`air-cooling vents on the rear wings. {Amoexportl
`
`
`The revised ZAZ 968A differed slightly in appearance
`from the ZAZ 965 — it had a different grille treatment and
`revised lights; This eXample photographed in 1977 stands
`in front of a KamAZ truck, the result of one of the largest
`civil engineering projects ever undertaken in the Soviet
`Union. A factory with a capacity to build 150,000 trucks
`and 250,000 diesel engines per annum, it was created
`from scratch in less than five years on a greenfield site
`at Naberezhnye Chelny on the Kama River, in Tatarstan.
`[f-‘ivfoexportl
`
`5; An export example of the ZAZ 966. The front grille was
`purely decorative, as the engine was at the back with its
`
`EBE
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`EHRE [IF THE EDVIET LINIEIN
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`distinguished by a revised front grille. improved rear
`lamps. the absence of grid-like cross—connections
`in the air ducts and wider tyres Versions were
`also built for people with disabilities, the ZAZ 9688
`being for those who didn‘t have the use of either
`foot, the ZAZ 96882 for drivers with the use of only
`one foot, and the ZAZ 968P for those with just one
`foot and one hand. Production of these disabled
`
`models started in January 1973.
`At the end of 1974 the luxurystrimmed ZAZ
`968A was launched. which was built
`in parallel
`with the standard model until the middle of 1979.
`
`it had improved brakes and better passive safety
`in the fon’n of seat belts and an energy-absorbing
`
`steering column. Inside the cabin there was less
`chromium and more plastic and a new plastic
`dashboard in place of the standard metal one. in
`place of the old seats it had improved ones lifted
`from the VAZ 2101 Zhiguli. The ZAZ 968E export
`model included headlights which met international
`safety standards, a Triplex windscreen, decorative
`trim on the windscreen seal and an anti—theft
`steering lock. Exports of the ZAZ 968 were usually
`made under the name Zaporozhets and were
`mainly to fellow socialist nations.
`During September 1974 the millionth MeMZ
`engine was built and in October 1974 the MeMZ
`968 engine was awarded a Soviet quality mark.
`in October 1975 lVleMZ was incorporated into the
`new AvtoZAZ holding group, which also included
`the ZAZassembly plant, the llyichyevskAutomobile
`Parts Plant and a number of other automobile-
`
`in effect
`production facilities in Lutz and Kherson.
`AvtoZAZ became the Ukraine’s own national motor
`corporation.
`The millionth ZAZwas built during January 1976.
`In 1979 the ZAZ 968 was given its most radical
`update, becoming the ZAZ 968M. The earrlike air
`ducts disappeared and there were new-style lights.
`including rectangular rear light clusters. The original
`prototypes forthe ZAZ 968M had been seen in the
`autumn of 1977 and featured an original and rather
`artistic rear lamp cluster, made up of two large
`semicircles bracketing a large central
`tail
`lamp.
`The production cars, however, were fitted with less
`
`daring and simpler rectangular rear light units Dual
`circuit brakes with discs up front and matt black
`trim replacing chrome were other features of the
`new car.
`
`The ZAZ 968M was built with three engines:
`the MeiVlZ 968E producing 40bhp and, thanks to
`its basic carburettor and low compression ratio,
`able to use 76-octane petroi; the MeMZ 9666B
`which produced 45bhp thanks to i 3 dual chamber
`carburettor;
`and the MeMZ QEBBE, which
`produced 50bhp ‘ and needed 93-octane fuel.
`The BE model differed from the GE by virtue of its
`increased compression ratio of 8.4:1, achieved by
`a change in the cylinder head design. As was by
`now normal for ZAZ. the model range also included
`a wide variety of specially adapted cars designed
`for use by disabled drivers.
`In this form the Dnleper Cossack continued to
`be built until 1 duly/1994. Production had continued
`
`
`
`alongside that of the more contemporary front-
`wheel-drive Tavria, announced at the end of the
`1960s, and finally stopped only because of the
`collapse of the Soviet Union and competition from
`second-hand Western cars available for the same
`
`price. Plans had been reportedly laid for 1,800
`and 1.400cc versions of the ZAZ 968M but these
`came to nothing,
`No sooner had the original ZAZ 965 started
`to roll off the production lines than the designers
`were working on vehicles that would open up
`new markets for the factory.
`it seemed that the
`
`opening of a new plant gave them the energy and
`drive to explore original designs and new market
`niches. in 1962 they came up with a prototype ZAZ
`coupe. the NAM] OS6-Sputnik, which had a 500cc
`two-cylinder engine created by cutting the four—
`cylinder ZAZ 965 engine in half. This produced
`lust 15bhp. The gearbox had four-speeds and an
`eiectromagnetic clutch, an outstanding feature for
`the period. Suspension was independent all round
`with torsion bars. and total weight was 520kg. The
`car was developed especially for disabled people.
`but it was never produced. A second attempt to
`create a sporty ZAZ came in 1969. The KD coupe
`had fibreglass coachwork reinforced with polyester,
`
`Fl CHE FDR EVERH DFIEHFI 1EEE-15'IE
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`-)The prototype ZAZ
`968M featured these
`interesting and original
`rear lights. Sadly they
`did not make it into
`production. (Author’s
`collection)
`
`fi In 1977 the first
`
`prototypes of a further
`update of the ZAZ 968
`were unveiled. The
`most obvious change in
`the ZAZ 968M was the
`elimination of the side
`air scoops, replaced by
`more discreet grilles.
`(Author’s collection)
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`fixed to a metal tramei and weighed only SOOkg,
`which allowed its SObhp engine to take the little car
`to atop speed of 75mph.
`the
`tack was
`On a
`completely different
`development
`of a commercial variant, ZAZ
`was eager to develop its role as a producer of
`people's cars' accessible to all — including those
`who needed greater load capacity! ZAZ's top
`managers, headed by plant director Yuri Sorochkin
`wanted their company to become an independent
`powen‘ul auto-producer, but the ministerial plans
`for ZAZ did not
`include development of any
`additional models —ZAZ was expected to focus its
`etiorts on small cars. However, Sorochkin was not
`
`only a talented designer but also a great organiser,
`and at the start of the tQSOs he raided his internal
`accounts so that design work on the new ZAZ
`
`970 light commercials could be got under way.
`Compact utility vehicles were in short supply in the
`Soviet Union at the time) the only one that could
`meet the country’s needs for small vans being the
`l\/lZl\/|A lvioskvlch, which was only ever made in
`small quantities.
`Sorochklh‘s idea of a light truck built on the
`basis of a rear-engined, air-cooled car was not as
`far fetched as it may sound today In the immediate
`post—war period designers across the world were
`extremely impressed by the German Volkswagen,
`and even the Americans get in on the act with their
`Chevrolet Con/air, made.
`like the WV, as a car, a
`van; aminibus and a pickup, The ZAZ team decided
`to go for a similar approach with the embryonic ZAZ
`970 family and to include a pickup, van and minibus
`The idea of a compact minibus with atonivard~control
`
`mThe ZAZ 963M was
`officially launched
`in 1979, and with a
`minimum of sheet metal
`
`changes updated the by
`then rather venerable
`
`ZAZ design. Matt
`black trim featured
`
`prominently in the
`upgrade. {‘Avtoexport)
`
`
`
`
`
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`H EFIR' FDR EVER! DFIEHFI 155.4515
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`9 For many years the
`ZAZ 968M was the
`cheapest car available
`to Soviet motorists. It
`had excellent rough—
`road capability and its
`air-cooled engine was
`able to cope with a
`wide range of climatic
`extremes. (Avtoexpcrt)
`
`WThese rather dull
`
`rectangular rear light
`units were chosen for the
`
`production ZAZ 963M.
`mmexport)
`
`
`
`
`
`layout was a new one — Fiat’s Multiple was the first
`of its kind and had proven to be extremely popular
`The first ZAZ model had a short stubby bonnet and
`a lot of the cheeky character of the ZAZ 965. whlle
`later examples had a smaller bonnet and a far more
`pronounced forward-control aspect
`The extremely functional design of the ZAZ 970
`was developed by Yuri Danilov’s technical team
`based at ZAZ. Some clever solutions to problems
`were identified. For example,
`to create a chassis
`capable of handling a SbOkg payload the team
`experimented with different motal profiles and
`varying degrees of metal thickness. For the body
`pancls. ZAZ used 0.7mm steel for the first time in
`the Russian car industry.
`It was a special metal
`from the plant’s neighbours at Zaporozhstal, the
`Zaporozhets Metallurgical Plant.
`
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`The engine and gearbox for the ZAZ 9Y0
`were lifted from the mainstream production ZAZ
`965 cars. The rear wheel hubs had reducers to
`
`increase the gear ratio. The 27bhp Met/[Z engine
`gave the fully loaded machine a top speed of only
`47mph, but for urban use in the 19608 this was
`more than adequate. Fuel consumption was 7.5
`litres per ‘lOOkm (88mpg).
`The engine was placed at the back, under the
`floor. However, the V format of the engine was not
`ideal for a cargo vehicle. in the Volkswagen the flat
`four motor was much more compact and allowed
`for an almost flat floor whereas on the ZAZ the
`
`motor created a hump in the loadspace.
`Prototype models were
`constructed very
`rapidly. Drawings on a scale of 1:1 were used to
`make piywood templates and wooden bulkheads,
`onto which body panels were fitted. This approach
`was driven forward by Soroohkin, who had past
`experience as a panel beater. Three prototypes
`were developed and all were on the road by
`1962, powered by MeMZ 966 engines. The ZAZ
`970 was an all—metal van with a capacity of 2.5m3
`and able to carry 850kg of load; the ZAZ 9708
`was a microbus with seats for six to seven people
`and room for 175kg of load , and the ZAZ 970V
`was a pickup capable of hauling 400kg of load.
`Prototypes with different bodies were tested in
`the grounds of the Zaporozhets plant and in the
`Kamenka—Dneprovsk region, where the testers
`were able to subject the new vehicles to every
`kind of condition, cobblestone roads and dirt
`tracks as well as smooth asphalt highways. ZAZ
`even looked at building all-wheel-drive versions,
`the ZAZ 971, ZAZ 9718 and ZAZ 971 V.
`Representatives of commercial and trade
`organisations.
`the potentiai users of the new
`vehicles, were invited to the testing sessions in
`the hope that they would help lobby Minavtoprom
`to allow ZAZ to put the little vans into full—scale
`production. The testers and merchants were all
`extremely pleased with van, the only real problem
`beingthe engine hump in the floor, which interfered
`with access, especially on the van, which only
`had a rear door. The ZAZ 970V microbus had a
`
`sideeloading door to allow better access. As late
`as 1965 ZAZ hoped that at the very least the ZAZ
`970 van would make it to the production line but
`it was not to be: the plant was expected by the
`
`
`
`
`
`'. The ZAZ 968A has a loyal
`‘7
`following in the‘ countries of the
`former Eastern Bloc. This example
`was seen in Hungary in 2007.
`{Hungarian flrioskvfcft Club)
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`wWGfi
`‘F‘W Eel-11a“ may
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`'
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`7 A we" maintained:
`example of the ZAZ
`968M — a facelifted
`
`version of the original
`ZAZ 966 series —
`
`photographed in
`
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`
`Clan}
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`
`rHTungaizjoo:
`
`: WW
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`its efforts
`to concentrate all
`Soviet government
`on the now ZAZ 966 and what was to eventually
`become the fourewhcei—clrive LuAZ 969. A great
`opportunity had been missed as became cicar
`when other manufacturers, especially in Japan,
`subsequently
`developed whole
`ranges
`of
`microvans and microbuses for use in every corner
`of the developed and undeveloped world.
`The ZAZ 970 prototypes languished at the
`ZAZ works. gathering dust and occasionally
`being
`raided
`tor
`components
`for
`other
`projects, until
`they were eventually scrapped.
`The work wasn‘t
`entirely wasted,
`however,
`as one of those involved in the project. Leo
`Murashov, went on to work for VAZ and helped
`to develop the body and chassis of the VAZ
`2121 Niva. ZAZ made one further attempt to
`
`the ZAZ 0466 in 1971
`develop a light vanj
`but it too didn‘t get beyond the prototype stage.
`The ZAZ 966 was, however, used as the
`basis tor a prototype fibreglassrbodiod minivan,
`the Maxi. Developed in t966—7 by the Russian
`Design institute this had several
`interesting
`features, including a spacerframe bodyshell clad
`with plastic panels, an adjustable pedal block,
`and seats that could rotate through i60°. Many
`of these features are now found in today’s MPV
`vehicles, such as the Renault Espace.
`Perhaps most significant on the development
`front at ZAZ during the 1960s and '70s was the
`creation ct atront—wheel drive car to replace the ZAZ
`966/968. This project, led byZAZ designeeradimir
`Steshenko, ultimately became the ZAZ 1102 Tavrla,
`which took ZAZ into the post~Soviet era. I
`
`
`
`
`
`
`
`
`
`
`leap
`nne Soviet car that represented a real
`into uncharted territory for both Western and
`Eastern Bloc carmakers during the t960s and
`iQTOs was never exported:
`the rotaryiengined
`Ladas remained safely behind the Iron Curtain.
`The Soviet automotive and aerospace industtes
`had been involved in a littieeknown but extensive
`
`programme of rotary engine development since the
`end of the 1960s The ability of rotary engines to
`produce high power from low octane fuel may have
`been one ofthe reasons behind this, since Soviet petrol
`was not produced in the high octane variants available
`in the West. This gave Soviet cars an additional sales
`advantage overseas, where they could be marketed
`as running on the cheapest petrol available.
`
`Soviet interest in rotary engines was first noticed
`in t968, when a book detailing the principles
`behind them was published in Russia. This was
`followed at the and ot the t960s and in the early
`
`1970s by articles in Soviet Bloc technical journals.
`By this time two of the world’s motor manufacturers
`were already mass—producing rotaryrengined cars
`— NSU in Germany and Mazda in Japan — and
`in t974 Soviet technicians were sent to visit the
`
`NSU plant in West Germany. Development of the
`Soviets‘ own rotary engine was passed to VAZ,
`which started work on the project in t976. The first
`
`single rotor Lada was made in i978 but it wasn‘t
`until the summer of 1980 that 250 rotary—equipped
`cars were sold to customers. I
`
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`1
`EIE
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`EEFIELILL Elsi-l-EEU-EVERHIEHER
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`$The GAZ 14 Chaika was
`a tour cie force for the
`Soviet motor industry,
`being technically more
`advanced than the ZlL
`that was traditionally the
`country’s top car. It was
`also extremely attractive
`to look at, with bold yet
`discreet lines.
`
`(Group GAZ)
`
`t the top end of the market, a new Chaika
`did not appear until the end of the tQTOs. By
`the beginning of that decade the appearance of
`the GAZ 18 Chalka was, to say the least, a little
`baroque and thoroughly outdated in a world of
`straight lines and sharp angles, The Politburo itself
`authorised the development ot a new car, although
`initially changes were expected to be limited to the
`body style, possible due to the bodyronrtrame
`construction of the original Chaika. However, the
`design brief included making the new car easier tor
`people to get in and out of and improving visibility.
`Atter various attempts to make a new body style fit
`onto the existing structure it was finally accepted that
`a new design was needed 'lrom top to bottom. The
`height of the GAZ 18 scuttle meant that the bonnet
`was too high and its wheelbase was too small to
`
`allow for big enough doors. Prototypes of the new
`GAZ l4 were butlt, with a longer wheelbase and a
`lower engine, and sent for prolonged tests on the
`roads of the Crimea and Caucasus. This less than
`
`rigorous approach , a change from full and formal
`test groundtesting e was seen as being suitable tor
`a car that retained its most important components
`(steering gear, brakes. engine and suspension)
`from its predecessor. The results, however, were a
`little disappointing: the overall driving qualities ot the
`new car were not up to the required standard.
`The GAZ design team worked hard on improving
`the new model. While working on improving the
`drivetrain they took the opportunity to develop the
`interior and trim, since the car was intended to
`otter the utmost convenience and luxury to those
`lucky enough to get to ride in it. GAZ engineers
`
`E'IE
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`(- GAZ spent a lot of
`time testing the new GAZ
`14 Chaika to iron out
`
`any problems. The first
`prototypes had not been
`as successful as the
`
`designers had hoped.
`(Autocar)
`
`'4 By the time GAZ
`officially launched the
`Chaika in 1977 it was a
`superb car, extremely
`comfortable to ride in
`
`and built to the highest
`standards. Production
`came to an end in 1988.
`
`{Autocar}
`
`.
`
`
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`
`type of soundproofing so
`developed a special
`that outside noise was all but
`inaudible inside.
`
`The successful combination of wide. high profile
`tyres. soft suspension, specially developed shock
`absorbers and long wheelbase meant that the
`GAZ 14 literally sailed along the road.
`The GAZ 14 was a progressive car forthe Soviet
`motor industry. A stylish seven-Beater,
`it had a lot
`of technical innovations and was as comfortable
`
`it was
`as any comparable American car even if
`designed around an updated drivetrain
`and
`undercarriage taken from a car designed in the
`nineteen fifties. Disc brakes were fitted along with
`ball—loint front suspension headlamp washers and
`electromagnetic central looking.
`it had a 5.526cc
`220bhp V8 engine with hydraulic tappets.
`top
`speed was togmph and fuel consumption was
`
`
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`birthday, with production beginning on 14 October
`1977 at the shortrrun production division of GAZ
`that has continued to produce luxury-trimmed
`versions of the venerable Volga in small numbers.
`The Chaika built for Brezhnev, who is known
`to have been a car enthusiast, was customised
`to have its instrument panel gauges relocated so
`that he could see them more easily. There is an
`interesting tale surrounding Brezhnev’s limo that
`may or may not be another of the many Soviet
`urban myths. The GAZ employee who drove it to
`and from the plant tor routine repairs put a bedpan.
`which he had bought in Moscow for his mother-ins
`law, on the back seat. Atraffic officer eager to grab
`the chance to maybe ride in a limo stopped the car
`and saw the bedpan. This could be the source of
`the rumour, widespread at the time, that the Soviet
`leader’s car was equipped with its own toilet...
`The first Chaika built had to be repainted when its
`shade was tound to be lighter than the dark cherry
`colour sample that had been sent from Moscow
`and ministry officials declined to approve it.
`Like the GAZ 13, the GAZ 14 was available
`as a saloon or as a limousine; the latter with a
`glass partition between the driver and rear-seat
`passengers. However,
`the majority of Chalkas
`were three-row saloons with no internal partition.
`The RAF plant in Latvia produced several special
`versions for use by the Soviet medical service. in
`addition a filmemakers' special was built to carry
`
`@The elegant lines of the
`GAZ 14 Chaika are clearly
`evident here. Behind is an
`
`RAF 2203. (Julian Nowr'lU
`
`lUThree generations of
`top-of-the—range GAZ
`cars at rest in a Russian
`
`field — left to right a GAZ
`12 Zim, GAZ13 Chaika
`and GAZ 14 Chaika.
`
`(Julian Nowill)
`
`it was 6.11m long
`18 litres per 100km (17.6mpg).
`and weighed 2.800kg — lighter than the ZIL 115,
`which turned the scales at 3,400kgl Although the
`GAZ 14 Chalka drew styling cues from the angular
`American luxury saloons typical oithe 19703. unlike
`its predecessor it couldn‘t be said to have been
`influenced by any single overseas design. The
`design was without a doubt a major advance over
`the GAZ 18 Chaika —which, strangely, remained in
`production until 1981.
`The new GAZ14 Chaika was presented to then
`Soviet leader Leonid Brezhnev in 1976 on his 70th
`
`
`
`
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`
`n tthe start ofthe 1960s ZIL made its final foray
`into the world of motorsport,
`trying to prove
`the prowess of the Soviet Union by success on the
`grand prix circuit. Soviet success proved elusive
`on the racetrack. boweven in complete contrast
`to their undoubted skills and abilities on the global
`rally circuit.
`Two examples of the ZiL 112 Sports were made
`En1960.with a230bhp version ot the ZIL 1 11 engine
`that could reach 162mph. This was the last time
`the Soviet Union made any real attempt to develop
`a motorsport car outside of the rally scene, which
`was perhaps in its more natural element, where
`the ability to engineer tough cars is arguably more
`important than simply being able to make a car go
`round atrack very quickly. Thereafter ZIL turned its
`attention back to its truck range and its role as the
`
`
`
`
`
`
`
`
`
`maker of the Soviet Union’s top can as well as a
`small but stylish foray into the world of buses.
`in 1967, for the first the the USSR took part
`
`in the International Bus Exhibition in Nice. where
`the corntortable and compact ZIL 118, first seen in
`19651 won 12 prizes. Sadly full—scale production of
`this bus never happened and it was only ever made
`to special order and used by high-level delegations
`of senior officials or important international guests
`of the government. Some. however. were built as
`high capacity ambulances. A tacelitted version,
`with a crisper tront end that bore a passing
`resemblance to the British Duple Viceroy coach
`body introduced in the late 1960s, was unveiled
`in 1970, as the ZlL118K coach and the ZlL 118KS
`
`ambulance, both using the ZiL 508.10 V8 petrol
`engine usually found in the company's trucks,
`
`
`
`Nhe 2[L118 bus was
`first announced in 1965
`
`but did not go into
`full-scale production.
`Instead it was made to
`
`special order only. A
`facelifted version was
`
`announced in 1970, but
`this is one of the original
`models.
`
`(Author’s collection}
`
`il
`
`!
`
`Fl CHE FDR EVER! DFIEHFI
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`'IEEE-‘lE'lE
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`
`fThe ZIL 112 Sports
`was the last in a series
`
`of high-powered ZISIZIL
`racing cars. It was made
`in 1960 and could top
`
`160mph. {Julian Nowflf)
`
`During the 19803 the tacelifted 118 was renamed
`the ZIL 8207 and gained headlamps first seen on
`the VAZ 2105 Lada. Production ended in 1994,
`just 86 having been built since 1970.
`At the end of the 19505 fashion in America
`
`was changing away from the overt ostentation that
`had reached its peak with the 1959 Cadillac. The
`Soviet government wanted to keep up with the
`latest trends and realised that its just-announced
`ZlL 111 was already looking dated The facelifted
`ZlL 111 was first seen in the metal in 1961. it had
`a completely new grille. front bumper and four
`headlights but in other respects it didn’t differ from
`the previous model. There were definite shades of
`Cadillac Fleetwood 75 about its front—end styling.
`This model went
`into smallescale production as
`the ZlL 1116 from 1962 until 1966; with a more
`
`powerful 5.98000 197bhp engine. air conditioning
`as standard, and a slightly changed windscreen.
`Fuel consumption was incredibly high but it could
`reach 106mphl The rear had more restrained rear
`lights and the bumpers were also changed. The
`very first cars retained the downswept curve of
`chrome strips along the side from the earlier ZIL
`111 series;
`later cars adopted a simpler, straight
`moulding running from the front wing through to
`the top of the rear bumper. in total, 112 examples
`of the ZIL 111 series were built.
`The ZIL 111 was used as the basis for a number
`
`of special openrtop ceremonial cars. The three
`built on the ZIL 111 were named the ZIL111\/C while
`those built on the ZIL111G became the ZlL111D. In
`January 200/ one of the ZlL 111V cars appeared
`for sale on eBay,
`its seller claiming that the 1961
`
`E1l-I
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`- EFIRE EIF THE EDVIET IJHIEIH
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`MaCNeil Exhibit 2107
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`black car had once been Nikita Khrushchev’s
`
`(the other two built were both grey), The seller in
`Georgia related the following tale of how ”me ZiL had
`managed to wind up in the former Soviet republic.
`in October 1964 Nikita Khrushchev was on holiday
`at his state villa in Ritsunda, Georgia, where the ZlL
`had been delivered by train for him to use during his
`break However, back in Moscow the other heads
`
`of government had decided to ask Khrushchev to
`step down as head of the Communist Party. and
`Khrushchev returned to Moscow to meet with the
`
`other members ofthe Politburo and agreed to resign.
`His ZIL 111V having been left behind, the Georgian
`government passed it over to the Red Army once it
`became clear that Khrushchev wouldn‘t be coming
`backfor “t. Some time later the car was deleted from
`
`the list held in Moscow detailing all official cars, and
`following the collapse of the USSR it was sold to a
`private owner. The car was reported to be in original
`but excellent condition with a recorded 14,375 miles
`under its belt.
`
`the drop-head ZlL 11103 was
`The first of
`assembled at the beginning of 1968 — six months
`after the restyling exercise carried out on the
`limousine. Just eight ZL 111D cars are believed
`to have been made, four of which were painted
`grey and were intended for use at the annual May
`Day and October Revolution celebrations. One
`was reportedly sent to East Germany. The ZiL
`111D was equipped with an electro—hydraulic lifting
`mechanism for the softstop, operated by a button
`located under the instrument panel.
`It also had a
`handrail and a microphone system. One additional
`detail was the antennae on the rear wings which
`played both a functional and a decorative role.
`On 80 April 1963 Fidel Castro,
`the new
`Communist leader of Cuba, visited the ZlL works
`and was presented, on behalf of Nikita Khrushchev,
`with an open—top ZiL 111D. Castro returned home
`by aeroplane. and his car was delivered by ship
`to Havana, where the Soviet ambassador in Cuba
`presented it to its owner.
`The new ceremonial cars made theirflrst public
`appearance to the Russian nation as a whole on
`7 November 1967. at a parade in Red Square to
`
`
`
`
`@A rare treat indeed for
`car spotters, this ZIL11‘I
`was photographed in
`London in 1961.
`
`(Author‘s collection)
`
`commemorate the 50th anniversary of the October
`Revolution. Until than old ZlL111Vs had been used,
`
`and although the Z“. 111V fleet was in excellent
`shape the new cars looked much more modern.
`The greyrpainted ZiL 111Ds continued to take part
`in military parades until the mid—19708, when they
`were replaced by the ZiL 117V. The redundant
`cars are reputed to have lain idle. gathering dust
`in a Defence Ministry garage, until 1987, when
`they were apparently transferred to the Moscow
`fire department.
`in 1967 the first of a new range. the ZlL 114, had
`been built, this model being characterised by sharp,
`uncluttered styling. Though it was announced to
`coincide with the 50th anniversary of the October
`Revolution,
`the first
`styling bucks had been
`produced back in 1962, and ore-production cars
`
`
`
`
`
`
`H ENE FDR EVERH DFIEHFI 1552-1515
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`It In 1970 ZIL updated its
`strictly special-order-
`only bus into the crisp
`and modern ZIL 118K.
`
`{Jufian Nowilf)
`
`-)During the mid—
`19805 the ZIL118K
`
`had its four-headlamp
`system replaced by the
`integrated sidelightl’
`indicator/headlamp
`units used on the VAZ
`2105/2107. It was also
`renamed the ZIL 3207.
`
`(Julian Nowiff)
`
`E15
`
`EFIRE [IF THE EEIVIET UNIDN
`
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`Margie“ ESThibit 21o?
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`were built in 1966. "l he styling was much cleaner
`than on previous cars and the body was mounted
`on an extremely strong X—frame chassis that was
`very resistant to twisting. The suspension was
`designed so that under braking and acceleration
`the car did not pitch and dive and under cornering
`had minimal
`roll
`angles
`independent
`front
`suspension was by torsion bars. There were three
`brake circuits;
`if any one of them failed the other
`two carried on working, meaning that the car could
`be safely driven at all times. The ZIL 114 was the
`first Soviet production car to have allaround disc
`brakes and the handbrake was pedal operated.
`Electronic ignition was also introduced on the ZiL
`114, as well as — for the first time in Russia — a
`central locking system.
`The ZlL 114 had a longer wheelbase and
`body than its predecessor. being 6.2m long and
`weighing in at 3,175kg. Power came from a bigger
`6.959% light alloy V8 engine rather than a cast
`iron engine fed by a four—barrel carburettor. Torque
`was a mighty 560Nm at 2,750rpm, and power was
`SOObhp produced at a surprisingly high 4,800rpm.
`Automatic transmission with a hydraulic torque
`converter and two—speed gearbox were standard,
`although the driver could select gears manually
`if so required. Power steering meant
`that
`the
`th. 114 could be steered with one finger, Top speed
`was 119mph.
`
`The driver had a remote control door mirror and
`
`could control the central locking from his seat. For
`convenience in getting in and out. the steering wheel
`was hinged. Even so, the driving position was, for
`such a large car. surprisingly cramped. The 7lt
`114 was known for its excellent finish. inside there
`were three rows of comfortable seats. the middle
`set being hinged. They were trimmed in leather
`and those up front offered adjustment for rake and
`backrest angle. Wood trim was also used to create
`the right atmosphere in a body specially buiitto offer
`good sound and heat insulation. Electric windows
`were standard along with air conditioning. Special
`glass prevented the temperature inside climbing in
`sunny weather and the upper part ofthe windshield
`was smokeacoloured. in 1971 the frontend styling
`was refreshed and in April 1975 a threerspeed
`gearbox was added to the specification sheet.
`A few limited edition examples of the ZIL 114
`were also built. These included the ZIL 114EA, a
`special medical version built with a high—roofed
`station wagon body style. Just two were built.
`Another strictly limited edition was the ZIL 114K,
`which had an opening roof overthe rear passenger
`compartment that allowed the occupants to stand
`up and be seen when on parade. A bespoke
`example was also built as a high-speed camera
`platform for the Soviet film industry. in all about 150
`ZIL 114s were built, including the final ZiL 114Ns.
`
`WThe 1962 ZIL 111G
`had a revised front end
`that featured double
`headlamps, as was by
`that time the norm for
`any car that considered
`itself to be at the top
`of the automotive tree.
`
`(Autocar)
`
`Fl EFIE FDR EVERH DFIEHFI THEE-1515
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`which were a transitionai model that looked like the
`car’s successor, the ZlL 4104. but under the skin
`remained very much a ZlL 114.
`By 1971 the ZlL plant termed the nucleus of a
`major automotive combine. which beca