v o l g a n e a g r a

Multumesc... / Thank you...

2012-02-07T11:30:00.002Z

Astazi am intrat pe pagina cu statistici si hop, aflu ca acest blog a fost citit de 100,000 ori. Si in Romania, si peste hotare, in cele mai ciudate tari... Deci trebiue sa va multumesc, dragi cititori, pentru interes, pentru comentarii, si pentru ideile voastre pentru articole.

Daca aveti idei in plus despre ce vreti sa cititi, scrieti-mi, sau ca un comentariu, sau la blackvolga@googlemail.com.

Multumesc din nou, si vizionare placuta in continuare!

Today I had a quick look on the stats page and it turns out this blog seems to have been read a hundred thousand times. In Romania, but also abroad, sometimes in the most bizarre countries... So thank you, dear readers, for your support, interest, comments, and ideas.

Any more thoughts about what you'd like to read about, just drop me a line, either as a comment or on blackvolga@googlemail.com.

Thank you once again - and happy reading for the future!

Moartea unui Renault Dauphine Gordini / Death of a Renault Dauphine Gordini

2012-01-31T20:48:00.004Z

Aceste poze au fost puse cu mandrie pe site-ul primariei Sectorului 2. Arata ultima calatorie a unui Renault Dauphine, zis Gordini pe piata romaneasca. 3,000 exemplare au fost importate oficial in anii 60, fara discutie mai multe au ajuns prin alte metode. Astazi calcul ca mai sunt in viata vreo suta, din care marea majoritate in stare proasta.

Masina din imagine nu rulase de mult si desigur, ocupa un mult ravnit loc de parcare bucurestean. Nu era intr-o stare extraordinara, aceste masini ruginesc si nu au cotatie enorma. Totusi nu putem trece peste faptul ca ce a fost odata piesa comuna pe strazile patriei a devenit rara avis. La un eveniment de masini de epoca (sau chiar pe strada) ai usor mai multe sanse sa vezi un Mustang sau un Cadillac decat o masina, cum se spune in limba engleza, de "bread and butter". Nu pot sa nu regret faptul asta, mai ales ca, pentru mine cel putin, farmecul masinilor vechi este unul nostalgic, si noi nu prea am crescut cu Cadillac in curte.

In plus, nu pot sa nu regret bucuria cu care siteul a semnalat distugerea acestui Gordini - mai ales ca, in aceeasi serie de ridicari, s-au luat (si, punct important, de multe ori fara sau chiar impotriva acordul proprietarilor) alte masini precum doua Opeluri Olympia P2, un Ford Taunus, un Rambler Ambassador, un Lastun, doua Saaburi clasice si o mana de Dacii 1100. Trist.

These photos were displayed with much prode on the website of the Bucharest Sectory 2 mayor. They show the last journey of a Renault Dauphine, sold in Romania as the Renault Gordini. 3,000 of these were officially imported in the 60s, with several more making their way over by other means. These days, I estimate about a hundred have survived, most of them precariously.

The pictured car clearly hadn'd been driven for a long time and was probably occupying a much-needed parking space. It didn't look great; Dauphines rust notoriously; restored, the value's not great. Yet I can't help but feel sad. This car, once common on Romanian roads, has become a rarity. At a show (or even on the street), you're far likelier to see a Mustang or a Cadillac than a bread-and-butter model such as this, which is a great shame because, to me at least, a great part of the charm of old cars is the nostalgia value, and, bluntly, we didn't exactly grow up with Cadillacs.

Again, I am saddened by the glee with which the demise of this old Renault was presented on the website. Esepcailly so because, alongside it (and, crucially, many without or against the owners' wishes) other cars met their end, including two Opel Olympia P2s, a Ford Taunus, a Rambler Ambassador, a Lastun, two classic Saabs and a handful of Dacia 1100s. A shame, that.

Acum 90 de ani / Ninety years ago

2012-01-29T21:31:00.003Z

Recent pe okazii a aparut aceasta carte postala, care se spune ca ar fi circa 1920, aratand un superb automobil in Olanesti. E una din cele mai detaliate vederi din Romania cu o masina. Marca imi e necunoscuta dar pare a fi un phaeton de prin 1910. Din pacate vanzatorul vrea 80 Euro deci nu va face parte din colectie!

Recently, on the okazii auction site, this splendid postcard, apparently circa 1920, with a vintage car in Olanesti appeared. This is one of the most detailed shots of a car on a Romanian postcard of that era. The car itself is a mystery but looks to be a circa 1910 phaeton. Sadly the owner wants 80 Euros for it so I won't be buying!

Chevroletul nemuritor / The Chevrolet that refuses to die

2012-01-26T23:55:00.008Z

Multi dintre voi probabil cunoasteti siteul "vanatorii de epave", vanatoriideepave.3x.ro . Pozele de acolo, majoritatea facute in zona Craiovei acum peste zece ani, sunt de-a dreptul spectaculoase si arata ce fel de masini interesante existau chiar in provincie in acei ani. Chiar si antebelice. Bine inteles, majoritatea sunt fier vechi dar recent s-a redescoperit un Chevolet din 1937. Masina se gaseste de vanzare pe un site britanic. Dupa numarul de Oltenia nu a circulat dupa 1966, si vizibil conditia s-a deteriorat dupa anii 90 cand a fost fotografiata. Totusi, e bine ca a supravietuit si, cine stie, poate se va si restaura. In Romania mai sunt cel putin 5-6 Chevroleturi din 37-39, majoritatea in stare precara desi unu, in Tecuci (GL99POD), e restaurat intr-un mod destul de rudimentar.

Many readers may be aware of the "Wreck Hunters" website, vanatoriideepave.3x.ro . Most of the photos there were made in the Craiova region over ten years ago, and provide a fascinating snapshot of the spectacular vehicles existing in the Romanian provinces at that time - even pre-war vehicles. Unsurprisingly, most of the cars have disappeared, but recently, a 1937 Chevrolet was rediscovered on a British website. Jusging by the Oltenia plate it has not been driven since at least 1966, and the condition is visibly worse than when it was photographed in the mid 1990s. However, it has survived and may perhaps get a new lease of life. In Romania there are at least 5 or 6 other Chevrolets from the 37-39 generation, most in precarious condition but one, in Tecuci, restored, albeit rudimentarily.

Tuning anului 1988 / Tuning from 1988

2012-01-20T22:41:00.005Z

Per total, in Romania anului 1988 masinile nu se modificau foarte frumos. In cel mai bun caz proprietarii puneau fel de fel de birizbrizuri pe Daciile lor personale: beculete, perdelute, diverse instrumente de bord, o gramada de chestii care nu prea ajutau cu nimic. Antebelicele inca se "modernizau" cu fel de fel de piese luate de pe modele romanesti sau sovietice. Uzina Dacia si fel de fel de service-uri incercau sa faca din biata Dacie Sport un Porsche sau poate un BMW M3. Pana si uzinele TV din Bucuresi au facut o serie de TV-uri tunate pentru brosuri vestice. Deci am fost uimit sa vad o poza in revista Autoturism cu o masina extrem de rara in Romania anilor 80: un Audi 50. Audiul 50 era o versiune de lux a Volkswagenului Polo. Nu s-a vandut bine deloc si dupa 4 ani si 108000 exemplare s-a retras de e piata. Banuiesc ca apartinuse unui student strain ; intr-adevar, multe masini simiplare deveneau epave, nefiind posibilitatea de a procura piese necesare. Oricum, a fost salvata si modificata, rezultatul, in parerea mea, aratand chiar OK. Presupun ca in Clujul anului 1988 facea furori!

By and large, in 1988 in Romania cars were not being well modified. On locally-made cars, each owner strove to imprint his personality on it: extra lights, curtains, dashboard instruemnts, and a vast array of other useless things found their way on the unsuspecting cars. Pre-war vehicles were still being "modernised" with whatever bits coul be cannibalised off Romanian or Soviet cars. The Dacia factory, and various workshops, tried to make the poor Dacia Sport into a Porsche or a BMW M3. Perhaps most ridiculously, even a tarted-up series of TV light vans was made, for use in Western brochures. Therefore, I was astonished to find in the Autoturism magazine a photo of a very unusual car to find in Romania at that time: an Audi 50. The Audi 50, basically a deluxe version of the VW Polo, sold badly and was quietly withdrawn after 4 years and 108,000 examples. Probably this one belonged to a foreign student and, like many Western cars, was abandoned when parts became too much of a difficulty. But it was saved and modified and, to my eyes at least, looks pretty good. At any rate, at the time, I bet it caused a stir in its native Cluj!

Camping in Romania, 1975...

2012-01-18T08:18:00.002Z

... Nu doar pentru parliti!
... Not just for poor people!

O sovietica peste hotare / A Soviet Abroad

2012-01-16T22:54:00.003Z

Nu numai romanii plec peste hotare! Acesta Pobeda se afla intr-un sat italian. Inca este intr-o stare decenta de conservare, numai stopurile de TV fiind semnele exteriorare de o viata in Romania. Dupa numere, emise prin 1985, inca circula in anii 80. Intr-un fel e pacat faptul ca 99% nu mai va vedea meleagurile romanesti, mai ales cand e probabil cel mai bine conservat exemplar de Pobeda Mk1 inmtriculat in tara. Pe de o alta parte, banuiesc ca va fi restaurata in Italia, iar daca ramanea in tara cine stie in ce hal ajungea. In Romania inca sunt poate 10-20 Pobezi, una (crem) restaurata (cat de cat OK desi cu repere de Warszawa), una, in Satu Mare, in curs de restaurare, celelalte nu. In plus inca exista cel putin un model 4x4 care arata extrem de bine.

Not only Romanians emigrate! This Pobeda is in an Italian vollage. It's still in a decent state of preservation, only the TV tail-lights belying its life in Romania, where the numberplates, issued in about 1985, mean that it was still driving around until at least the 80s. In a way, it's a shame it will probably never return to Romania, especially as it's probably the best-preserved Mk1 Pobeda registered in Romania. On the other hand, in Italy it will probably be restored, while in Romania who knows what state it would end up in. Romania still has about 10-20 Pobedas, one (cream), restored (relatively decently though with Warszawa parts), one being restored in Satu Mare, the others unrestored. There is also at least one 4x4 version which looks superb.

Brosura Dacia, 1974 / Dacia brochure, 1974

2012-01-14T09:03:00.004Z

Un pliant in limba engleza cu Dacia 1300. Desi nedatat, pliantul dateaza din 1974, primul an in care Dacia 1300 Break a fost amenajata ca autosanitara (Dacia 1300S), si ultimul an in care s-au folosit capacele de roti in stilul celor din pagina 4. Un fapt interesant e ca unele din poze (spre exemplu, cele de pe pagina 3) nu sunt totusi din 1974 ci din 1969, aratand masini cu specific 1969: 1300 sub stopul drept, capace roti Renault 12, semnaliatoare pe aripi, lipsa de crom pe portbagaj, lipsa de vipusca peste aerisire, s.a.m.d.. O alta imagine interesanta e cea cu Dacia 1301 lux super, poza care arata incontrovertibil ca Dacia 1301 a avut, cel putin la inceput, scaunele suprainaltate de Renault 12 TS. (Un fapt de mult disputat de istoriografi Dacia....) In acea perioada Dacia se vindea, printre alte tari, si in Grecia si Algeria.

English-language Dacia 1300 brochure. Although undated, it is possible to say it's from 1974, the first year in which the 1300 estate was also sold as the Dacia 1300S ambulance, and the last year for the type of hubcaps seen on page 4. Some of the photos (eg those on page 3), however, are not from 1974 but rather 1969 and show chracterisitcs of the (very rare) 1969-model cars: 1300 written under the right-hand tail light, Renault 12 hubcaps, wing-mounted indicators, no chrome on the leading boot edge, no crease on the C-pillar, etc. Another interesting photograph is that of the 1301 Lux-Super. The photo shows without doubt that at least the earliest versions had the higher front seats of the Renault 12 TS. (A keen point of debate among Dacia historians...) In this period, the Dascia 1300 was being sold, among others, in Greece and Algeria.

Prin Romania in 1968 / Travelling in Romania, 1968

2012-01-10T22:30:00.003Z

Un album ceh cu poze din Romania, 1968. Majoritatea masinilor sunt inregistrate in Cehoslovacia. Cea mai interesanta poza din punct de vedere automobilistic e cea cu magazinul Ciclop de pe Magheru, unde, in epoca comunista, se puteau comanda multe piese pentru masini din vest, fapt iubit de proprietarii de FIAT, VW sau Renault.

A Czech album showing pictures taken in Romania in 1968. Most of the cars seen are Czechoslovakian-registered. The most interesting photo for me is the one taken on Magheru boluevard in Bucharest showing the Cyclops store, a parts dealer where you could get almost anything for Western cars, making it a mecca for FIAT, VW and Renault owners.

Sarbatori Fericite / Merry Christmas!

2011-12-21T13:54:00.002Z

Carpati Rent-a-Car, 1968

2011-12-20T21:09:00.003Z

Un document absolut exceptional aratand gama de masini de inchiriat in 1968 - de la Broscuta la Mercedes. Ulterior, s-au folosit Hillman, Citroen Ami, Dacia 1300, si Oltcit. (In 1978 a fost un proces destul de bine cunoscut : o familie americana a venit in vizita crezand ca vor inchiria un Renault 12, cum scria pe brosura. Au primit o Dacie defecta ; nemultumiti, au fugit la tribunal ... si au castigat.)

In plus, numarul de inmatriculare pe Broscuta dovedeste un fapt putin cunoscut - numerele nu au inceput de la 101, ci de la 100.

A wonderful an rare document showing the range of cars available for rent in 1968 Romania - from the VW Beetle to a rather large Mercedes. Later on, Hillmans, Citroen Amis, Dacias and Oltcits were to be used. (In 1978 there was a rather well-known trial - an American family arrived, thinking they were going to get a Renault 12 as promised. They instead got a faulty Dacia, sued the state - and won.)

Incidentally, the number plate on the Beetle proves something little-known - Romanian communist plates started at 100 and not at 101.

Masini romanesti modificate in DDR 1: Dacia / Romanian cars modified in DDR 1: Dacia

2011-11-21T21:41:00.005Z

Ce se intampla atunci cand se combina imaginatia germanica cu produsele romnanesti...

Foto: Auto Agenda / Deutsche Strassenverkehr

1-3: Coupe "Schmoz", fabricat la Chemnitz in 1974 cu componente Dacia, VW, Lada si Skoda. Desi multa din tablarie e de origine romaneasca, masina e din punct de vedere tehnic de inspiratie Volkswagen, cu motorul plasat in spate si tractiune tot pe spate. Masina inca exista si recent a fost vedeta unei expositii dedicata masinilor facute artizanal in Germania Democrata.
4-8: Dacia 1300 Pick-up, derivat din 1300 si nu 1302, carosat de o firma anonima din Germania Democrata. Un model cu dorinta de a fi un camper van! In Anglia firma Dormobile facea chestii similare pe baza de Morris Marina si Ford Escort. Circa 1975.
9-11: Dacia Funeral, model conceput ca dric, fabricat cu cativa ani mai tarziu de aceeasi fabrica. Circa 1982. Imi imaginez ca pentru uvreun defunct iubitor de Dacii, ar fi masina ideala pentru ultima calatorie...

In urmatoarele capitole vom aminti si despre modelele, tot din Germania Democrata, pe baza de ARO si de TV.

What happens when German imagination couples with Romanian products...

1-3: Coupe Schmoz, built in Chemnitz in 1974 using bits of Dacia, VW, Skoda and Lada. Although much of the bodywork is Romanian in origin, the read-engined rear-wheel drive configuration belies its Volkswagen origins. The car still exists and was recently featured in a museum exhibition of hand-made East German cars.
4-8: Dacia 1300 pick-up, made from a 1300 not a 1302, bodied by an anonymous East German firm. Clear Ccamper van influences, not unlike what Dormobile was doing to the Morris Marina and Ford Escort at the time. Circa 1975.
9-11: Dacia Funeral, a hearse made several years later by the same works. Circa 1982. I can imagine that for the lover of Dacias this was the only way to make one's final journey...

To follow: East German takes on the ARO and TV.

1972 - Bucuresti x6, Brasov x1

2011-11-17T22:46:00.005Z

Sapte poze din 1972, sase din Bucuresti si una din Brasov. Mi-e greu sa decid care imi e preferata - Ateneul, strada Stavropoleos, sau casa roz. Inclin spre casa roz in stiulul neoromanesc (strada C A Rosetti colt cu Nicolae Golescu), probabil pentru ca celelalte scene sunt bine cunoscute si arata similar si astazi, dar casa roz e destul de departe de perioada sa de glorie. Un alt punct de interes reprezinta TV-urile din fata Casei Sfatului. Sunt din aceeasi serie (1964-1967), dar unul are stergatoarele montate deasupra parbrizului, celalalt nu. Ma intreb de ce...
Pozele suprind cam ultima perioada inainte sa domineze Dacia 1300 parcul auto romanesc. Cu doar trei ani mai tarziu, scena va fi foarte diferita.

Seven photos from 1972, six from Bucharest and one from Brasov. Difficult to say which is my favourite of the Athenaeum, Stavropoleos street, or the pink neo-Romanian house (corner of C A Rosetti and Nicolae Golescu streets); probably the latter, as it is not only less a well known building but one which is now rather far from its glory days. Another point of interest is the two TVs visible in the Brasov photo. Although from the same series (1964-67) the windscreen wipers are in completely different places, one above the windscreen, the other below it. I wonder why...
These are the last few years before the Romanian streetscene got taken over by the Dacia 1300; three years on, these photographs would have looked rather different.

Salt peste timp - Lloyd LP 600

2011-11-13T22:01:00.004Z

Lloyd era o masina destul de populara in Germania anilor 50. Simple, fiabile, ieftine, era fara discutie o masina pentru clasa muncitoare. Se pare ca au ajuns si in Bucuresti. Ma intreb daca a masina rosie e de fapt cea din poza alb-negru, reinmatriculata in anii 90 cu numere 2B si cinci cifre. Din pacate, nu cred ca a supravietuit vreun exemplar in Romania, desi prin 2006 un tip cumpara piese pentru asa ceva.

The Lloyd was fairly popular in 1950s Germany. Definitely a car for the people, it was simple, reliable, and cheap. It seems as if a few made their way over the Iron Curtain and ended up in Bucharest. I wonder whether the cars in the photo are one and the same. Sadly, I doubt there are any left over here, although I do recall seeing, in 2006, an ad looking for spare parts.

Masinile studentilor straini / Foreign students' cars

2011-11-09T08:11:00.005Z

...Care nu erau deloc precum masinile studentilor romani!

De obicei erau inmatriculate pe numere incepand cu 12, senificant proprietari straini, desi nu sunt exact sincer cand a inceput acest obicei: cert e ca numere 13-B au inceput sa fie emise in 1977, anul cand vad prima poza cu o masina pe 12-B. In anii 80, cand stundetii veneau mai mai mult din tari arabe, marci raspandite erau Mercedes (bot de cal), BMW, Volvo (240), si masini japoneze. In anii 70, ca de obicei, veneau masini si mai interesante...

1980 - Mercedes (bot de cal)
1972 - Fiat 128 station wagon
1971 - MGB la caminul Grozavesti. Inca un model care nu a lipsit din Bucurestiul comunist, un model MGC (13-B-278) circuland prin capitala in anii 70 si 80.

...Which were nothing like Romanian students' cars!

These were generally denoted by license plates beginning with 12, meaning the owner was a foreigner, although it is unclear when this started - probably around 1977. In the 1980s, students came mainly from Arab countries, and the most popular cars were the stacked headlight Mercedes, BMW, Volvo 240, and smaller Japanese cars. As usual, in the 70s the cars were rather more interesting...

1980 - a stacked headlight Mercedes
1972 - Fiat 128 station wagon
1971 - MGB in Grozavesti. Another car which existed in communist Bucharest, where a superb MGC, registered to a Romanian, drove round in the 70s and 80s.

Placutele de inmatriculare pentru familia regala / Royal family license plates

2011-10-26T22:30:00.004+01:00

Pentru ca astazi e ziua in care regele Mihai implineste 90 ani, m-am gandit sa pun ceva cu tema regala... E vorba despre tablitele care impodobeau masinile familiei regale in perioada interbelica. Nu toate masinile lor aveau asa ceva - spre exemplu, Duesenbergul printului Nicolae circula cu numarul 10-B in anii 30 - dar majoritatea aveau. In anii mai recenti, regele Mihai a fost vazut margand cu Dacia Logan cu numarul B-xx-REX: amuzant, dar nu atat de estetic ca aceste superbe tablite. Masinile in poze sunt Aero 30 (existent si astazi), Hispano-Suiza, si Mercury 1939.

As today is King Michael's 90th birthday, I thought I would present something with a royal theme, most specifically the special number plates used on royal vehicles in the interwar period. Not all royally-owned cars had them - Prince Nicolae's Duesnberg, for example, had the simple 10-B - but most did. More recently, the King has been seen in a Dacia Logan with the plate B-xx-REX: witty, but not as aesthetically pleassing as these superb plates. The vehicles visible are Aero 30 (still in Romania today), Hispano-Suiza, and Mercury 1939.

Calatorie in timp / Journey back in time

2011-10-19T21:31:00.004+01:00

In acest video superb se poate vedea Bucurestiul in 1964 dintr-un taximetru Volga, nr 10214-B-Tx. Multe zone sunt relativ centrale si cunoscute - Lipscani, Victoriei si Magheru sunt inconfundabile - dar, per total, e vorba de un Bucuresti complet schimbat.

Din punct de vedere automobilistic, doua puncte de interest: microbuzul TV-4M nou nout, model care se introdusese chiar in acel an, si americanca din anii 50 (Buick? Chevrolet) in fasa unei case de mahala. Cum am mai spus, in anii 50 masinile americane erau foarte cautate de catre nomenclatura. Multe si-au gasit drumul peste cortina de fier, si unele exista chiar astazi - de obicei, din pacate, in stare avansata de degradare.

In this superb video one can see 1964 Bucahrest from the windscreen of a Volga taxi, registered 10214-B-Tx. Many areas are central and well-known - Lipscani, Victoriei and Magheru are unmistakeable - but overall Bucharest has changed enormously.

From an automotive point of view, the two interesting sights are the brand new TV-4M minibus, introduced that year, and the 1950s American barge (Buick? Chevrolet?) parked outside a suburban house. As I have said before, American cars were very popular with the Romanian nomenklatura in the 1950s. Many found their way across the Iron Curtain, and several exist now - sadly by and large derelict.

Mercedes 600 ... x2

2011-10-16T18:40:00.005+01:00

Toata lumea stie ca pentru cele mai importante parade oficiale, Ceausescu folosea un Mercedes 600 Pullman Landaulette (foto 1,2, din fototeca comunista). Intre 1964 si 1980, modelul 600 era varful de gama a companiei din Stuttgart. Peste doua maii au fost construite, marea majoritate berline. 59 Laundaulette decapotabile au fost fabricate. Masina exista si astazi intr-un muzeu in Bourgogne, Franta (foto 3, 4), dedicat masinilor prezidentiale. Ar fi interesat de aflat cum a iesit din Romania (dupa anii 70 nu a mai fost folosit, si nu a fost in licitatia din 2004, deci probabil a plecat putin dupa 1980), dar nu ne ocupa asta azi, pentru ca, rasfoind prin imagini vechi, am descoperit ca in Romania a mai existat un model 600, de data asta o "simpla" berlina. Masina se vede in poza 5. nu e atat de spectaculoasa ca Landaulette, bine inteles, dar oricum e vorba de un model care la vremea lui concura in direct cu Rolls-Royce, Bentley, si Cadillac Fleetwood. Dupa numere, masina se afla in dotarea guvernului. Ma intreb unde mergea, si pe cine cara in 1972, cand fotograful, un turist german, a indraznit sa o fotografieze...

Ca postscript, 600 nu e extinct in tara, un exemplar identic cu cel din poza 5 fiind in colectia Tiriac.

It's very wel known that Ceasuescu's top official car was a Mercedes 600 Pullman Landaulette. Between 1964 and 1980, the 600 was the top of the range Mercedes. Over 200 were built, but only 59 were Landaulettes. Ceasuescu's car still exists today (photo 3,4) in a museum in Burgundy, France, dedicated to presidential cars. I wonder how it reached there - the car was not used after the 1970s, was not in the 2004 auction of the Ceasuescu cars, so I assume it was exported in the early 80s. However, the shock of today is realising that there was more than one 600 in Romania at the time - the car in photo 5. It's not as spectacular as the Landaulette, of course, but still very impressive considering it was a direct competitor to Rolls Royce, Bentley, and Cadillac Fleetwood. Judging from the plates it was Government owned. I wonder where it was going in 1972, and who it was carrying, when the German tourist took the risk of taking a snapshot...

Incidentally the 600 lives in Romania, an example identical to photo 5 being in the Tiriac collection.

Poze vechi cu Peugeot 404 in Romania / Old photos with Peugeot 404 in Romania / Anciennes photos avec des Peugeot 404 en Roumanie

2011-10-11T22:38:00.005+01:00

Pentru amatorii de Peugeot 404:
1) Biserica rusa in 1985, colectia Cristian Malide. Peugeotul, proprietatea unui localnic, a ramas acolo in stare decenta pana prin 2008.
2) Dina Papana, pilot de curse, in Peugeot 404 Coupe
3) Moteulul Malu in anii 70
4) Bucuresti, strada Episcopiei, circa 1972
5) Bucuresti 1977
6) Brasov, carte postala circulata 1966, poza e probabil un pic mai veche
7) Bucuresti, 1971 cu numere de ambasada, langa propaspatul construit Intercontintenal.
Peugoetul 404 nu a fost importat in Romania oficial; totusi, in anii 60 si 70, destule exemplare si-au gasit drumul peste granita. Peformanta dar si solida, era comparabila cu Renault 16 sau Fiat 1800. Nu era masina de "mare stab" sau nomenclaturist, dar, fara discutie, proprietarii erau oameni profesionisti cu posibilitati financiare. Majoritatea au fost in Bucuresti, ardelenii preferand, per total, masinile nemtesti. Si astazi au supravietuit, inca nu extrem de multe, probabil 20 sau 25.

Pour les amateurs de Peugeot 404:
1) L'eglise russe a Bucarest en 1985, collection Cristian Malide. Le 404, voiture d'un riverain, est reste la jusqu'au 2008.
2) Dina Papana dans sa 404 coupe
3) Le motel Malu dans les annees 70
4) Bucarest, rue Episcopiei (pres de l'Athenee), circa 1972
5) Bucarest 1977
6) Brasov, carte postale circulee en 1966. Le photo est probablement un peu plus vieille
7) Bucarest 1971, avec des plaques diplomatiques, pres de l'hotel Intercontinental qui venet d'etre bati.
Le 404 n'etait pas importe officiellement en Romanie, mais beaucoup des examples y ont venu dans les annees 60 et 70. C'etait consideree une voiture performante et fiable, comparable au Renault 16 ou Fiat 1800. Les propreietaies n'etaient pas vraiment le nomenklatura mais ils etaient sans doute aises. La pluplart des 404 etaient a Bucarest; les gens dans les villes de Transylvanie prefereraient importer des voitures allemandes. Maintenant les 404 existent meme en Roumanie, mais je doubte que numero des exemplaires soit plus de 20 ou 25.

For fans of the Peugeot 404:
1) At the Russian Church in Bucharest in 1985, photo c/o Cristian Malide. The Peugeot belonged to a local resident and was there until around 2008.
2) Racer Dina Papana in her 404 Coupe
3) Malu motel, 1970s,
4) Episcopei Street in Bucharest, next to the Athenaeum, c. 1972
5) Bucharest 1977
6) Brasov, from a 1966 postcard so the photo is probably a bit older
7) Diplomatic car in Bucharest, 1971, next to the newly built Hotel Interncontinental.
The Peugeot 404 was never officially imported into Romania, but a decent number found their way there in the 1960s and 70s. It was considered a good, solid, reliable car, similar to the Renault 16 or Fiat 1800. Owners were not really Communist elite but certianly propserous professionals. Most 404s were in Bucharest; cities in Transylvania tended to prefer importing German cars. Today the 404 survives in Romania but in smallish numbers, probably no more than 20 or 25.

Volga si Warszawa, Dobrogea

2011-10-09T16:52:00.003+01:00

Mandria socialismului! Volga M21 si Warszawa erau printre cele mai raspandite masini "mari" pe soselele patriei. Au fost importate cateva mii - si pentru institutii, si pentru persoane fizice. Volga, fiind masina mai moderna, a avut o rata de supravietuire mult peste Warszawa, model care isi trage originea din Pobeda anilor 40. Modelul de Volga prezentat aici e generatia 2, produs intre 1958 si 1962. Poza e suprinsa intre 1966 si 1968 in Constanta. Warszawa din poza e relativ rara pentru Romania, fiind un model 200, stil fastback, produs inainte de 1964. Majoritatea exemplarelor in Romania sunt modele post-64, in trei volume, denumite 223. DB = Dobrogea, nu Dambovita.

The pride of socialism! The Volga M21 and Warszawa were among the most common "full-size" cars on Romanian roads. A few thousand would have been imported, both for individuals and for institutions. The more modern Volga - of which this is a second generation example, moade between 1958 and 1962 - has a higher rate of survival than the Warszawa, which traces its origins to the 1940s Pobeda. The example of the Warszawa shown here is a pre-1964 200, still with the fastback body style; most examples in Romania, however, were the later three-box 223. This photograph was taken between 1966 and 1968 in Constanta, Dobrogea region.

Noi imagini bucurestene, 1968 / New images of Bucharest, 1968

2011-10-06T09:45:00.003+01:00

Inca sapte poze cu aspecte mai putin fotografiate din Bucurest. E vorba de zonele Gara Nord si Buzesti, astazi in paragina sau demolate. Remarcam un autobuz interbelic (sau imediat postbelic - Praga?) inca in functiune, precum si un Peugeot 404 visiniu si un Trabant 601, poate singra masina din poze care ne este arhicunoscuta si astazi.

Seven more photos, this time showing two lesser-photographed zones of Bucharest, Gara Nord and Buzesti, areas which are now either extremely dilapidated or knocked down. Alongside the prewar (or elary postwar - Praga?) bus, of interest is the burgundy Peugeot 404 and early Trabant, probably the only car in the photo which is instantly familiar to all.

Ultima Dacie Denem? / The last Dacia Denem?

2011-10-05T16:31:00.003+01:00

Triste poze ... Masina, cu faruri de Renault, e moarta din 2005. Ultima speranta e break-up inchis intr-o sura din anii 80 ... daca nu l-ar fi mancat rugina ...

Sad photos ... The car, with Renault lights, died in 2005. The final hope is the estate locked in a barn since the 80s ... if rust hasn't eaten it away ...

Bucuresti din aer, 1941 / Bucharest from the air, 1941

2011-10-04T09:57:00.003+01:00

Inca niste imagini din minunata colectie Pragher, aratand Bucuresti vazut din aer, 1941. Remarcam atat startea excelenta a soselelor cat si masinile americane...

Several more images from the Pragher collection showing Bucharest from the air in 1941. The condition of the roads is a impressive as the American cars!

Insignie comemorativa AB / AB commemorative badge

2011-09-29T08:32:00.003+01:00

Aceasta insignie comemoreaza 30 de ani de la fabricatia primului autocamion romanesc. Fapt eronat, pentru ca, in anii 20, deja se fabricau camioane la Arad. Totusi ramane o amintire a vremurilor apuse, vremuri in care lumea se mandrea cu ce se fabrica in tara, oricat de demodat ar fi fost.

This badge commemorates 30 years from the manufacture of the first Romanian truck. Not strictly correct, as trucks were being made in Arad in the 1920s. However, it remains an interesting memento of past times, when Romanians took pride in their produce no matter how old-fashioned it was.

Camion mister, 1971 / Mystery truck, 1971

2011-09-27T07:21:00.003+01:00

In aceasta poza, din 1971, aratand biserica Alba din Bucuresti, se vede un camion care, mie cel putin, e necunoscut. Nu pare a fi un MTD fabricat la uzinele Vulcan in anii 50, dar arata destul de primitiv sa poate fi de productie romaneasca din accea epoca. Ceva idei? Poate o autospeciala pentru pompieri?

In this 1971 photo showing the White Church in Bucharest, a mystery lorry can be seen. I have no clue what it is. It doesn't look like an mTD, made in the 1950s at the Vulcan plant in Bucharest - but it does look primitive enough to be Romanian and from that era. Amy ideas? Perhaps something custom-built for the fire service?

Parfum interbelic / A taste of the 1930s

2011-09-24T09:00:00.002+01:00

De la Stefan, avid cititor de blog, o poza interebelica cu bunicul sau langa un Chevrolet din 1934. Masina e proaspat spalata, desigur ca sa arate cat mai frumoasa in poza: mandria oamenilor in fotografie este evidenta. Masina in acea perioada era, bine inteles, o emblema a bunastarii sociale, un simbol ca Romania putea sa tina pas cu alte tari europene, si o tinta pentru foarte multi oameni de clasa mijlocie: daca muncesti, poti sa ai si tu asa ceva. Si cand ai ajuns - de ce sa nu fii mandru si tu un pic?

From Stefan, a keen reader of this blof, an interwar photograph with his grandfather next to a 1934 Chevrolet. The car is freshly washed so as to appear as shiny as possible; the pride of the people standing around it is clear. In that era, the car was of course a symbol of proposerity, and also one of Romania being equal with other European countries. It was a reasonable aim for a middle-class family to own one - provided, of course, that one worked for it. And once you have one, why not be proud of it a little?

Bucuresti 1961

2011-08-26T09:37:00.006+01:00

Dintr-un ghid turistic publicat in 1961, niste poze deosebit de interesante. Highlighturile mere:
1) fotograful a reusit sa surprinda doua masini Tatraplan - numai 14 au fost importate oficial, deci foarte posibil sa fi capturat 14% din Tatraplanele din Romania!
2) Mercedes Ponton folosit ca taximetru, pe langa Volgile cunoscute
3) Gama de comuniste: ZIM, Volga si Moskvich, la sediul Tarom
4) Americanca pe langa sediul romana-sovietic, amintindu-ne ca in anii 50 si masini americane erau folosite de elita comunista
5) Citroenul vizibil la ministerul invatamantului - o masina care fara discutie facea furori in 1961
6) Skoditele furgoneta model 1102, importate incepand cu anii 50 si o prezenta semnificativa pe strazile capitalei in acel deceniu, din pcate extincte in Romania
7) Skoda antebelica la un eveniment studentesc, probabil unui foarte norocos student - pe atunci era incredibil ca un student sa aiba masina, chiar una mica si veche!

From a tourist guide published in 1961, several interesting photographs. My highlights:
1) The photographer managed to catch two Tatraplans - out of just 14 imported into Romania, that's no mean achievement!
2) Mercedes Ponton used as a taxi alongside the customary Volgas
3) At the TAROM HQ, the line-up of Soviet cars: Moskvich, Volga and ZIM
4) The American car next to the Romano-Soviet "building of friendship", a reminder that the Romanian communist elite of those days was an enormous fan of American automobiles
5) The Citroen next to the Ministry of Education - which must have caused a major stir in Communist Bucharest
6) The presence of little Skoda 1102 estate cars, officially imported in the early 50s and a familiar sight on Nucharest streets of that decade, now sadly extinct
7) The pre-war Skoda at a students' event. Back in 1961 it wwas almost unthinkable for a student to own such a car, even if it was a small and slighty battered pre-war one.

Ploiesti 1982

2011-08-24T07:35:00.005+01:00

Pentru nostalgici ... fotografii din istoria recenta, dar cu multe repere duse de mult. Pozele sunt facute intre prin 1982 in Ploiesti. Dacia 1310 doar fusese introdus si primele modele se vedeau pe strazi. In plus, reincepuse importul de Skoda cu modelul 105. De interes deosebit in parerea me sunt 1) TVul de caravana cinematografica; 2) camionetele Daciile 1302, destul de rar intalnite in poze de epoca; si 3) antebelica Opel Olympia, ca o nuca in perete pe langa masini moderne!
For nostalgics .... photos from the recent past, but all the more distant for it. These snapshots were taken around 1982 in Ploiesti. The Dacia 1310 had just been introduced and the Skoda 105 was beginning to be imported too. For me, the most interesting vehicles are 1) the mobile cinema constructed from a TV truck; 2) the Dacia 1302 pick-ups, a rare sight in old photos; and 3) the pre-war Opel Olympia, still going strong but somewhat incongruous among the sleek modern cars...

Inca distrugem antebelice / Still, we destroy pre-war cars

2011-08-11T22:48:00.003+01:00

Acest Steyr 50 "Baby", e drept, era in stare relativ proasta. Desi cat de cat complet, era modificat in ultimul hal, cu motor de Fiat 850, luneta spate de broasca, si unspe mii de piese modificate artizanal, piese Steyr fiind aproape imposibile de gasit in Romania. O restaurare ca la carte ar fi fost extrem de dificila din punc de vedere economic. Ca un "fun car" in stil retro, totusi, ar fi mers, mai ales pentru ca stiulul art-deco ramane extrem de cautat.

Dar, desteptii de la REMATul din Satu Mare unde ajunsese s-au gandit ca ar fi mai amuant sa striveasca pe biata masina, care supravietuise atatea ani si atate vremuri vitrege. La un moment era de vanzare la mia de euro si lumea a tipat ca nu face mai mule de cateva sute, sincer la cati bani se baga la oricare proiect antebelic cateva sute de euro aici sau acolo nu conteaza. In Anglia proiecte antebelice incep la cam 1200 lire, asta e penntru modele comune. Proiecte Steyr Baby sunt de obicei cam 5,000E, chiar pentru foste masini din Cehia sau Germania de Est, si ele modificate cu diferite parti, e drept mai putin ciobanesc. In Romania se pare ca lumea vrea sa fie date pe degeaba....

La domeniul vehicule istorice sunt destul de pragmatic si recunosc ca Romania inca are mai multe fiare decat pasionati si ca nu le putem salva pe toate. Totusi trebuie sa spun ca tot episodul m-a lasat cu un gust amar. Rusine!

This poor old Steyr 50 Baby was in a but of a state. With a Fiat 850 engine, VW beetle cut-out rear screen. and eleven thousand small parts cobbled together from what was available in Romania at the time, it was never going to be a viable restoration project from which you'd get a concours example. As a retro-themed fun car, however, it could have worked, especially given that its Art Deco lines are very much in vogue.

However, the geniuses at the Satu Mare scrapyard where it ended up saw fit to completely wreck it. It seems to me to be acrying shame that this little car, which lived through so much, had such an ignominous end. At one stage it was for sale at 1,000 Euros and people cried out that this was far too much and that it was only worth a couple of hundred. Frankly, considering the mony invested in any sort of prewar project, a few hundred here or there is small fry. UK prices for a prewar project car start at about £1200 for common models. An unrestored Baby project is about 5,000 Euros, even for an ex-Eastern bloc car modified with unoriginal parts (albet fewer of them). In Romania, however, people seem to want things for free...

I'm not sentimental about historic vehicles and indeed recognise that there are more old cars than enthusiaists and that you can't save them all. Even so, I cannot but conclude that this whole episode has left a very sour taste in the mouth. Shameful.

Fiat 1600 din filmul Parasutistii (1972) / Fiat 1600 in the film The Parachutists (1972)

2011-08-04T20:08:00.003+01:00

O frumusete de masina... In fundal apare si ce nu am mai vazut pana acuma, adica taxi Dacia 1100. Dar Fiatul face toti banii!

A beautiful car. In the film you can also glimpse something very rare, a Dacia 100 taxi (in green). But the Fiat definitely steals the show!

Retroparada 1982

2011-08-04T19:54:00.002+01:00

Din arhivele revistei Autoturism, instantanee de la o ratroparada in 1982. Ma intreb ce cauta Renault-ul acolo, nefiind deloc o masina veche, si neffind o masina cu care SAsa te lauzi in anii 80! Antebelicele sunt superbe, dar din cate stiu numai Skoda a supravietuit in tara.

From the Autoturism magazine archives, snapshots from a classic car parade in 1982. I wonder what the Renault was doing there, being neither very old, nor a car of which to be proud under Communism! The pre-war cars are superb, although to the best of my knowledge only the Skoda remains in the country.

O descoperire spectaculoasa - Porsche 356 in Romania comunista / A spectacular discovery - Porsche 356 in Communist Romania

2011-07-27T22:07:00.005+01:00

Foarte greu de spus cum ar fi ajuns asa ceva in Romania. Numerele 2-HD au fost introduse spre sfarsitul anilor 70. Poate ar fi fost a unui turist, vandut in urma unui accident in tara; poate ar fi fost adus de un roman care lucra instrainatate; alta varianta ar fi ca fusese masina unui student strain care studia in Romania. Cert e, e o descoperire de-a dreptul uimitoare, si o frumusete de masina, chiar in starea in care se gaseste. Singurul pacat este ca masina s-a strecurat peste granita, la unguri...

I genuinely have no idea how this came to be in Communist Romania. The 2-HD series was introduced in the later part of the 70s, so the car presumably was first registered then. Perhaps it belonged to a foreign tourist who left it behind (after an accident, maybe); or it could have potentially been brought back by a Romanian working abroad; the third option is that it used to belong to a rich foreign student studying in Romania. Anyway, it is a superb vehicle, even underneath its battle scars. The only shame is that it's no longer in Romania but being restored in Hungary...

Mercedesul formatiei Rosu si Negru / Prewar Mercedes in Romania music vidoe

2011-07-25T20:53:00.006+01:00

Din videoclipul pentru cantecul Haide, hai (1971). Masina e un Mercedes 170V Cabriolet B, o masina cautata in zilele de astazi, desi dispretuita atunci. Ma intreb pe unde ar fi putrezit 1-SB-570...

From the videoclip for the song Come on, come on (1971). The car is a Mercedes 170V Cabrolet B, today a rare and desirable car, held in disdain back then. I wonder where 1-SB-570 rotted out its final days...

De treisprezece ori Bucuresti (1971) / Bucharest x 13 (1971)

2011-07-12T22:20:00.007+01:00

Inca un set de poze color aratand obiective turistice din Bucuresti, suprinse in 1971. E extrordinar cat de civilizat poate sa arata orasul. Locatiile sunt pe mare parte arhicuonscute, nu apar masini extordinare (Volvo, Ford Capri si Simca sunt mai iesite din comun, sa spunem) - dar totusi pozele evoca un parfum extrem de placut, chiar (sau mai ales?) pentru cei care nu au trait acele vremuri. Pe departe, prima poza e preferata mea si, incidental, singura unde nu cunosc locatia. Stie cineva?

Another set of colour photos showing Bucharest's sights in 1971. It's astonishing how civilised the city looks. The locations are for the most part very well known; there are no extraordinarily unusual cars present (Volvo, Ford Capri and Simca being the more unusual vehicles present); however, the photos manage to evoke a wonderful picture of the past. Perhaps even more wonderful for those who didn't have to live in those days...

Britanic si romanesc la Castelul Peles / British and Romanian at Peles Castle

2011-07-06T22:58:00.007+01:00

Acum mult timp am aratat cateva imagini cu masini britanice in Romania, care puteau fi zarite din cand in cand pe sosele in anii 60 si 70.
Acum, pot sa va arat o imagine din Sinaia in 1966, aratand un Hillman Minx in perioada de glorie. Facand abstractie de Singer, poza insusi mi se pare glorioasa. Dar nu ar fi cinstit sa credam ca erau numai masini vestice pe-acolo, deci adaug, ca un bonus, din acelasi set, (si mai ales ca e blog anglo-roman) ceva fabricat la Campulung, sau IMS57 sau M59.

Quite some time ago I wrote about British cars in Romania, which were an occasional sight on the roads in the 60s and 70s. In a 1966 photo of Sinaia, I found such a car, a Hillman Minx. Leaving aside the car, the photo itself is glorious. However, it would be unfair to suggest that all cars were Western. So, for balance's sake, and because this is something of an Anglo-Romanian blog, I attach a bonus picture from the same set showing an early vehicle from Campulung, either an IMS57 or a M59.

Amintiri din epoca de aur / Memories from the Golden Age

2011-07-05T22:02:00.003+01:00

Cateva poze din arhivele ACR, aratand epoca de glorie a Daciei...

A few photos from the Romanian Automobile Club archive, showing the golden era of the Dacia...

BMW/EMW 340 in Romania

2011-07-05T08:31:00.006+01:00

Scotocind prin imagini vechi, aceasta poza, facuta in Cluj in 1955, mi s-a parut extrem de interesanta pentru ca in prim plan se vede un BMW sau EMW 340. Aceasta masina, de fapt un BMW antebelic (326) modernizat, a fost fabricat intre 1948 si 1953la Eisenach unde ulterior se va construi celebrul Wartburg. Initial a fost vandut chiar sub numele de BMW 340, spre supararea fabricii mama din Berlin. A fost exportat in multe tari comuniste, fiind cautat in mod special in URSS. Fara discutie, o masina mare, bine dotata, cu motor in sase cilindrii, nu era pentru proletari! Interesant pentru o fabrica socialista, EMW fabrica si masini sport, in acest caz EMW-ul 327, si el fiind un BMW-ul antebelic modernizat.

Se pare ca 340-ul a ajuns si in Romania...

Looking through old pictures, this one, taken in Cluj in 1955, is extremely interesting for the BMW or EMW 340 in the foreground. This car, basically a warmed-up pre-war BMW 326, was built in Eisenach, which would later become famous for production of the Wartburg. Initially, it was sold as the BMW 340, to the chagrin of the existing BMW factory west of the Berlin Wall. It was exported to many of the Eastern Bloc countires, and was particularly popular in the USSR. Without a doubt, given its large size, six-cylinder engine and luxurious specification, this was not a car for the masses. Interestlingly for a socialist company, they also made a high-end sports car, in this case the EMW-327, itself a modernised prewar BMW.

And it seems the 340 also reached Romania...

Militieni din 1978 / Militiamen, 1978

2011-07-03T18:11:00.005+01:00

Putini stiu ca in Romania comunista, precum si in URSS, militenii foloseau si BMW-uri, model 2800. Rapide si relativ luxoase, complementau flota de Dacii 1300. Dupa Decretul 277 din 1979, totusi, a venit hotararea sa fie folosite numai masini din productie socialista si cu motoare mici, si asa s-au prapadit BMW-urile (si Jaguarurile) militiei. Inca exista in tara BMW-uri din acea epoca, insa nu stiu daca sunt ex-Militie sau importuri particulare. Aceasta foarte rara poza, din 1978, arata un exemplar in actiune. Adaug si o poza "de bonus" cu o Dacia din aceeasi perioada.

Few people know that in Communist Romania, as in the USSR, BMWs were used by the traffic police. The luxurius and rapid BMW 2800 complemented the main fleet of Dacia 1300s. Until Decree 277 of 1979, that is, when orders on high demanded that all state-owned cars be of socialist extraction and of small engine capacity, and police BMWs (and Jaguars) were got rid of. Some BMWs from that period still exist in Romania, although I do not know if any of them are ex-traffic . One such example in action is visible in this very rare 1978 photograph. I also include, as a bonus, a picture od a traffic police Dacia from the same period.

Dealer Dacia, United Kingdom, 1991

2011-06-27T23:41:00.003+01:00

O poza extrem de rara aratand un dealer Dacia in 1991. Sau, sa precizam un pic, ce fusese un dealer Dacia pana recend, dar se inchisese. Ultima Dacie (un Duster - de fapt, un ARO 10) s-a vandut in Anglia in 1993, iar ultimul exemplar derivat din 1310, un pikc-up, in 1990. Cateva (peste cinci) mii de Dacii fusesera vandute, dar rar au supravietuit peste zece ani; unele erau date la fier vechi la varsta de numai doi sau trei ani. Astazi, numai trei exemplare Duster inca mai circula. Ultimul pick-up (vandut sub numele de Shifter) a supravietuit pana in 2010, iar ultimul exemplar Dacia Denem (un 1310) nu a circulat dupa 2005. (Penultimul se dusese deja in 2000.)

De obicei, dealerii Dacia vanzau si alte marci de masini, in mod special Lada, Yugo, si Hyundai, dar in cel putin un caz autohtonele Reliant cu trei roti! Clar, erau destinate familiilor cu ptuini bani dar cu pretentii de masina noua. Din pacate, primele reclame nu au luat asta in consideratie, si asa una din ele arata o vila spatioasa cu Jaguar XJS si Dacie in fata, cu toti copiii familiei fugind spre Dacie!

Totusi put sa spun ca povestea Daciei in Anglia nu e terminata. In 2012 se va comercializa noul Duster. Anul trecut s-a importat, particular, o Dacie Sport, un 1307 zambetul lui Iliescu circula si azi pe sosele, tot ca import particular, iar exista sanse ca cel putin un Denem sa fie restaurat si repus pe sosele. Nu e mult, dar cel putin va asigura ca acest capitol a istoriei auto romanesti sa nu fie uitat.

A very rare photo taken in England in 1991, showing a recently shut down Dacia dealership. The last Dacia - a Duster, so really an ARO 10 - was sold in 1993; the last 1310-derived model, a Shifter pick-up, in 1990. Over five thousand Dacias were sold, but rates of survival were appalling. Very few made it past ten years and many were scrapped after just two or three years off use. Today, miraculously, three Dusters remain on the road. The last Shifter was taxed in 2010, the last Denem in 2005, and the previous Denem in 2000.

Dacia dealers normally sold other makes too - Lada, Yugo, and Hyundai, and in one case also the Reliant range of three-wheelers. It was a fairly clear-defined market segment, for families who wanted a new car but did not have much money to spend. In retrospect, the 1982 Denem ad showing a smart detached house with a Dacia and a Jaguar XJS (with all the children gravitating towards the Dacia) probably wasn't the best market placement.

However, Dacia's story in England isn't quite over. From 2012 we can look forward to the latest Duster. Last year a Dacia Sport was privately imported, and a late-model 1307 pick-up is already driving around the UK, also a private import. In addition, there's a reasonable chance that at least one Dacia Denem, still surviving though not on the road, will get restored. It won't be much, but at least it will ensure that this chapter of Dacia's history won't get completely forgotten.

Steyr in Arad, 1979

2011-06-26T19:34:00.003+01:00

Cu dedicatie pentru Automobilia, o fotografie cu un Steyr decapotabil, obosit dar inca in viata, in Arad in 1979. Inclin sa cred ca e 220 cu caroserie de fabrica, insa sunt sigur ca unii cititori cu mai mare expertisa in domeniul Steyr stiu mai bine. Bara e neoriginala, dar al doilea set de faruri cred ca sunt din fabrica (semnalizatoarele nu). Ma intreb pana cand supravietuise masina.

A convertible Steyr, battered but unbowed, in Arad in 1979. I think it is a factory-bodied 220 though am sure that other readers, more expert in Steyrs, will correct me if I'm wrong! The front bumper is not original, but the second set of headlights (not the indicators) could well be. I wonder how long this particular example survived.

Bucuresti, acum 98 ani / Bucharest, 98 years ago

2011-06-16T22:34:00.003+01:00

Courtesy of Radu Oltean, o poza fascinanta aratand soseaua Stefan cel Mare in 1913. Nu stiu ce marci de masina sunt in poza; un pasionat englez spune ca una ar putea sa fie Laurin & Klement Typ F. Chestia ciudata este ca toate par sa aiba parbrize foarte similare, de un model rar intalnit in acea perioada. In 1913 existau cam 1,000 masini pe tinutul Romaniei, deci o poza cu atatea autoturisme e de-a drept exceptionala.
Courtesy of Radu Oltean, a fascinating phot showing Stefan cel Mare Way in 1913. I have no idea what makes are in the picture; one English expert suggests Laurin & Klement Typ F. Interestinlgly, the windscreens all seem to be the same, of a type rarely found in that era. In 1913 there were 1000 cars in all Romania - so a picture showing so many of them is downright exceptional.

Vanatoarea de epave, 2002-3 (I) / Wreck-hunting in 2002-3 (I)

2011-06-15T22:13:00.008+01:00

Am inceput sa caut si sa fotografiez masini vechi in parcursul vacantelor mele in Romania in 2002/3. Din pacate eram mic, pozele sunt de proasta calitate, si nu prea am avut timp sa explorez cat as fi vrut. Totusi, 95% din ce am fotografiat e de mult fier vechi, deci m-am gandit sa impart cu voi "ce-am avut si ce-am pierdut"....

I nonly started photographing old vehicles in Romania on holiday there in 2002/3. ut I was young; the picture quality is largely very poor; and I had nowhere near enough time to really explore and photograph interesting vehicles to the extent that I could. Even so, 90% of what I snapped is now long gone, so I thought I'd share these pictures so we can see what we had and what we lost...
Skoda 1000MB, Oltenitei, Bucuresti

ZIL-111G, Constanta - vandut in strainatate
Autobuz neidentificat, Piatra Neamt
Volga M21, Ramnicu Sarat
Mercedes 180D "Ponton", Ardeal

Volga M24, Buhusi
Moskvich, Piatra Neamt

Ford Eifel, Roman

Karmann Ghia, Moskvich 407, Vauxhall Viva - Buhusi; KG cred ca e in curs de resturare

O masina studenteasca... / A student's car...

2011-06-15T21:18:00.003+01:00

De pe picasaweb, un grup de studenti cu masina, in perioada 1977-1980. Pe atunci antebelicele nu eau extrem de cautate; exista nucleul miscarii automobilelor de epoca dar foarte multe masini antebelice erau considerate drept "vechituri", exact precum situatia masinilor din anii 60, pe care le gaseai ruginind in spatele oricarui bloc, pana prin 2005. Deci o antebelica, care se putea cumpara si cu cinci mii de lei in stare de functionare cand o Dcie noua era 70000, ar fi fost o masina perfecta pentru un student... Ma intreb daca acest grup de tineri arhitecti apreciau acest superb Opel Kapitan decapotabil pentru ca era ieftin sau pentru ca, cu liniile sale transatlantice in stil Art Deco, avea un stil cu totul aparte.

A photo from 1977-80, found on picasaweb, showing a group of students posing with their car. Back then, pre-war vehicles were not thought much of: although there was the nucleus of a classic car movement, most people considered them to be old wrecks, which is exaclty what they thought about 1960s cars (plenty of which could be found rusting in every suburban car park) until about 2005. So a pre-war car, which could be bought for as little as five thousand lei in running order (a new Dacia being 70000), could represent an ideal car for a student. I wonder if this group of young arrhitects liked their splendid Opel Kapitan convertible merely because it was cheap, or becasue they appreciated its transaltantic Art deco lines...

Cu Ford Taunus in 1972 / With a Ford Taunus in 1972

2011-06-13T22:14:00.004+01:00

Colegi de facultate in anii 70 - de pe picasaweb.google.com. Ford Tunus era o masina destul de comuna in acei ani, si una care inca se gaseste in numeroase exemplare astazi. Toate au fost importate in mod neoficial, sau in anii 70 sau in anii 90, si au fost destul de apreciate prin tara, mai ales pentru cei care vroiau ceva mai special decat o Dacie.

University friends in the 70s - from picasaweb.google.com. The Ford Taunus was a popular car in the 1970s, and one which can still be found fairly frequently in Romania. All were imported privately, either in the 70s or in the 90s, and they were a well-thought-of automobile for those who wanted something rather nicer than a Dacia.

Taximetru Volga M24

2011-05-23T21:39:00.004+01:00

De la cititorul ricacristea cu multumiri, o imagine fascinanta din anii 70, cu un superb taximetru Volga M24. Aceste au circulat in capitala pana prin 1979, cand piata de taxiuri a devenit 100% Dacia 1300. Ce e interesant este ca e una din primele modele fabricate, pre-1973, cu oglinda mica: nu am mai vazut asa ceva in Romania. Aceste Volgi, nicidata numeroase, au devenit foarte rare; probabil nu exista mai mult de 30-40 in tara, din care poate doar 5-10 in stare de functionare. Numar care va creste cand termin sa o restaurez pe a mea!

From my reader ricacristea with thanks, a fascinating image from the 70s showing a superb Volga M24 taxi. These were used until 1979 when the fleet became 100% Dacia 1300. What's interesting is that this is an early one, with a "skinny' wing mirror - I've never seen one, or a photo of one, in Romania. This model of Volga, never very widespread in Romania, has become very rare: I doubt there's more than 30 or 40 in the country, of which perhaps 5 or 10 are in working order. To which I hope to add another this autumn, when I plan to finish restoring mine!

Un rarisim ARO salvat / A very rare ARO saved

2011-05-22T22:13:00.004+01:00

In 1975 si 1979, fabrica ARO a incercat sa exporteze ARO 24 in Anglia. A esuat, si masinile nu au rezistat foarte mult. Pana recent se credea ca nu mai exista niciun supravietuitor ... pana exemplarul de fata, care a stat intr-o sura din 1988, fost salvata de jurnalistul Sam Glover, care are o colectie impresionanta de masini, inclusiv un Tatraplan din anii 40, si singura Dacie Sport din Anglia... Il felicitam!

Acest ARO, care va fi complet restaurat, e aproape sigur unicat in lume. O poza cu un ARO englezesc in anii de glorie se gaseste mai jos. Aceasta saraca masina a supravietuit numai trei ani si jumatate...

In 1975 and 1979, ATO tried to sell its 24 model on the UK market. Both attempts failed and the cars disappeared from British roads very quickly. Until recently it had been thought all examples had vanished in the mists of time - until this remarkably original survivor turned up in a barn, where it had been since 1988. It has since been rescued by journalist Sam Glover, owner of an impressive fleet of cars with an Eastern European flavour, including a Tatraplan and a Dacia Sport. Congratulations!

This ARO is almost definitely unique. Another British example, in its glory days, is also pictured. This particular one only managed to survive three and a half years...

ARO 244 ... in 1969!

2011-05-19T22:07:00.004+01:00

Cam toata lumea stie ca ARO 24 a fost introdus in 1972, nu? Se pare, totusi, ca nu ... sau cel putin, ca existau cateva exemplare si in 1969. Aceasta fotografie arata expozitia EREN 69, la care au fost expuse modelele 243 si 244, alaturi de Dacia 1100...

Everybody knows that the ARO 24 series was introduced in 11972, no? Well, it seems that some were already around in 1969. This photograph shows the EREN trade fair in Romania, where young socialists could admire the 244 and the 243, alongside the Dacia 1100...

Inca o IFA / Another IFA

2011-05-19T21:55:00.005+01:00

Inca o masina rara, din anii 50, care a supravietuit pana recent si poate inca exista. Am mai scris despre IFA in Romania. Desi stocul de masini pre-1960 in Romania a scazut enorm in ultimii 20 ani, chiar recent au iesit pe piata doua modele interesante, un Goggomobil si un Ford break. Deci mai sunt!

Another rare 50s car which survived until recently and may still be around. I have written before about IFAs in Romania. Although the stock of pre-1960 cars in Romania has shrunken enormously over the past tow decades, recently two interesting cars - a Goggomobil and a Ford estate - recently arrived on the market. So they still exist!

Primul Rolls-Royce in Romania postdecembrista / The first Rolls-Royce in post-Revolution Romania

2011-05-19T07:36:00.005+01:00

Rolls-Royce Silver Spur. Dupa numar, masina ar fi fost importata la sfarsitul anului 1990. Cine o fi fost norocosul?!

Rolls-Royce Silver Spur. The plate suggests it would have been imported at the very end of 1990. I wonder who the lucky owner was...

Bucharest Jan 1990

2011-05-18T22:25:00.004+01:00

Cateva fotografii gasite pe www.flickr.com - ce gri si urata poate sa arata capitala, mai ales in comparatie cu pozele din 1976. Cea mai interesanta masina dpdv istoric fara discutie este Volvo-ul cu numere 12-B. In alta ordine de idei, e uimitor cat de repede au sosit masini vestice doar o luna dupa revolutie.

A few pictures found on Flickr showing Bucharest in an extremely ugly and dilapidated light, especially compared to the 1976 photos. By far the most interesting car, historically speaking, is the Volvo owned by a foreigner under Communism. Otherwise, it's astonishing to see just how many Western cars had started arriving, only a month after the Revolution.

Vanatori de epave ... in 1980

2011-05-18T21:38:00.004+01:00

Am revenit!

Un articol interesant din revista Autoturism din anii 80 despre "rablele" din Bucuresti. Care, fara discutie, erau rable atunci ... iar acuma sunt foarte rare, daca nu chiar extincte.

I've returned!

A rather interesting article from Autoturism magazine in 1980, about cars abandoned on Bucharest's streets. To be fair, they were wrecks ... but today they are largely very rare if not even extinct.

Dacia 1310 Break, 1982, 0 km...

2011-03-02T11:33:00.000Z

Se pare ca Daciile neinmatriculate si pastrate intr-un garaj inca mai exista... In Ungaria exista un model din 1989 cu 140km la bord. In Franta sunt cel putin doua, un 1304 si un 1310, din 1988, nou-noute si nerulate, intr-un subsol. Iar doar ieri am primit un pont concret ca undeva in Anglia, intr-o sura, la un renumit colectionar de masini, exista o Dacie 1310 Break din 1982, nou nouta, si niciodata inregistrata.

Intre 1982 si 1983 cam 2000 Dacii 1310 cu volan pe dreapta au fost vandute in Anglia. Modelele, numite Dacia Denem, au fost foarte prost primite, si majoritatea au disparut de pe sosele in primii lor zece ani de viata. De fapt, din cele doua mii vandute, numai una exista astazi inmatriculata si in stare de functionare, plus vreo doua sau trei in stare de epava. Modelele de varf de gama erau foarte dotate, cu jenti Gotti, geamuri electrice, lemn aplicat pe bord, si radiocasetofon Kenwood - un lux neimaginabil pentru Romania aunului 1982. Chiar daca nu e versiunea de lux, Denemul din sura reprezinta o raritate extrema - poate chiar mai mare decat 1300LS din 1978, si el descoperit recent si prezentat pe blog. Clar, e vorba de ceva mai rar decat un Ferrari!

Proprietarul e secretuos, si, stiind ce altceva are in colectie, trebiue sa spun ca are motiv sa fie. Totusi, sper sa pot primi mai multe detalii despre Dacie, si poate chiar o invitatie sa vad masina ... Watch this space!

Opel Diplomat in Romania

2011-02-22T12:42:00.005Z

Dupa pontul Clanului REA pe postul meu despre Opel Admiral in Romania, pot sa ve prezint un Opel Diplomat, in Giurgiu. Clar, inca sunt multe masini interesante de descoperit in tara! Ma intreb care e istoria acestei masini.

Folloing a tip-off from Clan REA on my post about the Opel Admiral in Romania, I can show you an Opel Diplomat in Giurgiu. Clearly, there are still many interesting vehicles to be found in Romania. I wonder what the history of this one was.

Skoda 1200 reloaded ...

2011-02-21T19:24:00.004Z

Se pare ca nu numai Skoda 1200 furgon s-a folosit in Romania. Aceasta imagine arata o Skoda 1202 Furgon in centrul capitalei. Culoara e similara cu cea folosita de ITB, desi nu exista stema ITB pe portiera. O noua pagina la istoriei Skoda in Romania?

It seems that it was not only the van version of the Skoda 1200 which was used in Romania. This image shows, in the middle of Bucharest, a Skoda 1202 van. The colour is that of the ITB (bucharest transportation network), although the distinctive crest isn't on the door. A new page to Skoda's history in Romania?

Masina antebelica in Deva 1973 / Pre-war car in Deva, 1973

2011-02-21T16:57:00.003Z

O spendida carte postala, circulata in 1973, cu orasul Deva (judetul Hunedoara). Langa Dacia 1100 si TV-4, se vede una din multele masini antebelice care inca circulau la inceputul anilor 70. Clar este de fabricatie europeana si nu americana, desi e greu de stabilit exact ce ar putea fi: posibil Skoda Popular, Stoewer, Fiat, sau Praga Piccolo. Pe parcursul deceniului, cam toate aveau sa dispara, poporul, din ce in ce mai propser, cumparandu-si masini noi...

A splendid postcard circulated in 1937 showing Deva city in Hunedoara county. Visible next to the Dacia 1100 and the TV-4, there is a prewar car, one of the many still going strong in 1970s Romania. It's not clear exactly what it is: clearly of European origin, possibly Skoda Popular, Stoewer, Fiat, or Praga Piccolo. Over the course of the decade, practically all such vehicles would disappear from Romanian streets, as an increasingly propserous country bought new cars en masse.

Prin Romania in mai 1976 / Travelling round Romania in May 1976

2011-02-21T10:22:00.006Z

Inca un set de fotografii de vacanta...

Din punc de vedere automobilistic, cel mai interesant e poza in care apare spatele unei camionete Dacia 1302. Totusi, eu stiam ca avea tabla din spate cu riduri, ca la dubitele Citroen. Sa fie una din primele exemplare (modelul abia fusese introdus) care nu avea asa ceva? Sau sa fi fost reparat artizanal dupa un accident?

Alte masini interesante sunt Dacia 1300S (autosanitiara) la Patriarhie, si mictobuzele Irannational, proaspat introduse, la piata Sfatului din Brasov.

Facand abstractie de masini, ce frumos si curat arata Bucurestiul...

Another set of holiday snaps...

Most interestingly from an automotive point of view, in one of the photos the rear of a Dacia 1302 pick-up is visible. Yet the rear panels are not corrugated (a la Citroen vans) as one would expect them to be. Bearing in mind the model had only been introduced a few months previously, is this a very early model? Or simply one repaired inexpertly after a crash?

Also of interest is the Dacia 1300S (ambulance) by the Patriarchy, and the recently-introduced Irannational minibuses in Brasov.

And leaving aside cars for a minute - it's amazing how clean and civilised Bucharest looked!

Sibiu 1941

2011-02-20T18:09:00.002Z

O poza foarte frumoasa aratand Sibiul la inceputul anilor 40. De interes e, bine inteles, Fordul V8, foarte posibil fabricat la Bucuresti, cu nr 2-Sib, precum si sucursala Leonida vizibila in fundal. Stiu ca a existat un garaj Leonida si la Galati: oare unde alt-undeva au mai fost?

A very pretty photograph showing early 1940s Sibiu. Of interest is the Ford V8, very possibly made in Romania, registered 2-Sib, and the Leonida dealership in the background. I also know of one existing in Galati: were there many others?

Din Egipt cu dragoste / From Egypt with love

2011-02-19T12:22:00.003Z

O imagine interbelica mai ciudata: un Ford V8 din 1937, proaspat sosit din Egipt, pe strazile unui oras in Romania, posibil Bucuresti dar greu de spus. Ce cauta in Romania probabil nu vom sti niciodata. Soferul arata militar. Recunoaste cineva locul?

An unusual image: a 1937 Ford V8, freshly arrived from Egypt, on the streats of a Romanian city, possibly Bucharest althought it's difficult to tell. Probably, we will never know what it was doing in Romania. The driver looks military. Does anyone recognise the place?

Poza color cu TV-4 / TV-4 in colour

2011-02-19T12:09:00.006Z

Imaginea e luata de pe filmul romanesc "Nu vreau sa ma insor", din 1960. Este usor una din cele mai bune poze care exista cu acest tip de masina, si una din numai trei imagini pe care le cunosc cu un TV-4 in color. In plus, se vede un exemplar foarte rar de numar de rodaj incepand cu W, stil folosit inca din anii 30. In film se vad alte masini care circulau in acea perioada, inclusiv Skoda Octavia (importata din 1958), Volga M21, taxiuri Pobeda M20, noile autobuze TV, si una din Skodele 1102 Kombi importate la inceptul anilor 50, practic primul import de automobilie in Romania dupa infiintarea republicii populare. Multumesc celor de pe forumul Transira pentru pont!

The image is taken from the 1960 Romanian film "I do not want to get married". Easily it is one of the best pictures I know of with this type of vehicle, now extinct; furthermore it is one of only three colour shots I know. Also visible is a very rare example of a trade plate beginning with W, a style used since the 1930s. In the film can be seen other cars of that period, including the Skoda Octavia, imported in Romania since 1958, Volga M21, Pobeda M20 taxis, the new TV city buses, and a Skoda 1102 Kombi of the type imported to Romania in the very eearly 50s, practically the first type of car to arrive since the establishment of a Communist state. Thanks to the Transira forum for the heads-up!

Despre salvarea istoriei / About saving history

2011-01-28T14:51:00.000Z

La cateva zile dupa Revelion am poposit intr-o comuna din judetul Suceeava - o comuna unde se gasesc extrem de multe vestigii vechi, din epoca lui Alexandru cel Bun, Stefan cel Mare, si Petru Rares. Cladirea cea mai veche - ruinele unei catedrale catolice din 1410 - o cunosc de mult timp. Pana acum un an, oile taranilor se plimbau printre ruine si balarii ; ici-colo era cate un fragment de arhitectura gotica ; era practic retrocedat naturii. Un fragment m-a impresionat in mod special. Inca vizibil dupa cateva secole era un blazon pe o piatra masiva cazuta. Posibil data chair din epoca in care aceasta comuna era mare targ si capitala Moldovei. Oricum, vroiam extrem de mult sa o car de-acolo si sa o pun undeva unde s-ar pastra mai bine. Poate un muzu sau, daca nu intereseaza pe nimeni, in colectia personala. Bine inteles, n-am facut asa ceva.

Candva in 2010 totul s-a curatat si pe langa ruine a fost amenajat un mic parc, cu lumini, banci, cosuri de gunoi, etc. Din pacate, mult (incluziv blazonul...) a si disparut, banuiesc iremediabil. Desi fara discutie arata mai civilizat, constat cu parere de rau ca o bucata de istorie s-a pierdut.

Ce legatura are asta cu vehicule istorice? Pur si simplu, salvati tot ce puteti! Ce e mai rar trebuie cumparat si sau restaurat sau conservat. Altfel va disparea... In cel mai rau caz, cine gaseste ceva interesant trebuie sa dea sfoara in tara: pe strada X se gaseste automobil marca Y si proprietarul sta la etajul N... Am avut o surpriza placuta anul asta afland ca inca mai exista cel putin trei exemplare de autocamioneta Dacia 1302, un model pe care eu personal il credeam disparut. Toate trei sunt in circulatie dar in stare precara. Se pot reface relativ usor. Daca cineva nu pune mana pe asa ceva, azi-maine va fi doar o amintire. Deja destule modele autohtone sunt mai rare decat Aston-Martin, Rolls Royce, sau Bentley. Am face bine sa nu pierdem si mai mult decat s-a dus deja.

Just after the New Year I visited a small village in the North of Romania filled with historic monuments from the fifteenth and sixteenth centruies. The oldest building - the ruins of a 1410 Gothic cathedral - I know from quite some time ago. Up until last year, the place had practically been reclaimed by nature, with sheep wondering among the ruins and fallen masonry among the weeds. The most impressive piece was an massive piece of masonry with a weathered crest carved on it, possibly from the days when the village was an important market town and indeed the Moldavian capital. I would have loved to remove that piece from the grounds of the cathedral and preserved it, either in a museum or if necessary in my own personal collection.

Some time last year, however, the whole complex had been cleaned up, sanitised, and turned into a little park. And a lot has disappeared. including the shield. Without a doubt, it looks more civilised, but a lot of history has disappeared.

What link does this have with saving historic vehicles? Put simply, if you see something you like, get it, restore it, or if you can't restore it at least preserve it. Otherwise, it will disappear... In the worst case, simply let others know: on street X there is a Y, and the owner lives on the nth floor... This year I found out that of a model I had believed extinct (the Dacia 1302 truck) there are still three running, all in precarious condition but all still there and restorable. But unless someone does get one and look after it, within a few years they will doubtlessly have been crushed. We already have a situation where certain Romanian-made vehicles are rarer than Aston Martins, Bentleys, or Rolls-Royces. We would do well to make sure they don't all die out.

Raspuns la comentarii / Replies to comments

2011-01-24T13:49:00.000Z

Scriu de pe un calculator strain: al meu e decis sa faca explozie cu tot cu arhiva de imagini si date. Totul va fi recuperat, dar va dura ceva timp. Pana atunci, cateva raspunsuri la comentarii lasate recent:

1) hufo: O sursa spune ca Fiatul 203 a fost gasit in Romania, alta sursa in Cehia. Totusi dupa arhitectura opinez ca pozele au fost suprinse in Romania, si ca a fost o confuzie intre doua tari est-europene. In Cehia nu e asa dezordine in curte, in plus casele arata diferit.

2) andrei: intr-adevar, poza a fost suprinsa de dl Pragher in 1943.

3) freesys: poza cu BMW seria 6 e facuta in 1978 de Dan Vartanian si se gaseste intr-un album pe www.flickr.com, numit "Bucuresti - odiseea comunismului". La capitolul BMW, in afara de berline, exista si un BMW 2800cs, proprietatea lui Valentin Ceasuescu. Masina inca supravietuieste si e vopsita mov. Multumesc pentru informatii referitor la celelate masini.

4) anonymous: in Corea de Nord si Dacia 1310 e masina de smecher daca e detinuta de persoana fizica. Unele se pare ca sunt. Altele sunt pe post de taxi.

5) automobilia: intr-adevar, Fiat 2300. Ai primit e-mailul despre evenimentul cu Rolls Royce 1914?

6) mihai: Am auzit vag despre un ZIS, cert exista un ZIL 111 negru si un ZIL 111G negru (fost 3-CT-581, actualmente B65ZIL); in plus am auzit despre un ZIL 111 decapotabil la Constanta, vopsit bleu. Zil-ul 111 din Cluj, fostul 2-CJ-1975, se pare ca e in Ungaria unde va fi resturat. ZIS-ul din Borsec nu cred ca mai e.

Numai bine,

A

Sarbatori Fericite / Merry Christmas & New Year!

2010-12-27T15:26:00.000Z

Sarabatori fericite!! Deoarece voi fi la munte fara internet, nu voi posta foarte mult in urmatoarele saptamani, insa voi reveni cu cateva materiale (eu zic) spectaculoase in Anul Nou!

Merry Christmas and a Happy New Year! I will be up in the mountains without Internet for the next few weeks, but will return soon with (I think) some spectacular stuff in the New Year!

Un blog care merita sprijinit / Blog worth following

2010-12-17T12:36:00.002Z

Recent am descoperit blogul Cuban Classics. Merita din deplin! Despre masinile din anii 50 care inca circula in Cuba, cu foarte multe informatii despre fiecare model. Ca fapt divers, ARO-ul autohton e destul de comun pe strazile cubane. Situatia auto in Cuba poate fi comparata cu cea din Romania (sau alte tari comuniste) prin 1965, cand modele antebelice din fostul regim, multe din ele rare sau luxoase (si multe modificate din caiza lipsei de piese), circulau cot in cot cu masini mai moderne comuniste si primul val de automobile importate din Vest.

I recently discovered the blog Cuban Classics. Defintiely worth a look! About the Fifties cars which still drive around on the streets in Cuba, with heaps of info about each model. Incidentally, the Romanian ARO is still a relatively common sight in Cuba. The automobile situation there is perhaps comparable to that of Romania (or indeed other Eastern Bloc countries) in around 1965, where prewar models from the old regime, many of them rare and luxurious (and often badly modified due to lack of parts), rubbed flanks with more modern Communist cars and the first wave of vehicles imported from the West.

Acum 105 ani / 105 years ago

2010-12-14T08:01:00.003Z

Una din cele mai vechi imagini care arata un automobil in Romania, aceasta fotografie, aratand sediul ziarului Universul pe strada Brezoianu, a fost facuta in 1905 si recent publicata pe un blog specializand in istoria capitalei, Bucurestii Vechi.

In 1905 existau aproximativ o suta de masini pe teritoriul Romaniei, vasta majoritate in capitala. Lista proprietarilor era publicata lunar in revista Automobila. Si asa aflam ca aceasta masina, de marca necunoscuta dar posibil de origine franceza, era 99% masina detinuta de ziarul Universul, cea de-a 71-a inscrisa in tara, circuland sub numarul simplu de "71".

PS Lista ne arata inca cateva chestii interesante. Pe nr 49 e inscrisa prima femeie, Ecaterina Singuroff, rentiera. Iar masina nr 133 apartinea unui petrolist din Campina ... Lewis Hamilton.

One of the oldst pictures to show a car in Romania, this photograph was taken in 1905 and shows the headquarters of the Romanian newspaper Universul (Truth). It was recently published on another blog, the excellent Old Bucharest [Romanian-langugage] but I thought it needed sharing...

In 1905 there were approximately 100 cars in Romania, the vast majority in Bucharest. Lists of owners were published monthly in the Automobilul magazine. Having looked at the archives, it looks to be 99% certain that this particular car, of unknown make though possibly French, was that owned by the Universul newspaper. The 71st car to be registered in Romania, its license plates said, quite simply, "71".

PS The list shows us several interesting things. First of all, at number 49 comes the first woman to own a car, Ecaterina Singuroff, landowner. Second, vehicle number 1933 was owned by a petrol speculator in Campina ... a certain Lewis Hamilton!

Peugeot 203 Racer...in Romania

2010-12-09T18:51:00.003Z

Recent am fost extrem de intrigat sa citesc despre descoperira in Romania a unui Peugeot 203 modificat de Eugene Martin, cu multe accesorii extrem de interesante precum celebrul compresor Constantin, identic cu cel folosit de pilotul francez pe aceste masini in cursele din le Means. Am sapat mai mult si pot sa dezvalui un pic de istorie ... Masina, model 154, a fost modificata in cabriolimuzina la garajele lui Martin in Paris, primind, printre altele, un bot nou si compresorul Constantin. Martin era si el pilot de curse, concurand la GP si la Le Mans, printre altele. Jura ca putea dubla cuterea unui 203. Nu se site daca in primii ani acest Peugeot a participat la competitii, insa faptul ca primul proprietar (un medic francez) l-a adus la Martin dovedeste faptul ca era mare entuziasta de asa ceva.

Se pare ca acest doctor a avut treaba cativa ani in Romania. A adusa masina cu el, ulterior vanzand-o in zona Cluj. Original, masina era semidecapotabila, insa acoperisul a fost sudat. Candva, motorul s-a blocat. Actualul proprietar spune ca a fost in 1975; revista Classic & Sportscar spune '78; probabil, a fost mai tarziu, pentru ca numerele pe care le poarta masina sunt (desi emise in anul schimbarii stiulului, 1966, fapt care implica ca masina ajunsese in tara inainte de 66) de un tip fabricat dupa 1978.

Prin 1994, olandezul Nico Kuiper a gasit masina in star deplorabila la tara in Romania. Masina era pe post de cotet; doua din roti de magneziu!) erau pe o caruta in satul in care zaca masina... Kuiper a oferit propretarului un TV color si a adus masina in Olanda. Astazi, cu interior modificat, si cu motorul ei reparat, masina participa cu brio la curse de masini istorice. Un sfarsit fericit. Pun pariu ca daca statea in Romania, de mult era tabla pe casa cuiva.

PS Interesant, mai exista un 203 in Romania... desi nu asa special.

PPS Classic & Sportscar greseste, Alexis Constantin nu era nici roman nici de origine romana, e francez get beget. Pacat - ar fi fost o poveste interesanta: compresorul Constantin se reintoarce in tara natala...

Recently, I was vry intrigued to read of the discovery, in Romania, of a racing-spec Peugeot 203 modified by Eugene Martin, with many extremely interesting accessories including a Constantin compressor identical to the one fitted to which the racing driver raced 203s at Le Mans. I dug a little further and found some more ... The car, a 1954 model, was modified at the Eugene Martin garages in Paris. Martin was himself a noted driver, participating in Grands Prix and at Le Mans, and claiming he could double the power of the Peugeot 203. Modifications included removing the centre section of the roof, turning it into a cabriolimousine, giving it a new front end, magnesium wheels, and of course the compressor. It's not known whether the 203 was ever raced in its youth, but the fact that the first owner (a French doctor) took it to Martin proves he was a significant enthusiast.

At some time, the first owner had to work a few years in Romania. He took the car with him but ended up selling it in the Ardeal region. Tbe car drove around a bit until the engine seized and, spare parts being impossible to get behind the Iron Curtain, it was just abandoned in a yard. The current owner says that this happened in about 1975; Classic and portscar suggests 78; my own view is that, given the car wears plates from a style which was only used from 178 onwards, it was later than that. Incidentally, the plates, emitted in 1966 after the change of styles, suggest the car had been in Romania before that year.

Fast forward to 1994 and a Dutchman, Nico Kuiper, came cross the car while travelling across Romania. It was not in good condition. In fact, wit as being used as a kennel, with two of the magnesium alloys being on a horse and cart in the village. Undeterred, Kuiper swapped it for a colour TV and took it home to Holland. Restored with the original engine and wheels (though with a non-standard interior), the car now takes part in historic rallies. A happy ending! Had it stayed in Romania, it would almost have certainly been scrap.

PS There still is another 203 (though not so special) in Romania...

PPS Clasic & Sportscar is wrong in one respect - Alexis Constantin was neither Romanian nor of Romanian origin; he was French through and through. A shame, that - it would have been an excellent story, a Constantin compressor returning to the country of its creator...

Cutii de chibrituri cu tema auto, anii 60 / 1960s motor-themed matchboxes

2010-12-02T18:26:00.005Z

Anii 60 a fost deceniul cand romanii au (re-)descpoerit automobilul. Daca in 1961 numai cam 1000 de vehicule au sosit in tara, inclusiv vehicule de marfa, masini "second" si vehicule cumparate de stat, figura a crescut la 2,306 de masini nou noute in 1963 si peste 18,000 in 1969. Daca in 1960, in provincie mai ales, masina particulara era o chestie extrem de rara, la sfarsitul deceniului devenise destul de normal sa ai cel putin o ruda cu masina.

Desigur, cresterea vertiginoasa al automobilsmului a insemnat ca strada nu mai era loc pentru joc: masina devenise un pericol. Iar cine era sofer, nu trebuia numai sa se fereasca de copii si de alte masini: intotdeauna era riscul ca masina sa il lase in drum si sa fie nevoiet sa cheme ACR-ul! Aceste doua poze arata cutii de chibrituri din perioada 1968 - 1970. Amandoua teme ies in evidenta. Asa mod de reclama pur si simpul nu ar fi fost necesar cu zece ani mai devreme...

The Sixties was the period when Romania (re-)discovered the car as a means of personal transport. Whereas in 1961, around 1,000 vehicles were imported, including commercial vehicles and those imported by the state, in 1963 2,306 private buyers bought new cars, a figure which was to rise to over 18,000 by 1969. If in 1960, especially in the provinces, a private car was a rarity which would attract the whole town's attendion, by the end of the decade it was quite normal for at least one member of the family to own their own car.

Of course, the vertiginous rise in car ownership bought with it changes in culture. Road safety became a big thing: the street was no longer a playground, and the car became a new and frequent danger. And, if you were the driver, you didn't just have to watch out for children or other cars: breakdowns became a common occurrence for the average Romanian. These two pictures show matchboxes from the era which took the opportunity to address both themes. It would have been incredible for this form of advertising to exist in Romania a decade previously...

Volga pick-up part 2, Pobeda pick-up

2010-12-01T08:30:00.005Z

Doua descoperiri...

Prima, taxiurile Volga pick-up existau inca din 1968 si nu incepand cu 1970. In prima imagine, din 1968, se vede clar un exemplar. De fapt, deja prezentasem poza pe blog. Se pare ca si in Uniunea Sovietica, multe modele vechi sau accidentate au fost convertite artizanal in pick-up, de multe ori in regiuni mai sarace, regiuni in care si azi se mai vede cate o Pobeda sau Volga M21 facandu-si treaba.

A doua e chiar fascinanta. Studiand atent o poza din 1959, se vede, in statia de autofurgnete ITB, un pick-up, care nu poate fi decat un GAZ M20 Pobeda. In acel timp, stiam ca ITB folosea numai GAZ-69 sau primele modele de IMS ca autofurgonete. Iata totusi o Pobeda modificata artizanal. Ma intreb daca era singura in flota de taximetrie a capitalei.

Two things I found out recently...

First, when I said that pick-up Volga M21 taxis were introduced in around 1970, I was wrong. The above image, with one clearly visible, is from 1968. In fact, I had already presented this picture earlier. It seems that in the USSR too, may old or crashed Volga M21s were converted into pick-ups, mainly in poorer, outlying areas - where even today you can see the odd Volga M21 or Pobeda in daily use.

The second is more interesting. Looking carefully at a 1959 photo showing the commerical taxi rank in Bucharest, you can clearly see a pick-up, in the dinstinctive shape of the Gaz M20 Pobeda. I know that in those days the Bucharest public transport system used early AROs or GAZ 69 vehicles for carrying goods, but never a Pobeda converted to a pick-up. I wonder if it was the only one.

Flota oficiala de Opel Admiral - The official fleet of Opel Admirals

2010-11-28T11:45:00.007Z

In 1965 guvernul a comandat din Germania un lot de autoturisme Opel Admiral. Aceste masini erau aproape varf-de-gama - numai Opel Diplomat, cu o croserie identica, era mai luxos. Motorul era de 6 cilindri, sau 2.6 sau mai tarziu 2.8 litri. Nu multe au fost comandate - probabil sub 20 - si au fost destinate pentru ministere, in mod special la Ministerul de Interne. Prima poza, de pe fototeca coumnismului, e din 1966, intr-o piata din Bucuresti. A doua si a treia reprezinta coloana oficiala pentru vizita lui Charles de Gaulle in 1969.

Cel putin doua din aceste masini au supravietuit. O masina se afla intr-o comuna in zona Targu Neamt si, cand am vazut-o in 2007, inca circula zilnic. A doua masina, si ea in stare precara, se afla in judetul Constanta. Amandoua ar fi de vanzare. Presupun ca au fost masini oficiala pana cand decretul 277 din 1979 a fortat vanzare sau casarea unei mare parte din autoturismele statului.

In 1965 the Romanian government ordered from Germany a batch of Opel Admiral automobiles. These cars, powered by six-cylinder engnes of 2.6 or later 2.8 litres, were almost the range-topping Opel models. Only the Diplomat, esentially a badge-engineered version of the same car, was more luxurious. Not many were ordered - probably no more than 20 - and they were destined for Government departments, mainly the Ministry of the Interior. The first picture - from the online archive of Comunist images - shows a market in Bucharest in 1966. The second and third pictures show these cars in the official motorcade for Charles de Gaulle's visit in 1969.

At least two such cars have survived. One I found as a daily driver in 2007, in a village near Targu Neamt in the north of Romania. The other, in a similar condition, is for sale in the Constanta region. Presumbly they were used as official cars until
Decree 277 of 1979 necessitated the state auctioning off or scrapping such cars.

Dacia 1310 in Corea de Nord / Dacia 1310 in North Korea

2010-11-25T19:13:00.002Z

Da, exista si acolo...

Acum cateva luni, cand vorbeam despre autocamioneta TV-41 in Corea de Nord, am mentionat ca modelul Dacia 1310 se poate gasi acolo ca taximetru, dar si ca masina particulara. Au fost importate in anii 80, si, dupa detaliile vizibile pe taxmetrele albastre, e vorba de cel putin doua serii diferite. Deci poate cand toate sunt la REMAT in Romania, pasionatii de Dacia se vor duce la Pyongyang sa pescuiasca cate o piesa. (Sau poate nu!)

Incidental, cel mai rapandit taxiu in Pyongyang e (sau cel putin era) Volvo 144. Statul suedez a vrit sa fie amic cu coreenii si i-au lasat sa comandeze cam o mide de modele 144. Masinile au sost, coreenii n-au platit. Dar taxiurile tot le au. Erau, de fapt, si o prezenta in Bucurestii anilor 70... Iar echivalentul DDR-ist a cartierului Primaverii era poreclit Volvograd, pentru ca toti sefii comunisti erau pasionati de marca suedeza...

Yes, they have them over there...
Several months ago, when writing about the TV-41 minivan in North Korea, I mentioned that the Dacia 1310 was a popular taxi and private car in Pyongyang. Here's the proof! From the details on the two blue taxis, it seems that at least two lots were imported in the 1980s. Perhaps, when they've all been scrapped in Romania, enthusiasts will flock over there for spare parts. (Then again, perhaps not!)

Incidentally the most popular taxi in Pyongyang is (or at least was) the Volvo 144 from the early 1970s. It seems that Sweden, keen to become friendly with Socialist contries from a trade perspective, allowed an order of about a thousand vehicles to Pyongyang. The cars arrived, but the North Koreans refused to pay. Volvos were also by no means a rare sight in 1970s Bucharest, while, in East Germany, the smartest suburb where all the leaders had villas was nicknamed Volvograd, as they had one on every drive...

Fiat 125

2010-11-23T08:18:00.002Z

Din seria "Masinile Comunismului", doua poze color din 1977 aratand Fiaturi 125. Masina, foarte populara pentru elita sociala anilor 70, a fost importata in 250 exemplare pentru vanzare pe piata libera, numar care nu include exemplare destinate institutiilor sau importate neoficial. Paralel, au sosit in tara 250 Fiaturi 124, un celebru proprietar fiind soferul de curse Alexe de Vassal, masina fiind si astazi in stare excelenta.

Two colour photos from 1977 showing Fiat 125 cars. 250 of these cars, very popular among the Romanian social elite in the 70s, were imported and put up for sale: in addition to this, many cars were imported direct to institutions, while some maide their way to Romania on a less official level. In parallel, 250 124s were also imported, one prominent owner being the racing driver Alexe de Vassal, whose car is still in excellent condition today.

Alfa-Romeo 8C 2900 Touring, 1942, #412039

2010-11-21T09:14:00.006Z

Una din cele mai interesante masini care a existat in Romania...

Se pare ca masina a fost comandata in 1942 de Casa Regala; conform cartea "The Immortal 2.9", scrisa de Simon Moore, a apartinut regelui Mihai. Caroseria coupe a fost facuta de carosierul italian Touring. Prima poza e in fabrica, inainte de livrare.

A trecut razboiul si au venit comunistii la putere, dar masina a ramas in tara. In 1966 un mecanic bucurestean, Ion Croitoru, a cumparat masina si impreuna cu fiul lui a restaurat-o (destul de rudimentar). Cativa ani buni, masina, inatriculata cu numarul 1-B-9176, a circulat pe strazile capitalei. Din pacate motorul original s-a pierdut, dar in loc sa puna ceva de ARO, Volga sau tractor, cum se obisnuia atunci, s-a gasit un motor Alfa de 2300 de pe un 6C - un fapt pentru care dl. Croitoru trebuie felicitat. Poza 2 il arata in 1968 la iarba verde.

In 1987, un jurnalist suedez, Peter Haventon, a sosit in Bucuresti cautand doua masini: Duesenbergul de la Muzeul Tehnic si Alfa regelui. Cu ajutorul unui taximetrist, eventual l-a gasit pe Ion Croitoru cu tot cu masina. Masina nu era in stare foarte buna, totusi inca era cat de cat solida si cel putin tinuse cateva repere originale. Se vedea ca dusese o viata grea. Nu mai era folosita ... devenise loc d dormit pentru pisicile din cartier. Totusi, liniile superbe inca se pot vedea.
Pozele 3,4,5 si 6 arata masina "dans son jus".

Aici povestea ddevine complicata. La sfarsitul anilor 80, regretatul colectionar Terry Cohn a sosit in Romania. Si el cauta doua masini: Alfa, si un rarisim Mercedes-Benz W154 de curse (din care au existat doua in tara, primul exemplar fiind exportat in anii 70). Din ce se stie a reusit sa le scoata din tara, dar a fost o problema: securistii intermediari au vandut masinile altcuiva simultan, asa ca in Elvetia Cohn a trebuit sa se judece pentru drepturile la masini (e posibil ca celalalt cumparator sa fie Gavin Ruotolo). MB-ul nu l-a primit, iar tot ce se stie de Alfa e ca a sosit in Germania si a fost recarosata cu caroserie spider. Pacat! Din pacate nu am poze cu masina in prezent, banuiesc ca sunt in cartea lui Moore dar la cei 300 USD cat costa nu cred ca o sa aflu foarte curand...

One of the most interesting motor cars to have existed in Romania...

It seems that in 1942, the Royal Family ordered it, complete with a coupe body by Italian coachbuilders Touring. According to Simon Moore's book "The Immortal 2.9", the first owner was none other than King Mihai. Photo 1 shows it at Touring coachworks before ebing shipped to Romania,

War came and went, and Romania found itself a socialist republic. The car, however, stayed in the country and used as a daily driver. In 1966, Ion Croitoru, a Bucharest mechanic, bought the car and did a (fairly rudimentary) restoration job. Registered 1-B-9176, the car drove for many years around Bucharest. The original motor had unfortunately been lost, but instead of replacing it with a Aro, Volga or tractor engine, as was often the case in those days, a 6C Alfa Romeo engine was sourced - a deed for which Croitoru deserves sincere congratulations. Photo 2 shows him in 1968 alongside the Alfa.

Fast forward to 1987 and a Swedish motor journalist, Peter Haventon, arrived in Bucharest to source two cars, the Duesenberg racer at the Technical Museum and this Alfa. With the aid of a helpful taxi driver, he found Mr Croitoru realtively easily, and with him the car. It had not been used for a while and had become the sleeping place of the local cats. Clearly, it had led a hard life, but underneat the Touring carrozeria lines were a thing of beauty. An exquisite barnfind. Furthermore, it had several of the original details still in place. Photos 3,4,5 and 6 show the car in as-found condition.

This is where the story becomes complicated. Immediately after Haventon, the late collector Terry Cohn arrived in Romania. He, too, was looking for two cars: a Mercedes-Benz W154 racer (of hich two existed in Romania, the first being exported in the eary 70s). He found them and managed to get them out of the country, but hit a snag: the Securitate members who were intermediating the deal had also sold them to another person, possibly the Gavin Ruotolo). A lawsuit ensued in Switzerland. Details of such things are notoriously ecretive but it seems that Cohn lost the Merc, while the Afa ended up in Germany and was rebodied as a spider. A shame! Unfortunately I have no photos of the car in its current state: I am sure they are in Moore's book but at 300 dollars RRP I'm not going to find out soon!

Bucuresti 1975 x 12

2010-11-18T08:21:00.003Z

Din colectia Pragher, 12 poze vechi cu Bucurestiul in 1975. Orasul avuse un deceniu prosper, dar usor usor lucrurile se schimba. Deja are o infatisare mai gri si mai mohorata decat pozele care arata orasul in perioada 1964-1972. Dar inca, viata pare cat de cat frumoasa - mai ales daca esti norocosul care se plummba cu Fiat 124 Coupe sau Ford Capri...

From the Pragher collection, twelve old photos showing Bucharest in 1975. The city had had a happy decade, but already things were beginning to change, and it looks greyer and drabber than photographs from the period 1964 to 1972. Still, life was fairly good - especially if you were one of the lucky ones in a Fiat 124 Coupe or a Ford Capri...

Masini de fite in epoca comunismului - Flash cars under communism

2010-11-16T23:16:00.001Z

"Masinile de fite" nu sunt deloc un fenomen modern in Romania. Obsesia de a rupe gura targlui, poate normala in primele zile ale automobilsmului sau intr-o societate care a facut prea repede tranzitia intre comunism si capitalism, nu a pierit nici in capitala comunista. Daca ne uptam la cam toate filmele din perioada 1970 - 1989, banditii conduc masini occidentale, fie ele decapotabile americane sau model nou-noute germane. Oamenii decenti, put si simplu, sunt mai modesti. Dar cat ne impresioneaza o masina tare pe strada...!

Povesti sunt destule. Tatal meu avea masini vestice si facea furori, mai ales cu un Audi 100 GL. Dar era un nimica pe langa ce aveau altii. In fiecare an sosea un italian pe litoral cu un Ferrari pe platforma, gropile fiind prea mai pentru a conduce masina distanta lunga. In Bucuresti, langa Ateneu, ceva timp a fost parcat un Rolls. Jaguar E-Type existau cel putin doua inscrise in Romania, precum un Maserati 3500GT care a mai supravietuit in stare teribila. Alfe sau Lancii sportive nu erau necesar o raritate. Iar cand veneau in bucuresti sau pe litoral turisti straini, soseau si amatori din provincie sa vada si sa fotografieze aceste ciudatenii pe patru roti. Treaba s-a schuimbat in anii 80, cand chiar un Renault 9 sau un Ford Taunus nou erau ceva miraculos. Dar fitele n-au disparut niciodata...

foto 1 - Bucuresti, 1972, Mustang
foto 2,3 - Constanta, 1971, din filmul "Brigada Diverse"
foto 4 - Bucuresti, 1974, Universitate - de pe muzeul de fotografie lui Alex Galmeanu
foto 5 - Sibiu, 1967
foto 6 - E-type american in Bucuresti, 1964, de pe muzeul de fotografie lui Alex Galmeanu
foto 7 - Constanta, circa 1970, cu un Jaguar E-type, de pe muzeul de fotografie lui Alex Galmeanu

There's nothing new about flash cars in Romania. The obsession with having something better than everyone else, perhaps understandable in the early days of motoring or in the transition period from capitalism to Communism, died down hard even under Communism. In pretty much all Seventies and Eighties Romanian films, all the baddies drive Western cars, either German or American tin. The implication was that decent people are more modest. But how people stared at them.

Anecdotes are endless. My own father was mobbed whenever he turned up with a new Western car, and most of all in a Audi 100 GL. But his car was nothing. Every year the same Italian would turn up on the Black Sea Cost towing a Ferrari, the local roads being too bad to drive the thing. In Bucharest there was for some time a Rolls Royce. At least two E-types plied the Romanian streets on Romanian plates, as did a Maserati 3500GT which still survives now. Next to them, sporting Alfas or Lancias were relatively banal. Of course, things changed in the 1980s, when even a Reanult 9 or a new Ford Taunus would create riots. But the Romanian has never lost his taste for flashy cars!

1. Mustang, Bucharest, 1972
2, 3. Constanta, 1971, from the Brigada Diverse films
4. Italian cars, Bucharest, 1974 - from Alex Galmeanu's photo museum
5. Sibiu 1967
6. American E-type, Bucharest, 1964 - from Alex Galmeanu's photo museum
7. E-type, circa 1970, Constanta, from Alex Galmeanu's photo museum

Dacia 1300 LS, 1978, 252km...

2010-11-10T21:03:00.000Z

Pe forumul Dacia Club un user, Dan, mare pasionat si colectinar de Dacii vechi, a reusit sa gaseasca un model Dacia 1300 LS 1978, cu numai 252 km la bord.

Modelul LS era mai putin exclusivist decat vechiul 1301 dar cu dotari sumplimetnare fata de 1300 si 1300L, instalație radio din fabrică, scaune față supraînălțate, circuit de frână dublu, oglinzi retrovizoare exterioare, oglindă interioară cu poziție zi/noapte, parasolar pasager cu oglindă, torpedou iluminat, brichetă electrică, instalație spălare parbriz electrică.

In 1978, se pare ca un prahovean a achizitionat aceasta masina, a condus-o pana acasa, si a inchis-o intr-un garaj timp de 32 ani. Motivele probabil vor ramane un mister, insa inclin sa cred ca nu era "politic" sa aiba aceasta masina noua si cu dotari de lux. Peste trei decenii dupa, a fost pusa de vanzare pe autovit.ro pentru cateva zile. Nu a fost inmatriculata, inca purtand numerele de rodaj care a sosise acasa in 1978.

Pe forumul Dacia au fost multe spuse despre cat ar valora asa ceva. Din puncul meu de vedere este impresionant faptul ca e odeul LS, rar e tot astazi, si absolut inedit kilometrajul. In Anglia masini similare se duc pentru mii si mii de lire, chiar pentru modele banale precum Ford Cortina. Asta chiar daca au probleme pentru ca au stat atat de mult. Desigur, Anglia are complet alta cultura pentru masini vechi: sunt inregistrate peste 550,000 vehicule istorice din care peste jumatate sunt in stare de functionare. Romania are vreo mie inscrise.

Nu este singura Dacie veche cu kilometri foarte putini... Exista modele 1300 sub 20,000km; 1100 e la fabrica Dacia are rodaj de fabrica; in Ungaria, se vinde 1310 cu 390km, iar in muzeul Renault existe exemplare din anii 80 nerulate. In plus, nu o e masina cu care se poate circula. Daca circula, isi pierde valoarea si unicatul. E strict bibelou de muzeu. O Dacie din primele serii, restaurata perfect cum le face Dan, e in multe privinte o alegere superioara.

Totusi, mi se pare o descoperire de-a drept spectaculouasa. Oricine poate restaura o rabla de Dacie pre 1972 si, cu destul efort, o face frumoasa din nou. Asa ceva, din pacate, cu toate bubele ei si in ciuda ca nu e "frantuzoaica" (un snobism mai catolic decat Papa si tipic romanesc in parerea mea), nu va mai exista niciodata. Sper din toata inima sa fie prezervata cum i se cuvine.

On the Dacia Club forum, a user, Dan, big fan and collector of old Dacias, has managed to find a 1978 LS model with just 252km on the clock.

The 1300 LS was less exclusve than the top-of-the-range 1301 but had more extras than the 1300 and 1300L models, including: factory radio, bigger front seats, double bake circuit, two wing mirrors, night-day rear-view mirror, mirror on the passegner sun visor, illumiated glovebox, electic cigarette lighter, and electric windscreen washer.

It sems as if in 1978, a resident of Prahova county bought it new and drove it home, then left it parked in a sealed garage where it would be discovered over three decades later and put up for sale. Difficult to fathom why it was kept so hidden: my hunch is that dodgy money bought it and it needed to be kept a secret... At any rate, it would see the light of day 32 years on, never yet having been registered and still on its cardboard 1978 trade plates.

On the Dacia forum, much has been talked about how much something like this should be worth. My humble opinion is that not only is it a very rare LS, it has incredibly low mileage and is probably unique from this point of view. In the UK, similar timewarp cars go for thousands of pounds - even bog-standard Cortinas. Of course, Romania isn't the UK in terms of classic cars: 550000 historic vehicles are registered with over half being on the road. Romania has about a thousand on its books.

It's not as if such a low-mileage Dacia is unique, either. There are a handful of 1300s with less than 20k on the clock; the factory 1100 has delivery mileage; in Hungary you can buy a 1310 which has done 390km; and the Renault museum has stored a handful of unused Eighties models. You can't drive it otherwise it will lose all its uniqueness: this is strictly a museum piece. And in terms of desirability, a very early 1300 with French parts, perfectly restored, will probably always be nicer.

Still, I think this is a wonderful discovery. Any old fool can restore an early Seventies Dacia and make it gleam again. Something like this, however, despite the obvious faults of havng been standing for so long, and despte not being the earliest of models (an OTT piece of more-Catholic-than-the-Pope snobbery, in my opinion), you won't find agan. I sincerely hope somone preserves this example as it is.

ZIS-110 in Romania

2010-11-09T08:27:00.000Z

Acum cateva luni am aratat poze cu ZIS-110 in 1949. Cate ceva mai recent...

ZIS-110, in varianta deschisa si inchisa, usor inspirat dupa Packard 1942, a reprezentat elita aboluta a masinilor in perioada 1948-1960 in Romania. Foarte putine au existat, toate fiind masini oficiale. Dupa circa 1964 au inceput sa dispara din coloanele oficiale, masina principala fiind inlocuita de Cadillac.

1) In 1962
2) In 1961
3) Cu ocazia funeraliilor Mariei Tanase, 1963
4) Cu ocazia unei visite din Cehoslovakia, 1961
5) In fata Ateneului, 1953
6) Ce pare a fi singurul supravietuitor in Romania
7) Pentru amatori feroviari ... drezina lui Dej in 1960. (Adica, nu drezina din Sinaia / Fetesti, care o zi a fost lui Dej, alta a fost lui Pauker, alta e drept Volga....) in 1960
8) O drezina similara la Borsec in 1997 - nu stiu daca mai e sau nu.

In 1966 un ZIS-110 decapotabil era folosit ca masina de filmare la Televiziune ... Promit imagini.

Several months ago I wrote about ZIS-110 limousines in Romania. So now, some more...

Between 1948 and about 1960, the ZIS-110, in open or closed variants, its lines somewhat inspired by the 1942 Packard, was the absolute height of luxury in Romania. All of the few existing were official, and all strictly for VIPs only. From about 1964 they began to disappear from official motorcades and were relegated to secondary uses, the lead car being replaced by a Cadillac.

1) In 1962
2) In 1961
3) At Maria Tanase's funeral, 1963
4) At an official Czechoslovakian visit, 1961
5) In front of the Athenaeum, 1953
6) Probably the only survivor in Romania
7) Converted into a draizine for the use of Gheorghe Gheorghiu Dej, in 1960
8) A similar draisine in Borsec in 1997 - no idea whether this still exists.

In 1966, one convertible was being used as a film car by Romanian television ... Pictures exist, and I will post them.

La frontiera - 1972 - At the border

2010-11-07T16:55:00.000Z

In Oradea. Courtesy of Picasaweb.

IFA in Piata Victoriei, 2003

2010-11-05T09:39:00.000Z

Pana prin 2003-4, in mijlocul Pietei Victoriei statea un frumos IFA F9 in doua culori, pe post de reclama. Ulterior a disparut. Ca toate marcile din anii 50, aceste masini sunt astazi foarte rare in Romania, probabil nu mai mult de 6 sau 7, din care, in afara de 1-B-3961, sunt numai doua in stare decenta, una in CS si una maronie in B, ambele pe numere vechi. Se mai stie ceva de saraca masina? (prima poza: Flickr)

Until about 2003 or 2004, in Victory Square in the centre of Bucharest, there stood an IFA F9 as a mobile ad. Later, the car was to disappear. Like all 50s cars, these are now very rare in Romania: probably no more than 6 or 7 exist, and only two (except for this one) in anywhere near decent condition, one in Bucharest and one in Caras-Severin, noth of which have not been driven for over ten years. I wonder what happened to this survivor... (first photo is from Flickr)

Skoda 1200 in Romania, part 2

2010-11-02T19:41:00.000Z

Acum cateva saptamani am vorbit prima oara despre Skoda 1200 in Romania. Povestea Skoda in Romania continua ... In anii 50 si 60, varianta 1200 furgoneta a fost folosita de Posta Romana si, foarte posibil, si ale intreprinderi de stat. Skoda 1200 Furgon, in acea vreme, era cam singura furgoneta produsa de tarile comuniste, cu exceptia unei variante de Moskvich 401 si 407, produse in serii foarte mici, si Skoda 1102 Furgon, model mult mai vechi, cu origine entebelice, care si el era folosit in Romania anilor 50. Pentru carat marfa usoara, deci, Skoda 1200 era varianta ideala. Aceste masini au fost folosite pana cel putin in 1964, in Romania. Prima imagine, destul de bine cunoscuta, e de pe un timbru emis in anii 50. A doua e de pe o carte postala datata 1961, sigur nu mai veche de 1957 cand au aparut primele 40 de Wartburguri in Romania. A patra poza e din 1964 si, foarte interesant, arata si un Land Rover (despre prezenta carei am sa povestesc mai tarziu); ultimile doua imagini sunt din Polonia, din anii 50.

Some weeks ago I spoke for the first time about Skoda 1200s in Romania. Skoda's story in Romania contiunes ... In the 1950s and 60s, the van variant of the 1200 was used by the Romanian pOst Office, and quite possibly other state enteprises too. In those days, it was the only small commercial vehcle being produced in the Eastern Bloc, except for pehrpas the van versions of the Moskvich 401 and 407, maide in very small qunatities, and the older Skoda 1102 van dating to before the war; as such, the 1102 Furgon was the ideal choice for carrying light goods. These cars in Romania were isued until at least 1964. The first picture, fairly well-known, is from a stamp produced by the Romanian Post office in the 1950s; the second dates from between 1957 (when the first Wartbrugs arrived in Romania, 40 of them) and 1961 (when the postcard circulated); the third picture dates from 1964 and, fascinatingly, shows a Land Rover (the explanation for its presence in Romania is another story); the final two pictures show Skoda 1200s in simlar use in 1950s Poland.

Opel Kapitan Cabriolet, 1938 - 1940

2010-11-01T18:53:00.000Z

Modelul Opel Kapitan, desi folosind vechiul motor 2/5 in sase cilindri de Opel Super Six, purta o carosierie noua, ultramoderna, si unitara, in stil Art Deco. A fost foarate bine primit : peste 25 000 exemplare au fost construite incepand cu 1938, si porductia a contiunat dupa razboi intr-o forma mai mult sau mai putin modificata pana in 1953. 4,560 din astea erau decapotabile, majoritatea carosate de Opel, dar 248 ajungand la firme celebre precum Glaser si Hebmuller.

S-a vandut decent si in Romania, iar, in timpul razboiului si imediat dupa, foarte multe exemplare au fost aduse, ceea ce inseamna ca Opel Kapitan e unul din cele mai raspandite modele antebelice in Romania, unele exemplare fiind folosite zilnic pana in anii 80. Robusta berlina in patru portiere, bine inteles, era mult mai potrivita pentru o masina de familie decat modelele cabrio. Stiu de cel putin zece berline care inca mai exista intr-o forma sau alta, desi nici una nu e in stare de circulatie sau cu numere noi. Iar din Kapitanele decapotabile, masina alba, destul de bine prezervata (chiar cu capacele originale), era de vanzare acum vreo zece ani in Oradea, si exexmplarul rosu se spune ca inca mai e in tara, poza fiind postata in albumul Automobilia cu ce mai exista in Romania. Ca la toate aceste modele care au supravietuit in RO, farurile hexagonale au fost inlocuite cu unele rotunde, probabil de Volga sau de TV. Intr-un viitor post am sa prezint berlinele existente, Kapitanul in parerea mea fiind una din cele mai frumoase masini antebelice, fapt dovedit de poza 1, aratand un cabriolet Opel in Romania in 1941, sau de exemplarul Hebmuller in poza 4, fotografiat de mine la Riga in mai 2010.

The Opel Kapitan, although with the same 2.5 six-cylinder engine from the Opel Super Six, had an ultra-modern Art Deco unitary body. It sold well, over 25,000 examples beginning with 1938; modified, it survived in the Opel line-up until 1953. Of these, 4,560 were convertibles, mainly Opel-bodied four-light examples but also 248 which would received elegant bodywork by famous coachbuilders such as Glaser and Hebmuller.

It was a popualr car in Romania, too, selling decently before the war. During wartime, a reat many found thier way to Romania, and under Communism the Kapitan was a frequently-seen pre-war car, some remaining in daily use until well into the Eighties. The robust four-door closed version, of course, was far more suited for a family workhorse than convertibles, and at least ten have survived to this day in Romania, none of them, unfortunately, in working order. Of the convertibles, the white one was running, in reasonably good condition, and for sale in Oradea circa 1999, while the red example is still allegedly in Romania. Like every single other Romanian example, the delicate hexagonal headlights were crudely replaced by round ones, probably from a Volga or TV van. In a future post I will present surviving examples of the saloon, as the Kapitan is one of my favourite pre-war cars. Its modernist style is I think clearly shown in photo 1, showing an Opel-bodied version in 1941 Romania, and photo 4 of a Hebmuller version I was lucky enough to see in Riga this May.

Buick Electra, 1968 - 2009

2010-10-31T21:13:00.000Z

In coloana oficiala lui Ceausescu in anii 60, se gaseau mai multe feluri de masini. Bine-inteles, era masina in care calatorea iubitul conducator, de obicei sau un Cadillac decapotabil din 1959, sau celebrul Mercedes 600 Pullman landaulette. In spate, de obicei erau Mercedesuri sau Volgi, ambele de culore neagra. Cateodata, se mai zarea si cate un Opel Admiral negru, o broscuta de militie, un Jaguar 420, tot de militie, sau chiar o limuzina sovietica, ZIL sau Ceaika, desi nu foarte des, dezrusificarea fiind o tema importanta in politica de externa. Dar in una din pozele din fototeca comunismului, se vede un Buick Electra, model 1959. Probabil a fost adusa de noua pentru un inalt demnitar, masinile americane fiind foarte in voga pentru elita politica a anilor 50. (Dej conducea un Cadillac ca masina personala.) Oricum, fara discutie facea furori in perioada respectiva.

Astazi, un exemplar identic, foarte posibil chiar masina din poza, se gaseste in paragina in Mioveni. Fara discutie masina a avut o viata grea dar interesanta. Ma intreb cate alte bijuterii zac in parcari provinciale...

In Ceausescu's motorcade in the 1960s, there were several types of cars. Of course, there was the Dear Leader's own vehicle, either a 1950 Cadillac convertible or his famous Mercedes 600 Pullman landaulette, to be used on the most auspicious occasions. Then there were either black Volgas or black Mercedes 220s, or, more rarely, the odd black Opel Admiral, militia VW Beetles or Jaguar 420s, or even the odd Soviet ZIL or Chaika limousine, though not often given the official policy of de-Russification. And in one of the photos published online by the centre for investigating Commmunism in Romania, we can see a 1959 Buick Electra. It was probably brought new for very a high official, American cars being very fashionable among the Fifties Communist elite. (Gheorghe Gheorghiu-Dej's private car was a Cadillac.) It must have caused quite a stir on the streets of Bucharest.

Now, an identical model, perhaps even the same car, languishes in a parking lot in Mioveni. It bears the scars of a hard life in Romania, but it must have some fascinating stories to tell. I wonder how many similar jewels lie unloved in provincial side streets...

Nu Volga neagra ... ci Volga pick-up / Romanian-made Volga pick-ups

2010-10-28T18:08:00.000+01:00

In anii 60 in Bucuresti, pentru taximetre de carat marfa, se foloseau IMS-uri, ARO-uri M461, sau TV-uri. Prin 1970, totusi, au inceput sa circule pe strazile capitalei si Volga M21 pick-up, carosate special la uzinele ITB. Din poze de epoca, aflam ca masinile erau un albastru deschis, spre bleu. In plus, se pare ca nu a fost o serie de Volgi cumparate si carosate: majoritatea masinilr sunt modele 1958-62, adica invechite, probabil foste masini din dotarea vreunui minister, bune numai pentru carat marfa. Dupa 1975/6 nu mai apar poze cu Volgi M21 in dotarea ITB-ului, desi o poza, din 1978 (penultima), arata un pick-up simplu, probabil scos din taximetrie si folosit particular. In mijlocul anilor 70, ARO 24, model mult mai modern, le-a inlocuit; ARO 24 urmeaza si el sa fie inlocuit de autocamioneta Dacia 1302 in 1978/9.

Ultima poza arata un Volga pick-up care a supravietuit in Romania: daca e un supravietuitor unicat din lotul ITB sau o modificare home-made, n-am nicio idee. Multi astazi asociaza Volga M21 cu nomenclatura comunista, insa iata un model mult mia putin cunoscut, si in plus, unicat in Romania (desi se pare ca si uzinele de la Gorki au incercat asa ceva in serie extrem de mica).

In the 1960s, commercial taxis in Bucharest were ARO and IMS trucks, and TV pickups. However, in about 1970, Volga M21 pick-ups started to ply the streets. These were specially coachbuilt at the ITB works in Bucharest. From old photos, it can be seen that they were painted a medium shade of blue. It also seems that there were not a specific seris of cars imprted from new: most of the models visible are older, pre 1962 Volgas, indicating that they were taken from the services of various Departments owing to advanced age or use, and places as workhorses in the state-oned taxi fleet. By 1975/6, they were being replaced with the far more modern ARO 24 range, which in turn would be replaced by the Dacia 1302 in around 1978/9.

The second to last photo, taken in 1978, shows a rather battered example without ITB livery, presumably withdrawn from taxi use and used as a private hack. The final picture shows a surviving Volga pick-up. Whether it is a unique survivor of the original Bucharest cabs, or a home-made conversion, I do not know.

Most people these days associate the Volga M21 with Communist nomenklatura. However, here is one model of Volga which is far less known and, moreover, unique to Romania (although, to be fair, it seems that the Gorky works also tried something similar, in very limited quantities).

Masinile regale, vol I / Royal cars, volume 1

2010-10-26T20:09:00.002+01:00

Ieri a fost ziua Regelui: a implinit 89 ani. In afara de traditionalul "La Multi Ani", m-am gandit sa va arat niste imagini mai putin cunoscute cu tema regala...

1) Mercedes 540K Cabriolet Sindelfingen, pozat in anii 40 (Pragher)
2, 3) Landaulette Hispano-Suiza folosita de regele Carol II in anii 30 (Pragher / video de arhiva)
4) Regele Mihai in vizita in Romania, 1992, intr-un Rover seria 800 oficial. (Corbis)

Mai vor fi...

Yesterday was the King's birthday; he is 89. As well as wishing him many happy returns, I thought I would use the opportunity to show some less well-known photos of Royal cars over the years...

1) Mercedes 540K Cabriolet Sindelfingen, pictured in the 1940s (Pragher)
2, 3) Hispano-Suiza landaulette upsed by Carol II in the 1930s (Pragher / archive footage)
4) King Mihai visiting Romania in 1992, in an official Rover 800 series. (Corbis)

More to come...

Camioane ASTRA, anii 20 / 1920s ASTRA trucks

2010-10-22T18:26:00.000+01:00

Nu multi stiu ca in anii 20, se fabrcau autobuze, camioane si chiar autoturisme in Romania. Inceputl a fost in 1909 in Arad, atunci in teritoriul austro-ungar; camioane si autoturisme Marta au fost fabricate sub licenta firmei Westnghouse. In Aradul anului 1936 inca mai circula un taximetru MARTA. Dupa razboi, societatea ASTRA a preluat activitatile si a inceput fabricatia de autobuze si camioane. In plus, erau disaponibile, la comanda, autoturisme luxoase de 8000cmc, cu motoare in patru cilindri care dezvoltau 60cp. Nu exista infromatii foarte concrete insa cel putin o poza si o reclama a supravietuit.

Not many people kno that in the 1920s Romania was making lorries, buses and even cars. The story began in Arad, in 1909, when MARTA cars and lorries were made under licence from Westinghouse. In 1936, in Arad, one such taxi was still going. After the war the ASTRA firm took control and began making buses and trucks. In addition, it was possible to commission luxurious 8-litre cars, their four cylinder engine developing 60 hp. There is little to no information available, but at least one photo and one ad has survived.

Citroen PTTR, 1968 - Post Office Citroen, 1968

2010-10-19T23:55:00.000+01:00

Imagini din filmul "Vin Ciclistii", din 1968, aratand un Citroen H-van de PTTR (cu stopuri de TV). Nici nu stiam ca asa ceva ar fi fost in dotarea statului. De fapt, in afara de Skodele 1200 furgon din anii 50, nu stiu ce tipuri de dubite folosea posta - nu apar in nicio poza de epoca. Astept informatii!

Stills from the 1968 film "The Cyclists Are Coming", showing a Post office Citroen H-Van (with TV tail-lights). I had no idea that such vans were used by the Post; but then, apart from the fleet of Skoda 1200 vans used in the 1950s, Romanian post office vans are a mystery to me, not appearing in any contemporary images I've seen. Any info would be most welcome!

Skoda 1200

2010-10-17T12:40:00.000+01:00

Una din putinele masini care a ajuns in Romania anilor 50 a fost Skoda 1200. Modelul, fabricat intre 1952 si 1956, si pana in 1961 in varianta modenrizata 1961, a circulat si pe strazile Romaniei, in varianta berlina si break. Despre breakuri si varianta folosita de posta o sa vorbesc mai tarziu. Probabil putine berline au fost importate, clar nu mai mult de cateva sute. Una, in Maramures, a supravietuit in stare modificata. Skoda are o bogata istorie in Romania incepand cu anii 30, si a fost una din putinele marci care a fost populara atat inainte de razvoi, si in comunism, si in zilele de astazi.

One of the few cars to find thier way to Romania in any numbers in the 1950s wa the Skdoa 1200. The model, made between 1952 and 1956 and, in an updated version, until 1961. Sedans and estates were broguht into the country; the post office used a van version. I will talk about non-sedan versions later. Not many were imported, of course; certainly not more than a few hundred. One has still survived in the Maramures region, albeit in very poor condition. Skodas have always been a popular make in Romania, whether before the war, under communism, or in the modern era.

Isetta in Constanta, now and then

2010-10-14T18:24:00.000+01:00

Intr-o secventa din filmul "Adio, draga Nela" din 1971 apare un BMW Isetta pe faleza in fata la Cazinoul Constantei . Recent, un exemplar a aparut in Constanta. Banuiesc ca e vorba de un supravietuitor... Precum cazinoul, e in paragina si isi asteapta o noua viata. In anii 60 si 70, Constanta a fost plina de masini straine, majoritatea aduse de marinari, precum Opel Rekord, Ford Taunus si Caprisi alte modele mai luxoase. Altele erau chiar cumparate de la straini cand ramasesera in pana, piese fiind foarte greu de gasit. Interesant, BMW-ul e inregistrat ca o motocicleta.

In the 1971 film "Adio, draga Nela" there is a short sequence featuring a BMW Isetta on the Constanta promenade by the casino. Almost forty years on, this turns up - presumably it's the same one. Like the Constanta casino, this Isetta evidently in need of a new lease of life. In the 60s and 70s, Western cars were plentiful in Constanta, especially Opel Rekords, Ford Capris and Taunus, and more luxurious models. Some were brought over by Romanian sailors, while others were bought from Western holidaymakers whose car had broken down and who couldn't find the necessary parts. Oddly, this BMW is registered as a motorcycle.

Fiat, Snagov, circa 1930

2010-10-12T22:06:00.000+01:00

Din arhivele Pragher, un grup la Snagov cu Fiatul lor 509. Incidental, in Romania mai exista un exemplar 509 foarte frumos din aceasta perioada, apartinand dlui Andrei Spirescu. E una din cele mai vechi masini existente in Romania, inca in stare buna. Prea mult sa speram ca e aceeasi masina...

From the Pragher archives, a group with their Fiat 509 at Snagov. Incidentally, in Romania there remains one other 509 from that period, owned by Andrei Spirescu, one of the oldest cars still in good condition in the country. Too much to hope it's the same car...

Vacante, Olt, 1981 / Holidays, Olt, 1981

2010-10-09T10:11:00.000+01:00

De pe picasaweb. Poze dintr-un mediu relativ prosper, 1981. Masinile Lada s-au importat de prin 1979, si au fost foarte cautate. (De remarcat ca multi din elita comunista folosea Fiat 125 sau, mai rar, 124, 250 exemplare de fiecare fiind disponibile si pe piata libera in perioada 1968 - 69.)

From picasaweb. Snapshots from a relatively prosperous group, 1981. Ladas began to be imported from around 1979 and were very sought-after. (Interestingly, many of the Communist elites used Fiat 125s and, more rarely, 124s; 250 of each were also made available on the open market in 1968-69.)

Est si vest la munte / East and west in the mountains

2010-10-08T09:32:00.002+01:00

Carte postala, circa 1973, la o cabana. Masinile reprezinta luxul comunist si luxul capitalist - BMW si Warszawa. Oficial, au fost importate putin peste o suta de Warszawe in Romania, cel putin pana in 1969; dar foarte multe au fost la stat, mai ales ca taximetre. Vreo 10 au supravietuit in diverse stari. BMW-ul ar fi fost importat neoficial, posibil de o familie cu rude in Germania. Numarul cu patru cifre implica totusi ca probabil nu ar fi apartinut unui nomenclaturist.

Postcard from around 1973 showing contrasting Communist and capitalist luxury cars, at a mountain cabin. Officially, a hundred-odd Warszaas were imported for private use until 1969; many more, however, were used as taxis and other State-owned vehicles. Around ten have survived in different conditions. The BMW would have been imported unofficially, perhaps by a family with German connections. The four-digit license plate implies that it wouldn't necessarily have been owned by a member of the nomenklatura, however.

Decretul 277 - 1979 - Decree 277

2010-10-06T19:53:00.000+01:00

Un text al decretului nr 277 din 25 iulie 1979.

Acest decret a stabilit 1) intericerea masinilor cu consum mai mare e 11% din dotarea Statului (inclusiv taxiuri); 2) celebra faza cu circulatia numerelor cu sot si fara sot; si 3) interzicerea imprtul masinilor cu consum mai mare de 11% in Romania - cel putin, de catre cetateni romani.

In urma acesteor legi, multe masini interesante din dotarea statului au disparaut. E vorba de multe exemplare de Jeep Wagoneer, Opel Admiral, Jaguar 420, Fiat 1800 si 2300, Mercedes, Volga si BMW. Unele au iesit din tara, precum multe Jaguaruri; altele au fost vandute catre persoane fizice, unele sfarsind cu motoare diesel dn cauza consumului. Cateva au supravietuit pana astazi. Chiar Volga mea a facut pare din acest numar, avand totusi norocul ca a ajuns, devreme in 1980, la un inalt functionar care a avut grija de ea si nu la carat cartofi.

A text of the decree number 277 of 25 July 1979.

The effects of this were: 1) the selling off of all state-owned vehicles with fuel consumption of less than 11% (around 25 - 26 mpg); 2) the famous edict allowing only alternaite eekend use of cars, depending on whether they had odd or even license plate numbers; and 3) the ban on Romanian citizens improting cars consuming more than 11%.

Following these laws, many interesting state-owned vehicles disappeared, including fleets of Jeep Wagoneer, Opel Admiral, Jaguar 420, Fiat 1800 and 2300, Mercedes, Volga and BMW. Some were auctioned off abroad, including the Jags; others were sold off to individuals, many ending up with diesel transplants. Some still survive. Indeed, my own Volga was part of ths number; luckily, it was sold to a high functionary who looked after it, rather than ending up, very badly modified, somewhere in the country.

In scopul utilizarii rationale a autovehiculelor din dotarea unitatilor socialiste, a autoturismelor proprietate de stat, a organizatiilor cooperatiste si obstesti si a celor proprietate personala, precum si pentru reducerea consumului de carburanti si asigurarea unei corelari corespunzatoare a preturilor la benzine, motorine si combustibili lichizi si a tarifelor la unele servicii cu cresterea preturilor la petrol si produse petroliere pe plan mondial , Consiliul de Stat al Republicii Socialiste Romania decreteaza:

CAP. 1

Normarea si utilizarea parcului de autoturisme

ART. 1
Toate autoturismele proprietate de stat, a organizatiilor cooperatiste si obstesti se organizeaza in parc comun si nu pot fi folosite decit in interesul serviciului, in conditiile prevazute de prezentul decret.
Pe data de 26 iulie 1979 se reduce in medie cu 50% parcul de autoturisme din dotarea ministerelor, celorlalte organe centrale de stat, organizatiilor cooperatiste si altor organizatii obstesti, comitetelor executive ale consiliilor populare judetene si al municipiului Bucuresti, precum si al unitatilor subordonate acestora.
Numarul maxim de autoturisme din parcul comun propriu si al unitatilor subordonate este prevazut in anexa nr. 1*.
Ministrii, ministrii secretari de stat si asimilatii acestora, precum si presedintii comitetelor executive ale consiliilor populare judetene si al municipiului Bucuresti, pot folosi cu prioritate un autoturism din parcul comun al institutiei in interesul serviciului, precum si pentru deplasarea la si de la domiciliu.
*) Anexa a fost comunicata institutiilor interesate.

ART. 2
Criteriile pentru dotarea cu autoturisme a unitatilor nou infiintate sint cele prevazute in anexa nr. 2*. Aprobarea pentru fiecare unitate a numarului de autoturisme se da prin actul de infiintare, potrivit legii.
*) Anexa a fost comunicata institutiilor interesate.

ART. 3
Numarul de autoturisme pentru transportul cu taxiuri in municipii si orase se reduce in medie cu 50% pentru fiecare judet si municipiul Bucuresti, potrivit anexei nr. 3*.
Deplasarea autoturismelor si a autofurgonetelor Getax in afara localitatilor pe care le deservesc se poate face numai pe distante de maximum 10 km.
*) Anexa a fost comunicata institutiilor interesate.

ART. 4
Cooperativele agricole de productie pot avea in dotare un autoturism sau un autoturism de teren. Cota maxima de benzina si regimul de folosire sint cele prevazute pentru autovehiculele din dotarea intreprinderilor agricole de stat.
Autoturismele devenite disponibile se radiaza din circulatie si se valorifica in conditiile prevazute de lege.

ART. 5
Cotele de benzina pentru autoturismele proprietate de stat, a organizatiilor cooperatiste si obstesti se reduc in medie cu 50%.
Consumul maxim lunar de benzina pentru toate autoturismele din dotarea ministerelor, celorlalte organe centrale de stat, comitetelor executive ale consiliilor populare judetene si al municipiului Bucuresti, precum si a organizatiilor cooperatiste si obstesti ori a altor persoane juridice, este cel prevazut in anexa nr. 4.

ART. 6
Toti conducatorii auto sint obligati sa respecte viteza economica de deplasare pentru fiecare tip de autovehicul, potrivit prevederilor din anexa nr. 5.
ART. 7 Autoturismele din dotarea unitatilor socialiste de stat, a organizatiilor cooperatiste si obstesti ori a altor persoane juridice se pot deplasa numai in cadrul judetului in care sint inmatriculate.
Ministrii, ministrii secretari de stat si primii adjuncti ai ministrilor de la ministerele economice se pot deplasa cu autoturismele din parcul comun pe o distanta de maximum 200 km, iar ministrii, ministrii secretari de stat, primii adjuncti ai ministrilor si asimilatii acestora de la celelalte ministere si organe centrale, pe o distanta de maximum 150 km.
Presedintii comitetelor si birourilor executive ale consiilor populare si celelelalte cadre din conducerea organelor locale se pot deplasa cu autoturisme din parcul comun numai pe raza judetului.

ART. 8
Autoturismele cu consum mai mare de 11 litri la 100 km din dotarea ministerelor, altor organe centrale sau locale, de stat sau obstesti, si a unitatilor subordonate acestora se inlocuiesc cu autoturisme cu consum de benzina sub 11 litri la 100 km.
Se interzice importul, precum si aducerea in tara de catre cetatenii romani a autoturismelor cu consum de benzina mai mare de 11 litri la 100 km.
Autoturismele care, datorita gradului avansat de uzura, nu mai pot fi mentinute in circulatie sau reparate in vederea valorificarii vor fi casate de unitatile detinatoare in conditiile stabilite de lege.

ART. 9
Autoturismele din parcul existent care depasesc numarul maxim prevazut in anexele nr. 1 si 3 sau care au un consum de benzina mai mare de 11 litri la 100 km vor fi radiate din circulatie, conservate si depozitate in conditii corespunzatoare la unitatile detinatoare.
In termen de 10 zile de la intrarea in vigoare a prezentului decret, ministerele, celelalte organe centrale si comitetele executive ale consiliilor populare judetene si al municipiului Bucuresti vor transmite listele cu autoturismele devenite disponibile la Ministerul Aprovizionarii TehnicoMateriale si Controlului Gospodaririi Fondurilor Fixe.
Ministerul Aprovizionarii Tehnico-Materiale si Controlului Gospodaririi Fondurilor Fixe va prezenta in termen de 15 zile de la intrarea in vigoare a prezentului decret propuneri de valorificare a autoturismelor devenite disponibile potrivit alin. 1.

ART. 10
Se interzice circulatia cu autoturismele proprietate de stat sau obsteasca in zilele de simbata dupa terminarea programului de munca, duminica si in celelalte zile nelucratoare.
Pentru nevoile curente ale activitatii ministerelor, celorlalte organe centrale si a comitetelor executive ale consiliilor populare judetene si al municipiului Bucuresti, precum si ale unitatilor economice subordonate, cu activitate de productie permanenta, se poate folosi in interes de serviciu un autoturism din parcul comun si in zilele de simbata, duminica si celelalte zile nelucratoare.
Unitatile economice cu activitate productiva permanenta care pot folosi un autoturism in conditiile alin. 2 se stabilesc de ministerul sau organul central ori local ierarhic superior.

ART. 11
In zilele de duminica si celelalte zile nelucratoare, persoanele fizice pot folosi autovehiculele proprietate personala alternativ, in raport cu numarul de inmatriculare, cu sot sau fara sot, al autoturismului. Incepind cu duminica 29 iulie 1979 vor putea circula autoturismele cu numar de inmatriculare cu sot.

ART. 12
Folosirea autoturismelor proprietate de stat sau obsteasca in interes personal sau de catre alte persoane decit cele autorizate atrage, pe linga alte sanctiuni prevazute de lege, si suspendarea dreptului de folosinta pe o perioada de 1-3 luni sau, in caz de repetare, ridicarea dreptului de folosinta a masinii .

ART. 13
Comitetele si birourile executive ale consiliilor populare vor lua masuri pentru organizarea circulatiei autovehiculelor pe arterele majore ale localitatilor, in scopul asigurarii unor trasee de circulatie optimizate, cu un numar minim de opriri sau ocoliri si reducerii consumului de combustibil.
In zonele centrale ale localitatilor se va organiza cu precadere circulatia pietonala in vederea eliminarii traficului auto intens si reducerii poluarii.

ART. 14
Comitetele si birourile executive ale consiliilor populare vor lua masuri pentru imbunatatirea organizarii transportului in comun din localitati, stabilirea de trasee optime pentru circulatia tramvaielor, autobuzelor si troleibuzelor, precum si pentru corelarea numarului de vehicule si a orariilor cu necesitatile de trafic, in vederea asigurarii in bune conditii a deplasarii cetatenilor si a gospodaririi economicoase a carburantilor si energiei.
Ministerul Transporturilor si Telecomunicatiilor impreuna cu comitetele si birourile executive ale consiliilor populare vor asigura corelarea orariilor de circulatie a mijloacelor de transport in comun intre localitati, pentru folosirea optima a acestora si satisfacerea nevoilor populatiei si ale unitatilor economice.

ART. 15
Ministerul Transporturilor si Telecomunicatiilor impreuna cu Ministerul Turismului vor asigura la sfirsit de saptamina si in zilele nelucratoare organizarea de excursii si deplasarea oamenilor muncii in zonele de agrement cu mijloace de transport in comun, cu consum economicos, in special cu trenul;
autobuzele si autocarele pot fi folosite pe o distanta de maximum 200 km.
Se recomanda cetatenilor sa foloseasca autoturismele proprietate personala, pentru turism si activitati de agrement pe distante mai scurte, iar pe distante mai mari sa utilizeze mijloacele de transport in comun.

ART. 16
Ministerul Turismului va lua masuri ca excursiile in strainatate sa se organizeze in grup, cu mijloacele de transport in comun cele mai economicoase, indeosebi cu trenul.
Persoanele caree se deplaseaza in strainatate prin organele de turism cu autoturismul proprietate personala au dreptul sa primeasca aceeasi suma in valuta care se acorda, potrivit legii, turistilor care merg in grupuri organizate. In acest caz, la iesirea din tara cantitatea de carburanti se limiteaza la capacitatea rezervorului autoturismului respectiv.
Cetatenii romani si straini care se deplaseaza cu autoturismul proprietate personala potrivit conventiilor incheiate cu statele vecine privind circulatia in zonele de frontiera pot iesi din tara cu o cantitate de carburanti limitata la 10 litri de autoturism.
Pe data prezentului decret, orice alt sistem de acordare a carburantilor pentru deplasarea cetatenilor romani cu autoturismul proprietate personala in strainatate se desfiinteaza.

CAP. 2

Preturi si tarife

ART. 17
Incepind cu data de 26 iulie 1979 preturile cu amanuntul la benzine si motorine se majoreaza si vor fi urmatoarele:
benzina COR 96-98 7,50 lei/litru
benzina COR 88-90 6,80 lei/litru
motorina auto 4,00 lei/litru
Corespunzator noilor preturi stabilite pentru benzina COR 96-98 si COR 88-90 precum si pentru motorina auto se modifica preturile cu amanuntul la combustibilii lichizi, uleiuri minerale, benzina extractie, parchetin si gaze lichefiate, potrivit anexei nr. 6.

ART. 18
Pe data prevazuta la art. 17 se stabilesc urmatoarele preturi in valuta ale benzinelor auto si motorinelor:
------------------------------------------------------------------------------- dolari S.U.A./litru -------------------------------------------------------------------------------- benzina COR 96-98 0,70 - benzina COR 88-90 0,65 - benzina COR 75 0,55 - motorina auto 0,55 -------------------------------------------------------------------------------Preturile prevazute la alineatul precedent se recalculeaza in alte valute liber convertibile pe baza raportului dintre dolarul S.U.A. si valutele respective, determinat in functie de cursul oficial cu prima in vigoare.

ART. 19
Benzina COR 75 si motorina auto se vind persoanelor fizice sau juridice straine, pentru mijloacele auto de transport marfuri sau pentru autocare, numai pe baza de bonuri obtinute cu plata in valuta.

ART. 20
Turistii si alte persoane fizice straine se pot aproviziona cu benzina COR 9698, COR 88-90 si motorina pentru autoturisme numai pe baza de bonuri cu plata in valuta liber convertibila, precum si in valuta neconvertibila, in situatia in care s-a convenit cu statul ai carui cetateni sint ca decontarea benzinei sau motorinei vindute acestora sa se faca in devize liber convertibile, in carburanti sau alte marfuri, stabilite de comun acord.
Plata in valuta neconvertibila se face la preturile prevazute la art. 18 recalculate pe baza raportului dintre dolarul S.U.A. si valutele respective, determinat in functie de cursul oficial cu prima in vigoare.

ART. 21
Preturile in valuta pentru produsele petroliere destinate aprovizionarii navelor si aeronavelor se vor stabili periodic, in functie de modificarile care intervin in nivelul preturilor externe, de catre Ministerul Industriei Chimice de comun acord cu Ministerul Comertului Exterior si Cooperarii Economice Internationale si Ministerul Finantelor.

ART. 22
Reprezentantele diplomatice beneficiaza de o reducere de pret de 0,35 lei/ litru fata de preturile prevazute la art. 17 pentru benzina auto livrata prin Oficiul de deservire a corpului diplomatic, pentru cantitatile stabilite, pe baza de reciprocitate.

ART. 23
Aprovizionarea cu benzina auto si motorina a unitatilor bugetare si organizatiilor obstesti se face la preturile prevazute la art. 17.

ART. 24
Preturile prevazute la art. 17 pentru benzinele auto COR 88-90 si COR 96-98 se aplica si pentru livrarile catre unitatile economice de stat si cooperatiste.

ART. 25
Diferentele intre preturile in vigoare pina la data de 13 iunie 1979 si preturile stabilite potrivit art. 17, calculate in limita cotelor prevazute in planul national unic de dezvoltare economico-sociala, se regularizeaza, pentru unitatile prevazute la art. 23 si 24, cu bugetul de stat.
Sumele necesare pentru acoperirea acestor diferente se vor asigura prin incasarile suplimentare rezultate din sectorul socialist, aferente cantitatilor de carburanti livrate unitatilor beneficiare.
Acoperirea diferentelor de pret se face pentru unitatile bugetare si organizatiile obstesti prin reducerea consumurilor de carburanti sau prin virari de credite bugetare in cadrul planurilor de cheltuieli aprobate, iar in cazuri exceptionale, cind nu pot fi acoperite in acest mod, prin suplimentarea planului de cheltuieli.
La unitatile economice de stat si cooperatiste, consumurile de carburanti se inregistreaza pe costuri la preturile in vigoare pina la data de 13 iunie 1979, in limita cotelor planificate si a normelor de consum aprobate.
Diferentele de pret se vor regulariza cu bugetul statului, potrivit metodologiei elaborate, in termen de 15 zile de la data prezentului decret, de Ministerul Finantelor si Comitetul de Stat pentru Preturi.

ART. 26
Incepind cu data de 26 iulie 1979, tarifele pentru autoturismele si autofurgonetele Getax se majoreaza si vor fi urmatoarele:
a) pentru autoturismele Getax, 5 lei pentru inceputul cursei plus 6 lei/km;
b) pentru autofurgonetele Getax, 5 lei pentru inceputul cursei plus:
- 6 lei/km pentru autofurgonetele Dacia 1300;
- 8 lei/km pentru autofurgonetele ARO si alte tipuri.
La tarifele prevazute la punctele a) si b) de la alineatul precedent se percep in plus 35 lei pentru fiecare ora de stationare la dispozitia clientului.
Pentru autocamioanele care efectueaza transporturi pentru populatie, in localitati si in afara acestora, tarifele se stabilesc potrivit anexei nr. 7.

ART. 27
Tarifele minime pentru inchirierea de autoturisme, cu plata in lei si valuta, sint cuprinse in anexa nr. 8.

CAP. 3

Imbunatatirea exploatarii autovehiculelor din parcul de folosinta proprie si locala

ART. 28
Intregul parc de autovehicule de folosinta proprie si locala se concentreaza in unitati de transport in conditiile prevazute de lege.
Comitetul de Stat al Planificarii, Ministerul Aprovizionarii Tehnico-Materiale si Controlului Gospodaririi Fondurilor Fixe impreuna cu Ministerul Transporturilor si Telecomunicatiilor vor stabili pina la 1 august 1979 pentru parcul de folosinta proprie si locala, in mod diferentiat, pe ramuri, indicatorii privind volumul de transport, indicele de utilizare al autovehiculelor, veniturile, cheltuielile si acumularile ce urmeaza a fi obtinute.

ART. 29
Parcul de microbuze si autovehicule pentru transport de marfa sub 1,5 tone, precum si parcul de autoturisme pentru activitatea de "service" si interventie, se reduc in medie cu 50% potrivit anexelor nr. 9, 10 si 11 *.
*) Anexele au fost comunicate institutiilor interesate.

ART. 30
Autovehiculele pe benzina cu consum specific neeconomicos se scot din circulatie si se trec in conservare, potrivit anexei nr. 12*.
Sarcinile de transport ce urmau a fi realizate cu autovehicule pe benzina trecute in conservare potrivit alin. 1 vor fi preluate de autovehicule cu motoare Diesel si celelalte autovehicule prin organizarea transportului in schimburi.
In termen de 10 zile, Ministerul Aprovizionarii Tehnico-Materiale si Controlului Gospodaririi Fondurilor Fixe impreuna cu Ministerul Transporturilor si Telecomunicatiilor vor prezenta propuneri pentru stabilirea numarului de autovehicule trecute in conservare pe ministere, celelalte organe centrale, consiliile populare judetene si al municipiului Bucuresti.
In termen de 30 de zile, unitatile socialiste sint obligate sa repare autovehiculele scoase din circulatie, potrivit alin. 1, si sa le puna la dispozitia Ministerului Aprovizionarii Tehnico-Materiale si Controlului Gospodaririi Fondurilor Fixe care le va constitui intr-un parc general in conservare.
In caz de nevoi suplimentare de transport sau in situatii deosebite, mijloacele de transport trecute in conservare, potrivit anexei nr. 12, vor putea fi folosite numai cu aprobarea prealabila data prin decret prezidential.
Prevederile acestui articol se aplica in mod corespunzator si pentru autovehiculele disponibilizate potrivit art. 29.
*) Anexele au fost comunicate institutiilor interesate.

ART. 31
In termen de 30 de zile de la data intrarii in vigoare a prezentului decret, Consiliul de Ministri va supune spre aprobare un program pentru imbunatatirea echiparii cu motoare de randament ridicat a autovehiculelor si, dupa caz, pentru sistarea unor tipuri aflate in fabricatie.

CAP. 4

Dispozitii finale si tranzitorii

ART. 32
Unitatile socialiste la care se reduce numarul de autoturisme conform prevederilor prezentului decret, impreuna cu directiile judetene si a municipiului Bucuresti pentru probleme de munca si ocrotiri sociale, sint obligate ca, in termen de 30 de zile, sa asigure conducatorilor auto deveniti disponibili transferul in interesul serviciului, cu prioritate la unitatile de productie si de constructii.

ART. 33
Pentru folosirea autoturismului proprietate personala in interesul serviciului , primii adjuncti ai ministrilor, asimilatii acestora, adjunctii ministrilor si secretarii de stat au dreptul la o cota de benzina de 50 litri pe luna, a carei valoare se suporta de institutie.
Nu beneficiaza de drepturile prevazute in alin. 1 prim-adjunctii si adjunctii ministrului si secretarii de stat care folosesc, in interes de serviciu, autoturisme din parcul comun.

ART. 34
Se interzice folosirea autoturismelor in alte conditii decit cele prevazute in prezentul decret.
Nerespectarea dispozitiilor prezentului decret atrage raspunderea materiala, civila, contraventionala, disciplinara sau penala, dupa caz.

ART. 35
Ministerele, celelalte organe centrale de stat si obstesti, consiliile populare judetene si al municipiului Bucuresti, conducerile unitatilor socialiste sint obligate sa ia masuri pentru utilizarea rationala a parcului de autovehicule, folosirea acestuia la intreaga sa capacitate in conditii de transport optimizat si cu consum cit mai redus de combustibili si lubrifianti.
De asemenea, organele si unitatile prevazute la alin. 1 vor lua masuri pentru intretinerea si repararea corespunzatoare a parcului auto pentru a asigura incadrarea in normele de consum aprobate, precum si pentru respectarea riguroasa a disciplinei in transporturi si utilizarea autovehiculelor in conditii de eficienta economica ridicata.

ART. 36
Comitetul de Stat al Planificarii si Ministerul Finantelor, impreuna cu celelalte ministere si organe centrale interesate, vor prezenta in termen de 30 de zile de la data prezentului decret propuneri de modificare a indicatorilor de plan economici si financiari, precum si in volumul si structura bugetului de stat pe anii 1979 si 1980.

ART. 37
Prevederile art. 20 alin. 1 se aplica cetatenilor straini care vor intra in tara incepind cu data de 1 august 1979.
Turistii straini aflati in tara la data prezentului decret vor putea cumpara, prin unitati O.N.T. pina la data plecarii, bonuri de benzina sau motorina cu plata in valuta neconvertibila sau in lei proveniti din schimbul valutar, in conditiile prevazute de lege.
La iesirea din tara, cantitatea de benzina sau motorina cumparata in conditiile alin. 2 nu va putea depasi 10 litri pe autoturism.

ART. 38
Anexele nr. 1-12 fac parte integranta din prezentul decret.

ART. 39
Pe data intrarii in vigoare a prezentului decret, prevederile Decretului Consiliului de Stat nr. 415/1976, ale Decretului Consiliului de Stat nr. 224/ 1979 si ale anexei nr. 1 la Decretul Consiliului de Stat nr.620/1973, precum si orice alte dispozitii contrare, se abroga.
ANEXA 4 Limitarea consumului de benzina
Consum Nr. Grupa de autovehicule maxim crt. lunar -litri
1. Autoturismele din parcul comun al ministerelor, celorlalte organe centrale, comitetelor executive ale consiliilor populare judetene si al municipiului Bucuresti, precum si al unitatilor subordonate 110
2. Autoturismele de teren ale unitatilor agricole de stat, statiunilor pentru mecanizarea agriculturii, intreprinderilor de legume si fructe, de imbunatatiri funciare, de prelucrare a sfeclei de zahar, de constructii poduri si petroliere 125
3. Cite un autoturism din parcul comun al ministerelor si celorlalte organe centrale de stat folosite si de ministri, ministrii secretari de stat:
- pentru ministerele economice (Ministerul Industriei Metalurgice, Ministerul Industriei Constructiilor de Masini, Ministerul Industriei Chimice, Ministerul Energiei Electrice, Ministerul Minelor, Petrolului si Geologiei, Ministerul Constructiilor Industriale, Ministerul Economiei Forestiere si Materialelor de Constructii, Ministerul Agriculturii si Industriei Alimentare, Ministerul Industriei Usoare, Ministerul Comertului Exterior si Cooperarii Economice Internationale, Ministerul Transporturilor si Telecomunicatiilor, Comitetul de Stat al Planificarii, Ministerul Aprovizionarii Tehnico-Materiale si Controlului Gospodaririi Fondurilor Fixe si Ministerul Finantelor) 200 - pentru celelalte ministere 150
a) Cantitatile de benzina neridicate in cursul unei luni se pot ridica in cursul lunii urmatoare, in cadrul aceluiasi an calendaristic.
b) Este interzisa redistribuirea benzinei de la mijloacele auto utilizate in scopuri economice (transport de marfuri, mijloace de transport in comun si alte activitati) la autoturismele utilizate pentru transportul de persoane.
c) Pentru efectuarea rodajului autoturismelor noi se acorda 100 litri de benzina.
d) Autoturismele de interventie se pot deplasa numai in zonele de deservire stabilite. Fiecare deplasare trebuie justificata pe baza de documente intocmite potrivit legii. Cota de benzina alocata este de maximum 110 litri. In cazuri exceptionale, aceasta cota poate fi depasita, cu justificarea fiecarei curse efectuate, pe baza de documente de lucru intocmite potrivit prevederilor legale.
Economiile de benzina facute se reporteaza lunar si nu pot fi folosite pentru alte autoturisme.
ANEXA 5 Vitezele economice de deplasare ale autovehiculelor in afara localitatii - Autoturisme dotate cu motoare peste 1800 cmc cu exceptia autoturismelor Volga, Pobeda, Warszawa 90 km/h
Autoturisme DACIA 1300 80 km/h - Autoturisme dotate cu motoare de la 1100 la 1800 cmc 80 km/h
Autoturisme dotate cu motoare sub 1100 cmc, precum si autoturismele Volga, Pobeda si Warszawa 70 km/h
Autoturisme de teren cu motoare cu aprindere prin scinteie 70 km/h - Autoturisme de teren cu motoare Diesel 60 km/h
Autobuze si microbuze 50 km/h
Autocamionete, autofurgonete si autocamioane si motociclete 50 km/h - Autobasculante 40 km/h
Autocamioane cu remorca, autotractoare cu sa si semiremorca si autospeciale 50 km/h Autobuze si microbuze cu motoare Diesel 70 km/h
Tractoare rutiere 30 km/h
a) Vitezele de circulatie a autovehiculelor in localitati sint cele stabilite potrivit legii.
b) Respectarea limitelor de viteza este obligatorie si pentru cetatenii straini care conduc autovehicule pe teritoriul Republicii Socialiste Romania.
c) Se excepteaza de la prevederile anexei autovehiculele destinate stingerii incendiilor si autosalvarile aflate in actiuni de interventie, precum si cele ale organelor Ministerului de Interne si ale Procuraturii, aflate in misiune.
d) Autovehiculele care transporta materiale usor inflamabile sau explozibili nu vor depasi vitezele maxime prevazute prin Regulamentul pentru aplicarea Decretului nr.328/1966 privind circulatia pe drumurile publice.
ANEXA 6 Preturile cu amanuntul la combustibilii lichizi, benzina de extractie, parchetin, uleiuri minerale si gaze lichefiate

I. Combustibili lichizi:
1. Combustibil P 3,00 lei/litru
2. Combustibil M 2,50 lei/litru
3. Combustibil lichid usor pentru calorifer, tip 1 2.000 lei/tona
4. Combustibil lichid usor pentru calorifer, tip 2 1.700 lei/tona
5. Combustibil lichid usor pentru calorifer, tip 3 1.500 lei/tona
6. Combustibil lichid usor pentru calorifer, tip 4 1.300 lei/tona
II. Benzina de extractie 5,00 lei/litru
III. Parchetin 4,00 lei/litru
IV. Uleiuri minerale
a) uleiuri neaditivate tip M - tip M 20 6,20 lei/litru - tip M 30 9,50 lei/litru - tip M 40 12,00 lei/litru - tip M 50 15,25 lei/litru
b) uleiuri aditivate Multigrade super 1 - tip M 10 W/30 super 1 23,10 lei/litru - tip M 20 W/40 super 1 24,50 lei/litru
c) uleiuri aditivate tip M (extra) - tip M 20/20 W extra 15,70 lei/litru - tip M 30 extra 15,70 lei/litru
d) uleiuri aditivate tip M (super 1) - tip M 20/20 W super 1 17,60 lei/litru - tip M 30 super 1 19,75 lei/litru - tip M 40 super 1 24,00 lei/litru
e) uleiuri aditivate de rodaj R 45 13,20 lei/litru
f) uleiuri aditivate pentru motoare Diesel - tip UT 4 9,00 lei/litru - tip DS 30 18,50 lei/litru - tip DS 40 19,75 lei/litru
g) uleiuri aditivate tip M (super 2) - tip M 20/20 W super 2 20,25 lei/litru - tip M 30 super 2 23,50 lei/litru
h) uleiuri neaditivate pentru transmisii autovehicule - tip T 90 5,00 lei/litru - tip 140 I 5,00 lei/litru - tip T 140 II 19,60 lei/litru
i) uleiuri pentru angrenaje auto cu solicitari severe - tip 80 EP 2 16,50 lei/litru - tip 90 EP 2 20,00 lei/litru
j) uleiuri pentru transmisii tractoare T 75 EP 1 10,50 lei/litru
k) uleiuri aditivate pentru angrenaje tip T A 5W 24,10 lei/litru
l) ulei hidraulic tip HA 9 12,30 lei/litru m) uleiuri de vaselina - pentru uz extern ( cosmol) 14,00 lei/litru - pentru uz intern (ulpar) 20,40 lei/litru
Preturile cu amanuntul pentru alte tipuri de uleiuri minerale se majoreaza cu 40%.

V. Gaze petroliere lichefiate in butelii de 12,5 kg
a) butelii livrate loco depozit sau centre fixe din municipii si orase 25,00 lei/buc.
b) butelii livrate loco puncte volante din municipii si orase 29,00 lei/buc.
c) butelii livrate loco domiciliul cumparatorului, in municipii si orase 30,00 lei/buc.
d) butelii livrate loco puncte fixe sau volante in localitati rurale 31,00 lei/buc.

ANEXA 7 TARIFUL pentru transporturile de marfuri efectuate pentru populatie cu taxicamioane
Tarif
Pentru inceputul cursei 10 lei
Pentru timpul de stationare 40 lei/ora
Pentru parcurs 9 lei/km
NOTA:

1. Transporturile se efectueaza numai cu autocamioane cu capacitate de pina la 5 tone inclusiv.

2. Tariful se aplica si pentru transporturile efectuate cu autobasculante si tractoare rutiere cu remorca.

3. Pentru remorca tractata de autocamion se aplica tariful pentru parcurs redus cu 30%.
ANEXA 8

I. Inchirieri de autoturisme ($ S.U.A. - km - ora)
a) DACIA 1300 care se inchiriaza turistilor straini fara sofer si fara carburanti - tarif 0,25 3,00
b) DACIA 1300 care se inchiriaza cu sofer si carburanti - tarif 0,50 5,00
c) MICROBUZE - tarif 0,65 6,50
d) AUTOBUZE - tarif 1,00 15,00
II. Tarifele in lei pentru excursii in tara cu turisti romani (lei pe km/turist)
cu autobuze 0,20 - cu microbuze 0,30
III. Tarifele in lei pentru excursii in tara organizate prin Biroul de turism pentru tineret (lei pe km/turist)
Tineri Elevi si angajati studenti -autobuze 0,17 0,14 - microbuze 0,22 0,17
IV. Inchirieri de autovehicule cu soferi si carburanti de catre unitatile socialiste pentru delegatii straine (lei - km - ora)
Dacia 1300 6 60 - microbuze 7,80 78 - autobuze 12 180

VW de ambasada - Embassy VW

2010-10-05T18:54:00.000+01:00

Embassy-owned Passat, 1991-92. Remember the circular license plates?
Passat de ambasada, 1991-92. Tineti minte placutele rotunde?

Camping in Wartburg 1966 - 2006

2010-10-04T19:13:00.000+01:00

Unele chestii nu se schimb. Asta e demonstrat prin cele patru imagini prezentate aici, din 1966, 1967, 1967 si 2006! Nu e vorba de aceeasi masina...

Some things never change ... as is amply demonstrated by these four pictures, from 1966, 1967, 1967 and 2006! Not the same car ...

Gaz M20 Pobeda - part 2

2010-09-22T21:48:00.000+01:00

Inca niste poze cu Pobezi in Romania. Surse diferite. Va urma: ce-a ramas din ele.
Several more photos from different sources with Pobedas in Romania. To follow: what is left of them.

Volga care dispare / The disappearing Volga

2010-09-20T18:40:00.000+01:00

Doua imagini din inceputul anilor 60 cu Calea Marasesti din Bacau. Ghiciti diferenta...
Two images fron the early 60s of Marasesti Way in Bacau. Spot the difference...

Ma intreb de ce. Motive estetice? Sau poate gramada de masini luxoase nu arata deloc proletar? Cine stie...
I winder why? Aesthetic reasons? or simply that too many luxury cars in one shot was hardly true to Socialist ideals? Who knows...

Premii de motociclism, anii 40 / 1940s motorcycle trophies

2010-09-19T10:44:00.000+01:00

Recent de vanzare pe eBay. Cu siguranta niste piese rare! ARMA = Asociata Romana a Motociclistilor Amatori, fondat 1934.
Recently for sale on eBay. Definitely rarities! ARMA was the Amateur Motorcyclists' Association of Romania, founded in 1934.

Vacante, anii 70 / Seventies Holidays

2010-09-18T19:57:00.002+01:00

Un set de poze din anii 70. De exceptie e Mercedesul "bot de cal" cu numar scurt, mare semn de distinctie sociala in anii 70. Exemplare la mana doua costau cam 100-120 mii de lei, adica trei Trabanturi noi, sau o Volga si jumatate. Alta masina interesanta e Mercedesul microbuz. Oficiul National de Turism a avut o mica flota inainte sa cumpere Irannationaulrile alb cu albastru prin 1976, care inca sa mai vad astazi circuland.

A set of snaps from the 70s. Worth mentioning is the Mercedes saloon with a three-digit license plate, a sign of high social distinction back then, when a second-hand example cost about 100-1200 thousand lei, or three new trabants or a Volga and a half. Another interesting vehicle is the Mercedes minibus, one of a small fleet oned by the National Tourism Office and used until around 1976, when they were replaced by the blue and white-liveried Irannationals which can still be occasionally seen around Romania.