In this article, we would like to talk not only about how well-known models were created, but also about those machines that did not become “classics” of the domestic automotive industry
The history of the "Lada"
Like any relatively young company, AvtoVAZ is experiencing a novice complex. The entire chronology is 45 years old! And cars worthy to be inscribed in history are listed on the fingers of one hand. Everything is wrong at the same time …
The choice
Much has been written about how an agreement was reached with Italians. Much less is known about the underwater currents that accompanied the choice of the firstborn. In particular, about the “front-wheel drive lobby” from the NAMI Institute, which included the notorious apologist for such an arrangement, Boris Fitterman. Yes, and regarding the Fiat model, opinions were divided. So, NAMI chief engineer Pavel Taranenko still believes that the Fiat 125 would be the best choice for our country. It seems to be the same car, but … "A class above!" - Taranenko insists. Indeed, it is interesting to understand how the 125th differs from the 124th. And even more interesting - why the Italians shoved the 124th in Togliatti and left the 125th for the Polish FSO. However, as you know, big politics has always been a shadow behind large projects between the West and the socialist camp …
Fiat 124
Externally, the Fiat 124, except, of course, the emblem, can be distinguished from the "penny" in a different form of fangs on the bumpers and protruding door handles Externally, the Fiat 124, except, naturally, the emblem, can be distinguished from the "penny" in the other form of fangs on the bumpers and protruding door handles door handles
And here are the memoirs of Alexander Dekalenkov, a member of the Soviet commission on the so-called “Car No. 2” (by the way, it was he who proposed the idea of a VAZ trademark - the letter “B” in the shape of a boat under sail): “As part of the contract with Fiat, I proposed model 124 in as car No. 1 and model 125 as car No. 2. But the “125s” were abandoned because it was built on a different platform. But we needed maximum unification.”
Fiat 125
The differences between the Fiat 125 (top) and Fiat 124. The first had a wheelbase of 2505, the second - 2420 mm. In addition, the Fiat 125 rear suspension was spring, in contrast to the spring suspension on the 124th. Differences between the Fiat 125 (above) and Fiat 124. The first had a wheelbase of 2505, the second - 2420 mm. In addition, the Fiat 125 rear suspension was spring, in contrast to the spring on the 124th
Fiat 124
How diverse the points of view are, the following story shows. Alexander Andronov, a participant in negotiations with Italians, testified that almost a diplomatic war unfolded over an engine with a camshaft in the head of the block. Dekalenkov claims that Fiat did not hide anything and even proposed at first to install equipment for the manufacture of the old motor in Tolyatti and to replace it with a new one for free when the entire cycle of fine-tuning the “top” engine is completed. In addition, the Italians handed over documentation to the VAZ for a 1, 500 cm 3 engine with two overhead camshafts, with an eye to creating the VAZ-2103.
The history of the "Lada"
Fiat 124 Special very much resembled “Car No. 2”, which is interesting, not only with external innovations, but also with the design of the rear axle Fiat 124 Special very much resembled “Car No. 2”, which is interesting, not only with external innovations, but also with the design of the rear axle
The history of the "Lada"
The model of “Car No. 2”, made at the Fiat Style Center in 1967, had a solid grille. However, at the subcontractor, DAAZ, it did not fit in a galvanic bath, and on the VAZ-2103 it was made up of two parts. The model of “Car No. 2”, made at the Fiat Style Center in 1967, had an integral radiator grille. However, at the subcontractor, DAAZ, it did not fit in a galvanic bath, and on the VAZ-2103 it was made a two-piece composite
The history of the "Lada"
VAZ-2103 has a larger trademark compared to VAZ-2101. The Italians distorted their shape at their discretion, without consulting with VAZ designers. At VAZ-2103, the trademark was larger in comparison with VAZ-2101. Italians distorted its shape at their discretion, without consulting with vazovskimi designers
Yet Fiat still had to choose. To substantiate the arguments, NAMI conducted comparative tests of seven cars: Moskvich-408, Ford Taunus 12M, Morris 1100, Peugeot 204, Renault R16, Skoda MB1000 and, for no reason, the "eared" Zaporozhets.
When the collegium of the Ministry of the Automotive Industry decided the question of which car to take as a prototype, Vladimir Novikov, deputy chairman of the USSR Council of Ministers, arrived. And opinions on the board were divided.
By that time, Italians had already managed to warmly welcome someone. For example, the future general director of the Volga Automobile Plant Viktor Polyakov, and some others. Who visited for a week, who for six months. No wonder there was no unanimity. But Fitterman did not give in to anything: objectively, the Renault R16 was better. For some time Novikov suffered enmity, then became angry and, slamming the door, left the college. Director NAMI Khlebnikov then retold the dialogue with Brezhnev. When the Minister of the Automotive Industry Tarasov reported to Leonid Ilyich, the Secretary General said that even if the US believes that Renault is better, we will take Fiat: "The Italians are closer to us than the French." In Fitterman’s recollections, this fact turned into a mythical dialogue between an ordinary engineer and the secretary general: “You, comrade, do cars, and we will do politics!” However, this is just the story in which mythology is closely adjacent to the truth.
Anatoly Alexandrovich Zhitkov, general director of the AvtoVAZ production association, summed up the choice of the Soviet side: “We compared Fiat with Peugeot and Renault - we would have to fundamentally process the technology of the latter: it was designed for a smaller output.”
Test
The outstanding automobile designer Dante Dzhakoza left such recollections: “The 124 tests were also carried out in Russia and proved to be very useful for adapting the car for the needs of this vast country. The tests that took place at a special training ground near Moscow on a huge piece of land were incredibly tough."
And he knew what he was writing about. The first samples that arrived in our country in July 1966 scattered on the roads of the Dmitrov landfill after 5 thousand km. The Italian delegation rushed in a panic. Dzhakoza felt fingers Russian cobblestones on the "Belgian pavement". A week later, Taranenko was summoned to the ministry: “Within two weeks, draw up documentation on polygon profiles for transfer to the Italians!” The latter built our Belgian at her factory in Mirafiori without delay.
Fiat 124
Improved Fiat 124 samples passed at the NAMI range from November 17 to December 10, 1966, 12 thousand km (8 thousand - light cobblestones, 2 thousand - heavy and 2 thousand more - dirt roads) Advanced Fiat 124 samples passed at the NAMI range from 17 November to December 10, 1966, 12 thousand km each (8 thousand - light cobblestones, 2 thousand - heavy and another 2 thousand - dirt roads)
Modified cars (they were designated by US with serial numbers 7, 8 and 9) arrived in the USSR promptly, in November 1966. Their body was significantly strengthened. After 12 thousand km of road tests, the bodies of samples No. 7 and No. 8 gave only five cracks versus 17 at No. 5 and 24 at No. 4 (samples No. 6 and 9 were intended for laboratory tests). By the way, a crack 150 mm long was revealed at one of these mongrels at the junction of the roof with the central pillar of the body, and then the pillar came off.
Fiat 124
On the 13th thousand kilometers on Fiat No. 8, the eye of the right lower front suspension arm broke down On the 13th thousand kilometers on Fiat No. 8, the eye of the right lower front suspension arm was broken
The Italians also changed the design of the rear axle beam (on the former, the crankcase burst and cracked mounts of the reaction rod).
And all the same, there were comments, and not all of them were determined by the features of exploitation in the USSR. So, rubber buffers of the front suspension constantly flew. During compression, in contact with the upper arm due to an ill-considered arrangement, they were loaded not only on compression, but also on shear.
The stumbling block was the brakes. The Italians, apparently, were very proud of the “124th” rear disk units and stubbornly refused to replace them with drum units, despite the fact that under our conditions the brake linings of the first were worn out in just 400 - 800 km. The massive "death" of overlays began in the winter, when the roads of the landfill were sprinkled with sand. Thrown out from under the front wheels, he fell on the rear brakes. The mud shields proposed by the Italians did not help. The sentence to the rear disc brakes was pronounced in 1968 after comparative tests with the Autobianchi Primula, Fiat 1500 and Peugeot 204.
Second model
“Car No. 2” is not a VAZ-2102 station wagon, launched into production on April 27, 1971, but a VAZ-2103, also almost entirely Italian. Rumors that the "treshka" is not a Soviet car crawled almost from the very beginning, but only the insiders owned the details.
The history of the "Lada"
The Italians themselves offered the station wagon based on “Automobile No. 2”, but the VAZ did not interest this option.
The demonstration model of the second car was built by Italians in 1967. He still had protruding door handles. But in October 1968, the Fiat 124S premiered with a four-beam front end design very similar to “Car No. 2”, recessed handles and bumpers with high fangs. Both the handles and fangs migrated to the VAZ-2101. Moreover, it is unclear whether they were the proposal of the Italian side or the result of the persistence of our engineers.
VAZ-2102
The AvtoVAZ’s second model, VAZ-2102, actually passed in agreement with Fiat just as a modification of the first AvtoVAZ’s second model, VAZ-2102, actually passed in agreement with Fiat just as a modification of the first
Since the documentation for the VAZ-2101 had been approved by that time, new proposals were also being implemented on Car No. 2. The choice of engines should be attributed exactly to the persistence of the VAZ employees (initially only two units were offered). We decided to form a line of motors so that they fell into the rally classes "1300" and "1600". From an engine of 1197 cm 3 intended for VAZ-2101, later an increase in cylinder diameter from 76 to 79 mm resulted in an engine with a volume of 1293 cm 3, and from a motor of 1451 cm 3 for "Automobile No. 2", a power unit with a volume of 1568 cm 3 was made in the same way. This will give the plant a couple of new models - 21011 and 2106 (which are more correctly considered only modifications of “Car No. 1” and “Car No. 2”).
The history of the "Lada"
After the “penny” underwent a light facelift in 1974 (pictured VAZ-21011) … After the “penny” underwent a light facelift in 1974 (pictured VAZ-21011) …
The history of the "Lada"
… more than once attempts have been made to further refine it … … more than once attempts have been made to further refine it …
The history of the "Lada"
… True, without much success. … True, without much success.
Serial production of the VAZ-2103 began in the IV quarter of 1972. Interestingly, both the VAZ-2101 and the VAZ-2103 passed interdepartmental tests already … after the start of industrial production. Affected by the hectic pace of implementation of these machines.
The history of the "Lada"
The VAZ-2106 was initially called the VAZ-21031 - by analogy with the VAZ-21011. Design since 1974 was developed by V. Antipin (front of the body) and V. Stepanov (rear). However, the plant was preparing to report to the XXV Congress of the CPSU with the release of the "new model", and 21031 was quickly renamed. The first commercial vehicles left the assembly line on February 21, 1976, to last 30 years in production! The VAZ-2106 was initially called the VAZ-21031 - by analogy with the VAZ-21011. Design since 1974 was developed by V. Antipin (front of the body) and V. Stepanov (rear). However, the plant was preparing to report to the XXV Congress of the CPSU with the release of the "new model", and 21031 was quickly renamed. The first commercial vehicles left the assembly line on February 21, 1976, to last 30 years in production!
The history of the "Lada"
"Six" sold pretty well abroad. For export to Canada, a special version was created, homologated according to local requirements. It was distinguished by wide “Niva” bumpers with integrated sidelights … “Six” sold quite well abroad. For export to Canada, a special version was created, homologated according to local requirements. It was distinguished by wide “Niva” bumpers with integrated sidelights …
The history of the "Lada"
… By the way, according to one legend, just such a machine, additionally decorated with a “seven” radiator lining, was presented to L. I. Brezhnev. … By the way, according to one legend, just such a machine, additionally decorated with a “seven” radiator lining, was presented to L. I. Brezhnev.
Captive body
The first five VAZ-2105 samples were assembled in the Office of the AvtoVAZ Chief Designer for the new, 1977th year. When the plant launched the production of the VAZ-2105, the correspondent of the famous youth magazine went to talk with the head of the department of art designing Mark Demidovtsev. The room where the projects were shown to high-ranking officials was nicknamed the “Greek Hall” with the light hand of factory wits. Everyone was hearing Raikin: “In the Greek hall, in the Greek hall …” Without knowing this, the correspondent described: “We are walking with Mark Vasilyevich in the main hall of the Style Center. As if in a wax museum, full-size plasticine mock-ups of future cars froze here.”
Demidovtsev told the journalist how difficult it is to change something in the shape of a car under the conditions of severe technological limitations and highly specialized equipment: “Say, we would like to draw a roof contour line differently and differently. It seems a trifle, a trifle. But this line breaks us all production.”
The history of the "Lada"
Initially, they wanted to save money on the “five” and install four round optical elements instead of rectangular block headlights. But prudence in the higher echelons nevertheless prevailed. Initially, they wanted to save money on the “five” and install four round optical elements instead of rectangular block headlights. But prudence in the upper echelons still prevailed
The history of the "Lada"
The project of deep modernization of the VAZ-2101, prepared by designer V. Pashko in 1975. The symbol is VAZ-2101-80. The number "80" indicated the year in which the car was supposed to be launched in the series VAZ-2101 Deep Modernization Project, prepared by designer V. Pashko in 1975. The symbol is VAZ-2101-80. The number "80" indicated the year in which the car was supposed to run in series
The history of the "Lada"
VAZ-2105, 1980. Leading designer - V. Kvasov, designer - V. Stepanov. For the first time in the USSR, halogen lamps and a headlight hydrocorrector, interior mirrors adjustable from the passenger compartment, rear window heating, a timing belt for a camshaft drive, and also polyurethane seat cushions instead of a VAZ-2105 coconut tow purchased for currency were used on the machine. Leading designer - V. Kvasov, designer - V. Stepanov. For the first time in the USSR, halogen lamps and a headlight hydrocorrector, interior mirrors adjustable from the passenger compartment, rear window heating, a timing belt for a camshaft drive, and also polyurethane seat cushions instead of a coconut tow purchased for currency were used on the machine
It is interesting that the Fiat, whose hands were not so tied, perfecting their classic-style car, followed the same logic as the designers of AvtoVAZ. And they turned out the Fiat 131 Mirafiori, in which all the exterior body panels are different, and we have a VAZ-2105, which has not changed so dramatically on the exterior. However, first things first.
Fiat 131 Mirafiori
The Italians in the early seventies ennobled their 124th. But unlike vazovtsy they completely changed the external body panels. Fiat 131 Mirafiori also had a completely different interior, something similar, by the way, with the VAZ-2105 Italians in the early seventies ennobled their 124th. But unlike vazovtsy they completely changed the external body panels. Fiat 131 Mirafiori also had a completely different interior, something similar, by the way, with the VAZ-2105
Fiat 131 Mirafiori
Fiat 131 Mirafiori also had a completely different interior, something similar, by the way, with the VAZ-2105 Fiat 131 Mirafiori also had a completely different interior, something similar, by the way, with the VAZ-2105
The history of the "Lada"
The head of the bureau A. Kuznetsov, as well as V. Pleshanov, were engaged in the VAZ-2105 interior. The new dashboard was designed by V. Orlets, and V. Novikova was responsible for the all-molded upholstery of the ceiling and doors, seats, rugs and rear shelf. The development of ergonomics on the landing layout was led by I. Galchinsky, who later went to ZAZ as the chief designer - he was the author of the ZAZ-1102 Tavria style. The head of the bureau A. Kuznetsov and V. Pleshanov were engaged in the interior of the VAZ-2105. The new dashboard was designed by V. Orlets, and V. Novikova was responsible for the all-molded upholstery of the ceiling and doors, seats, rugs and rear shelf. The development of ergonomics on the landing model was led by I. Galchinsky, who later went to ZAZ as the chief designer - he is the author of the ZAZ-1102 Tavria style
A deep modernization of the VAZ model matured by the mid-1970s. Not only restyling was required, but also an improvement in the design, bringing it in line with the new standards for passive safety and exhaust toxicity. This meant that we needed a new carburetor, energy-absorbing bumpers, safety steering wheel and dashboard, new tires, and, of course, down the window. At the same time, the floor, the power frame of the body (including all door and window openings) and the roof were left unconditionally. Their change would entail the replacement of a significant part of the stamp fleet and the reconfiguration of the welding lines.
The history of the "Lada"
From left to right: Deputy General Director Vladimir Akoyev, chief designer Georgy Mirzoyev and chief designer Mark Demidovtsev in the “Greek Hall” at the VAZ-2105 technical council From left to right: deputy general director Vladimir Akoyev, chief designer Georgy Mirzoyev and chief designer Mark Demidovtsev in the “Greek hall” at the technical council for VAZ-2105
The terms of reference for the new car was formulated on August 28, 1976. The 92nd workshop of the UGK (Style Center) had to endure a difficult battle with the leadership. The general director insisted: “Enter the old headlights! The Czechs will not have time to master new ones!”Nevertheless, the technical council and the interagency commission approved the appearance with rectangular block headlights, developed by designer Vladimir Stepanov.
In addition, the “five” was supposed to have a luxury version - VAZ-2107. The leadership directly set the task: to make the Russian Mercedes. Suffered, of course, pretty much, but did.
With a German accent
Around 1977, Fiat came up with a proposal to AvtoVAZ to develop a new classic-style car based on old units and technologies. On the sketches, the car resembled the Polonez hatchback - a deep processing of the Fiat 125P.
However, the conviction was already ripening at VAZ that the future was in front-wheel drive models. And partly this was prompted by cooperation between AvtoVAZ and Porsche, which began in 1976. This company has long been interested in working with the USSR. An agreement was reached under the auspices of the State Committee for Science and Technology (SCST). According to some reports, as part of a three-year cooperation, Porsche was supposed to receive 500, 000 Deutschmarks annually from our side.
Содержание договора формулировалось как «Проведение конструкторских и опытных работ, оказание консалтинговых услуг Волжскому автомобилестроительному заводу в рамках договора с объединением „Внештехника“, Москва, №90128».
История «Жигулей»
Автомобиль, предложенный Porsche в апреле 1979 года, отличался отсутствием хромированного декора… Автомобиль, предложенный Porsche в апреле 1979 года, отличался отсутствием хромированного декора…
История «Жигулей»
Слава богу, руководству АВТОВАЗа хватило ума от него отказаться и собственными силами разработать люксовую модификацию «пятерки», получившую индекс ВАЗ-2107 Слава богу, руководству АВТОВАЗа хватило ума от него отказаться и собственными силами разработать люксовую модификацию «пятерки», получившую индекс ВАЗ-2107
В числе прочего немцы выработали предложения по улучшению ВАЗ-2103 (Lada 1500). Они затронули стилистическое обновление экстерьера и интерьера с учетом новых директив по безопасности и снижению внутреннего и наружного шума (воздушного и корпусного шума, шума шин и двигателя), предложения по настройке ходовой части, мероприятия по антикоррозионной защите кузова, работы по улучшению двигателя (с возможностью эксплуатации в Европе), а также разработку проекта для центра акустики.
История «Жигулей»
А вот интерьер от Porsche косвенно пригодился. Его мотивы отчетливо прослеживаются в салоне «семерки». Кстати, форма рулевого колеса схожа с баранками, устанавливаемыми в те времена на знаменитых немецких спорткарах А вот интерьер от Porsche косвенно пригодился. Его мотивы отчетливо прослеживаются в салоне «семерки». Кстати, форма рулевого колеса схожа с баранками, устанавливаемыми в те времена на знаменитых немецких спорткарах
История «Жигулей»
Кстати, форма рулевого колеса схожа с баранками, устанавливаемыми в те времена на знаменитых немецких спорткарах Кстати, форма рулевого колеса схожа с баранками, устанавливаемыми в те времена на знаменитых немецких спорткарах
Развернулось настолько плотное сотрудничество, что из Тольятти в Германию начал курсировать заказной автобус Ikarus, доставлявший специалистов. К слову, в ту пору на Porsche, помимо известного главного дизайнера Анатолия Лапина, работал нынешний шеф-стилист Ford Мартин Смит. Он, в частности, делал эскизную проработку перспективного семейства автомобилей для АЗЛК, правда, уже по линии «Автопромимпорта». Дальнейшие отношения между Porsche и АВТОВАЗом вылились в создание волжских моделей переднеприводного семейства - ВАЗ-2108/09, а также ВАЗ-1111 «Ока». Но это уже совсем другая история…
