Lada Vesta suspension— the design of the suspensions was used as the basis previous models LADA: front McPherson struts, rear cross beam with high elasticity. But overall the design is new.
Front suspension of Lada Vesta
The front suspension of the Lada Vesta is located on a subframe for greater rigidity, better handling, significantly reduces vibration and noise, and it takes a worker to assemble it assembly line easier. In general, the suspension geometry in this version is more advanced.
For better handling, the steering rack was placed at the bottom. This gave them the opportunity to influence the rotation of the wheels directly from the hubs. At the moment, for LADA models, the steering column rods work differently: the wheels are turned by levers at the base shock absorber struts. Speaking of levers, they are also own development.
The automaker took the path of unification with serial models: electric amplifier The steering wheel is located on the steering column, rather than built into the steering mechanism. The stabilizer has also undergone changes lateral stability. The torsion bar began to look completely different; in addition, long struts were added. As a result, sensitivity has increased by an order of magnitude, and controllability has improved.
Lada Vesta rear suspension
To reduce overall costs and in the interests of unifying the car's components, the manufacturer used the rear suspension of the RENAULT-NISSAN alliance. At the exit we have a transverse beam, which has spaced springs, and is complemented by drum-type brakes.
Drums again, you say, but the engineers don't think so. They are sure that this type brake system refers to what is called cheap and cheerful. In civilian driving conditions, such brakes are not inferior in efficiency to disc brakes and are better protected from dirt and dust, which means they will last longer. Concerning independent suspension, then this option would be too expensive for a car in the price category up to 600 thousand rubles, so it was decided to abandon it.
Lada Vesta suspension for station wagon and hatchback
These body types will have their own chassis settings. At a minimum, they will have different springs installed, and at maximum, the ride and handling settings will be changed. But all-wheel drive will not be. In this case, the rear suspension will be very expensive.
During the design period of Lada Vesta AvtoVAZ stated that the designers are planning to introduce new platform suspension, and that the rear suspension of the Lada Vesta will be fundamentally different from the long-used prototype based on the Lada Samara. After the car was launched on sale, a certain period of time had already passed, the chassis was tested through various test drives and mileage in operation among ordinary Russians. Now, based on the reviews of Vesta owners, we can take a closer look at the pros and cons of the new platform and form an objective impression of it.
Fundamental differences and characteristics of the new suspension
The Vesta suspension borrowed its backbone from Renault. The prototype was the Zoo model, which, by the way, is an electric car. Chassis was modified and adapted for the VAZ.
Vesta's rear suspension has a power beam mounted on special dampers, whose deformation limit is calculated. In the event of a jump on a pit, they level out the impact energy so that there is no excessive pressure on the supporting elements of the car. The bottom of the car has been processed special coating. All technical holes and connections are treated with a special anti-rust mastic.
The rear suspension includes a semi-independent (with levers that are connected to each other) modern beam. The springs are barrel-shaped screw springs, the double-acting shock absorbers operate hydraulically. At the connections between the nodes there are massive silent blocks (rubber-metal hinges that dampen vibrations between the nodes and prevent knocking).
The cross beam has also changed its shape. On previous VAZ models it was made in the form of a C-shape, now the beam has a U-shape and is turned down. Inside the beam there is a connecting lever, which acts as a stabilizer bar. This detail was lengthened by 5 centimeters especially for Vesta, which also emphasizes its uniqueness. Now these beams are manufactured at AvtoVAZ. The shock absorbers were manufactured specifically at the Skochinsky Automotive Aggregate Plant (SAAZ).
The front suspension, unlike the rear, where the French chassis was tuned, was developed exclusively in Togliatti and is completely original. It is independent and is mounted on a subframe (metal support), which adds stability. There is a brace on the subframe (two support points for the engine). Two more points on which the motor rests are located on the base of the machine frame - the spar.
Unlike the rear of the car, the front uses MacPherson struts. These are struts in which the shock absorber is located inside the spring. The design of the front suspension has changed compared to the old one. It does not have a single rod with a lever. Now these 2 parts are replaced by one L-shaped lever. Steering rack is no longer connected to the shock absorber strut, but is attached directly to steering knuckle, which has a positive effect on steering accuracy.
Previously, many VAZ cars had the problem of the car pulling to the side due to different lengths of CV joints (equal joints). angular velocities). With an optimal length, they should ensure uniform transmission of torque at large angles of rotation relative to the axis.
Advantages and disadvantages from users
Most Vesta owners highlight the following advantages of the updated suspension.
- On rear suspension springs and shock absorbers are separated.
- A subframe appeared ahead.
- The quality of steering has improved.
The separate location of the shock absorber and spring simplifies replacement in case of breakdown (no need to separate the shock absorber). Availability of such important detail, as a subframe, is a huge plus for Lada Vesta drivers. This has a positive effect on the stability of the vehicle's suspension. Steering managed to be improved by modernizing connections. The steering rack is attached directly to the steering knuckle.
It is worth noting the disadvantages presented by the Vesta suspension.
- ABS sensors are not covered.
- Already after the five-thousandth mileage, Vesta can hear knocking and creaking while driving over bumps and potholes.
Suspension device
| Aspect | Problem |
| The rear part has the same problem that the Renault Logan developers made./td> | <Датчики АБС (антиблокировочной системы), расположенные вблизи колеса, ничем не прикрыты от грязи, ветра, снега. Это потенциальная угроза преждевременного выхода из строя АБС. |
| The chassis is significantly different from its counterparts on previous models. | At the time of the release of the first Vesta cars, the developers stated that the update would only lead to the better. But some Lada owners complain that, despite the tuning Lada Vesta, after some period of driving this car, the suspension makes various kinds of sounds while driving over bumps and potholes on the road surface. |
| As for mileage, many argue that knocking and squeaking appears after five thousand kilometers traveled. | A muffled sound is produced, as if the posts are touching a plastic covering. The squeaking sounds like a tire is rubbing. The services claim that the reason is that the rubber stabilizer bushings are of poor quality or the muffler mounts are not sufficiently lubricated. They are lubricated with grease. They deal with the creaking by replacing the bushings with the same ones, but made of polyurethane. |
Knocking in the front suspension can theoretically occur due to wear of the stabilizer struts.
They should be replaced with new ones. But in most cases, with low mileage, the cause of the problem is not the struts. Their replacement may be required after prolonged use. In the rear suspension, knocking is eliminated as follows: it is necessary to disassemble the structure of the rear strut and use a washer as a lining for the upper support. But after this, a space may form between the support and the frame, and dirt may enter there, so it is recommended to install a gasket.
Summing up: was the change in chassis beneficial?
After the developers finally made a good tuning of the old suspension options, the steering reached a completely new level. Drivers unanimously claim that the centered position of the steering wheel is felt throughout the entire trip, and the car does not shake when cornering. Vesta also has many advantages on uneven surfaces. When turning, the steering wheel does not vibrate and remains easily in your hands. But when driving on our roads, Vesta eventually begins to knock or even creak, which is definitely a minus of the new suspension.
Using the example of modernizing the platform for Vesta, AvtoVAZ managed to make a breakthrough in the development of domestic cars. The new suspension of the Lada Vesta has made it possible to create a higher level of steering for this model; driving will become safe and dynamic. Although there are some minor flaws. But, in any case, it is encouraging that VAZ is moving away from old traditions and striving for development. In the future, we expect more and more advanced Russian-made cars from Tolyatti representatives. And judging by the progress trends, evidence of which is the updated Vesta suspension, AvtoVAZ has potential for growth.
The described suspension problems will be useful for those who love tuning. It is clear which parts of the Lada Vesta need tuning.
When developing the Lada Vesta car, engineers were able to combine the design and operating principle of the old suspension with new developments. This engineering move made it possible to create a completely original platform for the front and rear suspension, with higher driving performance.
Front suspension
The front suspension of the Lada Vesta has a completely independent design. Its shock absorption is achieved by installing telescopic struts between the body and the transverse link, filled with gas and having a double action. Also, a special spring, inside of which this rack is installed, additionally takes on the force. On top of the spring, on the subframe, there is an anti-roll bar, which regulates the direction of the front wheels when they fall into a hole or hit a bump, especially in corners.
By the way, it is worth paying special attention to the installed subframes. On all previous models, the front suspension was not equipped with this part. Its use on this model will increase the service life of the car frame by almost 2 times.
Now, instead of a trailing arm with a stretcher, which was used on the 2108 model, a lever in the shape of the letter “G” will be installed on the Lada Vesta. Thanks to this change, the front suspension will receive less load when the car oscillates on uneven surfaces.
Such drastic changes in the suspension design simply could not but affect the size of the ground clearance. Now, instead of the usual 160 mm for AvtoVAZ, it is 175 mm. This will provide better cross-country ability, especially when driving on country roads or off-road.
This type of front suspension was used for the first time on this model, and its testing went well. Now, we can only hope for the use of this design on subsequent Lada models.
Rear suspension
Unlike the front suspension, the rear one is semi-independent. It is based on an installed torsion beam, manufactured jointly by Nissan and Renault. Just like the front suspension, gas-filled struts are installed at the rear, paired with springs. As practice shows, the service life of racks of this type is longer than standard hydraulic ones.
Next, the rear suspension includes two hubs to which the rear wheels are attached. As a connecting element between the hubs and the torsion beam, there are special trailing arms that suppress vibration and oscillation received from the wheels, without bringing it to the body, thereby providing the body and torsion beam with longer operation.
The rear suspension springs are installed in special cups located under the side members. This direction of the shock absorbers made it possible to achieve a softer ride of the car, even with significant road unevenness.
Also, the rear suspension in this model is additionally strengthened by a transverse stabilizer arm. Its installation had a positive effect on the car's handling, especially when cornering at high speed.
It is worth noting that all stabilizers were made of a special material that had not previously been used in mechanical engineering in general, neither domestic nor foreign. Such a step could provide a significant breakthrough for domestic production, with the prospect of using this technology on foreign machines.
Performance characteristics
The front and rear suspension of the Vesta model underwent a series of special tests prepared by European specialists. So, the results of these tests showed that this suspension technology is practically the best of its kind, and will easily displace previous types in the near future.
Thanks to the changes made, the car received a wider track, both rear and front, which had a fairly positive effect on its handling. By the way, it is worth noting that today, installation of this type of suspension was carried out only on Vesta in a sedan body. But, in the future, AvtoVAZ manufacturers promise to release the Lada Vesta in a station wagon body, with the same suspension.
Bottom line
Both the rear and front suspension of the Lada Vesta have undergone significant changes, which have a very positive effect on the stability and controllability of the car, both on asphalt roads and on dirt roads. When testing this suspension by car owners, it received only positive reviews. So, soon the Lada concern will reach the same level as foreign manufacturers.
Conversations about the Lada Vesta have not stopped for more than a year; the car has long been a regular on the list of the most anticipated new products and not a week goes by without another sensational publication telling about the merits of the Lada Vesta. We decided to talk about what many people write about only superficially, preferring to savor the trendy design, new engines, robotic gearbox and other “goodies”. We will talk about the revolution in the suspension of the VAZ new car and talk about what ground clearance the Lada Vesta has.
Change of platform – change of concept
It all started in the mid-2000s, when the Volga auto giant first risked starting the development of a class C sedan. But then there was not enough money to complete the project, and the crisis of 2008 put a final end to those plans. A few years ago, they returned to the developments that had been collecting dust in the archive, deciding to use them as the basis of a new platform, but for class B cars. At the same time, the task was set to be quite revolutionary - to create a modern platform capable of not being inferior to foreign analogues in terms of quality and technological equipment.
As a result, the LADA B platform was born, which formed the basis of the Lada Vesta sedan. The developers call this project completely unique, because for the first time AvtoVAZ used a whole range of innovations that had not previously been used at all on the products of the Volga auto giant. When creating the platform, the successes of the mid-2000s project were taken into account, but with the introduction of a huge number of amendments and modifications, some technologies used on the Priora were used, as well as technologies from the Renault-Nissan concern, which provided, for example, most of the components of the braking system.
Revolution is ahead
The largest number of revolutionary innovations for VAZ were applied to the front suspension. First of all, this is a change in the concept of its architecture. For the first time on Lada cars, the front suspension is mounted on a subframe, which will increase its rigidity and geometry accuracy while simultaneously increasing vibration-acoustic characteristics.
No less revolutionary is the location of the steering rack, which has moved downwards, which eliminates the need to turn the wheels through levers - now the rods are connected directly to the hubs. This approach will significantly improve the car's handling characteristics, bringing them to the European level, which has been expected from VAZ products for several decades. Of the usual elements, only the electric power steering remains, which will be mounted on the steering column to simplify the design.
The Lada Vesta has a completely independent front suspension, with a castor angle of five degrees. MacPherson struts and L-shaped arms of our own design are used. Russian engineers also introduced a new stabilizer, which received a different shape, elongated struts and a different metal composition. The result is a much more sensitive system, which contributes to improved clarity and smoothness of control, as well as the behavior of the sedan on the road.
Despite the new layout, the developers managed to maintain an acceptable ground clearance (ground clearance) for Vesta, which for the sedan is 185 mm from the ground to the engine crankcase protection.
This means that the new product will feel quite confident on Russian roads. As for other figures, the wheelbase of the Lada Vesta is 2635 mm, the front wheel track is 1510 mm, and the distance between the rear wheels is exactly the same.
Progress from behind
Speaking of the “backside”. There is no new rear suspension layout here, and a budget car doesn’t need it. The rear suspension of Vesta is made according to the classic design with a semi-independent torsion beam, which was kindly provided by the Renault concern.
But AvtoVAZ nevertheless introduced some innovations for the Lada. Firstly, this is a spaced arrangement of springs and struts, which can be considered a mini-revolution for the Volga automobile industry. Secondly, a completely different approach to setting up the suspension, which was carried out in Europe using equipment from the Renault concern. As a result, the rear of Vesta receives a more modern suspension, which will affect the comfort of rear passengers and the stability of the car at any speed with ground clearance so decent for Russian roads.
New level technologies
In addition to the above, it is worth noting other features of the new Lada Vesta platform, directly or indirectly related to the suspension and its functioning. First of all, this is the use of the latest generation of Bosch ABS, EBD and ESP systems. It is also impossible to ignore the close cooperation with the Renault-Nissan concern, thanks to which the VAZ new product will receive high-quality power steering from Nissan Qashqai and reliable brake system components from Renault Megane and Logan. All this together allows us to hope that the quality of VAZ cars with the advent of Vesta will reach a completely new level, which fans of the domestic automobile industry have long dreamed of.
While the press was thundering about Bo Andersson's resignation, trying to analyze whether he had done more good or bad, our technicians were lost in service. For a detailed analysis, we purchased the main creation of AvtoVAZ in recent years - the flagship and star of the company Lada Vesta. It was very interesting to see what was hidden inside our main threat to foreign cars. So, let's sort it out.
For “experiments,” a car was purchased, from our point of view, in the most optimal Comfort version, with a 1.6-liter VAZ engine (not yet sold with other Vestas) and a 5-speed manual transmission. We chose the latter after , which, alas, still falls far short of the comfort of a classic “automatic”, although it beats it in price.
By the way, about the price. The cost of the purchased car (with a minimum set of all the options needed today) was 550,000 rubles, taking into account the discount. This is somewhere between 55,000 and 90,000 rubles cheaper than all comparable foreign rivals with approximately the same list of equipment.
Engine: VAZ brand, made in Russia
Under the hood of the Lada Vesta there is a 1.6-liter 16-valve naturally aspirated 4-cylinder engine. Power - 106 hp. With. at 5800 rpm, torque - 148 Nm at 4200 rpm. Compliance with Euro-5 standards. The engine received the marking 21129, although the designation 21126 is clearly visible on the block itself. There is no need to be surprised, since all modifications of the engine (126/127/129), which trace its history back to Priora, have a single block.
Features: original suspension system and attachments; the intake and exhaust system has been changed; adaptation for the installation of a Renault gearbox, as well as about 20 other innovations, including a lightweight connecting rod and piston group made in Tolyatti by Federal Mogul.
That the engine has very good output and elasticity, but is a little noisy at high speeds.
The engine fits right into the engine compartment of the Vesta. Access to all attachments is extremely limited. The entire engine is literally shrouded in wires—during the disassembly process, I had to disconnect about 40 connectors and, with some difficulty, unpick out a whole bag of fasteners.
The oil filter (Avtoagregat, Russia) is sandwiched between the subframe and the exhaust manifold, and it is not protected from the latter by any heat shield, which raises some concerns. The drive belt and its tension pulley practically rest against the inside of the body, just like the timing mechanism, so replacing them is only possible with a complete disassembly of the front right side of the car, dismantling the right additional side member and hanging the engine.
The officials confirmed to us other information that we suspected, but did not check ourselves. Due to the fastening features, removal of the engine sump (crankcase) is only possible with the removal of the gearbox.
Gearbox: Renault brand, made in Russia
The Lada Vesta is equipped with a French 5-speed manual transmission JH3-510. The transmission housing is cast at VAZ's own metallurgy. Actually, all assembly is carried out in Tolyatti.
The choice in favor of a foreign gearbox was made due to the fact that in the native VAZ engineers were unable to overcome extraneous noise, in particular the hum of gears. It is known that the French gearbox costs AvtoVAZ 20% more than the domestic one.
Let us recall that the AMT “robot” was created on the basis of a domestic gearbox, in which the problem of noise (in particular, a muffled howl in second gear) is still relevant. We have no complaints about the performance characteristics of a manual transmission.
Radiators (cooling, heating, air conditioning systems): Valeo brand, made in Russia
All three Vesta radiators from the French brand Valeo (a well-known component manufacturer) are distinguished by good workmanship, in no way inferior to their world analogues. During dismantling, it was difficult to suspect that the radiators were assembled in Tolyatti at Valeo’s own production site.
By the way, the competence of the employees of the hotline of the Russian representative office of Valeo (where we were transferred to answer questions) was called into question. They couldn’t say exactly what was being assembled at the Valeo site in Nizhny Novgorod, and when asked about production in Togliatti, we were told that there was no confidence that it was working at all, although the press service of AvtoVAZ firmly confirmed the opposite.
Generator: Valeo brand, made in Türkiye
The generator of the same French brand Valeo, but already made in Turkey, confused us at first - instead of the usual orange transformer varnish, the windings are covered with protection that is not uniform in color. However, as they say, “the speed should not be affected.” But we consider the fact that the terminals from the winding were not soldered, but simply crimped, to be a disadvantage. Not durable.
In addition, dismantling the component (replacement) is extremely difficult due to its location. The generator is clamped by the air conditioning compressor from below and its tubes - from the end and from the top, and from the belt drive side, as well as the tension roller, by the wall of the engine compartment. As a result, when replacing the generator, you will have to remove the air conditioning compressor (if there is one, of course).
Three more Valeo components found: starter (Poland), release bearing and climate control unit (Czech Republic). The French company is one of the world's main manufacturers and suppliers of components for car factories, including, of course, fellow countrymen from Renault, from whom it migrated to AvtoVAZ.
Fuse box and its housing: Renault brand, made in Romania
The fuse box comes entirely from the Logan model, as evidenced by the Renault logos on the body and the Romanian manufacturer Capirom. True, AvtoVAZ reported that in the near future the company will change its supplier to a local one - from the Samara region.
We had no questions about the unit itself, but in the process of a scrupulous study by the electricians, a very interesting point emerged. Attention was drawn to two fuses that were not indicated either on the diagram or in the instructions. A study of the electrical circuit revealed that during a sudden voltage surge (for example, when lighting up a Vesta with the engine running), these fuses may burn out, resulting in the battery stopping charging. And what’s most insidious is that the driver of a discharged car will not know about it - no electrical “paths” to the dashboard (indicator lamps) could be found. Whether the reason will be revealed when connecting the standard diagnostic system in the absence of an error that pops up is also a question.
The controls also turned out to be imported - the steering rack is from the famous German brand ZF, but made in Malaysia. And the CV joints are provided by the British company GKN and made in Poland.
Clutch assembly: LuK brand, made in Russia
The clutch disc and basket on Vesta are from the famous German brand LuK, part of the global structure of the Schaeffler concern. The company has production in Russia in the city of Ulyanovsk, from where its products are supplied to domestic enterprises, including not only AvtoVAZ, but also UAZ. We had no complaints about this component.
Brakes: TRW brand, made in the Czech Republic, Poland, Italy, France, Türkiye
In order for the Lada Vesta to stop properly, manufacturers from almost half of Europe had to work hard. In total, we counted five countries producing the braking system, including French SNR bearings pressed into the rear brake drums (integrated with the hub) of the German ATE brand, but of Italian production. When you need to replace the bearing, it will be extremely difficult to remove it separately - most likely, you will have to change the entire assembly. Although the name of the SNR brand, which is premium by the standards of the world of auto components, inspires hope for durability.
So, the brake master cylinder and vacuum booster came from Poland, the front calipers and pads came from the Czech Republic. Some of the brake hoses turned out to be made in Turkey by Teklas. One of the features is that there is one brake system reservoir for two with a clutch drive.
The only question regarding the brakes arose when considering the front pads, on which there was a working mark of the cylinder - a quarter of the pressing surface extends beyond the pads. It is difficult to say whether this somehow affects the braking efficiency. While driving, we had no complaints about the braking system.
You will also have to tinker with suspension elements during repairs. According to “foreign” patterns, the ball (produced by the BelMag Magnitogorsk plant) comes assembled with a lever. Moreover, replacing a component will require a lot of additional actions to free up space around it. By the way, according to servicemen, play of ball joints and knocking of stabilizer struts are the most frequent complaints from the first owners of Vesta.
Shock absorbers are one of the few Vesta components on which we did not see the “Aglitsky language”. The racks were produced at the Skopinsky Automotive Assembly Plant in the Ryazan region. By the way, in terms of the balance of suspension characteristics, we recognize Vesta as one of the best in the class.
We saw the only “Made in China” inscription on the windshield wiper motor from Bosch, with the logos of another automaker - the Chinese company Chery
Various plastic parts
There is already such a diversity of companies and manufacturing countries that it makes no sense to single out anyone separately, so we’ll just list them.
The air filter and its housing turned out to be from the famous German brand Mann+Hummel, and of original production. The electric fuel pump module assembly (with an Arsan pump) is Russian. The radiator expansion tank hose is from Teklas, but not from Turkey, but from Bulgaria. Washer reservoir with Renault logos, Continental washer pump, made in the Czech Republic.
With the exception of the aforementioned Czech microclimate control unit, the plastic interior parts turned out to be Russian, in particular Izhevsk. Moreover, the quality of fastening (hence the country of production) of individual small parts could be determined by touch - they were either loose or fell out at the slightest touch.
There was also a Russian approach: the plastic frame of the gear lever (Italian-Russian company AE2) that was not “shrunken” was sharpened on the inside (apparently with a file) along the edge. The side plug of the front panel (on the side of the front right door) bounced off like a spring at the first attempt to snap it off (what voltage was it installed under?).
Taking into account some other flaws in the interior assembly in the form of naked screws and gaps, it is worth saying that the interior of the Lada Vesta is generally better assembled than can be expected from most modern Ladas, but it is felt that over time, part of it will traditionally “come to life”. By the way, at first glance we liked the interior assembly of the almost entirely imported Lada XRAY more.
Some time ago, the Avtostat agency published the full list of component suppliers - there are also a dozen foreign brands that we have not mentioned. Some of them, by the way, did not coincide with the real ones - in particular, the tires on our Vesta were Pirelli, not Continental.
How the body is made
Let's admit: the Lada Vesta, which is attractive in our opinion, is very well assembled in terms of its bodywork. The measured gaps are everywhere at the level of a couple of millimeters. Well, the softness and silence with which the doors close are completely worthy of applause. And everything would be absolutely wonderful if we had not started studying the car from below.
In general, of course, there is no “crime”. The first thing that caught my eye was the sloppiness of the anti-corrosion treatment, in the category of “we’ll apply it here, but it’ll do just fine.” It can be seen that some areas were treated over the protective film, which was then torn off along with the protection. Moreover, in the same place it was done with completely different quality (carefully and clumsily).
An incident was discovered under the hood - at the factory, a piece of paper was attached to one of the side members with tape, apparently with an example of a color called “platinum”, in which it was necessary to paint the car from the inside. Actually, they painted this piece of paper, forgetting to tear it off - under it, naturally, there was a stripe left without painting.
The rear beam mounts, apparently, are not original. One of the “ears” for the bolts was left protruding into the wheel arch.
Another point is the accuracy of internal bends and connections of individual body parts. Between some of them there are considerable technological holes into which, of course, dirt, salt and road chemicals will get clogged. Considering that some of these connections have not been exposed to anticorrosive agents, they are likely to become centers of corrosion, especially in the wheel arches.
For the purity of the experiment, we looked under the bottom of the first Vesta competitor we came across - the Skoda Rapid liftback (in the database from 539,000 rubles). It has an armor-piercing shield underneath, wrapped in treatment without a single crack or stain, and even with two plastic sheets of protection on top.
What's the outcome
The findings are mixed. The main one is that in terms of quality and level of assembly, Lada Vesta is probably the best car among the products of our automotive industry, at least in modern history. However, a large number of annoying and minor “jambs” do not yet allow our sedan to catch up with Western competitors, and at a comparable price.
The second conclusion is that calling Vesta domestic, having broken it down into spare parts, is hard to come by. Especially if you remember that even those branded components that are produced in Russia are made on imported machines, using imported raw materials.
Well, the third conclusion: you can forget about any Vesta service outside of professional service. At the dacha you can only change the brake pads and pump up the tires yourself. Apparently, this is also why car sales in the regions turned out to be worse than expected. In general, we will now keep an eye on our ward and be sure to inform you about all the joys and hardships.
