EEEEIND EDITII'JN
`
`
`
`THE DEFINITIVE
`- _'5T|:|R“.:l
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`hen the Co-mmUnist Party took
`__ control of Russia and neighbouring
`states in October 1917, it inherited a
`country with virtually no motor industry.
`While Britain, Germany, America and
`France already had factories mass—
`producing cars, the Soviets had three
`tiny assembly plants and a large Vehicle
`workshop in Moscow. However, by the
`time the Soviet Union dissolved at the
`end of 1991, its engineers, designers and
`workers had created one of the world’s
`largest motor industries.
`What made the Soviet motor industry
`so different was its unique background.
`The Soviet Union’s communist system
`was the world’s first and largest attempt
`to create a new type of society. For
`more than 70 years, cars and vans were
`designed and built not to win market share
`and make ever-greater profits but to meet
`a clear social and economic purpose.
`Every car and van had a place and a role
`to play in keeping the wheels of Soviet
`society turning; designers and engineers
`were given clear instructions on what
`that place and role would be. Ideology
`and policy were never far from the top of
`those design briefs, either to demonstrate
`to the West during the Cold. War that
`communist engineering was just as good
`as the capitalist kind or to offer a carefully
`graded structure of cars to reward
`revolutionary heroes.
`The vast natural environment also
`played its part. Soviet motorists were
`faced with driving huge distances across
`a landscape that included some of the
`coldest and hottest places on earth, a
`country that spanned Europe and Asia,
`the Arctic Circle and the Caucasus region.
`Service stations and motorways were few
`and far between in such a huge country,
`making reliability and serviceability far
`more important than chrome and carpets.
`The rest of the world took note and
`' Soviet-made vehicles were sold across the
`globe. Three decades after the demise of
`the Soviet Union itself, its cars and vans
`are still to be found, living examples of
`what was a truly unique motor industry.
`Cars of the Soviet Union is the story of
`those vehicles.
`Andy Thompson has had a lifetime
`interest in the vehicles that are the real
`backbone of the world’s transport
`systems. He has owned and driven more
`than 100 different cars and vans, ranging
`from a 20-year-old Toyota Starlet used to
`travel across West Africa to a 32—ton
`Scania used to haul recycled waste
`around Shropshire. Brought up in the
`Midlands, and having lived in places as
`diverse as London and rural Bulgaria,
`Andy, his family, dogs and cat, have
`settled in the Aeron Valley in Wales.
`
`He currently drives an Alfa Romeo.
`
`
`
`.v
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`MacNeil Exhibit 2107
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`
`
`EFIRE
`
`EEIVIET
`LINIEIN
`
`
`
`
`EEEIZIND EDITIUN
`
`THE DEFINITIVE
`
`HIETDRH
`
`BEHEM'ITHib
`
`PUBLISHING
`
`Yita v. MacNeiI IP, lPR2020-01139
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`All rights reserved. No part of this publication may be
`reproduced, stored in a retrieval system or transmitted
`in any form or by any means, electronic, mechanical,
`photocopying, recording or otherwise, without prior
`permission in writing from the publisher,
`
`First published in 2008 by Haynes Publishing
`
`Second edition published in 2019 by Behemoth Publishing
`59 High Street, Winoanton, Somerset BA9 QJZ, UK
`WWW.behemothpublishingoouk
`
` © Andy Thompson. 2008, 2019
`
`A catalogue record tor this book is available
`from the British Library
`
`lSBN 97807992876982
`
`Printed in the EU
`
`
`
`MacNeiI Exhibit 2107
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`
`
`EEEDND EDITIEIN
`
`
`
`
`THE DEFINITIVE
`‘ IETEIRL-l
`
`
`
`FINDL-l THEII‘IFEEIN
`
`~
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`INTREIDLIETIEIN: IJNIEILIE EFIRE FREIH Fl LINIEILIE ERFI
`
`THE EEIVIET VEHICLE IDENTIFIEFITIEIN EL-lETEM
`
`FIEKNEIILILEDEEMENTE
`
`O"- EFIEE IIIF THE EDVIET UNIIIIN
`
`
`
`J
`MacNeil Exhibit 2107
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`
`
`
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`
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`
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`INTRDDUE
`
`
`
`T EIN
`
`he Soviet Union was born in October 1917
`
`in St Petersburg. The product of the wortd’s
`first Communist revolution, “rt was consequently also
`the first country to be governed and managed on the
`basis of a totally new and untried economic system,
`which abandoned the idea of capitalism and free
`markets that had, to a greater or lesser degree, held
`sway since time immemorial. Communism was to be
`a completely different way of running society — one in
`which everything would be planned and nothing left
`to chance,
`in which everyone and everything had
`a role to play, and in which everyone would have a
`fair share of everything. But by 1991 the Communist
`system had been consigned to the history books.
`Capitalism, with all its inherent chaos. disorder and
`untairness. had seen off he young socialist upstart.
`This book is most emphatically not an economic
`or social critique of soc'alism. Neither is it a social
`history of life in the Soviet Union.
`instead,
`it
`is
`a history of the cars made in the Soviet Union
`between 1917 and 199 .
`
`is, perhaps, unlikey that we shall ever again
`it
`see a major country adopt an economic and social
`system like the one that dominated Russia and the
`Soviet Union for three—cuaners of a century. To be
`able to understand how and why the Soviet car
`industry developed in tie way that it did and how
`that heritage lives on in "re new free-market Russia.
`a tew words on the ‘n‘story of the Soviet Union,
`postRSoviet Russia and ' he concept of communism
`are perhaps in order.
`in place of supply and demand coming together
`in some mysterious lashion that relied upon the
`
`
`
`ability and willingness of men to buy and sell their
`labour in a seemingly disorganised and ad hoc
`way, communism offered a planned approach. The
`system —the state — would find out what the people
`needed and then organise everything necessary to
`meet those needs.
`in October 1917 Russia was a tormented
`
`country, It offered fertile ground for the advocates
`of communism, its people being among the most
`economically backward and politically repressed
`in Europe. Compared to Britain, America and
`Europe its industrial capacity was extremely low
`as a result of years of oppressive, almost feudal
`government
`that had not created the social
`stability necessary to allow businesses and ideas
`to germinate and grow.
`
`FEIVERTH
`Revolution
`1917
`The
`new postOctober
`government
`inherited a nation with a few very
`rich people but an awful lot of very poor people,
`including huge numbers of peasants whose
`lifestyle had not changed tor centuries.
`it faced
`three main challenges — to put into practice what
`was still only a theoretical econonic system.
`to survive in the face of hardening international
`opposition to an alternative to capitalism, and
`to catch up with the rest of the ‘ndustrialised
`world. Poverty was widespread throughout the
`country, exacerbated by appalling losses of men
`and material in the First World War. Expectations
`amongst the people were high.
`
`
`
`. EHEEEIFTHEEEIVIETUNlDN
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`
`
`
`THRFINNH
`
`In transforming the Soviet Union from an essentially
`
`agricultural society to, by 1950, one of the world’s
`
`malorlndustn'al powers. Stalin was indeed an effective
`
`ruler. However, that progress came at a huge cost.
`
`He was a man who did not tolerate opposition, either
`
`to himself, the government’s plans or the Communist
`system. The “Great Terror’ he instituted between
`
`1983 and 1938 saw hundreds of thousands of
`
`
`
`
`
`
`
`
`
`
`including some of the country’s brightest
`people,
`talents. killed or exiled to purgatory in the Siben'an
`prison camps. Thinking outside of the box became
`positively dangerous and everything, even science
`and engineering, had to conform to Marxist ideals.
`Stalin's vision was that through a series of Five
`Year Plans the Soviet Union could catch up with and
`then overtake the capitalist world. The first of these
`was launched in 1928 and advocated particular
`attention towards developing a motor industry, albeit
`one focused very much on the trucks needed to
`develop a fully functioning industrial system. Oars
`were not seen as a priority by a government that,
`in any case, wherever possible favoured collective
`serw'ces over and above those that catered for
`individuals — public transport over private cars. The
`idea of individuals owning their own cars was simply
`not part of the Soviet government’s agenda.
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`There was opposition to the new Communist
`government both within and without Russia. Civil
`war continued in parts of what was to become
`the Soviet Union until 1921, and governments
`elsewhere in the world feared for their own futures
`
`following the success of the Russian revolution in
`creating a completely new way of running things.
`From the first hoisting of the Red Flag over the
`Kremlin — the long-time seat of supreme power
`in Russia — until after the Second World War.
`the Soviet Union endured economic. social and
`political turmoil.
`introduced a policy
`The new government
`of promoting heavy industry and agricultural
`development over and above all else.
`it had to
`feed its people and it wanted to offer them the
`kind of comforts that industrialised nations were
`
`beginning to take for granted — electricity on tap,
`effective health care and decent homes.
`In its
`rush to put right the pre-Revoiutionary years of
`neglect however.
`the government often acted
`ruthlessly, and strong and dictatorial political
`leadership took precedence over the principles
`of people‘s control that were theoretically integral
`to communism.
`Josef Stalin, who became the Secretary of
`the Communist Party in 1922 — and in effect the
`country‘s leader —was the most ruthless of political
`leaders. His power was so immense and so feared
`that he influenced everything that
`took place
`wtthin the Soviet Union until and indeed after, his
`death in 1953. He even took a direct interest in the
`development of the Soviet Union's first cars.
`
`HLIHFINITL-l
`However, after the Second World War the Soviets
`wanted to show the West that communism was
`more than capable when it came to improving the lot
`
`INTEDDLIETIDN
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`
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`
`
`of the common man. Afier all, the Soviet Union had
`proven itself to be the equal of Britain and America
`when it came to freeing the world of Nazi tyranny.
`Moreover, atter the Second World War consumer
`
`products started to take on extra importance within
`the Soviet Union, the country having developed the
`necessary heavy industry to produce them and
`its leadership having realised that they needed to
`ackwowledge human nature: people wanted to be
`able to express themselves, if only at weekends or
`by travelling on their own or with their families. The
`des‘re for a car became as much of an ambition for
`
`the 'ncreasingly well educated. well fed and healthy
`people of the Soviet Union as anywhere else in the
`word. But whereas the private car was seen as a
`great liberating force elsewhere it was seen by the
`Sov‘et government as a safety valve to keep people
`on course as they created a brave new socialist
`word. Happy workers were productive workers,
`con ent citizens were wise citizens.
`
`West and what was by then the Eastern Bloc, made
`up of the Soviet Union and its Communist satellites.
`Though the most obvious weapons available may
`have been their huge armies, navies and air forces,
`both protagonists saw the ideological frontas being
`equally important. Americans and Europeans may
`have had 20 different types of colour television to
`choose from and high fashion on every High Street,
`but the Soviets had free healthcare for everyone
`and job security. The Soviets may have had to wait
`for years to get a flat but when they got one it cost
`next to nothing to rent and was a home for life.
`In
`America if you couldn‘t pay a market price for your
`home, then home was Skid Row, but if you had the
`money you could buy a palace. it was the last true
`battle of ideas.
`
`The Soviet system was based upon meeting
`people's material and social needs and providing
`iortheir intellectual development ratherthan fulfilling
`their consumerist desires and whatever took their
`
`
`
`
`At the same time, the Cold War began, estate of
`continuous political tension and rivalry between the
`
`fancy for leisure and pleasure. Every town had its
`own 'Palace of Culture’ where classical music.
`
`9The GAZ M1 was the
`
`first mass-produced
`Soviet car. A surprising
`number have survived
`
`and are popular with
`Russian classic car
`enthusiasts.
`
`(Vladimir Varaksin)
`
`. EFIREIIIFTHEEDVIETLINIEIN
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`
`
`and easy to ma'ntaln and to repair. They had
`to be able to cope with a road network that.
`away from poptlation centres was made up
`of unpaved tracks. Components needed to be
`interchangeable so that a service depot
`in a
`remote part of Siberia could service as many
`different vehicles as possible without having to
`keep excess stores of spare parts.
`The story of the Soviet Union's care. then, has
`to be seen in the context of a planned society
`in a vast.
`relatively undeveloped territory in
`which everything was planned well
`in advance
`to meet a clearly defined need. And for many
`years the system seemed to work. The country
`may have always had more buyers than cars
`and its products may not have had all the glitter
`and razzamatazz of a Western car, but they
`
`with cash for the latest new style. Changes were
`
`theatre and cinema were made available at little or
`made for specific reasons — to improve efficiency.
`no cost. Every factory offered cradle to grave care
`
`comfort or durabiliy. and rarely just for the sake of
`and support, including kindergartens for children
`
`a change. Soviet cars were made to do a job and
`and health and sports centres for workers and
`
`to keep on doing toatiob.
`their families. People didn’t work to become rich
`
`. The geography of the Soviet Union naturally
`— that wasn’t the way people were supposed to
`
`played its part
`‘n shaping the nation’s cars.
`be rewarded in the Soviet system.
`instead, they
`
`it was a vast country.
`including some of the
`worked torthe recognition of their peers and of the
`
`coldest and hottest places on earth. Distances
`government for having contributed to the greater
`
`were immense. 3opuiations were spread over
`good of society as a whole.
`
`vast areas. Communications were difficult. Cars
`The capitalist system was completely different.
`
`for such conditions had to be rugged, reliable
`People worked for money, business existed
`
`to make a profit and everyone and everything
`
`needed to be constantly new and better for
`
`companies to survive and prosper. Carmakers
`
`had a vested interest in introducing a new model
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`and how many miners would be needed to mine
`
`the ore, and how many homes those miners
`
`would need, and how many bricks would be
`
`needed to build the homes, and where those
`
`homes would be built. and how many cars would
`
`be needed for the builders to get to and from the
`
`building sites. and so on and so on.
`
`Each type of carejust like everything else — had
`
`'rts own place in the plan, and the development of
`
`new products was designed to meet a defined
`
`need ratherthan simply to tempt consumers to part
`
`
`INTREIDLIETIEIN
`
`it didn’t matter if the old cars had
`every year.
`plenty of useful life left in them — people hanging
`onto their cars meant less sales and less profits.
`Planned obsolescence became a way of life. The
`
`positive side was that new ideas and new features
`were constantly being introduced into Western
`cars. even if some of them weren’t necessary or
`added little to the value of the car as a safe and
`efficient means of transport.
`
`EFFIEIENEH
`in the Soviet Union. those market imperatives
`
`didn‘t apply. Gosplan was the Soviet ministry
`tasked with organising the entire economy — it
`decided how many cars would be built and thus
`how much steel would be needed to build them,
`
`were arguably well—suited to their home market
`and those of other countries with similar social
`
`is surely no
`it
`and geographical conditions.
`coincidence that outside of the Eastern Bloc.
`Soviet cars found welcome markets in Africa.
`South America and amongst
`lower
`income
`motorists in Western countries, where being able
`
`to buy and maintain a car on a budget were the
`most important considerations.
`By the 19805 though, the intellectual tide in
`the West was moving firmly towards free markets
`and away from postwar flirtations with socialistic
`notions. Britain and America in particuiar were
`abandoning much of the post—war consensus
`of state intervention to support industry and to
`
`
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`
`
`provide weltare for those displaced by capitalismis
`tallout.
`Their
`leaders
`7
`President Ronald
`
`Reagan and Prime Minister Margaret Thatcher
`— had an almost visceral hatred oi socialism and
`communism and an almost evangelical belief in
`the power ot the free market to provide just about
`anything anyone could ever possibly desire. For
`them. bringing about the collapse of the Soviet
`Union was an article of taith its very existence
`showed that there was an alternative to a tree
`market, norholds-barred social and economic
`
`system. A combination oi constant and unrelenting
`media pressure, overtly conspicuous consumption
`and extravagant displays of wealth were used to
`browbeat the Soviet Union (and indeed, anyone
`who wasn’t 100 per cent in favour oi untrammelled
`nee-liberal capitalism) into losing faith in their own
`beliefs and their own ways of doing things.
`In the Soviet Union. the new government othlikhaii
`Gorbachev started to question the undoubted
`rigidity oi the Communist system. People began
`to wonder whether or not some of the capitalist
`
`dynamism that came from allowing individuals more
`scope to innovate and to be materially rewarded tor
`theirettorts might be introduced into the Communist
`system. The ideal e the tree spirit of capitalism
`underpinned by the stability of socialism — seemed
`to otter a way forward. Perhaps entrepreneurial
`people could be rewarded tor personal success
`without all those other people. the majority, having
`to be. since all they wanted was to simply get on
`with theirjobs and enjoy their lives without sutiering
`the constant
`insecurity of being go-getting,
`jet—
`setting whizrkids.
`
`EDMMLINIEI'I
`Once the capitalist genie was out of the bottle,
`however. the Communist system simply couldn’t
`hold together what were apparently contradictory
`outcomes. Consequently in 1991 the Union of
`Socialist Soviet Republics (USSR) came to an
`and, economically broken by tho constant strain
`ct having to maintain military parity with America
`
`and its Western allies, and socially broken by
`the bright
`lights of London and New York that
`promised
`consumer
`heaven
`tor
`absolutely
`everyone. The well ordered it somewhat sl0w
`Soviet system was replaced by a rampant,
`unregulated, ungoverned free market 7 the
`complete opposite of what had been in place tor
`the previous 74 years. A society that had been
`operated on structured and organised lines
`descended almost Overnight into an anarchistlc
`world in which the strongest survived and the
`rest suttered the kind of hardships that had been
`banished by communism. The Soviet car industry
`was catapulted from fulfilling steady, reliable orders
`from a limited number of big buyers. into a tooth
`and nail battle with multinational firms who knew
`from long and bitter experience how to operate
`in a tree market
`in which the tickle nature of
`thousands of individuals. not the carefully thought—
`out ideas oi ministerial planners, determined what
`cars were made, when. by whom and tor whom.
`Yet nearly 30 years atterthe collapse ot the Soviet
`Union. its cars remain amongst the most popular
`in post-communist Russia. although their days
`are sadly numbered now thanks in large part to
`Western automotive legislation being adopted by
`the Russian government.
`The cars designed and built by the Soviet
`Union are unique in the world because they have
`a unique heritage. They were built tor a social
`purpose.
`influenced by politicians, sometimes
`designed with military needs in mind, and used
`in a country where the open road was often
`a BOO—mile track across a windswept steppe.
`The cars of the Soviet Union may not have the
`cachet of Mercedes, Jaguar and Ferrari, be as
`well known as Volkswagen, Renault and Toyota,
`or be as universally well loved as MG, Alla Romeo
`and Land Rover. but they are just as important
`a part of the global motoring story as all these
`august brands. That is why it
`is important and
`timely to look at the cars produced by the Soviet
`Union now, beforo the memories and the cars
`themselves fade away. I
`
`"II
`- EFIEE EIF THE EDVIET IJNIEIN
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`IDENTIFIEFITIEIN EHETEM
`
`
`THE EDVIET VEHIELE
`
`he Soviet Union used a theoretically logical
`
`system to identify all its cars, vans, trucks and
`buses. Product identifications began with the initials
`ot the factory or plant where they were made. the
`iirst initial being the town or city where the iactory
`was based. Almost invariably this was followed by
`‘AZ’, tor Avto Zavod (‘Automobile Factory‘). Then
`followed a numerical
`indicator. This system has
`persisted into the postrSovlet era.
`the mid;
`The first set of numbers ran until
`1970s, with a letter being added to the end of
`the designation to denote a specific model — tor
`example, an export version , or to differentiate
`updated models from their predecessors.
`in the
`mid4970s this system was replaced by a less
`rigid one. Some understanding ot the system
`will help the reader, but be warned , anomalies
`aboundl Moreover, the Cyrillic alphabet does not
`translate letter tor letter into the Roman alphabet.
`For the purposes of this book l have followed the
`translations that are used most often, but readers
`should be aware that others exist.
`
`MDDEL NUMBERE
`Brand and model names weren‘t generally used
`in the Soviet Union itself but were commonly used
`
`in export markets. However, ditlerent names were
`used in difterent markets. For convenience l have
`
`opted to use the most common brand and model
`names and have tried to include them each time a
`car is mentioned, as i know, from experience, that
`remembering all the model numbers is not easy!
`
`.9 The 1965 line-up of
`cars available from the
`Soviet Union — from left
`
`to right the GAZ 21 Volga.
`the Moskvich 408 and the
`
`ZAZ 965. (Motor)
`
`'
`1917 until mid-isms
`——m
`1~99
`GAZ (cars and trucks
`GAZ—13
`100—199
`zus and zn. (cars and trucks)
`ZlL—13O _
`200—299
`_ YaAZ and KrAZ (trucks)
`'
`KrAZ-258
`3004399
`UralAZ (trucks)
`u'raIAz-375
`400—450
`MZMA and AZLK (cars)
`'MZMA-_403
`450—499
`_ UAZ (vans and light trucks)
`' UAZ—469
`500—599
`MAZ and BelAZ (trucks)
`'MAz-soo
`600—6-49-
`KAZ (trucks)
`__
`I
`650-699
`PAZ, LiAZ and LAZ (buses)
`[700—999
`2A2 and RAF (trailers)
`
`RAF 977
`
`
`
`
`
`
`
`
`
`THE EEVIET VEHIELE IDENTIFIEHTIDN EHETEH
`
`11
`
`
`
`Yita v. MacNeil IP, |PR2020-01 139
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`Page 13
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`
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`MacNeil Exhibit 2107
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`

`

`
`
`fiTI-ie VAZ 2106 had the
`longest life of any of the
`original Lada family, being
`made until December
`
`2005. it remains a highly
`respected car throughout
`Russia, (Author's collection)
`
`The revised system introduced in the mid71970s
`is much more complicated but supposedly offers
`more information about each vehicle. The first
`
`The third and fourth numbers are used by the
`factory itselic to designate specific models. Any titth
`numberdif‘ferentiatesditterentversionsofmainstream
`
`number indicates the vehicle class (for cars. the
`engine capacity dictates this). while the second
`number indicates the type of vehicle.
`
`
`Mid-19705 tepres'ent day
`Ensihe capacity
`up to 1,2000c
`1,200—1,300cc
`1,800—3,20000
`more than 3,500cc.
`
`1
`2
`3
`4
`
`I
`
`I
`
`‘Dm‘lDU‘l-P-wM-l
`
`..
`
`passenger car" I
`bus
`truck
`semi-trailer truck
`dump truck
`tanker truck
`van
`reserved
`
`special vehicle
`
`cars, and a sixth number denotes an export model.
`A good example is the VAZ 21099 Samara Saloon.
`it is a car produced by the VAZ factory, its engine is
`between 1,200 and 1.80003. it is a passenger car.
`the factory itself has coded the main model 09 and
`the fifth number tells us that this is a variation on a
`theme, in this case a four-door version of the VAZ
`2109 Samara five-door hatchback.
`
`All of this sounds simple and easy to understand.
`but the system was not strictly adhered to in the
`Soviet era and has been even less rigidly followed
`in the post—Soviet era. Even the way the numbers
`are written can be confusing. For example,
`the
`GAZ 24i0 Volga car is often written as GAZ 24—10
`Volga. Moreover, the code strictly speaking. means
`it should be a bus... And as for UAZ , well, that’s
`another story altogether; battlorrhardened Russian
`motoring loumalists have admitted defeat in trying to
`understand the UAZ interpretation of the system! I
`
`12
`
`. III-1R5EIFTHEEEIVIE'FLINIEIN
`
`MacNeiI Exhibit 2107
`
`Yita v. MacNeiI IP, lPR2020—01139
`
`Page 14
`
`MacNeil Exhibit 2107
`Yita v. MacNeil IP, IPR2020-01139
`Page 14
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`

`

`
`
`FIEKNEIIHLEDEEMENTE
`
`This book could not have been written and
`illustrated without help and support
`from
`many people,
`including friends and colleagues
`who have tolerated me with great patience. lwould
`particularly like to thank Marina Klemendeeva at
`UAZ; Alexander Bredikhin, Head of Marketing
`at AutoVAZ (,ada),
`tor a great set of Lada
`
`photographs; Edmond Lardinois of the Belgian
`Leda Club for some rarely seen shots; Paul Riassr
`tor his great pictures of the LuAZ l301; Paul Terok
`for help with lZH vehicles (wwwautoprosimania.
`uw.hu); Kucs Zsolt and Szel lmre of the Hungarian
`Moskvioh Club forway too many pictures to mention
`(www.moszkvicsklubhu); Alexander Melnikov who
`
`has perhaps the biggest and best personal pictorial
`record of cars in the Soviet Union and Russia
`(www.toto—avto.narod.ru); Ed Hughes tor pictures
`and details of Britain’s only right-hand-drive ZAZ
`Tavria; and Sergey Lugovoy, Director for Public
`Relations at Group GAZ, for some rare pictures
`from the GAZ archives.
`i would also like to give
`
`a special mention to Julian Nowill, who inspired
`this book with his own East European Cars
`volume and has been a source of support and
`
`but most
`Last.
`throughout.
`encouragement
`assuredly not least, my wife Bev and our children
`Joshua and Kelly for tolerating me while I put the
`whole thing together. I
`
`eThe little Oka, also
`known as the VAZ1111,
`was a well-sorted mini
`car, offering decent
`motoring for those an a
`budget. {AvtoVAZ}
`
`
`
`13
`
`
`FIEKNIJIHLEDEHEHTE
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`Yita v. MacNeiI IP, lPR2020-01139
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`Page 15
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`MacNeil Exhibit 2107
`Yita v. MacNeil IP, IPR2020-01139
`Page 15
`
`

`

` 'fl-l
`
`
`I :nnsnFTfiEsumE-rumnu ‘
`-
`_
`‘,
`'
`2'
`
`MacNeiI Exhibit 2107
`
`Yita v. MacNeiI IP, lPR2020-01139
`
`Page 16
`
`MacNeil Exhibit 2107
`Yita v. MacNeil IP, IPR2020-01139
`Page 16
`
`

`

`E.
`
`n the first decade of the 20th century,
`, : Russia was behind its European
`
`neighbours in developing a motor industry.
`Tsar Nicholas II initially rejected the idea of
`a horseles-s carriage, but under the influence
`of his relative Kaiser Wilhelm ll of Germany
`he changed his mind and ordered himself a
`couple of Rolls—Royce cars. Aithough there
`were in time many other cars in the Tsarist
`garage, Nicholas preferred to use Britain’s
`finest. In May 1912 the Russian government
`promoted its first ever endurance rally.
`under the direct supervision of Tsar Nicholas
`himself. The event covered more than 1,900
`miles and attracted entries frOm 45 motor
`manufacturers,
`including Ford, Mercedes
`and Napier.
`
`Very few Russians outside of the court
`circle could afford cars. By the end of the
`first decade of the 20th century Russia was
`home to 175 million people but had just
`6,000 cars. Most of these were imports (.a
`quarter were Ford Model Ts) since it wasn’t
`until 1910 that a railway carriage factory in'
`Riga began producing imperial Russia’s
`first homeebuilt cars and trucks.
`in 1916
`the Russian army’s technical department
`approached a number of industrialists with
`a plan to build six factories with a total
`capacity to build 7,500 vehicles per year. The
`plants chosen were AMO in Moscow, Bekos
`near Moscow, Lebedev in Ya'roslavl, RUssian
`Renault in Rybinsk, Aks'a'i in Rostowon-Don
`and Russo—Salt in Riga. Only three ever got
`to make motor vehicles. Of these Russo-Belt
`became the largest car produoer in Russia,
`
`HERVE NEH! RDFIDE
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`Yita v. MacNeiI IP, lPR2020—01139
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`MacNeil Exhibit 2107
`Yita v. MacNeil IP, IPR2020-01139
`Page 17
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`

`

`: The AMO works in
`Moscow was the first
`
`factory to make any kind
`of Soviet motor vehicle.
`Now known as ZIL,
`the plant has from the
`
`I beginning foaused its
`attention on trucks.
`However, in the
`19205 it did produce
`a small number
`of open-top cars
`using the chassis
`and mechanical
`
`components of
`its first Soviet
`
`era product,
`the 1.5—tonne
`
`‘
`
`F—15 truck.
`{Hi-'toexportl
`
`‘t-n-Minnn’
`
`it didn’t resume production after the was given to trucks rather than private cars.
`but
`October Revolution in 1917.
`Of the six vehicle factories proposed before
`
`the
`Immediately after the Revolution,
`new Communist government found itself
`critically short of cars. Its leader Vladimir
`Lenin used the Tsar’s Rolls-Royce Silver
`Ghost while his comrades divided the 'rest'
`
`the revolution, iust two made vehicles after
`the change in government, and in both
`cases these were commercial vehicles.
`AMO star-ted making lorries in 1924', and the
`former Lebedev factOry in Yaroslavl made
`
`of the royal collection among themselves.
`The Revolution and the ensuing civil 'war
`took their toll on the cars inherited from the
`previous regime and in 1.919 the government
`sent an order to London for 70 more Rolls—
`Royces. However,
`the new regime also
`realised that it needed to create its own
`
`trucks between 1926 and 1959 before turning
`to engine production.
`Interestingly, 1928
`saw the. launch of 23 Harlem (which roughly
`translates into ‘At the Wheel"), the first and,
`until the end of the Soviet Union in 1991,
`the only motoring magazine availabte to the
`Soviet people. Publication-stopped during
`
`motor industry, and on 16 October 1918 it
`Created the Central Automobile and Motor
`Research Institute, better known nowadays
`as NAMI, or
`the National Automobile
`Institute. NAMI was established to assist
`in the deVelopment and regulation of the
`Soviet motor industry, a role it still provides
`in Russia today.
`It
`is one of the oldest
`scientific organisations in Russia and works
`with numerous manufacturers to improve
`the design and engineering capability of the
`-
`Russian automotive industry.
`industry
`Although a domestic motOr
`slowly started to develop, clear emphasis
`
`‘
`the Second World War.
`By the end of
`the 19203 the Soviet
`government realised that it needed to develop
`and build passenger cars— if not entirely for
`peaceful purposes. The national neWspaper
`of the Communist party Pravda, said on 20
`July1927: ‘lfwe do notdevelop ourrautomobile
`industry, we are threatened with the heaviest
`losses, if not defeats, in a future war.’
`The NAMI-1 was
`the first purpose-
`designed,
`Soviet-made.
`passenger
`automobile, built
`in 1927 by engineers
`working at the institute.
`It featured a two—
`cylinder air-cooled 22bhp engine and was
`
`
`
`,
`
`,
`
`EFIEE [IF THE EDVIET lJNIIZIH
`
`MacNeiI Exhibit 2107
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`Yita v. MacNeiI IP, lPR2020-01139
`
`Page 18
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`MacNeil Exhibit 2107
`Yita v. MacNeil IP, IPR2020-01139
`Page 18
`
`

`

`
`
`BRFIVENEIHEIJFIDE
`
`'
`
`'
`
`Yita v. MacNeiI IP, lPR2020-01139
`
`Page 19
`
`engineering potential. 'It had also established
`made for three years in very small numbers
`a solid foundation for a domestic motor
`at the Spartak works in Moscow.
`industry. There were two factories making
`This period was one of great changeas the
`car