Editing UAZ (section)

===Golden age===
UAZ began its growth away from being a mere assembler in 1954, with the creation of its own design office.<ref name=Thompson72>Thompson, p. 72.</ref> It was this office, responding to a request from the [[Red Army]], that in 1955 created a [[Cab over|forward control]] van project, codenamed "Forty", on the GAZ-69 [[chassis]].<ref name=Thompson72/> This became the [[UAZ-450]], the first Soviet "cabover" truck.<ref name=Thompson72/> The prototype appeared in 1956, and was tested in both the [[Caucasus Mountains]] and the [[Crimea]].<ref name=Thompson72/> Its loaded weight was 2.7 tonnes, and it, like all the UAZ-450 series vehicles, was powered by a {{convert|62|hp|kW PS|lk=on|abbr=on}} low-[[Compression ratio|compression]] {{convert|2432|cc|cid|abbr=on}} inline-four (based on the ubiquitous ''Pobeda''{{'}}s, but with an {{convert|88|mm|in|abbr=on}} [[Bore (engine)|bore]], rather than {{convert|82|mm|in|abbr=on}}), and the ''Pobeda''{{'}}s three-speed [[Transmission (mechanics)|transmission]], while the [[transfer case]], drive axles, [[leaf spring]]s, and [[drum brake]]s came from the GAZ-69.<ref name=Thompson72/>

In 1958, UAZ began production of the UAZ-450 series of trucks and vans. The first model was the UAZ-450A ambulance; with room for two stretchers and [[four-wheel drive]], it was arguably the best in the world for use in remote areas.<ref name=Thompson72/> It was followed by the UAZ-450D drop-side [[Pickup truck|pickup]], which had an {{convert|800|kg|lb|abbr=on}} payload; the UAZ-450 van, with a {{convert|750|kg|lb|abbr=on}} payload; and the 11-seat UAZ-450V [[microbus]].<ref name=Thompson72/> All the UAZ-450 series were capable of disconnecting the front drive axle and of reaching {{convert|56|mph|km/h|abbr=on}}, achieving fuel economy of {{convert|14|L/100 km|mpgus mpgimp|abbr=on}}, and of towing an {{convert|850|kg|lb|abbr=on}} trailer.<ref name=Thompson72/>

A two-wheel drive variant of the UAZ-450 was announced on 12 December 1961, with the UAZ-450's {{convert|2300|mm|in|abbr=on}} [[wheelbase]] and engine, as the UAZ-451 (van), UAZ-451D (drop-side pickup), UAZ-451A (ambulance), and UAZ-451B (minibus).<ref name=Thompson172>Thompson, p. 172.</ref> The ambulance spawned a prototype [[UAZ-452GP]] with [[hydropneumatic]] suspension, to enable it to cross rough ground at high speed, following on the work done by [[Citroën]] on the [[Citroën DS#Technical innovation – hydraulic systems|DS19]].<ref name=Thompson172/> The system proved very successful on trials, but it was rejected by the [[Soviet Army]] as too complicated, and so never entered production.<ref name=Thompson173>Thompson, p. 173.</ref>

In 1966, the UAZ-451s were updated with a {{convert|70|hp|kW PS|lk=on|abbr=on}} {{convert|2432|cc|cid|abbr=on}} inline-four (still based on the ''Pobeda''{{'}}s), four-speed gearbox, and minor detail changes, plus a stronger chassis (and so higher payload).<ref name=Thompson173/> The models were a redesignated UAZ-451M (van, with an {{convert|800|kg|lb|abbr=on}} payload) and a UAZ-451DM (pickup, with a {{convert|1000|kg|lb|abbr=on}} payload).<ref name=Thompson173/> Maximum speed was {{convert|59|mph|km/h|abbr=on}}.<ref name=Thompson173/>

In 1966, the four-wheel drives were renumbered [[UAZ-452]] (van), UAZ-452D (pickup), UAZ-452V (minibus), UAZ-452A and UAZ-452G (both ambulances, with different patient capacities).<ref name=Thompson173/> There was also the UAZ-452S ambulance, specially designed for Arctic conditions, with more heating capacity, double-[[Glazing (window)|glazed]] windows, and insulation; they proved able to keep a 30&nbsp;°C interior temperature in −60&nbsp;°C outside conditions.<ref>Thompson, pp.173 & 175.</ref> The UAZ-452 was able to cross {{convert|50|cm|in|abbr=on}} of snow and carry an {{convert|800|kg|lb|abbr=on}} load.<ref name=Thompson175>Thompson, p.175.</ref> The UAZ-452s would go on to become a workhorse of Soviet agriculture and police, with the pickup proving a popular commercial vehicle.<ref>Thompson, p.175, support only the "commercial vehicle" claim.</ref> Export versions of the UAZ-452D were called Trekmaster when sold in Britain, but never in large numbers; there was also a version with a British-built dump body, the Tipmaster.<ref name="Thompson175–176">Thompson, pp. 175–176.</ref>

The UAZ-451S was a snow-crossing variant with front skis and rear tracks; it was never produced in quantity, nor was the UAZ-451S2, which had tracks at front and rear.<ref name="Thompson175–176"/> The UAZ-452 also served as the basis for an [[Articulated vehicle|articulated]] model, the UAZ-452P, that was never put into production.<ref name=Thompson175/>

In 1972 the well-regarded, but outdated, GAZ-69 was replaced by the more modern [[UAZ-469]]. This was developed from the [[UAZ-471]] of 1958 (with four-wheel independent suspension, which proved too complex)<ref>Thompson, p.176.</ref> and the [[UAZ-460]].<ref>Thompson, p.73 caption.</ref> The UAZ-469 was a sturdy, but not-so-comfortable vehicle with the ability to overcome virtually any terrain, while also providing ease of maintenance. The UAZ-469 was not made available to the civilian market until the late 1980s, before which time it was built exclusively for [[Militsiya|police]] and military use, as well as heads of agricultural enterprises ([[kolhoz]]es and [[sovkhoz]]es). A commercially available variant was produced by the [[LuAZ|Lutzk Automotive Works]].