Moskvich-412

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Moskvich
Moskvich-412IE (2012)
Moskvich-412IE (2012)
Moskvich-412
Sales designation: Москвич-412
Москвич-427
Москвич-434
Production period: 1967–1976
(1972–2001)
Class : Lower middle class
Body versions : Limousine , station wagon , delivery van
Engines: Petrol engine
1.5 liters
(55 kW)
Length: 4090 mm
Width: 1550 mm
Height: 1440 mm
Wheelbase : 2400 mm
Empty weight : 1000-1045 kg
Previous model Moskvich-408
successor Moskvich-2140

The Moskvich-412 ( Russian Москвич-412 ) is a Soviet lower middle class passenger car that was built from 1967 to 1976.

The manufacturer was the Moscow small car factory MZMA (МЗМА Russian, short for Московский завод малолитражных автомобилей, transcribed Moskovsky Zavod Malolitraschnych Awtomobilej , known by the use of the brand name Moskvich ), the 1968 car plant of Lenin's Komsomol , shortly AZLK (Russian АЗЛК, Автомобильный завод имени Ленинского комсомола, Awtomobilny zavod imeni Lenin skowo komsomola ) was renamed. Based on the Moskvich-412, a version as a station wagon (known as the Moskvich-427 ) and a three-door delivery van ( Moskvich-434 ) were also created.

The vehicle was a further development of the Moskvich-408 from 1964 and combined its robust construction with a new light-alloy engine, which produced 50% more power than the engine of its predecessor. The international ADAC Rallye Tour de Europe was won in 1974 with a near-series Moskvich-412, which led over 14,800 km through Europe and the Middle East.

Vehicle history

In 1964, MZMA introduced the Moskvich-408, a vehicle that, with its modernized body, solid structure and ease of maintenance, became an ideal vehicle for the Russian domestic market. But it has also been exported to many countries as the Moskvich Scaldia, Moskvich Carat or Moskvich Elite. In 1966 the British motor magazine published an extensive test under the heading “A Russian Paradox”, in which the car received some praise for its robust, comfortable chassis, ease of maintenance and tireless engine. But it was also noted that "the lack of attention to issues such as vibrations and gear noises, sluggish brakes and poor acceleration took a lot of the cream out of the borscht".

When the new Moskvich-412 appeared in 1967, its improvements affected each of these points. The manufacturer took over the tried and tested body, the comfortable chassis and the ease of maintenance of the predecessor. Thanks to its new engine, it was no longer comparable to the Moskvich-408, because the vehicle's output had increased by 50% from 50 hp to 75 hp (55 kW). The gearbox was improved and the braking performance was adapted to the new engine output, so that the Moskvich-412 received a vacuum brake booster for the first time in socialist car construction for the needs of the population . It was later also the first to be fitted with a safety steering column that collapses in the event of an impact.

engine

The 1500 cc OHC aluminum engine of the Moskvich 412
Sectional drawing of the engine

The light metal engine with the designation UZAM-412 was the most important innovation on the Moskvich-412. The first prototypes appeared in 1964, series production began in 1967. The engine has a cubic capacity of 1478 cm³, develops 75 PS (80 PS according to SAE ) and the car can reach a top speed of at least 140 km / h according to the factory, contemporary vehicle tests measured speeds of up to 150 km / h.

The new engine brought the following innovations:

The new OHC engine of the Moskvich-412 designed in the mid-1960s was based in many ways on the M10 engine developed by BMW for the "New Class" at the beginning of the 1960s , which at that time featured many modern design features of automobile engine construction united. But there are no parts that are interchangeable with the two motors. A major difference is in the engine block, which is made of gray cast iron in the M10 and aluminum with exchangeable cylinder liners for the 412. It was installed unchanged until the end of the 1980s in two other vehicle generations (all Moskvich-2140 and all 1500 cm³ models of the Moskvich-2141 ).

body

Formerly Moskvich-412 with round headlights at a classic car meeting (2011)
Speedometer of the Moskvich-412 from 1967 to 1974
Moskvich-412IE built in 1975, interior
Moskvich-412IE built in 1973, rear view
The two millionth Moskvich was a Type 412

The first factory photos from 1967 show the new Moskvich-412 already with innovative rectangular headlights and horizontal rear lights, but initially it did not go into production. Probably for reasons of capacity, the model 412 was always built in parallel to the model 408 from the start of series production; it never differed in the external body shape.

Moskvich-412 - 1967 to 1968

The Moskvich-412 took over the body of the Moskvich-408 with the single or double round headlights and vertical rear lights . The externally recognizable differences between the two types were very small: some models were labeled Moskvich-412. The speedometer of the type 412 showed a top speed of 160 instead of 140 km / h. These early 412 models with round headlights from 1967 to 1969 are very rare today. The main reason for this was the initially small number of pieces due to the parallel construction and relocation of MZMA to the new production facilities in Moscow. In Germany, vehicles of the type 412 with round headlights are not known because the import began later.

Moskvich-412IE - 1969 to 1976

The year 1969 brought the facelift for the Moskvich-412 (as well as for the Type 408) with rectangular headlights and horizontal taillights. The revised body included crumple zones and an interior without any controls that could be injurious to the UNECE in order to meet the new international guidelines for vehicle safety and to remain exportable. The term IE (Russian ИЭ) stands for "исполнение экспортное", literally translated "export version". Later, the export models also received a safety steering column.

The models were built until 1975/76 and then developed into the types 2140 and 2138. Here, too, the principle remained to use the same body for both models. Possibly it was originally planned that the Moskvich-408 would be completely replaced by the Type 412. In fact, for the domestic market in the Soviet Union and low export figures, it was still built in parallel and as the Moskvich-2138 until the 1980s. One reason for this was that the engine of the Moskvich-408, unlike that of the Moskvich-412 and the new Lada models, also ran on the low-octane gasoline, which is widely used in the Soviet Union.

In 1976 the Moskvich-412 was replaced by the Moskvich-2140 . Judging by its technical achievements (see below, international motorsport) and its exports (AZLK exported to 70 countries around the world in 1975), it can be assumed that the Moskvich-412 was the most successful Moskvich. None of his predecessors and none of his successors could hold their own in an international comparison.

Although there was no shortage of promising prototypes ( Moskvich Series 3-5 from 1970, Moskvich Series S from 1975), its successor, the Moskvich-2140, only made external improvements, without modernizing the chassis, gearbox, body and engine.

Success in international motorsport

Москвич-412 rally

In 1968, four Moskvich-412s took part for the first time in the 15,000 km London-Sydney rally (London-Sydney Marathon). Externally, the vehicles still had the "old" 408 body, while the new 1500 light alloy engine was already working on the inside. They were the only participants from socialist production and they were almost unknown exotic species. The rally was grueling and around half of all international vehicles that started broke down. But, to the surprise of the international press, all four Moskvichs arrived at their destination. After this success, the export figures increased significantly.

These long-distance rally successes were later repeated at the World Cup Rally in 1970, when after a fabulous 25,000 km of over 100 vehicles, only 23 arrived in Mexico City. Three of them were Moskvich-412.

Stasis Brundsa achieved the most important victory in 1974 with a Moskvich-412 at the ADAC Rallye Tour d'Europe. Here he won the overall victory in an international long-distance rally that was otherwise won with vehicles such as the Opel Ascona 16 (1973) or the Porsche Carrera RS (1975).

These successes came as a surprise to outsiders at first. But they had continuity and, on closer inspection, were explained by the basic properties of the Moskvich-412, its robust construction combined with a strong and reliable motor and excellent ease of maintenance. Former racing driver John Bolster summed up these characteristics very aptly in his 1971 article on the Moskvich-412. The success of the Moskvich-412 in international long-distance rallies remained unmatched in comparison with its predecessors and successors from in-house, but also in comparison with all other cars in socialist automobile construction.

The Moskvich-412 in the GDR

The first announcements of the Moskvich-412 appeared in the motor press of the GDR as early as 1967. However, you had to wait another 5 years before imports began, the first imports did not come until 1972. The western export market was served earlier. Externally, the car did not differ from its little brother, the type 408, which had been imported in the facelift body as the type 408IE since 1970. Nevertheless, the car testers were still enthusiastic about the performance data of the vehicle, after all, when imports began, the car was the fastest car available to meet the needs of the population.

The private car buyers were divided, because from the beginning of the 1970s Polski Fiat as well as the new models Lada-1200 and 1300 and Dacia 1300 came to the GDR - all licensed buildings from Western manufacturers with modern bodywork. So it happened that the Moskvich-412, despite its superior engine, was even available without waiting. Robustness, chassis, performance as a towing vehicle and, last but not least, the ease of maintenance made the Moskvich-412 still interesting for many buyers. Since the vehicle was particularly suitable for rural areas, it was found there more often. The Moskvich served for decades as a company car for agriculture or for the country doctor outpatient clinics in the GDR. The new Moskvich-412 cost 18,500 marks in the GDR.

Until 1989, private vehicles remained a seldom exchanged and valuable commodity in the GDR. The Moskvich-412 was used intensively until the fall of the Berlin Wall and was repeatedly repaired and modernized by workshops as well as by experienced private individuals, whereby its ease of maintenance and its compatibility with the successor Moskvich-2140 were beneficial. After the fall of the Wall, however, the outdated vehicles quickly disappeared from the streets.

Model variants

Moskvich-427, the version as a station wagon (2014)
The Moskvich-412 as a motif on a Soviet postage stamp from 1971

As with its predecessor, the Moskvich-412 was built with a station wagon and a delivery van in addition to the sedan.

Series vehicles

  • Moskvich-412 - sedan, four-door.
  • Moskvich-412IE - basic model with limousine body, also built for export from 1969.
  • Moskvich-412Ju - basic model with limousine body, for export to countries with tropical climates.
  • Moskvich-412M - For transporting medical personnel and materials, for example to make home visits to patients.
  • Moskvich-412P - export version as right-hand drive.
  • Moskvich-412PJu - export version as right-hand drive, for tropical areas.
  • Moskvich-412T - model specially equipped and painted as a taxi .
  • Moskvich-427 - version as a five-door station wagon.
  • Moskvich-427P - five-door station wagon for export, right -hand drive .
  • Moskvich-434 - closed box van with only two doors + one wing door at the rear. Payload 550 kg.
  • Moskvich-434P - box van in export version as right-hand drive.

Prototypes

  • Moskvich-434G - Based on the van chassis, but with a pick-up body. Built in 1976, but never in series. Ischmasch built a similar vehicle as a version of the ISCH-2715 in large numbers.
Moskwitsch-412IE from the production of Ischmasch, built in 1974. Distinguishing features are the round headlights, the modified grill and the manufacturer's logo. Photographed in 2009
ISCH-2715 , pickup based on the Moskvich-412 (2014)
ISCH-2125 , station wagon with hatchback (2007)

From 1967 the Moskvich-412 was also manufactured in the Ischmasch branch in Ischewsk . The vehicles from this production were intended solely for the Soviet domestic market. Initially, they differed in structure and interior from the Moscow model only in a few details, but were apparently less included in the facelift, so that the dashboard and radiator sections were only adjusted later. Ischmasch produced a total of 2,317,439 copies of the Moskvich-412; production was only stopped in 2001 after 34 years. The models ISCH-2715 (pickup) and ISCH-2125 (station wagon with hatchback) were derived from him . They were built from 1972 and 1973 respectively. The ISCH-2715 produced 1,076,954 vehicles, the ISCH-2125 a total of 414,187 units. Both models were produced in Izhevsk for as long as the Moskvich-412.

Technical specifications

For the Moskvich-412 sedan as of 1971, as far as known.

  • Engine: four-cylinder gasoline engine , OHC valve control and hemi design
  • Engine type: "Moskwitsch-412"
  • Power: 75 HP (55 kW) at 5800 min -1
  • Displacement: 1478 cm³
  • Bore: 82.0 mm
  • Stroke: 70.0 mm
  • Compression: 8.8: 1
  • Torque: 112 Nm at 3000-3400 min -1
  • Fuel: gasoline
  • Tank capacity: 46 l
  • Consumption: 8.8 l / 100 km according to the standard, in practice about 10 l / 100 km
  • Gearbox: manual four-speed gearbox with reverse gear, fully synchronized
  • Top speed: 140 km / h
  • Acceleration: from 0 to 100 km / h in 18.8 s
  • Brakes: drum brakes (front duplex, rear simplex), vacuum brake booster, single circuit system
  • On-board voltage: 12 V, minus ground
  • Starter: Type ST1 13-B
  • Seats: regular 4, approved for 5 people without additional luggage and with higher tire pressure
  • Drive formula : 4 × 2 (rear wheel drive)

measures and weight

  • Length: 4090 mm
  • Width: 1550 mm
  • Height: 1440 mm
  • Wheelbase: 2400 mm
  • Front track: 1237 mm
  • Rear track: 1227 mm
  • Ground clearance: 178 mm
  • Turning circle: 11 m
  • Tire size: 6.00-13 ″
  • Empty weight: 1000 kg, also 1045 kg indicated
  • permissible total weight: 1340 kg
  • Front axle load: 645 kg
  • Rear axle load: 695 kg

literature

  • Hans-Joachim Heinze: I drive a Moskvich. Vehicle presentation, vehicle handling, technical inspection, troubleshooting and troubleshooting, useful additions . 5th, newly developed edition. Transpress, East Berlin 1981, DNB  810417421 .
  • Moskvich 408 - A Russian paradox. In: Motor Magazine, London, August 13, 1966.
  • Moskvich: A vehicle for the country [412]. In: Autosport, London, December 9, 1971, pp. 32–33.
  • Moskwitsch 408 and 412. In: Der Deutsche Straßenverkehr 3/1971, Transpress, Berlin, pp. 17-21.
  • LM Shugurov: АВТОМОБИЛИ России и СССР. Second part. Ilbi / Prostreks, Moscow 1994, ISBN 5-87483-006-5 .
  • Ministry of Automobile Transport of the RSFSR ; Vehicle Construction Institute NIIAT: Short Automobile Manual (краткий автомобильный справочник). Transport Publishing House, 6th edition, Moscow 1971.
  • Uwe Miethe: picture atlas of the GDR road traffic. GeraMond Verlag, Munich 2008, ISBN 978-3-7654-7692-1 .

Web links

Commons : Moskvich-412  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ a b Overview of all vehicles manufactured by Moskvich as well as further information on the individual types on denisovets.ru (Russian)
  2. ^ ADAC Echo Niedersachsen 1974: Soviet victory at Tour d'Europe .
  3. ↑ Moskvich 408 - A Russian paradox . In: Motor Magazin . London 13th August 1966.
  4. ↑ a b c d Test report Moskvich 408 / IE and 412 . In: German road traffic . No. 3 . Transpress, Berlin 1971, p. 80-85 .
  5. ↑ Rudas, Szluka, Hartmann: I drive a Moskvich Type 412 . Transpress, Berlin May 1974, p. 15-16 .
  6. ↑ A new engine for the Moskvich . In: Za Ruljem . No. 10 . Moscow 1967, p. 8-9 .
  7. ↑ a b Moskvich 412 (caption) . In: German road traffic . No. 6 . Transpress, Berlin 1967, p. 187 .
  8. ^ New development from the Soviet Union - Moskvich 412 . In: KFT (motor vehicle technology) 9/1969 . Verlag Technik Berlin, Berlin September 1969, p. 276 .
  9. ↑ a b Assessment of Moskvich 412 . In: KFT (automotive technology) 1/73 . VEB Verlag Technik Berlin, Berlin January 1973, p. 18-21 .
  10. ↑ a b Moskvich in 70 countries . In: German Road Traffic 2/75 . Transpress, Berlin February 1975, p. 43 .
  11. ↑ New Moskvich 2140 . In: KFT (automotive engineering) . No. 5 . Verlag Technik Berlin, 1975, p. 137-138 .
  12. ↑ Interview with Igor Zaitsev, former chief designer at AZLK. In: CARDESIGN.RU. March 16, 2015, accessed February 20, 2018 (Russian, with numerous contemporary photos of the prototypes).
  13. ^ David Benson, Victor Blackman: Daily Express London-Sydney Marathon . Beaverbrook Newspapers, London.
  14. ↑ Quentin Spurring: London-Mexico . In: AUTOSPORT . London April 30, 1970, p. 57-58 .
  15. ^ ADAC Echo Niedersachsen 1973: Waldner won the Tour d'Europe for the 4th time .
  16. ^ ADAC Echo Niedersachsen 1975: Tour d'Europe 1975: This time two German Porsche teams in front .
  17. ↑ a b c John Bolster: Moskvich: A vehicle for the country . In: AUTOSPORT . tape 45 , no. 10 . London December 9, 1971, p. 32-33 .
  18. ^ Thomas Mager: Rallye Tour d'Europe. Retrieved on February 20, 2018 (all results of the Tour d'Europe from 1956 to 1992).
  19. ^ GDR advertisement for Moskvich-412 on Youtube
  20. ^ Uwe Miethe: picture atlas of the GDR road traffic. P. 41 ff.
  21. ↑ Hans Joachim Heinze: I drive a Moskvich . Transpress, East Berlin 1981.
  22. ↑ a b Ministry of Automobile Transport of the RSFSR ; Vehicle Construction Institute NIIAT: Short Automobile Manual (краткий автомобильный справочник). P. 45 ff.
  23. ↑ Brief presentation of Moskvich 434 . In: KFT (automotive engineering) . No. 5 . Verlag Technik Berlin, Berlin-Ost 1975, p. 155 .
  24. ↑ a b Manufactured vehicles and their production figures on the website of the Ischmasch plant (Russian)
  25. ↑ Dimitri W. Koschewar: Техника . AST, Moscow 2015, ISBN 978-5-17-090272-9 , p. 74.
  26. ↑ LM Shugurow: АВТОМОБИЛИ России и СССР. Second part, p. 35 ff.