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 a wheelbase of 2850 mm, was designed to carry 12 people or 1200 kg of cargo, the maximum speed of the all-terrain vehicle was 85 km / h. A 6-cylinder 76-horsepower engine was used as a power unit.
A number of progressive solutions for that time were used in the design of this car: to prevent the ingress of water, dirt and sand, the drum wheel brakes were sealed, rubber pads in the seals of the springs reduced the amount of maintenance. The all-terrain vehicle was distinguished by comfort: there was a powerful heater with a windshield blower, and 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, to study the issues of increasing cross-country ability wheeled vehicles, as well as to assess the influence of individual design parameters on the patency during July-August 1955, an experimental four-axle (8 × 8) truck ZIS-E134 layout No. 1 was built.
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 conducted tests made it possible to identify areas for 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 design solutions for a floating vehicle, on April 9, 1956, a prototype 8 × 8 ZIS-E134 layout No. 2 was built. It differed from its predecessor in a displacement body, the absence of an elastic wheel suspension (based on the experience of testing the ZIS-E134 model No. 1), the presence of a water cannon (not installed immediately) with a swivel nozzle that performs the functions of a water rudder. The water jet impeller was borrowed from the PT-76 tank. By power plant, transmission, propulsion and control system new car did not differ from the ZIS-E134 layout No. 1.
MAZ-505
MAZ-505 (1962) - an 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 lead 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 steered 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 ground clearance from 480 to 590 mm, centralized system air pressure control in tires and ventilated disc brakes with dual-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 ability of the machine was so high that it competed freely, and in many cases even surpassed the 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 located 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 was installed on the machine with tractive effort in 7 tons.
Suspension matched that of 135L, drum brakes driven 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; used independent suspension of all wheels, two propellers; the front and rear wheels were made steerable, and the connection between the two was provided by a hydrostatic servo drive, due to which the rotation of the rear wheels begins after the front wheels turn by an angle of more than 6 °. The solution for the brake mechanisms was very non-standard: they were disc brakes, but they were not located in the wheels, but in the body of the car.
The machines of the 490 complex have successfully passed the tests and have been mass-produced for many years. These "Blue Birds" are still serving in the Military Space Forces. There is no replacement for them. Two 4906s were sent to Germany during the floods that swept over it in the summer of 2002, where they were used very effectively to evacuate residents from flooded areas. In Europe, there was nothing like it, which caused the Germans a feeling of admiration and outright envy.
In addition, the Blue Bird complex included ZIL-2906.
ZIL-2906 is a rotary auger snow and swamp vehicle carried on a cargo ZIL-4906. After the improvement, he received the index 29061.
The swamp vehicle was equipped with two VAZ rotary piston engines with an onboard transmission scheme, the body and augers were made of aluminum alloy, and the cabin was made of fiberglass.
To this day, no other country in the world has such a unique complex, which, thanks to the ZIL-29061, has almost absolute all-terrain capability.
ZIL-4904
The auger snow and swamp all-terrain vehicle ZIL-4904 was built in 1972 and is the largest in the world. Payload- 2.5 tons. However, he developed a very low speed - 10.1 km / h on the water, 7.3 km / h in the swamp, 4.45 km / h on the rafting, 10.5 km / h on the snow.
Lightweight hollow or filled with a polymer (for example, foam) augers allow the machine to float on water, cross such dead places where any wheel and tracked vehicles. However, since the augers are made of a hard material, usually non-ferrous metals, an auger-rotary all-terrain vehicle is completely unsuitable for paved roads. On asphalt, concrete and even rubble, such a car will have to be transported on a tow truck.
VAZ-E2121 "Crocodile" - early prototype the legendary Niva
VAZ-E2121 "Crocodile" (1971) - an early prototype of the experimental VAZ-2121, with a frame and 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 Togliatti
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 had a bad effect temperature regime the work 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 work out several other important points, like 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 the vibrations of the supporting 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(drag coefficient Cx - 0.23). The Oka engines (VAZ-1111 and VAZ-11113) were installed on the car, and the MeMZ-245 was installed on a later version with a slightly modified finish ("Debut-II"). They also planned to test a car with turbocharged VAZ-11113 and MeMZ engines with a 16-valve block head. "Debut" was equipped with an electrovacuum clutch, a cruise control system.
AZLK 2142 "Moskvich" - an experienced sedan
AZLK 2142 "Moskvich" (1990-96) is an experimental sedan created on the basis of AZLK-2141 and presented to the general public in 1990. The car was fully tested and practically ready for production, it was planned to send the car to the conveyor already in 1992, equipping it with a new Moskvich-414 engine.
After the collapse of the USSR, the death of the then general director of AZLK V.P. Kolomnikov, these plans were not destined to come true, but 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 a plug-in front axle (without a transfer case). Gearbox, front-wheel drive power take-off, 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 the Proto, LuAZ developed its own version of the future car, which had serious differences, as part of the competition.
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. Backdoor the car was made of two sections - upper and lower, the 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, on Paris Motor Show this design was highly praised, but the prototype never made it 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. Soviet system again, it 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 final version"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.
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!
All my life one of the greatest automotive designers Vitaly Andreevich Grachev dedicated to the creation of 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 are clearly visible, which are the rear dimensions 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 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, black production cars representative class, as now, was not subject to revision.
~ 1958 ~
In the decaying capitalist West, after the sedan, the business-class car range would be replenished by a coupe and a convertible, but Soviet factories, as you know, 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. Bicolor painting, chrome, a deer on the hood - it’s not a sin to use this as a 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 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!
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 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.
"Thirty-four" borrowed the gearbox along with the clutch from the ZIL-131, and rear axles along with the suspension - at 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 its 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 small restyling- changed the grille. 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 "Moskvich" series 3-5, with which new Volga the automatic transmission was supposed to be divided, 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 off-road cars 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. 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 were eyeing the Soviet automobile 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 base model fourth generation"Muscovites" hatchback 2141 was already ready for production, at AZLK they began to develop the next car of the family - the 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 2141 was “fought”. As a result, the work was delayed, and rear end 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.
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 Production Association "Moskvich", whose parent plant was AZLK, spoke at a meeting of the board of the Ministry automotive industry USSR 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 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 “candy”, and gave a low windshield a spherical shape with a smooth transition to the roof and windows of the front doors. A few years earlier, during the competition of alternative projects, Marat Elbaev presented his sketch of the exterior of the “car of the year 2000”, the future Istra, and on that sketch the pairing of the hood with the windshield was about the same.
The problem was that the windows of the front doors inevitably acquired a bend in two planes, and the technological capabilities of those years did not allow the windows to be lowered with such a complex bend.
However, colleagues from Gorky, faced with a similar problem on the promising Volga GAZ-ZYu5, found a solution: they made glass doors from two halves, with an opening window at the bottom.
At the turn of the 80s and 90s, there was an opinion among designers and designers that the usual sliding windows in the doors would soon become a thing of the past. You can maintain the microclimate in the cabin with the help of an air conditioner or an air conditioning system, which, as expected, will be included in the near future. basic equipment of any model, and lowered windows significantly impair the aerodynamics of the car and increase fuel consumption. Small vents at the bottom are necessary in order, for example, to hand over documents to the traffic police inspector or a ticket at the entrance to the parking lot. An interesting option was 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 Research Institute technical glass(NITS), from which the work was led by Alexander Fedotov, the best bending specialist in the USSR. 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 the instrument panel at any position of the column came out the same, with no movement of the steering wheel did it 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 thoughtful shape of the so-called door cards made it possible to make the interior cozy, despite the low divided windows. At the bottom of the console was a new device for that time - 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.
Fully new engine, which was created by Yuri Ptashkin, Viktor Borisov, Anatoly Chernomordik, Nikolai Khitroye, Ibrahim Kamaev and other designers, did not retain constructive and technical continuity with the M-412. As an alternative, "on a competitive basis", a technical design of the engine created at VAZ (designers Leonid Novikov, Mikhail Korzhov and others) was considered. But the AZLK version won in many respects: it was more modern in design, more technologically advanced in production, cheaper to master, and consisted of fewer parts. Compared to the M-412, it was a return from an aluminum block to a cast iron one, from wet shells to a solid one-piece block. Camshaft located, of course, in the head and was driven by a toothed belt. At first, the designers prepared drawings for the most labor-intensive parts: block, head, crankshaft, pistons.
The base model of the engine with the index "21414" was a gasoline, carburetor, 8-valve, displacement of 1.8 liters (cylinder diameter 82 mm, piston stroke 85 mm). Several modifications were envisaged, the indices of which sometimes intersected with the indices 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. The working volume of 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% own development. True, imported components were used: fuel equipment diesel engines, turbocharger, all injection components, converter. Under the hood of the red prototype, AZLK-2143 took its place carbureted engine"21414" of the third series.
As a basic model of the AZLK-2143 family, it was originally designed not front-, but all-wheel drive vehicle
original solution
As a basic model of the AZLK-2143 family, not a front-wheel drive, but an all-wheel drive car was originally designed. Abroad, in the late 80s and early 90s, not off-road, but ordinary 4 × 4 passenger cars became more and more widespread. Obviously, 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 it was decided to install the primary and secondary shafts of the box in a horizontal plane: not one above the other, as in ordinary boxes, but side by side. Such original solution was invented by a young designer of the design bureau of the general layout, Lev Zheleznyakov.
In the mid-80s, with the lead designer Lev Smorgonsky, many options were proposed for installing a center differential and various designs of this unit on the AZLK-2141 box. Some existed only in drawings, others were made in metal and tested on cars with a "forty-first" or "forty-second" body. The differential was designed by Yu. Stepakov, A. Novichkov, D. Dorofeev and other designers. In the end, the transmission design bureau, headed by Vladimir Dlugokansky, managed to create a workable design.
In the final version, it was necessary to change by several degrees (compared to the front-wheel drive car) the inclination of the entire power unit relative to the vertical axis. The modification of the 4 × 4 chassis recommended for production included a self-locking differential, a separate unit rear gear combined with independent rear suspension on 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.
One more interesting feature AZLK-214E steel ventilated disc front brakes. From the brakes of a production car, they differed completely 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, a five-door all-metal compact van was adopted, an analogue of the Renault Medape Scenic, Opel Zafira or Citroen Xzoro Picosso cars that appeared later. 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
Our online publication invites you to view a collection of rare photographs. We are sure that many of you are not familiar with some of the cars, the photos of which we have found for you. All over the world, our auto industry is a mystery. Maybe that's why in the USSR, many automobile factories, trying to stand out on the world stage, created such.
AZLK plant (currently closed). IN Soviet years Moskvich cars were a dream for many.
Model 1964 Moskvich 408 Tourist. The maximum speed is 130 km/h. Amazing rare car in the back of a convertible. Unfortunately, at that time the country's leadership decided that this model was too luxurious and did not correspond to the spirit of the Soviet proletariat.
Idea to do Soviet convertible switched to baby products. could be bought in many children's worlds of the USSR. The children's car was equipped with pedals, from which the children's transport was set in motion. The dream of many boys and girls of the Soviet era.
AZLK 2139 Arbat (prototype 1987)
This was supposed to be a new revolution in the Russian car market in the 1990s. Unfortunately, with the collapse of the USSR, the project of this car was shelved.
Alsoin the Soviet years, a prototype sports version was developed(Moskvich 2141 KR) with a capacity of 175 hp. The maximum speed is 200 km/h. But this project was also not implemented because of the events in the country in the early 90s.
At the same time, while the AZLK plant was trying to bring a luxury car to the USSR market, plants such as Gorky (GAZ) and Volzhsky (VAZ) were developing an amphibious car.
AZ 2122 River. This car was developed in the late 70s and early 80s by order of the USSR Ministry of Defense. This one could move through the water at speeds up to 5 km / h. Unfortunately, for unknown reasons, after successful tests, this project was closed.
UAZ 3907 Jaguar . The same fate awaited the amphibious car of the Gorky Automobile Plant. This machine was developed in the late 70s, which could move through the water using propellers. The car accommodated up to 7 people with full equipment. This vehicle demonstrated amazing operating characteristics for that time (the car could be used at temperatures from -47 to + 45 degrees Celsius). The project was also closed due to hyperinflation in the country, which was associated with the collapse of the USSR.
UAZ 3907 Jaguar was not the only car that the GAZ plant tried to make for movement on water. In the mid-70s, an experimental Volga GAZ-24-95 , which could also move on water.
Volga Automobile Plant (VAZ)made attempts to produce their own sports cars. But really, in partnership.
So in 1978 in Vilnius (Lithuania), VFTS produced a model Lada Samara Eva . The car was based on the VAZ-2108. It was a 300 hp rear wheel drive sports car.
Also in the Soviet years there was another modification of the Lada - Lada Samara T3. In fact, there was nothing Soviet in this car. The car was equipped with components from Porsche, the car was assembled by a French company. The car participated in various European championships in the 1990-1991 season. Also, the car was a participant in the Paris-Dakar rally in 1990.
Surprisingly, in the USSR, sports cars were also developed in the early 30s of the last century. On the basis of the ZIL plant (in the 30s of the ZIS), sports vehicles were developed. But the country's leadership believed that cars should serve only civil servants, so promising projects never came to fruition.
The most famous sports car of Soviet times is the legendary ZIL 112-S, which was released in 1961. The power of the machine was 240 hp. The maximum speed is 240 km/h. Externally, the car resembled the Ferrari Testarossa of that time. For the production of a sports car, the components of the model were used GAZ-21 .
By the way, the first Kamaz in history was actually first developed and produced at the ZIL plant at the end of 1975. The model was called ZIL-175. Later, the model changed the name of the brand. Subsequently, KAMAZ vehicles became the winners of the Paris-Dakar race more than once.
In the photo on the left you can see a prototype car M3MA 444 Moskvich 1957, which later became ZAZ-965(Zaporozhets). Pictured is a car Zaporozhye plant 1960.
concept car Russian SUV Lada Niva E2121 Crocodile .
On the basis of this prototype, later in 1979, the first production SUV Niva 2121 rolled off the assembly line.
Prototype ZAZ 966 (Zaporozhets) . The car was equipped with front-wheel drive. Pay attention to the hood and wheels, which are reminiscent of VAZ-2101. Unfortunately, the ZAZ-966 model did not enter mass production in this form. As a result, the model "966" went on sale with rear-wheel drive and with a completely different appearance.
We tried to bring many of you back to the past, and to show younger people a small part of the history of the USSR auto industry. We will try to periodically upload such collections about Soviet era engineering. If you have any interesting photos with old Soviet cars in your family archives, then send us and we will definitely include them in our future collections.
Unknown Soviet cars.
There is an opinion that the Soviet auto industry did not indulge motorists with a variety of models. And this is fair. However, few people know that at various automobile plants in the USSR in different years very promising models were developed, which for various reasons did not get into the series. Today we will talk about unknown Soviet cars that never reached the Soviet motorists.
1. NAMI Luaz "Proto"
NAMI Luaz "Proto".
In 1989 in the USSR, such a machine could well get into mass production. It was positioned as a 4-seater SUV. The machine was equipped with a reinforced steel frame, which was closed with removable panels (which greatly simplified repairs). The seats in the car were laid out in such a way that one wide bed was obtained, which occupied almost the entire interior.
2. NAMI 0288 "Compact"
NAMI 0288 "Compact".
This one was supposed to be the first Soviet mini. "Compact" was assembled in 1988. in a single copy. He had the following indicators: maximum speed - 150 km / h, gasoline consumption of 6 liters per 100 km. In addition, the car had an on-board computer that was responsible for the operation of the suspension and other elements. NAMI 0288 Compact took 5th place (in 1989) at the Tokyo Motor Show among 30 concept cars presented there. However, the imminent collapse of the Soviet Union put an end to the issue of implementing NAMI 0288 Compact.
3. ZIS 112
Car ZIS 112.
At the Stalin plant, Soviet engineers tried to create worthy sports cars of domestic production. Of the seven developed options, it is necessary to single out the ZIS-112 model (later ZIL-112). The designer was inspired to create this car by the legendary Buick X90. However, the ZIS 112 had its own style. Its length was almost 6 m, and it weighed a little less than 3 tons. For this reason, the car was not suitable for participation in circuit races and they began to redo it.
4. Moskvich 408 "Tourist"
Car Moskvich 408 "Tourist".
In 1964 Moskvich 408 was created, which even now can occasionally be found on the roads of the CIS countries. However, few people know that almost the same period was created younger brother this car - Moskvich-480 "Tourist". This model was made in a coupe-cabriolet body, unusual for Soviet people. This car had electronic injection fuel, more powerful than a conventional Moskvich engine (63 hp), as well as top speed 130 km/h.
A significant drawback was the removable plastic roof, which did not fit in the trunk, which required storing it somewhere in the garage. It should be noted that at that time at AZLK all production facilities were occupied by ordinary Muscovites 408, and the Tourist model, produced in only 2 copies, did not receive further distribution.
5. "Ohta"
Okhta car.
This car was assembled in the Leningrad branch of NAMI. The salon was designed as a 7-seater with the possibility of transformation (the front seats could turn 180ᵒ, and the middle row easily turned into a table). The headlights of this car were built into the front bumper, from under which high speeds spoiler was put forward (to increase downforce). The collapse of the USSR prevented the mass production of this car.
6. ZIL-4102
Car ZIL-4102.
In order to create a worthy Soviet executive class car, the ZIL plant purchased for detailed study Rolls-Royce Silver Spirit. ZIL-4102 was created in only 2 copies, each of which was equipped with a powerful V-shaped 8-cylinder engine (power 315 hp, acceleration to hundreds in just 10 seconds) and a modern sound system with 10 speakers, which could play not only the radio, but even read the CD.
The fate of this machine was decided by M.S. Gorbachev. He did not like the car and the development was closed. It is interesting that one of the ZIL-4102 specimens is still kept in one of the private collections and from time to time takes part in exhibitions.
7. Muscovites of the 80s
Car Moskvich-412.
Already in the 80s of the last century, it became clear to engineers that Moskvich was obsolete. He was clearly inferior to Western counterparts, as technical parameters as well as by design.
This prompted the development of new models, among which it is worth highlighting:
- Moskvich-2139 "Arbat" was supposed to be the first Soviet 7-seater mini-vein.
Car Moskvich-2139 "Arbat".
- Moskvich-2143 "Yauza" with original, but strange side windows, which were divided into 2 parts, and only the lower one fell from them.
Car Moskvich-2143 Yauza.
- Moskvich-2144 "Istra" with an aluminum body and side windows that did not fall, and ventilation was supposed to be due to small windows and air conditioning.
Car Moskvich-2144 "Istra".
This car was planned to be equipped with airbags and an ABS system. The image from the night vision device, as well as information about the speed of movement, was supposed to be displayed on the windshield using a small projector. Regarding all these machines, we can say that their fate ended with the existence of the Soviet Union.
8. VAZ-2702 "Pony"
Car VAZ-2702 "Pony".
Way back in 1974. VAZ engineers began to create a compact cargo electric vehicle. Many interesting things were connected in this car. engineering solutions(from an ethyl alcohol heater to an aluminum frame made of pipes). However field trials identified a number of problems, such as a persistent alcohol smell in the passenger compartment, spontaneous opening of the windows during movement, insufficient frame strength, and unreliable brakes. The car has been modified. However, it did not pass the second test either, and during the third crash test it completely fell apart right in front of the testers.
9. ZIL-118 "Youth"
Car ZIL-118 "Youth".
The well-known ZIL-111 looked like a real Soviet one for important people of that time. In the 60s, the engineers of the USSR set out to create a bead of the same level of comfort. And so the ZIL-118 "Youth" model appeared, which had a smooth ride and high-quality interior trim. In 1967 At the bus exhibition in Nice, the car received 17 awards at once. However, in mass production the car was never sent due to the high cost of the project. These cars were produced several times a year on special orders from the KGB, television, and as special ambulances. For the entire period, only 93 ZIL-118 "Youth" were produced.
10. MAZ-2000 "Perestroika"
Car MAZ-2000 "Perestroika".
In 1985 At the Minsk Automobile Plant, the development of the MAZ 2000 model began. In the process, a team of young engineers patented more than 30 new concepts, which are currently purchased by foreign companies and are used in the production of trucks. In 1988 the truck was demonstrated at the Paris Motor Show, where experts appreciated it ( Golden medal behind technical solutions). The collapse of the USSR prevented the launch of this decent car into mass production.
