Moskvich-C3 - he received a two-liter engine and rear independent suspension

Cars of the Moskvich brand are still found on Russian roads, especially far from large cities. For some, they remain a “workhorse” for every day, but more and more often there are cars carefully restored in memory of childhood.


It is clear that the Moskvich was always inferior to the Zhiguli in terms of popularity, there is no fault of the AZLK designers in this. Rather, on the contrary - they tried with all their might to develop new models of different classes, and they succeeded. But none of the revolutionary prototypes went into production.

In the mid-1970s, the management of the AZLK plant decided to make a second attempt to create new models that would be superior to the Zhiguli. They were supposed to become an intermediate class between the products of the Volga Automobile Plant and the Volga.


The previous attempt failed - these are the Moskvichs of the 3-5 series, created in the late 1960s and early 1970s. Despite the innovative technical features and spacious interiors, the appearance of these cars against the backdrop of the Zhiguli looked frankly outdated.

The new "Moskvich" of the "C" series was supposed to outwardly copy foreign cars modern for those years. And the designers really managed to make such a car. True, his fate did not work out and the model never became serial.

Prototype Moskvich-S1

Having abandoned the cars of the 3-5 series, the management of AZLK did not abandon the idea of ​​​​producing a car that would outshine the Zhiguli. Two camps formed among the employees of the enterprise - each had its own point of view on the new Moskvich.


Experienced designers believed that they could develop a car from scratch. The leadership of AZLK looked at it skeptically, recalled an unsuccessful attempt with a series of 3-5. Looking at the start of the Volga Automobile Plant, they offered to do the same - to buy a foreign model with all the equipment. If the state does not allocate money for this, then at least buy a promising car abroad and copy it.


The car turned out to be modern and stylish, similar to foreign analogues like the Opel Ascona, from which, by the way, headlights were taken. A key feature of the Moskvich-C1 was a specific trunk lid. Externally, the car looked like a typical hatchback, but in fact it was a sedan. Then the designers still did not dare to make a full-fledged fifth door at the back, believing that this was too much for the climate of the middle zone - it would cool off.

Compared to the Zhiguli of the mid-1970s and the Muscovites of the 3-5 series, the experimental car stood out for its swift lines and looked like a sports model. The hood had a bulge - this had to be done in order to accommodate the UZAM engine with a displacement of 1,7 liters and a power of 85 hp. With.


Already on the first copy of the Moskvich-C1, an independent suspension appeared, and the gearshift lever went straight out of the box, which ensured the clarity of switching. Drive, it was decided to leave the rear.

Even now, Moskvich-C1 looks stylish, but for 1975 it was just “bomb”. In total, three prototypes of this model were assembled.
Unfortunately, the appearance of the car was too revolutionary. Therefore, finding fault with the technical design flaws, the ministry rejected the model.

Prototype Moskvich-S2

AZLK engineers did not despair, but began to work on a new prototype with a more calm and traditional design. At the same time, they corrected the design flaws discovered during the C1 tests.

In 1976, engineers sculpted a full-size car model out of plasticine. It is noteworthy that one side differed from the other. In the summer of the same year, the designers assembled another layout, not running, but already ready for implementation.


Only to make a prototype Moskvich-C2 did not work out. The chief designer of AZLK, Charnorutsky, who was a technical specialist, but always said that he did not understand anything in design, retired. Young engineers with such a boss received the go-ahead for the most daring projects, which they used.

The new leadership at AZLK came from the ZIL plant, and the Minister of the Automotive Industry of the USSR Polyakov became interested in Moskvich. Having experience in launching and refining the Zhiguli, he said bluntly that the company needed a foreign partner.

The following companies were proposed as possible contenders for this role:

✅ Nissan
✅ Citroen
✅ Porsche
✅FIAT

The management of AZLK immediately supported the idea. Firstly, arguing with the minister is fraught, and secondly, if something does not work out, one could always blame foreign partners, they say, they set it all up on purpose.


But it was not possible to agree with anyone - foreign brands demanded money, and the government of the Soviet Union was not going to allocate them. And why, if there is a Zhiguli, and even old models of Muscovites need to stand in line, waiting for the treasured postcard.

I had to create a new car on my own. In principle, this suited the AZLK designers - it was a challenge.

Prototype Moskvich-S3

Using the models of the C2 model, the engineers set to work. It was necessary to make the car at the same time modern, but not revolutionary, so that it would be approved by the management.

Although I really wanted a car in a full-fledged hatchback body, it was too much for the USSR. I had to make a small trunk lid again instead of the fifth door. But in winter, rear passengers could not be afraid of gusts of wind when loading.

Initially, the designers were going to prepare several prototypes at once. In addition to the visual hatchback, they planned a classic sedan and station wagon. But these modifications remained on paper.


As in the Moskvich-C1, when creating the C3 model, the question arose of placing an engine that was too high, especially since they planned to increase the engine further, bringing the working volume to 2,0 liters. As a result, it was precisely such a power unit that the prototype received.

It was possible to place it under the hood due to a specific protruding platform on the hood, as was done with the Moskvich-C1.

The designers managed to beat this "hump" in such a way that it almost did not stand out. The hood from the windshield first goes straight, and then drops sharply downwards, giving the car a sporty look.

Just in case, at the last moment, they decided to highlight the site with black matte paint. It was a safety element that reflects the light from the headlights of oncoming cars.


The designers of the Volga Automobile Plant suggested to their colleagues from AZLK to equip the prototype with a bumper with an aluminum beam and rubber bumpers. In the event of an accident, these elements were supposed to protect the body from damage.

When creating the Moskvich-C3 hodovka, the designers took advantage not only of the developments of the C1 / C2 projects. Shortly before this, the plant bought a BMW 520 - a number of technical solutions were taken from this German sedan.

A fully finished prototype Moskvich-S3 appeared in 1977. He received a two-liter engine - an unprecedented luxury not only for Muscovites, but also for Zhiguli.


A collegium of the USSR Ministry of the Automotive Industry, headed by Polyakov, went to the AZLK plant especially to inspect the prototype. The top management did not like the rear-wheel drive car.

The minister rejected the Moskvich-S3, saying that the new AZLK car should be with a front drive axle. Polyakov chose SIMCA 1308, a French-made model, as an example to follow.

So, due to the whim of one person, the C3 project was considered unpromising. I had to make a new model with front-wheel drive. The developments eventually embodied in Moskvich-2141, but that's a completely different story.