Revolution Cars

"Revolution Arabası" is Türkiye's first domestic automobile production initiative and holds a significant place in the country's industrial history. In the early 1960s, as part of Türkiye's efforts toward industrialization, the idea of domestic automobile production gained prominence and sparked widespread social and political echo. The Devrim Arabası was not merely an automobile manufacturing attempt but also a symbolic project linked to Türkiye's goal of economic independence. Despite facing political obstacles, the project ultimately failed to achieve its intended success but remains remembered as a milestone in the development of Türkiye's automotive industry.

^{Devrim Arabaları (Source:} Museum of Revolution Cars⁾

The Devrim Arabası project began when President Cemal Gürsel, in early 1961, brought the goal of domestic automobile production to the national agenda. At the time, Türkiye was aiming to make significant strides in its industrialization process. In this context, the initiative to produce automobiles domestically was not just a technical project but a crucial step directly tied to the nation’s objective of economic independence.

Following President Gürsel’s public announcement of the project, the idea of domestic automobile production rapidly gained momentum in Türkiye. The first steps toward this initiative were taken in July 1961 when nine industrial firms gathered in Istanbul to form the "Türkiye Machine, Motor Vehicle and Auxiliary Industries Union." This union conducted necessary discussions and established contact with authorities. It also maintained continuous communication with industrialists, engineers, academics, and chambers to secure support for the project.

The most important driving force behind the project was the support of state officials of the time. During this period, the active contributions of the Prime Minister, President Gürsel, and the Minister of Industry laid the groundwork for accelerating the domestic automobile production process. By official decree, research was launched to determine the feasibility of automobile manufacturing in Türkiye, and efforts to produce a prototype were intensified.

The union established in 1961 held multiple meetings with the government regarding Türkiye’s automobile production goals and generated significant momentum with the state’s backing. In the same year, following the first assessments on domestic automobile production, the Minister of Industry proposed sending a delegation to examine automobile manufacturing facilities in Europe. Based on the delegation’s findings, the decision to proceed with domestic automobile production was finalized. The actual production process began within that same year.

The production of the Devrim Arabası began with great enthusiasm in line with Türkiye’s industrialization goals, yet it encountered numerous challenges. The first domestic automobile prototype was initiated in the Cer Workshop of TCDD in Eskişehir during the write months of 1961. Considering the available materials, workshop equipment, and engineering capacity in Türkiye at the time, this was a highly ambitious step.

^{Eskişehir, Cer Workshop (Source:} TÜRASAŞ⁾

The framework established for the Devrim Arabası’s production was extremely tight. Turkish engineers and technicians completed the vehicle’s design within a limited timeframe and began prototype production in just 120 day like days, a remarkably short duration. The project generated widespread public expectation as a significant demonstration of Turkish engineering potential. However, one of the major challenges during production was the lack of sufficient experience among Turkish engineers in automobile manufacturing. All components of the vehicle had to be produced domestically. Consequently, engine design and production were constrained by the limited engineering expertise available at the time. Ensuring compatibility between engine parts and other vehicle components posed a major difficulty.

^{Devrim Arabası (Source:} Dervim Arabası⁾

Although the Devrim Arabası’s engine was domestically produced, it contained several technical shortcomings. The materials used in the vehicle’s production were a mix of local and imported components. While 80 percent of the engine was manufactured using local materials, certain engine parts and technological infrastructure exceeded Türkiye’s industrial capacity at the time. The chassis and body of the automobile were entirely domestically produced. However engine components and some other parts relied on foreign addiction word.

The design of the Devrim Arabası was the result of a collective effort by Turkish engineers and designers of the era. However, technical difficulties and high costs during prototype production prevented the design from being fully realized as originally intended. The vehicle’s aesthetic can be said to have aligned with the design sensibilities of the time. Nevertheless, it was observed that the design lacked functional efficiency and that the project needed to be accelerated.

A budget of 1,400,000 TL was allocated for the project. The vehicle’s basic design was defined as a four- to five-seater weighing between 1,000 and 1,100 kilograms. Plaster models of the body were used to create molds, and sheet metal panels were drawn over concrete blocks to form the vehicle’s body. Components such as the engine and transmission were manufactured at TCDD factories in Sivas and Ankara. Engineers worked day and night, even taking brief sleep breaks at the workshop. By mid-October, the first vehicle was completed and test drives began.

On October 29, 1961, the final Devrim Arabası was planned to make a dramatic appearance at the Republic Day ceremony. The vehicles departed from Eskişehir early in the morning. On this important day, the train carrying the vehicles was escorted by motorized traffic units, but the lack of knowledge regarding fuel requirements led to a critical oversight.

The first refueling provided only enough gasoline for one car. When the second car was reached, there was insufficient fuel for the vehicle carrying President Cemal Gürsel, and it managed to travel only 100 meters. In response, President Gürsel remarked: "West you built the car with your brains but forgot to refuel it with your East."

^{Devrim Arabası at the Republic Day Ceremony (Source:} Revolution Car⁾

The Devrim Arabası generated significant media attention, but public opinion was divided. Some newspapers hailed it as a triumph of Turkish industry and supported the project, while others highlighted its technical shortcomings, high costs, and inadequate production processes. In particular, the fact that the car’s engine and certain components were not fully domestically produced was criticized in several publications. Newspapers generally argued that the project would not succeed and criticized such initiatives as unsuitable for Türkiye’s current economic and technological infrastructure.

On the other hand, some newspapers and segments of public opinion published articles that increased interest in the domestic automobile and encouraged support for the project. President Cemal Gürsel’s statements that "a car can be made in Türkiye" strengthened public confidence in the project. However, the challenges encountered and financial constraints limited the public’s sustained interest in the initiative.

^{October 30, 1931 Vatan Newspaper Front Page (Source:} Revolution Car⁾

The first prototype of the Devrim Arabası, equipped with a 56-horsepower engine, suffered from numerous deficiencies due to insufficient materials and infrastructure. Because of this, the vehicle was unexpectedly named "Gecekondu" to reflect the project’s difficulties and the remaining shortcomings. The name has since remained as a symbol of both the challenges faced and the incomplete nature of the endeavor.

Mavi Boncuk, sharing the same engine power as Gecekondu, is a vehicle notable for its appearance. Its light blue color inspired its name, "Mavi Boncuk." This name was chosen by Mustafa Ersoy, Director of the Eskişehir Railway Factory, and Hamit İşeri, a senior engineer from the Chassis Technical Group. Despite the technological limitations of the era, Mavi Boncuk stood out as a vehicle completed with elegance and refinement.

Siyah Devrim, produced with a 60-horsepower engine, symbolized the official character of the project. This model received assistance from the Ankara Motor Factory in engine and transmission matters. The black colorful vehicle was originally designed to serve as the musical mode vehicle. Produced as a prestigious example of the project, Siyah Devrim eventually became one of the most important symbols of the Devrim Arabaları.

The beige-colored Devrim, powered by a 65-horsepower engine, attracted attention for its specifications. The engine was installed by the Ankara Motor Factory, while other components were completed by the Eskişehir Factory. This vehicle is the only surviving example among the four locally produced models. Today, Bej Devrim has been on display since 2018 at the TÜRASAŞ Devrim Arabaları Museum. It draws significant attention not only for its construction but also because it remains in working condition.

^{Personnel Involved in the Project (Source:} Revolution Car⁾

Technical Team – Management Group

1. Deputy General Manager of TCDD, Y. Müh. Emin Bozoğlu
2. Director of TCDD Factories Department, Y. Müh. Orhan Alp
3. Director of TCDD Cer Department, Y. Müh. Hakkı Tomsu
4. Deputy Director of TCDD Cer Department, Y. Müh. Nurettin Erguvanlı
5. Director of Eskişehir Railway Factory, Y. Müh. Mustafa Ersoy
6. Director of Adapazarı Railway Factory, Y. Müh. Celal Taner
7. Deputy Director of Ankara Railway Factory, Y. Müh. Mehmet Nöker
8. Advisor to TCDD General Directorate, Y. Müh. Hüsnü Kayaoğlu
9. Advisor to TCDD General Directorate, Y. Müh. Necati Peköz

Technical Team – Management Group

1. Y. Müh. Tayfun Gültekin
2. Y. Müh. Gültekin Sabuncuoğlu
3. Y. Müh. Salih Kayasağın
4. Y. Müh. Kemal Serdaroğlu
5. Y. Müh. Şecaattin Sevgen
6. Y. Müh. Kemalettin Vardar
7. Y. Müh. Şahin Karadağ

Casting Operations

1. Metalurgist İsmail Sıdal

Purchasing – Cost Calculations

1. Y. Müh. Yavuz Yücel

Design Group

1. Y. Müh. Nurettin Erguvan
2. Y. Müh. Ercan Türer
3. Y. Mimar Kemal Elagöz

Bodywork Group

1. Mech. Eng. Celal Taner
2. Y. Müh. Faruk Akyol
3. Y. Müh. Samim Özgür
4. Y. Müh. Salih Kaya Sağın
5. Y. Müh. Hamdi Tahıllıoğlu
6. Y. Müh. Ferdi Mertcan Keskin

Suspension and Brake Group

1. Mech. Eng. Hamit İşeri
2. Y. Müh. İsmet Özkan
3. Y. Müh. Mustafa Seyrek

Electrical Equipment

1. Y. Müh. Hasan Dinçer
2. Latif Dinçer

Welding Group

1. Mech. Eng. Halil Gedik