“... Better in Rio in an old Ford than in Moscow in a new Mercedes...,” said one of our compatriots who now lives in Brazil. He uttered this phrase when I jokingly began to criticize his Ford. The car was not old, but the model was outdated. Paradoxically, Brazil is itself a major car exporter. Volkswagens, Renaults, Peugeots, Fords, Toyotas, Audis, Chevrolets are exported - almost all well-known world automakers have their enterprises in Brazil. But almost all produced models are outdated, at least the body. This is not even the last, but the year before last lineup. Engines are usually low-power, adapted to work on mixed fuel as well as on gas. But car prices here are much higher than in Russia.
Well, for example, Toyota Corolla(outwardly it is Avensis in the past body) with automatic transmission gears and a 1.8-2 liter engine costs about $ 35,000, and Volkswagen Bora– about $45,000. Chevrolet (outwardly resembles Opel Vectra) with a 2.3-liter engine also costs about $45,000. All this is produced in Brazil. The Brazilians themselves, for the most part, prefer simple small cars with manual box gears, and in the trunk - be sure to have a gas cylinder. Everything is as cheap and easy as possible. So many expensive prestigious cars, as in Moscow, enough for the whole of Brazil, and there will still be.
The reason is simple - you can't bring a used car into Brazil. The car must be new, and only from an authorized dealer. Of course, there are exceptions, but they are very few. And for all imports in Brazil, there is a very high duty - it can reach up to 100, and even up to 150%. Therefore, a C-class Mercedes, which in Russia with all the "bells and whistles" costs 50-60 thousand dollars, will cost more than $110,000 in Brazil, and so on. And for $110,000 you can buy a nice house in a beautiful place. So the choice arises, which is better - a house or a car, especially since real estate prices are growing all the time. But at the same time, for various reasons, they can decrease.
For example, we are driving from the Ipanema region to Rio de Janeiro in new district Barra, and right on the cliff hanging over the road is a beautiful house. It was bought by an American for only $300,000. But a house in the center of Rio, even by cheap Brazilian standards, should cost about $2 million. And the thing is that further up on the rock, a lot of favelas were attached - slums, as if a swarm of bees was located there. And if a rich American (and according to the Brazilians, all Americans are rich) does not give money to the inhabitants of the favelas, then they will begin to throw all sorts of garbage on top of his house and do other nasty things. And the police will not help here, they are simply unable to help - the police trip to the favela can end very badly. By the way, the American is not a rich man, but an ordinary civilian pilot.
In general, a lot of Europeans and North Americans own real estate in Brazil. The British are building entire cities for themselves. Now there is a grandiose construction in Natal - it's a two-hour flight from Rio towards the equator. An international airport is also being built there, for the convenience of the British. So far, apartment prices in Natal are no more than $40,000 per 100 sq.m., but they are rising as infrastructure develops. It's amazing how a country where a third of the population is simply illiterate, and more than half lives in poverty, and poverty in Brazil is when the income per person per year is less than 15,000 Brazilian reais (about $ 8,000 - taxes are not paid on this amount) , is developing rapidly. Officially, there are far fewer billionaires in Brazil than in Russia, but the owners of real millions, and this is what it is. middle class", much bigger. And the essence of the concept of "middle class" in each country is different.
First of all, all social concepts and differences in society come from the state system itself, and it is very different in Brazil from Russia. Immediately, even at the airport when passing through passport control, you feel freedom. The feeling of freedom is different for everyone, and it is indescribable, but one thing is for sure - in Brazil, the state does not put pressure on a person with its administrative resource. Rather, it looks like an intermediary in relations between people, if people need it. The principle of forming a class of civil servants is fundamentally different from the Russian one, and the number of officials, policemen and military in Brazil is much less than in Russia.
There is no corruption in the concept that we have, at least I have not come across it, although different reasons visited a lot public institutions as well as elected representatives. What a civil servant is obliged to do, he will do without any money. True, everything is being done very slowly, but it is being done. If you give money and they take it, it won't be faster anyway. Relations are much more important, but, again, not in the same sense as in Russia. Connections come from the student's bench or a military school.
In general, educational institutions in Brazil have the status of, as it were, state-forming centers - according to by and large, this is the state. The importance of education, educational institutions is very great, and no police or any other security forces would ever think to poke their heads into the field of education or medicine for corruption purposes or with some other stupid idea. But on these issues - education and medicine in Brazil, we will talk separately. The topic is very interesting and serious.
To be continued.
Among the many cars produced around the world, there are special, one might say legendary or "classic" cars that have gained incredible popularity and recognition among motorists in different parts of the world. It is these cars for a long time remained relevant and in demand, and some remain so to this day. It was these cars that lasted on the assembly line for decades. It is about them, retro heroes, true legends of the global automotive industry, that will be discussed in our review.
And let's start our excursion into the "special" part of the history of the global automotive industry with a trip to Brazil, where it is dusty and travels along the roads, also known as the "hippie van". The release of this unpretentious, fairly simple, but still pretty car started back in 1967, while the T2 is just a modernization of its predecessor. VW T1, whose production began already in 1950.
Volkswagen T2 was equipped with several options gasoline engine with a working volume of 1.6 - 2.0 liters and a return of 50 to 70 hp. The main gearbox for the van was a 4-speed "mechanics", but the version with the top engine could be equipped with a 3-speed "automatic". The release of the Volkswagen T2 in Germany ceased in 1979, when it was replaced by a new generation of car, but the continuation of the release in Brazil (under the brand name Kombi Standart (passenger) and Kombi Furgao (van)), as well as other countries ensured that the hippie van hit the hall of fame for the global automotive industry. Last Volkswagen The Brazilian-assembled T2 left the assembly line in 2013, and the reason for the closure of production is very banal - the body, developed back in 1967, could not withstand the modern crash test.
In the same place in Brazil, the life cycle of another fairly popular car ended. This is a miniature passenger car put into production in 1983. This compact car The B-class was produced in both three- and five-door versions, was equipped with gasoline and diesel power units, dominated the roads of the Apennine Peninsula for more than 10 years, and then in 1995 moved to Poland, Morocco, the Philippines and Brazil.
The longest, until 2013, Fiat Uno lasted in Brazil, where, having left the assembly line, he passed his name on to the third generation of another Italian compact, known in the rest of the world as Fiat Panda. In total, during the release of the classic Fiat Uno, about 8,800,000 miniature cars left on the roads of the world.
You can not ignore the legendary hatchback Volkswagen Golf the first generation, has long written its name in the history of the global automotive industry. The debut of this hatchback took place in 1974. The car was offered with a wide range of power plants, including gasoline, diesel and turbodiesel engines ranging from 50 to 112 hp. As a gearbox, the Germans offered 4 or 5-speed manual transmissions, as well as an optional 3-speed "automatic".
The release of the Volkswagen Golf I on German soil ended in 1983, but the production of the hatchback continued actively in Australia, Mexico (under the Caribe name) and South Africa (City Golf and Caddy (pickup)). The last Volkswagen Golf in the body of the original first generation left the South African assembly line of the Eitenhahe plant in 2009. Volkswagen Golf I not only earned the title of one of the most successful centenarians, but also at one time received the nickname "Der kleine Retter" (little lifeguard), because if not for the Golf, then the Volkswagen brand might no longer exist.
However, the German auto giant has another interesting long-liver -. This mid-size sedan and station wagon entered the assembly line in 1981, quickly gaining popularity around the world.
Later in Europe, the Santana was sold as Passat modification, and the original name was preserved in South America and China, where the release of the sedan and station wagon continued even after the stop of production in Germany itself in 1988.
The most long life the Santana is marked in Brazil, where the car was discontinued in 2006, and in China, where production ceased only in 2013. It is worth noting that the Volkswagen Santana gained the greatest popularity precisely in the Celestial Empire, where it was used not only as a personal vehicle, but also as company car for police, officials, taxi service, etc. In total, over the years of production in China, more than 3,200,000 cars were sold, which makes the Volkswagen Santana one of the most popular Chinese cars.
The French concern Peugeot was also noted as a notable long-liver. Exactly 10 years, starting in 1987, he traveled on the roads of Europe, who managed to receive the title of "Car of the Year in Europe" in 1988. The Frenchman was produced in the body of a sedan and station wagon, but only the first was destined to become a long-liver, because the Egyptians and Iranians did not like the station wagon.
Despite the outdated technical filling and faded in the background modern cars appearance, Peugeot 405 is still being produced at car factories in Egypt and Iran. In the latter, the once successful car is known by the name Samand, under which at one time he even tried to gain a foothold on Russian market but, of course, without success. However, Samand found its buyer in Venezuela, Syria and Senegal, where the Iranians launched their own assembly lines, so the age of the Peugeot 405 will still be long.
Let's move from North Africa and the Middle East to places more stable, but also more secretive - namely, to North Korea (DPRK), where the auto industry also exists. Yes, yes, they produce not only rockets and machine guns, but sometimes also cars. Unfortunately, accurate information about the successes North Korean auto industry there is not so much in the public domain, since absolutely everything is classified in this country, but some information still leaks through the Chinese comrades. It turns out that in the DPRK, starting from the mid-50s of the last century, a 5-seater passenger car (아침의 꽃 - “morning flower”) has been produced in small batches, which is a simplified copy of the legendary soviet car GAZ M-20 Pobeda.
Well, since 1968, the SUV, created as a symbiosis of the legendary Soviet GAZ 69 and no less the legendary Jeep of that period.
Since we have already mentioned Soviet retro cars, it is worth saying a few words about the domestic centenarians of the auto industry. First of all, this is the classic “five”, which kept afloat for 31 years from 1979 to 2010.
It is noteworthy that the release of the "five" lasted 1 year longer than the production of the "six" ( VAZ-2106), but it was released almost twice fewer cars(2,091,000 vs. 4,390,000 copies). It is also worth remembering about VAZ-2107, also produced for 31 years (since 1982), however, in Russia, the “seven” became a thing of the past in 2012, but in Egypt, the release of the sedan continued for another year.
From "active" Russian cars perhaps worth noting UAZ-452, which later received an index during modernization, but is popularly known as "Loaf", "Pill" or "Tadpole" in the version with a body.
This one to everyone famous car got on the conveyor in 1965 and is not in a hurry to leave it yet, regularly receiving minor updates that practically do not affect the original technical architecture, which makes it possible to classify the 452nd as a long-lived car.
The same path follows VAZ-2121 "Niva", which appeared on Soviet roads in 1977. Having survived several restylings, the Niva retains its original platform almost unchanged, still remaining one of the most “indestructible” SUVs in the world, which ensures its popularity not only in our country, but throughout the world.
However, soon the legendary "Niva" will retire, finally gaining the status of a legend in the global automotive industry.
Fast forward to Europe, or rather to the UK, where their last days another iconic SUV for the global automotive industry is surviving on the assembly line, namely. This brutal Englishman was released in 1983 and has not changed much since then, preserving the traditions of “cultivated” militarism in design and the simplicity of a truly masculine interior.
Yes, motors changed, but the essence of Land Rover Defender remained the same, and therefore it is sad that this year classic SUV will become a thing of the past, giving way to a completely new car, the start of sales of which is scheduled for 2016.
Yugoslavia also had its own long-lived car, and after its collapse, Serbia had it. It was called, but is also known under the names Zastava Skala and Yugo Skala.
Based on the Fiat 128 in 1971, compact family car produced in the bodies of a 3 or 5-door hatchback, as well as a 2-door pickup truck. The Balkan "classic" did not please with a wide variety of engines, and at the end of its existence it was offered with a non-alternative 55-horsepower gasoline engine, but as compensation it pleased the not too rich population of Serbia with a democratic price that did not exceed 4000 euros. At one time, at the very beginning of the 1980s, Zastava 101 also conquered the UK market, but success was short-lived due to Low quality vehicles and poor equipment. The release of the Balkan "classics" was discontinued in November 2008 due to a sharp drop in demand.
Fast forward to India, where, due to overcrowding and low living standards, "retro cars" are also quite popular. One of the symbols of the Indian "middle class", if such a one can be distinguished in India at all, is a pickup truck. Tata TL I or Tata 207.
This car appeared in 1988 as a more or less affordable vehicle for transportation. oversized cargo and became quite popular among Indian farmers and small shop owners. It is noteworthy that at the moment the 4th generation of the Tata TL pickup is being produced, while the first generation car is still being assembled in small batches.
Much more iconic car For Indian car industry- the "king of the roads" sedan ("Amby"), which was based on the English Morris Oxford III. The production of Hindustan Ambassador began in 1957, when the first prototype came off the assembly line, equipped with a 1.5-liter gasoline engine with a return of about 50 hp.
A couple of years later, the engine was replaced with a 55-horsepower one, and in 1979 a 37-horsepower one was added to it. diesel engine, making the Hindustan Ambassador the first Indian diesel powered vehicle. power plant. Released in 1992 limited edition Ambassador luxury sedans with a 75-horsepower engine and improved interior trim, and a year later the car entered the UK market, where, however, it did not last long, failing to awaken the love of retro in the British.
The decline in sales of the legendary Ambassador sedan began in 2011, when a new environmental standard BS IV, after which several major cities banned sales of the car, even for taxi needs, and the manufacturer managed to sell only about 2,500 cars in the 2011th reporting year. Subsequently, sales only declined, and the price of the sedan, on the contrary, reached $10,000, which forced the management of Hindustan Motors to remove the Ambassador from the assembly line in 2014 due to falling demand. Thus, the Hindustan Ambassador sedan lasted on the assembly line for almost 57 years, practically without significant changes in its design.
However, there is a more impressive long-lived record holder in the history of the global automotive industry, with which we will complete our historical review. If you have not guessed yet, then we are talking about the legendary little car ( Volkswagen Beetle), better known to Russians as the "Beetle".
True, to be completely accurate, it is worth noting that the legendary car was never officially called the Zhuk, but was originally (before the war) called KdF-38 or Volkswagen-38, then (after the war) Volkswagen-11, Volkswagen 1200, and then the Volkswagen 1600. For his long history the little "Beetle" managed to steal some of the design solutions from the Czechoslovakian Tatra, become the basis for the Volkswagen T1 (which we mentioned at the very beginning), conquer America, star in dozens of films, get on the cover of the Beatles album, become the progenitor of Porsche sports cars and buggies, enter in the top ten cars that changed the world, and disperse around the planet with a circulation of 21,594,464 cars. The production of the Volkswagen Käfer was discontinued only in 2003, 65 years after the appearance of the first serial prototype.
That's all, the list legendary cars, which had been on the assembly line for decades almost to the present day, came to an end. It remains only to wish the current automakers not to forget to please the public not only with mass products for a year or two, but also with truly catchy new products that can also enter the cohort of long-lived legends of the global automotive industry in 20 - 30 - 40 years.
Both before and now in Brazil there was a significant number of automobile factories. Many of these originated as assembly plants or franchises (primarily Volkswagen and Alfa Romeo), but the hot Brazilian guys also had enough of their own ideas.
Pictured is the Troller Pantanal, one of the two main models of the SUV company founded in 1995. The flagship of the company, the Troller T4 model, is essentially a copy Jeep Wrangler, Pantanal is its own development.
Agrale is a leading Brazilian manufacturer of trucks, buses and agricultural equipment. The company has existed since 1962, in the illustration Agrale 14000 LX. Interestingly, Agrale trucks do not have model names, the number means the load capacity in kilograms, and LX is a modification.
Marcopolo is one of the oldest Brazilian automotive companies, founded in 1949 and specializes in buses of all sizes and types. The picture shows the Marcopolo Paradiso G7 1800 DD model.
Lobini H1 is the only model of a small-scale sports car manufacturer. The car debuted in 2002 and is still produced without noticeable changes.
Engesa existed from 1963 to 1993 and was major supplier brazilian army. Among the tanks and armored personnel carriers, there were also several vehicles - for example, this Engesa EE-34.
Puma are almost legendary Brazilian sports cars. The company built them from 1966 to 1995 (and then for another four years “by inertia” produced trucks). Pictured is a 1980 Puma GTC. Interestingly, in the 2000s, they tried to revive the brand in South Africa.
JPX is an SUV brand that existed from 1992 to 2002. In fact, it was the toy of Eric Batista, a billionaire and at that time the 8th largest human fortune in the world. When Batista's financial situation worsened, the first thing he did was shut down the car business. Pictured is a JPX Montez Pickup.
Many models of cars presented in our review are unfamiliar to the Russian consumer, however, we believe that our readers will be interested to know which vehicles are sales drivers in the local markets of other countries.
In our study, we included the following countries: Venezuela, Mozambique, Iran, Indonesia, Ukraine, Japan and Kenya. Many car models are not sold in our country, as well as in many developed Western countries. But, despite this, the interest in these vehicles is huge.
The most popular car in North Korea
Hawtai Lusheng E70
Hawtai is a small Chinese automaker that operated jointly with Hyundai from 2002 to 2010. Thanks to this collaboration, the Hawtai brand currently continues to produce cars (albeit independently) using the transferred technologies from Hyundai.
True, the volume of production of the company is very modest. For example, last year the automaker produced only 200 units for the market. Lusheng E70 for taxi use in Pyongyang city. Taking into account the fact that the car market in North Korea practically does not exist, this number Chinese cars The E70 seems to be enough for the authorities of this most closed country in the world to announce that the Hawtai Lusheng E70 is the best selling car in North Korea.
By the way, the only reasonable alternative to this car in terms of popularity can be a stretch to oppose the Jinbei Haise van, which is based on the 1989 Toyota Hiace. Jinbei Haise is also particularly popular with North Koreans.
The most popular car in China
Wuling Hongguang
For a little over 10 years Chinese automotive market grew from 2 million sales to 25 million units. The number of brands and models produced by Chinese automakers has reached about 100 items this year. In the top line of the most popular car brands is Wuling, which sold 1.4 million new cars in 2014.
It is noteworthy that the American Company General motors. Wuling specializes in the production of multi-purpose Vehicle starting from small cars and ending with minibuses.
For example, minibuses are very popular in Chinese villages and provinces. Due to the huge demand, the Wuling Hongguang model has become a bestseller.
So in 2014, due to the low cost (about 6,500 US dollars), as well as practicality, the Chinese company Wuling sold 750,019 pieces in the local market. vans, making Hongguang one of the top 10 best-selling cars in the world in 2014. It is worth noting that the Wuling Hongguang minibus outperformed legendary model Ford Fiesta.
The most popular SUV in China
Haval H6
The Chinese manufacturer, unlike Hawtai, is well known to the Russian consumer. True, despite the low cost of auto products of this brand, in our country, sales of the Chinese brand leave much to be desired.
What can not be said about the automotive market in China, where Great Wall is the leader in the production of popular SUVs.
Because of the popularity of everything model range SUVs, starting in 2013, many off-road models began to be produced under the Haval brand. Since then model line this sub-brand has expanded significantly. The company is expected to sell 400,000 vehicles in 2015 thanks to the successful Haval H6 SUV model.
Now he dreams of conquering the whole world, becoming a brand that produces cheap and quality SUVs, No. 1. The offensive of the Chinese brand has already begun. So the company opens official sales in our country, in Australia and in Chile.
The most popular passenger car in China
Geely Emgrand EC7
Geely bought the Volvo brand in 2010. Since then, no one doubts the success of Geely. Damage to this, sales in the local market. This model has become a real bestseller not only in China, but also takes second place in sales in Ukraine and fourth place in Egypt.
In 2014 Geely sold 75,189 pcs. Emgrand EC7. However, compared to 2013, this result is too modest. In 2013, a record number of cars were sold - 198,000 units.
The most popular commercial vehicle in China
Wuling Hongguang V
Wuling Hongguang V went into production in January this year. With its functionality and low cost ($8,000-$9,000), the commercial vehicle has taken the Chinese market by storm. This model will not only enter the Chinese auto industry, but also claim the title of the most successful car, which in a short time has reached monthly sales of 30,000 units.
For example, 30,003 units were sold in China in March. For comparison, sales of Ford Focus cars in Europe in March amounted to 32,298 units.
The most popular car in Brazil
Volkswagen Gol
You probably thought that we made a mistake in the name of the model, skipping the Latin letter "f". No. This is how the name of the car, which is popular in South America, is correctly spelled. The first model with this name was launched back in 1980. The car was created for the Brazilian market as an alternative to the German "beetle" - VW Beetle. The Volkswagen Gol was based on the 1974 VW Golf.
The most surprising thing is that this model not only became extremely popular in Brazil, but also broke all local sales records. The Col model, 28 years out of 30, was the best seller in the Brazilian car market. Volkswagen Gol in 2014 became the best-selling in the South American car market - more than 325,000 units sold.
The most popular car in Indonesia
Toyota Avanz
The Indonesian new car market made itself known to the whole world in 2006. This year, 318,904 vehicles were sold in the local market. In 2013, 1.23 million new cars were sold in Indonesia. As you can see the progress. In this narrow market, the company holds a high share of 48 percent. The rest of the market is practically in the hands of the cheap Daihatsu brand.
Number one in sales in Indonesia last year was Toyota model Avanza (162,070 units sold). True, compared with 2013, sales of this car have failed greatly. For example, in 2013, 213,458 units were sold in the Indonesian market. Toyota Avanz.
The most popular car in Iran
Iran Khodro Samand
Iran Khodro is a leading car manufacturer in Iran, and has been a partner of and for a long time. Despite the fact that the Samand model is built on the Peugeot 405 platform, the Iran Khodro Samand is recognized as the first popular National Car of Iran.
Domestically, 100,643 cars were produced last year. But in addition to domestic production, the Samand model is also produced in Senegal, Syria, Belarus, Azerbaijan, Venezuela and China.
Peugeot Pars
Look familiar? This is because Peugeot Pars is an updated Peugeot 405 that entered the Iranian world car market in 1999. But, despite the outdated technology (some of the car's mechanical parts will celebrate their 30th anniversary this year), Peugeot Pars, the main one on the 405 model, is still hugely popular in the local market.
Peugeot Pars is one of the best selling cars in Iran. It is noteworthy that in Iran, the Peugeot 405 is also still available for sale.
Peugeot produced 265,405 new vehicles in the Iranian market in 2014. This best result French company in the world.
The most popular mini car in Japan
Honda N-Box
Honda N-Box cars are developed by the Japanese innovation company Kei. The machine is designed according to local regulations taxes and insurance rates. The fact is that the demand for small cars in Japan is very huge due to the specifics of local tax laws.
So low and low insurance rates can only apply to vehicles that are limited in size: no more than 3.4 meters in length, and no more than two meters in height. In addition, in order to qualify for the low tax rate, cars must be equipped with engines of no more than 600 cc.
With the Honda N-Box specifically designed to be tax- and insurance-friendly, a record 2.3 million Kei vehicles were sold in the Japanese market last year.
Contender for the best seller of the automotive market in Mozambique
Matchedje F16
True, in fact this car is not yet a bestseller, but nevertheless, it can claim to become the most popular in Mozambique by the end of this year. The fact is that since the beginning of this year, the Matchedje F16 pickup has begun to be assembled inside the country. Because of this, it is sold on the local market much cheaper than foreign analogues, the price of which includes a high customs duty.
The development of the auto industry in Mozambique is facilitated by Chinese automakers who have created here a large number of assembly plants for the production of vehicles. To do this, the Matchedje Motors group of companies was created here, which was named after the village where the Congress of the Front for the Liberation of Mozambique took place.
Chinese companies included in the Matchedje Motors group plan to produce about 1 million cars a year in this country by 2025.
Best selling car in Kenya
Mobius II
Just like the Matchedje F16, which has not yet become a popular car in Mozambique (but has every chance), Mobius II also claims to conquer the Kenyan market. Quite seriously, this car has every chance of getting the title of "People's Car of Kenya".
The Mobius II is a seven-seater SUV that costs around $11,000. The machine is designed to operate on degraded rural and urban roads south of the Sahara.
Best seller in the car market in Venezuela
Dongfeng Rich
Dongfeng became known worldwide when it acquired a 14% stake last year. The fact is that dongfeng company was a partner of the Peugeot-Citroen group in the Chinese market. Dongfeng sells its own vehicles. For example, the Dongfeng Rich pickup truck, popular in Venezuela, is based on the previous generation Nissan Frontier, which has been successful in many global markets.
Dongfeng Rich surpassed even such popular cars as Mitsubishi Lancer and Toyota Corolla. Taking into account the political instability and the standard of living of the population in 2014, 3,181 copies of the popular pickup truck were sold.
The most popular car in Ukraine
ZAZ Sens
You may have noticed that this model looks exactly like the Daewoo Lanos. The thing is that ZAZ has been producing this model on the territory of Ukraine since 2005 under a license. The original Lanos model was produced in Ukraine from 1997 to 2002.
Unfortunately, from the events in Ukraine, last year practically destroyed the automobile market of this country. Sales of all new cars have almost halved. It should be noted that Toyota and Geely dominate the Ukrainian market, but, nevertheless, ZAZ model Sens is the bestseller of the Ukrainian car market. 3,128 cars were sold last year ZAZ Sens.
From Wikipedia, the free encyclopedia
Automotive industry in Brazil today is one of the world's leading in terms of the number of cars produced. According to the results of 2015, about 2.5 million cars were produced in Brazil, which provided Brazil with the 9th place in terms of production in the world. Despite the fact that the active development of the Brazilian automobile industry began only in the 1960s, measures of strict protection of the domestic market from imports allow Brazil to maintain significant volumes of domestic production and outperform many countries with a longer history of development of the automotive industry, in particular the UK, Russia and France. Another feature of the Brazilian auto industry is the long-term production of outdated models of both the national and global auto industry in a modern design.
The Brazilian industry is regulated by the Associação Nacional dos Fabricantes de Veículos Automotores (Anfavea), created in 1956, which includes automakers (cars, cars, trucks and buses) and agricultural machinery manufacturers in Brazil. Anfavea is part of the Organization Internationale des Constructeurs d'Automobiles (OICA), based in Paris.
Most of the world's major companies are present in Brazil, in particular: Fiat Chrysler, Volkswagen Group, Ford, General Motors, Nissan Motors, Toyota, MAN SE, Mitsubishi, Mercedes-Benz, Renault, Honda, Hyundai. National companies are also present, such as Troller, Marcopolo SA, Agrale, Randon SA, Excalibur, etc., some of them traditionally produce exact copies of the unique ones in a modern version.
Story
The Brazilian automobile industry began with the Chevrolet, which rolled off the assembly line in 1925.
In 1957, he began production of the Ford F-600 truck.
In 1958 Toyota start release their famous Land Cruiser.
In 1967, the American Chrysler Corporation acquired the French Simca globally and the Brazilian division of Simca do Brasil became known as Chrysler do Brasil and produced Brazilian modifications of Chrysler and Dodge.
In 1966, it began producing sports cars.
Another feature of the Brazilian auto industry is the release of Flex-Fuel vehicles, adapted to alcohol fuel. The government policy of widespread use of ethanol as a motor fuel has led to the fact that Brazil is able to meet almost 50% of domestic fuel demand through bioethanol: by 2008, 4.5 million vehicles were running entirely on ethanol, the remaining 17 million were used as fuel mixture of ethanol and gasoline. Five out of six Brazilian gas stations sell pure ethanol (E100), and the Brazilian bioethanol program employs more than 700,000 workers.
Annual car production in Brazil
| Year | Produced, pieces | 0-1 million | 1-2 million | 2-3 million | 3-4 million | |||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1960 | 133,000 | |||||||||||||||||||||||||||||||||||||||
| 1970 | 416,089 | |||||||||||||||||||||||||||||||||||||||
| 1980 | 1,165,174 | |||||||||||||||||||||||||||||||||||||||
| 1990 | 914,466 | |||||||||||||||||||||||||||||||||||||||
| 2000 | 1,681,517 | |||||||||||||||||||||||||||||||||||||||
| 2005 | 2,530,840 | |||||||||||||||||||||||||||||||||||||||
| 2006 | 2,611,034 | |||||||||||||||||||||||||||||||||||||||
| 2007 | 2,970,818 | |||||||||||||||||||||||||||||||||||||||
| 2008 | 3,220,475 | |||||||||||||||||||||||||||||||||||||||
| 2009 | 3,182,617 | |||||||||||||||||||||||||||||||||||||||
| 2010 | 3,648,358 | |||||||||||||||||||||||||||||||||||||||
| 2011 | 3,406,150 | |||||||||||||||||||||||||||||||||||||||
| 2012 | 3,342,617 | |||||||||||||||||||||||||||||||||||||||
| 2013 | 3,740,418 | |||||||||||||||||||||||||||||||||||||||
| 2014 | 3,146,386 | |||||||||||||||||||||||||||||||||||||||
| 2015 | 2,429,463 | |||||||||||||||||||||||||||||||||||||||
Manufacturers
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Foreign
- Ford do Brazil
- Volkswagen do Brazil
Brazilian
Inactive manufacturers
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An excerpt characterizing the Brazilian automotive industry
Any conclusion of history, without the slightest effort on the part of criticism, falls apart like dust, leaving nothing behind, only as a result of the fact that criticism chooses a larger or smaller discontinuous unit as the object of observation; to which it always has the right, since the historical unit taken is always arbitrary.Only by allowing an infinitely small unit for observation - the differential of history, that is, the homogeneous inclinations of people, and having achieved the art of integrating (taking the sums of these infinitesimal ones), can we hope to comprehend the laws of history.
The first fifteen years of the nineteenth century in Europe represent an extraordinary movement of millions of people. People leave their usual occupations, rush from one side of Europe to the other, rob, kill one another, triumph and despair, and the whole course of life changes for several years and represents an intensified movement, which at first goes on increasing, then weakening. What is the reason for this movement or according to what laws did it occur? asks the human mind.
Historians, answering this question, describe to us the deeds and speeches of several dozen people in one of the buildings of the city of Paris, calling these deeds and speeches the word revolution; then they give a detailed biography of Napoleon and some persons sympathetic and hostile to him, talk about the influence of some of these persons on others, and say: this is why this movement came about, and these are its laws.
But the human mind not only refuses to believe in this explanation, but directly says that the method of explanation is not correct, because in this explanation the weakest phenomenon is taken as the cause of the strongest. The sum of human arbitrariness made both the revolution and Napoleon, and only the sum of these arbitrariness endured and destroyed them.
“But whenever there were conquests, there were conquerors; whenever there were coups in the state, there were great people,” says history. Indeed, whenever there were conquerors, there were also wars, the human mind replies, but this does not prove that the conquerors were the causes of wars and that it was possible to find the laws of war in the personal activity of one person. Whenever, looking at my watch, I see that the hand has approached ten, I hear that the evangelization is beginning in the neighboring church, but from the fact that every time the hand comes to ten o'clock when the evangelization begins, I I have no right to conclude that the position of the arrow is the cause of the movement of the bells.
Every time I see a locomotive move, I hear a whistle sound, I see a valve opening and wheels moving; but from this I have no right to conclude that the whistling and the movement of the wheels are the causes of the movement of the locomotive.
The peasants say that a cold wind blows in late spring because the oak bud unfolds, and indeed, every spring a cold wind blows when the oak unfolds. But although I do not know the cause of the cold wind blowing during the unfolding of the oak, I cannot agree with the peasants that the cause of the cold wind is the unfolding of the bud of the oak, simply because the force of the wind is beyond the influence of the bud. I see only the coincidence of those conditions that exist in every life phenomenon, and I see that, no matter how much and no matter how detailed I observe the hand of the clock, the valve and wheels of the steam locomotive and the bud of the oak, I will not recognize the cause of the blagovest, the movement of the steam locomotive and the spring wind. . To do this, I must completely change my point of observation and study the laws of motion of steam, bells and wind. History should do the same. And attempts to do so have already been made.
In order to study the laws of history, we must completely change the object of observation, leave the kings, ministers and generals alone, and study the homogeneous, infinitesimal elements that guide the masses. No one can say how far it is given to a person to achieve understanding of the laws of history by this way; but it is obvious that on this path only lies the possibility of capturing historical laws, and that on this path the human mind has not yet put one millionth of the effort that historians have put into describing the deeds of various kings, generals and ministers and to presenting their considerations on the occasion of these deeds. .
The forces of the twelve languages of Europe broke into Russia. The Russian army and the population retreat, avoiding a collision, to Smolensk and from Smolensk to Borodino. The French army, with an ever-increasing strength of swiftness, rushes towards Moscow, towards the goal of its movement. The strength of its swiftness, approaching the target, increases like an increase in the speed of a falling body as it approaches the earth. Behind a thousand miles of a hungry, hostile country; dozens of miles ahead, separating from the goal. This is felt by every soldier of the Napoleonic army, and the invasion is advancing of itself, by the force of swiftness alone.
As the Russian army retreats, the spirit of anger against the enemy flares up more and more: retreating back, it concentrates and grows. A collision occurs near Borodino. Neither army disintegrates, but the Russian army immediately after the collision retreats just as necessarily as a ball rolls back, colliding with another ball rushing at it with greater swiftness; and just as necessary (although having lost all its strength in the collision), the rapidly scattered ball of invasion rolls over some more space.
The Russians retreat a hundred and twenty miles - beyond Moscow, the French reach Moscow and stop there. For five weeks after that there is not a single battle. The French don't move. Like a mortally wounded animal, which licks its wounds while bleeding, they remain in Moscow for five weeks without doing anything, and suddenly, without any new reason, they run back: they rush to the Kaluga road (and after the victory, since again the battlefield was left behind them near Maloyaroslavets), without entering into a single serious battle, they run even faster back to Smolensk, beyond Smolensk, for Vilna, for the Berezina and beyond .
On the evening of August 26, both Kutuzov and the entire Russian army were sure that the Battle of Borodino had been won. Kutuzov wrote to the sovereign in this way. Kutuzov ordered to prepare for new fight to finish off the enemy, not because he wanted to deceive anyone, but because he knew that the enemy was defeated, just as each of the participants in the battle knew it.
But that same evening and the next day, news began to come, one after another, of unheard-of losses, of the loss of half of the army, and a new battle turned out to be physically impossible.
It was impossible to fight when information had not yet been collected, the wounded had not been removed, the shells had not been replenished, the dead had not been counted, new commanders had not been appointed to the places of the dead, people had not eaten and had not slept.
And at the same time, immediately after the battle, on the next morning, the French army (according to that impetuous force of movement, now increased, as it were, in the inverse ratio of the squares of distances) was already advancing of itself on the Russian army. Kutuzov wanted to attack the next day, and the whole army wanted it. But in order to attack, the desire to do so is not enough; It is necessary that there was an opportunity to do this, but there was no such opportunity. It was impossible not to retreat to one crossing, then, in the same way, it was impossible not to retreat to another and a third transition, and finally on September 1, when the army approached Moscow, despite all the strength of the rising feeling in the ranks of the troops, the force of things demanded in order for these troops to go beyond Moscow. And the troops retreated one more, to the last crossing and gave Moscow to the enemy.
For those people who are used to thinking that plans for wars and battles are drawn up by generals in the same way that each of us, sitting in his office over a map, makes considerations about how and how he would dispose of such and such a battle, questions arise why Kutuzov did not do this and that during the retreat, why he did not take up position before Filey, why he did not immediately retreat to the Kaluga road, left Moscow, etc. People who are used to thinking this way forget or do not know those inevitable conditions in which the activity of any commander-in-chief always takes place. The activity of a commander has not the slightest resemblance to the activity that we imagine sitting freely in an office, analyzing some campaign on the map with a known number of troops, on either side, and in a certain area, and starting our considerations from what some famous moment. The Commander-in-Chief is never in those conditions of the beginning of some kind of event, in which we always consider the event. The Commander-in-Chief is always in the middle of a moving series of events, and in such a way that he is never, at any moment, in a position to consider the full significance of an ongoing event. The event is imperceptibly, moment by moment, cut into its meaning, and at every moment of this consistent, continuous cutting of the event, the commander-in-chief is in the center of the most complex game, intrigues, worries, dependence, power, projects, advice, threats, deceptions, is constantly in the need to respond to the innumerable number of questions put to him, always contradicting one another.
