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 appearance 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 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 of the LAZ-695N.
LAZ-695N cars from the late 70s - early 80s. had small windows on the outside above the doors to the salon 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 the “Slave” rear axles and again, as many years ago, they began to equip the car with a double final drive (without wheel reduction gears).
Based on the LAZ-695N bus, the LAZ-697N “Tourist” and LAZ-697R “Tourist” buses were produced.
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 front wheel suspension - 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:
Body - carriage type, with a load-bearing base, 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 of a car assembly plant in Lviv, 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 under the leadership of 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 business card 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 to produce the LAZ-695Zh - with a 2-speed hydraulic manual transmission. 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 air suspension all wheels, and the front ones were independent. Unfortunately, it was later abandoned.
In 1979, the construction of the new main building of the plant was completed. Its area was twice as large as all other production areas! 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 largest bus manufacturer 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.
Difficult times have come for the plant. Solid and regular government orders disappeared like the morning fog, and the new owners - car 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 the production of a fundamentally new intercity bus LAZ-42071 with a 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 was especially shown big class- 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 cars corresponds to 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 the Ukrainian and Russian markets. The plant's plan for 2005 is 615 buses.
Leonid Gogolev
LAZ 695, also known as “Lvov”, is a Soviet and then Ukrainian vehicle that was produced at the Lvov bus plant. It can be safely entered into the Book of Records of Ukraine. The machine was regularly modernized and (attention!) remained on the assembly line for 46 years. This is a unique record of its kind, when the same bus model was produced at a single plant. Production Soviet LAZ cars started immediately after the war, in 1945. Initially, they wanted to produce ZIS model 155 here, but the young team decided to take the initiative. Engineer Osepchugov infected his colleagues with the “bus disease.” The entire LAZ model range.
Appearance
In general, the appearance of the LAZ-695 bus has been improved a couple of times. Mostly they touched the body, although general dimensions and layout remained the same. A significant innovation of the first generation was the pumping of the rear part, and subsequently the front part, when the “sleek” shape was replaced by a visor. The emblems changed from time to time Lviv plant, as well as between the headlight space, front bumpers and even wheel covers.
Salon
At first, the LAZ-695 was imperfect. The doors were not wide enough, there was no platform next to them, and the passage between the seats left much to be desired. An interesting feature of the first LAZs was the rapid transformation into ambulance. The seats were dismantled, and a door was placed to the right of the driver for easy loading of the wounded. Considering the realities of the post-war period, such a modification was more than relevant.
Since there were quite a lot of variations of the LAZ-695, we will focus on the most popular model LAZ-695N, which was most often used to transport passengers. The bus had a carriage-shaped body and had three doors. Two four-leaf doors were intended for passengers, and one more for the driver. The seats were located in four rows, and the engine was in the rear. Also in the salon was air system heating system, which used the heat from the cooling system. Well, there were 34 seats, the total passenger capacity reached 67 people.
A large number of instruments, control lights and buttons for controlling doors, lighting and other things were located on a single dashboard directly in front of the driver. The parking brake lever and the gearbox control knob are located on right side from the driver. Immediately next to the front door there is a double chair, which is rotated 90 degrees. Behind the back door, at the end of the bus, there is a large sofa for 5 seats.
Specifications
LAZ-695 has a petrol V-shaped eight-cylinder power unit with carburetor system supply from ZIL 130Y2, the working volume of which is 6 liters. A gasoline engine is almost the main disadvantage cars, because traditional fuel consumption is as much as 35-40 liters per hundred kilometers, and yet gasoline itself costs much more than diesel fuel. The maximum speed of the LAZ is 80 km/h.
Among other characteristics, it is necessary to highlight the presence of 34 seats and driver's seat, on which the springs were installed. This device made it possible to change positions in different planes. LAZ-695 was equipped with air heating system, in which thermal cooling systems were used to cool the engine. Already in 1985, the engineering staff of the enterprise were able to design a modification of the 695-NG, which operated on natural gas. Then, this modification enjoyed considerable popularity when the fuel crisis was at its peak.
Mechanical 5 step box gears were equipped with synchronizers at 2nd and 5th speeds. There was also a 2-circuit brake system with pneumatic drive. In addition to all, Russian car it had a dependent suspension - there were shock absorbers and polyelliptic springs in front, and a similar device at the rear, but without shock absorbers. This social car had unpretentious qualities in operation, was durable and distinguished itself by reliability among drivers. The bus has disc wheels, and those, in turn, are side and locking rings. Twin wheels are installed on the rear axle. Tire sizes are as follows: 280-508R. In all wheels the pressure is 0.50 MPa.
Clutch
If we talk about the clutch, it was made in the form of a dry single-disc format with a hydraulic release via four levers that are switched off. There are sixteen pressure springs in the clutch housing socket. IN master cylinder disengaging the clutch, fill in the brake fluid. The shift lever is connected to the gearbox by a rod in the form of a pipe. The cardan shaft has two cardans. Of the two axles, the leading one is the rear one. The 1st stage is in the main gearbox, and the 2nd is in the wheel gearbox. The bridge housing is welded and stamped. In the central gearbox, the gears received a spiral cut of teeth.
The connector box accommodated the differential. The wheel gearbox uses standard cylindrical gears with external and internal gearing. The bridge located in front consists of a forged beam with an I-beam section. With the help of springs and springs, a smooth ride is achieved - if the bus is not loaded, the springs function; if the LAZ is traveling under load, the springs also come into force. At the end of the spring there are stamped cups on which there are rubber cushions.
Steering
The 695 has power steering, which is designed to make the driver's work easier and improves driving safety when turning. Involves steering wheel with steering column, gearbox located in the corner. It has a cardan drive and steering gear mechanism. The power steering affects the bipod of the steering device. The steering mechanism includes a worm with a 3-ridge globoidal roller.
Brake system
The brake system is of a dual-circuit type, has a pneumatic drive and a drum mechanism. The parking brake affects the devices rear wheels. Their drive is mechanical. Spare type brake - one of the circuits working system brakes The pressure in the pneumatic brake drive is 6.0 - 7.7 kgf/cm2. It is driven by an air compressor with a pair of cylinders. It has a piston and water cooling. It is also connected by flexible hoses to pneumatic system. The pressure regulator contains ball-type valves. To accumulate air, 5 receivers with pressure sensors are installed. And on one of them there is even a crane for inflating the wheels. IN brake drum contains two brake pads.
Prices and options
The LAZ-695N vehicle was produced in the period 1976-2002. During this time, more than 160 thousand buses were produced. Now they are produced by the Dneprodzerzhinsk plant. Buses have been produced there since 2003. You can even buy a LAZ on the secondary market for $5,000 - it all depends on the year of manufacture and configuration.
Let's sum it up
There is probably no person in our country who has never driven a LAZ-695N in his life. The model has become legendary and symbolic for everything Soviet Union. Particularly popular this bus used on flights up to 100 km. And even though it is no longer produced, in some villages and small towns you can still see the good old “Laziks”.
LAZ-695 photo
Middle class general purpose bus. Produced by the Lviv Bus Plant since 1976. The body is carriage type, with a load-bearing base, 3-door (two 4-leaf doors for passengers and one single-leaf hinged door for the driver). The seating layout is 4-row. The engine location is rear. The driver's seat is sprung and adjustable in height, length and backrest angle. The heating system is air, using heat from the engine cooling system. Previously, the LAZ-695M bus was produced (1970-1976).
Modifications
LAZ-695NE and AAZ-695NT are buses for export to countries with temperate and tropical (dry and wet) climates, respectively, LAZ-695NG is a bus whose engine runs on compressed natural gas or gasoline.Engine
Maud. ZIL-130YA2N (aka ZIL-508.10), petrol, V-engine, 8-cyl., 100x95 mm, 6.0 l, compression ratio 7.1, operating order 1-5-4-2-6-3 -7-8; power 110 kW (150 hp) at 3200 rpm; torque 402 Nm (41 kgf-m) at 1800-2000 rpm; carburetor K-90; air filter - inertia-oil.Transmission
The clutch is single-disk with peripheral springs, the release drive is hydraulic. Gearbox - 5-speed, gear. numbers: I-7.44; II-4.10; III-2.29; IV-1.47; V-1.00; ZH-7.09; synchronizers on II-V gears. Cardan transmission consists of one shaft. The main gear is double spaced (bevel and planetary). Send number 6.98.Wheels and tires
Wheels - disc, rims 7.5-20, fastening with 10 studs. Tires 10.00-20 mod. OI-73A, NS - 12, tread pattern - road, front and rear tire pressure 6.0 kgf/cm. sq. Number of wheels 6+1.Suspension
Dependent, front - on semi-elliptic springs with correction springs, two shock absorbers; rear - the same, without shock absorbers.Brakes
Working brake system- double-circuit, with pneumatic drive, drum mechanisms (diameter 4-20 mm, lining width: front 70, rear 1-80 mm, cam release. Parking brake- on the mechanisms of the rear wheels, the drive is mechanical. The spare brake is one of the circuits of the service brake system. The pressure in the pneumatic brake drive is 6.0-7.7 kgf/cm. sq.Steering
Maud. ZIL-124, globoidal worm with a three-ridge roller, gear. number 23.5. Steering wheel play up to 150.Electrical equipment
Voltage 12 V, ac. battery ZST-150EMS (2 pcs.), generator G287-K with built-in integral voltage regulator YA112-A, starter ST130-AZ, distributor P137, transistor switch TK102, ignition coil B114-B, spark plugs A11. Fuel tank - 154 l, gasoline A-76;cooling system - 40 l, water;
engine lubrication system (with oil cooler) - 8.5 l, all-season M-8V, or M-6/10V, winter DV-ASZp-10V;
steering housing - 1.2 l. TSp-15K or TSp-10;
gearbox - 5.1 l, TSp-15K or TSp-10;
drive axle housing and wheel gearboxes - 14 (8+6) l, TSp-15K or TSp-10;
hydraulic clutch drive system - 0.95 l, brake fluid"Tom";
shock absorbers - 2x0.85 l, AZh-12T;
windshield washer reservoir - 2 l, NIISS-4 liquid mixed with water.
Weight of units (in kg)
Engine with equipment and clutch - 502,gearbox - 120,
cardan shaft - 16,
front axle - 316,
rear axle - 665,
body - 3080,
wheel and tire assembly - 110,
radiator - 35.
SPECIFICATIONS
| Capacity: | |
|---|---|
| number of seats | 34 |
| total number of places | 67 |
| number of service places | 1 |
| Curb weight, kg | 6800 |
| Including: | |
| to the front axle | 2200 |
| to the rear axle | 4600 |
| Total weight, kg | 11630 |
| Including: | |
| to the front axle | 4100 |
| to the rear axle | 7530 |
| Max speed, km/h | 86 |
| Acceleration time to 60 km/h, s | 40 |
| Max. climbability, % | 25 |
| Coasting from 60 km/h, m | 1100 |
| Braking distance from 60 km/h, m | 32,1 |
| Control fuel consumption at 60 km/h, l/100 km | 33,9 |
| Turning radius, m: | |
| on the outer wheel | 8,5 |
| overall | 9,6 |
The LAZ-695 bus can be safely included in the Guinness Book of Records. This model, constantly being modernized, lasted on the factory assembly line for 46 years, thereby setting an absolute record for the duration of production of one bus model at one plant!
LAZ-695 became the first-born of the Lviv Bus Plant, the construction of which began in 1945. Since 1949, the plant began producing car vans, trailers, truck cranes, and also produced a pilot batch of electric vehicles. In parallel with the construction of a new plant and the development of automobile production there, a design team was organized under the leadership of V.V. Osepchugova. Initially, the plant planned to produce ZIS-155 buses from the Moscow Stalin Plant, but such a prospect did not suit the young design bureau team. According to the memoirs of the first director of LAZ B.P. Kashkadamova, Osepchugov literally infected young designers who had just left the institute classrooms with his “bus disease.”
The initiative to create its own bus model at LAZ was supported “at the top” and samples of the most modern European buses were purchased for LAZ: Magirus, Neoplan, Mercedes. They were studied, tested, considered from the point of view of production technologies at LAZ, as a result of which the design of the Lviv first-born was practically developed by the end of 1955. The starting point for its design was the design of the Mercedes Benz 321 bus, and the external stylistic solutions were taken from the Magirus bus.
The first LAZ-695 buses
In February 1956, the design team of the LAZ plant built the first prototypes of the LAZ-695 bus with a ZIL-124 engine located at the rear. A similar arrangement with a longitudinal engine in the rear overhang of the bus was used for the first time in the USSR. The LAZ-695 body also had a completely new 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 this base. The outer cladding of the bus was made of duralumin sheets, which were attached to the body frame with “electric rivets” (spot welding). The double-disc clutch and five-speed gearbox were taken from the ZIL-158 bus.
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 trips. 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, the ZIS-155, the first one could accommodate 4 more passengers, was 1040 mm longer, but 90 kg lighter and reached the same top speed - 65 km/h. 
(ZIS-155)
It should be noted that LAZ-695 buses had an interesting design feature. If necessary, the bus could easily be converted into an ambulance. To do this, it was enough just to dismantle the seats in the cabin. In the front part of the bus, under the windshield to the right of the driver’s workplace, an additional door was provided in the body for loading the wounded. Such an “innovation” was completely justified at the time when this bus was created.
LAZ-695B
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. Moreover, since 1958, instead of side air intakes, a back wide roof flare. Through it, air containing noticeably less dust entered the engine compartment. The brake system, the heating of the bus have also undergone changes, the way the passenger seats are installed, the tilt of the driver's steering column and much, much more have changed. Serially modernized buses, named LAZ-695B, began to be produced in May 1958 and in total, until 1964, 16,718 complete LAZ-695B buses were produced, as well as 551 bodies for trolleybuses (for OdAZ and KZET) and 10 completely complete trolleybuses LAZ-695T for their base.
Initially, the serial LAZ-695B retained a very large glazing area on the roof slopes, but operators constantly complained to the plant about the weakness of the entire upper part of the body of LAZ buses. As a result, the glazed front corners of the roof slopes first disappeared from buses (autumn 1958), and later the glazing of the rear slopes was significantly reduced. It is interesting that as an experiment in 1959, a copy of the LAZ-695B bus was made without any glazing on the roof slopes, but, apparently, such a bold approach to increasing the rigidity of the roof seemed too radical to someone and serial cars The glazing of the slopes was left, only slightly reduced. Later, by the autumn of 1959, the front roof design of the LAZ-695B buses was slightly changed, as a result of which a “cap” visor appeared above the windshields of the buses.
LAZ-695E
As soon as ZIL began production of the V-shaped eight-cylinder ZIL-130 engine, single-disc clutch and new five-speed gearbox gears, the question arose about equipping LAZ buses with them. Prototypes of the bus under the designation LAZ-695E were manufactured in 1961. Serial release LAZ-695E began in 1963, but in a year only 394 copies were produced, and only in April 1964 the plant completely switched to the production of the “E” model. In total, until 1969, 37,916 LAZ-695E buses were produced, including 1,346 for export. 
The LAZ-695E buses produced in 1963 were no different in appearance from the LAZ-695B buses produced at the same time, but since 1964 all LAZ buses received new - rounded - wheel arches, by which the LAZ-695E is instantly recognized.
LAZ-695Zh 
At the same time, LAZ, together with the laboratory automatic transmissions NAMI began developing a hydromechanical transmission for a city bus. Already in 1963, the first industrial batch of buses with such a transmission was assembled at LAZ. These buses were named LAZ-695Zh. But in two years, from 1963 to 1965, only 40 LAZ-695Zh buses were assembled, after which their production was discontinued. The fact is that buses of the LAZ-695 type were mainly used on suburban lines, and they were not suitable for busy city routes, so the LiAZ-677 bus was created specifically for large cities in the mid-60s. That's what he got hydromechanical transmission produced at LAZ. LAZ-695Zh buses were no different in appearance from similar buses with a manual transmission of the same manufacturing period.
LAZ-695M 
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" (Hungary) with planetary gearboxes in the wheel hubs, and the proprietary LAZ central air intake was replaced with slots on the sidewalls. The car has become 100 mm shorter, and its curb weight is greater. Production of the LAZ-695M lasted seven years and during this time 52,077 copies were produced, including 164 for export.
LAZ-695N
Having received a new front body panel with higher windshields in 1973, the car began to be called LAZ-695N.
However, this model went into production only in 1976; before that, the previous modification was produced. LAZ-695N cars of the late 70s - early 80s had small windows on the outside above the doors to the cabin for illuminated "Entrance" and "Exit" signs; on later cars they were abolished. Also, early LAZ-695N buses differ from newer vehicles in the shape and location of the rear lighting equipment.
LAZ-695NG
In 1986, specialists from the All-Union Design and Experimental Institute "Avtobusprom" adapted the LAZ-695N bus to run on natural gas. Cylinders with methane, compressed to 200 atmospheres, were placed on the roof of the bus in a special casing. From there, the gas was supplied through pipelines to a reducer, which reduced the pressure. The gas-air mixture from the gearbox entered the engine. By placing cylinders on the roof of the bus, methane, which is lighter than air, emergency situation It evaporates instantly without having time to catch fire.
In the 90s, LAZ-695NG buses became quite common due to the fuel crisis in our country. In addition, fleets began to independently convert many LAZ-695N buses to methane, which is cheaper than gasoline.
LAZ-695D, LAZ-695D11
In 1993, at LAZ, on an experimental basis, they tried to install D-6112 diesel engines from the T-150 tactor and 494L diesel engines from military equipment on the LAZ-695 bus. Both diesel engines are made in Kharkov. In the same 1993, the Dnepropetrovsk association "DneproLAZavtoservice" began to equip LAZ-695N buses diesel engines Kharkov plant "Sickle and Hammer" SMD-2307. But the most effective were the efforts of the Interstate Automotive Trade Association. According to their order, LAZ developed and began mass production since 1995 diesel modification bus - LAZ-695D, which received the proper name "Dana". This bus was equipped with a D-245.9 Minsky diesel engine motor plant. This modification of the bus was mass-produced at the Lviv Bus Plant until 2002 and since 2003 it has been produced at the Dneprodzerzhinsk Automobile Plant (DAZ).
In 1996 the project diesel bus was significantly redesigned, resulting in the appearance of the LAZ-695D11 "Tanya" bus. This project was coordinated by the Simaz company, part of the Interstate Automotive Trade Association. From previous diesel model The Tanya bus was distinguished by hinged doors in the front and rear overhangs and installed soft seats in the cabin. By and large, it was a return to a long-out-of-production intercity bus LAZ-697 in a new quality and under a new name. The modification LAZ-695D11 "Tanya" was produced serially in small batches.
LAZ-695 today
In 2002, a controlling stake in the Lviv Bus Plant was acquired by Russian businessmen. From that moment on, the plant experienced Big changes- all old models were discontinued and consumers were offered buses created using modern technologies. But the production of LAZ-695N buses was never stopped. All technological documentation was transferred to Dneprodzerzhinsky automobile plant, where small-scale assembly of LAZ-695N buses continues to this day. Dneprodzerzhinsk LAZ-695N buses differ from Lviv ones in the absence of a driver's door, seamless sides without molding and yellow handrails in the interior. 
Trolleybuses LAZ-695
The rapid development of trolleybus systems in many cities of the USSR in the early 60s and the lack of rolling stock for them forced the production of trolleybus cars with bus bodies to begin. A trolleybus based on the LAZ-695B bus was first manufactured in Baku in 1962 and received the name BT-62. It was converted from a 1959 bus (without the “cap” visor and with rear glazing).
In the summer of 1963, a trolleybus based on the LAZ-695B bus body was manufactured directly at LAZ. Some factory documentation indicated the basic body of the LAZ-695E bus, but, in fact, at that moment these buses differed only in the model of the installed internal combustion engine, which was not on the trolleybus, so the model of the basic body for the trolleybus is not important. However, one should assume that in 1963 the main bus at LAZ was the LAZ-695B, and only in 1964 the plant completely switched to production of the LAZ-695E.
The Lviv trolleybus received the name LAZ-695T and was manufactured at the plant in quantities of only 10 pieces. All Lviv trolleybuses remained in operation in their home city, and for other cities the production of trolleybuses was launched at the Kiev Electric Transport Plant (KZET), where it received the name Kyiv-5LA. For the production of Kyiv-5, ready-made bodies of Lviv buses were supplied to KZET, and electrical equipment of its own production was only installed at the electric transport plant. In total, 75 Kyiv-5LA trolleybuses were assembled at KZET in 1963-1964.
However, the capacity of the Kyiv plant was not enough to satisfy the rapidly developing trolleybus in the USSR, and the Odessa plant joined the production of LAZ-695T (in the same 1963). car assembly plant(ODAZ). By that time, the Odessa plant had transferred the production of its dump trucks to Saransk and was actually left without a production facility. In Odessa, the trolleybus received the name OdAZ-695T. Bus bodies with chassis elements arrived from Lvov to OdAZ, and all electrical equipment came from Kyiv. The trolleybuses assembled at OdAZ were mainly intended for trolleybus fleets of nearby regional centers with trolleybus traffic. In total, 476 OdAZ-695T trolleybuses were assembled in Odessa over three years (1963-1965).
On trolleybuses of the LAZ-695T type (as well as Kyiv-5LA and OdAZ-695T) an electric motor with a power of 78 kW was installed, and the trolleybus itself was capable of reaching a speed of 50 km/h. Compared to the most common trolleybus of that time, MTB-82, the Lviv trolleybus turned out to be much lighter and, with comparable engine power, was naturally more dynamic and economical. And at the same time, it was short-lived (service life 7-8 years) and small in capacity (part of the electrical equipment was located in the cabin), with narrow passages between seats and narrow doorways, but the production of these machines to some extent made it possible to reduce the shortage in trolleybus vehicles composition of the country.
Buses LAZ-695 in Kharkov
The LAZ-695 appeared in Kharkov almost immediately after its production began - in the late 50s. For more than forty years, all modifications of this car, without exception, drove along the streets of our city. In the 60s, LAZs operated on the most “prestigious” and exemplary routes, such as 34 (Pavlovo Pole - KhTZ), 44 (Station - Pavlovo Pole), 41 (Station - KhTZ). This was due to the fact that at that time there were no buses. large capacity, and the main rolling stock of the city’s vehicle fleets were our heroes as well as ZIL-155 and ZIL-158. With the advent of more spacious LiAZs and Ikarus in the early 70s, the LAZ-695 began to lose its position. Gradually, LAZs began to serve short routes with relatively small passenger flows, as well as most suburban routes. However, at the latter, significant competition came from a suburban modification of the Hungarian Ikarus-260.
By the beginning of the 80s, the LAZ-695 buses of the first modifications, produced in the 60s, were written off. LAZ-695E has been driving through the streets of our city for much longer. Last buses This modification was used on route 17 back in 1993. At the end of the 80s, LAZ-695 buses operated mainly on routes serving individual development areas, such as Nemyshlya, Osnova, Danilovka. They also completed one of the most intense routes at that time - No. 17 (Forest Park - Heroes of Labor), which was due to the complex profile of the route (it passed along the Gilardi descent). LAZ-695 formed the basis of the ATP-16331 rolling stock, specializing in suburban routes. In addition, many LAZs operated in service and custom mode.
After the crisis in road transportation that occurred in the early 90s, with the advent of commercial road carriers, the number of routes served by LAZs increased significantly. Large class buses - "Ikarus" - turned out to be too expensive for operation in the new conditions - the fuel crisis affected, as well as the lack of spare parts for the "Hungarians". At the same time, LAZs have established themselves as one of the most unpretentious buses. Therefore, by the end of the 90s, the history of the Kharkov bus was thrown back 30 years. As in the distant 60s, the LAZ-695 became the main passenger bus on the streets of our city. But unlike the 60s, at the end of the 20th century it became hopelessly outdated. In addition, most of the LAZ vehicles were in rather poor technical condition.
However, in 2004-2005, the number of LAZ-695 buses on the city streets decreased noticeably. At the request of city authorities, carriers are required to replace rolling stock on city routes with newer vehicles. Therefore, LAZs are giving way to new PAZs, Bogdans and Etalons. Nowadays in Kharkov we mainly see the latest modification - LAZ-695N. Some LAZ vehicles run on gas fuel, as evidenced by gas cylinders on the roof, offset to the side rear overhang. LAZ-695 can be found more often on suburban routes than on city routes, although just a couple of years ago the opposite situation was observed. Many LAZs are also used as service vehicles.
There is also a real museum exhibit in Kharkov - a LAZ-695M bus manufactured in 1974, owned by the FED Machine-Building Plant. In 1986 he passed major renovation at the Kharkov Aviation Plant. In the summer, this car is often found on the “dacha” route connecting the “Geroev Truda” metro station with the Murom Reservoir.
Photo by the author
