In the late Eighties, the Eastern bloc’s communist governments realised their international locations’ potential for automotive making and proudly owning and strove to supersede their horrible previous people who smoke with trendy steel.
“We’ve decided to increase our car production from 1.3m in 1987 to 2.5m by 1995,” stated Valentin Morozov, the automotive business’s first deputy minister within the USSR – the bloc’s domineering energy and by far its greatest automotive maker, forward of Poland (303k), East Germany (210k), Czechoslovakia (188k), Yugoslavia (171k) and Romania (120k).
In 1989, Fiat grew to become the primary Western automotive maker to enter a three way partnership with the USSR, planning to yearly construct 300k examples every of the brand new 1125 compact hatchback and new 1111 mini automotive.
It was all a part of the USSR’s plan to show Elabuga (on the Volga river however 370 miles east of the GAZ website that made Volga-badged vehicles) right into a Russian Turin, creating the brand new EIAZ model. The metropolis was to be expanded massively, its inhabitants rising from 70k to 300k, to help this wholesale transformation of the previous KamTZ tractor manufacturing unit.
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Fiat was uniquely trusted behind the Iron Curtain, having bought manufacturing licences there within the Nineteen Sixties, giving rise to the FSO 125p in Poland, Zastava 125pz in Yugoslavia and VAZ Zhiguli within the USSR (exported because the Lada 1200). So it was introduced in to assist create the VAZ 1111 (or Lada Oka overseas), which entered manufacturing in 1988 in Tolyatti, after which an enhanced model, the EIAZ 1121 ‘Kama’.
Amazingly, Porsche agreed to design an engine for that, having labored with the USSR earlier than – a tiny four-stroke twin with 35bhp.
Meanwhile, the 1125 was being engineered with no main carry-over Fiat elements and styled with assist from Italdesign in Turin. VAZ rejected Fiat’s revolutionary new 1.1-litre Fire engine in favour of its personal 56bhp 1.0-litre unit – and it additionally rejected Giorgetto Giugiaro’s design in favour of the droopy, oddly named Debut proposal by the USSR’s central automotive analysis lab, NAMI.
To us, NAMI would have been higher off utilizing its Kompakt design of 1988. At least Italdesign’s work didn’t go to waste, in 1993 being repurposed because the Fiat Punto. As it occurred, neither the 1121 nor the 1125 ever materialised, because the Elabuga EIAZ hub was by no means constructed, following the sudden collapse of the USSR in 1991.
Capitalism tore by means of the previous Soviet republics, altering societies and economies solely, and so when Elabuga did get a automotive manufacturing unit in 1995, it was one run by General Motors. Americans!
Some vehicles from this era of deliberate modernisation and development did see daylight, although.