1994 LAZ-695N
LAZ-695 "Lviv"- Soviet and Ukrainian middle-class city bus of the Lviv Bus Plant.
The bus has undergone modernization more than once, mainly with changes in the appearance of the body, but the overall size and layout of the body and the main components of the bus remained the same. The most significant change relative to the basic first generation 695/695B/695E/695Zh was the modernization of the front and rear parts in two stages - first, in the second generation 695M, the rear part was changed (with the replacement of one large “turbine” air intake at the rear of the roof with two side “gills” ) with an almost unchanged front mask, and then the third generation 695N/695NG/695D also received a modernized front part (the “slicked-back” shape was replaced by a “visor”). In addition, the factory emblems and the space between the headlights on the front end changed (both from generation to generation and within generations; for example, in the third - from an aluminum false radiator grille to the same black-plastic one and then its complete removal), headlights and sidelights , front bumpers, wheel covers, etc.
There is reason to believe that a small batch of buses was produced with automatic transmission(LAZ-695E).
Not without a number of disadvantages (crowded interior and doors, frequent overheating of the engine of buses of the 2nd and 3rd generations, etc.), the bus was characterized by simplicity of design and unpretentiousness in operation in all categories highways. In the post-Soviet space, both 21st-century and 30-year-old LAZ-695 buses are still used. Even without taking into account the custom assembly in small batches at DAZ, mass production LAZ produced buses for 50 years. The total number of LAZ-695 buses produced is about 250 thousand vehicles (only 695M - more than 52 thousand and 695N - about 176 thousand vehicles).
Background
In 1949, the plant began to produce car vans, trailers, truck cranes and (pilot batch) electric vehicles. With mastery automotive production A design team was formed at the plant under the leadership of V.V. Osepchugov. At first, they planned to transfer the production of obsolete ZIS-155 buses from the Moscow Stalin Plant to the plant, but such a prospect did not inspire the young staff of the plant and its design bureau. With the support of the first director of LAZ, B.P. Kashkadamov, Osepchugov literally infected young designers and production workers who had just left the institute classrooms with the “bus dream.”
The initiative to develop and produce a new bus model was supported “at the top” and samples of modern European buses were purchased for LAZ: Magirus, Neoplan, Mercedes. They were carefully studied from the point of view of design and production technology, as a result of which the first-born Lviv bus was practically developed by the end of 1955. When designing its design, the experience of “ Mercedes Benz 321", and the external stylistic solutions were made in the spirit of the Magirus bus.
Construction of the first LAZ-695 began in 1955.
LAZ-695N (1974-2006)
Having received a new front body panel with higher windshields and a large visor on top, the car began to be called LAZ-695N. On this model, the rear and front doors became the same. The instrument cluster and speedometer have become slightly smaller in diameter. The first prototypes were demonstrated in 1969.
In 1974 the plant began serial production LAZ-695N.
LAZ-695N cars from the late 70s - early 80s. had small windows on the outside above the doors to the cabin with illuminated “Entrance” and “Exit” signs; on later cars they were removed. Also, later LAZ-695N buses differ from more early cars shape and location of front and rear lighting equipment. On early buses, rectangular headlights made in the GDR, the same as those on the Moskvich-412 car, and an aluminum false radiator grille were installed in front. Since the mid-80s. The aluminum grille was eliminated, and the headlights became round.
In 1978, on the basis of the LAZ-695N, a special training bus was developed for driver training, equipped with an additional control kit and a set of fixing equipment (speedometer SL-2M, tachograph 010/10, mode meter, three-component overload recorder ZP-15M and tape recorder).
For the 1980 Olympics and for export, a small number of buses of the LAZ-695R modification were produced with more comfortable and soft seats and double doors (which were previously also on prototypes of the LAZ-695N, but were not put into production). After the Olympics, buses of this modification were used as excursion buses.
Until 1991 in mandatory LAZ-695N buses had a large opening hatch in the front wall of the body - in the event of military mobilization, these buses were converted into ambulances, and the hatch was intended for loading and unloading stretchers with the wounded (it would have been impossible to carry stretchers through the narrow doors). After 1991 this " extra detail" was quickly abolished.
In the first half of 1990, power steering appeared on the LAZ-695N. At the same time they stopped installing “Slave” rear axles and again, like many years ago, they began to equip the car with a double final drive(without wheel reducers).
Based on the LAZ-695N bus, the LAZ-697N “Tourist” and LAZ-697R “Tourist” buses were produced.
So the story Soviet buses started with a bus based on the AMO F-15.
The first AMO bus with a capacity of 14 passengers was created in 1926 on the chassis of a 1.5-ton AMO-F-15 truck. The body was made on a frame made of bent wooden profiles and sheathed in metal, the roof was covered with leatherette. There was only one passenger door - in front of the rear wheel arch. Four-cylinder carburetor engine producing 35 hp. allowed the bus to accelerate to 50 km/h. In addition, since 1927, a two-door postal bus was produced ( backdoor was behind the rear wheel arch) and an ambulance (without side doors). Third-party manufacturers also installed their own bodies on the AMO-F-15 chassis, for example, an open one with a canvas awning for servicing resorts. Photo from a 1983 postcard:
Later appears extended version- AMO 4 (1933). 22 places. Maximum speed with 6-cylinder engine 60 hp. was 55 km/h. A batch of several dozen cars was produced.
Based on the ZIS-5, or rather its lengthened base from 3.81 to 4.42 m, the ZIS-11 chassis in 1934-1936. A 22-seater (total number of seats 29) bus ZIS-8 was produced. Six-cylinder in-line carburetor engine volume 5.55 liters with a power of 73 hp. allowed ZIS-8 gross weight 6.1 t accelerate to 60 km/h. Only 547 units were produced at ZIS. ZIS-8.
In 1938, the ZiS-8 was replaced on the assembly line by the more advanced ZiS-16, which met the trends of that time. Production of the ZIS-16 bus, which differed in accordance with the then car fashion streamlined body shape, but still built on a wooden frame, was deployed from 1938 and continued until August 1941. The bus could accommodate up to 34 passengers (with 26 seats). Boosted to 84 hp The ZIS-16 engine accelerated the vehicle with a total weight of 7.13 tons to 65 km/h.
The production of passenger buses was resumed after the war, in 1946.
Then a body was developed, which simultaneously became the MTV-82 tram, the MTB-82 trolleybus and the ZiS-154 bus. The ZiS-154 was not just a bus... In 1946, domestic designers managed to create a hybrid!
Design of this bus was advanced for the domestic automobile industry: the first domestic serial all-metal monocoque body carriage type(by the way, unified with the MTB-82 trolleybus and the MTV-82 tram) with a passenger door in front overhang and an engine in the rear of the body, a pneumatic door drive, adjustable in three directions driver's seat, diesel and electric transmission with electric generator and electric motor. Forced diesel YaAZ-204D with a power of 112 hp. allowed a bus with a gross weight of 12.34 tons to accelerate to 65 km/h. A total of 1,164 ZIS-154 buses were produced. However, diesel, which was just being mastered in production at that time, turned out to be undeveloped in terms of exhaust smoke and reliability, so the ZIS-154 equipped with it, which also suffered from a whole bunch of “childhood diseases,” became the object of serious complaints from citizens and operators, which led to the relatively quick removal of the bus from service. production in 1950. One of them is preserved in the Mosgortrans museum.
The replacement for the unsuccessful ZIS-154 was the easier to manufacture, but less capacious 8-meter ZIS-155, whose design used elements of the ZIS-154 body and units of the ZIS-150 truck. By the way, it was on the ZIS-155 for the first time in domestic auto industry generator introduced alternating current. The bus could carry 50 passengers (28 seats). Engine ZIS-124 with a power of 90 hp. accelerated a car with a total weight of 9.9 tons to 70 km/h. A total of 21,741 ZIS-155 buses were produced, which remained the main model of bus fleets in the capital and other major cities USSR from the mid-50s to the mid-60s.
Preserved in the Mosgortrans museum, as well as as monuments in some cities and sheds in some collective farms.
In 1955, for the first time in the USSR, an intercity bus was developed (before that, ZiS-155 cars ran along the Moscow - Yalta route, it’s scary to imagine how long and how it was like to travel in it..) It turned out to be huge, luxury bus in American style.
The bus with an original monocoque body 10.22 m long could carry 32 passengers, seated in comfortable aviation-type seats with headrests and adjustable backrests. Power point consisted of a two-stroke diesel engine YaAZ-206D, located transversely with the gearbox at the rear of the bus and driving the rear axle with a cardan shaft located at an angle to the longitudinal axis of the bus. In terms of the level of exterior and interior design, passenger comfort and dynamic qualities, the ZIS(ZIL)-127 corresponded to the best foreign analogues and deservedly was the flagship of the domestic automotive industry. However, the overall width of the ZIS-127 was too large, equal to 2.68 m, which exceeded international requirements (vehicle width no more than 2.5 m) and the emphasis on the development of economic relations with socialist countries, members of the CMEA, which were given priority in the production of buses big class(Hungary, Czechoslovakia) decided the fate of a completely competitive model (in fact, the last competitive domestic bus) - in 1960, production of the ZIL-127 was curtailed. Total in 1955-1960. 851 ZIS(ZIL)-127 buses were produced.
To this day in perfect condition The ZiS-127 is preserved in a museum in Tallinn. There are also several cars throughout the territory of the former USSR that are in “barn in the backyard of a motor depot” condition.
It is interesting that on the basis of the ZIL-127 in 1959, NAMI created and tested the Turbo-NAMI-053 gas turbine bus, which reached a speed of 160 km/h or more. The gas turbine engine mounted in the rear of the cabin developed 350 hp. and was half the weight of the base YaMZ-206D diesel engine. However, such a machine did not go into production due to the complexity of production and operation.
ZIL-158, ZIL-158V - city bus. It was produced from 1957 to 1959 by ZIL and from 1959 to 1970 by LiAZ. ZIL-158 was the main bus model in urban bus depots Soviet Union in the 60s and early 70s of the XX century. It was a further modernization of the ZIS-155 bus. It was distinguished by a body lengthened by 770 mm with an increased capacity of up to 60 people. nominal passenger capacity (32 seats), redesigned front and rear masks, modified side windows, and an engine with 9% more power. The first ZIL-158 had windows in the ventilation hatches in the roof, as well as windows in the corners on the rear roof slopes.
A front-engine layout was used, which later migrated to the LiAZ-677 and PAZ-652.
Sometimes such buses still appear...
At the same time, bus production began in Lvov, at a plant that had previously produced truck cranes and trailers.
LAZ-695. I think he needs no introduction... Initially he looked like this. Huge windows in the ceiling (the one on the far side, the earlier one, is tinted), and an interesting air intake on the rear roof. Rear-engine layout, ZiLovsky engine. It began production back in 1956, and since then it has been simplified and transformed many times.
There were quite a few changes to the chassis during the entire production period.
And in the end, 695 turned into such a dear and familiar worker to all of us suburban routes, which was produced right up to 2002 (and in fact - until 2010!!!)
At the end of the 50s, LAZ began developing intercity buses. There were dozens of interesting options, but only a few went into series. For example, LAZ-697
In 1961, the LAZ - Ukraine bus was created. Think "Queen of the Gas Station." Learned?
In 1967, a bus was created that made a real world breakthrough.
In the spring of 1967, this bus took part in the international bus competition in Nice (XVIII International Bus Week), where it received the following awards:
- Prize of the President of France, two Grand Prizes of Distinction and a Special Prize of the Organizing Committee - for participation in the rally.
- Silver medal for bodybuilders - for the bodywork competition.
- Grand Prize and Organizing Committee Cup - for technical tests.
- Big Cup - for absolute first place in driving skill (driver - test engineer S. Borim).
Here it is, "Ukraine-67"
Let's return to LiAZ, which in 1962 began producing the legend. LiAZ-677. Warm, gurgling and swaying to an incredible amplitude, it is familiar to almost everyone and needs no introduction. In some places they still run, but in most cities they have long been melted down “into pots”.
There were many options for execution. for example for the far north.
Meanwhile, Ukravtobusprom engineers have prepared a surprise.
1970 The WORLD'S first low-floor bus. LAZ-360. Two copies collected. The first one is LAZ360EM. In 1970, when creating the LAZ-360EM (in some sources LAZ-360E), the main task of the designers was to lower the floor level in the bus to 360 mm above the road level (hence the bus index - “360”). It was possible to make the bus low-floor only by abandoning cardan gears, therefore the transmission on the LAZ-360EM is electromechanical. The bus engine (170 hp/132 kW) together with an electric generator was located in the front (most likely behind the driver’s seat), and the driving wheels were rear, connected to traction electric motors. A special feature of the bus was a four-axle chassis with small diameter tires. Two front axles are steered, two rear axles are driven. The body with an unusual artistic design was also interesting - bent in a vertical plane windshields and trapezoidal side windows. The length of the bus was 11,000mm.
Some time later, it became clear that the chosen four-bridge scheme with an electric transmission did not justify itself, and then the design of the bus was thoroughly revised and practically developed anew. For the updated version, a biaxial scheme was chosen, with the usual mechanical transmission, but with front driving and steering wheels - thus it became possible to make a flat, low floor along almost the entire length of the bus. The engine of the new bus also changed its position in the cabin - now it was located with right side from the driver. The number and location of entrance doors have also changed. The modernized bus received the name LAZ-360 (that is, with low level floor, but without electromechanical transmission).
History of the Lviv Automobile Plant named after. 50th anniversary of the USSR
Tourist bus LAZ-697 E "Tourist" USSR This tourist (passenger) bus was produced by the Lviv Bus Plant named after the 50th anniversary of the USSR.
LAZ, conceived as a car assembly plant, began producing its first products in the fall of 1951 - AK-32 truck cranes. Since 1957, the automobile plant has specialized in the production of suburban, tourist and intercity buses with a rear-mounted power unit.
In 1964, LAZ produced the first domestic bus with an automatic transmission - LAZ-695Zh. In the same 1964, the LAZ-699A bus with air springs in the suspension went into production - the result of several years of experimental work at the plant.
LAZ-699A is also interesting because it became the first domestic bus with independent suspension front wheels - a rare feature in those years. In 1978, production began of its first model of the LAZ-4202 city bus with a KamAZ diesel engine and a new automatic transmission.
LAZ also produced trailers for trucks.
Specifications:
The body is of a carriage type, with a load-bearing base, and has two doors, including one for passengers.
Number of seats - 33
Own weight - 6950 kg
Curb weight - 7,300 kg
Total weight - 10,230 kg
Wheel formula - 4x2
Tire size 11.00-25
Base - 4 190 mm
Track - 2,076 mm
Minimum ground clearance 270 mm
Dimensions:
length 9190 mm
width 2500 mm
height 2990 mm
Maximum speed - 75 (87) km/h
Engine - ZIL 130 Y2, 150 hp, carburetor, V-shaped, four-stroke, overhead valve
Cylinders - 8, displacement - 5,966 cm3
Compression ratio 6.5
Crankshaft speed - 3,200 rpm
Single-plate clutch, dry, hydraulically driven
Number of gears - 5
Double main gear: a pair of bevel gears and a pair of spur gears
Steering gear: globoid worm and crank with roller
Fuel consumption - 35-40.5 liters per 100 km
Years of production - 1961-1970
From 1975 to 1978, the modernized LAZ-697N was produced
drawings of the LAZ-697 E "Tourist" bus
Today this bus is quite difficult to find; there are only a few of them left and they are in deplorable condition. A year ago, I saw a couple of these buses in the backyard of one of the bus depots, and they looked very well preserved. But now they are no longer there - the owners of the vehicle fleet “cleaned up” the territory and removed all the “trash” - to unknown destination, but it is clear that not into the hands of restorers, but to the nearest landfill. It's a pity. The bus was interesting, and with the current surge of interest in history domestic technology and to the original design, this model means something!
Illustrations from the magazine "Young Technician" No. 3, 1973.
The Legend of "LAZ"
On April 13, 1945, a government decree was adopted on the creation in Lviv car assembly plant, and on May 21, measures for its construction were determined. This date is considered the birthday of LAZ.
For almost ten years, single-axle trailers, van-trailers for transporting bread, auto shops, etc. were also produced here. 3-ton LAZ-690 truck cranes on the ZIS-150 chassis were also assembled (photo in the header below).
A good start
In the mid-50s, the Moscow Automobile Plant was preparing to produce a new medium-sized city bus ZIL-158, and they wanted to transfer the production of the already outdated ZIS-155 to the periphery - to the Lvov automobile assembly plant. However, the team led by Viktor Osepchugov began developing their own model. In 1956, prototypes of the LAZ-695 bus were tested, and the next year its mass production began.
It must be said that this machine was superior in all respects not only to the old ZIS-155, but also to the new Moscow model. LAZ-695 had a body design that was innovative at that time - with a load-bearing base, which was a spatial truss made of rectangular pipes. The body frame was rigidly attached to it. The engine was located at the rear, and not at the front, like the ZIL-158. This significantly reduced noise in the cabin and improved the driver’s working conditions. And one more thing - thanks to the spring suspension with additional correction springs, the car had a good smooth ride regardless of the load. It should be noted that the design was successful and fashionable at the time. The body had highly rounded shapes and glazed roof slopes.
It is no coincidence that in 1958 International exhibition In Brussels, the Lviv car was awarded a gold medal and an honorary diploma.
Click on the photo to enlarge!
The ageless bus...
The very first LAZ-695 had a small decorative grille on the front panel of the body, although the radiator was located at the rear. And above it was the inscription “Lviv”. The 695B model, which appeared in August 1958, did not have a grille. At the behest of the “internationalist” ideologists, the inscription in Ukrainian was also removed. It was replaced with one large letter “L” in the center, which became the hallmark of Lviv buses for many years.
Since 1961, instead of the in-line six ZIL-158 (109 hp), they began to install a new V-shaped 8-cylinder engine ZIL-130. Such vehicles were designated LAZ-695E. The maximum speed increased by 10 km/h to 75 km/h. In 1969, they also began producing the LAZ-695Zh - with a 2-speed hydromechanical gearbox. By the way, its production was established on the territory of the enterprise itself.
In 1969, the LAZ-695M appeared. The rear of the body has become more angular, due to which the doorway in the upper part has increased. The air intake, which significantly blocked the view to the rear, was removed from the roof. Instead, they made grilles at the base of the roof pillars.
In 1976, the LAZ-695N was released. Externally, the bus featured a new front body panel with a high windshield. The central passage in the cabin was expanded from 50 to 58 cm. The speed increased to 80 km/h.
… and others
LAZ-695 was originally designed as shuttle bus, however, it was widely used as an urban one. At the same time, a tourist version was also produced - LAZ-697. The cabin had airplane-type “sleeping” chairs and a radio with a microphone attachment. All fundamental changes in the design of the “695” were transferred to its tourist “brothers”.
However, the capacity of the LAZ-697 Tourist bus (33 passengers) was often insufficient. And therefore, in 1964, they began producing a model extended by 1.4 m - LAZ-699 “Tourist 2”, designed to carry 41 people. Since the vehicle's own weight increased, it received a more powerful, 180-horsepower ZIL-375 engine. The highlight of the bus was the air suspension on all wheels, with the front wheels being independent. Unfortunately, it was later abandoned.
In 1979, the construction of the new main building of the plant was completed. Its area exceeded all others production area double! This made it possible to launch production of the new city bus LAZ-4202. Unlike the veteran "695", it had two wide (1.2 m) doors. The cabin had only 25 seats, but there were spacious aisles and storage areas in the front and rear. The suspension was quite comfortable, spring-pneumatic. The engine was still at the rear, but, very importantly, it was no longer carburetor, as on all other LAZs, but a diesel engine, 180 horsepower - KAMAZ-7401-5. The gearbox used was an automatic, hydromechanical 3-speed, with a hydraulic retarder. In 1984, they began producing LAZ-42021 - with a regular KAMAZ gearbox, cheaper and more reliable.
In the 80s, LAZ became the most major manufacturer buses in Europe. Up to 15 thousand cars could be produced here annually.
Difficult years
The beginning of the 90s in Ukraine, as in other post-Soviet states, was marked by a transition to the market. In 1994, LAZ was transformed into an open joint-stock company. However, the controlling stake (65.14%) still remained in state ownership.
Hard times have come for the plant. Solid and regular government orders disappeared like the morning fog, and the new owners - the automobile fleets - had very little money. Bus production began to fall catastrophically. If in 1989 LAZ produced 14,200 cars, then in 1999 - only 234, that is, 60 (!) times less.
However, during these difficult years, the company was actively developing new models and modifications. Already in 1990, the plant launched production of a fundamentally new intercity bus LAZ-42071 with diesel engine. In 1991, work began on the large city bus LAZ-52523 and the trolleybus LAZ-52522 based on it. In 1994, both cars went into production. Interesting experimental buses were also built.
Bus Laz-4202
At a new stage
In October 2001, a controlling stake in LAZ (70.41%) was acquired on a competitive basis by the Ukrainian-Russian OJSC Sil-Avto. The winner received the plant in a difficult condition: the enterprise stood idle throughout the first quarter. By the end of the year, only 514 cars were produced - that is, 45% less than in the previous year, 2000 (969 units). Moreover, the lion's share was made up of the “veterans” LAZ-695N, which, due to their low price, were in the highest demand. True, 28% of them were already equipped with diesel engines - Minsk MMZ D-245.9.
Work has begun to update the product. In May 2002 at Kievsky international motor show a family of buses “with improved layout and comfort” was presented: “Liner 9”, “Liner 10” and “Liner 12” - with a length of 9, 10 and 12 m, respectively. In the same year, they officially announced the cessation of production of the obsolete LAZ-695 and 699 from July. True, their production continued for some time, fortunately there was demand.
At SIA'2002, a new city bus of an especially large class was shown - a two-section A-291 for 180 passengers. But during rush hours, this “dimensionless” car could accommodate up to 300 people. A similar experimental model LAZ-6202 was built in Lviv back in the early 90s. But then the first pancake came out lumpy - the bus turned out to be not reliable enough.
In 2003, a one-and-a-half-decker tourist bus with the symbolic name “NeoLAZ” was revealed, which amazed everyone. At the Moscow Motor Show he was recognized as the best. And in 2004, a fundamentally new “city dweller” of a large class appeared - the “low-floor” LAZ-A183 “City”, as well as its airfield “brother” - the AX183 “Airport”.
The new generation of Lviv machines meets modern European requirements, which is confirmed by a number of certificates. They are distinguished by high comfort and successful design, equipped with units from leading manufacturers ( Mercedes engines and Deutz, ZF gearboxes and axles, etc.). The further fate of these machines depends on the development of Ukrainian and Russian markets. The plant's plan for 2005 is 615 buses.
Leonid Gogolev
The lineup LAZ busesHistory of LAZ buses
LAZ-695
This bus is one of the oldest and most common buses in the CIS. There is probably not a single corner of the former Union where buses of this model are not in use.
LAZ-695 became the first-born of the Lviv Bus Plant, the construction of which began in 1952. In February 1956, a team of designers from the LAZ plant under the leadership of V.V. Osepchugov built the first prototypes of the LAZ-695 bus with a rear-mounted ZIL-124 engine, a double-disc clutch and five step box transmission They were taken from the ZIL-158 bus. The LAZ-695 body had a completely different design. All loads were carried by a power base, which was a spatial truss made of rectangular pipes. The body frame is rigidly connected to the base. The outer cladding of the body sides is made of duralumin sheet. (By the way, great Construction Materials on the website Rosblok.Ru)
Due to time constraints, we took the design of the West German Magirus bus as a basis, preserving the common design in appearance for the LAZ-695.
An interesting innovation was the dependent spring-spring suspension of the bus wheels, developed jointly with NAMI specialists. Additionally, correction springs provided the overall suspension with a nonlinear characteristic - its rigidity increased with increasing load, resulting in comfortable conditions for passengers regardless of the load. This circumstance has won a high reputation for LAZ vehicles. But as a city bus, the LAZ-695 was imperfect: there was no storage area at front door, the passage between the seats and the doors were not wide enough. The bus could most successfully be used for suburban transport, tourist and intercity travel. Therefore, 2 more models were immediately included in the unified series: the tourist LAZ-697 and the intercity LAZ-699.
Despite certain disadvantages, the LAZ-695 stood out among other domestic buses. Thin body window pillars with sliding windows and curved glass built into the radius roof slopes gave the bus a light, “airy” look. Large radii of roundings on the edges and corners of the body created the visual effect of a streamlined car.
If we compare the LAZ-695 with the popular city bus of that time ZiS-155, then the first one could accommodate 4 more passengers, was 1040 mm longer, but 90 kg lighter and developed the same highest speed- 65 km/h.
Since the end of 1957, the car was modernized: the base of the body was strengthened, a pneumatic door opening drive was introduced instead of a mechanical one, and the glazing of the roof slopes was retained only for the tourist modification. Moreover, since 1958, instead of side air intakes, a back wide roof flare. Through him in engine compartment air containing noticeably less dust was supplied. This car was given the index "695B", and it was produced until 1964.
As soon as ZIL began production of a V-shaped eight-cylinder engine, a single-disc clutch and a new five-speed gearbox gears, the question arose about equipping LAZ buses with them. This type of vehicle, designated LAZ-695E, was manufactured from 1961 to 1970.
LAZ, together with the laboratory automatic transmissions NAMI began developing a hydromechanical transmission for a city bus. As a result, since 1965, city cars LAZ-695ZH appeared (hydraulic converters and two-speed gearbox). They were produced in separate batches until 1970. A set of innovations implemented in 1969 made it possible to seriously improve basic model, which became known as LAZ-695M. It provided for the installation of higher window glass on the car with corresponding changes in the design of the body frame. The bus had power steering, a rear axle "Raba" (VNR) with planetary gears in the wheel hubs, and new air intakes behind the rear window. The car has become 100 mm shorter, and its curb weight is greater.
Later, in 1973, having received a new front panel with higher windshields, the car began to be called LAZ 695N.
LAZ-699
Since 1964 Lvovsky bus factory began small-scale production of the LAZ-699A model, the design of which embodied many technical solutions tested in experimental machines. This model is based on a unified LAZ-695-697 body, but extended by one window section. According to those The basis of the LAZ-699A is close to the LAZ-695E.
In the cabin there are 41 comfortable seats, a heater for heating, and a radio. Under the rows of seats there are luggage compartments with a volume of 4.5 cubic meters, with access through the side hatches. Two fog lights and a spotlight, pneumatic signal, power steering, air brakes with separate front-wheel drive and rear wheels ensured safe driving at night, in difficult weather and road conditions. In addition, the bus had air suspension variable stiffness of all wheels (independent for the front) with telescopic shock absorbers. Engine ZIL-375-YA5, interlocked with a 5-speed gearbox YaMZ gears. Rear axle with planetary gearboxes in the hubs - from the MAZ-500 car. LAZ-699A had a curb weight of 8300 kg and could reach speeds of up to 96 km/h. It was one of the most technically interesting domestic buses of the period 1956-70. Unfortunately, its release did not last long - until 1966.
After a seven-year break, in 1973 LAZ again began producing the 699th model. New modification was unified with the LAZ-695N bus. Her specifications were unified from those. characteristics of the LAZ-699A, but externally the LAZ-699N was significantly different from its predecessor. Five years later, in 1978, the LAZ-699 underwent minor changes - maximum speed was increased to 102 km/h, the design of the car changed slightly. The LAZ-699R is still produced in this form to this day.
Modern LAZ
LAZ-4207 / "Liner-10"
Universal middle class bus - suburban, tourist, luxury. The suburban version of this 10-meter Liner is designed for regular passenger transportation, and is also well suited for enterprises organizing the transportation of their employees to their place of work and home. The bus interior is designed for a total capacity of 73 people and 43 seats.
The tourist version of the bus is equipped with soft adjustable seats (39 seats) and a forced ventilation system for the interior with the possibility of individual air supply to each passenger. The enlarged luggage compartments have a volume of 3.5 cubic meters. m.
Liner-10 in the “Lux” configuration is equipped with “WEBASTO” air conditioning, which will create a pleasant climate in the cabin in any weather, an audio-video system, improved seats with individual lighting - everything necessary to have a good time on the road.
LAZ-5207 / "Liner-12"
Liner-12 – intercity and tourist bus - a good choice for routes intended to transport passengers between distant points. This is a real highway worker.
The bus has 47 soft seats, the interior is equipped with shelves with the possibility of individual lighting and air supply for each passenger. Volume luggage compartments increased to 5.8 cu. m.
In the “luxury” version, the bus is equipped with air conditioning, a bar, a wardrobe, audio and video systems. Such rich equipment allows you to use the bus for entertainment purposes.
In the suburban version of Liner-12, 51 are installed seat, and the total passenger capacity of the bus is 80 people.
LAZ-AX183 "Airport"
The bus was developed by designers of Lvovsky JSC automobile plant"specially for serving passengers at airports. Thanks to the successful layout, the body has the same flat floor along the entire length of the cabin.
The low-floor platform bus LAZ-AX183 organically combines original design and Hi-tech execution, strength of the body structure and reliability of the units and systems used, ease and safety of control, passenger comfort and driver convenience.
The durability of the body and the long service life of the power unit (1,000,000 km), as well as the appearance of the bus, will allow the LAZ-AX183 to be used for many years, successfully solving the problems of transporting passengers and providing a modern image for airports.
LAZ-A183 "City"
The large low-floor city bus LAZ-A183 "City" corresponds to the best European models. In Europe, stepless city buses have long been recognized as the standard. Even before the design of this model began, the plant designers familiarized themselves with the developments of leading companies, in particular, Mercedes-Benz, MAN, Scania and used their positive experience. CytiStar uses imported components: suspensions from RABA, ZF, DEUTZ engines that meet environmental standards Euro-2 or Euro-3, automatic boxes gears from ZF and VOITH, pneumatic equipment “Knorr-Bremse”, steering ZF, body lifting and lowering system (“kneeling”).
Bus LAZ-A183 "City" – modern car, designed for large cities. Three-door, without steps, it is very comfortable for people with disabilities, children, the elderly, and is also more economical, since less time is spent on boarding and disembarking passengers. The bus is made of environmentally friendly materials. The use of units from leading European companies significantly increases the service life of the bus.
LAZ-5208ML / LAZ-5208NL
Modern bus European level- Design, Safety, Comfort.
During development appearance NeoLAZa plant design studio has achieved an organic combination the best materials And the latest ideas auto design of the 21st century, creating a harmonious and memorable appearance of the bus.
Passenger safety starts from the driver's workplace. On the captain's bridge of NeoLAZ all conditions have been created that allow the driver to fully control traffic situation. Electropneumatic brake system company “Knorr-Bremse” with ABS and PBS ensures safe braking in emergency situations. The bus interior is equipped with a modern audio-video system, refrigerators, coffee maker and toilet. Comfortable sliding seats, personal airflow and climate control systems, independent front suspension will make the trip easy and enjoyable.
