History of LAZ buses
LAZ-695
This bus is one of the oldest and most common buses in the CIS. Perhaps there is not a single corner of the former Union, where buses of this model would not be operated.
LAZ-695 became the first-born of the Lviv Bus Plant, the construction of which began in 1952. In February 1956, the team of designers of the LAZ plant, under the leadership of V.V. step box gears. They were taken from the ZIL-158 bus. The body of the LAZ-695 had a completely different design. All loads were perceived by the power base, which was a spatial truss of rectangular pipes. The body frame is rigidly connected to the base. The outer lining of the sidewalls of the body is made of duralumin sheet. (By the way, excellent Construction Materials Rosblok.ru website)
Due to time constraints, the design of the West German bus "Magirus" was taken as the basis, while retaining for the LAZ-695 the common design in appearance.
An interesting innovation was the dependent spring-spring suspension of the bus wheels, developed jointly with NAMI specialists. Additionally, corrective springs provided the whole suspension non-linear characteristic- its rigidity increased with increasing load, as a result, regardless of the load, comfortable conditions were created for passengers. This circumstance has won a high reputation for LAZ vehicles. But just like the LAZ-695 city bus, it was imperfect: there was no storage area at the front door, the passage between the seats and the doors were not wide enough. The bus could be most successfully used for suburban communication, tourist and intercity trips. Therefore, 2 more models were immediately included in the unified series: the tourist LAZ-697 and the intercity LAZ-699.
Despite certain disadvantages, LAZ-695 stood out among other domestic buses. Thin window pillars with sliding vents, curved glass built into the radius roof slopes, gave bus easy, aerial view. Large radii roundings on the edges and corners of the body created the visual effect of a streamlined car.
If we compare the LAZ-695 with the mass city bus of that time ZiS-155, then the first one could accommodate 4 more passengers, was 1040 mm longer, but 90 kg lighter and developed the same top speed- 65 km/h.
Since the end of 1957, the car has been modernized: the base of the body has been strengthened, a pneumatic drive for opening doors has been introduced instead of a mechanical one, and the glazing of the roof slopes has been retained only for tourist modification. Moreover, since 1958, instead of side air intakes, a wide bell was used, which was brought out to the rear of the roof. Through him in engine compartment air containing noticeably less dust entered. Such a machine was given the index "695B", and it was produced until 1964.
As soon as ZIL began production of a V-shaped eight-cylinder engine, a single-plate clutch and a new five-speed gearbox gears, the question arose about equipping LAZ buses with them. Such a machine under the symbol LAZ-695E was manufactured from 1961 to 1970.
LAZ, together with the laboratory automatic transmissions NAMI started developing a hydromechanical transmission for a city bus. As a result, since 1965, city cars LAZ-695Zh appeared (torque converters and a two-stage gearbox). They were produced in separate batches until 1970. A set of innovations implemented in 1969 made it possible to seriously improve base model, which became known as LAZ-695M. It provided for the installation of higher window panes on the car with corresponding changes in the design of the body frame. The bus had a power steering, rear axle "Slave" (Hungary) c planetary gears in the wheel hubs, new air intakes behind the rear window. The car has become 100 mm shorter, and its curb weight is greater.
Later, having received a new front body panel with higher windshields since 1973, the car became known as LAZ 695N.
LAZ-699
Since 1964 Lvov bus factory began small-scale production of the LAZ-699A model, the design of which embodied many technical solutions tested on experimental machines. This model is based on the unified body LAZ-695-697, but extended by one window section. According to those the basis of LAZ-699A is close to LAZ-695E.
In the cabin - 41 comfortable seat, heater for heating, radio receiver. Under the rows of seats luggage compartments with a volume of 4.5 m3, with access through side hatches. Two fog lights and searchlight, pneumatic signal, power steering, pneumatic brakes with separate drive for front and rear wheels provided safe driving and at night, in difficult weather and road conditions. In addition, the bus air suspension variable hardness all wheels (for the front independent) with telescopic shock absorbers. Engine ZIL-375-Ya5 interlocked with a 5-speed gearbox gear YaMZ. The rear axle with planetary gears in the hubs is from the MAZ-500 car. LAZ-699A had a curb weight of 8300 kg and could reach speeds of up to 96 km/h. It was one of the most technically interesting domestic buses of the period 1956-70. Unfortunately, its release did not last long - until 1966.
After a seven-year break, in 1973 LAZ again joined the production of the 699th model. New modification was unified with the LAZ-695N bus. Her specifications have been unified since characteristics of the LAZ-699A, but outwardly the LAZ-699N was significantly different from its predecessor. Five years later, in 1978, LAZ-699 endured minor changes - maximum speed was increased to 102 km / h, the design of the car has changed slightly. In this form, LAZ-699R is produced to this day.
Modern LAZ
LAZ-4207 / "Liner-10"
Universal middle class bus - suburb, tourist, luxury. The suburban version of this 10-meter Liner is designed for regular passenger transportation, and is also well suited for companies that organize the transportation of their employees to and from work. The interior of the bus is designed for a total capacity of 73 people and 43 seats.
The tourist version of the bus is equipped with soft adjustable seats (39 seats) and a forced cabin ventilation system with the possibility of individual air supply to each passenger. Enlarged luggage compartments have a volume of 3.5 cubic meters. m.
Liner-10 in the “Lux” configuration is equipped with WEBASTO air conditioning, which will create a pleasant climate in the cabin in any weather, an audio-video system, improved seats with individual lighting – everything you need to have a good time on the road.
LAZ-5207 / "Liner-12"
Liner-12 - intercity and tourist bus - a good choice for routes intended for the transport of passengers between distant points. This is a real worker of highways.
The bus has 47 soft seats, the interior is equipped with shelves with the possibility of individual lighting and air supply for each passenger. Volume luggage compartments increased to 5.8 cu. m.
In the "luxury" version, the bus is equipped with air conditioning, a bar, a wardrobe, audio and video systems. Such rich equipment allows you to use the bus for representative purposes.
In the suburban version of Liner-12, 51 seat, and the total passenger capacity of the bus is 80 people.
LAZ-AX183 "Airport"
The bus was designed by the designers of CJSC "Lvovsky car factory"specially for servicing passengers at airports. Thanks to the successful layout, the body has the same flat floor along the entire length of the cabin.
In the low floor apron bus LAZ-AX183 are organically combined original design And Hi-tech performance, strength of the body structure and reliability of the units and systems used, ease and safety of control, comfort of passengers and convenience of the driver.
Durability of body service and long service life power unit(1,000,000 km), as well as the appearance of the bus, will allow the LAZ-AX183 to be operated for many years, successfully solving the problems of transporting passengers and providing a modern image of airports.
LAZ-A183 "City"
The large city low-floor bus LAZ-A183 "City" corresponds to the best European standards. In Europe, city buses without steps have long been recognized as the standard. Even before the start of designing this model, the plant's designers got acquainted with the developments of leading companies, in particular, Mercedes-Benz, MAN, Scania, and used their positive experience. CytiStar has imported components: suspensions from RABA, ZF, DEUTZ engines that meet environmental regulations Euro-2 or Euro-3, automatic boxes gears from ZF and VOITH, pneumatic equipment “Knorr-Bremse”, steering ZF, body lifting and lowering system ("kneeling").
Bus LAZ-A183 "City" - modern car designed for large cities. Three-door, without steps, it is very comfortable for the disabled, children, the elderly, and also more economical, since less time is spent on boarding and disembarking passengers. The bus is made of environmentally friendly materials. The use of aggregates from leading European companies significantly increases the resource of the bus.
LAZ-5208ML / LAZ-5208NL
Modern bus of the European level - Design, Safety, Comfort.
When developing the appearance of NeoLAZ, the design studio of the plant achieved an organic combination the best materials And the latest ideas auto design of the 21st century, creating a harmonious and memorable appearance of the bus.
Passenger safety starts at the driver's seat. All conditions have been created on the captain's bridge of NeoLAZ, allowing the driver to fully control traffic situation. Electropneumatic brake system of the Knorr-Bremse company with ABS and PBS provides safe braking in emergency situations. The interior of the bus is equipped with a modern audio-video system, refrigerators, a coffee maker and a toilet. Comfortable sliding seats, personal airflow and climate control systems, independent front suspension will make the trip easy and enjoyable.
Bus general purpose middle class. Produced by the Lviv Bus Plant since 1976. Body - wagon type, with load-bearing base, 3-door (two 4-leaf doors for passengers and one single-leaf hinged door for the driver). The layout of the seats is 4-row. Engine location - rear. The driver's seat is sprung, adjustable in height, length and backrest. The heating system is air, using the heat of the engine cooling system. Previously, the LAZ-695M bus was produced (1970-1976).
Modifications
LAZ-695NE and AAZ-695NT are buses for export to countries with a temperate and tropical (dry and humid) climate, respectively, LAZ-695NG is a bus whose engine runs on compressed natural gas or gasoline.Engine
Maud. ZIL-130YA2N (aka ZIL-508.10), gasoline, V-shaped, 8-cyl., 100x95 mm, 6.0 l, compression ratio 7.1, operation order 1-5-4-2-6-3 -7-8; power 110 kW (150 hp) at 3200 rpm; torque 402 Nm (41 kgf-m) at 1800-2000 rpm; carburetor K-90; air filter- inertial oil.Transmission
The clutch is single-disk with peripheral springs, the release drive is hydraulic. Gearbox - 5-speed, transmitted. numbers: I-7.44; II-4.10; III-2.29; IV-1.47; V-1.00; ZX-7.09; synchronizers on II-V gears. cardan gear consists of one shaft. Main gear - double spaced (bevel and planetary). Transferred number 6.98.Wheels and tires
Wheels - disc, rims 7.5-20, mounted on 10 studs. Tires 10.00-20 mod. OI-73A, NS - 12, tread pattern - road, front and rear tire pressure 6.0 kgf/cm. sq. The number of wheels is 6+1.Suspension
Dependent, front - on semi-elliptical springs with corrective springs, two shock absorbers; rear - the same, without shock absorbers.brakes
The working brake system is double-circuit, with a pneumatic drive, drum mechanisms (diameter 4 20 mm, lining width: front 70, rear 1 80 mm, unclamp-cam. Parking brake- on mechanisms rear wheels, drive-mechanical. The spare brake is one of the circuits of the working brake system. The pressure in the pneumatic drive of the brakes is 6.0-7.7 kgf / cm. sq.Steering
Maud. ZIL-124, globoidal worm with a three-ridged roller, transmitted. number 23.5. Steering wheel play up to 150.electrical equipment
Voltage 12 V, acc. ZST-150EMS battery (2 pcs.), G287-K generator with built-in Y112-A integrated voltage regulator, ST130-AZ starter, R137 distributor, TK102 transistor switch, B114-B ignition coil, A11 spark plugs. Fuel tank - 154 l, gasoline A-76;cooling system - 40 l, water;
engine lubrication system (with oil cooler) - 8.5 l, all-weather M-8V, or M-6 / 10V, in winter DV-ASZp-10V;
steering housing - 1.2 liters. TSp-15K or TSp-10;
gearbox - 5.1 l, TSp-15K or TSp-10;
drive axle housing and wheel reduction gears- 14 (8+6) l, TSp-15K or TSp-10;
hydraulic clutch drive system - 0.95 l, brake fluid"Tom";
shock absorbers - 2x0.85 l, AZH-12T;
washer reservoir windshield- 2l, liquid NIISS-4 mixed with water.
Mass of aggregates (in kg)
Engine with equipment and clutch - 502,gearbox - 120,
cardan shaft - 16,
front axle - 316,
rear axle - 665,
body - 3080,
wheel complete with tire - 110,
radiator - 35.
SPECIFICATIONS
| Capacity: | |
|---|---|
| number of seats | 34 |
| total number of seats | 67 |
| number of offices | 1 |
| Curb weight, kg | 6800 |
| Including: | |
| to the front axle | 2200 |
| on rear axle | 4600 |
| Gross weight, kg | 11630 |
| Including: | |
| to the front axle | 4100 |
| on the rear axle | 7530 |
| Max speed, km/h | 86 |
| Acceleration time up to 60 km/h, s | 40 |
| Max. overcome rise, % | 25 |
| Run-out from 60 km/h, m | 1100 |
| Stopping distance from 60 km/h, m | 32,1 |
| Control fuel consumption at 60 km/h, l/100 km | 33,9 |
| Radius: turning, m: | |
| on the outer wheel | 8,5 |
| overall | 9,6 |
LAZ-695- urban bus middle class of the Lviv Bus Plant.
Bus has undergone modernization more than once, mainly with changes in appearance body, but at the same time the overall dimension and layout of the body and the main units bus remained the same. The most significant change from the basic first generation 695/695B/ 695E/695Ж was the modernization of the front and rear in two stages - first in the second generation 695M was changed rear end(with the replacement of one large “turbine” air intake at the rear of the roof with two side “gills”) with an almost unchanged front mask, and then the third generation 695N / 695NG / 695D also received a modernized front end (“licked” form changed to “visor”) . In addition, the factory emblems and the headlight space on the front end changed (both from generation to generation, and within generations. For example, in the third - from an aluminum false radiator grille to the same black-plastic and then its complete removal), headlights and sidelights, front bumpers, wheel covers and more.
Not without a number of shortcomings (cramped interior and doors, frequent overheating of the engine of buses of the 2nd and 3rd generations, etc.), bus characterized by simplicity of design and unpretentiousness in operation in all categories automotive roads. In the post-Soviet space, both produced in the 21st century and 30-year-old buses are still used LAZ-695. Even without taking into account the ongoing custom assembly in small batches at DAZ, the mass production of buses at LAZ went on for 46 years. The total number of produced buses LAZ-695 is about 115-120 thousand cars.
background
LAZ-695 was the first by bus Lviv Automobile Plant, the construction of which began in 1945. In 1949, the plant began to manufacture automotive vans, trailers, truck cranes and (experimental batch) electric vehicles. With development automotive production at the plant, a design team was formed under the leadership of V.V. Osepchugov. At first, they planned to transfer the production of obsolete ZIS-155 buses from the Moscow Stalin Plant to the plant, but such a prospect did not inspire the young staff of the plant and its design bureau. With the support of the first director of LAZ, B.P. Kashkadamov, Osepchugov literally infected young designers and production workers who had just left the institute's classrooms with a “bus dream”.
Initiative for the development and production of a new model bus was supported "at the top" and samples of modern European buses: Magirus, Neoplan, Mercedes. They were carefully studied in terms of design and production technology, as a result of which the Lviv bus first-born was practically developed by the end of 1955. When designing its design, the experience of " Mercedes Benz 321", and the external stylistic solutions were made in the spirit of the Magirus bus.
LAZ-695
In the summer of 1956, the team of designers of the LAZ plant manufactured the first prototypes of the bus LAZ-695 with a rear-mounted ZIL-124 engine. A similar layout with the engine in the rear overhang bus was used for the first time in the USSR. Frame LAZ-695 also had absolutely new design. All loads were perceived by the power base, which was a spatial truss of rectangular pipes. The body frame is rigidly connected to this base. External cladding bus was made of duralumin sheets, which were attached to the body frame with "electric rivets" (spot welding).
A double-disk clutch and a five-speed gearbox were borrowed from the ZIL-158 bus. An interesting innovation was the dependent spring-spring suspension of the wheels bus developed jointly with NAMI specialists. Additionally, corrective springs ensured a non-linear characteristic of the suspension as a whole - its stiffness increased with increasing load, as a result, regardless of the load, comfortable conditions were created for passengers. This circumstance has won a high reputation for machines LAZ.
But as an urban bus LAZ-695 was imperfect: there was no storage area at the front door, the passage between the seats and the doors were not wide enough. Bus could be most successfully used for suburban communication, tourist and intercity trips. Therefore, 2 more models were immediately included in the unified series: tourist LAZ-697 And intercity LAZ-699.
Despite certain shortcomings, LAZ-695 stood out among other domestic buses. Thin window pillars with sliding vents built into the radius roof slopes curved glass gave bus light, "airy" look. Large radii of curvature on the edges and corners of the body created the visual effect of a streamlined car.
If we compare LAZ-695 with the mass city bus of that time ZIS-155, the first one accommodated 4 passengers more, was 1040 mm longer, but 90 kg lighter and developed the same maximum speed - 65 km / h.
Buses LAZ-695 had interesting feature in construction. If necessary, the bus could be easily converted into an ambulance. To do this, it was enough just to dismantle the seats in the cabin. In front of the bus, under the windshield to the right of the driver's workplace, an additional door was provided in the back for loading the wounded. Such an innovation was fully justified at the time when this bus was created.
LAZ-695B
Very soon, at the end of 1957, the car was modernized for the first time: the base of the body was strengthened, a pneumatic drive for opening doors was introduced instead of a mechanical one. Moreover, since 1958, instead of side air intakes, a wide "turbine" bell was used, which was brought out to the rear of the roof. Through it, air containing noticeably less dust entered the engine compartment. Changes have also been made between the headlights of the front end, the brake system, the heating of the bus, the way the passenger seats have been installed, the tilt of the driver's steering column, and much, much more. Serially modernized buses, which received the name LAZ-695B began to be produced from May 1958 and in total by 1964 produced 16718 complete buses of the first generation LAZ-695B, as well as on its basis 10 fully complete LAZ-695T trolleybuses and 551 bodies for trolleybuses of the OdAZ and KZET plants.
Serial first LAZ-695B retained a very large area of glazing on the roof slopes, but the operators constantly complained to the plant about the weakness of the entire upper body of the buses. As a result, the glazed front corners of the roof slopes first disappeared from the buses (autumn 1958), and later the glazing of the rear slopes was significantly reduced. Interestingly, as an experiment in 1959, a copy of the bus was made LAZ-695B completely without glazing the roof slopes, but, apparently, such a radical approach to increasing the rigidity of the roof then seemed to someone too simplistic, and on serial machines the glazing of the slopes was left, only slightly reduced.
Later, by the autumn of 1959, on buses LAZ-695B the design of the roof was slightly changed in front, as a result of which the first small visor - “cap” appeared above the windshield of the bus.
LAZ-695E
As soon as ZIL began production of a V-shaped eight-cylinder ZIL-130 engine, a single-plate clutch and a new five-speed gearbox, the question arose of equipping LAZ buses with them. Experienced copies of the bus under the index LAZ-695E were made in 1961.
serial production LAZ-695E began in 1963, but in a year they produced a total of 394 copies, and only from April 1964 did the plant completely switch to the production of the "E" model. In total, until 1969, 37916 buses were manufactured LAZ-695E, including 1346 for export.
Buses LAZ-695E 1963 releases outwardly did not differ from the buses produced at the same time LAZ-695B, but since 1964 all buses LAZ received new - rounded - wheel arches, according to which LAZ-695E and became recognizable externally.
LAZ-695Zh
In the same years, together with the laboratory of automatic transmissions of NAMI, the plant began the development of a hydromechanical transmission for a city bus. Already in 1963, the first industrial batch of buses with such a transmission was assembled at LAZ. These buses are named LAZ-695Zh.
However, in the two years from 1963 to 1965. collected only 40 buses LAZ-695Zh, after which their production was discontinued. The fact is that buses of the LAZ-695 type were mainly used on commuter lines, and for busy urban routes they were not suitable enough, therefore, especially for large cities in the mid-60s. created the LiAZ-677 bus, for which all sets of hydromechanical transmissions produced at LAZ were transferred.
Buses LAZ-695Zh outwardly no different from similar buses with manual transmission the same period of manufacture.
LAZ-695M
A set of innovations implemented in 1969 made it possible to seriously improve the appearance of the basic model, which became known as LAZ-695M. It provided for the installation of higher window panes on the car with the removal of glazing of the roof slopes and corresponding changes in the design of the body frame, and the proprietary LAZ "turbine" central air intake at the rear was replaced with small slots - "gills" on the sidewalls.
The bus also received a power steering, rear axle "Slave" (Hungary) with planetary gears in the wheel hubs. The car has become 100 mm shorter, and its curb weight is greater.
Production LAZ-695M the second generation lasted seven years and during this time 52,077 copies were made, including 164 for export.
LAZ-695N
Having received in 1973 a new front body panel with higher windshields and a large visor on top, the car became known as LAZ-695N. However, this third-generation model went into series only in 1976, before that the previous modification continued to be produced.
Cars LAZ-695N the late seventies and early eighties had small windows on the outside above the doors to the salon with illuminated inscriptions "Enter" and "Exit", they were removed on later cars. Also late buses LAZ-695N different from more early cars the shape and location of the front and rear lighting. On early buses, rectangular headlights from the Moskvich-412 car and an aluminum false radiator grille were installed in front. Since the mid-eighties, the aluminum grille has been eliminated, and the headlights have become round.
For the 1980 Olympics and export, a small number of modification buses were produced LAZ-695R with more comfortable and soft seats and double doors (which were also previously on prototypes LAZ-695N, but did not go into the series). After the Olympics, buses of this modification were used as excursion buses.
LAZ-695NG
In 1985, specialists from the All-Union Design and Experimental Institute "Avtobusprom" adapted the modification bus LAZ-695N for operation on natural gas. Cylinders with methane compressed to 200 atmospheres were placed on the roof of the bus in a special casing. From there, the gas was fed through pipelines to a pressure reducer. The gas-air mixture from the gearbox entered the engine. Due to the placement of cylinders on the roof of the bus, methane, which is lighter than air, emergency instantly weathered, not having time to start fire or explode.
In the 90s. buses LAZ-695NG have become quite common, especially in Ukraine due to fuel crisis. In addition, many buses LAZ-695N fleets independently began to transfer to methane, which is cheaper compared to gasoline.
LAZ-695D
In 1993, at LAZ, on an experimental basis, they tried to install on a bus LAZ-695 diesel engines D-6112 from the tractor T-150 and 494L from military equipment. Both diesel engines are of Kharkov production. In the same 1993, the Dnepropetrovsk association "DniproLAZavtoservis" buses LAZ-695N began to be equipped diesel engines Kharkov plant"Sickle and Hammer" SMD-2307.
But the efforts of the International Automobile Trade Association (MAO) of Ukraine turned out to be the most effective. By his order, LAZ developed and began mass-producing since 1995 a diesel modification bus - LAZ-695D, which received the proper name "Dana". This bus was equipped with a diesel engine D-245.9 Minsky engine plant. This modification bus was mass-produced at LAZ until 2002 and since 2003 it was produced at Dneprodzerzhinsky Dneprovsky bus factory (DAZ).
In 1996, a diesel engine project bus was significantly redesigned, resulting in a bus LAZ-695D11"Tanya". This project was coordinated by the Simaz company, which is part of the MAO. From previous diesel model the bus "Tanya" was distinguished by hinged doors in the front and rear overhang and installed soft seats in the cabin. By by and large, this was a return to the long-discontinued medium-sized intercity bus LAZ-697 in a new capacity and under a new name. Modification LAZ-695D11"Tanya" was mass-produced in small batches.
Modifications LAZ 695N
LAZ 695N 6.0 MT
Odnoklassniki LAZ 695N for the price
Unfortunately, this model has no classmates...
Owner reviews LAZ 695N
LAZ 695N, 1990
So, training LAZ 695N 1995, external state 5, white with a green stripe. Sev for the first time behind the wheel noted an extremely uncomfortable seat (non-native, by the way) and an excellent view of the mirrors. Engine from ZIL for 150 hp For the city, it is quite an acceptable option even at today's speeds. Well, of course, the consumption is a little over 40, but what do you want from this design. The pedals are soft, but informative, and in general, despite its age and proletarian origin, in LAZ 695N everything works properly, without extraneous noise and squeaks, except for the backstage, which constantly soared the brains of students. The fact is that the gear control goes through cables that stretch through the entire body. As the instructor said, "there is 5 mm of play in each connection, so 10 cm comes to you." This is what sometimes stick next gear it was not easy, back sometimes looking for a few minutes. In addition, I will say that while studying on the usual 130th ZIL, the box worked incredibly well, like a brand new car, despite the fact that the ZIL was older than the bus. So, it started with a button, the starter grunted and the bus started up. On the go LAZ 695N is soft. He swallowed the pits without knocking and, one might say, “floated” over them. What confused me was that it was almost impossible to immediately stop such a colossus in neutral even at low speed. The pedal only gently floats down, but there is almost no sense. Therefore, I always braked with the gear engaged. The movement on the bus must always be in gear, driving in neutral is unacceptable. More about the brakes - I would never have thought that on a hill a 20-year-old handbrake would hold like a glove, releasing the handle on the rise, it would only swing once and stand rooted to the spot. Having wandered around on the site, you quickly get used to the dimensions of the LAZ 695N. Despite its age, it is in good condition.
Advantages : reliable. Maneuverable.
Flaws : Brake carefully.
1994 LAZ-695N
LAZ-695 "Lviv"- Soviet and Ukrainian city bus of the middle class of the Lviv Bus Plant.
The bus has undergone modernization more than once, mainly with changes in the appearance of the body, but at the same time, the overall dimension and layout of the body and the main units of the bus remained the same. The most significant change relative to the base first generation 695/695B/695E/695Zh was the modernization of the front and rear parts in two stages - first, in the second generation 695M, the rear part was changed (with the replacement of one large "turbine" air intake at the rear of the roof with two side "gills" ) with an almost unchanged front mask, and then the third generation 695N / 695NG / 695D also received a modernized front part (“licked” shape changed to “visor”). In addition, the factory emblems and the headlight space on the front end changed (both from generation to generation, and within generations; for example, in the third - from an aluminum false radiator grille to the same black-plastic one and then its complete removal), headlights and sidelights , front bumpers, wheel covers and more.
There is reason to believe that a small batch of buses was produced with automatic transmission(LAZ-695E).
Not devoid of a number of shortcomings (cramped interior and doors, frequent overheating of the engine of buses of the 2nd and 3rd generations, etc.), the bus was characterized by simplicity of design and unpretentiousness in operation in all categories highways. In the post-Soviet space, both manufactured in the 21st century and 30-year-old LAZ-695 buses are still used. Even without taking into account custom assembly in small batches at DAZ, mass production of buses at LAZ went on for 50 years. The total number of LAZ-695 buses produced is about 250 thousand cars (only 695M - more than 52 thousand and 695N - about 176 thousand cars).
background
In 1949, the plant began to manufacture car vans, trailers, truck cranes and (pilot batch) electric vehicles. With development automotive production a design team was formed at the plant under the leadership of V.V. Osepchugov. At first, they planned to transfer the production of obsolete ZIS-155 buses from the Moscow Stalin Plant to the plant, but such a prospect did not inspire the young staff of the plant and its design bureau. With the support of the first director of LAZ, B.P. Kashkadamov, Osepchugov literally infected young designers and production workers who had just left the institute's classrooms with a “bus dream”.
The initiative to develop and manufacture a new bus model was supported "at the top" and samples of modern European buses were purchased for LAZ: Magirus, Neoplan, Mercedes. They were carefully studied in terms of design and production technology, as a result of which the first Lviv bus was practically developed by the end of 1955. When designing its design, the experience of Mercedes Benz 321 was most of all taken into account, and external stylistic decisions were made in the spirit of the bus " Magirus."
The construction of the first LAZ-695 was started in 1955.
LAZ-695N (1974-2006)
Having received a new front body panel with higher windshields and a large visor on top, the car became known as LAZ-695N. On this model, the rear and front doors have become the same. The instrument cluster and speedometer have become somewhat smaller in diameter. The first prototypes were demonstrated in 1969.
In 1974, the plant began serial production of the LAZ-695N.
Cars LAZ-695N of the late 70s - early 80s. had small windows on the outside above the doors to the salon with illuminated inscriptions "Enter" and "Exit", they were removed on later cars. Also, late LAZ-695N buses differ from earlier cars in the shape and location of the front and rear lighting. On early buses, rectangular headlights manufactured by the GDR, the same as those of the Moskvich-412 car, and an aluminum false radiator grille were installed in front. Since the mid 80s. the aluminum grille was abolished, and the headlights became round.
In 1978, on the basis of the LAZ-695N, a special training bus was developed for training drivers, equipped with an additional control kit and a set of fixing equipment (SL-2M speedometer, 010/10 tachograph, mode meter, ZP-15M three-component overload recorder and tape recorder).
For the 1980 Olympics and export, a small number of LAZ-695R modification buses were produced with more comfortable and soft seats and double-leaf doors (which were also previously on LAZ-695N prototypes, but did not go into series). After the Olympics, buses of this modification were used as excursion buses.
Until 1991 in without fail LAZ-695N buses had a large opening hatch in the front wall of the body - in the case of military mobilization, these buses were converted into sanitary ones, and the hatch was intended for loading and unloading stretchers with the wounded (it would be impossible to carry a stretcher through narrow doors). After 1991 this " extra detail' was quickly abolished.
In the first half of the 1990s, a power steering appeared on the LAZ-695N. Then they stopped installing rear axles"Slave" and again, as many years ago, they began to equip the car with a double final drive(without wheel gears).
On the basis of the LAZ-695N bus, the LAZ-697N "Tourist" and LAZ-697R "Tourist" buses were produced.
