This year marks 45 years since the founding of the Volga automobile plant. This date he notes the termination of production of the latest model of the classic layout. Ended a long and bright era.
The idea of building an unparallely automobile factory was born at the top. It was initiated by the Chairman of the Council of Ministers of the USSR. N. Kosygin, who was supported by Brezhnev himself. There was an increase in the number of unfunded money, and the mass car could have become a necessary wand-a taxon: citizens would gladly give back their savings. In addition, a modern, demand-abroad car was supposed to correct the country's export position, which bought more for the currency than it sold. The search for partners was conducted without undue publicity. Even the KGB, in particular L. He is a correspondent of Izvestia, a correspondent of Izvestia in Italy, and a staff member of the all-powerful committee. The choice fell on the FIAT concern-he offered the most advantageous conditionsIn Italy, with its traditionally strong left-wing movement, there was a general strike at that time, and the contract with the Council helped to rule out the financial situation of the concern. In the USSR, it was of course taken into account that in 1966, FIAT-124 became a car of the year in Europe. The Soviet delegation examined a model number of FIATs, 1966. The agreement was signed in Moscow on August 8. The document was signed by the head of the World Federation of Automobile Manufacturers of the USSR, and the Minister of Automotive Industry of the USSR. M. Tarasov. The plant decided to build on the banks of the Volga River (the presence of the river solved many transport problems), in the young city of Tolyatti. In the past, Stavropol-on-Volga, partially flooded after the construction of the Stavropol-but the city was built almost over again. One reason for choosing a site was the presence of powerful construction organizations. Soon, the Soviet Union brought several [ [ FIAT-124 vehicles]] that went to comprehensive testsThey were driven all over the country, from Crimea to Vorkuta, where they were, of course, delivered by rail. The work was carried out on the not to the end of the Dmitrovsky range. As a result, the birth of FIAT-124R (R is Russia), which is markedly different from the standard "Italians". CONSTRUCTION VAZ-2101 was different from that of FAT only by the more massive fangs of bumpers, drowned by doorknobs and, of course, emblems. But a Russian car bomb was largely different. In the early 1970's, VAZ-2101 was a modern car: disc brakes on the front, spring-loaded rear suspension. There was no technical revelation in the mid-1960's. Classic linkage, hovering rear wheel suspension, four-stage gearbox is no better than most competitors. The lower-location engine was also in line with the trends in the mass-market vehicleBut the VAZ-2101 engine, while retaining the volume of the Fiat engine, received a different center-centre distance and the upper part of the block-at this novelty the Soviet delegation visited Italian factories and noted that FIAT was actively developing engines with upper ramms. This innovation will then be severely affected by the reputation of Wazovs cars, when the breakup will become massively out of order-the problem will not be solved in a single year. In the meantime, the construction of the tender 124 is being actively processed under the harsh Soviet life. The conditions of operation of the machine were assumed to be tough, so the diameter of the disc of adhesion increased from 182 to 220 mm, reworked the gearbox, changed the rear suspension, "removing" the shock absorbers from the spring to facilitate their subsequent replacement. The AWA-2101 was markedly different from the fiatist and for a long time considered as reliable and unassuming. Disappeared from the rear of the rear, as they were heavily polluted on the roads of the Soviet hinterland and quickly dried up. Incidentally, FAT later on descendants of 124 returned to the rear drum brakes. Ties, springs, in many places. In the front bumper there was a hole in the front bumper (retracted from the VAZ-2105), and the front bumpers were coupled with towing tyres. In the 1970's, VAZ-2101 and its followers were quite competitive even in the western European market. After all, in principle, buyers were getting well-known PHAT-at a markedly lower price-dumping was the basis for the success of Soviet cars from the very first years of exports abroad. In socialist countries, "Zhiguly" was a deficit, for example, in the GDR to obtain a cherished machine, it was necessary to stand in line for more than a decade. Advertising "Shelter" from the French magazine of the early 1970sVery much of the novelties of automotive equipment in the USSR was first massively displayed on "Zhiguly". Prior to VAZ-2101 the disc brakes were installed only for passenger cars. In 1972, the VAZ-2103 set up a vacuum amplifier of the brakes, a tachometer, an electric clock. In 1975, front seat head restraints were introduced. In the 1980s, VAZ-2105-first "Zhiguly" with completely new (except roofing) panels of body-the engine with the transmission of the GRM, the unit-headlights reciprocally incorporated with position lamps and direction-indicator lamps. Two years later, VAZ-2107 with anatomical seats fitted with integrated head restraints. In addition to the base engine with a volume of 1.2 l, later releases 1.3; 1.5 and 1.6 litres of different diameter and piston stroke. In the 1980s, a five-speed gearbox appeared on the Zhigul. VAZ was the first in the USSR to manufacture modifications with a [ [ monopresse]] (VAZ-21073) and with diesel (VAZ-21045)The 1971 European Tour of 1971 was a successful year in which the VAZ-2101 was successful. But by the end of the second decade of the production of "like" against the background of classmates, they looked like aliens from a long time ago. Salon is tight, the power of the engine is low, the brakes are weak. The carburetor engines did not meet increasing environmental standards. This was compounded by declining quality of components and assembly. The last "Lada-2107" (the name "Zhiguly" was silent), the production of which was terminated in Togliatti this summer (however, it will be collected in Izhevsk for a couple of years), preserved the main features of distant ancestors. Main difference: Injection engine with a capacity of 73 l. c. at 5,300 rpm (the curator version developed 77 l. c. at 5,600 rpm, corresponding to Euro 3 standards. In all other things, it was not the same model, the owners of which the less fortunate citizens in the early 1980 ' s saw a envious sighDuring the post-adjustment modernization and optimization, it was gradually simplified in the details and not only. In recent years, the differences between the fifth and seventh models have been limited mainly to external design. The version of the modernization of VAZ-2101, proposed in 1974 by Porsche. It was replaced by VAZ-2105. MODIFICATIONS, ProTYPES, REDATES, besides the main models, have produced many modifications with different combinations of engines and bodies. This diversity was mainly due to the specific requirements of foreign markets, where the buyer demanded different engines, even in the budget class. The so-called VAZ-2106 "Turist" with a built-in tent made in the only instance. In addition, in small quantities produced VAZ-21073 with central injection of fuel, cars with rotary engines (mainly for the police and special services), VAZ-21045 with 53-strong dieselsThe front right springs were strengthened for export of cars and starboard vehicles, which due to the change in the free rider (s) had been strengthened. The Rulers "Zhigouli" were also supplied to the UK. The Canadian market demanded a lot of work-many remember "Sextet" with specially designed massive bumpers on gas-filled shock absorbers. In the 1990s, under the WIS brand ("WAZinterService") started the production of trucks at the base of VAZ-2105, later-2107; the curious combination of the "A" and its own "heel" on the basis of "Oda" was built by Izhevsk automobile plant. In Italy, until 1974, FIAT-124 in various variants (including the 70-strong motor, which was placed on version "124 Spacciale"-equivalent to the VAZ-2103), produced a print run of more than 1.5 million. instancesBefore 1972, FIAT-125 was produced by the FIAT-125 model, which resembling the 124th, but was built on the platform of the old family 1300/1500 with a spring rear suspension and an enlarged wheelbase. The last descendant of the family-FIAT-131 is remotely similar to the VAZ-2105, but with the front pendant McPherson built up to 1984. SEAT-124, Spain. Under the CEAT brand, our "Zhiguigi" analogues were produced in Spain. The Pyrenees built about 900,000 models of 124 models and its further variety 1430. Approximately 1.5 million The model 125 has been licensed in Poland. The issue continued until 1980. The Polonez, with which the 125th has shared many knots, has been building even more. Polish "FIAT-125R". Versions 124 were also produced in South Korea, Argentina, Bulgaria, India ("Preamble ") and Turkey. The latter also included variations on the 131st, different versions of the names "Topash-Murat", "Serce", "Shaheen", "Dogan", "Kartal". They built them until the middle of the 1990s. Turkish "Tofash"THE GREAT MILITARY REVOLVING No exaggeration! "Jugouli" has indeed become a reason for serious transformations in the Soviet industry and the whole life. In preparation for the production at the main plant and the interstaff had to change some GOST. The former did not ensure the accuracy and quality of the components required by the Italian technology. The factories of the USSR have mastused modern knots and aggregates. And the consumer got an unwonky car. Lada Light launch, quick and efficient heating. The dynamic and the strong brakes. And, above all, reliability! Machines did not require constant retraction, adjustment, grease. The first years of life of a car had to be, in effect, only to change the oil, sometimes to produce simple preventive operations. This created a new type of ownersMore and more often, they became people who were far away from the machinery, who were not in the car, and were glad to give it service and repair to the professionals. Cuban ultns make old cabs so long taxis. The park of private cars grew up with a speed not seen for the country. And with him and his problems. In the big cities, there was a shortage of parking and garages (with the current, the truth, no comparison). Remember Eldar Ryazanov's "Garage": what passions were raving between wanting to get a house for not cheap but still scarce car. The comedy film is not as far away from life as it seems! "Zhigili" contributed to the development of the network of filling stations and the STO. But the park's growth still overtook the chances of the last. The cars were getting old, but they didn' t go to auto cemeteries as originally planned. The official life of "Zhiguigi" was seven yearsBut they repaired them, changing everything from the levers and engines to the wings and the longerons. Three prototype universes with details of VAZ-2103 were built in 1976. Such demand for parts of the planned economy has not been completely foreseen. The quality of the components has begun to fall. Even far away from the technique, the owners used to repeat the incomprehensible terms: saloon-blocks, trambler, liners, caps, forewarp. The latter became the favourite topic of the 1980s, when, as a result of the rationalization of production, the details became operational even in almost new cars. The parts became increasingly scarce, and the introduction to the car service was the dream of hundreds of thousands of Soviet caravas, at least those who could not change, regulate, the more make and paint. Then, already in the perestroika times, the shortage of spare parts made up the growth of the mushroom's growing fasterBut those details are still remembered with a shudder. A new revolution was beginning, in which "Zhiguigi" was no longer the main part. SPORT AND FILCULTURE IN THE early 1970s, "Zhiguly" came out on the rally tracks and ring races. For VAZ-2101 with a working volume of 1.2 l in the country created a separate class, since the main sports car of those years "Moskvic-412" had a 1.5-liter engine. "Ziguly" in Gonc of stars organized by "behind the wheel"-in constant competition with "Muscovites". Sportspeople on "fat" were getting more serious results. And in 1975, S. Brundza and L. Shuvalov, the crew of the VAZ-2103, became the absolute champions of the USSR. Since then, the Vazovsk "classic" has dominated the domestic routes. The first international success came to a "penny" in 1971, when the Tolupta Rally rally team won a silver cup. The factory racers and the personal set-offThe brightest achievements of the 1970's-the early 1980s are connected with the stages of the Cup of Friendship of Socialist countries (an alternative to capitalist championships). "Goules" racers have repeatedly won the competition for the competition and the ring races. In the mid-1970's, Wazs did well in the prestigious Rally of the European Championship. Anatoli and Galina Kazyrchikov were 15 in the absolute set-off of the 1000 Lakes rally in 1975. A year later. Brundza and A. GGirdauskas took the sixth place in the rally in absolutes and the second in its class. This was the highest achievement of the "Lada" in a competition of this level. "Lade-1600" with the body of model 21011 and accelerated 1.6 l in the Acropolis rally. It was not only our athletes, but also representatives of social countries and even "children of capitalism," mainly Scandinavian countries. The '' Zhiguigi '' racing versions have been built by both VAZ and various sports clubsFrom abroad, the Czechoslovakian workshop "Metallex" was the most famous. Vershina "classy" has become "Lau-WFTC", created on the base of VAZ-2105 in Vilnius under the direction of the repeated USSR champion Stassis Brundza. It was built by a 160 l. c. at 7000 rpm and 165 Nm at 5,500 rpm A four-tiered gearbox was placed on the machines. "ARF" is a sports car created in Vilnius under the direction of Statistics Brundza. "Classic" went to the competition back in the 1990's, and in the amateur rally, it appears now. "WAGGOLI" and "WA RULEM" Undoubtedly, the brand of the VAZ has broken all the records by the number of mentions in the ZR in the history of the magazine. Already in 1968, the cover of the June issue decked the photo of three pre-production machines. In the autumn, the editorial office announced a contest for the name of the new car. It's 54,849 letters. What names were not in them! "Novorokets" and "Katiousha", "Argammak", "Directory" and "VIL-100" (if who had forgotten, in 1970, the country had widely celebrated century B. AND. Lenin. The top five included "Volzhanka" (3,989 letters), Druzhba (2878), "Dream" (2806), "Ziguly" (2220) and "Lada" (1752). In the 1970s, "Zhiguly" is the main participant of all the tests "behind the wheel". With the emergence of "Gigi", they paid special attention to them in the magazine. Readers have been looking forward to the next report on the life of the editorial "kopeck" with the number "00-55 Trial". Each new model, modification, and even an upgraded site detail, with diagrams, drawings and photographs were described by the magazine. Several models of "Zhiguigi" after the first "kopeck" worked at the "Zet helm", circling tens of thousands of kilometers in Moscow and the region, in long-distance runs. Let' s say, "P5 + 1" in 1977, along with "Nives" took part in the journey, which repeated the route of the famous Karakum race of 1933. At the end of the twentieth century, the magazine announced the contest "The Russian Car of the Century". More than 80,000 (!) readers expressed their opinion. Most of the time, the first child of the VAZ was a model 2101, "kopeck". Readers of the car have been recognized by the Russian car of the centenary of VAZ-2101. However, this is the story of "Zhiguigi" and their life on the pages of the RR is not over. And it will not end until there is interest in the most massive domestic automotive family. This will not happen soon: according to traffic data, as of January 2011, there are 6,800,000 cars of the "classic" family in Russia. And this. Wait a minute. 20.8% of the Russian fleet. LIVIA-"HOUSING" In 1966, Italy made its debut and became a vehicle of the year FIAT-124. The Italians signed a general agreement with the USSR Ministry of Motor Industry. , speed of 142 km/h. 1971 VAZ-2102: engine 1.2 l, 64 l. , speed of 139 km/h. 1972 Start of VAZ-2103: 1.5 l, 77 l. , 152 km/h, vacuum booster, tachometer. 1973 Millionic Car-VAZ-2103. 1974 Start of production of VAZ-21011: 1.3 l, 69 l. , 145 km/h. 1975 Start of production of VAZ-2106: 1.6 l, 80 l. VAZ-21011. 1976 Three million vehicles-VAZ-2106. 1978 Four million VAZ-2106. 1979 5 millionth car-VAZ-2101. 1980 Start of production of VAZ-2105: 1.3 l, 69 l. The first in the USSR is a unit of headlamp. Testing of the diesel VAZ-21055. 1981 Six million cars-VAZ-2105. The end of the VAZ-2101 production. A total of 2,710,930 items were produced. 1982 Start of VAZ-2107: 1.5 l, 77 l. , anatomical seats. The public exhibition of VAZ-21018 with rotary engine on "Ziguly" starts the installation of a 5-speed gearbox. 1983 End of VAZ-2101 production, construction of 2,710,930 items. 1984 Start of VAZ-2104-station wagon, 2107. Semimlionic car-VAZ-2107. The end of the VAZ-2103 production is made up of 1,304,866 items. 1985 VAZ-VAZ-2107. The end of the production of VAZ-2102. Made of 666,989 items. 1997 Start of production of VIS truck. 2000 Start of VAZ-2106 production in Syzran and Izhevsk. Readers of the ZR call the VAZ-2,101 Russian cars of the century. 2001 The end of the production of VAZ-2106 in Togliatti was made 3,946,256 copies. The start of production of diesel VAZ-21045. 2003 Transfer of VAZ-21043 production in Izhevsk. In Togliatti, about 895,000 copies were produced. The family receives a serial injection engine with a capacity of 73 litres. 2006 The end of VAZ-2106 production in Izhevsk. Approximately 2,090 000 copies are manufactured. 2011 VAZ-2107 ends in Togliatti. Approximately 2,870,000 items were produced. Release transferred to Izhevsk. Anatoly Akoev, Anatoly Mikhailovich Akoyev, was a former test engineer, deputy chief of the test department, head of the car horticulation department, then head of the road tests department and the car's tailoring. Now the pensioner but works-creates new methods. " In 1967, I worked as a test engineer at the GAZ. Around the same time, I learned about FIA-124 and decided to go to the WAZ under construction to work with this machine. The translation was not easy, as some of the GAZ specialists had already left and no longer wanted to give people there. I became a tester of the VAZ in 1968, when there were no shells at the plant, even the Avtozavodsky district had not yet been implemented-a clean field with several foundations. My first independent work during the winter of 1968-1969-organization and comparative trials of FIAT-124 and prototypes of VAZ-2101, with minor differences from "Italians". We are in the garage of the City Hall, and our "test base" is in the nearby village of Timofeyevka. A dozen cars were driving around the clock, in three shifts, according to the Italian method Stop and go, simulating the life of a doctor: a short drive on an unheated engine and a nearly hour parking lot. At the weekend, the doctor left for 300 to 350 kilometers, moving at a high speed of speed. The roads were icy and the tires were summer, and the thorn was never dreamed of. Anatoly Akoev (second from left) on the tests of the first VAZ-2101 in the Dmitrovsky range in 1970. At that time, I was struck by the astonishing driving and stability of the car. I had experience of different models, "Victory", 21st "Volga" and prototypes of "quartet". They liked the dynamics and the effective brakes, despite the lack of an amplifier. I've got a powerful heater and a good glass of glass. At the time when the Muscovites drove with unfrozen chinks on the windshield, bathing in warm clothes, we tickered in jackets, or in their shirts. VAZ has had three key vehicles in its history that have given life to families: VAZ-2101, Niva, created on the nodes and aggregates of the same "classic", and an "eights". I consider it a unique proposal for the price/quality ratio. It wasn't easy to buy "Ziguly" even with money. And today, with the great variety of choices, the "classic" is in demand. Well, in my personal life, this is the iconic car that determined my destiny. " Vladimir Vasilyevich Minenko-Head of the Technical Department of Mechanics Production in the beginning of the 1970s. Retired from the "age" plant (the expression "pension" is not acceptable) in 1998. Now the private entrepreneel supplies the electric components to the main conveyer of AVTOVAZ. " In the summer of 1967 he came to Togliatti with GAZ. The dusty corn field, the larks in the sky. The plan of the plant, which is not yet present, has been put on the three poppas growing in a row. We, the young chiefs (in the middle managers recruited not older than 30, the directors were restricted-up to 40) not yet an existing enterprise, listen to Polyakov. Everything looks nice. And suddenly, the first car is to get off the pipeline to the 100th anniversary of Lenin's birth! It's less than three years old, and there's not a single building ... I saw it at NAMI for the first time. No can get a can of a can. The hard way hurts our roads. A little later, our department went through the changes in the engine, the box, the suspension, the brakes and other units. In the engine, the most significant change-porting to the top-was done on the idea of the chief designer of Solovyov. How much of this copy was broken! But the real battle between the FIAT and NAMI was remembered more, because of the shell casings, in which we, the vazovs, took part. The Italians insisted that the cylinder block should be cast-iron, non-slip-up, "project". Our demands were to put the shell in it, assuming that the domestic "wrong" cast iron would be intensely worn out or worn with pistons and rings. Both sides were dead. There was a threat of timing. The way out was Polyakov: he did not take sides, and decided to go in two ways in parallel. Even purchased and installed the cartridge case equipment. But this site remained unclaimed, as steelmakers were able to find the "right" cast iron for the unit and the cartridge case. In general, in 1969 we entered the idea of a car that should become our own. With a huge number of changes, VAZ-2101 was already different from the FIAT. The Italian "stranger" turned into our car. And when we started collecting it on the conveyor belt, we were proud to open up our own car! His own name is also the correct one-"Jiguly"! Personal, consumer opinion of him came later. In 1974, VAZ-2103 was bought. A modern, beautiful, very comfortable, reliable machine. In seven years, 80,000 kilometres have fled, none of them. During Polyakova's time problems of quality "pants were removed", so nothing broke. "