Recently I have a large series of posts on American cars. Well, it's time to keep what we promised. I decided to sort the material I have by the time stages of the development of the American car industry. Today's post focuses on the American auto industry in the 1950s.

Pre-war American cars had little difference from their European counterparts, and only in the post-war period the development of the overseas car industry took its own special path and in the late 1940s the design of American cars acquired its own unique and inimitable style, which also set the tone on the European continent throughout 1950 -s.

01. One of the most prominent representatives of post-war American design of the early 1950s is the 1953 Cadillac 62 series.

02. Huge chrome fangs are impressive, the car emits power and testosterone.

03. The windows were closed, so it was not possible to photograph the salon.

04. The forms of the "Detroit Baroque" are mesmerizing.

05. Under the hood is a classic V8 for cars of this class, which is symbolized by the V-shaped stamping on the hood. Engine power 190 HP

An economic boom began in the United States after the war, the American automobile industry reached a very high level of production in the early post-war years, and by 1953 there were signs of saturation of the domestic market. Most manufacturers switched to a three-year model range renewal cycle, when a completely new model was developed and put on the conveyor in three years. At the same time, every year, in the order of restyling, significant changes were made to the appearance and design of the existing model.

A good goal was considered to be such a state of affairs when the car ages morally much earlier than it wears out physically. The rapid obsolescence of the car, thanks to annual design updates, kept consumer demand high, imposing a desire on the buyer to quickly get rid of the old car and buy a new one. This is how manufacturers fought the saturation of the US auto market. At the same time, the cost of cars decreased, since in such conditions durability no longer played a role and the safety factor incorporated into the design could be significantly reduced using cheaper and less resource-intensive and labor-intensive technologies.

06. Cadillac 62 series in the 1950s updated the exterior almost every year and in 1957 took the following look.

07. All the same powerful buffers and aggressive appearance with an abundance of chrome in the design.

08. In the late 1940s, tail lights in the form of protruding fins became an important decorative element of American cars. For the first time such lights appeared on the 1948 Cadillac and were a kind of interpretation of the tail unit of the Lockheed P-38 "Lightning" fighter. Soon, the "fin" style became so popular in American and not only auto design that this trend lasted for a decade and only began to decline in the early 1960s.

09. Under the hood is a classic 6-liter V8 with 264 hp. accelerating a 2.2 ton car to a maximum speed of 170 km / h.

10. Inside the huge car there is plenty of space and a standard sofa for that time.

11. In the design of the instrument panel, an abundance of chrome.

12. American cars of the 1950s are very popular with tuning enthusiasts. Sometimes, in the process of tuning, the car changes so much that only body elements remain from the original.

13. Chic custom based on Chevrolet. I find it difficult to determine the model, in some places it is similar to the Fleetline of the 1949 model year, in some places on the Bel Air of 1951, and the rear part is generally taken from the Cadillac 1948.

14. Machine shapes are mesmerizing. Art cast in metal.

15. Rear end from a 1948 Cadillac with a fastback body with a sloping rear end.

16. Fins.

17. Inside is a classic sofa.

18. It is customary to lower the roof on such custom cars by about half. As a result, the steering wheel almost reaches the ceiling.

19. A beautiful car, whose destiny is to wander from exhibition to exhibition and delight the eyes of visitors.

20. Nearby is another custom from the same office. It is easily recognizable as the second generation Chevrolet Bel Air, 1957 model year.

21. Behind the classic 1950s fins. Until 1959, Bel Air was the most expensive and well-equipped Chevrolet model.

22. In 1957, the model gets a new look and a new slogan - Sweet, Smooth and Sassy! (Sweet, handsome and cheeky!) And the latest 4.6L V8 powered by Ram Jet.

23. Pleased with the head for a bottle of whiskey under the hood. Or maybe this is a stylized container for oil or some other technical liquid. In any case, it attracts attention and looks stylish.

24. The stylists of the tuning office worked on the engine compartment with all their hearts and brought beauty inside, which they demonstrate to visitors.

25. In 1957, Bel Air customers were offered the following engines: "Corvette" V8 with a volume of 4.6 liters. (270 or 245 hp), V8 Turbo-Fire (185 or 220 hp) and a budget in-line 6-cylinder Blue Flame. As you can see from the picture, one of the first two options is installed here.

26. At the same meeting of American car owners, another 1957 Bel Air was found in original condition. Interesting details are the rubber tips of the buffers.

27. He is on the right in the picture.

28. Another original Bel Air 1957 I met at another similar event in one of the villages in my region.

29. Handsome!

30. The V-shaped check mark on the hood under the Chevrolet lettering, you guessed it, indicates the contents of the engine compartment - a classic V8. Bel Air in the 26th picture does not have such a check mark, which indicates that it has a straight-six under the hood.

31. I liked him so much that he arranged a whole photo session for him. Tuning is cool, but I'm a fan of original cars.

32. The interior and dashboard are typical for their time. In the fifties in America, wood in the cabin completely went out of fashion, giving way to body-colored trim with contrasting inserts. Vinyl, plastics, stainless steel and polished aluminum are widely used in interior decoration.

33. A characteristic feature of 1950s cars is the panoramic cockpit glass, when the windshield (and sometimes also the rear) glass is folded onto the side of the body. This form of glazing was borrowed from aviation. Such a windshield provided good streamlining and visibility and brought dynamics to the exterior.

34. This handsome man leaves us, and we continue to review his relatives.

35. The picture also shows Bel Air's, also of the second generation, but of 1955 model year.

36. In 1955, Bel Air received an all-new low-frame platform that allowed designers to create a low and wide body with panoramic windows and wide bumpers, unlike previous Chevrolet models.

37. In the same year, Bel Air also received the latest 4.3-liter V8 engine. The crap sticking out of the cutout in the hood, of course, is the tricks of the tuners, nothing protruded from under the hood in the original car.

38. The model on the market was offered under the slogan The Hot One! (Hot!)

39. The new Bel Air was so successful that in 1955 Chevrolet became the leader of the US auto market.

40. This model is also tuned. I do not understand various tuning styles, for sure this one also has some name.

41. Regarding the American car industry of the 1950s, it is impossible not to mention the classic American pickup trucks. I'll devote a separate post to them in the future, but I'll show you a couple of models today.

42. The photo shows a stylishly customized GMC Blue Chip 150 "Apache", 1955 model range with powerful bumpers characteristic of the time.

43. Engine.

44. The interior is simple, as befits a truck.

45. And this is the representative of the first generation of the legendary "F" series pickups from Ford. This model was first introduced in 1948 and enjoyed great success.

46. ​​The first F-Series pickup was called the Ford Bonus-Built and had a progressive 1948 design with integrated headlights and a one-piece windshield.

47. It was the first Ford pickup truck to be developed from the ground up, previously the manufacturer's pickup trucks were built on passenger car platforms.

48. F - the series was offered in eight variants, depending on the carrying capacity, which were marked from F1 to F8. The pictures show the lightest pickup of the F1 series, with a carrying capacity of half a ton.

49. The interior is traditionally Spartan for such cars. The owner gave the car a little tweak with a new steering wheel and more comfortable and safe seats instead of a sofa.

50. F - the first generation pickup was produced from 1948 to 1952 and during this time its appearance was modernized several times and in 1953 the second generation of the classic Ford pickup entered the market.

51. The pickup was offered with several engine options from in-line six-cylinder to V8, the volume of which ranged from 3.5 to 5.5 liters and power from 95 to 155 hp.

52. Another dude is the 1957 Pontiac Super Chief (left in the picture). This car was sold from 1957 to 1958 and was positioned as a luxury car of the middle class. In addition to the rich equipment, the car is also equipped with powerful V8 engines.

53. The car has a design typical of its time - massive bumpers with buffers, an abundance of chrome, two-tone colors, fins and panoramic windows.

54. Discs are polished to a mirror image.

55. A couple more dudes from the second half of the 1950s.

56. The picture shows a 1955 Pontiac Chieftain, turned into a racing car by tuners.

57. This car has been modified for quarter mile racing during the tuning process. A 7-liter engine was pushed into it, boosted to 700 hp, as a result of which the maximum speed of the car increased to a fantastic 300 km / h. At the same time, the frame and steering of the car remained the original 1955 release.

58. In 2009, the car finished third in races, covering a quarter mile in 11 seconds.

59. After 2009, the car stopped racing and was fitted with a 385 hp engine, which was more suitable for normal driving. Now the car only accelerates to 240 km / h.

60. In 1958, an event took place in America that changed the design of American cars - in all states, the use of twin headlights was officially allowed. In the same year, all American automakers redesigned their cars, making them four-eyed.

61. This innovation has greatly changed the appearance of cars, making the new models visually much wider, lower, more massive and angular. Two headlights paired in a horizontal plane were well combined with the shapes of new cars, since horizontal lines prevailed on their side and front projections, and the width significantly exceeded the height. The bodies get rid of the dictate of the cigar-shaped sidewall, which was set by the round headlight.

62. The pictures show the third generation Chevrolet Bel Air, which was introduced in 1958.

63. The new generation car is longer, lower and heavier than the previous 1957 Bel Air, which is shown in pictures 20 - 34.

64. Chevrolet Bel Air 1958 and Pontiac Chieftain 1955 at the rear.

65. The number of details in the decoration is impressive. It is not for nothing that this era of the American automotive industry is called the "Detroit Baroque".

66. In the late 1950s - early 1960s, a new era begins in the American automotive industry, cars once again change their appearance, reaching their maximum size in their entire history. But I'll tell you about this chapter some other time.

In preparing the material, the article "Development of the body shape of a passenger car" was used with

Which took place on Elagin Island in the Central Park of Culture and Leisure. The townspeople again had the opportunity to touch the history and see legendary cars.
I would like to tell you about the examples of the exhibition of the 50-60s of the XX century - the era of luxury cars of millionaires, the "golden age" of the automobile industry, which is called the "Detroit baroque". Chic and graceful like in old movies.
Also on display were racing cars and middle class cars.

1959 Cadillac Deville 240 hp
Marilyn Monroe drove such a car. In 1955, the actress was deprived of her rights after an accident. Having exceeded the speed, she crashed into the car in front, the fine for violation was $ 500. The next year, Monroe again "got caught" on a violation - she went without a license, she was threatened with imprisonment. Thanks to her lawyer, the actress got off easily with a fine of $ 55.

Entrance to the exhibition for children (up to 7 years old), pensioners and disabled people was free. Grandparents with grandchildren were delighted.

It seems that these cars have a soul ... You can endlessly look at the details, wander around, remembering old adventure films.

1952 Buick Special 190hp
On an American website, I found an advertisement for the sale of such a car for $ 6,500.

Good from all sides

An old acquaintance - Hudson Hornet 1952, the name translates as "Mythical Hornet".
Popular racing car of the fifties of the last century. Multiple winner of NASCAR races. In 1952, the Hudson Hornet scored 27 victories out of 33 races, setting the still unrivaled NASCAR record.

1954 Cadillac Eldorado
Millionaire's car. True to its name, translated from Spanish means "gilded". According to legend, treasures are hidden in the mythical land of El Dorado. In 1954, the Cadillac Eldorado cost $ 5,738, which was a lot of money at the time. Now the price of such a car is about $ 101,000 (German collectors)

1959 Cadillac Eldorado, 240 hp
The car of Elvis Presley, who was a Cadillac fan. For the Cadillac Eldorado, Elvis paid $ 10,000. The singer did not skimp on buying expensive cars, which he then handed over to friends.

Elvis and his favorite car

Ford Fairlane 500 - 1958, 240 hp
Luxury cars from Ford corporation.

Classy 1959 Buick invicta, 240 hp

1964 Cadillac Eldorado

1961 Cadillac Eldorado, 240 hp

Space design. Firestarter!

Cadillac Deville, 1968

Pontiac Bonneville, 1968, 320 hp
The Pontiac manufacturer was founded in 1899, since 1926 - a division of General Motors, which was closed in 2010 due to the crisis.

1969 Dodge Superbee, 390 hp
It was a mid-range car that was very different from its frilly baroque contemporaries.

1963 Chrysler 300 Convertible 300 hp
In 1963, Chrysler launched a dream car program to make cars affordable for the middle class.
Now such a car costs $ 47,500

1969 Ford Mustang 420 hp
Most popular youth car of the era, with over a million Ford Mustang sold in 18 months

Ford Mustang, 1965, 365 hp

1965 Ford Mustang, 450 hp

Many different Ford Mustangs

1965 Ford Mustang, 365 hp

1967 Dodge Charger

1968 Chevrolet camaro
Chevrolet's answer to Ford's mid-range car manufacturer. The name camaro is from the word "camarade" (friend, comrade). The implication was that this comfortable car would become a friend to its owner.
To the question "what does camaro mean?" manufacturers joked about competitors "this is the name of a small, evil animal that feeds on mustangs"

1965 Pontiac Grand Prix, 320 hp
Now this car costs about $ 34,000

1969 Plymouth fury 230 hp
Chrysler's Plymouth division since 1928, closed in 2001
One of the most popular American brands. The Plymouth fury appears as a killer car in Stephen King's novel Christina.

This car I especially liked - Chevrolet Corvette

Chevrolet Corvette, 1960
The first American sports car.

1969 Dodge Charger 290 hp

You can also find out the prices for some brands and models of retro cars on the website http://muscle.su/sales/1/

The next post will be about cars from the 70s and 80s, presented at the exhibition.
For example, the 1978 Dodge Monaco, a real sheriff's car.

1978 Dodge Monaco 250 hp

The colorful sheriff of the exhibition

Car Lounge Sofa

Blog updates in my

After the end of World War II, engineers of the former German DKW plant in Chopau (Zschopau), on the instructions of the Soviet military administration and with the participation of specialists from the MZMA plant, began developing a whole family of small cars - the future Moskvich.

In addition to the traditional sedan (in German terminology - a limousine), several more different body modifications were designed - both purely passenger (for taxis) and cars for transporting passengers and goods. Two of them were cargo vans with "blank" walls, and two were six-door (!) Station wagons.

Today, the use of wood as a material for both load-bearing elements and exterior trim of the body is purely exotic. And in the thirties, various types of wood, with appropriate processing, were actively used by "bodyworkers" - both body shops and large car manufacturers.

Since German engineers did not have much experience in creating metal bodies, options were developed using wooden elements.

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There was a good reason why the Soviet side seriously considered the use of wood and artificial leather for the manufacture of station wagons and vans. Alas, after the war, the country sorely lacked sheet steel for deep drawing, which, in addition, required special dies.

Due to the technological features of the use of such materials, the appearance of the future two-volume tanks turned out to be specific - the sidewalls of the body became flat, and the glass in the rear had practically no slope. Nevertheless, the five-door bodies were designed according to all the canons of modern station wagons.

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The cargo van received the index 400-422, and the cargo-passenger version with glazing was designated as 400-421. Alas, unlike his "handyman" colleague, the version with a station wagon body did not go into production for a simple reason - at the end of the forties, the officials involved in the automotive industry of the USSR did not fully understand why the consumer needed "neither that, no "- that is, not yet a full-fledged cargo van, but no longer a comfortable passenger car. But the usual Moskvich-400 simply didn’t have a trunk - it didn’t even have access from the outside to the cargo compartment behind the rear seats! Thus, the "400th" Moskvich never became the first Soviet station wagon, giving this glory to the next generation of cars, also made at the Moscow Small Car Plant.

Fifties

Simultaneously with the creation of the usual Moskvich-402 at MZMA, they planned to create a cargo-passenger station wagon, moreover, a three-door one - that is, devoid of rear side doors, which was explained by the unification with a "purely cargo van". Such a machine should have been used by enterprises of the national economy and those industries where regular transportation of compact and light loads was required.

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However, tests of prototypes showed that a three-door body with a rear seat is extremely inconvenient to use. That is why the next prototype, which has already received its own designation Moskvich-423, became a five-door, and the luggage door was not made lifting, and opening to the left side.

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The serial production of the first Soviet station wagon began in 1957, and the van unified with it under the index 432 went into production a year later.

It turned out that with modest external dimensions with the rear seats folded behind the first row, a platform appeared for the carriage of goods measuring 1.5x1.2 m and weighing up to 250 kg! At that time, the real innovation was the placement of the spare wheel in a specially provided niche under the boot floor, although for several decades this solution has been a kind of standard for cars with this type of body. In addition, the springs on the car were reinforced.

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Practical operation revealed the disadvantages inherent in both the station wagon-type body and a specific car produced by MZMA. First of all, the absence of any kind of cargo isolation from passengers adversely affected comfort, and when handling luggage in winter, the interior quickly cooled down. Secondly, the threshold of the luggage compartment was almost at a height of 0.8 m, which forced a lot of effort to place a heavy load in the trunk.

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The Soviet consumer accepted the station wagon very favorably, quickly enjoying the delights of such a car for transporting both passengers and goods.

At that moment, the all-powerful state intervened in the market: despite the initial absence of a formal ban on the sale of station wagons to private hands, their owners were a meager number of ordinary car enthusiasts, and the bulk of the cars, of course, worked in the national economy and other industries requiring the transportation of small and light loads ...

A year later, in 1958, the model received the "letter" designation Moskvich-423N. Such a station wagon, with minimal external differences, used as a base not the sedan of model 402, but its successor with the index 407, therefore, from a technical point of view, the car became more perfect - for example, instead of a three-speed gearbox, it received a “four-speed”.

Sixties

Since 1961, the same Moskvich-423 began to be produced in a somewhat simplified form: the rear door frames became angular instead of semicircular, and the gutter became solid along the entire roof. However, the innovations on the Moscow station wagon pale in comparison with the main event of the sixties - the beginning of the release of the station wagon based on the prestigious and inaccessible Volga M-21!

Indeed, in 1962, the production of the GAZ-M-22, a cargo-and-passenger modification of the base sedan, began. Back in the summer of 1960, specialists from the Gorky Automobile Plant presented a prototype of the GAZ-22. With the external similarity of the front end to the base sedan, the power structure of its rear end was completely different, and the roof panel with rear doors was completely original. Carrying capacity of the station wagon in comparison with the usual "twenty-first" has increased by 75 kg, and the car itself is heavier by 100 kg. Of course, this required the designers to increase the stiffness of the spring leaves, as well as the use of other tires of dimension 7.10-15 instead of the standard 6.5-16. Thus, with the rear seat folded down, the universal Volga could carry 400 kg of cargo.

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As in the case of the "400th" Moskvich, the luggage compartment door on the Volga did not go up, but ... it was double-winged. However, its halves did not open to the sides, but up and down, which made it possible to transport long items “on an open board” - for example, boards, pipes or a sofa.

The Volga with a station wagon body was also destined to become an ambulance car, because after the ZIM GAZ-12B sanitary modification was removed from production, such cars were simply not produced in the country.

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A characteristic detail: GAZ-22, in principle, was not intended for sale in private hands, not being a so-called consumer goods. That is, it was impossible to simply “take and buy” a Volga-wagon in the USSR.

Due to the fact that, in the case of the Volga, the possibilities of a station wagon body were much higher than an ordinary sedan, the state once and for all closed the topic of acquiring such cars by ordinary Soviet citizens. However, ordinary inhabitants of 1/6 of the land at that time dreamily looked through the windows of public transport even at the "twenty-first" with a sedan body - what can we say about a station wagon ...

Why, then, in the USSR they so stubbornly refused to sell station wagons to "private traders"? For a simple reason: in this case, the transportation of goods or small (and paid!) Services using equipment that could be delivered “at the place of work” would cease to be a monopoly of the state.

That is why one of the few private owners of the GAZ-22 was Yuri Vladimirovich Nikulin, who bought his station wagon in 1965 for 6,200 rubles. Only thanks to his fame, the general favorite of the Soviet public was able to get a car with such a body type, the capabilities of which were simply irreplaceable, given the artist's constant travels on tour. In the spacious "hold" of the Volga-wagon, both personal belongings and all the props necessary for work during a performance in the circus were placed.

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It's funny that contemporaries stubbornly called the GAZ-22 "twenty-first station wagon", not counting it as a separate model.

Only after the "twenty-second" honestly worked their way in state institutions, and the model itself was taken out of production, the "mere mortals" finally had the opportunity to legally acquire and register the Gorky station wagon, albeit in the form of a pretty shabby and service of machines. However, only the employees of enterprises and those close to them had "access to the body" of the cargo-and-passenger Volgas, so such cars never fell into the random hands of a potential buyer of Zaporozhets.

Let's go back to the Muscovites. In 1963, on the basis of a new sedan model with the Moskvich-403 index, the production of the Moskvich-424 began, which differed from its predecessor in the steering, clutch and brake system assemblies. As in the case of the transition from 423 to 423H, the outwardly modernized car differed only in some trim elements that the current generation of motorists would not even notice.

Almost all cars made in the USSR were copies of foreign models. It still started with the first samples produced under license from Ford. As time went on, copying became a habit. The Scientific Research Automotive Institute of the USSR bought samples for study in the West and after a while produced a Soviet analogue. True, by the time of release, the original was no longer available.

GAZ A (1932)

GAZ A is the first mass passenger car in the USSR, it is a licensed copy of the American Ford-A. The USSR bought equipment and production documents from an American firm in 1929, and two years later the production of Ford-A was discontinued. A year later, in 1932, the first GAZ-A cars were produced.

After 1936, the obsolete GAZ-A was banned. Car owners were instructed to hand over the car to the state and purchase a new GAZ-M1 with an additional charge.

GAZ-M-1 "Emka" (1936-1943)

GAZ-M1 was also a copy of one of the Ford models - Model B (Model 40A) in 1934.

When adapting to domestic operating conditions, the car was thoroughly redesigned by Soviet specialists. The model surpassed later Ford products in some positions.

L1 "Red Putilovets" (1933) and ZIS-101 (1936-1941)

The L1 was an experimental passenger car, almost an exact replica of the Buick-32-90, which was upper-middle class by Western standards.

Initially, the Krasny Putilovets plant produced Fordson tractors. As an experiment, 6 copies of the L1 were produced in 1933. Most of the cars could not reach Moscow on their own and without breakdowns. The revision of the L1 was transferred to the Moscow ZiS.

Due to the fact that the body of the "Buick" no longer corresponded to the fashion of the mid-30s, the ZiS redesigned it anew. The American body shop Budd Company, based on Soviet sketches, prepared a modern body sketch for those years. The work cost the country half a million dollars and took months.

KIM-10 (1940-1941)

The first Soviet small car, the development was based on the "Ford Prefect".

In the USA, stamps were made and body drawings were developed based on the models of the Soviet designer. The production of this model began in 1940. It was thought that the KIM-10 would become the first "people's" car of the USSR, but the plans of the USSR leadership were interrupted by the Great Patriotic War.

Moskvich 400.401 (1946-1956)

It is unlikely that the American company liked such a creative development of its ideas in the design of the Soviet car, however, no claims on its part in those years followed, especially since the production of "large" Packards was not resumed after the war.

GAZ-12 (GAZ-M-12, ZIM, ZIM-12) 1950-1959

A six-seven-seater passenger car of a large class with a "six-window long-wheelbase sedan" body was developed on the basis of the Buick Super, and was mass-produced at the Gorky Automobile Plant (Molotov Plant) from 1950 to 1959 (some modifications - to 1960.)

The plant was strongly recommended to completely copy the "Buick" of the 1948 model, but the engineers based on the proposed model designed a car that would rely as much as possible on the units and technologies already mastered in production. "ZiM" was not a copy of any specific foreign car, either in terms of design, or, in particular, in the technical aspect - in the latter, the designers of the plant even managed to some extent "say a new word" within the framework of the global automotive industry

Volga GAZ-21 (1956-1972)

The middle class passenger car was technically created by domestic engineers and designers "from scratch", but outwardly copied mainly American models of the early 1950s. During the development, the designs of foreign cars were studied: Ford Mainline (1954), Chevrolet 210 (1953), Plymouth Savoy (1953), Henry J (Kaiser-Frazer) (1952), Standard Vanguard (1952) and Opel Kapitän (1951).

GAZ-21 was mass-produced at the Gorky Automobile Plant from 1956 to 1970. The factory model index was originally GAZ-M-21, later (since 1965) - GAZ-21.

By the time of the start of serial production by world standards, the design of the Volga had already become at least ordinary, and did not particularly stand out against the background of serial foreign cars of those years. By 1960, the Volga was a car with a hopelessly outdated design.

Volga GAZ-24 (1969-1992)

The middle class passenger car became a hybrid of the North American Ford Falcon (1962) and Plymouth Valiant (1962).

Serially produced at the Gorky Automobile Plant from 1969 to 1992. The exterior and construction of the car were quite standard for this direction, the technical characteristics were also approximately average. Most of the Volgas were not intended for sale for personal use and were operated in taxi companies and other government organizations).

"Seagull" GAZ-13 (1959-1981)

An executive passenger car of a large class, created under the obvious influence of the latest models of the American company Packard, which were just studied at NAMI in those years (Packard Caribbean convertible and Packard Patrician sedan, both 1956 model years).

"The Seagull" was created with a clear focus on the trends of the American style, like all GAZ products of those years, but was not a one hundred percent "stylistic copy" or modernization of Packard.

The car was produced in small series at the Gorky Automobile Plant from 1959 to 1981. A total of 3,189 vehicles of this model were manufactured.

"Seagulls" were used as personal transport of the highest nomenklatura (mainly ministers, first secretaries of regional committees), which was issued as part of the "package" of privileges.

Both sedans and Chaika convertibles were used at parades, served at meetings of foreign leaders, prominent figures and heroes, and were used as escort vehicles. Also, "Seagulls" came to "Intourist", where, in turn, everyone could order them for use as wedding limousines.

ZIL-111 (1959-1967)

The copying of American design at various Soviet factories led to the fact that the appearance of the ZIL-111 car was created according to the same models as the Chaika. As a result, externally similar cars were simultaneously produced in the country. ZIL-111 is often mistaken for the more common "Chaika".

The high-end passenger car was stylistically a compilation of various elements of the mid-to-high class American cars of the first half of the 1950s - predominantly reminiscent of Cadillac, Packard and Buick. The exterior design of the ZIL-111, like the Chaika, was based on the design of the models of the American company Packard from 1955-56. But compared to the Packard models, the ZiL was larger in all dimensions, looked much stricter and more square, with straightened lines, and had a more complex and detailed decor.

From 1959 to 1967, only 112 copies of this car were collected.

ZIL-114 (1967-1978)

Small-scale executive passenger car of the highest class with a "limousine" body. Despite the desire to move away from the American automotive fashion, the ZIL-114, made from scratch, still partially copied the American Lincoln Lehmann-Peterson Limousine.

A total of 113 copies of the government limousine were collected.

ZIL-115 (ZIL 4104) (1978-1983)

In 1978, the ZIL-114 was replaced by a new car under the factory index "115", which later received the official name ZIL-4104. The initiator of the development of the model was Leonid Brezhnev, who loved high-quality cars and was tired of the ten-year operation of the ZIL-114.

For creative rethinking, our designers were provided with a Cadillac Fleetwood 75, and the British from Carso helped the domestic automakers in their work. As a result of the joint work of British and Soviet designers, ZIL 115 was born in 1978. According to the new GOSTs, it was classified as ZIL 4104.

The interior was created taking into account the intended use of cars - for high-ranking statesmen.

The end of the 70s is the height of the Cold War, which could not but affect the car carrying the country's top officials. ZIL - 115 could become a refuge in the event of a nuclear war. Of course, he would not have withstood a direct hit, but there was protection on the car from a strong radiation background. In addition, it was possible to install hinged armor.

ZAZ-965 (1960-1969)

The main prototype of the minicar was the Fiat 600.

The car was designed by MZMA ("Moskvich") together with the Automotive Institute NAMI. The first samples were designated "Moskvich-444", and were already significantly different from the Italian prototype. Later the designation was changed to "Moskvich-560".

At the very early design stage, the car differed from the Italian model with a completely different front suspension - as on the first sports cars Porsche and Volkswagen - "Beetle".

ZAZ-966 (1966-1974)

A passenger car of an especially small class demonstrates a considerable similarity in design with the German subcompact NSU Prinz IV (Germany, 1961), which in its own way repeats the often copied American Chevrolet Corvair, presented at the end of 1959.

VAZ-2101 (1970-1988)

VAZ-2101 "Zhiguli" - a rear-wheel drive passenger car with a sedan-type body is an analogue of the Fiat 124 model, which received the title "Car of the Year" in 1967.

By agreement between the Soviet Vneshtorg and Fiat, the Italians created the Volga Automobile Plant in Togliatti with a full production cycle. The concern was entrusted with the technological equipment of the plant, training of specialists.

VAZ-2101 has undergone major changes. In total, over 800 changes were made to the design of the Fiat 124, after which it received the name Fiat 124R. The "Russification" of the Fiat 124 turned out to be extremely useful for the FIAT company itself, which has accumulated unique information about the reliability of its cars in extreme operating conditions.

VAZ-2103 (1972-1984)

Rear-wheel drive passenger car with a sedan-type body. It was developed jointly with the Italian firm Fiat based on the Fiat 124 and Fiat 125 models.

Later, on the basis of the VAZ-2103, a "project 21031" was developed, later renamed to the VAZ-2106.

1960-1970 - a short period of time in the history of mankind when a breakthrough in technology was made, Gagarin flew into space, Jacques Picard sank to the bottom of the Mariana Trench, and ordinary people enjoyed the music of The Beatles and the songs of Vysotsky. But this time is also famous for its powerful cars, which are loved in every corner of the world to this day. Introducing a ranking of the finest muscle cars in the American auto industry's Golden Age.

The brutal and muscular bodies of the rear-wheel drive coupes "hid" huge V8 engines under the hood, with a capacity of 300, or even all 400 "horses", which made them the kings of a quarter-mile distance. It is here that you will hear such legendary names as Ford Mustang, Chevrolet Camaro, Plymouth Barracuda, Pontiac Trans-Am, Dodge Charger and others.

Rating of muscle cars of the 60s - 70s

1st Place: 1964 Pontiac GTO

First on the list is the famous 1964 Pontiac GTO muscle car. In many ways, this car was considered a "pioneer" in its class. The idea was to take the largest engine available and place it under the hood of a lightweight body. The Pontiac GTO was born as a street racing car. In this case, the car received a 6.4-liter V8 and 325 hp. at 4800 rpm. Acceleration to 100 km / h took 6.7 seconds, and the top speed at the ¼ mile finish was 161 km / h.

2nd place: 1967 Shelby Cobra 427 Super Snake

Next on the list is the limited edition Shelby Cobra 427 Super Snake 1967. Despite its streamlined and more elegant body design, compared to its brothers, this car received huge "pumped up" muscles. At the heart of the Shelby Cobra was a 7.0 liter V8 engine producing 410 horsepower. But adding some extras and a supercharger to that, Carol Shelby created two unique "jet" cars with 800 hp. power.

The latter accelerated to a hundred in 4.0 seconds, and the maximum speed exceeded 260 km / h.

3rd place: 1968 Dodge Charger R / T

Another champion on the list is the legendary "athlete" and "movie actor" - 1968. Brutal and aggressive - the car of a true man is exactly like that, 47 years later, many motorists believe. The Charger is known for its "hidden" headlights, long stern section and many chrome elements on the body. Under the hood was a 7.2-liter Magnum V8 producing 375 hp, and a 7-liter Hemi engine with a herd of 425 horses was also available.

4th place: 1970 Plymouth Road Runner

The Hemi engine was also installed on the famous Plymouth Road Runner, associated with the cartoon character from Looney Tunes. The car looked simple enough, but at the same time hid its high-performance potential. There was nothing superfluous in it to interfere with the enjoyment of driving in everyday life, its owners assured.

5th place: 1969 Chevrolet Camaro ZL1

Don't forget about the formidable 1969 Chevrolet Camaro ZL1. This car was rightfully considered one of the fastest and most powerful in its time. The 7-liter Big Block with eight cylinders produced 500 hp. power and started from zero to hundreds in 5.5 seconds.

6th place: Mustang 428 Cobra Jet 1968

One of the Camaro's main competitors was the Ford Mustang. The most powerful at that time was the 1968 Mustang 428 Cobra Jet. The 7-liter V8 engine with sporty settings provided 410 horsepower to the rear wheels.

7th place: 1970 Chevrolet Chevelle SS

In addition to the Camaro, Chevrolet had another equally famous and attractive muscle car - the Chevelle SS. The 1964 model had a rather simple and unattractive design. The peak of popularity came in 1970, when a new striking body design and a 7.4 - liter V8 found themselves under the same roof. The engine generated 450 hp. power and 678 Nm of torque. Acceleration to hundreds took 5.9 seconds.

8th place: 1971 Plymouth Hemi Cuda

One of the rarest muscle cars of those times is considered to be the 1971 Plymouth Hemi Cuda convertible. The tandem of a 7.2-liter engine and a 4-speed manual made it possible to spend 5.6 seconds for acceleration to hundreds, and the top speed was equal to 251 km / h. It was a worthy response to the eminent muscle cars of Ford and Chevrolet. A total of 11 units were produced. Today, they cost between $ 1.3 and $ 4 million per copy.

9th place: De Tomaso Pantera 1973

And completing the list of muscle cars with Italian roots - De Tomaso Pantera. The car was "born" by Argentine racing driver Alejandro De Tomaso, who sought to combine Italian engineering innovations with American "muscles". Thus, the car received a 5.8 - liter V8 engine with 330 horsepower of power, as well as a 5-speed manual ZF gearbox. Practice has shown that starting from zero to hundreds took 5.7 seconds, and the maximum speed was 241 km / h. It is worth noting that a similar car was owned by Elvis Presley himself.