This project has a long and somewhat romantic backstory. I used to own a classic UAZ “Bukhanka” (a legendary Russian 4×4 van) — a vehicle I invested a massive amount of time and effort into, and which suited my off-road needs perfectly. After parting ways with it, I found myself in urgent need of a high-clearance, off-road capable minibus. A heavy body-on-frame SUV lacked the necessary interior volume, while a standard commercial minibus offered zero off-road capability. Eventually, I was lucky enough to find a near-perfect base vehicle: a passenger GAZelle that perfectly fit my standard driver’s license category, in excellent condition, complete with an external LPG tank setup.
Since the “perfect off-road van” (the Bukhanka) had already been invented decades ago, I decided not to reinvent the wheel. The core philosophy of this build was: minimum custom fabrication, maximum use of reliable, off-the-shelf components. To convert the GAZelle to four-wheel drive, I used proven UAZ drivetrain aggregates. Both vehicles are in a similar weight class, but while the GAZelle was designed purely for commercial paved-road logistics, UAZ components are engineered from the ground up for severe off-road abuse.
Engineering Calculations: Axle Selection and Ackermann Geometry
I opted for the standard UAZ “Timken” civilian split axles. Why not use the legendary military portal axles or the modern Spicer axles? Firstly, widening portal axles is impossible without cutting and custom-welding the half-shafts, which I strictly wanted to avoid to maintain field repairability. Secondly, the factory-wide “Bars” portal axles are practically impossible to find, and the 1600mm Spicer axles are exceedingly rare and expensive.
Widening the axles was a mathematical necessity. The factory GAZelle track width is 1.7 meters, whereas the UAZ track is only 1.4 meters. Automotive design dictates a recommended wheelbase-to-track width ratio (which for such vehicles is typically between 1.8 and 2.2). The GAZelle’s wheelbase is 2.9 meters. By widening the UAZ Timken axles to 1.6 meters, the resulting ratio is ~1.81 (2.9 / 1.6), placing the vehicle perfectly into the factory stability sweet spot. Furthermore, the GAZelle has a longer wheelbase than the UAZ. If I had retained the narrow 1.4m track width, the steering angles (Ackermann steering geometry) would have been fundamentally incorrect, leading to severe tire scrub. Widening the track to 1.6m allowed me to keep the steering kinematics within proper calculated tolerances.
Drivetrain: The Divorced Transfer Case
Mating the 4×4 drivetrain presented a unique challenge. Simply bolting an integrated UAZ gearbox and transfer case (TC) together was physically impossible in this chassis. The distance between the front axle flange and the TC output flange would have been too short. The resulting front driveshaft operating angle would have exceeded 45 degrees (mechanically impossible for standard U-joints), and a driveshaft that short doesn’t even exist in the factory parts catalog.
The solution was to build a divorced transfer case. I designed a custom mechanical assembly (internally dubbed the “TC Nose”) for the standard UAZ transfer case. This custom billet adapter, fitted with its own bearings and oil seals, converted the UAZ transfer case into a standalone unit. It is now linked to the factory GAZelle gearbox via an intermediate driveshaft (jackshaft) assembled almost entirely from off-the-shelf components.
The Build Process: Zero Downtime
The biggest hurdle in the project was waiting for the outsourced lathe/machining work, which contractors dragged out for several months. Because of this, active assembly only began in the autumn. However, the most interesting aspect of this conversion is that the van was rarely out of commission for more than a day or two at a time!
The build was entirely modular. While waiting for machined parts, the van was driven in its stock configuration. The new axles were built on the bench. Over one weekend, I swapped in the front axle by myself (driving it temporarily as a 4×2 RWD). Later, I installed the rear axle. Because the UAZ differential flange is closer to the axle centerline than the GAZelle’s, a custom spacer was required for the rear driveshaft. The van was driven in this RWD configuration until the next season, when the divorced transfer case was finally mounted and the 4×4 system was brought online.
Interior: Overland Camper Conversion
In parallel with the heavy mechanical work, the interior was completely overhauled. The cabin was stripped bare, all hidden cavities were washed and treated with anti-corrosion compounds. I installed heavy-duty sound and vibration deadening, laid down durable automotive linoleum, and re-trimmed the panels. The rear of the passenger cabin was converted into an overland living space, featuring a full-size bed for off-grid camping and a custom wooden table.
Results and Side Effects
The final result exceeded all expectations. Because the single-wheel UAZ axles are actually lighter than the GAZelle’s heavy dropped front beam and dual-wheel (dually) rear axle, the unsprung weight was significantly reduced. Combined with high-profile off-road tires, the ride quality became incredibly soft—minor road imperfections are completely absorbed. Furthermore, deep puddles that would swamp normal cars barely reach the rims of this van.
A nice bonus of using the UAZ transfer case is its integrated mechanical handbrake, which uses a dedicated drum on the transfer case output shaft. This provides a simple, powerful, and completely independent emergency brake system.
As for side effects: The vehicle became noticeably taller. This is due to the larger tires and the fact that the front leaf springs now sit on top of the straight UAZ axle tube, rather than resting on the GAZelle’s factory dropped beam (adding about 70mm of lift). Climbing into the cabin requires a bit of acrobatics now—I’ve torn more than a few pairs of pants on the way up! However, for a dedicated overland camper designed for travel and universal personal use, this minor inconvenience is heavily outweighed by the absolute freedom of movement it provides.