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 the Ford models - Model B (Model 40A) of 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 of the joint work of British and Soviet designers, ZIL 115 was born in 1978. 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.
Can there be something closer and more dear to every inhabitant of our country than the legendary Soviet cars? Many of us remember very well how these models were cut through the roads of large cities and villages. In this article, we have collected 27 of the most significant cars from the USSR of all time.
GAZ-A
GAZ-A, manufactured under license from Ford, was the first Soviet passenger car with local modifications, which were determined based on the operation of original Ford A cars in harsh Russian conditions. The first cars were assembled at the Nizhny Novgorod Automobile Plant in August 1932, and mass production began in December of the same year. In total, 41917 cars were produced in 1936.
Despite the absolute unpretentiousness to fuel quality, maintainability in any conditions and relative cheapness, GAZ-A had a rather sluggish 40-horsepower engine, an unreliable suspension on transverse springs, which quickly failed, as well as a weak non-rigid frame, which is why the body The car quickly fell into disrepair.
On the basis of GAZ-A, a sedan with a closed four-door body - GAZ-6 and a specialized taxi - GAZ-3 were produced. In addition, a modification of the GAZ-4 with a passenger-and-freight pickup body, the GAZ-A-Aero with an aerodynamic body and the GAZ-A-Limousine were manufactured.
GAZ-M1
This model in 1935 came to replace the first mass passenger car of the USSR - GAZ-A. The GAZ-M1, by analogy with the GAZ-A, was based on the Ford A successor, the Ford 40 (Model V8 40-730), with the chassis modified to suit the harsh real conditions of Russia. The abbreviation "M-1" was deciphered as "Molotovets-first" in honor of the chairman of the government of the USSR - V. Molotov, and design bureau A.A. Lipgart. In total, by 1942, 62,888 copies of this model were made.
The main innovation in the design of the "M-1" was an all-metal body, created using the advanced technology of the body department of Ford. As a power unit, a modernized Ford A engine was used, but produced on the original Soviet equipment. In addition, the design was changed, as a result of which the M-1 looked more modern even compared to its overseas prototype.
On the basis of the M-1, the following were manufactured: the taxi version, the GAZ-415 - a 500 kg pickup truck, the GAZ-11-73 - a modernized sedan with a 6-cylinder GAZ-11 engine, the GAZ-61-73 - the first in the world sedan 4x4, BA-20 - a light armored car and 14-15 more small-scale modifications.
GAZ-12 ZIM
Soviet cars, for the most part, were not intended for private ownership. Basically, they were created for numerous high-ranking party workers and heads of state-owned enterprises. For them, at the end of the 40s, GAZ created the GAZ-12 ZIM - a long-wheelbase six-seater large executive class sedan.
It was produced from 1949 to 1960 and a total of 21527 units of all modifications were produced. The main design feature of the car is a load-bearing body. There was only a removable under-engine subframe. The new car had a very high (up to 50%) degree of unification with other models already produced by the plant.
ZIM was equipped with a not very powerful 3.5-liter GAZ-11 engine with a power of 90 hp. A gearbox with a steering column lever for the first time in Soviet practice received synchronizers and, in addition to ZIM, was also installed on Pobeda. On the basis of ZiM (GAZ-12), the following were produced: a taxi - GAZ-12A, a sanitary version - GAZ-12B, GAZ-12 phaeton and even railway railcars. ZiM cars were exported both to the countries of the social camp, and to Finland and Sweden. There were also racing versions, which were called "Dzerzhinets" and "Vanguard".
GAZ-13 "Seagull"
Another executive limousine from the Gorky Automobile Plant. In total, 3179 units were assembled at GAZ from 1959 to 1981. In 1958, The Seagull was presented in New York and Brussels. The design of the GAZ-13 was reminiscent of a 1955 Packard.
The Chaika was a revolutionary car, unlike the Zim: it had a 195 hp V8 engine with a push-button automatic transmission, power steering and brakes, and power windows. This car in the USSR could not be bought, it could only be earned.
The following modifications were made on the basis of the "Seagull": GAZ-13A - for the USSR Ministry of Defense with a partition between passengers and the driver, GAZ-13B - with a Phaeton body, GAZ-13S - a sanitary version, several copies of "Seagulls" for filming work , parade phaetons. Subsequently, several cars were converted into railway railcars.
GAZ-M20 "Victory"
A truly legendary Soviet passenger car that has earned love and respect not only in the USSR, but also in many countries of the world. It was produced under license in Poland ("Warsaw"), in North Korea and even in China. In total, from 1946 to 1958, 241,497 cars were produced (excluding foreign production).
It was one of the world's first mass-produced passenger cars with a fully pontoon monocoque body. The appearance of the "Victory" in the form of a streamlined drop-shaped body with a flat sidewall without protruding wings was originally created by the factory designer Valentin Brodsky. Cars of the first and second series had a characteristic three-story radiator grill, which they called "Martos".
The first series was produced from 1946 to 1948. The second series, whose production lasted from 1948 to 1955, received a new gearbox from ZIM with a lever on the steering wheel, as well as an updated 50 hp 4-cylinder engine. (since 1955 - 52 hp).
The third series - M-20V (1955 - 1958) already had a different grille, a new design of the front axle beam, an upgraded carburetor, a new air filter, a new steering wheel and instruments of a different color.
Of the main upgrades of the serial version stand out:
- GAZ M-20B "Pobeda" in the body "phaeton" - with rigid safety arcs and an open top, of which 14222 copies were produced.
- GAZ M-72 - an all-wheel drive version on the GAZ-69 chassis with an additionally reinforced body, increased ground clearance, mudguards on the rear wheel arches and tires 6.50-16 with a herringbone tread. For the first time for Soviet cars, a windshield washer operated by a pedal was used here. 4677 pieces of M-72 were made.
GAZ-21 "Volga"
It was one of the most beautiful and desirable Soviet middle-class cars, which was produced at the Gorky Automobile Plant from 1956 to 1970. A total of 639,478 copies were produced in three series and in several dozen different modifications. In the design of the Volga, the influence of the "aerostyle" of American cars such as Ford, Chevrolet, Plymouth, Kaiser was clearly guessed. But the entire mechanical part of the GAZ-21 was an original Soviet design.
After the manufacture and testing of four prototypes in 1956, the production of the first series of GAZ-21 began with the characteristic "Star" on the radiator grille. The "First Series" was first equipped with a modernized engine from "Victory", and since 1957 - with a modern overhead valve engine ZMZ-21A. In total, 30 thousand cars of the first series were produced.
"Second series" began to be produced from 1959 to 1962. She had modified front fenders, a shark mouth grille, a new instrument panel, windshield washers, and new electrical wiring with a "minus" on the ground. In total, more than 140 thousand copies were made.
In 1962, a “soft upgrade” of the car was made, which for the most part affected only the appearance. The "third series" has a new "whalebone" grille with 37 vertical elements, new bumpers and decorative details, new interior trim made of more durable materials. Engine power was increased to 75 hp. n, and the body began to be painted with more resistant synthetic enamel. In total, about 470 thousand copies of the "third series" machines were produced.
Of the numerous modifications of the Volga, we note the GAZ-22 with a cargo-passenger body of the station wagon type based on the third series car. The station wagon was also produced in the form of an ambulance GAZ-22B.
GAZ-24 "Volga"
The successor to the Volga GAZ-21 was one of the most notable Soviet cars in the history of the domestic auto industry - the GAZ-24 Volga. It was mass-produced from 1967 to 1985 and was produced in the amount of 1,481,561 pieces of all modifications. GAZ-24 had a new, more modern body of a lower height, which increased stability and controllability, a wider interior, an increased glass area and improved visibility.
The "first series" GAZ-24 (1967-1977) had bumpers without fangs, a long molding under the radiator grill, it had no foglights, and the parking lights were located on the chrome ventilation linings of the rear pillars. The chrome hubcaps had red circles in the center, and the mudguards were branded “deer”.
The "Second Series" was a smooth upgrade during the period 1972-78. There were “fangs” on the bumpers, fog lights, rear lights with built-in reflectors were changed, “Zhiguli” halogen headlights appeared, direction indicators on the front fenders, in the cabin there was an imitation of wood on the panel and steering wheel, a more modern receiver, an armrest in the back of the rear seats.
In the mid-80s, a deep modernization of the model was carried out and the GAZ-24-10 ("Third Series") appeared. In this model, the vents disappeared, the door handles were recessed, a new plastic black radiator grille appeared, the inscription "Volga" disappeared from the front fenders. The car was put on radial wide low-profile tires 205/70 R14 instead of the previous 185-diagonal. Inside: new seats, handbrake on the floor, heated rear window. And most importantly, under the hood is an improved ZMZ-4022.10 engine with a power of 100 hp.
The lineup also included GAZ-24-02 with a station wagon body. This car had a seven-seat convertible interior. On the basis of this model, a sanitary version of the Volga GAZ-24-03 and a version for a taxi were made.
GAZ-67
The most legendary and combatant of all Soviet military all-wheel drive cars, the GAZ-67, has been actively fighting since 1943, both as a command and reconnaissance vehicle, and as an artillery tractor. Before the end of World War II, about 8,000 GAZ-67 units were produced.
They tested a military off-road vehicle like no other car in the USSR: it traveled 2200 km with a 76-mm ZIS-3 cannon weighing 1850 kg, of which 930 km along country roads and 550 km along broken cobblestones.
For reliability and better cross-country ability, the GAZ-67 had a wheelbase shortened by 755 mm compared to the GAZ-61. The modernization of the suspension and chassis of the car was subordinated to the same qualities. In addition, the GAZ-67 was put on tires with lugs of the "split Christmas tree" type in size 6.50-16. Electrical equipment was used from GAZ-M1 and GAZ-MM.
The body for quick evacuation was doorless for 4 people, plus two more could sit on the sides on the shelves of the rear fenders. There were also boxes for weapons, ammunition and radios. The upgraded GAZ-64-6004 engine was used as a power plant.
GAZ-69
The famous Soviet off-road vehicle, which was nicknamed "goat" for its rigid suspension. During the period from 1952 to 1972, more than 600 thousand cars were produced. In addition, GAZ-69 was exported to 56 countries of the world in various climatic versions. The release was first started at the Gorky Automobile Plant, and in 1956 production was transferred to the Ulyanovsk Automobile Plant.
The car had two basic modifications: GAZ-69 with a 2-door 8-seater body and the commander's GAZ-69A with a 4-door five-seater body. In order to increase unification and maintainability, the motor with gearbox, steering gear, shock absorbers, brakes, optics and battery for this car were taken from serial Soviet cars and trucks.
Moskvich-400/-401
This Soviet small car was available to many citizens of the USSR with an average income and often became the first car in the family. It was with her that the mobility of the Soviet people began.
The first production Moskvich-400s left the MZMA plant in December 1947. The car had interesting and innovative solutions such as a monocoque body, aluminum engine pistons, hydraulic brakes and independent Dubonnet suspension. And at the same time, the car did not have direction indicators, and the wiper had a mechanical drive from the engine camshaft.
In 1954, an improved modification of the Moskvich-401 was released, which had a forced 26 hp engine. against 23 hp the “400th” model has synchronizers in 3rd and 4th gears, a gearshift lever on the steering column, a new steering wheel. From 1949 to 1954, the Moskvich-400-420A was produced - a 4-door convertible with an open top, but having non-removable sidewalls and door frames with glass.
Moskvich-402/-407
The first Soviet passenger car of the "thaw" period, which was completely created by Soviet engineers. Production of this model began in 1956. In just two years, 87,658 copies were produced.
Compared to its predecessor, Moskvich-402 had a more modern exterior and a more advanced body design. The car received a separate trunk with external access, curved windshields and rear windows, a high level of interior trim, an independent pivotless front suspension with double wishbones and 12-volt electrical equipment, among many other innovations. It was completed with the M-407 engine, which worked in conjunction with a mechanical 3- and 4-speed gearbox.
The first modification of the car took place in 1958. The modified car was named "Moskvich-407" and an improved 45 hp engine. The half-millionth MZMA car that rolled off the assembly line in December 1960 was Moskvich-407. For several years in a row, half of all Moskvich-407s were exported, incl. to France, Belgium, Scandinavia, Finland, England and other countries.
In 1962, the Moskvich-403 transitional model was released, which had a different sub-frame and engine compartment configuration. This model also used new units that were developed for the new Moskvich-408.
On the basis of the "407th" model, the Moskvich-410 (410N) all-wheel drive sedan and the Moskvich-411 all-wheel drive station wagon were produced. These Soviet off-road vehicles were oriented to the needs of rural residents. The cars were equipped with oversized tires 6.4-15 inches with a “serrated” tread pattern, and the ground clearance was increased to 220 mm.
Moskvich-412
This is perhaps one of the most famous Soviet rear-wheel drive cars, which became famous for its outstanding sports achievements in many international competitions. The car was produced from 1967 to 1977 at the MZMA / AZLK plant and from 1967 to 1998 at the Izhevsk Automobile Plant.
The "412th" replaced the "Moskvich-408", but in fact it was a modification with a more powerful engine. In the early years, it was very actively shipped for export. In 1969, a modernization was carried out, as a result of which the passive safety of the body was strengthened, seat belts, soft interior elements, a 2-circuit brake system and fangs on the bumpers were installed. The new car was designated "Moskvich-412IE".
A characteristic element of the Moskvich-412 was the square headlights manufactured by the GDR, which were also installed on the German Wartburg 353. Based on the basic model, the Moskvich-427 station wagon and the Moskvich-434 van were created.
AZLK-2141
"Moskvich" AZLK-2141 - Soviet and Russian front-wheel drive passenger car with a hatchback body, produced from 1986 to 1998 at AZLK. A total of 716,831 copies of this model were produced.
AZLK-2141 has a layout with a longitudinal arrangement of the power unit UZAM-331.10 and VAZ-216-70, which was paired with a 5-speed gearbox of the original design with primary and secondary shafts located at the same height. As a result, it was possible to reduce the overall height of the power unit and lower the hood line. Along with the base 1.5 and 1.6-liter engines, VAZ and UZAM engines with a volume of 1.7 and 1.8 liters were used.
The car structurally and externally looked like a real breakthrough compared to previous models: a 5-speed gearbox, fourteen-inch wheels, a relatively large wheelbase, a wide hatchback body, a MacPherson-type front suspension and a dependent rear suspension with a stabilizer and Panhard transverse link, rack and pinion steering and integrated "volumetric" plastic bumpers. The body itself was estimated to have a fairly decent aerodynamic coefficient Cx=0.35.
In 1997, the modernization of Moskvich-2141-02 Svyatogor appeared with a more powerful Renault 2.0 liter engine and an updated appearance. Also in 1997, a small-scale M-2141R5 "Yuri Dolgoruky" appeared with a hatchback body extended by 200 mm and a similarly elongated sedan Moskvich-2142R5 "Prince Vladimir".
ZIS-110
This impressive car from the USSR was a real large and solid seven-seater limousine as long as 6 meters and weighing 2.5 tons. Its entire exterior resembled the limousines of the American company Packard.
The ZIS-110 was equipped with an in-line eight-cylinder engine with a volume of 6 liters and a power of 140 hp. with., paired with a 3-speed manual gearbox. The limousine was primarily intended for the top party leadership of the USSR and well-known workers of culture and science. Its production lasted from 1945 to 1961 at the Stalin Automobile Plant. A total of 2089 vehicles of all modifications were produced.
The car was technically fully equipped: a 3-speed gearbox shift lever on the steering column, unusual for Soviet cars, hydraulic valve lifters and a hypoid final drive, which provided the ZIS-110 with a high level of acoustic comfort; independent pivot suspension of the front wheels on double wishbones; luxurious interior equipment, including electro-hydraulic windows, high-end radio, heating and ventilation system.
Main modifications: ZIS-110A - ambulance; ZIS-110B - a phaeton with a folding fabric roof; ZIS-110P - all-wheel drive vehicle; ZIS-115 - armored version.
ZAZ-965A "Zaporozhets"
ZAZ-965A "Zaporozhets" was a real Soviet "people's car", produced at the plant "Kommunar" in Zaporozhye from 1962 to 1969. A total of 322,166 of these vehicles were produced.
It was equipped with a rear-mounted air-cooled engine MeMZ-966 with a power of 27 hp. and a volume of 887 cc. In 1965, due to the new carburetor, power was increased to 30 hp. The car was exported to European countries through the Belgian exporter Jalta, and cars went to Finland under the Yalta brand.
When designing, the Italian Fiat 600 was taken as a basis because of its successful and progressive body structure for mass production. Unlike the Fiat 600, the ZAZ-965A had a three-volume body of the “two-door sedan” type with a clearly defined trunk volume of the engine compartment in the form of a “hump” and a large rear window unified with the windshield.
The suspension was on double trailing arms with two transverse torsion bars as elastic elements. The car rested on the road with the help of 13-inch high-profile wheels, which ensured acceptable cross-country ability. There were also modifications for the disabled and a mail van for collecting letters with a right-hand drive.
ZAZ-966 "Zaporozhets"
The successor to the ZAZ-965A was the model with the index 966, which was produced from 1966 to 1972. ZAZ-966 had an independent front suspension of a parallelogram type, with a guide device in the form of double trailing arms and two transverse plate-type torsion bars as the main elastic element. Also, the "966th" received a new, more advanced rear independent suspension.
Since 1967, the updated Sorokovka engine with a volume of 1197 cc has been used in the car with significantly better traction characteristics and with an increased resource. The body at the rear had characteristic "ears" of air traps to cool the engine compartment. For this element, ZAZ-966 was nicknamed "Eared".
The gearbox with a fully synchronized forward row was successful and reliable, which allowed it to work with more powerful engines. Not very successful design elements included axle shafts with rather “delicate” rubber anthers of internal hinges.
ZAZ-968 "Zaporozhets"
The "968th" model was a further development and modernization of the ZAZ-966, it appeared in 1971 and was produced until 1994. It was also the legendary Soviet car of the I group of a small class.
At first, the ZAZ-968 differed from its predecessor only in other reversing lights. Only in 1973 did the modernized ZAZ-968A model appear, which already had a narrow molding instead of a false radiator grill, new seats, a 2-circuit brake system, a new instrument panel and an ignition lock with an anti-theft device.
ZAZ-968M "Zaporozhets"
In 1979, another upgrade appeared - ZAZ-968M, which had rectangular taillights instead of round ones, a new convex front panel with a median black stripe and the inscription "968M", as well as rectangular direction indicators. In addition to this modification, along with the base one, a 50-horsepower MeMZ-968BE engine was installed.
The engine cooling system was structurally changed, where air began to flow through a stamped grill in the hood cover: the “ears” were replaced with small “gills”, where the right grill was used for air intake, and the left one for exhaust.
VAZ-2101
It was one of the most massive and beloved Soviet small class cars produced at the Volga Automobile Plant. It can be called a real "people's car" of the Soviet era.
VAZ 2101 was the "firstborn" of the classic family of VAZ cars, which was produced until 2012. The production of the 2101 model lasted from 1970 to 1988, and in 18 years 4.85 million VAZ-2101 units of all modifications were produced.
The Italian FIAT 124 was chosen as a prototype for the VAZ-2101, but in the Soviet car the rear brakes were replaced with drum brakes for driving on bad roads, the front suspension was strengthened and completely replaced with a more modern rear suspension, the driveline was modified, the clutch was strengthened and finalized design of synchronizers in the gearbox. Modifications have also been made in terms of comfort and safety. In total, more than 800 changes were made.
The base model was equipped with a 1.2-liter 62-horsepower engine. The car was also called "Zhiguli", "one" and "penny". The main modifications of the 2101 model can be called: VAZ 21011 Zhiguli -1300 - equipped with a more powerful 1.3 liter 69 hp engine. with some modifications to the body and interior design; VAZ 2102 - station wagon, is a licensed version of the Fiat 124 Familiare with numerous changes and modifications. In total, 666,989 copies of such station wagons were produced. The VAZ-2102 had reinforced suspension springs and shock absorbers, which made it possible to maintain a carrying capacity of 250 kg with two passengers. There was also a version of the electric van VAZ-2102E / 2801 "Electro", produced in the amount of only 47 units.
VAZ-2105
This is a further development of the VAZ-ovskih models of the "classics". VAZ-2105 is the longest produced Soviet car from the Zhiguli family - 31 years from 1979 to 2010. It was also one of the cheapest cars on the Russian market.
VAZ-2105, compared to the "2101", had more angular body shapes, replaced by chrome parts with matte black plastic or painted metal. Here, for the first time, a toothed belt for the timing drive of the engine was used instead of a chain, for the first time, position and fog lights, turn signals, brake lights and reversing lights were combined under one ceiling. In addition, the vents on the side windows were removed, but the side windows were blown and the rear window was heated.
In total, 2,091,000 copies of the VAZ-2105 were produced. In the basic configuration, a 1.29 l engine with a power of 63.6 hp was used. with 4 speed gearbox. But there were modifications with a 5-speed gearbox and more powerful engines: 1.45 l - 71.4 hp, 1.57 l - 80 and 82 hp. For law enforcement agencies, they even installed a Wankel VAZ-4132 rotary piston engine - 1.3 liters, 140 hp. For export, VAZ-2105 was shipped under the name LADA RIVA.
VAZ-2106
This is a Soviet-Russian passenger car produced by VAZ from 1976 to 2006. In total, 4.3 million units of this model were produced at different plants during this time, which makes the VAZ-2106 one of the most massive domestic cars in history.
The exterior of the 2106 was designed using black plastics that were popular at the time, with redesigned front fascia, rear trunk panel, bumper, wheel covers, side turn indicators, air vents, and even a factory badge. In the basic configuration, the 2103 engine was used, the working volume of which was increased to 1.57 liters, the torque and power increased by 12% - up to 78 hp.
"Six" became the three and four millionth car produced by VAZ. VAZ-2106 for a long time remained the most prestigious model in the Zhiguli line, having an assessment of a car of increased comfort and reliability.
VAZ-1111 "Oka"
This Soviet and Russian microcar was produced at VAZ, Kamaz and SeAZ from 1987 to 2008, and during this period about 700 thousand copies were produced. The main prototypes that Soviet designers relied on when developing the Oka were Japanese kei cars, such as the Daihatsu Cuore (L55), Subaru 700 and Honda Today.
Engine for VAZ-1111 with a power of 29.7 hp created on the basis of the VAZ-2108 engine, taking the middle two cylinders with pistons moving synchronously. Such an engine was called "half-eighth" unofficially, and according to official documentation, it was assigned the number "1111". The "3-door sedan" body type was self-supporting with box-section front fender mudguards as load-bearing members.
The cooling system was taken from the VAZ-2108. The original carburetor was used in the power system. Front suspension - type "MacPherson" with anti-roll bar. The rear suspension is a transverse flexible beam. The car was put on small 12-inch wheels with three nuts. More than a third of the parts are borrowed from the VAZ-2101, VAZ-2103, VAZ-2108, VAZ-2121.
After the cessation of the production of Oka at VAZ in 1995, due to its unprofitability, production was transferred to Serpukhov, where SeAZ-1111 began to be produced at the SeAZ plant, and to Naberezhnye Chelny at ZMA, where KamAZ-1111 was created. A more powerful 0.75-liter 33-horsepower VAZ-11113 engine was already installed on these models - half of the 1.5-liter VAZ-21083 engine.
Production at KamAZ was discontinued in 2006 after the purchase of the enterprise by Severstal-auto, and at SeAZ in 2007, the production of Oka with a domestic engine was stopped and completely re-equipped to use a Chinese 3-cylinder 1-liter unit with a capacity of 53 hp. s .. An attempt was also made to produce pickups and vans of the SeAZ-11116-50 family. But in 2008, production was also stopped at SeAZ due to its unprofitability.
UAZ-452
The legendary Soviet cargo-passenger all-wheel drive vehicle produced at the Ulyanovsk Automobile Plant from 1965 to the present. For its external cubic appearance with rounded edges, the UAZ-452 received the nickname "loaf" among the people, and in the cargo onboard version - "tadpole".
UAZ-452, in addition to the basic "van", has a large number of different modifications, the main of which are: UAZ-452A - an ambulance that is able to get off-road to the most remote places; UAZ-452V - nine-seater minibus; UAZ-452D - a truck with a double cab and a wooden body.
In 1985, the UAZ-452 and its modifications received new indices. So the all-wheel drive minibus began to be designated - UAZ-2206, and the ambulance - UAZ-3962. On the basis of the UAZ-452, they also created a special armored vehicle for transporting valuables.
UAZ-469
The off-road vehicle UAZ-469 became the successor to the legendary predecessor GAZ-69. It was produced at the Ulyanovsk Automobile Plant for over 30 years from 1972 to 2003. Since 1985, after modernization, the car began to be produced under the symbol UAZ-3151.
As conceived by the designers, the UAZ-469 should be a reliable, durable and all-terrain utility vehicle on the tested units of domestic "GAZ" cars. UAZ-469 had a 5-seater body with a removable canvas top and side glazing, as well as a hinged rear fifth door for loading cargo. The body was mounted on a rigid and durable spar frame.
The ground clearance reached 300 mm for the version with "military" bridges and 220 mm for the civilian "UAZ". Switchable hubs were mounted on the front axle, which made it possible to turn off the front axle and reduce fuel consumption when driving on the highway. Later, quick disconnect or self-locking clutches began to be used. Since 1983, the engine of the UMZ-414 model with a power of 77 hp was installed on the machine.
The UAZ-3151 version, upgraded in 1985, additionally had: a hydraulic clutch release drive, new lighting devices, a windshield washer, high-reliability drive axles, a dual-circuit brake system, and an UMZ-417 engine with increased power up to 80 hp. and a number of other changes.
The main modifications of the UAZ-469 include: UAZ-469B - a civilian version with a clearance of 220 mm; UAZ-469BG - medical version; UAZ-469AP - Patrol police version with a hard top. UAZ-469 in 2010 set a world record for the capacity of a passenger car - 32 people fit inside it with a total weight of 1900 kg.
IZH-2715
IZH-2715 (or as it was called - "Kabluchok") is a Soviet and Russian utility vehicle mass-produced from 1972 to 2001 at the Izhevsk Automobile Plant. For almost 30 years, cars of this model were produced in 2,317,493 copies.
The truck was created on the basis of Moskvich-412 with a double cab and a cargo van or with a passenger compartment. IZH-2715 in the USSR was the only light delivery vehicle for supplying small trade organizations. Its carrying capacity was 450-500 kg. And because of the frequent use in the transportation of confectionery, IZH-2715 was also called "Pie" and "Pirozhkovoz".
The main modifications of IZH-2715 include: the basic one with an all-metal van, IZH-27151 in the back of a pickup truck with a folding tailgate, and IZH-27156, a six-seater cargo-and-passenger version for short-term transportation of passengers. The car was exported to Latin American countries (for example, to Panama), as well as to Finland under the name "Elite PickUp".
As a power unit, the IZH-2715 was equipped with a standard UZAM-412E engine with a power of 75 hp. and derated - 68 hp in the version for gasoline A-76.
LuAZ-969 "Volyn"
LuAZ-969 "Volyn" was a small Soviet-Ukrainian off-road vehicle produced at a car factory in the city of Lutsk from 1966 to 2002. "969th" was the first "SUV" that could be bought for personal use, because. it was specially created for the needs of the villagers.
The car had a very functional uncomplicated design and the most minimal comfort. It was equipped with two types of MeMZ-969 engines, 890 cm³, 30 hp. and MeMZ-969A, with a volume of 1197 cm³, with a power of 40 hp. The initial serial copies of the LuAZ-969 were only front-wheel drive, but with a power take-off shaft to drive attachments or trailed equipment. The all-wheel drive version of LuAZ began to be produced in 1971.
The body design was semi-supporting with an integrated spar-type frame. The interior layout is even visually strongly shifted forward to ensure constant loading of the front axle in order to provide better traction with the ground. In the all-wheel drive modification, rotation is transmitted from the power take-off shaft from the gearbox to the rear axle gearbox using a thin shaft that does not have hinges. There was no center differential in the design. Suspension - torsion bar on trailing arms. Drum brakes without booster.
The main modifications include: LuAZ-969A with a more powerful 40-horsepower engine and LuAZ-969M with a new shape and body trim, as well as an updated aggregate.
RAF-2203 "Latvia"
Soviet minibus produced at the RAF Riga Automobile Plant from 1976 to 1997. He successfully replaced his predecessor RAF-977. RAF-2203 became the most massive and almost the only minibus model in the USSR. It was produced at 18 thousand copies a year with a total end result of 274,000 cars of all modifications.
The minibus, according to the original plan of the designers, was to be completely unified with the units of already existing Soviet cars. The main elements are taken from the Volga GAZ-24, wheel covers from the GAZ-21, the dashboard from the GAZ-24, chrome mirrors and taillights from the Moskvich-412 car.
As a power unit, an engine from the Volga GAZ-24 was installed, which was located in the cabin between the front seats. The front suspension is independent, spring, transverse levers. Shock absorbers are hydraulic, telescopic, with reinforced springs. The rear suspension is dependent, on semi-elliptical longitudinal leaf springs. The salon was divided into two compartments: for the driver and front passenger, who sat on the covers of the front cole and the passenger compartment for 10 seats with a passage to the rear row of seats.
The main modifications of the RAF-2203 include: RAF-2203 a basic passenger minibus for 10 seats, an ambulance car - RAF-22031 with several subsequent upgrades, a fixed-route taxi - RAF-22032 with a derated ZMZ-2401 engine, as well as specialized minibuses of the RAF traffic police -22033 and fire command vehicles RAF-22034. In total, more than 90 different modifications were produced on the basis of the RAF-2203.
The history of the first passenger car in the history of the USSR began with the fact that in 1925, a final year student of the Moscow Mechanics and Electrotechnical Institute Konstantin, who for a long time could not decide on the topic of his thesis, finally decided what he wanted to write about and approved the work plan for your scientific advisor. Then the Soviet automakers were faced with the task of developing a small car that can be used without problems in domestic realities. Some experts suggested simply copying the Tatra foreign passenger car, but it turned out that in many respects it still did not fit, so it was necessary to design something of our own. It was this problem that Sharapov took up.
Whether he understood then that his work entitled “Subcompact car for Russian operating and production conditions” would become historical is not clear, but he approached it with all seriousness.
The student was attracted by the idea of combining a simplified design of a motorized carriage and an automobile passenger capacity in one unit. As a result, his manager liked Sharapov's work so much that he recommended him to the Automotive Research Institute (NAMI), where he was accepted without any competition and tests. The project of the car he developed was decided to be implemented.
The first drawings of a small car, prepared by Sharapov in 1926, were finalized for the needs of production by the later famous engineers Andrei Lipgart, Nikolai Briling and Evgeny Charnko.
The final decision on the release of the car was made by the State Trust of Automobile Plants "Avtotrust" in early 1927. And the first sample of NAMI-1 left the Avtomotor plant on May 1 of the same year. It is noteworthy that at that time the designers assembled only the chassis of the car for testing, there was no talk of creating a body yet - first it was necessary to understand whether the innovative design could generally show itself well in real road conditions.
The passenger car was tested a week later, in the first test races the car proved to be worthy, and by September 1927 two more cars were assembled at the factory. For them, the engineers prepared a more serious test - the cars had to overcome the route Sevastopol - Moscow - Sevastopol.
For safety reasons, Ford T cars and two motorcycles with sidecars were sent to the test run along with a pair of NAMI-1s. The test subjects also performed well this time.
There were no serious breakdowns along the way, especially considering that there was almost nothing to break in the design of new cars.
One of the main advantages that allowed NAMI to overcome the track without any problems was the high ground clearance. In addition, the passenger car turned out to be very economical - a full tank of the car was enough for about 300 km.
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After the successful completion of the tests, the designers proceeded to create a body for NAMI-1. Initially, two options were developed: one is simpler and cheaper, and the second is more advanced, having a two-section windshield, three doors and a trunk, but at the same time quite expensive. However, none of them got into production - they began to put a third prototype body on cars, which was rather outstanding and by no means elegant, which subsequently caused dissatisfaction with drivers and passengers.
NAMI went into series
The decision to start serial production of NAMI-1 was made in the same 1927. The Avtorotor plant took up the assembly of cars. Separate parts of the passenger car were manufactured at other enterprises, in particular, the 2nd car repair plant and the Automotive Accessories Plant No. 5.
Cars were assembled by hand, because of this, the process of their production was quite lengthy and expensive. As a result, by the autumn of 1928, only the first 50 vehicles were ready. And they got to users in the spring of 1929.
It is noteworthy that in those days, cars were not sold to ordinary people - they were distributed between the garages of enterprises, where they were driven by professional drivers. At first, many drivers, accustomed to moving on foreign vehicles, reacted to the novelty with skepticism. During operation, NAMI-1 really showed a number of significant shortcomings: an uncomfortable interior, an improperly designed awning, strong vibration from the engine, for which the passenger car was popularly nicknamed "primus", and the absence of a dashboard.
In the press, even a discussion broke out about whether NAMI-1 has the right to further existence and development. For its small size, efficiency and special design among the people, the car received another name - "motorcycle on four wheels." And this, according to the drivers, did not paint him.
“I believe that, by its design, NAMI is not a car, but a motorcycle on four wheels, and therefore NAMI cannot play any role in the motorization of the country,” they wrote in 1929.
Many engineers stated that the car needed to be heavily reconstructed and that its production could be continued only after these changes were made to the design. At the same time, Andrey Lipgart, one of the developers of the small car, answered his opponents that this car has a great future, and existing shortcomings can be eliminated, but this will take time.
“By examining NAMI-1 diseases, we come to the conclusion that all of them can be easily and quickly eliminated. There is no need to carry out any fundamental changes either in the general scheme of the machine or in the design of its main mechanisms. Minor design changes will have to be made, the need for which will be revealed by operation, and most importantly, production methods must be improved. The production workers themselves are well aware that they do not make cars the way they should, but they do not always dare to admit this, ”wrote in the 15th issue of the magazine“ Za Rulem ”in 1929.
At the same time, despite numerous complaints from drivers, NAMI-1 performed well on the narrow Moscow streets, where it easily overtook even more powerful foreign competitors.
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The village also spoke well of the new small car - provincial drivers claimed that the car had a high cross-country ability, which was so necessary in rural conditions.
Small car drove into a dead end
As a result, in the dispute over the further "life" of NAMI-1, supporters of the termination of production of the car won. The last small car left the factory in 1930. In total, in less than three years, according to various sources, from 369 to 512 cars were produced. The order of Avtotrest to stop production spoke of the actual impossibility of correcting design defects. The slow pace of car production also played a role - the industry then needed about 10 thousand NAMI-1 a year, but the Avtorotor plant could not cope with such volumes.
However, the creator of the small car did not stop there - by 1932, an improved model of NAMI-1 appeared at the institute where he worked, which received the name NATI-2. However, this model was also waiting for failure - it never went into mass production.
Not the best way in the future was the fate of Sharapov himself. During the Stalinist repressions, he was detained on suspicion of handing over car drawings to a foreign citizen.
The engineer was sent to serve his sentence at a motor depot in Magadan. There he continued to design various devices and even, on his own initiative, developed a diesel aircraft engine. Sharapov was released only in 1948, after which he was appointed deputy chief engineer of the Kutaisi car assembly plant.
However, life again played a cruel joke on the talented engineer - less than a year later, in January 1949, Sharapov was again arrested and exiled to Yeniseisk. He was finally released only after Stalin's death in 1953.
After rehabilitation, Sharapov worked at the Engine Laboratory of the USSR, then at the Central Research Institute of Motor Building. In this organization, the engineer took part in the development of an onboard power plant for an artificial Earth satellite.
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 the Ford-A was discontinued. 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 the samples of the Ford Model B (Model 40A) of 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 Great Patriotic War prevented the implementation of the ambitious plan of the country's leadership to provide the majority of citizens with personal cars.
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 of the Soviet car, but there were no complaints from its side in those years, especially since the production of large Packards was not resumed after the war.
Moskvich 400
The Soviet subcompact car was a complete analogue of the Opel Kadett K38 car, produced in Germany in 1937-1940 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
A six-seven-seater large-class passenger car with a "six-window long-wheelbase sedan" body 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 of the 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 passenger car repeated the Opel Olympia Rekord model, 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 part of 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 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 mid- and high-end cars of the first half of the 1950s - predominantly 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 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". 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 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
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.
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.
In the first years after the revolution, the Soviet leadership faced a number of serious problems, and the USSR was especially far behind the developed countries of the West in terms of technology. One of the main problems for the country's economy was a meager car park. Even small Finland had a large number of cars in the early 20s, and it’s not worth mentioning America or Germany at all. The problem of lagging behind was solved in the shortest possible time, and already at the end of the 30s, the USSR reached one of the first places in the world in the production of cars.
Prombron C24/45
The first attempt to start serial production of cars was made back in 1921 at the 1st BTAZ plant in Fili, aka the former Russo-Balt, which was evacuated from Riga in 1916, and was nationalized in 1918. The capacities of the plant were idle for 3 years, in the 21st year they began to repair old equipment and at the same time manufacture sets for new machines according to old drawings. Five cars were assembled the following year, and the first car was donated by M.I. Kalinin, who rode it until 1945. In 1923, an all-Union automobile run took place, in which two Prombron C24 / 45 cars participated, 38 sets for new cars were also created and a small-scale production was being prepared. However, it did not work out to expand the production of cars, since the plant was reoriented to the production of aircraft. All available kits were transferred to the second BTAZ plant and 22 cars were assembled there, but even there the plant was redesigned and the production of passenger cars had to be postponed indefinitely.
AMO F-15
The first truly serial Soviet car was the cargo AMO F-15. It was produced at the Pietro Ferrero AMO plant of the same name (Moscow Automobile Society), the future ZiLe. The truck was developed on the basis of the Italian Fiat 15 ter, which was assembled from ready-made kits from 1917 to 1919. In 1924, most of the drawings were received, and the factory also had two finished Fiat trucks. The first 10 cars were assembled from ready-made kits of parts in just 6 days and this event was timed to coincide with the proletarian demonstration on November 7th. Immediately after that, the AMO F-15 cars went for testing, during which the high quality of the cars was confirmed and it was decided to establish serial production at the AMO facilities. In 1925, only 113 cars were assembled at the plant, but production increased every year and by 1931, a total of 7,000 copies were assembled. In 1931, it was replaced by new models AMO-2 and AMO-3, and in 1933 the legendary ZiS-5 began to be produced.
AMO F-15 had pretty good technical characteristics for its time, and for the nascent Soviet industry, the production of such machines was very important. Its dimensions were not much larger than a modern passenger car. The length is only 5 meters, and the width is 1.7 m. The carrying capacity was only 1500 kg, and the maximum speed did not exceed 42 km / h. Engine power was 35 hp. at 1400 rpm
NAMI-1
It is NAMI-1 that can be called the first Soviet mass-produced passenger car. Its development was not purposeful, but was a project of a student of the Moscow Mechanics and Electrotechnical Institute K.A. Sharapov, who tried to combine the simplicity of a motorized stroller and the spaciousness of a car in one product. His scientific adviser E.A. Chudakov appreciated the ideas of the young engineer and after passing the graduation project, on his recommendation, Sharapov was hired by NAMI, where, under the guidance of Professor Brilling, a team was created to finalize the project. A complete set of drawings was made already in 1926 and the car was ready for the first pre-production batch. In 1927, two copies were produced in different bodies, which went on the Crimea-Moscow-Crimea rally and showed their best side.
However, there were problems with the launch of the series. At the Moscow State Automobile Plant No. 4 Avtomotor (later Spartak), there was simply not enough experience to establish mass production, and there were also constant interruptions in the supply of components. The final assembly took place at the Spartak plant, and almost all parts were ordered from other enterprises or abroad. Also, the workers lacked the qualifications for high-quality assembly of machines, which subsequently greatly affected the quality and final price. NAMI-1 cost almost three times more than Ford-T, which was then produced in the USSR under license, and it was simply not bought even in conditions of shortage. According to various sources, from 350 to 512 cars were produced in total, most of which were bought by Avtodor and distributed among state institutions.
However, despite the mediocre quality, NAMI-1 had good characteristics. It could accelerate to 90 km / h, its three-liter 22-horsepower engine consumed only 8-10 liters of fuel per 100 km, which was an excellent indicator for that time. Subsequently, in the early 30s, a greatly improved version of the car was created, but it did not go into production, since a new plant was being prepared for launch in Nizhny Novgorod with a design capacity dozens of times greater than the capabilities of Spartak, and its main model should have been become licensed by Fords.
GAZ-A and GAZ-AA
The Soviet leadership was well aware of the serious backlog of the USSR in the automotive industry and any available means were used to accelerate development. One of the most successful steps was the signing on May 1, 1929 with Ford of an agreement on technical assistance to organize and establish mass production of cars and trucks. The plant was built in record time and already on January 1, 1932, it was opened, and on its first running conveyor under license, the production of a Ford-A passenger car and a Ford-AA truck was launched. These two models became truly the first mass-produced cars in the USSR, and obtaining all the documentation for manufacturing made it possible to begin the development of Soviet cars, modern and not inferior to their foreign counterparts. On the basis of model A, a large number of modifications were created, and already in 1936, the GAZ-M1 became the main model at the Gorky Plant. In total, 42 thousand machines of this model were built, not counting various modifications.
Together with the documentation for the Ford-A model, the documentation for the Ford-AA truck was handed over to the Soviet Union, which was maximally unified in terms of details with a passenger car. The production of a 1.5 ton truck also began in 1932, in 1933 the first serial Soviet bus GAZ-03-30 was created on its basis. In 1938, the model received a new 50-horsepower engine and was produced in this form until 1949, and a total of 985 thousand of these trucks were produced in various modifications.
ZiS-5
By 1930, many different cars were being produced in the USSR, but the most important thing was missing - mass production. All factories were hand-assembled, which naturally affected both the price and the quantity of products produced. The plan of the first five-year plan included the creation of several automobile plants with a conveyor at once, and the first one was launched in 1931 at the AMO plant, later renamed ZiS (Stalin Plant). At that time, not very successful AMO-2 and AMO-3 models were produced, but by 1933 the models were completely finalized and the new ZiS-5 went into mass production. The plant reached its full capacity by 1934, when up to 1500 cars were produced monthly. But the main advantage of the new car was the fact that all the parts were domestically produced and there was no need to pay for licenses and the help of foreign specialists.
The technical characteristics of the car also looked very worthy for its time. The ZiS-5 was equipped with a 5.5 liter engine, which had a power of 73 hp. The carrying capacity was 3000 kg, while it could still be equipped with a trailer weighing up to 3500 kg. The maximum speed is 60 km/h. The design turned out to be so successful that it was produced in various modifications until 1958, and a total of 570 thousand copies were produced.
I-5
The leadership of the Soviet Union was well aware that if you do not produce the entire line of automotive products, then you will have to buy it abroad and depend on Western states. If there were fewer problems with light and medium trucks, then heavy trucks in the union were not produced by the 30s, but for large-scale construction projects of the first five-year plans they were very necessary. The first heavy truck in the USSR can be called the Ya-5, which was capable of carrying up to 5 tons. However, only 2200 units were produced, as it was equipped with American engines, which had to be abandoned. Later, they began to install engines from the ZiS-5, but they did not provide the necessary power and, for the sake of traction characteristics, the maximum speed had to be reduced. On the basis of the Ya-5, several models were created, including the most load-lifting, eight-ton YaG-12.
If in the mid-20s it can be said about the Soviet automotive industry that it practically did not exist, then after only 10 years several giant factories were launched at once, which allowed the USSR to become one of the leaders in the industry in terms of the number of cars produced, and by 40 He also managed to catch up in quality, and the new ZiSs, GAZs, Yaroslavl cars were just as good as their foreign counterparts, and all the needs of the country were fully met. During the first five-year plan, new KIM and GAZ plants were built, and serious funds were invested in the modernization of such enterprises as AMO (ZiS), Putilovsky Plant, YaGAZ and other smaller plants. In terms of the production of trucks, the USSR completely came in second place, second only to the United States in this indicator. By 1941, the milestone of 1 million cars of different brands had been reached for all the time, and in 1940 145 thousand different cars were produced.
