Deprecated: preg_replace(): The /e modifier is deprecated, use preg_replace_callback instead in /home3/rmin0017/public_html/forum/Sources/Load.php(183) : runtime-created function on line 3
Istoria auto in Romania [english version]

Autor Subiect: Istoria auto in Romania [english version]  (Citit de 16266 ori)

0 Membri şi 1 Vizitator vizualizează acest subiect.


  • Vizitator
Un subiect foarte interesant. Am aflat multe lucruri pe care nu le stiam in legatura cu istoria automobilului in Romania. Textul l-am gasit intamplator, intr-un referat pe internet si este scris in limba engleza. Sper sa aveti rabdarea sa-l cititi, e interesant.

"Romania has been one of the first ten countries in the world to put the car in circulation, ever since it was manufactured. Starting from 1895, two steam cars built by the French company Gardner Serpollet begun circulating. One is exhibited at the Technical Museum of Bucharest.
In the Golden Book, set by ACR and including all the major motor cars, the first position goes to an auto-carriage made by Peugeot company, with an engine of 4HP. This car has been imported in 1889 by Barbu Bellu from Bucharest and sold after seven years. According to the same source, in 1895, three inhabitants of the city of Craiova brought into the country three auto-carriages with 12 HP engines, Benz type. One year later, three more "auto-carriages" were brought in different towns: one Peugeot in Bucharest, one Rochet-Schneider in Tecuci and one Bollee tricycle in Falticeni. In 1898, one of the first American Oldsmobile made its appearance on the streets of Bucharest. It was built in E.R. Olds workshop that had started to make cars just one year before. Instead of a steering wheel, the car had a control stick. Today, it can be seen at the Technical Museum in Bucharest. In the same year, the newspapers wrote about the exquisite engine carriage, Victoria style, brought by Doctor Tomescu. This car had a 3.5 HP engine rear placed. Note that the number of "auto carriages" worldwide was not exceeding  100 items!
The first electric car (a coupe with four places for passengers, plus two front places for the driver and the "assistant") brought by Leon Leonida from Paris circulated on the streets of Bucharest ever since 1906.

Autotrucks made their appearance on the world market in 1910. One year later, the first autotruck, a Berliet, which transported beer barrels from the Bragadiru factory, was brought to Romania.
In 1900, the country had no traffic office. The mayoralty was in charge with the formal registering of an auto. The number 1 registering went to an automobile bought by Gheorghe Basil Assan, the son of the person who had built the first steam driven mill nicknamed Assans Ship. The car, some kind of a convertible carriage, was a 15 HP engine Panhard made in Liege, Belgium. This car can also be seen at the Technical Museum.
At the beginning of the century, the first car registered for traffic and at the capital prefects office was the one of Basil Assan and it received the number 1-B.  Two years later, Prince Valentin Bibescu, a very overbearing man, came from Paris with his personal car. He asked the capital prefect to transfer the number 1-B to his car, proving with documents that his car had been registered in Paris before the day the number 1-B had been given. But Basil Assan did not accept to give up his priority. In an uneasy position, the prefect found the solution: he offered Bibescu number 0-B. He accepted and so, number 0 ran for some 30 years in the Romanian capital.
Until 1 March 1906 over 150 cars were imported in Romania. Among the most widely spread marks: De Dion-Bouton, Mercedes and Panhard. Afterwards, the number of cars begun to increase, to 233 in 1907, 447 in 1909 (the car registered with number 169 belonged to the Diplomat Nicolae Titulescu), to 850 in 1912. Most of the cars were registered in the counties of Ilfov (50), Iasi (30), Teleorman (27), Braila (25), Prahova (21), Romanati (20).
The first formal driving examination took place on 10 January 1908, at the order of the Chief commissioner of the capital police. One could get the license after a speed test during which the examining officer used to throw a pillow in front of the car, and the driver had to brake instantly.

The classes of the first Drivers school started on 10 January 1910. In the morning, classes of motor car theory, in the afternoons, practice. The theory had two major chapters: "Man killing" and "Smoke generating by cars".

The motor car between the two world wars
At the beginning of World War I, the auto park in Romania exceeded 1,000 items. More than two thirds of those would be destroyed during the war. After the peace settlement, the auto park grew primarily as a consequence of the work of representatives in Romania of foreign carmakers Ford, Chevrolet, Renault, General Motors. For five successive years, starting from 1922, the car import strongly increased, with an annual average of over 2,000 cars, so that in 1926 the number of cars in Romania had reached 11,300.  
During 1936-39, the number of cars grew slightly, with some 500-1,500 pieces per year. At the end of 1939, there were some 25,876 automobiles, of which over 73.5% American made cars. The Ford Enterprises Romania based in Bucharest, a joint venture, also contributed to that. In 1935, Ford Enterprises Romania started to assemble the Ford car 1935 style, equipped with a 60 HP V8 engine. The car was able to carry six people. Other models of Ford cars were made afterwards.
Among the major types, the most frequent were: Ford T; Chevrolet Superior  popular car, built in 1921; Nash Four made since 1922; Renault 12CV 1921; Morris Cowley made in 1920, assembled in England with American Continental engine; Austin Baby 1924 made; Fiat 501 1919 and the 1924 Torpedo type, a duplicate of Ford T; Opel 1911; Chrysler 50 1927; Overland Four, an US car manufactured in 1926; Studebacker Erskine 1927; Packard Super Eight limousine 1928; Mercedes 770 1930; Graham Streak 1932; La Salle 1932; Auburn SC 1935; Citroen 7A 1934; Fiat Balilla 1932 popular car; DKW F1 500 1931 two cylinders engine. Among celebrities: Lincoln Zephyr, a V12 110HP engine 1936 made; Buick Seria 40, with an 8 cylinder, 3.8 liter engine; Mercedes 170 V and 170 D, with a Diesel engine; Ford England Ten with a 4 cylinder, 1.2 liter engine; Lancia Aprilia with a V4, 1.35 liter engine.

Famous Romanian constructors
Dimitrie Vasescu at 20, in 1880 when he was a student at Ecole Centrale of Paris, on his own and based on an original design he built a steam car with the best performances at the time. His car successfully tested for traffic and has long run on the streets of Paris. The motor car had the rear wheels bigger than the front ones, and all four wheels were made from steal spokes metallic rim with a massive rubber tire, securing flexibility and the capacity to run on unfit streets. The multitubular boiler and the manometers and adjustment taps were placed in front of the driver to ensure an easy handling and adjustment, while the water reservoir was under the drivers seat. A firebox where charcoal was burned was placed around the seat. The car had a driving wheel and two independent brake systems. When he came back in the country, Eng. Vasescu brought with him the car driving it through Bucharest.
George Constantinescu created a new branch of science within continuous medium mechanics, concerning vibration transmission of power: Sonics. One of his outstanding inventions is the Mechanical couple converter, which can automatically transmit the power from an engine or other power generator, to a driven (secondary) shaft. Its use includes tool-machines, locomotives, cars and so on. Using the couple converter transmission system simplifies the traditional mechanism of transmission to driving forecarriages made up by clutch, gearbox, longitudinal transmission (cardan axle), differential and planet shaft cone group. The couple converter secures a progressive coupling and a continuous and automatic accommodation of car movement to the changing resistance to advance.  
Aurel Persu has the merit of being among the first experts worldwide to have studied the use of aerodynamic shape of moving bodies in cars. He was interested in this field since 1920. The study and research work brought the young graduate of the Technische Hoch Schule from Berlin-Charlottenburg to the conclusion that the car coachwork should be shaped as a half of a falling water drop. The car designed by Persu had a building shape resembling to a helicopter of our days, with the largest part in front where the passenger seats were placed. The engine was to be put in the rear where the space was much limited. In order to reduce air resistance to advance, the wheels were introduced inside the coachwork. At the time, all cars had wheels outside the coachwork, with strongly underlined wings. Based on his research work, Eng. Aurel Persu builds in 1923 the first automobile with an adequate aerodynamic shape, which he patents in Germany. On September 19, 1924 he receives the Inventor Patent No 402683. Following over 100,000 km endurance tests, his invention is also patented in other Western countries. To be noted that, based on the diminished distance between the rear wheels Persu scraped the need to introduce a differential in transmission, so that a high speed could be used while driving through turnings. Ford and General Motors plants declared their interest in buying the Patent but did not commit themselves to build cars based on the Patent (all the cars are presently built based on that aerodynamic principle), so that Persu refused the bids. Eng. Aurel Persu, Technical mechanics professor at the Polytechnics School in Bucharest delivered a well-documented scientific paper before the Romanian Academy, entitled "The right aerodynamic car", including scientific data of his invention.

Transportation in Romania
No steam diligence or steam tugs were used in Romania for travelers. Instead, since the summer of 1911, internal combustion engine omnibuses managed by private entrepreneurs started to run between Bucharest-Predeal and Bucharest-Calimanesti. The Fiat passenger buses used had a capacity of 12 people including their luggage (put on the roof and fastened to its lattice). They ran with the amazing speed of 40 km/h. Those buses were used only for inter-city transport, continuing the railroad links or to cover shorter routes. Buses were not used for public transport in Bucharest or in other cities before World War I, horse or electrical driven trams meeting the travelling needs of people. Consequently, after the road net development, the number of buses increased, reaching 3,170 in 1930. Chassis were bought and then coachworked in the Leonida and Peleanu workshops in Bucharest.  
The Transport Society of Bucharest bought in 1936 100 Renault chassis, 100 Chevrolet chassis and 20 Henschel chassis which were coachworked in Leonida & Co. workshops. The busses served the transport routes where no trams were operating. The big busses (60 seats Renault and Henschel) were intended for the center of the city, while those with a small capacity (20 seats Chevrolet) were meant for the outskirts where the traffic was reduced and the pavement was weaker.
The first Romanian bus was made in 1965 by a team of experts from ITB Central Workshops. It had a capacity of 70 passengers and was coachworked on the chassis of a SR-101 truck. TV-2 buses, TV-20 E troley-buses were afterwards produced at Tudor Vladimirescu plant which also took over the building of TV-41 utilitarian (vans, isotherms, tanks, minibuses, auto-labs).
The number of trucks reached 8,050 in 1939. The major types were Bussing-Nag, Mercedes, Ford, MAN, Citroen, Morris Commercial, Krupp, Magirus, Henschel. Between the two world wars, the auto-truck Opel-Blitz was brought from Germany. Specialized trucks were also imported: the three wheels Faun Werke car for garbage, the combined Faun Werke car for garbage and street washing, the street washing car Daimler-Benz, the Daimler-Benz car for excrements transport, Grasmuck fuel auto-tank, Magirus pivoting auto-stairway, Koebe fire machine, Mercedes-Benz tank-auto-pumps.
SR-101 was the first Romanian truck. It was made in the Steagul Rosu plant of Brasov, the former Astra company. The truck was provided with a 6-cylinder 5.55-liter petrol engine. It could reach a maximum speed of 65 km/h and it could carry a maximum load of 4 tones. Later, SR-131 Carpati, SR-113 Bucegi and Roman (in cooperation with the Ministry of National Defense) trucks were assembled in different types: weighing machine, tank and so on.

The first Romanian passenger cars
In 1908, the City hall of Arad asked for the city to be supplied with buses. The French branch of Westinghouse from Le Havre offered to build a plant, Marta. Since 1910, it started to manufacture cars with different coachworks: double-phaeton, Landolet and so on, with up to 30 HP engines. The company manufactured some 150 Marta cars until its bankruptcy. Afterwards, the company was taken over by Austro-Daimler, which reorganized its production and introduced new models under Austro-Daimler license. The basic model had a 4-cylinder 2.5 liter 18-22 HP engine. That was used primarily as a cab in Central Europe. Buses and trucks were also built. Between 1909-1914 some 300 trucks and buses and some 650 cars were manufactured.
After World War II, there was no production of cars until Dacia. Anyway, some prototypes and even short series production did exist. In 1945, Eng. Radu Manicatide made, at the IAR plant, a mini-car named MR 1945 type. Equipped with a modified 2 cylinder motor cycle engine, it supplied 11.5 HP at a 4,000 rpm revolution. It was an all-in-the-rear type, with no differential, with an aerodynamic, convertible coachwork, with a folding windscreen, no wings, and wheels inside the coachwork. It could reach a maximum speed of 100 km/h.
In 1946, a group of engineers and technicians from ASAM and Malaxa of Bucharest and from IAR of Brasov, headed by Petre Carp, made a popular car prototype, Malaxa. It was a 3 cylinder forced air-cooled 30 HP engine, all-in-the-rear type. The car had six places and could reach a speed of 120km/h. Its petrol consumption was 10l/100km.
In 1947, at IAR plant of Brasov, a team led by Eng. Radu Mardarascu made a car prototype in three items (two limousine type and a station), with a four cylinder 45 HP engine, that could reach 124 km/h. Those cars functioned for 12 years in ordinary using conditions.  
In 1965, 9,216 cars were in use by people, all of import origin: Moskwich, Volga, Skoda, Warszawa, Wartburg, Trabant, Fiat, Renault. The lack of hard currency for parts import lead to considering making a Romanian car. Thus, on August 20, 1968, the Colibasi Plant was inaugurated and serial production of the first Dacia 1100 cars begun. "
« Ultima Modificare: 09/12/09*, 15 de Bizi »


  • Vizitator
Rãspuns: Istoria auto in Romania [english version]
« Răspuns #1 : 09/12/09*, 14 »
The first motor races
The first motor car race (Bucharest-Giurgiu-Bucharest) took place in 1904, Romania being among the first 6 nations in the world to have organized speed motor races. George Valentin Bibescu, with an average hourly speed of 66 km/h won the contest.
In 1901, G.V.Bibescu succeeded to set an exceptional record, with a famous Buick car, coming from Geneva to Bucharest (1,827 km) in only 73 hours.
In 1905, G.V.Bibescu, Leon Leonida and Mihai Ferekide, accompanied by two women, Marta Bibescu and Maria Ferikide, succeed the boldest raid at that time, with three convertible cars. They left from Galati in April and reached Ispahan, the former Persian capital, in July. The three 16, 20 respectively 40 HP cars carried on the nightmare roads of Eastern Europe and Asia 28 suitcases, 6 trunks, 15 petrol containers and 10 rifles. The story of their journey was written by the French writer Claude Anet in his book "La Perse en automobile", himself a participant in the most exciting raid of that time.

The first Romanian to be awarded in an international speed competition was Ion Maican. In 1906, he came third in the Chateau-Thierry, France, race, of 90 competitors who took the start.
The first auto-rally in Romania took place on June 16, 1907 and was actually a race between cars and a balloon. The latter one had aboard three officers, and the cars had to follow its flight and reach the landing site before the balloon. The winner was a car-driver.
*The first non-stop driving race Bucharest-Paris-Bucharest took place in 1926, and was managed by Romanian car-driver Henri Manu in team with N.Constantinescu.
*The first stage, Bucharest-Paris (2,750 km) was run in 52 hours, while the return, on the same route, took an hour less. Four years later, Bizu Cantacuzino, Dr. Dinopol and the famous Eng. Jean Calcianu covered the distance Bucharest-Paris within 44 hours.

The Monte Carlo rally the most famous rally in the world, had at its start in 1927 Alexandru Racovita, who left Bucharest with a Steyr, and George Ghica, who left Brussels with a Buick. Racovita ranked five, and Ghica ranked 30 at general event and came first at 'comfort'. In 1928, Henri Manu won the first Prix in the coast race and ranked 11 in general classification. In 1936, Petre Cristea together with Gogu Constantinescu and Ionel Zamfirescu won the Monte Carlo Rally on a Ford modified by the three, succeeding the first victory of Ford in this famous rally.  
8 simultaneous records the most astonishing performance of a Romanian abroad was made by Matei Ghica who qualified first in 8 events at Montherey, France, on 13 July 1928. Running a specially designed car, which he named Cosette, he beats the following world records: 5 km in driving, 5 miles in driving, 50 km 50 miles 100 km 100 miles speed and one hour average speed events.
In May 1927, George Fernic of Galati running a Bugatti in Indianapolis ranked 11 among 49 competitors in the Grand Prix.

The most famous drivers
Jean Calcianu - He was born in 1893, in the region of Dobrogea. He came to Bucharest in 1909 to study mechanics. In 1914 he decided to go to France, taking with him just what he had learned. He becomes employed in the Renault company and continues to study automobiles secrets. In 1916 the war makes him come back to Romania where he works as an airplane mechanic within the French Mission. After the war, he goes back to France where he fixes cars in Maitre Corniots workshop. Calcianu was obsessed with a certain car which he had seed in passing and which was manufactured in a small plant in Molsheim, Alsace. It was a Bugatti, the car that included many ingenious mechanical solutions. He succeeds to maintain two such cars owned by Dubonnet and is rewarded by being offered a 37 1.5 liter type in order to compete on the Miramas auto-field. Calcianu used to work hard, during night hours, to improve the car performances. He gave a special attention to air sliding, replacing the coachwork screws with buried ones and polishing the paint. The day of the race: Ettore Bugatti was taking part with his three famous drivers Constantini, Jules Groux and Friedrich. Calcianu puts his  cap on with its peak backwards and sets a new record of 173.6 km/h. Ettore Bugatti, who was a model of haughtiness, comes close full of envy but also curious, notes the modifications brought to the car and expresses his admiration with a slap in Calcianus back. They say they celebrated for a week at Corniot with old wine bottles coming from the South of France. Bugatti employed Calcianu at the testing bank of his plant. For six years he remained loyal to this mark while completing his studies at Ecole Superieure Technique. But at Bugatti he was not allowed to race. Nevertheless he succeeds to run in 2-3 local races on a Talbot, ranking first in the Laffrey coast and coming first on the circuit at Miramas. Homesickness hurries his leaving. After paying a 5,000 Francs guarantee he becomes Bugatti representative for Romania and comes back. Another life starts now for Calcianu, sometimes marked with satisfactions.
Back to Romania, he opens a small repair workshop in Maltopol Street. Together with Gh. Nadu, an enthusiast of car racing who had financial resources, he goes to France and bring back three Bugatti cars. Prepared by Calcianu, Bugatti comes on the first place in 1931 in the 2-liter event of the Grand Prix of Lemberg. In the same year, Calcianu sets the record Bucharest-Paris, making the distance within 50 hours on a Buick. He loses the Bugatti license, as well as the guarantee. He works just for passion, asking no money, but has to take a paid job in the airplane plant of IAR Brasov, where he makes friends with Petre Carp.
In 1934, along with IAR he organizes the first closed circuit race in the country: the Grand Prix of Brasov. Calcianu divides his work between the airplane engine test stand and the manufacture of a Romanian racing car, Ford Carp, a very unsuccessful mono-coque.
Calcianu sets another record on Feleac beating the expert of the coast Hans Stuck. Calcianus most beautiful victory comes in 1939, in the Grand Prix of Belgrade City where he comes before all the elite of German and French drivers contesting on an Alpha Romeo which had been driven by Tazio Nuvolari. Until the war broke out, Calcianu ran in every national race, winning most of them, with just one equal rival: Petre Cristea.
After the war, he collects the damaged racing cars and, with the help of the Romanian Automobil and Motorcycling Federation, he succeeds to repair them. He retires to Brasov for three years, due to health problems. He comes back to Bucharest bringing with him Maseratti, Mercedes and one BMW cars. His health condition worsens and he is taken to hospital. He dies but continues to be present in the hearts of all automobile impassionates. Starting with 1973, the Jean Calcianu Cup is offered to the winner of the Grand Prix of Bucharest.
Today, the Duesenberg Straight Eight automobile especially manufactured for the Indianapolis race can be seen at the Technical Museum of Bucharest.
Petre Cristea - He was born on January 31, 1909, in Bucharest. His father, Gr. Cristea, was a chief accountant at Leonida, the greatest motor car importer in Romania. Little Petre was a constant visitor of the repair workshops. At 13, he learned to drive the companys car, a Renault 1921. He gets his driving license in 1925, saying he is 18 when he actually was just 16.
In September 1930, he discovers the regulation of Monte Carlo Rally. He sends the booking form for the 1931 edition, specifying the car: Dodge Victory Six. Drivers: Petre Cristea and Zoltan Molnar. For the 3-rd and 4-th places, he registers his brother-in-law, Al.Paunescu, and the mechanic Gogu Constantinescu. He takes the start in Iasi and comes 11 of 152 competitors. In 1934, on a Ford V8, he ranks 18 from 177 contestants in the Monte Carlo Rally and the third in Carpathians Cup.
In 1935, he comes 15 of 169 competitors in the Monte Carlo Rally. He wins the first place in sports event in the Grand Prix of Brasov and in the international Race of Feleac.
1936 brings Petre Cristea the victory in the Monte Carlo Rally. He is the first and only Romanian to have succeeded such a performance. It has also been the first victory of Ford company in the most famous world rally. At the Grand Prix of Bucharest he wins the first place in sport category and comes third at racing event. At the Grand Prix of Brasov he ranks second at the racing event. He wins the hillclinmb race at Poiana Brasov.
In 1937, on Ford V8, he comes 7th of 172 drivers in the Monte Carlo Rally, losing the first place because he was penalized for the wings dimensions. In the Grand Prix of Brasov he gets the first place at sports event and the second place at racing. He wins the hillclimb race of Poiana Brasov and Sinaia (second place in racing event), the international hillclimb race of Feleac at sport category, and comes second in the racing event.  
In 1938, on a BMW, he takes part in the Grand Prix of Portugal and gets the first place at sports event. At Gross Glockner (Austria), he comes second at sport category. He wins the Grand Prix of Bucharest, the GP of Brasov (sport category), the hillclimb race of Sinaia and Carpathians Cup. He ranks second at the hillclimb race of Feleac and at the hillclimb race of Poiana Brasov.
In 1939, at Nurburgring, Germany, he comes first at sports event, on a 2,000 ccm BMW. He sets an average speed of 115 km/h, record that has only been beaten in 1953 by Stirling Moss. He succeeds the first place, racing event, in the La Turbie, France, race. Comes second in the GP of Finland, sixth in the GP of Luxembourg and second in the GP of Brasov. In the GP of Bucharest he ranks second, after Hans Stuck (600 HP Auto Union).
Alexe de Vassal - The last prince of motoring in Romania, Alexe Vassal was born in the same month and in the same decade with the Automobil Clubul Roman, i.e. April 15, 1910, just six month from the day when the Act of setting up the ACR was signed, on April 5, 1904. At his 90th anniversary, on April 15, 2000, the descendant of a Count of de Vassal was celebrated, with respect and  consideration, not only as a honorary deputy chairman of ACR but also as a European personality who dedicated his whole life to promoting motor racing and sporting aviation. His father, a known public person of the first half of the century (among others, a chairman of General Motors in Romania) succeeded to get him an approval for the examination for drivers license at just 15! And so, Alexe de Vassal has been a driver for 75 years. The car the senior owns today is a Subaru which he drives (and sometimes even sets!) daily. Along with the well-known Petre Cristea, Jean Calcianu, Titu Manicatide, Matei Ghica, Alex Berlescu, Sandu Costaforu, Alex. Papana (the famous aviator), M. Butuculescu, Dudu Frim, Alexe Vassal was part of the golden generation of the Romanian sports motor racing (primarily between 1930-1939). The last remarkable race he contested in together with Petre Cristea was the Monte Carlo Rally of 1938. After the war, he succeeds to bring back to public attention the traditions of the Romanian motor racing (he actively supports the creation, in 1948, of the Romanian Federation of Motor and Motorcycle racing FRAM). In 1960 he is among the founders of the Romanian Car-drivers Association and in 1967 he contributes to the resuscitation of Automobil Clubul Roman which gradually reunites, under that noble name, the whole motor-car movement in Romania.
Marin Dumitrescu - He is the transmission gear between the golden generation illustrated by Calcianu and Cristea, and the classics generation, which came after 1967. He makes his debut in 1948, in the speed circuit races, with modified Jeeps. Enjoying favorable conditions, Marin Dumitrescu becomes, between 1949 and 1958, the collector of most of absolute champion titles at circuit speed and coast. He was a competitor in rallyes, along Petre Vezeanu. He won his last champion title on a Dacia 1300, in 1976.
Eugen Ionescu-Cristea - He is one of the most gifted modern Romanian car-drivers. He was born in Bucharest, on May 26, 1938. He succeeded to get  36 national champion titles, at all the three specialties: hillclimbing, circuit and rally speed. He drove cars like Fiat 850, Renault 8 Gordini, BMW 2002 TI, Lancia Fulvia HF and Dacia. As fellow members of team he had Petre Vezeanu, Dan Amarica, Petre Parcalaboiu, Tudor Bucataru. Among the international awards: two victories in the Balkan Rally (1968 and 1972), the second place in the Gunaydin, Turkey, Rally (1978) and two victories in the Iron Gates Rally (1972 and 1973 together with Petre Vezeanu). In 1976 he was awarded the title of master of sports.
Aurel Puiu - An architect, he was over 35 when he first took the start in a motor race in Brasov. After a short while, he has his first great satisfaction: he wins in Romanias Rally and is taken in the ACR team. On a Renault 8 Gordini, he comes fourth in the up-to-1,300 ccm car event, at the Danube Rally. In the same year, he wins the first place at class event and the third place at general in the Balkan Rally in Yugoslavia. After an unsuccessful season, he succeeds three national champion titles in rallys: 1969, 1970, 1971.
Stefan Iancovici - At 19 he gets acquainted for the first time with motorcycle racing. He wins three titles of republican champion at motocross, three titles on speedway, two titles on regularity events and sets two records on the circuits of Feleac and Medias. He wins two golden medals at the Six days races in Austria and Czechoslovakia. He makes his debut in car racing in 1966 when, having C. Radovici as codriver, he wins the first place at 1150 ccm event, on a Renault 10 Major. In 1968 he is chosen for the ACR team. Along with Marin Dumitrescu, on a Fiat 1300, he gets the first place at class and the second place at "general" in the TransBalkan Rally. His peak year is 1977, when he becomes the first motor racing driver of Romania, winning three champion titles two at "class" and three absolute. He ran on the following cars: Fiat 1300, Renault 8 Gordini, Dacia 1100 S, Renault 12 Gordini, Dacia 1300.
Petre Vezeanu - He made his debut in motor racing at the Rally of Bucharest in 1966, being an exceptional co-driver. A year later, he made his entrance in international competitions, taking part in the Trans-Balkan Rally. After one more year, in 1968, he won the Rally of Romania together with Marin Dumitrescu, on a Fiat 1500. He drove cars like Fiat 1500, Renault 12 Gordini, Dacia 1300. In 1976 he was granted the title of master of sports at motor racing. He died in France, in a stupid traffic accident while in his way to the Rally of Portugal.
Dorin Motoc - He started as a cyclist. The first car on which he tried to contest was a Skoda. In 1973 he became a republican champion at coast speed on a Fiat 128. The same year, he takes part in the first international race: Iron Gates Rally, having as copilot his brother Cornel, on a Renault 12 Gordini. He came second. In 1974 he won two national champion titles at coast speed and ranked second in Danube Rally. Also in 1975 he was granted the title of master of sports. He ran on cars like: Dacia 1100S, Fiat 128, Dacia 1300.
Ludovic Balint - Born in Brasov, on February 2, 1948, he made his debut in motor racing at 17, on May 2, 1975, when he took part as a navigator in the Youth Rally of Brasov. That day he had the great opportunity of meeting Eng. Dumitru Telescu who later guided him towards the great performance. In the same year he makes his entrance in the National Rally Championship and wins the title of vice-champion at Dacia 1300 event, group 1. The next year, Loti wins his first title of national champion, at  circuit speed. In 1977 and 1978 he wins at the same event four more national titles of champion at speed (coast and circuit). In 1980 he enters the Dacia team. He specializes in rallys, and along Constantin Zarnescu he wins six national titles of absolute rally champion: in 1981, 1982, 1986, 1987, 1989, 1991. He gets his seventh and last title in 1993, having as navigator mrs. Gabi Stroescu. During that time he also wins four titles of national champion with the Dacia team. Master of sports since 1979, Ludovic Balint has been named for five times the best Romanian motor racing driver of the year (in 1984, 1987, 1989, 1991, 1993). In 1987 he won the Danube Rally, being the only Romanian driver who succeeded such a performance. In 1993, based on the annual FRAK classifications, the Auto Top magazine named him the best motor racing driver of the last 25 years. He died on February 1, 1994, a day before his 46 anniversary, in a stupid traffic accident.
Nicu Grigoras - He was the best speed driver in Romania. He was born in September 1948. In 1971 he graduated the Polytechnics of Iasi. Since 1973 he is employed at IAP where he served his apprenticeship at the test stand before reaching the contest department. He makes his debut in racing in 1976 and wins his first title of champion in 1977 (hillclimb speed, on a Dacia 1300 of group 2). Master of sport since 1981, he is named for five times as the first motor racing driver of the year. His peak season is 1980 when he wins five individual titles and two with the team. In 1986, besides the two titles on circuit and coast, Nicu Grigoras wins the international race of Resita, being the first Romanian driver to succeed such a performance in the Friendship Cup. As proved by the car on which he won most of his titles, a Dacia Sport Turbo, he was a very good engine and coachwork preparatory. After 1989 he retired from competition and he died in 1999.
Constantin Aur - He graduated the school of motor driving in France. Born on December 25, 1963, Titi made his debut in 1986 at the Rally of Brasov, on a private Dacia. On a Peugeot 205 GTI he wins the title of national champion, under the colors of the team Fortus Iasi. In 1992 he enters the Dacia team, running on Dacia Liberta. During the following years, with the help of his sponsor Ardaf he manages to get two performing cars, on which he struggles for the first places: first a powerful Audi Quatrro S2, then a Toyota Celica especially prepared by the racing club of Germany. In 1996 he races on Toyota at the Rally of Romania. Not very familiar with his new car, he comes out in the landscape and abandons the race. On the same car, he becomes a national champion at rallys in 1997, 1998,1999 and 2000. In 2001 and 2002 he won again the championship driving a Seat Cordoba WRC Evo2. In 2003 he competed in WRC-PC.

« Ultima Modificare: 09/12/09*, 15 de Bizi »


  • Vizitator
Rãspuns: Istoria auto in Romania [english version]
« Răspuns #2 : 09/12/09*, 14 »

Offline valibrad

  • Junior Member
  • **
  • Mesaje postate: 521
Rãspuns: Istoria auto in Romania [english version]
« Răspuns #3 : 09/14/09*, 15 »
e de pe vechiul site al revistei autoturism facut de subsemnatul:

nu cumpar nimic.

Offline Stefan

  • Super-Hero Member
  • ******
  • Mesaje postate: 14.076
  • Gen: Bărbat
  • Sa nu dispretuiesti ce nu intelegi.
    • Miniauto
Rãspuns: Istoria auto in Romania [romanian version]
« Răspuns #4 : 09/14/09*, 15 »
pentru ca bizonul mioritic este oficial francofon si nu anglofon, mi-am permis sa pun si varianta in limba stramoseasca :

partea 1-a :

 Romania a fost una dintre primele zece tari din lume care a introdus automobilul in circulatie, de la inceputurile constructiei acestuia. Inca din anul 1895, in Bucuresti au circulat doua automobile cu aburi , construite de firma franceza Gardner Serpollet, unul dintre acestea fiind expus la Muzeul Tehnic din Bucuresti.
 In Cartea de Aur, infiintata de ACR, in care s-au inscris toate autovehiculele importante, pe primul loc figureaza o trasura-automobil fabricata de firma Peugeot, avind un motor cu puterea de 4 CP. Aceasta masina a fost importata in 1889 de catre Barbu Bellu din Bucuresti si vinduta dupa sapte ani de folosire. Din aceeasi sursa reiese ca, in 1895, trei craioveni au adus in tara trei trasuri-automobile tip Benz, cu motoare de 12CP. Un an mai tirziu s-au adus alte trei 'trasuri-automobile' in diferite orase: un Peugeot in Bucuresti, un Rochet-Schneider in Tecuci si un triciclu Bolleé in Falticeni. Pe strazile Bucurestiului a aparut, in 1898, unul din primele automobile americane Oldsmobile, construit in atelierul lui E. R. Olds, care incepuse sa fabrice masini doar de un an. Automobilul avea in loc de volan o mansa si el poate fi vazut astazi expus la Muzeul Tehnic. In acelasi an, in ziarele timpului se arata ca doctorul Tomescu si-a adus o splendida trasura cu motor, stil Victoria. Aceasta masina avea un motor de 3,5CP amplasat in spate. De mentionat ca numarul 'trasurilor automobile' din intreaga lume nu depasea ...100 de exemplare!
 Primul automobil electric(un coupe cu patru locuri pentru pasageri, plus doua locuri in fata, pentru sofer si pentru 'asistent'), adus de la Paris de catre Leon Leonida, a circulat pe strazile capitalei inca din anul 1906.
 Autocamioanele au aparut pe piata mondiala in anul 1910. Dupa un an, primul autocamion adus in Romania a fost un Berliet care transporta butoaie cu bere de la fabrica Bragadiru.
 In anul 1900, in tara nu exista un serviciu de circulatie, inregistrarile oficiale de automobile facindu-se la Primaria Capitalei. Primul este inscris cu nr.1 un automobil cumparat de Gheorghe Basil Assan, fiul celui ce construise in Bucuresti prima moara actionata de o masina cu abur, motiv pentru care i s-a spus Vaporul lui Assan. Automobilul, un fel de trasura decapotabila, era un Panhard cu motor de 15CP, fabricat la Liege, in Belgia. De asemenea, acest automobil este expus la Muzeul Tehnic.
 La inceputul secolului, primul automobil inscris in circulatie si la Prefectura Capitalei a fost cel al lui Basil Assan caruia i s-a atribuit numarul 1-B. Dupa 2 ani, a venit de la Paris, cu masina personala, printul Valentin Bibescu, o persoana foarte infumurata, care a cerut prefectului  capitalei sa-i transfere lui numarul 1-B, deoarece arata cu acte ca automobilul sau fusese inscris la Paris inainte de ziua cind s-a dat numarul 1-B. Dar, Basil Assan nu a vrut sa renunte in ruptul capului la intiietatea inregistrarii masinii sale. Pus intre ciocan si nicovala, prefectul a gasit solutia: i-a propus lui Bibescu numarul 0-B. Acesta a acceptat si, astfel, numarul 0 a circulat vreo 30 de ani in capitala Romaniei.
 Pina la 1 martie 1906, s-au importat in Romania 150 de automobile. Printre marcile cele mai raspindite au fost: De Dion-Bouton, Mercedes si Panhard. Ulterior, numarul automobilelor a inceput sa creasca, el ajungind in 1907 la 233, in 1909 la 447 (automobilul inregistrat cu nr. 169 apartinea diplomatului Nicolae Titulescu), in 1912 la 850. Dintre judete, cele cu numarul cel mai mare de automobile erau: Ilfovul cu 50, Iasi cu 30, Teleorman cu 27, Braila cu 25, Prahova cu 21, Romanati cu 20.
 Primul examen de conducere oficial a avut loc pe data de 10 ianuarie 1908, din ordinul prefectului Politiei Capitalei. Brevetul se obtinea dupa absolvirea unei probe de viteza in timpul careia ofiterul examinator arunca in fata masinii o perna, conducatorul trebuind sa frineze instantaneu.
 Cursurile primei scoale de soferi au inceput la 10 ianuarie 1910. Dimineata se invata teoria automobilului, iar dupa amiaza practica. Teoria avea doua capitole importante: 'Omorirea de oameni' si 'Scoaterea de fum a masinilor'.

Automobilul in perioada interbelica
 Daca la inceputul primului razboi mondial, parcul de autoturisme din Romania depasea cifra de 1.000 de exemplare, in timpul razboiului, dintre aceste autovehicule, mai mult de doua treimi fusesera distruse. Dupa incheierea pacii, parcul a crescut mai ales datorita activitatii reprezentantilor din tara noastra a uzinelor straine constructoare de automobile: Ford, Chevrolet, Renault, Fiat, General Motors. Incepind din anul 1922, timp de cinci ani consecutivi, importul de autoturisme a cunoscut o crestere puternica, cu o medie anuala de peste 2.000 de autoturisme, astfel ca in anul 1926 existau in Romania 11.300 de autoturisme.
  In perioada 1936-1939, numarul de autoturisme a marcat o usoara crestere, cuprinsa intre 500-1.500 de bucati anual, parcul atingind la finele anului 1939 cifra de 25.876 automobile, peste 73,5% din total fiind de provenienta americana. La aceasta a contribuit Uzina Ford Romania din Bucuresti, proprietate a unei societati anonime mixte, care in anul 1935 a inceput sa monteze autoturismul Ford tip 1935, echipat cu motor V8 de 60CP. Autoturismul putea transporta sase persoane. Ulterior, s-au produs si alte tipuri de autoturisme Ford.
 Dintre modelele importate, cele mai frecvente erau: Ford T; Chevrolet Superior - automobil popular, construit in 1921; Nash Four - construite incepind cu anul 1922; Renault 12CV - construit in 1921; Morris Cowley - realizat in 1920, montat in Anglia cu motoare americane Continental; Austin Baby - fabricat in 1924; Fiat 501 - produs in 1919 si versiunea Torpedo din anul 1924 ce era o imitatie a lui Ford T; Opel din 1911; Chrysler 50 - construita in 1927; Overland Four din SUA, construite in 1926; Studebacker Erskine din anul 1927; limuzinele Packard Super Eight din anul 1928; Mercedes 770 din anul 1930; Graham Streak din 1932; La Salle din 1932; Auburn SC din 1935; Citroen 7A din 1934; Fiat Balilla - autoturism popular din anul 1932; DKW F1 500 - cu motoare in doi cilindri din anul 1931. Dintre celebritati, erau de remarcat Lincoln Zephyr, aparut in 1936, cu un motor V12 de 110CP; Buick Seria 40 cu motor de 8 cilindri, 3,8 l; Mercedes 170 V si 170 D - cu motor Diesel; Ford-Anglia Ten cu motor in 4 cilindri, 1,2 l; Lancia Aprilia cu motor V4, de 1,35 l.

Constructori romani celebri
 Dimitrie Vasescu - in 1880, cind avea 20 de ani si era student la Ecole Central din Paris, a realizat prin eforturi materiale proprii si dupa conceptia sa, un automobil cu aburi care prezenta cele mai bune performante la acea ora. Masina a trecut cu succes probele de circulatie, fiind vazuta mult timp circulind pe strazile Parisului. Automobilul avea rotile din spate mai mari decit cele din fata, toate patru fiind realizate din jenti metalice cu spite de otel si cu un bandaj de cauciuc masiv, ceea ce asigura o elasticitate a constructiei si capacitatea de a circula si pe strazile nepietruite. Cazanul multitubular, impreuna cu manometrele si robinetii de reglaj, se aflau in fata conductorului, spre o usoara manevrare si reglare, iar rezervorul de apa era dispus sub scaunul acestuia, in jurul caruia se afla camera-focar, in care se foloseau, pentru ardere, carbuni. Masina avea volan de directie si doua sisteme independente de frinare. La inapoierea in tara, ing. Vasescu a adus si automobilul, acesta putind fi vazut si pe strazile Bucurestiului.
 George Constantinescu - Este creatorul unei noi discipline stiintifice din cadrul mecanicii mediilor continue, privind transmiterea energiei prin vibratii: sonicitatea. Una din remarcabilele sale inventii este Conversorul de cuplu mecanic, cu care se poate transmite automat energia unui motor sau a altui generator de energie, la un arbore condus (secundar) cu aplicatii la masini-unelte, locomotive, automobile, etc. Folosirea sistemului de transmisie cu conversor de cuplu simplifica mecanismul clasic al transmisiei la rotile motoare format din ambreiaj, cutie de viteze, transmisie longitudinala (ax cardanic), grup conic cu diferential si arbori planetari. Conversorul de cuplu inventat asigura o cuplare progresiva si o adaptare continua si automata a mersului automobilului la variatia rezistentelor la inaintare.
  Aurel Persu - Are meritul de a fi printre primii specialisti din lume care au studiat aplicarea formei aerodinamice a corpurilor in miscare la automobile, problema ce il preocupa inca din anul 1920. Concluzia la care ajunsese (in urma studiilor si cercetarilor intreprinse) tinarul diplomat de la Tehnische Hoch Schule din Berlin-Charlottenburg, recomanda o modelare a caroseriei automobilului tinzind spre forma unei jumatati a picaturii de apa in cadere. Automobilul preconizat de Persu avea forma constructiva asemanatoare cu cea a unui elicopter din zilele noastre, cu partea cea mai voluminoasa in fata, unde se aflau locurile pasagerilor, urmind ca in spate, unde spatiul era mult mai restrins, sa fie plasat motorul. Pentru a reduce rezistenta aerului la inaintare, rotile erau introduse in interiorul caroseriei (la data brevetarii inventiei sale, toate automobilele aveau rotile in afara caroseriei, cu aripi puternic reliefate). Punindu-si in aplicare concluziile cercetarilor sale, ing. Aurel Persu construieste in 1923 primul automobil cu forma aerodinamica corecta pe care il breveteaza in Germania, obtinind la 19 septembrie 1924 brevetul de inventator nr. 402683. In urma unor probe de anduranta de peste o suta de mii de km, inventia este brevetata si in alte tari din Vest. Este de remarcat faptul ca, datorita distantei reduse dintre rotile din spate, Persu a renutat la introducerea unui diferential in transmisie, virajele putind fi parcurse cu viteze mari, fara o uzura a pneurilor. Uzinele Ford si General Motors au solicitat cumpararea brevetului, fara a se angaja sa construiasca automobile pe baza acestui brevet (astazi, toate masinile sunt construite pe acest principiu aerodinamic), ceea ce l-a determinat pe Persu sa refuze propunerile primite. Ing. Aurel Persu, profesor de mecanica tehnica al Scolii Politehnice din Bucuresti, a prezentat o documentata comunicare stiintifica la Academia Romana, intitulata Automobilul aerodinamic corect, in care a prezentat aspectele stiintifice ale inventiei sale.

Transportul in Romania
 Pentru transportul calatorilor, in Romania nu s-au folosit diligente cu aburi si nici remorchere cu aburi, trecindu-se direct la folosirea de omnibuze antrenate de motoare cu ardere interna, cu aprindere prin scinteie. Ele si-au facut aparitia pentru prima data in vara anului 1911, cind au fost organizate de catre intreprinzatori particulari transporturi de calatori cu autocare marca Fiat, pe rutele Bucuresti-Predeal si Bucuresti-Calimanesti. Autobuzele Fiat importate la noi aveau o capacitate de 12 persoane inclusiv bagajele acestora (asezate pe acoperis si legate de grilajul acestuia). Acestea circulau cu ametitoarea viteza de 40 Km/h. Autobuzele nu au fost folosite decit la transporturile interurbane, ele prelungind legaturile cu calea ferata sau circulind pe rute mai scurte. Transportul in comun cu autobuzele in Bucuresti si in orasele mari nu a fost utilizat inaintea primului razboi mondial, tramvaiele cu cai si cele electrice acoperind necesitatile de deplasare a cetatenilor. Ulterior, dupa dezvoltarea retelei de drumuri., numarul autobuzelor a crescut, ajungind in 1930 la 3.170. Erau cumparate sasiurile, ele fiind carosate in atelierele Leonida si Peleanu din Bucuresti.
 In Bucuresti, STB a achizitionat in anul 1936 100 de sasiuri Renault, 100 de sasiuri Chevrolet si 20 de sasiuri Henschel, acestea fiind carosate in atelierele Leonida et Co. Autobuzele circulau pe liniile unde nu functionau tramvaiele, cele cu capacitate mare (60 locuri - Renault si Henschel) urmau sa fie distribuite cu precadere in zona centrala o orasului, iar cele cu capacitate mica (20 locuri - Chevrolet) pe traseele periferice, cu circulatie mai mica si pavaj mai slab.
  In anul 1965 a fost fabricat primul autobuz romanesc, realizat de un grup de specialisti de la Atelierele Centrale ITB. Autobuzul avea capacitatea de 70 pasageri si era carosat pe sasiul camionului SR-101. Ulterior s-au fabricat la uzina Tudor Vladimirescu autobuzele TV-2, troleibuzele TV-20 E. Tot la aceasta uzina s-a trecut si la fabricarea utilitarelor TV-41 (furgonet, izoterme, autosanitara, cisterna, microbuz, autolaborator).
 Autocamioanele atingeau in 1939 cifra de 8.050, marcile principale fiind: Bussing-Nag, Mercedes, Ford, MAN, Citroen, Morris Comercial, Krupp, Magirus, Henschel. In perioada interbelica a fost adus din Germania autocamionul Opel-Blitz. S-au importat si camioane speciale: masina de curatat gunoi cu trei roti Faun Werke, masina combinata pentru curatat gunoi si spalat strada Faun Werke, Masina de spalat strazile Daimler-Benz, autovehicului pentru transportul fecalelor Daimler-Benz, autocisterna de combustibil Grasmuck, autoscara pivotanta Magirus, autovehicului de stingerea incendiilor Koebe, autopompele-cisterna Mercedes-Benz. Primul camion romanesc a fost SR-101, construit la uzina Steagul Rosu din Brasov, fosta intreprindere Astra. Autocamionul avea motor cu 6 cilindri, pe benzina, 5,55 litri, viteza maxima era de 65 km/h, sarcina maxima, 4 tone. Apoi, a fost constuite autocamioanele SR-131 Carpati, SR-113 Bucegi si Roman(in colaborare cu firma M.A.N.), in diverse variante: basculanta, inchis, cisterna, etc.

Primele autoturisme romanesti
 In 1908, Primaria din Arad solicita dotarea orasului cu autobuze. Filiala franceza a firmei Westinghouse din Le Havre se ofera sa construiasca o fabrica. Astfel, ia nastere firma Marta. Din 1910, incepe fabricarea de autoturisme cu diverse caroserii: dublu-phaeton, Landolet, etc. Motoarele furnizau circa 30 CP. Pina la faliment, firma a construit aproximativ 150 de autoturisme Marta. Dupa faliment, firma este preluata de Austro-Daimler, aceasta reorganizind productia si introducind noi modele sub licenta Austro-Daimler. Modelul de baza avea un motor cu 4 cilindri de 2,5 litri, ce furniza 18-22 CP. Acesta a fost folosit mai ales ca taxi in tarile Europei Centrale. De asemenea, se produceau si autobuze si autocamioane, intre 1909-1914 fabricindu-se 300 de autocamioane si autobuze si circa 650 de autoturisme.
 Dupa cel de al doilea razboi mondial, productia autoturismelor a fost inexistenta pina la aparitia autoturismelor Dacia. Totusi, unele prototipuri si chiar productie in serie mica au existat. Astfel, in 1945, ing. Radu Manicatide a realizat in cadrul uzinelor IAR un microautomobil denumit M.R. tip 1945. Echipat cu motor de motocicleta modificat, 2 cilindri,  acesta furniza 11.5 CP la o turatie de 4.000 rpm. Constructia era tip totul in spate, fara diferential. Caroseria era aerodinamica, decapotabila cu parbrizul rabatabil, nu avea aripi, rotile fiind incluse in interiorul caroseriei. Viteza maxima era de 100 km/h, consumul de benzina fiind de 4,5 l.
 In anul 1946, un grup de ingineri si tehnicieni de la uzinele A.S.A.M. si Malaxa din Bucuresti si IAR din Brasov, condusi de ing. Petre Carp, au construit prototipul unui automobil popular denumit Malaxa. Automobilul era echipat cu un motor cu trei cilindri in stea, cu racire fortata de aer, 30 CP, si era construit dupa solutia totul in spate. Intre plafon si acoperis era lasat un spatiu pentru canalizarea aerului necesar racirii motorului. Autoturismul avea 6 locuri si atingea o viteza de 120 km/h, consumul de benzina fiind de 10 l/100 km.
 In anul 1947, la uzinele IAR din Brasov, un colectiv condus de inginerul Radu Mardarascu a construit un prototip de automobil in trei exemplare (doua erau tip limuzina si unul station). Motorul avea 4 cilindri in linie, 45 CP, viteza maxima fiind de 124 km/h. Aceste automobile au functionat timp de 12 ani, in conditii normale de folosinta.
 In anul 1965, populatia dispunea de 9.216 autoturisme, toate din import, marcile Moskwich, Volga, Skoda, Warszawa, Wartburg, Trabant, Fiat, Renault. Lipsa valutei necesare importului de piese a dus la orientarea spre producerea unui autoturism romanesc, astfel, la 20 august 1968, avind loc inagurarea Uzinei din Colibasi si demararea productiei de serie a primelor autoturisme Dacia 1100.


 Prima cursa de automobile (Bucuresti-Giurgiu-Bucuresti) s-a desfasurat in 1904, Romania fiind printre primele 6 tari din lume care au organizat curse automobilistice de viteza. Concursul a fost castigat de George Valentin Bibescu cu o medie orara de 66 km/h.
 In anul 1901, G.V. Bibescu reusea un record de exceptie, cu un celebru autoturism Buick, venind de la Geneva la Bucuresti(1827 km) in 73 de ore.
 In 1905, G.V. Bibescu, Leon Leonida si Mihai Ferekide, insotiti de doua femei, Marta Bibescu si Maria Ferikide, realizeaza cel mai indraznet raid al timpului, cu trei automobile decapotabile. Caravana a plecat de la Galati in luna aprilie si a ajuns la Ispahan, fosta capitala a Persiei, in luna iunie. Cele trei autovehicule(de 16, 20 si 40 CP) au transportat prin drumurile de cosmar ale Europei rasaritene si Asiei 28 de geamantane, 6 cufere, 15 bidoane cu benzina si ...10 carabine. Peripetiile au fost povestite de scriitorul francez Claude Anet in cartea 'La Perse en automobile', si el participant la raidul automobilistic cel mai palpitant al timpului.
 Primul roman laureat intr-o proba internationala de viteza in coasta a fost Ion Maican. In anul 1906, el a ocupat locul al treilea la cursa de la Chateau-Thierry(Franta) din cei 90 de concurenti prezenti la start.
 Primul rallye-auto din Romania a avut loc la 16 iunie 1907 si a fost, de fapt, o cursa intre automobile si un balon. Acesta avea la bord trei ofiteri iar automobilele trebuiau sa-i urmareasca zborul si sa ajunga la locul de aterizare inaintea balonului. Cistigatorul a fost un automobilist.
  Prima cursa Bucuresti-Paris-Bucuresti in mers continuu, fara opriri, a fost realizata in anul 1926 de catre automobilistul roman Henri Manu in echipaj cu N. Constantinescu.
 Prima etapa Bucuresti-Paris(2750 km) a fost parcursa in 52 de ore, la inapoiere, pe acelasi traseu, realizandu-se cu o ora mai putin. Dupa patru ani, Bizu Cantacuzino, doctor Dinopol si celebrul ing. Jean Calcianu au parcurs distanta Bucuresti-Paris in 44 de ore.

 Raliul Monte Carlo - cel mai celebru raliu din lume, a avut la start in 1927 pe Alexandru Racovita, plecat din Bucuresti cu un Steyr si George Ghica, plecat din Bruxelles cu un Buick. Racovita s-a clasat pe locul 5 iar Ghica pe 30 la probe generale si pe primul loc la confort. In 1928, Henri Manu cistiga premiul 1 la cursa de coasta si ocupa locul al 11 in clasamentul general. In 1936, Petre Cristea, impreuna cu Gogu Constantinescu si Ionel Zamfirescu, cistiga Raliul Monte Carlo pe un Ford modificat de catre cei trei, realizind prima victorie a firmei Ford in acest celebru raliu.
 8 recorduri simultane - cea mai uimitoare performanta obtinuta de un roman peste hotare a fost calificarea lui Matei Ghica in fruntea a 8 probe la Monthery, Franta, la 13 iulie 1928. Alergind pe o masina special construita, pe care o botezase Cosette, el bate urmatoarele recorduri mondiale: proba de 5 km din mers, proba de 5 mile din mers, probele de viteza la 50 km, 50 mile, 100 km, 100 mile si proba de o ora, viteza medie cu plecarea de pe loc.
 In luna mai 1927, George Fernic din Galati, alearga pe un Bugatti la Indianapolis, clasindu-se in Marele Premiu al 11-lea din 49 de concurenti.


« Ultima Modificare: 09/14/09*, 15 de Stefan »

Ne-am  adunat  aici  ca  sa fim  mai  multi:  Forum  Miniauto
Cumpar cu prioritate: VW T1, Matiz, , dricuri, super- si hypercars

Offline Stefan

  • Super-Hero Member
  • ******
  • Mesaje postate: 14.076
  • Gen: Bărbat
  • Sa nu dispretuiesti ce nu intelegi.
    • Miniauto
Rãspuns: Istoria auto in Romania [romanian version]
« Răspuns #5 : 09/14/09*, 15 »
partea a 2-a


Jean Calcianu

 S-a nascut in anul 1893 in Dobrogea. Vine in Bucuresti in 1909 sa invete mecanica. In 1914 se hotaraste sa plece in Franta, avind ca bagaj doar ce invatase. Se angajeaza la firma Renault unde continua sa aprofundeze tainele automobilului. Razboiul din 1916 il determina sa se intoarca in Romania, unde este mecanic de avioane in cadrul Misiunii Franceze. Dupa razboi se intoarce in Franta unde repara automobile in atelierul lui Maitre Corniot. Pe Calcianu il obseda un anumit automobil, pe care il vazuse in treacat, si care se construia intr-o mica uzina din satul Molsheim din Alsacia. Era vorba de Bugatti, automobilul ce ingloba multe solutii mecanice geniale. Reuseste sa intretina doua astfel de automobile, proprietatea lui Dubonnet, drept rasplata fiindu-i oferit, pentru a concura pe autodromul Miramas, tipul 37 de 1,5 litri. Noaptea, Calcianu lucra de zor in garaj pentru a imbunatati performantele automobilului. O atentie deosebita o acorda alunecarii aerului, inlocuind suruburile caroseriei cu unele  ingropate si lustruind vopseaua. Ziua cursei: Ettore Bugatti participa cu cei trei piloti celebri ai sai, Constantini, Jules Groux si Friederich. Calcianu isi pune sapca cu cozorocul la spate si pleaca. Rezultat: 173,6 km/h, noul record stabilit. Ettore Bugatti, care era un model de orgoliu, se apropie plin de ciuda, dar si curios, observa transformarile masinii si, cu o palma trasa pe spatele lui Calcianu, isi exprima totusi admiratia. Se spune ca la Corniot s-a petrecut timp de o saptamina, venind sticle de vin vechi din tot sudul Frantei. Bugatti il angajeaza la bancul de proba al uzinei. Sase ani ramine fidel acestei marci, in timp ce isi savirseste studiile la Ecole Superieure Technique. Totusi, la Bugatti nu avea voie sa concureze. Reuseste, totusi, sa alerge 2-3 curse locale pe un Talbot, reusind locul 1 la coasta de la Laffrey si locul 1 pe circuit la Miramas. Nostalgia tarii, prezenta permanent in sufletul romanului, ii grabeste plecarea. Dupa depunerea garantiei de 5000 de franci, obtine reprezentanta Bugatti pentru Romania si revine in tara. De aici, incepe pentru Calcianu o alta viata, presarata uneori cu satisfactii.
 Revenit in Romania, deschide un mic atelier de reparatii in str. Maltopol. Gh. Nadu, un pasionat de cursele automobilistice, inzestrat cu posibilitati materiale, pleaca impreuna cu Calcianu in Franta de unde aduc trei automobile Bugatti. Preparata de Calcianu, Bugatti obtine in anul 1931 locul 1 la categoria 2 litri in Marele Premiu de la Lemberg. In acelasi an, Calcianu stabileste recordul Bucuresti-Paris, cuprinzind distanta in 50 de ore pe un Buick. Pierde licenta Bugatti, impreuna cu garantia depusa, lucreaza doar din pasiune, fara a cere bani, dar este nevoit sa se angajeze pe leafa la fabrica de avioane IAR din Brasov, unde se imprieteneste cu Petre Carp.
 In 1934, organizeaza, impreuna cu cei de la IAR prima cursa pe circuit inchis din tara: Marele Premiu al Brasovului. Activitatea lui Calcianu se imparte intre bancul de proba al motoarelor avioanelor si construirea unui automobil de competitie romanesc, Fordul Carp, un monoloc foarte ...nereusit.
 Pe linie de competitie, Calcianu mai stabileste un record pe Feleac, unde il bate pe specialistul coastei, Hans Stuck. Cea mai frumoasa victorie a lui Calcianu vine in 1939, in Marele Premiu al orasului Belgrad, unde intrece toata crema pilotilor germani si francezi. Aceasta victorie o realizase cu Alfa Romeo pe care o pilotase Tazio Nuvolari. Pina la izbucnirea razboiului, Calcianu alearga la toate cursele nationale, cistigind majoritatea lor, avind un singur adversar de talie egala: Petre Cristea.
 Dupa razboi, stringe epavele masinilor de curse si, cu ajutorul Federatiei Romane de Automobilism si Motociclism, reuseste sa le repare. Se retrage, timp de trei ani, la Brasov, datorita problemelor de sanatate. Revine la Bucuresti, aducind cu el masinile Maseratti, Mercedes si un BMW. Se simte din ce in ce mai rau, fiind internat. Inceteaza din viata, dar el ramine totusi prezent in inimile tuturor pasionatilor de automobil. Din anul 1973 se acorda Cupa Jean Calcianu, in cadrul Marelui Premiu al Bucurestiului, aceasta disparind odata cu desfasurarea curselor in capitala.
 Astazi, poate fi vazut la Muzeul Tehnic din Bucuresti automobilul Duesenberg Straight Eight special construit pentru cursa de la Indianapolis.

Petre Cristea
 S-a nascut la 31 ianuarie 1909, in Bucuresti. Tatal sau, Gr. Cristea, a fost contabil sef la firma Leonida, cea mai mare importatoare de automobile din tara, micul Petre era un nelipsit vizitator al atelierelor de reparatii. La virsta de 13 ani a invatat sa conduca autoturismul familiei, un Renault 1921. Permisul de conducere il obtine in 1925, declarind ca are 18 ani, in realitate avind doar 16.
 In septembrie 1930, descopera regulamentul Raliului Monte Carlo. Trimite buletinul de inscriere la editia din 1931, cu specificarea masinii: Dodge Victory Six. Conducatori: Petre Cristea si Zoltan Molnar. Pentru locurile 3 si 4 i-a trecut pe cumnatul sau, Al. Paunescu si pe mecanicul Gogu Constantinescu. Porneste din Iasi si ajunge pe locul al 11-lea din 152 de concurenti. In 1934, cu Ford V8, iese al 18-lea din 177 de concurenti in Raliul Monte Carlo si al treilea in Cupa Carpatilor.
  In 1935, ajunge al 15-lea din 169 concurenti in Raliul Monte Carlo. Cistiga primul loc la categoria sport in Marele Premiul al Brasovului si in Cursa internationala Feleac.
 Anul 1936 este cel care ii aduce lui Petre Cristea victoria in Raliul Monte Carlo, fiind primul si singurul roman care a reusit aceasta performanta si prima victorie a firmei Ford in cel mai celebru raliu din lume. In Marele Premiu al Bucurestiului cistiga primul loc la categoria sport si al treilea la categoria curse. In MP al Brasovului iese al doilea la categoria curse. Cistiga Coasta de la Poiana Brasov.
 In anul 1937, pe Ford V8, iese al 7-lea din 172 de concurenti in Raliul Monte Carlo, pierzind locul 1 prin penalizare pentru dimensiunile aripilor. In MP al Brasovului obtine locul 1 la categoria sport si 2 la categoria curse. Cistiga Coasta de la Poiana Brasov si Sinaia (locul 2 la categoria curse), coasta internationala de la Feleac la categoria sport si locul 2 la categoria curse.
 In 1938, pe BMW, participa la Marele Premiu al Portugaliei unde obtine locul 1 la categoria sport. La Gross Glockner (Austria) iese pe locul 2 la categoria sport. Cistiga MP al Bucurestiului, MP al Brasovului (categ. sport), Coasta de la Sinaia si Cupa Carpatilor. Iese al doilea la Coasta de la Feleac si cea de la Poiana Brasov.
 In 1939, la Nurburgring (Germania), iese primul la categoria sport, pe un BMW de 2000 cmc. Stabileste viteza medie de 115 km/h, record batut abia in 1953 de catre Stirling Moss. Reuseste primul loc, categoria curse, la cursa La Turbie (Franta). Iese al doilea in Marele Premiu al Finlandei, al saselea in Marele Premiu al Luxemburgului si al doilea in Marele Premiu al Brasovului. In MP al Bucurestiului iese al doilea, dupa Hans Stuck (Auto Union de 600 CP).

Alexe de Vassal
 Ultimul print al automobilismului din Romania, Alexe de Vassal s-a nascut in aceeasi luna si in acelasi deceniu cu Automobil Clubul Roman, adica la 15 aprilie 1910, cu doar 6 ani mai tarziu decat ziua in care s-a semnat - la 5 aprilie 1904 - actul de constituire a ACR.
 La implinirea celor 9 decenii de viata - in 15 aprilie 2000 - urmasul unui conte de Vassal a fost sarbatorit, cu respect si consideratie, nu doar in calitatea sa de Vicepresedinte de onoare al ACR, dar si ca o personalitate de factura europeana, ce si-a dedicat intreaga viata promovarii automobilismului si aviatiei sportive. Tatal sau, o cunoscuta persoana publica a primei jumatati de secol (intre altele si presedinte al reprezentantei General Motors in Romania), a reusit sa-i obtina aprobarea pentru examenul de conducere auto la doar 15 ani! Asa se face ca, de 75 de ani Alexe de Vassal este conducator auto, si mai apoi preparator de motoare, actualul autoturism al Seniorului fiind un Subaru pe care il conduce (ba uneori il regleaza!) zilnic.
Alaturi de reputatii Petre Cristea, Jean Calcianu, Titu Manicatide, Matei Ghica, Alex Berlescu, Sandu Costaforu, Alex. Papana(celebrul aviator, M. Butuculescu, Dudu Frim, Alexe de Vassal a facut parte din generatia de aur a automobilismului sportiv romanesc(cu dosebire intre anii 1930-1939), ultima cursa de referinta la care a participat, impreuna cu Petre Cristea, fiind editia din 1938 a Raliului Monte Carlo.
Dupa razboi, reuseste sa readuca in actualitate traditiile automobilismului romanesc(este animatorul, in 1948, al infiintarii Federatiei Romane de Automobilism si Motociclism - F.R.A.M.), in 1960 se numara printre fondatorii Asociatiei Automobilistilor Romani, iar, in 1967, contribuie nemijlocit la renasterea Automobil Clubului Roman, care reuneste, treptat, sub aceasta nobila titulatura, intreaga miscare automobilistica din Romania.

Marin Dumitrescu
 Marin Dumitrescu reprezinta pinionul de transmisie intre generatia de aur ilustrata de Calcianu si Cristea si generatia clasicilor, aparuta dupa anul 1967. Debuteaza in 1948 in cursele de viteza pe circuit, cu Jeep-uri modificate. Bucurindu-se de conditii propice, Marin Dumitrescu devine, intre 1949 si 1958, stringatorul majoritatii titlurilor de campion absolut de viteza pe circuit si coasta. A concurat si in raliuri, alaturi de Petre Vezeanu. Ultimul titlu de campion l-a cistigat cu Dacia 1300, in anul 1976.

Eugen Ionescu-Cristea
 Este unul dintre cei mai talentati piloti moderni romani. S-a nascut in Bucuresti, la 26 mai 1938. In palmaresul sau figureaza 36 de titluri de campion national, in toate cele trei specialitati: viteza in coasta, pe circuit si raliuri.  A pilotat masini Fiat 850, Renault 8 Gordini, Renault 12 Gordini, BMW 2002 TI, Lancia Fulvia HF si Dacia. Drept coechipieri i-a avut pe: Petre Vezeanu, Dan Amarica, Petre Parcalaboiu, Tudor Bucataru. Printre succesele internationale, se numara cele doua victorii din Raliul Balcanic (1968 si 1972), locul secund in Raliul Gunaydin din Turcia (1978), si cele doua victorii din Raliul Portile de Fier (1972 si 1973 impreuna cu Petre Vezeanu). In 1976, i s-a atribuit titlul de maestru al sportului.

Aurel Puiu
 De meserie arhitect, trecuse de virsta de 35 de ani cind a luat startul la primul concurs automobilistic organizat in orasul de sub Timpa. La scurta vreme, in 1967, el traieste prima mare satisfactie: cistiga Raliul Romaniei si este selectionat in lotul ACR. Pe un Renault 8 Gordini, iese al patrulea la clasa masinilor pina la 1300 cmc, in Raliul Dunarii. In acelasi an, el cistiga locul 1 la clasa si locul al treilea la general in Raliul Balcanic, organizat de Iugoslavia. Dupa un sezon de insuccese, reuseste trei titluri de campion national la raliuri: in 1969, 1970, 1971.

Stefan Iancovici
 La virsta de 19 ani ia primul contact cu motociclismul sportiv. Cistiga trei titluri de campion republican la motocros, trei titluri pe circuitele de viteza, doua titluri la probele de regularitate si detine doua recorduri pe traseele Feleac si Medias. Cistiga doua medalii de aur la Cursele de sase zile din Austria si Cehoslovacia.
Debuteaza in automobilism in anul 1966 cind, in echipaj cu C. Radovici, cistiga locul 1 la clasa 1150cmc, pe un Renault 10 Major. In 1968 este selectionat in lotul ACR. In echipaj cu Marin Dumitrescu, pe un Fiat 1300, obtine locul 1 la clasa si 2 la 'general', in Raliul Transbalcanic. Anul sau de virf a fost 1977, cind a devenit primul automobilist sportiv al tarii, inscriindu-si in palmares cinci titluri de campion - doua la clasa si trei absolute. Este maestru al sportului din 1979. A pilotat masini marcile: Fiat 1300, Renault 8 Gordini, Dacia 1100S, Renault 12 Gordini, Dacia 1300.

Petre Vezeanu

 A debutat in automobilism cu prilejul Raliului Bucurestiului 1966, fiind un copilot de exceptie. Cu un an mai tirziu el si-a facut intrarea in competitiile internationale, participind la Raliul Transbalcanic. Peste inca un an, in 1968, a cistigat Raliul Romaniei, impreuna cu Marin Dumitrescu, pe un Fiat 1500. A alergat pe masini Fiat 1500, Renault 12 Gordini, Dacia 1300, in anul 1976 fiindu-i acordat titlul de maestru al sportului la automobilism. A murit, in Franta, intr-un stupid accident de circulatie, cand se afla in drum spre Raliul Portugaliei.

Dorin Motoc
 A inceput cu ciclismul, prima masina cu care a incercat sa concureze fiind o Skoda. In 1973 a devenit campion republican de viteza in coasta cu un Fiat 128. In acelasi an a luat parte la prima cursa internationala: Raliul Portile de Fier, in echipaj cu fratele sau, Cornel, pe o masina Renault 12 Gordini, unde a sosit pe locul 2. In 1974 a cistigat doua titluri de campion national la viteza in coasta, si s-a clasat pe locul secund in Raliul Dunarii. Tot in 1975 i s-a acordat titlul de maestru al sportului.. A alergat pe masini: Dacia 1100S, Fiat 128, Dacia 1300.

 Ludovic Balint
 Nascut la Brasov, pe data de 2 februarie 1948, Ludovic Balint a debutat in cursele auto la virsta de 17 de ani, mai exact la 2 mai 1975, cind a luat parte ca navigator la Raliul Tineretului de la Brasov. In acea zi a avut marea sansa de a-l cunoaste pe ing. Dumitru Telescu, cel care, mai tirziu, i-a calauzit pasii spre marea performanta. In acelasi an, el debuteaza in Campionatul national de raliuri si obtine titlul de vicecampion national la clasa Dacia 1300, grupa 1. In anul urmator, Loti obtine primul titlu de campion national, la viteza pe circuit, in anii 1977 si 1978 obtinind, la aceeasi clasa, inca patru titluri de campion national de viteza (coasta si circuit). In 1980 se transfera la echipa Dacia. Se specializeaza in raliuri, alaturi de Constantin Zarnescu obtinind sase titluri de campion national absolut de raliuri: in 1981, 1982, 1986, 1987, 1989, 1991. Al saptelea titlu si ultimul il cucereste in 1993, avind-o coechipiera pe Gabi Stroescu. In aceasta perioada cucereste si patru titluri de campion national cu echipa Dacia. Maestru al sportului din 1979, Ludovic Balint a fost declarat de cinci ori cel mai bun automobilist al Romaniei (1984, 1987, 1989, 1991, 1993). In anul 1987 a cistigat Raliul Dunarii, fiind singurul sportiv roman care se poate mindri cu o asemenea performanta. In 1993, in baza clasamentelor anuale intocmite de FRAK, revista Auto Top l-a desemnat drept cel mai bun automobilist din ultimii 25 de ani. A decedat pe data de 1 februarie 1994, cu o zi inainte de a implini 46 de ani, in urma unui accident stupid de circulatie.

Nicu Grigoras
 A fost cel mai bun vitezist din Romania. S-a nascut in septembrie 1948. Absolvent in 1971 al Politehnicii din Iasi. Din 1973 este angajat al IAP unde, inainte de a ajunge la compartimentul de competitii, si-a facut ucenicia la bancul de probe. In curse a debutat in 1976. Primul titlu de campion l-a obtinut in 1977 (viteza in coasta, pe Dacia 1300 de grupa 2). Este maestru al sportului din 1981 si este declarat de cinci ori primul automobilist al anului. Sezonul de virf al sau este 1980 cind si-a trecut in palmares cinci titluri individuale si doua cu echipa. In 1986, in afara de cele doua titluri obtinute la circuit si coasta, Nicu Grigoras a cistigat cursa internationala de la Resita, fiind primul pilot roman care realizeaza o astfel de performanta in Cupa Prietenia. Este un foarte bun preparator de motoare si caroserii, masina cu care a obtinut majoritatea titlurilor, Dacia Sport Turbo, fiind o dovada in acest sens.

Constantin Aur
 A absolvit scoala de pilotaj, in Franta. Nascut pe 25 decembrie 1963, Titi a debutat in 1986 la Raliul Brasovului, pe Dacia personala. In 1992 trece la echipa Dacia, alergind pe Dacia Liberta. In urmatorii ani, cu ajutorul sponsorului sau, Ardaf, reuseste sa obtina doua masini performante, cu care se bate pentru primele locuri: mai intii un puternic Audi Quatrro S2,care ii aduce primul titlu mondial, apoi o Toyota Celica special preparata de clubul de curse din Germania. Cu Toyota participa la Raliul Romaniei 1996 unde, fara a se fi familiarizat foarte mult cu noua masina, se lupta pentru victorie, dar iese in decor si abandoneaza cursa. Tot cu aceasta masina devine campion national la raliuri in 1997, 1998, 1999 si 2000. Primul automobil WRC,un Seat Cordoba Evo 2, i-a adus titlurile de campion national in 2001 si 2002. In 2003 Titi a avut un program complet in Campionatul Mondial de Raliuri pentru Grupa N.

Raliul Dunarii/Romaniei

 Este cel mai prestigios raliu din Romania. Conceput a strabate traseele tarilor prin care curge Dunarea, lungimea a fost scurtata in timp, desfasurindu-se in final doar pe traseele Romaniei. Se desfasoara in vara fiecarui an. Dupa 1989 denumirea sa s-a schimbat in Raliul Romaniei. Face parte din Campionatul European de Raliuri.
 In 1964, forurile automobilistice din patru tari europene (RFG, Austria, Ungaria si Romania) si-au unit eforturile pentru a crea un raliu ce urma sa strabata, in linii mari, firul fluviului. Sosirea era in Romania. La prima editie au participat 45 de echipaje.In 1967 raliul a fost cistigat de englezul Tony Fall, aceasta etapa fiind inclusa in Campionatul European, editia urmatoare(1968) fiind cistigata de campionul european Pauli Toivonen. Editia din 1970 detine un numar record de vedete: Andruet - cel care va deveni campion european, Fall, Warmbold, Poltinger, Ciubrikov. Cistigator a fost austriacul Gunther Janger pe Porsche, acesta cistigind si editia din 1971. Editia a noua (1973) a fost cistigata de un oarecare pilot Walter Rohl(Opel Ascona) ce i-a devansat pe foarte celebrii S. Barbasio(Fiat Abarth 124) si Sandro Munari (Lancia Fulvia HF). Pe locul patru s-a clasat Eugen Ionescu-Cristea(R 12 Gordini).  In 1974 a cistigat tot Walter Rohl pe Opel Ascona. In 1978 a invins F. Wittman pe un Opel Kadett GTE. Editia a 14-a, cea din 1979, a fost cistigata de Vaclav Blahna pe o Skoda 130RS. In 1980 a invins M. Pregliasco pe o masina Alfa Romeo Alfetta GTV Turbo. Leo Pavlik, pe Renault 5 Alpine, este cistigatorul raliului in 1982, in 1983 si 1984 Ferjancz invinge din nou, de aceasta data pe un Renault 5 Turbo. Editia a XX-a (1985) a raliului este cistigata din nou de Ferjancz pe Renault 5 Turbo. In anul 1987 a invins pentru prima data un echipaj romanesc: Ludovic Balint-Constantin Zarnescu pe Dacia 1310. Incepind cu anul 1991, denumirea s-a schimbat in Raliul Romaniei, aceasta editie fiind cistigata de francezii Dominique Rumeau-Lionel Campo pe Peugeot 205 GTI. In 1993 raliul este cistigat de M. Tarabassi-G. Decour pe Lancia Delta Integrale 16v. Editia 1994 este cistigata de G. Berti-B. Serra pe Lancia Delta Integrale 16v. Anul 1995 a fost al lui Laszlo Ranga pe Ford Escort Cosworth, acesta cistigind si in 1996, dar pe o masina Subaru Impreza. In 1997 victoria a revenit pentru a doua oara unui pilot roman: Constantin Aur pe Toyota Celica. 1998 este anul in care raliul este castigat de catre un pretendent la titlul european: Jasen Popov, pe o masina Ford Escort WRC. Anul 1999 este unul trist, pentru ca raliul, din lipsa sponsorilor, nu s-a mai desfasurat. In 2000, 2001 si 2002 invingator a fost Titi Aur pentru ca in 2003, victoria sa revina brasoveanului Dan Gartofan. 

« Ultima Modificare: 09/14/09*, 15 de Stefan »

Ne-am  adunat  aici  ca  sa fim  mai  multi:  Forum  Miniauto
Cumpar cu prioritate: VW T1, Matiz, , dricuri, super- si hypercars

Offline valibrad

  • Junior Member
  • **
  • Mesaje postate: 521
Rãspuns: Istoria auto in Romania [english version]
« Răspuns #6 : 09/14/09*, 15 »
textul nu-mi apartine decat in mica masura, e din colectia autoturism.
nu cumpar nimic.


  • Vizitator
Rãspuns: Istoria auto in Romania [english version]
« Răspuns #7 : 09/14/09*, 17 »
posibil, io l-am gasit sub forma unui referat. poate a mai aparut prin diverse publicatii, deoarece mi se pare cea mai bine scrisa si completa istorie de pana cum despre automobilul din Romania

Offline johann.nunweiller

  • Useri cu buton Modifica
  • **
  • Mesaje postate: 20.914
Re: Istoria auto in Romania [english version]
« Răspuns #8 : 06/25/13*, 20 »
Cred ca ar trebui continuat acest topic.

Offline NoMad

  • Useri cu buton Modifica
  • **
  • Mesaje postate: 982
  • Gen: Bărbat
  • colectiile fac viata frumoasa :)
Re: Istoria auto in Romania [english version]
« Răspuns #9 : 06/25/13*, 20 »
Foarte interesant subiect (abia acum l-am descoperit), felicitări pentru contributors
« Ultima Modificare: 06/25/13*, 20 de NoMad »
O experienţă vizuală plăcută :) pe

Offline johann.nunweiller

  • Useri cu buton Modifica
  • **
  • Mesaje postate: 20.914