You can scold the Soviet auto industry as much as you like for the fact that the same cars have been produced for decades, but that's just not the fault of the designers. They constantly gushed with ideas and were not afraid of internal competition. Recall the unusual modifications of well-known models that were never given the green light.
~ 1936 ~
Create an incredible cross-country vehicle, successfully pass all state tests with it, wait for the model to be adopted, and then ... achieve the cancellation of all these decisions. This is madness? It's GAS!
Vitaly Andreevich Grachev, one of the greatest automotive designers, dedicated his whole life to creating an all-terrain vehicle. First on GAZ, then on ZIL. One of the stages of this path was the experimental GAZ-21. Six wheels, four of which were driving, additional wheels on the bottom that helped roll over bumps, spare wheels that allowed you to move off vertical walls - is it necessary to say that the “twenty-first” amazed the imagination with its cross-country ability? The military rejoiced, because they needed just such a car. But Grachev had already created an all-wheel drive four-wheeled "Emka", the patency of which was even higher: it was she who went into the army.
The all-terrain vehicle borrowed the rear bogie from GAZ-AAA. Subsequently, domestic cardan joints were replaced with imported ones.
The GAZ-21 chassis was to become the basis for the BA-21 armored car. He, like the pickup truck, was made in single copy. The army had to start the war on the BA-20, built on the chassis of the usual "Emka".
From this plan, small additional wheels on the bottom and spares are clearly visible, which are rear clearance machines and increasing the geometric cross.
Despite the excellent "geometry", large wheel crossing angles and a high-torque motor, another pair of driving wheels was still missing. On really difficult ground, you had to put chains on the drive axles.
On the basis of the GAZ-21, the GAZ-25 sedan was built, which had seven seats: five in the cabin and two more in the folding "mother-in-law's seat". Considering that the number of wheels has increased, there are also more spares - two.
AZ-12A Phaeton
~ 1949 ~
As you already understood, we love ZIM. Because it is big, beautiful and innovative. But, alas, the most beautiful version of the GAZ-12, the phaeton, did not reach the conveyor. Even if its massive top had to be lifted manually, even if the roofless load-bearing body was bursting at the seams, and the power of the 90-horsepower engine was desperately lacking for the heavier car. But the phaeton was damn attractive!
Open cars were shown to Stalin along with closed ones and received the approval of the leader. But the tests that took place both in Moscow and in the Crimea turned out to be much more merciless than Joseph Vissarionovich - the car did not go into production.
The open ZIM was a real phaeton without side windows. This photo clearly shows the celluloid tie-down windows.
Already in the course of testing, the side windows were made of glass, but they still had to be installed separately. Thanks to the rigid roof frame, the silhouette of soft-top and hard-top cars was almost indistinguishable.
During tests in the Crimea, the phaeton also visited Artek. The enthusiasm of the pioneers knew no bounds!
Fortunately, one of the two prototypes has survived to this day. Interestingly, over time, the number of phaetons even increased: in the regions, ZIM was handicrafted into ceremonial cars.
GAZ-12V and GAZ-12G "Seagull"
~ 1956 ~
No, we did not make a mistake with the number when we printed the model name. It’s just that in the 1950s, new models were created in Gorky as quickly as in Detroit. In the Soviet automotive industry, it was not customary to scatter resources: you are either busy improving an existing model, or working on a promising one. But the indefatigable "gazovtsy" did not seem to know about it.
It does not matter that in 1956 work on the GAZ-13 was in full swing, and already in 1957 the first driving prototypes were built. Engineers have also developed a variant of ZIM restyling! The updated sedan received an engine boosted to 110 horsepower, a different front and rear design, new rear fenders, an automatic transmission from the Volga, which was promising at that time, and a new name, Chaika. However, the ministry did not understand why one country needs two cars of the same class at one plant. As a result, only a new name went into the series, but Gorky will still return to the project of a six-cylinder sedan one step lower than the GAZ-13.
The name "Seagull" was given to the car for a characteristic overlay on the radiator grille. This is the only design element of the prototype that has reached the serial GAZ-13.
In the mid-1950s, according to the latest fashion in Gorky, they actively experimented with two-tone coloring. Alas, the black color of production cars executive class, as now, has not been revised.
~ 1958 ~
In the decaying capitalist West, after the sedan, the coupe and cabriolet would have replenished the range of business-class cars, but Soviet factories, as you know, have their own pride. Therefore, the van became the next modification of the Volga.
However, the 21st was difficult to spoil with something, so the van looked great. Two-tone coloring, chrome, a deer on the hood - this is not a sin to use as personal transport! As is often the case, an interesting car remained just a project. Largely because it was built not at GAZ itself, but at the Gorky Bus Plant. Meanwhile, the demand for such cars was. Not without reason, many motor transport enterprises, during the overhaul, converted the GAZ-21 and GAZ-22 into vans and even pickups. It turned out they did, however, not so elegantly.
Work on the van was carried out simultaneously with the station wagon and ambulance, but the van was ready a whole two years earlier.
The carrying capacity of the car was 500 kilograms. To create a flat cargo area, the spare tire moved underground, and the tank moved to the middle of the bottom.
~ 1964 ~
Why is there no "shishiga" in our reviews? Because a truck was built in Gorky, which was even cooler!
From the 1930s, ZIS was responsible for heavy trucks, and GAZ was engaged in cars a notch lower. But in Gorky they were not going to put up with this, therefore, as soon as they lowered the directive from above to create a three-axle all-wheel drive truck of a new generation, they built their own version. And do not care that such machines have already been developed by ZIL (model 131) and Ural (375). The truck from the banks of the Volga received the name GAZ-34 and was generally based on shishiga units.
With the same carrying capacity as that of the ZIL, the "thirty-fourth" was 1.3 tons lighter, half a meter shorter, had more cargo platform and consumed less fuel. But in 1967, ZIL finally launched mass production of its all-terrain vehicle, and since competition in the USSR could only be in the case of patronage from one of the ministers, the GAZ-34 did not get on the conveyor. Although it was recommended by the military for adoption.
As you can see, even for military trucks, the "gazovtsy" chose cheerful colors.
The Thirty-Four borrowed the gearbox along with the clutch from the ZIL-131, and the rear axles, along with the suspension, from the ZIL-157.
During the tests, five GAZ-34s traveled the route from Moscow to Ashgabat and Ukhta, carried soldiers (27 people could fit in the back), towed 122-mm howitzers, trailers and even an airplane.
~ 1965 ~
what kind of 408th "Moskvich" you definitely have not seen! However, this is not quite "Moskvich". In 1965, with active lobbying by the future Minister of Defense Dmitry Ustinov, who in the early 60s was in charge of the entire national economy, the construction of an automobile plant began in Izhevsk. Moreover, the new plant did not have an original car: instead, it was planned to launch the production of the latest Moskvich-408.
However, the team of designers of the young enterprise did not quite like this development of events. Instead of traveling on Moscow luggage, Udmurtia developed own car, which received the name ZIMA-1. The compact coupe received frame structure and body panels made by bending and rolling. From the 408th, only the engine, doors, hood and windows remained.
Soon the first prototype was followed by the second - the four-door sedan received a different grille and the name ZIMA-2. But no arguments could outweigh the outdated design, so the industry leadership ordered the people of Izhevsk not to engage in nonsense, but to work on the development of the Moscow sedan.
The creators of the car claimed that ZIMA is an abbreviation that stands for "Izhevsk Small Car Plant".
ZIMA-2 was a more familiar sedan. Pay attention to how light shoes one of the women has not in winter. Udmurt ladies are so severe...
Over time, ZIMA-1 underwent a slight restyling - the radiator grille changed. Interestingly, it still remained original, and was not unified with the sedan.
The fate of both cars is unknown. Some time ago, at one of the exhibitions, a very “polished” sedan appeared, which the owner passed off as ZIMA-2, but the plausibility of these statements raises questions.
~ 1973 ~
"Directorskaya Volga" GAZ-3102 for a long 26 years was the coolest Soviet car that an ordinary person could buy. Meanwhile, only a small part of the design ideas reached the conveyor. V6 engines, automatic transmission, spring rear and pivotless front suspension, a new front panel - buyers did not see all this on the serial 3102.
The fuel crisis of the 1970s, the stagnation in the Soviet economy, the abandonment of the production of Moskviches of the 3-5 series, with which the new Volga was supposed to share the automatic transmission, and, most importantly, the priority financing of VAZ to the detriment of other plants forced the Gorky engineers to significantly simplify the original project. As a result, GAZ-3102 received only a forced version of the old engine, disc brakes front and new design interior and exterior. And again AvtoVAZ is to blame for everything ...
In 1967, Gorky planned to create 3101 in a completely new body, but the beginning slowdown in the economy forced them to work on a new generation car in the back of the GAZ-24.
Due to the colossal costs that the new plant in Togliatti required, GAZ was financed on a residual basis. The "Gazovtsy" had to drag the car, which was already ready for production, to various exhibitions in the hope of convincing the top management. As a result, the money was allocated only for the greatly simplified GAZ-3102.
The interior of the 3101 is much more sporty than the 3102. The dash and center console form a kind of cockpit around the driver. Pay attention to the automatic transmission selector on the central tunnel.
~ 1974 ~
The legend says that we should personally thank Leonid Ilyich Brezhnev for the birth of the all-wheel drive "twenty-fourth". In fact, the cause is confused with the effect. Experiments with the creation of cars off-road were carried out in Gorky since the 1930s, but only the all-wheel drive Pobeda GAZ-M72 became serial.
Creative search did not bypass the Volga of the second generation. They didn’t change the cooking recipe: the body and engine of the Volga were “married” with elements of the UAZ-469 chassis. In total, five cars were built, one of which was presented to Brezhnev. Another car was left at the plant for the needs of the director of the enterprise. These machines have survived to this day. The remaining vehicles were dismantled by the Ministry of Defense and the Gorky regional party committee. And dismantled, it seems, not figuratively - the trace of these machines is lost.
Despite seemingly good prospects, production of the 24-95 never began. Obviously, stagnation, like devastation, occurs in the minds, because in the 1950s it was not necessary to beg the factory workers to set up the production of a new modification.
The same "Volga" Brezhnev. It differs from other cars green color body and green seat upholstery. It turned out very stylish. Now the car is in the museum on Rogozhsky Val, which we have already mentioned more than once - perhaps the best collection of Soviet cars in Moscow is collected there.
GAZ-24-95 is a full-fledged "Volga", and not a mestizo with a "goat". From the latter, only bridges, a leaf spring suspension and a transfer case were taken, and the "samoblocks" migrated from the GAZ-41, better known as the BRDM-2.
The lifted Volga may not be too elegant, but for such cross-country ability it was easily forgiven for her.
The General Secretary's car served in the hunting area in Zavidovo, but Leonid Ilyich did not like the GAZ-24-95 too much - because of the small windows. The large open window of the "goat" was convenient to use as a support for shooting, but in the "Volga" it did not work out that way.
VAZ-2103 Porsche
~ 1976~
In Zuffenhausen, long before the development of the G8, they looked closely at Soviet car industry as a source of orders. Less than three years have passed since the start of production of the VAZ-2103, when Porsche, by order of the Soviet company Vneshtechnika, has already developed a restyling project for the most sporty Zhiguli. All chrome was removed from the car, and the steel bumpers were replaced with body-colored plastic ones.
The project was rejected by the Togliatti designers, since by that time their own, cheaper restyling project, the VAZ-2106, was already ready. But the enterprising Germans were remembered, and after a couple of years they returned to them with a front-wheel drive hatchback project.
The Germans did not limit themselves to design changes. Noise isolation was improved, suspension settings were changed, anti-corrosion protection of the body was increased, and the engine was brought to the most stringent environmental standards.
~ 1976 ~
Initially, a copy of the FIAT-125 was supposed to be the flagship of VAZ, but in the process of negotiating the purchase of a license, the Soviet side demanded that the Italians create a luxury modification based on the FIAT-124 so that the unification of the two versions of the Zhiguli was maximum. The Italians had to create more expensive version 124th from scratch. In the course of the work, the Soviet side was offered both a sedan, which later became the VAZ-2103, and a station wagon with a similar front design. Then the leadership of the Togliatti plant refused, but the idea was remembered. And in 1976, three station wagons with a four-headlight lighting system were built in Tolyatti, which received the index 2104.
One car was handed over to the Dmitrovsky training ground, the second to the AvtoVAZtekhoobsluzhivanie division, and the third was left to the factory Style Center (the division that dealt with the appearance of Lada cars). But things didn’t go beyond prototypes, and the index eventually got a station wagon based on the “five”. It is curious that the Italians also managed only a four-door modification of their 124 Special.
The only photo of the luxury station wagon has survived to this day.
Several "twos" and "fours" received the front part from the VAZ-2103 by the owners. For example, this station wagon comes from Ukraine.
VAZ-2106 "Tourist"
~Year unknown~
In the late 1970s, on the instructions of the Technical Directorate of the plant in Togliatti, an experimental pickup truck was built on the basis of the latest "six" at that time. Pickup trucks, created in a handicraft way from serial sedans for in-plant needs, were built at all enterprises in the country, but only at VAZ they decided to build a car that would now be called SUT - Sport Utility Truck. After all, she was called not to carry oiled tins, but to help her owner enjoy life.
Metallic silver, a tent in the back, an elegant silhouette and a powerful engine - alas, there was no place for such a car in the Soviet Union. Therefore, there is nothing surprising in the fact that the head management of the plant rejected the project. The tent was removed, the pickup itself was repainted red and sent to haul those same oiled tins. When the car ran out of service, it was quietly sent to a landfill.
"I blinded you from what was." "Tourist" was sculpted from serial parts, but it turned out surprisingly harmoniously.
And this is what most of the factory homemade pickups looked like. The seams of the welded door are clearly visible in the picture.
Such scale model Tourist is produced by Vector models. The model is not made very neatly, but the only alternative is to make a pickup truck from the "six" with your own hands.
VAZ-2108 "Targa"
~ 1988 ~
European distributors domestic cars with enviable regularity demanded modifications from our factories with a convertible body. And if in the 1960s it was possible to do without them, then in the 1980s many began to build convertibles based on the VAZ-2108 on their own. This is how Lada San Remo and Lada Natacha appeared.
They did not sit idly by at the plant itself. Only now, instead of the banal cutting off of the roof in Togliatti, they decided to create something of the kind. So the VAZ-2108 Targa was born. The only copy of the "eight-tee-top" was made in the "VAZ" Style Center in 1988, and already in 1992 it was destroyed. It’s a pity, because this is perhaps the most beautiful and certainly the most unusual modification of the Samara.
Targa, or rather T-top, did not turn out during the banal cutting of holes in the roof: the car has a rear overhang from the VAZ-21099 sedan and a “long wing”, which became serial only in 1991.
Safety in the event of a rollover was provided by powerful longitudinal and transverse beams.
Moskvich-2142
~ 1990 ~
In the early 1980s, when the base model of the fourth generation of Moskvich hatchback 2141 was already ready for production, AZLK started developing the next family car, the 2142 sedan. Moreover, the differences from the hatchback were not only in the appearance of a separate trunk. The sedan received new fenders, bumpers, grille, rear lights, improved interior, undercarriage and the engine of the promising AZLK-21414 family - in a word, it was a full-fledged restyling.
It was planned that the sedan would be on the assembly line as early as 1992, but the collapse of the USSR, the inability to complete the construction of a new engine plant and the worsening economic situation of AZLK made these plans unrealizable. Only in 1997 did a stretched version of the sedan get on the conveyor, which received its own name - "Prince Vladimir". Unlike the original 2142, the stretch got an old interior, and the design of the front end completely repeated that of the Svyatogor hatchback. Subsequently, on the basis of "Vladimir", a business-class stretch sedan "Ivan Kalita" appeared, the appearance of which delighted only Chinese designers.
The design, though reminiscent of the Ford Sierra, was completely original.
Interestingly, in 1983, on the basis of Simca 1308, on the basis of which the “forty-first” was created, the Talbot Solara sedan was produced for a short time. But Moskvich has nothing to do with him.
The original plan for the creation of the fourth generation Moskvich did not include a sedan, but already in the 1980s it was corrected. The problem was that at AZLK there was no calculation of the power structure of the Simca 1308 body, with which the 2141 was “fought”. As a result, the work dragged on, and the back ended up looking like a suitcase.
The promising sedan received ventilated disc brakes in front and a different suspension, and the plans were to introduce all-wheel drive transmission. In the late 1990s, all-wheel drive nevertheless appeared on Ivan Kalita, but that car can be called serial with a high degree of conventionality.
In the hope of bringing the car closer to the conveyor, the creators abandoned all the original elements, and 2142 turned into a banal three-volume version of the “forty-first”. The car was still produced in a small edition. Now such cars are real rarities.
The 1980s became a turning point not only for the country, but also for the Soviet automotive industry. At this time, projects were created for machines that could become the best in the world. The review presents a rating of the 10 most-very cars of the USSR, which few people know about.
10. NAMI-LUAZ "Proto"
In 1989, the car had every chance of becoming a production model. In addition to the traditional requirements for SUVs (cross-country ability and reliability), Proto created comfort at the level of a passenger car. The body is made in the form of a power metal frame, on which light fiberglass panels are hung. The engine from "Tavria" provided the acceleration of the car up to 130 km / h. In general, it turned out to be a modern compact SUV with great opportunities for further modernization. But this development of the Leningrad laboratory of NAMI was “hacked to death” in Moscow, the car did not go into series.
9. NAMI 0288 "Compact"
"Compact" is an experimental machine created at the NAMI Institute and built in a single copy in 1988. The car had a number of technical solutions that were new in the USSR. On the "Compact" they put an on-board computer that controls the operation of the suspension. The engine from "Tavria" was modernized. It ran on gasoline and hydrogen. Fuel consumption - economical 5.4 liters per 100 kilometers. If the "Compact" got into production, it would become a strong competitor to the popular Daewoo Matiz.
8. NAMI "Okhta"
The Okhta project was developed in the Leningrad branch of NAMI and one copy was built in 1987. This is a 7-seater car with an amazing interior transformation capability. The middle row of seats folds down to form a table. The front seats swivel 180 degrees. So a simple salon turns into a cozy compartment. And if it was necessary to carry cargo, the second and third row seats were removed, and the minivan becomes a van.
For the USSR of the late 1980s, the model looked very futuristic with its streamlined body and large glass area. The headlights were very low. And from under the bumper at high speed a spoiler was put forward that improves the aerodynamics of the car.
7. ZIL-4102
ZIL-4102 was developed at the direction of the President of the USSR Mikhail Sergeevich Gorbachev to replace the outdated ZIL-41041. Bought new in England Rolls-Royce Silver Spirit to study. Also, when designing the car, they relied on the American “school” of limousine building and on the design of large Volvo 760 sedans.
In 1988, two copies of the ZIL-4102 were manufactured. The appearance of the car has become more "democratic" than the former strict style of ZIL-41041. The novelty was radically different from its predecessor. Firstly, the car was frameless, with a load-bearing body. Many exterior panels are made of fiberglass. The car received a V-shaped 8-cylinder engine with a volume of 7.68 liters and a power of 315 hp. Fuel consumption on the highway was 18 ... 21 liters per 100 kilometers.
The interior is very spacious, trimmed with white leather, "leopard" carpets and wood. In a rich package presidential limousine are included power windows, radio, acoustic system for 10 speakers, a player for 10 CDs, an on-board computer and a speech synthesizer. Despite all the innovations, Gorbachev did not like the ZIL-4102, and the project was closed.
6. Moskvich-2139 "Arbat"
In the 1980s, the management of the Moskvich plant decided to replace the 2140 model, which had long been outdated. Engineers developed a number of projects that radically updated the lineup for ten years to come. Consider the most interesting models about which few people know.
Moskvich-2139 "Arbat" could be the first Soviet seven-seater minivan. Like many other models from this review, the Arbat has a steel body on which plastic panels are attached. The car received a transformable interior and a multifunctional steering wheel. In 1991, a working model was built, which remained a concept.
5. Moskvich-2143 Yauza
The Yauza concept car represented the further development of the Moskvich-2141 sedans. The model could claim the title of the car with the stupidest windows: the upper windows were rigidly fixed, and only the lower ones opened. In 1991, 3 copies of Yauza were assembled.
4. Moskvich-2144 "Istra"
Of all the AZLK concepts aimed at 2000, the most realistic is the Moskvich-2144 Istra. Her body is completely aluminum. A single side door opens up like a supercar, giving access to a salon full of new features. Information about the speed of the car was projected onto the windshield, as well as an image from a night vision device. The safety of the car was improved by belts, airbags and anti-lock system brakes (ABS). The car has a climate control system, so the side windows were made non-opening, leaving only small windows.
Work on the wonderful concepts "Arbat", "Yauza" and "Istra" stopped with the collapse of the USSR, and most of the other interesting ideas remained on paper.
3. VAZ-2702 "Pony"
In the 1970s, if you need to transport a small load, such as a TV or washing machine, I had to drive a car with a carrying capacity of over 3 tons. GAZ-53 and ZIL-130 were the most popular delivery vehicles for different services. This caused unnecessary fuel consumption and worsened the environmental situation, especially in Moscow.
Then at VAZ they designed a compact delivery electric car VAZ-2702 "Pony". The first sample went in 1984. It was made of aluminum, which greatly facilitated the body. But at the same time, this became the main problem of the car: it was not strong enough and reliable enough. Therefore, despite the interesting and promising concept, "Pony" has not received further development. So the country lost the first mass-produced electric car.
2. ZIL-118 "Youth"
The Yunost bus was developed in the early 1960s on the basis of the ZIL-111 executive limousine. His concept was unique for those years. The main difference between "Youth" and other buses is an increased level of comfort and smoothness. The car drove almost like a car. And it is not surprising, because the engine from the ZIL-130 truck was installed on the Yunost, the power of which was more than enough.
Buses were assembled several units a year on special orders from television, the KGB, and as ambulances for especially important patients. In total, from 1963 to 1994, the plant manufactured 93 cars.
1. MAZ-2000 "Perestroika"
In 1988 on Paris Motor Show the noisy debut of the unique Soviet truck- MAZ-2000. It was an attempt by the engineers of the Minsk Automobile Plant to show how they imagine a long-range truck of 2000. According to the concept called "Perestroika", the tractor is divided into two parts. The cab module is rigidly attached to the van. It has a flat floor, high roof, large panoramic glass. The cabin is equipped with air conditioning, TV, radio, table, refrigerator, electric stove, VHF radio and even a rear view camera. And it's all on an 80s truck!
The traction module rotates relative to the cabin with the help of hydraulic cylinders. A 6-cylinder MAN diesel engine with a capacity of 290 hp was put on the concept. Thanks to improved aerodynamics, the car could accelerate to 120 km / h. Suspension on all wheels - independent, on air springs. The brakes are equipped with an anti-lock braking system.
engineers were actively working on the machine, two working copies were built. They even developed a project on how to combine several trailers in a row, forming a road train with a carrying capacity of 80 tons. But with the collapse of the country, the project was closed, and developments and patents were sold to Western firms.
Unfortunately, concept cars rarely made it into production in the Soviet Union. But they still remain the most exotic.
December 21st, 2017
I continue to acquaint you with interesting samples 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 appearance in the history of the domestic automotive industry - 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, the taillights of which resembled a Saab 9000. Uncovering the middle of the cabin, they discovered “something was not right,” and when the tarpaulin was completely rolled up, they froze in amazement - so the car that appeared before their eyes looked unusual
With an eye on the future
In May 1988, Alexander Evgenievich Sorokin, chief designer of the Moskvich Production Association, whose head plant was AZLK, spoke at a board meeting of the USSR Ministry of the Automotive Industry with a report on the prospects for the development of the enterprise until 2000. It was about promising types of Moskvich cars - new modifications of the base car AZLK-2141 Lux, AZLK-2142 sedan in Norma and Lux versions, a new family of gasoline and diesel engines, a seven-seat station wagon, a van and a pickup truck based on it, a multi-fuel search "car of the year 2000".
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 technical project model "2141" was approved in 1982, in the middle of the XIII 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 a more spacious interior, 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 of the 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. To maintain the microclimate in the cabin, you can use the air conditioner or air conditioner, which, as expected, will be included in the basic package of any model in the near future, and the lowered windows noticeably worsen 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, the outer surface was rapidly formed. High Quality, 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 a 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 the appearance of the dashboard and console AZLK-2143, round and oval elements dominated, embodying 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 the issue of engine production, AZLK for many years was completely dependent on the Ufa engine plant, therefore, modifications of the M-412 engine never got into mass 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 of the General Director of AZLK V.P. Kolomnikov, in 1986 the Council of Ministers adopted a resolution on the creation of engine production within the framework of the Moskvich Production Association. 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. The camshaft was located, of course, in the head and was driven by a toothed belt. 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. The gasoline "21415" was distinguished by distributed 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: fuel equipment diesel engines, turbocharger, all injection components, converter. Under the hood of the red prototype AZLK-2143, the carburetor engine "21414" of the third series took its place.
As a basic model of the AZLK-2143 family, not a front-wheel drive car, but an all-wheel drive car was originally designed
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, in the conditions of Russian roads, a car with all-wheel drive 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 the primary and secondary shaft They decided to install the boxes in a horizontal plane: not one above the other, as in ordinary boxes, but side by side. Such an 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 unit rear gear in combination with an independent rear suspension with oblique levers 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 were completely different original parts calipers, 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 motors, aggregators have a proven all-wheel drive and safe ventilated brakes. But it was not possible to collect all this together and turn it into a well-functioning mechanism. IN experimental machine there were many "inconsistencies": 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 that it was the engine production that was almost ready - it took very little 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, they adopted a five-door all-metal compact van, an analogue of the appeared later cars Renault 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 plate levers welded to an elastic cross beam, with a stabilizer inside the beam and transverse bar or independent with swing axles |
| 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
There are always a lot of prototypes at car shows. It takes a lot of time to create a new car, and even more time to eliminate errors and inaccuracies. Only a small part of new creations reaches the assembly line. Most of the cars remain only in the drawings or are produced in the amount of one unit. USSR
Many cars with familiar contours are still roaming the roads of Russia and many countries. These were production models. And VAZ, after its creation, prepared a number of new models.
VAZ E1101 Experienced "1970 
Who knows what it could be - an alternative to the Niva or a parallel model that one could buy?
Or VAZ 2103 "Universal" Experienced "1976 
Well, it turned out that there were "Zhiguli VAZ2102 and VAZ2104". The serial trio failed to be a "station wagon".
VAZ 2105 "Zhiguli" Experienced "1976 
VAZ 2107 Modernized Experienced "1986 
VAZ E2122 "1976 
VAZ-Porsche 2103 Prototype "1976 
VAZ 2802-01 "Pony" Experienced "1980 
But as you know, the Zhiguli family was serially small in terms of nomenclature for many years. And if such models would go on the conveyor in 70-80 years?
AZLK also tried to expand its range. And many designs were created that did not reach the series.
MZMA 401E-424E "Moskvich" Experienced "1949 
MZMA "Moskvich" A9 Prototype 1957 
Minibus "Moskvich".
Nine-seater minibus, designed by I. A. Gladilin and V. I. Evlampov, according to modern classification would be considered a category B car, that is, a passenger car.
The experimental car was equipped with a non-serial Moskvich-407 engine and an experimental four-speed gearbox. They used components and parts, in particular the rear axle from the Moskvich-410. They also made two cargo van bodies, but these Moskvich-FVG cars were never assembled. Work on the minibus was stopped due to the lack of space at the plant for its production.
MZMA 444 "Moskvich" Prototype "1958. 
Subsequently, all design and technological documentation for the Soviet Fiat was transferred to the Kommunar ZAZ plant.
AZLK "Moskvich 408 Tourist" 1964 
AZLK 2150 "Moskvich" Experienced "1972. 
AZLK 3-5-5 Experienced 1972 
In this "Moskvich", in the back, the forms of the BMW-3 series are guessed.
Nice and modern for the time model. As usual, production is delayed with us, then it is frozen, and such beautiful models become the property of history and gather dust in car museums of factories.
AZLK Moskvich-S1 Prototype "1974 
Looks very dynamic and cheerful. Especially for 1974.
AZLK 3-5-6 Experienced 1975 
AZLK Moskvich S-3 Prototype 1976. 
This could be "Moskvich -2141", if the copying of "Simca" had not gone.
And this is a long-cherished idea of a city taxi by designer Yuri Aaronovich Dolmatovsky. For a long time, nothing was known about the fate of the prototype itself: after it was forgotten, it ended up on the historical exposition of the 19th Moscow taxi fleet, where it was looked at only by production leaders, delegations from other cities. Now it is exhibited in the museum. Its bulky steel frame is lined with fiberglass panels. There are four in the cabin seats. Entrance and exit through one side sliding door on the right side.
Experimental taxi VNIITE-PT. 1964 
IMZ-NAMI-450 Belka 1956 
In 1956, NAMI, together with the Irbit Motorcycle Plant, developed the IMZ-NAMI-A50 Belka minicar. The rear-engined car with a length of only 3.3 meters was distinguished by an unusual “carriage” layout for that time.
For access to the driver and front passenger seat, the front part of the body leaned forward, and for landing on backseat served as a large side door on the starboard side. Other features include independent suspension on miniature 10-inch wheels, hydraulic brake and clutch drives, a twin motorcycle engine air-cooled IMZ-M-72 Belka never went into production, and the prototypes were destroyed.
ZIL E169A 1964. 
An experienced cabover vehicle, conceived as an alternative to the ZIL 130.
GAZ 18. 2 units produced. 
GAZ M-73 Experienced 1955 
GAZ 56 Prototype 1st series 1956 
GAZ 53A Experienced 1972 
GAZ 3101 "Volga" Experimental 1975 
The contours of the car are reminiscent of "Mercedes - series 200".
But the Volga had a special fate. The shape of the trunk, the contours of the front changed, but the base - the cabin in all models was the same.
GAZ 3105 "Volga" Experimental "1987–92 
USA
Building a car is hard work. But what attracts a potential buyer in the first place? Especially in countries with a well-developed automotive industry. For example USA. The car cannot be on the assembly line for a long time. Need to rotate models. And what will be put in the series tomorrow? What will attract the consumer?
Designers and designers were working on this, trying to "look" a little ahead. That is, to create, if not the car of the future, then at least tomorrow.
A large number of manufacturers in the United States created favorable conditions for healthy competition in the work of designers.
Cars of the next period seemed to them as unusual with rocket-aircraft forms (this aero style lasted a very long time in the USA and in many countries).
And its origins appeared in the late 40s. The fashion for victorious bodies with heavy lines and massive decor was already coming to an end.
Tucker Torpedo 1948 
The impetus for the development of new lines and forms was the approach of the 60s. Century jet technology, the beginning of space exploration. A sharp leap in technology. The future seemed to be near. And everyone wanted to get into this future.
New cars acquired swiftness, craving for speed and futurism.
Many developments were created in a single copy. But such is the fate of prototypes, concept cars. Many of these vehicles are varying degrees were used later, in the nodes of other machines, their design.
1953 Cadillac Le Mans 
Oldsmobile 
1953 GM Futureliner 
1954 Pontiac Bonneville Special Motorama 
1954 GM XP 21 Firebird I with gas turbine engine. 
1954 GM XP 21 passenger variant of the Firebird II based on the Firebird I 
1954 Oldsmobile F88 
1955 Chevrolet Biscayne 
1955 Ford Mystere 
1955 Cadillac LaSalle II coupe 
1962 Ford Seattle 
1969 Buick Century Cruiser 
1963 Ford Allegro Coupe Concept 
1968 Dodge Charger III 
1962 Corvair Monza GT 
1956 Pontiac Club de Mer 
1965 Cadillac 840 Eldorado 
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 dimensions 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 comfortable: there was a powerful heater with airflow windshield, and the rear springs had variable stiffness, providing a high ride smoothness.
In addition to the main passenger version, it was also developed cargo modification cars - 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 of the Gorky Automobile Plant at the All-Union Industrial Exhibition in Moscow (later - VDNH), but for unknown reasons it was not put into production.
ZIS-E134 layout No. 1
In the summer of 1954, the newly formed SCV 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 the ATK-6 high-speed artillery tractor) with a payload capacity of 5 -6 t.
Since there was no experience in developing such machines, an experimental four-axle (8 × 8) freight car ZIS-E134 model number 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. Working wheel the water cannon 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. Double disc clutch supplied hydraulic drive, and a manual 5-speed gearbox - remote control. The cylindrical differential of the inter-board transfer case was 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 the hydraulic system without a rigid connection between the 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 - cross-country snowmobile
ZiL-E167 (1963) is an experimental off-road wheeled all-terrain vehicle designed for use in 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 gearboxes; 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 turn rear wheels begins after turning the front ones at an angle greater than 6 °. It was a very unusual decision brake mechanisms: they are disc, but they were not placed 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 the future, the design of the car was almost completely changed, in total 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. 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(coefficient drag 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 the prototype was assembled with various engines 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 the 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 the UAZ-3170 Simbir "general purpose off-road vehicle" was released. 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 plastic panels were hung, which simplified repairs, improved the performance of the car.
As power plant the MeMZ-245 engine from Tavria was used, the transmission was developed almost anew: a non-switchable cardan gear, a gearbox that drives and connects front axle(without transfer box). Gearbox, power take-off on front-wheel drive, front final drive were assembled 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 prototype of 1988 was distinguished by a frame-panel body (steel frame and plastic panels), pneumatic elements in an 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 convert a jeep into a pickup truck, and a soft top version was also planned. The rear door of the car was made of two sections - upper and lower, a 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 title. Well, it just delivers wildly.
MAZ 2000 "Perestroika" (1988) - a prototype of the main truck, which was distinguished by its 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, often it 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.
