Unknown Soviet cars.
There is an opinion that Soviet car industry did not indulge motorists with a variety of models. And this is fair. However, few people know that on various automobile factories USSR in different years very promising models were developed, which in a series of different reasons didn't get there. Today we will talk about unknown Soviet cars that never reached the Soviet motorists.
1. NAMI Luaz "Proto"
NAMI Luaz "Proto".
In 1989 in the USSR, such a machine could well get into mass production. It was positioned as a 4-seater SUV. The machine was equipped with a reinforced steel frame, which was closed with removable panels (which greatly simplified repairs). The seats in the car were laid out in such a way that one wide bed was obtained, which occupied almost the entire interior.
2. NAMI 0288 "Compact"
NAMI 0288 "Compact".
This one was supposed to be the first Soviet mini. "Compact" was assembled in 1988. in a single copy. He had the following stats: maximum speed- 150 km / h, gasoline consumption 6 liters per 100 km. In addition, the car had on-board computer, who was responsible for the operation of the suspension and other elements. NAMI 0288 Compact took 5th place (in 1989) at the Tokyo Motor Show among 30 concept cars presented there. However, the imminent collapse of the Soviet Union put an end to the issue of implementing NAMI 0288 Compact.
3. ZIS 112
Car ZIS 112.
At the Stalin plant, Soviet engineers tried to create worthy sports cars domestic production. Of the seven developed options, it is necessary to single out the ZIS-112 model (later ZIL-112). The designer was inspired to create this car by the legendary Buick X90. However, the ZIS 112 had its own style. Its length was almost 6 m, and it weighed a little less than 3 tons. For this reason, the car was not suitable for participation in circuit races and they began to redo it.
4. Moskvich 408 "Tourist"
Car Moskvich 408 "Tourist".
In 1964 Moskvich 408 was created, which even now can occasionally be found on the roads of the CIS countries. However, few people know that almost the same period was created younger brother this car - Moskvich-480 "Tourist". This model was made in a coupe-cabriolet body, unusual for Soviet people. This car had electronic fuel injection, a more powerful engine than a conventional Moskvich (63 hp), as well as a top speed of 130 km/h.
A significant drawback was the removable plastic roof, which did not fit in the trunk, which required storing it somewhere in the garage. It should be noted that at that time at AZLK all production capacity were occupied by ordinary Muscovites 408, and the “Tourist” model, released in only 2 copies, did not receive further distribution.
5. "Ohta"
Okhta car.
This car was assembled in the Leningrad branch of NAMI. The salon was designed as a 7-seater with the possibility of transformation (the front seats could turn 180ᵒ, and the middle row easily turned into a table). The headlights of this car were built into the front bumper, from under which a spoiler extended at high speeds (to increase downforce). The collapse of the USSR prevented the mass production of this car.
6. ZIL-4102
Car ZIL-4102.
In order to create a worthy Soviet car executive class, the ZIL plant acquired Rolls Royce Silver Spirit for a detailed study. ZIL-4102 was created in only 2 copies, each of which was equipped with a powerful V-shaped 8-cylinder engine (power 315 hp, acceleration to hundreds - in just 10 seconds) and a modern acoustic system with 10 speakers, which could play not only the radio, but even read the CD.
The fate of this machine was decided by M.S. Gorbachev. He did not like the car and the development was closed. It is interesting that one of the ZIL-4102 specimens is still kept in one of the private collections and from time to time takes part in exhibitions.
7. Muscovites of the 80s
Car Moskvich-412.
Already in the 80s of the last century, it became clear to engineers that Moskvich was obsolete. He was clearly inferior to Western counterparts, as technical parameters as well as by design.
This prompted the development of new models, among which it is worth highlighting:
- Moskvich-2139 "Arbat" was supposed to be the first Soviet 7-seater mini-vein.
Car Moskvich-2139 "Arbat".
- Moskvich-2143 "Yauza" with original, but strange side windows, which were divided into 2 parts, and only the lower one fell from them.
Car Moskvich-2143 Yauza.
- Moskvich-2144 "Istra" with an aluminum body and side windows that did not fall, and ventilation was supposed to be due to small windows and air conditioning.
Car Moskvich-2144 "Istra".
This car was planned to be equipped with airbags and an ABS system. The image from the night vision device, as well as information about the speed of movement, was supposed to be displayed on the windshield using a small projector. Regarding all these machines, we can say that their fate ended with the existence of the Soviet Union.
8. VAZ-2702 "Pony"
Car VAZ-2702 "Pony".
Way back in 1974. VAZ engineers began to create a compact cargo electric vehicle. Many interesting engineering solutions were combined in this car (from an ethyl alcohol heater to an aluminum frame made of pipes). However, field tests revealed a number of problems, such as a persistent alcohol smell in the car, spontaneous opening of the windows during movement, insufficient frame strength, and unreliable brakes. The car has been modified. However, it did not pass the second test either, and during the third crash test it completely fell apart right in front of the testers.
9. ZIL-118 "Youth"
Car ZIL-118 "Youth".
The well-known ZIL-111 looked like a real Soviet one for important people of that time. In the 60s, the engineers of the USSR set out to create a bead of the same level of comfort. And so the ZIL-118 "Youth" model appeared, which had a smooth ride and high-quality interior trim. In 1967 At the bus exhibition in Nice, the car received 17 awards at once. However, in mass production the car was never sent due to the high cost of the project. These cars were produced several times a year on special orders from the KGB, television, and as special ambulances. For the entire period, only 93 ZIL-118 "Youth" were produced.
10. MAZ-2000 "Perestroika"
Car MAZ-2000 "Perestroika".
In 1985 At the Minsk Automobile Plant, the development of the MAZ 2000 model began. In the process, a team of young engineers patented more than 30 new concepts, which are currently purchased by foreign companies and are used in the production of trucks. In 1988 the truck was demonstrated at the Paris Motor Show, where experts appreciated it at its true worth (gold medal for technical solutions). The collapse of the USSR prevented the launch of this decent car into mass production.
What do we know about the Soviet automobile industry? That many cars were borrowed from foreign companies. What lineups majority Soviet manufacturers were several times less than that of foreign companies. But not everyone knows what prototypes were created within the walls of the enterprises AZLK, VAZ, ZAZ, RAF, GAZ, etc.
In today's pre-release rating, we will consider 10 interesting developments of Soviet automakers. We focus your attention on the word "Soviet", that is, you will not see any conceptual roadsters-crossovers-coupes from VAZ, which periodically appear at auto shows over the past few years.
In the Soviet Union, the term "concept" was practically not used. More often one could hear "experienced" or simply "prototype". For today's rating we have selected 10 interesting developments Soviet-made, which never found their place on the conveyor. Many of you are not even aware of the existence of some of the participants in the proposed review!
10th place - GAZ-24-95 "Volga" Experienced (1974)
In 1974, only five copies of the all-wheel drive GAZ-24-95 were built. In the experimental off-road versions of the Volga, components and assemblies were used from a real SUV - the UAZ-469. An important feature all-wheel drive GAZ-24-95 was the lack of a frame. One of the five issued copies served L. I. Brezhnev in his hunting estate Zavidovo. The rest of the cars were sent for testing to the military and police in Gorky and the region.
GAZ-24-95 "Volga" Experienced (1974)
Serial production of this GAZ-24-95 never started. The design of the prototype cars was too complex and expensive. The plant was simply afraid of the lack of demand for the model. To this day, at least two "live" copies of this unique machine have been preserved.
9th place - VAZ-2103 "Universal" (1976)
In the mid-1970s, VAZ, together with Fiat, actively worked on the luxury modification 2101, which eventually received the name 2103. Already in 1974, when the pre-production “troika” in the sedan was ready, the Italians proposed to VAZ the “luxury station wagon” project. Initial guide Russian enterprise rejected this idea, but later returned to the five-door VAZ-2103 project.
VAZ-2103 "Universal" (1976)
In 1976, at the direction of the company's management, three VAZ-2103 Universal cars rolled off the assembly line. The purpose of the test machines was to check them for compliance with European requirements (it was planned to supply models abroad). Of the three assembled cars, one was transferred to AvtoVAZtekhoobsluzhivanie, the second was given to the Dmitrovsky auto test site, and the third sample ended up in the UGK VAZ Style Center. The station wagon did not go into mass production. The next station wagon after the VAZ-2102 in 1984 was the Quartet.
8th place - AZLK "Moskvich-408 Tourist" (1964)
Two prototypes of the Moskvich-408 Tourist left the Moscow AZLK plant in 1964. It was a kind of attempt to create an open-top modification of the Moskvich. This elegant convertible was based on the chassis and body parts of the serial 408 sedan. One of the two copies built had a body with aluminum exterior body panels, the other with steel.
Under the hood of one of the released convertibles was an engine from a sedan, equipped with an electronically controlled TsNITA fuel injection system. The 1.4-liter petrol engine developed 63 hp. With. and was able to accelerate an open car to a speed of 130 km / h. The prototype had a hard removable roof. It was planned to produce "Tourist" in small batches for export, but later the project was closed. To this day, not a single copy of this experimental convertible has “survived”.
AZLK "Moskvich-408 Tourist" (1964)
7th place - GAZ-18 (1955)
In April 1955, a directive was sent from the Central Committee of the CPSU to the GAZ plant, indicating the need to design compact car for invalids. In order not to make a primitive motorized carriage, the design of a small car at GAZ was approached no less seriously than the usual one. After making a test copy, it was tested by disabled people with various injuries. Model GAZ-18 received closed body(something even resembled "Victory").
GAZ-18 (1955)
According to the requirements, the engine of the car had to develop “about 10 hp. With.". GAZ specialists did not find anything more suitable than “cutting” a 4-cylinder power unit from Moskvich in half, receiving a 2-cylinder engine. It was installed at the back. To establish the production of a new model, funds were required, and MZMA (as the Moscow Automobile Plant was called from 1945 to 1968) and NAMI were already designing the Moskvich-444 (the future ZAZ-965). In 1958, the GAZ-18 project was closed, and the history of the unusual Russian small car ended. In total, two working copies of the machine were produced.
6th place - MZMA-403E-424E "Coupe" (1951)
On the chassis of the experimental model MZMA-403E-424E in 1951, two prototypes of a car with a two-door coupe body were built. It is noteworthy that in the same year, racing driver A. Ipatenko, speaking at the USSR championship driving one of these cars, took second place.
On the coupe for various competitions, either an experienced model 403 engine or a forced unit from the 400th was used. The last one had oil radiator and larger intake valves. Its cylinder head and intake manifold were cast aluminum and the valve timing was changed. Both experimental cars participated in various competitions and set several all-Union records.
MZMA-403E-424E "Coupe" (1951)
5th place - RAF-M1 "Roxana" (1990)
In 1990, the preparation of a minibus began in Latvia, which, according to the plan, was supposed to “be modern even in the 21st century.” The authorities of the Riga Bus Factory (RAF) praised the prototype in every possible way and even looked for investors to implement the project. On the prototype (factory index M1) there was a ZMZ-406 injection engine. This unit was the most modern in the Union at that time. The five-speed gearbox was borrowed from the UAZ models. steering rack and the amplifier for the prototype was taken from the Ford Transit.
RAF-M1 "Roxana" (1990)
In 1990, the minibus managed to make its first flight along Duntes Street in Riga. A year later, the RAF produced another prototype of the modern minibus M2 "Steels". But, unfortunately, due to lack of funds, both projects had to be frozen.
RAF-M2 "Steels" (1991)
4th place - ZAZ-970B and 970G (1962)
From 1962 to 1964, ZAZ actively worked on a new model with an index of 370, which was supposed to have three body options - a closed van, an open-body truck and a passenger (as they would say now) mini-van. In 1962, the first prototypes of the 970th model were made. The car received a short hood and outwardly slightly resembled the ZAZ-965. In the same year, the first copies of 970B and 970G were prepared at the plant, which did not have a hood at all.
ZAZ-970G (1962)
A 27-horsepower engine was installed on the model, which accelerated the car to 70-75 km / h. At the same time, fuel consumption during testing at the 970th was 7.5 liters per 100 km. Prototypes with various types bodies were tested near Zaporozhye, but experimental samples remained in the yards of the plant. Interestingly, the 6-seater ZAZ-970 is considered by many to be one of the first mini-van class cars.
ZAZ-970B (1962)
3rd place - VAZ-E1101 (1971)
They began to think about the creation of the first Soviet microcar in 1966. At the end of 1968, a small team of designers was given the task: it was necessary to develop a small car E1101 "Cheburashka" with front-wheel drive exclusively by domestic specialists.
VAZ-E1101 (1971)
VAZ-2E1101 (1973)
In 1971, the first copy of the E1101 with an engine was assembled in the VAZ experimental workshop. It was the first VAZ model developed without the help of the Italians, and the first front wheel drive car. A new 0.9-liter engine (50 hp) and a 4-speed "mechanics" were installed on the car. In 1972, tests of the novelty began. In 1973, the second series was born - VAZ-2E1101, which was created taking into account the comments of the testers. The third version of the VAZ-3E1101 was given to ZAZ, where it later turned into Tavria.
VAZ-3E1101
2nd place - IZH-19 "Start-Combi" (1975)
Hatchback IZH-19 "Start-Combi" was created by a young team as a "youth car". A feature of the car was a fashionable “hump” on the hood, implying a V-shaped “six” located in the engine compartment. Naturally, in this case The “hump” was rather for beauty, since no V6 was installed on an experimental IZH.
IZH-19 "Start-Combi" (1975)
The youth car was highly appreciated among young motorists, but seemed too "revolutionary" to the conservative management of the enterprise. After the release of several prototypes, the project 19 "Start-Combi" was closed. Perhaps it was in vain that he was abandoned. Not so much in the history of the Russian automobile industry production cars with such a striking eye-catching design.
"Arbat" received a transformable interior with swiveling front seats, which, in addition, adjusted the length of the pillow. The prototype had a multifunctional steering wheel and an electronic instrument panel. The plant had plans for mass production. Even a place was chosen where AZLK mini-vans would be assembled - the city of Sukhinichi, Kaluga Region. But at the end of 1991, the project was closed, and the model remained an experimental prototype.
AZLK-2139 "Arbat" (1990)
In addition to the prototypes included in the rating, there are enough other examples of interesting developments in the history of the automotive industry of the USSR. For example, VAZ-E2121 "Crocodile", which is the "grandfather" of the well-known Niva SUV. In 1976 the German Porsche company presented its version of the new model VAZ-2103 (upper photo). And the “seven” almost got in 1986 a “muzzle” in the style of the Volga. And how many interesting developments did GAZ have ... An experimental VM-1938 with a caterpillar structure instead of rear wheels, a high-speed Torpedo-GAZ SG2, which looked more like an airplane, a two-seater all-wheel drive concept M-73 (1955), several prototypes of the Seagull ... The list can be continue for a very long time. It is a pity that many promising projects of Soviet automakers were buried before they were born.
December 21st, 2017
I continue to acquaint you with interesting samples of the domestic automotive industry, which never saw the light of day. Perhaps some of them were a breakthrough, and perhaps they would not have saved the image of the modern Russian auto industry.
By the end of the 80s, the AZLK models that were in production were outdated both technically and in terms of appearance. Therefore, a new production car was needed. Moskvich-2143 called "Yauza" was supposed to be such a car.
In the early 90s, at the Lenin Komsomol Automobile Plant, first mock-ups were developed and built, and then a running prototype of a sedan with the most unusual in the history of the domestic automotive industry appearance- AZLK-2143 Yauza.
Let's find out more about this car...
Photo 2.
Under the cover
In the mid-90s, the AZLK museum, located next to the plant in a round building, which was popularly called the "flying saucer", was closed to visitors. However, in the summer of 1994, several retro car lovers who were engaged in old Moskvich cars managed to get into the museum, having agreed with its director Viktor Voronov. Examining the exhibits standing on the podium, the guests paid attention to two cars covered with a tarpaulin. Under the covers, the outlines of modern wedge-shaped bodies were visible.
Out of curiosity, the visitors decided to look under the covers. Under one was a cherry Pontiac Grand Prix CE Coupe of 1989 - this car was presented to the General Secretary of the Central Committee of the CPSU Mikhail Gorbachev in the USA. On the doors were the initials of the head of the Soviet state and his wife Raisa Maksimovna - MG and RG. Wanting to show the public that, unlike Leonid Ilyich Brezhnev, he does not collect cars, Gorbachev gave Pontiac to AZLK - they say, let the designers learn modern automotive engineering.
Under the second cover, which the museum guests began to lift from the side of the trunk, there was a red car, rear lights which resembled the Saab 9000. Uncovering the middle of the cabin, they found “something was wrong”, and when the tarpaulin was completely rolled up, they froze in amazement - the car that appeared before their eyes looked so unusual
With an eye on the future
In May 1988, Alexander Evgenievich Sorokin, chief designer Production Association Moskvich, whose head plant was AZLK, spoke at a meeting of the collegium of the USSR Ministry of the Automobile Industry with a report on the prospects for the development of the enterprise until 2000. It was about promising types of Moskvich cars - about new modifications base car AZLK-2141 "Lux", AZLK-2142 sedan in the "Norma" and "Lux" versions, a new family of gasoline and diesel engines, a seven-seater station wagon, a van and a pickup truck based on it, a search "car of the year 2000" with a multi-fuel engine.
Separately, it was said about the project of a promising base model of a passenger car of the third group of a small class. “Given that the technical design of the 2141 model was approved in 1982, in the middle of the 13th five-year plan, a transition to a replacement model with a completely new body is necessary,” Sorokin told members of the board. He also pointed out some features of the future car: “The body of the new model in the dimensions of the 2141 model should provide more spacious salon, to have C "within 0.25-0.28, a characteristic individual appearance ...". The expected date for mastering the release of the new base model was also announced - 1993.
When work began on promising car models at Soviet automobile plants, as a rule, several series of prototypes were built. The cars of the very first, "zero" series (sometimes it was the only copy, sometimes two of the same type) usually differed significantly from the "ready" car, which then went into production. The first sample has always been considered a sighting, a test of strength. On it, the designers checked the correctness
selected layout solutions, basic dimensions, performance of new units and assemblies. A typical example of the first series was just the AZLK-214E sedan, which was supposed to replace the "forty-first".
test of strength
The main work on the new car started at the turn of the 80-90s, in the midst of perestroika. Sorokin appointed Vyacheslav Grymov as the lead designer, Georgy Mikhailov as the lead on the body, Marat Elbaev, the lead exterior designer, who in the late 80s was actually the chief stylist of AZLK.
The terms of reference contained conflicting requirements. To reduce fuel consumption, it was necessary to radically improve aerodynamics compared to AZLK-2141 - and this despite the fact that the body of the "forty-first" was quite streamlined. But the authors of the body design again, as has happened more than once in the past, rested on the layout engine compartment with a high engine position and were forced to put up with a high hood.
Marat Antonovich Elbaev, an experienced designer who worked at the plant for about 30 years, proposed his solution. He made a high hood in the form of a rounded "lollipop", and gave a low windshield a spherical shape with smooth transition to the roof and windows of the front doors. A few years earlier, during the competition of alternative projects, Marat Elbaev presented his sketch of the exterior of the “car of the year 2000”, the future Istra, and on that sketch the pairing of the hood with the windshield was about the same.
The problem was that the windows of the front doors inevitably acquired a bend in two planes, and the technological capabilities of those years did not allow the windows to be lowered with such a complex bend.
However, colleagues from Gorky, faced with a similar problem on the promising Volga GAZ-ZYu5, found a solution: they made glass doors from two halves, with an opening window at the bottom.
At the turn of the 80s and 90s, there was an opinion among designers and designers that the usual sliding windows in the doors would soon become a thing of the past. You can maintain the microclimate in the cabin with the help of an air conditioner or an air conditioning system, which, as expected, will be included in the near future. basic equipment of any model, and lowered windows significantly impair the aerodynamics of the car and increase fuel consumption. Small vents at the bottom are necessary in order, for example, to hand over documents to the traffic police inspector or a ticket at the entrance to the parking lot. An interesting option proposed by the chief designer of AZLK A. E. Sorokin, a professional designer.
He decided to act even more radically than the specialists who worked on the GAZ-ZYu5, and Elbaev took up the implementation of his unusual idea. The side windows were “cut” at the level of the hood by a powerful horizontal beam, which became an integral part of the power structure of the doors and linked the lines of the hood and high trunk into one whole. Below this horizontal rib were opening windows. So the car acquired its unique appearance, which shocked everyone who saw it. The solid strip of taillights on the trunk above the license plate looked like a natural continuation of the line of lower windows, although it was this that gave the rear of the prototype some resemblance to Saab. In the same way, for the sake of unity of style, the lower tier of glass in the front doors repeated in miniature the rounded silhouette of the hood. On this lower "floor" of window openings, there was a place for vertical door handles.
The most unusual example
First, a 1:4 scale model was released, which the designers called the “quarter”. The technology of building models in the Art and Design Bureau has been improved over the years. Gone are plasticine and gypsum. Now, a polyurethane outer layer was sprayed over the frame of foam frames, which was then milled, obtaining a given shape of the body surface and detailing. As a result, a high quality outer surface was quickly formed, which did not even need to be trimmed with putty.
In addition, in the early 90s, when creating the A3 / 1K-2143 body, mathematical models developed on a computer in the recently organized department of machine design at UKER were already used. The Body Bureau was engaged in the transformation of a bold design idea into "iron" running samples. The details that made up the front part were designed by Alexander Nesterov, the back elements were designed by Nikolai Androsov, the design of unusual doors was created by Anatoly Tsebriy. Georgy Mikhailov, the leading body designer himself, worked on the sidewalls, and Valentina Belova prepared the floors. At one time, Belova participated in the transformation of the M-402 sedan into the M-423 station wagon and reshaped the M-407 spars into the M-403.
It was Mikhailov who was responsible for the manufacture of all the unusual body glasses of the M-2143. He collaborated with subcontractors from the Scientific Research Institute of Technical Glass (NITS), from which Alexander Fedotov, the best bending specialist in the USSR, supervised the work. Together, Mikhailov and Fedotov created non-hardened thin glasses, top non-drop and bottom drop glasses, the strength of which was achieved by ion strengthening.
Years later, Mikhailov recalled that he did not like the "two-story glass" from the very beginning. Nevertheless, he conscientiously brought Sorokin's idea to life by creating an unusual prototype glazing. In addition, Mikhailov and Tsebriy tried on AZLK-2143 a new design of doors with closed flanges for the early 90s, which they spied on Citroen - such doors could well be equipped with ordinary windows with the usual power windows.
When it came to the construction of "iron" running models, everything did not go as smoothly as on the layouts. The transitions between the double windows and body panels are somewhat rough.
I had to abandon the original oval headlights, straightening their edges - there were difficulties with the selection of optics. But, in the end, it was just a prototype of the earliest, "zero" series, created for the speedy verification of technical and design solutions.
As a result of the design work, it turned out to be a difficult and in many ways controversial car. But if he were presented to the public in Russia or abroad, he would certainly not leave anyone indifferent.
As conceived by the designers, the taillights and the lower “floor” of the windows were combined into one
Bio style interior
While Sorokin and Elbaev were engaged in the appearance of the car, the second leading designer, Konstantin Gromadzkiy, was working on the interior of the cabin. Gromadzky was young, but already quite an experienced and versatile specialist. He started as a “home-made man”, went through the difficult school of building the Arbat minivan, worked on landing models of a multi-seat cabin in Italy and the “luxury” interior of the AZLK-2142 sedan. Gromadzky was assisted by an experienced specialist in salons and ergonomics Leonid Leonov. Gromadzky and Leonov worked out their ideas on the so-called "fronts" - models that started from the engine shield.
The most original idea was the principle of installing a combination of instruments. The standard equipment of the car of the 90s should have included a height-adjustable steering column. Gromadsky decided that together with the steering wheel, the entire “visor” with instruments should move up and down. As a result, the distance between the steering wheel and dashboard at any position of the column it turned out the same, at no time did the steering wheel overlap the instruments. In addition, the main switch keys were placed on the visor, and when adjusting the column, the distance from the steering wheel rim to the keys did not change. Although digital instrument clusters, similar to the then fashionable electronic watches, were tested on “front” models, in the final version the instruments remained traditional, pointer, but with a modern scale arrangement for the 90s.
In guise dashboard and AZLK-2143 consoles were dominated by round and oval elements that personified the biodesign style that was included in the 8th fashion. This is clearly visible in the rounded outlines of the steering wheel hub, ventilation grilles, door handles, “windows” for hours, buttons and keys. The elaborate form of the so-called door cards allowed to make the interior cozy, despite the low divided windows. At the bottom of the console was a new device for that time - an on-board computer. The only compromise can be called the Bylina serial radio receiver, which was taken from the usual "forty-first" to save time.
Photo 10.
Motor of Hope
On the AZLK-2143 car, it was supposed to use engines that were supposed to be produced at the new AZLK engine production under construction in Moscow. No modifications of the new model with Ufa engines (and even more so with VAZ ones) were planned. In terms of engine production, AZLK was completely dependent on the Ufa Motor Plant for many years, so modifications of the M-412 engine never got into serial production. The launch of a new engine plant on the “new” territory in Moscow allowed AZLK to return control over the production and modernization of engines. Through the efforts CEO AZLK V. P. Kolomnikov in 1986, the Council of Ministers adopted a resolution on the creation of the production of engines within the framework of the Moskvich software. Work on the design of new families of gasoline and diesel engines went on throughout the first half of the 80s. In 1985, the development of a promising family of engines began, which was supposed to be produced by the Moscow engine branch.
A completely new engine, which was created by Yuri Ptashkin, Viktor Borisov, Anatoly Chernomordik, Nikolai Khitroye, Ibrahim Kamaev and other designers, did not retain structural and technical continuity with the M-412. As an alternative, “on a competitive basis”, a technical design of the engine created at VAZ (designers Leonid Novikov, Mikhail Korzhov and others) was considered. But the AZLK version won in many respects: it was more modern in design, more technologically advanced in production, cheaper to master, and consisted of fewer parts. Compared to the M-412, it was a return from an aluminum block to a cast iron one, from wet shells to a solid one-piece block. Camshaft located, of course, in the head and was driven by a toothed belt. At first, the designers prepared drawings for the most labor-intensive parts: block, head, crankshaft, pistons.
The base model of the engine with the index "21414" was a gasoline, carburetor, 8-valve, displacement of 1.8 liters (cylinder diameter 82 mm, piston stroke 85 mm). Several modifications were envisaged, the indices of which sometimes intersected with the indices of promising cars and chassis. Petrol "21415" was different port injection, the 16-valve "21416" had the same power system. Diesel engines were also envisaged - one naturally aspirated, the other turbocharged and intercooled. Working volume gasoline engines could be 1.6,1.8 and 2.0 liters with a possible increase to 2.2 liters. Diesels were planned 1.8- or 1.9-liter.
By the end of 1986, the first samples were built: a 1.8-liter carburetor and an atmospheric 1.9-liter diesel engine (cylinder diameter 80 mm, piston stroke 89.5 mm). Both engines on stands were demonstrated at the Ministry of the Automotive Industry. Subsequently, in the course of design work, three series of samples appeared, and about 2000 parts were manufactured to set up production. The motors were designed without focusing on any foreign analogues It was 100% in-house development. True, imported components were used: diesel fuel equipment, turbocharger, all injection components, converter. Under the hood of the red prototype, AZLK-2143 took its place carbureted engine"21414" of the third series.
As a basic model of the AZLK-2143 family, it was originally designed not front-, but all-wheel drive vehicle
original solution
As a basic model of the AZLK-2143 family, not a front-wheel drive, but an all-wheel drive car was originally designed. Abroad, in the late 80s and early 90s, not off-road, but ordinary 4 × 4 passenger cars became more and more widespread. Obviously, under the conditions Russian roads an all-wheel drive vehicle is more competitive. The standard AZLK-2141 gearbox was still taken as the basis for the transmission of a new generation all-wheel drive vehicle, supplementing it with torque transmission units to the rear wheels.
The conversion of AZLK-2141 into an all-wheel drive vehicle began long before the design of AZLK-2143. In 1984-1986, the development of the 4 × 4 transmission was already in full swing. This direction was opened by an experienced designer Lev Smorgonsky, who came to the plant in the early 50s. Decades later, he became the lead designer of the AZLK-2141 gearbox.
It should be noted that the AZLK-2141 car itself in the 70s was practically “built around the transmission”. The front-wheel drive provided for a gearbox and final drive in one crankcase, and the fundamental possibility or impossibility of installing a large M-412 engine under the low hood of a car with a modern wedge-shaped silhouette depended on the correctly chosen layout of this entire unit. At first, the M-412 engine could not be placed at a low altitude - this was hindered, first of all, by the gearbox layout. The problem was solved in 1977, when it was decided to install the primary and secondary shafts of the box in a horizontal plane: not one above the other, as in ordinary boxes, but side by side. Such original solution was invented by a young designer of the design bureau of the general layout, Lev Zheleznyakov.
In the mid-80s, with the lead designer Lev Smorgonsky, many options were proposed for installing a center differential and various designs of this unit on the AZLK-2141 box. Some existed only in drawings, others were made in metal and tested on cars with a "forty-first" or "forty-second" body. The differential was designed by Yu. Stepakov, A. Novichkov, D. Dorofeev and other designers. In the end, the transmission design bureau, headed by Vladimir Dlugokansky, managed to create a workable design.
In the final version, it was necessary to change by several degrees (compared to the front-wheel drive car) the inclination of the entire power unit relative to the vertical axis. The modification of the 4 × 4 chassis recommended for production included a self-locking differential, a separate rear gearbox assembly in combination with an independent rear suspension on oblique arms and open axle shafts. The first production car with a set of 4 × 4 units was supposed to be AZLK-21416 with a hatchback body and the appearance of a serial AZLK-2141. A transmission of the same type was installed on the AZLK-2143 prototype. Interestingly, this transmission eventually ended up on the conveyor. In 1999-2001, such all-wheel drive units were equipped with a small number of serial elongated sedans "Prince Vladimir" and "Kalita" AZLK-2144, as well as pickup trucks AZLK-2344.
Another interesting feature of the AZLK-214E was the ventilated disc front brakes. From the brakes stock car they differed in completely original caliper parts, but assemblies of ventilated brakes were interchangeable with standard AZLK-2141 brakes. Prototypes of such mechanisms were also run in machines "in a serial body"
unknown cars
The set of running samples was approximately the same as that of the C1 model in the 70s. According to various sources, three or four samples of AZLK-2143 were manufactured (possibly three cars and one body). Only one red car was fully equipped. Other samples were the so-called "mules", the carriers of the aggregates, which were promptly transferred to the testers. They lacked trim. Seats and instruments were used from serial AZLK-2141. Cars made in 1993 were still quite raw. Each of the departments of the UKZR successfully coped with its area of work.
The bodybuilders and designers had an unusual body and a modern interior. Engineers have a new family of engines, aggregators have a proven four-wheel drive and safe ventilated brakes. But it was not possible to collect all this together and turn it into a well-functioning mechanism. There were many “inconsistencies” in the experimental car: for example, the under-engine frame, on which the entire power unit was hung, had to be recognized as frankly unsuccessful. But for the first prototypes of the "zero series" this is a common occurrence. Unfortunately, the circumstances in the early 90s were such that finishing work and the construction of new models had to be abandoned.
The plant entered market relations with a mass of unresolved problems: the AZLK-2142 sedan has not yet been mastered, the construction of the engine plant has not been completed. The most annoying thing is what motor production it was almost ready - it took quite a bit to complete the equipment and start producing engines.
In 1994, the chief designer of AZLK A.E. Sorokin was replaced by A. V. Kulikov. His team found it inappropriate to start a family of new cars with a sedan - in this sector of the market there was
the toughest competition. As a new base model, a five-door all-metal compact van was adopted, an analogue of those that appeared later Renault cars Medape Scenic, Opel Zafira or Citroen Xzoro Picosso. The dimensions of its body were calculated by carefully measuring all the passages, alignments and bottlenecks on the existing conveyor so that production could be started without breaking anything in the production chain. Such a car attracted the bulk of buyers of "Moskvich" "forty-first" family - practical
car enthusiasts, summer residents in the snow”, private taxi drivers who needed a small and not very expensive car with the most spacious interior.
Compared to the AZLK-2141, the price of the future compact van increased just enough to not scare away potential consumers and at the same time make the product quite profitable for the plant. Design work on the new universal AZLK-2143 was stopped by his order, who took the post of director of the plant R. Asatryan.
Producer: AZLK / OAO Moskvich
Plant: AZLK (Moscow, Russia)
Other name: Moskvich-Yauza
Design Body type: sedan
Layout: front-engine, front-wheel drive
front-engine, all-wheel drive
Gearbox: 5-speed
Engine
Own development of AZLK
Characteristics
Dimensions Length: 4710 mm
Width: 1690 mm
Height: 1400 mm
Wheelbase: 2780 mm
| Moskvich-2143-Yauza | |
| Specifications: | |
| body | closed, sedan |
| Number of doors | 4 |
| number of seats | 5 |
| length | 4710 mm |
| width | 1690 mm |
| height | 1400 mm |
| wheelbase | 2780 mm |
| front track | mm |
| rear track | mm |
| ground clearance | mm |
| trunk volume | l |
| engine layout | front longitudinally |
| engine's type | 4-cylinder, gasoline, carburetor, four-stroke |
| engine capacity | 1800 cm 3 |
| Power | 95/5800 hp at rpm |
| Torque | N*m at rpm |
| Valves per cylinder | 2 |
| KP | five-speed manual |
| Front suspension | independent, spring-loaded, with swinging telescopic struts on wishbones with anti-roll bar |
| Rear suspension | dependent, lever-spring, with two longitudinal elastic lamellar levers welded to an elastic transverse beam, with a stabilizer inside the beam and a transverse rod or independent with swinging axle shafts |
| shock absorbers | hydraulic, telescopic |
| Front brakes | disk |
| Rear brakes | disk |
| Fuel consumption | l/100 km |
| maximum speed | km/h |
| years of production | 1991 |
| type of drive | front or full |
| Curb weight | kg |
| acceleration 0-100 km/h | sec |
Here is another interesting model...
sources Special thanks to the user andro12 for help
We all love our auto industry very much, we don’t have a soul in it. But at the same time, many of us are not aware of the opportunities that Soviet engineers and designers were endowed with. And the possibilities were almost limitless.
Here I have compiled a list of rare, unique and simply unusual Soviet cars that you will never see with your own eyes.
I am proud of the Soviet engineers and resent the Soviet officials, who spoiled a lot of promising developments.
And what technological backlog was lost as a result of Perestroika is simply incomprehensible to the mind.
I promise it will be interesting.
Let's start with government projects in the automotive industry.
PROTOTYPES
GAZ-62 - our answer to the Americans
GAZ-62 (1952) - a prototype of an army off-road vehicle, created to replace the Dodge 3/4, which had proven itself in the army during the war (which was supplied to the USSR under lend-lease).
The car had overall dimensions of 5000x2100x1800 mm and wheelbase size 2850 mm, was designed to carry 12 people or 1200 kg of cargo, the maximum speed of the all-terrain vehicle was 85 km / h. A 6-cylinder 76-horsepower engine was used as a power unit.
A number of progressive solutions for that time were used in the design of this car: to prevent the ingress of water, dirt and sand, the drum wheel brakes were sealed, rubber pads in the seals of the springs reduced the amount of maintenance. The all-terrain vehicle was distinguished by comfort: there was a powerful heater with a windshield blower, and rear springs possessed variable rigidity, providing high smoothness of the course.
In addition to the main passenger version, a cargo modification of the car was also developed - GAZ-62A with an enlarged body and a horizontal spare wheel.
GAZ-62 passed all the necessary tests and in 1958 was demonstrated as a promising model Gorky Automobile Plant at the All-Union Industrial Exhibition in Moscow (later - VDNKh), but for unknown reasons it was not put into production.
ZIS-E134 layout No. 1
In the summer of 1954, the newly formed VMS ZIS, which initially numbered only 20 people, was given the task of creating a fundamentally new medium multi-purpose four-axle (8 × 8) ultra-high cross-country vehicle (aka high-speed artillery tractor ATK-6) with a carrying capacity of 5-6 tons.
Since there was no experience in the development of such machines, in order to study the issues of increasing the cross-country ability of wheeled vehicles, as well as to assess the influence of individual design parameters on the cross-country ability, during July-August 1955, an experimental four-axle (8 × 8) truck ZIS-E134 layout was built No. 1.
Experienced ZIL-E134 proved its worth. Practically not inferior to the caterpillar tractor in terms of cross-country ability and traction, it had a number of significant advantages - higher speed on the highway and a running gear resource, cheaper operation. The tests carried out made it possible to identify the directions further research. Both the developer and the customer wanted to see a more advanced machine. According to the requirements of the military, its carrying capacity was to be at least 6 tons, the weight of the towed gun doubled. Nevertheless, the invaluable experience gained in the design, construction and testing of the ZIL-E134 layout No. 1 gave confidence in the successful completion of the new task at a high technical level.
ZIS-E134 layout No. 2
In order to determine the parameters and constructive solutions on April 9, 1956, a prototype 8 × 8 ZIS-E134 layout No. 2 was built. It differed from its predecessor in a displacement body, the absence of an elastic wheel suspension (based on the experience of testing the ZIS-E134 model No. 1), the presence of a water cannon (not installed immediately) with a swivel nozzle that performs the functions of a water rudder. The water jet impeller was borrowed from the PT-76 tank. By power plant, transmission, propulsion and control system new car did not differ from the ZIS-E134 layout No. 1.
MAZ-505
MAZ-505 (1962) - experienced four wheel drive truck with an onboard platform, created for the army. This model did not go into mass production, most likely giving way to another novelty of those years - the GAZ-66.
ZIL-132R - super truck for the agricultural industry
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The machine, created under the leadership of the chief designer A. I. Filippov in the department of the chief designer of the ZIL, headed by V. A. Grachev, had a number of interesting features. The chassis had a uniform placement of three (2100 + 2100 mm) axles along the base, the power unit (ZIL-130 engine, boosted to 165 hp) with a clutch and gearbox was located between the first and second axles, and a fiberglass cabin with steel doors - in front of the engine. The transmission was carried out according to the n-shaped scheme, that is, with on-board distribution of the power flow so that the wheels of each side had a rigid (non-differential) kinematic connection with each other. The double-disk clutch was supplied with a hydraulic drive, and a mechanical 5-speed gearbox - remote control. Cylindrical side differential transfer box equipped with a locking mechanism. A power take-off mechanism with a hydraulic pump was mounted on the gearbox to drive a tipper body or fertilizer application equipment.
The change in direction of movement was provided by turning the front and rear steered wheels due to hydraulic system no rigid connection between front and rear controlled axles. Tires 16.00-20 with a diameter of about 1400 mm were installed on the car, which, in combination with an independent suspension, provided a ground clearance of 480 to 590 mm, a centralized tire pressure control system and ventilated disc brakes with a double-circuit hydraulic drive, which were not located in the wheel hubs, but on the final drives of the front and rear steered wheels. Among the serial trucks ZIL-132 R at that time there was no equal. Moreover, the cross-country performance of the car was so high that it freely competed, and in many cases surpassed caterpillar tractors used in the countryside.
But the car was built in a single copy.
ZIL-E167 - snowmobile off-road
ZIL-E167 (1963) - experimental wheeled all-terrain vehicle terrain, designed for use in conditions complete off-road under adverse climatic conditions. The machine was created using components and assemblies from the 135L chassis, which was practically ready by that time, the frame of which was additionally reinforced.
The super all-terrain vehicle was driven by two ZIL-375 engines of 118 hp each. each, the power was transmitted according to the onboard circuit. The engines were placed at the rear, for better cooling, air intakes were provided on the sides of the body. Huge wheels, shod in tires with a dimension of 21.00-28 and a diameter of 1790 mm on unique fiberglass (!) Prefabricated disks with metal elements, weighed almost three times less than their metal counterparts. The ground clearance of the car with these wheels was 852 mm, the bottom was covered with steel sheets to protect the units and better glide through snow and mud.
The cabin of the driver and passengers was also made of fiberglass; longitudinal seats were installed in the cabin. The cabin, borrowed from the ZIL-135L, and the interior were heated by independent heaters. Among other things, a winch with a pulling force of 7 tons was installed on the machine.
Suspension corresponded to that of 135L, drum brakes were actuated by a hydropneumatic system. During the tests, the car proved to be excellent, the maximum speed in winter on the highway was 75 km / h, on virgin snow 10 km / h. However, the all-terrain vehicle did not go into series, because due to the complexity of the transmission design, it was inferior in terms of maintainability to the GT-1 tracked tractor.
ZIL-49061
ZIL-49061 is a three-axle all-wheel drive floating vehicle based on the ZIL-4906 all-terrain vehicle. It is part of the search and rescue complex "Blue Bird".
These amphibians were equipped with ZIL-131 engines with mechanical boxes gear; applied independent suspension all wheels, two propellers; the front and rear wheels were made steerable, and the connection between the two was provided by a hydrostatic servo drive, due to which the rotation of the rear wheels begins after the front wheels turn by an angle of more than 6 °. The solution for the brake mechanisms was very non-standard: they were disc brakes, but they were not located in the wheels, but in the body of the car.
The machines of the 490 complex have successfully passed the tests and have been mass-produced for many years. These "Blue Birds" are still serving in the Military Space Forces. There is no replacement for them. Two 4906s were sent to Germany during the floods that swept over it in the summer of 2002, where they were used very effectively to evacuate residents from flooded areas. In Europe, there was nothing like it, which caused the Germans a feeling of admiration and outright envy.
In addition, the Blue Bird complex included ZIL-2906.
ZIL-2906 is a rotary auger snow and swamp vehicle carried on a cargo ZIL-4906. After the improvement, he received the index 29061.
The swamp vehicle was equipped with two VAZ rotary piston engines with an onboard transmission scheme, the body and augers were made of aluminum alloy, and the cabin was made of fiberglass.
To this day, no other country in the world has such a unique complex, which, thanks to the ZIL-29061, has almost absolute all-terrain capability.
ZIL-4904
The auger snow and swamp all-terrain vehicle ZIL-4904 was built in 1972 and is the largest in the world. Payload- 2.5 tons. However, he developed a very low speed - 10.1 km / h on the water, 7.3 km / h in the swamp, 4.45 km / h on the rafting, 10.5 km / h on the snow.
Lightweight hollow or filled with a polymer (for example, foam) augers allow the machine to float on water, cross such dead places where any wheel and tracked vehicles. However, since the augers are made of a hard material, usually non-ferrous metals, an auger-rotary all-terrain vehicle is completely unsuitable for paved roads. On asphalt, concrete and even rubble, such a car will have to be transported on a tow truck.
VAZ-E2121 "Crocodile" - an early prototype of the legendary Niva
VAZ-E2121 "Crocodile" (1971) - an early prototype of the experimental VAZ-2121, with a frame and an open body, switchable front and rear axles. IN further design The car was almost completely changed, only two prototypes of this model were produced.
AZLK-2150 - a prototype of the off-road Moskvich
AZLK-2150 is a light SUV from AZLK, created in the USSR in 1973, as part of a project to create a compact comfortable SUV. The aggregate part of the prototype was unified with the M-2140 model, which was planned for production at that time. In total, two prototypes of the M-2150 were created with canvas and hard tops.
The Moscow SUV turned out to be different in concept from the Niva, closer to the "classic" SUVs - with a separate spar frame, continuous axles and stiff springs. In the competition of three plants (at AvtoVAZ - the future VAZ-2121 Niva, and at IZH-mash - Izh-14), AvtoVAZ won, having managed to create the most comfortable and competitive on the world market, although less "off-road" design.
The military department became interested in the M-2150 prototype, formally an order was received from the Ministry of Defense for the production of 60 thousand vehicles per year at a plant in the city of Kineshma, but the matter never came to production.
VAZ-E2122 - army SUV from Tolyatti
VAZ-E2122 (1976) - the first version of an experimental, floating off-road vehicle, developed by order of the USSR Ministry of Defense (initially, the project was created on the plant's own initiative). The car was designed using components and assemblies of the civilian VAZ-2121 Niva car, which was being prepared for production at the same time.
The E2122 differed from its counterparts primarily in its original design, which did not give out an amphibian in it, small size and maneuverability (for example, the turning radius on water and land was practically the same). The sealed body allowed the car to move through the water at a speed of 4.5 km / h by rotating the wheels. The 1.6-liter engine, permanent all-wheel drive, contributed to the good maneuverability of the car (on land and on water), which was not inferior to the “old man” UAZ-469 at all. From UAZ (for the purpose of unification), the prototype got a winch and a tow bar, at the request of the military, the bumpers were made as flat as possible, with lights recessed into them so that a car stuck in front could be pushed, the windshield and side door frames folded. In addition, the "jeep" was equipped with two gas tanks, and the body structure provided for the installation of a stretcher.
On the first version of the car, the awning did not have side windows, but during the tests it became clear that rear visibility was sorely lacking and they were included in the design. However, the tightness of the body was badly affected by the temperature regime of the "Nivovsky" units, as a result of which they quickly failed, the light body could not withstand serious loads. But the customers still liked the prototype, it was decided to continue work and design the second version of the jeep.
VAZ-2E2122 - the second version of the floating jeep
VAZ-2E2122 (1977) - the second version of the floating SUV for the army, created on the basis of the E2122 prototype. On this prototype, the VAZ designers tried to take into account all the wishes of the military department and get rid of the shortcomings of the first version: overheating of the engine and transmission, breakdowns in the exhaust system, poor visibility, and also worked out several other important points, such as the ability to start at low temperatures.
UAZ-452K - triaxial loaf
UAZ-452K (1973) - an experimental sixteen-seater bus with a 6x4 wheel arrangement. Based on this bus, Medea resuscitation vehicles were developed for the needs of Georgian mine rescuers. There was also a variant with a 6x6 wheel formula, later in Georgia a small-scale production of reanimobiles was established from 1989 to 1994, approximately 50 units per year.
But this project was not buried - the car was produced from 1989 to 1994 by the Vezdekhod cooperative from the Georgian city of Bolnisi.
ZIL-4102 - the prototype of the last "membership"
ZIL-4102 is a promising limousine that was supposed to replace the outdated five-seater ZIL-41041 sedan. In 1988, the sixth ZIL workshop produced two prototypes of the car. The fundamental difference between the new model and other Soviet limousines was the lack of a frame, in connection with this, the ZIL designers had to do a lot of work to reduce vibrations load-bearing body. The new sedan was half a meter longer than the Volga, and weighed half a ton less than the ZIL-41041. Roof and floor panels, trunk lid, hood and bumpers were made of fiberglass.
NAMI-0284 "Debut" (1987)
A car - a concept car, as they wrote then, "of an especially small class", was built with the prospect of using some solutions for a serial ZAZ car.
The original body was good aerodynamics(drag coefficient Cx - 0.23). The Oka engines (VAZ-1111 and VAZ-11113) were installed on the car, and the MeMZ-245 was installed on a later version with a slightly modified finish ("Debut-II"). They also planned to test a car with turbocharged VAZ-11113 and MeMZ engines with a 16-valve block head. "Debut" was equipped with an electrovacuum clutch, a cruise control system.
AZLK 2142 "Moskvich" - an experienced sedan
AZLK 2142 "Moskvich" (1990-96) is an experimental sedan created on the basis of AZLK-2141 and presented to the general public in 1990. The car was fully tested and practically ready for production, it was planned to send the car to the conveyor already in 1992, equipping it with a new Moskvich-414 engine.
After the collapse of the USSR, the death of the then general director of AZLK V.P. Kolomnikov, these plans were not destined to come true, but with various engines the prototype was assembled for several more years. Moreover, a car that did not actually exist later served as the basis for the small-scale models "Prince Vladimir" and "Ivan Kalita" produced in small batches.
Project "Istra"
AZLK-2144, "Istra" - experienced car AZLK plant, created in the mid-late 1980s. It was made in a single copy around 1985-88, never mass-produced.
Notable for a number of unique solutions, including - duralumin body without a central pillar; two wide side doors opening vertically upwards; diesel, rapeseed oil powered; night vision device and indication of instrument readings on windshield; unique automatic transmission.
Istra was ahead of its time in many ways. At that time, this machine was much superior to its predecessors.
The only model sample, previously kept in the AZLK museum, is now in the museum on Rogozhsky Val in Moscow.
UAZ-3170 Simbir
In 1975, at UAZ, under the chief designer Startsev, development began, and in 1980 a demonstration model of a "car general purpose off-road" UAZ-3170 "Simbir". The car had a ground clearance of 325 mm and a height of 1960 mm - both parameters differed from the "469th" (215 and 2050 mm). The suspension was dependent spring.
Alexander Sergeevich Shabanov was the lead designer of the GAK theme and the head of the test group. Military samples of the machine were tested and protected by the project in the Moscow Region in 1982-1983.
Subsequently, according to the results, the second version of Simbir was born - UAZ-3171 (1985-1987).
Simbir 1990 army
Simbir 1990 civil
NAMI-LuAZ "Proto" - the ghost of a Russian country road
NAMI-LuAZ "Proto" (1989) - a prototype created in the Leningrad branch of NAMI as part of a competition announced by the Ministry of Autoselkhozmash, a team of designers and designers led by G. Khainov. The body was a metal frame, on which were hung plastic panels, which simplified the repair, improved the performance of the car.
As power plant the MeMZ-245 engine from Tavria was used, the transmission was developed almost anew: non-switchable cardan gear, gearbox driving and connected front axle (without transfer case). Gearbox, power take-off on front-wheel drive, front main gear were collected in one block. Front suspension independent (McPherson), rear dependent (De Dion). The motor, along with the front suspension and radiator, was mounted on a removable subframe, which facilitated the repair and assembly of the car.
Salon "Proto" is designed for four passengers, the seats have been transformed, forming a single bed. The rear part of the roof was removed, it was possible to install an awning.
In parallel with Proto, LuAZ developed its own version as part of the competition future car which had significant differences.
LuAZ 1301 (1984/88/94) is a prototype of a light SUV, which was supposed to replace the outdated 969M model on the conveyor. The first version of the car was designed back in 1984 and was the same 969M with a new body. The 1988 prototype was different frame-panel body(steel frame and plastic panels), pneumatic elements in independent spring suspension, allowing you to change the ground clearance. The upgraded MeMZ-245 engine from Tavria was used as a power plant.
The drive of all wheels is permanent, the transmission had a lockable center differential. The roof and sidewalls were removed, making it easy to turn a jeep into a pickup truck, a version with soft top. The rear door of the car was made of two sections - upper and lower, spare wheel and a set of tools were placed in niches under the front seats, thus completely freeing the luggage compartment.
But for unknown reasons, not a single version of the machine was chosen, and a year later it was completely out of time for prototypes.
MAZ 2000 "Perestroika"
Brilliant name. Well, it just delivers wildly.
MAZ 2000 "Perestroika" (1988) - prototype main truck, which was distinguished by an original modular design: most of the units were located in front - the engine, gearbox, drive axle and steering. If necessary, any of the "passive" bogies was replaced by a similar set of units, allowing you to build road trains of any length and carrying capacity.
It was the first soviet car designed specifically for truckers. In the autumn of 1988, at the Paris Motor Show, this design was highly appreciated, but the prototype never got into production, for obvious reasons.
The wrong country was called Honduras.
Of course, this is not the whole list. There were still a lot of interesting projects that remained in single copies. And even in the form of drawings.
Why were these projects not implemented? There are reasons for that. The Soviet system, again, was imperfect, it often gave rise to brilliant projects and revolutionary ideas, but immediately killed them.
What happened in our time with many of these exhibits?
HOME-MADE CARS
Why not? If you have a technical education, cooks a bowler hat, and claws do not grow from your ass - so why not build your own car?
In the USSR it was quite possible.
In the 1960s, the well-known magazine Tekhnika-molodezhi led the movement of amateur automotive industry in the USSR. For 20 years, on the pages of the magazine, on TV screens, during many car runs around the country, the eyes of millions of readers and viewers have appeared dozens self-made cars. A huge thing in the popularization of the amateur car industry in the 80s was the transfer "You Can Do It" (computer), which enjoyed popular attention. For each 45-minute broadcast, television received up to half a million letters (!!!).
Of all the projects of that time, I selected the most interesting ones.
"Pangolina"
Like the first products of Ford and Benz, the legend of the Soviet author's automotive industry - "Pangolina", was designed and built by almost one person. Alexander Kulygin. Unlike the amusing “Shelf” or “Ant”, Kulygin’s “Pangolin” was a full-fledged car, created by an experienced and talented designer.
The main structural material of the body was fiberglass. Work on the creation of the Pangolin body began with the formation of a master model - a plywood base for fiberglass. The main operations were carried out in Moscow. After Kulygin left for Ukhta, the master model was destroyed. The process of adapting the body to the chassis of the VAZ penny took place in the city of Ukhta. The original engine from the VAZ 2101 was used as the engine - a forced alternative to the planned boxer engine, which never appeared in the final cut of Pangolins.
Experts claimed that Kulygin was inspired by the Lamborghini Countach sports car. This is indicated by the shape of the body and the original design of the mechanism for opening and closing doors - implemented in the form of a movable cap that captures part of the roof. A periscope prism was used as a rear-view mirror.
