| Engine | 1.2l, 8-cl. | 1.2l, 8-cl. | 1.3l, 8-cl. |
|---|---|---|---|
| Length, mm | 4073 | 4043 | 4043 |
| Width, mm | 1611 | 1611 | 1611 |
| Height, mm | 1440 | 1440 | 1440 |
| Wheel base, mm | 2424 | 2424 | 2424 |
| Front track, mm | 1349 | 1349 | 1349 |
| Rear track, mm | 1305 | 1305 | 1305 |
| Clearance, mm | 170 | 170 | 170 |
| Trunk volume minimum, l | 325 | 325 | 325 |
| Body type / number of doors | Sedan/4 | ||
| Engine location | front, lengthwise | ||
| Engine volume, cm 3 | 1198 | 1198 | 1300 |
| Cylinder type | inline | ||
| Number of cylinders | 4 | 4 | 4 |
| Piston stroke, mm | 66 | 66 | 66 |
| Cylinder diameter, mm | 76 | 76 | 79 |
| Compression ratio | 8,5 | 8,5 | 8,5 |
| Number of valves per cylinder | 2 | 2 | 2 |
| Supply system | Carburetor | ||
| Power, hp / rev. min. | 64/5600 | 64/5600 | 70/5600 |
| Torque | 89/3400 | 89/3400 | 96/3400 |
| Fuel type | AI-92 | AI-92 | AI-92 |
| Drive unit | Rear | Rear | Rear |
| Type of gearbox / number of gears | MT/4 | MT/4 | MT/4 |
| Gear ratio of the main pair | 4,3 | 4,1 | 4,1 |
| Front suspension type | double wishbone | ||
| Rear suspension type | helical spring | ||
| steering type | Worm gear | ||
| Fuel tank volume, l | 39 | 39 | 39 |
| Maximum speed, km/h | 140 | 142 | 145 |
| Curb weight of the car, kg | 955 | 955 | 955 |
| Permissible gross weight, kg | 1355 | 1355 | 1355 |
| Tires | 155SR13 | 165/70SR13 | 155SR13 |
| Acceleration time (0-100 km/h), s | 22 | 20 | 18 |
| Fuel consumption in the urban cycle, l | 9,4 | 9,4 | 11 |
| Fuel consumption in extra-urban cycle, l | 6,9 | 6,9 | 8 |
| Fuel consumption in the combined cycle, l | 9,2 | 9,2 | - |
Brief description and history
It is the VAZ 2101 that is the oldest model of the Volga Automobile Plant, with which the history of the domestic automobile industry began. On April 19, 1970, the first subcompact came off the assembly line of the plant. The model was based on the 1966 Fiat 124 model year. In fact, the first "penny" were almost Italian cars, because. the technical characteristics of the vaz 2101 and fait 124 differed little from each other: a 1.2-liter engine and entry-level trim. There was practically no difference between the cars.
In the future, domestic auto designers have significantly improved the design of the car under the operating conditions in our country. Ground clearance has been increased, tk. the quality of the road surface did not always allow moving with convenience and comfort. The body and suspension were significantly strengthened, thereby improving the technical characteristics of the VAZ 2101. The rear disc brakes from fiat were replaced with drum ones. This was due to their durability and resistance to dust and dirt, which was always enough.
Almost everything has undergone changes, including the design of the engine. The distance between the cylinders was increased (this made it possible to bore the diameter of the cylinders), the camshaft was moved to the cylinder head. In addition to the engine, the clutch, gearbox, rear suspension have undergone changes. As a result, the weight of the car increased by 90 kg. In total, there were more than 800 changes and differences in the design of the VAZ 2101.
From 1970 to 1986, about three million VAZ 2101 cars were assembled at the plant. 19 years after the car left the assembly line, the first commercial copy took pride of place in the AvtoVAZ museum.
Tuning VAZ 2101
The appearance on the network of spy photos of the new "Penny" VAZ 2101 came as a surprise to many. Modern design, more than worthy specifications, a possible release by the end of 2017 - all this has become the reason for the informational hype. What should be expected from a domestic manufacturer?
Appearance analysis
The exterior of the new car is in many ways similar to classic American Mustang models and new Mercedes developments. Appearance is a harmonious combination of retro style and aerodynamic requirements. It is worth noting the smoothness of the lines, the low landing of the car, the enlarged wheel arches. 
When analyzing a photo of the new "Kopeyka" 2101, the following features can be distinguished:
- recognition of the classical form;
- stylish grille;
- minimalist rear design - square lights, straight lines;
- unique stamping of the body on the sides;
- new shape of the headlights with reflectors;
- wide air intake;
- good rear view.
Photos of the interior have not yet hit the Web, so it is impossible to evaluate it. If it matches the external style of the model, the interior should harmoniously combine classic controls, convenience and new technologies.
Possible characteristics of the new "Penny"
There is little information about the configuration and configuration options for the 2101 Zhiguli 2017. Judging by the latest data, this will be the most powerful model from the entire Lada line. How much this corresponds to reality - time will tell. 
To date, the following information is known:
- Power point. Power - 200 hp, turbocharged.
- Fuel consumption - 6 liters. in the urban cycle.
- Gearbox - mechanics or "automatic".
Body dimensions practically do not differ from the original model. But it will be possible to judge this only after the official release.
Release date and price
Judging by external data and known characteristics, the price of the new Kopeika VAZ 2101 Zhiguli in 2017 will be above the average. According to available information, the cost and the start of production will be announced only at the end of this year. 
The price should depend on the following factors:
- possible configuration options;
- the cost of the model;
- characteristics of the materials used;
- options installed for a fee.
After the official presentation, the release date of the new model should be announced. Then the first samples will go to car dealerships . And then, based on the available information and real reviews, it will be possible to judge the prospects of the new Kopeyka.
exposure
All the above information, including photos, is nothing but a free flight of fancy. AvtoVAZ does not plan to resume production of 2101 in any version. This was announced earlier, when the manufacturer was preparing to celebrate the 45th anniversary of the release of the first model.
To expose this news, it is enough to find the source of one of the photographs, compare it and a copy. 
The next factor is the technical capabilities of Avto VAZ. The existing equipment is not designed for the mass production of such body elements. The maximum that a manufacturer is capable of is to create a prototype. But there is no information about this on his official website. If the car really existed, there would be an official presentation or news.
For a final refutation, you can analyze the technical nuances of the description:
- Power plant 200 hp turbocharged. Alas, such units are not produced by the plant. This will not allow the height of the cylinder blocks.
- Wheelbase. For this model, it is necessary to develop a fundamentally new basis. Existing bases, judging by the photo, will not work.
- Fuel consumption. Leading European manufacturers cannot achieve such results - 6 liters per 100 km for a 200 hp engine. These values contradict each other.
Similar fake news can be made on the basis of an independent supercar design project from AvtoVAZ Voron. 
In fact, this image and all of the above are nothing more than skillful work in a graphics editor.
Only once the manufacturer showed the draft of the new "Kopeyka". 
But this car remained only in a draft version. Therefore, talking about the appearance of an updated version of 2101 impractical. It is enough to compare really spy photos of any new model of a European manufacturer with the presented images.
In 1966, an agreement was signed between the Soviet Union and the Italian company Fiat on the joint construction of an automobile plant and the production of a model on it. A year later, the construction of a new enterprise began in Tolyatti, and in 1970 the first cars rolled off the plant's conveyor.
The sedan, called the VAZ-2101 Zhiguli, had a classic layout typical of those years, and during the preparation for serial production, many changes were made to its design. For example, unlike the Fiat, the Soviet car was equipped with an engine not with a lower, but with an upper camshaft. The 1.2-liter engine itself developed 64 liters. With. In addition, the Zhiguli received a reinforced clutch, an upgraded four-speed gearbox, a redesigned rear dependent suspension, and rear drum brakes instead of disc brakes.
In 1974, the production of the VAZ-21011 modification began with a 1.3-liter engine with a capacity of 69 hp. With. This version also differed in the shape of the bumpers, modified rear lights and the presence of a reversing light, steering wheel and seats of a different shape. Since 1977, Togliatti also made version 21013 with the listed external changes, but with the same 1.2-liter engine. In small quantities, mainly for the police, the VAZ-21016 was produced with a 1.5-liter power unit.
In the late seventies - early eighties, a "penny" cost 6,600 rubles. Zhiguli were sold not only in the USSR, but were also exported under the names Lada 1200 and Lada 1300. Right-hand drive versions were also made for the markets of Great Britain and some other countries.
On the basis of the "penny", a station wagon and a sedan were created, and subsequently a series of other models of the "classic" family. The production of the VAZ-2101 modification continued until 1982, version 21011 was made until 1983, and 21013 until 1988. In total, 2,710,930 Zhiguli of the first model were produced.
30 years after industrialization, having one of the most powerful economies in the world, having created an atomic bomb and launched a man into space, the USSR buys a car plant with a full production cycle for the production of a foreign small car for foreign currency on credit. How could this happen?
By the end of the 1960s, fundamental problems had already emerged in the country's economy, which, 20 years later, brought the world's largest superpower to the grave. Many giant construction projects and large-scale projects have failed. Economic reform raised the purchase price of food and the wages of workers. Demands of the population grew, and competitive goods became less and less. It was time for a shortage. The flow of petrodollars that opened up delayed the finale of this drama, but could not affect its natural outcome.
Money is the blood of the economy. Wages that can't buy anything and that sink under the mattresses of the workers not only force the State Bank to issue the ruble, but also make the political situation unstable. The country was in dire need of mass, high-quality and expensive consumer goods, which would become visible evidence of an increase in living standards and could attract citizens' savings. Under these requirements, the new car was ideal. Later it became clear that the calculation was correct: even at a price of four annual average salaries of a Soviet citizen, the first-born of the Volga Automobile Plant instantly became a deficit - the future motorist had to wait in line to purchase it for several years.
It was not easy to choose the best candidate for the role of the people's car. European novelties were not suitable for a huge country with different climatic zones, bad roads, undeveloped infrastructure, low production standards, outdated GOSTs and low quality fuels and lubricants.
Original Fiat 124, as you can see, the car has a lower landing, there are no exterior mirrors, a different design of the false radiator grille and other door handles. Comparative tests of applicants were carried out at the Dmitrovsky training ground. Considered Italian Fiat 124, as well as French Renault R16 And . For comparison, we also tested Ford Taunus 12M, Morris 1100 And Skoda MB 1000. The domestic auto industry was represented by Moskvich and Zaporozhets. According to the test results, the French Renault and Peugeot were noticeably ahead of the Italian sedan. But they love some, and marry others. Unexpectedly, it turned out that the choice does not lie in the technical plane, but is dictated by the foreign policy interests of the state. Intervened "personally Leonid Ilyich" with a recommendation to pay attention to Italian cars. Of course, such a high opinion could not be ignored, and the contract with the Italians was signed in August 1966. The loan rate was reduced to 5.6% per annum. It played a role that through the agents of the KGB they launched disinformation about successful negotiations with the Renault concern.
THE NAME OF "ZHIGULI" TURNED OUT TO BE CONSONANT WITH THE FRENCH SOLOV "Pimp", "ALFONS"
Can be unmistakably distinguished by the bumper with fangs and white sidelights. With the first modification - 21011 - “the fangs disappeared and the lenses became orange, as prescribed by the Vienna Convention on Road Traffic. The front dimensions (then they were called "sidelights") are equipped with double-filament lamps: weak light - side light, bright - direction indicator. The outside rear-view mirror was installed at the insistence of Soviet designers: it was not on the Fiat 124. The first cars did not have a signal ring button. The Italian designers were sure that neither a pressure gauge nor an ammeter was needed by the driver of a reliable European car.
Even Renault apologists agreed that Fiat's choice, if not ideal, then at least not a failure. Autumn 1966 Fiat 124 became the laureate of the Paris Motor Show, in 1967 he was awarded the title "Car of the Year".
But the Fiat 124 samples brought to the USSR fell apart at the very beginning of testing at the test site. The run on the "Belgian" paving stones turned out to be fatal for the front suspension arms. Sand, which was sprinkled on icy roads, erased the rear disc brakes for 600 kilometers. For a week of testing, the body went cracked, the rear axle broke. It seemed that the small car from Turin was not destined to conquer the Siberian winter roads and the Kazakh steppes; A long process of strengthening all the weak points of the machine began.
At first, Italian engineers were dismissive of the advice of specialists from US. But they quickly realized how valuable the test results and the recommendations of colleagues. In Italy, they even built an analogue of the test cobblestone pavement from the Dmitrovsky training ground. The changes affected almost all components of the car. Reinforced front suspension. Changed the attachment points of the rubber bumpers. Radically increased the rigidity of the body. Improved the design of the rear axle and suspension. Hundreds of details have not been overlooked - from the emblem on the grille to the jacks. The real battle unfolded for the engine. The Italians offered a motor with a lower camshaft. Soviet specialists insisted on putting into production a promising new engine with an overhead camshaft. At some point, the Italians proposed a compromise: to start with the production of lower engines, and after testing the new engine in Italy, install a production line for free at the Volzhsky plant for its production. But the Soviet engineers turned out to be adamant and insisted on the upper shaft engine as the only one for the new car. All experiments with shields, which were designed to cover the rear brake discs from dirt flying from under the front wheels, were unsuccessful. Reluctantly, the Fiatians replaced their pride - rear disc brakes with drum ones. In the end, all the comments of the Soviet side were eliminated by the Italians. Designers from Turin even created an emblem for the Volga Automobile Plant, based on the Cyrillic letter "V", stylized as a boat. On the radiator grille of the first cars there was a nameplate with a rook and the signature "TOGLIATTI". Curious fact: the first batch of emblems received from Turin came with an error: the Italians wrote in a hurry " TOLTRTTI ". Later, the name of the city under the boat was removed altogether, so the first emblems are now highly valued by collectors.
VAZ-2101 Zhiguli Suspension front: independent, on transverse levers and coil springs, with telescopic hydraulic shock absorbers and torsion stabilizer; rear: dependent, spring on four longitudinal and one transverse levers, with telescopic shock absorbers Steering: double roller worm gear Curb weight: 955 kg Maximum speed: 140 km/h Price in 1970: 5500 rubles Price now: 50 thousand-500 thousand rubles |
For the new car, not only a new plant was built - a network of related enterprises was created in parallel, equipment from suppliers was updated, GOSTs were rewritten. Other oils and lubricants appeared, the production of new plastics was mastered. What happened was what, in fact, they bought Fiat for: the automotive industry of the USSR was entering a new technological level. Even the factory index of the car - VAZ-2101 - laid the foundation for a new system for designating and classifying cars in the Union. VAZ - Volga Automobile Plant. 21 - small class car. 01 is the first model in this class.
The name of the new car also did not appear immediately. The magazine "Behind the wheel" in November 1968 announced a competition for the name of a new small car. Readers sent tens of thousands of options, among them were "Directive", "Memorial", "Novorozhets", "VIL 100" (in honor of the centenary of V. I. Lenin). The name "Lada" was proposed immediately by more than one and a half thousand readers of the magazine. At that time, few knew that the competition was being held in vain: back in 1967, the name "Lada" was approved by the director of the plant, Polyakov. And the task was sent to Fiat to develop a stylized inscription for the design of the car. Later, when the cars are exported, the Zhiguli will still be replaced by the Lada: the name of the Volga cliffs turned out to be consonant with the French nightingale “pimp”, “alphonse”.
The car plant, which took six years to build, was built in three years. The construction was declared a shock Komsomol construction site. There was no shortage of either people or funding. After the construction was completed, the labor collectives of the new enterprise were formed from former builders. They were in a hurry with the launch: the first Zhiguli had to be made by the centenary of Lenin - April 22, 1970. They even managed with a margin: on April 19, the first trial batch of cars rolled off the assembly line. Of course, the conveyor did not work at full capacity right away. For some time, the cars were assembled from components received from Italy - together with the plant, one and a half thousand car kits were bought. The first echelon to Moscow was loaded with finished products only in autumn, by the November holidays.
Motorists greeted the car enthusiastically. Long before the appearance of the Zhiguli on the streets, the magazine "Behind the wheel" spoke in detail about the new car. It was surprising that a car designed in Italy starts in cold weather more confidently than domestic cars. The reason for this was a magnificent two-barrel carburetor. This "Zhiguli" carburetor motorists will then fit on the "Volga", and on the "Moskvich", and even on the "Zaporozhets". Pleased with the resource. The engine had a full-bearing crankshaft, i.e. main journals were located on both sides of each crank. Developed main and connecting rod bearings distributed dynamic loads well. Efficient oil cleaning with a new standard filter (it was immediately called "Zhiguli") also contributed to an increase in the resource. An air filter with a replaceable paper element was then a novelty.
It provided finer cleaning and did not sweat with oil, like the filters of most other Soviet cars. The engine was calculated on the use of non-freezing coolant. In the USSR, antifreeze of proper quality was not found. Scientists from the Research Institute of Organic Chemistry created antifreeze specifically for the new car. Due to the higher coefficient of thermal expansion than water, an expansion tank was added to the cooling system - for the first time in the Soviet Union. With such a cooling system, the stability of the temperature regime of the engine increased, and thermal shocks from pouring warm water into a frozen motor became excluded. With a compression ratio similar to Moskvich, the Zhiguli engine tolerated low-quality gasoline better. Due to the lower heat load and the better shape of the combustion chamber, detonation began later. The resource also increased due to the fact that the designers made the motor 2101 short-stroke: piston stroke 66 mm with a cylinder diameter of 76 mm, and the lower the average piston speed in the cylinder, the less wear. All the measures taken together provided the engine mileage without overhaul for more than one hundred thousand kilometers. They provided it. Separate "Moskvich" and "Volga" went even more, but with them - how lucky, and the quality of VAZ products was very stable by Soviet standards.
Inspired optimism and transmission. The gears turned on perfectly, and even those who had just moved from the Moskvich had to get used to the slow speed of the backstage. The torsional vibrations of the transmission were absorbed by an elastic rubber coupling on the cardan shaft. The front disc brakes (for the first time on a domestic car) were so effective that drivers were advised not to take full advantage of their capabilities unnecessarily, it was difficult for a car coming behind to slow down as quickly. Even the little things were thought out: a place to store tools in the trunk. A light and comfortable jack, with little effort on the handle - even a fragile girl could lift the car. Ashtrays, cigarette lighter, sun visor with passenger mirror.
In 1973, the film "The Incredible Adventures of Italians in Russia" was released. The viewer saw with his own eyes the eternal rivalry between Zhiguli and Moskvich. And the brand new “three-ruble note” in all tricks and chases looked much more dynamic than the competitor.
1982 The film “The Traffic Police Inspector” is about the conflict between a principled inspector who honestly does his job (performed by Sergei Nikonenko) and an arrogant director of a service station who believes that some people are allowed to do everything. His role was organically played by Nikita Mikhalkov. An attentive viewer could notice that the inspector uses a service "one", while the hero Mikhalkov has a hundred cubes more "charged" and prestigious 11th model.
2002 Ivan Dykhovichny filmed a real eulogy for the VAZ-2101. The film "Kopeyka" is a chronicle of the life of one of the first cars produced at the Volga Automobile Plant. A grotesque comedy full of passion and farce. A whirlpool of events, in the center of which is the legendary Soviet car. SAMPLES OF FIAT 124 CRASHED AT THE VERY BEGINNING OF TESTS AT DMITROVSKIJ POLYGON
Of course, not everything was perfect: we had to carefully monitor the ball bearings. The anther is torn - water and dirt will quickly do their job. Standing on the side of the road "Zhigulenki" with the wheels turned out were not uncommon. After the “rationalization proposal” in the early 80s, the camshaft manufacturing technology was simplified, and the shafts began to “fly”. It backfired that the upper engine was finished in a hurry. Under conditions of oil starvation, the cams of the "rationalized" camshaft were worn down very quickly.
And if such a drawback as a not quite comfortable fit for the driver, obviously could not be eliminated without reconfiguring the body, then the insulting little things that had annoyed drivers for years were bewildering. The car factory could not win the stove crane for all the decades of production of the classic family: when the diaphragm broke, the crane doused the legs of the front passenger with hot antifreeze. In frosty winters, the plain bearings of the stove fan rotor “sang”. Snow covered the grille of the heater air intake.
However, many wishes of the drivers were fulfilled. The inconvenient floor gas pedal was quickly replaced with a suspended one. Improved windshield washer. Upgraded electrical wiring. Introduced self-adjusting mechanisms of the rear brakes. Less and less components were brought from Italy, more and more production was launched locally. This made it possible to quickly modernize the produced machines.
And over time - to expand the range. The first to appear was a station wagon modification, an analogue of the Italian Fiat 124 Familiare. VAZ-2102 went into production since 1971. It was especially appreciated by summer residents and tourists.
The older model of the company, proposed by the Italians for development as a “luxury” option, outwardly very much resembled the 124th, but was slightly larger. The difference is small, but a high degree of unification was extremely important for Soviet conditions. As a result, it was decided to release a luxury alternative to the “one” on its own platform. So there was a "treshka" - BA3 2103. And the Italians sold their license to the Poles for production at the FSO plant.
prototype VAZ 2103
"Edinichka" was destined for a long life on the assembly line - it was produced until 1988. But already from the beginning of the eighties, with the advent of more prestigious cars, it was increasingly called a "penny". Even after the end of the production of model 2101, VAZ assembled cars of the classic family for another 24 years.
Sitting behind the wheel of a "penny" today, you experience a double impression. On the one hand, the VAZ "classic" is now the most unprestigious car. Even the once foppish "six" became a "check". They buy these to ride in the country, as the first car, which is not a pity to break, for one season. It is difficult to admire a car that, with the departure of the now exotic Zaporozhets, has firmly taken the place of the worst choice available. On the other hand, it's absurd to approach a car that's older than you by the standards of the modern era. Yes, in the "penny" it is difficult to find a comfortable position for the driver's seat: either the pedals are close, or you need to reach for the gear lever. At a speed of more than 100 km / h, the car “scours”. For proper operation of non-inertial seat belts, they must be carefully adjusted to suit you - so that the palm does not squeeze between the belt and the chest. But let's not forget that belts became mandatory only in 1979, and in 1970 they were still a curiosity.
Fiat 124 finished production in 1974. If the Soviet analogue then gave way to a new generation of cars, now we would have a rare copy of a car worthy of its time. But the "classic" lived almost 40 years longer (we will not pretend that the VAZ permanent facelift has seriously changed anything) and by the end of the release the car was hopelessly outdated.
And yet, a series of facelifts, multiple encores and a farewell to the public that has dragged on for so many years is not the fault of the machine. That's what the people decided. And the car only honestly worked - drove. Then - dudes, artists and store manager. Now - taxi drivers, builders and small traders. And ahead of her - the age of elegance. Retro salons, unhurried motor races and auto exhibitions. Perhaps this is how it should be with a good car.
Centimes… What could be a penny in 1970? Here are the two main contenders from the land of good wine, cheese and small cars.
In 1965, when Renault's new car first appeared in public, it caused quite a sensation: the Renault 16 was a roomy family car without being either a respectable sedan or a practical station wagon. In fact, he laid the foundation for a new class of cars: family front-wheel drive hatchbacks. It has become a role model for many firms. It is not surprising that this particular car won the title "Car of the Year" in 1966, the trophy for the first time in history went to the French.
The technical details are interesting: the car had a torsion bar suspension. To fit the long torsion bars under the bottom, the wheelbase had to be slightly different left and right: the wheels on the starboard side were closer to each other by 70 mm than the wheels on the port side. From the outside, the difference was not noticeable, but it was possible to make a very light, durable and simple suspension, which was distinguished by softness and large strokes. If you try to start in reverse gear with the handbrake tightened, the rear of the car rises by more than 30 cm. The car has been produced for 15 years, and even in 1980, when the company decided to start producing the next generation hatchback, the demand for hopelessly obsolete was still on market momentum is huge.
Release years: 1965-1980 Issued: 1 million 845 thousand pieces. Body: load-bearing, steel, 5-door 5-seater hatchback Engine: in-line, four-cylinder, displacement 1600 cm3, petrol, overhead valve, carburetor, compression ratio 8.0:1 Maximum power: 83 hp at 5750 rpm Brakes: hydraulic, vacuum booster, two independent circuits, front disc, rear drum Curb weight: 1060 kg Maximum speed: 165 km/h Price in 1965: 12,992 francs Price now: 500-3000 EUR |
Production began in 1965. The car was produced with a wide range of bodies: there were sedans, hatchbacks, station wagons, two-door coupes, convertibles and vans. The car was very popular: from 1969 to 1971 it was the best-selling car in France. And this is not surprising: the car was distinguished by enviable efficiency. The range of engines from 1.1 to 1.3 liters also included diesel options. The transverse arrangement of the engine and the width of the body are larger than those of similar subcompacts, making the interior unusually spacious for a car of this class.
Exported successfully. For developing countries, derated versions of engines were produced. Until 1976, when the production of the car was stopped, 1.6 million cars of all modifications were produced.
Years of release: 1965-1976 Issued: 1 million 604 thousand pieces. Engine: in-line, four-cylinder, displacement 1130 cm3, petrol, overhead valve, carburetor, compression ratio 8.8:1 Maximum power: 53 hp at 5800 rpm Steering: rack and pinion Brakes: hydraulic, front disc, rear drum Length: 3735 mm, width: 1560 mm, height: 1300 mm, wheelbase: 2305 mm. Curb weight: 851 kg Maximum speed: 145 km/h Price in 1965: 13,457 francs Price now: 400-2800 EUR |
