Fans of cars of the Volga Automobile Plant are interested in when they stopped producing the VAZ 2115. To answer this question, you need to know the history of the appearance of this car and the reasons why it was discontinued.

The history of the appearance of the VAZ 2115

The first prototype VAZ 2115 from the Lada Samara family, popularly called "Pyatnashka", was demonstrated in 1997 at the Moscow Motor Show. From the same year, its serial production was launched. From its predecessor VAZ 21099 from the Lada "Sputnik" family (year of manufacture 1990) "Pyatnashka" favorably differed in the design of the front end; the fenders, bonnet and trunk lid have received a more rounded shape. The metal bumper has been replaced with a plastic one. The look has become more modern thanks to the side decorative strips. The trunk became more convenient, the opening of which began from the bumper. The body length has increased by 22.5 cm. The car has become streamlined and successfully tested in a wind tunnel.

However, in 1999, the designers significantly changed the appearance of the car. New front and rear optics were installed, an additional brake light appeared on the trunk spoiler, and the electrical equipment underwent improvements. The interior has changed for the better.

Since 2007, the car has been equipped with a 1.6 liter engine. After this improvement, the sedan began to meet European standards.

In relation to its predecessors, this model turned out to be the most expensive, but also the most prestigious. The sales volume amounted to 30% of all VAZ models. On average, 2600 "Pyatnasheks" rolled off the assembly line every month.

The demand and popularity of the new sedan grew. Therefore, since 2000, its assembly was transferred to the main conveyor of the Volga Automobile Plant.

From what year and why was the production of VAZ 2115 discontinued

In 2012, Lada Granta was released. With a more attractive design and better technical characteristics, its cost was comparable to that of the VAZ 2115. This is one of the reasons why the production of the popular 2115 model was discontinued.

In addition, a stream of foreign cars, new and used ones, poured into the Russian market.

The opinions of potential buyers both in Russia and in the countries where the VAZ 2115 was exported were divided. With the same cost of cars, many motorists preferred to opt for more comfortable, equipped and reliable foreign cars with a short service life. Others believed that the new one is new, and at least during the warranty period there will be no problems with the 2115 car. And spare parts of domestic production are cheaper.

Demand for the popular model began to fall, its monthly sales volume dropped to 500 vehicles per month.

To increase the demand for VAZ 2115, the Volzhsky plant took a number of measures. One of them is a substantial discount on this model. The measure was a temporary success. The demand for VAZ 2115 has increased by more than 70%. But it was a successful last attempt. In 2011, sales decreased by 44%, and the plant's management decided to discontinue production of this model from January 1, 2012. But production continued until the end of the year.

Over the years, more than 10 million cars of this model have been produced.

But the production of Lada Samara cars did not end there. Until the end of 2013, the release of its modifications 2113 and 2114 continued in Togliatti.

Subsidiaries of the Volga Automobile Plant, which produced cars based on the VAZ 2115, switched to the production of cars based on Lada Grant.

It is impossible to answer exactly from what year the sale of "Pyatnashek" completely stopped. In the warehouses of the dealers there were cars that were sold for a long time.

"Zhiguli" of the 1960s-1980s is officially called "classics", and this is perhaps the only case in the automotive industry when the generally accepted meaning of the word has become limited and does not require clarification about which cars are being discussed.

Compared to the majority of car manufacturers, Volzhsky Automobile Plant (VAZ) is a relatively young enterprise. Its construction began in 1967 and proceeded at an incredible pace, even by Soviet standards. Since a decision had already been made on Fiat cooperation (the first model of Zhiguli was made on the basis of Fiat-124), construction was carried out according to a technical project of the Italians, and a contract was signed with them for the supply of basic technological equipment and further training of specialists. The Zhiguli was conceived as a people's car, which, at a relatively low price, could reduce the incredible queues of Soviet citizens wishing to have their own transport.

The first six VAZ-2101 "Zhiguli" cars were produced on April 19, 1970. The mass production of Kopekas began in August, and by the end of the year, 21,530 Edinichek were produced. The first models had a 4-cylinder engine with a volume of 1198 cc and a maximum speed of 140 km / h. Objectively, the VAZ-2101 surpassed other Soviet production cars of the turn of the sixties - seventies in terms of technical level and quality, especially in interior trim, but in terms of durability and maintainability, it was inferior to them. VAZ-2101 was produced until 1982.

In 1972, the second model of the Volga Automobile Plant came out - the VAZ-2102 - a five-door station wagon, produced until 1985. The popularity and fame of the "best friend of summer residents" eventually passed to the VAZ-2102 receiver represented by the fourth model VAZ.

In the same year, the production of "Treshka" - VAZ-2103 (Lada 1500 in export version) began. Its basic 72-horsepower engine made it possible to reach a speed of 100 km / h in 17 seconds, making the model the most dynamic of the mass Soviet cars of those years and comparable in dynamics to Western counterparts. For 12 years, 1 304 899 cars of the "third" model were produced. It is worth noting a very interesting modification, which was really not accepted - VAZ-2103 Porsche. The 1976 version of the VAZ-2103 proposed by Porsche without all the chrome parts. For a long time, the VAZ-2103 was deservedly considered a comfortable, reliable and dynamic car, and some connoisseurs of the brand consider it the most elegant and stylish model of the VAZ in general.

The very first car VAZ-2106 was assembled in December 1975, and the mass production of new items began on the third line of the conveyor on February 21, 1976. On December 28 of the same year, a copy of this model became the three-millionth car produced by the Volga Automobile Plant, and on June 3, 1978 . - four million. On May 17, 1979, one of the VAZ-2106, sent to Czechoslovakia, became the millionth Soviet car delivered to the CMEA countries. Nobody could have imagined such a superpopularity of an indistinguishable car that replaced the third model. Relatively powerful engine VAZ-2106 with a volume of 1.6 liters and 75 hp. allowed a maximum speed of 152 km / h. This model was produced until 2006. In total there were 7 serial modifications and 3 non-standard ones, one of which is the so-called "Half of the seventh" - the only copy made by special order of someone from the Politburo after the demonstration of the experienced VAZ-2107 to the top leadership of the USSR in 1979.

Small-scale production of the VAZ-2105 began in October 1979, full-scale was deployed in January 1980 and lasted until December 30, 2010. "Five" became the second generation of "Zhiguli", equipped with a 1.29 liter carburetor engine with a power of 63.6 hp. and a 4-speed gearbox. About 14 modifications were produced, which differed from the basic version in various engines. Among them, we can highlight the sports LADA 2105 VFTS (LADA-VFTS) - with a 1.6-liter forced engine, 160 hp. (at 7000 rpm), 164.8 N.m (at 5500 rpm)) and spur 4 and 5-speed gearboxes and a raliy LADA 2105 VIHUR.

In March 1982, the Volzhsky Automobile Plant began production of the VAZ-2107, which became the last model of the "classic". The seventh model was based on the VAZ-2105, but in a more luxurious and modern design. The 1.6-liter engine with a central fuel injection system made the "Seven" the fastest of the "classic" VAZ family (top speed 176 km / h). This car is also one of the best-selling cars in the post-Soviet market thanks to its simplicity, reliability and, of course, low price. After the complete closure of LADA 2107 production in Russia on April 17, 2012, this model continues to be manufactured in Egypt by the Lada-Egypt enterprise.

Serial production of the VAZ-2104 ("Fours") was started at the Volga Automobile Plant in the second half of 1984. The model VAZ-2105 was taken as a basis, which was distinguished by the minimum production costs and the maximum consumer effect. 4-stroke 1198 cc 58 hp carbureted engine with belt-driven camshaft The new model has a tailgate that opens upwards and a folding rear seat, which allows to increase the volume of the luggage compartment from 375 to 1340 liters.

It is the VAZ-2104 that finishes the production of the "classic" line of the Volga Automobile Plant based on Izhevsk production. You can still buy a car from dealers. The basic configuration, the cost of which starts from 200,000 rubles, now includes a petrol injection engine with a working volume of 1600 cm³ and a power of 74.5 hp. complete with a manual 5-speed gearbox. VAZ-2104 is capable of reaching a maximum speed of 145 km / h and accelerating to 100 km / h in 17 seconds. The consumption of 92 gasoline should be 7.5 liters per 100 km.

Life after graduation

In 2002, Ivan Dykhovichny shot the comedy film "Kopeyka", in which a car becomes a time machine, reflecting the life of an entire generation.

On June 7, 2004, the grand opening of the world's first and only Monument to Kopeyka, the popular VAZ-2101 car in Russia, took place.

A 1971 VAZ-2101 car, prepared by the CityMotorsport team, took part in the historic car race held on the prestigious Nurburgring track on October 1, 2004. The rivals of "Kopeyka" were about 50 legendary racing cars of the past. At first, our compatriot was losing, mainly because of the low engine power, but after the rain began to play a big role was played by the art of management. As a result, the VAZ-2101 crew finished in thirtieth position and in first place in the class.

A classic in time

1972 - the beginning of production of the VAZ-2102

1972 - the beginning of production of the VAZ-2103

december 1975 - release of the very first VAZ-2106 ("Shakha" or "Shokha", "six", "ball")

october 1979 7 years - the first small-scale batch of VAZ-2105 ("Five" or "stool")

march 1982 - Volzhsky Automobile Plant began production of VAZ-2107 ("Seven", "Semera")

second half of 1984 - the beginning of production of the VAZ 2104 ("Four")

The choice fell on FIAT mainly for political reasons: the Communist Party of the USSR supported the parties of other capitalist developed countries, especially Italy and France. The leaders of foreign communist parties needed new jobs, and the construction of a plant in Togliatti solved their problems. Italian specialists and builders. built a plant, provided all the necessary documentation, consulted with VAZ engineers and took part in the development of new models. The first batch of logos was also produced in Italy, which has increased the interest of collectors.

The prototype of the VAZ 2101 was the FIAT 124 model 1966 with a 1.2-liter engine and entry-level interior trim. In 1965 it won the title "Car of the Year".

On January 3, 1967, the construction of the Volzhsky Automobile Plant was announced by the All-Union Shock Komsomol Construction Project. Thousands of people were sent to the construction, mostly young people. And on January 27 of the same year, the first cubic meter of land was taken out for the construction of the first workshop.

Since 1969, labor collectives began to form, the installation of equipment produced at 844 domestic plants and 900 plants of the Commonwealth, by firms from Italy, Germany, England, the USA, France and other countries, continued.

On March 1, 1970, the first ten bodies left the welding shop, and on April 19, the main assembly line left first 6 car VAZ 2101. The car and its modifications were named "Zhiguli", after the name of the mountains near Togliatti.
Zhiguli were very similar to Fiat 124, but it was only in appearance.
The vehicles were assembled from fully localized parts, with no supply from Fiat. But some of the parts were not produced in the USSR, but in other socialist countries. For example, in 1967 in Poland, the Polski Fiat 125P, very similar to the Zhiguli, was already produced, it could carry Latin symbols, which was the reason for the appearance of the legend about Fiat kopecks.
Later, parts from the USSR began to be supplied to Polish Fiats, for example, recessed door handles.
The FIAT design underwent many changes before becoming Zhiguli. Even in the early stages of testing, it was clear that Fiat was not for our roads. Its body was very weak, it had to be strengthened, as well as the suspension.
The ground clearance was increased from 164 to 175 mm, the rear disc brakes were replaced with drum brakes, more durable and protected from the effects of sand and dirt. As testified by the testers, the rear pads were enough for 500-600 km on a bad road, they were simply erased to metal. The door handles were made recessed, which made them harmless, a rear-view mirror appeared outside.

The camshaft moved from bottom to top, the distance between the cylinders increased, while maintaining the engine displacement of 1.2 liters, the cylinder diameter was increased from 73 to 76 mm with a power of 64 hp.
In the transmission, the diameter of the clutch disc was increased from 182 to 200 mm. The three-link suspension was changed to a five-bar suspension. Instead of two jacks on the sides, there are four.
A hole appeared in the front bumper under the "crooked" starter, fangs and towing eyes appeared. The seats, unlike the Fiat ones, began to unfold. In total, more than 800 changes were made, which significantly strengthened the structure, and made it 90 kg heavier, from 855 to 945 kg.

The bulk of the modifications were made by Italian specialists, with the participation of Soviet ones, which made it possible to learn from the experience and use it in subsequent developments.

On October 28, 1970, the first echelon with Zhiguli was sent to Moscow. With an estimated construction of 6 years, the plant was launched 3 years earlier.

On March 24, 1971, the State Commission accepted the first stage in operation, which will produce 220,000 vehicles per year.

In 1971, the export of Zhiguli to Bulgaria, Czechoslovakia, Hungary, Yugoslavia and the German Democratic Republic began. A little later in Germany, France, Austria, Switzerland, Egypt, Great Britain, Nigeria.
Due to the different languages \u200b\u200bof buyers, the name "Zhiguli" was changed to "LADA" / "LADA".

On December 22, 1973, the plant was officially adopted by the State Commission with excellent marks after the release of the millionth VAZ car, and by the decree of the Presidium of the Supreme Soviet of the USSR was awarded the Order of the Red Banner of Labor.

In the 70s "Zhiguli" were the most comfortable and reliable of the Soviet cars. It was prestigious to have a Zhiguli, it spoke of well-being and prosperity in the family. For most of the male population, this was a dream. Foreign roots attracted buyers of the VAZ 2101 even more. But still, at first, they were a little afraid of the Zhiguli, due to insufficient experience in servicing.

Experienced motorists confidently said that the Zhiguli was not for our roads, but later it turned out that they were made not only for our roads, but also for our off-road.

There is a guarantee and service! Among the positive features of the "Zhiguli" were: a small amount of maintenance work, the drivers were surprised that they did not need to drain the water at night in winter, they first learned the taste of antifreeze and received wheels for the whole year. Also "Zhiguli" were distinguished by smooth running, good dynamics and controllability, which made it possible to overtake "Muscovites" and "Volga" forever. The interior was comfortable, the interior heater worked perfectly. I was also glad that in the USSR they learned how to make fittings and high-quality fasteners, after buying a Zhiguli there was no need to stretch it. The build quality at the beginning of production was excellent, but in subsequent years it deteriorated, not only at VAZ, but also in the industry as a whole.

In 1974, an updated version of the "Zhiguli" - VAZ 21011 was released, with a 1.3-liter engine and 69 hp.

For 13 years of production, about 3 million VAZ 2101 cars were produced. The production of VAZ 21011 was discontinued in 1981, 2101 in 82, later only a modification of the VAZ 21013 was produced.

VAZ 2101 and sports.

At the beginning of 1971, a racing modification of the Zhiguli was released, it took part in the European rally "TOUR EUROPE - 71", where our team won the silver cup. With participation in the subsequent competitions "TOUR OF EUROPE - 73" Soviet athletes won gold and silver.

In road-ring races "Kopeyka" took part for the first time in 1972 in the USSR championship. In those days, no one yet knew how to force VAZ engines, and the Muscovites had the advantage on the highways. But over time, the secret of forcing the "Zhiguli" was unraveled, the riders learned how to prepare their VAZs, and the AZLK teams could no longer resist the "kopecks" and fell behind forever.

At the races of the Friendship Cup of the Socialist Countries, things were not going well. Three Czechoslovak riders won any race in their factory Skoda 130 RS, only changing places in the top three. Powerful and lightweight Skodas were created especially for the ring. Soon they switched to other European competitions, and their place was taken by other athletes from Czechoslovakia, on our Ladas. They drank a lot of blood from our riders, but still it was possible to win them, this was proved more than once by Soviet athletes.

Interestingly, the factory racers often had to share medals with "loners" from other cities. They made up strong competition in the races. And all because there was no professional sport in the USSR, they could only be engaged in having defended the shift at the machine. And the sports sections of the VAZ were not subdivisions of the plant, but only clubs of motorists, and the invaluable experience of improvements was very rarely embodied in improving the design of production cars.

What was the tuning VAZ 2101 in the early 70s?

Our motorists knew how to negotiate with the heads of various large firms that had access to abroad. Reinforced and modified camshafts were brought to us especially for the competition. They were brought from different countries, of course everything was illegal, and therefore tuning the Zhiguli was very expensive. Camshafts were brought to someone, they were changed to a rigid suspension, which, in turn, were changed to other parts, more reinforced. The rubber was from "space", i.e. unavailable, enrolled in the queue for several months.

Some "Kulibins" made camshafts according to their technology, changed, sold. They also made homemade magnesium discs, which were very expensive in Europe.

Only in our time, tuning parts have become generally available, and we can choose any part to fit our parameters. Thanks to those people who, in the early 70s, were not afraid to achieve better performance from their "kopecks", they were Soviet athletes and enthusiasts !!!

Watch a video about a penny!

In the 60s of the last century, several brands of cars were produced in the USSR. "Cossacks", "Volga" and "Muscovites" will forever remain in the memory of the citizens of our country as nostalgia for those distant times. But at that time there were not enough cars. It was almost impossible to find them on the open market. Cars were distributed according to lists at large enterprises.

To meet the growing demand for four-wheeled vehicles, the country's leadership decided to build a new car plant. According to the idea, he was supposed to take the main place in the industry of the production of cars. It is from this moment that the history of AvtoVAZ begins. Its construction took place very quickly (2 times faster than planned). Equipment for technological cycles was created not only at factories in the USSR, but also at a number of other socialist states, as well as in the countries of the USA and Europe.

Factory establishment

It was decided to build the Volzhsky Automobile Plant in Togliatti. For this, the country's leadership entered into an agreement in August 1966 with the Italian concern Fiat, which helped in the construction of the auto giant. They not only had to build a huge full-cycle production, start up the appropriate equipment, but also train personnel.

The history of AvtoVAZ in Togliatti, even at the stage of creation, experienced a small incident. The fact is that the emblem for the new car brand was invented by Soviet artists. The idea for the sketch belonged to one of the capital's leaders A. Dekalenkov. But the Italians had to make these logos. Fiat created the first thirty emblems with a mistake. In the name of the city "Togliatti" the letter "I" ended up as the letter "R". The marriage was replaced very quickly.

The name of the plant was not chosen by analogy with other Soviet industries, which were called, for example, Ulyanovsk or Gorkovsky. This was done for reasons of political correctness. Otherwise, "inappropriate jokes could not have been avoided."

Beginning of work

Personnel training began even before the construction of the plant was completed. Thanks to the tireless work of the workers, in 1970 the first 6 kopecks were produced - the famous Zhiguli car - VAZ-2101.

The demand for cars was such that sales limited only production possibilities. In the first year, 100 thousand of them were produced.

In 1973, the VAZ-2101 began to be supplied to the world market. However, this brand had to be renamed Lada. The name "Zhiguli" in French sounded like "Gigolo" (a man dancing for money).

Over time, the Lada brand began to be produced for the domestic consumer. Zhiguli ceased to be produced.

Increasing production turnover

In 1980, an Olympiad was held in the USSR and was put on the assembly line "Five" (VAZ-2105). However, although these models were in enviable demand, the "six" (VAZ-2106) became the most popular in the entire history of the plant's work. It was put into mass production in 1976.

The production capacity of AvtoVAZ was provided by five factories. From 1966 to 1991, it included the Avtonormal Belebeevsky plant, the Skopinsky and Dmitrovgrad auto-aggregate plants, the VAZ CHP and AvtoVAZagregat.

"Kopeyka" and "Troika"

Remembering everything (in the entire history of the auto giant's existence), one cannot but pay tribute to its first offspring. These were VAZ-2101 and VAZ-2103. The first in the last two digits of the model number is popularly nicknamed "Kopeyka". The second car began to be called "three".

"Kopeyka" was a sedan model adapted to the conditions of Soviet roads. The ground clearance of the domestic car was increased from 110 to 175 mm. Also, the developers have strengthened the brakes and suspension. This car was a symbol of the Soviet era of 70s automobiles. "Kopeyka" became the ancestor of rear-wheel drive sedans and universal "classic" models.

A short time after the first Kopeyka rolled off the assembly line, the Troika was put into mass production. At that time it was called a "luxury" model. It was a thoroughly revised “kopeck”. Particular attention was paid to had four headlights, chrome elements and an improved instrument panel.

Further model improvements

After the first two were released, the history of AvtoVAZ includes several more popular versions of "Kopeyka". After its serious restyling, VAZ-2104, 2105, 2106 and 2107 were put on the conveyor. The most popular among them was the "Six". It was the prototype for the Fiat 124 Speciale. For more than 30 years of production of this model, 4.3 million VAZ-2106 were sold.

The other three car brands also sold well. The designers developed rectangular headlights that were fashionable at that time. The salon has also been seriously redesigned. The engine of the cars was also modernized. "Six" and today is considered a fairly popular car.

80s models

The history of AvtoVAZ in the 80s of the last century tells about a new stage of production. At this time, a completely new generation of Sputnik vehicles was developed. For the corresponding index in the number, like in previous models, people christened the car "eight". It was characterized by a wedge-shaped front end. For this, the VAZ-2108 was also called a "chisel".

The model had a new engine and gearbox. She had front-wheel drive. The shape of the car was more aerodynamic than previous cars. The body had a power structure. This model was developed by the auto giant in cooperation with Porsche. The Germans helped the domestic manufacturer to create everything except design.

After some time, the VAZ-2108 with a five-door hatchback and sedan body went on sale.

At the end of the 80s, the small-displacement "Oka" was developed. Its prototype was the 1980 Daihatsu Cuore. Subsequently, apart from AvtoVAZ, Oka was also produced by SeAZ and KAMAZ.

Plant after the collapse of the USSR

Many large and small industries, including AvtoVAZ, were going through the collapse. The history of the plant shows that the giant of automotive technology went through a deep and protracted crisis at this time.

The fact is that in the sad days for AvtoVAZ, the plant was faced with such a concept as "competition". Up to this point, the Soviet consumer purchased cars that came off the assembly line very quickly. But now a stream of fashionable, albeit used, foreign-made cars has poured into the country.

In Soviet times, domestically produced passenger cars were little improved. Therefore, in comparison with imported cars, they did not stand up to criticism. The plant faced the need to cut production volumes. More than 25% of jobs were cut. Even state support did not help. To equalize the demand for foreign and domestic cars, high customs duties were introduced. But it didn't help much.

Working in a crisis

The history of AvtoVAZ tells about really hard days for the company. Insufficient demand for obsolete car models, the struggle for ownership of the enterprise did not help to overcome the crisis.

Moreover, the crisis in the financial system further contributed to the deterioration of affairs. The state strongly supported the dying industry. But the accumulated internal and external problems could not be solved only by these measures.

Cases of mass theft of products and components were recorded. These were huge sums even for such a large enterprise. In 2009, the decline in sales was a record 39% compared to 2008.

It took a huge investment to save the country's largest car factory. Anti-crisis measures were developed. Having solved its internal and external problems, the company could get back on its feet.

Way out of the crisis

AvtoVAZ experienced a long and deep crisis. The history of the plant has more than 15 years of declining, unpromising production in conditions of insufficient demand. However, a way out was found. In July 2009, an agreement was reached between Russian Technologies and Renault-Nissan. It was decided to increase the authorized capital of AvtoVAZ. It was invested 240 million euros by Renault-Nissan (this amounted to 25% of all shares) and three times the amount of Russian Technologies (while increasing its share in the authorized capital by 44%). Troika Dialog lost 17.5% of its share.

In addition, it was decided to give the post of chief designer to Steve Mattin, who previously held a similar position in such world companies as Mercedes and Volvo. A period of gradual revival began.

AvtoVAZ, the history of creation and work of which knew many ups and downs, during the crisis is characterized by a small update of models. So, in the early 90s of the last century, the VAZ-2110 became one of the few new models. It was a sedan based on the G8. This car had a rather original body and interior design.

After him, for about 10 years, the production did not know significant updates. The crisis that befell the formerly flourishing plant affected all spheres of its activity. Only in 2003, on the basis of the GM-AvtoVAZ joint venture, the Chevrolet Niva was put into serial production. A year later, the production of sedans, hatchbacks and station wagons of the Kalina type was established in Togliatti.

2007 is marked by the release of a new model of the auto giant Lada Priora. To stimulate consumer demand in 2011, Kalina was replaced by its cheaper version of Grant. In 2012, a modified version of the Renault Logan of the universal type Lada Largus was launched into production.

AvtoVAZ Museum

The AvtoVAZ concern has a rich history. Therefore, it is not surprising that it has its own museum. It is one of the largest such institutions in our country. The AvtoVAZ History Museum is located in Togliatti. It is dedicated to the well-known not only domestic but also foreign brand "Lada".

This museum presents only exhibits that are especially significant for the history of the plant. There are the first models "Grant", "Largus", "Kalina" produced after the collapse of the USSR. Also in the museum you can find cars that are no longer in production, but you can hardly see them on the streets of cities in our country.

The entire history from the first day of the plant's operation to the present time is kept within the walls of the famous museum. The first "cherry" kopeck sold through the company's corporate network is now exhibited here. It was operated by its owner for about 19 years. He donated it to the museum in 2000, for which he received a new car, which had just started going on sale.

Some interesting facts

A brief history of AvtoVAZ would be incomplete without some interesting facts. For example, the Niva (or VAZ-2121) was the only domestic car ever sold in Japan.

The city in which the car plant was built was previously called Stavropol. But in 1964 it was renamed in honor of the General Secretary of the Communist Party of Italy P. Togliatti. He died while visiting the Artek children's camp during negotiations for a future joint venture.

The chief designer of the Niva PM Prusov says that this name was given to the car after the first letters of the name of his daughters (Nina and Irina), as well as the sons of the first chief designer of the production (Vadim and Andrey).

Concern today

Having gone through a deep crisis, the concern is gradually getting back on its feet. The history of AvtoVAZ deserves respect. After all, in spite of everything, the cars coming off its conveyors were a symbol of that era. Perhaps now they are somewhat behind their foreign counterparts. But with the right approach, it will be possible to improve the automotive industry.

The largest passenger car manufacturer in our country has a future. With the right approach, it can bring big profits to the country. After all, even such old models as "six" and "seven" are still in demand both among the citizens of our country and on the territory of all post-socialist countries. Therefore, applying new technologies, developing new models with improved qualities of both mechanisms and design, the auto giant can be brought to a new level.

By the beginning of the sixties, "Zaporozhtsy", "Muscovites", "Volga" and "Victory" were traveling along the roads of the USSR. However, the huge developing country lacked passenger cars. Cars were almost impossible to buy - they were only distributed according to lists at factories. Therefore, in July 1966, the Central Committee of the CPSU made a decision to build a new car plant. He should have become the largest automaker in the country to satisfy the Soviet citizen's need for a private car. This is how the history of the Volga Automobile Plant began. The plant was built in record time. It took only three years out of the allotted six. Production equipment for VAZ was manufactured at 844 factories in the USSR, 900 factories in other socialist countries, as well as in Europe and the United States.

History of creation

Italians, friendly to the Soviet Union, were instructed to build a new modern car plant in Togliatti. The agreement signed by the USSR Ministry of Automotive Industry with the Fiat concern in August 1966 meant not only the construction of a full-cycle enterprise, but also equipping it with equipment, as well as personnel training. The new production was named "VAZ" - Volzhsky Automobile Plant. To name it by analogy with other factories in the country, for example, Gorkovsky and Ulyanovsky, were not allowed by considerations of political correctness and naming rules: inappropriate jokes would have been inevitable.

The emblem for the VAZ models was to be invented by Soviet designers. The idea to place a boat on the badge, like the sketch of the future logo itself, belongs to the employee of the capital's management of the plant Alexander Dekalenkov. Italians were commissioned to make emblems for cars. Incidentally, an incident was connected with this. The first three dozen logos were issued by Fiat with a mistake - instead of the letter "I" in the word "Togliatti", the Italians wrote "R". The curiosity did without scandals - the defective logos were urgently replaced.

Ups and downs

From the first days of operation, the Volga auto giant had no problems. The demand for cars was such that sales were limited only to production volumes. After about a year of operation, the plant produced 100,000 kopecks, and after another two and a half years, the millionth VAZ rolled off the assembly line.

In 1973, the "kopeck" began to be delivered abroad. Then the "export" brand "Lada" appeared. As it turned out, the name "Zhiguli", which was worn by all VAZ cars, is consonant with the French word "Gigolo", that is, "a man dancing for money." Therefore, the export Zhiguli had to be renamed into Lada. Subsequently, cars for the domestic market were also labeled with Ladies, and subsequently the name Zhiguli was completely banned.

With the arrival of the nineties and the collapse of the USSR, the plant faced a previously unheard-of concept - "competition". Against the background of criminal wars for control over VAZ, which claimed hundreds of lives, a stream of used foreign cars poured into the country. Decades of existence without competition hampered the development of the car giant, and VAZ cars hopelessly lagged behind foreign ones. The Russians lost interest in Zhiguli, and the plant had to cut its car production. The state tried to solve the problem by raising customs duties on the import of used foreign cars, but this did not help.

After years of searching for a way out of the crisis, he was found in collaboration with Renault-Nissan. In 2008, the alliance became the owner of 25% of AvtoVAZ shares. In the same year, AvtoVAZ got a new chief designer - Steve Mattin. Previously, he held similar positions at Mercedes and Volvo.

From "Classics" to modern

The first car that rolled off the VAZ assembly line in 1970 was a slightly revised Fiat. It was a Fiat 124 sedan adapted for Soviet operating conditions. The model received an increased ground clearance from 110 to 175 mm, reinforced suspension and brakes, as well as the designation VAZ 2101, for which it was popularly nicknamed "Kopeyka". It was a symbol of the Soviet automobile era and the ancestor of a whole family of rear-wheel drive sedans and station wagons - "classics". "Kopeyka" has experienced more than one reincarnation in subsequent models of AvtoVAZ. One of the heirs to "Kopeyka", VAZ 2104, was discontinued only in 2012.

Following the "Kopeyka" in 1971, the VAZ 2102 station wagon was launched into production. Then the "Troika" VAZ 2103 appeared - the "luxury" model of VAZ. In fact, it was a thoroughly revised Kopeyka. Four headlights, chrome, dashboard. It was replaced by the VAZ 2106, which went down in history as the auto giant's best-selling model. For 30 years of life on the conveyor, 4.3 million "Sixes" were sold. After a serious restyling of "Kopeyka", VAZ 2105, VAZ 2107 and VAZ 2104 appeared. Cars received rectangular headlights, an updated interior and modernized engines. At the present time "Troika" is extremely popular among lovers of antiquity, and "Six" - among taxi drivers from warm countries.

By the end of the seventies, the auto giant began to produce the first off-road model VAZ 2121 "Niva" (since 2006 - Lada 4x4). In its design, design elements and details from the "Six" were widely used, and the interior was taken almost unchanged. VAZ 2121 was the only in-house development of AvtoVAZ and the first crossover in the world.

An absolutely new generation of cars ("Sputnik") appeared at VAZ only in the mid-1980s. For the index 2108 he was nicknamed "Eight", and for the wedge-shaped front end - "Chisel". The new engine, gearbox, aerodynamics, power structure of the body, front-wheel drive, MacPherson suspension and much more are the result of close cooperation of Togliatti with Porsche and the Fiat division (UTS). As part of this partnership, work was carried out to create the "Eight" on all fronts except design. He was not entrusted to the Germans. Later, versions of the "Eight" with five-door hatchback and sedan bodies went into production. The latter, in parallel with the VAZ 2108, were prepared by the Togliatti residents themselves.

By the end of the eighties, VAZ launched the production of a cheap Oka minicar. The Togliatti people borrowed ideas and technical solutions from the 1980 Daihatsu Cuore. For 20 years, starting from 1988, "" produced first AvtoVAZ, and then KAMAZ and SeAZ.

In the early nineties, the plant appeared in the model range. The sedan, developed on the G8 chassis, received an original body and interior. It was followed by a hatchback and station wagon. After that, for almost 10 years, the plant did not try to put new items on the conveyor.

In 2003, production began at the joint venture GM-AvtoVAZ. The next year, Togliatti residents set up production of the compact Kalina family (sedan, hatchback and station wagon). And in 2007, a deeply modernized "top ten" was released at VAZ -. At the end of 2011, the Kalina sedan was replaced by its cheaper and revised modification, which was named Grant. And in 2012, a station wagon built on the basis of the conveyor was installed.

In the near future, it is planned to start production of several more models on the platform of the Renault-Nissan alliance. But the company assures that AvtoVAZ's own cars will be modernized and the conveyor will not be abandoned.

About 70% of the parts of Grant's new sedan came from Kalina.

The developer of the Niva, Pyotr Mikhailovich Prusov, claims that the car was named after his children Natalia and Irina and the children of the first chief designer of VAZ, Solovyov Vadim and Andrey.

VAZ 2121 "Niva" was the only Soviet model ever officially sold in Japan.

Initially, the city of Togliatti was named Stavropol. However, on August 28, 1964, by the decision of the Presidium of the Supreme Soviet of the RSFSR, it was renamed in honor of the General Secretary of the Italian Communist Party Palmiro Togliatti, who died a week earlier while visiting the children's camp "Artek".

In 1966, the construction of the Volzhsky Automobile Plant for the production of passenger cars, the largest in Russia, began in the city. In parallel with the construction of the plant, a new residential area of \u200b\u200bTogliatti was being built

From Soviet times to our days, Lada has been a favorite tuning object. It all started with brake fluid splashing in the round headlights of classic models, and continues to this day. Over the years, the trends in tuning VAZ cars have repeatedly changed.

In 1977, AvtoVAZ received the USSR State Prize in the field of art, literature and architecture.

For a long time, lifting on the rear of the roof of models 2108 and 2109 was considered a "sabotage" by Porsche specialists, because it heavily contaminated the rear window and increased the drag coefficient. Later it turned out that this "tail" is necessary for greater stability of the car at speed.

In the summer of 2010, Prime Minister Vladimir Putin drove more than 300 km along the new Amur highway from Khabarovsk to Chita, driving a bright yellow sedan Lada Kalina. This body color was soon renamed from Sport to Premier. By the way, during this trip for Putin's motorcade, just in case, there were two more exactly the same spare Kalinas. One under its own power, and the second on a tow truck.

A year after the rally, the plant began production of modern wheelchairs.

The last representative of the domestic "classic" VAZ 2107 (or "Seven") since 2006 and is still being produced at the Egyptian plant Lada-Egypt.

The first "Kopeyka" with serial number 0000001, released in 1970, was in the hands of one owner in Samara for 30 years. In 2000, the plant bought it for its museum. The millionth VAZ 2103 is also stored nearby.

The chief designer of AvtoVAZ, Steve Mattin, until 2005, participated in the development of the appearance of Mercedes A-class, S-class, M and GL-class. After that, until 2009, he was involved in the design of the Volvo S60, V60 and XC60 models.