GAZ Volga

The Volga (Волга) is an executive car that originated in the Soviet Union to replace the GAZ Pobeda in 1956. Their role in serving the Soviet nomenklatura made them a contemporary cultural icon. Several generations of the car have been produced.

Despite the continuous modernisations, GAZ found it increasingly difficult to keep the ageing design competitive in a market economy. GAZ CEO Bo Andersson decided to discontinue the Volga range in 2010.

First Generation, the GAZ-M-21
The first generation Volga was developed as a replacement for the 1946 GAZ-M20 Pobeda mid-size car, based on a brief issued in 1951. The first pre-production batch left GAZ on 10 October 1956. It was built in three distinct series; in total 639,478 Volgas were built from 1956 until 1970. There was also an estate derivative (GAZ-22) and a rare, V8-engined version developed for the KGB's 9th Directorate as an escort vehicle for motorcades.

The first series, nicknamed the Star, was built from late 1956 until 1958. It was replaced by the second series, fitted with a 16-slit grille and nicknamed Akula (Shark). There were also continuous improvements throughout the entire production run. In 1962, the third series with its characteristic 36-slit grille was introduced. The new grille prompted the "Baleen" (Kitovy Us) nickname and became a Volga trademark for decades. Originally called the GAZ-M-21, the -M- prefix was a reference to Vyacheslav Molotov, after whom the Volga plant was named. The plant was renamed following the downfall of his career in 1957, and the -M- prefix was gradually removed from the car beginning in 1965. A fourth series was rejected and production of the third and final GAZ-21 continued until 15 July 1970.

The estate was introduced in 1962 and remains rare as it was only available to state buyers, to discourage private enterprise. In export, it was freely available.

Second generation, the GAZ-24, GAZ-3102 and GAZ-3110
Development of the planned replacement for the GAZ-21 Volga began in 1961. At the time, the North American automotive industry was perceived as the global leader in design and innovation, and it inevitable for its Soviet counterpart to look up to it. Despite Nikita Khrushchev urging his country to "catch-up and overtake America", the Soviet command economy could not afford to match the American convention of altering the car for every model year, nor were its centralised factories physically capable of doing so. Thus a more conservative measure was taken, where a typical car would last 7–10 years on the conveyor, typical of Europe. GAZ-24 Volga was planned to have such a lifetime, lasting through the 1970s. However, even before its 1968 première, it was already behind schedule and as the USSR slipped into the Era of Stagnation, following Alexey Kosygin's 1965 Soviet economic reform, the car was to become an iconic feature of that era, both aesthetically and technically. Developed in the mid-1960s, and after the initial production run lasting more than a decade and a half it would go a series of modernisations and facelifts, and despite unsuccessful attempts to find a replacement (GAZ-3105, GAZ-3111 and the Siber), the car would finally be retired in 2009 - 40 years after the first series began production.

First series — the GAZ-24 (1970–1985)
Design of GAZ-21's replacement began in the early 1960s, and original sketches showed an evolution from the contoured body of the early 1960s to the more angular and rigid profile. The M24 was to introduce the popular measure economy of scale into the model range, where the same body would house different powertrains, mechanics and interior trim, and hence could me marketed as separate cars (platform sharing). GAZ hoped to employ this on the new Volga and a range was drawn where the entry model would carry the traditional, though modernised, four cylinder engine and manual transmission (the prototype appeared with a 120 hp 2,990 cc V6). The first prototypes were built in 1966, and a year later the car was certified for production. For economic reasons a V6 model, despite showing promising results, was deemed unfeasible for mass production. The first batch of 24 vehicles were assembled in 1968, 215 more followed in 1969 and in a public ceremony held on 15 July 1970 the car superseded the GAZ-21 on conveyor without halting it.

Despite its more imposing appearance, the GAZ-24 was in fact 75 mm shorter in length and 120 mm in height, yet its wheelbase was extended by 10 mm. The lower body waist line, allowed the window area was to be increased, whilst using thinner linings in doors, roof and other body panels, notably increased interior space. The combination of this progressive design and a lower clearance gave it a much lighter and more elegant aura.

The car was powered by a 2,445 cc ZMZ-24D engine, an evolution of the ZMZ-21A. Retaining the basic OHV configuration, it now ran on 92 RON gasoline (while the ZMZ-24-01 could use commonly available 76 octane, and the 24-07 could use liquid propane). The cylinder block was die cast, instead of the slower coquille for the 21A. The engine featured a twin-choke carburettor, with a higher compression ratio, producing 95 hp at 4500 rpm and an even more impressive 186 N.m of torque at 2200–2400 RPM. Transmission was now fully synchronised four on floor layout. The brakes were improved, with a hydraulic vacuum servo unit (a licence-built Girling PowerStop), as well as an independent parking brake (rather than transmission brake of the GAZ-21). At the same time, certain features were retained for their proven reliability, like the kingpin front suspension and recirculating ball steering.

The car was built in several modifications and these were now indicated by numbers rather than letters. The sedan version was called GAZ-24. GAZ-24-01 was the taxi, which included a robust artificial leather interior and a slightly modified ZMZ-21A engine to run on 80 RON petrol. GAZ-24-02 was the estate wagon, introduced in 1972. Unlike the GAZ-22, it was serially assembled on a reserve conveyor, rather than out of sedan side panels. The rear, fifth, door was now a single unit that opened upwards instead of sideways. The car could seat eight people, due to a third row of seats in the cargo section. To allow maximum cargo volume and functionality, the seats in third and second rows were split (rather than a single bench) and could be folded independently of each other. GAZ-24-03 was the ambulance version of the -02. GAZ-24-04 was the taxi estate, with the powerplant and interior trim of the -01. In 1977 a GAZ-24-07 conversion kit was introduced for taxiparks. The GAZ-24-24 was the successor to the GAZ-23 "Chaser", with an identical V8 and automatic gearbox from the Chaika. Yet, unlike the -23, given the purpose of the car, even less effort was put in to differentiate it from standard vehicle due to costs. For example, the automatic selector was masked under a standard shifting lever. A small batch of export cars for countries with left-hand traffic was called GAZ-24-54 (less than a thousand examples built). GAZ-24-76 and -77 were export versions to Benelux countries, who would retrofit the cars with Indénor diesels and a more luxurious trim such as vinyl roof. Five experimental vehicles were built on the chassis of GAZ-69 4×4, called GAZ-24-95, one of which was known to be personally used by Leonid Brezhnev.

Though the vehicle never underwent a generational facelift on the scale of the GAZ-21 (if one does not count its derivative successors), nonetheless the car was modernised during production. The early stage included removal of bonnet-mounted rear-view mirrors, new ignition and boot locks. The novel belt-speedometer proved too complicated and was replaced by a standard arrow-driven one, as was the fate of the engine cooling coupling that controlled the ventilator fan (proved unreliable, the ventilator would be permanently on, whilst warm air for cold starts would be manually controlled with venetian-type shutter). Additions included external comfort lights were on the rear pillar's chrome element, that turned on upon opening of rear doors.

In the original design brief the GAZ-24 was to be retired by 1978, and though by that time work on a successor (the GAZ-3102) was underway, it was clear that the car would have to soldier on the conveyor for a foreseeable future. In 1977, following a 1976 report by NAMI on the Volga's major shortcomings (problematic steering prime among them), GAZ refused to update the GAZ-24's front suspension, instead making only cosmetic changes. (The front suspension would be unchanged until 2003, when the kingpins were changed to sealed ball joints, while the rear got an antiroll bar. ) Visually, these Volgas can be identified by front and rear bumper overriders, front fog lights and rear reflectors integrated into a single block. Inside the car gained retractable seat belts, a new dashboard where all exposed metal elements were covered by plastic. In this final shape the car was produced until 1986, the estate until 1987. Including the GAZ-24-10, almost one and a half million such Volgas were produced.

Overall, the original Model 24 Volga was a major success. Like the GAZ-21, it remained a dream car for the Soviet consumer. However, unlike the GAZ-21 it cost almost twice as much, and given that its launch coincided with the launch of the VAZ plant, the more available Lada allowed for the Volga to rise in exclusivity. The lion's share of cars were used for the Soviet nomenklatura and the rest in taxi, police and ambulances. Private ownership would often be offered only to representatives of Soviet elite and celebrities. Given that it was possible to openly purchase a new Volga only via Beryozka chain (where it cost almost ten thousand rubles) its resale value would thus be several times higher than the stated nominal price. In both cases, the sum would be well outside the financial abilities of the Soviet working class. Thus, though the car was as iconic of its time as the predecessor, it was also become a symbolic feature of Social stratification in the USSR, and the Era of Stagnation during which it was produced. This more negative connotation began to disperse following the introduction of the GAZ-3102.

Whereas the GAZ-21 became a collectible by the Soviet Union's collapse, the GAZ-24 extended assembly line life meant that only in the late 2000s have prices for low-mileage mint-condition models and restoration interest began to climb.

GAZ always desired a six-cylinder version, and built prototypes with a variety of sixes: a 125 hp 2,494 cc BMW in 1973, a 120 hp Peugeot (as used in the Peugeot 604 and Volvo 260) in 1978, a Mercedes R6 in 1975, and a 135 hp (the 2.8 from a Ford Scorpio) in 1984. (The 2,445 cc continued in production until 2008, by then only on special order.)

In 1977, the 31011, with the 160 hp 4,250 cc V8 and automatic transmission, appeared, for KGB and police use, joined by the experimental 31014 with 5,530 cc ZMZ-503.10 V8, delivering 195 hp and 450 ft.lbf. Production pursuit cars, which became available in 1986, were 31012s with the 5.5 liter (with one four-choke carburetor), fitted with a three-speed automatic and power steering (some with power windows and air conditioning), while the 31013 was the same, but with electronic ignition. These "were quite simply the fastest cars on Russian roads", and they got just 20 L/100 km. Their low-key appearance made them sleepers, though Soviet and Russian drivers soon learned to spot the extra radio aerials and dual exhausts. These cars were never true production models, "to all intents and purposes hand built". How many were made is unknown, the last being assembled in 1995.

Small numbers were built with the 140 hp two-rotor 1,300 cc VAZ-411-01 Wankel engine (which featured a 9.4:1 compression ratio) as the 31028. It was never common. There are reportedly also a few with the three-rotor VAZ 431 rotary, and with a pair of single-rotors operated independently (a bit like an Armstrong Siddeley Double Mamba). The rotary models were operated by KGB and traffic police, but these agencies preferred V8-powered 3102s.

There was also a prototype 31015 built in 1989, with a 160 hp 2,600 cc Mercedes engine.

The GAZ-24 was the Eastern Bloc's largest family car, but proved difficult for families to actually obtain, with official purchases at first taking precedence.

Second series—the GAZ-3102 and derivatives
When launching the M24 Volga, GAZ envisioned an average, for the USSR, production run of a decade. The newer designs were produced by smaller numbers due to development of other projects in the Soviet automotive industry, in particular the coming about of the VAZ plant and a much bigger Moskvitch, the project 3-5, to replace the 408 and 412 series. The latter's being more economic would have proved a natural relieve the Volga of its traditional taxi role, leaving GAZ's new vehicle as a more exclusive personal luxury car for the mid-range Soviet nomenklatura. With this in mind, the vehicle's mock-up demonstrated in 1976 was to grow in size, have the V6 powerplant as standard, and a perspective 4.2 litre V8 optional with many other features of the contemporary foreign cars of the 1970s. In 1976-7, the new GAZ-3101 appeared in prototype form, but it was little more than "a cosmetic tart-up of the mainstream Volga", with new front door windows, door handles, and lights; it also got longer front overhang and longer trunk. This would be renamed the 3102 in time. A few were built with a 4,250 cc V8 as the 31011, but this never entered serial production, nor did the continuing GAZ-desired V6 model. (Among its standard features were a fire extinguisher.) It was powered by a twelve-valve version (ZMZ-402.10) of the venerable 2,445 cc inline four with electronic ignition, producing 105 hp, enough for 94 mph. Disk brakes were fitted in front, while the rear drums were equipped with a crude antiskid system.

Manufacture of the 3102 began in 1981, with its official launch the next year. However, such car would never see light, as the 1970s unrolled, the stagnation era effects has significantly thwarted any innovation in Soviet Union's planned economy structure. Moreover, the Minister of Automotive Industry, Viktor Polyakov, had open favouritism for the new VAZ giant, and thus neither AZLK's 3-5 project, nor GAZ's ambitious third-generation Volga would see their respective conveyors. In 1973 more economic solution was adopted for the future car, that rotated around giving a major upgrade to the GAZ-24 by replacing most of the mechanics, the body panels, the interior yet keeping the skeletal body sections and platform, thus avoiding the most costly replacement of production press stamping.

The first users of the 3102 were the KGB and other government bodies through 1983. It proved unavailable to the public until after the collapse of the Soviet Union. This limited availability has given the 3102 a particular cachet in Russia (even over the Mercedes common among the privileged), allowing GAZ sell it at a markup.

GAZ-3102 (1982–2009)
By 1980 a replacement was developed, the GAZ-3102, which was based on the central platform and body of the GAZ-24, but with original fascia, interior, engine and chassis. However, political and economic stagnation of the late Brezhnev years continuously delayed the car's launch. When the first pre-production vehicles were evaluated by Party garages, the leadership was so impressed with the car, that they barred its mass production as to avoid devaluing its status by its use in taxicabs. As a result, from 1982 and all the way until 2008, the GAZ-3102 was produced in parallel with other Volgas, though in lesser smaller quantity. Originally having its own production line and many distinct features (including a novel, but ultimately unreliable stratified charge ignition), by 1997 the differences between production, trim and accessories of GAZ-3102 and latter Volga's remained only in its exterior. GAZ-3102 originally being an exclusive car for higher ranking authorities, retained its business image during the 1990s and well into the 2000s.

GAZ-24-10 (1985–1992)
The GAZ-24 continued to be produced until 1985, when using some of the technical developments of GAZ-3102 was deeply modified, resulting in the GAZ-24-10. Starting with 24-10 the Volga began a slow transformation as the Perestroika reforms took shape. Though still remaining a status car, it quickly lost that prestige as market economy allowed free import of automobiles. However its simple and robust design and still good quality assembly, and the lack of a domestic light commercial vehicle the GAZ-24-10 was quickly seized by the new generation of commerce.

GAZ-31029 (1992–1997)
In 1992 when the original machine tooling for the GAZ-24 body panels disintegrated, GAZ took the panels of GAZ-3102 and stripping them of any decorations, launched the GAZ-31029 Volga. Although being obsolete (kingpin front and leaf spring rear suspensions, front drum brakes, carburetted engine .), production was doubled in quantity and halved in quality. As a result, the car transformed from a symbol of status into a disposable workhorse, barely meeting the astronomic demand of the emerging market economy.

GAZ-3110 (1997–2004)
Though deemed temporary until GAZ's own LCV cars, the GAZelle and Sobol, entered production, the GAZ-31029 Volga occupied a major market niche, and demand for the vehicle remained. Thus in 1997 GAZ modernised the car once more, creating original body panels, whilst retaining the GAZ-24's central shell. This removed the visual dissonance that the 31029 created, and by incorporating the chassis and powertrain developed for the new Gazelle families (which in turn were designed for the aborted GAZ-3103/04/05 Volgas), combined with a new interior resulted in GAZ-3110 model. Given the timing, with the 1998 financial crises that followed, which left many foreign equivalents outside the budget Russia's business and public alike, the GAZ-3110 proved a necessity rather than a cheap alternative during the post-crises years.

GAZ-31105 (2004–2009)
GAZ-31105 was a second stage of the GAZ-3110's modernisation, though the designation was applied to cars produced from January 2004, the mechanical features were introduced almost a year earlier, and certain external ones were available in separate batches as standard or optional in others.

GAZ-3105 Volga (1992-1996)
During the late 1980s GAZ developed a concept car for a future replacement for both the business -3102 Volga and the luxury limousine GAZ-14 Chaika. However the resulting GAZ-3105, which was never to be part of the Volga family, as it would be produced on the Chaika's conveyor (presently still used for the -3102) due to the economic problems never reached production.

GAZ-3111 Volga (1998-2004)
The GAZ-3111 was scheduled to launch in 2000, but the factory's new owner Oleg Deripaska was unimpressed with the vehicle visually and once again, the high price of the car prevented any interest to sales. As a result, only 428 cars were built as part of the pre-production batch.

GAZ Volga Siber (2008-2010)
Although GAZ was developing a "spiritual successor" to the 3111, the front-wheel drive Volga 3115, in December 2005 RusPromAvto, the parent company of GAZ, announced that production of Volga passenger cars would be phased out over a 2-year period, with production to end in 2007. GAZ stated that they would instead concentrate on their more profitable truck, bus, and commercial vehicle businesses. At the same time the announcement was made, GAZ also introduced the Volga 311055, a long wheelbase derivative of the 31105. However, in the summer of 2006, GAZ reversed its earlier decision, announcing that further investments would be made in upgrading the styling and technology of the Volga saloons, keeping them in production as "retro" or "historical" vehicles. In early 2006, GAZ signed a deal with DaimlerChrysler to acquire the tooling and intellectual property rights for the Chrysler Sebring mid-size car design. GAZ stated that the new car would not carry the Volga brand.

When GAZ acquired the Chrysler Sebring license, it decided to further modify the car, and the Volga Siber was the result. The Volga Siber was unveiled in August 2007, and production began in July 2008, with a goal of producing 20,000 units the first year. However, sales figures were not met and only 2,500 Sibers were built in all of 2009.

In total, about 9,000 cars were produced during the 2008–2010 production run.