GAZ Volga

GAZ-24 Volga
GAZ-24 Volga
Overview
Production	1968-1977 (first series); 1977-1985 (second series)
Assembly	Gorky (Nizhny Novgorod), RSFSR
Designer	Leonid Tsikolenko, Nikolay Kireev
Body and chassis
Body style	4-door saloon/sedan; 5-door estate/wagon
Powertrain
Engine	ZMZ-24 (later ZMZ-2401) 2.445 L I4; ZMZ-2424 5.53 L V8 (GAZ-24-24)

GAZ-21 Volga
GAZ-21 Volga
Overview
Production	1956-1958 (first series); 1958-1962 (second series) ; 1962-1970 (third series)
Assembly	Gorky (Nizhny Novgorod), RSFSR
Designer	Lev Yeremeev
Body and chassis
Body style	4-door saloon/sedan; 5-door estate/wagon (GAZ-22)
Related	GAZ-22, GAZ-23,
Powertrain
Engine	ZMZ-21A 2.445 L I4; Small series contained a 5.52 L V8

GAZ Volga
GAZ Volga
Overview
Manufacturer	GAZ
Production	1956–2010
Body and chassis
Class	Mid-size car
Layout	Front engine, rear-wheel drive
Chronology
Predecessor	GAZ-M20 Pobeda

Volga (Russian: Волга) is an automobile brand that originated in the Soviet Union to replace the venerated GAZ-M20 Pobeda in 1956. Modern in design, it became a symbol of higher status in the Soviet nomenklatura. Volga cars were also traditionally used as taxi cabs, road police interceptors, and ambulances (based on the estate versions).

Four generations of Volga cars have been produced, each undergoing several updates during the production run.

First Generation, the GAZ-M-21

Development

The first Volga model was originally developed as a replacement for the very successful GAZ-M20 Pobeda mid-size car which was produced since 1946. Despite its very progressive fastback design with Ponton body styling, the rapid evolution of postwar automotive design and powertrain meant that already in 1951 a brief was issued for its eventual replacement. In 1952 this matured into two projects: Zvezda ("Star"), an evolution of Pobeda's fastback contour with panoramic windows and large tailfins, and the Volga with its conventional styling, which was more realistically suited for the production realities of the 1950s.

By the spring of 1954 the Volga prototypes were being actively tested. The new car introduced a range of additions and advantages over the Pobeda. In addition to being bigger, it had single panoramic forward and rear windscreens, a larger four-cylinder overhead-valve engine, central lubrication system of the main chassis elements, hypoid rear axle and an automatic hydromechanical gearbox. The car's external design was made by Lev Yeremeev and though influenced by North American vehicles of the same period, the 1954 Ford Mainline in particular, the project was mostly independent, with an exception for the automatic transmission that was derived from the 3-speed Ford-O-Matic. After thorough testing of the car, which lasted for a further two years, a go-ahead was finally given by the state, and the first pre-production batch left GAZ on 10 October 1956.

Although there were many models and versions of the car, its production can nonetheless be split into three distinct generations and two derivatives. In total 639,478 Volgas were built from 1956 until 1970.

First generation — the Star

The first generation is easily identified by its characteristic chromed bar fascia with a central badge containing the five pointed star. Serial production began in 1957. These were used in a much publicised promotion drives across the whole Soviet Union, where they notched up to 30 thousand kilometres. Unlike the Pobeda, Volga's engines were now to be produced at a specialised motor factory in Zavolzhye. Despite haste construction, it would start engine production only in summer 1957, which meant that the first thousand or so vehicles were equipped with Pobeda's flathead engine modified to 60 hp engine. Other features of this transitional series included the Spur gear rear axle from the ZIM and the manual 3-speed gear box from the Pobeda.

It is still debated what actually influenced the fascia design for the first series. Urban legend attributes that this was caused by personal insistence by Georgy Zhukov, the then Minister of Defence (though other sources cite Nikolay Bulganin), who having reviewed the car prior to its final go-ahead into production, criticised that the new Soviet vehicle, with its original 10-slit shark-mouth radiator grille, failed at carrying the political ideology. The result was controversial, as the "new" design, hastily made by GAZ, made the car look less progressive and indigenous with regard to foreign models. The chromed bars, being a decorative element, required excessive manual labour to assemble, which was not feasible for a mass-produced vehicle. Moreover, they reduced the supporting strength of the front body panels. Finally, as the Soviet Union had great aspirations for the vehicle in generating good revenue, it became immediately apparent that the military connotation would scare potential western customers. At the Soviet pavilion Expo 58, which opened in April the featured example was the facelift prototype with the 16-slit shark-mouth grille. The popularity and genuine interest in the vehicle sealed the fate of the "Star", and in November the "Star" was retired from the conveyor. Given that Marshal Zhukov's forced retirement by Nikita Khruschev was only several weeks prior (late October), it remains debatable whether this was a mere coincidence. In any case, in popular culture, the car's alternative nickname as "Zhukovka" survives to this date.

Despite its short production span, and only 32 thousand vehicles being assembled, the "Star" carried yet another important milestone for the Soviet automotive industry — it would be the first vehicle to be equipped with an automatic transmission. Though a novelty at first, soon it became apparent that such complex mechanism required a standard of service that was not available in the USSR. Even more problematic became the sourcing of transmission fluid, as these cars were originally only allocated for private ownership. Faced with such difficulties, a temporary model with a manual was offered, which soon momentarily eclipsed the automatic, though it would remain in the production line-up until circa 1960 for domestic models (1965 for export) only approximately 700 such cars were produced, most being the 1958 models.

The first generation contained the following models. It should be noted that these are listed in Russian alphabetical order, but not chronological. The base version, that was to have an automatic gearbox and the 70 hp engine was simply designated GAZ-M-21, without any suffixes. A taxicab version was called GAZ-M-21A, and featured the manual gearbox, but the identical ZMZ-21 engine. The "transitional" series was GAZ-M-21B for the taxi with the 60 hp engine (this was produced until late 1958, as most of the taxi parks used the Pobeda, and a unified engine eased servicing). GAZ-M-21V was the next standard version (to prove the most mass-produced) with the 70 hp engine and the 70 hp engine. The early GAZ-M-21G was the "transitional" series for the 1956-1957 years, with the 60 hp engine and ZIM's differential. Export versions were called GAZ-M-21D and GAZ-M-21E, manual and automatic respectively. Their difference from the domestic Volgas was a better quality trim and an uprated 80 hp engine. This was achieved by increasing the compression ratio and was possible due to the higher quality of gasoline that was available abroad.

Second generation — the Shark

The new old 16-slit vertical grille for models from 1958 (which gave it the unofficial nickname Akula (Shark)) was by far not the only change. Most of the changes came in February 1959, and included new front fenders with raised wheel arches, reflector glasses in the tail lights, a flock trim on the dashboard (later replaced by leatherette), a new radio with a metallic mesh speaker, windscreen washer and lock actuator on the boot. The following year was to have a new rear design with more contemporary tailfins [1], but this was not implemented. Instead, the car body received several reinforcement supports and the novel, but ultimately troublesome central lubrication system was removed.

The actual model designation of the Sharks was such that the automatic-equipped vehicles would retain the GAZ-M-21 with no suffix designation and the GAZ-M-21E (though by this point these have all but disappeared from the line-up). Also unchanged was the taxicab GAZ-M-21A. The base model, from February 1959 was now called GAZ-M-21I. Its export 80 hp vehicle was now became the GAZ-M-21K. In addition to the engine, it now had a more extensive chrome trim elements on the exterior (including the mentioned grille) and improved upholstery inside. Russian customers could order the latter features, for an extra price, and such vehicles were called GAZ-M-21U.

In 1961, the Volga lost another characteristic icon, the removal of the deer mascot from the bonnet. A feature of both the "Star" and the "Shark", it became an iconic attribute of the 21st Volga, and Soviet automotive industry in general. Nonetheless, it was not only a common victim to hooligans, but also would divert splash stream right into the windscreen should the car pass a puddle at speed. Even more, it played a huge role in Pedestrian injury during accidental run-overs. Given its added cost, it was gradually phased out. In 1959 the taxi models gained a new droplet shaped object. In 1960 the deer was standard only on export cars and vehicles allocated for private ownership. In 1961, the deer could be found on the extra-trimmed GAZ-M-21Us. Simultaneously, two-tone colour schemes were also phased out from available options.

Third generation — the Baleen

In 1962 the car was visibly modernised for the final time. Once again the radiator grille was changed, this time in favour of a new 37 slit "Baleen" (Kitovy Us). The latter, would become a GAZ trademark that survives to date. The bonnet mascot was completely removed, along with its whole trail line. Generally the car was characterised by a more sleek profile with the fangs on the bumpers were removed, the front indicators were also altered. Inside the upholstery received new woollen seats and leatherette ceiling. The engine was now 75 hp due to new piston heads and a crankshaft, with no loss in economy, telescopic shock absorbers replaced the lever type ones. The mentioned optional chrome trim elements, which was limited to the window arches were now joined by front and rear details on the top of the fenders, "arrows" in front and "fintails" in rear. Models were as follows, GAZ-M-21L as the base sedan. GAZ-M-21M as the export derivative, whose uprated engine now produced 85 hp. Also in 1962 an export version destined for countries with left-hand traffic (thus with a driver on right side) was developed, called GAZ-M-21N. GAZ-M-21U retained its designation for the more expensive version with optional trim. Finally the GAZ-M-21T became the taxicab.

In 1965 the car underwent a final modernisation. Changes included strengthened spars at the steering fixture, replacement of ball bearings in the wheel hubs with rollers. A new floor design, which allowed warm air to reach the rear legroom and a more fuel-efficient carburettor. There was also a proposed fourth generation to go visibly with the improvements, with a horizontal radiator grille. However, this venture was rejected due to costs and the nature of planned economy which showed early signs of stagnation. The latter meant that such a change would require approval on ministerial level. Given that already work was undergoing on it successor, it was decided to continue production in this final form, right up to 15th of July 1970. In a much publicised event, on that day the final car left the assembly line, and followed by the first GAZ-24 without a pause in the conveyor.

The 1965 modernisation also removed the -M- prefix from the name. Originally a feature of GAZ's early days, when it carried the name of Vyacheslav Molotov. The plant was renamed following the downfall of his career in 1957. However, the designation "M" was retained for current models. In the final line-up, the export model to countries with left-hand traffic became the GAZ-21P, the base model was now called GAZ-21R, export was the GAZ-21S, taxi became the GAZ-21TS, the version with optional chrome trim was now called GAZ-21US.

Approximately 470 thousand third-generation GAZ-21s and were built, making it the most numerous of the three.

GAZ-22 — the Shed

The estate / station wagon version was included in the original design brief, but it was only in 1962 that GAZ began a limited production of the car, which for its extra size was quickly dubbed saray (the Shed). Mechanically, and up front the car was identical to the the third-generation of the sedan. The only difference was a strengthened leaf-spring rear suspension and the rear section. It is interesting to note, that whilst the longer roof panel was serially stamped, the side panels were hand made, by taking the sedan's, cutting off the rear section and welding on additional elements. The rear section was made of two doors, an upper window and a lower "picnic table". Other differences were the slightly bigger tyres, 7.10—15" instead of the 6.70—15" of the sedan. The car could carry 176 kg of cargo and five people, or 400 kg of cargo, and two people, with the rear seat folded.

It is interesting to note, that only a those shipped abroad for export, were sold to private customers. All domestic estates, with a rare exception (like the case of Yuri Nikulin, who requested such a car for carrying his circus inventory), were never available for private ownership. The rationale was that, giving such a car to the population will make it popular among the dealers of the limited grey market economy that was allowed by the Soviet state.

Despite this, the "Shed" was a common sight on the Soviet streets, they were readily used as taxis, ambulances, even in airports as escort vehicles with large "FOLLOW ME" signs painted on the rear window, as well as in official consumer duties. Thus, despite the spartan trim (only exported versions had the chrome details), much fewer GAZ-22s survive to date, making them a key target for collectors and restorers alike.

Models included GAZ-M-22 as the base (though no automatic transmission was ever used on the "sheds"), GAZ-M-22B as the ambulance, GAZ-M-22G as the export version with chrome trim, but a 75 hp engine, and GAZ-M-22K as an analogous version with the 85 hp engine. Export ambulances were thus GAZ-M-22BG and GAZ-M-22BK. In 1965 the car received a modernisation identical to the sedan. In the new lineup GAZ-22V became the base model, GAZ-22D - the ambulance. Export Sheds were now GAZ-22E and GAZ-22M for the 75 and 85 hp engines, whilst ambulances were GAZ-22EB and GAZ-22MB respectively.

V8 - the Chaser

In 1962 a very rare GAZ-M-23 model was introduced. Powered by the 5.53 litre V8 from the Chaika limousine, this car was developed for the KGB's 9th Directorate as an escort vehicle for motorcades, hence the unofficial nickname Dogonyalka (the "Chaser"). To accommodate the additional weight of the big engine, the body and suspension required excessive reinforcing. Moreover, to handle the immense torque (three times more than a standard ZMZ-21A engine), not only was the automatic transmission employed, but a ballast steel plate was carried in the boot for traction to remain. Though never classified from public knowledge, nonetheless their existence was not widely circulated. For example official driver's and service manuals published by GAZ mentioning all the Volgas, including specialised ambulances, simply ignored the GAZ-23. Hand-assembly was performed at the small-volume production unit within GAZ, alongside the Chaika limousines and other specialised vehicles. A total of 603 Chasers were made.

Second Generation, the GAZ-24, GAZ-3102 and GAZ-3110

Development of the replacement for GAZ-21 began as early as 1961. At the time, the Soviet Union still looked on the North American automobile industry. However, it could neither afford the "bourgeois" fashion of altering its car for every model year, nor were its centralised mass-production factories capable of doing so. Thus, the average time on the conveyor for a Soviet car was 7-10 years. Nonetheless, with Alexey Kosygin's largely unsuccessful economic reform, the USSR entered the Era of Stagnation. For its car industry, the planned economy would mean putting quantity above quality and innovation. For the second-generation Volga, this would mean that the car, developed in 1960s would only be retired in 2009, despite numerous modernisations and attempts to replace it.

First Generation - the GAZ-24 (1968-1985)

However, none of this was yet evident, though early sketches still showed the contoured body of the early 1960s fashion, by 1965, the design has matured into the more angular and rigid profile. Unlike the 21st Volga, the 24th was to introduce the economy of scale measure, popular among most international contemporary automotive producers, where the same body would house different powertrains, mechanics and trim, and hence could me marketed as two separate cars. GAZ hoped to employ this on the new Volga, where the base model would carry the modernised four-cylinder engine, whilst the new top-level would contain a six-cylinder unit with an automatic transmission. Unfortunately, for economic reasons the latter was removed from the production brief, despite successful performance of its prototypes in 1967. The first batch of 24 vehicles were assembled in 1968, 215 more followed in 1969 and the main conveyor in Gorky was launched in 1970.

Chronologically the car can be split into three major generations, the original GAZ-24 was produced from 1968 until 1985. The second generation includes a hand-assembled exclusive GAZ-3102 (1982-2009) and its cross-breeds with the GAZ-24, the GAZ-24-10 (1985-1992) and GAZ-31029 (1992-1997). The third and final generation includes the GAZ-3110 (1997-2005) and GAZ-31105 (2005-2009). These models are explained in their respective sections below, whilst the remaining of this section looks at the original GAZ-24.

Upon its introduction, the car introduced a number of changes from its predecessor. Like the latter, its exterior, though inspired by several foreign models, like the 1970 Plymouth Valiant, the Mercedes-Benz W114, the Volvo 140 to name a few, it was largely an indigenous product. Despite its more bigger appearance, in fact the GAZ-24 was 75 mm shorter in length and 120 mm in height, at the same time, its wheelbase was 10 mm longer. Due to its lower body waist line, the window area was greatly increased as was the interior space.

Internally the car was powered by a new ZMZ-24D engine, a major upgrade over its predecessor. Though retaining the OHV configuration, it now ran on 92 RON gasoline, in a double-barrelled carburettor, with a higher compression ratio gave out 95 h.p. at 4500 rpm and an even more impressive 186.3 Nm of torque at 2200 - 2400 RPM. Transmission was now a four-speed fully synchronised gearbox, with a floor-mounted lever. Braking was also upgraded, with a hydraulic-vacuum assist unit (a licence built Girling PowerStop), as well as an independent parking brake (rather than transmission-based on the GAZ-21). At the same time, certain archaic features were retained for their reliability, like the kingpin front suspension and the re-circulating ball steering. (Power steering was to be an option on the six-cylinder engine, but as explained above, this, as well as automatic transmission, were removed from the design before production.)

The car was produced in several modifications, however these were now indicated by numbers rather than letters. The base sedan version was the GAZ-24. GAZ-24-01 was the taxi, which included an artificial leather interior and a slightly de-forced engine to run on 80 RON petrol. GAZ-24-02 was the estate. Though introduced slightly later (1972), unlike the GAZ-22, it was serially built in parallel with the rest of the cars. Its cargo section featured a third folding row of seats in the rear. The second row, had two independent seats, that could be folded independently of each other. The fifth door was now a single unit that opened up. GAZ-24-03 was an 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, that ran on natural gas. The GAZ-24-24 was the successor to the GAZ-23 "Chaser", with an identical V8 and automatic gearbox. This car however had even less features to differentiate it from standard vehicle. 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 Peugeot diesels and local trims. Five experimental vehicles were built on the chassis of GAZ-69 4x4, called GAZ-24-95, one was known to be personally used by Leonid Brezhnev

Though the vehicle never underwent a generational transformation on the scale the GAZ-21 did (if one does not count its derivative successors), nonetheless the car was modernised during production. In the early pro years changes 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 (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 added on the rear pillar, that turned on upon opening of the rear doors.

In the original design brief the GAZ-24 was to be retired by 1978, however, by the early 1970s, work on the successor was to be a deep modernisation. Even so, the stagnation effects meant that the planned replacement project (see GAZ-3102 below) was not given its timely go-ahead. Hence, in 1977 GAZ was only able to carry out a small modernisation to the whole range. Visually, these Volga's can be identified by the "fangs" on front and rear bumpers, front fog lights, 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 1985, the estate until 1987. Including the GAZ-24-10 (see below) almost one and a half million such Volgas were produced.

Volkspolizei GAZ-24 sedan
GAZ-24 estate
1974 rear view
1974 side view

Second Generation - the GAZ-3102 and derivatives=

GAZ-3102 (1982-2009)

GAZ-3102 Volga
File:GAZ 3102 osen.jpg
Overview
Production	1982–2010
Assembly	Gorky (Nizhny Novgorod), Russia
Body and chassis
Body style	4-door saloon/sedan
Powertrain
Engine	ZMZ-4022.10 I4 ZMZ-402.10 2.445 L I4 ZMZ-4062.10 2.3 L I4 ZMZ-4021.10 I4 ZMZ-505 5.53 L V8 (GAZ-31013, produced up to 1996)

When launching the 24th Volga, GAZ envisioned a production run of a decade, the average for the USSR at the time. Design work on GAZ-24's replacement began as soon the latter entered into production. GAZ's design brief was cautious of the other projects in Soviet passenger car industry, in particular the coming about of the VAZ plant and a much more bigger, mid-size Moskvitch (project 3-5), to replace the 408 and 412 series. The latter would take over the taxi role, traditionally used by the Volga and her predecessors, Pobeda and Emka. This would leave GAZ's new vehicle as an exclusive personal luxury car for the mid-range Soviet nomenklatura, though limited private ownership was to be allowed. With this in mind, the vehicle was to grow in size, have the V6 engine - automatic gearbox powertrain as standard, and many other features of the contemporary foreign cars of the 1970s.

However, by the middle of the decade the Stagnation era-effects has all but paralyzed innovation in Soviet industry's planned economy layout. Moreover, the Minister of Automobile Industry, Viktor Polyakov, had open favouritism for the VAZ giant, and thus neither AZLK's 3-5 project, nor GAZ's ambitious third-generation Volga replacement would see their respective conveyors, the latter would not even make it to the prototype stage. Circa 1975 GAZ was thus forced to choose a more economical solution, by building a new generation vehicle using the GAZ-24's body. This way the most costly replacement of production's stamping could be avoided.

In 1976, the first prototypes were shown, under the new automobile numbering system, the car was christened as the GAZ-3101. Visually the vehicle included a completely new fascia, reminiscent of the more muscular fashion of North America, but at the same time, with a more conservative/classic look (the inspiration of Mercedes-Benz W123's styling can be clearly seen in the new rear panels). The doors carried a characteristic sunken door handles, and the front windows were void of wing glasses. Inside the vehicle had a completely new interior, with separate driver's and passenger's seats that included headrests, a new dashboard with more modern instrument clusters and control features, rear window heater, etc. Mechanically the vehicle featured a vacuum assist two-contour braking system, with front disk brakes, radial tyres and "aerodynamical" hub caps. The prototypes were powered by the 2990 cc GAZ-24-14 V6 with a cast iron cylinder blocks developed for the GAZ-24, and an identical in size GAZ-24-18, with an aluminium block. Both engines produced 136 hp. The shown GAZ-3101 prototypes also featured automatic transmission, power steering and air conditioning. Like its predecessors, the prototypes took part in much publicised tours of the USSR, and GAZ was ready to begin its pre-conveyor batches in 1978. That order never came.

For the next four years GAZ was left with a car approved for production, but without the necessary go-ahead from Moscow. Though the real issue was investments costs, as Polyakov was keen to see the VAZ giant producing newer cars and secured a hefty sum for Porsche to assist in development the new front-wheel drive Lada Samara family. Other reasons included the inability for client producers, namely the Zavolzhye engine plant to begin production of the V6 unit. Autoexport was also cautious of such engine, as fuel economy became a major issue following the 1973 Oil Crises in Europe, export to which was source of much needed foreign currency. As a result, in 1979 GAZ began an ambitious upgrade project on the ZMZ-24D. The result was a ZMZ-4022 engine with a stratified charge or in original terms - "fore-chambered - torch ignition". GAZ experimented with such features in the early 1950-s, but now it had an opportunity to introduce this novelty on the "new" car. Whilst keeping the basic mechanics of the ZMZ-24D (4 cylinder, OHV configuration, even displacement was unchanged), it had four additional inlet valves that charged the combustion fore-chambers. Feeding this was a three barrelled carburettor, with the third barrel draft directed into the four fore-chambers. The spark plugs were located inside these chambers, and lean fuel-air mixture in main cylinders was ignited by jets (the "torches") of heated gases from the fore-chambers. Compared to the ZMZ-24D, power rose by 10 hp to 105. Though the car was 50 kg heavier in weight, it could now do 0-100 km/h acceleration in 16.2 seconds (compared to the 22 on the GAZ-24) and the top speed also rose from 145 to 152 km/h. Though not exactly impressive dynamics by the turn of the decade, its fuel economy figures were: from 10.5 litres per 100 km on the GAZ-24 to 8.5.

With the new engine, and in simplified trim, the new car was re-christened as GAZ-3102. Still hoping to introduce the V6 powerplant at a later date the GAZ-3101 designation was retained for it (and will used for the V8 "Chaser" models). Power steering and automatic gearbox would also be left out from the options. The "new" Volga was re-submitted to Moscow for the go-ahead to production in early 1980 and was showcased at the Moscow Olympics to the wider public. Despite the general interest in the car, it would take a completely different route for the production order to finally come.

Back in late 1976 GAZ launched its third-generation limousine, the GAZ-14 Chaika. Unlike the 3101, GAZ was able to secure the necessary go-ahead and funding for this very limited vehicle. It also kept its original upscaling design philosophy. Thus, compared to its predecessor, the GAZ-13 Chaika, the 14 turned out to be much bigger, and hence much more prestigious. Though the country's economy was stagnating at an alarming rate, its ageing ruling class (the nomenklatura) was increasing as were its appetites, and in the semi-official hierarchy, not everyone was entitled to upgrade to the new Chaika. As a result, hand-assembly of the old GAZ-13 Chaika, a car developed largely from the 1956 Packard Patrician and built since 1959 was continued alongside the new Chaika, despite its obvious archaism for the time.

It would take a tragic incident to break this paradox situation. That car accident took place on 4th of October 1980, where the First secretary of the Byelorussian Communist Party, Pyotr Masherov was killed. It remains controversial if this was an "accident" given his political ambitions, but he died in a GAZ-13 Chaika (though his status not only allowed him the GAZ-14, but even the exclusive ZIL-4104 limousine). In the aftermath, GAZ had to endure criticism that it was producing an archaic vehicle, and in 1981, the last 13th Chaika departed Gorky. This in turn left the Soviet third-ranking nomenklatura without a status car. It was here that the GAZ-3102 finally found its role, never to be sold to the public or be available to it as an ambulance or taxi. An estate version, though developed, never existed.

In April 1982 hand-assembly of this car began at the specialised unit on the factory that built the Chaikas, with an annual production of about 3000 cars. Despite its status and assembly quality, by the mid-1980s it was clearly an out-of-date automobile compared to its western counterparts (Mercedes-Benz W124, Volvo 760, Renault 25, Nissan Cedric etc.). It was planned that both the GAZ-3102 and GAZ-24 be retired by the end of the decade. With ascendency of Mikhail Gorbachev, the start of perestroika and the appointment of Nikolay Pugin, the former administrator of GAZ, headway was made into development of their replacement by the 3103/3104/3105 family (see GAZ-3105 below). As a temporary measure, GAZ was able to use most of the mechanical upgrades of the 3102 and retrofit them to the GAZ-24 (see GAZ-24-10) in 1986.

However the collapse of the Soviet Union, and Russia's difficult entry into the market economy froze these ambitions. In 1992, the stampings of the GAZ-24 would completely deteriorate, and using the 3102s press forms, the GAZ-31029 would result on the conveyor (effectively the anticipated end-result, more than a decade late). At the same time, hand assembly of the GAZ-3102 has all but ceased (the mid-level officials now had access to foreign cars, with whom the GAZ-3102 could no longer rival). No longer tied to the state, in 1993 GAZ made the 3102 available to the public. Again this was a temporary measure, as the small-volume unit anticipated a new car (in face of GAZ-3105 and GAZ-3111, see below), but "temporary" lacking one would leave a sizable workforce unemployed. Without a stablemate (the GAZ-14 Chaika was forcibly retired in 1988, again see GAZ-3105 section) GAZ now had the resources to increase volumes to ten thousand per annum (which it reached in 1996).

Adoption for its greater volume assembly would require several simplifications to be performed. The novel, but ultimately troublesome in maintenance stratified charge igntion was removed, replaced by a standard ZMZ-402 engine. Another change was the location of the fuel tank and spare wheel. The original GAZ-24 had its tank under the boot, and the wheel fixed inside it, occupying a notable cargo volume. For the GAZ-3102, the fuel tank was moved behind the rear seat, and the spare took its place. Not only did this increase safety, but also ease of access at the petrol station (the hatch was located just below and slightly behind the C-pillar). For economical reasons, the GAZ-31029 retained the original configuration and in unifying the stamping forms, the 3102 had to retrofitted with the older layout.

Despite a higher price, the GAZ-3102 enjoyed relatively good sales, and remained in demand. Compared to the GAZ-31029, it had a very high reputation for build quality. When the latter was to be retired, and replaced with the GAZ-3110, the 3102 was not upgraded externally, as its more classic look has become iconic. It did receive all of the interior and mechanical upgrades of the GAZ-3110, including 5-speed gearbox, fuel-injected ZMZ-406 engine, ventilated Lucas breaks, a single rear axle, power steering a new dashboard and trim. In fact, all these features would be first tested on the GAZ-3102, before retrofitted to the mass-produced Volga.

This final arrangement would enter into a pattern, that would hold until 2009. Any novelty would first be introduced in the 3102, and then retrofitted to the 3110 (and 31105 after 2005). Changes would include body-coloured door handles, electronically regulated door mirrors with indicator lights and twin-torsion beam rear suspension, removal of the archaic front suspension with kingpins, and new engines such as the ZMZ-405 or licence built Chrysler DOHC and Steyr Diesel. In early 2009, after nearly 26 and a half years in assembly, the GAZ-3102 would be finally retired. Almost 155,850 car were built over the period, including 27 thousand original Volgas with the ZMZ-4022 engines.

Like the GAZ-23 and the GAZ-24-24, a specialised V8 "Chaser" was also created. These retained the original GAZ-3101 designation. The GAZ-31011 carried the powerplant of the original Chaika, the ZMZ-13, with 195 hp. The GAZ-31013, on the other hand, had the more powerful ZMZ-14 V8 from the newer Chaika with its twin carburettors producing 220 hp. No more than 300 such cars were produced for the 9th Directorate, and later the Federal Protection Service until 1996.

GAZ-24-10 (1986-1992)

GAZ-24-10 Volga

Overview
Production	1986-1992 (estate, from 1987)
Assembly	Gorky (Nizhny Novgorod), RSFSR
Body and chassis
Body style	4-door saloon/sedan 5-door estate/wagon (GAZ-24-12)
Powertrain
Engine	ZMZ-402.10 (later ZMZ-4021.10) 2.445 L I4 ZMZ-505 5.53 L V8 (GAZ-24-34)

In 1982 GAZ introduced the third generation of the Volga the GAZ-3102. However this car was limited to the public and production of the old series continued, lacking a suitable replacement GAZ undertook a deep upgrade of the -24, utilising many of the -3102 features. This resulted in an entirely new car, which was produced right up to the early 1990s.

Externally the changes affected the new model losing nearly all of its chromed detail via a new plastic grill, new "sunken" door handles. The front door windows no longer had corner leafs, whilst new plastic wing mirrors were now featured on both driver and passenger sides. Inside the old ZMZ-24 was replaced with a derived ZMZ-402 engine, which introduced a new carburator and cooling mechanism allowing a 98 hp output (from 85 hp on the -24). The 24-10 received a new suspension which allowed for larger wheels, with a new rim as standard and also had a new set of vacuum amplified brakes. Some of the cars were fitted with disk brakes from the -3102. Inside the car received a completely new interior, based on the foreign models of the 1980s, including dashboard controls and headrests on seats. Like the base -24 the car had several modifications including an estate GAZ-24-12 introduced in 1987, and a low-production V8 powered GAZ-24-34.

The most significant impact of the car was that unlike the -3102 which was sold primarily for state institutions and corporations, the GAZ-24-10 was exactly opposite, which meant that many private owners wishing for a mid-size car could now acquire one with relative ease. However on the whole, even at its introduction the car was very out of date compared with its western rivals and production ceased in 1992. According to GAZ 1,481,561 cars of the -24 series were produced from 1970 until 1992 making it the highest in history of the plant.

GAZ-31029 (1992-1997)

GAZ-31029 Volga

Overview
Production	1992–1997
Assembly	Nizhny Novgorod, Russia
Body and chassis
Body style	4-door saloon/sedan 5-door estate/wagon (GAZ-31022)
Powertrain
Engine	ZMZ-402.10 2.445 L I4 ZMZ-4062.10 2.3 L I4 ZMZ-4021.10 I4

By the start of the 1990s, GAZ was in a crises state, with the exception of the -3102, its models were more than a decade old and funds that it hoped to acquire for its future developments such as the -3105 never arrived. GAZ-31029 became a cross-breed of the GAZ-3102 and GAZ-24-10, production of which ceased in 1992. The new model had a more aerodynamic front bodywork. The model was also the first in the series to introduce injector engine ZMZ-4062.10 with four valves per cylinder, although carburetor engines were also available. Also unlike the 3102, the 31029 featured a station wagon. The latter, unlike the sedan, still retained most of the rear styling of the -24 series.

Initially the car enjoyed popularity, given the archaic age of the GAZ-24-10 it replaced, but the economic hardships of the 1990s meant that soon its reputation would be broken by the poor quality of assembly and corrosion problems, and the older 3102, still produced on the special conveyor was soon given preference after it was made available to the public following the collapse of the Soviet Union. Despite this and its short production run, GAZ set a record of more than 115 thousand per annum with the 31029.

This car was shown in the James Bond movie Goldeneye, when General Ourumov was using it to escape from Bond's T-55 tank.

GAZ-3110

GAZ-3110 Volga

Overview
Production	sedan 1996-2004 estate 1997-2010
Assembly	Nizhny Novgorod, Russia
Body and chassis
Body style	4-door saloon/sedan 5-door estate/wagon (GAZ-310221)
Powertrain
Engine	ZMZ-402.10 2.445 L I4 ZMZ-4021.10 I4 ZMZ-4062.10 2.3 L I4 ZMZ-560 ZMZ-5601

GAZ never intended the 31029 to be a permanent model, but with no replacement available, the company opted to continuously modernise the existing vehicle. In 1996, the GAZ-3110 arrived, in the new model, GAZ tried to upgrade the car to a new standard inline with the 1990s trends. Externally all except the door panels were re-styled and replaced. The car received new front and rear designs which saw the return of chrome finishes. Power-assisted steering became standard, along with new 15-inch wheels and Lucas brakes.

A major new feature of the 3110 was that in addition to the standard engine selection of the 31029, was the introduction of two diesel engines ZMZ-560 and ZMZ-561. Moreover beginning in 2001, following the upgrade at GAZ factory itself, the -3110 now received modern acrylic paintwork, which drastically reduced the corrosion problems that plagued the Volgas.

In 2003 the -3110 received ball-joint front suspension, also Steyr turbo diesel engines became available. The estate version of the 3110, the Volga 310221, along with the 310223 ambulance, remains in production as of 2008 along with the GAZ-3102 on its separate conveyor line.

GAZ-3111

GAZ-3111 Volga

Overview
Production	sedan 2000-2002, 2004
Assembly	Nizhny Novgorod, Russia
Body and chassis
Body style	4-door saloon/sedan
Powertrain
Engine	ZMZ-4062.10 2.3 L I4 ZMZ-4052.10 2.5 L I4 Toyota 5VZ-FE V6 GAZ-560 Diesel

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. As stated above, the -3102 itself was envisioned as interim project that would fill the void created by the exclusiveness of the -14 Chaika. The new car would leave ZiL to handle the upper class. 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.

During the early 1990s GAZ managed to survive the crises by having the Volga do a generation jump from the GAZ-24-10 to the GAZ-3110 in 1997. Simultaneously it never abandoned its quest to develop its eventual replacement, and continued designing a new car, which would feature ABS, power steering, climate control, automatic gearbox and most of all V6 and even V8 engines as standard, along with leather interiors. The external design was completely new and featured many GAZ-21 influenced retro styling cues developed in collaboration with a US-based company.

However problems began mounting in production costs, as some details had to be borrowed from the older models, at least initially such as the Chaika's axle. The pre-production models lacked the automatic gearbox, and the engine was the same ZMZ-4062.10 that went into GAZ-3110. First shown in 1998, production was scheduled to begin in 2000 with 53 cars delivered. GAZ thought of the -3111 as a replacement for the -3102 and envisioned a rate of 25 thousand per annum. But only 342 were delivered in 2001, and 20 in 2002, with further nine of 2004 before all production ceased.

GAZ-3111 was a failure in terms of marketing and demand. Its high base price and poor reputation that the Volga brand carried in the 1990s meant that those who could afford it, would opt for a foreign car such as the Mercedes E-class or the BMW 5 series with whom GAZ-3111 thought to compete.

GAZ-31105

GAZ-31105 Volga

Overview
Production	2004–2010
Assembly	Nizhny Novgorod, Russia
Body and chassis
Body style	4-door saloon/sedan
Powertrain
Engine	ZMZ-4021 2.3 L I4 ZMZ-4062.10 2.3 L I4 ZMZ-40525 2.464 L I4 Chrysler DOHC EDZ 2.4 L I4 GAZ-560 Diesel

Faced with the failure to enter the foreign-dominated Executive car market with the GAZ-3111, GAZ learning from its mistakes, opted to continue with modernising its Volga series. Introduced in 2004, the GAZ-31105 replaced the -3110. Many features of the -3111 such as the front headlights and grille were incorporated into the new Volga. Inside most of the car's transmission and suspension received necessary upgrades, as did the interior. In 2006 the standard engine selection was added with a Chrysler DOHC 2.4 litre engine.

In 2005 GAZ introduced a long-wheelbase 311055 luxury model, with a new interior that included wooden trim. The latter feature became standard on models produced from 2007 onwards when GAZ gave the car a minor facelift. Among the changes were completely new taillights and a conversion to Euro III standard with the introduction of its new 2.4 litre 123 hp ZMZ-40525 engine, complementing the Chrysler engine, with which the archaic ZMZ-4021 and 4062.10 were phased out. The 31105 was available only as a saloon, with the estate continuing with the old 3110 styling.

Following the introduction of the Volga Siber in 2008 GAZ hoped to fully finish production on both the -3102 and the -31105 by 2010. The base design of both cars still traced its roots to the GAZ-24, thus ending a successful production run of 40 years.

The end of Volgas?

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.

GAZ Volga Siber

GAZ Volga Siber

Overview
Production	2008–2011
Assembly	GAZ Nizhny Novgorod, Russia (Final assembly) Complejo Industrial Ramos Arizpe, Saltillo, Mexico (Engines and electronics)
Designer	UltraMotive
Body and chassis
Body style	4-door saloon/sedan
Related	Chrysler Sebring, Dodge Stratus
Powertrain
Engine	2.0 L, 2.4 L Chrysler Neon I4

When GAZ acquired the Chrysler Sebring license, it decided to further modify the car, and the Volga Siber was the result.

Current status

The current four-model Volga range, based on the 1967 GAZ M24, consists of the top-range 3102 (since 1982), the 310221 Universal estate (since 1997), the most modern, yet lowest-priced 31105 (since 2004), and the long wheelbase 311055 (since 2005). The Volga Siber is the newest to join the group.

The convertible model has also been seen again in very limited production, mostly aimed at official procession cars; the roof is replaced with a soft top and the rear doors deleted; front doors are the same size as on the four-door model.

Production

Volga production peaked at well over 100,000 units per year during the early-to-mid 1990s, then fell sharply due to Russia's worsening economic crises^{[citation needed]}, reaching just 56,000 cars in 2000. With a gradually reviving export network, the Volga has made progress on the road to recovery, with nearly 70,000 cars produced in 2004.

External links