Porter’s Heir
Every month an new brand emerges in the automotive sector. Evolute and Moskvich were followed by Sollers. For the first time, a well-known company enters not as the owner of a factory or the founder of a joint venture, but as an independent car brand in its own right.
The Elabuga plant quickly found models to replace the defunct Ford Transit family. Today the plant produces Sollers Argo and Sollers Atlant. How is it made? JAC N25/N35 trucks and JAC Sunray vans, slightly disassembled on arrival from China, are assembled here with new decals applied. The process mirrors what was done with Evolute and Muscovite products. The vehicles themselves, however, are completely different.
Argo is a cabover truck. In the history of Russian commercial transport, the third generation Hyundai Porter was the only widely adopted vehicle of this size. It has been out of production for years, yet it remains a familiar sight on roads today. The engine is accessed through folding seat cushions. Unlike the larger trucks, the cabin cannot recline.
Argo is offered in a single configuration, with a few options tied to changes of the base platform with a canopy. For forty thousand rubles, customers can order a cabin fairing. Two spare wheels hang in a pyramid arrangement on the rear overhang.
From the outside, the truck looks polished and even luxurious. The bumper is painted, fog lamps are installed, and the wheels feature caps imitating alloy rims. The vehicle is compact for a light commercial unit, measuring 5300 mm in length, with a wheelbase of 2640 mm and a turning circle of 11.5 meters for passenger variants. The mirrors are excellent: large, with expansive field views, electric and heated. Their offset allows a broader display area than a typical stand would permit.
The downside lies in wheel sizing inconsistency. The front uses 15-inch wheels, the rear 13 inches, which lowered the loading height to 785 mm. Two spare rims are tucked under the body, a practical touch, yet users still face the burden of replacing and purchasing winter tires.
The frames of both models are described as having increased stiffness. The lingering question remains whether the Chinese manufacturers anticipate Russian heavy-load use. Gazelle and UAZ have shown they can handle it; the question is whether Sollers can match that reliability.
Like JAC, Sollers Argo assembled locally can be bought with a gross weight of 2.5 or 3.5 tons. There are no technical differences between the configurations, but the 2.5-ton option is cheaper by 170 thousand rubles and is not subject to metropolitan restrictions. The current price list includes a version with a 2.0-liter diesel producing 130 hp and a six-speed manual transmission. This is a familiar setup for a model of this class. Sollers also offers two additional options.
Later, a combination featuring a 2.0-liter gasoline engine delivering 147 horsepower with a five-speed transmission will appear. For Russia, the pairing makes sense since both Gazelle Next and UAZ Profi use similar engines. Winters in the region demand dependable powertrains.
Sollers representatives noted that a steering column tilt adjustment would be available for models in Atlanta. They were surprised to find none of the dozen cars on display offered it. In photos, the setup appears more elaborate than it is. The solutions are fairly basic: there is no cup holder, no overhead shelves, limited storage, and a cigarette lighter replacing a socket. The door is positioned far away, making it awkward to lean on while entering.
It remains uncertain whether owners will equip the Argo with gas-cylinder installations, though Sollers will provide the option. First, the Chinese engine is unlikely to be more thirsty than the Russian one. Second, the price gap between AI-92 and diesel fuel in Moscow and surrounding areas has grown by about ten rubles per liter. Car buyers must weigh the cost of fuel against the purchase price.
Both engine variants meet the fifth ecological class. The diesel uses a timing chain intended to last the engine’s life, while the gasoline unit relies on a belt with an interval listed at 90,000 kilometers.
Looking ahead to 2024, Sollers hints at a 175 hp electric Argo. That development will be interesting to watch.
The Argo petrol and diesel share the same displacement of 2.0 liters and the same inline-four layout. Both meet the fifth ecological class. The diesel delivers 130 hp with a timing chain drive, while the gasoline version develops 147 hp with a belt drive.
Entry into the cockpit requires agility. The running board sits forward, and without handles on the A-pillars the climb would be awkward. Once inside, the cabin feels surprisingly roomy, and the backrest folds smoothly. The seating range accommodates a driver standing 186 cm tall. The seat angle is adjustable, and the handlebar can be oriented for comfort. The door closes with a solid feel, though the interior space remains tight. The Argo lineup will later include a two-row cab variant.
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Sollers Argo 2.5T (3.5T) |
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Length / Width / Height / Base |
5300/1800/2650/2640mm |
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number of seats |
3 |
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Luggage compartment volume |
— |
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Internal length/width of loading platform |
3140/1740mm |
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Full mass |
2495 (3490)kg |
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load height |
785mm |
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Engine |
diesel, P4, 16 valves, 1999 cm3; 95 kW / 130 HP at 3600 rpm; 285 Nm at 2200-2600 rpm |
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Transfer |
rear drive; M6 |
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