By the beginning of the 70s, Americans began to get used to the fact that an SUV is suitable not only for trips along the Nebraska country road from Sam's farm to Joe's farm ... The turbulent sixties were very fruitful for American SUVs (see the previous issue for more details).
Cars acquired automatic transmissions, power steering and brakes, ventilated front brake discs, air conditioning, an adjustable steering column and other luxury attributes borrowed from cars.
Since that time, the great migration of off-road vehicles from rural spaces to paved city streets began. However, the real all-wheel drive fashion appeared after 1971, coinciding with the end of the Muscle Cars era. The new generation preferred the opportunity to communicate with nature to crazy races through the night streets.
Salon and dashboard. Chevy Blazer of the second half of the 70s. The choice offered a triple sofa or two armchairs with a glove compartment
THERE ARE NO CLAIMS TO THE PEASANTS
In fact, there were several reasons for this. The first, and perhaps most important, is openly leftist sentiment among American youth and the intellectual elite, who despised bourgeois values in the form of large and heavy-duty cars - both sports "muscles" and full-size (full-size). It even came to the demonstrative funeral of the hated "gasoline eaters" bought together. Off-road vehicles, by inertia, were considered cars of farmers and the working class, but how can a decent left have any claims against workers and peasants? Well, except perhaps for reproaches of insufficient consciousness.
The second reason is the introduction of strict speed limits on all roads. And if the speed limit is 60 miles per hour (however, in each state in its own way), then there is no point in buying a high-speed passenger car with a low seating position and decent handling. High all-terrain vehicles with fully dependent suspension are also quite suitable.
The third is the mandatory installation of catalytic converters for exhaust gases on all American cars. And since they only work properly at a certain number of revolutions, the motors had to be strangled with limiters. As a result, 300-400-strong monsters instantly became history.
Oddly enough, the fourth reason was the 1973 fuel crisis. On the one hand, he greatly frightened the Americans, forcing many to pay attention to compact, economical cars. On the other hand, it ended so quickly that many again wanted something powerful and preferably an eight-cylinder. And here, in favor of SUVs, coupled with all of the above, the effect of novelty played.
Dashboard Plymouth TrailDuster:
1. Large diameter thin steering wheel with power steering
2. Automatic Speed Control - Chrysler analogue of Cruise Control
3. Index of automatic transmission modes Torque Flite
4.AM/FM receiver
5. Air conditioner nozzles
6. Roomy glove box
7. Banks with drinks in "bank holders" and a compartment for small change
8. The only puncture that affected sales was the unfortunate location of the transfer case selector
NOT WORSE THAN CARS
And, finally, the fifth reason was that the new generation of SUVs in terms of comfort was in no way inferior to cars. And in terms of high landing and visibility, it even excelled. By about the mid-70s, any American all-terrain vehicle, except for the simple Jeep CJ series, could boast of a complete “passenger” set of luxury items. The typical look of an SUV of the 70s quickly formed: two doors, a convertible body with a quick-release roof (often fiberglass), a fully dependent suspension. The exceptions here were the four-door Jeep Wagoneer and its two-door Cherokee version, which did not have a removable top (see 4x4 Club #6'2011 for details) and the compact CJ-series Jeep. However, we will talk about it another time.
ENTERTAINMENT, NOT WORK
At the same time, in all advertising publications and commercials, a special emphasis was placed on the fact that these cars are intended for recreation and entertainment. For example, for a trip to the beach with surfboards in a spacious body or for fun "rides" on the sand dunes. And to further provoke the buyer, since about 1976, all SUV manufacturers began to vied with each other to offer special modifications.
The Plymouth TrailDuster featured a quick-release roof that was easy to replace with a convertible top.
Brightly painted, usually in two or three colors, often with additional details on the sidewall, hood and even the roof, with expensive interior trim, they, at the request of the future owner, could be understaffed with everything your heart desires! Forged wheels (later cast from aluminum alloy), "bars", winches, roll bars with powerful headlights, chrome-plated hooks and footpegs and much more. Soon, mass-produced kits appeared that turned a standard SUV into a monstrous "Big Foot" on huge wheels with a tank's cross-country ability.
Blazer/Jimmy.
Dodge Ramcharger from the 1978 "Four by Four" limited edition
SECOND GENERATION
In 1973, General Motors released a new generation of Blazer / Jimmy SUVs - naturally, based on the frame, components and assemblies, again a new series of light trucks. Unlike the previous model, the external differences between the Chevrolet Blazer and the GMC Jimmy were minimal and mostly limited to the nameplates and grille pattern. Engines were offered most often eight-cylinder, with a working volume of 5 to 6.5 liters. Power varied between 140-180 hp. With.
International Scout II, 1974
The updated International Scout II, at the request of the buyer, was decorated with "wooden" panels on the sides of the body. Of course it was just vinyl.
In 1976, the body was slightly changed. The roof was no longer completely removable - now only the rear part above the cargo compartment and the second row of seats were subject to dismantling. At the same time, the driver and passenger remained in the cab as in a conventional pickup truck, only without the rear wall. Around the same time, the Blazer/Jimmy buyer gets to choose between either a permanent all-wheel drive version or a plug-in front axle version.
CHRYSLER INCLUDED IN THE GAME
Exactly one year after the debut of the second Blazer, the new Dodge Ramcharger and Plymouth TrailDuster all-terrain vehicles, based on a shortened pickup chassis, saw the light of day. Both cars boasted the largest engines among American SUVs - 7.2 liters. Power after strangulation with a catalyst was 230 liters. With. at 4000 rpm. But the torque was impressive - 475 Nm at 3200 rpm. For comparison: the torque of the seven-liter gasoline engine of the Soviet all-wheel drive truck Ural-377D was 466 Nm at 2000 rpm.
International SSII, 1977.
It was distinguished by a simplified body with a soft top and canvas doors (pictured). But forged wheels, a powerful V8 and reinforced suspension were in the base
The rest of the engines of the "Chrysler" SUVs in the first year of production were also eight-cylinders with a volume of 5.2 to 6.5 liters and a power of 150-200 hp. With. In 1975, an in-line "six" appeared, which, with a working volume of 3.7 liters, developed a modest 90 hp. With.
Oh, and don't forget: for people who understand the important feature of the Dodge Ramcharger and Plymouth TrailDuster, it was permanent all-wheel drive with a lockable center differential.
FAREWELL SCOUT
International Harvester rolled in in the 70s with the new Scout II off-road vehicle. The main differences from the old one were, firstly, the modern angular design, and secondly, the instrument panel, unified with the larger family of pickups. Structurally, the car did not change much - the dependent spring suspension and the connected front axle did not disappear until the very end of production.
Interior of International Scout II.
Pay attention to the air conditioning nozzles under the instrument panel
Usually, the following engines were installed on the Scout: a four-cylinder displacement of 3.2 liters (76-111 hp) and two "eights" - 5.0 liters with a capacity of 122-144 hp. With. and 5.65 liters V8 with a capacity of 148-197 hp. With. Part of the eight-cylinder engines were equipped with fuel equipment for operation on liquefied gas. Since 1977, Nissan diesels (3.3 liters, 98 hp) have been installed in small quantities, since no power plant, even from an average truck, could fit under the hood of the Scout II. But they did not intend to cut off a half from a large diesel engine (so, by the way, a four-cylinder gasoline engine appeared at one time).
In 1976, the IHC management decided, following the example of competitors, to unify the Scout with light trucks as much as possible. But instead of making a new large SUV based on a full-size pickup truck, International did the opposite - the base of the Scout II was stretched from 2540 to 2997 mm. The result is the new Terra light truck and the long Scout Traveler station wagon. Alas, the full-size family of pickup trucks and a direct competitor to the Chevrolet Suburban - the four-door Traveler - was not produced for long. Naturally, this did not happen because of a good life. Due to errors in management, IHC began to rapidly lose ground to competitors. If in 1972 it was possible to sell 212,654 light trucks and SUVs, then in 1976 - a little more than 111 thousand copies.
GMC Jimmy (1973-1976). Differed from the Chevrolet Blazer mainly in the grille and emblems
WITHOUT ROOF AND DOORS
One of the last efforts to stay on the market was an attempt in 1977 to create a kind of analogue of the Jeep CJ7. To do this, they removed the doors from the usual Scout II, narrowed the doorways with special inserts, removed the roof, installed a safety arc, decorated the front with a black plastic radiator grille with large vertical teeth and something like a rudimentary kengurin. In addition, a new special modification, called SSII (i.e. Super Scout II), has acquired forged wheels, reinforced suspension and bright gold-black details on the sidewalls. The "eight" with a working volume of 5.7 liters was standard.
LATE BRONCO
Ford in the 70s somewhat underestimated the SUV market. "Ford" managers believed that there was no point in investing in this direction. Therefore, it is not surprising that the 1966 Ford Bronco (see previous issue) did not change for a long time. Of course, it has become more powerful, more comfortable, more convenient and safer to operate due to the installation of a V8 with a working volume of 5.0 liters, power steering and seat belts. But outwardly, he remained the same Spartan SUV as ten years ago. In addition, it was poorly unified with pickups, which increased the cost. As a result, the new Bronco was introduced very late, only in 1978.
HIGH VOLUME WITH SMALL POWER
Strictly speaking, it was a transitional model, since it borrowed the front lever-spring dependent suspension from its predecessor, and the frame and most of the body from the Ford F100 pickup truck. Like the Chevy Blazer, the big Bronco got a quick-release rear roof, while Chrysler SUVs borrowed the idea of permanent all-wheel drive. They equipped the Ford Bronco until 1980. The standard engine was a 5.8-liter V8 with 130-156 hp. with., for an additional fee, it was possible to install a 6.5-liter engine with a capacity of 170 liters. With. However, in this form, the big Bronco was produced only until 1980. The second fuel crisis and the events that followed it required significant adjustments to both the design and the very concept of the SUV. And not only Ford.
If you have been reading us recently, then before diving into the abyss of sadness, we advise you to be inspired by previous publications from the history of muscle cars:
Causes of the tragedy
The beginning of the 70s was marked by the end of the golden era of American muscle cars and huge luxury road cruisers. The fuel crisis (although this is not the only thing), tightening environmental regulations, growing safety requirements, coupled with skyrocketing insurance premiums, could not but affect the American car market.
Buyers in the context of increased gasoline prices could no longer afford the operation of multi-liter voracious cars, and the new insurance rates completely put an end to their profitability.
Some models ceased to exist, and the product line that replaced the road monsters of yesteryear resembled only a dim shadow of the legends of the second half of the 60s.
There are several major trends in the decline of the American auto industry. The output of the engines was deliberately reduced by reducing the compression and installing less productive components (intake and exhaust manifolds, carburetors, cylinder head). New safety standards (Federal Motor Vehicle Safety Standards) required manufacturers to install more massive bumpers and strengthen the load-bearing body elements, which, due to increased weight, also had a negative effect on dynamics. Plus, highly accelerated cars of the second half of the 60s have established themselves as extremely unsafe vehicles, which inevitably affected the amount of insurance premiums.
Pictured: Plymouth Belvedere 1967
By 1972, the Big Three had switched completely to low-octane fuel. And in 1973, the Organization of the Petroleum Exporting Countries (OPEC) sharply reduced the volume of oil supplied to the United States, which caused a full-fledged energy crisis in the country. And then the population was no longer up to muscle cars. The final nail in the coffin of American power was a 1978 law that set limits on the maximum allowable average fuel consumption for production vehicles (CAFE).
Gone not to return
How did this directly affect the lineup of auto giants from Detroit? By 1975, most of the big blocks had disappeared from the scene, and such icons of yesteryear as the Buick GS, Chevrolet Chevelle SS, Dodge Charger R/T, Dodge Super Bee, Ford Torino Cobra, Mercury Cyclone Spoiler and Plymouth GTX were consigned to oblivion. The crisis did not spare the Pontiac GTO either: the legendary muscle car turned into a slightly more expensive package of the mid-size Pontiac Ventura, and later completely disappeared from the GM lineup. The 1975 Plymouth Road Runner came out very bland and had little in common with the 1968 road monster.
Survivors
In the ponic car segment after 1974, only the Chevrolet Camaro, the second generation Pontiac Firebird and the Ford Mustang remained. Between 1971 and 1973, the Mustang gained a lot of weight, and subsequently underwent a radical rebranding, sliding into the segment of economical compact cars with a touch of luxury. Ford tried to somehow remedy the situation with the help of the optional five-liter 302 engine, but this did not have the desired effect.
However, not everything was so deplorable in the mid-70s. Despite the depressing trends in the market, relatively powerful models with small blocks under the hood appeared. The output of these engines was not at all as impressive as before, but they were installed in cars that cost much less than they asked for mid-size muscle cars in the 60s.
For example, the Plymputh Duster 340 and the 1971-1973 Dodge Demon/Dart Sport 340 boasted 240 "mares" taken from 5.5-liter engines and a rather aggressive design.
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In the photo: Dodge Demon, Plymouth Duster, Dodge Dart Sport
Surprisingly, in 1973-1974, the Pontiac Firebird with the 400th engine (6.6 l) available in the top-end Trans Am configuration was sold very successfully against the backdrop of a raging crisis. In many ways, the lack of competition was the reason for success in the market, but this directly indicated that interest in "muscular" cars had not faded at all, especially if handling was not sacrificed for the sake of power. And the Trans Am was exactly that, which in itself was not very typical of the classic muscle cars of the past. This lesson was learned at GM as well as possible and in 1977 they revived the Chevrolet Camaro Z-28, which also emphasized not only the ability to accelerate in a straight line.
Considering the history of the development of the automotive industry, special attention should be paid to the period, which is usually denoted by the dates 1970-1980. It was at this time that automakers began to move from design solutions that are now called classic, to one that more and more resembles a modern style of vehicle design.
Naturally, at that time there were also models that deserve to be called the best cars of the 70s and 80s.
List of the best foreign cars of the 70s and 80s
Naturally, it would not be correct to compile such a rating by combining these two decades, since each of them contains foreign cars that have become iconic for the automotive industry. Therefore, the list of the best cars of the 70s and 80s will be divided into two parts, each of the five most interesting options, according to many car enthusiasts and professional experts in this field.
TOP 5 best cars of the 70s
- Range Rover. Until the seventies, only some farmers of Foggy Albion knew about the products of the English company Land Rover, who purchased the equipment of this manufacturer for use in agriculture. But since 1970, the company decided to change its development path somewhat, offering people an interesting, reliable SUV Range Rover, which later became a favorite vehicle for many travelers.
- Mercedes 450 SEL 6.9. One of the best European cars of that time. The Germans created not just a huge vehicle, but also equipped it with a real monster motor, which was able to accelerate the car to 225 kilometers per hour in just eight seconds!
- Mazda RX-7. Japanese automakers also pleased at that time with interesting ideas. A feature of the RX-7 was the wedge shape of the front of the vehicle and the headlights that popped out of the hood if necessary. In the future, the idea proposed by the Japanese was copied by many eminent manufacturers in other parts of our planet.
- Lamborghini Countach. An Italian sports car that introduced the idea of opening the doors straight up. The car appeared in 1974 and became an inspiration for many other car designers. Another feature is the presence of a 385 horsepower engine under the hood, which also became one of the reasons for the popularity of this model.
- BMW M1. One of the examples of how two completely different companies are able to successfully work on a joint project. The successful solutions embodied in this car became the reason that in the future many car companies began to combine their own efforts to develop original projects. On the M1 model, in addition to specialists from Germany, masters from Lamborghini worked, so it is not surprising that the car has more similarities with Italian cars than with German ones.
BMW M1 
Lamborghini Countach 
Mazda RX-7 
Mercedes 450 SEL 6.9 
range rover
TOP 5 best cars of the 80s
- Mercedes-Benz W123. One of the most popular cars of the 80s. Between 1975 and 1986, the Germans produced more than two and a half million vehicles under this name. One of the features of this model is the presence of a power unit under the hood, which, due to its amazing performance, received the capacious name "Millionaire".
- Renault 25. One of the most comfortable cars of that time, according to many people. A special joystick was used to control the functions, there were power windows on the doors, the on-board computer could provide information by voice messages. And this is just a small list of everything that was in the 25th model from French automakers.
- Ford Scorpion. A car that has long become a classic not only in the US, but throughout the world. This is the first passenger vehicle, which was originally designed using specially written computer programs. More than 500 professional designers were able to take part in the project.
- Volvo 700-series. A real family car, originally from Sweden, which, thanks to its impressive size, fell in love with a lot of people. It was customary to create American cars in this style, but the Swedes were not afraid to experiment and obviously did not lose.
- BMW 7 series. Another legend of the automotive industry of the time. It was not just German quality and reliability - the Seven of that time could boast of simply fantastic equipment. With “full stuffing”, the package included: telephone, fax, refrigerator, climatic equipment for three zones, a special air purification system in the cabin, genuine leather and wood as finishing materials, built-in massagers in the seats and much more. The model received the popular nickname "shark" because of the characteristic tilt of the grille.
bmw 7-series 
Ford Scorpio 
Mercedes-Benz W123 
Renault 25 
Volvo 700 series
Recently I have a large series of posts dedicated to American cars. Well, time to fulfill the promise. I decided to sort the material I have according to the time stages of the development of the American automobile industry. Today's post is about the American auto industry in the 1950s.
Pre-war American cars had little difference from their European counterparts, and only in the post-war period did the development of the overseas auto industry take its own special path, and in the late 1940s, the design of American cars acquired its own unique and inimitable style, which also set the tone on the European continent throughout 1950 -s.
01. One of the most prominent representatives of the post-war American design of the early 1950s is the Cadillac 62 series of the 1953 model.
02. Huge chrome fangs are impressive, the car exudes power and testosterone.
03. The windows were closed, so the interior could not be photographed.
04. The forms of the "Detroit baroque" are fascinating.
05. Under the hood is a classic V8 for cars of this class, which symbolizes the V-shaped stamping on the hood. Engine power 190 hp
In the United States, an economic boom began after the war, the American automobile industry reached a very high level of production already in the first post-war years, and by 1953 there were signs of saturation of the domestic market. Most manufacturers switched to a three-year cycle of updating the model range, when a completely new model was developed and put on the conveyor in three years. At the same time, each year, in the order of restyling, significant changes were made to the appearance and design of the existing model.
A good goal was considered such a state of affairs when the car is morally aging much earlier than it wears out physically. The rapid obsolescence of the car, thanks to the annual design update, kept consumer demand at a high level, imposing on the buyer a desire to quickly get rid of the old car and purchase a new one. This is how manufacturers struggled with the saturation of the automotive market in the United States. At the same time, the cost of cars decreased, since under such conditions durability no longer played a role and the safety factor incorporated into the design could be significantly reduced by using cheaper and less resource- and labor-intensive technologies.
06. Cadillac 62-series in the 1950s updated the appearance almost every year and in 1957 took the following form.
07. All the same powerful buffers and aggressive appearance with an abundance of chrome in the design.
08. In the late 1940s, rear lights in the form of protruding fins become an important decorative element of American cars. For the first time such lights appeared on the Cadillac model 1948 and were a kind of interpretation of the tail of the Lockheed P-38 "Lightning" fighter. The fin style soon became so popular in American and non-American car design that the trend lasted for a full decade and only waned in the early 1960s.
09. Under the hood is a classic 6-liter V8 with 264 hp. accelerating a 2.2 ton car to a maximum speed of 170 km / h.
10. Inside the huge car, there is plenty of space and a standard sofa for that time.
11. There is an abundance of chrome in the design of the instrument panel.
12. American cars of the 1950s are very popular among tuning enthusiasts. Sometimes in the process of tuning the car changes so much that only body elements remain from the original.
13. Chic custom based on Chevrolet. The model is difficult to determine, in some places it looks like a 1949 Fleetline, in some places it looks like a 1951 Bel Air, and the back is generally taken from a 1948 Cadillac.
14. The shape of the car is fascinating. Art cast in metal.
15. Rear of a 1948 Cadillac sloping rear fastback.
16. Fins.
17. Inside is a classic sofa.
18. It is customary to lower the roof on such custom by about two times. As a result, the steering wheel reaches almost to the ceiling.
19. A beautiful car, whose fate is to roam from exhibition to exhibition and delight the eyes of visitors.
20. Nearby is another custom from the same office. It is easily guessed Chevrolet Bel Air second generation, 1957 model year.
21. Classic fins from the 1950s on the back. Until 1959, the Bel Air was Chevrolet's most expensive and well-equipped model.
22. In 1957, the model gets a new look and a new slogan - Sweet, Smooth and Sassy! (Sweet, beautiful and cheeky!) and the latest 4.6L V8 equipped with Ram Jet fuel injection.
23. Pleased with a bottle of whiskey under the hood. Or maybe it's a stylized container for oil or some other technical liquid. In any case, it attracts attention and looks stylish.
24. The stylists of the tuning office above the engine compartment worked with all their heart and brought beauty inside, which they show to visitors.
25. In 1957, Bel Air customers were offered the following engines: "Corvette" V8 with a volume of 4.6 liters. (270 or 245 hp), V8 Turbo-Fire (185 or 220 hp) and the budget inline 6-cylinder Blue Flame. As you can see from the picture, one of the first two options is installed here.
26. At the same rally of American car owners, another 1957 Bel Air was found in original condition. Of the interesting details - the rubber tips of the buffers.
27. He is on the right in the picture.
28. Another original Bel Air 1957 I met at another similar event in one of the villages in my region.
29. Handsome!
30. V - shaped check mark on the hood under the Chevrolet inscription, you guessed it, indicates the contents of the engine compartment - a classic V8. Bel Air in the 26th picture does not have such a checkmark, which indicates that it has an inline six under the hood.
31. He liked me so much that he gave him a whole photo shoot. Tuning is cool, but I'm a fan of original cars.
32. The interior and instrument panel are typical for their time. In the fifties in America, the wood in the cabin completely goes out of fashion, giving way to interior trim in body color with contrasting inserts. Vinyl, plastics, stainless steel and polished aluminum are widely used in interior design.
33. A characteristic detail of the cars of the 1950s is the panoramic glazing of the cab, when the windshield (and sometimes also the rear) glass is bent onto the side of the body. This form of glazing was borrowed from aviation. Such a windshield provided good streamlining and visibility and brought dynamics to the appearance.
34. This handsome man leaves us, and we continue to review his relatives.
35. The picture also shows Bel Air's, also the second generation, but the 1955 model year.
36. In 1955, Bel Air received a completely new platform with a lower frame, which allowed designers to create a low and wide body with panoramic windows and wide bumpers, which had nothing in common with previous Chevrolet models.
37. In the same year, Bel Air also received the latest 4.3-liter V8 engine. The crap sticking out of the cutout in the hood, of course, is the tricks of the tuners, in the original car nothing protruded from under the hood.
38. The model was offered on the market under the slogan The Hot One! (Hot!)
39. The new Bel Air was so successful that it propelled Chevrolet to the top of the US auto market in 1955.
40. This model is also tuned. I don’t understand various tuning styles, for sure this one also has some kind of name.
41. When talking about the American automobile industry of the 1950s, it is impossible not to mention the classic American pickup trucks. I will dedicate a separate post to them in the future, but I will still show a couple of models today.
42. The photo shows a stylishly customized GMC Blue Chip 150 "Apache", 1955 model line with powerful bumpers characteristic of that time.
43. Engine.
44. The interior is simple, as befits a truck.
45. And this is a representative of the first generation of pickup trucks of the legendary "F" series from Ford. This model was first introduced in 1948 and was a great success.
46. The first F-series pickup truck was called the Ford Bonus-Built and had a progressive design for 1948 with integrated headlights and a one-piece windshield.
47. This was Ford's first pickup truck designed from scratch, earlier pickups of this manufacturer were built on passenger car platforms.
48. F - the series was offered in eight variants, depending on the carrying capacity, which were marked from F1 to F8. The pictures show the lightest pickup truck of the F1 series, with a carrying capacity of half a ton.
49. The interior is traditionally Spartan for such cars. The owner gave the car a little tuning, installing a new steering wheel and more comfortable and safer seats instead of a sofa.
50. F - the first generation pickup truck was produced from 1948 to 1952 and during this time its appearance was modernized several times and in 1953 the second generation of the classic Ford pickup truck entered the market.
51. The pickup truck was offered with several engine options from inline six to V8, the volume of which ranged from 3.5 to 5.5 liters and power from 95 to 155 hp.
52. Another dude - Pontiac Super Chief 1957 model year (on the left in the picture). This car was sold from 1957 to 1958 and was positioned as a luxury car of the middle class. In addition to a rich configuration, the car is also equipped with powerful V8 engines.
53. The car has a design typical of its time - massive bumpers with buffers, an abundance of chrome, two-tone colors, fins and panoramic cab windows.
54. Wheels polished to a mirror image.
55. A couple more dudes of the second half of the 1950s.
56. In the photo, a 1955 Pontiac Chieftain, turned into a racing tuner.
57. This car was tuned for quarter mile racing. A 7-liter engine, boosted to 700 hp, was shoved into it, as a result of which the maximum speed of the car increased to a fantastic 300 km / h. At the same time, the frame and steering of the car remained original in 1955.
58. In 2009, the car took third place in the race, breaking the quarter mile in 11 seconds.
59. After 2009, the car stopped racing and was installed with a 385 hp engine more suitable for normal driving. Now the car only accelerates to 240 km/h.
60. In 1958, an event occurred in America that changed the design of American cars - in all states, twin headlights were officially allowed to be used. In the same year, all American automakers updated the design of their cars, making them four-eyed.
61. This innovation greatly changed the look of cars, making new models visually much wider, lower, more massive and angular. Two horizontally paired headlights blended well with the shape of new cars, as horizontal lines dominated their side and front projections, and the width significantly exceeded the height. The bodies get rid of the dictates of the cigar-shaped sidewall, which was set by the round headlight.
62. In the pictures, the third generation Chevrolet Bel Air, which was introduced in 1958.
63. The new generation car is longer, lower and heavier than the Bel Air of the previous 1957 model line, which is shown in pictures 20 - 34.
64. Chevrolet Bel Air 1958 and Pontiac Chieftain 1955 in the back.
65. The amount of detail in the finish is impressive. It is not for nothing that this era of the American automotive industry is called the "Detroit Baroque".
66. In the late 1950s - early 1960s - a new era begins in the American automotive industry, cars once again change their appearance, reaching their maximum dimensions in their entire history. But I will talk about this chapter some other time.
In preparing the material, the article "Development of the car body shape" was used with
After the end of World War II, the engineers of the former German DKW plant in Zschopau, on the instructions of the Soviet military administration and with the participation of specialists from the MZMA plant, began to develop a whole family of small cars - the future Moskvich.
In addition to the traditional sedan (in German terminology - a limousine), several more different body modifications were designed - both purely passenger (for taxis) and cars for transporting passengers and goods. Two of them were cargo vans with "blind" walls, and two were six-door (!) station wagons.
Today, the use of wood as a material for both strength elements and exterior trim is pure exotic. And in the thirties, various types of wood, with appropriate processing, were actively used by "bodybuilders" - both bodywork studios and large automakers.
Since the German engineers did not have much experience in building metal bodies, options were developed using wooden elements.
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There was a good reason why the Soviet side seriously considered using wood and artificial leather for the manufacture of station wagons and vans. Alas, after the war in the country there was a catastrophic shortage of sheet steel for deep drawing, which, in addition, required special stamps.
Due to the technological features of the use of such materials, the appearance of future two-volume vehicles turned out to be specific - the sidewalls of the body became flat, and the windows in the rear had practically no slope. Nevertheless, the five-door bodies were designed according to all the canons of modern station wagons.
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The cargo van received the index 400-422, and the cargo-passenger version with glazing was designated as 400-421. Alas, unlike his “handyman” colleague, the version with a station wagon body did not go into series for a simple reason - at the end of the forties, officials involved in the automotive industry of the USSR did not fully understand why the consumer needed “neither nothing” - that is, not yet a full-fledged cargo van, but no longer a comfortable passenger car. But the usual Moskvich-400 simply didn’t have a trunk - it didn’t even have access from the outside to the cargo compartment behind the rear seats! Thus, the “four hundredth” Moskvich never became the first Soviet station wagon, giving this glory to the next generation of cars, also made at the Moscow plant of small cars.
fifties
Simultaneously with the creation of the usual Moskvich-402, MZMA also planned to create a cargo-and-passenger station wagon, moreover, a three-door one - that is, devoid of rear side doors, which was explained by unification with a “pure cargo van”. Such a machine was to be used by enterprises of the national economy and those industries that required regular transportation of compact and light loads.
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However, tests of prototypes showed that a three-door body with a rear seat is extremely inconvenient to use. That is why the next prototype, which had already received its own designation Moskvich-423, became a five-door, and the tailgate was made not lifting, and opening to the left side.
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The serial production of the first Soviet station wagon began in 1957, and the van unified with it under the index 432 went into series a year later.
It turned out that with modest external dimensions with the rear seats folded down behind the first row, a platform appeared for transporting goods measuring 1.5x1.2 m and weighing up to 250 kg! At that time, it was considered a real innovation to place the spare wheel in a specially provided niche under the boot floor, although for several decades this solution has been a kind of standard for cars with this type of body. In addition, the car has strengthened the springs.
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Practical operation revealed shortcomings inherent in both a station wagon body and a specific car manufactured by MZMA. First of all, the lack of any isolation of cargo from passengers adversely affected comfort, and when manipulating luggage in winter, the cabin quickly cooled down. Secondly, the threshold of the luggage compartment was almost at a height of 0.8 m, which forced a lot of effort to place a heavy load in the trunk.
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The Soviet consumer accepted the station wagon very favorably, quickly tasting the delights of such a vehicle for transporting both passengers and goods.
At that moment, the all-powerful state intervened in the market: despite the initial absence of a formal ban on the sale of station wagons to private hands, their owners were a meager number of ordinary motorists, and the bulk of the cars, of course, worked in the national economy and other industries that required the transportation of small and light loads .
A year later, in 1958, the model received the "literal" designation Moskvich-423N. Such a station wagon, with minimal external differences, used as a base not a model 402 sedan, but its successor with an index of 407, therefore, from a technical point of view, the car became more perfect - for example, instead of a three-speed gearbox, it received a “four-speed”.
sixties
Since 1961, the same Moskvich-423 began to be produced in a somewhat simplified form: the rear door frames became angular instead of semicircular, and the gutter became solid along the entire roof. However, the innovations in the Moscow station wagon pale in comparison with the main event of the sixties - the start of the production of a station wagon based on the prestigious and inaccessible Volga M-21!
Indeed, in 1962, the production of the GAZ-M-22, a cargo-passenger modification of the base sedan, began. Back in the summer of 1960, specialists from the Gorky Automobile Plant presented the GAZ-22 prototype. With the outward similarity of the front end with the base sedan, the power structure of its rear was completely different, and the roof panel with the rear doors was completely original. The carrying capacity of the station wagon compared to the usual "twenty-first" increased by 75 kg, and the car itself became heavier by 100 kg. Of course, this required the designers to increase the rigidity of the spring sheets, as well as the use of other tires with dimensions of 7.10-15 instead of the standard 6.5-16. Thus, with the rear seat folded down, the universal Volga could carry 400 kg of cargo.
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As in the case of the “four hundredth” Moskvich, the luggage compartment door on the Volga did not rise up, but ... was double-leaf. However, its halves did not open to the sides, but up and down, which made it possible to transport long lengths “on the open board” - for example, boards, pipes or a sofa.
The Volga with a station wagon body was also destined to become an ambulance, because after the ZIM GAZ-12B sanitary modification was discontinued, such cars simply were not produced in the country.
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A characteristic detail: GAZ-22, in principle, was not intended for sale in private hands, not being the so-called consumer goods. That is, just like that, it was impossible to “take and buy” the Volga station wagon in the USSR.
Due to the fact that in the case of the Volga, the capabilities of the station wagon were much higher than the usual sedan, the state once and for all closed the topic of acquiring such cars by ordinary Soviet citizens. However, ordinary residents of 1/6 of the land at that time dreamily looked through the windows of public transport even at the “twenty-first” sedan - what can we say about the station wagon ...
Why, then, in the USSR did they so stubbornly not want to sell station wagons to "private traders"? For a simple reason: in this case, the transportation of goods or small (and paid!) services using equipment that could be delivered “to the place of work” would cease to be a state monopoly.
That is why one of the few private owners of the GAZ-22 was Yuri Vladimirovich Nikulin, who bought his station wagon in 1965 for 6,200 rubles. Only thanks to his fame, the universal favorite of the Soviet public was able to get a car with this type of body, the capabilities of which were simply irreplaceable, given the artist's constant travel on tour. In the spacious "hold" of the Volga station wagon were placed both personal items and all the props necessary for work during a performance in the circus.
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It's funny that contemporaries stubbornly called the GAZ-22 "the twenty-first station wagon", not considering it as a separate model.
Only after the “twenty-seconds” honestly worked out their own in state institutions, and the model itself was taken out of production, did “mere mortals” finally have the opportunity to legally purchase and register the Gorky station wagon, albeit in the form of pretty shabby time and machine service. However, "access to the body" of the passenger-and-freight Volga was usually only available to employees of enterprises and persons close to them, therefore, such cars never fell into the random hands of a potential buyer of Zaporozhets.
Let's return to Muscovites. In 1963, on the basis of a new sedan model with the Moskvich-403 index, the production of Moskvich-424 began, which differed from its predecessor in the steering, clutch and brake system units. As with the transition from the 423 to the 423H, the externally upgraded car differed only in some trim elements that the current generation of motorists would not have noticed at all.
