-469 and ARO 240 family were released at the same time. Our SUV received a new, improved valve engine with a volume of 2.45 liters and a power of 72 hp. C. The ARO engine was more powerful: the 2.5-liter unit developed 80 hp. V. The cars’ transmissions were similar: plug-in front wheel and reduction gear: for the UAZ-469 – 1.94, for the ARO – 2.12. But on the Soviet SUV, the four-speed gearbox initially had synchronizers only in 3rd and 4th gears, while the Romanian unit was fully synchronized. A very important difference was the ARO front suspension – independent leaf spring – a rather rare solution for an SUV of that time. UAZ retained traditional springs. Export ARO 244 from Canada But the main thing: in Soviet times, the UAZ-469 was produced with one body: with an awning, four doors and a canvas roof. Hardtop cars are still prototypes. The ARO family was based on a two-door car with a canvas top, but there were versions with a removable hardtop and other bodies, up to a five-door station wagon. Soon, optional engines began to be offered for the Romanian. cars. Already in 1974, Perkins diesel engines were installed in a small number of cars. Soon they began to use their own diesel engine, albeit a modernized tractor with a displacement of 3.1 liters and a power of 68 hp. S. Well, later, various imported engines began to be installed on Romanian cars. In particular, Peugeot 2.5 liter naturally aspirated diesel engines with a power of 75 hp. C. and with turbocharging – 95 liters. s., Italian VM, developing 101 hp. S. ARO was also equipped with imported gasoline engines: a 120-horsepower Chrysler and even a 140-horsepower Toyota. It was the variety of trim levels that contributed to the fairly wide export of Romanian cars to various countries. UAZ-469 had its own history, including export. The car was updated very slowly, but Soviet SUVs were actively modified in Italy, and then in other countries. The paths of the domestic and Romanian brands never crossed again. Although the ARO brand still played its role in the domestic auto industry. Already at the beginning of the 21st century in Cherkessk they tried to establish the production of Derways SUVs on a Romanian chassis. But this failed project is a completely different story…
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