The first urban public transport in Russia was the horse-drawn carriage, and then it was replaced by the tram. However, the device tram lines It's hard work, even in big cities. It is not possible to arrange trolleybus tracks everywhere. But the bus only needs a more or less flat and solid road, you can even unpaved.
Forty-three enterprises were engaged in the production of buses in the USSR - both specialized and those that produced small experimental batches. Moreover, we bought buses abroad. It would not be easy to take a look at the entire Soviet bus fleet - so let's focus on the main and most famous models and manufacturers.
The grandfather of the domestic bus can be considered AMO-F15, produced in 1926-1931 at the plant of the Automobile Moscow Society (since 1931 - ZIS, since 1956 - ZIL). This baby was the size of a modern fixed-route taxi and accommodated 14 people. That's just the engine on it stood with a capacity of only 35 hp. With. - that is, even weaker than that of "Zaporozhets"! But how did he help out our grandparents, who, finally, were able to get to work not on foot or in a cab (if funds allowed), but on a real “motor”!
And in 1934, the ZIS-8, created on the basis of the ZIS-5 truck, entered the streets of Soviet cities, becoming the first mass-produced domestic buses. They had 21 seats, an enlarged cabin already allowed 8-10 standing passengers to be carried. The 73-horsepower engine accelerated the bus to 60 km / h, which was enough for urban transport. According to the drawings of the plant, the ZIS-8 was produced in Leningrad, Kiev, Kharkov, Rostov-on-Don, Tula, Kaluga, Tbilisi and other cities, mounting the bodies on finished chassis. Until the end of the 30s, ZIS-8 were the basis bus depot Moscow. They also became the first Soviet buses, which were produced for export: in 1934, a batch of 16 cars went to Turkey.
And on the basis of the ZIS-8, special vans were produced for work in the city: bread trucks, refrigerators. By the way, in the well-known TV series “The meeting place cannot be changed”, it was the ZIS-8 that acted as a police bus nicknamed “Ferdinand”.
In the spring of 1938, the production of a new model began: on the same base, but with an 85-horsepower engine, an enlarged interior with 27 seats and rounded hull shapes. She received the name ZIS-16. Development bus service proceeded at an increasing pace - in 1940 they carried over six hundred million passengers.
During the war, most buses were mobilized to the front, where they were used as staff and ambulance buses, as well as mobile radio stations. And those that continued to work on urban routes, in the face of fuel shortages, partially switched to gas. It was produced from peat or wooden chocks in gas generators, which were installed on special carts and rolled behind the buses like trailers. One “refueling” was enough just for the route, after which, at the final stop, the driver again threw firewood into the gas generator.
With the return to civilian life in the post-war years, new urban transport was also required. Of course, small pre-war buses had important advantage: they did not crowd a crowd of one and a half hundred workers or summer residents traveling from a shift, which from time to time was “plowed” by a screaming conductor. Unlike trams, it was rare to see a crush on buses: twenty to twenty-five people rode peacefully and with some even comfort in a small cabin, who disciplinedly entered through one door and exited through another, without crowding or swearing.
But the idyll did not last long: the growth of cities, the introduction of bus service on all possible routes (even to villages with a population of fifty people) also caused an increase in the number of passengers. And they, taking advantage of the unprecedented cheapness of travel (in the 80s it cost five kopecks in the city, 15-50 in the region), were often too lazy to go one stop on foot and boarded buses and trolleybuses. Therefore, there was a need for more spacious city buses.
Very original, full of technological innovations was one of the first post-war models - ZIS-154, produced from 1947 to 1950. The body without the hood familiar to passengers, an unusual shape for those times, a large saloon (34 seats). Its body was not made of wood, and not even of tin, but of aluminum - which was a real sensation for those times. In addition, it was equipped with a diesel-electric power plant (110 hp), which ensured a high ride smoothness. Passengers were surprised at first by the fact that the bus was moving without the usual jerks and engine choking, as if floating above the road.
Two years later, he was replaced by a simpler and cheaper fellow - the ZIS-155 bus. The length of the cabin was reduced by a meter, to twenty-eight - the number of seats, simple carbureted engine developed 95 hp However, the low cost of these machines, produced from 1949 to 1957, made it possible to quickly update the outdated pre-war fleet.
One of the most common city and suburban buses for several decades was the LiAZ-677, produced at the Likinsky Bus Plant from 1968 to 1994 (about two hundred thousand units were produced in total). He received a number of exhibition medals, was recognized as one of the best buses Soviet-made But the passengers were still unhappy.
Firstly, it had only 25 (later 40) seats, because of which there were all sorts of disputes between passengers, as well as complaints about the designers - they say, couldn’t they put an extra seat? After all, in the end, the bus turned out, mainly for standing. Secondly, with an estimated capacity of 110 passengers, up to 250 could fit into it - especially during peak hours. And only on the steps managed to accommodate up to ten people! Well, and thirdly, the bus developed a low speed, especially if it went uphill or was overloaded. According to the apt remark of the passengers, it was as if his oxen were pulling. Although he consumed fuel with great appetite: up to 45 liters per 100 km in the urban traffic cycle!
The dimensionless capacity of the LiAZ-677, which could always accommodate a few more passengers, was its main advantage. It was very cool to unload the routes, and late citizens could always jump even into a crowded bus - since its doors with a weak pneumatic mechanism could be opened by hand and without much effort.
And only the designers of the Gorky and Kurgan plants continued to conservatively adhere to pre-war standards, producing small buses based on trucks. Unsightly in appearance, they were in great demand - they were willingly acquired by enterprises, collective farms, and schools. Giving workers a lift (which was more convenient than riding on benches in a truck with the sign "people"), going with an accountant to a bank or a supply manager to a warehouse, taking students to a district review - all of their functions cannot be listed. And one of them, very sad - to serve as an impromptu hearse. Since there were practically no real hearses in the USSR, a bus was usually used for such purposes, which was provided by the enterprise where the deceased or his relatives worked. The coffin with the deceased was brought into the salon through the aft door and placed on the aisle, and the grieving relatives sat nearby.
These buses are descended from the GAZ-03-30, which the designers Gorky Automobile Plant released in 1933 on the basis of the famous "lorry" - truck GAZ-AA. The prototype of his body was school bus American Ford. It was small car, with a wooden body sheathed with iron sheets, and an interior with 17 seats. The bus had three doors: the driver's, the front right for passengers and the aft, then designed not for loading coffins, but for emergency evacuation of living passengers. This arrangement, as well as the shape of the hull, as well as the tradition of producing these buses based on GAZ trucks, has been preserved for half a century. As its modifications, GAZ-55 ambulance buses were produced (the one that stubbornly did not start in the comedy " Caucasian captive”), mobile workshops and laboratories, as well as a military three-axle version of the GAZ-05-193 model.
In 1949, new vehicles were created on the basis of the post-war GAZ-51 truck, which received the designation GAZ-651. Their interior became a little more spacious and already accommodated 19 seats, and the new 80-horsepower engine accelerated the car to 70 km / h.
In 1950, in connection with the transition of the plant to the manufacture of bodies for special trucks, it was decided to transfer the production of buses - first to the Pavlovsky and then to the Kurgan Bus Plant (KAvZ), where it received the designation KAvZ-651. There, his release already numbered in the tens of thousands. next model, KavZ-685, was launched in 1971 on the basis of the GAZ-53 truck. Its body was already all-metal, the ceiling was raised (it was possible to stand without resting on it with a crown), the number of seats increased to twenty-one, the driver's seat was separated from the passenger compartment by a partition. The power increased sharply: the new engine produced 120 hp and accelerated the bus to 90 km/h.
Huge help to the urban and rural population was brought by small, but roomy and agile buses of the Pavlovsk Bus Plant (PAZ). "Paziki" made their way through the severe frosts of Yakutia, exported to the countries of Asia and Africa, where they successfully worked in the most difficult climate and without proper service.
The plant itself was founded in 1930, but for more than twenty years it has been engaged in the production of tools and body fittings. And only in 1952, PAZ-651 (aka GAZ-651) rolled off his new assembly line. The designers of the plant decided to change the outdated body shape, at the same time to slightly expand the interior due to the transfer driver's seat forward (to the left of the engine) - so in 1958 the PAZ-652 was born. A rear exit for passengers appeared in it, and both accordion doors now opened automatically. The capacity increased to 37 people, the cabin accommodated 23 seats. The disadvantage was that the windows were too small, giving little light into the cabin - which they decided to compensate for with additional windows on the bend of the body between the wall and the roof.
In 1968, she got on the conveyor new model bus, PAZ-672. She was distinguished more powerful engine(115 hp), new chassis slightly more room for standing passengers. This model, with minor changes, was produced until 1989. "Paziki" became the main public transport for suburban and inter-village routes - 80% of traffic lay on their shoulders.
A large part of the Soviet bus fleet (143,000 cars were imported) was occupied by the Hungarian Ikaruses - perhaps the most popular and most comfortable cars of the 70-80s. Their popularity is evidenced by at least this fact: it was the only bus, which even small children recognized from afar, exclaiming: "Ikarus" is coming! But few people understood the brands of domestic buses.
But Ikarus also had a significant drawback - its powerful diesel engine made a lot of noise, created a vibration (well felt by those who rode in the back seats) and threw out clubs of suffocating soot. The latter has always suffered people standing at stops, as well as those who, according to the rules traffic, walked around the back of the bus - right past the exhaust pipe.
Immediately after the war, the forces of the entire USSR began the industrialization of Western Ukraine - until then it was the poorest and most backward province of Europe. Already on May 21, 1945, the Lviv Bus Plant (LAZ) was established - and a grandiose construction began. At first, the plant produced auxiliary equipment, and then they wanted to start producing the ZIS-155 on it. However, the final decision was made to develop their own bus model. It was based on the latest domestic and Western developments, in particular the Mercedes Benz 321 and Magirus buses. And already in 1956 the first Lviv bus LAZ-695.
The first modification of the bus had a roof with rounded glass edges. True, in the summer, in the heat, this created understandable inconvenience in the cabin. Therefore, the glass was removed after two years. But there was a "visor" over the windshield and a wide air intake on the back of the roof - supplying air to the engine compartment, located under the rear seats.
LAZ-695 was able to hold out on the assembly line for forty-six years, which can be called a record. Moreover, after the cessation of production at LAZ, it was collected for several years in small batches at several Ukrainian enterprises. During this time, more than three hundred thousand Lviv buses left the track!
The end of the century was not very favorable for buses, even at the main enterprises the output fell to several hundred cars, which could be sold with great difficulty. Old routes no longer received new cars, new ones were not created. And then they began to turn off those routes that were. Public transport simply stopped developing for some time. Somewhere from him and now there are only memories ...
Here is another forgotten device -)))
Is there anyone who still remembers this?
The military-economic preparation of the country is unthinkable without a developed and smoothly operating transport. The coherence of the Soviet economy on the territory of 22.3 million square meters. km occupied by the Soviet Union depends on the degree of development of transport. The importance of transport is especially great in the economy Soviet country, where goods for industrial and consumer purposes from the area of production to the area of consumption, on average, should run about 1700 km.
After the First World War and the Civil War, the legacy of Soviet Russia was a completely destroyed and technically backward transport. Three five-year plans, on the basis of the socialist reconstruction of transport, advanced it to the leading branches of the national economy of the USSR. In 1940, compared with 1920, the freight turnover of the railway transport of the USSR increased 36 times, the freight turnover of river transport increased 7 times, maritime transport - 11.6 times and freight turnover road transport increased by 89 times.
The length of railways in the USSR increased by 1940 to 105.3 thousand km against 58.5 thousand km, which pre-revolutionary Russia had. The railways were technically reconstructed and their capacity increased. The average daily loading on the railways increased from 27.4 thousand wagons in 1913 to 97.9 thousand wagons in 1940. The reconstructed transport of the USSR during the Patriotic War became a solid basis for the war economy.
During the Patriotic War, as a result of the temporary occupation by the Germans of a number of economic regions of the country, the operational length of the railway network decreased by 40% at the beginning of 1943 compared to 1941. The fleet of steam locomotives decreased during the same time by 15%, and the fleet of freight cars - by 20%, despite the fact that a significant part of the rolling stock on the occupied railway network was evacuated to the eastern regions of the USSR. The number of self-propelled river vessels due to the occupation of a number of river systems decreased in 1942 by 20% compared with 1940; the number of non-self-propelled river vessels decreased during the same time by 25%, and the number of sea vessels decreased by half.
The central task of the military economy of the USSR, associated during the Patriotic War with the new deployment of productive forces and freight turnover, was to overcome bottlenecks in the development of transport, especially in the development of railway transport. Overcoming these peculiar difficulties of the war economy of the USSR, primarily on the Ural and West Siberian railways, was carried out by increasing bandwidth the most important railway junctions and stages and strengthening of access roads to industry, newly located in the regions of the Urals, the Volga region and Western Siberia.
An equally important task in the development of railway and water transport during the period of the war economy in the conditions of the almost complete cessation of the production of new steam locomotives and wagons was the problem of repairing rolling stock and fleet, producing spare parts and restoring the means of transport destroyed by Nazi Germany - steam locomotives and wagons, as well as river and navy.
In the difficult conditions of wartime, during the Patriotic War, the restoration of the railways destroyed by the Germans took place. This restoration, usually carried out under enemy fire, is a heroic page in the life of the railroad workers of the Soviet Union. Suffice it to say that in two or three months of the first half of 1943 in the areas liberated from the German invaders during the winter offensive of the Soviet Army, 6600 km of the railway track were restored by the USSR railway workers, and in total in 1943 in the liberated Soviet areas it was restored and put into operation 19 thousand km of railway tracks.
The experience of organizing railway and water transport, primarily military and military-economic, in the conditions of the Patriotic War is of exceptional importance. During the period of the war economy, Soviet transport successfully coped with its tasks and provided the needs of the front and the military economy with transportation.
During the first period of the Patriotic War, rail and water transportation was seriously reduced. Average daily loading per railway transport in 1942, it decreased by 2.3 times compared with the level of loading in 1940 on the entire railway network of the USSR. Carriage of goods by inland water transport over the same period decreased by 1.8 times. The decrease in freight traffic on railways and waterways was associated with the temporary occupation by the Germans of a large network of railways, many river systems and a significant part of the Baltic and Black Seas. The decrease in cargo turnover was also associated with a reduction in the rolling stock and the tonnage of water transport as a result of the destruction and looting carried out by the German invaders.
In 1943, a serious improvement occurred in the transport of the USSR. The operational length of railways increased by 19,000 km during the year, the fleet of steam locomotives increased by 2,000 units and the fleet of freight cars - by 56,000 units. The average daily loading on the railways in 1943 increased in comparison with 1942 by 3,000 wagons per day. Carriage of goods by inland water transport increased in 1943 by 556 million ton-kilometers.
The growth of rail traffic was ensured primarily by overcoming bottlenecks in the capacity of railroads associated with a change in the distribution of productive forces and a change in freight traffic. The development of the capacity of existing railways was carried out due to the following directions and exits:
firstly, due to the railway access from Western Siberia to the Urals - by increasing the carrying capacity of the road through the Chulymskaya station by 1.4 times, through the Vagay station - by 1.2 times and through the Sinarskaya station - by 1.4 times;
secondly, the railway access from the Southern Urals to the Northern Urals by increasing the capacity of the road through Uktus by 1.5 times;
thirdly, due to the railway access from the Urals to the regions of the Center and the Volga region by increasing the capacity of roads through Kropachevo and Kirov - 1.2 times;
fourthly, the railway exit from Central Asia to the European part of the USSR by increasing the capacity of roads from Krasnovodsk through Arys by 1.3 times and Aidyrl by 1.4 times.
The development of the capacity of the railways was carried out during the period of the war economy also through the construction of new railway lines. During the Patriotic War, 10 thousand km of new railways were put into operation in the USSR, including the following railways were built: Severo-Pechora, Soroka - Obozerskaya, Sviyazhsk - Ulyanovsk - Volsk - Saratov - Stalingrad, Moscow Bolshaya Okrug, Akmolinsk - Kartaly, Orsk - Kandagach - Guryev, Kizlyar - Astrakhan, Komsomolsk - Sovetskaya Gavan.
It is quite significant to compare the level of work of railway transport pre-revolutionary Russia during the First World War with the transport of the USSR during the Second World War. In the 1943 war year, the rail transport of the USSR transported 2.8 times more cargo than the rail transport of pre-revolutionary Russia in the 1915 war year along a network of roads of almost the same length. The successful operation of railway transport during the Patriotic War was affected by technical and economic
advantages and organization of the socialist mode of production.
However, it cannot be said that during the period of the war economy of the USSR, rail transport used up all its reserves. The mobilization of unused reserves on the railroads can give an additional increase in military and economic freight turnover by thousands of wagons a day. These reserves are visible from a comparison of the turnover of wagons in railway transport before the Patriotic War and during the war. The turnover of a freight car on the railways of the USSR in 1940 was 7.4 days; in 1942 it increased to 13.8 days; in 1943 - decreased slightly, but still remained at the level of 12.6 days.
In the same way that reducing the length of the production cycle in industry increases output, reducing the turnaround time of the car increases rail transportation. The slowdown in the turnover of cars, which took place during the Patriotic War, was determined by:
firstly, economic reasons, which include an increase in the range of cargo run in connection with the movement of productive forces to the east;
Secondly, technical reasons, which include deterioration in the use of rolling stock.
The slowdown in the turnover of a freight car required, in order to carry out the previous volume of traffic on the eastern and central railways of the USSR, an increase in the fleet of freight cars by about 1.5 times in 1943 compared to 1940. Turnaround time reduction freight wagons by improving the technical indicators of the use of rolling stock, reducing wagon downtime, increasing speed freight trains and the elimination of excessively long and irrational transportation is a serious reserve of railway transport.
It is the task of the Soviet railroad workers to mobilize these reserves. To resolve it, it is necessary to restore the technical condition of the rolling stock and improve its use. It is necessary to accelerate the restoration and development in all economic regions of the USSR of the production of goods to meet local needs in order to avoid the importation of these goods from distant regions. If the railways reduce the turnover of freight cars to 7.4 days, i.e., at least to the pre-war level, the national economy of the USSR, in comparison with the war years, can additionally mobilize about 260 thousand cars to increase traffic, which means an increase in the average daily loading by 35 thousand wagons.
One of the decisive conditions that ensured the satisfaction of the needs of the front and the military economy of the USSR in transportation was the transfer of transport to martial law. The Charter on the discipline of workers and employees of transport of the USSR, transferred to martial law during the period of the war economy, establishes that military discipline in transport consists in the conscious performance by workers and employees of their duties, unquestioning and accurate fulfillment of orders and orders of their superiors and aims to strengthen in everyone transport worker, a conscious attitude to work as "a matter of honor, a matter of glory, a matter of valor and heroism."
Military discipline, provided for by the charter, obliges every transport worker in the USSR to accurately fulfill the duties assigned to him in his service; to strictly comply with the requirements of laws, orders and rules in force in transport; know your business well and constantly improve in it; protect state property - technical means of transport, equipment and materials, as well as valuables entrusted to transport; comply with the production standards established in production, as well as the standards and meters of the operation of vehicles; strictly keep state and military secrets.
According to the charter on the discipline of workers and employees of transport of the USSR, transferred to martial law, the order of the chief in transport is the law for a subordinate. It must be completed unconditionally, accurately and on time. Any violation of discipline in transport entails a disciplinary sanction or trial by a military tribunal. Transport workers are responsible for crimes in their service on an equal footing with the military personnel of the Soviet Army. Cases of all crimes committed in transport are considered in military tribunals under the laws of war. Workers and employees of transport for crimes in the service, by decision of the military tribunal, are dismissed from work with direction to the front in penal companies, unless they are subject to more severe punishment.
In turn, the head of transport in the USSR is obliged to set an example in the performance of official duty, clearly give orders and orders to subordinates, steadily demand their exact execution, check execution and apply to subordinates, in appropriate cases, both disciplinary measures and incentive measures.
Thus, despite the greatest difficulties of wartime, Soviet transport successfully served the needs of the Soviet Army and the military economy of the USSR. In order to provide the entire network of railways with rolling stock, the Soviet railroad workers need to free up tens of thousands of cars by accelerating the turnover of cars and send them to serve the growing needs of the national economy of the USSR.
decoration big city there has always been transport. City roads, bridges, railway station, bus station - how nice to remember what they were like in the USSR. And the first subway. The first brilliant stations. The interval between trains is 2 minutes, I think. So it was amazing.
City tram.
In the eighties it was of two kinds. Old - some kind of "square", rattling. But with semi-soft brown chairs covered with leatherette. In some places the leatherette was cracked, in some places it was cut with something sharp (folding knife or “chinka”). The outside of the tram is painted crimson red and white. Such a fun old man. And along the main streets, the main tram routes"dissected" yellow-scarlet 
arrows of new samples of tram and car production. There were no more soft chairs in the cabin, there were cold plastic “shells” of cheerful colors. And instead of self-service ticket offices appeared. During rush hours, people climbed into crowded tram cars and the fun started:
- Compost, please!
- One second...
Ring-trrrm!, Ring-trrrm!
- Ready!
I remember it was cold in the trams in winter. Just to the point of dullness. And in the summer it’s good, cool, unless, of course, you are traveling in a crowded carriage.
Trolleybus and bus.
The city brother of the tram is a trolley bus. A rural bus. Trolleybuses turned out to be the most "tenacious". In some regions, for example, the same copies that the townspeople used 30 years ago are still running.
And the bus in the years of the Soviet Union was necessarily characterized as "rubber". If you had to sit in shuttle bus, then a terrible crush and someone's bags on your head - this is normal. But the half-empty bus was very alarming. It seemed that something was wrong. The most romantic meetings, reconciliations, as well as thefts and losses took place on the buses. And what wonderful author's, unique interior decorations! Windshield was hung with whole collections of badges, pennants, plastic flowers. There are cheap curtains on the windows. Such bus glamor. Aunt Commander sat on a very high chair. This is the conductor. Very loud and thick. On the face - the remnants of cosmetics, on the stomach - a bag with change. Oh, trouble, trouble, when she moved through the crowded salon to the site back door. This is where most of the stowaways go.
Taxi, mostly for celestials
Yes, in the USSR only the elite could afford regular taxi rides. “Our people don’t take taxis to the bakery!” - this brilliant phrase is not only about the work of a taxi. It contains the characteristics of a whole generation that will have to live at the turn, at the breaking point of cultures.
It was no secret to anyone, but the cash received from passengers was credited to the current account through an intermediary - the driver. The amounts were significant. Taxi drivers throughout the powerful nation were considered the best paid workers. Tipping per day could sometimes be compared with the monthly salary. Therefore, the profession of a taxi driver was considered rare, unique, very expensive. It was simply not possible to “catch” or “order” a taxi quickly, as they are used to now, in 15 minutes.
Metro - democratic, neat, civilized
The youngest mode of transport is the subway. That's when the Soviet people felt safe. And comfort, discipline, organization have become not empty words, but daily routine. The metro worked and now works like a clockwork: efficiently, clearly, smoothly. The volumes that the subway began to pass through are enormous. The tension in the main directions has also been removed.
Also noteworthy is the number of cars in traffic flows. Thirty years ago there were very few of them. Although even then people complained about traffic jams, traffic jams, the unreasonableness of the established signs, bad job GAI and road services.
Buying a diploma of higher education means securing a happy and successful future. Nowadays, without documents on higher education, it will not be possible to get a job anywhere. Only with a diploma can you try to get to a place that will bring not only benefits, but also pleasure from the work performed. Financial and social success, high social status - that's what the possession of a diploma of higher education brings.
Immediately after the end of the last school class, most of yesterday's students already know for sure which university they want to enter. But life is unfair, and situations are different. You can not get into the chosen and desired university, and the rest of the educational institutions seem unsuitable for a variety of reasons. Such a life “treadmill” can knock out any person from the saddle. However, the desire to become successful does not go anywhere.
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Volga, Zhiguli, Gaz or Moskvich. These are the most famous soviet stamps cars during the Soviet era. Despite this, you will not find many enthusiastic owners of old cars who were satisfied with the possession of Soviet vehicles. The thing is that most cars produced in Soviet years were very unreliable due to build quality.
The reason for the dubious reliability is that most of the cars created in the USSR were based on foreign analogues. But due to the planned economy of the Soviet Union, car factories were forced to save on literally everything. Naturally including savings on the quality of spare parts. Despite the quality of the fleet in our country, we have a rich history of the auto world.
Unfortunately, many Soviet car brands ceased to exist after the fall of communism and the collapse of the Soviet Union. Fortunately, part of the auto brands Soviet era survived and exist to this day.
Nowadays, the popularity of Soviet vehicles has grown again, as many car models are now of collectible and historical value. Particular interest of the public arises in rare and sometimes strange cars, which were produced during the Soviet era.
Some of these models existed only in the form of prototypes, which never went into production. Cars that were built by private engineers and designers (homemade) are distinguished by a special exclusivity.
We have collected for you the rarest soviet cars, which appeared in the Soviet Union and make the history of our Patriotic auto world much more interesting.
GAZ 62
GAZ is the most famous car brand in our country. Cars under this brand were produced at the Gorky Automobile Plant. In 1952, the GAZ automobile plant introduced the GAZ-62 car, designed to replace the Dodge “three quarters” (WC-52) military SUV that was used the Soviet army during the Great Patriotic War.
GAZ-62 is designed to carry 12 people. The carrying capacity of the machine was 1200 kg.
Car designers have used several innovative solutions when creating the GAZ-62. So the machine was equipped with sealed drum brakes, as well as a fan for interior heating.
The car was equipped six-cylinder engine 76 hp This allowed the car to accelerate to 85 km / h.
It is worth noting that after the creation of the prototype, the GAZ-62 passed all the necessary tests. But some design problems did not allow the machine to be put into mass production. As a result, in 1956, GAZ began working on a new prototype.
ZIS-E134 Model No. 1
In 1954, a small group of engineers was given the task of building a special military vehicle for military purposes. The order came from the USSR Ministry of Defense.
On the instructions of the Ministry, it was supposed to be a truck with four axles of wheels, which could drive through almost any terrain, carrying with it a large number of heavy load.
As a result, Soviet engineers presented the ZIS-E134 model. As requested by representatives of the USSR Ministry of Defense, the car received eight wheels, four axles, placed along the entire length of the body, which made it possible to create pulling force, which was similar to the strength of armored tank vehicles. As a result, the ZIS-E134 truck easily coped with any rough terrain, which allowed it to go where no vehicle could reach.
The car weighed 10 tons and was able to carry up to 3 tons of cargo. It is worth noting that, despite the weight, the car could reach speeds of 68 km / h on any type of terrain with a hard surface. Off-road, the car accelerated to 35 km / h.
ZIS-E134 Layout No. 2
After the appearance of the first modification of the ZIS-E134, soon Soviet engineers and designers presented the second version of the eight-wheeled monster to the military department. This machine was built in 1956. The second version had a different body structure, reinforced beams, which made it possible to endow the car with landing capabilities. In addition, thanks to the tightness of the body and the special design of the technical part, the car was able to swim like a military tank.
Despite the heavy weight (total weight of 7.8 tons), the car could accelerate on land up to 60 km / h. The speed on the water was 6 km / h.
ZIL E167
In 1963, an off-road military vehicle ZIL-E167 was built in the USSR. The car was designed to move in the snow. ZIL-E167 was equipped with three axles with six wheels. On non-snowy sections of the road, the car could accelerate to 75 km / h. In the snow, the truck could only accelerate to 10 km / h. Yes, it was very slow. Nevertheless, the car had an amazing patency in the snow. So for ZIL to get stuck in the snow, something incredible must have happened.
The car was equipped with two mounted (in the rear) engines with a capacity of 118 hp. The ground clearance of the monster was 852 mm.
Unfortunately, the truck never went into mass production due to the great difficulties in expanding industrial production, as well as due to the inability to create quality box gears.
ZIL 49061
This car is also called "Blue Bird". ZIL-49061 was equipped with six wheels. Unlike its predecessors, this machine went into mass production and became popular in many countries around the world.
The amphibious vehicle was equipped with a manual transmission, independent suspension for each wheel, and two propellers.
In addition to the ability to move on the water surface, the SUV could overcome ditches more than 150 cm wide and snowdrifts up to 90 cm high.
The maximum speed of the ZIL-49061 on land was 80 km / h. On the water, the car could accelerate to 11 km / h.
The car was mainly used by the USSR military as rescue operations. After the collapse of the Soviet Union, the car began to be used by the Rescue Service of the Ministry of Emergency Situations of the Russian Federation. For example, two "Blue Birds" were sent to Germany in 2002 to participate in an operation to rescue people from a terrible flood. They turned to us for help, since in those years there was no similar equipment in Europe that was capable of performing difficult tasks in water and on land.
ZIL 2906
If you think that today Russian cars very strange, then after learning about the next rare Soviet car, you will understand that the current transport of our country is quite adequate and normal.
During the Soviet era, ZIL-2906 cars were produced in our country, which did not have wheels. Instead, the machine was equipped with spiral shafts, which, rotating, set in motion unusual car. This allowed the SUV to move on the heaviest muddy terrain.
The body of the car was made of fiberglass. Two spirals installed instead of wheels were made of aluminum. This machine was designed to transport various loads (logged trees, beams, etc.) through swamps and snow.
Despite its advanced technology, the car moved too slowly. The maximum speed of the ZIL was 10 km / h (on the water), 6 km / h when driving through the swamp and 11 km / h when moving through the snow.
VAZ-E2121 "Crocodile"
Work on the creation of a prototype VAZ-E2121 (the letter "E" in the name of the model means "experimental") began in 1971. The machine was developed by order of the Government, which wanted our country to have its own passenger SUV accessible to the masses. As a result, engineers began to develop an SUV based on the VAZ-2101 and VAZ-2103 models.
Ultimately, Togliatti designers developed a prototype of the E2121 SUV, which later received the nickname "Crocodile" (because of the body color that one of the prototypes received). The machine was equipped all-wheel drive and 1.6 liter four-cylinder gasoline engine, which was developed for the next generation of VAZ-2106 cars.
Despite not a bad idea and the effort expended, this model went into mass production. A total of two examples were built for engineering research and testing.
AZLK MOSKVICH-2150
In 1973, the Moskvich Automobile Plant presented the prototype AZLK-2150. Recall that before that, the Moskvich automobile plant had already presented several conceptual 4 x 4 models. But compared to them, the new AZLK-2150 model had a number of new constructive solutions. For example, the car received new motor the compression ratio of which was reduced to 7.25 (this allowed the car to run on A-67 gasoline). The car was designed for use in rural areas (in agriculture).
Unfortunately, like many stunning Soviet models, the AZLK MOSKVICH-2150 SUV never went into mass production. The reason is the lack of funds due to the widespread savings of the state. But it could not be otherwise. In a planned economy, it is generally surprising how so many high-tech cars appeared in the USSR.
In total, two AZLK-2150 prototypes were built: Moskvich-2150 (with a hard top) and Moskvich-2148 (with an open top).
VAZ-E2122
AvtoVAZ had another experimental car project, which received the code designation VAZ-E2122. It was an amphibious vehicle project. Development began in the 70s of the last century.
The most amazing thing is that the movement of the car through the water was carried out due to ordinary wheels. As a result, the maximum speed of the car on the water was only 5 km / h.
The car was equipped with a 1.6 liter gasoline engine, which transmitted torque to all four wheels.
Unfortunately, due to adaptation for movement on water, the car had many design problems. So the engine, transmission and front differential often overheated due to the fact that these components were in special closed cases. This was necessary to protect the vehicle components from water.
In addition, the car had terrible visibility. There were also significant shortcomings in the operation of the exhaust gas system.
Despite a number of difficulties and problems in the development of the machine, the USSR military department was interested in mass production of an amphibious off-road vehicle. As a result, the Ministry of Defense of the Soviet Union ordered several prototypes from AvtoVAZ. But unfortunately, this progressive car project never reached mass production.
UAZ-452k
In the 80s, the Ulyanovsk Automobile Plant developed an experimental model 452k based on the famous UAZ-452 "Loaf". The main difference from the standard car was an additional axle, which improved the SUV's stability and traction on rough terrain.
Initially, two versions of cars were created 6 x 4 and 6 x 6. But during the testing process, the developers realized that due to the complexity of the design, the car turned out to be very heavy, which led to huge expense fuel. As a result, the project was decided to be partially curtailed. But not completely. The UAZ automobile plant eventually produced about 50 copies and sent them to Georgia. As a result, SUVs from 1989 to 1994 were used by various rescue services in the Caucasus. These instances did not cause any particular problems, since the mileage of the cars was relatively small, due to the peculiarity of operation.
ZIL-4102
When ZIL-4102 was created, it should be the successor to the famous ZIL limousine, which was used for many years by government servants and senior officials of the Communist Party of the USSR.
ZIL-4102 was equipped with front-wheel drive, and also had carbon fiber body elements: roof panel, trunk lid, hood and bumper.
Two prototypes were built in 1988. It was originally planned that the model will be equipped with three types of engines: 4.5 liter V6, 6.0 liter V8 and 7.0 liter diesel.
Since this model was designed for the elites, the car was naturally equipped with elements of luxury and comfort. So the car had power windows, ten audio speakers, a CD player, an on-board computer and a white leather interior.
Unfortunately, Mikhail Gorbachev was not impressed with the ZIL-4102, and he did not approve the project. That is why the luxurious ZIL did not go into mass production. It's a pity. We believe that if this model appeared in mass production, then our auto industry today would look different.
NAMI-0284 "DEBUT"
In 1987, the Russian Research Automobile and Automotive Institute(NAMI) developed a front-wheel drive prototype car, which was presented at the Geneva Motor Show in March 1988. The machine received the code designation NAMI-0284.
This car attracted huge public attention at exhibitions and received many positive feedback critics and experts of the world car market.
The car had a unique feature for that time - an impressively low coefficient of aerodynamic air resistance (only 0.23 cd). This is surprising since many modern cars cannot boast such aerodynamic characteristics.
The length of NAMI-0284 was 3685 mm. The car was equipped with a 065 liter engine, which in those years was installed in the Oka (VAZ-1111).
In addition, the experimental model was equipped with electronic servo steering and cruise control.
Despite the low power of the engine (35 hp), given the low weight of the car (less than 545 kg), it was able to accelerate to 150 km / h.
Moskvich AZLK-2142
The first AZLK-2142 "Moskvich" was presented to the public in 1990. Engineers positioned the car in those years as the most modern car ever created by the AZLK automobile plant.
According to the plans of the Moskvich automobile plant, the car was to go into serial production in two years, when the company planned to start producing new generations of Moskvich-414 engines. He insisted on postponing the release of the new Moskvich model CEO car factory named after Lenin Komsomol - AZLK. He believed that in the new perspective model should have stood power units new generation.
But in the end, the collapse of the Soviet Union and the cessation of state funding stopped the project.
It is noteworthy that despite the fact that the car was not mass-produced, it became the starting point for the development of a new generation of Moskvich-2142, which was produced in three versions: "Prince Vladimir", "Ivan Kalita" and "Duet".
UAZ-3170 "SIMBIR"
The development of the new UAZ SUV began in 1975. It was invented and developed by the leading designer of the Ulyanovsk Automobile Plant Alexander Shabanov. As a result, by 1980, the automobile plant introduced the UAZ-3370 Simbir model. The SUV had a large ground clearance, which was 325 mm. Also, the car turned out to be quite high (height 1960 mm).
Fortunately, this machine entered mass production. True, due to the planned economy, the car plant could not produce large batches of SUVs. It is worth noting that the car was originally created by order of the Ministry of War. But in the end, the production of both military and civilian modifications was launched in mass production.
In 1990, the Ulyanovsk Automobile Plant introduced the second generation of the SUV - UAZ-3171, the development of which began in 1987.
MAZ-2000 "Perestroika"
experimental model truck MAZ-2000 received the code name "Perestroika". The truck was designed with the aim of creating a modern truck for use by Soviet transport companies.
The main feature of the model was the model design of the truck. This meant that parts of the car such as the engine, transmission, front axle and steering were located in front of the car, which reduced the gap between the cab and the loading area. Thanks to the model design of the MAZ-2000 cab, it was possible to increase the volume of the body by 9.9 cubic meters. meters.
The stunning MAZ-2000 truck was first shown at the Paris Motor Show in 1988, where it made an incredible impression on the public from all over the world. In total, several prototypes were built. But unfortunately the project never got the green light and the model didn't see the production line.
Many experts believe that the Perestroika truck has become the main inspiration for the designers developing the truck Renault car Magnum, which went into series production at the end of 1990 and then in 1991 received the prestigious " Freight car of the year".
What is the reason that our ambitious project MAZ-2000 "Perestroika" did not take place? After all, apparently there were no obstacles to mass production. According to rumors that go around in the auto world, the project did not take place due to the fact that Mikhail Gorbachev sold the design of an amazing truck to the French. Naturally, all this has not been officially confirmed.
Homemade car "Pangolin"
In the Soviet years, everyone knew that reliability and performance domestic cars were not the best in the world. Also our vehicles didn't have a very good design. That is why many Russian engineers decided that since state-owned car factories cannot create cars that are in no way inferior to foreign counterparts, then it is necessary to create them on their own. As a result, many engineers in the USSR, in private, inspired by Western European and American sports cars, began to create their own home-made vehicles.
One such example was the Pangolin sports car created by Alexander Kulygin in 1983.
The body of the car was made of fiberglass. The sports car also received an engine from the VAZ-2101. The designer was inspired by the stunning design of the Lamborghini Countach. As a result, Alexander decided to create a car in the same style.
It is worth noting that this homemade car still exists and participates in various car shows.
True, over the years, some changes have been made to the design of the machine. For example, new doors were installed in the original design of the sports car, which now open up.
Homemade car "Jeep"
In 1981, an engineer from Yerevan, Stanislav Holshanosov, created an exact copy of the famous American SUV Jeep.
In order to build a car, an engineer used components from several other Soviet models cars. For example, for a homemade copy of the American SUV, the engineer took the engine from the VAZ-2101. rear axle, transmission, electrical, headlights and drive shafts were taken from the Volga GAZ-21
The suspension system, gas tank, instrument cluster and windshield wipers were borrowed from the UAZ-469.
But some parts of the car were created by individual project. For example, the front axle of the car was created from scratch by Stanislav himself.
It is noteworthy that the design of the front axle has been exhibited more than once at various exhibitions throughout Soviet Union and received several awards.
Homemade car "Laura"
Another example of an author's car is the Laura sports car designed and built by two engineers from Leningrad, Dmitry Parfyonov and Gennady Hein. In our country, even today there is not a single normal sports car. Not to mention the USSR. So the engineers had no choice but to create their own sports car.
But unlike other engineers who actually created copies of cars of foreign analogues, Dmitry and Gennady decided to create a completely new car nothing like any other vehicle.
"Laura" was equipped with a 1.5 liter engine with 77 hp, front-wheel drive and on-board computer. The maximum speed of the sports car was 170 km / h.
Only two examples were built. It is worth noting that these cars were even marked by the leader of the Communist Party, Mikhail Gorbachev. Sports cars have also received many awards.
By the way, both cars are still preserved and are currently exhibited at various exhibitions.
Homemade car "Yuna"
This sports car was created by motorist Yuri Algebraistov. The name of the car was invented on the basis of combinations of the first letters in the name of the designer and his wife ("Natasha"). The car was built in 1982. This is the only sports car today, built on an individual project during the Soviet era, which is still in perfect condition and is used for all its intended purpose.
The fact is that Yuri is still constantly updating his car and carrying out all the necessary engineering works. That is why the machine is still in good condition and works like new.
At the moment, "Yuna" has covered more than 800 thousand km. Indeed, this was made possible by using foreign engine(from BMW 525i).
Homemade car "Katran"
This car was created by a man who has been obsessed with cars all his life. This car was created by a car enthusiast from the city of Sevastopol. The sports car received a unique body design. For example, the car did not have the doors we are used to. Instead, the engineer used a design that allowed the entire front of the cab to be tilted, including Windshield so that the driver and passenger can get into the car.
The car also received independent suspension and what is more surprising electronic system cruise control, which could maintain a certain speed even on the descent.
