History of the Volga: Five Decades of GAZ's Big Saloon

At a glance: eight models in 54 years

GAZ-21: where it began (1956–1970)

The brief for a successor to the GAZ-M20 Pobeda was issued in 1951, and GAZ completed the first pre-production batch of the new car on 10 October 1956. The GAZ-21 was larger and more comfortable than the Pobeda, with a 2.4-litre four-cylinder engine and a roomy cabin for five or six people. Its three series are easy to tell apart: the first with a star in the grille (1956–1958), the second with a 16-slot "shark" grille (1958–1962), and the third with a 36-slot grille from 1962.

The GAZ-21 also brought something unusual to Soviet roads: around 700 early cars had an automatic gearbox modelled on the Ford-O-Matic, before the plant switched to a three-speed manual in 1958. The car won a Grand Prix at the Brussels World's Fair in 1958 and was exported to many countries; in Belgium the importer Scaldia-Volga even fitted diesel engines. An estate, the GAZ-22, followed in 1962, and a small number of V8-powered GAZ-23 cars were built for state services. The last GAZ-21 left the line on 15 July 1970, after 639,478 had been built.

GAZ-24: the 1970s and 1980s (1970–1992)

Development of the replacement began in the early 1960s, and a first batch of 24 cars was assembled in 1968. On 15 July 1970 the GAZ-24 took over from the GAZ-21. It was longer, lower and more modern, with a 2,445 cc ZMZ-24D four-cylinder of 70 kW (95 hp) and a four-speed manual gearbox. A V6 of 2,990 cc and 120 PS had been built as a prototype in 1966 but was judged too costly for mass production.

The GAZ-24 became the standard taxi and official car of the Soviet Union, and was also bought by private owners after long waits. A light update came in 1977, and in 1985 the GAZ-24-10 introduced the ZMZ-402 engine family and many details developed for the GAZ-3102. In total, 1,481,561 cars of the 24 family were built by 1992, making it the most numerous Volga. GAZ also built an estate version, the GAZ-24-02.

GAZ-3102: the official car (1982–2008)

Manufacture of the GAZ-3102 began in 1981 and the official launch followed in 1982. It used the GAZ-24 body with a new front end and a more luxurious interior, and was intended mainly for managers and senior officials rather than private buyers. Its status in the Soviet Union was similar to that of an executive Mercedes-Benz or Volvo in western Europe, even though its design was already ageing. The GAZ-3102 stayed in production until 2008, long after the Soviet era.

GAZ-3105: the V8 flagship that never took off (1992–1996)

In the late 1980s GAZ developed a completely new luxury Volga to replace both the 3102 and the large Chaika. The GAZ-3105 had a V8 of about 3.4–3.5 litres and 125 kW (170 hp), permanent four-wheel drive, power steering, anti-lock brakes, an adjustable steering column and electrically adjusted seats. It was a modern car on paper, but the economic upheaval after 1991 made it far too expensive to build and sell. GAZ made only about 55 cars between 1992 and 1996, and its fuel use of around 17 l/100 km in town did not help.

GAZ-31029, 3110 and 31105: the 24 keeps going (1992–2009)

When the GAZ-24 body tooling wore out, GAZ combined the 24's underpinnings with 3102 panels to create the GAZ-31029 in 1992. Output doubled, but build quality suffered. In 1997 the GAZ-3110 brought new body panels and parts shared with the Gazelle van, and it became even more important for GAZ after the 1998 financial crisis.

The final development of the old design was the GAZ-31105, produced from January 2004. It received a minor facelift and a Euro III ZMZ engine in 2007, and from 2006 some cars were fitted with Chrysler engines. A long-wheelbase luxury version, the GAZ-31055, was introduced in 2006.

GAZ-3111: neoclassical styling (2000s)

The GAZ-3111 was GAZ's attempt to give the Volga a fresh, neoclassical design for the new century. Production was planned to start in 2000, but the car was expensive to build, suffered from early quality problems and found few buyers. GAZ built only 428 pre-production cars before it stopped the project.

Volga Siber and the end of the line (2008–2010)

For its last Volga, GAZ bought the tooling and rights for the Chrysler Sebring and Dodge Stratus platform in 2006. The Volga Siber was unveiled in August 2007 and went into production in July 2008, with a target of 20,000 cars in the first year. Demand collapsed in the financial crisis: only about 2,500 were built in 2009, and about 9,000 in total. In 2010 GAZ, under chief executive Bo Andersson, decided to end Volga car production and concentrate on vans and trucks.

Timeline, 1951–2010

Which model to collect: verdict

For collectors, the GAZ-21 is the classic Volga, and in the 1cars best Soviet classic cars ranking it is second only to the GAZ-M20 Pobeda; the third-series cars are the easiest to maintain, while first-series "star" cars and the rare early automatics are the most sought after. The GAZ-24 ranks fifth in the same list and suits buyers who want space and easy repairs; the 1cars GAZ-24 vs GAZ Volga comparison shows how it differs from the later cars. The GAZ-3105 and GAZ-3111 are rarities for specialists, and the Volga Siber is the most modern and easiest to drive daily, though it is the least "Volga" in character. By our count, the GAZ-24 family alone accounts for about 70% of the two main generations' combined 2.12 million cars.