Lada 112

Lada 112 at a glance

The 110 family was the first all-new Lada of the 1990s, a front-wheel-drive car a size above the Samara. The saloon arrived first, followed by the estate and then the hatchback, which AvtoVAZ positioned as the sportier version. Its long, tapering tail with a spoiler on the tailgate gives it a different look from the saloon, although the front end, doors and interior are shared.

How the 110 family and the 112 hatchback came about

Work on a larger car based on the Samara platform began in the early 1980s. According to the old 1cars text, the design was started in 1983 and split in 1984 from a simpler project that later became the VAZ-21099 saloon. A prototype series was ready in 1987, and AvtoVAZ and Porsche engineers optimised its aerodynamics in Zuffenhausen. The car was shown in 1991, but an economic crisis delayed production until 27 June 1995, when the VAZ-2110 saloon went into series.

The 111 estate arrived in 1998 and the 112 hatchback in 1999. In 2007 AvtoVAZ launched the Lada Priora, a modernised 110, and the 112 was phased out once the Priora hatchback appeared in 2008. The 110 family was also assembled under licence outside the home plant, including in Ukraine, Egypt and Romania, where a version was sold as the Lada LUX 112 Europa.

1.5 and 1.6 engines: 8 or 16 valves

The first 112s used the same engines as the saloon. The old 1cars text mentions an early 1.5-litre carburettor engine with 54 kW (73 hp) and 109 Nm, soon replaced by fuel-injected engines. The main engine of the 112 was the 16-valve 1.5, later a 16-valve 1.6, with twin overhead camshafts and hydraulic tappets. Eight-valve versions served as the cheaper option.

These are the figures listed for the European versions sold from 2000 to 2007. Fuel consumption for all four is quoted at 7.3–7.7 l/100 km in the combined cycle, with CO₂ emissions of 180–186 g/km. The fuel cost calculator converts these figures into running costs. Top speed is quoted at up to about 185 km/h for the 16-valve cars.

The 16-valve engines are noticeably livelier above 3,000 rpm and, according to the old 1cars text, use slightly less fuel than the 8-valve units. They have one important weakness: the camshafts are driven by a toothed belt, and if the belt breaks the valves hit the pistons. Changing the belt and tensioner on time is essential.

MacPherson front, torsion beam rear

All 112s have front-wheel drive and a five-speed manual gearbox. The suspension follows the Samara pattern: MacPherson struts at the front and a semi-independent torsion beam at the rear. Steering is rack and pinion, with hydraulic power assistance on better-equipped cars. The brakes are discs at the front and drums at the rear. Eight-valve cars ran on 13-inch wheels and 16-valve cars on 14-inch wheels.

Size of the hatchback and its 730-litre load space

The boot is average for a compact hatchback of its time; the biggest-boot hatchbacks ranking shows how it compares with newer cars. The rear seat back is split in a 2:1 ratio, and a full-size spare wheel sits under the boot floor. The loading lip is low, which the old 1cars text counts as an advantage over the older Samara hatchbacks.

Lada 112 compared with the 110 saloon and 111 estate

The three-door coupé was built in small numbers at an AvtoVAZ subsidiary, with longer doors and wider wheel arches, and was dropped in 2008. Among other Ladas, the VAZ-2114 was the cheaper, simpler choice of the same era, while the Lada Kalina hatchback is about 320 mm shorter than the 112. The Lada Granta versus VAZ-2110 comparison shows how the family's successors moved on.

Cabin layout and trip computer

Inside, the 112 is almost identical to the 110 saloon. The dashboard has a central display that shows which door is open, the steering wheel is adjustable for angle, and the front seat belts adjust for height. The upholstery on the seats and door cards was colour-matched to the body. The glovebox holds A4 documents. Better-equipped versions had a trip computer showing current and average consumption and remaining range, and could be ordered with power steering and electric windows.

The old 1cars text points out two drawbacks. The pedals sit close together because the gearbox tunnel is wider, so the throttle and brake can be pressed together by mistake. The tailgate spoiler also limits rear visibility. Hard plastics creak, and rear legroom is tight for tall passengers.

Crash protection by today's standards

The Lada 112 was never tested by Euro NCAP. Cars of this family were commonly built without airbags, and the body design dates from the late 1980s, so passive safety is well below modern standards.