Enduring values


For all its shortcomings, the Lada is the most affordable car (not counting the Oka) today. It is a thousand dollars cheaper than Samara, but is it so much worse? Let us ponder which Lada to prefer when buying the good old "classic".


Let's start with the Six. Of course, the exterior is old-fashioned. The retro car on the assembly line is already the 25th year, but, oddly enough, is still in demand. Many people like him for their unpretentious appearance, sort of soft lines. This is not a chopped “five” or “seven”, which, although they look a bit more modern, clearly remind of the transient fashion of the “eighties”.

The same is in the interior. “Six” is rightly home and even carries a “sporty” note of stylish round appliances. The “wooden” decor has long disappeared from the panel elements, but it still continues to please the eye. Perhaps this is due to the design - it is difficult to spoil it even with today's, to put it mildly, unimportant build quality. And on more modern flat and angular panels 2105 and 2107, traditionally slightly warped plastic parts are immediately evident. And the huge “glove box” on the “six” cannot be compared with the creaky and permanently non-closing “five-seven” microcoat - the inner space of the panel is “eaten up” by air ducts.

The seats trimmed with fabric 2106 compare favorably with the seemingly more practical dermatin “fifths” (they do not allow air to pass through and it’s not very comfortable to sit on them) and even the sporty-looking “sevenths” with a high back (they cannot be laid out in a bedroom option). But on 2105 and 2107, the front seats are shifted 15 millimeters back compared to 2106, and tall drivers are more comfortable sitting.

In addition, the "five" and "seven" are safer in a frontal collision - they have a steering shaft with two cardan joints that deviates from the chest of the driver. These machines also have a useful addition on the instrument panel - a voltmeter. In winter, when you have to pay more attention to charging the battery, the “control” in the “six” does not provide such complete information about the state of the car’s power system. She does not have a regular rear window heating (exception - 21065), the dipped headlights are slightly worse.

At the same time, electrical specialists from their positions consider the Six to be more reliable. Firstly, because her wiring is solid, and not from harnesses docked together, as in 2105 … 2107 (at the connection points all problems begin). Secondly, the mounting block was taken “outside” - under the hood, it does not live there for a long time, but still longer than the “Samar” - they have a block near the drain hole and is almost always in a humid environment. The third trouble of the “fives” and “sevens”, as well as “samar, ” are the taillights. If any signal is not lit, first of all it is necessary to check the connector (oxidized) and the "mass" (disappeared). The Six have no such problems.

Now about the body. There are many rumors about the different rigidity of the “sixes” and “fives”. Factory experts say that the rigidity of the 2105, 2106 and 2107 bodies is almost the same. But the old-fashioned design has its merits. Perhaps the doors without panes, according to modern concepts, are more elegant, but such as those of the Six are more convenient for efficient ventilation of the cabin. The body trim does not creak and it is noticeably warmer (the heater is more reliable). One can argue with these arguments, referring them to subjective, but as regards corrosion resistance …

With the beginning of the assembly, the “dozen” body 2106, painted and assembled on the same conveyor line, acquired favorable quality - it began to be primed with a modern and effective cataphoretic method, which provides a much more durable corrosion protection. And on line 2104, 2105 and 2107 - an old anaphoresis: there is no money to upgrade equipment. In addition, it is very difficult to treat the narrow upper part of the front “fifth” wing from the inside with anti-corrosion mastics. That is why treacherous spots of rust appear on the upper plane of the wings of the "fives" and "sevens" earlier than the "sixes".

However, since the beginning of this year, part of the “sixes” have been assembled on line 2105 … 2107. And this means that they are also primed with an old anaphoresis and it is impossible to determine which thread the machine is assembled on (read how the soil was applied) by the body number. The only true sign: if the car is painted with “metallic”, it means that it has left the “ten” line. The 2105 family does not indulge in such paint.

The luggage racks of all cars, of course, are the same, but the “six” lock is more convenient - it opens with a key-locked button, and on the “five-seven” it can be opened only with a key.

Engine and transmission. Previously, the “six” was the only model on the VAZ with an engine of 1600 “cubes” - the so-called clean one. But this is not the first year that all the “classics” have been produced only with engines of 1500 and 1600. The latter also falls on the “seven” - such a modification carries the index 21074. Which motor is preferable? Dvigateli amicably argue that from the point of view of completeness and reliability, they are the same! But rumor for some reason prefers one and a half liter. (As if it were designed at FIAT, and therefore it is especially good. They do not believe, therefore, the domestic design genius.)

For urban conditions with frequent acceleration, the main pair of the 2103 gearbox with a gear ratio of 4.1 is preferable, and on the highway with 2106 (i = 3.9), it can save up to half a liter of gasoline per 100 km. Box-"five-step" in these conditions (with the same main pair) at a speed of 120 km / h will save almost a liter against the four-speed.

Interesting is the opinion of the distillery earning bread by car delivery. The Seven, they say, is the most prestigious classic. VAZ 2106 can still be replaced by VAZ 2107, but after the "seven" to the "six", as a rule, no one sits down.

But “Zhiguli” is now being made not only in Togliatti. RosLada in Syzran collects 30 thousand cars a year: 24 thousand “sixes” and 6 thousand “nines” (21093).

The assembly plant consists of two main workshops. In one of them collect the body - 1500 per month. That is how many “naked” painted bodies come here from VAZ. All are removed from the “tenth” line, which means that they are primed by the cataphoretic method. VAZ technologies are used here, only the body moves along the floor conveyor.

In addition, 6, 000 "ninth" bodies and the same number of "sixth" VAZ supplies in the "first" configuration - assembled. It is noteworthy that half of these “sixths” are also from the “ten” line.

The car assembly shop at first glance is indistinguishable from the VAZ - the same overhead conveyor, but it does not move continuously, as in a VAZ, but in a pulse. So at every post the workers assemble stationary cars. Have performed the operation - the conveyor has advanced. But here, assembly is carried out strictly according to VAZ technology. The only difference is in the brake pumping method. At VAZ, compressed air is used for this, and at RosLada, vacuum is used.

The team is responsible for the quality of the assembly, which puts its mark on the car’s assembly passport. Doubting the condition of a particular part, the worker has the right to postpone the product. Later, the commission will determine whether it can be used or is it better to throw it away. For a marriage in the assembly, the worker loses 25% of daily earnings. The payment system is piece-premium, not time-based.

But here the assembled car moves off the assembly line. Now - to the post for adjusting the position of the wheels (“wheel alignment”) and headlights, then the break-in drums. After adjusting the carburetor - the final acceptance. Selectively (on one machine out of ten) check the effectiveness of the brakes on a special stand.