A penultimate look back at unrequited automotive dreams from the former USSR and its COMECON satellites.
FSO Ogar, 1977
This four-seater Sports Coupé concept based on Polski-Fiat 125P mechanicals was styled by Cézary Nawrot. The rear end bears a faint
resemblance to the Alfa Romeo Junior Zagato, while the bumpers appear Volvo-esque, but otherwise the look seems quite original, if not exactly
beautiful to most eyes. The body was constructed from a laminate combination of epoxy resin and fiberglass.
A further peek through the iron curtain, courtesy of Bruno Vijverman, taking in the GDR, Czechoslovakia, Poland and mother Russia herself.
Trabant P610 1974
Powered by an 1100cc Škoda engine, this was yet another failed attempt, started early in 1974- to replace the old P601. Four P610 prototypes were made, of which at least one has survived. In November 1979 the SED
(Socialist Unity party of Germany) ordered Trabant manufacturer, VEB Sachsenring Automobilwerke to Continue reading “Curtain Call (Part 6)”
Uncovering more unrealised projects of the former USSR and its influence sphere.
Bosmal/FSM Beskid 106 – 1983
The Polish Bosmal research centre worked together with FSM on a few projects, one of which was the Beskid 106 – named after a mountain range in the Carpathaians. An up to date proposal for a successor to the license-built rear-engined FSM/ Fiat 126 was needed and Bosmal did not disappoint; styled by Krzysztof Meissner, the Beskid 106 presented in the spring of 1983 was more than contemporary.
Its drag coefficient of 0.29 was excellent, and the front-engined and front-wheel drive Beskid offered five person space within dimensions that were not much greater than those of the 126; seven inches longer, while its axles were twelve inches further apart. It did use the same 594cc two-cylinder engine, although a larger 703cc version was fitted to later versions. Development was halted in the late eighties, the most cited reason being that Fiat was going to Continue reading “Curtain Call (Part 5)”
DTW’s Eastern Bloc party of stillborn concepts and prototypes continues.
FSO Warszawa Ghia, 1957
In search of a suitable replacement for the dated GAZ/Warszawa M20, FSO enlisted Ghia of Italy to deliver a proposal. Designed under Sergio Sartorelli at a cost of US $62,000, this Warszawa Ghia was the result. Looking somewhat like a shortened Lancia Flaminia, the car had a pleasing and up to date look. FSO sent the car to its research and development centre to be stored until further notice. Apparently no action was ever taken to Continue reading “Curtain Call (Part 3)”
Comecon in and enjoy part two of Bruno Vijverman’s trawl through the former USSR’s automotive waifs and strays.
Moskvitch C1, 1975
AZLK, or Avtomobilny Zavod imeni Leninskogo Komsomola – which translates as Lenin-communist Youth Union – sold its vehicles under the more palatable brand name Moskvitch (Moscovite). In February of 1975 the C1 prototype was readied in response to a demand for a successor to the dated 412 model. Under its SAAB-esque skin, the work of chief designer Yuri Tkachenko, still beat the 412’s 85hp four; the hump stamped into the driver’s side of the bonnet accounted for by the engine’s height. Sharp eyes may spot the Opel Ascona B headlights. Still, the C1 looked modern- sporting even.
You don’t know how lucky you are…. Commonly believed to have been an automotive wasteland, but in fact a hotbed of innovation and inventiveness – Bruno Vijverman goes back to the USSR.
From establishment until its dissolution at the end of 1991 the USSR, with its highly centralized government and economy, kept its subjects in check under a stifling regime of five-year plans (pyatiletka) and widespread collectivisation. Stray too much – or too often – from your allocated path within the one-party state system and you risked intimidation, re-education, arrest or worse.
Such an environment of course was hardly conducive to creativity or self-deployment; at first sight this would also seem to be reflected in the vehicles that the (relatively) lucky few were allowed to own, assuming they could Continue reading “Curtain Call (Part 1)”
The transverse-engined, hatchback 1100 is undeservedly overshadowed by other trailblazers. But not only did it get there very early, its influence travelled surprisingly far.
Introduced in 1967 and available as 3 and 5 door hatchbacks, a neat estate as well as van and pickup versions, the Simca 1100 had a sizeable niche of the French market available to itself for years. Renault didn’t fill the hatchback gap between the 4/5/6 and the 16 until the 14 of 1976, the same year that conservative Peugeot put a fifth door into the 104.
Structurally zealous or just snobbish, Citroen previously allowed a hatchback only on the Dyane until the Visa of 1978 and the GSA of 1979. Despite this, and its 18 year life, the Simca is another of those cars, like the Autobianchi Primula with which it shares conceptual roots, that seems to have been excluded from the condensed history of the evolution of the motor car. Continue reading “Theme : Simca – Going the Distance”