Having heard the word “classic”, most car enthusiasts in our country do not remember the works of Chekhov and Tolstoy or symphonic music, but the family of cars of the Volzhsky Automobile Plant, which originates from the legendary “penny” VAZ-2101, first released in 1970. Rear-wheel drive small cars were produced until 2012, and, despite their archaic design, are beloved by many motorists in the vastness of Russia and the countries of the former socialist camp. The characteristics of the Zhiguli, regardless of the model, are very modest, and the design is angular and not too sophisticated, but the simplicity of the design provides extensive opportunities for tuning. Let's look at the most common solutions for improving the style and driving characteristics of the "classic".

What is tuning

Tuning a car is the process of modifying it to improve performance or design. Conventionally, two areas of improvement can be distinguished:

• technical tuning,
• styling.

Technical tuning is aimed at improving the driving characteristics of the car, such as power, aerodynamics, handling, dynamic performance, efficiency and safety. To improve these parameters, work is being done on the engine, suspension, gearbox, exhaust and brake systems and other components that affect the performance of the car.

Styling is carried out in order to change the appearance of the car and its interior, to make the car unique. Improvements in this area of ​​tuning usually concern body panels, rims, lighting and interior parts.

Both of these approaches are used for VAZ models of the classic line, often combining them. Therefore, on the roads of our country you can find both fives, sevens and other models of the family modified beyond recognition, as well as super-powerful cars that are outwardly indistinguishable from their angular counterparts.

The Kopeyka, modified with a sports body kit with large foglights, airbrushing and new wheels, looks almost like a racing car

Styling of the VAZ classic: external and internal modifications

Many owners of “classic” VAZ models want to make the car unique, and the interior more comfortable and bright, while some simply consider the appearance of their cars unfinished. Both of them resort to visual tuning, sometimes without affecting the technical part. Let's look at the most popular ways to improve the appearance and interior of a Zhiguli.

Tuning the front optics of the Zhiguli

The front lighting of a car is often associated with the eyes of the car. are often the defining element of design, so it is not surprising that most often car enthusiasts first of all take up tuning optics. Depending on the model, tuning tasks and the amount of money that the owner is willing to spend on improving his car, we can roughly distinguish three types of headlight improvements. Let's consider them in order from the most budgetary to the most complex and costly.

Changing the shape of head lighting equipment by installing overlays

This method of tuning headlights is most often used by owners of VAZ-2104, 2105 and 2107 cars. Their rectangular lighting technology with a smooth surface of the lampshade allows you to easily install overlays of almost any shape. Front light tuning kits are sold at most domestic auto parts stores. Often, motorists make attachments themselves, because this requires only thick plastic, a sharp saw and sandpaper or a file.

The attachments are usually attached using glue directly to the headlight dome. When using screws, the attachment must be installed on the car body to prevent water from entering the headlight, so this method is used less frequently.

You should carefully consider the choice of glue. It must be heat-resistant, since the headlights can heat up to high temperatures when used for a long time.

Installing angel eyes on a Zhiguli

The so-called angel eyes are a more complex version of tuning the “classic” headlights. Most often, such modifications are made on VAZ-2106 and 2103 models, since on these cars the LED strip can also be attached to the outside of the headlights. However, this modification is found quite often on other products of the “classic” line. To install angel eyes on a “four”, “five” or “seven”, you need to drill a reflector inside the lampshade and install diodes in each hole. In addition, a box for a block of diodes and resistors is placed on the rear side.

The rear optics can be improved in a similar way. LEDs will make it possible to increase the brightness of brake lights, change the design of the rear lights and reduce the load on the vehicle’s on-board electrical network.

All holes drilled in the reflectors for installing diodes must be treated with sealant to prevent water from entering the headlight.

Xenon headlights for VAZ classics

The most radical and expensive modification to the Zhiguli headlights is the installation of xenon headlights. Xenon light is much brighter than halogen, and the illumination spot from such headlights is much wider. The installation process itself is simple. It is enough to remove the headlights, drill holes in the reflectors and install new lamps. However, starting equipment and the lamps themselves can be quite expensive.

Video: tuning VAZ 2106 headlights with lenses

Tuning of Zhiguli windows

To create a cozy atmosphere in the cabin, as well as to protect from bright sunlight, Zhiguli owners often resort to tinting the windows, as well as installing a grille on the rearview glass.

Tinting: style, comfort and law

Car window tinting is probably the most common type of tuning. As a rule, windows are tinted using film. There is also electrical tinting, but its cost is measured in thousands of dollars, so it is not used on Zhiguli cars. There are several types of tint film:

A car enthusiast planning to tint the windows of his car should be aware of the legal regulations regarding the level of shading. The main points of GOST 27902 (light transmittance of glass):

1. The windshield should not lose more than 25% of light transmittance.
2. For the front windows of car doors, losses can be up to 30%.
3. The rear center window and side windows on the rear doors can be darkened by up to 95%.
4. Drawings and the use of perforated film are not allowed on the front windows.
5. The use of red, green, yellow and blue tint films on front windows is prohibited.

Rear window grille: a classic for a “classic”

The grille on the rear window is a decorative element made in the spirit of powerful American cars of the seventies. In addition to purely aesthetic purposes, it protects the rear of the cabin from direct sunlight, and the rear window from dirt.

As a rule, the grille is sold in the form of two separate parts and is attached with a special protrusion located along the entire perimeter of the part. This protrusion must be placed under the rear window rubber seal. It is advisable to clean and degrease the contacting surfaces.

Aerodynamic body kits and spoilers for Zhiguli

If you want to radically change the appearance of your “classic”, you can’t do without an aerodynamic body kit. However, it is worth understanding that the word “aerodynamic” in relation to most tuning packages for Zhiguli is used in a figurative sense. Parts that actually improve streamlining or increase traction are not that common and usually cost quite a lot of money.

Typically, an aerodynamic body kit includes:

• modified front bumper with imitation air intakes and spoilers;
• door sills;
• rear bumper (sometimes with a decorative diffuser).

Sometimes the aero kit also includes a rear wing, which is most often attached to the trunk lid.

Refinement of the “classic” interior

Refinement of the interior of the Zhiguli seems to be the most appropriate direction of styling, because it is the interior of the car that is most often visible to the driver and passengers. In addition, in addition to aesthetic changes, the level of comfort can be significantly increased, which is low in the basic configurations of the “classic” line models.

Interior noise insulation

Speaking of comfort, first of all you should pay attention to sound insulation. It is practically absent from the factory configuration of Zhiguli cars.

To cover the interior with soundproofing material, you will have to remove all the seats, the dashboard, and the door trim.. For sound insulation, you can use penofol or a special coating, which is sold in spare parts stores.

Front panel: replacement, modification and trim

The front panel on VAZ cars of the “classic” family can be modernized or replaced entirely. Some owners prefer to install torpedoes from other VAZ models on their cars, but there are also those who decide to install parts from cars of other brands. On the Internet you can find photographs of Zhiguli cars with torpedoes from Mitsubishi Galant and Lancer, Nissan Almera and even Maxima. The BMW brand is especially popular in our country, so craftsmen install front panels from most old models of the Bavarian automaker on the “classics”. Naturally, donor torpedoes need to be seriously modified and adjusted so that they fit into the interior of the Zhiguli.

The original front panel can be covered with leather or other material. This is quite a complex process. In order for the new sheathing to look good, it is necessary to fit the material perfectly so that it does not sag or form wrinkles. The torpedo itself must be completely dismantled to carry out the plating.

New devices are often installed on a standard front panel. Ready-made instrument clusters for different Zhiguli models are sold in car stores, but the most creative car owners make scales, arrows and lights with their own hands.

Video: tuning the dashboard of a VAZ 2106

Seats: trim or covers

There are a lot of companies producing car seat covers. Their range includes models for almost any brand. Moreover, many of these companies produce cases according to individual customer wishes. Thus, choosing an option for the “classics” will not be difficult. However, in most cases, covers are a temporary solution; they stretch and begin to “walk” on the seats.

If you have cutting and sewing skills, you can cover the seats yourself with the material that suits you. It is important that the fabric, leather or vinyl is durable and resistant to deformation.

Door card trim

After replacing the seat trim and front panel, it makes sense to pay attention to the door cards. As a rule, in the basic configuration they are upholstered in cheap black dermantine and low-quality plastic. To improve this part of the interior, the inner door trim will have to be removed, after first dismantling the armrest, the inner door handle and the window lifter lever.

Installation of electric windows

In the process of tuning the door trim, you can also install electric windows. Installation kits are available at auto parts stores.

Pulling the ceiling

The ceilings on Zhiguli cars suffer almost more than other elements of the interior. The material with which the ceiling is upholstered often sags, breaks or gets dirty. There are two ways to reupholster a ceiling:

1. Direct upholstery replacement. This procedure requires the removal of the arches on which the material is stretched. During this operation, you can glue the ceiling with additional sound insulation.
2. Stretching a new layer of upholstery over the old one. This method is suitable if the old ceiling has not yet sagged.

Replacing the steering wheel and gearshift lever

If the tuning of a “classic” is made in a sporty style, it makes sense to install a three- or two-spoke sports steering wheel with a smaller diameter. To do this, you need to remove the old steering wheel, the mounts of which are located under the signal cushion. The screws that hold the airbag in place are located either under the emblem or on the back of the steering wheel, depending on the model.

It also makes sense to choose an attachment for the gearshift lever in accordance with the color scheme and style of interior trim. Some owners shorten the lever itself to reduce its travel, but this can lead to reduced shifting efficiency.

Video: do it yourself

Lowered landing

Lately, lowering the car's suspension has become popular among young car enthusiasts, who are most often involved in tuning classics. This is done solely for aesthetic reasons and often leads to a decrease in the driving properties of the car. This direction of improvement is not recommended for residents of those parts of our country where the quality of the road surface leaves much to be desired.

Downgrading a “classic” is quite easy. It is necessary to disassemble the front and rear suspension units and cut the springs to the required length.

Technical tuning of Zhiguli: increasing performance

The simplicity of the Zhiguli design makes cars of this family an ideal construction kit from which you can assemble a fast and maneuverable car. And the rear-wheel drive layout allows you to build a real car for drifting competitions or amateur circuit racing. However, to seriously improve the handling, dynamics and safety of the Zhiguli, deep improvements are required. Let's look at where you can start this process.

How to improve the handling and stability of the “classic”

Despite the classic layout (front engine, rear wheel drive), Zhigulis are characterized by mediocre handling. And cars of this family do not handle the road very well. It is quite possible to correct this situation. To do this, you need to pay attention to tuning the suspension and brakes.

Refinement of the Zhiguli suspension

The standard tuning scheme for the “classic” suspension allows you to increase its rigidity and significantly reduce roll. It consists of three stages:

1. Installation of springs from Niva (VAZ 2121). The springs are more rigid, but at the same time they are ideal for installation on a Zhiguli. At this stage, you also need to replace the rubber bumpers.
2. Replacing shock absorbers with sports ones. Preference should be given to gas-oil struts. The range of these components in spare parts stores is very wide.
3. Installation of stiffer anti-roll bars.

Refinement of the suspension will not only improve handling and stability, but also increase comfort when driving the Zhiguli.

Brake system tuning

It is worthwhile to improve the brakes on the Zhiguli before you begin to increase power and dynamic characteristics. Standard "classic" brakes have never been particularly effective or reliable, so they may simply not cope with increased speeds.

As a rule, all Zhiguli cars were equipped with front disc brakes and rear drum brakes. It is better to start the improvement process by replacing the rear brakes. Brake system tuning kits from reputable manufacturers can be purchased at parts stores, but their price can be quite high. A budget option is to install ventilated disc brakes from a VAZ-2112. They stop the car much more effectively.

Tuning the rear brakes comes down to replacing the drum mechanisms with disc ones. The donor could be a VAZ-2108. The front brake calipers from the “eight” or “nine” are easy to adapt and install on the “classic” as rear ones, but you will have to buy discs separately.

How to increase the power and dynamic characteristics of a “classic”

The Achilles heel of the “classics” is its dynamics. Even the most budget foreign cars pick up speed noticeably faster than Zhiguli cars. Many owners of “classic” VAZs are not ready to put up with this. They resort to tuning the engines of their cars, and also modify the exhaust system.

Video: charged “seven” against supercars at drag racing competitions

Tuning the Zhiguli engine

Owners of fuel-injected Zhiguli cars have access to chip tuning. This procedure does not require intervention in the engine structure. Changing the characteristics of the motor occurs due to adjustments to the engine software. With the help of chip tuning, you can change the level of saturation of the burning mixture with gasoline, which, in turn, leads to changes in power and efficiency parameters.

If your Zhiguli has a carburetor engine, chip tuning, unfortunately, is not available to you. However, power can be increased by installing two carburetors or increasing the diameter of the carburetor fuel and air jets. The effect of this upgrade is to speed up the flow of the air-fuel mixture into the combustion chamber.

If these modifications are not enough, you can use the following methods to increase the engine power of the “classic”:

1. Installing a zero-resistance air filter will increase power by improving the process of saturating the combustible mixture with air. Engine performance is improved without loss of efficiency.
2. Installation of compressor and turbine.
3. Increasing the working volume by boring the cylinder block.

Video: chiptuning of the “Seven” engine

Exhaust system tuning

Proper modification of the exhaust system of a Zhiguli can bring an increase in power of up to 10 horsepower. Noise absorption, environmental friendliness and efficiency of the machine are sacrificed to improve performance.

You can reduce the resistance of the exhaust system and thereby increase power by installing a direct-flow exhaust. The difference between a conventional exhaust and a forward exhaust is the linear arrangement of the muffler chambers.

It is worth understanding that a direct flow made by yourself may not bring an increase in power.. In this case, the whole point of the changes will be only to increase the exhaust volume. For greater confidence in the results of tuning, it is best to purchase a direct-flow muffler developed by specialists for your car model.

This rule also applies to replacing the muffler “pants”. An incorrectly selected part can disrupt the operation of the cylinders. However, a high-quality manifold with reduced resistance increases engine power due to more efficient removal of exhaust gases.

Improving the safety of the “classic”

If you have seriously modernized your “classic”, made it noticeably faster and more maneuverable, you should think about increasing the level of safety. This direction of tuning becomes especially important if the car will be used in one kind of competition or another.

Four-point seat belts for driver and front passenger

Standard seat belts have a three-point fastening system. They cope with fixing the driver and passenger in the event of a frontal and side impact, but do not hold the body securely enough. Four-point seat belts can save people even in an overturned car. They come into contact with the body like the shoulders of a backpack and are securely held in the chair.

The lower four-point belt anchors are installed on the lower part of the seat backs, and the upper ones are installed on special eyes that must be mounted into the floor behind the driver and front passenger or into the safety cage. This usually leaves insufficient legroom for rear passengers, so four-point seat belts are mainly the province of sport modifications that do not have rear seats.

Safety cage for Zhiguli

The safety cage serves to protect the driver and passenger from injury in the most serious accidents. Most racing cars are equipped with roll cages; moreover, in most racing series, the presence of a roll cage is a prerequisite for a car to be allowed on the track. In addition to its protective function, the frame can also increase the rigidity of the supporting structure, which has a positive effect on the handling of the car.

There are two types of safety cages available for installation on Zhiguli:

1. Welded. Mounted into the body by welding. Such a structure cannot be dismantled.
2. Bolted. It is installed with bolts and is usually attached to the bottom and ceiling of the car. The reliability and strength of fastening of such a frame is somewhat lower than that of a welded one, but for the “classics” its characteristics are usually sufficient.

Tuning VAZ cars of the “classic” line can turn an outdated budget car into a real racing monster or into a stylish compact vehicle with a very high level of comfort. It is important to know when to stop visual tuning and to approach technical tuning competently. Modify your Zhiguli with taste and wisdom, then the result will pleasantly surprise you and your neighbors on the road.

The history of AvtoVAZ began with a rear-wheel drive line of cars, which is why they are called VAZ classics. The first model was the VAZ 2101, copied from the Fiata 124. Over time, this car became a legend. The VAZ 2102 was produced as a station wagon. After it there was a slight restyling and so a trio was born - the VAZ 2103.

The VAZ 2105 and 2104 station wagon differed from previous models in appearance (it became more square) and a redesigned interior.

The VAZ 2106 “six” became a truly popular car. Increased engine power and improved appearance had a good impact on the sales of this car. For the first time, low and high beam headlights were separated. Likewise, the rear lights have undergone changes and become more modern.

Only a true VAZ fan can distinguish the VAZ 2107 “seven” from the VAZ 2105 at first glance. The most noticeable differences between these cars are the hood and seats. The later model has a hood with 2 stamped stripes and the seats are equipped with headrests, which adds to the comfort of this cabin.

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Cars from the Volga plant, popularly called “Zhiguli”, are affordable and still popular throughout the post-Soviet space. Owners of Lada cars do not spend money on service and are able to independently repair or replace faulty parts and entire assemblies. VAZ cars have been tested for many years on our rough roads, often filled with low-quality gasoline, but capable of operating in the harshest conditions.

The entire model range of the Zhiguli classics has a similar body geometry and some car enthusiasts have difficulty distinguishing a “three” from a “six”, a “five” from a “seven”, and have never heard of modifications for each model. Therefore, we will consider the chronology of the appearance of each model and its main characteristics and visual differences.

The beginning... VAZ 2101. Produced since 1970. This model was based on the Italian Fiat 124. In order for the first “penny” to be made from a Fiat, more than 800 changes were made to the car and it was significantly adapted for Soviet use. This model is equipped with a 1.2 liter engine with 64 hp. The car accelerates to 100 km/h in just 20 seconds and reaches a maximum speed of 142 km/h.

Modifications.

• VAZ 21011. This model is equipped with a more powerful 1.3-liter engine with a power of 69 hp. Acceleration to hundreds is 18 seconds, and the top speed is 145 km/h. The interior received more conveniently shaped front seats and slightly modified controls, as well as ashtrays moved from the rear armrests directly to the door panels. This model was equipped with a radiator grille with more frequent horizontal crossbars, and four additional ventilation slots appeared in the lower part of the front panel. The bumpers lost their fangs and were replaced with rubber pads around the perimeter.

• VAZ 21013. Engine 1.2 l.

• VAZ 21016. Engine 1.3 l.

Station wagon body. VAZ 2102. Produced since 1971. Five-door station wagon. The power unit was received from the VAZ 2101. The rear seat reclines, forming a platform for transporting goods. Acceleration to 100 km/h in 23 seconds. Maximum speed 137 km/h.

Modifications.

• VAZ 21021. Engine 1.3 liters.

• VAZ 21023. Engine 1.45 liters.

VAZ 2103. Produced from 1972 to 1983. Refers to a model of increased comfort, in relation to its predecessor VAZ 2101. Improvements have been made in the interior and appearance. The space above the passengers' heads has been increased. Equipped with a 1.45 liter engine producing 77 hp. Develops a maximum speed of 152 km/h. Equipped with a five-speed gearbox.

Modifications.

• VAZ 21033. Engine 1.3 liters. 1977 - 1983 release years.

• VAZ 21035. Engine 1.2 liters. 1972 - 1983 releases.

VAZ 2106. Produced from 1976 to December 2005. Very successful and at the time of its release the most prestigious VAZ model. In relation to the “troika”, changes were made to the front fascia, rear trunk panel, bumpers, wheel caps, side direction indicators, ventilation grilles, and factory sign. The headlights received a plastic frame, the rear lights with license plate illumination were modified. The transmission was modified, which allowed the “six” to become the “softest” of all classic models. The model was equipped with a powerful 1.57 liter engine. Power 80 hp Five-speed gearbox. Develops a speed of 154 km/h.

Modifications of the "six".

• VAZ 21061. Engine 1.3 liters.

• VAZ 21062. Right-hand drive version that was exported.

• VAZ 21063. Engine 1.45 liters.

• VAZ 21064. Modification for export with right-hand drive.

• VAZ 21065. Improved equipment compared to the base model. The use of a Solex carburetor, a more powerful generator, electrically heated rear window, contactless ignition system, high-speed rear axle gearbox with a large gear ratio.

VAZ 2105. Second generation of VAZ classics. “Five” was designed to replace the outdated model 2101. Production began in 1980. It was produced right up to 2010. Equipped with a 1.3 liter engine, 69 hp, acceleration to 100 km/h in 18 seconds. The base model came with a 4-speed gearbox. Among the features, the timing mechanism is driven by a toothed belt. In the last year of production, the model was equipped with a modern engine with distributed injection that meets Euro-3 standards, and the car was painted using metallic color.

Modifications.

• 21050 — The 1.3 engine is original, but a 5-speed gearbox is installed.

• 21051 - 1.2 liter engine from VAZ 2101.

• 21053 — 1.45 liter engine from the VAZ 2103. It was equipped with both a 4 and 5-speed gearbox.

• 21053-20 - with VAZ-2104 engine (distributed injection, 1.45 l, 71.4 hp, 110 Nm, Euro-2) and 5-speed. checkpoint;

• 21054-30 - with VAZ-21067 engine (distributed injection, 1.57 l, 82 hp, 116 Nm, Euro-3) and 5-speed. checkpoint;

A rally model was created on the basis of the “five”.

VAZ 2107. Production began in 1982 and continues to this day in Egypt. Has many modifications. The base model was equipped with a 1.45 liter engine producing 77 hp, accelerating to hundreds in 15 seconds.

Modifications.

• 21072 (engine 2105, 1.3 l, 8 cl., carburetor, timing belt drive)

• 21073 (engine 1.7 l, 8 cells, mono injection - export version for the European market)

• 21074 (engine 2106, 1.6 l, 8 cells, carburetor)

• 2107-20 (engine 2104, 1.5 l, 8 cells, central injection)

• 2107-71 (engine 1.4 l., 66 hp. engine 21034 for A-76 gasoline, version for China)

• 21074-20 (engine 21067-10, 1.6 l, 8 cells, distributed injection, Euro-2)

• 21074-30 (engine 21067-20, 1.6 l, 8 cells, distributed injection, Euro-3)

• 21077 (engine 2105, 1.3 l, 8 cl., carburetor, timing belt drive - export version for the UK)

• 21078 (engine 2106, 1.6 l, 8 cl., carburetor - export version for the UK)

The main external differences between the VAZ2105 and VAZ 2107 from their predecessors are the headlights, which combine side lights, turns and the main headlight into one unit. They have a rectangular shape, which made them look more modern. The models differ from each other in their bumpers and radiator grille. In the VAZ 2107 model, the grille protrudes upward above the level of the headlights and forms a curly bend in the hood, giving it a special relief. Some interior details have been changed.

Station wagon VAZ 2104. The VAZ 2105 model was taken as the basis and production began in 1984. A year later, the car replaced its predecessor with the VAZ-2102 body type from the assembly line. From 1999 to 2006, a modification with a 1.5 liter diesel engine was produced.

Modifications.

• VAZ-2104 - VAZ-2105 engine, 1.3 liters, carburetor, with a 4-speed gearbox, basic model.
• VAZ-21041 - VAZ-2101 engine, 1.2 liters, carburetor with 4-speed. Checkpoint. Not serially produced.
• VAZ-21042 - VAZ-2103 engine, 1.5 liters, right-hand drive.
• VAZ-21043 - VAZ-2103 engine, 1.5 liters, carburetor with 4- or 5-speed. Gearbox, in versions with electrical equipment and interior from the VAZ-2107.
• VAZ-21044 - VAZ-2107 engine, 1.7 liters, single injection, 5-speed. Gearbox, export model.
• VAZ-21045 - VAZ-2107 engine, 1.8 liters, mono injection, 5-speed. Gearbox, export model. Not serially produced.
• VAZ-21045D - VAZ-341 engine, 1.5 liters, diesel, 5-speed. Checkpoint.
• VAZ-21047 - VAZ-2103 engine, 1.5 liters, carburetor, 5-speed. Gearbox, an improved version with the interior of a VAZ-2107. Export modifications were equipped with a radiator grille from the VAZ-2107.
• VAZ-21048 - VAZ-343 engine, 1.77 liters, diesel, 5-speed. Checkpoint.
• VAZ-21041i - VAZ-21067 engine 1.6 liter injector, 5-speed gearbox, interior and electrical equipment of VAZ-2107.
• VAZ-21041 VF - design of the VAZ-2107 radiator, VAZ-2103 engine 1.5 liter injector, 5-speed gearbox, interior and electrical equipment of the VAZ-2107.

Such a diverse and seemingly eternal classic, created back in the Soviet Union, but still beloved by many car owners and probably irreplaceable in their homeland.

The idea of ​​building an automobile plant of unprecedented scale was born at the very top. Its initiator was the Chairman of the Council of Ministers of the USSR A.N. Kosygin, who was supported by Brezhnev himself. The amount of money not backed by goods was growing in the country, and a mass-produced car could become a necessary lifesaver: citizens would willingly give up their savings for it. In addition, a modern car that was in demand abroad was supposed to improve the export positions of the country, which bought more for foreign currency than sold.

The search for partners was conducted without unnecessary publicity. Even the KGB was involved in this activity, in particular L. Kolosov, a correspondent for Izvestia in Italy, and part-time employee of the all-powerful committee. The choice fell on the FIAT concern - it offered the most favorable conditions. In Italy, with its traditionally strong leftist movement, there was a general strike at that time, and the contract with the Soviets greatly helped to straighten out the financial situation of the concern. The USSR, of course, also took into account the fact that in 1966 the FIAT-124 became the car of the year in Europe.

The general agreement was signed on August 8 of the same year in Moscow. The documents were signed by the head of FIAT Vittorio Valletta and the USSR Minister of Automotive Industry A.M. Tarasov. They decided to build the plant on the banks of the Volga (the presence of the river solved many transport problems), in the young city of Tolyatti. Previously, there was Stavropol-on-Volga, which was partially flooded after the construction of the hydroelectric power station - but the city was built almost anew under the auto giant. One of the reasons for choosing the site was precisely the presence of powerful construction organizations.

Soon, several FIAT-124 cars were brought to the USSR, which went for comprehensive testing. They were driven all over the country, from Crimea to Vorkuta, where, of course, they were delivered by rail. Work was also carried out at the not fully rebuilt Dmitrovsky training ground. As a result, the FIAT-124R (R means Russia) began to be born, noticeably different from the standard “Italian”.

DESIGN

Externally, the VAZ-2101 differed from the FIAT only in the more massive fangs of the bumpers, recessed door handles and, of course, emblems. But in terms of filling, the Soviet car was in many ways different.

The FIAT-124 was not a technical revelation even in the mid-1960s. The classic layout, dependent rear wheel suspension, and four-speed gearbox are no better than most competitors. The engine with a lower camshaft was also in line with the trends usual for a mass-produced car of those years. But the VAZ-2101 engine, although it retained the working volume of the Fiat engine, received a different center-to-center distance and an upper camshaft in the block head - this innovation was precisely what the Soviet delegation insisted on, which visited Italian factories and noted that FIAT was actively developing engines with upper shafts.

This innovation will then greatly impact the reputation of VAZ cars when camshafts begin to fail en masse - the problem will not be solved in another year. In the meantime, the design of the delicate 124 is being actively reworked to suit the harsh Soviet life. The operating conditions of the car were expected to be harsh, so the diameter of the clutch disc linings was increased from 182 to 220 mm, the gearbox was redesigned, the rear suspension was changed, the shock absorbers were “removed” from the springs to facilitate their subsequent replacement.

They abandoned disc brakes at the rear, since on the roads of the Soviet outback they became very dirty and wore out quickly. By the way, later FIAT returned to rear drum brakes on the descendants of the 124th. They strengthened the ball joints, springs, and in many places the body. A hole for the crank appeared in the front bumper (it was abandoned again starting with the VAZ-2105), and under both bumpers there were towing eyes.

In the 1970s, the VAZ-2101 and its successors were quite competitive even in the Western European market. After all, in principle, buyers received the well-known FIAT at a noticeably lower price - dumping was the basis for the success of Soviet cars from the very first years of export abroad. In socialist countries, Zhiguli cars were generally in short supply - for example, in the GDR, in order to get the coveted car, you had to stand in line for more than ten years.

Many of the new automotive technologies in the USSR first appeared en masse on Zhiguli cars. Before the VAZ-2101, disc brakes were installed only on ZIL passenger cars. In 1972, the VAZ-2103 was equipped with a vacuum brake booster, a tachometer, and an electric clock. In 1975, front seat headrests appeared on the Six. In 1980, the VAZ-2105 - the first Zhiguli with completely new (except for the roof) body panels - had an engine with a timing belt drive, block headlights combined with side lights and direction indicators. Two years later, the VAZ-2107 appeared with anatomical seats equipped with built-in headrests.

In addition to the base 1.2 liter engine, 1.3 versions were later released; 1.5 and 1.6 liters, differing in diameter and piston stroke. In the 1980s, a five-speed gearbox appeared on Zhiguli cars. VAZ was the first in the USSR, albeit in small series, to produce modifications with single injection (VAZ-21073) and diesel (VAZ-21045).

But by the end of the second decade of production, Ladas, compared to their classmates, already looked like aliens from a long time ago. The interior is cramped, the engine power is low, and the brakes are weak. Carburetor engines did not meet increasingly stringent environmental standards. All this was aggravated by a decrease in the quality of components and assembly.

The last “Lada-2107” (the name “Zhiguli” quietly went out of use), the production of which in Togliatti was discontinued this summer (however, it, like the VAZ-2104, will still be assembled in Izhevsk for a couple of years), retained the main features of its distant ancestors . The main difference: a 73 hp injection engine. at 5300 rpm (the carburetor version developed 77 hp at 5600 rpm), meeting Euro-3 standards. In all other respects, it was no longer the same model whose owners less fortunate citizens looked at with envious sighs in the early 1980s. During post-perestroika modernizations and optimizations, it was gradually simplified in small things and more. In recent years, the differences between the fifth and seventh models were mainly limited to external design.

MODIFICATIONS, PROTOTYPES, RARITIES

In addition to the main models, many modifications were produced with various combinations of engines and bodies. This diversity was explained primarily by the specific requirements of foreign markets, where the buyer demanded the offer of various engines even in the budget class.

In addition, VAZ-21073 with central fuel injection, cars with rotary engines (mainly for the police and special services), and VAZ-21045 with a 53-horsepower diesel engine were produced in small quantities. Right-hand drive cars were also exported; due to changes in weight distribution (a technical curiosity!), the front right springs were strengthened.

The Canadian market required noticeable improvements - many remember the “sixes” with specially designed massive bumpers on gas-filled shock absorbers.

In the 1990s, under the VIS brand (“VAZinterServis”), they began producing trucks based on the VAZ-2105, later - 2107; an interesting combination of the “five” and its own “heel” based on the “Oda” was built by the Izhevsk Automobile Plant.

RELATIVES ABROAD

In Italy, until 1974, the FIAT-124 in various versions (including with a 70-horsepower overhead engine, which was installed on the “124 Speciale” version - an analogue of the VAZ-2103), was produced with a circulation of more than 1.5 million copies. Until 1972, the FIAT-125 was produced - a model that looked similar to the 124, but built on the platform of the old 1300/1500 family with spring rear suspension and an extended wheelbase. The last descendant of the family is the FIAT-131, vaguely similar to the VAZ-2105, but with a MacPherson-type front suspension and was built until 1984.

Under the CEAT brand, analogues of our Zhiguli were produced in Spain. About 900,000 models 124 and its further variant 1430 were built in the Pyrenees.

Approximately 1.5 million FIAT models 125 were made under license in Poland. Production continued until 1980. It took even longer to build the Polonaise, with which the 125th shared many components.

Versions of the 124 were also produced in South Korea, Argentina, Bulgaria, India (Premier 118) and Turkey. In the latter they also made variations on the theme of the 131s, different versions were named “Tofash-Murat”, “Serche”, “Shahin”, “Dogan”, “Kartal”. They were built until the mid-1990s.

THE GREAT ITALIAN REVOLUTION

No exaggerations! “Zhiguli” really became the reason for serious changes in Soviet industry and throughout life.

Even at the pre-production stage, some GOST standards had to be changed at the main plant and its subcontractors. The previous ones did not provide the necessary accuracy and quality of components required by Italian technology. USSR factories have mastered modern components and assemblies. And the consumer received an unusual car.

Lada

Lada

Easy start, quick and efficient heating of the interior. Excellent dynamics and strong brakes. And, most importantly, reliability! The machines did not require constant tightening, adjustment, or lubrication. During the first years of the car's life, it was necessary, in fact, only to change the oil and sometimes perform simple preventive operations. This created a new type of owner. Increasingly, they became people who were far from technology, who did not go into the structure of the car and willingly entrusted its maintenance and repair to professionals.

The fleet of personal cars grew at a rate unprecedented in the country. And with it come problems. In big cities, there is a shortage of parking lots and garages (though it cannot be compared with the current one). Remember Eldar Ryazanov’s “Garage”: what passions raged between those who wanted to get a home for a car that was by no means cheap, but still in short supply. The comedy film is not as far from life as it seems!

Zhiguli contributed to the development of a network of gas stations and service stations. But the growth of the park still outstripped the capabilities of the latter. The cars were getting old, but they weren’t going to car graveyards at all, as originally planned. The official service life of the Zhiguli was seven years. But they were repaired, changing everything from suspension arms and engines to wings and spars.

The planned economy absolutely did not provide for such a demand for spare parts. And then the quality of components began to decline. Even owners who were far from technical were anxiously repeating obscure terms: silent blocks, distributor, liners, caps, camshaft. The latter became a favorite topic at the turn of the 1980s, when, as a result of rationalization of production, the part began to fail even on almost new cars.

Spare parts were becoming increasingly scarce, and getting acquainted with them at a car service center was the dream of hundreds of thousands of Soviet car enthusiasts, at least those who could not change, adjust, much less cook and paint on their own.

Then, already in perestroika times, the shortage of spare parts began to be compensated by cooperatives growing faster than mushrooms. But many still remember those details with a shudder. A new revolution was beginning, in which the Zhiguli no longer had the main role...

SPORTS AND PHYSICAL EDUCATION

In the early 1970s, Zhiguli entered rally and circuit racing tracks. A separate class was created in the country for the VAZ-2101 with a displacement of 1.2 liters, since the main sports car of those years, the Moskvich-412, had a 1.5-liter engine.

Athletes in Zhiguli cars achieved increasingly serious results. And in 1975, S. Brundza and L. Shuvalov, the crew of the VAZ-2103, became the absolute champions of the USSR. From that time on, the VAZ “classic” dominated on domestic tracks.

The first international success came to the “kopek” already in 1971, when the Togliatti team won the silver cup at the Tour of Europe rally. The factory racers also performed well in the individual competition. The most striking achievements of the 1970s and early 1980s were associated with the stages of the Friendship Cup of Socialist Countries (an alternative to capitalist championships). Zhiguli drivers have repeatedly won cup rallies and circuit races.

In the mid-1970s, VAZs performed well in prestigious rallies included in the European Championship. Anatoly and Galina Kozyrchikov became 15th in the overall standings of the 1000 Lakes Rally in 1975. A year later, S. Brundza and A. Girdauskas took sixth place overall and second in their class at the Akropolis rally. This was Lada’s highest achievement in competitions of this level.

Not only our athletes, but also representatives of socialist countries, and even “children of capitalism”, mainly Scandinavians, performed on the Lada.

Racing versions of the Zhiguli were built by both VAZ itself and various sports clubs. Of the foreign door closers, the Czechoslovak workshop “Metallex” became the most famous.

The pinnacle of the sporty modification of the “classic” was the “Lada-VFTS”, created on the basis of the VAZ-2105 in Vilnius under the leadership of multiple USSR champion Stasis Brundza. Its engine developed 160 hp. at 7000 rpm and 165 Nm at 5500 rpm. The cars were equipped with a 4- or 5-speed cam gearbox.

“Classics” competed in competitions back in the 1990s, and they still appear in amateur rallies now.

"ZHIGULI" and "Behind the Wheel"

Undoubtedly, the VAZ brand broke all records for the number of mentions in ZR in the entire history of the magazine. Already in 1968, the cover of the June issue was decorated with a photo of three pre-production cars. And in the fall, the editors announced a competition for the name of the new car. 54,849 letters have arrived! There were so many names in them! “Novorozhets” and “Katyusha”, “Argamak”, “Directive” and VIL-100 (if anyone has forgotten, in 1970 the country widely celebrated the centenary of V.I. Lenin). The top five included: “Volzhanka” (3989 letters), “Druzhba” (2878), “Dream” (2806), “Zhiguli” (2220) and “Lada” (1752).

With the advent of the Zhiguli, they received special attention in the magazine. Readers were eagerly awaiting the next report on the life of the editorial “penny” with the number “00–55 Proba”. And in the regular column “We are driving a Zhiguli” they described in detail the design and maintenance techniques, gave advice on operating and driving a car that was unprecedentedly dynamic for our car enthusiasts.

Each new model, modification and even modernized unit was described in detail, with diagrams, drawings and photographs, in the magazine. Several Zhiguli models after that first “penny” worked in “Behind the Wheel”, clocking up tens of thousands of kilometers around Moscow and the region, on long runs. For example, in 1977, the “Sixes”, along with the “Nivas”, took part in a journey that repeated the route of the famous Karakum Run of 1933.

At the end of the twentieth century, the magazine announced the “Russian Car of the Century” competition. More than 80,000 (!) readers expressed their opinions. The majority recognized VAZ's first-born as such - model 2101, a “penny”. And absolutely fair!

However, the story of the Zhiguli and their life on the pages of ZR did not end there. And it will not end until interest in the most massive domestic automobile family dries up. And this will not happen soon: according to the traffic police, as of January 2011, 6,800,000 cars of the VAZ “classic” family are registered in Russia. And this... wait a minute... 20.8% of the entire Russian vehicle fleet.

LIFE LINE - ZHIGULI IN DATES

Beginning of construction of the VAZ plant, testing of FIAT-124 in the USSR.

The millionth car is VAZ-2103.

The three millionth car is a VAZ-2106.

The four-millionth car is a VAZ-2106.

The five millionth car is a VAZ-2101.

The six millionth car is a VAZ-2105. End of production of VAZ-2101. A total of 2,710,930 copies were produced.

1982

End of production of VAZ-2101, 2,710,930 copies were produced.

The eight millionth car is a VAZ-2107. End of production of VAZ-2102. 666,989 copies produced.

Start of production of VAZ-2106 in Syzran and Izhevsk. ZR readers call the VAZ-2101 the Russian car of the century.

The end of production of the VAZ-2106 in Tolyatti, 3,946,256 copies were produced. Start of production of diesel VAZ-21045.

Transfer of VAZ-21043 production to Izhevsk. About 895,000 copies were manufactured in Tolyatti. The family receives a serial injection engine with a power of 73 hp.

Completion of production of the VAZ-2106 in Izhevsk.

End of production of VAZ-2105. About 2,090,000 copies were produced.

Completion of production of VAZ-2107 in Tolyatti. Approximately 2,870,000 copies were produced. The issue was transferred to Izhevsk.

PEOPLE

In the past, he was a test engineer, deputy head of the testing department, head of the vehicle development department, then head of the road testing and vehicle development department. Now he is a pensioner, but he works - he creates new techniques.

“In 1967, I worked as a test engineer at GAZ. Around the same time, I learned about the FIAT-124 and decided to switch to the VAZ that was under construction in order to work with this particular car. The transfer was not easy, since some specialists from GAZ had already left, and they did not want to send more people there.

I became a VAZ test engineer in 1968, when the plant didn’t have a single building, even the Avtozavodsky district did not yet exist - an open field with several foundations. My first independent work in the winter of 1968-1969 was organizing and conducting comparative tests of the FIAT-124 and VAZ-2101 prototypes, still with minor differences from the “Italians”.

We were based in the garage of the city executive committee, and our “testing base” was in the nearby village of Timofeevka. We drove a dozen cars around the clock, in three shifts, using the Italian Stop and Go method, simulating the life of a doctor: a short trip on a cold engine and an almost hour-long stop. On weekends, the “doctor left” 300–350 km, moving at a high speed for those times. The roads were icy, and the tires were summer; we didn’t even dream of studs back then.

It was then that I was struck by the amazing handling and stability of the car at that time. I had experience driving “Muscovites” of various models, “Pobeda”, 21st “Volga” and prototypes of the “twenty-four”. I liked the dynamics and effective brakes, despite the lack of a booster. I was impressed by the powerful heater and good windshield airflow. At a time when we drove “Muscovites” with defrosted slits on the windshield, wrapped in warm clothes, we sported jackets and even shirts behind the wheel.

Throughout its history, VAZ has had three key cars that gave birth to entire families: the VAZ-2101, the Niva, created on the components and assemblies of the same “classics,” and the front-wheel drive V8.

I have a special relationship with “classics”. I consider it a unique offer for that time in terms of price/quality ratio. It was not easy to buy a Zhiguli even if you had money. And even today, with a huge variety of choices, “classics” are in demand. Well, in my personal life, this is a landmark car that determined my destiny.”

In the early 1970s, he was the head of the technical department of mechanical assembly production. He left the plant “due to age” (the expression “pension” is not acceptable) in 1998. Now a private entrepreneur, he supplies electrical components to the main conveyor belt of AVTOVAZ.

“In the summer of 1967, I came to Tolyatti from GAZ. Dusty cornfield, larks singing in the sky. On three poplars growing very close, hung a plan of a plant that does not yet exist. We, the young managers (the middle managers were recruited to be guys no older than thirty; for directors there was a limit of up to forty) of a yet non-existent enterprise, listen to Polyakov. Everything is presented beautifully. And suddenly: the first car should roll off the assembly line on the 100th anniversary of Lenin’s birth! There are less than three years left, and there is still not a single building here...

I first saw the FIAT-124 in NAMI. It's like a tin can. The flimsy thing hurts our roads. A little later, changes were made through our department to the engine, gearbox, suspension, brakes and other units.

The most significant change in the engine - moving the camshaft to the top - was made according to the idea of ​​the chief designer Solovyov. How many copies were broken because of this! But what I remember more was the real battle between FIAT and US over cartridges, in which we, VAZ workers, also took part. The Italians insisted that the cylinder block must be cast iron, unlined - “according to the design.” Ours demanded that liners be introduced into it, assuming that the domestic “wrong” cast iron would wear out intensively or wear out the pistons and rings. Both sides fought to the death. There was a threat of missing deadlines. Polyakov found a way out: he did not take sides and decided to take two parallel paths. We even purchased and installed equipment for the production of cartridges. But this area remained unclaimed, since metallurgists were able to find the “correct” cast iron for the block and the motor did not need liners.