GAZ-24

Since 1956, GAZ produced the Volga GAZ-21 and its modifications. At the time of its appearance, the GAZ-21 was quite a modern car and was notable for a number of original design and design solutions. However, by the early 1960s, it was already quite obsolete - first of all, in terms of design.

Start Period

Work on the creation of a car to replace the GAZ-21 was started in 1958 under the direction of Alexander Mikhailovich Nevzorov. Initially (1958-1960), the car was worked out in a variant with a frame chassis; subsequently, the choice was made in favor of the carrying body and a more modern layout with a lower roofline.

From the very beginning, the car was designed for different types of engines - a modernized four-cylinder engine from the GAZ-21, a newly developed three-liter V6 that was produced in the V8 production from the GAZ-23 , and subsequently also a four-cylinder in-line diesel engine of foreign production.

Two teams of designers worked in parallel on the exterior of the car - under the leadership of Lev Eremeyev and Lenia Tsikolenko, from 1959 to 1964 they built at least six plasticine search dummies, which differed greatly in their appearance.

The new model required a significantly higher overall production culture compared to its predecessor, so in parallel with the development of the car, the plant was modernized with technological equipment, new, modernly equipped workshops were erected on its territory, and dies and molds and boxes were erected speeds.

Running patterns

The running models of the I series were mounted in the winter of 1962 - in the spring of 1963 (chassis No. 1, 2 and 3), the exterior repeated the layout of Lev Eremeev of 1962, 4-cylinder engines with pre-chamber flare ignition.

The running models of the II series were assembled throughout 1963 (chassis No. 4, 5, 6), their design corresponded to the 1962 model designed by Lenia Tsikolenko and Nikolai Kireev, and one of them was driven by a V-shaped 8-cylinder engine.

The prototypes of the first two series were actively tested during 1963-1964. Meanwhile, by 1964, both design teams presented new designs for the exterior of the car, substantially reworked compared to previous versions. At the meeting of the plant's artistic council on January 10, 1964, the project for authorship of Tsikolenko and Kireev was approved as final, and the project of Yeremeyev was rejected as less original and with unsatisfactory aerodynamics. At about the same time, the completion of the aggregate part was basically completed.

On the basis of the final version of the Tsikolenko and Kireev project, from the fall of 1964 to the summer of 1966, 12 running models of the III series were assembled (chassis No. 7 - No. 18). Cars with chassis numbers 7 and 8 were presented to the country's top leadership in the Kremlin. The running patterns from chassis No. 12 (white) and No. 17 (bright scarlet) had a very careful finish and were intended for photography and advertising. The prototype with the chassis number 18 was intended for patenting the stylistic solutions of the body abroad.

From the first serial GAZ-24 cars that followed them, the prototypes of the III series had only minor differences, such as the details of the exterior and interior trim. The prototypes were assembled in two variants of the front panel design - two-sided (inline four) and four-sided (V6), of which only two-sided went into a large series.

Production Production

The act of accepting the car for industrial production was signed in the autumn of 1966, at the same time Autoexport announced that it was somewhat premature to start the production of a new Soviet automobile.

In the middle of the summer of 1967, the patenting process was completed, but by that time the plant’s priorities had changed significantly - due to the international crisis triggered by the Six Day War , GAZ was instructed to sharply increase the output of military equipment, and to bring the armored vehicle to the conveyor GAZ-49 (subsequently adopted as the BTR-70 ). As a result, work on the new passenger model was significantly delayed.

The assembly of the first production series of GAZ-24 began in the autumn of 1967. At the beginning of 1968, an experimental batch of 32 vehicles was assembled using bypass technology, the following year another 215 vehicles were assembled, and by the end of the year a conveyor was launched. July 15, 1970 release of the GAZ-21 ceased; The only model produced from this time was the GAZ-24.

From the idea of ​​a six-cylinder engine, as well as from the standard installation of an automatic transmission, in mass production had to be abandoned, the car went into a series with two engine options - 2.5-liter I4 and manual gearbox -4 or 5.5-liter V8 and automatic gearbox -3 . However, in parallel with the serial production of the model, single specimens were built with imported six-cylinder engines, both in-line and V-shaped.

Various diesel engines (mainly Peugeot-Indenor, sometimes Mercedes) were installed on small series of export cars by both GAZ and foreign firms - factory dealers, there were both four and six-cylinder variants.

Technical features of the project

From a technical point of view, the car was a significant step forward compared with the previous model, although the development was not revolutionary, but evolutionary.

Important innovations on the aggregate part of the steel:

• four-speed gearbox fully synchronized on the forward gears;
• hydrovacuum amplifier (licensed copy of the Girling PowerStop node) and a circuit separator in the brake system;
• wheel brakes with automatic adjustment;
• completely new front suspension with forged beam and maintenance - free rubber-metal hinges of levers, rear steering linkage with sealed ball joints;
• improved interior heating with rear window blower and guide baffles on the front of the dashboard;
• two-chamber carburetor with sequential opening of throttle valves;
• 14-inch wheel rim;
• drive of the parking brake to the rear wheels (the GAZ-21 had a rather unreliable transmission parking brake);
• curved side windows.

The number of chassis lubrication points has significantly decreased. The power elements of the body have become stronger, and the body itself is tougher due to the rear wings, which are welded on (and not screwed on, like on GAZ-21). Were in the car and archaic features: for example - pivot front and spring rear suspension, drum brakes on all wheels, but they were dictated mainly by the target operating conditions.

The main and most fundamental difference from the previous model was the body, which was distinguished not only by design, but also by a common ideology and most fully absorbed all the new things that came into world automotive practice in the period 1955-1965. The principal difference in the body of the GAZ-24 from the body of the GAZ-21 is the significantly lower height of the first (1490 mm against 1620 mm). The reduction in overall height was one of the main trends in the passenger car industry at that time and it was not only cosmetic in nature - the height of the body largely determined the layout of the car. The lower car had a low center of gravity, which increased stability and handling - especially at high speed. Passengers in a lower car shake less on the roads. The lower roof also provided a more rational placement of passengers in the car and better aerodynamics by reducing the area of ​​the mid -section (largest) body section, etc.

At the same time, due to the lowering of the seat cushions, the space in the cabin almost did not suffer, even more space became available over the front seats due to the use of a flat roof panel. The cabin itself has become wider (although the width of the car has not changed as a whole), thanks to the rectangular contours of the car, the width of the cabin was almost the same along the entire length. (In GAZ-21, on the contrary, the interior tangibly narrowed in the front and rear parts.) The GAZ-24 body belt was lower than that of the GAZ-21, and the roof pillars and door frames were thinner, which significantly increased the area of ​​glazing and, consequently, , make the interior lighter, improve visibility (especially through the side windows). The visibility to the rear has been significantly improved, despite the thicker rear roof pillars, because the dimensions (especially width) of the rear window have been increased quite significantly.

However, the selected layout had the following drawbacks, and they were characteristic not only for the Volga, but also for most of the cars of its generation. In particular:

1. With a simple lowering of the roof without changing the proportions and angles, the doorway turned out to be quite low, which made it difficult to fit into the car - for this one had to bend down quite strongly (later cars began to use strongly inclined and curved side windows, which made it possible to increase the size of the door opening diagonally, without increasing the height of the car);
2. The large length of the driver-free zone in front of the car. The underexposed zone was 0.95 m, although according to GOST, the maximum allowable value was 0.8 m. However, it should be noted that the driver could see the corners of all four wings of the vehicle (four-fender visibility) from his seat, which made it easier ", Especially when parking, and in those days was considered a great advantage;
3. Failed layout of the luggage compartment. Since the sidewall of the car has become significantly lower, the level of the boot lid has significantly decreased, and due to the greater length of the rear overhang and rectangular contours, its depth has increased. As a result, the trunk turned out to be theoretically large in volume (700 liters), but deep and low, so access to its front wall was difficult. The arrangement of the spare wheel flat on the bottom of the luggage compartment, dictated by the small height of the latter, was also unfortunate. Also, the loading height of the trunk was unnecessarily large.

However, despite the shortcomings, the layout of the body of the GAZ-24 was an important step forward in comparison with the GAZ-21 and for its time was quite successful.

Otherwise, the body GAZ-24 inherited all the positive features of its predecessor:

• the hood comfortably opened along the vehicle and held in the open position by spring-loaded hinges;
• the boot lid is easily opened due to horizontal torsions and kept them in the open position.

Moreover, the trunk lid lock in the original design was located higher and more comfortable, it was safer and more convenient to handle (say, the GAZ-21 trunk lock with a recessed button is easily opened with a hammer). On the station wagon, the two rear rows of seats easily transformed into a large luggage compartment with a flat floor. The strength, and hence the durability of the body, has increased significantly due to the more durable elements of the supporting structure, welded rear wings, fenders, fender flaps, upper panel, etc., which together form a solid welded structure.

Throughout its production, the Volga GAZ-24 was substantially upgraded twice - in 1976-1978 and 1985-1987. According to the changes made to the design, the release of GAZ-24 can be divided into three parts, according to the significant changes introduced by the plant in its appearance and design. This division is conditional and was not used by the plant.

"First Series"

The GAZ-24 of the 1967-1977 edition can be conventionally distinguished as the first generation, or, according to the terminology generally accepted for Victory, and GAZ-21 - the first GAZ-24 series.

Distinctive features of all cars of the "first series":

OUTSIDE: bumpers without fangs, but with chrome side plates of the license plate under the front bumper and rubber overlays around the perimeter, there were no fog lights on the bumper. Long molding under the grille. The inscriptions “Volga” on the front wings (without turn signal on the front wings, but soon they appeared on the transition models of 1976-1978) and the rear panel of the license plate under the trunk lid (the inscription on the rear panel was slightly different in shape from the writing on the wings), separate reflectors from the rear lights on the rear panel, a convex painted panel covering the skirt under the rear bumper, no parking lights on the chrome ventilating lining of the rear pillars, chrome wheel covers with red edges zhochkami middle. Rearview mirror of a different form (irregular quadrilateral) on the front wing, and not on the driver's door. Rear wheel splashes with deer.

INSIDE: Instrument panel with a “belt” speedometer, rigid instrument panel with an upper part covered in black leather and colored under the body color of the lower one. Hard top door panels, covered with black leatherette. Steel, matt without stickers under the tree lining the instrument panel and steering wheel trim. Body-colored lining on the front and rear pillars, black with ivory inserts handles on the dashboard, door trim panels with vertical stripes and hard door closing handles. The front seat of the sofa type of three parts with independent adjustment and central armrest. Chrome salon mirror. There was no streaming rear window heater.

The car was constantly subjected to minor improvements. In particular, until 1975: the automatic fan clutch that showed the unreliability of its work was removed from the design of the engine cooling system; changed the shape of the external rear-view mirror and moved the left to the driver's door; installed a new, more convenient and reliable trunk lock; began to install new springs with a parabolic profile sheet; the original speedometer (tape) was replaced with the traditional arrow (1972).

"Second Series"

Throughout 1972–78, a smooth modernization of the GAZ-24 followed, which can be considered the beginning of the second generation, or the second GAZ-24, production.

OUTSIDE: the car received “fangs” on the bumpers, while the chrome-plated side plates of the license plate under the front bumper disappeared, fog lights appeared on the front bumper, the molding under the grille became “short”. Rear lights with other windows and built-in reflectors, there appeared "Zhiguli" headlights with halogen instead of "Volgovskih" with square grooves, the turn signals of the front turn signals ("circle" instead of vertical) changed, round "Zhiguli" followers of turn indicators on the sides of the front wings appeared next to “Volga”, the additional painted metal lining under the rear bumper has disappeared, the circles in the center of the wheel caps have become black. New mud flaps rear wheels (vertical stripes without deer).

In 1982, the rear license plate panel changed under the large rectangular number of the new sample.

INSIDE: Instrument panel with a “speedometer”, the top and bottom of the panel were covered with soft plastic, as was the top of the door trims, the door handles became rectangular and soft, the panels of doors with a horizontal pattern (in the front pockets, and ashtrays appeared in the rear). There were paper stickers "under the tree" on the front panel and the steering wheel, the ignition switch was changed to "Zhiguli" and transferred from the instrument panel to the steering column, and the steering wheel was locked. The design of the long horn button on the steering wheel has changed a bit - its place on the panel was taken by the emergency grip lever. Static seat belts in front and behind (a little later - inertia), a separate front seat with a plastic trench instead of a pillow, a new seat upholstery. A tri-band receiver appeared instead of an old dual-band receiver. New black big knobs appliances. There was a glass washer. Large black salon mirror, large sun visors (in the right passenger there was a mirror), lining the front and side racks became matte black. The ceiling in the center of the cabin and its off key on the left pillar. There was a blown rear window. The standard place of the fire extinguisher is on the left under the feet of the front passenger. A small armrest appeared in the back of the back seat (it was not in the first series).

The Third Series (GAZ-24M and GAZ-24-10 )

In the mid-1980s, the car was again subjected to modernization, this time - more substantial and radical. The result was a transitional model GAZ-24M and GAZ-24-10 , which can be called the third generation, or the third series GAZ-24.

Earlier, in 1982 (according to other data, in 1981), the GAZ-3102 was launched in a series to serve state institutions (it was under development since 1976), using seriously reworked body, engine, transmission and suspension GAZ-24 - it became the ancestor of the family of cars "Volga", who was on the conveyor until 2009.

At the same time, some unification of units and some units of GAZ-24 cars with the GAZ-3102 model was carried out.

The introduction of upgraded nodes and this time also occurred gradually:

GAZ-24M ("transitional") 1985-1986:

OUTSIDE: the bumpers lost their fangs, the front number panel under the bumper disappeared (it “moved” to the bumper itself on two brackets). Black plastic grille (part of the Emok came with an old chrome grille from the factory), no sidelights (dimensions were transferred to the headlights), the inscription “Volga” disappeared from the front wings, round lanterns disappeared from the chrome-plated deflectors on the rear racks. “Direct” exhaust pipe with a chrome-plated nozzle and an added resonator, radial wide low-profile tires 205 70 R14 instead of the previous 185 diagonal on wider discs, flat plastic wheel covers. New, wider rubber mud flaps on the rear wheels.

INSIDE: the new seats are completely separate in front and rear with head restraints in front of the GAZ-3102. The usual “handbrake” appeared on the floor between the seats (it was previously a pull handle under the panel). Heated rear window instead of blowing. Plastic rim steering became prominent (previously it was smooth).

IN THE TRUNK: the spare wheel moved from the floor behind the rear seat to a special frame shelf.

UNDER THE HOOD: an improved engine from GAZ-24-10 ZMZ-402.10 , changes in the brake system (introduction of a vacuum booster with a separate master cylinder “disappearance” of the contour separator).

GAZ-24-10 - since 1986:

OUTSIDE: “recessed” door handles, front vents disappeared, Mirrors of the same shape, but became matte black, like wiper blades with leads and front turn signal bodies. New panel under the new wiper (more slots). The long molding on the trunk lid disappeared, and the “Volga” inscription moved from the rear room panel to the trunk lid and became rectangular.

INSIDE: a new rigid instrument panel with a combination of instruments, a console under the panel with buttons and an ashtray and a large plastic lining on the central tunnel - from GAZ-3102. New three-spoke steering wheel - also from 3102. New door trim with long armrest knobs also from 3102. Black plastic window lifters (were chrome-plated before). New stove.
Driving low-beam moved to the lever to the left of the steering wheel (previously it was outdoor - under the left foot)

GAZ-24-10 was produced until 1992, after which it was replaced in the production program by GAZ-31029 , in essence, it was GAZ-24-10 units in an updated body based on the body of the GAZ-3102 model.

Until 1993, a total of 1,481,561 copies of the GAZ-24 of all modifications were released, including the GAZ-24-10; it was the most massive passenger model in the history of the plant (GAZ-24 was released 2.3 times more than GAZ-21, 6 times more than GAZ-M20, 9.5 times more than 3102, and 23, 5 times more than M-1) .

• GAZ-24-01 , produced from 1970 - 1985 to work in a taxi . It was equipped with a derated engine ZMZ-24-01 , a special marking of the type of "checkered" body, a green lamp "free", trimmed with leatherette, allowing sanitation; under the heater control panel there is a taximeter.
• GAZ-24-02 , which was mass-produced in 1972 - 1987 with a five-door station wagon body.
• GAZ-24-03 , sanitary on the basis of GAZ-24-02, produced from the end of 1975 to 1987.
• GAZ-24-04 , with a five-door station wagon for work in a taxi, produced from 1973 to 1985. It was equipped with a derated engine ZMZ-24-01 , a special marking of the type of "checkered" body, a green lamp "free", trimmed with leatherette, allowing sanitation; under the heater control panel there is a taximeter.
• GAZ-24-07 , produced in 1977 - 1985 for working in a taxi, was equipped with a gas-cylinder installation.
• GAZ-24-24 , version for special services, so-called. "Catch-up", equipped with a modified power plant from the GAZ-13 "Seagull" - engine ZMZ-2424, V8, 5.53 liters, 195 liters. with. and a three-speed automatic transmission, as well as power steering. Had a regular body and modified chassis. Maximum speed - up to 170 km / h. Produced from 1968 to 1985.
• GAZ-24-2 5 , “escort vehicle”, was equipped with a modified power unit from GAZ-13 “Chaika” - with engine ZMZ-2425, V8, 5.53 liters, 195 liters. with. and a three-speed automatic transmission, as well as power steering. Had a regular body with improved trim and modified chassis. Maximum speed - up to 170 km / h. Produced from 1968 to 1985.
• GAZ-24-50 , export version for countries with a tropical climate, produced from 1970 to 1982.
• GAZ-24-52 , with a five-door station wagon , export version for countries with tropical climates, produced from 1972 to 1987.
• GAZ-24-53 , sanitary, export modification for countries with tropical climates, prototype manufactured in 1973
• GAZ-24-54 , right-hand drive export modification for countries with a tropical climate (less than 1000 copies produced), produced from 1973 to 1974 (11 cars made).
• GAZ-24-56 , right-hand drive export version for countries with a tropical climate with a diesel engine Peugeot Indenor XDP 4/90. Produced at GAZ with   December 1976 to 1984.
• GAZ-24-74 , right-hand drive export version (produced less than 1000 copies), produced from 1973 to 1984.
• GAZ-24-76 , export version with a diesel engine Peugeot Indenor XDP 4/90, produced from April 1976 to 1984. Previously, such cars were assembled from vehicle sets by the Belgian company CIVA for Scaldia-Volga SA
• GAZ-24-77 , export version with a five-door station wagon , with a Peugeot Indenor XDP 4/90 diesel engine, produced from April 1976 to 1984. Previously, such cars were assembled from vehicle sets by the Belgian company CIVA for Scaldia-Volga SA .
• GAZ-24-78 , van, prototype manufactured in 1978
• GAZ-24-91 , a car with a Mercedes-Benz M-130 engine (P6, 2.78 l, 160 hp.). One prototype was made in February 1973.

• GAZ-24-95 , an experienced all-wheel drive modification, created using units of the UAZ-469, a characteristic feature of the design is the absence of a frame. In early 1974, released a few pieces. The rest of the cars were distributed to departments in Gorky and the region - in the regional committee of the party, the military, the police; To this day, two cars have remained - the Zavidov and Obkomov.
• GAZ-24-98 , a car with a BMW engine (P6, 2.49 liters, 150 hp. Pp .). Made one prototype in May 1973
• GAZ-24A-247 and GAZ-24A-948 , respectively, a van and a pickup truck, produced in small quantities from emergency car-taxis at the Voronezh auto repair plant. In addition to it, larger lots of pickups and vans were also produced at the Riga and Cheboksary auto repair plants (model CHARZ-274).

In a small number of versions were produced with the engine from the GAZ-21 ( D-21 ), due to the size of the engine visually distinguished by a higher hood. There are also body modifications such as four-door front cabriolets and pickups / vans. This is not the production of the GAZ plant: cabriolets were made in very small quantities for military parades in the districts of the Bronnitsky military auto repair plant.

GAZ-24-76 Scaldia

GAZ-24-76 "Scaldia" - an export version of the Volga GAZ-24 with a sedan, GAZ-24-77 with a station wagon ^[1] , produced in the late 1970s.

The vehicle sets of these models were supplied for the small-scale assembly of the Belgian company Scaldia-Volga SA . The power unit was a Peugeot Indenor XD2P diesel engine; brake system, structurally different from the standard GAZ - Rover brand.

The main buyers of this modification were taxi companies in Belgium, France, and Scandinavia ^[2] . In the 1990s, quite a lot of used cars of the Belgian assembly were re-exported to the Russian Federation, some of which, due to the exhaustion of diesel engines and the lack of spare parts for them, car owners installed a carburetor version ZMZ-402 .

Powertrain

The engine was a quite ordinary for the sixties and seventies design - four cylinders, eight located in the cylinder head of valves with a drive from a camshaft installed in the cylinder block through long rods and rocker arms. Similar designs were widespread in European cars until the mid-seventies, and in North America until the end of the eighties. The most characteristic feature of the Volga engine was the extensive use of light aluminum alloys - of which the cylinder block, the pistons, the cylinder head, and the intake manifold were made. Used replaceable "wet" liner, greatly simplifying the overhaul of the engine in the workshop.

In the factory version, the engine was severely deformed to ensure good traction characteristics in the range of low revolutions, high elasticity and the possibility of using available lubricants. Dynamic qualities were at a low but acceptable level - about 20 seconds from 0 to 100 km / h, the maximum speed of 145 km / h. Approximately the same characteristics were in American cars of the same size class of the seventies with inline sixes. In terms of fuel consumption, the Volga engine corresponded to its working volume, significantly surpassing the Moskvich compact cars and the VAZ with motors of 1.2-1.6 liters. The levels of noise and vibrations were higher than those of row sixes, but at an acceptable level in terms of comfort.

Powertrain

The car had rear-wheel drive with an absolutely classic transmission: clutch with cylindrical pressure springs and hydraulic drive, four-speed manual gearbox fully synchronized on the forward gears, double-hinged cardan gear, rear axle with a split ratio of 4.1: 1 ( 24-10 - 3.9: 1).

Chassis

The chassis was distinguished by a simple and conservative design, focused on ensuring the greatest durability of the main parts with centralized service in a large fleet. The front suspension is pivot, with very strong wrought-iron cross member and levers. Rear - dependent, on longitudinal leaf springs. Brakes - drum, with a diameter of 11 "drums, providing adequate braking dynamics with respect to the speed capabilities of a car with a four-cylinder engine.

Body Equipment

Body equipment was scarce by the standards of the seventies, but included all the elements necessary for basic comfort - a heating and ventilation system with blown windshield, front side and rear windows to prevent fogging, three ashtrays — one in the dashboard and two in the rear upholstery. doors, cigarette lighter, clock, radio with a retractable electric antenna, and so on.

The design of the car was fairly standard for the turn of the sixties and seventies. In terms of general proportions and body contours, the car was closer to the American models, but the detailing — bumpers, lighting engineering — was rather European. Developed in parallel with the "Volga" generation of the European market models were produced with minimal changes until the mid-1970s, and the North American - until the end of the same decade, so that until that time, the Volga looked quite appropriate in the flow of cars from developed countries.

The car has a fairly simple, “chopped” contours, stamped body panels are simple and technological, the front and rear windows have a minimum bend. The windows of the doors - for the first time for the domestic auto industry bent. The full-stamped door glass frames are massive and rather coarse for maximum durability and, at the same time, ease of manufacture. The bodies were painted in simple colors - mostly white, gray, gray-blue and beige, as well as a specific “taxi” lemon (the early issues of the taxi were painted in white and green “rezeda”). Machines of other colors did relatively little, including black ones, a significant part of them was exported. In total, up to 20 varieties of ML melamine-alide enamel were used for dyeing (up to 50 variants, including bicolor combinations, from leading world manufacturers). For the domestic market, there were no metallic colors (with the exception of individual export batches) or two-tone colors (for example, GAZ dealerships sometimes painted export cars abroad). Vinyl top is also not regularly put, all available samples pasting the roof - tuning owners or, possibly, dealers. True, the plant practiced the assembly of cars for special orders of the Soviet and party elite, in which case the exterior and interior trim could differ significantly from the serial ones.

The roof of the car - with rounded corners and a clear stiffener, outlining its profile. The lower rear corners of the windows of the rear doors are cut obliquely, the front lower corners of the windows of the front window vents are also decorated - an original find by GAZ designers; Subsequently, a similar design of this element was used on the Renault 20 and Chevrolet Caprice 1977-1990 model, and from recent models can be called the Kia Cerato . Original gazovskiy element can be called chrome lining that adorns the massive rear roof pillar - “comb”, interior ventilator vents. After 1974 a parking light appeared on it, which the driver turned on when the passengers entered the appropriate direction; on GAZ-24-10, the fire was removed, and the front doors were deprived of bending along the glazing line using a single side window (without a window leaf).

Also of the design features can be noted vyshtampovka in the form of an air intake on the hood (power bulge) , stiffener on the trunk lid, rudimentary "fin" on the rear wings and upper stiffeners - "shoulders" - on the front; the latter also performed a purely practical function - to designate the corners of the car, so that the driver could feel his dimensions better.

In the front view, first of all, the characteristic grille with a “whalebone” pattern, as in the previous model, GAZ-21, is striking. The grille is V-shaped and trendy in those years, the reverse slope. The front turn signals and tail lights have a “European” shape and are a bit like the Opel Capitans of the same class. The front under the grille was wide, from the front position to the front position, horizontal molding. After the appearance of fangs, it shortens to the distance between them, and on the outer side of the fangs, regular square “foglights” appeared, resembling Hella products by design.

In the rear view, the most characteristic detail is the vertical lanterns in the form of vertically elongated hexagons, emphasizing the greater width of the car. On earlier versions, the lanterns were three-section, supplemented by separate reflectors. Later, the reflectors were transferred to the taillights themselves, in parallel by simplifying their (lanterns) design. Lanterns from the very beginning used the "European" scheme of work - with red glasses of brake lights, orange turn signals and white lights of the backing. Podshtampovka under the license plate on the rear panel of the body was “narrow” (for the “black” rear number of almost square proportions) until 1981, later - under the number of the modern standard (the main was from the “third series” models).

The brilliant decor of the car is not numerous enough by the standards of those years. There is a stainless steel molding on the thresholds of the car with pointed ends (it remains very rarely, as due to ill-conceived fastening it quickly becomes loose and begins to make noise while driving, as well as to spoil the paint on the thresholds). Beginning with the second series (after 1977), there are round turn signal repeaters on the front wings, while the Volga chrome-plated nameplates that were previously installed in their places were transferred a few centimeters back (they are rarely kept due to frequent replacement of the wings). On the rear panel, too, was the inscription "Volga", but in a different font (close to the inscription on the steering wheel). Door handles have a shape typical for the 1960s and the first half of the 1970s, the doors are opened by pressing a round button. On the newer Volga (starting with GAZ-3102, then on 24-10), the knobs with buttons were replaced with original and quite interesting externally, but very uncomfortable “safe” handles, completely recessed into the plane of the door. Along the lower edge of the trunk lid there is a wide molding with a complex profile, compositionally combining both rear lights and serving to protect the lower edge of the trunk. At GAZ-24-10 it, like most of the shiny finish, disappears.

The bumpers of the cars until the middle of 1978 had no canines, only a rubber band in the middle, which, with a slight collision, prevented damage to the chrome finish. Initially, the bumpers were attached to the body without using hidden bolts - their heads were visible on the sidewalls, but this type of fastener was quickly abolished after the first production series for aesthetic reasons. The second series (release from September-October 1978 to 1985) has fangs (somewhat disproportionate in size; it was believed that they prevent the vehicle from “approaching” the obstacle), also with rubber linings. In 1985, shortly before the appearance of the GAZ-24-10, they were removed again because of the increased risk of injury to pedestrians. At the rear bumper, the parts that go to the sidewall (“ears”) are noticeably longer than the front, in order to visually smooth out the appearance of a disproportionately long rear overhang.

Under the front bumper is a mounting plate license plate with chrome decorative sidewalls. They disappeared with the appearance of fangs. This pad folds down, providing access to the “crooked starter”.

The car from the factory was supplied with an external chromed rear-view mirror (two on the wings - only on very early cars, most likely only prototypes; later - one on the driver's door, the second mirror on the right door was mounted on universal cars; now the right chrome mirror is a rarity among collectors ) and antenna with electric drive push-pull, located in the right wing.

Interior

Trim is modest and almost austere, and its equipment is just almost primitive, but due to the large volume and moderately comfortable seats - especially the back sofa - and considerable width, it is perceived as quite comfortable. The salon completely corresponded to the basic ideas about the design and ergonomics of the turn of the 1960-1970s.

The instrument panel is very simple in shape, flat and symmetrical. A few by modern standards (not even a tachometer), but giving full information about the work of the onboard systems, the devices are concentrated in a rectangular combination located behind the glass under the visor. In the early (up to 1975) machines, a belt-type speedometer was installed, in which the speed was shown not by an arrow, but by a red ribbon “creeping out” from left to right. Later it was abolished, replacing the traditional arrow (in 1975). The front part of the dashboard on most cars is lined with a film "under the tree", on the early machines was the option of finishing with the use of matte relief "rough" chrome. The lid of the glove box (glove box) did not get off - this is done for the composite balancing of the instrument cluster. In the first series, the panel was covered with vinyl with a good texture. In the second series, the top and bottom of the instrument panel are covered for safety with soft black synthetic material with a rather coarse texture. Hard black plastic wheel made with a thin rim and all kinds of handles. The cars of the first release had a metal bottom panel in body color, the latter had a black panel and black buttons-handles. Until 1977, the handles on the instrument panel had ivory inserts. Later they were replaced by more familiar ones — rather coarse one-piece blacks. The steering wheel is quite comfortable, and its diameter works as a kind of “amplifier”.

The controls are unusual and correspond to the fashion of that era, primarily American: light switches, “stoves”, washer with wiper (exhaust type) and “choke” are located in a row to the left and right of the steering wheel, handbrake lever is located under the instrument panel , the accelerator pedal is floor, the low / high beam switch is on the floor under the driver’s left foot, and so on.

By cars until 1977, as already mentioned, there was a sofa in front, the back of the third seat could be transformed into a comfortable armrest (its axis was attached to the passenger seat). In 1977, when installing seat belts, this convenience was eliminated. The back sofa has a wide folding armrest and a complexly shaped back, quite comfortable.

The color of the seat upholstery was determined, as a rule, by the color of the door upholstery. Until 1977, the upholstery was combined - vinyl and fleecy or tapestry fabric, the sidewalls, backs and side parts of the seat cushions were sewn with vinyl. After 1977, the entire upper part of the seats became rag, only the sidewalls and backs remained kozhzamovye (the seats themselves did not change). Upholstery had a simple longitudinal firmware, corresponding to the then fashion. Practical upholstery made of vinyl was used for taxis and parts of station wagons, which allowed wet sanitization. There are custom interiors of velor, plush and similar materials made for regional committees and so on. Dealers often supplied export cars with imported seats that were beautiful and comfortable.

Door trim could have a different color. At the GAZ-24 of the first series, they were one of three colors — red, brown, light gray, the colors were universal, and they were put on cars of different colors almost indiscriminately — what was in stock. The same color was seat upholstery. With the transition to the second series (more precisely, at the end of 1976) other colors appeared - lime, marsh green, black, blue, beige; the gray and brown are gone. Up to 1977, the upholstery of the doors had vertical firmware, then there was an upholstery made of higher-quality leatherette with horizontal firmware and a characteristic “circle” around the window lifter handle. The sub-window door trim panels of all the classic “twenty-fours” are black, but in the first series they were covered with leatherette with a soft backing, and in the second they have plastic (polyurethane) linings (their very base was also metal).

The machine was equipped with a standard three-band radio receiver, which took long (DV), medium (SV) and ultrashort (VHF) waves. Some machines were equipped with a shortwave prefix (a narrow panel under the main radio track). Export cars were equipped with receivers with English designations on buttons (LLMUU), which allowed listening to the “European” FM-band (87.5-108 MHz) instead of the UHF band (65.9-74 MHz) used in the USSR.

In the seventies and, partly, eighties, the Volga GAZ-24 in mass quantities (on the order of thousands and tens of thousands per year) was supplied to dozens of countries, including industrialized ones, both in the form of finished cars and in the form of car kits for “screwdriver” assembly. The Volga with economical diesel engines of foreign production turned out to be the most preferred option for Europe (there were several variants of such a power unit). For countries with left-hand traffic (Indonesia, India and others), a special modification was produced with the right-hand steering. In addition to installing engines, foreign dealers often changed the exterior design of cars and trim, bringing them closer to the level of more expensive European cars.

The Volga GAZ-24 at one time was “late” to the sensational London-Sydney (1968) and London-Mexico City marathons (1970), and subsequently practically did not take part in such international competitions, but its wide distribution in state institutions and organizations made it a popular choice for competitions within the country.

In order to participate in competitions on the “Volga”, in the USSR it was necessary to be an employee of a taxi fleet, which to some extent ensured an influx of young people in them who had an interest in autosport and automotive engineering (in modern language, “tuning”). Volgari sportsmen have always been a kind of closed caste, among the other motoring sportsmen they enjoyed the reputation of being aggressive and reckless - a rare competition with their participation did not cause any serious damage to the bodies of sports cars. In part, this is due to the mediocre handling of the machine. Experienced athletes said that the driver is not fighting with rivals, but with the car.

The Volga engine, which was heavily deformed in its original configuration, in racing versions was easily reduced to 150-175 liters. with. from the same working volume, which in combination with the relief of the car and the completion of the chassis gave a good momentum. The main type of competition was ring races and autocross, and popular competitions among taxi drivers and car parks for driving regularity and driving skills were also popular with professional drivers. Most often, the use of the Volga as a sports car was explained only by the availability of decommissioned cars in enterprises.

The Volga GAZ-24 and 24-10 did not leave the race tracks of the post-Soviet space until the 2000th.

• The team of authors NIIAT. by ed. Lapshina, V.I. The Short Automobile Reference Book NIIAT. - 10th ed. - M .: Transport, 1983. - p. 34-35. - 220 s.
• Kudryavtsev, Yuri Vladimirovich. Passenger car Volga GAZ-24 and its modifications. - M .: Argo-Kniga, 1996. - ISBN ISBN 5-88957-013-7 .

• Volga (car)

• List of foreign and Russian films, where you can see the GAZ-24 .