air-cooling vents on the rear wings.(Avtoexport) eae
`
`
`
`UCRUoPaeaAy weiterestea etsstsetii
`eabaaeaeuaeaeetteenel
`revised lights: This example photographedin 1977 stands
`in front of a KamAZ iruck, the result of one of the largest
`civil engineering projects ever undertaken in the Soviet
`Union. A factory with a capadity to build 150,000 trucks
`and 250,000 diesel engines péf annum,it was created
`from scratchin less than five years on a greenfield site
`at Naberezhnye Chelny on the Kama River, in Tatarstan.
`
`
`
`
`EETERASEEace eeaUperscelerg| d =)
`
`
`
`“An export example of the ZAZ 966. The front grille was
`purely decorative, as the engine was at the back with its
`
`CARS GF THE SOVIET LINIEN
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`i
`
`-
`
`a
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`distinguished by a revised front grille, improved rear
`lamps, the absenceof grid-like cross-connections
`in the air ducts and wider tyres, Versions were
`also built for people with disabilities, the ZAZ 968B
`being for those who didn’t have the use of either
`foot, the ZAZ 988B2 for crivers 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 Juxury-trimmed ZAZ
`9684 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 form of seat belts and an energy-absorbing
`steering colurnn. Inside tne 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 S68E 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 uncer the name Zaporozheis 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 MeMZ was incorporated into the
`new AvtoZAZ holding group, which also included
`the ZAZ assembly plant, the liyichyevsk Automebile
`Parts Plant and a number of other automobile-
`oroduction facilities in Lutz and Kherson.
`In effect
`AvioZAZ became the Ukraine's own national motor
`corpcration.
`The millionth ZAZ was built during January 1976,
`In 1979 the ZAZ 968 was given its most radical
`update, becoming the ZAZ 968M. The ear-like air
`ducts disappeared and there were new-style lights,
`including rectangularrearlight clusiers. The original
`prototypes for the ZAZ S68M had been seenIn the
`autumn of 1977 and featured an original and rather
`artistic rear larnp 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 rearlight units. Dual
`circuit brakes with discs up jront and matt black
`irim replacing chrome were other features of the
`new car,
`
`
`
`The ZAZ 988M wes built with three engines:
`the MeMZ 968E producing 40bhp and, thanks to
`its basic carburettor and low carmpressicn ratio,
`able to use 76-octane petrol; the MeMZ 968GE,
`which produced 45bhp thanks io its dual chamber
`carburetior
`and the MeMZ 968BE, which
`produced 50bho' and needed 93-octane fuel.
`The BE model differed from the GE byvirtue ofits
`increased compression ratio of 8.4:1, achieved by
`a changein the cylinder head design. As was by
`now normal for ZAZ, the model range also included
`a wide variety cf specially adapted cars designed
`for use by disabled drivers.
`In this form the Dnieper Cossack continued to
`be built until 1 July 1994, Production had continued
`alongside that of the more contemporary front
`wheekdrive Tava, 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 jor the same
`price. Plans hac been reportedly laid for 1,300
`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 NAMI 086-Sputnik, which had a &00cc
`two-cylinder engine created by cutting ihe four
`cylinder ZAZ 965 engine in half. This produced
`just 15ohp. The gearbox had foursoeeds and an
`electromagnetic clutch, an outstanding feature for
`the period. Suspension was independentall round
`with torsion bars, and total weight was 520kg. The
`car was developed especially for disabled people,
`but it was never produced. A second aitemnpt to
`create a sporty ZAZ camein 1988. The KD coupe
`had fisreglass coachworkreinforced with polyester,
`
`peegeteeeeeeCpSeSedctenot
`
`AEARFOREVERY DACHA 1958-195
`
`eas
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` ®\n 1977 the first
`
`
`
`
`
`
`The prototype ZAZ
`968M featured these
`interesting and criginal
`rearlights. Sadly they
`did not makeit into
`
`production.(Author's
`collection)
`
`prototypes of a further
`update of the ZAZ 968
`were unveiled, The
`
`most obvious changein
`the ZAZ 968M was the
`
`elimination of the side
`air scoops, replaced by
`more discreetgrilles.
`(Author's collection)
`
`CARS OF THE SOVIET UNION
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`
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`
`
`fixed to a metal frame, and weighed only 500kg,
`which allowed its 30bhp engine to take thelittle car
`io aicp speed of 75mph.
`the
`tack was
`On a
`completely different
`development
`of a commercial variant. 7A7
`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, neacded by plant director Yuri Sorochkin
`wanted their company to become an independent
`powerful auto-producer, but the ministerial plans
`for ZAZ did not
`include development of any
`additional models - 7A7 was expected to focusits
`efforts on small cars. However, Sorochkin was not
`only a talented designerbut also a great organiser,
`and at the start of the 1960s heraided 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
`MZMA Moskvich, which was only ever made in
`small quantities.
`Sorocenkin’s idea of a light truck built on the
`basis of a rear-engined, aircocled car was not as
`tar fetched as it may sound today,
`In the immediate
`postwar period designers across the word were
`extremely impressed by the German Volkswagen,
`and even the Americans got in on the act with their
`Chevrolet Corvair, mace,
`like the VW, as a car, 4
`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 a forward-control
`
`#The ZAZ 968M 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.(Avioexport)
`
`
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`® 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 witha
`wide range of climatic
`extremes. (Avtoexpart)
`
`These rather dull
`
`rectangularrearlight
`units were chosen for the
`
`production ZAZ 968M.
`
`
`
`
`
`
`
`(Avteexport)
`
`
`layout was a new one — Fiat’s Multipla was thefirst
`of its kind and had proven to be extremely popular.
`Thefirst ZAZ model had a short stubby bonnet and
`a lot of the cheeky character of the ZAZ 965, while
`later examples had a smaller bonnet and a far more
`pronounced forward-control aspect.
`The extremely functional design of the ZAZ 970
`was ceveloged by Yuri Danilov’s technical team
`based at ZAZ. Someclever solutions to problems
`were identified. For example,
`to create a chassis
`capable of handling a 350kg payload the team
`cxperimented with different metal profiles and
`varying degrees of metal thickness. For the body
`panols, ZAZ used 0.7mm steel for the first time in
`the Russian car industry.
`lt was a special metal
`from the planl’s neighbours at Zaporozhstal, the
`Zaporochets Metallurgical Plant.
`
`CARS OF THE SOVIET UNION
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`The engine and gearbox for the ZAZ 970
`were lifted from the mainsteam production ZAZ
`965 cars. The rear wheel hubs had reducers ta
`
`increase the gear ratio. The 27bnp MeMz engine
`gave the fully loaded machine a top speed of only
`47mph, but for urban use in the 1960s this was
`more than adequate. Fuel consumption was 7.5
`lites per 100km (88mpg).
`The engine was placed at the back, under the
`floor. However, the V format of the engine was nat
`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.
`Protctype models were
`constructed very
`Tapidly. Drawings on a scale of 1:1 were used to
`make piywood templates and wooden bulkheads,
`onto which bocly panels werefitted. This approach
`was driven forward by Sorochkin, who had past
`experience as a panel beater. Three prototypes
`were Ceveloped and all were on the road by
`1962, powered by MeMZ 966 engines. The ZAZ
`970 was an all-metal van with @ capacity of 2.4m?
`and able to carry 350kg of load; the ZAZ 970B
`was a microbus with seats for six to seven people
`and room for 176kg of load; and the ZAZ S7OV
`was a pickup capable of hauling 400kg of load.
`Prototypes with different bodies were tested in
`ihe 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-crive versions,
`the ZA? 971, ZAZ 971B and ZAZ S71V.
`Representatives of commercial and trade
`organisations,
`the potential users of the new
`vehicles, were Invited to the testing sessions in
`the hope that they would help lopby Minavtoorom
`to allow ZAZ to put the little vans into full-scale
`production. The testers anc merchants wereall
`extremely pleased with van, the only real problem
`being the engine hump in the floor, whichinterfered
`with access, especially on the van, which only
`had a rear door. The ZAZ 970V microbus had a
`
`side-loacing door to allow better access, As laié
`as 1965 ZA7 hoped that at the very least the ZAZ
`970 van would make it to the productionline but
`it was not to be: the plant was expected by the
`
`
`
`
`
`een Malascrst SalLew et
`following in the countries of the
`former Eastern Bloc. This example
`was seen in Hungary in 2007.
`(Hungarian Moskvich Club}
`
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`Glub) ]
`
`
`
`meeeerarcliarec Tit
`example of the ZAZ
`968M - a facelifted
`
`Ta
`
`28? FOPrari cose
`
`* EPran
`
`Be
`
`‘997FeRNaRtco>p
`
`version of the original
`ZAZ 966 seriés —
`
`Photographedin
`
`bunanntenes
`
`MESOU
`
`=a8
`
`CARS OF THE SOVIET UNION
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`a
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`,
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`
`its efforts
`lo concentrate all
`Soviet government
`on the new ZAZ 966 and what was to eventually
`become the four-wheel-drive LUAZ 969, A great
`opportunity had been missed, as became cicar
`when other manufacturers, especially in Japan,
`subsequently
`developed whole
`ranges
`of
`microvans and microouses for use in every corner
`of the developed and undeveloped world.
`The ZA7 970 prototypes languished at the
`ZAZ works, gathering dust and occasionally
`oeing
`raided
`for
`components
`for
`other
`projects, until
`they were eventually scrapped.
`The work wasn’t
`entirely wasied,
`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 1977,
`develop a light van,
`but it too didn't get beyond the prolotype stage.
`The ZAZ G66 was, however, used as the
`basis for a prototype flbreglass-bodied minivan,
`the Maxi. Developed in 1966-7 by the Russian
`Design Institute this had several
`interesting
`features, including a space-frame bodyshell clad
`with plastic panels, an aciustable pedal block,
`and seats that could rotate through 180°. Many
`of these features aré now found in today’s MPV
`vehicles, such as the Renault Espace.
`Perhaps most significant on the develooment
`front at ZAZ during ihe 1960s and '70s was the
`creation of a front-wheeldrive car to replace the ZAZ
`966/968. This project, led by ZAZ designer Vladimir
`Steshenko,ultimately became the ZAZ 1102 Tavrla,
`which took ZAZ into the post-Soviet era. Hi
`
`
`
`
`
`leap
`
`Oo" Soviet car that representec a real
`
`into uncharted territory for both Western and
`Eastern Bloc carmakers during the 1960s and
`1970s was never exported:
`the rotary-engined
`Ladas remained safely behind the Iron Curtain.
`The Soviet automotive and aerospace industries
`had been involved in a little-known but extensive
`
`Sovietinterest in rotary engines wasfirst noticed
`in 1968, when a book detailing the principles
`behind them was published in Russia. This was
`followed at the end of the 1960s and in the early
`1970s by articles In Soviet Bloc technical journals.
`Bythis time twoof the world’s motor manufacturers
`were already mass-producing rotary-engined cars
`— NSU in Germany and Mazcla in Japan - and
`in 1974 Soviet technicians were sert fo visit the
`NSU plant in West Germany. Development of the
`Soviets’ own rotary engine was passed to VAZ,
`which started work an the project in 1976. The first
`single rotor Lada was made in 1978 but ft wasn't
`until the summerof 1980 that 250 rotary-equioped
`cars were sold to customers. lll
`
`programme of rotary engine developrnert since the
`end of the 1960s. The ability of rotary engines to
`produce high powerfrom low octane fuel may have
`been one ofthe reasons behindthis, 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 peirol available.
`
`a
`24g
`
`ACARFOREVERYDACHA 1862-1919
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`nels
`
`Seee
`
`
`
`
`
`
`
`
`
`
`
`®The GAZ 14 Chaika was
`a tour de force for the
`Soviet motor industry,
`being technically more
`advanced than the ZIL
`that was traditionally the
`country’s top car. It was
`also extremely attractive
`to look at, with bold yet
`discreetlines.
`
`(Group GAZ)
`
`t the too end of the market, a new Chaika
`did not appear until the enc of the 1970s. By
`the beginning of that decade the appearance of
`the GAZ 13 Chaika 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 of a new car, although
`initially changes were expected to be limited to the
`body style, possible due to the body-on-frame
`construction of the original Cheika. However, the
`design brief included making the new car easier for
`people te get in and out of and improving visibility.
`After various attempts to make a new badlystyle tt
`anto the existing structure it wasfinally accepted that
`anew design was needed fram top io bettam. The
`height of the GAZ 13 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 14 were built, 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 ground-testing — was seen as being suitable for
`a car that retained fts most important componenis
`(steering gear, brakes, engine and suspension)
`fromm its preclecessor. The results, however, were a
`little disappointing: the overall driving qualities of 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
`offer the utmost convenience and luxury to thase
`lucky enough to get to ride in it. GAZ engineers
`
`214
`
`CARS OF THE SOVIET UNION
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`© GAZ spenta lot of
`time testing the new GAZ
`14 Ghaika to iron out
`
`any problems.Thefirst
`prototypes had not been
`as successful as the
`
`designers had hoped.
`(Autocar)
`
`¥ By the time GAZ
`officially launched the
`Chaika in 1977 it was a
`superb car, extremely
`comfertabie to ride in
`
`and built to the highest
`standards. Production
`cameto an end in 1988.
`
`(Autecar)
`
`
`
`i
`
`
`
`
`
`
`tyoe of soundproofing so
`developed a special
`that outside noise was all but
`inaudible inside.
`
`The successful combination of wide, high profile
`iyres, soft suspension, specially deveioped shock
`absorbers and long wheelbase meant that the
`GAZ 14 literally sailed along the road.
`The GAZ 14 was a progressive carfor the Soviet
`motor industry. A stylish seven-seater, 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 cesigned in the
`hineteen fifties. Disc brakes werefitted along with
`bal-joint front suspension, headlamp washers and
`electro-magnetic central locking. It had a 6,526cc
`22Gbhp V8 engine with hydraulic tappets,
`top
`speed was 109mph and fuel consumption was
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
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`®The elegant lines of the
`GAZ 14 Chaika are clearly
`evident here. Behind is an
`
`RAF 2208. (Julfan Nowitil}
`
`WThree generations of
`top-of-the-range GAZ
`car's 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
`16 lives per 100krn (17.6rriag).
`and weighed 2,600kg - lighter than the ZIL 115,
`which turned the scales at G,400kg! Although the
`GAZ 14 Chaika drew styling cues from the angular
`American luxury saloons typical ofthe 1970s, unlike
`its preclecessor it couldn't be said to have been
`influenced by any single overseas design. The
`design was without 4 doubt 4 major acivance over
`the GAZ 13 Chaika — which, strangely, remained in
`production until 1981.
`The new GAZ 14 Chaika wes presented to then
`Soviet leader Leonid Brezhnev in 1976 on his 7Oth
`
` birthday, with production beginning on 14 October
`
`
`
`
`
`
`
`
`
`1977 at the shortrun 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
`ico 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 tne many Soviet
`urban myths. The GAZ emptoyee whe drove it to
`and from the plant for routine repairs put a bedpan,
`which he had bought in Moscow for his metherin-
`law, on the back seat. A traffic officer eager to grab
`the chance to maybericein a limo stopped the car
`and saw the bedpan. This could be the source of
`the rumour, widespread at the time, tinat the Soviet
`leader's car was equipped with its owntoilet...
`The first Chaika built had to be repainted when tts
`shade was found to belighter than the dark cherry
`colour sample that had been sent from Moscow
`and ministry officials declined to approveit.
`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 rearseat
`passengers. However,
`the majority of Chaikas
`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 film-makers’ special was fuilt to carry
`cameramen in 1981. Hl
`
`ele
`
`= CARSOFTHESOVIETUNION
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`trying to prove
`into the werld of motorsport,
`the prowess of the Soviet Union by success on the
`grand prix circuit. Soviet success proved elusive
`on the racetrack, however,
`in compleie contrast
`fo their undoubted skills and abilities on the global
`rally circuit.
`‘Two examples of the ZIL 112 Sports were made
`in 1960, with a 230bhe version of the ZIL 111 engine
`that could reach 162mph. This was the last time
`the Soviet Union made any real attempt to develap
`a motorsport car outside of the rally scene, which
`wes perhaps in its more natural element, where
`the ability ta engineer tough cars Is arguably more
`important than simply being able to make a car go
`round a track very quickly. Thereafter ZIL tumed its
`attention back to its truck range andits role as the
`
`PeDea
`
`fj tthe start ofthe 1960s ZIL madeits final foray
`
`
`
`
`
`
`
`
`
`maker of the Soviet Union's top car, as well as a
`small but stylish foray Into the world of buses.
`In 1967, for the first time, the USSR took part
`
`in the International Bus Exhibition in Nice, where
`the comfortable and compact ZIL 118, iirst seen in
`1965, won 12 prizes. Sadly tull-scale production of
`this bus never happened and it was only ever made
`fo special order and used by high-level delegations
`of senior officials or important international quests
`of the government. Some, however, were built as
`high capacity ambulances. A facelifted version,
`with a crisper front end that bore a passing
`resemblance to the British Duple Viceroy coach
`body Introduced in the late 1960s, was unvelled
`in 1970, as the ZIL 118K coach and the ZIL 118KS
`
`ambulance, both using the ZIL 508.10 V8 petrol
`engine usually found in the company's trucks.
`
`
`
`#®The ZIL 118 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 colfection)
`
`[t
`
`I
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`ACARFOREVERY DACHA IS6e-18715
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`els
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`> CARSOFTHESOVIETUNION
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`#The ZIL 112 Sports
`was the lastin a series
`
`of high-poweredZIS/ZIL
`racing cars. It was made
`in 1960 and could top
`
`460mph. (Julian Nowill)
`
`During the 1980s the facelifted 118 was renamed
`the ZIL 3207 and gained headlampsfirst seen on
`the VAZ 2105 Lada. Production enced in 1994,
`just 86 having been built since 1970,
`At the end of the 1950s fashion in America
`was changing away from the overt ostentation ihat
`had reached its peak with the 1959 Cadillac, The
`Soviet government wanted to keep up with the
`latest trands and realised that its just-announced
`ZIL 111 was already looking dated. The facelifted
`ZiL 111 wasfirst seen in the metal in 1981. It had
`a completely new grille, front bumper and four
`headlights but in other respecis it didn't differ from
`the previous medel. There were definite shades of
`Cadillac Fleetwood 75 about its front-end styling.
`This model went
`into small-scale production as
`the ZIL 111G from 1962 until 1866, with a more
`
`powerful 5,980e¢ 197bhp engine, air conditioning
`as standard, and a slightly changed windscreen,
`Fuel consumption was incredibly high but it could
`reach 10Smph! 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
`411 series:
`later cars adopted a simpler, straight
`moulding running from the front wing through to
`the too of the rear bumper. !n total, 112 examples
`of the ZIL 111 series were built.
`The ZIL. 111 was used as the basis for a number
`of special open-top ceremonial cars. The three
`built on the ZIL 111 were named the ZIL 111V, while
`those built on the ZIL 111G becamethe ZIL 11D.In
`January 200/ one of the ZIL 111V cars appeared
`for sale on cBay,
`its seller claiming that the 1961
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`black car had once been Nikita Khrushcnev’s
`
`(the other two built were both grey). The seller In
`Georgia related the following tale of how the ZIL had
`managed to wind up in the former Soviet repute,
`In October 1964 Nikita Khrushchev was on holiday
`at his state villa in Pitsunda, Georgia, where the ZIL
`had been delivered by train for him to use during his
`break. However, back in Moscow ihe other heads
`
`of government had decided to ask Khrushchev to
`step down as heacl of tne Communist Party, and
`Khrushchev returned to Moscow to meet with the
`
`other members of the Politouro and agreed to resign.
`His ZIL 111V having been left behind, the Georgian
`government passed it over to the Red Army once tt
`became clear that Khrushchev wouldn't be coming
`backforit. Sometime later the car was deleted from
`
`the list held in Moscow cetailing all official cars, and
`following the collapse of the USSR it was scld to a
`private owner. The car was reported to bein original
`but excellent condition with a recorded 14,375 miles
`underits belt.
`
`the drop-heacd ZIL 111Ds was
`The first of
`assembled at the beginning of 1963 — six months
`after the restyling exercise carried out on the
`limousine. Just eight ZIL 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 equioped with an electro-hydraulic lifting
`mechanism for the soft-iop, operated by a button
`located under the instrument panel.
`It also nad 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 30 Apri 1963 Fidel Castro,
`the new
`Communist leader of Guba, visited the ZIL 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 Soviel ambassadorin Cuba
`presented it to its owner.
`The new ceremonial cars made theirfirst putblic
`appearance to the Russian nation as a whole on
`7 Novernber 1967, at a paracie in Red Square to
`
`
`
`
`
`
`
`
`
`f Arare treat indeed for
`car spotiers, this ZIL 1117
`was photographedin
`London in 1961.
`
`(Author’s collection)
`
`cammemorate the SOth anniversary of the October
`Revolution. Until then old ZIL 111Vs had been used,
`
`and although the ZIL 117V fleet was in excellent
`shape ihe new cars looked much more modern.
`The grey-painted ZIL 111Ds continued to take part
`in military parades until the mid-1970s, when they
`were replaced by the ZIL 117V. The redundani
`cars are reputed to have lain idle, gathering dust
`in a Defence Ministry garage, until 1987, when
`they were aoparently transferred to the Moscow
`fire department.
`In 1967 the first of a new range, the ZIL 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 pre-production cars
`
`ACARFOREVERYOACHA 1968-1975
`
`eis
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` Pin 1970 ZIL updated its
`
`had its four-headiamp
`system replaced by the
`integrated sidelight/
`indicator/headlamp
`units used on the VAZ
`2105/2107. It was also
`renamed the ZIL 3207.
`
`strictly special-order-
`only bus into the crisp
`and modern ZIL 118K.
`
`(Julian Nowill)
`
`=» During the mid-
`1980s the ZIL 118K
`
`(Julian Nowill)
`
`216
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`CARS OF THE SOVIET UNION
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`The driver had a remole control daormirror anc
`
`could control the central locking from his seat. For
`conveniencein geiling in and out, the steering wheel
`was hinged. Even so, the driving pasition was, for
`such a large car, surprisingly cramped. Tne 7il
`114 was known forits excellent finish. Inside there
`were three rows of comfortable seats, the middle
`set being hinged. They were trimmed in leather
`and those up frant offered adjustment for rake and
`backrest angle. Wood trim was also used to create
`the right atmosphere in a body specially built to 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 of the windsnieid
`was smoke-coloured. In 1971 the frontend styling
`was refreshed and in April 1975 a three-speed
`gearbox was accled 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 buit with a high-roofed
`station wagon body style. Just two were built.
`Another strictly limtted edition was the ZIL 114K,
`which had an opening roof over the rear passenger
`compartment that allowed the occuparits to stand
`up and be seen when on parade. A bespoke
`example was also built as @ high-speecl camera
`plattorm for the Sovietfilm industry. In all about 160
`ZIL 1148 were built, including the final ZIL 114Ns,
`
`¥The 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}
`
`were built in 1966. The styling was much cleaner
`than on previous cars and the body was mounted
`on an extremely strong X-frarne chassis that was
`very resistant to twisting. The suspension was
`designed so that under braking and acceleration
`the car did net 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 salely driven at all times. The ZiL 114 was the
`first Soviet production car to have all-round disc
`brakes and fhe 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 ZIL 114 had a longer wheelbase and
`badly than its predecessor, being 6.2m long and
`weighing In at 3,175kg. Power came from a bigger
`8,959cc fight alloy V6 engine rather than a cast
`iron engine fed by a four-barre! carburettor. Torque
`was a mighty 560Nm at 2,750rpm, and power was
`300bhp produced at a surprisingly high 4,300rpm.
`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
`AL 114 could be steered with onefinger. Top speed
`was 119mph.
`
`
`
`
`
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`ACARFOREVERYDACHA 1968-1919
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`which were a transitional modelthat looked like the
`car's successor, the ZIL 4104, but uncer ihe skin
`remained very much a ZIL 114.
`By 1971 the ZIL plant formed the nucleus of a
`major automotive combine, which became one
`of the five largest industrial conglomeraies in the
`USSR and included 17 specialised enterprises
`located in different parts of the couniry. During
`the 1970s the ZIL plant played a major part in the
`development of the new KamAZ truck factory, and
`casting and assembly worksnops were designed
`at the ZIL