Moskwitch 2144 Istra (diecast 1:43, Deagostini)
- Moskwitch 2144 Istra (from 1985)
- Deagostini
- 1:43
- Showcase model / No engine
- diecast
- others
- Perfect mint condition
- Original packaging exists
- Not for sale
In the late 60s - early 70s, the Moscow plant AZLK experienced its best times. New models came out with an enviable regularity for the Soviet car industry. 412 model gained considerable popularity not only at home, but also abroad. But the need to create a successor to "four hundred and twelfth" was imminent. From that moment on, the complex history of the creation of the Moskvich-2141 began.
The history of the creation of the Moskvich-2141. Muscovites Series 3-5
In 1970, on the basis of the produced model, the first development was created with the code name 3-5-2 (photo on the left). The car has retained the main features of its predecessor, but has grown in size. This was the direction of the leadership. It was necessary to occupy an empty niche between Moskvich 412 and the Gorky "Volga". Accordingly, the power unit was also modified. Its volume was increased to 1.7 liters, and the power was brought to 96 hp.
This was followed by a 3-5-3 wagon and an improved 3-5-4 sedan (photo above, respectively). But all these developments were quite old-fashioned and not suitable for serial production.
In 1970, on the basis of the produced model, the first development was created with the code name 3-5-2. The car has retained the main features of its predecessor, but has grown in size. This was the direction of the leadership. It was necessary to occupy an empty niche between Moskvich 412 and the Gorky "Volga". Accordingly, the power unit was also modified. Its volume was increased to 1.7 liters, and the power was brought to 96 hp.
This was followed by a 3-5-3 wagon and an improved 3-5-4 sedan. But all these developments were quite old-fashioned and not suitable for serial production. The history of the creation of the Moskvich-2141 was gaining momentum. In 1972, a new 3-5-5 prototype was released with a more modern look in the style of the BMW 5 Series (photo below left). And in 1975 it was improved (3-5-6).
This development was already much more progressive, but still the pace of its creation left much to be desired.
Soviet designers did not keep pace with the development of the global automotive industry. But nevertheless, many solutions of these prototypes found a place on the updated standard model, which received the factory index 2140.
The history of the creation of the Moskvich-2141. Muscovites of the C series
The continuation of the history of the creation of the Moskvich-2141 was the development of a completely new prototype of the C-1. Unlike the 3-5 series, this car had a two-volume body, called a fastback. Instead of the fifth door, there was a conventional trunk lid. A modern McPherson front wheel suspension, a more progressive gearbox design, etc. were also used. But nevertheless, it is worth noting that the appearance of the car turned out to be rough and heavy. Therefore, it was decided to improve it, so the C-2 appeared (photo below on the right), but it remained in the layout.
In the same 1976, the entire top management of the plant was replaced. It came from the ZIL plant and had its own vision for the next model of the Moscow plant. This largely predetermined the further history of the creation of the Moskvich-2141. Although still the next generation of the C series was created. The C-3 (photos below) had a more pragmatic and traditional look than the C-2 thanks to the C-pillar window and the fifth door.
The car acquired a hatchback body and looked quite modern compared to competitors from Europe, but retained the classic rear-wheel drive layout. At AZLK, the prototype was considered a pre-production model and it was possible to start fine-tuning and preparation for putting it on the conveyor.
The history of the creation of the Moskvich-2141. Heading for front-wheel drive.
But the developments of factory designers and engineers were never destined to go into mass production. As often happened in those days, the ministry was "lowered" by the statement about the need to develop a front-wheel drive car in connection with the general European trends in the automotive industry. Also, by the decision of the ministry, with the support of the then general designer of the plant, Y. Tkachenko, a donor car was chosen for the fastest development. It was “Car of the Year-76” in Europe, French Simca 1308. This automaker was part of the Chrysler corporation in those years. There has been a sharp turn in the history of the creation of the Moskvich-2141.
Due to the tight development time frame, it was decided to change only the front part of the body for the production of a running sample. Although this was also a necessary measure - the high UZAM engine from the produced Moskvich-2140 simply did not fit into the engine compartment of the "Frenchman".
In this regard, the clutch, gearbox and main gear were also replaced. In this form, the prototype was shown to the leaders in the fall of 1977 at the AZLK stadium, just four months after the start of work. The workers named him “Maksimka” by analogy with the “donor” (photo on the left). The car was highly praised by officials and was given the green light for further work on the car. One of the first running samples of a car is shown in the photo below.
Naturally, the developers understood that it was impossible to put a model on the conveyor, like two drops of water, similar to an already produced sample. Therefore, all exterior body panels have been completely redesigned. The designers made the plasticine model on the basis of Simca with the panels removed. As a result, the Moskvich prototype turned out to be "plump" in comparison with the original model. However, the main parts of the structural body of the body remained intact, as their development takes a lot of time and money. They decided to design the front part of the body in the style of the C-3 prototype. The photo below shows a sample of 1979.
It should be noted that in other aspects, the car has been significantly improved. Simca torsion bar suspensions were replaced: the front with a more practical and technologically advanced McPherson, the rear with a semi-independent beam with springs. This entailed significant changes to the underbody of the car. In front, the designers installed long spars, which were located quite low and had a complex structure. This solution significantly improved the ability of the front of the car to absorb the force of a frontal impact. The Muscovite had very good passive safety at that time. In addition, the designers decided to increase the diameter of the car's wheels - from 13 to 14 inches, and also slightly reduce the wheelbase. The front overhang had to be slightly increased due to the longitudinal position of the engine. But the rear overhang has been reduced. The interior of the car was completely developed by Moscow designers and constructors and had nothing to do with the French model. The photo shows one of the later samples.
It was absolutely obvious that the Ufa engine (UZAM 331.10) was frankly weak for a fairly heavy and large car.
Therefore, an agreement was reached with the VAZ plant on the supply of 1.6-liter VAZ-2106 engines, which were more suitable for the car. In addition, a five-speed gearbox was developed (for the first time in the USSR!). The car was fully prepared for production in the mid-80s and in 1986 Moskvich-2141 entered the assembly line.
As you can see, the history of the creation of the Moskvich-2141 lasted nine long years. However, for the Soviet automotive industry it was not a very long time. Although during this time many European concerns have gone far ahead, making Moskvich quite obsolete from the very beginning of production.
The use of power units UZAM and VAZ was considered as a temporary measure to ensure the start of production. In the future, the plant planned to master the production of its own engines for the machine, corresponding to its weight and dimensions. The construction of a motor production was even started, which was completed by 95%. And then the plant could not repay the loan taken for the purchase of equipment and the production was never completed. And later it was completely lost.
Later, the UZAM engines were modernized, their volume was increased to 1.7, 1.8 and 2.0 liters. (models UZAM-3317, UZAM 3318 and UZAM 3320, respectively). And the delivery of them to the AZLK conveyor began. In the early 90s, a batch of FORD XLD418 diesel engines was purchased for installation on a car. In the mid-90s, French Renault F3R engines began to be installed on the Moskvich-2141.
The plant developed a whole model range based on the "forty-first", as it was called by the people. It included: the base car Moskvich-2141, the Moskvich-2142 sedan, the Moskvich-2335 pickup, the Moskvich-2901 station wagon. In 1997, the base model was modernized and the Moskvich Svyatogor model (index 214145) was released with a modified front end, interior trim, some imported components and an engine.
This modification was produced up to the stop of the main horse conveyor of the plant in the fall of 2001. But the car for some time (until 2002) was assembled at KARZ (Kiev). Several models were created on its basis: an elongated hatchback Moskvich Yuri Dolgoruky, a stretch sedan Moskvich Prince Vladimir, a luxury sedan Moskvich Ivan Kalita, a coupe Moskvich Duet and Moskvich Duet-2.
Moskvitch 2140
The basic model "Moskvich-2140" was the latest development of the "old" design team of AZLK. The car was "laid down" under the legendary Chief Designer Alexander Fedorovich Andronov in the early 70s. The fact is that by 1975 the die equipment on which the Moskvich-412 was produced should have completely worn out. It was required either to completely change the model, or to order duplicate equipment.
Andronov knew that the Ministry of Automotive Industry might not provide the plant with funds for a completely new car, so he decided to prepare a "fallback". When duplicating stamps, you can modernize the car with minimal investment by changing the front and rear parts of the body. As they would say now, to carry out a restyling.
The new front and rear end were developed by experienced "repairers" and designers who were still at the origins of the entire family of "Moskvichs" 408 and 412. Leading bodywork "hardware" were S.D. Churazov, A.V. Nosov and S.N. Lobov, B.S. Ivanov, M.A. Elbaev and A.V. Harutyunyan, everyone is Andronov's pupils, students and colleagues.
The new front and rear end were developed by experienced "repairers" and designers who were still at the origins of the entire family of "Moskvichs" 408 and 412. Leading bodywork "hardware" were S.D. Churazov, A.V. Nosov and S.N. Lobov, B.S. Ivanov, M.A. Elbaev and A.V. Harutyunyan, everyone is Andronov's pupils, students and colleagues.
The completely new salon met all the requirements of ergonomics and comfort - according to this indicator, "Moskvich" was superior to "Zhiguli" and was not inferior to a number of foreign cars of the mid-70s. Even under Andronov, a license was purchased for disc front brakes and a vacuum booster from the English company Girling. The introduction of English brakes has brought the active safety of the car to a new level. It was "Moskvich-2140" that was the first in the domestic automotive industry to receive an emergency warning light system. Even in the "luxury" VAZ-2103 it was not installed in the 80s.
Since 1978, Moskvich has received a new engine cooling system with a VAZ-type thermostat and a new system for supplying coolant to the heater - it has become noticeably warmer in the cabin, although it was possible to establish high-quality heating on older cars.
At the plant and in the industry, Andronov enjoyed indisputable authority. The appearance of each of the previous models of "Moskvich" ultimately depended on his decision. After Andronov left, a heated discussion broke out among the AZLK designers about what the promising Moskvich should be. A whole series of 3-5 prototypes were rejected, and by 1976 the plant came with an updated previous model and a rear-wheel drive platform that required a long fine-tuning, known as C1, C2 and C3.
Meanwhile, in the global automotive industry, new materials and technologies were actively introduced. To replace metal in the production of bumpers and lighting devices, they began to introduce plastic products, and new finishing materials appeared on "budget" models, previously used only on high-class cars. Having barely launched production of Moskvich-2140 in the winter of 1975-1976, AZLK designers thought about its modernization.
Another upgrade of Moskvich was just started for the sake of introducing new materials and components into the Soviet automobile industry, and this was fully successful. In terms of the quality of the finish, the resulting car clearly surpassed all front-wheel drive domestic models of the next generation.
The modernization of the base model was entrusted to a new young team of constructors and designers. The work was headed by the Head of the Bureau of Artistic Design (KhKB) Igor Andreevich Zaitsev. By the way, it was he who brought the designers out of the Bureau of Bodywork in 1973 into a separate division. Leonid Aleksandrovich Leonov, Nikita Evgenievich Rozanov and Alexander Evgenievich Sorokin took care of the interior and exterior of the updated Moskvich.
The right and left half of the bumpers were different from each other - there was a search for a shape. This is a common occurrence for prototype machines with a new design. At the same time, the management of AZLK entered into negotiations with the American company 3M on the supply of self-adhesive films. The emblems from this new material "tried on" the first and second samples. Moreover, the second car "in terms of hardware" did not differ from the base "Moskvich-2140".
At the same time, the forces of the KHKB were thrown at the promising model "Moskvich-2141". And the management of AZLK through the mediation of the All-Union Scientific Research Institute of Technical Aesthetics VNIITE and its director Yu.B. Smelyakov, was looking for a foreign manufacturer of plastic and interior decoration materials. One of the options was even ordered from Raymond Lowy's atelier, but it had to be rejected due to ergonomic errors. The Yugoslav company Saturnus, a partner of Avtoexport, which sold Lada, Moskvich and other Soviet cars in the Balkans, undertook to supply products from new materials to the Moscow conveyor belt. The AZLK designers were given the task of preparing the Moskvich-2140, modernized with the use of Yugoslavian parts.
The completely new salon met all the requirements of ergonomics and comfort - according to this indicator, "Moskvich" was superior to "Zhiguli" and was not inferior to a number of foreign cars of the mid-70s. Even under Andronov, a license was purchased for disc front brakes and a vacuum booster from the English company Girling. The introduction of English brakes has brought the active safety of the car to a new level. It was "Moskvich-2140" that was the first in the domestic automotive industry to receive an emergency warning light system. Even in the "luxury" VAZ-2103 it was not installed in the 80s.
One of the participants in the work, Nikolai Nikolaevich Titov, recalls that the devices were made "similar" to the Ford Fiesta. There was such a small car at AZLK - the sample was purchased together with another batch of foreign analog cars. But in the end, the devices turned out to be original, and the “heavy” high panel was replaced by a new low one. Rudders and instruments were also considered in several versions. The prototypes in the middle of the panel had a round analog clock from the VAZ-2103, but the newfangled for that time electronic clock with a stopwatch and a calendar went into the series.
It must be said that new plastic parts were made by designers with conscience and soul, like a small work of industrial art. The shape of the bumpers has been thought out to the smallest detail - with rounded edges and grooves. The back was decorated with fangs hanging down. They also made the shape of the dashboard and console with soul. Emblems and moldings were placed in a modest and tasteful way. And the new signal lights, made entirely of plastic, are not just beautiful - they have improved the car's visibility in the dark, further increasing active safety. According to the technical conditions, the new modification was called "Moskvich-2140-117" or "Moskvich-2140" performed by "Lux".
The first cars left the assembly line of the plant in November 1980, then the novelty was presented to the public. It was planned to paint the "Lux" in two "brand" "metallic". The factory tinterer Igor Alexandrovich Shekhter came up with the names of these enamels - silver "Snow Queen", brown - "Stradivari". In reality, the plant failed to achieve mass deliveries of metallics, and most of the Luxes came off the assembly line in the same colors as the basic Muscovites. But the interior of "Lux" came in only two shades - gray or beige-brown. For the first time in our automotive industry, "Lux" received a stepless adjustment of the front seats with a rotating handwheel, for which a license was also purchased from Kyuper. A station wagon and a right-hand drive car based on the "Lux" were not provided.
Kits of Yugoslavian parts were enough for about 35 thousand cars a year. The basic model of "Moskvich-2140" in 1982 was unified with "Lux", giving the driver and front passenger that very stepless backrest adjustment. The work on the modernization was supervised by retired designer Igor Konstantinovich Charnotsky, a veteran of the plant, who held the post of Chief Designer for several years after Andronov.
Well, the new P147 ignition distributor manufactured under license from Bosch and the "high-speed" final drive with a gear ratio reduced to 3.89 became important for the car's driving performance. It is interesting that since 1984 the technical conditions allowed the installation of the derated UZAM-412DE engine on the Lux. Since 1986, on this improved model, it was planned to install the MUSAD microprocessor control system for the automobile engine.
Cars of the Moskvich-2140 family brought the plant about 22-25% of stable profit annually. But the decision of the management was adamant: as soon as it was possible to launch the production of the new front-wheel drive AZLK-2141, the jet model in all versions should be removed from production.
The new family of AZLK-2141 brought the company 13% of losses. With this "minus" and with a new model that required significant refinement, the plant found itself in the abyss of economic problems that began with the collapse of the Soviet Union and the collapse of old economic ties. But that is another story.
Author: Eugen1985
No responsibility is taken for the correctness of this information
The history of the creation of the Moskvich-2141. Muscovites Series 3-5
In 1970, on the basis of the produced model, the first development was created with the code name 3-5-2 (photo on the left). The car has retained the main features of its predecessor, but has grown in size. This was the direction of the leadership. It was necessary to occupy an empty niche between Moskvich 412 and the Gorky "Volga". Accordingly, the power unit was also modified. Its volume was increased to 1.7 liters, and the power was brought to 96 hp.
This was followed by a 3-5-3 wagon and an improved 3-5-4 sedan (photo above, respectively). But all these developments were quite old-fashioned and not suitable for serial production.
In 1970, on the basis of the produced model, the first development was created with the code name 3-5-2. The car has retained the main features of its predecessor, but has grown in size. This was the direction of the leadership. It was necessary to occupy an empty niche between Moskvich 412 and the Gorky "Volga". Accordingly, the power unit was also modified. Its volume was increased to 1.7 liters, and the power was brought to 96 hp.
This was followed by a 3-5-3 wagon and an improved 3-5-4 sedan. But all these developments were quite old-fashioned and not suitable for serial production. The history of the creation of the Moskvich-2141 was gaining momentum. In 1972, a new 3-5-5 prototype was released with a more modern look in the style of the BMW 5 Series (photo below left). And in 1975 it was improved (3-5-6).
This development was already much more progressive, but still the pace of its creation left much to be desired.
Soviet designers did not keep pace with the development of the global automotive industry. But nevertheless, many solutions of these prototypes found a place on the updated standard model, which received the factory index 2140.
The history of the creation of the Moskvich-2141. Muscovites of the C series
The continuation of the history of the creation of the Moskvich-2141 was the development of a completely new prototype of the C-1. Unlike the 3-5 series, this car had a two-volume body, called a fastback. Instead of the fifth door, there was a conventional trunk lid. A modern McPherson front wheel suspension, a more progressive gearbox design, etc. were also used. But nevertheless, it is worth noting that the appearance of the car turned out to be rough and heavy. Therefore, it was decided to improve it, so the C-2 appeared (photo below on the right), but it remained in the layout.
In the same 1976, the entire top management of the plant was replaced. It came from the ZIL plant and had its own vision for the next model of the Moscow plant. This largely predetermined the further history of the creation of the Moskvich-2141. Although still the next generation of the C series was created. The C-3 (photos below) had a more pragmatic and traditional look than the C-2 thanks to the C-pillar window and the fifth door.
The car acquired a hatchback body and looked quite modern compared to competitors from Europe, but retained the classic rear-wheel drive layout. At AZLK, the prototype was considered a pre-production model and it was possible to start fine-tuning and preparation for putting it on the conveyor.
The history of the creation of the Moskvich-2141. Heading for front-wheel drive.
But the developments of factory designers and engineers were never destined to go into mass production. As often happened in those days, the ministry was "lowered" by the statement about the need to develop a front-wheel drive car in connection with the general European trends in the automotive industry. Also, by the decision of the ministry, with the support of the then general designer of the plant, Y. Tkachenko, a donor car was chosen for the fastest development. It was “Car of the Year-76” in Europe, French Simca 1308. This automaker was part of the Chrysler corporation in those years. There has been a sharp turn in the history of the creation of the Moskvich-2141.
Due to the tight development time frame, it was decided to change only the front part of the body for the production of a running sample. Although this was also a necessary measure - the high UZAM engine from the produced Moskvich-2140 simply did not fit into the engine compartment of the "Frenchman".
In this regard, the clutch, gearbox and main gear were also replaced. In this form, the prototype was shown to the leaders in the fall of 1977 at the AZLK stadium, just four months after the start of work. The workers named him “Maksimka” by analogy with the “donor” (photo on the left). The car was highly praised by officials and was given the green light for further work on the car. One of the first running samples of a car is shown in the photo below.
Naturally, the developers understood that it was impossible to put a model on the conveyor, like two drops of water, similar to an already produced sample. Therefore, all exterior body panels have been completely redesigned. The designers made the plasticine model on the basis of Simca with the panels removed. As a result, the Moskvich prototype turned out to be "plump" in comparison with the original model. However, the main parts of the structural body of the body remained intact, as their development takes a lot of time and money. They decided to design the front part of the body in the style of the C-3 prototype. The photo below shows a sample of 1979.
It should be noted that in other aspects, the car has been significantly improved. Simca torsion bar suspensions were replaced: the front with a more practical and technologically advanced McPherson, the rear with a semi-independent beam with springs. This entailed significant changes to the underbody of the car. In front, the designers installed long spars, which were located quite low and had a complex structure. This solution significantly improved the ability of the front of the car to absorb the force of a frontal impact. The Muscovite had very good passive safety at that time. In addition, the designers decided to increase the diameter of the car's wheels - from 13 to 14 inches, and also slightly reduce the wheelbase. The front overhang had to be slightly increased due to the longitudinal position of the engine. But the rear overhang has been reduced. The interior of the car was completely developed by Moscow designers and constructors and had nothing to do with the French model. The photo shows one of the later samples.
It was absolutely obvious that the Ufa engine (UZAM 331.10) was frankly weak for a fairly heavy and large car.
Therefore, an agreement was reached with the VAZ plant on the supply of 1.6-liter VAZ-2106 engines, which were more suitable for the car. In addition, a five-speed gearbox was developed (for the first time in the USSR!). The car was fully prepared for production in the mid-80s and in 1986 Moskvich-2141 entered the assembly line.
As you can see, the history of the creation of the Moskvich-2141 lasted nine long years. However, for the Soviet automotive industry it was not a very long time. Although during this time many European concerns have gone far ahead, making Moskvich quite obsolete from the very beginning of production.
The use of power units UZAM and VAZ was considered as a temporary measure to ensure the start of production. In the future, the plant planned to master the production of its own engines for the machine, corresponding to its weight and dimensions. The construction of a motor production was even started, which was completed by 95%. And then the plant could not repay the loan taken for the purchase of equipment and the production was never completed. And later it was completely lost.
Later, the UZAM engines were modernized, their volume was increased to 1.7, 1.8 and 2.0 liters. (models UZAM-3317, UZAM 3318 and UZAM 3320, respectively). And the delivery of them to the AZLK conveyor began. In the early 90s, a batch of FORD XLD418 diesel engines was purchased for installation on a car. In the mid-90s, French Renault F3R engines began to be installed on the Moskvich-2141.
The plant developed a whole model range based on the "forty-first", as it was called by the people. It included: the base car Moskvich-2141, the Moskvich-2142 sedan, the Moskvich-2335 pickup, the Moskvich-2901 station wagon. In 1997, the base model was modernized and the Moskvich Svyatogor model (index 214145) was released with a modified front end, interior trim, some imported components and an engine.
This modification was produced up to the stop of the main horse conveyor of the plant in the fall of 2001. But the car for some time (until 2002) was assembled at KARZ (Kiev). Several models were created on its basis: an elongated hatchback Moskvich Yuri Dolgoruky, a stretch sedan Moskvich Prince Vladimir, a luxury sedan Moskvich Ivan Kalita, a coupe Moskvich Duet and Moskvich Duet-2.
Moskvitch 2140
The basic model "Moskvich-2140" was the latest development of the "old" design team of AZLK. The car was "laid down" under the legendary Chief Designer Alexander Fedorovich Andronov in the early 70s. The fact is that by 1975 the die equipment on which the Moskvich-412 was produced should have completely worn out. It was required either to completely change the model, or to order duplicate equipment.
Andronov knew that the Ministry of Automotive Industry might not provide the plant with funds for a completely new car, so he decided to prepare a "fallback". When duplicating stamps, you can modernize the car with minimal investment by changing the front and rear parts of the body. As they would say now, to carry out a restyling.
The new front and rear end were developed by experienced "repairers" and designers who were still at the origins of the entire family of "Moskvichs" 408 and 412. Leading bodywork "hardware" were S.D. Churazov, A.V. Nosov and S.N. Lobov, B.S. Ivanov, M.A. Elbaev and A.V. Harutyunyan, everyone is Andronov's pupils, students and colleagues.
The new front and rear end were developed by experienced "repairers" and designers who were still at the origins of the entire family of "Moskvichs" 408 and 412. Leading bodywork "hardware" were S.D. Churazov, A.V. Nosov and S.N. Lobov, B.S. Ivanov, M.A. Elbaev and A.V. Harutyunyan, everyone is Andronov's pupils, students and colleagues.
The completely new salon met all the requirements of ergonomics and comfort - according to this indicator, "Moskvich" was superior to "Zhiguli" and was not inferior to a number of foreign cars of the mid-70s. Even under Andronov, a license was purchased for disc front brakes and a vacuum booster from the English company Girling. The introduction of English brakes has brought the active safety of the car to a new level. It was "Moskvich-2140" that was the first in the domestic automotive industry to receive an emergency warning light system. Even in the "luxury" VAZ-2103 it was not installed in the 80s.
Since 1978, Moskvich has received a new engine cooling system with a VAZ-type thermostat and a new system for supplying coolant to the heater - it has become noticeably warmer in the cabin, although it was possible to establish high-quality heating on older cars.
At the plant and in the industry, Andronov enjoyed indisputable authority. The appearance of each of the previous models of "Moskvich" ultimately depended on his decision. After Andronov left, a heated discussion broke out among the AZLK designers about what the promising Moskvich should be. A whole series of 3-5 prototypes were rejected, and by 1976 the plant came with an updated previous model and a rear-wheel drive platform that required a long fine-tuning, known as C1, C2 and C3.
Meanwhile, in the global automotive industry, new materials and technologies were actively introduced. To replace metal in the production of bumpers and lighting devices, they began to introduce plastic products, and new finishing materials appeared on "budget" models, previously used only on high-class cars. Having barely launched production of Moskvich-2140 in the winter of 1975-1976, AZLK designers thought about its modernization.
Another upgrade of Moskvich was just started for the sake of introducing new materials and components into the Soviet automobile industry, and this was fully successful. In terms of the quality of the finish, the resulting car clearly surpassed all front-wheel drive domestic models of the next generation.
The modernization of the base model was entrusted to a new young team of constructors and designers. The work was headed by the Head of the Bureau of Artistic Design (KhKB) Igor Andreevich Zaitsev. By the way, it was he who brought the designers out of the Bureau of Bodywork in 1973 into a separate division. Leonid Aleksandrovich Leonov, Nikita Evgenievich Rozanov and Alexander Evgenievich Sorokin took care of the interior and exterior of the updated Moskvich.
The right and left half of the bumpers were different from each other - there was a search for a shape. This is a common occurrence for prototype machines with a new design. At the same time, the management of AZLK entered into negotiations with the American company 3M on the supply of self-adhesive films. The emblems from this new material "tried on" the first and second samples. Moreover, the second car "in terms of hardware" did not differ from the base "Moskvich-2140".
At the same time, the forces of the KHKB were thrown at the promising model "Moskvich-2141". And the management of AZLK through the mediation of the All-Union Scientific Research Institute of Technical Aesthetics VNIITE and its director Yu.B. Smelyakov, was looking for a foreign manufacturer of plastic and interior decoration materials. One of the options was even ordered from Raymond Lowy's atelier, but it had to be rejected due to ergonomic errors. The Yugoslav company Saturnus, a partner of Avtoexport, which sold Lada, Moskvich and other Soviet cars in the Balkans, undertook to supply products from new materials to the Moscow conveyor belt. The AZLK designers were given the task of preparing the Moskvich-2140, modernized with the use of Yugoslavian parts.
The completely new salon met all the requirements of ergonomics and comfort - according to this indicator, "Moskvich" was superior to "Zhiguli" and was not inferior to a number of foreign cars of the mid-70s. Even under Andronov, a license was purchased for disc front brakes and a vacuum booster from the English company Girling. The introduction of English brakes has brought the active safety of the car to a new level. It was "Moskvich-2140" that was the first in the domestic automotive industry to receive an emergency warning light system. Even in the "luxury" VAZ-2103 it was not installed in the 80s.
One of the participants in the work, Nikolai Nikolaevich Titov, recalls that the devices were made "similar" to the Ford Fiesta. There was such a small car at AZLK - the sample was purchased together with another batch of foreign analog cars. But in the end, the devices turned out to be original, and the “heavy” high panel was replaced by a new low one. Rudders and instruments were also considered in several versions. The prototypes in the middle of the panel had a round analog clock from the VAZ-2103, but the newfangled for that time electronic clock with a stopwatch and a calendar went into the series.
It must be said that new plastic parts were made by designers with conscience and soul, like a small work of industrial art. The shape of the bumpers has been thought out to the smallest detail - with rounded edges and grooves. The back was decorated with fangs hanging down. They also made the shape of the dashboard and console with soul. Emblems and moldings were placed in a modest and tasteful way. And the new signal lights, made entirely of plastic, are not just beautiful - they have improved the car's visibility in the dark, further increasing active safety. According to the technical conditions, the new modification was called "Moskvich-2140-117" or "Moskvich-2140" performed by "Lux".
The first cars left the assembly line of the plant in November 1980, then the novelty was presented to the public. It was planned to paint the "Lux" in two "brand" "metallic". The factory tinterer Igor Alexandrovich Shekhter came up with the names of these enamels - silver "Snow Queen", brown - "Stradivari". In reality, the plant failed to achieve mass deliveries of metallics, and most of the Luxes came off the assembly line in the same colors as the basic Muscovites. But the interior of "Lux" came in only two shades - gray or beige-brown. For the first time in our automotive industry, "Lux" received a stepless adjustment of the front seats with a rotating handwheel, for which a license was also purchased from Kyuper. A station wagon and a right-hand drive car based on the "Lux" were not provided.
Kits of Yugoslavian parts were enough for about 35 thousand cars a year. The basic model of "Moskvich-2140" in 1982 was unified with "Lux", giving the driver and front passenger that very stepless backrest adjustment. The work on the modernization was supervised by retired designer Igor Konstantinovich Charnotsky, a veteran of the plant, who held the post of Chief Designer for several years after Andronov.
Well, the new P147 ignition distributor manufactured under license from Bosch and the "high-speed" final drive with a gear ratio reduced to 3.89 became important for the car's driving performance. It is interesting that since 1984 the technical conditions allowed the installation of the derated UZAM-412DE engine on the Lux. Since 1986, on this improved model, it was planned to install the MUSAD microprocessor control system for the automobile engine.
Cars of the Moskvich-2140 family brought the plant about 22-25% of stable profit annually. But the decision of the management was adamant: as soon as it was possible to launch the production of the new front-wheel drive AZLK-2141, the jet model in all versions should be removed from production.
The new family of AZLK-2141 brought the company 13% of losses. With this "minus" and with a new model that required significant refinement, the plant found itself in the abyss of economic problems that began with the collapse of the Soviet Union and the collapse of old economic ties. But that is another story.
Author: Eugen1985
No responsibility is taken for the correctness of this information
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