In continuation of the post about the first Russian cars, today we will talk about cars of the pre-war period.

Prombron S 24/45 1923

Made from Russo-Balta components preserved in Fili. Number of seats - 6; engine - four-stroke, carburetor, number of cylinders - 4, working volume - 4501 cm3, compression ratio - 4, power - 45 hp. With. /33 kW at 1800 rpm; number of gears - 4; main gear - bevel gears; tire size - 880 120 mm; length - 5040 mm; width - 1650 mm; height - 1980 mm; base - 3200 mm; track - 1365 mm; curb weight - 1850 kg; the highest speed is 75 km / h. Circulation - 10 pcs.

AMO-F15SH

Passenger car on the chassis of the AMO F15 truck. Number of seats - 6; four-stroke engine, carburetor, number of cylinders - 4, working volume - 4396 cm3, power - 35 liters. With. at 1400 rpm; number of gears - 4; main gear - bevel gears; Length - 4550 mm; width - 1760 mm; height - 2250 mm; base - 3070 mm; track - 1400 mm; curb weight - about 2100 kg; the highest speed is 42 km / h.

NAMI-1 1927

Most auto historians traditionally consider the AMO F-15 truck, which was produced on the future ZiSe, and then ZiL from 1924 to 1931, to be the first Soviet car. Other researchers of the automotostarina consider the Prombron to be the first Soviet car. This car was manufactured for some time at the plant of the same name in the then Moscow region Fili on equipment for the production of Russo-Balta, taken out in 1915 from front-line Riga. However, the AMO F-15 truck was a copy of the Italian prototype, and the passenger representative Prombron was developed before the revolution. Therefore, to call them purely Soviet cars is not entirely correct. In this regard, only one sample can claim the title of the first purely Soviet car. automotive technology. This is the NAMI-1 car, created in 1927 by designer Konstantin Andreevich Sharapov.

SHARAPOV Konstantin AndreevichSHARAPOV Konstantin Andreevich, born in 1899, Russian, native of Moscow. Graduated from the Lomonosov Institute of Automotive. Candidate of Technical Sciences, Chief Engineer of the USSR MATI, Head of the Department. The creator of the first Soviet small cars NAMI-1 with an air-cooled engine and NAMI-2.

Chief designer of the NATI car bureau. two children. 04/23/1939 arrested in Moscow. OSO of the NKVD of the USSR was sentenced to 8 years in labor camp. Didn't admit guilt. Departed for Kolyma. Beginning shop for forging iron at a car factory in Kutaisi. 01/19/1949 arrested. 03/09/1949 OSO MGB USSR, Protocol No. 15, sentenced to a settlement in Turukhansk, where he arrived on 06/26/1949. Relocated on 10/11/1949 to the Yenisei district of KK. In February 1952 in exile in Yeniseisk. 12/02/1953 released from exile, left for Moscow. 11/04/1953 rehabilitated. Personal file No. 5944, arch. No. Р-7872 in ITs ATC KK. Died in 1979.

The history of this car is as follows: in 1926, student Kostya Sharapov began writing his graduation project. However, he could not choose his topic. In the end, he settled on the project of an ultra-cheap car designed for operation in the Soviet outback. The supervisors liked the diploma project so much that Sharapov was accepted as a leading engineer at NAMI without any competition, and it was decided to translate the diploma project into metal. With the help of NAMI engineers Lipgart and Charnko, the diploma project was revised in relation to the requirements of production, and in 1927 the Moscow Spartak plant, which still stands on Pimenovskaya (now Krasnoproletarskaya) street near the Novoslobodskaya metro station, made the first sample car named after the NAMI Institute. Assuming that the institute would continue to introduce more and more new cars into production, the sample was soon renamed NIMI-1.
Technically, the car is not just extremely simple. It should not even be called simple, but simplified. An ordinary pipe with a diameter of 235 mm was used as a spinal frame. An independent rear suspension was attached to it at the back, and an air-cooled two-cylinder engine with a V-shaped arrangement of cylinders was suspended in front. The working volume of this engine was 1160 cubic meters. cm, which made it super-small at that time - the then small cars Ford T or Russo-Balt K 12/20 had twice the working volume. This engine was a truncated version of the five-cylinder radial aircraft engine "Cirrus". Such an engine was used on the AIR-1 aircraft, which appeared in 1927. Therefore, a single V-shaped connecting rod for both pistons was dressed on a single crankshaft journal. The diameter of each of the cylinders was equal to 84 millimeters, and the piston stroke was 105 mm. At 2800 rpm, the engine produced 22 hp. The compression ratio was extremely small and amounted to 4.5 units.
This allowed the use of the lowest grade of gasoline that could possibly evaporate in a carburetor. There was no fuel pump in the car, and the fuel came from the tank by gravity. There was not only an electric starter, but even a battery - the engine was successfully started by the crank. Dashboard was not in the car. The speed was measured by eye, and the driver determined the number of engine revolutions by ear, since the loud hissing sound of the engine quite allowed this. By the way, it was for this hissing sound that the car was nicknamed the “primus stove”. What is a primus now, probably, many of you have a rather weak idea. Therefore, for those of our readers who did not manage to catch the fun times of the New Economic Policy, it should be explained that the stove is a wick-free heating device that runs on gasoline, kerosene or gas, operating on the principle of burning fuel vapors mixed with air.
In its structure, it resembles blowtorch, but, unlike the latter, the flame of its burner is directed upwards. Above its burner is a ring-shaped wire stand, on which you can put a kettle, pot or pan. In addition, in those days, even rooms were heated with a stove, since there was no central heating yet, and a cubic arshin of firewood was more expensive than a bucket of gasoline. Now its device will seem primitive, but it was the cheaper primus stove that replaced the more advanced samovar, in which, by the way, not only tea was brewed, but also borscht.

Let us return, however, to NAMI-1. There was no trunk in the car, and spare wheel attached directly to the back of the rear seat. A tool box was installed on the footboard of the car. Since the car was intended for use in the USSR, the box was completed with a massive padlock. There were only two doors: the front one on the left, the rear one on the right. With the right steering wheel, the driver had to drive the front passenger from the seat in order to get out. Soon a couple more copies were made. These prototypes successfully made a run from Moscow to Sevastopol and back.
No differential, independent suspension rear wheels and big ground clearance, equal to 265 mm, provided NAMI-1 with excellent cross-country ability on the roads of that time, and the limited number of parts and the absence of complex technical devices contributed to the fact that the car almost never broke down - there was practically nothing to break in it. After the successful completion of the run, the Spartak plant began mass production of these machines in January 1928, which lasted three years. In total, 412 cars were manufactured during these three years. In the cramped Moscow streets, which often did not have a hard surface, NAMI-1 easily overtook clumsy American cars with large engines. It delivered passengers and light cargo faster to any part of the city, with less difficulty overcoming traffic jams. Incidentally, the problem of Moscow traffic jams did not arise in the 21st century.
It started showing up in the mid 1930s. It was then that the Nepmen, who had grown rich on the pent-up demand that had accumulated over the years of war communism, began to order a wide variety of cars from abroad through Vneshposyltorg in droves. Soon the streets of Moscow and Petrograd were filled with Rolls-Royces, Mercedes, Hispano-Suises and less thoroughbred foreign auto-wonders. Among all this automobile variety, cars and carts scurried around. At the same time, mare drivers did not recognize any traffic rules.
In response to grunting from enema-like horns, they gracefully poured exquisite multi-storey mat on the drivers. NIMI-1, unlike all these Rolls-Royces, Mercedes and Hispano-Suise, was considered not a bourgeois car, but a proletarian one. The cabbies took him for one of their own, and, hearing the hiss of the Primus, politely shunned and made way. In 1930, when the construction of the future GAZ was already underway and the ZiS was being re-equipped, 160 copies produced per year were already considered insufficient. However, the expansion of production was hindered by the constraint of the territory located within the boundaries of a large city.
Then the plant's engineers proposed to transfer the assembly of cars to a specialized enterprise, which would receive the chassis from Spartak, and the bodies from another plant. This project promised to increase the production of cars to 4.5 thousand per year and reduce their cost. However, a licensed Ford, called GAZ-A, was on the way, and the government considered the further production of NAMI-1 to be inexpedient. To date, two intact NAMI-1 vehicles and two chassis without bodies have been preserved. One copy and one chassis are presented in the exposition of the Polytechnic Museum, another NAMI-1 car is stored in the museum of the Nizhny Novgorod plant "Gidromash", and the second chassis is in technical center Moscow newspaper "Autoreview".

NATI-2 1932

Number of seats - 4; four-stroke, carburetor, air-cooled engine. The number of cylinders is 4, the working volume is 1211 cm3, the compression ratio is 4.5, the power is 22 liters. With. at 2800 rpm; number of gears - 3; main gear - bevel gears; length - 3700 mm; width - 1490 mm; height - 1590 mm; base - 2730 mm; track - 1200 mm; curb weight - 750 kg; speed - 75 km / h Circulation - 5 pcs.

GAZ-A 1932

On December 6, 1932, eleven months after the launch of the Gorky Automobile Plant, the first GAZ-A cars rolled off its assembly line. These very simple and unpretentious cars quickly won the hearts of drivers.

The history of this car began in overseas Detroit, when Henry Ford finally realized that his Ford T was hopelessly outdated. Until recently, Ford believed that his T would stand on the assembly line for at least a hundred years, until mankind invented batteries that were more capacious. than the gas tank of his car. Then, in the year around 2008, according to Ford's forecasts, humanity should have switched to electric vehicles. However, reality forced Ford to remove the Model T from the assembly line and replace it with the Model A.

Moving on to the Model A, Ford decided, first of all, to replace the engine - 23 Horse power The last Ford T was clearly not enough for the new conditions. but new engine was a slightly enlarged motor of the previous model. The cylinder diameter was bored from 92.5 to 98.43 mm - the center distances of the very rationally designed model T engine did not allow further boring. new connecting rods. As a result, the working volume has grown to 200.7 cubic inches (in metric measures - 3285 cubic cm). Power was 40 horsepower. many progressive solutions were also used in the design. For example, instead of wooden spokes, metal spokes were installed in the wheels, and instead of an oil clutch, a dry single-disk clutch was installed. The latter ruled out cases of a car hitting a driver.
The fact is that the Ford T car had one dangerous character trait - sometimes, due to the cold oil, the clutch turned on by itself and the driver who started the car with a crank was crushed by his own car. Therefore, in the instructions for the Ford T it was indicated: "before starting the car, turn on the reverse gear." True, since 1920, when electric starters were installed on the Ford T, the need for this paragraph of the instruction disappeared, but switching to model A, Ford decided to leave the starter and battery only as an option in order to meet the specified $ 385.

Following the same production and marketing scheme as with the Model T, Ford made a Ford AA light truck out of the Ford A passenger car as well, just as the Ford TT once made out of the Ford T. There was even a three-axle Ford AAA model, which inherited the Ford TTT. It was this universal and well-unified series that the Soviet leadership liked, and it was this car, as quite simple, reliable and technologically advanced, that it was decided to make the main Soviet passenger car. The then Soviet Union, of course, needed more trucks. Therefore, having released the first batch of NAZ-A for the opening of the plant, the next one was prepared only for December 6, when Nizhny Novgorod has already become Gorky, and NAZ has already become GAZ.

Let's start, as always, with the look. GAZ-A looked like typical car the turn of the 20s - 30s of the twentieth century. The bumper of the car was made of two elastic steel strips. The nickel-plated radiator was decorated with the first emblem of the Gorky Plant - a black oval with the letters "GAS". Wire-spoked wheels without threaded nipples to adjust the tension - the design had such strength and reliability.

The slightly yellowish color of the windshield indicates that it is a triplex - two layers of glass with a third laid - an elastic film, once transparent, but yellowed from time to time. Upon impact, the triplex was covered with a thick layer of cracks, but did not crumble into separate crystals, like modern auto glass. The fuel tank cap sticks out in front of the windshield. It is located on the rear wall of the engine compartment: fuel flowed into the carburetor by gravity. Thus, there was no need for a gasoline pump, which in those years was still a very imperfect device. The gas tank on the GAZ-A almost hung over the knees of the driver and passenger. At the bottom of the tank was a faucet, which the driver, leaving, blocked.
The faucet often leaked, which posed a serious threat from the point of view of fire safety. There are two levers on the black ebony steering wheel next to the signal button. One is used to manually control the ignition timing (today this work is performed by an automatic machine), and the other to set a constant supply of "gas". The speedometer does not have the usual arrow - in the window of the device, the numbers printed on the drum move, indicating the speed. The numbers on the gas gauge are printed on a scale connected directly to the float in the gas tank.

Just below the tiny round accelerator pedal there was a support for the heel of the right foot - an oblong pedal appeared on cars much later.

If we were able to disassemble the entire car to the last boat, we would see only 21 rolling bearings (there are about two hundred in a modern car), of which seven are roller bearings, and the rollers are wound from a thick steel strip. But the crankshaft bearings were plain bearings, and not the same as now, with thin-walled quick-change bimetallic liners, which served * VO-100 thousand km. The material for them was an alloy called babbitt, which was poured into the “bed” of the bearing directly in the cylinder block or in the connecting rod. To fit the surface of such a bearing to the crankshaft journals, a layer of babbitt was scraped. But even the most careful adjustment did not save from the fact that after 30-40 thousand kilometers the bearings had to be filled again.

GAZ-3 - the first domestic serial a car with a closed bodyMuch in GAZ-A designs seems surprising today: a belt hand brake on the rear wheels, the absence of a device for adjusting the valves (if necessary, the valve stem was slightly cut off), a very low (4.2) compression ratio, due to which, in hot weather, when conditions for liquid evaporation are favorable , the engine could even run on kerosene.

Two transverse springs served for the suspension of the wheels, and the rear one had an unusual shape of a strongly stretched “written” letter L. GAZ-A was produced mainly with an open five-seater four-door body of the “phaeton” type. In case of bad weather, it was possible to raise a canvas awning and fasten canvas sidewalls with celluloid windows over the doors. In 1934, an experimental batch of cars equipped with sedan-type closed bodies was husked. Assembly on the conveyor of such bodies, which required mutual adjustment of many complex in shape, and most importantly, easily deformable parts, was very slow, and they were abandoned. But the demand for closed passenger cars existed, in order to satisfy it, the Moscow plant "Arsmkuz" began to mount closed four-door bodies for Moscow taxis on the GAZ-A chassis.

From 1934 to 1937, the Gorky Automobile Plant produced GAZ-4 pickups (shown in the photo on the left). They used a double cab from a GAZ-AA truck, behind which was a metal body for 0.5 tons of cargo. A door was made in the rear wall of the body (for loading mail, products, small batches of industrial goods). Therefore, the spare wheel migrated to the pocket of the front left fender. By the way, GAZ-4 postal "pickup trucks" were found on the streets of Moscow even at the end of the forties. I must say that the GAZ-A chassis was used not only for "pickup trucks" or taxis. The bodies of the D-8 armored cars were mounted on it, which went into service with the Red Army units. The GAZ-A car was produced from 1932 to 1936 at the Gorky Automobile Plant, and from 1933 to 1935, in addition, at the KIM plant in the then suburban Textile workers, where after the war the 400th Moskvich will be produced on captured equipment. A total of 41,917 cars were produced, but already in 1934, they began to replace the famous GAZ-M1 on the GAZ-A conveyor.

L-1 1933

Number of seats - 7. Length - 5.3 m. Engine 8-cylinder, displacement 5750 cm3, power - 105 hp. at 2900 rpm. Speed ​​115 km/h. Circulation - 6 pcs.

GAZ-M1 1936

This car was the most massive Soviet car of the mid-twentieth century. 62888 copies, produced at the Gorky Automobile Plant named after Molotov, filled the whole country in the 30s-40s, and made this car one of the symbols of victorious socialism, because it was with the announcement that socialism was built in the USSR that the appearance in the country coincided this car. You have probably already understood that we are talking about the GAZ M1 car, popularly nicknamed "Emka".

Despite the fact that this car was built in the country of victorious socialism, its roots were the most bourgeois. Most auto historians and the vast majority of auto journalists believe that the prototype of this car was the American Ford B of the F40 modification.

Indeed, in accordance with the agreement then in force, the American side handed over the technical documentation for the F40 car, equipped with a 3285 cc V-shaped eight-cylinder engine. cm (200.7 cubic inches), but we allegedly could not master the production of the G8 and put a forced motor from its predecessor GAZ-A on the Emka. However, if you dig deeper autohistory, it turns out a small nuance that casts doubt on the official and generally accepted version. It turns out that, having received the technical documentation for the F40 model, the Gorky designers did not even think of mastering it in production. From the very beginning, the car was recognized as unsuitable for our roads, and its development required a thorough revision of technical documentation - only one translation from inch sizes in metric would take at least a year.

However, Andrey Alexandrovich Lipgart, who had just been appointed chief designer of GAZ, was a supporter of the fastest introduction of a new passenger car model into production. He drew attention to the fact that the European branch of Ford in Germany produces a European version of Ford B. This car was called the Ford Rheinland and was already fully adapted by German designers for European conditions. In particular, German engine designers, instead of putting in an expensive and gluttonous "eight", improved the old Ford engine from the Ford A model. They changed the valve timing, raised the compression ratio of the working mixture to 4.6 units (for Ford-A this parameter was 4.2), increased the valve lift by 0.8 mm, expanded the passage sections of the channels in the carburetor, and also modernized the lubrication and cooling systems, as a result of which the engine began to produce instead of 40 hp. 50 horsepower. The suspension was also strengthened and the rigidity of the body was increased. That is why Lipgart offered to turn to the Germans and buy the technical documentation from them.

However, there were political obstacles in the way of such a decision - since 1933, Hitler was in power in Germany, and all trade relations between the USSR and Germany were almost completely curtailed by that time. Nevertheless, Lipgart's proposal came at a very favorable moment - our Soviet trade representative in Sweden, David Vladimirovich Kandelaki, was leaving for Germany on a secret visit. On May 5, 1935, he met with Goering, and he, secretly from Hitler, decided to sell the Soviet Union something of what we were ready to pay him a very decent kickback.

All this was allegedly sold to Sweden and then allegedly re-exported by the Swedes to the Soviet Union. Among all this was the technical documentation for the Ford Rhineland car. Work on the development of the model began immediately, and already on March 17, 1936, the first two pre-production GAZ-M1 samples were sent to the Kremlin. There they were examined by Stalin, Molotov, Voroshilov and Ordzhonikidze, after which they gave the go-ahead for in-line production.

True, on July 8, 1936, People's Commissar of Heavy Industry Grigory Konstantinovich Ordzhonikidze, better known to us under the pseudonym Sergo, instructed NATI to conduct official tests of three serial GAZ-M-1s: two cars were to go on a 30,000-kilometer off-road and sloppiness rally, and also one fell to become the object of careful research and design improvements made when defects were discovered during the run of the first two cars. At the same time, changes in their design were made directly during mass production. Emka could be considered finally completed only by the end of 1937.

By modern standards, the GAZ-M1 would be considered a middle-class car. The length of the Emka with a 2845 mm wheelbase was 4665 mm. The width was 177 centimeters. So this car would most likely be classified today as segment D. The car body had a frame structure. The frame consisted of two box-section spars connected by two X-shaped crossbars in front and in the middle and two rear crossbars. An in-line four-cylinder lower-valve carburetor engine was installed on the car. Its displacement at 98.43 mm bore and 107.95 mm stroke was 3286 cc. see Torque was transmitted to the rear wheel through a three-speed gearbox equipped with an easy shift clutch. In 24 seconds, the car accelerated to 80 km speed. Its maximum speed was 105 km / h.

The car factory produced several modifications of the Emka. After the limousine, the pickup truck called GAZ M-415 was the most popular. Its front part, including the radiator lining, plumage and hoods (Emka had two of them - left and right), remained unchanged. However, the rear part was redesigned - it was a cargo platform with low folding sides, on which it was possible to carry either 400 kg of cargo or six passengers.

The bulk of these pickups entered the Red Army, and only after significant wear and tear were they transferred to the national economy. There was also a purely combat version of the Emka - the BA-20 armored car BA-20 - a light machine-gun armored car. It was used by the Red Army in the battles at Khalkhin Gol and the Soviet-Finnish war, as well as at the initial stage of the Great Patriotic War. In 1937, the GAZ-M-1 was exhibited at the World Industrial Exhibition in Paris, but did not receive any awards there. Much more attention was given to models of Moscow metro stations and Mukhina's sculptural group "Worker and Collective Farm Girl". In the late 1930s, a decision was made to modernize the car. First of all, it was necessary to replace the rapidly aging engine. The six-cylinder Dodge D5 engine was recognized as the most suitable for production and operation in the USSR.

The preparation of the GAZ-11 engine for serial production was completed mainly in March 1940. From the same time, the production of the modernized GAZ-11-73 Emka with a new 76 or 85 hp engine began. and a working volume of 3.485 liters. I note that the first power value had a motor with cast iron pistons, and the second with aluminum ones. The GAZ-11-73 car was somewhat different from its predecessor - it had a more modern radiator lining, other blinds on the hoods, an updated dashboard, semi-centrifugal clutch mechanism and improved shock absorbers. The suspension was equipped with an anti-roll bar. In this version, the Emka was produced until June 1943, when Gorky's bombing raids, which destroyed the body shop, forced it to stop production. However, from the remaining parts in 1945-48, it was possible to assemble another 233 cars, after which the release of the Emka was finally discontinued.

ZiS-101 1937

This car was created as Stalin's car, but Stalin never used this car. However, for the party and economic asset, this car turned out to be very useful. The fact is that in the summer of 1937, the head of the NKVD, Yezhov, banned the operation of foreign cars in Moscow and Leningrad. He explained this by fighting traffic congestion - Moscow got acquainted with traffic jams back in the days of the New Economic Policy, and even the expansion of Gorky Street and the elimination of gardens on the Garden Ring did not save the capital from this scourge.

The creation of the ZIS 101 was preceded by the development of a seven-seater representative limousine Leningrad-1 (more often called L-1) by the Krasny Putilovets plant. The prototype was taken from the American Buick-97 model 1932. It was a very perfect, but rather difficult car to manufacture. The drawings were commissioned to be made by the LenGiproVATO Institute, which was part of the All-Union Automotive and Tractor Association. According to these drawings, the Putilovites made six copies, which paraded in front of the stands at the May Day demonstration of 1933. However, on the way from Leningrad to Moscow, all six assembled copies broke down, after which the Council of People's Commissars decided that the Putilov plant should produce mainly military products, and the production of the limousine was transferred to ZiS. The work on its development was led by Evgeny Ivanovich Vazhinsky. He retained the overall design, but abandoned the knots that were difficult to fine-tune: remote control shock absorbers and from the automatic transmission that existed on the Buick. While the chassis was mastered, the car body was obsolete and looked like an obvious anachronism. Therefore, the body decided to create anew.

A young aircraft engineer Rostkov, an extraordinary self-taught artist who was fond of seascapes, was involved in work on his body.

In the process of work, it turned out that the all-metal body, on the design of which they were guided during development, is fraught with much more problems than initially thought, and a group of Soviet designers are sent to the American bodybuilding company Badd, where they create a working sample of the product, die tooling and other necessary technological equipment according to their sketches. It is quite natural that the body style turned out to be purely American, in the spirit of the newfangled stream line direction. The silhouette, details and fragments of the surface made the “101st” look like several American cars popular at that time, but despite this, the car looked peculiar, which was largely facilitated by the heavy and somewhat rough plasticity of the model.

ZiS-101 in the film "Foundling"

The length of a car with such a body was 5647 mm, the width was 1892. For comparison, the L-1, with the same width, was only 5.3 meters long. The wheelbase was 3605 mm long, the front wheel track was 1500 mm, and the turning radius reached 7.7 meters. An in-line eight-cylinder overhead valve engine was installed on ZIS-101 cars. Its cylinder diameter was 85 mm, and the piston stroke was 127. The working volume, therefore, was 5766 cubic centimeters.

L-1 plant "Red Putilovets"

The engine was distinguished by such features as supporting the necessary temperature regime thermostat in the cooling system crankshaft with counterweights, crankshaft vibration damper, two-chamber carburetor with exhaust gas heating. The transmission included a double-plate clutch and a 3-speed gearbox. Second and third gears were synchromesh. When using aluminum pistons, he developed 110 hp. at 3200 rpm. With cast iron pistons, its power dropped to 90 hp. at 2800 rpm. The maximum speed of the car at this power was 115 km / h, fuel consumption per 100 km of track - 26.5 liters. With a power of 110 - the engine allowed to accelerate to 125 km / h. Prototypes were demonstrated to Stalin in the spring of 1936, and serial production began in November. They produced 4-5 pieces a day, and from November 3, 1936 to July 7, 1941, 8752 cars were produced.

Despite the fact that far from all Soviet party and economic workers had enough ZiSov, and many had to drive simple emkas, 55 cars were transferred to the 13th Moscow taxi fleet. Unlike government ones, they had unconventional colors - blue, burgundy blue and yellow. Such taxis were also operated in other cities. For example, in 1939 there were three ZIS-101 taxis in Minsk. Limousine taxis had their own special stops in the center - next to the Moskva Hotel, in front of the Bolshoi Theater, near the Sverdlov Square metro station. The fare on ZiS cost 1 ruble 40 kopecks per kilometer, while on a taxi-emka only a ruble. In addition, the ZiS-101 became the first minibus: the first of them was launched along the Garden Ring. The fare in 1940 was 3 r. 50 kopecks, while a bus ticket then cost a ruble, a tram ticket - 50 kopecks, and a metro ticket (there were no turnstiles then, and tickets were bought at the box office and shown to the controller) - 30 kopecks. The average salary in that year was 339 rubles.

The Moscow-Noginsk intercity route was also opened. However, taxi-chaises with open bodies were especially popular. Checkers did not yet exist then - they appeared only in 1948 at Pobedy, and taxis were distinguished from party-economic vehicles only on the basis that they were not painted in black party-economic color, but were blue, light blue and yellow. True, this yellow was so pale yellow that now it would be called beige. By the beginning of the war, there were 3,500 taxis in Moscow, of which about five hundred were ZiSs.

The first copy of the ZiS-101, from left to right: Secretary of the Central Committee of the All-Union Communist Party of Bolsheviks Andrei Andreevich Andreev (often confused with the director of the ZiS Ivan Likhachev), People's Commissar for Heavy Industry G.K. Ordzhonikidze, I.V. Stalin, V.M. Molotov, A. I. Mikoyan.

In June 1940, a government commission worked at ZiS, headed by Academician E.A. Chudakov. She, in particular, noted that the ZiS-101 is 600–700 kg heavier than foreign counterparts. The subsequent modernization led to the creation of the ZiS-101A. The radiator lining has changed, the engine has become more powerful, the design of the synchronizer in the gearbox has been simplified and helical gears of the first gear and reverse gear have been used, a single-plate clutch has been developed.

Engine power increased due to the transition to a new MKZ-L2 carburetor (Stromberg type), where the mixture entered the cylinders not in an upward, but in a falling flow, which improved their filling and power. Changed design played a role intake manifold and revised valve timing: the ZiS-101A, which was produced only with aluminum pistons, developed a power of 116 hp. Prototypes of the ZiS-101B were built with a stepped trunk and a number of improvements in the chassis, as well as the ZiS-103 with independent front wheel suspension. However, these plans could not be realized due to the outbreak of war. By this time, the plant managed to produce about 600 ZiS-101A vehicles.

ZiSs were also freely sold to the public. They cost 40 thousand rubles, or, respectively, 118 average salaries. nevertheless, scientists, writers and artists were happy to buy it. Among the buyers were Lyubov Orlova, Alexei Tolstoy, Alexei Stakhanov and the father of the future chief witch Soviet Union Ilya Vesper.

During the war, the parks were closed one by one. The tenth park on Krasnaya Presnya was destroyed by a direct bomb hit. By the spring of 1942, only the Third Park in Grafsky Lane remained. Then they closed it too. Taxis were first transferred to a bus depot on Druzhinnikovskaya Street, and in the winter of 1943 to a garage on Aviamotornaya Street. By the end of the war, 36 taxis remained unmobilized and unbombed. After the war, they were all converted into minibuses. And they began to use the brand new ZiS-110 as taxi limousines, but that's another story.

ZiS-101A-Sport 1938

Number of seats - 2; engine - four-stroke, carburetor, number of cylinders - 8, working volume - 6060 cm3, power - 141 hp. With. at 3300 rpm; number of gears - 3; length - 5750 mm; width - 1900 mm; height 1856 mm; wheelbase - 3570 mm; curb weight - 1987 kg; the highest speed is 162.4 km / h.

GAZ-11-73 1940

GAZ M1 modification with a six-cylinder GAZ-11 engine. It differed from Emka in the shape of the radiator lining and vents on the sides of the hood, bumpers with fangs (which lengthened the car by 30 mm), a new instrument panel, improved brakes, piston shock absorbers double action, reinforced with springs. Number of seats - 5; engine: number of cylinders - 6, working volume - 3485 cm3, power - 76 liters. With. at 3400 rpm; number of gears - 3; tire size - 7.00-16; length - 4655 mm; width - 1770 mm; height - 1775 mm; base - 2845 mm; curb weight - 1455 kg; speed - 110 km / h. Circulation - 1250 pcs.

GAZ-61 1941

Car for generals and marshals

On September 17, 1939, 17 days after the German attack on Poland, the Red Army invaded the crumbling Polish state, whose government had fled the country the day before. Two days later, Soviet troops approached the city of Vilna - the future Vilnius. In those years, this city belonged to Poland, and Kaunas was the capital of independent Lithuania. The majority of the population of Vilna and the Vilna region were Belarusians. The Polish troops showed almost no resistance, and the columns marched in marching order. Ahead, at the head of the column, the head of the Political Directorate of the 3rd Army of the Belorussian Front, Brigadier Commissar Shulin, was driving an emk. The road was narrow, unpaved, and therefore it is not surprising that the commissar's emka got stuck in the middle of the road. And not only got stuck, but blocked the path of the entire 3rd Army following it.

As a result of this incident, Vilna was not occupied at 8 am, but only at 1 pm. Few people in the Red Army knew that on that very day a fundamentally new command and staff vehicle came out of the gates of the Gorky Automobile Plant for the first test run. Outwardly, it differed little from the "emka". Only too high clearance gave out an all-terrain vehicle in it. The base for the new army passenger car was the solid Gorky "emka" GAZ-M-1, which had fairly reliable and durable chassis units. By the beginning of 1938, prototypes of its next modification were built: GAZ-61-40. However, 40-strong Gaz-M engine- the same one that was on both the "emka" and the one and a half, for such a machine turned out to be very low-power. Therefore, in the summer of 1939, it was decided to put the GAZ-11 engine on the car, which then had a power of 73 hp.
Most of the components and assemblies were inherited from the "emka", more precisely, from its modification M-11-73, which had the same engine. It was necessary to create anew, in fact, only the front drive axle and transfer case. For their power connection, a slightly modified cardan shaft car ZiS-101 with hinges on needle bearings. The rear closed, double driveshaft was equipped with an intermediate joint. Instead of a three-speed “passenger” gearbox, a “cargo” four-speed one from GAZ-AA was used with a power range doubled, which made it possible to do without a demultiplier. This range was increased due to the fact that the razdatka was two-speed. An equalizer was used in the mechanical drive of the brakes. And so, on September 19, the car went to factory tests. On the highway with a full load of 500 kg, he developed a speed of 107.5 km / h, having a fuel consumption of 14 liters per 100 km.

Thanks to all-wheel drive, large engine power reserves, an increased gear ratio in the transmission, tires with a special profile and a frame raised by 150 mm, the new car overcame such slopes on the ground that not every tracked vehicle is capable of - up to 43 degrees. This value was limited by the twisting of the rear axle shafts and the beginning of tipping back, and not by traction capabilities. On the sand, the GAZ-61-40 took a rise from a standstill to 15 degrees, from a run - up to 30 degrees, ford with the fan belt removed - up to 0.82 m, a ditch - up to 0.85-0.9 m wide, snow - deep more than 0.4 m. The car did not get stuck even on dirt roads and arable land washed out by autumn rains, could tow a trailer weighing up to 700 kg, confidently crossed over a log with a diameter of 0.37 m, and even ... climbed onto a 45-centimeter boardwalk of the dance floor of the cultural base car factory.
In the autumn, when the continuous rain that had been falling for three days made all the surrounding roads impassable, the GAZ-61 car left the city of Gorky for another trip. Ahead lay a dirt road, replete with steep ascents and descents. The clay, mixed with sand, that made up the road surface, got wet and was cut into deep ruts filled with water. The ditches along the edges of the road were, as it were, peculiar traps, once in which a normal car could not get out on its own. Obviously, for this reason the road was completely deserted. Suddenly, an oncoming car appeared ahead. It was a cargo tricycle with tracks put on wheels, descending very carefully down the hill.
Her driver was going to stop the car, as it was impossible, in his opinion, to pass in such a dangerous place. But suddenly he saw that the passenger car was turning into a ditch and was easily jumping over this obstacle. Turning around in the field, the car with the same maneuver went to the middle of the road, bypassing the three-axle. The amazed driver of the oncoming car got out of it and looked for a long time after the GAZ-61 passenger car, which he first met under such circumstances. The ability of the GAZ-61 car to climb stairs is very indicative. A prototype test to overcome this type of obstacles was carried out at the cultural base of the Gorky Automobile Plant.

GAZ-61 overcomes a water barrier

From the sandy river beach, four flights of stairs led uphill at an angle of 30 degrees. The car, as you can see in the photo here, climbed it surprisingly calmly. The new car was supposed to be produced in three versions, more fully meeting the interests of the army and the national economy: with an open body "phaeton", with a closed standard body from the "emka" type "sedan" and a semi-truck "pickup". The first copy of the phaeton went to Marshal Voroshilov. The remaining marshals - Budyonny, Kulik, Timoshenko and Shaposhnikov - received sedans. Army generals Zhukov, Meretskov and Tyulenev, as well as the commander of the Western Special Military District, Hero of the Soviet Union, Colonel General of the Tank Forces Dmitry Grigorievich Pavlov, who soon also received the rank of army general, received cars.

Already after the start of the war, such a car was received by the commander of the Far Eastern Front, General of the Army Iosif Rodionovich Apanasenko, and on February 3, 1941, Commissar of State Security 1st rank Vsevolod Nikolayevich Merkulov received such a car. In July former car of the executed Pavlov went to the future marshal Ivan Stepanovich Konev. He rode it throughout the war. During the war, this car, which is now working at the Mosfilm film studio, was pierced by small fragments of both windshields. Several holes were also repaired in the roof. The car retained both its engine No. 620 and its body No. 1418. Only piston rings, liners were changed, the crankshaft was polished.

By the end of the 1930s, it was announced in the USSR that socialism had finally been built. Life has become better, life has become happier. If in 1929 - the year collectivization and industrialization began - the average salary in the USSR was 75 rubles, then in 1940 it was already 339 rubles. In addition, food prices were quite low, and the purchasing power of the ruble exceeded that of the US dollar. Therefore, in the pockets of the population, the remnants of the previous paycheck accumulated, which over the months and years turned into decent amounts. Ignorant citizens did not want to carry this money to the savings bank or buy additional bonds (in addition to voluntary-compulsory ones), and the State Planning Commission had to pull this money out of their pockets for the needs of the Motherland.

It was for this that at the beginning of 1940, one of the Gosplanov clever men proposed to launch a mass Soviet car into production. The idea was borrowed from the practice of German National Socialism. There, in Germany, the idea was successfully implemented to supply every family with a simple folk car, the cost of which did not exceed a thousand marks.

Those 990 marks that the Volkswagen cost were then equal to 2100 Soviet rubles, while the emka cost nine thousand in the USSR. Therefore, it is not surprising that at first in the Soviet Union they simply wanted to copy german car or purchase a license for it. However, Stalin did not like the “vacuum cleaner” with an air motor, and besides, located behind him, and then he was presented with two English car. The first of them - Austin 7 - was quite cheap to manufacture. However, its construction and design were already quite backward by that time. The other one, the Ford Perfect, produced by the British branch of the Ford corporation, was at that time the last word in the development of automotive technology, and although it did not fit into the two thousand-ruble price limit, Stalin chose it. The only thing he wanted to change was to provide the body, which was a two-door on the Prefect, with doors for rear passengers.

KIM-10 in the film "Hearts of Four"

The plant named after KIM, located in Tekstilshchiki, then still near Moscow, was entrusted with setting up production. This plant was named after the Communist Youth International, the youth section of the then Comintern. The plant began its activities in November 1930, starting to assemble Ford cars and trucks. Since 1933, the Gorky Automobile Plant has been working at full capacity, the KIM plant becomes a branch of GAZ and switches to assembling GAZ-A and GAZ-AA cars from Gorky car kits. It was on this plant that the choice of the State Planning Commission fell. The Gorky designer Brodsky redesigned the Prefect, and in the USA body stamps for this car were ordered from BUDD.

A trial batch of 500 cars, named KIM-10-50, was released by April 25, 1941. Stamps for four-door bodies were still late, and cars in the two-door version participated in the May Day parade. The length of the car with a 2385 mm wheelbase was 3960 mm; width - 1480 mm; and the height is 1 meter 65 centimeters. The track of the front and rear wheels was the same and equaled 1145 millimeters. Thus, the Soviet version of the car was 16 centimeters longer than the British original, 3.6 centimeters wider and four centimeters taller. The length of the wheelbase was more than that of the prototype by 185 millimeters. The ground clearance was also increased to 210 millimeters, which was only 139.7 millimeters on the British model.

The car was equipped with a lower valve four-cylinder engine. With a 63.5 mm cylinder diameter and a 92.456 mm piston stroke, its working volume was 1171 cubic centimeters. Its compression ratio in the original was 6.16:1, and at 4000 rpm the engine produced 32 horsepower. However, in the Soviet Union, only aviation gasoline B-70 could withstand such a compression ratio, and the compression ratio in the engine was lowered to 5.75 units. Power immediately dropped to 30 horsepower. But at that time it was considered quite sufficient - the post-war Moskvich had eight fewer forces. However, the maximum speed, which was 95 kilometers per hour for the British model, fell only to 90 km / h, which was then quite enough - on most Soviet roads, cars then drove at a 40-kilometer speed, and after a 50-kilometer milestone, cars began to shake so that it was impossible to steer.

In addition, a motor with a lower compression ratio was easier to start by hand, because the capacity of a 6-volt battery was only enough for three or four engine starts. On the KIM-10, for the first time in the domestic automotive industry, an alligator-type hood was used instead of the then common hoods with lifting sidewalls. Salon the small car was equipped with a clock and a mechanism that regulates the installation of the front seats - both of which were found only on cars of the highest class. The body of the KIM-10 had many innovations. He did not have an external step, as on other cars. The windshield was not flat, but consisted of two parts, located at an angle, a design later adopted on post-war cars. Other novelties include thin-walled two-layer bearing shells for the crankshaft of the engine, a centrifugal ignition timing device, a windshield wiper operating under the influence of a vacuum in the engine intake pipe. There was also a modification of the car with a “phaeton” roof. It was called KIM-10-51 and was released in 1941 in a small series. Her body had a fabric folding awning and sidewalls with celluloid windows. The car was intended mainly for operation in the southern regions of the Land of Soviets. However, with the beginning of the war, all issued phaetons were transferred to the Red Army, and therefore not a single copy has been preserved.

Can there be something closer and more dear to every inhabitant of our country than the legendary Soviet cars? Many of us remember very well how these models were cut through the roads of large cities and villages. In this article, we have collected 27 of the most significant cars from the USSR of all time.

GAZ-A

GAZ-A, manufactured under license from Ford, was the first Soviet passenger car with local modifications, which were determined based on the operation of original Ford A cars in harsh Russian conditions. The first cars were assembled at the Nizhny Novgorod Automobile Plant in August 1932, and mass production began in December of the same year. In total, 41917 cars were produced in 1936.

Despite the absolute unpretentiousness to fuel quality, maintainability in any conditions and relative cheapness, GAZ-A had a rather sluggish 40-horsepower engine, an unreliable suspension on transverse springs, which quickly failed, as well as a weak non-rigid frame, which is why the body The car quickly fell into disrepair.

On the basis of GAZ-A, a sedan with a closed four-door body - GAZ-6 and a specialized taxi - GAZ-3 were produced. In addition, a modification of the GAZ-4 with a passenger-and-freight pickup body, the GAZ-A-Aero with an aerodynamic body and the GAZ-A-Limousine were manufactured.

GAZ-M1

This model in 1935 came to replace the first mass passenger car of the USSR - GAZ-A. The GAZ-M1, by analogy with the GAZ-A, was based on the successor to the Ford A - Ford 40 (Model V8 40-730) with a modified chassis for harsh real conditions Russia. The abbreviation "M-1" was deciphered as "Molotovets-first" in honor of the chairman of the government of the USSR - V. Molotov, and design bureau A.A. Lipgart. In total, by 1942, 62,888 copies of this model were made.

The main innovation in the design of the "M-1" was an all-metal body, created using the advanced technology of the body department of Ford. As power unit a modernized Ford A engine was used, but produced on the original Soviet equipment. In addition, the design was changed, as a result of which the M-1 looked more modern even compared to its overseas prototype.

On the basis of the "M-1" were made: the "taxi" version, GAZ-415 - a pickup truck for 500 kg, GAZ-11-73 - modernized sedan with a 6-cylinder GAZ-11 engine, GAZ-61-73 - the world's first 4x4 sedan, BA-20 - a light armored car and another 14-15 small-scale modifications.

GAZ-12 ZIM

Soviet cars, for the most part, were not intended for private ownership. Basically, they were created for numerous high-ranking party workers and heads of state-owned enterprises. For them, at the end of the 40s, GAZ created the GAZ-12 ZIM - a long-wheelbase six-seater large executive class sedan.

It was produced from 1949 to 1960 and a total of 21527 units of all modifications were produced. The main design feature of the car is load-bearing body. There was only a removable under-engine subframe. The new car had a very high (up to 50%) degree of unification with other models already produced by the plant.

ZIM was equipped with a not very powerful 3.5-liter GAZ-11 engine with a power of 90 hp. A gearbox with a steering column lever for the first time in Soviet practice received synchronizers and, in addition to ZIM, was also installed on Pobeda. On the basis of ZiM (GAZ-12), the following were produced: a taxi - GAZ-12A, a sanitary version - GAZ-12B, GAZ-12 phaeton and even railway railcars. ZiM cars were exported both to the countries of the social camp, and to Finland and Sweden. There were also racing versions, which were called "Dzerzhinets" and "Vanguard".

GAZ-13 "Seagull"

Another executive limousine from the Gorky Automobile Plant. In total, 3179 units were assembled at GAZ from 1959 to 1981. In 1958, The Seagull was presented in New York and Brussels. The design of the GAZ-13 was reminiscent of a 1955 Packard.

The Chaika was a revolutionary car, unlike the Zim: it had a 195 hp V8 engine with a push-button automatic transmission, power steering and brakes, and power windows. This car in the USSR could not be bought, it could only be earned.

The following modifications were made on the basis of the "Seagull": GAZ-13A - for the USSR Ministry of Defense with a partition between passengers and the driver, GAZ-13B - with a Phaeton body, GAZ-13S - a sanitary version, several copies of "Seagulls" for filming work , parade phaetons. Subsequently, several cars were converted into railway railcars.

GAZ-M20 "Victory"

A truly legendary Soviet passenger car that has earned love and respect not only in the USSR, but also in many countries of the world. It was produced under license in Poland ("Warsaw"), in North Korea and even in China. In total, from 1946 to 1958, 241,497 cars were produced (excluding foreign production).

It was one of the world's first mass-produced passenger cars with a fully pontoon monocoque body. The appearance of the "Victory" in the form of a streamlined drop-shaped body with a flat sidewall without protruding wings was originally created by the factory designer Valentin Brodsky. Cars of the first and second series had a characteristic three-story radiator grill, which they called "Martos".

The first series was produced from 1946 to 1948. The second series, which ran from 1948 to 1955, received new box gears from ZIM with a lever on the steering wheel, as well as an updated 4-cylinder engine with a capacity of 50 hp. (since 1955 - 52 hp).

The third series - M-20V (1955 - 1958) already had a different radiator grille, a new design of the front axle beam, a modernized carburetor, a new air filter, a new steering wheel and instruments of a different color.

Of the main upgrades of the serial version stand out:

- GAZ M-20B "Victory" in the body "phaeton" - with rigid safety arcs and open top, of which 14222 copies were produced.

- GAZ M-72 - an all-wheel drive version on the GAZ-69 chassis with an additionally reinforced body, increased ground clearance, mudguards on the rear wheel arches and tires 6.50-16 with a herringbone tread. For the first time for Soviet cars, a washer was used here windshield operated by the pedal. 4677 pieces of M-72 were made.

GAZ-21 "Volga"

It was one of the most beautiful and desirable Soviet middle-class cars, which was produced at the Gorky Automobile Plant from 1956 to 1970. A total of 639,478 copies were produced in three series and in several dozen different modifications. In the design of the Volga, the influence of the "aerostyle" of American cars such as Ford, Chevrolet, Plymouth, Kaiser was clearly guessed. But all mechanical part GAZ-21 was an original Soviet design.

After the manufacture and testing of four prototypes in 1956, the production of the first series of GAZ-21 began with the characteristic "Star" on the radiator grille. The "First Series" was first equipped with a modernized engine from "Victory", and since 1957 - with a modern overhead valve engine ZMZ-21A. In total, 30 thousand cars of the first series were produced.

"Second series" began to be produced from 1959 to 1962. She had modified front fenders, appeared radiator screen type "shark mouth", a new instrument panel, windshield washers, as well as new wiring with a "minus" on the ground. In total, more than 140 thousand copies were made.

In 1962, a “soft upgrade” of the car was made, which affected for the most part only appearance. The "third series" has a new "whalebone" grille with 37 vertical elements, new bumpers and decorative details, new interior trim made of more durable materials. Engine power was increased to 75 hp. n, and the body began to be painted with more resistant synthetic enamel. In total, about 470 thousand copies of the "third series" machines were produced.

Of the numerous modifications of the Volga, we note the GAZ-22 with a cargo-passenger body of the station wagon type based on the third series car. The station wagon was also produced in the form of an ambulance GAZ-22B.

GAZ-24 "Volga"

The successor to the Volga GAZ-21 was one of the most notable Soviet cars in history domestic auto industry- GAZ-24 "Volga". It was mass-produced from 1967 to 1985 and was produced in the amount of 1,481,561 pieces of all modifications. GAZ-24 had a new, more modern body of a lower height, which increased stability and controllability, a wider interior, an increased glass area and improved visibility.

The "first series" GAZ-24 (1967-1977) had bumpers without fangs, a long molding under the radiator grill, it had no foglights, and the parking lights were located on the chrome ventilation linings of the rear pillars. The chrome hubcaps had red circles in the center, and the mudguards were branded “deer”.

The "Second Series" was a smooth upgrade during the period 1972-78. There were "fangs" on the bumpers, fog lights, changed rear lights with built-in reflectors, there were "Zhiguli" halogen headlights, direction indicators on the front fenders, in the cabin - imitation wood on the panel and steering wheel, a more modern receiver, an armrest in the back of the rear seat.

In the mid-80s, a deep modernization of the model was carried out and the GAZ-24-10 ("Third Series") appeared. In this model, the vents disappeared, the door handles were recessed, a new plastic black radiator grille appeared, the inscription "Volga" disappeared from the front fenders. The car was put on radial wide low-profile tires 205/70 R14 instead of the previous 185-diagonal. Inside: new seats, handbrake on the floor, heated rear window. And most importantly, under the hood is an improved ZMZ-4022.10 engine with a power of 100 hp.

The lineup also included GAZ-24-02 with a station wagon body. This car had a seven-seat convertible interior. On the basis of this model, a sanitary version of the Volga GAZ-24-03 and a version for a taxi were made.

GAZ-67

The most legendary and combatant of all Soviet military all-wheel drive cars, the GAZ-67, has been actively fighting since 1943, both as a command and reconnaissance vehicle, and as an artillery tractor. Before the end of World War II, about 8,000 GAZ-67 units were produced.

They tested a military off-road vehicle like no other car in the USSR: it traveled 2200 km with a 76-mm ZIS-3 cannon weighing 1850 kg, of which 930 km along country roads and 550 km along broken cobblestones.

For reliability and better cross-country ability, the GAZ-67 had a wheelbase shortened by 755 mm compared to the GAZ-61. The modernization of the suspension and chassis of the car was subordinated to the same qualities. In addition, the GAZ-67 was put on tires with lugs of the "split Christmas tree" type in size 6.50-16. Electrical equipment was used from GAZ-M1 and GAZ-MM.

The body for quick evacuation was doorless for 4 people, plus two more could sit on the sides on the shelves of the rear fenders. There were also boxes for weapons, ammunition and radios. As power plant the upgraded GAZ-64-6004 engine was used.

GAZ-69

The famous Soviet off-road vehicle, which was nicknamed "goat" for its rigid suspension. During the period from 1952 to 1972, more than 600 thousand cars were produced. In addition, GAZ-69 was exported to 56 countries of the world in various climatic versions. The release was first started at the Gorky Automobile Plant, and in 1956 production was transferred to the Ulyanovsk Automobile Plant.

The car had two basic modifications: GAZ-69 with a 2-door 8-seater body and the commander's GAZ-69A with a 4-door five-seater body. In order to increase unification and maintainability, the motor with gearbox, steering gear, shock absorbers, brakes, optics and battery for this car were taken from serial Soviet cars and trucks.

Moskvich-400/-401

This Soviet small car was available to many citizens of the USSR with an average income and often became the first car in the family. It was with her that the mobility of the Soviet people began.

The first production Moskvich-400s left the MZMA plant in December 1947. The car had interesting and innovative solutions such as a monocoque body, aluminum engine pistons, hydraulic brakes and Dubonnet independent suspension. And at the same time, the car did not have direction indicators, and the wiper had a mechanical drive from the engine camshaft.

In 1954, an improved modification of the Moskvich-401 was released, which had a forced 26 hp engine. against 23 hp for the "400th" model, synchronizers in 3 and 4 gears, gearshift lever on the steering column, new wheel. From 1949 to 1954, the Moskvich-400-420A was produced - a 4-door convertible with an open top, but having non-removable sidewalls and door frames with glass.

Moskvich-402/-407

The first Soviet passenger car of the "thaw" period, which was completely created by Soviet engineers. Production of this model began in 1956. In just two years, 87,658 copies were produced.

Compared to its predecessor, Moskvich-402 had a more modern exterior and a more advanced body design. The car received a separate trunk with external access, curved windshields and rear windows, a high level of interior trim, an independent pivotless front suspension with double wishbones and 12-volt electrical equipment, among many other innovations. It was completed with the M-407 engine, which worked in conjunction with a mechanical 3- and 4- speed gearbox.

The first modification of the car took place in 1958. The modified car was named "Moskvich-407" and an improved 45 hp engine. The half-millionth MZMA car that rolled off the assembly line in December 1960 was Moskvich-407. For several years in a row, half of all Moskvich-407s were exported, incl. to France, Belgium, Scandinavia, Finland, England and other countries.

In 1962, the Moskvich-403 transitional model was released, which had a different sub-frame and engine compartment configuration. This model also used new units that were developed for the new Moskvich-408.

On the basis of the "407th" model, the Moskvich-410 (410N) all-wheel drive sedan and the Moskvich-411 all-wheel drive station wagon were produced. These Soviet off-road vehicles were oriented to the needs of rural residents. The cars were equipped with oversized tires 6.4-15 inches with a “serrated” tread pattern, and the ground clearance was increased to 220 mm.

Moskvich-412

This is perhaps one of the most famous Soviet rear-wheel drive cars, which became famous for its outstanding sports achievements in many international competitions. The car was produced from 1967 to 1977 at the MZMA / AZLK plant and from 1967 to 1998 at the Izhevsk Automobile Plant.

The "412th" replaced the "Moskvich-408", but in fact it was a modification with more powerful engine. In the early years, it was very actively shipped for export. In 1969, a modernization was carried out, as a result of which the passive safety of the body was strengthened, seat belts were installed, soft interior elements, a 2-circuit brake system and fangs on the bumpers. The new car was designated "Moskvich-412IE".

A characteristic element of the Moskvich-412 was the square headlights manufactured by the GDR, which were also installed on the German Wartburg 353. Based on the basic model, the Moskvich-427 station wagon and the Moskvich-434 van were created.

AZLK-2141

"Moskvich" AZLK-2141 - Soviet and Russian front-wheel drive passenger car with a hatchback body, produced from 1986 to 1998 at AZLK. A total of 716,831 copies of this model were produced.

AZLK-2141 has a layout with a longitudinal arrangement of the power unit UZAM-331.10 and VAZ-216-70, which was paired with a 5-speed gearbox of the original design with primary and secondary shafts located at the same height. As a result, it was possible to reduce the overall height of the power unit and lower the hood line. Along with the base 1.5 and 1.6-liter engines, VAZ and UZAM engines with a volume of 1.7 and 1.8 liters were used.

The car structurally and externally looked like a real breakthrough compared to previous models: a 5-speed gearbox, fourteen-inch wheels, a relatively large wheelbase, a wide hatchback body, a MacPherson-type front suspension and a dependent rear suspension with a stabilizer and Panhard lateral link, rack and pinion steering and integrated "volumetric" plastic bumpers. The body itself was estimated to have a fairly decent aerodynamic coefficient Cx=0.35.

In 1997, the modernization of Moskvich-2141-02 Svyatogor appeared with a more powerful Renault 2.0 liter engine and an updated appearance. Also in 1997, a small-scale M-2141R5 "Yuri Dolgoruky" appeared with a hatchback body extended by 200 mm and a similarly elongated sedan Moskvich-2142R5 "Prince Vladimir".

ZIS-110

This impressive car from the USSR was a real large and solid seven-seater limousine as long as 6 meters and weighing 2.5 tons. Its entire exterior resembled the limousines of the American company Packard.

The ZIS-110 was equipped with an in-line eight-cylinder engine with a volume of 6 liters and a power of 140 hp. with., paired with a 3-speed manual gearbox. The limousine was primarily intended for the top party leadership of the USSR and well-known workers of culture and science. Its production lasted from 1945 to 1961 at the Stalin Automobile Plant. A total of 2089 vehicles of all modifications were produced.

The car was technically fully equipped: a 3-speed gearbox shift lever on the steering column, unusual for Soviet cars, hydraulic valve lifters and a hypoid final drive, which provided the ZIS-110 with a high level of acoustic comfort; independent pivot suspension of the front wheels on double wishbones; luxurious interior equipment, including electro-hydraulic windows, high-end radio, heating and ventilation system.

Main modifications: ZIS-110A - ambulance medical care; ZIS-110B - a phaeton with a folding fabric roof; ZIS-110P - all-wheel drive vehicle; ZIS-115 - armored version.

ZAZ-965A "Zaporozhets"

ZAZ-965A "Zaporozhets" was a real Soviet "people's car", produced at the plant "Kommunar" in Zaporozhye from 1962 to 1969. A total of 322,166 of these vehicles were produced.

It was equipped with a rear-mounted air-cooled engine MeMZ-966 with a power of 27 hp. and a volume of 887 cc. In 1965, due to the new carburetor, power was increased to 30 hp. The car was exported to European countries through the Belgian exporter Jalta, and cars went to Finland under the Yalta brand.

When designing, the Italian Fiat 600 was taken as a basis because of its successful and progressive body structure for mass production. Unlike the Fiat 600 "ZAZ-965A" had a three-volume body type " two-door sedan” with a clearly defined trunk volume of the engine compartment in the form of a “hump” and a large rear window, unified with the windshield.

The suspension was on double trailing arms with two transverse torsion bars as elastic elements. The car rested on the road with the help of 13-inch high-profile wheels, which ensured acceptable cross-country ability. There were also modifications for the disabled and a mail van for collecting letters with a right-hand drive.

ZAZ-966 "Zaporozhets"

The successor to the ZAZ-965A was the model with the index 966, which was produced from 1966 to 1972. ZAZ-966 had an independent front suspension of a parallelogram type, with a guide device in the form of double trailing arms and two transverse plate-type torsion bars as the main elastic element. Also, the "966th" received a new, more advanced rear independent suspension.

Since 1967, the car has been applied updated engine"magpie" with a volume of 1197 cc with significantly better traction characteristics and with increased resources. The body at the rear had characteristic "ears" of air traps to cool the engine compartment. For this element, ZAZ-966 was nicknamed "Eared".

The gearbox with a fully synchronized forward row was successful and reliable, which allowed it to work with more powerful engines. Not very successful design elements included axle shafts with rather “delicate” rubber anthers of internal hinges.

ZAZ-968 "Zaporozhets"

The "968th" model was a further development and modernization of the ZAZ-966, it appeared in 1971 and was produced until 1994. It was also the legendary Soviet car of the I group of a small class.

At first, the ZAZ-968 differed from its predecessor only in other reversing lights. Only in 1973 did the modernized ZAZ-968A model appear, which already had a narrow molding instead of a false radiator grill, new seats, a 2-circuit brake system, a new instrument panel and an ignition lock with an anti-theft device.

ZAZ-968M "Zaporozhets"

In 1979, another upgrade appeared - ZAZ-968M, which had rectangular taillights instead of round ones, a new convex front panel with a median black stripe and the inscription "968M", as well as rectangular direction indicators. In addition to this modification, along with the base one, a 50-horsepower MeMZ-968BE engine was installed.

The engine cooling system was structurally changed, where air began to flow through a stamped grill in the hood cover: the “ears” were replaced with small “gills”, where the right grill was used for air intake, and the left one for exhaust.

VAZ-2101

It was one of the most massive and beloved Soviet small class cars produced at the Volga Automobile Plant. It can be called a real "people's car" of the Soviet era.

VAZ 2101 was the "firstborn" of the classic family of VAZ cars, which was produced until 2012. The production of the 2101 model lasted from 1970 to 1988, and in 18 years 4.85 million VAZ-2101 units of all modifications were produced.

The Italian FIAT 124 was chosen as a prototype for the VAZ-2101, but in the Soviet car they were replaced rear brakes on drums for driving conditions on bad roads, the front suspension was reinforced and completely replaced with a more modern rear suspension, the driveline was modified, the clutch was strengthened and the design of the synchronizers in the gearbox was improved. Modifications have also been made in terms of comfort and safety. V total more than 800 changes were made.

The base model was equipped with a 1.2-liter 62-horsepower engine. The car was also called "Zhiguli", "one" and "penny". The main modifications of the 2101 model can be called: VAZ 21011 Zhiguli -1300 - equipped with a more powerful 1.3 liter 69 hp engine. with some modifications to the body and interior design; VAZ 2102 - station wagon, is a licensed version of the Fiat 124 Familiare with numerous changes and modifications. In total, 666,989 copies of such station wagons were produced. The VAZ-2102 had reinforced suspension springs and shock absorbers, which made it possible to maintain a carrying capacity of 250 kg with two passengers. There was also a version of the electric van VAZ-2102E / 2801 "Electro", produced in the amount of only 47 units.

VAZ-2105

This is a further development of the VAZ-ovskih models of the "classics". VAZ-2105 is the longest produced Soviet car from the Zhiguli family - 31 years from 1979 to 2010. It was also one of the cheapest cars on the Russian market.

VAZ-2105, compared to the "2101", had more angular body shapes, replaced by chrome parts with matte black plastic or painted metal. Here, for the first time, a toothed belt for the timing drive of the engine was used instead of a chain, for the first time, position and fog lights, turn signals, brake lights and reversing lights were combined under one ceiling. In addition, the vents on the side windows were removed, but the side windows were blown and the rear window was heated.

In total, 2,091,000 copies of the VAZ-2105 were produced. V basic configuration a 1.29 liter engine with a power of 63.6 hp was used. with 4 speed gearbox. But there were modifications with a 5-speed gearbox and more powerful engines: 1.45 l - 71.4 hp, 1.57 l - 80 and 82 hp. For law enforcement agencies, they even installed a Wankel VAZ-4132 rotary piston engine - 1.3 liters, 140 hp. For export, VAZ-2105 was shipped under the name LADA RIVA.

VAZ-2106

This is a Soviet-Russian passenger car produced by VAZ from 1976 to 2006. In total, 4.3 million units of this model were produced at different factories during this time, which makes the VAZ-2106 one of the most massive domestic cars in history.

The exterior of the 2106 was designed using black plastics that were popular at the time, with redesigned front fascia, rear trunk panel, bumper, wheel covers, side turn indicators, air vents, and even a factory badge. In the basic configuration, the 2103 engine was used, the working volume of which was increased to 1.57 liters, the torque and power increased by 12% - up to 78 hp.

"Six" became the three and four millionth car produced by VAZ. VAZ-2106 for a long time remained the most prestigious model in the Zhiguli line, having an assessment of a car of increased comfort and reliability.

VAZ-1111 "Oka"

This Soviet and Russian microcar was produced at VAZ, Kamaz and SeAZ from 1987 to 2008, and during this period about 700 thousand copies were produced. The main prototypes that Soviet designers relied on when developing the Oka were Japanese kei cars, such as the Daihatsu Cuore (L55), Subaru 700 and Honda Today.

Engine for VAZ-1111 with a power of 29.7 hp created on the basis of the VAZ-2108 engine, taking the middle two cylinders with pistons moving synchronously. Such an engine was called "half-eighth" unofficially, and according to official documentation, it was assigned the number "1111". The "3-door sedan" body type was self-supporting with box-section front fender mudguards as load-bearing elements.

The cooling system was taken from the VAZ-2108. The original carburetor was used in the power system. Front suspension - type "MacPherson" with anti-roll bar. Rear suspension- transverse flexible beam. The car was put on small 12-inch wheels with three nuts. More than a third of the parts are borrowed from the VAZ-2101, VAZ-2103, VAZ-2108, VAZ-2121.

After the cessation of production of Oka at VAZ in 1995, due to its unprofitability, production was transferred to Serpukhov, where SeAZ-1111 began to be produced at the SeAZ plant, and to Naberezhnye Chelny at ZMA, where KamAZ-1111 was created. A more powerful 0.75-liter 33-horsepower VAZ-11113 engine was already installed on these models - half of the 1.5-liter VAZ-21083 engine.

Production at KamAZ was discontinued in 2006 after the purchase of the enterprise by Severstal-auto, and at SeAZ in 2007, the production of Oka with domestic engine was stopped and completely re-equipped to use a Chinese 3-cylinder 1-liter unit with a capacity of 53 hp. An attempt was also made to produce pickups and vans of the SeAZ-11116-50 family. But in 2008, production was also stopped at SeAZ due to its unprofitability.

UAZ-452

The legendary Soviet cargo-passenger all-wheel drive vehicle produced at the Ulyanovsk Automobile Plant from 1965 to the present. For its external cubic appearance with rounded edges, the UAZ-452 received the nickname "loaf" among the people, and in the cargo onboard version - "tadpole".

UAZ-452, in addition to the basic "van" has a large number different modifications, the main of which are: UAZ-452A - ambulance, which is able to get off-road to the most remote places; UAZ-452V - nine-seater minibus; UAZ-452D - a truck with a double cab and a wooden body.

In 1985, the UAZ-452 and its modifications received new indices. So the all-wheel drive minibus began to be designated - UAZ-2206, and the ambulance - UAZ-3962. On the basis of the UAZ-452, they also created a special armored vehicle for transporting valuables.

UAZ-469

The off-road vehicle UAZ-469 became the successor to the legendary predecessor GAZ-69. It was produced at the Ulyanovsk Automobile Plant for over 30 years from 1972 to 2003. Since 1985, after modernization, the car began to be produced under the symbol UAZ-3151.

As conceived by the designers, the UAZ-469 should be a reliable, durable and all-terrain utility vehicle on the tested units of domestic "GAZ" cars. UAZ-469 had a 5-seater body with a removable canvas top and side glazing, as well as a hinged rear fifth door for loading cargo. The body was mounted on a rigid and durable spar frame.

The ground clearance reached 300 mm for the version with "military" bridges and 220 mm for the civilian "UAZ". Disabled hubs were mounted on the front axle, which made it possible to disable front axle and reduce fuel consumption when driving on the highway. Later, quick disconnect or self-locking clutches began to be used. Since 1983, the engine of the UMZ-414 model with a power of 77 hp was installed on the machine.

The upgraded version of the UAZ-3151 in 1985 additionally had: hydraulic drive clutch deactivation, new lighting devices, windshield washer, high-reliability drive axles, dual-circuit braking system, UMZ-417 engine with increased power up to 80 hp. and a number of other changes.

The main modifications of the UAZ-469 include: UAZ-469B - civil version with a clearance of 220 mm; UAZ-469BG - medical version; UAZ-469AP - Patrol police version with a hard top. UAZ-469 in 2010 set a world record for the capacity of a passenger car - 32 people fit inside it with a total weight of 1900 kg.

IZH-2715

IZH-2715 (or as it was called - "Kabluchok") is a Soviet and Russian utility vehicle mass-produced from 1972 to 2001 at the Izhevsk Automobile Plant. For almost 30 years, cars of this model were produced in 2,317,493 copies.

The truck was created on the basis of Moskvich-412 with a double cab and a cargo van or with a passenger compartment. IZH-2715 in the USSR was the only light delivery vehicle for supplying small trade organizations. Its carrying capacity was 450-500 kg. And because of the frequent use in the transportation of confectionery, IZH-2715 was also called "Pie" and "Pirozhkovoz".

The main modifications of IZH-2715 include: the basic one with an all-metal van, IZH-27151 in the back of a pickup truck with a folding tailgate, and IZH-27156, a six-seater cargo-and-passenger version for short-term transportation of passengers. The car was exported to Latin American countries (for example, to Panama), as well as to Finland under the name "Elite PickUp".

As a power unit, the IZH-2715 was equipped with a standard UZAM-412E engine with a power of 75 hp. and derated - 68 hp in the version for gasoline A-76.

LuAZ-969 "Volyn"

LuAZ-969 "Volyn" was a small Soviet-Ukrainian off-road vehicle produced at a car factory in the city of Lutsk from 1966 to 2002. "969th" was the first "SUV" that could be bought for personal use, because. it was specially created for the needs of the villagers.

The car had a very functional uncomplicated design and the most minimal comfort. It was equipped with two types of MeMZ-969 engines, 890 cm³, 30 hp. and MeMZ-969A, with a volume of 1197 cm³, with a power of 40 hp. The initial serial copies of the LuAZ-969 were only front-wheel drive, but with a power take-off shaft to drive attachments or trailed equipment. The all-wheel drive version of LuAZ began to be produced in 1971.

The body design was semi-supporting with an integrated spar-type frame. The interior layout is even visually strongly shifted forward to ensure constant loading of the front axle in order to provide better traction with the ground. At all-wheel drive modification rotation is transmitted from the power take-off shaft from the gearbox to the rear axle gearbox using a thin shaft that does not have hinges. There was no center differential in the design. Suspension - torsion bar on trailing arms. Drum brakes without booster.

The main modifications include: LuAZ-969A with a more powerful 40-horsepower engine and LuAZ-969M with a new body shape and trim, as well as an updated aggregate.

RAF-2203 "Latvia"

Soviet minibus produced at the RAF Riga Automobile Plant from 1976 to 1997. He successfully replaced his predecessor RAF-977. RAF-2203 became the most massive and almost the only minibus model in the USSR. It was produced at 18 thousand copies a year with a total end result of 274,000 cars of all modifications.

The minibus, according to the original plan of the designers, was to be completely unified with the units of already existing Soviet cars. The main elements are taken from the Volga GAZ-24, wheel caps from the GAZ-21, dashboard from the GAZ-24, chrome mirrors and taillights from the Moskvich-412 car.

As a power unit, an engine from the Volga GAZ-24 was installed, which was located in the cabin between the front seats. The front suspension is independent, spring, transverse levers. Shock absorbers are hydraulic, telescopic, with reinforced springs. The rear suspension is dependent, on semi-elliptical longitudinal leaf springs. The salon was divided into two compartments: for the driver and front passenger, who sat on the covers of the front cole and the passenger compartment for 10 seats with a passage to the rear row of seats.

The main modifications of the RAF-2203 include: RAF-2203 a basic passenger minibus for 10 seats, an ambulance car - RAF-22031 with several subsequent upgrades, a fixed-route taxi - RAF-22032 with a derated ZMZ-2401 engine, as well as specialized minibuses of the RAF traffic police -22033 and fire command vehicles RAF-22034. In total, more than 90 different modifications were produced on the basis of the RAF-2203.

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

GAZ A (1932)

GAZ A - is the first mass passenger car of the USSR, is a licensed copy of the American Ford-A. The USSR bought equipment and documents for production from an American company in 1929, 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 ordered to hand over the car to the state and purchase a new GAZ-M1 with a surcharge.

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

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

When adapted 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, an almost exact copy of the Buick-32-90, which by Western standards belonged to the upper-middle class.

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

Due to the fact that the Buick body no longer corresponded to the fashion of the mid-30s, it was redesigned at ZiS. 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)

First Soviet subcompact car, the development was based on the "Ford Prefect".

Stamps were made in the USA and body drawings were developed according to the models of a Soviet designer. In 1940, the production of this model began. It was thought that the KIM-10 would become the first "people's" car of the USSR, but the Great Patriotic War prevented the plans of the USSR leadership.

"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, but there were no complaints from it in those years, 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 - until 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 relies as much as possible on the units and technologies already mastered in production. "ZiM" was not a copy of any particular foreign car, neither in terms of design, nor, in particular, in the technical aspect - in the latter, the plant's designers even managed to some extent "say a new word" within the global automotive industry

"Volga" GAZ-21 (1956-1972)

The passenger car of the middle class 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 is originally GAZ-M-21, later (since 1965) - GAZ-21.

By the time mass production began, by world standards, the design of the Volga had already become at least ordinary, and it no longer stood out against the background of serial foreign cars of those years. Already 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 appearance and design of the car were quite standard for this direction, the technical characteristics were also approximately average. Most of the "Volga" was not intended for sale for personal use and operated in taxi companies and other government organizations).

"Seagull" GAZ-13 (1959-1981)

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

"The Seagull" was created with a clear focus on the trends of American style, like all GAZ products of those years, but was not a 100% "stylistic copy" or Packard's modernization.

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

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

Both sedans and convertibles "Chaika" were used in parades, served at meetings of foreign leaders, prominent figures and heroes, 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)

Copying American design on different Soviet factories led to the fact that the appearance of the ZIL-111 car was created according to the same samples as the "Seagull". As a result, outwardly similar cars were simultaneously produced in the country. ZIL-111 is often mistaken for the more common "Seagull".

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

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

ZIL-114 (1967-1978)

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

In total, 113 copies of the government limousine were assembled.

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 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 transporting the first persons of the country. ZIL - 115 could become a shelter in case of a nuclear war. Of course, he would not have survived 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 NAMI Automobile Institute. The first samples received the designation "Moskvich-444", and already differed significantly from the Italian prototype. Later, the designation was changed to "Moskvich-560".

Already at the very early stage of design, the car differed from the Italian model by a completely different front suspension - as on the first Porsche sports cars and the Volkswagen Beetle.

ZAZ-966 (1966-1974)

The 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, introduced at the end of 1959.

VAZ-2101 (1970-1988)

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

By agreement of the Soviet Foreign Trade and by 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 been subjected to major changes. In total, over 800 changes were made to the design of the Fiat 124, after which it received the name Fiat 124R. "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 body type sedan. It was developed jointly with the Italian company Fiat on the basis of the Fiat 124 and Fiat 125 models.

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

The history of the automotive industry began in 1924. Then, for the first time, people saw the miracles of the domestic auto industry: a dozen brand new trucks of the AMO-F15 model drove through Red Square, demonstrating their power and strength. And they were born by the world famous company ZIL. Of course, then it was almost at the zero level of development, but, with the development of the USSR, the strength of the company was also growing stronger.

But, nevertheless, cars became the main achievement of the Soviet master mechanics. So the first batch for real domestic cars consisted of 370 copies of NAMI-1. This beauty accelerated the speed to 70 km / h. An ordinary Soviet person could only dream of such a car, so they were driven by representatives of the authorities. By the way, the design and mechanics of NAMI-1 were completely developed by the specialists of the Spartak plant.

In 1929, the car was modernized: now the model had a speedometer, a boosted engine and an electric starter was installed. But the prototype of the legendary Ford came out only in 1935. This car accelerated the speed to 90 km / h. Knowledgeable people also called her "constructor for adults", since the car car GAZ-A consisted of 5450 parts.

The same complexity was the prototype of the American "Buick -32-90" - Leningrad-1.

And now let's move on to a significant year for the automotive industry of the USSR - 1944. It was then, a year before the end of the war, that the world-famous, legendary "Victory" was developed.

There are legends that at first they wanted to call it "Motherland". When the documents were sent for approval, he asked: “Well, how much will we have a Motherland?” After that, the car was immediately renamed. But back to the car itself. Already in 1954, more than 236 thousand copies were produced. She was very popular among the people. Behind her stood in line to buy for years, and those who managed to buy her called her affectionately - a swallow. It was equipped with a fairly powerful six-cylinder engine.

The rarest modification - a convertible victory - now costs more than 100 thousand dollars, and is in demand among collectors.

Along with the “Victory”, the beloved “Moskvich” was born, to which the Soviet witty people also gave the name - “assemble it yourself”. It constantly broke down, but at the same time, having a Moskvich was as prestigious as having a Pobeda. It was this model that was equipped with brand new foreign engines. When the Iron Curtain fell, our automotive companies began to actively cooperate with foreign ones, which gave good results. The maximum speed of the native Moskvich is 105 km / h.

There are two cars to which my heart belongs and will belong - these are the Volga and the Chaika. I think the majority of Soviet people have the same emotions. Yes, of course, now a lot modern cars with cool bells and whistles, great speed, etc. But when you sit down in a comfortable, eye-pleasing interior of the Volga, you feel like a person. No wonder the first people of the country drove these cars.

But the little "Zaporozhets" always evoked a smile. This ray of light from 1963 cost 1,200 rubles. Despite its small size, there was just a huge queue for it. It was the first car that was truly made for the common people. My grandfather also had a Zaporozhets. He affectionately called him a donkey. Why are you asking? And because there was almost no space in the trunk, so half a ton of potatoes, things to the country, suitcases, bicycles, a haystack, eleven kilograms of apples, etc. loaded onto a lattice stand on the roof of a small "Zaporozhets". That's why the donkey.

Of course, the Soviet auto industry has continued to this day. USSR engineers gave an excellent start to the future. If not for them, we would now have to buy only foreign-made cars, and they are unlikely to withstand trips to the country, seeing off relatives to the station, and a real, Russian, soulful wedding. And finally, a small bearded anecdote about the domestic automotive industry: “Do you know why Zaporozhets has a trunk in the front? And all so that things are not stolen at such a speed!

At the end of 1960, the Zaporozhye plant "Kommunar" produced the first series of cars "Zaporozhets". The dream of a "people's car" has become a reality. The Soviet automobile industry fulfilled the dreams of both a peasant car and a car for the party elite.

Zaporozhets

Since the mid-1950s, people's requests for a compact, inexpensive "people's" car have become more and more widespread. The task of creating one was set by the state economic planning authorities for development in the period 1959-1965. It was decided to take the Fiat 600 as the basis for the future car. It must be said that the “humpback” was not a blind copy of the Italian small car. Many structural units have undergone significant changes. ZAZ 965 became a real "people's car", "starred" in such films as "Three plus two", "Queen of the gas station" and many others. A “humpback” appeared even in the cartoons “Just you wait” and “Vacation in Prostokvashino”.

The Ukrainian auto industry, having experimented on the "humpbacked" "Zaporozhets", which was a replica of the six hundredth Fiat, during the years of Brezhnev's rule released new model, an almost full-fledged, but very compact sedan, similar in appearance to the Chevrolet Corvairс. Distinctive feature the car became large air intakes, which the people immediately dubbed ears, from which ZAZ 966 got its nickname. In later models, the "ears" were cropped, but the nickname remained. "Eared" was the first car of Vladimir Putin, a 19-year-old law student won his first car in the DOSAAF lottery.

ZIL-111

"Catching up and overtaking America" ​​was the main goal in the development of Soviet industry in the 1950-60s. This trend also affected the domestic auto industry, especially its representative segment. The first secretary of the CPSU, Nikita Khrushchev, wanted the same car as the American president, only better. By the end of the 50s, the “Stalinist” ZIS-110, which had served faithfully for 13 years, became obsolete and ceased to suit immediately for several reasons. Firstly, it did not outwardly correspond to the trends in the development of auto design, and secondly, the ZIS-110 was not a piece, it was produced on an assembly line and filled taxi fleets. It is clear that the head of the Soviet Union could not drive the same car with mere mortals. An order was given for the production of a new executive car; the result of this order was the ZIL-111. Suspiciously similar to the American Cadillac, Zil-111 combines all the best that the auto industry could give: automatic transmission push-button gears, power windows, a V-shaped eight-cylinder engine, power steering, a four-headlight lighting system and an executive seven-seater saloon. During the production of the model, only 112 cars were produced. An interesting fact: when the production of executive cars "Huntsy" began in China, the design of the ZIL-111 was taken as the basis.

"Gull"

The most beautiful car of the Soviet Union, the "Seagull" was the most massive Soviet executive car. As part of his appearance the car was a compilation design solutions American car industry, the so-called fin style, or "Detroit Baroque". "The Seagull" can be attributed to centenarians Soviet car industry: cars were produced from 1959 to 1981. The heads of ministries and departments, the first secretaries of the republican communist parties, the ambassadors of the USSR abroad traveled on the "Seagulls". In addition, several special modifications of the car were produced: filming, semi-phaetons, the case of the production of a railway railcar based on the GAZ-13 is also known.
Immediately after the start of the release of "Seagulls", a "hunt" began for them - elegant, comfortable car seduced party functionaries, but the obsolete ZiM remained the main member carrier. A way out was found: at one of the defense plants, the front and rear parts from Zim were welded to the body of the Chaika. In practice, a camouflaged car of a high level of comfort was obtained, popularly nicknamed "Oslobyk". "The Seagull" for a long time was inaccessible to the mass buyer, after two overhauls it was supposed to be disposed of. Only in the 70s, Brezhnev allowed to make money on the "Seagulls": the cars began to be widely used by registry offices, served by Intourist, diplomatic missions of foreign countries, ministers, military parades, Soviet ambassadors abroad and stars visiting the USSR.

"Volga"

Volga should be black. The black 24th Volga was a symbol of an entire era, which is not surprising - the car was produced from 1970 to 1992. This car was an indicator of well-being and the cherished dream of every Soviet citizen. The mass sale of the Volga into private hands, however, was never envisaged: most of the cars were distributed to government agencies, taxi companies and for export. Only very wealthy people could afford the Volga, in comparison with the “popular” Moskvich and Zhiguli, nomenclature cars were very expensive. "Volga" was produced in several modifications, the most common was, of course, a sedan. There were fewer station wagons, and almost all of them went to the needs of the national economy, so for a long time they could be bought either in Beryozka chain stores for checks, or received on an individual order.

VAZ 2101 ("Penny")

VAZ 2101, "Kopeyka" - a legendary car, the most people's car in USSR. The Italian Fiat 124 was taken as the prototype of the first Zhiguli model. True, the Italian was significantly improved, more than 800 changes were made to the Fiat design.
"One", as the people at first lovingly called the VAZ 2101, was a revolutionary car for Soviet motorists. The level of execution and assembly of cars was at a very high level. Suffice it to say that many of the changes made by Soviet designers were used later in the production of cars in Italy. "Kopeyka" was a favorite car not only in the Soviet Union, but also in the countries of the socialist bloc. In Cuba, to this day, "penny limousines" are used as fixed-route taxis. In 2000, according to the results of a survey of almost 80 thousand motorists from Russia and the CIS countries, conducted by the magazine Za Rulem, the VAZ 2101 was recognized as "the best Russian car of the century."

VAZ-2108 ("Chisel")

"Eight" was the first front-wheel drive Soviet car. For the domestic automotive industry, it was a revolutionary model. Before that, all Zhiguli models were exclusively rear-wheel drive. Some components and assemblies of the VAZ-2108 were developed jointly with Western companies Porsche and UTS. The amount of the contract between the Minavtoprom and Porsche is unknown. However, it is rumored that sharpening the "chisel" allowed the company to build a full-size wind tunnel to replace the wretched climate chamber. For its unusual shape, the “eight” was immediately dubbed the “chisel” by the people, however, despite the nickname, the car “took root”. The "eight" (and later the "nine") deserved special popularity during the years of perestroika among representatives of the underworld. Frisky front-wheel drive cars with "predatory" outlines - perfect car"brothers".

VAZ 2121 "Niva"

The task of making a Zhiguli all-wheel drive car was set for VAZ by Alexei Kosygin, Chairman of the Council of Ministers of the USSR. The task was not easy, but they did it even better than well. Niva became the world's first small SUV. In fact, it was with the Niva that the era of crossovers began. In addition, the Niva was the first car with permanent all-wheel drive. decision on permanent all-wheel drive was adopted by the designers because of the economy, in order to reduce the load on the transmission: when assembling the first Soviet jeep, parts from passenger cars Zhiguli were used. "Niva" became a very successful model and enjoyed well-deserved love not only in the USSR, but abroad. The export versions of the Niva were thoroughly tuned, the price for them abroad was comparable to the price of the Mercedes, the demand was no less. "Niva" was successfully sold in more than 100 countries of the world, it was assembled in six countries: in Brazil, Ecuador, Chile, Panama, Greece, Canada. In many countries there are still Niva clubs, and in England Niva fans even publish their own magazine.