The other day, the Lutsk Automobile Plant “Bogdan” (LuAZ), which today is officially called the Subsidiary Enterprise “Auto Assembly Plant No. 1” of PJSC “Automobile Company “Bogdan Motors”, celebrated its 60th anniversary.
The history of this enterprise has seen both ups and downs. During this time, he had to change his activity profile four times. But it was in Lutsk that the first front-wheel drive car in the USSR was produced, 15 years earlier than AvtoVAZ. And LuAZ has plenty of such achievements. But the main thing is that the plant continues to produce equipment today and develop new models and markets. What were those 60 years like?
Start
Like the entire automotive industry of Ukraine, the Lutsk Automobile Plant takes its origins from the production and repair of agricultural machinery. In its place were workshops for repairing agricultural equipment.
The resolution of the Council of Ministers of the Ukrainian SSR on February 2, 1949 “On the reorganization of inter-district capital repair workshops...” became a turning point. In this document, the construction of a new plant was planned. In 1951, the first buildings began to be erected in Lutsk, and already on August 25, 1955, by order of the Ministry of Agriculture of the Ukrainian SSR, the Lutsk repair plant was put into operation. The first products were already produced here in September, which is why September is considered to be the start date of the plant’s history.
At first, the enterprise, with a staff of only 238 people, produces spare parts for GAZ-51, GAZ-63, used in agriculture, carries out their overhaul, and produces products for the needs of the Ministry of Agriculture.
On September 3, 1959, the plant became a machine-building plant. Its specialization is also changing. Now in Lutsk they produce bodies for the GAZ-51, auto shops, trailers, refrigerated trucks and products special purpose, and body parts. With a gradual increase in area, the manufacturing program. The production of automobile repair shops and small-tonnage refrigerators begins.
But 10 years after its founding, the history of LuAZ is again changing dramatically. LuAZ owes its birth as an automobile manufacturing plant to the Korean War, the Irbit Motorcycle Plant (Ural motorcycles) and the Zaporozhye Kommunar Plant (ZAZ). The landmark model for LuAZ was the front edge conveyor (TPK or LuAZ-967).
After the Korean War, where equipment from the USSR took part, it became clear that the GAZ-69 SUV was too large and vulnerable for combat. At the forefront we need a completely different car, like the DKW Munga. Then NAMI creates several prototypes. At the beginning, with a motorcycle engine, they wanted to produce it at the Irbit Motor Plant, but such a machine turned out to be too “crude.” Then they plan to produce another prototype in Zaporozhye, but due to a lack of production capacity at the young Kommunar automobile plant, they are looking for another production site. It was a high point for the Lutsk plant. In addition, ZAZ is developing civilian version ZAZ-969 and even produced the first experimental batch there, and then transferred all the documentation to Lutsk. So, the car plant has two models at once.
TPK - it was purely army vehicle, in fact, is a motorized cart that can be parachuted; in addition to the driver, it can carry a couple of stretchers or six seated wounded, does not exceed half a meter in height and has all-wheel drive and a winch.
In addition, the TPK is an amphibian that moves through water by rotating its wheels. Its tasks in the army were different: removing the wounded from the front line, transporting ammunition, and towing light guns. The driver could operate the TPK while lying on the seat or even crawling, moving next to the car and barely holding onto the steering wheel. TPK or Luaz-967 – unique car. It probably has no analogues, except for the Steyr-Puch Haflinger. And it was with the TPK that the success of the Lutsk Automobile Plant began. The transporter entered service with the USSR Army in 1969, was used in the Airborne Forces and motorized rifle units, and was also supplied to the Warsaw Pact countries. It lasted on the assembly line until 1989 and would be relevant even today. After all, the Ukrainian army simply does not have frontline transporters right now.
But besides the army transporter, the country needed a simple, unpretentious and very passable SUV, and also as cheap as possible. It is created in record time. In 1965, when the first small cars began to be produced in Zaporozhye, two bureaus were created in Lutsk under the chief designer’s department to develop technical documentation for the ZAZ-969 car with all-wheel drive. In December 1966, the first 50 were assembled at the plant small cars ZAZ-969V. In design, it was as close as possible to the TPK, but had a more civilian body with a canvas top. Despite the outward unpretentiousness, it was revolutionary car, ahead of its time in two ways.
The first Soviet “front-wheel drive” or the era of “Volynyanka”
December 11, 1966 by order of the Minister automotive industry USSR Lutsk machine-building plant renamed to automobile and officially becomes LuAZ. In 1971, LuAZ was determined to specialize in the production of cross-country passenger cars for the needs of agriculture and special-purpose vehicles. But LuAZ has been mass-producing cars since 1967. And what kind too! It was in Lutsk that they were the first in the USSR to produce front-wheel drive cars.
Photo from their archive “Bogdan” Yes, this fact was not widely advertised, but it is true. Before the VAZ-2108, ZAZ-1102 and Moskvich-2141 appeared on the assembly line, there was still more than a decade and a half. And it turned out this way, one might say, by accident. The fact is that the civilian LuAZ had a plug-in rear axle. By the start of serial production, the Melitopol Motor Plant did not have time to provide the new model with a gearbox rear axle, and therefore the LuAZ-969V series went with front-wheel drive, and the letter “B” (temporary) appeared in the model designation to distinguish the front-wheel drive modification from the all-wheel drive. Before the beginning of the 1970s, more than 7,000 of these front-wheel drive LuAZs were produced. Then the problems with the components were resolved, the car acquired all-wheel drive and its original index, LuAZ-969. But even in this version it was possible to disable the rear axle and the car became front-wheel drive.
The need for inexpensive off-road vehicles was so great that in 1976 the company began reconstruction to produce 50 thousand vehicles per year. At that time, LuAZ cost 5,100 rubles and was the only SUV that was freely sold to the public. Neither GAZ-69 nor UAZ-469 were sold to civilians.
In 1979, a new model LuAZ-969M appeared on the assembly line, with a more modern design and a new dashboard. In addition, the modernization of the plant has already been completed and on September 24, 1982, the 100,000th car rolled off the assembly line in Lutsk.
It should be noted that the LuAZ-969 was not only ahead of its time, but also actually became the first mass-produced compact B-class civilian SUV in the world. The Suzuki Samurai was still more than 20 years away. Meticulous historians will probably be able to cite analogues of LuAZ, the same Italian Samas Yeti-903 or the Austrian Steyr-Puch Haflinger, but they were produced in small quantities. And in Lutsk there was mass production. Now almost every manufacturer strives to have a B-class crossover in its range, and LuAZ had such a car already in the 60s.
True, it is necessary to clarify here that at that time the fashion for small SUVs had not even arisen in the world. And at first, they didn’t even think about exporting LuAZ. In April 1983, the first cars were finally shipped abroad through the all-Union company AutoExport. The debut turned out to be more than successful. Importers tried the inexpensive and unpretentious LuAZ-969M and began to promote it not only for farmers, but as a youth, beach SUV, and adventure vehicle. The car went abroad under the name Luaz Volyn and received the nickname “Litlle UAZ”
For a youth SUV, LuAZ did not have enough power from a 40-horsepower engine, and local importers were the first to experiment with replacing the air-cooled MeMZ engine with foreign ones. For example, the Italian dealer Martorelli (which also imported UAZs) offered LuAZs with Ford engines volume 1.1 liters. Already in the 90s in Italy, even Lambordhini diesel engines began to be installed on LuAZs (not to be confused with supercars, these were engines from small tractors).
In the vast expanses of the USSR, the LuAZ-969M is gaining particular popularity in rural areas, among hunters and fishermen, due to its unique cross-country ability. What names have not been given to this SUV: “Volyn”, “Bolynka”, “Volynets”, “Volynyanka”, “Lunokhod”, “Luntik”. He could drive where UAZs and Nivas passed, and sometimes he could give the UrALs a head start. But the LuAZ-969M had a significant drawback - it was an air-cooled engine that overheated during long-term off-road driving and a very capricious “stove”. And when a Tavria MeMZ-245 engine with a power of 53 hp appeared under the hood. with liquid cooling, the popularity of Volynyanka has increased again. This modification was designated LUAZ-1302 and was produced until 2001.
Hope for LuAZ-1301
Back in the 80s, LuAZ was working on the next generation of the car. It is assigned the index 1301, and the modification of the former LuAZ-969 with a “Tavria” engine went into production earlier, although it had the next serial index 1302.
The designers endowed the LuAZ-1301 with unique properties. It was supposed to be the first car in the USSR with plastic body panels. It was still a unique off-road SUV, with larger diameter wheels and an engine liquid cooling and a hard rather than canvas top.
The collapse of the USSR dashed all the hopes of the plant. The new model was not put into production in time, although it was almost ready. Army orders are falling sharply, exports are disappearing all at once, and with the appearance of used foreign jeeps on the Ukrainian market, the demand for already outdated LuAZs is falling.
In the 90s, LuAZ designers created an incredible number of modifications, trying to find a new market niche. Every year, LuAZ delighted with either the extended modification 13021-04, or the LuAZ-13021 pickup truck or the 13021-07 van, or the beach version of the LuAZ-1302-05 “Foros”; ambulance for rural areas LuAZ-1302-08. The plant begins to produce cars with a plastic roof, with various motors, even started installing diesel units. But output volumes decreased from year to year, and inflation ate up all income. The plant actually stopped. It seemed like a dead end.
But on April 14, 2000, the Ukrprominvest concern became the owner of 81.12% of the plant’s shares and LuAZ began the next stage. The new managers who arrived have a good feel for the market conditions, and in the same year they launched SKD assembly of popular VAZs and UAZs in Lutsk. The plant not only resumed production of Volynyankas, but also assembled 648 UAZs and 2,250 VAZ-21093 units over the course of the year. Volumes are growing every year, and LuAZ becomes the largest car assembly plant in Ukraine, where at different times VAZ-21093, VAZ-21099, VAZ-2107, VAZ-2104, VAZ-21213, UAZ-3160, UAZ-31514 were assembled, then separate ones are added Kia models, Hyundai, truck assembly begins Hyundai cars HD-65. The plant is getting back on its feet and is already thinking about launching its own model LuAZ-1301.
In 2002, a prototype of a new generation of LuAZ-1301 SUVs was created in Lutsk. The car turned out to be quite successful and performed well during testing. It still has a plastic body, a removable roof that easily turns the SUV into a convertible, a modern interior and a 1.2 liter engine from Tavria-Nova. The owner of the plant is already calculating investments in launching mass production, and LuAZ designers are presenting a whole range of modifications: a 5-door station wagon, a pickup truck, a medical car, and a car for special services. It seemed that the LuAZ-1301 was about to go into production. The popular automotive website www.autoconsulting.ua even held a competition for a name for this SUV and its tuning options. A small experimental batch of LuAZ-1301 was also produced. But the beginning of the 2000s was a time of low prices for Russian cars. For example, VAZ models then cost up to $4,000 and were produced in hundreds of thousands. LuAZ-1301 needed to have an even lower price tag, and with small production volumes this was not realistic to achieve.
On October 28, 2009, LuAZ officially changed its name and became known as the Public Joint Stock Partnership Automobile Company Bogdan Motors (abbreviated as AT AK Bogdan Motors). A new era has begun again at the plant.
The era of urban transport
In June 2005, the board of directors of the Bogdan Corporation made a strategic decision to replace production facilities, which later received the name “Casting”. Thus, the production of popular Bogdan buses was transferred from Cherkasy to Lutsk, and the production and assembly of passenger cars was transferred from Lutsk to Cherkasy. A new automobile plant with a capacity of 120-150 thousand cars per year is being built in Cherkasy and it is more logical to concentrate all automotive projects around it.
LuAZ once again changes its profile and becomes a key bus factory for Ukraine. From June 2005 to April 2006, the plant created conditions for the production of 1.5 thousand trolleybuses and buses per year. On April 6, 2006, OJSC LuAZ presented a new bus program and 300 additional jobs appeared at the plant. During the second stage of reconstruction, up to 70,000 m² of indoor production space is created at the enterprise, and production capacity is increased to 4 thousand buses and trolleybuses. Investments in production amount to 70 million dollars. Now the former LuAZ is the largest manufacturer of urban transport in Ukraine. The plant is mastering the production of buses of all classes and trolleybuses of the large and especially large segments. New models are coming out of his workshops, which can be seen today in almost every city in Ukraine.
And again the Lutsk plant “Bogdan” becomes an innovator in Ukraine in a new role. It is here that the country's first diesel-electric hybrid bus. “Bogdans” are also breaking into the European market. The plant, together with the Polish company Ursus, managed to win the tender of the city of Lublin and complete it ahead of schedule.
In 2014, the Bogdan A70100 electric bus was introduced, and in 2015, the plant was the first in Ukraine to begin production of Euro-5 buses A50232 with an Iveco engine.
Factory workers Automobile assembly plant No. 1 PJSC Bogdan Motors looks confidently into the future. Over 60 years, the plant completely changed its activity profile four times, and each time achieved success. Moreover, the products of the Lutsk plant have always been in demand on the market. The uniqueness of the plant and the team is that in a small number (491 thousand cars were produced here over the entire period), they manage to leave a bright mark in history. And for this reason, serious collections must have LuAZ.
And now, Bogdan buses and trolleybuses are known to every resident of Ukraine. They will also be remembered over the years, like the TPK transporter, LuAZ-969 and Lutsk VAZs. The glorious history of the Lutsk plant continues.
Reference
Total for the period 1966-2008. The Lutsk plant produced 491 thousand passenger cars. Of these, 269 thousand are Volynyanok LuAZ, 168 thousand are passenger cars of other brands (SKD assembly).
Over 60 years, the plant produced more than half a million units of products. 54 thousand auto shops, 5.5 thousand trucks and 3.5 thousand buses and trolleybuses.
Source © Bogdan Auto
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Lutsk Automobile Plant (until 1967 Lutsk Machine-Building Plant - LuMZ) was created in 1959 on the basis of the Lutsk Automobile Repair Plant as part of the program for the technical re-equipment of the Soviet Army.
TPK
LuMZ-967
TPK prototype, developed in 1959 at MZMA as an alternative to the work of Fitterman’s group. It all started with the task being set to create a light all-terrain vehicle for the then expanding Airborne Forces, suitable for landing without a platform, i.e. just on the parachute system. Initially, Fitterman’s group tried to solve this problem in NAMI by inventing something plastic for an Irbit engine, but their proposals were not liked by the military and, based on the results of the activities of the 1st Main Directorate of the KGB, it was proposed not to show off, but to copy the BMW model. The car was in series from 1961 to 1967.
TPK
LuAZ-967
TPK - DEFINITION. Vehicles - transporters of particularly low load capacity (400-750 kg.) are intended for use in the evacuation of the wounded from the battlefield, the delivery of ammunition, military technical equipment, and installation individual species weapons. Among domestic cars with a 4x4 wheel arrangement these include LuAZ 967 and 967M. These transporters are distinguished by high maneuverability on rough terrain, have amphibious qualities, are air transportable, highly maneuverable and mobile.
TPK LUAZ 967
The vehicle is intended for use in combat formations of units in close contact with the enemy. Curb weight - 950 kg, gross - 1350 kg. Ground clearance - 285 mm. Height with the windshield up is 1580 mm. Engine MeMZ 967A, 37 hp. It is possible to tow one trailer weighing up to 300 kg.
When driving on roads at speeds up to 75 km/h, the front wheels are driven. Rear-wheel drive is engaged to overcome difficult terrain. There is also a reduction gear, and the rear axle differential can be locked. In addition, to overcome trenches and exit the water onto an unprepared shore, the LuAZ 967 is equipped with easily removable metal ladders. The car is capable of climbing up to 58%. To pull up cargo and wounded in the enemy fire zone, you can use a winch by placing the vehicle in a shelter. The force developed by the winch is 150-200 kgf, the cable length is 100 m.
A special feature of the LuAZ 967 is the ability to drive along rivers and lakes. The hull of the vehicle is waterproof, which provides a sufficient reserve of buoyancy. The LuAZ 967 moves through the water thanks to the rowing effect created by the wheels. Speed afloat - up to 3 km/h.
The driver's seat in the LuAZ 967 is located in the middle, and on the right and left, with some displacement back, there are two seats for passengers recessed into platforms. When folded, their backs are in the same plane with the platform, freeing up space for cargo or two wounded on a stretcher.
When stealth movement is needed, the driver can drive the car while reclining. At the same time, the steering column is lowered, the seat back is tilted back, and the windshield is on the engine hood. The instrument panel, mounted on the steering wheel hub braces, remains in the driver’s field of vision in any case.
HISTORY OF CREATION
The Korean War (1949-1953), for which the Soviet Union supplied military equipment, showed a shortage of personnel armed forces a light all-terrain vehicle for transporting the wounded, transporting ammunition, etc. The GAZ 69, which was used at that time for these purposes, was too large in size, was clumsy, and often landed on bridges in a field riddled with craters. It was then that the need arose to create a light floating all-terrain vehicle with a high suspension, suitable for transporting the wounded, preferably capable of landing from aircraft.
The development of the new all-terrain vehicle was undertaken by a special group at NAMI under the leadership of B.M. Fitterman (designer of the famous Soviet armored personnel carriers BTR-152). In 1958, the first prototype was made, called NAMI 049. The body was made of fiberglass, the role of the frame was performed by the load-bearing base of the body. Suspension: independent torsion bar, trailing arms. The front axle was connected permanently, the rear axle was connected through a locked center differential. The rear axle differential was also locked. The distance between the axles (base) was 180 cm. The design used wheel gearboxes, which increased torque and increased ground clearance to 28 cm for a loaded vehicle. The design used an engine from the Irbit Motorcycle Plant MD 65 with a power of 22 hp. But sea trials of the prototype revealed a number of shortcomings: the fiberglass body was not strong enough, and the engine was too weak.
The second alternative “Zaporozhye” NAMI-049A with a folding
steering column. The body shapes are still reminiscent of BMW's signature style.
Various prototypes of the TPK, the last one was coded ZAZ-967. They tried for a long time to get it out exhaust pipes forward in front of the hood...
Specialists from the Zaporozhye plant joined the development of the second sample NAMI 049A. Based on the BMW-600 engine, a MeMZ 969 engine with a power of 30 (initially 27) hp was developed. Instead of a fiberglass one, a steel body with a powerful frame was used. The center differential was abandoned, the rear axle became switchable. The plate torsion bars were replaced with forged ones, which allowed the suspension to withstand the shock of a parachute landing. Work was carried out on two versions of the machine - simple and floating. The military chose the second option. To solve the problem of transporting the wounded, the driver’s seat was located in the middle, with a nurse sitting behind them, back to back. Stretchers for the wounded were located on the sides. The top of the body and part of the sides were covered with a canvas awning. Movement through the water was carried out due to the rowing effect of the wheels. The final version was named LuMZ-967. Its production began at the automobile plant in Lutsk in 1961. (http://www.ujuja.narod.ru)
NAMI-049 "Ogonyok"
This is what the legendary product of the Fitterman group looked like, on the basis of the development of which the well-known civilian LuAZ was born. (avto4x4.narod.ru)
ZAZ-969
The first version of a rural all-terrain vehicle, intended for mass production at the Lutsk Automobile Plant based on TPK units. The design was developed by a team of MZMA specialists at the Kommunar plant based on the results of the design of Moskvich-415. Contrary to popular belief, it was never produced in Lutsk; a batch of 50 units was produced at the Zaporozhye plant in 1964. There was a ZAZ-969V version without rear axle drive, but apparently it was not mass-produced at all. On the right photo is a replica of the ZAZ-969, manufactured at the Lutsk Automobile Plant on the basis of LuAZ-969M units. In the photo at the top left is a prototype of the ZAZ-969 during testing; it did not have doors, but it did have ramps from the combat vehicle.
ZAZ-971
A kind of side branch of the development of the ZAZ-969, when units from it and from the LuMZ-967 were used to create all-wheel drive vehicles based on the ZAZ-970. The first photo and the photo on the left show the ZAZ-971D model in long-wheelbase and short-wheelbase versions, supposedly developed for the needs of the army. In the second photo - ZAZ-971B, all-wheel drive cargo van, on the third - ZAZ-971V, a six-seater minivan. Cars 971B and 971B were indistinguishably similar to the corresponding models of the 970 series, differing from them only in a higher suspension and “all-terrain” tires on the wheels. Models ZAZ-971G ( flatbed truck) did not exist in nature, but there are fake photos of it, where the ZAZ-970G has something resembling a lockable cross-axle differential painted on the front axle.
LuMZ-969V
An alternative version of the “969” model, developed in 1965 and produced since 1966 at the Lutsk plant. It went down in history as the first Soviet front-wheel drive car, since the power Lvov plant(supplier LuMZ) at that time made it possible to provide only army supplies of LuMZ-967 with sets of rear axles. A number of vehicles had a special gearbox for driving all kinds of agricultural machinery. It was only produced for about a year and a half. It was from him that the first popular name for this model came - “lumumzik”.
LuAZ-969
After the elimination of the shortage of components for rear axles in 1971 (according to other sources - in 1969), this model went into production, produced until 1975 and was already a completely all-wheel drive vehicle. Due to the fashion that existed in those years for the creation of so-called “associations,” LuAZ was combined with ZAZ, and for some time the LuAZ vehicles produced were registered according to documents as ZAZ-969 (not to be confused with the ZAZ-969 of the 1964 model).
LuAZ-969 van
The cargo modification LuAZ-969, which was supposed to be released somewhat earlier (in 1967), was supposed to receive the index LuAZ-969F. According to available information, it was not implemented in metal, since there were not enough components even for production basic modification. As a result, people unanimously began to install “booths” from heels. (http://luaz.narod.ru)
LuAZ-969A
After the Melitopol Motor Plant mastered the production of more than powerful engine MeMZ-969A since 1975, this model replaced the 969th on the assembly line and was produced until 1979. In 1977, a batch of these vehicles with all-metal bodies was produced, but I was unable to find out their factory index; in foreign sources there is a mention that they were called LuAZ-969F, but this is unlikely, since the letter “F” in this family belonged to vans. (http://luaz.narod.ru/969a/969a—1.htm)
LuAZ-967M
Modification of the TPK, unified in components and assemblies with models 969A-969M. Or vice versa :) The photograph shows corroded bundes while fishing. Photo courtesy of AutoBild magazine.
LuAZ-967MP
A modification of the 967M transporter, developed by order of the border troops as a light staff vehicle. It differed from the basic modification by an increased side height and a different configuration of the awning, and the absence of removable ladders.
Communication machine LuAZ-967M
The modification of the 967M transporter, intended for transporting a company/battalion radio station, differs from the base model in a different configuration of the awning, standard places for mounting antennas on the rear right and left sides, and the absence of removable ladders, in places of which the entrenching tool was attached. Later, at its base, in the interests of the Airborne Forces, a vehicle was created for transporting MANPADS crews, first “Strela”, then “Igla” different modifications. Hand-held fire by crews was allowed, including on the move (with the awning removed), but not afloat; the ammunition load was four to six missiles.
Fire support vehicles based on LuAZ-967
In the 1970s, based on the LuAZ-967 (first three photos), the plant offered modifications of the amphibious weapon carrier for the Airborne Forces; an automatic grenade launcher (first photo), an ATGM complex (second photo) or a recoilless rifle/mounted grenade launcher could be installed as weapons ( third photo). Subsequently, on the basis of the LuAZ-967M, a new modification was created, armed with a modernized AGS-17M (fourth photo) with increased transportable ammunition - a kind of “grenade launcher cart”.
LuAZ-969M
In 1979, the Lutsk Automobile Plant began serial production of the LuAZ-969M, an improved modification of the LuAZ 969A, the development of which began in 1974. This model is equipped, like its predecessor, with a 40-horsepower MeMZ-969A engine, but is equipped with a separate brake drive with a hydraulic vacuum booster on the front circuit. The appearance of the car was modernized thanks to changes in the front panels, the shape was changed windshield, the doors are equipped with locks, the door windows have a rigid frame and opening “windows”, the interior has soft panel devices, safety steering column and “Zhiguli” seats.
Even before the launch of the LuAZ 969M series, it received high praise at the Exhibition of Economic Achievements of the USSR, in 1978 at the international salon in Turin (Italy) it entered the top ten best cars in Europe, and in 1979 at the international exhibition in Ceske Budejovice (Czechoslovakia) it received Gold medal as one of the best cars for village residents. (http://www.ujuja.narod.ru)
LuAZ-2403
Airfield tractor based on LuAZ-969M. Almost the only production version, originally designed to use a VAZ engine. Subsequently, the solutions developed in it were used in the implementation of the LuAZ-13021 variant. It could quite realistically become the basis for a serious modernization of the original model, but, unfortunately, in the conditions Soviet automobile industry it was impossible. Some of the tractors were equipped flashing beacons orange (see photo on the left). (http://www.ujuja.narod.ru)
ZAZ-2320
A dump truck version based on the LuAZ-2403 tractor body, but with an engine, transmission and electrics from the 969M. According to the owner, the factory produced only four copies. A kind of alternative branch of development in relation to 13021, and in my opinion, actually more promising. Why “ZAZ” is a mystery of nature, but it is under this index that it is listed in the documents.
LuAZ-969MF
A cargo van version based on the LuAZ-969M, a development of the failed cargo version based on the LuAZ-969, was released limited edition. Very often they are simply called LuAZ-969F, which is not entirely correct. Behind him in the photo is one of the first prototypes LuAZ-1301(presumably created no later than 1982-83), which was essentially a deep restyling of the 969M model.
LuAZ-1302
After the modernization of the 969M model in 1988, the car with the new index LuAZ 1302 began to be equipped with 53 strong four-cylinder engines from Tavria MeMZ 245-20 with water cooling, which reduced fuel consumption by an average of 16% and significantly reduced noise. The U-shaped spars became stronger. The seats were also borrowed from Tavria. There is a new instrument panel and additional noise and vibration protection mats. (http://www.ujuja.narod.ru) Option with standard plastic body instead of an awning it had the index LuAZ-1302-02.
LuAZ-13021 prototype
Long-wheelbase cargo modification "969M" in factory version. Subsequently, the type of onboard body was changed, and the base for production model became "1302".
LuAZ-13021
A serial cargo modification of the 1302 model, assembled in particular at the Valletta company near Moscow (pictured). Later, in collaboration with Valletta, the Lutsk-Moscow “hybrid” LuAZ-23021 was made.
LuAZ-13021-03
Modification of model “13021” with a normal rigid cabin and a sunroof. According to available information, it was assembled only at the plant in Lutsk. A version of this truck under the LuAZ-23021 brand was made on the basis of the LuAZ-2403 airfield tractor (with a VAZ-2103 engine), but was equipped with a rack-and-pinion steering and gearbox from the Moskvich 2141 without a drive to the rear axle, accordingly there was no torsion bar suspension and wheel gearboxes, the front axle had a MacPherson type suspension, the rear axle was made continuous on leaf springs, because of this the ground clearance decreased from 280 to 200 mm.
LuAZ-13021-04
Long-wheelbase cargo-passenger modification of the “1302” model. With mass production, the car could become a very real competitor to all kinds of “farmers” and others like them. This vehicle was created for mobile repair crews to service power lines and pipelines. The double cab seats four, and the shortened cargo platform can carry up to 250 kg of cargo. (http://www.ujuja.narod.ru)
LuAZ-1302-05 "Foros"
According to unverified information, for some time it was produced by the plant “to order”. A kind of “youth-beach” (externally) modification of the LuAZ 1302. It differs from the prototype not only in design and open body with safety bars. Under the hood is a 37 horsepower Italian diesel Lamborghini LDW 1404. Some technical data for this model: wheel arrangement - 4x4; load capacity - 400kg; curb weight of the vehicle - 970 kg; full mass— 1370kg; dimensions - length - 3430mm; width - 1610mm; height - 1754mm; ground clearance - 280mm; base - 1800mm; track - 1360mm; engine - number of cylinders - 4; working volume 1372 cm3; power at 3600 rpm - 37.4 hp; torque 8.47 kgf.m at 2200 rpm; maximum speed 100 km/h; fuel consumption -7.7l per 100km; maximum lift angle 60%; maximum angle lateral stability 40 degrees; ford depth 0.5 m; wheels - rims - 51/2J/13; tires - 186/65R13; ( http://www.ujuja.narod.ru)
LuAZ-13021-07
A variant of the “21-04” model with an extended van-type body with a fiberglass top and a metal tailgate.
LuAZ-13021-08
Modification of the “21-07” model for the needs of emergency assistance. A vehicle for servicing rural paramedic stations and delivering people to the hospital. The top is made of fiberglass. For convenient placement of stretchers, the rear part of the body is extended by more than 600 mm, and therefore the rear overhang has increased. The body has four doors: one on the left, two on the right and a rear one. (http://www.ujuja.narod.ru)
Ukrainian MLRS with NAR S-5 unit
Even now they are being created special machines- a kind of homemade MLRS (reactive missile systems volley fire). One of latest examples- one of the most original combat “designs” of our time - the Ukrainian mobile artillery system on the LuAZ jeep. (http://armor.kiev.ua/ptur/)
TPK-2 prototype
The prototype of the three-bridge TPK, the progenitor of the Geologist, was developed on the basis of components and assemblies of the LuAZ-967M, and was tested in 1982-1983. It had every chance of becoming a production car, but the factory chose to go further and try to create a car with active air suspension.
TPK-2
LuAZ-972
The army predecessor of "Geologist". Further development of the idea of TPK. The design feature is an active independent torsion bar hydropneumatic suspension, unified with the LuAZ-1301 prototype of 1990. Both prototypes and this pre-production model were sold under the factory designation 972. Not serially produced.
LuAZ-1901 “Geologist”
When designing the TPK LuAZ 967, a three-axle version of the amphibious conveyor was also created on its basis, but these vehicles never went into production at that time. However, the idea was not forgotten and at the Kiev Motor Show SIA99, the Lutsk Automobile Plant presented an all-wheel drive car off-road LuAZ 1901 “Geologist”.
The car is quite remarkable. Firstly, it is three-axle, with even distribution of axles along the base, which guarantees excellent cross-country ability. The car can easily overcome ditches up to 1.4 meters wide. And the independent suspension of all wheels, combined with a sufficient overall length, ensures exceptionally smooth movement over rough terrain. The car climbs up to 58% and holds on a side slope of 40 degrees.
Secondly, this car is an amphibian. The water propulsion system is traditional for Luaz all-terrain vehicles - the rowing effect of wheels, providing speed on water up to 5 km/h.
Thirdly, and finally, the car’s power unit is a three-cylinder 3DTN diesel engine from the Kharkov plant named after. Malysheva.
By demonstrating this experimental model, the Lutsk Automobile Plant hoped to attract attention primarily security forces, as well as ministries for emergency situations. But, apparently, it turned out as always...
TECHNICAL SPECIFICATIONS
wheel formula 6x6; load capacity 660 kg; curb weight 1250 kg; total weight 1900 kg; dimensions length 4522 mm, width 1922 mm, height 1754 mm; ground clearance 285 mm; track 1335 mm; diesel engine 3DTN; number and arrangement of cylinders 3 in a row; working volume 1.5 l; power at 3600 rpm 51 hp; maximum speed 60 km/h; fuel consumption 12 l/100 km; width of water obstacle 3000 m; wheels 5J/16, tires 6.96/16 (http://www.ujuja.narod.ru)
LuAZ-1301 prototype 1984
The first version of LuAZ-1301. It was essentially a variant of the 969M, on which it was dressed new body, later the engine was replaced with a “Tavriche” one. (http://www.luaz.com/chronik.html)
LuAZ-1301 prototype 1990
An attempt to radically update the model range Lutsk SUVs. This car was presented at the Moscow MIMS-94 exhibition in 1994. It had a lot of progressive options, for example - adjustable suspension height... (http://www.ujuja.narod.ru)
LuAZ-13019
A unique all-wheel drive three-axle truck with increased (there is no higher) cross-country ability based on components and assemblies of the LuAZ-1301 prototype of 1990. (http://www.autoprofi.kiev.ua/index.html)
LuAZ-Proto
An alternative prototype of the LuAZ-1301, developed at the Leningrad laboratory by NAMI by the Parfenov-Khainov group in 1988-1989. Under the integral hood (which folds down along with the wings) hides an old friend - the “Tauride” MeMZ-245 engine. But the transmission is completely original. The gearbox is 6-speed, synchronized, with the first two gears being downshifts. Since there is no center differential in the scheme, connecting the front axle is possible only in off-road driving mode. The car does not have a transfer case: the front axle drive is disconnected from the front end of the secondary shaft of the gearbox. An interesting feature is the constant velocity joints used to drive not only the front wheels (independent, suspended on McPherson struts), but also the rear wheels. Quite unusual for a jeep is the De Dion rear spring dependent suspension, where main gear secured to the body through soundproofing elements. The power unit, front suspension and final drive are a single unit mounted on a separate subframe. That is, all assembled mechanics can be rolled out from under the car without completely disassembling the body. For the body, we chose a frame-panel design, in which all loads are absorbed by a stamped steel frame, and the outer panels, made of plastic, are removable and do not affect the overall strength of the body. In addition to operational advantages (less susceptibility to corrosion, immunity to minor damage, maintainability), this solution provided some technological advantages. Plastic parts could be painted separately from the body, which would make it possible to somewhat reduce the requirements for the heat resistance of plastic and the cleanliness of the surface of stamped parts, and the modernization of the car during the production process would be simplified. The car interior is designed for four passengers of the so-called 95% percentile, that is, out of every hundred adults, 95 will find a comfortable position and only five will experience some discomfort. The split rear seats are designed to move the seatbacks forward 100 mm, at which point the seat width is sufficient to accommodate three 50% percentile passengers. The interior of the LuAZ-Proto can be equipped with comfortable sleeping places or the seats can be transformed into a cargo area. The tailgate tilts to a horizontal position, which increases the loading area. (http://luaz.narod.ru/proto/proto.htm
http://asa.minsk.by/abw/arxiv/251/v-vned.htm)
LuAZ-1301 prototype 2002
In 2002, an updated version of the LuAZ 1301 model of 1994, which never reached the production line, was presented. Traditionally, the car received all-wheel drive with differential locks. The power unit is a 1.2-liter MeMZ-2457 engine with a power of 58 hp. The gearbox is five-speed, the body is completely plastic. Backdoor made of two halves - upper and lower, the spare tire and tools are hidden in niches under the front seats, so the luggage compartment is completely free. According to preliminary data, if the car goes into production, its cost will be from $3,000 to $4,500 (then the figure was already at least $5,000), depending on the configuration. (http://www.ujuja.narod.ru http://www.luaz.com)
LuAZ-1301-08
A sanitary modification of the new version 1301. In a non-specialized version, a car with this body option could well be quite good utilitarian car for the village, for active rest, family... (http://www.luaz.com)
LuAZ-1301-07
Long-wheelbase version 1301, created on the basis of the “nurse” 1301-08. This particular example still has fasteners for flashing lights on the fairing.
LuAZ-969 "Volyn"- a family of Soviet cargo-passenger mini-passenger cross-country vehicles, produced at the Lutsk Automobile Plant from 1966 to 2001.
GENERAL DESCRIPTION OF THE FAMILY
The family included the following models:
- LuAZ-969V (1967-72);
- LuAZ-969 (1971-75);
- LuAZ-969A (1975-1979);
- LuAZ-969M (1979-1996).
Cars are also closely related to it:
- LuAZ-1301;
- LuAZ-1302;
- LuAZ-2403.
LuAZ-969 was the first Soviet front-wheel drive car (the “969B” version without rear axle drive). Also, LuAZ-969 is the first SUV that was a consumer item, that is, officially sold “for personal use.” In addition, LuAZ-969 is the first serial Soviet car created specifically for the needs of village residents.
The functional design and simplified bodywork, which provided only the most minimal comfort, corresponded to the purpose of the car, and its cross-country ability is outstanding to this day.
The car caused and still causes polar assessments and opinions. Many owners note the very high cross-country ability and practicality of the Volyn. Others criticize them for their low quality of workmanship, low comfort, very difficult access to the front seats, labor-intensive maintenance and lack of dynamics. Objectively, this car was generally quite good for the tasks that were assigned to it - operation in rural areas, mainly on bad roads, where high maximum speed is not important, and good interior trim only complicates its cleaning from the dirt that is inevitable in such conditions. Inconvenient access to the driver's seat is the downside of the car's layout, which ensures good loading of the front axle and, accordingly, high cross-country ability even with the rear axle disabled. An obvious objective disadvantage of the car was the Zaporozhets engine - noisy, not powerful enough and short-lived, having a torque curve unfavorable for an off-road vehicle - which was corrected in later modifications. The difficulty of maintenance corresponds to the design features of the chassis of an all-wheel drive vehicle with a rather complex transmission.
Light SUVs of similar class for the army or rural residents were also created abroad - for example, the West German DKW Munga (1956-1968), Haflinger (1959-1974) and Volkswagen Iltis (1978-1988), Farmobil (1962-1966), East German Wartburg 353-400 Jagdwagen and others.
BACKGROUND
The history of the “969” family must begin with a description of the previous model - the LuAZ-967 amphibian, adopted by the Soviet army as a TPK - “front line transporter”.
During the Korean War (1949-53), there was a need for a lightweight, floating all-terrain vehicle for transporting ammunition, evacuating the wounded from the battlefield, reconnaissance, towing light guns and mortars, and similar tasks. The GAZ-69, for all its positive qualities, was not quite suitable for performing these functions, just like the overly specialized amphibian GAZ-46 (MAV - “small waterfowl vehicle”) created on its basis.
Development began in the mid-fifties in NAMI by a group led by B. M. Fitterman. The prototype, designated NAMI-049 "Ogonyok", was ready by 1958. It had a fiberglass body with a reinforced load-bearing base, independent torsion bar suspension on trailing arms, permanent drive on the front and rear axles connected through a lockable center differential, lockable axle differentials, wheel reducers and a two-cylinder MD-65 motorcycle engine with a power of 22 hp. The latter turned out to be too weak, had little resources and did not develop the proper traction properties. In addition, the plastic body turned out to be too fragile, especially considering the requirement to ensure the possibility of parachute landing.
The second sample was designated NAMI-049A. NAMI specialists from the Zaporozhye plant were involved in its development, who in those years were working on the project of the Zaporozhets small car. For military amphibian They considered suitable one of the engine options designed for the Zaporozhets - a V-shaped, four-cylinder, air-cooled. Further work on the small car and the amphibian was carried out in parallel.
The NAMI-049A engine was basically unified with the Zaporozhets serial engine, including a cooling system with a fan that drives air coming from the air intake holes located on the side through the fins of the cylinders. The main difference was the displacement of the amphibian’s engine, which increased to 887 cm³ - subsequently the Zaporozhets also began to be equipped with engines of this volume.
In addition, instead of a plastic body, they used an open steel one with an awning, abandoned the center differential, and made the rear axle disengageable. The suspension was strengthened to enable parachute landing. The driver's seat was placed in the middle of the car, the orderly sat with his back to him, and the sides of the body were occupied by stretchers with the wounded. Propeller screw was absent - on water the car moved by rotating the wheels, so that compared to “real” amphibians it was less adapted to swimming, but more suited to moving on land.
In its final form, the car received the designation LuAZ-967 and began to be produced in Lutsk in 1961. Before this, the plant repaired vans, manufactured shower units and conveyors for silage masses of the TSM-6.5 model.
DEVELOPMENT AND DEVELOPMENT IN PRODUCTION
The development of virgin lands required the creation specialized vehicle high cross-country ability for agriculture. The GAZ-69 again turned out to be too large and heavy for many situations, in addition, it was excessively expensive, while the operating experience of the GAZ-M-72 and Moskvich-410 SUVs, created on the basis of serial passenger cars, was not entirely successful. The solution was found in the conversion of the LuAZ-967 military all-terrain vehicle into a civilian version.
The design was carried out by the team of the Zaporozhye plant; the car was initially designated as ZAZ-969. It differed from the military version primarily in its body, which acquired a more traditional shape and lost the ability to float on water (but remained open, albeit with fastened canvas sides). The driver and passengers were also accommodated more traditionally, but in terms of comfort and interior decoration, the car was not far from the military prototype. In 1964, ZAZ produced a pilot batch of 50 units.
At the Lutsk plant, based on this design, but with numerous changes, they created their own version - LuAZ-969V (in some sources LuMZ-969V or ZAZ-969V). Prototypes were assembled in 1965, and the following year a pilot batch appeared. Mass production started in 1967. Due to a shortage of drive units for the rear axle, the LuAZ-969V had drive only for the front wheels, but the transmission had a power take-off shaft to drive attachments and trailed equipment. The engine was designated MeMZ-969 and developed a power of 30 hp.
7438 cars of this model were produced.
In 1971 (according to other sources - in 1969), problems with the supply of the necessary units were resolved, and the car was put into production in an all-wheel drive version, which was designated as LuAZ-969 or ZAZ-969, without the letter. In those years, LuAZ was included in a single production association with the Zaporozhye plant, and its products for some time bore the designation “ZAZ” (not to be confused with the experimental batch of ZAZ-969 of the 1964 model).
The all-wheel drive version had very good cross-country ability due to the good loading of the front axle, a locked differential at the rear, a large ground clearance, provided with wheel reducers, and independent suspension all wheels with large design strokes.
A cargo modification was also supposed to be produced, but for a number of reasons it did not go into production.
DESIGN
The body of the LuAZ-969 car is semi-supporting, with an integrated spar-type frame. The layout of the car is characterized by a strong displacement of the passenger compartment forward, which made it possible to achieve a constant high load on the front axle, thereby ensuring high traction and grip properties even when driving only the front wheels.
The LuAZ transmission as a whole is characterized by a comparative simplicity of the device by the standards of SUVs, which has a positive effect on the mass-dimensional characteristics and reliability. The engine, main gear and gearbox are located in the front of the car and are combined into a single unit (transexl), somewhat similar to that used on Zaporozhets cars. Gear shifting is carried out using a floor lever, and the shift layout differs from the traditional one (“mirror”): the first gear is engaged by moving the lever from neutral towards you and back, the second - towards you and forward, the third - from neutral back, the fourth - from neutral forward, reverse- from neutral away from you and forward. Inside the gearbox housing there is also a power take-off mechanism from the secondary shaft, used either to drive various agricultural equipment, or (on all-wheel drive versions) to drive the rear axle, and (also on all-wheel drive versions) a reduction gear. There is no transfer case as a separate unit.
For all-wheel drive modifications, rotation is transmitted from the gearbox power take-off shaft to the rear axle gearbox using a thin shaft without hinges, enclosed inside the transmission pipe connecting the gearbox and rear axle housings. Thus, all the vehicle’s transmission units, except for the axle shafts, are essentially enclosed in a common sealed crankcase, which is a legacy of LuAZ’s amphibious past. The rear axle is disabled in the normal state of the transmission, it can be connected from the driver's seat, for which it is necessary to move the lever located to the left of the gearshift lever back. There is no center differential, so when driving on paved roads, the rear axle must be disengaged, and the car becomes front-wheel drive. The same lever also controls the engagement of a downshift, which changes the transmission ratios throughout the entire operating range - to engage it in the connected rear axle mode, you need to move the lever away from you and move it forward.
To prevent slipping of one of the rear wheels, the rear axle differential can be forcibly locked from the driver's seat by a curved lever located next to the lever parking brake. The locking mechanism is with a gear coupling. There is no differential lock on the front axle, although its installation is quite possible through tuning - the designers considered that the high load of the front axle and the lockable differential on the rear axle were quite enough to ensure the required level of cross-country ability, and did not complicate the vehicle's transmission any more than necessary.
The suspension is torsion bar, on trailing arms, with very large strokes. The wheels are 13-inch, with a developed mud tread pattern.
Brakes - drum brakes on all wheels, hydraulically driven, without booster.
MODERNIZATION
LUAZ-969A
In 1975 he went into production LuAZ-969A with an improved MeMZ-969A engine (1.2 l., 40 hp). External differences changes from the previous model were minor and consisted mainly of changes in the design of the front of the car.
About 30.5 thousand cars of this model were produced.
In 1977, a batch of closed all-metal vans. E. Thompson in his work about Soviet cars designated as LuAZ-969F.
LUAZ-969M
Total information
| Manufacturer: | Lutsk Automobile Plant (Lutsk) |
Transmission
4-speed manual transmission
Characteristics
Mass-dimensional
| Weight: | 960-1360 kg |
Dynamic
| Max. speed: | 85 km/h |
Since 1979 it has been mastered LuAZ-969M(in development since 1973), differing mainly in the shape, design and finishing of the body, as well as an updated component part.
This model was equipped, like its predecessor, with a 1.2-liter 40-horsepower MeMZ-969A engine, but was equipped with a separate brake drive with a hydraulic vacuum booster on the front circuit. The exterior of the car has been modernized: the front panels and the shape of the windshield have changed. The doors were equipped with locks, their side windows received a rigid frame and opening “windows”, a soft instrument panel, a safety steering column and “Zhiguli” seats appeared in the cabin.
Even before the launch of the series, the LuAZ-969M received high praise at the Exhibition of Economic Achievements of the USSR, and in 1978, at the international salon in Turin (Italy), it (as indicated in a number of sources) entered the top ten best cars in Europe. In 1979, at an international exhibition in the city of Ceske Budejovice (Czechoslovakia), he received gold medal as one of the best cars for village residents.
MODIFICATIONS
FAMILY "969"
- LuAZ-969V(1967-71) - temporary version, front-wheel drive;
- LuAZ-969(1971-75) - serial with a 4x4 wheel arrangement;
- LuAZ-969A(1975-1979) - first modernization, MeMZ-969A engine;
- LuAZ-969M(1979-1992) - second modernization, updated body;
OTHER
- LuAZ-Proto(1988) - an alternative prototype of the LuAZ-1301 with a very modern design and plastic body at that time, developed at the Leningrad NAMI laboratory under the leadership of G. Khainov in 1988-1989;
- Transmission - 6-speed, synchronized, the first two gears are downshifts; LuAZ-13019 “Geologist”
(1999) - a unique all-wheel drive three-axle (6x6) floating off-road truck based on components and assemblies of the LuAZ-1301 prototype of 1990 with a diesel engine;
- CAR NICKNAMES
- “Volynyanka”, “Bolynka” - a popular nickname for the place of origin: Lutsk is the regional center of the Volyn region;
- “Lunokhod” - for the wheel gearboxes, which give the car a resemblance to this planetary rover;
- "Louise" is a popular nickname;
- “Jerboa” is a popular nickname;
- “Lumumzik” - from the designation of early versions of LuMZ-969;
- "BMW" - Combat Vehicle of Volyn;
- “Iron” - due to the shape of the body;
- “Jewish armored car” is a popular nickname;
- "Fantômas" is a popular nickname.
- "Hamer" - due to its high cross-country ability
- “Luntik” - comes from the name “lunar rover”
- “Piano” is a popular nickname.
"Cheburashka" - similarity with a cartoon character due to large headlights Selling car LuAZ-969M, 1985, beige color,
.
mileage 400 km(!), one owner
It was purchased 30 years ago for specific purposes, but was never used for its intended purpose. After long-term garage storage, the front and rear cylinders were rebuilt and cleaned. rear brakes , clutch cylinder, vacuum cylinder. Replaced with new spark plugs high voltage wires
, brake switches, rubber seals and all grease fittings of the front and rear gearboxes.
Improvements were made: the headlights were replaced with halogen ones, and since... The new headlights already had sidebar lamps, so I connected the standard headlights as LED Daytime Running Lights, which will automatically turn off when the headlights are turned on. Additionally, fog lights are installed. On dashboard
An illuminated button is installed to turn on the fog lights and a red indicator light for generator operation.
The car is completely ready for use. All documents are available.
| In contact with | Full title: |
| OJSC "Lutsk Automobile Plant" | Other names: |
| LuMZ | Existence: |
| 1955 - present day | Location: |
| (USSR), Lutsk, st. Rivne, 42 | --- |
| Key figures: | Products: Cars |
| , buses | The lineup: |
After the Great Patriotic War, the Soviet Union was actively restoring the national economy. Existing factories and enterprises are being revived and new ones are being created. One of the new plants, which was built and put into operation in 1955, is the Lutsk Repair Plant.
History of the LuAZ enterprise.
At the initial stage, it was a relatively small enterprise, staffed by 238 people. The main activity of the plant was the overhaul of GAZ-51 and GAZ-63 cars, the production of spare parts for them, as well as the production of repair equipment, which was in demand by the Ministry of Agriculture.
In 1959, the specialization of the plant changed, it became a machine-building plant and its product range now included trailers, refrigerated trucks, auto shops, bodies, as well as body parts and special-purpose products. At the same time, there is a gradual expansion of the used areas. But you can order body repairs.
In 1965, two of its own design bureaus were created under the department of the chief designer, which quickly developed technical documentation for the ZAZ-969 car. And already the next year, 1966, the company assembled the first fifty small cars. Thus, a new branch of the national economy was born in Volyn - the automobile industry. And on December 11 of the same year, in accordance with the decree of the Minister of Automotive Industry of the Soviet Union, the Lutsk Machine-Building Plant was renamed Automobile Plant. Since then, the company has specialized exclusively in the production of passenger-and-freight small and minicars, as well as army transporters.
In December 1971, the Ministry of Automotive Industry of the Soviet Union determined for LuAZ its automotive specialization, which consisted in the creation by the plant of off-road vehicles for the needs of the national economy. Without stopping the conveyor, the production of all other previously produced products was transferred to other specialized enterprises.
In 1975, the Kommunar automobile association was created with its head office in Zaporozhye. This association also includes the Lutsk Automobile Plant. By this time, the company was producing a small number of cars. own development which are famous for their high quality. In the same year, serial production of the LuAZ-967M model was organized. Further design research continues to create new car models.
In August 1976, in accordance with the order of the Council of Ministers of the USSR, a reconstruction was carried out at the Lutsk Automobile Plant, which allowed the plant to produce 50 thousand cars. in year.
In 1979, the Lutsk Automobile Plant began producing a new car, the LuAZ-696M, which for a long time remained the only all-wheel drive vehicle in Soviet Union.
The 100,000th self-developed car rolled off the plant's assembly line in September 1982, and since April 1983, the first cars have been exported to a number of foreign countries.
In the late eighties, the car plant's designers attempted to develop and launch new car models. This is how the prototypes “LuAZ-Proto” and “LuAZ-1301” appeared. However, neither one nor the other model was put into mass production.
The year 1990 was more than successful for the company. This year the plant launches into mass production a new model “LuAZ-1302”. In addition, a record number of machines in the entire history of the enterprise is being assembled - 16,500 units.
Two years later - in 1992 - the enterprise was withdrawn from the Kommunar production association and became independent under the name Lutsk Automobile Plant OJSC (LuAZ OJSC).
In the mid-nineties, LuAZ, like many other enterprises in the former USSR, found itself in a difficult situation. Production volumes fell sharply and production had to be suspended. However, the history of the enterprise did not end there.
In 2000, after reorganization, it was possible to organize the assembly of VAZ and UAZ cars in Lutsk. The next year, 2001, was marked by an expansion of the range. “UAZ-3160”, “VAZ-23213 (Niva)”, “VAZ-21099”, “VAZ-2107”, “VAZ-2104” were assembled. In 2002, various models from IZH, Kia, Isuzu, and Hyundai were added.
In 2005, the Lutsk Automobile Plant was included in the Bogdan Corporation. As a result, automobile production at LuAZ was transferred to another location, and the production of buses and trolleybuses of various modifications was launched on its industrial premises.
In 2008, the company launched the second stage of the bus and trolleybus project.
Today the history of the enterprise in Lutsk continues.
In the winter of 1951, the Lutsk Automobile Plant was founded - first as a repair plant. Since 1955, the enterprise became a machine-building plant, producing lightweight refrigerators, mobile auto repair shops, and mobile retail outlets based on cars and trailers from other manufacturers. The entire LuAZ model range.
These products were in demand among business executives of the USSR, and their production continued at the Lutsk plant until 1979, when production and all equipment for it were transferred to another enterprise.
From the moment the enterprise appeared, one of its goals was to produce its own car model, and 10 years after the reorganization into a machine-building plant, the first prototypes of the front-wheel drive ZAZ 969V appeared according to the documentation provided by the Zaporozhye Automobile Plant.
Just a year later, it was possible to establish mass production of small batches of cars, and on the eve of the new year, 1968, the USSR Ministry of Automotive Industry renamed the enterprise the Lutsk Automobile Plant, specializing in the production of small-class cars.
ZAZ 969V became known as LuAZ 969 and, in addition, on its basis, production of the all-wheel drive LuAZ 967, a military amphibious transporter with particularly low payload capacity, began. In the early 70s, vehicles began to go on sale that had the ability to include rear-wheel drive in addition to front-wheel drive when driving on difficult sections of roads.
All these cars had a V-shaped power unit air-cooled with a power of only 30 hp. produced by Melitopol motor plant. In the middle of the decade it was replaced by a 40 hp engine. At the same time, the production car was named LuAZ 969A. Apart from replacing the engine, no other changes were made to the design of the machine.
In the same year, the enterprise was included in the AvtoZAZ production association. At the end of the decade, the enterprise was somewhat updated appearance car, at the same time adding the letter “M” to the numbers 969 and significantly increased the output of finished products. Just two years after the modernization, the hundred thousandth was produced.
From minicar to bus
In the mid-80s, designers proposed a logical continuation of the evolution of the model, which received the digital designation 1301. The car had the same chassis as the previous products of the car plant, but gradually, in terms of components and assemblies, it became as unified as possible with the car of the Zaporozhye automobile plant “Tavria”.
The car was equipped with an inline four-cylinder liquid-cooled engine producing 58 hp. and was produced in small batches for several years. In the early 90s, the demand for the products of the Lutsk Automobile Plant gradually fell and in order to save the plant and jobs, the company organized the assembly of models from the Ulyanovsk and Volzhsky Automobile Plants.
However, in 2000, the plant was acquired by the Bogdan corporation and subsequently the production of its own products was curtailed. Instead, production was organized modern buses and trolleybuses "Bogdan".