History

We should stipulate on that Yugoslavian motor car and road-equipment has almost never been import to USSR. About what was producing in our fraternal socialistic republic, our specialists and average citizen could know only from the printing and at the exhibitions of Yugoslavian industry that from time to time took place in Moscow. For the sake of fairness it should be mentioned that Yugoslavian cars could be meant in life. For example, when they brought different goods or when the builders fro, Yugoslavia worked at the building areas with their own equipment. For the whole time of Social Eastern-Europe block existence – from 1945 to the early 1990s – Yugoslavia always kept itself to itself; she didn’t enter the Warsaw agreement; in the organs of Council of Economic Aid she started to participate only from 1964 (though CEA existed from 1949) and only in questions of any interest for her. Unsurprisingly that with such an isolation from socialist camp SFRY’s automobile industry was developing in its own way. The then president of Yugoslavia Yosip Broz Tito wasn’t orienting on that time achievements of Soviet automobile industry, how “the right” members of socialist unity did – Poland, Rumania, Bulgaria, PRK, China, whose automobile industry was born with the technical help of USSR. He took a look at technical achievements of the countries that lay on the other side of “barricades” – Italy, FRG, Switzerland and others.

To the creation of its automobile industry (firstly, cargo transport) Yugoslavia proceeded in the beginning of FIRST WORLD WAR. The factory, which is known in the epoch of Socialism as Crvena zastava, in 1939 assembled for the Yugoslavian army 400 trucks Chevrolet. In 1940 Yugoslavian bought the license of Czech factory Praga for the production of Praga RN truck. Apparantly, it was the starting point for establishing own production of truck cars as well as different construction and road-building machines on it base. In the beginning of the War industrial base for producing Praga RN trucks was Industrija aeroplanskih motora factory (Factory of Aircraft Engines) in settlement Rakoviza.

 

TAM in Maribor

Massive production of Praga RN was possible to develop after the War in Maribor, at previous aircraft factory built by the Germans in 1941. 31 December 1946 by the edict of Broz Tito the factory was re-named to automobile factory - Tovarna avtomobilov Maribor (ÒÀÌ), and from 1947 here began the truck production. 3-tonne truck with wheel arrangement 4x2 got the name of TAM Pionir (Pioneer) was equipped with 6-cylinder row gas engine with power of 72 l.c. Besides the basic on its chassis were produced special cars for the needs of builders and road workers, the most popular among them was dump truck (l. the headline picture in the beginning of the article). The truck was produced till 1962 and was spread around in the number of 17416 units.

In January 1957 TAM begins the production of new generation of diesel trucks. This time strategic partner of TAM is a Western-German firm Klockner-Humboldt-Deutz (KHD). On its license in Maribor 4,5-tonne sooty TAM-500 is produced with 4-cylinder row 85-power engine. Alongside with on-board modification and tractive unit, dump trucks with 3-sided unloading TAM 4500K (4x2) and TAM 4500DK (4x4) are offered. In the early 60s the model line increases with 5-tonne version TAM 5000 (by the way, at this period, in 1961, the factory changes its name to Tovarna avtomobilov in motorjev Maribor).

Alongside with 4,5-5 tonne models from the late 60s the factory produces 5,5 tonne truck TAM 5500, equipped with V-shaped 6-cylinder engine with power of 125 l.c. This time the factory receives a credit from the International Bank of Reconstruction and Development, thus letting to reconstruct the factory at the count of producing 2000 motor cars per year. The net of consumers go beyond the borders of SFRY, TAM’s now were being bought in Bulgaria, Egypt, Turkey, Congo, Ghana, Zambia, Indonesia, Columbia. From the mid 70s instead of TAM 4500, TAM 5000 and TAM 5500the production of TAM 6500 trucks was being mastered with carrying capacity 6,5 t. on which 125-power engine V6 is installed. Parallelly with this model there’re producing a wide range of trucks with the full weight of 10 t. - ÒÀÌ 110 Ò10, ÒÀÌ 125 Ò10 and ÒÀÌ 130 Ò10 – with V-shaped “gearwheel” of different power: 110, 125 and 130 l.c. correspondingly. In last version of sooty TAMs ÒÀÌ 170 Ò14 becomes the most powerful with the total weight of 14 t. with V-shaped 170-power engine. Its production was arranged a bit later – in the late 70s – and fulfilled along with other models, mastered in mid 70s. All the models of road TAMs were offered in road fulfillment with wheel arrangement (4x2), and off-road – 4x4. Practically all of them had dump truck versions.

Lineup of sooty TAMs produced with license of KHD, remained in production for a long time, till the mid 80s.

In construction the sooty TAMs were usually used as dump trucks, but on their bases other equipment was also produced. Tehnomehanika Marija Bistrica factory on TAM’s chassis with two-row cabin made elbowed autohyrdaulic hoist NTR-17 with hoist height 17 m; Vozila Gorica factory produced hydraulic manipulating cranes, tank lorries, a wide range of trailers and semitrailers for various purposes (including dump body); Vatrosprem Beograd factory offered a lineup of communal machines and etc.

Beside the car production under license of KHD in 1961 TAM mastered production of low-tonnage no-jacket trucks with its own powers. Firstling TAM 2000 weighted 2 t. and possessed a 61-power engine. From the late 60s an updated version TAM 2001 was produced with a new look, and from mid 70s the factory offered three variants of 2-tonne trucks, differing in engine power: ÒÀÌ 60 – 60 l.c.; ÒÀÌ 75 – 75 l.c.; ÒÀÌ 80 – 80 l.c. Alongside with different forms of the body – 2-tonne TAMs were used mostly to carry small loads – also existed dump truck modifications. Tehnomehanika factory on chassis of one- and two-row cabins produced a elbowed hydraulic hoist NTR-12 with hoist height 12 m. it should be mentioned that low-tonnage TAMs were produced in big number. Even nowadays this child of Yugoslavia former automobile industry can by met on the roads of former SFRY. Among all the above mentioned models TAM 60 had been on the conveyor less time than everyone else – till the late 70s, TAM 75 was produced till the late 80s, and TAM 80 even till the late 90s, till the time when the factory stopped its production of serial trucks (nowadays factory named Tovarna vozil Maribor produces build-to-order military trucks with mostly foreign parts). Also from the early 90s Maribor factory (belonging already to independent Slovenia that time) offered a low-tonnage TAM 90 with 90-power engine Iveco.

In the early 80s TAM presented a new series of intermediate and heavy trucks with cabin over the engine. The cars were designed by Yugoslavian constructors in which the parts were mostly of domestic origin, engines – under the license of KHD. The series included three basic families - ÒÀÌ 130 Ò11, ÒÀÌ 190 Ò15 and ÒÀÌ 260 Ò22 (ÒÀÌ 260 Ò26). As it’s seen from the indications cars had full weight of 11, 15 and 22/26 t. with the engine power 130, 190 and 260 l.c. accordingly. On TAM 130 was installed straight “four”, on 190th – V-shaped straight “six”, on 260th – V-shaped straight “eight”. TAM 130 T11 was offered in version of 4õ2, ÒÀÌ 190 Ò15 – 4õ2 è 4õ4, and ÒÀÌ 260 Ò22 (ÒÀÌ 260 Ò26) – 6õ4.

Basically, series of these trucks was there last in the history of Maribor factory. Only in 90s it was added with 2-axle ÒÀÌ 260 Ò17 (4õ2), and also with the most powerful engine 331 h.p.: 3-axle (6õ4) ÒÀÌ 331 Ò26 and 2-axle (4õ2) ÒÀÌ 331 Ò17.

All the three basic models - ÒÀÌ 130 Ò11, ÒÀÌ 190 Ò15 and ÒÀÌ 260 Ò26 – were produced in dump truck version. 130th was used in faming economy, on its base was built watering and washing machines, bunker-carriers with removable body and other machines. Major factory producing communal machines was Vatrosprem. On 190th model Metalnà Maribor factory made 16-tonne hydraulic autocranes MTA 160. And after all, the most hardworker of Yugoslavian constructions was ÒÀÌ 260 Ò26. Dump trucks on its base were offered with back and 3-sided unloading with carrying capacity 14,5 and 15,8 t. accordingly. Itas Kocevje factory on its chassis mounted auto concrete mixing machines ÀÌ 6ÑÕ with useful capacity of the barrel 6 ì3, produced under the license of Stetter firm. This same factory produced a wide model range of dump trucks, side-face and heavy trailers and semitrailers, as well as semi-trailer cement-carriers. Fagram Smederevo factory created auto-concrete trucks. Metalnà delivered 20-tonne auto-cranes MTA-200. Vozila Gorica completed TAMs as manipulator-cranes, cisterns, trailors and semitrailors of different purpose.

Not out of place to mention two more models of Maribor truck factory – 110-power ÒÀÌ 110 Ò7 (4õ4) and 150-power ÒÀÌ 150 Ò11 (6õ6). Both machines are designed in the mid 70s for the needs of Yugoslavian National Army, but sometimes also used in civilian life. For example, on chassis of ÒÀÌ 110 T7 were mounted auto-towers, snow plows and other equipment. In the period of its prosperity, in mid 80s, Tovarna avtomobilov in motorjev Maribor produced up to 15 000 cars and 18 000 engines. And in 1986 the factory produced its 200 thousandth car. In 90s TAM broke up into several small factories and 3 June 1996 all the subsidiary production units were announced bankrupts.

 

FAP: there's no roar in the surf in Priboy

For the restoration of after-War economy of Yugoslavia TAM’s power wasn’t enough, and to limit yourself with one dimension type of trucks was irrational. That’s why in early 50s the government of FNRY (till 1963 – Federative National Republic of Yugoslavia) enters into license agreement with Austrian subdivision of Swiss firm Saurer Werke about production of heavy diesel trucks. In 1953 at Fabrika automobila Priboj factory in Priboy city (by the way, which’s located in 150 km from Adriatic Sea) were mounted first 26 cars models FAP 4G and FAP 6G with jacket arranging with carrying capacity 4 and 6 t. In 1962 the factory produces an improved series of jacket trucks FAP 13 with full weight 13 t. They were presented in two variants – with 6-cylinder row engine 130 h.p., and 144 h.p. (models FAP 1313 and FAP 1314 accordingly). Alongside with basic on-board version there produced dump trucks 3-sided unloading FAP 13Ê (4õ2) and FAP 13SÊ (4õ4) with carrying capacity 7,7 t., and also tractive units altogether with dump truck semitrailer with carrying capacity 16 t. Simultaneously with FAP13 the factory began the licensed production of no-jacket truck version Saurer. Dump-truck modification with body of back unloading, indicated as FAP 18ÂÊ (4õ2), was completed with 6-cylinder row 200-power engine. Its carrying capacity was 11,5 t.

In 1965 Fabrika automobila Priboj factory presented a range of no-jacket 2-axle(4x2) cars FAP 10Â and FAP 15Â of own development. FAP 10Â with carrying capacity 9,5 t. – was offered in version of on-board and chassis and FAP 15B with carrying capacity 9,5 t. – as on-board truck and chassis as well as a tractive unit. On both machines were the diesel engines - FAP 10Â – with power 88 or 118 h.p., and on FAP 15Â – with power 160 h.p. For the needs of army it produced a full-wheel drive vehicle FAP 2220 (6õ6). Since 10 years from the start of running of FAP factory amount of release of truck made 1500-2000 units per year. By the way, FAP 13 became a long-liver of Yugoslavian automobile industry, being on conveyor for almost 40 years till the early 90s. in late 80s after the modernization focused on increasing the weight up to full 14 t., it was named FAP 1414. Unlike the no-jacket version FAP13, FAP 18 stayed in production less time, only till early 80s, and FAP 10Â and FAP 15Â models even less – in 70s. FAP 13 è FAP 18 cars were widely spread in construction and toad-building economy. The factories of special equipments produced different special techniques on their base. On chassis FAP 13 were mounted hydraulic hoisting cranes: firstly – with lattice jib, after – with telescoping one. Tehnomehanika Marija Bistrica factory installed on FAP 13 chassis elbowed auto-hydraulic rams TNP-21 with hoist height 21 m. Vatrosprem Beograd factory produced on its FAP 13 basis watering and washing machines, bunker carriers and other communal equipment. Utva Pancevo factory released a wide range of autocisterns, trailer- and semitraler-cisterns (also asphalt and cement trucks), as well as various trailers and semitrailers for by the piece and loose goods delivery. Chassis FAP 18 as the most powerful in lineup of FAP, was used to installing concrete mixing plant. And it’s not the full number of special superstructure of chassis FAP 13 è FAP 18 and of producers who used these chassis for mounting the special equipment.

Crucial changes happened at the factory in Priboy in 1970, when they entered the license agreement with firm Daimler Benz. From then on FAP parallelly along with former models starts the production advanced for the times 3-radial star (in time Mercedes star was displaced by the own label of FAP factory). Firstlings were the intermediate-tonnage Mercedes models 1113 and 1213 with full weight 11 and 12 t. accordingly, equipped with 6-cylinder row engines with power 130 h.p. Production powers of the factory at that time increased up to 5000 cars per year.

In mid 70 the factory masters production of trucks with a little bit changed cabin Mercedes and own engines. Such way, there releases dump truck FAP 1620BÊ (4õ2), which found a wide application in construction. The car with full weight of 16 t. was equipped with 200-power row straight “six” Famos, that was used in former series. Following combination of Mercedes parts as well as knots and aggregates of domestic origin brought to life to the widest range of half-Mercedes models with full wieght from 12 to 26 t. with engine power 130-320 h.p. in 2- and 3-axle versions on chassis of which was produced different construction and road-building equipment. In the mid 70s the production powers of the factory in Priboy increased up to 10 000 cars per year. With the collapse of SFRY Fabrika automobila Priboj factory survived (by the way, continuing to work now) even though found itself in a difficult economical state. There were torn production relationships with engine supplier- Famos factory which appeared to be on the land of independent Bosnia and Herzegovina and geographic range of consumers limited mostly in the borders of Serbia.

 

Red Flag of Kraguevaza

As it was said about the rudiments of automobile industry on Crvena zastava factory (“Red Flag”) in Kraguevaz appeared already in 1939. Then came a long break. Only in 1953 the factory turned to automobile subject area. It began with assemblage of Jeeps Willys. Then there were Fiats and light trucks on their basis. And only in 1961 the factory at the same with motor cars began producing classical trucks. Firstling was Zastava 615 with carrying capacity 1,5 t. – licensed copy of Italian Fiat 615. And it was unlikely used in construction due to its small carrying capacity and originally was meant for other purpose – delivering small goods to sales outlets. But maybe this “little one” also stopped by building areas. For example, with cans of paint or some other small things. But afterwards Crvena zastava factory improved “the Italian” and thus increased its carrying capacity up to 2 t. This way Zastava 620 was designed. In 1969 the truck production divides from motor car production and thus comes Fabrika privrednih vozila – Zastava factory (Factory of Trucks – Zastava). In early 70s under license of Fiat-OM the factory begins producing no-jacket trucks Zastava 635 and Zastava 640 with the carrying capacity 3,5 and 4 t. accordingly, equipped with 4-cylinder engine with power of 90 h.p. Especially, they were first models Zastava which had dump truck versions. In late 70s there appeared updated models Zastava 645 and Zastava 650 with carrying capacity 4,5 and 5 accordingly and 100-power engine. At the end of 70s to replace the light trucks of first generation - Zastava 615 and Zastava 620, comes series of trucks OM, named Zastava 615, Zastava 624 and Zastava 630, with carrying capacities 1,5, 2, and 3 t., with engine power of 81 h.p. These models were also produced with dump truck up building. Besides, on chassis Zastava Tehnomehanika factory installed 10-meter hydraulic rams HRP-10.

The following development of truck model row Zastava went smoothly off the beaten track – at the cost of buying license off Fiat (later, after transformation of Fiat into Iveco – off Iveco). Nowadays the factory is renamed into Zastava kamioni goes on the licensed production Iveco Turbo Daily under the brand Zastava NewTurboRival as well as EuroZeta and ZK11.

 

And others…

As a rule, special machines of construction and road-building purpose installed on chassis on the basis of average trucks, however in 80s hydraulic hoisting cranes with telescoping jib on special chassis with integrated gate found its application widely. Such cranes were produced at Metalnà Maribor and Brodosplit (Split city) At first Metalna produced 30-tonne crane MLT 1030 on 3-axle chassis, later on the model line was widened with a 40-tonne model MLT 1040 on 4-axle chassis. Brodosplit at that time produced 25-tonne 25 GMT, mounted on 3-axle chassis.

In addiotion, a few words about the little known pages about Yugoslavian automobile industry. In 60s the motor car factory Zmaj in the city of Zemun mastered production of unified truck family of its own design: 3-tonne onboard Zmaj 3000 and 3,5-tonne dump truck Zmaj 2500. On Zmaj 3000 was used engine with power 62 h.p., on Zmaj 2500 – 81 h.p. Chassis Zmaj were also used for setting communal equipment. Supposedly Zmaj cars were produced not for a long time and in small number. Unfortunately about this page of Yugoslavian automobile industry we have a very little piece of information.

Also in 60s existed an assemblage project for 5-tonnage trucks Bucegi of Rumanian factory Steagul Rosu (Red Flag) on powers of Tvornica motora i motornih vozila – Torpedo factory of Rieka city. Was this project succeeded or not, the history is silent about it.

And a later assemblage project about same Rumanian trucks Roman (that is – licensed MAN) eventually came true. In 70-80s they were assembled by Ikarus (don’t confuse with Hungarian Ikarus) in Zemun city. In the line of other models this factory made dump truck versions.

 

In the capacity of afterword

With collapse of Yugoslavia in the early 90s, practically the automobile industry of this country was also gone. Our political foes succeeded in destroying what looked like unshakeable unity of socialist countries. In fact, almost without a fight, “United and Mighty Soviet Union” was crushed, and to finish off Yugoslavia was much of a trouble. Now instead of Baltic Empire there’s a bunch of small countries fully dependent on “the Big Brother”. And of the Yugoslavian automobile industry almost didn’t remain a piece. Last copies of automobile and construction machines, produced 20 and more years ago, live their lives till the end of times on the roads of Serbia, Croatia, Slovenia, Macedonia, Montenegro, Bosnia and Herzegovina, and also half-accepted and half-not Kosovo.

Author acknowledges his gratitude for the help of preparing the article to Iren Marushich, Boris Brovinsky, Technical Museum of Slovenia, and Vyatcheslav Kvasov, Zavidosvsky experimental and technical factory.

 

 

BY THE WAY

Yugoslavian Autocrane production left its traces also in our country. In late 80s Zavidovsky experimental and technical factory enters into contract with Yugoslavian Metalna Maribor factory to buy crane parts. In 1988 from slips of ZEMZ goes out first copy of 16-tonne model ÌÒÀ 160. In 1991 between ZEMZ and Metalna a new united firm is created – “Soyz Metalna” within the bounds of which Zavidovsky factory goes from screwdriver assemblage of the cranes to full-scale production. Nomenclature of the cranes widens at the expense of production of 20-tonne model MTA 200. In the meaning of basic chassis KAMAZ and Ural are used. At ZEMZ the cranes were modernized and its hoisting capacity increased up to 20 and 25 t.

In the comparison with the autocranes, produced that time by the domestic factories (and sometimes with modern ones) Metalna cranes were one level higher, in the first place because of its best load and high altitude characteristics at medium and long boom. After liquidation of Metalna legal successor on its property SP becomes ZEMZ. Production of cranes in Zavidovo goes on these days. Amount of production is quite small – a few units per year. In best years the crane production was rather better, for example, in 1991 ZEMZ produced 101 cranes.