Moskvitch – Москвич

Moskvitch  –  Москвич    1929-2010 Russia

OAO Moskvitch

Abandoned Moskvitch headquarters
Type	Government-owned (1929-1991), privately owned (1991-2010)
Industry	Automotive
Fate	Bankrupt since 2002 Dissolved in 2006
Predecessor	AZLK
Successor	None. Partial recuperation of former production factories by Avtoframos (Russian subsidiary of Renault) since 2008
Founded	1929
Headquarters	Moscow, Russia
Products	cars, SUVs, pickup trucks, sports vehicles, vans
Website	Official OAO “Moskvich” Website

Moskvitch (Russian: Москвич) (also written as Moskvich, Moskvič or Moskwitsch) was a Soviet/Russian automobile brand produced by AZLK from 1946 to 1991 and by OAO Moskvitch from 1991 to 2001. The current article incorporates information about both the brand and the joint-stock successor of AZLK for the sake of simplicity.

OAO Moskvitch was a privatized venture name given to the former factory in order to avoid legal issues after the dissolution of the Soviet Union in 1991. Since the factory had no assembly branches outside Russia after 1991, its name is largely used today to refer to the building located in the lower eastern part of Moscow and abandoned since 2006.

The word moskvich (Russian: москвич) itself translates as “a native of Moscow, a Moscovite“. It was used to point out the original location of the cars manufactured in the capital of Russia, Moscow.

History

MZMA Logo

 

In 1929 the construction of Moscow Automotive Plant began with initial production of 24,000 vehicles. Between 1940 and 1941, it built the two-door compact car KIM 10-50 and its “Phaeton” version KIM 10-51. In 1941, after having produced under 1,000 units, the plant was evacuated to Ural and the entire production converted for the manufacture of military equipment after Hitler’s invasion during World War II.

After the war, the production of the KIM cars was not resumed, and instead the Soviet Union acquired an Opel manufacturing line from Brandenburg in Soviet occupation zone of Germany to manufacture the modified Opel Kadett under the name Moskvitch-400 in December 1946. In the 1950s and afterwards the factory, now called MZMA (Moskovsky Zavod Malolitrazhnykh Avtomobiley, that is, Moscow Compact Car Factory), replaced it with its own cars developed by Soviet engineers: the second post-war generation consisting of the Moskvitch-402–407 and 410, then by the more advanced Moskvitch 408, 412 and 2140. The M-407 was the first Soviet automotive export to be truly successful in the West. Up to half of all M-407 production was exported for a number of years, mainly to the Eastern Bloc countries, Norway, Finland, and France. Later models were also sold in Great Britain, Finland, and Norway, for instance, and in 1968, 55% of production was for export. In 1969, the factory changed its name to AZLK (Avtomobilny Zavod imeni Leninskogo Komsomola, which means Automobile Factory in honor of Komsomol Leninist Communist Youth Union).

Moskvitch cars were sturdy, reliable on substandard roads and were offered at low cost. Demand always exceeded production, so people in the Soviet Union had to wait a long time for a new car. Until the 1980s all Moskvitch cars were compact rear-wheel drive saloons and estates with solid rear axles suspended by leaf springs.

The Moskvitch was also produced in Bulgaria (see Moskvitch (Bulgaria)) between 1966 and 1990 on the basis of complete knock down (CKD) kits. Models 408, 408I, 412, 21412 “Aleko”, total of 304,297 cars.

In 1986 the Moskvitch-2141 Aleko became available for the first time. It was influenced by the Simca 1307 (which was also badged as the Chrysler/Dodge Alpine, and under other names, in western markets). It was upgraded and restyled during the period of its production. It was powered by the 1.5L UZAM used in the M-412 model and VAZ-2106 1.6L in-line four-cylinder engines, which had by then had been used in several LADA models. Aleko was different from any model the factory had made previously: it was larger and more luxurious, made with more comfort, safety and aerodynamics in mind. The new car had such features as front-wheel drive, a hatchback body style, MacPherson strut front suspension and torsion-crank rear suspension. It had rack-and-pinion steering and a collapsible steering column. The 1.8 liter gasoline engine for the new car was planned, but never materialized, as was also the case with a diesel version. In the early 1990s AZLK still remained one of the largest auto companies in the USSR. Design and experimental work was prepared to create a new model car (sedan M-2142) and an engine plant. However, after the dissolution of the Soviet Union, due to a financial crisis, disruptions in the work of the company and financial mismanagement the engine plant was not finished and the Moskvitch company fell into decline. Because of its location, Moskvitch was in a more vulnerable position than companies located in other regions, as the cost of living and car production in Moscow began to grow rapidly.

The factory, which had been renamed to OAO Moskvitch (Moskvitch Joint-Stock Company) in the early 1990s, filed for bankruptcy in 2002 and ceased production. Unfinished bodyshells remained on the production line in various stages of completion, while furniture, computers, office supplies, and documents remained in the plant’s administration building. Several attempts to restart production have been made over the next 3 years, but none were successful.

A portion of the abandoned plant was acquired by OAO Avtoframos, a 38%-62% joint venture between the City of Moscow and French automaker Renault SA. In 2005, Avtoframos commenced assembly of Renault Logan sedans from imported complete knock-down kits (CKDs). The presence of Avtoframos brought new life to a small part of the facility, but the majority of the sprawling plant remains abandoned, apparently still owned by the dormant Moskvitch company.

The bankruptcy of OAO Moskvitch was officially announced in 2006 and the company was liquidated the following year. As of 2016, over a million Moskvitch cars remained on Russian roads.

Since 2009, the owner of the brand Moskvitch is the German automotive company Volkswagen. In 2011, the company extended its brand ownership rights until 2021, a 10-year period.

List of Moskvitch vehicles

Vehicles by generation

Vehicles AZLK

First (1940—1956)

KIM-10-50

Moskvitch-400

KIM 10-50 (1940-1941) 2-door compact car

 

KIM 10-51 (1941) the same car with a Phaeton bodyKIM-10-52 (1945) 4-door compact carMoskvitch 400-420 Flathead engine 23 hp (1946-1954), copy of 1939 Opel Kadett K38Moskvitch 400-420A (4-door convertible, was priced below closed models, but anyway was not popular) (1949–52)Moskvitch-402, probably a Moskvitch-402B (with hand controls for disabled drivers) Moskvitch 400-420B (version of 400 for disabled persons)1953 Москвич 401 – cab   Moskvitch 400-420K (cab-chassis version of 400)moskvich 400-3 ambulance car   Moskvitch 400-420M (medical sedan version of 400)

Moskvitch 400-421 (prototype five-door version of 400-422) (1946)Moskvitch 400-422 (three-door “woodie” station wagon version of 400) (1949)Moskvitch 400-424 (prototype for 401)

Moskvitch 400E-431-442 (airplane engine starter version of 400) (1951-1953)Moskvitch 400P-431-441 (prototype truck based on 400) (1951)Moskvitch 401-420 Flathead engine 26 hp (1954-1956)Moskvitch 401-420B (invalid car version of 401) Moskvitch 401-420K (cab-chassis version of 401)

Moskvitch 401-420M (medical sedan version of 401)Moskvitch 401-422 (“woodie” station wagon version of 401) (1954)Moskvitch 401-423 (prototype redesigned version of 401) (1949-1951)

Moskvitch 401A1-420 (401 powered by 402 engine) (1956)

Second (1956—1965)

• 

  Moskvitch-402

• 

  Moskvitch-407 with late-version eggcrate grille

• 

  Moskvitch-423, the first Soviet non-woodie station wagon

Moskvitch 402 (with modified Opel flathead engine 35 hp) (1956-1958)

Moskvitch 410 (four wheel drive version of 402) (1957-1958)

Moskvitch 423 (station wagon version of 402) (1957-1958)

Moskvitch 429 (two-door delivery van prototype, based on 402)

Moskvitch 430 (two-door delivery van version of 423) (1958)

Moskvitch 410N (four wheel drive version of 407) (1958-1961)

Moskvitch 411 (station wagon version of 410) (1958-1961)

Moskvitch 423N (station wagon version of 407) (1958-1963)

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Moskvitch 407 (45 hp OHV engine) (1958-1964)

Moskvitch 431 (delivery van prototype, based on 410N)

Moskvitch 403 (45 hp OHV engine) (1962-1965)

Moskvitch 424 (station wagon version of 403) (1963-1965)

Moskvitch 432 (delivery van version of 403) (1964)

Third (1965—1986)

• 

  Moskvitch-408

• 

  Moskvitch-412 from the late 1960s and early 1970s

• 

  Moskvitch-2138/40

Moskvitch 408 OHV 50 PS (37 kW; 49 hp), modified 1360 cc 407-engine (1964-1975)

Moskvitch 433 (panel van version of 408) (1966-1975)

Moskvitch 412 (1967-1975) (latterly known as a Moskvitch 1500 for the Western export market)Moskvitch 426 (station wagon version of 408) (1967-1975)Moskvitch 427 (station wagon version of 412) (1967-1975)

Moskvitch 434 (panel van version of 412) (1967-1975)Moskvitch-2140 (1976-1988) (carried on the scheme of using the Moskvitch 1500 name for Western exports)Moskvitch 2136 (similar to 2137, but with 408 engine) (1976)Moskvitch 2137 (station wagon version of 2140) (1976-1988)Moskvitch 2734 (panel van version of 2140) (1976-1981)Moskvitch 2138 (similar to 2140, but with 408 engine) (1976-1982)

Moskvitch 2140SL (1981-1986, also known as 1500SL) (improved 2140, Super Lux was made for foreign markets)

Moskvitch 2733 (panel van version of 2136)

“Bolivar” (tow truck prototype, based on 2140)

Fourth (1986–2003)

• Aleko 2141 S (Moskvitch Chrysler-Talbot Alpine lookalike) Moskvitch-2141
• 

  Moskvitch-2901

• 

  Moskvitch-2142 with sedan body (prototype)

• 

  Moskvitch-2142R5

• 

  Moskvitch Svyatogor

Moskvitch 2141 Aleko (1986)Moskvitch 2142 (1997)

Moskvitch 2335(1993, pickup truck based on 2141)Moskvitch 2336 (cab-chassis truck based on 2141)

Moskvitch 2340 (all wheel drive version of 2335)

Moskvitch 2344 (2000, front-drive version of 2335)

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 Moscvich 2901 (1994, van version of 2141)Moskvitch 2141 Moskvitch Sviatogor (1997) (a name taken from the Russian mythology)Moskvitch 2142 Dolgorukiy (1997) (named after Yuri Dolgorukiy, founder of Moscow)Moskvitch 2142 Kalita (1998) (named after Ivan Kalita, a 14th-century Russian prince)

Party of Moskvitch owners, Moscow, 2016

Moskvitch 2142 Kniaz Vladimir (1998) (named after Prince Vladimir)

Moskvitch 2142 Duet (1999)

Sport and racing cars

Moskvitch 404 Sport (1950s)

Moskvitch 409 (1962)Moskvitch 412R (1972)

Moskvitch 2141KR (1988)Moskvitch G1 (1955)

Moskvitch G2 (1956)

Moskvitch G3 (1961)

Moskvitch G4 (1963)

Moskvitch G5 (1965)

Prototypes

• 

  Moskvitch-2150 (1973)

• 

  Moskvitch 3-5-6 (1975)

• 

  Moskvitch S1 (1975)

• 

  Moskvitch-2144 Istra (1985)

  

  

  

Moskvitch 444 (1956-1958, later built as the ZAZ-965)

Moskvitch A9 (1957, development moved to RAF)

1958 Moskvich 410 – 4×4   Moskvitch 4×4 (1958)

Moskvitch 415 (1959)Moskvitch 415S (1966, improved 415)

Moskvitch 416 (1958-1959, hardtop version of 415)

Ãðàíä Òóðèçìî

Moskvitch 408-Tourist (1964, prototype 4-seat convertible based on 408)

Moskvitch PT (1964-1965, prototype minibus taxi)

Moskvitch 2148 (1973)

Moskvitch 2150 (1973)

3-5 Series

Moskvitch 3-5-2 (1970, based on the M-408)Moskvitch 3-5-3 (station wagon version of 3-5-2)Moskvitch 3-5-4 (modernized 3-5-2)Moskvitch 3-5-5 (1972, based on the 3-5-2)

Moskvitch 3-5-6 (1975)

C Series

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Moskvitch DeltaMoskvitch S1 (1975)Moskvitch S2 (developed from the S1)

Moskvitch S3 (1976)

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Moskvitch S4

Moskitch 434G (1978-1979, prototype pickup truck based on 412)

Moskvitch 2144 Istra (1985)

Moskvitch 8135 (1989, prototype trailer)

Moskvitch 2143 Yauza (1991)

Moskvitch X1

Gallery

• 

  Moskvitch-400

• 

  Moskvitch-402

• 

  Moskvitch-403

• 

  Moskvitch-423

• 

  Moskvitch-408

• 

  Moskvitch-412

• 

  1972 Moskvitch-427 estate (this year of this export model sold as a Moskvitch-1500)

• 

  Moskvitch-2137

• 

  Moskvitch-2140

• 

  Moskvitch-2140SL

• 

  M-2141 alias M-2141S

M-21412 alias M-2141S

My personal collection:

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Ãðàíä Òóðèçìî

ADN-Ralf Hirschberger 28.12.90 Nordhausen: Endstation für die ehemaligen “Prunkstücke” der DDR-Bürger. Auf einer Deponie in der Nähe von Nordhausen gammeln die einstigen “Renommierlimosinen” vor sich hin.

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Zentralbild-Deutsche Demokratische Republik 13.11.1970 schw Sowjetische Personenkraftwagen auf den Straßen der DDR Unser Foto zeigt einen PKW vom Typ “Moskwitsch” auf dem Berliner Alexanderplatz. Im Hintergrund die Baustelle des zukünftigen Berliner Verlages, dessen Gleitkern bereits in die Höhe ragt. Reporter: Sturm Copyright: ADN-Zentralbild”

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Party of Moskvitch owners, Moscow, 2016

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SONY DSC

 

See also

List of Moskvitch vehicles

Automobile model numbering system in the Soviet Union and Russia

References

Jump up^ German Historical Museum

Jump up^ Thompson, Andy. Cars of the Soviet Union (Haynes Publishing, Somerset, UK, 2008), p. 87.

Jump up^ Thompson, p. 87.

Jump up^ Thompson, p. 144.

Jump up^ “Парк легковых автомобилей в России к началу 2016 года вырос умеренно, но 40-миллионный барьер взял”. ООО Автостат ИНФО. Retrieved 20 June 2017.

External links

Moskvich vehicles.

http://www.azlk.ru (in Russian, official factory website)

http://alekohistory.narod.ru (in Russian, dedicated to Aleko-141)

http://www.moskvich.de

https://web.archive.org/web/20101125195634/http://moskvichtuning.ru/ (tuning fan site)

https://azlk-team.ru (in Russian, fan site)

ZAZ automobiles Ukraine 1958 – 1994

ZAZ Zaporozhets

ZAZ Zaporozhets

ZAZ-966 Logo

ZAZ-965 and ZAZ-968 cars

ZAZ Zaporozhets (Ukrainian: Запоро́жець; Russian: Запоро́жец pronunciation (help·info)) was a series of rear-wheel-drivesuperminis (city cars in their first generation) designed and built from 1958 at the ZAZ factory in Soviet Ukraine (Ukrainian: Запорізький автомобільний заводZaporiz’kyi Avtomobilnyi Zavod, or Zaporizhian Automobile Factory). Different models of the Zaporozhets, all of which had an air-cooledengine in the rear, were produced until 1994. Since the late 1980s, the final series, 968M, was replaced by the cardinally different ZAZ-1102 Tavriahatchback, which featured a front-wheel drive and a more powerful water-cooled engine.

The name Zaporozhets translates into a Cossack of the Zaporizhian Sich or а man from Zaporizhia or the Zaporizhia Oblast.

Zaporozhets is still well-known in many former Soviet states. Like the Volkswagen Beetle or East Germany‘s Trabant, the Zaporozhets was destined to become a “people’s car” of the Soviet Union, and as such it was the most affordable vehicle of its era. At the same time, it was rather sturdy and known for its excellent crossing performance on poor roads. Another important advantage of the Zaporozhets was its ease of repairs. The car’s appearance gave birth to several nicknames that became well known across the Soviet Union: horbatyi (“hunchback“, owing to ZAZ-965’s insect-like form; although ZAZ factory workers never used this nickname), malysh (English: Kiddy),ushastyi (“big-eared“, due to 966 and 968’s round air intakes on each side of the car to cool the rear-mounted engine), mylnitsa (“soap-box”, for ZAZ-968M, lacking “ears” and producing a more box-like appearance).

Numerous special versions of the Zaporozhets were produced, equipped with additional sets of controls that allowed operating the car with a limited set of limbs, and were given for free or with considerable discounts to disabled people, especially war veterans, side-by-side with SMZ-series microcars. These mobility cars would at times consume up to 25% of ZAZ factory output.

First generation (1960-1969)

ZAZ-965 (1960-1963) ZAZ-965A (1962-1969)
ZAZ-965A
Overview
Manufacturer	Zaporizhian Automobile Factory
Also called	Zaporozhets
Production	1960–1969
Body and chassis
Class	City car (A-segment)
Body style	2-door saloon
Layout	RR layout
Powertrain
Engine	746 cc MeMZ 965V4 887 cc MeMZ 966 V4
Dimensions
Wheelbase	2,160 mm (85.0 in)
Length	3,330 mm (131.1 in)
Width	1,395 mm (54.9 in)
Height	1,450 mm (57.1 in)
Curb weight	665 kg (1,466 lb)
Chronology
Successor	ZAZ-966 Zaporozhets

ZAZ-965

The ZAZ 965 was a city car produced from 1960 to 1963. Design of a car accessible to the public, and one in part taking the place of the soon to be discontinued Moskvitch 401, began in 1956. Following the growing trend of city cars (then accounting for between 25% and 40% of all European car sales), the minister in charge of Minavtroprom (the Soviet automotive ministry) Nicholas Strokin selected the new Fiat 600 as the model to follow. However, apart from general principles of mechanics and a close visual similarity to the Fiat 600, the ZAZ was in fact a completely different car.

ZAZ-965 dashboard

The first prototype, the Moskvich-444, was designed by MZMA in October 1957; it used the same glass for front and rear windows. Its ground clearance, on 13 in (330 mm) wheels, was 200 mm (7.9 in). The prototype was first powered by a flat twin-cylinder MD-65 engine provided by the Irbitskiy Motorcycle Plant, which was “totally unsuited”: it produced only 17.5 hp (13.0 kW; 17.7 PS) and lasted only 30,000 km (19,000 mi) between major overhauls. As a result, a search for another engine was begun, and the success of the VW Type 1‘s boxer led to a preference for an air-cooled engine, which NAMI (the National Automobile Institute) had on the drawing board.Minavtroprom, however, preferred a 23 hp (17 kW; 23 PS) rear-mounted 746 cc (45.5 cu in) V4, the NAMI-G, which had the additional advantage of being developed for the LuAZ-967. As a result, it had characteristics not common for automobile engines, including a magnesium alloy engine block. (This engine, the MeMZ 965, would be built by the Melitopolski Motor Plant, MeMZ.) It had the drawback of needing to have the rear of the car redesigned to fit, as well as needing a new rear suspension. The influence of the LuAZ designers led to the introduction of independent suspension on all four wheels. Its front doors open in a manner like suicide doors, partly to make it more accessible to the disabled.

One of the primary differences was that the engine, which featured a V4 layout in place of the Fiat‘s inline-four, was air-cooled. The Zaporozhets also featured bigger wheels and front suspension on torsion bars. In 1958, the government ordered production of the car in the reformed ZAZ factory, under its final designation ZAZ-965. All further production of the car was carried out there.

The new car was approved for production at the MeMZ factory 28 November 1958, changing the name to ZAZ (Zaporizhia Automobile Building Plant) to reflect the new profile. The Zaporizhia factory was supplemented with the Mikoyan Diesel-Building Factory in Melitopol, which was part of the Soyuzdieselcombinat.

The first car, dubbed the ZAZ-965 Zaporozhets, was delivered 12 June 1959, was approved 25 July 1960, and entered production 25 October. The Zaporozhets was priced at 1,800 rubles.

There was also a car-derived van model for the Soviet post office, the 965S, with right-hand drive and blanked-off windows.

ZAZ-965A

ZAZ-965AE

The 965A was an improvement on the 965 and was produced from November 1962 to May 1969. In total, 322,106 units of the 965 were produced. It was powered by a MeMZ 965 rear-mounted, air-cooledOHV 887 cc (54.1 cu in) V4 engine, partially of aluminium design, producing 27 PS (20 kW). From November 1966 some cars were fitted with the slightly more powerful 30 PS (22 kW) MeMZ-965A engine. The 965’s modest engine output has given ground to an urban joke that it was used as a starter motor in Soviet tanks.

As Soviet drivers were expected to do much of the servicing themselves, and auto workshops were in short supply anyway, the engine’s 90° V4 layout proved more practical, especially in harsh winter conditions. The higher centre of gravity of the engine also provided superior traction on steep slopes, though this advantage, which was also continued in later models, came at the expense of the car’s infamous cornering stability.

The 965A also had its versions for the disabled (ZAZ-965B, AB, AR), as well as a more luxurious export variant ZAZ-965AE Yalta.

Despite low prestige of those cars, they have shown an unbeaten accessibility and popularity among the Soviets, becoming the “car for pensioners and intellectuals”. They were the cheapest Soviet-made cars. Quite a large number of them was produced in variants for disabled people, with modified steering.

Between November 1966 and May 1969 the 965A and its successor, the ZAZ966, were produced concurrently.

When production of the 965 ended, 322,116 had been built.

The 965 also inspired the 1962 prototype NAMI 086, named Sputnik (Fellow Traveller), with a 15 PS (11 kW) 500 cc (31 cu in) vee-twin (half an MeMZ 965), electromagnetic clutch and four-speed transmission. Fitted with four-wheel independent suspension and weighing just 520 kg (1,150 lb), intended for use by the disabled, it was never built.

The ZAZ KD of 1969 was also based on the 965, fitted with a glassfibre body, giving it a weight of only and a top speed of 75 mph (121 km/h) on just 30 PS (22 kW). It was never produced in quantity, either.

Second generation (1966-1994)

ZAZ-966 (1966-1972) ZAZ-968 (1971-1980) ZAZ-968M (1979-1994)
Vladimir Putin with his 1972 ZAZ-968
Overview
Manufacturer	ZAZ (Zaporizhian Automobile Factory)
Also called	Zaporozhets
Production	1966–1994
Body and chassis
Class	Supermini (B)
Body style	2-door notchbacksaloon
Powertrain
Engine	1.2L MeMZ-968V4
Transmission	4-speed manual
Dimensions
Wheelbase	2,160 mm (85.0 in)
Length	3,730 mm (146.9 in)
Width	1,540 mm (60.6 in)
Height	1,370 mm (53.9 in)
Curb weight	780 kg (1,720 lb) (dimensions for ZAZ-968)
Chronology
Predecessor	ZAZ-965A (Zaporozhets)
Successor	ZAZ-1102 Tavria

ZAZ-966

ZAZ-966

The second generation of the Zaporozhets was a series of subcompact cars, production starting of the 966 in November 1966, although the prototype was working on as 1961. It had a completely restyled bodywork (done entirely by ZAZ), no longer resembling the Fiat 600 and arguably similar to the Chevrolet Corvair or the NSU Prinz. This was an effort to cure some of the 965’s issues, such as torsion bars that lost tension, suicide doors, and engine overheating and noise. The engine was the 30 hp (22 kW; 30 PS) 887 cc (54.1 cu in) MeMZ 966A. A radio was standard equipment. The price had inched up, too, from 1,800 rubles at the 965’s debut to 2,200 by 1969.

While featuring a larger two-door notchbacksaloon body, it still featured an air-cooled V4 engine and featured more prominent air intakes – the so-called “ears”, although a decorative chrome grille was also present. The car’s rear suspension was also replaced. The 966 started out as the simpler ZAZ-966V (ЗАЗ-966В in Cyrillic) with the 30 hp (22 kW; 30 PS) engine from the 965A, which was also featured on all later models. Much like the 965A, the 966V was also produced in several special variants for the disabled (VR, VB, VB2 – until January 1973). It was produced in tandem with the 965 from November 1966 to May 1969.

ZAZ launched an upgraded 966B in 1968, powered by a new 40 hp (30 kW; 41 PS) 1,197 cc (73.0 cu in) MeMZ 968 V4, while the 30 hp (22 kW; 30 PS) 966A-powered model became the 966-1 which was only ever produced in small numbers. The 966B, weighing in at 780 kg (1,720 lb), was heavier than the earlier model, but faster, reaching 75 mph (121 km/h).

The 966 was discontinued in 1972, with the introduction of the ZAZ 968.

Nicknamed “Zapo” in the Eastern Bloc, the 966 was also popular in Western Europe, including some Scandinavian countries and France. Some markets fitted a 956 cc (58.3 cu in) Renault engine.

ZAZ-968

ZAZ-968

ZAZ-968 rear view

The ZAZ-968 and its modifications were produced from 1971 to 1980. It featured the same 40 hp (30 kW; 41 PS) 1,197 cc (73.0 cu in) MeMZ 968 V4 as the ZAZ 966, but the exterior design was slightly modernized. The most obvious alteration was replacing the fake chrome grille in the car’s front with a horizontal chrome decoration. Among other changes was the less austere dashboard and better front brakes. The 968 was discontinued in 1978, having been produced simultaneously with the newer 968A since 1973, which was produced until 1980. It introduced new safety measures, including a safer driving wheel and a plastic dashboard instead of the earlier metal one. The 968A also had its variants for the disabled (the ZAZ-968R, B, B2, AB, and AB2) with the 30 hp (22 kW; 30 PS) 887 cc (54.1 cu in) engine.

Toward the end of 1974, an up-market 968A debuted, surviving until 1979. Among its improvements were padded dash, energy-absorbing (collapsing) steering column, and seats from the VAZ-2101. The export 968E (destined mostly for the Eastern Bloc) had headlights able to meet international standards, a safety glass windscreen, and anti-theft steering lock.

ZAZ-968M

ZAZ-968M

ZAZ-968M

In 1979, the 968 series was replaced by the modernized 968M. Prototyped in 1977, it had the “ears” removed and replaced much of the chrome exterior with black plastic. Its interior design was also upgraded, featuring a closed-space glove compartment and a slightly more modern dashboard. It was offered with either the MeMZ 968E (40 hp (30 kW; 41 PS), carbureted, low-compression for 76-octane fuel); 968GE (40 hp (30 kW; 41 PS), dual carburettor); or the MeMZ 968BE (50 hp(37 kW; 51 PS), 8.4:1 compression, for 93-octane). Instead of the side-mounted “ears”, the hood lid and rear quarter panels were louvered.

The 968M is the most contemporary Zaporozhets model and also spent the most time in production, spanning a career from 1979 to 1 June 1994. Some of its special variants include the ZAZ-968MB2, for drivers who have only one foot, the ZAZ-968MB for drivers who have no feet.

Planned 968s with 1,300 cc (79 cu in) or 1,400 cc (85 cu in) engines were never realized.

Export versions

Among the export variants produced by ZAZ were ZAZ-965E, ZAZ-965AE, ZAZ-966E, ZAZ-968E, and ZAZ-968AE, which had improved consumer qualities. Depending on target markets, commercial names Jalta or Eliette were used for these models.

In total, 3,422,444 Zaporozhets vehicles were manufactured and powered by air-cooled engines from the Melitopol factory from 1960 to 1994.

You Tube Video’s:

ZAZ ЗАЗ-965АЭ:

https://youtu.be/5IagKvx6O8w

Made in USSR Zaporozhets ZAZ 968M you tube:

https://youtu.be/6k5KZAZDXQk

Russian Car transporting a Cow (Very Funny!!!!)

https://youtu.be/Hz_ru7rB6GA

See also

Similar air-cooled and rear-engined vehicles:

Chevrolet Corvair

NSU Prinz

Hillman Imp

Hino Contessa

Pictures I collected on the World Wide Web:

Russian President Vladimir Putin and his spouse Lyudmila on the way to the informal dinner with the American President George Bush and his spouse Laura.

ADN-ZB Kutscher 21.10.75-Berlin: Blick auf das Werk für Fernsehelektronik im Berliner Stadtbezirk Köpenik

EPSON MFP image

ZiU (Zavod imeni Uritskogo) TROLZA Russia Trolleybuses

ZiU-5

The ZiU-5 (in Russian ЗиУ-5) is a Soviet trolleybus. The ZiU acronym stands for Zavod imeni Uritskogo (Russian Завод имени Урицкого, ЗиУ, which corresponds to Plant named after Uritskiy (Moisei Uritsky, a Russian revolutionary). This model of city trolleybus was in mass production from 1959 to 1972. Total number of produced ZiU-5s exceeds 14500 vehicles. This allowed ZiU-5 to become dominant model of trolleybus in Soviet towns and cities of that time. Last vehicles were withdrawn from active service in the mid-1980s (the exact date varies from city to city). The small number of surviving vehicles are kept now for museum purposes.

Museum ZiU-5 trolleybus in Nizhny Novgorod, Russia.

1978 ZiU-5

1959-72 ZIU 5 Trolleybus USSR

ZIU 5 trolleybus at the Budapest fun fair files

ZiU-9

or ZIU-9 (Cyrillic: ЗиУ-9) is a Soviet (and later Russian) trolleybus vehicle. Other names and indexes for the same vehicle include ZiU-682 and HTI-682 (Cyrillic: ЗиУ-682 and ХТИ-682). The ZiU acronym stands for Zavod imeni Uritskogo, which is a plant named after Moisei Uritsky, the Russian revolutionary. Before 1996 this acronym was also a trademark of the vehicle manufacturer. It has been changed to Trolza. The ZiU-9 was put in mass production in 1971 and it is still assembled along with other more advanced trolleybus vehicles in the Trolza (former ZiU) factory. The total number of produced ZiU-9s exceeds 42,000 vehicles. In addition, many copies of ZiU-9 were made in other factories of the former Soviet bloc. This model is the most numerous trolleybus vehicle in the world.

History and development

ZiU-9G trolleybus in Nizhny Novgorod, Russia

The explosion-like development of trolleybus systems in the Soviet Union in the 1960s required a large number of trolleybus vehicles. The mainstay of the contemporary Soviet trolley fleet, the ZiU-5, was not sufficient for huge urban passenger transfers. It was more suited for medium-size cities rather than large megapolises such as Moscow or Saint Petersburg. In addition the ZiU-5 had an aluminium hull, which was expensive and complicated from a technological point of view. The two doors in the ZiU-5 hull ends did not work well in overcrowded situations which were quite common in Soviet public transportation.

The ZiU-9 was a quite successful attempt to solve this problems. It has one extra door compared to the ZiU-5. Two doors are wide and placed in the middle and rear end of the vehicle hull. One small door in the front end of the vehicle was/is comfortable for the driver and for outgoing passengers. The hull of the ZiU-9 is a welded steel one and it is significantly cheaper and simpler in production than the hull of the ZiU-5. The external appearance of the ZiU-9 was influenced by contemporary German-made MAN trolleybuses.

ZiU-9G trolleybus in Nizhny Novgorod, Russia

ZiU-9 drawing

The electrical equipment of the ZiU-9 had some minor differences from the ZiU-5. The power of the main motor was increased. The indirect resistor-based control system of electric current was slightly modified to deal with the increased power of the main motor. While western designers developed new semiconductor-based control devices, Soviet engineers decided to leave the old resistor-based system for service simplicity. The first prototype vehicles were tested in Moscow in 1971 and were approved for mass production after some minor design adjustments.

The ‘9’ in the vehicle name was the initial project index of the design team. However, after launching mass production, the new trolleybus received a new index ‘682’ from the united classification of non-rail public transport vehicles. So all series vehicles had a ZiU-682 designation. But the number 682 is difficult to pronounce and the shorter ‘9’ still lives in the everyday language of drivers and servicemen. In 1986, the new classification was introduced and the former ZiU-682 was designated as HTI-682. But this was not an end of renaming the same vehicle. The Russian acronym HTI in the Cyrillic alphabet is ХТИ and these three Cyrillic letters in 1995 were confused with the Latin letters XTU. This Latin acronym became an official name of the vehicle.

Production

ZiU-9

The first prototype ZiU-9 was built in 1966. Elements of the appearance and number of design decisions were borrowed from contemporary to the time foreign firms MAN and Chausson.

ZiU-9A

ZiU-9A – experimental version with wide body to 2680 mm. The only prototype was made in 1968.

ZiU-682B

In August 1972, began production of the first production series ZiU- 682B ( with designation change ZiU ZiU -9 -682 was due to the labeling requirements of bringing industry classifier ) . First serial trolley cars differed from later releases . Until 1974, had an angular wheel arches, and not circular. The first batch of trolleybuses raised outdated engine DC – 207G, which in 1973 was replaced by the DC -210 110 kW . Suspension on the first ZiU- 682B was pneumatic, with torque rods as guiding elements, later became pnevmoressornoy . Rear funded playground had a reduced level of the floor, which reduced the number of steps one at the back door and to facilitate loading wheelchairs and prams and large items . However, this “advantage” was leveled by a high handrail on the steps of separating the rear and middle doors. Transition from high floor in the cabin to lower smoothly carried out in the aisle between the rear wheel arches, which caused inconvenience to passengers at peak hours ( especially in winter), standing on an icy downhill ” hill .” In 1991, developers have replaced high -speed separator handrail attached to the door, but by this time all storage sites were at three stages from sidewalk level . For natural ventilation in the roof of the cabin was equipped with 4 ceiling hatch, and each is equipped with a sliding side window pane . Currently, the only instance ZIU- 9B preserved and operated in the linear regime in the city of Zaporozhye and has the side number 562.

ZiU-682V (B00/B0A)

Trolleybus ZiU-682v in Minsk

At the end of 1976 began mass production next update ZiU- 682V, which replaced ZiU- 682B . Due to the presence of design flaws that emerged during the first years of operation, rather than jet thrust bearing elements as suspension springs were used . Since 1976, the number of fixtures in the cabin has been reduced from 12 to 11, every other window in the cabin lost air vents . Since 1978, the number of ceiling hatches reduced to three (due to hatch on the front axle ), steel trolley equipped with electric shtangoulovitelyami (apparently on the orders, since their machines Moscow was not until 1996 ) .

Since 1983, changed the shape and location of the front and rear position lamps . Lights original form, informally called ” boats” have been replaced by unified and offset edges closer to route indicators . In 1985 a similar design changes undergone external signal lights and turn indicators .

From March – May 1984 trolleybuses were produced without the low -level rear accumulation area, which was due to the need to strengthen the base structure of the body in the rear overhang . In 1985, the nameplate trolley was partially aligned with the standards forming the VIN code, which led to a change in marking HTI682V00 .

Since 1988, the plant switched to production modifications ZiU- 682V -012 ( ZiU- 682V0A ) powered DC -213 capacity of 115 kW. Since 1989, changed the shape of the housing radioreaktors roof trolley, it has decreased in size and had a sharp edge. In 1989, production started in parallel transition modification ZiU- 682V0B on which electric drive door opener was replaced pneumatically .

ZiU-682G

A trolleybus on Prospekt Leninskogo Komsomola Street in Vidnoye, Moscow Oblast, Russia

By the end of 1980 . individual components trolley manufactured at that time was almost 20 years, significantly outdated. Therefore, simultaneously with the launch of a series of recent modifications ZiU- 682V preparing to produce more profound modernization of the model trolley, which was designated ZiU- 682G . Experienced instances ZiU- 682G were released in 1988, and since February 1, 1991 the plant was fully passed on their production.

In addition to the changes already introduced earlier models ZiU 682V0A – and – ZiU 682V0B model ZiU- 682G has received the following differences . Front, under the windshield, placed the intake grille . Changed the location of windows with vents along the starboard side . Undergone significant redevelopment salon trolley . Most of the seats along the left side of the body is replaced with a double row on row, which increased the number of standing places . Changed design seat themselves and their handrails . Big changes undergone cab . Partition behind the driver, which had previously oval window became deaf ; extended sliding door in the driver’s cabin. In the cabin itself changed the layout of the dashboard, which became made of black plastic. Out of the past neergonomichny remote control trolley bus right from the dashboard, consisting of two long rows of identical tumblers . Control of external light devices was moved to the steering column . On a dedicated right panel were only control door opening, the wiper switch and alarm . Other switches transferred to the new control panel by trolley to the left of the driver’s side near the window. Redesigned suspension and brake pedals at the same time control approached the car .

On the other hand, ZiU- 682G supplied to provincial towns, 1993-2000 ., Compared with the previous model ZiU- 682V had significantly lighter load bearing elements of the frame component of the supporting frame (apparently, in order to reduce cost). As a result in severe operating conditions (e.g. in Nizhny Novgorod ) for 5 years, these structural elements to rot completely corroded, punctured a gentle kick screwdriver. Since 1997, the base modification in mass production became ZiU- 682G -012 ( ZiU- 682G0A ) . External difference between the new modification was reduced in height side window of the cab, also has another location pane . Minor changes have been planning the cabin. In fact it was adapted for the domestic market modification export version trolley ZiU- 682G -010, the production of which began in 1992.

On the basis of ZiU- 682G -012 began the further modernization of trolley conducted mainly commissioned Mosgortransa (as most other Russian cities at that time became insolvent ) and divided into several stages. For low voltage power generator instead of 63.3701 and auxiliary engine DC – 661B was set low noise static converter . Been improved waterproofing and grounding . Trolleybus began to possess higher corrosion protection, a number of sites now executes from aluminum, stainless steel and fiberglass . In parallel with ZiU- 682G -012, in 1998, started production in transition modification ZiU- 682G -014 ( ZiU- 682G0E ), which replace the old sofas in the lounge were installed individual padded seats, applied laser (source ?) Heaters cabin windows . This version is also equipped with a static converter.

ZiU-682G-016, 017 and 018

Trolleybus ZiU-682G, the last at the Moscow trolleybus-repair plant (MTRZ) overhaul with the removal of part of the apparatus on the roof

As a result of the continuation of the modernization of the trolley in the same 1998 there was a modification ZiU- 682G -016 ( ZiU- 682G0M ), which became the base model . Exterior siding boards became run from extruded galvanized steel sheet, which improved the appearance of the trolley and increased its corrosion resistance. Casement doors were subjected to additional rustproofing special compound. A great deal of work to improve the electrical trolley : applied dielectric coating rods susceptor set travel stops rods, improved insulation chicanery, installed in the cab indicator of leakage currents, improved design -board covers and sealing side compartments, redesigned heater . Also applied to the trolley locking system running with the doors open .

Back in the mid -1990s, it became apparent that the location of electrical underneath the trolley does not meet modern requirements of electric, because it does not protect it from moisture, anti-icing agents and many others, and also allows you to go through a puddle, if the depth exceeds ten centimeters. Then, in 1995, the model was designed ZiU- 52642, which is a major upgrade ZiU- 682G with the removal of electrical equipment on the roof of the trolley and other changes . However, for various reasons in the model series did not go.

The first production series with the removal of part of the apparatus on the roof became ZiU- 682G -017 ( ZiU- 682G0H ), launched in 2000. Unlike experienced ZiU- 52642 equipped with Thyristor-pulse control system, modification ZiU- 682G -017 remained equipped classical, uneconomical and unsupported acceptable smoothness Rheostat– contactor control system, electrical equipment factory “Dinamo ” conventional platen doors. Some of the changes undergone interior, in particular, have been installed interior lights more modern form. From 2002 to request the trolley began to be produced in variants with altered appearance cabin (this applied fiberglass pad ) .

ZiU-682G-016.02 and ZiU-682G-016.03

 ZiU-682G-016.02 in Vladimir, Russia

Since October 2002, commercially produced modification ZiU- 682G – 016.02, which is a further development of the model ZiU- 682G -018 . Siding boards made of seamless steel sheet paneling front of the trolley combined with the use of fiberglass panels . The front bumper is also made of fiberglass. Passenger cabin windows are tinted glass, install new panoramic windshield . By trolley runs increased corrosion protection body, including the use of conductive soils firm «Sikkens» in lap welds, phosphate protective coating, as well as additional coverage base, sides, front and rear of the protective coating .

On trolley mounted traction motor DC – 213A production Moscow factory “Dinamo” 110 kW . Control system – rheostat- contactor . Most of traction electric trolley put to the roof . Collectors located on the roof, power resistors, group controller, radioreaktory circuit breaker WB -7 ( there is an option to install instead of the WB -7 breaker manual AV- 8 in the cab at the rear ), a static converter ( IPT-600/28 or BP -3G ), stroke limiter rods. Behind the driver is case inside of which has an electric panel protective relays . In this regard, the first window on the left side of the passenger compartment has reduced dimensions, there is no passenger seat facing the front wheel arch . Interior lighting passenger compartment carried fluorescent fixtures have modes full, partial and emergency lighting . Passenger room is equipped with separate comfortable seats ( which, however, often criticized for full passengers trouble and inconvenience) . Two passenger seats are equipped to transport people with limited mobility. Parking brake acts on the brakes the drive wheels of energy storage, control of air in the cab of the crane . Hydraulic oil tank is equipped with power steering oil level warning device .

To improve the electrical introduced fiberglass boards, electrical insulation flaps passenger doors from the body, external electrical insulation rod current collectors, insulation monitoring device UKI, emergency switch, the imposition of mostly electric traction kit from under the floor to the roof, technological track on the roof to move attendants, rear stopper rods pantographs fitted to three electrical insulators, locking the trolley system with open doors, emergency ( spare ) the passenger area lighting system ANTI passenger doors, emergency exits through the windows of the cabin, equipment service doors from inside and outside governments to open in an emergency installation on the roof of a high-speed circuit-breaker with remote control, etc.

Since 2004, also commercially produced trolley ZiU- 682G – 016.03 . Its main difference from ZiU – 682G – 016.02 is that the frame ( base) body made of an open profile ( sill ), which increases the rigidity and makes it more resistant to corrosion. Trolleybus body ZiU- 682G 016.03 – welded frame construction .

As an option, the setting of a wide front double doors swing- slide-type ( which is especially important for Moscow, used to pay for travel validator ) .

Since September 2009, in connection with the termination of a license to manufacture trolleybuses issue ZiU 682G016.02 – and – ZiU 682G016.03 discontinued.

ZiU-682G-016.04 and ZiU-682G-016.05

 Trolleybus ZiU-682G-016.05 in Orël

Since September 2009, JSC “Trolza” in accordance with the obtained license for production to start the production of trolleybuses ZiU-682G-016.04 and ZiU-682G-016.05. And apparently, these trolleys and constructive modifications almost completely replicate their predecessors ZiU-682G-016.02 and ZiU-682G-016.03. As changes in the rank of permanent options included installing electronic route signs and a marquee in the passenger compartment and ABS that ZiU-682G-ZiU 016.02 and 016.03-682G-performed by the customer.

Modifications as of 2012

Note that approximately 2003 JSC “Trolza” changed several notations produced models trolleybuses family ZiU- 682G, considering them all modifications ZiU- 682G -016 (VIN- code starts with all modifications XTU682G0M ) . As of 2010 the manufacturer offers the following serial modifications ( listed in order of increasing number of changes compared to ZiU- 682G )

• ZiU- 682G -016 (012 ) – basic model similar ZiU- 682G -012 (delivery in the form of a body 1st version)
• ZiU- 682G -016 (018) – modification, similar ZiU- 682G -018, and has a slight performance improvement ZiU- 682G -016 (delivery in the form of a body 1st version)
• ZiU- 682G – 016.02 (delivery in the form of a body 1st version)
• ZiU- 682G – 016.03 (delivery in the form of a body 1st version)
• ZiU- 682G – 016.04
• ZiU- 682G – 016.05

In 2009, we developed a modification ZiU- 682G – 016.07 . This machine has a total 016.04 with different numbering and control system – TrSU ” Chergos ” instead of the standard rheostat- contactor . The only instance in operation in Murmansk.

In fact, the serial production ZiU- 9 in 2012 was discontinued due to lack of demand for the model .

Clones produced by other companies

Many factories in modern Russia or Belarus developed their unlicensed or semi-licenced copies of the ZiU-9 design. They may have different designations and trademarks, but in the colloquial language all of them are referred to as “ZiU-9 clones”.

• ACSM -101 and their various modifications manufacturer Belkommunmash (Minsk)
• BTZ -5276 and modifications manufacturer Bashkir Trolleybus Plant ( Ufa)
• VZTM -5284 and modifications manufacturer Volgograd Plant of Transport Engineering ( Volgograd)
• VMZ -170 manufacturer Vologda Mechanical Plant (JSC ” Trans- Alpha”, Vologda )
• Trolleybuses production ” Nizhtroll ” (Nizhny Novgorod), officially passing as overhaul reconditioning
• CT- 682G production “Siberian trolley ” (Novosibirsk), officially passing as overhaul reconditioning
• MTRZ – 6223 Moscow trolleybus production plant – modernization ZiU -682 for Moscow
• ZiU -682 ZiU BTRM production ” Barnaul trolleybus repair shops ” ( Barnaul), officially passing as overhaul reconditioning
• MTRZ – 6223 Altayelektrotrans production ” CAU ” Altayelektrotrans ” ” ( Barnaul)
• ZiU -682 Barnaul production of ” Company ” Altai electric transport company ” ” ( Barnaul)

Operators

In Greece ZiU-9 in excursion route at Piraeus

Ziu-9 in Budapest, Hungary

In Hungary, Ziu-9 trolleys still operate in Debrecen (DKV) and used to operate in Budapest (BKV) and Szeged (SzKT). ZiU-9s worked or are now working in all ex-USSR countries except the Baltic states. They were also sold to Greece, Argentina, in Colombia the EDTU (Empresa Distrital de Transportes Urbanos) was a larger operator of these buses; they was in a very bad conservation state in the former Eastern Bloc countries. Three cars were on loan in 1973 for testing purposes in Helsinki, Finland.

Greek donation

In 2004, the ILPAP, the operator of trolleybusses in Athens, Greece donated nearly all of its old ZiU-9 trolleybuses to the city of Belgrade and to Georgia. One was donated to the East Anglia Transport Museum.

Belgrade has had ZiU-9 trolleys of its own since late 1970s. In 2010 a public action was taken to save Belgrade’s first ZiU-9 from being scrapped.

ZiU-10

(Zavod imeni Uritskogo, Russian for Uritsky Factory) or ZIU-10 (Russian: ЗиУ-10), also referred to as ZIU-683, is a model of trolleybus, built in Russia. It has been manufactured since 1986 by the Uritsky Factory, in Engels, which later became Trolza. It is an articulated, three-axle variant of the ZiU-9/ZiU-682.

A ZiU-10 in Moscow

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ZIL (Zavod Imeni Likhachova) Cars, Buses, Trucks. Moscow Russia 1916 – now

ZiL

AMO ZiL (Avtomobilnoe Moskovskoe Obshchestvo – Zavod Imeni Likhachova)

Formerly called	AMO (1916-1931) ZiS (1931-1956)
Type	Joint-stock
Industry	Automotive
Founded	Moscow, Russia (1916)
Headquarters	Moscow, Russia
Key people	Igor Zakharov (CEO) Konstantin Laptev (General Director, 2002–present)
Products	Luxury automobiles Heavy road vehicles Offroad vehicles Military vehicles
Website	www.amo-zil.ru

Moscow Joint-Stock Company “The Likhachov Plant” AMO ZIL

“Zavod imeni Likhachova”, more commonly called ZiL (Russian: Завод имени Лихачёва (ЗиЛ)—Likhachov Plant, literally “Plant named for Likhachov”) is a major Russian truck and heavy equipment manufacturer based in the City of Moscow, which also produced armored cars for most Soviet leaders, as well as buses, armored fighting vehicles, and aerosani. The company also produces hand-built limousines and high-end luxury sedans (автомобиль представительского класса, also translated as “luxury vehicle”) in extremely low quantities, primarily for the Russian government. ZIL passenger cars are priced at the equivalent of models from Maybach and Rolls-Royce, but are largely unknown outside the CIS and production rarely exceeds a dozen cars per year.

 1916 plan for the AMO factory.

History

The factory was founded in 1916 as Avtomobilnoe Moskovskoe Obshchestvo (AMO, Russian Автомобильное Московское Общество (АМО)—Moscow Automotive Society). The plans were to produce Fiat F-15 1.5 tonne trucks under licence. Because of the October Revolution and the subsequent Russian Civil War it took until 1 November 1924 to produce the first vehicle, the AMO-F-15. In 1931 the factory was re-equipped and expanded with the help of the American A.J. Brandt Co., changed its name to Automotive Factory No. 2 Zavod Imeni Stalina (ZIS or ZiS). After Nikita Khrushchev denounced the cult of personality of Joseph Stalin in 1956, the name was changed again to Zavod imeni Likhachova, after its former director Ivan Alekseevich Likhachov.

ZiL lanes—road lanes dedicated to vehicles carrying top Soviet officials—were named after the car.

Subsidiaries

BAZ produces off-road tractors and chassis with carrying capacity from 14 to 40 tonnes.

Models

Limousines

• ZIS-101 (1936)
• ZIS-102 (1938, convertible version of ZIS-101)
• ZIS-110 (1945)
• ZIS-115 (armoured version of ZIS-110)
• ZIL-MZ (prototype sub-compact convertible, 1962)
• ZIL-111 (1958)
• ZIL-114 (1970)
• ZIL-115 (1972)
• ZIL-117 (1972, shortened ZIL-114)
• ZIL-4102 (prototype, 1988)
• ZIL-4104 (1978)
• ZIL-4105 (1988, armoured version of ZIL-41047)
• ZIL-41041 (1985, five-seat version of ZIL-41047)
• ZIL-41042 (station wagon version of ZIL-4104)
• ZIL-41044 (convertible version of ZIL-4104)
• ZIL-41045 (1983, upgraded ZIL-4104)
• ZIL-41047 (1985)
• ZIL-41072 (1988, escort version of ZIL-41047)
• ZIL-4112 (2005?, concept)
• ZIL-4112R (2012)

•  ZIS-101

  

•  ZIS-110

  

•  ZIL-111

  

•  ZIL-114

  

•  ZIL-117

  

•  ZIL-4104

  

•  ZIL-41047

Trucks

ZIL 130

 ZIL 5301

 ZIL 4331

 fire truck AC 3.2-40 (ZiL-4331)

 fire truck AC 3,0-40 (ZiL-4334)

• AMO F-15 (1924, copies of the Fiat F-15)
• AMO-2 (1930)
• AMO-3 (1931)
• AMO-7 (1932, prototype tractor-trailer based on AMO-3)
• ZIS-5, ZIS-6 (1934, copies of the U.S. Autocar Dispatch Model SA and Model SD)
• ZIS-10 (1934, tractor-trailer version of ZIS-5)
• ZIS-11 (1934, extra long wheelbase version of ZIS-5)
• ZIS-12 (1934, long wheelbase version of ZIS-5)
• ZIS-13 (1936, gas generator version of ZIS-5)
• ZIS-14 (1934, long wheelbase version of ZIS-5)
• ZIS-15 (prototype replacement for ZIS-5, 1938)
• ZIS-21 (1939-1941, based on ZIS-5 but powered by wood gas)
• ZIS-22 (Halftrack, 1939-1941, based on the ZIS-5)
• ZIS-23 (three axle prototype based on the ZIS-15)
• ZIS-24 (four-wheel-drive prototype based on the ZIS-15)
• ZIS-30 (1940, multifuel version of ZIS-5)
• ZIS-32 (1941, 4×4 version of the ZIS-5)
• ZIS-33 (1940, halftrack, based on the ZIS-5)
• ZIS-36 (1944, prototype 6×6 version of ZIS-5)
• ZIS-41 (1940, simplified version of ZIS-21)
• ZIS-42 (Halftrack, 1942-1944, based on the ZIS-5)
• ZIS-43 (1944, armed version of ZIS-42)
• ZIS-50 (1946, re-engined ZIS-5)
• ZIS-120N (1956, tractor-trailer version of ZIS-150)
• ZIS-121 (tractor-trailer version of ZIS-151)
• ZIS-128 (1954, prototype for ZIL-131)
• ZIS-E134 (1955, prototype off road vehicle)
• ZIS-150 (1947)
• ZIS-151 (1948, three-axle version of ZIS-150)
• ZIS-153 (1952?, prototype halftrack based on ZIS-151)
• ZIS-156 (1947, gas generator version of ZIS-150)
• ZIS-253 (prototype)
• ZIS-585 (1949, dump-truck version of ZIS-150)
• ZIL-130 (1962, production moved to Ural Automobiles and Motors in 1987)
• ZIL-131 (1967, production moved to Ural Automobiles and Motors in 1987)
• ZIL-132 (1960, prototype off road vehicle)
• ZIL-133 (1975, three-axle version of ZIL-130)
• ZIL-134 (1957, prototype off road vehicle)
• ZIL-135 (1959, prototype off road vehicle) – later built by BAZ
• ZIL-136 (1957, prototype off road vehicle)
• ZIL-137 (prototype off road tractor-trailer based on ZIL-131)
• ZIL-138 (1975, LPG powered version of ZIL-130)
• ZIL-157 (1958)
• ZIL-157R (1957, prototype off road vehicle based on ZIL-157)
• ZIL-164 (1957, improved ZIS-150)
• ZIL-164N (1957, tractor trailer version of ZIL-164)
• ZIL-165 (1958, prototype for ZIL-131)
• ZIL-166 (1957, gas generator version of ZIL-164)
• ZIL-E-167 (1962?)
• ZIL-169G (prototype for ZIL-4331)
• ZIL-E169A (1964, prototype cab-over truck)
• ZIL-170 (1969, prototype for KAMAZ-5320)
• ZIL-175 (1969, two-axle version of ZIL-170, prototype for Kamaz)
• ZIL-485 (amphibious vehicle based on ZIS-151)
• ZIL-553 (cement mixer based on ZIL-164)
• ZIL-555 (1964, dump truck based on ZIL-130)
• ZIL-585 (1957, dump truck based on ZIL-164)
• ZIL-2502 (dump truck based on ZIL-5301)
• ZIL-3302 (1992, prototype truck based on ZIL-119)
• ZIL-3906
• ZIL-4305 (1983, prototype truck based on ZIL-4104)
• ZIL-4327 (2004?)
• ZIL-4331 (1986)
• ZIL-4334 (2004)
• ZIL-4514 (dump truck based on ZIL-133)
• ZIL-4972
• ZIL-5301 “Bychok” (“Bull”) (1992)
• ZIL-5901 (1970)
• ZIL-6404 (1996)
• ZIL-6309 (1999)
• ZIL-6409 (1999)
• ZIL-432720
• ZIL-432930 (2003)
• ZIL-433180 (2003)
• ZIL-436200 (2009)

•  ZIS-5

  

•  BM-13-16 on a ZiS-6 chassis

  

•  ZIS-42M

  

•  ZIS-150

  

•  BM-13-16 on a ZiS-151

  

•  ZIL-157

  

•  ZIL-131

  

•  ZIL-485 BAV

  

•  ZIL-133

  

•  BM-27 Uragan on ZIL-135

  

•  ZIL 5301 Bychok (“Bull”)

Buses

 interurban bus ZIS-127

 ZIL-119

• AKZ-1 (1947-1948, based on ZIS-150 truck)
• AMO-4 (1932-1934, based on the AMO-3)
• ZIS-lux (prototype, based on the ZIS-6, 1934)
• ZIS-8 (1934-1938, based on the ZIS-11)
• ZIS-16 (1938-1942, based on the ZIS-5)
• ZIS-17 (prototype, based on the ZIS-15, 1939)
• ZIS-44 (based on the ZIS-5)
• ZIS-127 (1955-1961)
• ZIL-129 (short-range version of ZIS-127)
• ZIS-154 (1946–1950)
• ZIS-155 (1949–1957)
• ZIL-118 “Yunost” (1962-1970, based on ZIL-111)
• ZIL-119 (1971-1994, based on ZIL-118; also called ZIL-118K)
• ZIL-158 (1957-1959, based on ZIL-164)
• ZIL-159 (1959, prototype for LiAZ)
• ZIL-3207 (1991-1999, based on ZIL-41047)
• ZIL-3250 (1998-present, based on ZIL-5301)

•  ZIS-8

  

•  ZIS-154

  

•  ZIL-158

  

•  ZIL-118

Sport and racing cars

1962 ZIL-112 Sports

1962  ZIS-112 Sports

• ZIS-101 Sport (1939)
• ZIS-112/1 (1951, based on ZIS-110)
• ZIS-112/2 (1956)
• ZIS-112/3 (1956)
• ZIL-112/4 (1957)
• ZIL-112/5 (1957, lengthened ZIL-112/4)
• ZIL-112 Sports (1960–62)
• ZIL-412 S (1962)

Misc

Astronaut Edward T. Lu, having landed with Soyuz TMA-2, is being recovered with a ZIL-49061 vehicle.

• B-3 half-tracked transporter
• ZIS-152 armored personnel carrier
• PES-1 amphibious vehicle (1966)
• ZIL-PKU-1 pneumatic tracked off-road vehicle (1965)
• ZIL-SHN-1 Amphibious Screw Vehicle (1968)
• ZIL-29061 Amphibious Screw Vehicle
• ZIL-4904 Amphibious Screw Vehicle
• ZIL-49042 prototype for “Bluebird” (1973)
• ZIL-4906 (1975?) “Bluebird” 6-wheeled amphibious vehicle, designed to carry the ZIL-2906. Used for the recovery of Soyuz capsules.
• ZIL-49061 (1975?) Amphibious rescue vehicle, passenger version of the ZIL-4906. Used for the recovery of Soyuz crews.

UAZ – УАЗ Ulyanovsk, Russia SUVs off road vehicles Buses + Trucks since 1942

(Ulyanovsky Avtomobilny Zavod, Ульяновский Автомобильный Завод, Ulyanovsk Automobile Plant)

Ulyanovsky Avtomobilny Zavod (UAZ)

EN: UAZ – Natural Drive RU: УАЗ – Природа Движения
Type	Subsidiary of Sollers JSC
Industry	Automotive
Founded	1941
Headquarters	Ulyanovsk, Russia
Products	SUVs off-road vehicles buses trucks
Website	uaz.ru

UAZ-469 stella at UAZ plant in Ulyanovsk

UAZ (УАЗ) (Ulyanovsky Avtomobilny Zavod, Ульяновский Автомобильный Завод, Ulyanovsk Automobile Plant) is an automobile manufacturer based in Ulyanovsk, Russia which manufactures off-road vehicles, buses and trucks. It is best known for the UAZ-469 utility vehicle, which has seen wide use as a military vehicle in the Eastern bloc and around the world. The UAZ factory started production in 1941 as part of the Soviet war effort.

History

War and postwar

The Ulyanovsk Automobile Plant was founded in 1941 as a direct result of the German invasion of the Soviet Union. In response to this threat, the government of Joseph Stalin ordered the evacuation of strategically crucial industrial centers to the East. By October 1941, the rapid German drive to Moscow, triggered the decision to relocate the Moscow automotive manufacturer ZIS to the Volga town of Ulyanovsk. The town, already a nascent industrial center with a sufficiently developed infrastructure and a good supply of skilled workers, would be an ideal location for the reconstituted factory. It was also safely out of reach of the German army. At that time of its founding, the plant was considered a subsidiary of ZIS. By 1942, the plant began production of artillery shells and automobiles. The first vehicle produced at the plant was the ZIS-5 three-ton truck.

In 1943, when the prospect of a German victory had become far less likely, it was decided the relocated plant would remain in Ulyanovsk and be separated administratively from ZIS, which would be rebuilt in Moscow from scratch. This was in line with the Soviet post-war policy regarding various relocated industrial operations. It was considered more efficient to leave the newly built plants as is, while the original plants, provided they survived the war were outfitted anew, frequently with captured German machinery. At the end of 1944, the production of the ZIS-5 was transferred to The Ural Automotive Plant in Miass, while the Ulyanovsk plant began producing the smaller GAZ-AA in 1947. UAZ developed a prototype 1.5-tonne truck in 1948, using the ubiquitous 50 hp (37 kW; 51 PS) 2,112 cc (129 cu in) inline four of the Pobeda; this, the UAZ-300, was never built, due to a lack of production capacity. In 1954, production was expanded to include the GAZ-69, and the first batches were assembled from GAZ parts. Two years later, the factory was not just assembling GAZ-69s from parts delivered elsewhere, but manufacturing them in their entirety.

The connection with GAZ led UAZ to be the top Soviet manufacturer of four-wheel drive vehicles.

Ulyanovskiy Avtozavod (UAZ) main entrance

The Golden Age

UAZ began its growth away from being a mere assembler in 1954, with the creation of its own design office. It was this office, responding to a request from the Red Army, that in 1955 created a forward control van project, codenamed “Forty” (resembling the contemporary Austin J2), on the GAZ 69 chassis. This became the UAZ-450, the first Soviet “cabover” truck. The prototype appeared in 1956, and was tested in both the Caucasus Mountains and Crimea. Its loaded weight was 2.7 tonnes, and it, like all the 450 series vehicles, was powered by a 62 hp (46 kW; 63 PS) low-compression 2,432 cc (148.4 cu in) inline four (based on the ubiquitous Pobeda ’​s, but with an 88 mm (3.5 in) bore, rather than 82 mm (3.2 in)), and the Pobeda ’​s three-speed transmission, while the transfer case, drive axles, leaf springs, and drum brakes came from the GAZ 69.

In 1958, UAZ began production of the UAZ-450 family of trucks and vans. The first model was the 450A ambulance; with room for two stretchers andfour-wheel drive, it was arguably the best in the world for use in remote areas. It was followed by the 450D drop-side pickup, which had an 800 kg (1,800 lb) payload; the 450 van, with a 750 kg (1,650 lb) payload; and the 11-seat 450V microbus. All the 450 series were capable of disconnecting the front drive axle and of reaching 56 mph (90 km/h), achieving fuel economy of 14 L/100 km (17 mpg_-US; 20 mpg_-imp), and of towing an 850 kg (1,870 lb) trailer.

A two-wheel drive variant of the 450 was announced on 12 December 1961, with the 450’s 2,300 mm (91 in) wheelbase and engine, as the 451 (van), 451D (drop-side pickup), 451A (ambulance), and 451B (minibus). The ambulance spawned a prototype UAZ-452GP with hydropneumatic suspension, to enable it to cross rough ground at high speed, following on the work done by Citröen on the DS19. The system proved very successful on trials, but it was rejected by the Red Army as too complicated, and so never entered production.

In 1966, the 451s were updated with a 70 hp (52 kW; 71 PS) 2,432 cc (148.4 cu in) inline four (still based on the ubiquitous Pobeda ’​s), four-speed gearbox, and minor detail changes, plus a stronger chassis (and so higher payload). The models were redisignated 451M (van, with an 800 kg (1,800 lb) payload) and 451DM (pickup, with a 1,000 kg (2,200 lb) payload). Maximum speed was 59 miles per hour (95 km/h).

In 1966, the four-wheel drives were renumbered UAZ-452 (van), 452D (pickup), 452V (minibus), 452A and 452G (both ambulances, with different patient capacity). There was also the 452S ambulance, specially designed for Arctic conditions, with more heating capacity, double-glazed windows, and insulation; they proved able to keep a 30 °C interior temperature in -60 °C outside conditions. The 452 was able to cross 50 cm (20 in) snow and carry an 800 kg (1,800 lb) load. The 452s would go on to become a workhorse of Soviet agriculture and police, with the pickup proving a popular commercial vehicle. Export versions of the 452D were called Trekmaster when sold in Britain, but never in large numbers; there was also a version with a British-built dump body, the Tipmaster.

The 451S was a snow-crossing variant with front skis and rear tracks; it was never produced in quantity, nor was the 451S2, which had tracks at front and rear. The 452 also served as the basis for an articulated model, the 452P, that was never put into production.

In 1972 the well-regarded, but outdated, GAZ-69 was replaced by the more modern UAZ-469. This was developed from the UAZ-471 of 1958 (with four-wheel independent suspension, which proved too complex) and the UAZ 460. The UAZ-469 was a sturdy, but not-so-comfortable vehicle with the ability to overcome virtually any terrain, while also providing ease of maintenance. The 469 reached legendary status, thanks to its reliability and impressive off-road capability, even though it was not made available to the civilian market until the late 1980s, before which time it was built exclusively for police and military use, as well as heads of agricultural enterprises (kolhozes and sovhozes). A commercially-available variant was produced by the Lutzk Automotive Works.

The UAZ-469 and its modifications have gained a dedicated following because of its off-road ability, reliability and simplicity. Off-road enthusiasts welcome it as a lower-cost and better alternative to the American Jeep, British Land Rover and Japanese Land Cruiser.

Crisis

After the collapse of Soviet Union, UAZ has started feeling the heat. On one hand, people were willing to buy its cars due to its high reputation; on the other hand, most preferred used imported off-road cars due to the lack of reliability of UAZ cars made in the 1990s. UAZ produced a slightly modified version of its original UAZ-469 car, UAZ Hunter, but the sales were still lacking.

After the collapse of the Soviet Union, UAZ experienced many financial problems which resulted in poor quality control and cost cutting which resulted in the production of low quality UAZ automobiles compared to those made in Soviet times.

In 2004, the plant was bought by the Severstal financial group, which made many investments in the firm and had also bought the ZMA car plant in Naberezhnye Chelny.

In 2005, a new SUV-like car, UAZ Patriot, was unveiled. Extensive use of third-party parts (which finally allowed UAZ to replace its notorious transmission with a better, Korean-manufactured one), large capacity, good off-road capabilities and affordable price (<15,000 USD) predict good sales in Russia. UAZ unveils a new 4 door pickup truck.

Reliability

The UAZ-469 (and its modifications) has earned a reputation as a very reliable and capable 4×4. It has gained huge popularity among off-road enthusiasts within Russia, former Soviet republics as well as Europe, Asia, South America and Africa, and is preferred by many over other legendary 4x4s such as Land Rover, Jeep and Toyota.

One of the main reasons the 469 has enjoyed such popularity is its deliberately simple design, which allows for easy maintenance and repairs. Its simplicity is a deliberate design feature for two main reasons: the requirements of the Soviet Armed Forces, as well as that most people in the Soviet Union/Russia prefer to fix their cars themselves as opposed to taking them to an authorized service stations,because of the complete lack of such stations,and later, with their appearance[beginning only from the ‘1960’s]; due to the lack of money from their miserable salaries, spare parts shortages and giant corruption at such stations.

Although the UAZ has proven to be a reliable 4×4, there have been a few problems with the car’s reliability that have slightly hurt its reputation.

The transmission of the original 469 has been known to have problems when not maintained properly (as the owners manual dictates). Another major problem within Russia has been the production of counterfeit parts made out of cheap metals. Furthermore, the 1990s (after the fall of the Soviet Union) saw a significant decline of quality in the assembly of UAZ vehicles as the company struggled to survive and could not afford to pay the salaries of its employees.

Other problems have been encountered with the modernization of the vehicle, as many of the new electrical and cosmetic parts have been of poor quality. To combat these problems, and return the reliability and dependability of UAZ vehicles to their former standards the UAZ Company has recently introduced a new Quality Control system which has reduced the number of UAZ vehicles with defects arriving in showrooms around the world.

Models

UAZ-452 («Bukhanka», or “Breadloaf”)

1972 UAZ-469 («Bobik»)

2005 UAZ Patriot

UAZ-31514 aka UAZ Sport

Gaz 69-2 till 1970 GAZ-69

2006 UAZ-469 – redesignated UAZ-3151

2005 UAZ-469B/UAZ-31512 – civilian version of UAZ-469

UAZ-31514

2007 UAZ-31519 – modified UAZ-31514

1998 UAZ-3153

UAZ-3160

UAZ Bars (UAZ-3159) – based on UAZ-3153

UAZ Simbir (UAZ-3162)

UAZ Simbir

UAZ Hunter – modernized UAZ-469B

UAZ Patriot (UAZ-3163)

UAZ 3171/3172 – a rebodied 469 of which the 3172 was the standard version and the 3171 was the short-wheel base version. The civil version had rectangular headlights. Never entered production.

Minivan

UAZ Simba 3165/3165m (4×2 or 4×4) – 8-seater minivan concept vehicle – not produced

Minibuses

1958 UAZ 450 UAZ-450

1966 UAZ 451 DM UAZ-451

1996 UAZ-452 of the Soviet Army Road Police UAZ-452

UAZ-2206

UAZ-3741

UAZ-3909

1999 UAZ-39625

UAZ-39095

UAZ-39099

UAZ-396259

Trucks

UAZ-450D

UAZ-452D. © Ralf Christiaan Kunkel UAZ-452D

UAZ-3303

UAZ-33036

UAZ-39094

UAZ-2360

UAZ Cargo

Gallery

UAZ Simbir

• 

• UAZ-452-based fire-engine

  

  1973 UAZ-452 experimental 6×6 12s

  

• UAZ-2360

  

• Cross-country vehicle UAZ-39294 «TREKOL»

  

• UAZ Cargo

  

• Spetsteh SBU-2410 – UAZ Hunter on tracks

  

•  UAZ 469 based Тrekol-39041

See also

• TREKOL-39294 – A Russian six-wheeled amphibious all-terrain vehicle manufactured using UAZ and GAZ products.
• Automobile model numbering system in USSR and Russia

That’s it

http://myntransportblog.com/2014/02/03/buses-vans-4x4s-uaz-bukhanka-more/

Buses PAZ Russia since 1932

                     PAZ                                     Pavlovsky Bus

Pavlovsky Bus
Type	Public company
Listing on the stock exchange	MOEX : PAZA
Year of foundation	1932
Location	Russia : Pavlovsky
Key figures	Andrey Vasilyev
Branch	Automotive industry ( ISIC : 2910 )
Production	buses
Parent company	GAZ Group
Site	www.paz-bus.ru www.autobus.ru

JSC “Pavlovsky Bus” (formerly Pavlovsky Bus Plant. Zhdanov ) – manufacturer of buses of small and middle classes in Russia .Located in Paul’s Nizhny Novgorod region .

 One of the production factory buildings

History 

 PAZ-651 , the first fruits of the plant

The decision to establish a factory to ensure Paul’s Gorky Automobile and other automotive companies driver’s tool and body reinforcement was made ​​in 1930 . In 1932 construction was completed and started production.

April 24, 1952 Resolution of the Government of the USSR motor tool factory in Pavlovsky on-Oka (founded in 1932) has been redeveloped and renamed Pavlovsky Bus Plant (PAZ). Already August 5, 1952 the first five buses first production model bonnet layoutPAZ-651 (GAZ / GZA -651) on the chassis mass truck GAZ-51 came out of the factory gates.

In 1958, started production at the plant first developed a new base model PAZ-652 wagon (cabover) of the two-mnogostvorchatymi doors.

12 November 1968 for the first time in history of bus production without stopping the main assembly line PAZ proceeds to issue developed on the basis of PAZ-652 new base model of the enterprise – PAZ-672 , to produce until 1989. Among its modifications was including all-wheel drive, single-door model terrain PAZ-3201.

In the 1960s, completely formalized main production enterprise concept – to meet the widest layers of consumers by creating the greatest possible number of modifications of the basic model. It was during these years the plant for the first time participating in international exhibitions.

1 December 1989 was started serial production of the most massive in the 1990s – 2000s. the basic model of the plant – the bus PAZ-3205 . To date, developed more than 30 modifications of the bus for various applications (specialized and suites) and designed for use in various climatic conditions. Of them serially produced about ten.

In the late 1990s – early 2000s, have developed new models of buses medium and large classes: PAZ-4230 “Aurora” , ESD-4234 , ESD-4223 , ESD-4228 , ESD-5220 , ESD-5271 , ESD- 5272 , as well as Russia’s first low-floor bus of a small class of PAZ-3237 .

In 2000, were put into operation new facilities for the production of buses and coaches and a large middle class – a three-door PAZ-5272 two-door and PAZ-4230 “Aurora” . Due to competition with the main Russian producers of full-size buses – LiAZ and NefAZ  – production of large buses PAZ-5272 and other large series has not been established. Because of the greater demand in the market for small buses PAZ-4230 average basic model of the plant did not. Its modification KAvZ-4238 technical documentation PAZ mastered in manufacturing small batches as well as licenses in Kurgan on KAVZ .

In 2000 he joined the PAZ engineering holding ” GAZ Group “, which brings together the main producers of buses, trucks and other vehicles in Russia.

National project “Education”

	2006
PAZ-32053-70	664
KAvZ-397653	663
Only	1327

 School buses PAZ-4234 national project “Education”

PAZ-3201 , all-wheel drive bus 1970 – 1980

PAZ-3205 , mass small bus from the end of the 1980s

PAZ-3204 , a new small bus from the late 2000s

PAZ-4230 “Aurora” , the average bus since the mid-2000s

Since 2006 PAZ involved in the national project “Education” school production of special modifications PAZ-3205 and ESD-3206 unified yellow.

In the late 2000s, the plant produced the first low-floor bus Russian small class PAZ-3237 “Meadow” and replace family PAZ-3205 has developed a new family of small buses on a spring suspension – PAZ-3204 .

PAZ-3204 was put into production in January 2009, was voted “Best coach of the year in a small class” in 2009 and 2010, but for various reasons the base model of the plant has not yet become. Also in 2009, developed a modification of PAZ-3204 with LPG systems.

At the turn of the 2000s – 2010s the factory also developed innovative models of buses PAZ-3202 “Valdai” and PAZ “City” .

During the restructuring of production facilities combined into a single body paint spray welding, crimping and metallozagotovitelny shop. The most ambitious project to streamline production associated with assembly plant – were reduced to four threads conveyors. In 2009, enacted painting complex of new generation “Eisenman.”

Products

Pavlovsky Bus Factory specializes in designing and manufacturing of buses and small middle class (length 9.7 m). PAZ – the massive Russian buses, their annual output is more than 10 thousand units, almost 80% of small buses in Russia.

PAZ lineup includes basic models of small class families PAZ-3205 and ESD-3204, low-floor bus of a small class of PAZ-3237 “Meadow”, as well as special buses – PAZ-3206 with the wheel formula 4 × 4, PAZ-32053-70 school, combi PAZ 32053-20 and other special vehicles. Upgrading base model PAZ-3205 and the expansion of the model range is in accordance with the requirements of the times and consumer preferences major customers – transporters.

PAZ repeatedly received high awards in major competitions in the categories “Best Urban Bus” (prize professionals) and “Commercial Vehicles” (jury prize).

Small buses 

• PAZ-3205  – small class bus, the underlying model of the plant. The Russian colloquially referred to simply as a “keyway”.
• PAZ-3206  – small class bus, designed to carry passengers on roads with different types of coatings, including dirt, in different seasons. All-wheel drive bus GVW 7.2 t has a single door and 28 seats. It is equipped with domestic 4 – or 5-speed manual gearbox and two-speed transfer.
• PAZ-3237 “Tile” – Russia’s first low-floor bus for a small class of large cities with high traffic.
• PAZ-3203 , PAZ-3204  – Small buses for a new family of commercial traffic.

Buses middle class 

• PAZ-4234  – extended modification of PAZ-32054 for the commuter and intercity.
• PAZ-4230 “Aurora”  – Bus middle class with modern design.Due to the characteristic front end is often colloquially referred to as “duck.”There are simplified and improved version of the bus windows, respectively, with rubber gaskets and pasted.Production transferred to KAvZ.Developed the following modifications:
  • PAZ-4230-01, PAZ-4230-04 – bus for commuter and intercity. 31 has a place to sit, the total capacity – 54 people.
  • PAZ-4230-02, PAZ-4230-05 – bus for commuter and intercity. Has 29 seats, the total capacity – 52 people.
  • PAZ-4230-03, PAZ-4230-06 – city bus with two double-wing doors. Has 27 seats, the total capacity – 56 people.
• PAZ-320412  – Bus middle class of a new family. Available in the following versions: urban, suburban and long-distance.

Cars, Buses + Trucks LiAZ Likinskiy Avtobusnyi Zavod Russia

LiAZ

Liaz 1937

(Russia)

LiAZ (Russian: Ликинский автобусный завод (ЛиАЗ) Likinskiy Avtobusnyi Zavod, English: Likino Bus Plant) is a bus manufacturing company located in Likino-Dulyovo, Russia. It is now a wholly owned subsidiary of GAZ.

For the defunct Czech truck manufacturing company see:LIAZ (Czech Republic)

LiAZ (Likino Bus Plant)

Native name	Ликинский автобусный завод
Industry	Bus manufacturing
Founded	1937
Headquarters	Likino-Dulyovo, Russia
Products	Buses, trolleybuses (2005–2012)
Employees	2,061
Website	liaz-bus.ru

A LiAZ-677M in Yelets (Lipetsk Oblast)

LiAZ-5256 bus (first generation) inStary Oskol (Belgorod Oblast)

LiAZ-5256 bus (second generation) in Oradea (Romania)

Two LiAZ-5292.20 buses in Moscow

LiAZ-5280 trolleybus in Kursk

History

The factory was created in 1937 as a wood processing plant LOZOD (Likino Engineered Wood Test Factory). It produced pressed wood products, as well as wood particle boards. In 1944 the factory was renamed to LiMZ (Likino Machinery Factory) and it started producing small machinery like power saws and portable generators.

In 1959 the factory started to assemble passenger buses ZIL-158. It was renamed to LiAZ the same year. In 1967 the factory designed and manufactured the first bus model of its own named LiAZ-677. The factory produced 194,183 buses of this model in the next 29 years.

After the collapse of the Soviet Union, LiAZ started to experience difficulties. In 1996 bus manufacturing ceased and the factory declared bankruptcy in 1997. The factory has since been restructured and is known as LLC Likinskij Avtobusnyj Zavod. In 2000 it became part of the RusAvtoPromCorporation, and has been part of the GAZ Group since 2005.

The trolleybuses were produced by LiAZ from 2005 until 2012.

Models

Buses

Historical

• ZIL-158/LiAZ-158 (1959–1970), front-engined bus

• LiAZ-677 (1967–1996), front-engined bus

ZIL-158

• LiAZ-158 (ZIL-158V), 1965

• LiAZ-677M

• LiAZ-677M, rear view

  

Current model range

5256

• LiAZ-5256 (since 1986), rear-engined bus

• LiAZ-5292 (since 2004), rear-engined low-floor bus

• LiAZ-5293 (since 2006), rear-engined low-entry bus

• LiAZ-6212 (since 2002), articulated bus based on LiAZ-5256

• LiAZ-6213 (since 2007), low-floor articulated bus based on LiAZ-5292

• LiAZ-5292

• 

  LiAZ-5293

• 

  LiAZ-6212

• 

  LiAZ-6213

Trolleybuses

5280

• LiAZ-5280 (2005–2012), trolleybus based on LiAZ-5256

• LiAZ-52802, low-floor trolleybus based on LiAZ-5292

• LiAZ-52803, low-entry trolleybus based on LiAZ-5293

1957 LIAZ 706 RO LIAZ Skoda 706 11781cc Hiller-Aufbau

1962 LIAZ 676 123p 6×4

liaz-676

##### SO FAR WITH LiAZ RUSSIA #####

LIAZ

(Czech Republic)

For the Russian bus manufacturing company see: LiAZ (Russia)

LIAZ MT – one of most successful series

LIAZ (LIberecké Automobilové Závody – Liberec Automobil Works) is a defunct Czech and Czechoslovak manufacturer of trucks. The company was formed in 1951 by the government as a division of Škoda. In 1953 LIAZ became independent of Škoda, but still continued to use its name until 1984 (Škoda LIAZ). Main plants were in Rýnovice, Mnichovo Hradiště and Liberec, later there have been opened factories in Mělník, Zvolen, Veľký Krtíš,Přerov and Holýšov. In the 1970s LIAZ was the biggest Czechoslovak truck manufacturer. The production ceased in 2002.

Trucks

• Škoda 706 R
• Škoda 706 RT
• RT
• 100
• 200
• 300
• S
• FZ
• 400 Xena
• 400 Fox
• The Engine Plant of LIAZ trucks has been purchased by TEDOM Trucks which has also purchased all the technical data and drawings and is now marketing LIAZ Concept Trucks under the brand of FOX. The official website is. In late nineties LIAZ in Jablonec and Nisou was mainly producing diesel engines which were assembled and tested at the industrial estate.
• The engine line production actually tested every single engine by running it and collecting various parameters about it. Every n-th engine was sent to disassembly to check for any engine tolerances. The testing rigs were called Brzda (brake) where the engine was connected to fuel, exhaust extraction piping and electronic probes.
• The industrial estate of LIAZ has also been used for production of steam which is routinely used to heat housing estates. This highly presurised steam is piped to smaller transformer stations round the town of Jablonec nad Nisou. In the transformer stations, the pressure is reduced and used for heating blocks of flats.

---

A few examples of products (click to truck-name redirected you to gallery of this vehicle on http://www.liaz.cz, or http://www.busportal.cz)

R series (1952–1958)

name	type	axles	drive	cab
ŠKODA 706 R	drop side truck	2	4×2	short
ŠKODA 706 RS	tipper	2	4×2	short
ŠKODA 706 ROK	garbage truck	2	4×2	middle

RT series (1956–1990)

name	type	axles	drive	cab
ŠKODA 706 RT	drop side truck	2	4×2	middle
ŠKODA 706 RTTN	truck tractor	2	4×2	middle
ŠKODA 706 RTS	tipper	2	4×2	middle
ŠKODA 706 RTHP	fire truck	2	4×4	double cab

MT series (1965–1990)

name	type	axles	drive	cab
ŠKODA LIAZ 706 MTC	drop side truck	2	4×2	middle
ŠKODA LIAZ 706 MTTN	truck tractor	2	4×2	middle
ŠKODA LIAZ 706 MTSP	tipper	2	4×4	short

100 series (1974–2003)

name	type	axles	drive	cab
ŠKODA LIAZ 100.47	truck tractor	2	4×2	middle
ŠKODA LIAZ 100.05	drop side truck	2	4×2	middle
LIAZ 111.054	drop side truck	2	4×4	middle
LIAZ 122.053	drop side truck	3	6×2	middle
LIAZ 151.261	tipper	2	4×4	short
LIAZ 101.860	fire truck	2	4×4	special

200 series (1990–1995)

name	type	axles	drive	cab
LIAZ 230.573	truck tractor	2	4×2	high
LIAZ 230.073	drop side truck	2	4×2	high
LIAZ 250.261	tipper	2	4×2	short
LIAZ 251.154	army truck	2	4×4	short
LIAZ 232.471	truck tractor	3	6×2	middle

300 series (1992–2003)

name	type	axles	drive	cab
ŠKODA LIAZ 18.33 TBV	truck tractor	2	4×2	high
ŠKODA LIAZ 18.29 PB	drop side truck	2	4×2	middle
ŠKODA LIAZ 18.29 SA	tipper	2	4×4	short
ŠKODA LIAZ 18.29 XA	fire truck	2	4×4	special
ŠKODA LIAZ 24.33 PZV	drop side truck	3	6×2/2	high
ŠKODA LIAZ 24.23 KYV	garbage truck	3	6×2/4	middle
ŠKODA LIAZ 29.33 SD	tipper	3	6×4	short
ŠKODA LIAZ 29.33 SDA	tipper	3	6×6	short
ŠKODA LIAZ 40.33 SC	tipper	4	8×4	short
ŠKODA LIAZ 12.18 PB/S	delivery truck	2	4×2	short Steyr

400 series (1996–2003)

name	type	axles	drive	cab
ŠKODA Xena	truck tractor	2	4×2	high
ŠKODA Fox	tipper	2	4×2	short

TEDOM 400 (2006–2009)

name	type	axles	drive	cab
TEDOM Fox	tipper	2	4×4	short
TEDOM Fox 6×4	tipper	3	6×4	short

That’s it

Eastern Europian Car Combination IX 1966-1980

1966

1967

1968

1969

1970

1971

1972

1973

1974

1975

1976

1977

1978

1979

1980

End of part IX

Eastern Europian Car Combination VIII 1958-1965

1958

1959

1960

1961

1962

1964

1965

The End of part VIII

Buses, Van’s, 4×4’s, UAZ “Bukhanka” + more

UAZ (УАЗ) is an initialism for Ulyanovsky Avtomobilny Zavod (Ульяновский Автомобильный Завод, which translates to “Ulyanovsk Automobile Plant”) is an automobile manufacturer based in Ulyanovsk, Russia which manufactures off-road vehicles, buses and trucks. It is best known for its Model 469 utility vehicle, which has seen wide use as a military vehicle in the Eastern bloc and around the world. The UAZ factory started production in 1941 as part of the Soviet war effort.

History

War and Post-War

The Ulyanovsk Automobile Plant was founded in 1941 as a direct result of the German invasion of the Soviet Union. The rapidly advancing Germans threatened to capture the bulk of Soviet industry, concentrated in the Western parts of the country, and thereby undercut the ability of the USSR to supply its troops. In response to this threat the government of Joseph Stalin ordered the evacuation of strategically crucial industrial centers to the East. By the October 1941, the rapid German drive to Moscow, triggered the decision to relocate the Moscow automotive manufacturer ZIS to the Volga town of Ulyanovsk. The town, already a nascent industrial center with a sufficiently developed infrastructure and a good supply of skilled workers, would be an ideal location for the reconstituted factory. It was also safely out of reach of the German army. At that time of its founding, the plant was considered a subsidiary of ZIS. By 1942, the plant began production of artillery shells and automobiles. The first automobile produced at the plant was the ZIS-5 three-ton truck.

In 1943, when the prospect of a German victory had become far less likely, it was decided that the relocated plant would remain in Ulyanovsk and be separated administratively from ZIS, which would be rebuilt in Moscow from scratch. This was in line with the Soviet post-war policy regarding various relocated industrial operations. It was considered more efficient to leave the newly built plants as is, while the original plants, provided they survived the war were outfitted anew, frequently with captured German machinery. At the end of 1944, the production of the ZIS-5 was transferred to The Ural Automotive Plant in Miass, while the Ulyanovsk plant began producing the smaller GAZ-AA.

GAZ AA

GAZ Family variants

In 1954 production was expanded to include the GAZ-69 jeep.

Gaz 69A tot 1970

GAZ-69A

Two years later, the factory was not just assembling the jeeps from parts delivered elsewhere, but manufacturing the automobiles in their entirety.

Ulyanovskiy Avtozavod (UAZ) main entrance

The Golden Age

In 1958, UAZ began production of its first independently designed automobile, the UAZ-450 – a family of trucks and vans. In 1966, the UAZ-452D a further development of the 450, was put into production. The 452 would go on to become a workhorse of soviet agriculture and police.

In 1972 the well-regarded, but outdated, GAZ-69 was replaced by the more modern UAZ-469.

1972 – nu UAZ-469

UAZ 469 from 1980

2005 UAZ-469 medical modification, used in Ukraine

The UAZ-469 was a sturdy, but not-so-comfortable vehicle with the ability to overcome virtually any terrain, while also providing ease of maintenance. The 469 reached legendary status, thanks to its reliability and impressive off-road capability, even though it was not made available to the civilian market until late 1980s, before which time it was built exclusively for police and military use. A commercially-available variant was produced by the Lutzk Automotive Works.

The UAZ-469 and its modifications have gained a dedicated following because of its off-road ability, reliability and simplicity. Off-road enthusiasts welcome it as a lower-cost and better alternative to the American Jeep, British Land Rover and Japanese Land Cruiser.

Crisis

After the collapse of Soviet Union, UAZ has started feeling the heat. On one hand, people were willing to buy its cars due to its high reputation; on the other hand, most preferred used imported off-road cars due to the lack of reliability of UAZ cars made in the 1990s. UAZ produced a slightly modified version of its original UAZ-469 car, UAZ Hunter, but the sales were still lacking.

After the collapse of the Soviet Union, UAZ experienced many financial problems which resulted in poor quality control and cost cutting which resulted in the production of low quality UAZ automobiles compared to those made in Soviet times.

In 2004, the plant was bought by the Severstal financial group, which made many investments in the firm and had also bought the ZMA car plant in Naberezhnye Chelny.

In 2005, a new SUV-like car, UAZ Patriot, was unveiled. Extensive use of third-party parts (which finally allowed UAZ to replace its notorious transmission with a better, Korean-manufactured one), large capacity, good off-road capabilities and affordable price (<15,000 USD) predict good sales in Russia. UAZ unveils a new 4 door pickup truck.

Reliability

The UAZ-469 (and its modifications) has earned a reputation as a very reliable and capable 4×4. It has gained huge popularity among off-road enthusiasts within Russia, former Soviet republics as well as Europe, Asia, South America and Africa, and is preferred by many over other legendary 4x4s such as Land Rover, Jeep and Toyota.

One of the main reasons the 469 has enjoyed such popularity is its deliberately simple design, which allows for easy maintenance and repairs. Its simplicity is a deliberate design feature for two main reasons: the requirements of the Soviet Armed Forces, as well as that most people in the Soviet Union/Russia prefer to fix their cars themselves as opposed to taking them to an authorized mechanic.

Although the UAZ has proven to be a reliable 4×4, there have been a few problems with the car’s reliability that have slightly hurt its reputation.

The transmission of the original 469 has been known to have problems when not maintained properly (as the owners manual dictates). Another major problem within Russia has been the production ofcounterfeit parts made out of cheap metals. Furthermore, the 1990s (after the fall of the Soviet Union) saw a significant decline of quality in the assembly of UAZ vehicles as the company struggled to survive and could not afford to pay the salaries of its employees.

Other problems have been encountered with the modernization of the vehicle, as many of the new electrical and cosmetic parts have been of poor quality. To combat these problems, and return the reliability and dependability of UAZ vehicles to their former standards the UAZ Company has recently introduced a new Quality Control system which has reduced the number of UAZ vehicles with defects arriving in showrooms around the world.

uaz-452-allrad-sowjetarmee © Ralf Christian Kunkel

UAZ-Bukhanka-Kazakhstan-September-2013

1999 UAZ-2206 Mongolië

1998 UAZ-3303

UAZ Bus Bukhanka Mongolië

UAZ Van-Bus

UAZ 452 tekeningen

 UAZ-452 experimental 6×6 12s  1973

 UAZ-452 experimental 6×6 12s  1973

UAZ 452 on lake baikal

UAZ 452, Ambulances, Koryazhma

UAZ УАЗ 452 Скорая помощь Харьков

uaz rups

UAZ-451 v

UAZ-452 mud

UAZ-452 of the Soviet Army Road Police

UAZ-452-based fire-engine

UAZ-2206 4×4

UAZ-2206

UAZ-2206

uaz-buhanka-safe

uaz-kamper

uaz-kamper

UAZ-39625

UAZ-39094

UAZ-22069 nieuw

UAZ-3909 Emergency gas service

uaz-452-d-04

uaz-buhanka-provodnik

UAZ Simbir policie

Uaz Cargo 230602-050

Uaz Pickup 23632 with bedcap

2005 UAZ Pickup

2005 UAZ-469 medical modification, used in Ukraine

2005-nu UAZ Patriot

2008 Ukrainian police UAZ-3151 UMM

2009 Russian Police UAZ Hunter in Saint Petersburg

UAZ-Hunter on tracks 1

2010 Cross-country vehicle UAZ-39294 «TREKOL»

2010 UAZ Patriot Sport police vehicle © Vitaly V Huzmin

2013 UAZ Patriot-Integrated Safety and Security Exhibition © Vitaly V Huzmin

END

Buses AJS England + AKZ Russia

Bussen AJS en AKZ

Het Britse merk AJS en het merk AKZ uit Rusland.

AJS Commodore

AJS adv

Van beide in op het WWW weinig te vinden. AJS http://nl.wikipedia.org/wiki/AJS AJS is een Brits merk van motorfietsen, en een historisch Brits merk begonnen in 1874 uit Wolverhampton van inbouwmotoren, zijspannen, auto‘s, autobussen en radio‘s. Vandaag laat ik alleen maar autobussen zien.

AJS Pilot

AJS different Pilot’s 1930

AJS Pilot advertentie 6cyl 24-26 seater Wolverhampton

AJS Commodore

AJS A.J.Stevens A ‘Commodore’coach

AJS Pilot awaiting it’s fate

Nu komen we bij AKZ. Ik ben er na grondig onderzoek niet achter gekomen waar deze letters voor staan. In totaal kom ik drie AKZ bussen tegen allemaal uit 1947 en 1949 en allemaal afkomstig uit Rusland. Toch kom ik vrijwel gelijkende bussen ook al afkomstig uit Rusland ofwel de USSR tegen met de naam ZIS, een groter en bekender Russisch merk. Ik ga de foto’s laten zien.

AKZ-1 Moskou 1947

AKZ ZIS Aremkuz 1947-1948

AKZ-1 = ZIS 162

Labels: AJS, AKZ, Bussen, Engeland, Rusland, Stevens, UK, ZIS

Buses AMO Russia

AMO Buses

AMO 2 1934 Ambulancebus

AMO ZiL (Avtomobilnoe Moskovskoe Obshchestvo – Zavod Imeni Likhachova)

AMO een Russisch Automobielmerk. Avtomobilnoe Moskovskoe Obshchestvo (AMO, Russian Автомобильное Московское Общество (АМО)—Moscow Automotive Society). Is gestart in 1915 en hield qua naam alweer op in 1931. Toen werd met Amerikaanse hulp het merk omgedoopd in ZIS, maar dat komt veel later terug. Geen flauw idee hoe lang het gaat duren voor ik bij de Z ben.

AMO F 15 Bus 1926

AMO Soviet minibus 1926

Amo-4 torpedo1931

AMO-4. Image sent by betauser 1932

amo bus 1915

AMO-4-bus

Labels: Ambulances, AMO, Bussen, Rusland, ZIL