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 unusual modifications well famous models who 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 universal joints 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 a 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 spare wheels, which are the rear dimension of the car and increase the geometric cross-country ability.
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 on the folding "mother-in-law's place". 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 this.
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! 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 often happens interesting car and remained only a project. Largely because it was built not at GAZ itself, but at Gorky bus factory. 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 the ambulance, but the van was ready a full 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!
Since the 1930s heavy trucks ZIS answered, and GAZ was engaged in cars one step 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 the ZIL, the "thirty-fourth" was 1.3 tons lighter, half a meter shorter, had a larger loading 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. And original car the new plant did not have: 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 a 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 interior and exterior design. 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 enormous costs involved new plant in Tolyatti, 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, begging factory workers to set up production new modification didn't have to.
The same "Volga" Brezhnev. It is distinguished from other cars by the green color of the body and the green upholstery of the seats. 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, spring suspension and transfer case, and "self-blocks" 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. big open window It was convenient to use the "goat" 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 made 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, trailer tent, elegant silhouette and powerful motor- 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 a scale model of the "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 of 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. Single copy"Eight-T-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 base model fourth generation"Moskvich" hatchback 2141 was already ready for production, AZLK started developing next car family - sedan 2142. Moreover, the differences from the hatchback were not only in the appearance of a separate trunk. The sedan received new fenders, bumpers, grille, taillights, 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 included the introduction of an 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.
In recent years, the territory of the former Union was flooded with cars made not in its expanses. Reliable and strict Germans, creative and sophisticated Japanese, stylish and powerful Americans, cheap French and sickening Chinese ... since foreign cars came, Soviet manufacturers are in the deepest ass! There are an order of magnitude more Cayennes and Escalades on the streets of Kyiv, Moscow, Minsk and those than Muscovites, Volga or Niv.
But what were they, the cars of the USSR? And how would we see them today, without the Internet and digital photography?..
In 1916, the Ryabushinskys concluded an agreement with the tsarist government for the construction of an automobile plant in Moscow and the production of trucks for the needs of the Imperial Army. The Fiat 15 Ter developed in 1912 was chosen as the base model of the car, which proved itself well in off-road conditions in the colonial wars of Italy. The plant was founded and received the name of the Moscow Automobile Society (AMO). Before the revolution, they managed to assemble about a thousand cars from ready-made kits, create their own production capacity failed.
In the early 1920s, the Labor and Defense Council allocated funds for the creation of a truck. The same Fiat was chosen for the sample. There were two reference copies and partially documentation.
The automobile industry of the Soviet Union started on November 7, 1924. On that day, Moscow saw the first cars of the country's first automobile plant. They passed through Red Square during the October parade - ten red trucks AMO-F15, which were manufactured at the plant, whose brand is known to everyone today as ZIL. The F-15 was produced with a power of 35 hp. and a volume of 4.4 liters. A year later, the first domestic 3-ton trucks were assembled in Yaroslavl, and in 1928 the first four- and five-ton trucks ... but we will talk about Soviet cars
NAMI-1 (1927-1932), maximum speed 70 km/h, power 20 hp. With. The first mass-produced passenger car in Soviet Russia, approximately 370 copies were produced. The features of NAMI-1 included a spinal frame - a pipe with a diameter of 135 mm, an air-cooled engine, the absence of a differential, which, in combination with a ground clearance of 225 mm, provided good cross-country ability, but affected increased wear tires. There were no instruments in NAMI-1, and the body had one door for each row of seats.
The Spartak plant, the former carriage factory of P. Ilyin, where production was launched, did not have the equipment and experience for a full-fledged automobile production. In particular, therefore, the reliability of NAMI-1 caused a lot of criticism. In 1929, the car was modernized: the engine was boosted, a speedometer and an electric starter were installed. There were plans to transfer the production of NAMI-1 to the Izhora plant in Leningrad. However, this was never done, and in October 1930, the release of NAMI-1 was stopped.
The GAZ-A passenger car was manufactured according to the drawings of the American company Ford (1932-1936). Despite this, it was already somewhat different from the American prototypes: for Russian version the clutch housing and steering gear were reinforced. Maximum speed 90 km/h, power 40 hp
Passenger car L-1 (1933-1934), maximum speed 115 km/h, power 105 hp. By 1932, the Krasny Putilovets plant (since 1934, the Kirov Plant) had stopped producing obsolete Fordson-Putilovets wheeled tractors, and a group of plant specialists put forward the idea of organizing the production of representative cars. The prototype of the car, which received the name "Leningrad-1" (or "L-1") was the American "Buick-32-90" in 1932. It was a very perfect and complex (5450 parts) car.
Passenger car GAZ-M-1 (1936-1940), maximum speed 100 km/h, power 50 hp On the basis of the GAZ-M1, modifications of the "taxi" were produced, as well as the "pickup" GAZ-415 (1939-1941). In total, 62,888 GAZ-M1 vehicles left the assembly line, and several hundred have survived to this day. Chassis this model exhibited in automotive department Polytechnic Museum in Moscow.
KIM-10 is the first Soviet mass-produced small car.
1940-41, top speed 90 km/h, power 26 hp
Passenger car ZIS-101. 1936-1941, top speed 120 km/h, power 110 hp
This model has been distinguished by many technical solutions, not previously encountered in practice domestic automotive industry. Among them: dual carburetor, thermostat in the cooling system, damper torsional vibrations on crankshaft engine, synchronizers in the gearbox, body heater and radio.
The car had a dependent spring suspension of all wheels, a spar frame, vacuum booster brakes, rod-actuated valves located in the cylinder head. After modernization (in 1940), she received the ZIS-101A index.
Passenger car GAZ-11-73. 1940-1948, top speed 120 km/h, power 76 hp
Passenger car GAZ-61 (1941-1948). Maximum speed 100 km / h, power 85 hp.
Passenger car GAZ-M-20 VICTORY (1946-1958). Maximum speed 105 km / h, power 52 hp. A unique car of the Soviet automobile industry.
The GAZ-M20 prototype appeared in 1944. In terms of the design of the body-front suspension, the car was very close to the Opel-Kapitan, but on the whole it looked fresh and original, but it became especially obvious in the first post-war years, when mass production of “victories” began in Gorky, and leading European firms revived the production of pre-war models. On prototypes of the GAZ M20 Pobeda, there was a b-cylinder engine;
In 1948, due to design flaws (the car was put on the conveyor in a terrible hurry), the assembly was suspended and resumed in the fall of 1949. Since then, the car has been reputed to be strong, reliable, unpretentious. Until 1955, a version with a 50-horsepower engine was built, then the M20 V version was modernized, in particular, with a 2-horsepower boost. motor. In small quantities for special services, the GAZ-M20 G was produced with a 90-horsepower 6-cylinder engine. In 1949-1954. built 14,222 convertibles - now the rarest modification. In total, until May 1958, 235,999 "victories" were made.
"ZIS-110" (1946-1958), maximum speed 140 km/h, power 140 hp
The ZIS-110, a "representative" comfortable limousine, was indeed a design that took into account all the latest achievements of automotive technology at that time. This is the first novelty that our industry mastered in the first peaceful year. The design of the car began in 1943, back in the war years, on September 20, 1944, samples of the car were approved by the government, and a year later, in August 1945, the first batch was already being assembled. In 10 months - an unheard of short time - the plant completed the necessary drawings, developed the technology, prepared the necessary tooling and equipment. Suffice it to recall that when the plant mastered the production of ZIS-101 cars in 1936, the preparation for their production took almost a year and a half. At the same time, it should be taken into account that all the most complex equipment is dies for manufacturing body parts, frame spars, conductors for welding body components - were obtained from the USA. For the ZIS-110, everything was made on their own.
"Moskvich-401" (1954-1956), maximum speed 90 km/h, power 26 hp
Moskvich-401 is actually not even a copy, but in its purest form Opel Kadett K38 of the 1938 model, with the exception of the doors. Some believe that the rear door stamps were lost in transit from Rüsselsheim and were remade. But the K38 was also produced with a 2-door, so it is possible that the stamps of this particular version of the car were taken out. The commander of the American occupation zone did not take the money brought by the Soviet delegation, and ordered to give the Russians everything they needed from the Opel factory. On December 4, 1946, the first Moskvich was assembled.
Indexes 400 and 401 - factory designations of engines. The rest indicate the body model: 420 - sedan, 420A - convertible. In 1954 there appeared more powerful model engine - 401. And the latest Moskvich-401s were equipped with new Moskvich-402 engines.
Passenger car MOSKVICH-402 (1956-1958), maximum speed 105 km/h, power 35 hp.
"GAZ-M-12 ZIM" (1950-1959), maximum speed 120 km/h, power 90 hp Engine. At its core, this is a six-cylinder GAZ-11 engine, the design of which the Gorky residents began in 1937. Its release was launched in 1940, and it was used on GAZ-11-73 and GAZ-61 cars, as well as on light tanks and self-propelled guns of the Great Patriotic War and GAZ-51 trucks.
"GAZ-13 CHAYKA" (1959-1975), maximum speed 160 km/h, power 195 hp. With.
Soviet dream car, made in the image and likeness of the Detroit Baroque.
"Seagull" was equipped with a V-shaped 5.5-liter engine, X-shaped frame, automatic transmission (!!! 1959 in the yard), the salon consisted of 7 seats. 195 l. With. Under the hood good acceleration, moderate consumption - what else is needed for complete happiness? But to say all this about "The Seagull" is to say nothing.
"The Seagull" appeared in 1959, at the very height of the Khrushchev thaw. After the gloomy "ZIS" and the gloomy "ZIM", she was distinguished by a surprisingly human, if not feminine, face. True, this face was created in other parts: in terms of design, the GAZ-13 was an unscrupulous copy of the last Packard family - the Patrician and Caribbean models. And far from the first copy, first with Packard they made a ZIL-111 for members of the Politburo, and later they decided to make a simpler limousine to replace the ZIMs.
"GAZ 21R VOLGA" (1965-1970), maximum speed 130 km/h, power 75 hp
"GAZ-24 VOLGA" (1968-1975), maximum speed 145 km/h, power 95 hp
"Volga GAZ-24", which got on the conveyor on July 15, 1970, was created for 6 whole years. Inventing a new car is not an easy task, but the Soviet automakers of the sixties knew the way. And when they received an order to prepare a replacement for the beautiful, but too ancient Volga GAZ-21, they did not suffer from doubts and remorse. They brought three overseas cars - "Ford Falcon", "Plymouth Valiant", "Buick Special" 60-61 years - and, armed with adjustable wrenches, screwdrivers and other tools for analysis, they began to learn from experience.
As a result, "24th" has become a real automotive revelation (compared to its predecessor "21R"). Judge for yourself: the sizes have decreased, and wheelbase increased, the width remained the same, but the interior became more spacious, and the trunk was completely huge. In general, a typical case of "more inside than outside".
"ZAZ-965A ZAPOROZHETS" (1963-1969), maximum speed 90 km/h, power 27 hp
On November 22, 1960, the first batch of brand new cars, serially named ZAZ-965, went to happy customers. Which soon lined up a huge queue, since the price for the "Zaporozhets" was set very reasonable - about 1200 rubles. Then it was about the annual average salary.
Strange as it may seem now, but then the ZAZ-965 was more popular with the intelligentsia than with workers or collective farmers. The reason for this was in many ways too tiny trunk, which could not be loaded with bags of vegetables. The problem was solved only by the creation of a lattice pallet, fixed on the roof of the car, on which they immediately began to load half a ton of potatoes, then a whole stack of hay, which made the Zaporozhets look like Asian donkeys.
ZAZ-968 Zaporozhets, maximum speed 120 km/h, power 45 hp
ZAZ-968 was produced from 1972 to 1980. He had such features as an improved MeMZ-968 engine with an increase to 1.2 liters. displacement, while its power increased to 31 kW (42 hp).
Copying foreign cars began with the very first Soviet passenger cars produced under license from Ford. Over time, copying took place most often without the permission of Western car factories. The Research Automobile Institute of the USSR purchased several advanced models "for study" from the capitalist oppressors of the working people at once, and a few years later the Soviet analogue rolled off the assembly lines. True, often by that time the prototype was already outdated and discontinued, and the Soviet copy was produced for more than a decade.
GAS A
The first mass passenger car of the USSR was borrowed from the American automobile industry. GAZ A is a licensed copy of the American Ford-A. The USSR bought equipment and documents for production from an American company in 1929, and two years later Ford-A release was terminated. A year later, in 1932, the first GAZ-A cars were produced.
Despite the fact that the first cars of the plant were manufactured according to the drawings of the American company Ford, they already initially differed somewhat from the American prototypes. After 1936, the operation of the obsolete GAZ-A was prohibited in Moscow and Leningrad. Small car owners were ordered to hand over the GAZ-A to the state and purchase a new GAZ-M1 with an additional payment.
Leningrad-1
The Soviet experimental passenger car was an almost exact copy of the Buick-32-90, which by American standards belonged to the upper-middle class.
The Krasny Putilovets plant, which previously produced Fordson tractors, produced 6 copies of the L1 in 1933. A significant part of the cars could not reach Moscow on their own without serious damage. As a result, "Red Putilovets" was reoriented to the production of tractors and tanks, and the completion of the L1 was transferred to the Moscow ZiS.
Since the Buick body no longer corresponded to the fashion of the mid-thirties, it was redesigned at ZiS. Based on Soviet sketches, the American body shop Budd Company designed an elegant and outwardly modern body for those years. It cost the state half a million dollars and took 16 months.
GAZ-M-1
GAZ-M1, in turn, was designed according to samples Ford Model B (Model 40A) 1934, the documentation for which was transferred to GAZ by the American side under the terms of the contract.
In the course of adapting the model to domestic operating conditions, the car was largely redesigned by Soviet specialists. Emka surpassed later Ford products in some positions.
KIM-10
The first Soviet mass-produced small car based on the British Ford Prefect.
In the USA, stamps were made and body drawings were developed according to the models of a Soviet designer. In 1940, the plant began production of this model. KIM-10 was supposed to be the first truly "people's" Soviet car, but the implementation of the ambitious plan of the country's leadership to provide the majority of citizens personal cars interrupted by the Great Patriotic War.
ZIS-110
The body design of the first Soviet post-war luxury car almost completely imitated the American Packards of the older pre-war production series. Down to the smallest detail, the ZIS-110 was similar to the Packard 180 with the Touring Sedan body of the last pre-war model of 1942.
An independent Soviet development was specially betrayed by the appearance of the American Packard in accordance with the taste preferences of the country's top leadership and, mainly, Stalin personally.
It is unlikely that the American company liked such a creative development of its ideas in the design soviet car, however, there were no claims from her side in those years, especially since the production of large Packards was not resumed after the war.
Moskvich 400
The Soviet small car was a complete analogue Opel car Kadett K38, produced in 1937-1940 in Germany at the German Opel branch of the American concern General Motors, recreated after the war on the basis of surviving copies, documentation and equipment.
Part of the equipment for the production of the car was removed from the Opel plant in Rüsselheim (located in the American occupation zone) and assembled in the USSR. A significant part of the lost documentation and equipment for production was recreated, and the work was carried out in Germany by order of the Soviet military administration by mixed labor teams, consisting of seconded Soviet and civilian German specialists who worked in the design bureaus created after the war.
The next three generations of "Muscovites" will be lagging behind the production of Opel.
GAZ-M-12
Six-seven-seater passenger car big class with a body "six-window long wheelbase sedan" was developed on the basis of the Buick Super. Serially produced at the Gorky Automobile Plant (Molotov Plant) from 1950 to 1959 (some modifications - until 1960.)
The plant was strongly recommended to completely copy the Buick of the 1948 model, but the engineers, based on the proposed model, designed a car that relies as much as possible on the units and technologies already mastered in production. ZiM was not a copy of any specific foreign car, neither in terms of design, nor, in particular, in the technical aspect - in the latter, the plant's designers even managed to some extent "say a new word" within the global automotive industry. In October 1950, the first industrial batch of GAZ-M-12 was assembled.
GAZ-21 "Volga"
The passenger car of the middle class was technically created by domestic engineers and designers from scratch, but outwardly copied mainly american models early 1950s. During the development, the designs of foreign cars were studied: Ford Mainline, Chevrolet 210, Plymouth Savoy, Standard Vanguard and Opel Kapitän.
GAZ-21 was mass-produced at the Gorky Automobile Plant from 1956 to 1970. The factory index of the model was originally GAZ-M-21, later (since 1965) - GAZ-21.
By the time mass production began, by world standards, the design of the Volga had already become at least ordinary, and it no longer stood out against the background of serial foreign cars of those years. Already by 1960, the Volga was a car with a hopelessly outdated design.
Moskvich-402
The appearance of a small class car repeated Opel model Olympia Rekord - the successor to the Opel Kadett K38. The participation of specialists from GAZ, where the development of the Volga GAZ-21 was in full swing, had a strong influence on the designed car. "Moskvich" took over from her many elements of its design.
Serial production of "Moskvich-402" was curtailed in May 1958.
GAZ-13 "Seagull"
Executive passenger car of a large class, created under the clear influence of the latest models of the American company Packard, which in those years were just being studied at US (Packard Caribbean convertible and Packard Patrician sedan, both 1956 model years).
"The Seagull" was created with a clear focus on American style, like all GAZ products of those years, but was not a 100% "stylistic copy" or Packard's modernization. The car was produced in a small series at the Gorky Automobile Plant from 1959 to 1981. A total of 3,189 cars of this model were manufactured.
"Seagulls" were used as a personal transport of the highest nomenclature (mainly ministers, first secretaries of regional committees), which was issued as component the required "package" of privileges.
Both "Chaika" sedans and convertibles were used in parades, served at meetings of foreign leaders, prominent figures and heroes, and were used as escort vehicles. Also, "Seagulls" came to "Intourist", where, in turn, everyone could order them for use as wedding limousines.
ZIL-111
Copying American design on different Soviet factories led to the fact that the appearance of the ZIL-111 car was created according to the same patterns as the "Seagull". As a result, the country simultaneously produced externally similar cars. ZIL-111 is often mistaken for the more common "Seagull".
The luxury passenger car was stylistically a compilation of various elements american cars mobiles the middle and upper class of the first half of the 1950s - mostly reminiscent of Cadillac, Packard and Buick. The external design of the ZIL-111, like the Seagulls, was based on the design of the models of the American company Packard in 1955-56. But compared to the Packard models, the ZiL was larger in all dimensions, looked much stricter and "square", with straightened lines, had a more complex and detailed decor.
From 1959 to 1967, only 112 copies of this car were assembled.
ZAZ-965
The main prototype of the minicar was the Fiat 600.
The car was designed by MZMA ("Moskvich") together with automotive institute US. The first samples received the designation "Moskvich-444", and already differed significantly from the Italian prototype. Later, the designation was changed to "Moskvich-560". Meanwhile, the conveyor of the MZMA itself was fully loaded by that time, and the plant had no reserves for mastering the production of a minicar. Therefore, in order to produce a car, it was decided to reconstruct the Kommunar plant in the city of Zaporozhye (Ukrainian SSR), which was previously engaged in the production of combines and other agricultural machinery.
ZAZ-966
A passenger car of an especially small class demonstrates a considerable similarity in design with the German subcompact NSU Prinz IV (Germany, 1961).
GAZ-24 "Volga"
The middle-class passenger car became a hybrid of the North American Ford Falcon and Plymouth Valiant.
Serially produced at the Gorky Automobile Plant from 1969 to 1992. The appearance and design of the car were quite standard for this direction, the technical characteristics were also approximately average. Most of the Volga was not intended for sale for personal use and was operated by taxi companies and other government organizations.
VAZ-2101
VAZ-2101 "Zhiguli" - a rear-wheel drive passenger car with a sedan body is an analogue of the Fiat 124 model, which received the title "Car of the Year" in 1967.
By agreement of the Soviet Foreign Trade and by Fiat, the Italians created the Volga Automobile Plant in Togliatti with a full production cycle. The concern was entrusted with the technological equipment of the plant, training of specialists.
VAZ-2101 has been subjected to major changes. In total, over 800 changes were made to the design of the Fiat 124, after which it received the name Fiat 124R. "Russification" of the Fiat 124 turned out to be extremely useful for the FIAT company itself, which has accumulated unique information about the reliability of its cars in extreme conditions operation.
VAZ-2103
Rear-wheel drive passenger car with a body type sedan. Was developed in collaboration with by an Italian firm Fiat based on the Fiat 124 and Fiat 125 models.
Later, on the basis of the VAZ-2103, the "project 21031" was developed, later renamed the VAZ-2106.
VAZ-2105
The VAZ-2105 model was developed through a major modernization of previously produced models as part of the "second" generation of VAZ rear-wheel drive cars as a replacement for the first-born VAZ-2101. The design was based on the Fiat 128 Berlina.
In the intro for episode 15 of season 17 of The Simpsons, in which the Simpsons are played by real actors in real scenery, Homer is driving home in a Lada Nova (the export name for the five).
Moskvich-2141
A replacement for Moskvich-412 was designed only in the 1980s, and it was already a completely different car - Moskvich-2141, a front-wheel drive hatchback based on the body of the French Simka and the UZAM engine, which was already outdated by that time. Export name - Aleko, from the Automobile Plant of Lenin Komsomol.
As the best prototype for speeding up the design of a new car, the Minavtoprom saw the recently appeared Franco-American model Simca 1308 produced by the European branch of Chrysler Corporation. The designers were ordered to copy the car down to the hardware." However, during the development process, the body of the Moskvich was redesigned, as a result of which the exterior of the car differed significantly from the French model and, albeit with some stretch, corresponded to the level of the mid-eighties.
Almost all cars created in the USSR were copies of foreign models. It all started with the first samples produced under license from Ford. As time went on, copying became a habit. The USSR Automotive Research Institute bought samples in the West for study and after a while produced a Soviet analogue. True, by the time of release, the original was no longer produced.
GAZ A (1932)
GAZ A - is the first mass passenger car of the USSR, is a licensed copy of the American Ford-A. The USSR bought equipment and documents for production from an American company in 1929, two years later the production of Ford-A was discontinued. A year later, in 1932, the first GAZ-A cars were produced. 
After 1936 the obsolete GAZ-A was banned. Car owners were ordered to hand over the car to the state and purchase a new GAZ-M1 with a surcharge.
GAZ-M-1 "Emka" (1936-1943)
GAZ-M1 was also a copy of one of Ford models- Model B (Model 40A) 1934.
When adapted to domestic operating conditions, the car was thoroughly redesigned by Soviet specialists. The model surpassed later Ford products in some positions.
L1 "Red Putilovets" (1933) and ZIS-101 (1936-1941)
The L1 was an experimental passenger car, an almost exact copy of the Buick-32-90, which by Western standards belonged to the upper-middle class.
Initially, the Krasny Putilovets plant produced Fordson tractors. As an experiment, 6 copies of the L1 were released in 1933. Most of the cars could not reach Moscow on their own and without breakdowns. Refinement L1 was transferred to the Moscow "ZiS".
Due to the fact that the Buick body no longer corresponded to the fashion of the mid-30s, it was redesigned at ZiS. The American body shop Budd Company, based on Soviet sketches, prepared a modern body sketch for those years. The work cost the country half a million dollars and took months.
KIM-10 (1940-1941)
The first Soviet small car, the Ford Prefect was taken as the basis for development.
Stamps were made in the USA and body drawings were developed according to the models of a Soviet designer. In 1940, the production of this model began. It was thought that the KIM-10 would become the first "people's" car of the USSR, but the Great Patriotic War prevented the plans of the USSR leadership.
"Moskvich" 400.401 (1946-1956)
It is unlikely that the American company liked such a creative development of its ideas in the design of the Soviet car, but there were no complaints from it in those years, especially since the production of "large" Packards was not resumed after the war.
GAZ-12 (GAZ-M-12, ZIM, ZIM-12) 1950-1959
A six-seven-seater passenger car of a large class with a "six-window long-wheelbase sedan" body was developed on the basis of the Buick Super, and was mass-produced at the Gorky Automobile Plant (Molotov Plant) from 1950 to 1959 (some modifications - until 1960.)
The plant was strongly recommended to completely copy the Buick of the 1948 model, but the engineers, based on the proposed model, designed a car that relies as much as possible on the units and technologies already mastered in production. "ZiM" was not a copy of any particular foreign car, neither in terms of design, nor, in particular, in the technical aspect - in the latter, the plant's designers even managed to some extent "say a new word" within the global automotive industry
"Volga" GAZ-21 (1956-1972)
The passenger car of the middle class was technically created by domestic engineers and designers from scratch, but outwardly copied mainly American models of the early 1950s. During the development, the designs of foreign cars were studied: Ford Mainline (1954), Chevrolet 210 (1953), Plymouth Savoy (1953), Henry J (Kaiser-Frazer) (1952), Standard Vanguard (1952) and Opel Kapitän (1951).
GAZ-21 was mass-produced at the Gorky Automobile Plant from 1956 to 1970. The factory model index is originally GAZ-M-21, later (since 1965) - GAZ-21.
By the time mass production began, by world standards, the design of the Volga had already become at least ordinary, and it no longer stood out against the background of serial foreign cars of those years. Already by 1960, the Volga was a car with a hopelessly outdated design.
"Volga" GAZ-24 (1969-1992)
The middle class passenger car became a hybrid of the North American Ford Falcon (1962) and Plymouth Valiant (1962).
Serially produced at the Gorky Automobile Plant from 1969 to 1992. The appearance and design of the car were quite standard for this direction, the technical characteristics were also approximately average. Most of the "Volga" was not intended for sale for personal use and operated in taxi companies and other government organizations).
"Seagull" GAZ-13 (1959-1981)
Executive passenger car of a large class, created under the clear influence of the latest models of the American company Packard, which in those years were just being studied at US (Packard Caribbean convertible and Packard Patrician sedan, both 1956 model years).
"The Seagull" was created with a clear focus on the trends of American style, like all GAZ products of those years, but was not a 100% "stylistic copy" or Packard's modernization.
The car was produced in a small series at the Gorky Automobile Plant from 1959 to 1981. A total of 3,189 cars of this model were manufactured.
"Seagulls" were used as a personal transport of the highest nomenclature (mainly ministers, first secretaries of regional committees), which was issued as part of the prescribed "package" of privileges.
Both sedans and convertibles "Chaika" were used in parades, served at meetings of foreign leaders, prominent figures and heroes, were used as escort vehicles. Also, "Seagulls" came to "Intourist", where, in turn, everyone could order them for use as wedding limousines.
ZIL-111 (1959-1967)
Copying the American design at various Soviet factories led to the fact that the appearance of the ZIL-111 car was created according to the same patterns as the Chaika. As a result, outwardly similar cars were simultaneously produced in the country. ZIL-111 is often mistaken for the more common "Seagull".
The high-end passenger car was stylistically a compilation of various elements of American middle and high-end cars of the first half of the 1950s - predominantly reminiscent of Cadillac, Packard and Buick. The exterior design of the ZIL-111, like the Seagulls, was based on the design of the models of the American company Packard in 1955-56. But compared to the Packard models, ZIL was larger in all dimensions, looked much stricter and “square”, with straightened lines, had a more complex and detailed decor.
From 1959 to 1967, only 112 copies of this car were assembled.
ZIL-114 (1967-1978)
A small-scale executive passenger car of the highest class with a limousine body. Despite the desire to move away from American automotive fashion, the ZIL-114, made from scratch, still partially copied the American Lincoln Lehmann-Peterson Limousine.
In total, 113 copies of the government limousine were assembled.
ZIL-115 (ZIL 4104) (1978-1983)
In 1978, the ZIL-114 was replaced by a new car under the factory index "115", which later received the official name ZIL-4104. The initiator of the development of the model was Leonid Brezhnev, who loved high-quality cars and was tired of the ten-year operation of the ZIL-114.
For creative rethinking, our designers were provided with a Cadillac Fleetwood 75, and the British from Carso helped domestic automakers in their work. As a result joint work British and Soviet designers in 1978, ZIL 115 was born. According to the new GOSTs, it was classified as ZIL 4104.
The interior was created taking into account the intended use of cars - for high-ranking statesmen.
The end of the 70s is the height of the Cold War, which could not but affect the car transporting the first persons of the country. ZIL - 115 could become a shelter in case of a nuclear war. Of course, he would not have survived a direct hit, but there was protection on the car from a strong radiation background. In addition, it was possible to install hinged armor.
ZAZ-965 (1960-1969)
The main prototype of the minicar was the Fiat 600.
The car was designed by MZMA ("Moskvich") together with the NAMI Automobile Institute. The first samples received the designation "Moskvich-444", and already differed significantly from the Italian prototype. Later, the designation was changed to "Moskvich-560".
Already at the very early stage of design, the car differed from the Italian model by a completely different front suspension - as on the first Porsche sports cars and the Volkswagen Beetle.
ZAZ-966 (1966-1974)
The passenger car of an especially small class demonstrates a considerable similarity in design with the German subcompact NSU Prinz IV (Germany, 1961), which, in its own way, repeats the often copied American Chevrolet Corvair, introduced at the end of 1959.
VAZ-2101 (1970-1988)
VAZ-2101 "Zhiguli" - a rear-wheel drive passenger car with a sedan body is an analogue of the Fiat 124 model, which received the title "Car of the Year" in 1967.
By agreement between the Soviet Foreign Trade and Fiat, the Italians created the Volga Automobile Plant in Togliatti with a full production cycle. The concern was entrusted with the technological equipment of the plant, training of specialists.
VAZ-2101 has been subjected to major changes. In total, over 800 changes were made to the design of the Fiat 124, after which it received the name Fiat 124R. "Russification" of the Fiat 124 turned out to be extremely useful for the FIAT company itself, which has accumulated unique information about the reliability of its cars in extreme operating conditions.
VAZ-2103 (1972-1984)
Rear-wheel drive passenger car with a body type sedan. It was developed jointly with the Italian company Fiat on the basis of the Fiat 124 and Fiat 125 models.
Later, on the basis of the VAZ-2103, the "project 21031" was developed, later renamed the VAZ-2106.
He conquered space and launched a technology race that turned the whole world upside down in the future. world history. Thanks to best minds The USSR will then begin to develop the space industry. Together with space technologies, science and medicine developed in big country and the automotive industry. However, despite serious progress, the USSR lagged behind other countries in the automotive industry. But this does not mean at all that soviet cars- bad. Let's get acquainted with the most famous representatives of the domestic auto industry, which today are considered retro classics.
The birth of the domestic auto industry
In 1927, the head of the Soviet Union, Stalin, demanded that during the first five-year plan - from 1928 to 1932 - a powerful and competitive automobile industry be created in the country. At that time, in comparison with the countries of Europe and the USA, the auto industry was virtually absent in the country, and the USSR was not a competitor for the world's auto giants. However, due to the rapid development of industrialization, by the middle of 1928, there were more than 3 million people employed in the production of automobiles.
When the first five-year plan ended, more than 6 million people were already working in the auto industry. Thanks to this plan, a new social class was formed in the USSR - these are workers for automotive industry with good income for that time. But although a huge number of jobs were created and the standard of living grew, for many a car was a luxury even then. bought only wealthy working class. This is taking into account the fact that the capacity of car factories by 1932 reached about 2.3 million copies.
KIM: small car
The head of the auto industry in August 1938 proposes to develop and launch the production of small cars. It was planned to establish it at the Moscow Automobile Assembly Plant, created in honor of KIM.
To develop the car, a design department was formed at the plant. The process was led by a specialist from NATI A. N. Ostrovtsev. GAZ specialists worked on the design and construction of the body. To make the development go faster, they decided to take the American Ford Perfect, which was produced at that time in the UK, as a basis. The solutions that Ford engineers used were well known to engineers from the USSR - several car models based on Ford A and AA were already produced in the country. Although it was taken as a basis English car, body design - completely Soviet. GAZ specialists worked on it. During the process, they created two options - a model with closed body and two doors, as well as an open phaeton. Interestingly, the car was produced on equipment from the USA.
It was planned to connect many factories of the USSR to production. So, frames, springs, forgings were to be manufactured at ZIS. At GAZ, the main body parts and castings were made. A huge number of various industries had to provide the assembly shop with everything necessary - glass, tires, upholstery materials, as well as all the details that simply could not be manufactured at KIM.
Exterior
The model was called KIM-10, and at that time it was a serious step for the entire automotive industry.
The appearance of the car was newer and fresher than the others. Soviet cars. The body shape and overall design practically did not differ from foreign samples. The body of this car was very progressive for its time.
The hood opened up and was of the alligator type. In order to open it, the designers created a nose decoration. The sides of the hood served as fairings for the headlights. The doors were wide enough in size, they were additionally equipped with swivel windows. The side windows could be lowered.
Design features
In addition to modern ideas, more conservative solutions were used at the time of the creation of this car. So, an engine with a lower valve arrangement did not have mechanisms for adjusting them. The connecting rod bearings were filled with babbitt. The thermosiphon cooling system is already outdated, but was used on KIM-10. Also among the conservative solutions is a dependent suspension system, mechanical brakes. The turn signals were of the semaphore type.
Specifications
This car was made in two types of bodies - a two-door sedan and a phaeton with side parts. The car could accommodate four passengers.
The length of the body was 3960 mm, width - 1480 mm, height -1650 mm. Clearance - 210 mm. The fuel tank held 100 liters of fuel.
The engine was located in the front, longitudinally. It was a 4-cylinder carbureted four-stroke power unit. Its volume was 1170 cubic meters. see. The engine gave out 30 liters. With. at 4000 thousand revolutions. The motor was paired with a three-speed mechanical box gears. The car had rear-wheel drive, and its fuel consumption was only 8 liters per 100 kilometers.
The history of this machine ended in 1941.
Car GAZ-13 "Seagull"
The need for this car arose in the 50s. So, in the USSR they had to create a representative-level car that would correspond to the fashion trends of that time. The designers also developed the project ZiS and ZIL. In addition, the ZIL-111 car is already outdated.
The result of the work of GAZ specialists was presented to the public in 1956. The car was launched into mass production only two years later, in the 59th. For those 22 years that this model was produced, only 3189 copies were produced. The eminent designer Eremeev worked on the legendary design of the described car. In the exterior of the car, you can trace the features
GAZ-13 "Seagull" became the way it was later remembered, far from immediately. In the process of working on the body, two options were created. From production models they featured taillights, front sidelights, wheel arch moldings, and a windshield frame.
Specifications
This car was huge. The layout is front-engine, and rear-wheel drive. Surprisingly, even then a three-speed hydromechanical gearbox was installed on this car.
There were two engines - GAZ-13 and GAZ-13D. These are eight-cylinder V-engines volume of 5.5 liters. But the first unit was calculated on A-93 gasoline, and the second on A-100. Also, the second motor differs more a high degree compression and a power of 215 hp. The first unit had a capacity of 195 liters. With. The design of the motor was innovative - this is an aluminum cylinder head and valves.
The engine was equipped with liquid cooling and a four-chamber carburetor. The motor, together with the automatic transmission, could accelerate the car up to 160 km. Up to 100 km, the car accelerated in 20 seconds.
As far as fuel consumption is concerned, combined cycle the car consumed 18 liters per 100 kilometers. The automatic transmission allowed the use of three gears - this is neutral, first gear, movement and reverse. I had to switch them using the keys on the dashboard.
Modifications
So, GAZ-13 is the base model. Three rows of seats were installed in the back of the cabin, and the prototypes differed significantly in equipment from the serial ones.
GAZ-13A is the same basic model, but a partition was installed in the cabin between passengers and the driver.
13B is a convertible car, this modification was used in military parades.
13C is a station wagon. This modification did not enter the series. In total, about twenty such machines were produced.
Subcompact car "Moskvich" -400
This next model after KIM-10-52. Work on the car started after the war, in early 1946. Also after the war, the plant changed its name to Moskvich. This one should have been created before the war.
The car was made in the image and likeness of the Opel Kadett K38, which was developed by General Motors in 1938. All the equipment was taken to Germany, the stamps for the production of bodies could not be saved, so they had to create their own, Soviet ones.
This car was developed by domestic and German engineers. The cost of the car, according to various sources, is from 8,000 to 9,000 rubles. It was a lot of money, and at first only a few could afford the new Moskvich-400, but in the 50s the well-being of people increased, and a whole queue lined up behind the car.
Exterior
Opel Kadett K38 was used as a basis. Stalin really liked the car, and he ordered that an exact copy be made in the USSR. It must be said that Opel was created in Germany before the war, and in the 40s the whole structure, together with the design, was very outdated. Opel at that time produced more interesting models, but no one dared to argue with Stalin. Later appearance they will update a little, but this will not affect the body.
Engine
Since there was no documentation on the power unit in Germany, Soviet engineers developed a new motor. The car was equipped with a four-cylinder eight-valve unit, the power of which was only 23 liters. With. with a working volume of 1100 cubic meters. see Motor worked with a pair of three-speed manual transmission. The power unit was created for A-66 fuel. Consumption was 8 liters per 100 kilometers at a maximum speed of 90 km/h.
GAS
This plant produces a wide variety of interesting models. One of them is GAZ A. The history of the car begins in Detroit. It was then that old man Henry Ford decided that the Ford T was simply hopelessly outdated. And he took it off the assembly line. Instead, model A was launched. First of all, the engine was finalized - after the transformation, its power changed from 23 hp With. up to 40. The volume increased to 3.2 liters. Also in the car was a dry single-plate clutch.
Then Ford created a truck - AA on the basis of passenger car A, and then a three-axle AAA machine went to the conveyor. It is this unified and generally universal car liked by the Soviet leaders. Based on it, they decided to create a simple, reliable and technologically advanced Soviet passenger car. So GAZ A was born. The model was produced from 1932 to 1938.
Design
The bumper was a failure of two elastic strips of steel. The radiator was covered with nickel, and the first nameplate adorned it. The wheels were equipped with wire spokes - their peculiarity was that they did not require adjustment.
For windshield triplex glass was used. It had a gas cap in front of it. The tank itself was on the back wall engine compartment- so it was possible to exclude the gasoline pump from the design. Gasoline got into the carburetor by gravity.
These Soviet cars were produced in a chaise-type body for 5 seats. In the event of rain, a tarpaulin awning could be pulled up.
Salon
The steering wheel was black, and the material for it was ebonite. Next to the signal on the steering wheel, the designers placed special levers - with the help of the first, the ignition timing was adjusted, and the second served to supply gas. The speedometer was a drum with numbers. Below the gas pedal, a special heel stand was installed.
Design features
If you disassemble the car, then only 21 bearings will be typed. It was also used, there was no possibility to adjust the valve, a low compression ratio of the engine - 4.2. As a suspension, transverse springs were used.
A little later, this model will be replaced by the GAZ M-1 sedan, which is also based on the Ford A, but modified for off-road patency. So, they increased the strength of the body, strengthened the suspension. The voracious 3.2-liter engine was modified so that its power increased to 50 liters. With.
This GAZ M-1 off-road limousine entered the series in 1936. Released more than 60,000 copies. It was a very successful model.
These are Soviet passenger cars in a body type "sedan". In mass production, the car was launched in 56, and it continued until the 70s. This is the most successful model of the domestic auto industry.
Development began in 1952. Initially, they worked on the M21 models. L. Eremeev and artist Williams worked on the design. In 1953, the first mock-ups of the M21 were created, the Williams project did not fit. Then, in the spring of 1954, the first prototypes of the Volga GAZ-21 were assembled.
Tests were carried out, during which the cars showed good results. The new "Volga" turned out to be economical, significantly superior in terms of dynamic characteristics ZIM. In addition, the car has a unique design.
The first models were equipped with a lower-valve engine, its working volume was 2.4 liters. Engine power was already 65 hp. With. This is a motor from Pobeda, which was boosted at the factory. Paired with the power unit, a three-speed manual gearbox worked.
The owners of the car "Volga" (GAZ-21) talked about the high resistance of the body to corrosion, about the good cross-country ability of the car. Today it is already a retro car, and you can see its representatives in private collections.
GAZ-24
Later, in 1968, the GAZ-24 was released on the basis of this car. The car was produced in two bodies - sedan and station wagon. At one time it was the most prestigious car. The model began to be developed immediately after the launch of the 21st Volga. The car managed to survive three restyling, the design gravitated towards the features of American cars. But there were original features in the exterior, which gave the body swiftness.
Vehicle Specifications
GAZ-24 was produced, as already noted, in two bodies. Ground clearance was 180 mm. The engine was located in front of the longitudinal. A 2.4-liter gasoline engine was chosen as the power unit. Its power was 95 liters. With. He worked in tandem with a four-speed manual transmission. Fuel consumption - 13 liters per 100 km. With this unit, the maximum speed is 145 km / h.
On the basis of the described Volga, many different modifications were then released. They also produced models for export. Finished production in 1985.
I must say that Soviet cars are much more interesting than those that are produced today. Now everything seems uninteresting to modern people, and then each new model was a real holiday for motorists. These cars are now being filmed in films, are in museums and private collections, the ZIS-110 car is very popular abroad, including in the USA and Europe. Many motorists give huge sums for the purchase and restoration of such cars. This is real retro. And let them scold domestic auto industry, but then even in our country they knew how to make good cars.
