Sometimes the question arises about the correctness of the model index, that is, GAZ-2410 or GAZ-24-10? IN technical passport use the first option, and the second is indicated on the nameplate under the hood and in the factory instructions. 24-10 is the official index, and it should be used, according to the industry standard 2410 - a car of a different class.
Appearance of the classic Volga GAZ 2410
Release began a little earlier, it was also a prototype. Initially it was assumed that this model will be mass. For her, a new body with a more modern design was developed, many nodes were changed. But there was no mass production, only small series. The reasons were the ambitions of high officials, for whom the model was intended, who did not want the same car to work like a taxi. As a result, mass production of the GAZ-24-10, which was a hybrid of the GAZ-24 and GAZ-3102, began.
From prototype new model inherited the body (with the exception of individual parts) and some other elements, from 3102 - the ZMZ-402 engine and most of the transmission units. Some changes in individual components and parts were developed specifically for the new model.
GAZ-24-10 - a four-door sedan with enough spacious interior and a spacious trunk.
Volga GAZ 2410 rear view
Modifications 24-11 (taxi), 24-12 (station wagon), 24-13 (medical) and others were also produced. They came out in small batches of GAZ-24-34 with reinforced, used in special services. Most of the cars were intended for institutions as personal transport for medium-sized officials, as well as in taxis. A small share of cars was sold to the public.
The main technical characteristics of the GAZ-24-10 "Volga":
Despite the general similarity of the bodies, there were some differences in the exterior:
- Instead of chrome grilles the radiator and caps on the wheels of the GAZ-24-10 are plastic.
- The front marker lights are aligned with the headlights.
- Turn signal repeaters appeared on the front fenders.
- Door handles are recessed.
- The window vents disappeared from the glass of the doors (it became more difficult for intruders to enter the salon).
- The exterior mirror housings have increased and become plastic.
- There are no separate reflectors, they are built into the rear lights.
- Gone are the decorative chrome parts.
- The parking lights have been removed from the rear pillars.
Read also
Volga GAZ-24 with V8 engine
Otherwise, the appearance of the GAZ-24-10 did not differ from the 24.
The interior became more modern for those years, some of the elements were almost a copy of those on the GAZ-3102, but there were differences.
Classic interior design of Gaz 24
The instrument panel was made of plastic (on 3102 - from polyurethane foam), the radio tape recorder and heating air ducts were swapped, decorative wood-like film adorned only individual elements, not all torpedoes. There have also been the following changes:
- The seats are similar to 3101, adjustable in height, they have headrests, ergonomics are close to optimal (as they thought at the time), but cheap materials were used for upholstery instead of velor;
- The steering wheel is the same as on the GAZ-3101, its diameter has decreased compared to the GAZ-24;
- Lever arm hand brake they began to install it to the right of the driver (at the GAZ-24 it was under the instrument panel);
- A lever for turning on the windshield washer appeared on the steering column;
- Appeared electric heating rear window(instead of blowing air on the GAZ-24).
In general, the salon approached foreign analogues those years, although comfort was noticeably lower. 
The brake system is dual-circuit, similar to 3102, with a tandem master cylinder and vacuum booster. The rear brakes have a pressure regulator, on the instrument panel - alarm. Reliability has increased: if one circuit fails, the second one will work. But themselves brake mechanisms remained drum type, in contrast to the disk on the front wheels of the GAZ-3101.
The checkpoint is the same as that of the GAZ-24, rear axle gear ratio became 3.9 instead of 4.1. Suspension modification (the distance from the steering knuckle lever to the hub disk has increased) increased the vehicle's directional stability and made it possible to use wide wheels with tires 205/70R14. Some minor changes also affected other elements of the machine, mainly electrical equipment.
Read also
Detailed wiring diagram of the Volga GAZ-24
Engines
GAZ-24-10 was equipped with an in-line four-cylinder engine ZMZ-402 with. This is a modified 24D engine that was installed on the GAZ-24. The changes affected the cylinder head, the cooling system pump was removed from it and placed on the block. The head itself has been reduced in height from 98mm to 94.4mm to create a more high degree compression and switching to gasoline with a higher octane rating.
The exhaust system received a second exhaust pipe, the lubrication system has been slightly changed. The main technical characteristics of the ZMZ-402 engine:
- The resource declared by the manufacturer, thousand km - 200;
- Weight, kg - 181;
- Volume, liters - 2.445;
- Power, kW / l. With. - 73.5/100;
- Torque, N * m - 182;
- Brand of gasoline - A-92, AI-93.
Some of the machines were equipped with a 4021.10 engine with a K-126GM carburetor. This modification is characterized by a reduced compression ratio and runs on A-76 gasoline.
Installed on Gas 24 engine 4021.10
The engine had reduced power (66.2 kW, or 90 hp) and less torque (172 Nm). Other technical characteristics do not differ from ZMZ-402. The design of both modifications is quite simple, complex electronics had not yet been installed at that time. The engines are unpretentious and reliable in operation, have high maintainability, with good service And correct operation real resource increases to 250 thousand kilometers or more.
Typical engine malfunctions
Both versions have several typical problems. One of the main ones is oil leakage from the rear seal crankshaft. There is an omentum (rope with graphite grease), which high revs engine (more than 2500) starts to leak oil. It has to be replaced. Another problem is overheating. The reasons may be airlock in the cooling system, a malfunction of the thermostat or pump. 
Due to design flaws, it heats up the most central part block heads. Nuts should be checked and tightened periodically. cylinder head mountings. Often there are knocks in the engine, the cause is most often increased valve clearances, they should be adjusted. If vibrations of the motor occur, check the condition of the pillows in the places of support, replace if worn.
When the development of the Volga GAZ-3102 had just begun at the plant, it was taken for granted that she was in soon will completely replace the outdated twenty-fourth model from the assembly line. On its basis, projects were developed mass car to replace the GAZ-24 and even a taxi car. Such a decision - two models in one body, differing in the level of equipment and, probably, in the power unit - would be absolutely consistent from the point of view of ordinary logic.
However, in practice, the development of the GAZ-3102 in production proceeded at a very slow pace. Even after the start of mass production of the new model, GAZ's allied enterprises were unable to ensure stable supplies of individual items of components, which is why production volumes were limited to several thousand per year. In addition, the new "Volga" quickly acquired a special, elite status of a car for high-ranking officials, generals and the party apparatus.
The result of this process turned out to be somewhat unexpected: the Gazites had to forget about the idea of producing a mass model in the same body for a while. Vladimir Nikitich Nosakov, who was the chief designer of the car plant in those years, recalls that the issue was decided at the very top: the minister automotive industry it was clearly and directly said that the car that officials and generals drive should not ride in a taxi.
Meanwhile, by 1984, the situation had changed: all the main design and technological problems with the production of GAZ-3102 had already been resolved, it became possible to gradually increase production, in which GAZ-related enterprises were vitally interested - an increase in production would significantly reduce the cost their products, reduce costs. Yes, and the plant itself to keep in production two related ones, but using different components and assemblies of the model, there was no more sense. Therefore, it was decided to create a new mass model of the plant based on the old GAZ-24 body, and not the modernized GAZ-3102, while maintaining the highest possible degree of unification from the “zero-second” in terms of components and assemblies.
For some reason of a technological nature, development in production upgraded model went hard, so the whole modernization took several years - from the appearance in 1984 of a plastic grille on export cars and to the renewal of the station wagon in 1987. The factory workers themselves recall that they worked on the modernization of the obviously outdated machine without much enthusiasm. Moreover, by that time, work had already begun on a car of a fundamentally new generation, which eventually resulted in the GAZ-3105 project (by the way, it was written about this car - not by me - ).
The first copy of the GAZ-24-10 was demonstrated in 1984 at an exhibition in Moscow, but this car is outwardly by and large still corresponded to the GAZ-24, from 24-10 it had only "stuffing".
In 1985 and early 1986, cars of the so-called "transitional" series were produced, which are sometimes referred to as GAZ-24M in everyday life (it is generally accepted that officially they went either as GAZ-24 or GAZ-24-10 - although information about machines with the inscription 24M on the plate). These cars (in everyday life "mutants", "transitions") had the main components and assemblies from the GAZ-24-10, but in terms of appearance and interior design, they were almost an arbitrary mixture of elements of the old and new models. They were made, apparently, until the stock of spare parts from old model.
Finally, in 1986, the full-fledged restyled Volga GAZ-24-10 in a sedan body went off the assembly line. A similar update of the GAZ-24-12 station wagon took another year. The remaining modifications were also renamed in a similar way - they received a ten in addition to the designation.
The body of the GAZ-24 was taken as the basis for the modernized model, which received doors from the GAZ-3102 without vents in the glazing and whole line other less noticeable changes (including in power units). The car has lost a significant part of the chrome decor (chrome-plated inscriptions "Volga" on the front fenders and rear panel, molding on the bottom of the trunk lid, and so on; but the moldings on the thresholds were preserved and were installed from the factory until the appearance of GAZ-31029), fangs disappeared from the bumpers, and from the exhaust ventilation deflectors to rear pillars- Parking lights, the license plate area located under the front bumper was removed. On the wheels appeared "aerodynamic" plastic caps that completely cover the disk.
The units were essentially the same as on the GAZ-3102, with the exception of the most scarce items - front disc brakes, a one-piece soft instrument panel and a pre-chamber engine.
As for the engine, according to an article in the magazine "Behind the Rulem" No. 1 for 1987, its modernization was carried out in several stages.
Until April 1986, partially modernized engines from 24s were installed, marked 24D-85M and 2401-85M.
Since April 1986, engines 402.10 and 4021.10 have already been installed on the GAZ-24-10, which had a number of differences from their predecessors: a reinforced cylinder block (part of the first 402 motors was assembled in a block from a prechamber engine with upper fixation of sleeves; later this was abandoned), studless main bearing caps, bushless bearings camshaft, an upgraded cooling system with a new pump, new intake and exhaust valves of increased diameter, double valve springs, a cast-iron camshaft with a modified profile, a damper damper torsional vibrations on the crankshaft pulley, contactless ignition system, new generator, a modernized K-126GM carburetor and A14V1 spark plugs. Later, a K-151 carburetor was installed on some of the engines, which turned out to be “problematic” and did not enjoy the favor of motorists and repairmen. (not to be confused with the upgraded 151C mid-90s).
The cylinder liners, crankshaft, connecting rod and main bearings, camshaft with rods and timing gears remained backward compatible with the ZMZ-24D and 24-01 engines of the new engine family.
The 24-10 brake system was a hybrid based on GAZ-3102 units (tandem main brake cylinder, in the design of which a number of changes were made, a vacuum booster, a pressure regulator in the rear brakes, pipeline elements, a handbrake drive) and GAZ-24 (wheel mechanisms, with the exception of the working cylinders of the rear brakes, which received pistons of reduced diameter - 28 mm versus 32, from -for the transition to a new brake fluid of the Neva type). Some cars from the factory had disc brakes, but this was an exception to the rule.
There were other differences regarding the GAZ-24 - a modified geometry of the front suspension with an increased track, wider radial tires, a modified windshield wiper trapezoid with an increased resource, a new, much more powerful generator, electric heating of the rear window instead of blowing, front position lights transferred to the headlights, and so on.
Most of the Volga GAZ-24-10 was equipped with a simplified interior relative to the GAZ-3102 with a hard plastic instrument panel, although using the same instrument cluster as on the zero-second, and fabric seats (in the photo above, the “taxi” version with leatherette upholstery, except for the inserts in the driver’s seat). At the same time, some cars in the GAZ-24-10-051 version were still equipped with an interior with a soft panel from the GAZ-3102 and velor seats from it, but relatively few of these were produced.
Of course, modernization hardly made the “twenty-four”, which was thoroughly outdated by that time, any noticeably more modern compared to foreign models mid eighties. But, nevertheless, the growth of operational and consumer qualities of the car was quite noticeable. The car has become noticeably more comfortable for the driver and passengers, with more convenient and modern controls, and got rid of a number of not entirely successful technical solutions, like a hydraulic vacuum booster and a separator in the brake drive. In other words, the car was “pulled up” to the maximum extent possible to the level of the latest versions of the “classic” family of the Volga Automobile Plant - the Zhiguli VAZ-2105 and VAZ-2107.
No problem selling your products Gorky plant at the same time, I didn’t test it, since more than half of the Volga GAZ-24-10 immediately left for distribution to taxi companies, administrative and trade organizations. The rest immediately went into the hands of private traders, which was a clear difference from, say, AZLK, which began to overstock already in 1984, since the population of Moskvichi-2140 was not bought up very willingly. The export of the Volga also continued, mainly within the limits of the socialist countries.
Meanwhile, in the second half of the eighties, problems of a different nature began, associated with aging and physical wear and tear of dies, which have already gone through more than a million cycles in the entire life of the twenty-four. As a matter of fact, this is clearly visible in the quality of the GAZ-24-10 bodies, which has become noticeably worse than ten years before. At the same time, developed to replace model range 24-10 / 3102, the fundamentally new Volga GAZ-3103 / 3104 / 3105 were still in the early stages of development - there was no question of their development in mass production in the near future.
After the wear of the equipment reached a critical level along the entire technological chain of the stamping line, the plant faced a choice: either order new dies for the old model - for at least another million machines and 15-20 years of production, or still start assembling a mass model in the body of a limited-edition 3102, for which there were fresh, practically unworn dies.
The choice was made in favor of the second option, while a new front end was developed for the GAZ-3102 body, with a calm, non-provocative design and optics from Moskvich-2141, and the gas tank was moved back under the trunk floor, as with a zero-second tank it was impossible to install LPG equipment on a sedan-taxi and achieve the required unification of the floor panel with the station wagon.
It was in this way that the GAZ-31029 model was born at the very end of the eighties. Its development in mass production was carried out after the collapse of the USSR, in 1992. At the same time, the GAZ-24-10 model was removed from the assembly line, although the last copy of its high-speed modification GAZ-24-34 was already assembled in 1993.
It was a difficult period for the plant. The traditional consumers of its main product, medium-duty trucks, are the army and Agriculture- new cars in those years could not even dream of. Until the appearance of the GAZelle in 1994, only the Volga was in demand among all GAZ products. But what a demand!.. Working with full tension, the plant produced 450 Volga cars every day, for which the factory workers worked in three shifts 6 days a week. Annual release cars on GAZ in just a year increased from 65 to 124 thousand and continued to increase. It was Volga GAZ-31029 that rescued the plant during this difficult period of its history, providing the necessary funding to launch the GAZelle series.
Unfortunately, the Volga itself, in the form in which it was known in the USSR, is strong, solid and well assembled car- I did not live up to this happy event. The structurally inherent qualities, of course, remained, but the build quality fell before our eyes, soon reaching a completely indecent level even by Russian standards. Somehow the assembled bodies were painted without primer, cutting down the consumption of paints and varnishes to the maximum: paint, which used to be used to paint one body, was now poured over two. It was during this period that motors assembled with unwashed feet appeared, with an irreparable imbalance that had to be sorted out already on a new car, gearboxes that forced car drivers to return to their arsenal such a technique as “ double release and regasification”, and other “charms” of the Volga cars of the nineties and, in part, the two thousandths.
For some time, GAZ was still trying to position its passenger products as “business class” cars, but, for obvious reasons, this became impossible already in the mid-nineties, with the possible exception of the small-scale GAZ-3102, which still retained a special “director’s » status. And then the Volga experienced a rebirth - as a relatively inexpensive and strong family car addressed to a conservative and handy middle-aged man.
GAZ-31029 lasted on the Volga conveyor from 1992 to 1997. During this time, more than 830 thousand cars left it - twice as many as the GAZ-24-10 in less than 6 years of its release. It is curious that by now the number of surviving cars of both models is approximately equal, as far as can be judged from the ads for sale. Apparently, the "twenty-ninths" simply did not survive to this day for the reasons indicated above ...
Over time, this machine became a testing ground for the plant for running in technical and technological solutions subsequently introduced on later models: injection 16-valve engines of the 406th family, five-speed gearbox gears, a rear axle with a solid crankcase, power steering, two-component metallic enamel painting, and so on. Together with her, the lower engine with a four-speed gearbox as the main power unit Gorky sedans, a split rear axle and many other design solutions forty years ago.
This car at one time was given the most various estimates, and mainly of a negative nature, I will also speak on this subject. From my personal point of view, the appearance of the Volga GAZ-31029 was not much worse than that of the GAZ-3102, and combined very well with the latter as a mass model of the plant. Subsequent external upgrades, very expensive, only made the Volga even more eclectic than it was at the beginning of the nineties, and also reduced some of its consumer qualities: in particular, the “modern” voluminous bumpers with very low skirts, so extolled by journalists in their time, only worsened the geometric cross-country ability and increased the cost of restoring the car after an accident.
The money spent on all this props, it would be much more logical to spend, for example, on the development of the back spring suspension(was developed for GAZ-31107, but never went into production), introduction automatic transmission And ABS systems(designed for the GAZ-31105, but also never implemented), which was more topical and would have given a much more pronounced effect.
GAZ 24 modifications
GAZ-24-01, 1970-1971, to work in a taxi. It was equipped with a derated engine ZMZ-24-01, a special body marking of the “checkered” type, a green lamp “free”, and a leatherette interior trim that allows sanitation.
GAZ-24-02, 1972-1987, was mass-produced with a five-door station wagon body.
GAZ-24-03, sanitary based on GAZ-24-02.
GAZ-24-04, with a five-door station wagon to work in a taxi. It was equipped with a derated ZMZ-24-01 engine.
GAZ-24-07, 1977-1985, for work in a taxi, equipped with a gas-cylinder installation.
GAZ-24-24, version for special services, "catch-up" or "escort car". Equipped with a modified power plant from GAZ-13 "Seagull" - engine ZMZ-2424, V8, 5.53 l, 195 l. With. and a three-speed automatic transmission, as well as power steering. It also had a reinforced body and undercarriage. Maximum speed - up to 170 km / h.
GAZ-24-54, right-hand drive export modification(less than 1000 copies produced).
GAZ-24-95, an experimental all-wheel drive modification, created using GAZ-69 units, salient feature construction - no frame.
GAZ-24A-247 And GAZ-24A-948, respectively, a van and a pickup truck, produced in small quantities from emergency taxi cars at the Voronezh Automobile Repair Plant. In addition to him, larger batches of pickups and vans were also produced at the Riga and Cheboksary car repair plants (model CHARZ-274).
GAZ-24-76 "Scaldia"- export modification of the Volga GAZ-24 with a sedan body, produced in the late 1970s.
GAZ-24-77 "Scaldia"- export modification of the Volga GAZ-24 with a station wagon body, produced in the late 1970s.
Car sets of these models were supplied for small-scale assembly of the Belgian company Scaldia-Volga S.A .. The power unit was diesel engine Peugeot Indenor XD2P; brake system, structurally different from the standard GAZ - Rover brand. In the 1990s quite a lot of used cars of the Belgian assembly were re-exported to the Russian Federation.
Second generation GAZ 2410
GAZ-24-10- base sedan.
GAZ-24-11- taxi, with a body type "sedan".
GAZ-24-12- station wagon based on GAZ-24-10. It was designed to replace the Volga GAZ-24-02.
GAZ-24-13- sanitary, with a station wagon body. Ambulance with a capacity of 4 + 1 (on a stretcher).
GAZ-24-14- passenger-and-freight taxi converted to AI-76 gasoline.
GAZ-24-17- a taxi with an engine running on liquefied gas.
GAZ-24-34- “high-speed car” or “escort car” (informally, the workers of the car factory and the townsfolk called it “catching up” or “mad”).
GAZ-24-60- southern or tropical version (dry and humid climate).
Performance characteristics of GAZ 24-10 Volga sedan
Max Speed: 150 km/h
Fuel consumption per 100 km in the city: 15 l
Fuel consumption per 100 km on the highway: 10 l
Fuel tank volume: 55 l
Curb vehicle weight: 1400 kg
Tire size: 205/70 R14
Disc size: 5.5J x 14
Engine Specifications
Location: front, lengthwise
Engine capacity: 2445 cm3
Engine power: 100 HP
Number of turns: 4500
Torque: 182/2600 Nm
Supply system: Carburetor
Turbo: No
Gas distribution mechanism: No
Cylinder arrangement: inline
Number of cylinders: 4
Cylinder diameter: 92 mm
Stroke: 92 mm
Compression ratio: 8.2
Number of valves per cylinder: 2
Recommended fuel: AI-92
Brake system
Front brakes: drums
Rear brakes: drums
Steering
Power steering: No
Steering type: Globoid worm with recirculating balls
Transmission
Drive unit: Rear
Number of gears: mechanical box - 4
Suspension
Front suspension: helical spring
Rear suspension: Spring
Body
body type: sedan
Number of doors: 4
Number of seats: 5
Machine length: 4735 mm
Machine Width: 1800 mm
Machine height: 1476 mm
Wheelbase: 2800 mm
Front track: 1496 mm
Rear track: 1428 mm
Ground clearance (clearance): 174 mm
Production
Year of issue: from 1986 to 1992
Passenger cars of the middle class, produced by the GAZ automobile plant: GAZ-24-10 - since 1986; GAZ-24-12 - since 1987. Previously, the plant produced GAZ-24 cars from 1970 to 1986 and GAZ-24-02 from 1972 to 1987. GAZ body - 24-10 - closed, load-bearing, all-metal four-door sedan. The GAZ-24-12 body is a five-door station wagon. The front seats - with headrests, are adjustable in length and inclination of the backrest (the backrests can lean back to a horizontal position). Rear seats: GAZ-24-10 - triple, unregulated, with a reclining (middle) armrest; at GAZ-24-12 - in the middle row one double and one single folding (for passage to rear seats), in the back row one - double seat. The middle and rear row seats fold down to form a luggage compartment.
List of modifications
Car GAZ-24-10- passenger car, middle class, with an all-metal body of the "Sedan" type.
Car GAZ-24-11- taxi, with a body type "Sedan".
Car GAZ-24-12- cargo-passenger, with a body type "Universal".
Car GAZ-24-13- sanitary, with a body type "Universal".
SPECIFICATIONS
| Number of places, persons | 5 |
|---|---|
| Weight of baggage, kg | 50 |
| Curb weight, kg | 1400 |
| Including: | |
| on the front axle, kg | 745 |
| on rear axle, kg | 655 |
| Gross weight, kg | 1790 |
| Including: | |
| on the front axle, kg | 855 |
| on the rear axle, kg | 935 |
| Permissible full mass trailer without brakes, kg | 700 |
| ZMZ-402, km/h | 147 |
| 3M3-4021, km/h | 140 |
| Acceleration time to 100 km/h with engine | |
| ZMZ-402, with | 19 |
| ZMZ-4021, with | 22 |
| Free run 50 km/h, m | 500 |
| Stopping distance from 80 km/h, m | 43,2 |
| at 90 km/h, l | 9,3 |
| at 120 km/h, l | 12,9 |
| urban cycle, l | 15,0 |
| at 90 km/h, l | 10,2 |
| at 120 km/h, l | 13,9 |
| urban cycle, l | 15,0 |
| Turning radius: | |
| on the outer wheel, m | 5,6 |
| overall, m | 6,0 |
Passenger cars of the middle class, produced by the GAZ-24-12 automobile plant - since 1987. The body of the GAZ-24-12 is a five-door station wagon.
The front seats are with headrests, adjustable in length and inclination of the backrest (backrests can lean back to a horizontal position). Rear seats GAZ-24-12 - in the middle row there is one double and one single folding (for access to the rear seats), in the back row there is one double seat. The middle and rear row seats fold down to form a luggage compartment.
Modifications of the GAZ-24-10 car: GAZ-24-11 - taxi; GAZ-24-17 - a taxi with an engine running on liquefied gas; GAZ-24-60 - tropical version (dry and humid climate). Modifications of the GAZ-24-12 car: GAZ-24-13 - sanitary; GAZ-24-14 - taxi.
The internal equipment of taxi car bodies has the following differences from basic models: seat upholstery - from faux leather, there is a taximeter (TAM-L1), a roof lamp (FP147) and a control green lamp (17.3738) in the upper right corner of the wind window. The body of the ambulance is divided by a partition into two compartments - a driver's cab with two seats and a sanitary compartment with an intercom window in the partition. The stretcher is installed along the port side. There are two single seats - front folding and rear - fixed, as well as additional heater included in the engine cooling system.
NODES AND UNITS
Engine:
Maud. ZMZ-402 or ZMZ-4021, gasoline, in-line, 4-cyl. 92x92 mm, 2.445 l, compression ratio 8.2 (ZMZ-402) and 6.7 (ZMZ-4021). Operating procedure 1-2-4-3, power ZMZ-402-7 3.5 kW (100 hp), ZMZ-4021 - 66.2 kW (90 hp) at 4500 rpm. Torque ZMZ-402 - 182.4 Nm (18.6 kgcm) at 2400-2600 rpm. ZMZ-4021 - 172.6 N m (17.6 kgf-m) at the same speed. Carburetor K-151. two-chamber, with forced idle economizerTransmission:
The clutch is single-disk, the release drive is hydraulic, with automatic adjustment. Gearbox - 4-speed. Transferred numbers: I-3.50, II-2.36, III-1.45, IV-1.00, ZX-3.54. Synchronizers - on I-IV gears. Cardan transmission - one shaft. The main gear is hypoid, transmitted. number - 3.9Suspension:
Front - independent, on wishbones, spring, with shock absorbers. Rear - dependent, spring, with shock absorbersWheels and tires
Wheels - disk, rim 5 1/2J-14, fastening on 5 hairpins. Tires - radial, tubeless or chambered - 205/70R14, mod. ID-220, tire pressure 2.0 kgf/cm. sq. Number of wheels 4+1steering control:
The steering mechanism is a globoidal worm with a three-ridged roller, transmitted. number - 1 9.1Brakes:
Working brake system - with drum mechanisms (280 mm, lining width 50 mm), drive - hydraulic, separate along the axes, booster - vacuum, rear brakes - with pressure regulator. Parking brake - on rear wheels, drive - mechanical. Spare brake - one of the circuits of the working brake systemElectrical equipment:
Voltage 12 V, acc. battery 6ST-60EM. generator 16.3701 with built-in rectifier, voltage regulator 13.3702, starter - ST230-B1. Ignition system - non-contact, transistor, switch 13.3734, resistor 14.3729, B116 coil, A14V1 candlesRefueling volumes and recommended operating materials:
fuel tank 55 l, gasoline A-76 for the ZMZ-4021 engine and AN-93 for the ZMZ-402 engine
cooling system 12 l. antifreeze A-40
engine lubrication system 6.0 l. in summer M-12G, in winter M-8G, all-weather M-6/10G
gearbox housing - 0.95 l, TAD-17I or TAP-15V
steering gear housing - 0.3 l, TAD-15V
drive axle housing - 1.2l, TAD-17I
brake drive system - 0.5 l, brake fluid"Neva", "Tom", "Rosa"
front shock absorbers - 2x0.14 l, rear - 2x0.21 l, shock absorber fluid AZH-12T
washer reservoir windshield- 2.0 l, liquid NIISS-4 mixed with water
Mass of units (in kg):
engine with equipment and clutch - 180
gearbox - 25
cardan gear - 9
front suspension (complete) - 101
rear axle - 85
body assembly - 700
wheel with tire - 21
radiator - 10
SPECIFICATIONS
| Number of places | 7 or 2 people + 400 kg |
|---|---|
| Curb weight, kg | 1540 |
| on the front axle, kg | 725 |
| on the rear axle, kg | 815 |
| Gross weight, kg | 2016 |
| but front axle, kg | 900 |
| on the rear axle, kg | 1116 |
| Max speed with motor: | |
| ZMZ-402, km/h | 145 |
| 3M3-4021, km/h | 135 |
| Acceleration time to 100 km/h with engine: | |
| ZMZ-402, with | 21 |
| ZMZ-4021, with | 24 |
| Run-out at 50 km/h, m | 530 |
| Stopping distance from 80 km/h, m | 43,2 |
| Control fuel consumption with the ZMZ-402 engine, l/100 km: | |
| at 90 km/h, l | 10,4 |
| at 120 km/h, l | 13,5 |
| urban cycle, l | 16,0 |
| Control fuel consumption with the ZMZ-4021 engine, l/100 km: | |
| at 90 km/h, l | 10,8 |
| at 120 km/h, l | 14,5 |
| urban cycle, l | 16,5 |
| Turning radius: | |
| on the outer wheel, m | 5,6 |
| overall, m | 6,0 |
Cars of the USSR era: GAZ-24-10 "Volga"
"Volga" GAZ-24-10 appeared as a result of one of the most daring in history domestic auto industry"rejuvenation surgery". The body of the GAZ-24 with a 15-year-old design and the engine, the structural basis of which at that time was almost 30 years old, were brought into line with the requirements of the time. The updated "old woman" lasted another seven years on the assembly line.
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In 1982 Gorky Automobile Plant successfully mastered the production of the first "director's" "Volga" GAZ-3102, took a breath and began to look closely at the veteran of the conveyor - GAZ-24.
In the 12 years that have passed since the launch of the GAZ-24 into mass production, the model has not lost its attractiveness: it was still considered a status company car, and taxi companies throughout the country were still equipped with it. In addition, the Volga GAZ-24 was the only Soviet passenger car, close to the E-class and therefore especially popular with private traders.
However, the car needed an update. Suffice it to recall that the ZMZ-24D and ZMZ-24-01D engines were direct descendants of the M-21 overhead valve engine developed for the twenty-first Volga. That is why deep modernization power unit and running gear was the first stage in the "rejuvenation" of the GAZ-24 and the transition to new version - GAZ-24-10.
The new engines of the ZMZ-402 family, which were supposed to equip the GAZ-24-10, structurally "grew" from the 24D and 24-01D engines. Innovations include studless main bearing caps, bushless camshaft bearings, upgraded system cooling with a new pump, new intake and exhaust valves increased diameter, double valve springs, a cast-iron camshaft with a modified profile, a torsional vibration damper on the crankshaft pulley, a non-contact ignition system, a new generator, a modernized K-126GM carburetor and A14V1 spark plugs. Some of the engines were equipped with K-151 carburetors with an EPHX system and exhaust gas recirculation.
As a result, engines of three modifications claimed the role of units for the GAZ-24-10: ZMZ-402.10 - the base one for "general civilian" versions (AI-93 gasoline, compression ratio 8.2, 100 hp, 182 Nm); ZMZ-4021.10 - for taxis and partially station wagons (A-76, compression ratio 6.7, 90 hp, 173 Nm); ZMZ-4027.10 - for sedans in the "taxi" version (liquefied gas / AI-93, compression ratio 8.2, 85 hp, 167 Nm). Despite the fact that the upgrade of the "twenty-four" began precisely with the modernization of the power unit, the final transition to new engines took place only in April 1986.
The "weak link" of the GAZ-24 was low directional stability and insufficient controllability (this was documented by tests conducted on the eve of the development of the GAZ-3102). Therefore, the front suspension was slightly redesigned, and the track was widened, which made it possible to equip the chassis with wide profile radial tires 205/70R14.
The brake system has undergone a radical update. From the GAZ-3102, the "ten" got the main brake cylinder of the "tandem" type and the two-chamber vacuum booster integrated with it. The rear brakes received a pressure regulator. Subsequently, some of the cars were equipped with front disc brakes from the "thirty-first" "Volga". The rear axle ratio has changed to 3.9, and the reinforced clutch has been taken from the "3102" model.
With such a filling (but still in the old body), the GAZ-24-10 was first shown to the public in 1984 at the Avtoprom-84 exhibition, and the first serial copies rolled off the assembly line in 1985. The second stage of modernization included restyling of the interior and exterior.
STEP FORWARD, TWO STEPS BACK
The renewal of the "classics" was largely facilitated by the unification with the GAZ-24 of a number of modernized components and parts used in the design of the GAZ-3102 mastered by the plant. First of all, it concerned the interior. The same load-bearing elements of the central part of the body of the GAZ-24 and GAZ-3102 made the cabin space absolutely identical, which made it possible to more or less accurately reproduce the interior of the GAZ-3102 in the new model.
The dashboard, at first glance of the same type as that of the GAZ-3102, actually had a different cross-sectional profile (the lower part sharply went to the shield engine compartment) and a more "chopped" shape, reminiscent of the design of the GAZ-24 instrument panel. The layout of service elements was also different: to the right of dashboard, above the console, the GAZ-3102 had a radio receiver or a radio tape recorder, while the GAZ-24-10 had the air ducts of the ventilation and heating system. Accordingly, the place on the console, allotted for air ducts on the GAZ-3102, in the interior of the "tens" went to the radio. If on the "thirty-first" "Volga" the entire "facade" of the dashboard was decorated with a decorative strip under a tree, then when decorating the GAZ-24-10 instrument panel, they limited themselves to a small insert on the glove box lid and the instrument cluster itself.
The fundamental difference between the GAZ-24-10 instrument panel and the similar GAZ-3102 element can be considered the material from which it was made. If on the “thirty-first” it was elastic and safety polyurethane foam, then the “ten” had to be content with hard plastic. Linings for the front and central roof pillars were made from the same material - and all this for reasons of economy: the updated Volga was not supposed to go beyond the "budget" segment. So, for example, seats with headrests did not differ structurally from the GAZ-3102 seats and also had a "garage" height adjustment, but were not upholstered with velor (this happened, but only on a few early copies with improved equipment - GAZ-24-10- 051), and inexpensive ribbed fabric in gray or beige. On taxis and station wagons, the seats had a vinyl cover at all (with the exception of the driver's seat, ennobled with fabric inserts on the front). Compared to the GAZ-3102, the new three-spoke steering wheel and some controls have not changed: unlike the “twenty-fourth”, the gas pedal has turned from a floor pedal into a suspension one, and a lever parking brake took the place that had become traditional by that time on the transmission tunnel, covered with a plastic casing with a recess for all sorts of little things (as on the GAZ-3102).
Door cards with VAZ armrests were also borrowed from the GAZ-3102 without changes or simplifications. Finishing panels were usually set in black, although there were beige, brown and even green. The "budget" picture of the interior was completed by ordinary black rubber mats.
Nevertheless, if, compared with the "thirty-first", the GAZ-24-10 interior can be considered a step backwards, then compared to the "initial" GAZ-24, this was a noticeable step forward. The interior has become more modern, more comfortable and, thanks to a number of ergonomic solutions, safer.
The exterior of the GAZ-24 had to be updated without regard to the "thirty-first" Volga. It was about preserving all body stamps, so only plumage was given to the designers. Stylish, with a slight touch of Americanism, the design of the "twenty-fourth" by 1985 had become a classic, and the classics, as you know, do not become obsolete. It is worth paying tribute to Gorky's designers: they did not blindly follow the fashion and did not try to "slap" rectangular headlights, popular in those years, on the front end, which would completely destroy the image of the car. It was also considered superfluous (and expensive) to equip the car with four round headlights. Thus, the visual impression was formed mainly by the radiator lining. The hallmark of the Volga - a broken "whalebone" covered with chrome - already in the 70s looked archaic. Therefore, GAZ began to install radiator grilles made of black plastic on export cars designed to be equipped with French diesel engines. This is a good decision and subsequently migrated to the GAZ-24-10. The use of modern optics with position lamps in the headlight lenses made it possible to abandon sidelights as a separate element.
Graceful door handles for a natural grip were replaced with beautiful and modern (but extremely uncomfortable), completely recessed into the plane of the doors, the same as on the GAZ-3102. They didn’t forget about such an important detail for the image as wheels: the “ten” got plastic caps completely covering the rim.
The parking lights have disappeared from the chrome-plated "combs" covering the interior ventilation vents on the rear roof pillars, and a wide chrome molding has disappeared from the lower edge of the trunk lid. The nameplates "Volga" on the front fenders and the rear trunk panel were also considered superfluous. Only the factory emblem on the radiator lining and a flat decorative trim on the right side of the trunk lid declared about "species affiliation". The updated "Volga" GAZ-24-10 gave the impression of a really modern and progressive car. In the second half of the 80s, the retail price of GAZ-24-10 was 16,370 rubles, GAZ-24-12 - 19,570 rubles.
The transition to the production of GAZ-24-10 was carried out gradually. Only since April 1986, "dozens" with a "full package" of updates began to roll off the assembly line. The plant mastered the modernized station wagons only by 1987.
By the beginning of the 90s, the body dies, worked out back in the late 60s, were worn out and the quality of the "tens" fell sharply. In the end, the "twenty-fourth" body equipment was transferred to the Cheboksary car repair plant for the production of spare parts, and the GAZ-24-10 niche in the Gorky line in 1992 was occupied by GAZ-31029.
VARIATIONS ON A THEME
GAZ-24-10 and its modifications were produced from 1986 to 1992. In addition to the station wagon modification, traditional for almost all domestic passenger cars, on the basis of the GAZ-24-10 they produced ambulance GAZ-24-13, sedan in the "tropical" version GAZ-24-60, a more powerful modification with an engine from the "Seagull" for special services GAZ-24-34, also various taxi versions: sedans - derated GAZ-24-11 and gas balloon GAZ-24-17, and station wagon GAZ-24-14.
GAZ-24-10 pickup. Considering that the passport carrying capacity of a serial station wagon based on the GAZ-24-10 was 400 kg, and the area cargo compartment exceeded all domestic analogues, the attractiveness of the "Volga" as a base for a pickup truck becomes obvious. There were no such cars in the GAZ serial line, however, pickup trucks based on the GAZ-24-10 existed. E-class aristocratic "work overalls" were worn by many car repair plants: the Cheboksary Automobile Repair Plant (CHARZ), the Riga Experimental Mechanical Plant (ROMZ) and the Second Moscow Automobile Repair Plant (VARZ) produced pickup trucks based on the GAZ-24-10 on an industrial scale. Such a pickup truck calmly took half a ton of cargo.
GAZ-24-11. Many domestic cars tried for the role of a taxi, but none of them could make up decent competition"twenty-four". The baton from GAZ-24-01 was taken over by the GAZ-24-11 modification. On the GAZ-24-11 taxi (and the GAZ-24-14 station wagon taxi), a 90-horsepower ZMZ-4021.10 engine, derated by reducing the compression ratio to 6.7, was installed, running on A-76 gasoline. The seats were upholstered in cheap and practical leatherette. The taxi did not have a radio or antenna. The car was equipped with a taximeter (TAM-L1), an orange checkered lamp on the roof (FP147) and a control green lamp (17.3738) in the upper right corner of the windshield.
GAZ-24-12. The station wagon with the ZMZ-402.10 engine was mastered by the plant in 1987. In addition, the GAZ-24-14 station wagon was produced with the ZMZ-4021.10 engine sharpened for the 76th gasoline to work as a taxi. the car had three rows of seats. The front ones - with head restraints - were adjustable in length and inclination of the back. The middle and back rows folded, forming luggage compartment two meters long and one meter high, which made it possible to carry 400 kg of cargo. Reinforced rear springs were installed on the car.
GAZ-24-13. In the official documentation medical version station wagon based on the "Volga" was called sanitary car. The body was divided by a partition into two compartments: the driver's cab and the sanitary compartment. The stretcher was installed along the left side. Two seats were sequentially mounted along the right one - front folding and rear stationary. The machine was equipped with an additional autonomous heater sanitary compartment, searchlight and signal lamp.
Scheme of the car GAZ-24-10 "Volga"
Specifications GAZ-24-10 "Volga"
| Number of places | 5 | Weight: | ||
| Max speed | 147 km/h | curb | 1400 kg | |
| Acceleration from zero to 100 km/h | 19 s | complete, including: | 1790 kg | |
| Fuel consumption at a speed of 90 km/h | 9.3 l/100 km | to the front axle | 855 kg | |
| Braking distance from 80 km/h | 43.2 m | on the rear axle | 935 kg | |
| electrical equipment | 12V | |||
| Accumulator battery | 6ST-60-EM | Smallest turning radius: | ||
| Generator (with integrated rectifiers) |
16.3701 | along the track of the front outer wheel | 5.6 m | |
| Voltage regulator (contactless, transistorized) |
13.3702-01 | |||
| Starter | ST-230-B4-E | Least ground clearance: | 156 mm | |
| Ignition distributor | 19.3706 | |||
| Spark plug | A17B1 | |||
| Tire size | 205/70 R14 | |||
Engine: ZMZ-402.10, in-line, carburetor, four-stroke, four-cylinder, overhead valve
Brakes: working - front and rear mechanisms drum, hydraulic drive, separate, with a vacuum booster; rear brake has a pressure regulator; parking - on the rear wheels with a mechanical drive
Transmission: mechanical, four-speed, with synchronizers in all forward gears
Gear ratios: I - 3.5; II - 2.26; III - 1.45; IV - 1.00 reverse - 3,54
Clutch: single disc, dry, with hydraulic drive inclusion
Main gear: hypoid, gear ratio - 3,9
