Gas 21 1 series. Soviet car GAZ-M21 "Volga": description, technical characteristics. Basic modifications of the base sedan

GAZ-21
Specifications:
body	4-door sedan (modification of GAZ-22 - 5-door station wagon)
Number of doors	4/5
number of seats	5
length	4770 mm
width	1695 mm
height	1620 mm
wheelbase	2700 mm
front track	1410 mm
back track	1420 mm
ground clearance	190 mm
trunk volume	170 l
engine location	front longitudinally
engine's type	carburetor, 4-cylinder, with an aluminum cylinder block and cast iron wet liners, overhead valve
engine volume	2432 cm 3
Power	65/3800 HP at rpm
Torque	167/2200 N * m at rpm
Valves per cylinder	2
KP	3-speed with synchronizer for 2nd and 3rd gear
Front suspension	independent, lever-spring
Rear suspension	dependent spring
Shock absorbers
Front brakes	drum
Rear brakes	drum
Fuel consumption	9 l / 100 km
maximum speed	120 km / h
years of production	1956-1970
type of drive	rear
Curb weight	1460 kg
acceleration 0-100 km / h	34 sec

GAZ-21 "Volga" - a Soviet passenger car with a sedan body. Until 1965, it was called the GAZ-M21 Volga. It was mass-produced from 1956 (until 1958 in parallel with the GAZ-M20 Pobeda) through the 1970s. The total volume of production of GAZ-21 of all modifications is 638798 copies (according to the serial number of the last car that came off the assembly line). Became the most successful domestically developed car for all the years of the existence of the USSR.

History of creation

Development of the car began in 1952. Initially, work was carried out on two independent projects GAZ-M21 "Zvezda" and GAZ-M21 "Volga". The first project was led by artist John Williams, the second by Lev Eremeev. In 1953, mock-ups of two cars were built. Williams' project looked more advanced, but Eremeev's car was more in line with the realities of that time. In the further development of the future car, the project of Lev Eremeev was adopted. In the same 1953, A. Nevzorov was appointed the leading designer of the GAZ-M21, who worked under the supervision of the chief designer of the Gorky Automobile Plant N. Borisov.

At the end of winter or early spring of 1954, the first prototypes of the future "Volga" were ready and entered for preliminary tests. On May 3, 1955, three cars - cherry red (prototype 1), blue (prototype 2) and white (prototype 3) - drove out of the gates of the Gorky plant and went to state acceptance tests. Together with them, other domestic cars and foreign-made cars of the same class as the Volga entered for testing. All prototypes differed from each other in details, two of them were equipped with an automatic transmission, one - a mechanical one.
The vehicles have been tested in a wide variety of road conditions and have shown good results. The new car was more economical and more dynamic than the "Pobeda", outperformed the aging ZIM in dynamics, outstripped foreign analogues in reliability and maneuverability. Besides "Volga" favorably distinguished itself from foreign cars by its harmonious design.

Photo: In 1954, the construction of prototypes of the GAZ-21 began

In May 1955, the Gorky plant produced another, fourth copy of the Volga. It was transferred to the Murom radio plant for debugging the A-9 radio receiver, which was equipped with the car (in some versions). In the summer of 1955, all prototypes, except the first, were slightly modernized with a new radiator grille (with a star).
The first series of five cars was assembled at the plant in October 1956. On October 10, 1956, the first three Volgas left the factory gates, which can be called serial. Five new machines joined prototypes 1, 2 and 3 to take part in extensive testing at the end of 1956. These five production cars were equipped with engines from the GAZ-M20, boosted to 65 hp. for installation on the export version of the GAZ-69 jeep. The cars were equipped with manual transmissions. The final tests of the "Volga" took place in taxi companies in intensive use, which made it possible to quickly eliminate many of the "childhood diseases" of the new car.

Modifications of the GAZ-M21 within the "releases"

The GAZ-M21 "Volga" car of the first "release" was produced from 1956 to November 1958. Until the end of 1957, it was equipped with a low-valve engine with a displacement of 2.42 liters (2420 cc), with a capacity of 65 hp. at 3800 rpm. Borrowed from Pobeda, this engine was boosted by increasing the working volume (cylinder bore) and compression ratio. A total of 1,100 copies of the Volga were produced with this engine.
GAZ-M21G - in addition to the forced engine from the GAZ-M20, Pobeda was equipped with a rear axle borrowed from a ZIM car with shortened axle shafts and their casings. A distinctive feature of all cars of the first "release" is the "plus" of the electrical equipment system brought to the body.
GAZ-M21B - a car with a forced engine from "Pobeda", a modification for a taxi with a simplified finish. GAZ-M21 - produced since 1957 with a new ZMZ-21 engine of the Zavolzhsky Motor Plant (specially built for the production of Volgovskiy engines). The engine had a displacement of 2,445 liters and a power of 70 hp. The engine was an overhead valve, entirely aluminum (the main parts were the crankcase, cylinder block, pipes) and for its time was distinguished by many progressive solutions. Also, an automatic three-speed gearbox with a torque converter was installed on the modification under the M21 index.
GAZ-M21V is a production car with a ZMZ-21 engine.
GAZ-M21A - a taxi with a ZMZ-21 engine (based on the GAZ-21V).
GAZ-M21D - export version with up to 80 hp. engine and mechanical gearbox. The design is complemented by a chrome-plated belt molding.
GAZ-M21E - export modification with an 80 hp engine. and automatic gearbox.
The GAZ-M21 car of the second "release" was produced from 1959 to 1962. The 1958-1959 "release" is considered a transitional one. The changes were introduced gradually and concerned the design of the body, enlarging the wheel arches of the front fenders, changing the wiring ("polarity reversal" in 1960, a "minus" was applied to the body, which reduced current losses and the intensity of metal corrosion). The total volume of production of cars of the second "release" amounted to 160 thousand copies.
GAZ-M21I is the basic model.

GAZ-M21A - taxi.

GAZ-M21 is a car with automatic transmission. It is not known whether it was actually produced (there is no information about this).
GAZ-M21E is another modification with automatic transmission, produced in a very limited series.
GAZ-M21U is a luxury modification with an improved finish, but with a conventional engine.

GAZ-M21K - export modification with a 75 or 80 hp engine. and additional trim elements (chrome inserts). The GAZ-M21 car of the third "release" was produced from 1962 to 1970. The car received a new radiator grill from 37 chrome-plated vertical plates. The figurine of a deer and molding disappeared from the hood (the deer was not always installed on cars of the second "release" - it was removed for safety reasons). The number of chrome decorative details has been reduced. The body lines are smoother and more harmonious. The modification with the automatic transmission was removed from the production line, the lever shock absorbers were replaced with telescopic ones, and it was increased to 75 hp. motor power for the basic serial modification. The total volume of production of cars of the third "release" amounted to 470 thousand copies.

GAZ-M21L is the main serial sedan.
GAZ-M21L - export modification.
GAZ-M21U - modification of "luxury", differed from the serial car with moldings on the fenders.
GAZ-M21T is a taxi modification with separate front seats. The passenger front seat folds down to make room for cargo.

In 1962, on the basis of the GAZ-M21, a GAZ-M22 car with a station wagon was created and put on the conveyor. It was produced in various versions - as a "civilian" general purpose vehicle, as an ambulance, an aircraft escort vehicle for airports, and so on.

At the same time, a small series of cars of the GAZ-23 brand was produced - a high-speed modification of the GAZ-M21 with a power unit from the GAZ-13 "Chaika" (automatic transmission, 8-cylinder engine with a capacity of 160, and later 195 hp). This car was intended for law enforcement agencies (in particular, the KGB) and was produced in the amount of 608 copies.
In 1965, the "Volga" of the third "release" underwent the last modernization. The heater was improved, the body design was slightly changed. At the same time, the letter "M" disappeared from the model index (that is, "Molotovets", until 1957 GAZ was called the Gorky Automobile Plant named after Molotov). The main modifications of the "Volga" began to be designated as follows:
GAZ-21 - basic version.
GAZ-21S - export modification with improved finishing and equipment. 85 hp engine
GAZ-21US is a model with an improved finish for the domestic market and partly for export. Engine 75 HP
GAZ-21T is a modification for a taxi.
GAZ-21TS is an export version of the taxi (supplied to many countries of the world, including Finland, the German Democratic Republic).
In 1968, the first small batch of cars of the new GAZ-24 model was produced (using bypass technology). Until 1970, both models were produced in parallel. On July 15, 1970, the production of GAZ-21 of all modifications was discontinued.

Design features - disadvantages and advantages

The number of modifications of the GAZ-21 car is extremely large. In fact, under the common name "Volga" GAZ produced different cars similar in appearance and in basic characteristics. For example, the GAZ-23, built on the GAZ-13 "Chaika" units, had high-speed characteristics that are typical of modern passenger cars. And the GAZ-M21 of the first prototypes differed little in terms of the same speed characteristics from the serial GAZ-M20 Pobeda.

In the design of the "Volga" of all "issues" there were many features archaic even for those years. In particular, telescopic shock absorbers (instead of lever ones) came to the Volga with a great delay. The automatic gearbox never caught on (Soviet automakers were never able to master its mass production). Hydraulic brakes and steering were not equipped with boosters, control of a heavy machine required physical effort from the driver. The parking brake of the central type (a drum brake, similar in design to the wheel brake, was installed on the gearbox shank and acted through the propeller shaft on the driving rear axle) was ineffective and unreliable. When trying to emergency stop the car with the parking brake, the latter broke down. Until 1960, the Volga was equipped with a centralized lubrication system, driven by a special pedal. This solution was used on foreign (German) cars from the 30s and 40s. Finally, the three-speed manual gearbox had a synchronizer for only two top gears, which was a completely outdated solution for the second half of the 60s.
However, there were also real discoveries. The designers of "Volga" managed to create a car that attracts attention with its impeccable design even forty years after the termination of production of the car. The high strength of the body - due to the precise calculation of the load-bearing elements - gave rise to numerous myths about the "thick metal" from which the car body parts were allegedly stamped (in fact, the metal was used the same as in foreign automotive industry).
"Volga" was distinguished by its high resistance to corrosion - due to the special treatment of the body "phosphating". The quality of painting the body of cars of the first and second "releases" is such that some of them do not require repainting to this day. Separately, mention should be made of the ZMZ-21 engine, which was produced in a huge number of modifications. He found application on Soviet minibuses, installed on boats, and exported abroad. A modification of this engine - UMZ-451MI - was installed on all-terrain vehicles UAZ-469, which were in service with the Soviet Army.
The high quality of the GAZ-21, especially the second and the beginning of the third "releases" (there are very few cars of the first "release" left), a high degree of unification of parts with GAZ and UAZ cars, an impeccable reputation of a reliable car led to the fact that the market for cars of this brand exists and today. Cars are restored, maintained in working order, resold and find new owners. True, only a relatively small part of GAZ-21 owners use these cars for daily driving. These are mainly exhibits of private collections or cars for occasional trips and walks.

The magazine "Behind the wheel" about the GAZ-21

New in the car "Volga"

In the short period of production of the "Volga" of the so-called "first release" with a star on the radiator, GAZ was just learning to produce a new model. The technology of manufacturing components and assemblies was perfected, errors and shortcomings of various car systems were eliminated, the final type of engine and rear axle was determined. In addition, almost the entire life of the conveyor belt, until August 1958, the Volga with a star was produced in parallel with its predecessor, Pobeda, on the same conveyor. The modernized version of the "Volga" GAZ-21, which for its appearance is conventionally called "the second edition" appeared in December 1958. This is a modification of the period when the "Volga" finally became a "mature" car, worked out from a constructive and technological point of view.

Interestingly, before the start of the Volga's serial production, its first prototypes had a radiator lining that outwardly resembles not the “first”, but the “second” issue of the serial model - the same rounded grille in a thick frame. Only the number of vertical slots differed, which is quite natural - experimental machines always differ in some way from future serial ones. But in the process of preparing for production, an alternative version was adopted with a set of massive horizontal beams and a medallion with a five-pointed star, proposed by the artist-designer of GAZ, John Williams. An old factory legend says that this was done for political reasons - the Minister of Defense, the legendary Marshal G.K. Zhukov, who was shown the car during the military acceptance. Later, when Zhukov was dismissed, GAZ decided to simply return to the original version of the appearance - the star, which was one of the symbols of the Soviet system, did not like foreign car buyers, which could interfere with exports.

Whether it is true or not, the first serial version "with a star" turned out to be very beautiful. Soon about 31 thousand "Volgas" with this appearance appeared on the roads of the country. However, from the point of view of mass production technology, the cladding with a star turned out to be unprofitable - it contained too many individual parts and fasteners that required careful assembly, it took a lot of brass and chrome. The pre-production version, which was returned during the modernization, was much simpler. An easy-to-manufacture one-piece stamped grille was chrome-plated only for a small number of export and custom cars, for the rest it was simply painted in body color. The frame details were also much easier to assemble than all the cladding elements "with a star". Simplicity prevailed. True, in the "second release" of the GAZ-21, the extreme right and left sections of the bumper became a little more complicated, which became not straight, but curved.

But in addition to its appearance, the modernized "Volga" was distinguished by the modified design of many parts of the body equipment. For example, a windshield washer appeared on it. The hood opening handle was moved from the right to the left side, under the driver's arm. The final look at the beginning of 1959 was acquired by the dashboard body - the radio speaker grill was installed in the middle, which remained until the very end of the production of 21 Volgas. In 1961, the mechanism for moving and adjusting the seat was changed.

It was during the "second release" that the Volga lost two promising technical innovations that were introduced on the first machines. First, the plant stopped producing an automatic transmission. Secondly, in 1961, the system of centralized lubrication of the front suspension hinges was abolished, which catastrophically complicated the maintenance of all subsequent Volga models up to the GAZ-3110 and actually launched thousands of obviously faulty cars on the roads. On the other hand, at the time of the "second release" on the "Volga" they introduced progressive telescopic shock absorbers instead of the usual lever ones.

The base model of the "Volga" of the "second release" was indexed GAZ-21I, export - GAZ-21K, taxi - GAZ-21A. The production of these cars continued until April 1962, when they were replaced by the so-called "third edition" - the latest version of the 21st "Volga", which, according to the project of the designer Lev Eremeev, noticeably changed the cladding, bumpers, taillights.

Technical specifications

Soon after the end of World War II, the GAZ plant began production of the most famous car of the USSR era - the GAZ-M20 (Pobeda). At that time, the car had a modern appearance and an advanced body structure. But by the beginning of the 50s, the design had become outdated, the lag in transmission units and assemblies increased. Realizing this problem, GAZ designers began developing a new model, relying on the developments of NAMI.

The first steps of the GAZ-21 "Volga"

The first work on the GAZ-21 dates back to 1951-1952, and already in 1953, prototypes were created. Initially, there were two model projects under the designations "Zvezda" and "Volga". J. Williams was responsible for the appearance of the first project, L. Eremeev - for the second. The Zvezda project had a body concept similar to the M20 (fastback) and ultimately did not receive further development of prototypes.

Work on the Volga project continued under the leadership of the lead designer A. Nevzorov. And in 1954, the first running prototype was born, followed by several more. The prototypes have gone through a large cycle of test runs, including comparative tests with samples of foreign technology.

The first series - "Star"

The production of the car under the designation M21 began in October 1956 with the assembly of only three production samples. In total, five of them were collected in 1956. These cars, as well as a batch of cars from 1957, were sent for testing in real-life conditions (for example, as a taxi). The complaints that arose were eliminated either immediately or during planned upgrades.

Cars produced from 1956 to November 1958 belong to the so-called first series. Their total release amounted to a little more than 30,000 copies.

A distinctive external feature of such cars is the radiator lining, in which there was a large star. The difference inside the cabin is the instrument panel, the upper part of which is painted in body color. There is a place for a speaker at the top of the panel in the center, but this solution was also on the first batches of cars of the second series. The instrument cluster on the very first issues had the inscription GAZ in the center, then a deer replaced it. Such design options were available until the beginning of 1957, the main part of the cars had a combination without inscriptions and drawings.

The first series was equipped with two types of engines. The first lots of cars had the M21B engine. The motor was based on the "Pobedovsky" block, with cylinders bored to 88 mm, which increased the displacement to 2.42 liters. With a compression ratio of about 7 units, the engine developed about 65 forces.

The early releases of the first series had a lot of differences (often very small, but they were) from the rest of the GAZ M21 cars. The description of the differences boils down to the following: the hood had hinges with vertical springs, the cars had their own front beam for the attachment points of the M21B engine and the rear axle with a continuous cast crankcase, similar to the GAZ 12 bridge. There were differences in the springs and their mountings, amplifiers on the body.

The basic version of the car was designated M21G (tropical version of M21GYu), then, from the summer of 1957, it was changed to M21V. All cars with a low-valve engine were equipped exclusively with a mechanical gearbox.

The machines of the first series were equipped with a central chassis lubrication system. Thin copper pipes and rubber hoses went to 21 points on the pivot suspension and on the steering rods. Through them, using a foot pump, liquid lubricant was supplied. According to the instructions, after parking or after 200 km of run, it was supposed to renew the lubricant in the nodes by two pressing the system pedal. In practice, the system turned out to be unreliable due to broken pipes, the holes for the lubricant supply weakened the suspension elements (especially the steering), and excess lubricant flowed onto the road. Therefore, already during the production of cars of the second series, it was abandoned in favor of conventional grease fittings. It is worth noting that such a suspension scheme survived on GAZ cars until the 2000s.

Salon GAZ-M21

The basic version of the body had good equipment. It included an interior heater with the ability to direct air flow to the windshield, a radio receiver, a wiper and an electric washer. The front sofa was adjustable in two directions. In addition, the back of the sofa could be folded to obtain sleeping places.

The GAZ M21 door cards of early releases had a combined finish (fabric and leatherette), in the later ones they simplified the finishing, leaving only leatherette. The colors of the upholstery were selected in accordance with the color of the body.

In the interior trim, parts made of cellulose acetate were used (steering wheel, handles of control units and other parts). Such plastic is short-lived due to its chemical composition and over time it dries up and begins to crumble.

New motor

Around the summer of 1957, production of a new 70-horsepower overhead valve M21A engine began. The new GAZ M21 engine received a cylinder volume increased to 2.445 liters. The aluminum block was equipped with cast iron easily removable “wet” type sleeves. On early versions of the engine, there was a single-chamber vertical K 22I carburetor. The fuel was supplied by a mechanical pump. Initially, the engine ran on A-70 gasoline (it was allowed to use A-66 when adjusting the ignition angle). The new engine improved the competitiveness and characteristics of the GAZ M21, but for some time both types of engine were supplied to the conveyor in parallel.

The basic version with a manual transmission received the designation M 21B, the version for a taxi - M 21A. For the first time for USSR cars, the first series of "Volga" could be equipped with a hydro-automatic - version M 21. For export supplies, there were several models with different options for gearboxes, finishes and climatic zones (all with an 80 hp engine).

Gearbox and rear axle

The M21 clutch received a hydraulic drive with a suspended pedal. The three-speed gearbox itself differed little in design from the "Pobedovskaya" one. The second and third gears had synchronizers. Gear shifting was carried out by a lever on the steering column. Separate batches of cars of the first and second series were equipped with an automatic transmission. According to various sources, the number of such machines varies from 700 to almost 2000.

The cardan transmission had an intermediate support. Rear axle with split crankcase and hypoid reduction gear.

The second series - "Shark mouth"

In the fall of 1958, the GAZ M21 car underwent the first restyling - cars of the second series went into the series. The changes mainly affected the exterior of the car - the front fenders received enlarged arches, the radiator lining became flat with 16 vertical slots ("shark's mouth"). Depending on the configuration, the grille could be painted in body color or chrome.

Then the design of the rear lights was changed (reflective elements were added), the dashboard was covered from above with a matte layer (to exclude glare on the windshield). Later, the panel began to be covered with leatherette, and the speaker was transferred to its front part. In 1960, the lubrication system for chassis units with a drive from a separate pedal was removed, and the polarity was also changed when the battery was connected (negative terminal to the body). At the same time, a deer, recognized as a traumatic element, disappeared from the hood. Instead, a small chrome molding ("drop") appeared. Until 1962, the second series sold about 140 thousand copies.

The third series - "Whale whisker"

Despite the restyling carried out, the exterior of the car was rapidly becoming obsolete. The developed projects of deeper modernization required significant investments, and it was not possible to find funds for them. Therefore, already in the second half of 1962, the car was subjected to another restyling - this is how the most massive cars of the third series were born - about 470 thousand were produced in total.

The car received a new radiator grill of 37 vertical elements ("whalebone"). The bumpers lost their fangs and began to consist of two parts - the upper chrome-plated and the lower in the body color. The molding has disappeared from the hood. The materials for the interior decoration of the car have changed, which have become more wear-resistant.

Native engine and gearbox GAZ M21 were replaced by units from GAZ 13 "Chaika". 195-strong "eight" and an automatic transmission allowed to radically change the dynamics of the car. Due to the heavier and more powerful power unit, the body, the brake system (the brake booster was not used) and the suspension with reinforced elements (a thicker spring bar, leaf springs with increased thickness, shock absorbers of other parameters) were modified.

Outwardly, the GAZ 23 practically did not differ from ordinary civilian cars.

As you may have guessed, we will talk about the most elegant, attractive and prestigious car model that has been available to Soviet citizens since 1956. This car was produced in various variations of the engine, body and interior design and was used as a passenger car, a police car, the KGB of the USSR and of course a taxi (remember the plot “taxi to Dubrovka”). This car had a sedan body and was mass-produced at the Gorky Automobile Plant. Guess his name?

That's right, it's a machine GAZ 21 "Volga"... The entire history of the production of this car can be conditionally divided into three periods or three production series. The original name of the car was GAZ-M21(the plant was named after Molotov), then the letter “M” disappeared. Who remembers the signature deer on the hood? By the way, the deer also finally disappeared in the series of the “third issue” (1965-1970), this remarkable design element, shining in the sun, was gone for safety reasons. Although he looked very stylish.

The main modifications of the GAZ 21 "Volga" car.

In the period from 1956 to 1965, a lot of car modifications were produced, and they differed quite strongly. The cars of the first releases until 1957 were equipped with a modified engine from the car " Victory"(Power 65 hp), in total 1100 of these machines were manufactured. GAZ-M21G car in addition to the engine from “ Victory", Received a rear axle with shortened axle shafts from the car" ZIM”. The “trick” of all cars of the first series is the connection of the positive power supply wire to the car body. A model was produced for a taxi GAZ-M21B where cheaper trim was used. Since 1957, the Volga has been equipped with the ZMZ-21 engine, which was specially designed for GAZ 21 vehicles.

The ZMZ-21 engine was distinguished by a number of progressive solutions, it provided power of 70 hp, was an overhead valve and was almost entirely made of aluminum. Thus, already with the ZMZ-21 engine, the production car was named GAZ-M21V, the taxi car was named GAZ-M21A, and the export modification was named GAZ-M21D. In the export version of the GAZ-M21D, a manual transmission (KP) and a forced engine developing thrust up to 80 hp were installed. The export version of the GAZ-M21E differed in the installed automatic gearbox and also had an 80 hp engine.

The period of production of the "second series" of GAZ 21 cars is considered the time from 1959 to 1962, and during this time about 160 thousand cars have already been produced. The manufacturer gradually made changes to the design and they concerned mainly the design of the body, the increase in the wheel arches of the front fenders, the change in the polarity of the wiring. Since 1960, the car body in cars has already been connected to the common wire (minus) of the power supply. This made it possible to reduce metal corrosion and reduce current losses due to the design. The base model became known as the GAZ-M21I and new modifications appeared, such as the GAZ-M21U with leather interior trim (luxury modification) and the GAZ-M21K export version, sometimes in a two-tone body version and with additional decorative chrome body elements.

The power of the GAZ-M21U engine was 75-80 hp.

From 1962 to 1970, cars of the “third series” were produced. In total, about 470 thousand cars were manufactured. Cars of the "third series" had a radiator grill of 37 chrome-plated vertical plates. The figurine of a deer has completely disappeared from the hood, the total number of chrome decorative elements has been reduced. In the production model, a 75 hp engine was used, the shock absorbers became telescopic, and the body lines were slightly changed. They have become more harmonious.

The main models of the third series are:

"Volga" GAZ-M21L - 4-door sedan, mass serial.
"Volga" GAZ-M21U - modification of "luxury", improved interior trim and moldings on the fenders.
"Volga" GAZ-M21T - a car for a taxi, the front seats are separated. The passenger front seat to the right of the driver is foldable and can be replaced with additional luggage.

Brief description of the car GAZ 21.

The number of seats (together with the driver) - 5;
Dimensions (length * width * height) in meters - 4.77 * 1.80 * 1.62;
The "third series" of vehicles had a length of 4.83 meters. The height is determined without load.
Base (distance between axles) - 2.7 meters;
Front wheel track - 1.41 meters;
Rear wheel track - 1.42 meters;
Clearance - 190 mm;
Fuel type - AI-72 gasoline;
Fuel consumption per 100 km - from 9 to 13.5 liters;
Tri-band tube radio with scale illumination in the passenger compartment.

Of course, now the owners cars GAZ 21 they are rarely used for everyday driving. Although there are such people in small settlements. Today it is already a collectible and quite expensive car. Cars with genuine factory parts and interior elements are especially dear to collectors.

The designers of the Gorky Automobile Plant managed to create a dream car for many Soviet people. Even today, 45 years after the last cars GAZ 21, the flawless design of this machine is eye-catching and eye-catching. It is a pity, of course, that for the majority of Soviet people this car has remained a dream forever.

Publication date: 23-12-2015, 21:41

Don't be a snob ... Repost!

The third series of "Volga" GAZ-21 - the result of modernization carried out in April 1962, outwardly markedly different from the first two. Modifications of the "third edition" became the most massive of the 21 Volga line. In fact, the cars of the "first series" - with a star, rolled off the assembly line for about a year and nine months. The "second series" was measured out for about three and a half years. And the "third" was produced on the Gorky conveyor for more than eight years.

Back in the late 50s, as soon as the production of the Volga GAZ-21 was finally mastered and Pobeda was discontinued, the designers of the Passenger Cars Department of KEO GAZ received a technical assignment for the design of a completely new Volga of the next generation GAZ-24. But work on the initial versions of the new car dragged on, it took time to decide on its future appearance. Temporarily, to make the base model look more modern, the head of the Passenger Cars Department N.N. Yushmanov and his colleagues decided to modernize the existing Volga. Moreover, priority was given not to the aggregate base, but to the appearance of the car. Design artist Lev Eremeev, the author of the original version of the GAZ-21, as well as the "Chaika" GAZ-13 and the first modification of the ZIL-111, was commissioned to design the updated exterior. The experienced designer coped with the task brilliantly. As they said at the plant, he managed to "put the entire body in the lining."

Just a few decorative elements, inexpensive to manufacture, radically changed the appearance of the serial Volga. The same cladding, not rounded, with large ventilation windows, as before, but made up of thin beams bent at a large sharp angle in the spirit of the future Volga GAZ-24. Bumpers without fangs, also "straightened", recruited from a chrome upper and a lower body-colored strip. New lighting technology: front side lights that extend to the sidewall and faceted lights at the rear without chrome trim. The body of the back room lighting is in the form of a bird silhouette, like the Seagull. New emblem. And, finally, the figure of a deer and a longitudinal molding that have completely disappeared from the hood. All these minor details, thought out to the smallest detail, were hung on the same body, created in the mid-50s, did not in any way affect the performance of the car, but they made it possible to achieve the set task - to make a favorable impression with their novelty.

Inside, the same seats in the form of massive sofas, the same characteristic ivory steering wheel with a horn ring and a deer in the middle, the same dashboard with a round clock, a large receiver speaker and a transparent blue speedometer hood remain. Further, only the style of the upholstery of the seats and "door cards" changed, the fabric upholstery of the headlining gave way to one made of artificial leather.

And, most importantly, there were no changes in the aggregate base. From the point of view of the driver and auto mechanic, the Volga remained the same car as it was before. This suited the repairmen of motor depots and taxi companies, who did not need to change anything in their work, private buyers who, primarily due to the lack of alternatives, continued to consider the Volga a prestigious car.

At first, the basic model with the appearance of the “third edition” and mechanically almost identical to the late “Volgas” of the “second edition” was called GAZ-21L, and its export version with a set of additional chrome-plated decor was called GAZ-21M. In 1965, when some changes in the units followed - the new K-124 carburetor, roller bearings of the hubs, etc., the first generation Volga was assigned the final indices - the basic version of the GAZ-21R, the export one - the GAZ-21US. But in addition to the extra chrome trim, the export cars relied on a forced engine, which, thanks to the increased compression ratio, produced not 75, but 80-85 hp. Therefore, in recent years of production, an intermediate modification of the GAZ-21C has become widespread, combining the appearance of the base model without additional chrome and a forced export engine. Such cars, in particular, were widely supplied to the police.

Abroad, the demand for the Volga GAZ-21 fell from year to year, and the plant supplied more and more cars to the domestic market. Export cars entered the garages of state organizations, were used as personal cars, and were sold to private traders through the growing system of “currency” stores “Berezka”. By the end of the 60s, ordinary Volga GAZ-21R became noticeably more accessible to ordinary average Soviet families than a few years earlier.

In 1966, the plant had already prepared the final version of the new "Volga" GAZ-24, but it did not work to replace the base model in 1967-1968, as planned. Only on July 15, 1970, after the last GAZ-21US, they assembled the first of the large-scale, and in fact the 793rd "Volga" GAZ-24. Those 200-250 thousand cars of the GAZ-21 family, which were released in 1968-1970, made the 21st "Volga" a much more common model. These cars served in taxis in parallel with 24 Volgas until 1975, in garages of state organizations - until the end of the 70s. Years later, thanks to the numerous production of the late 60s, the Volga GAZ-21 is not at all a rare retro car.