Right-hand drive doesn’t mean all controls are mirrored. The ignition switch stays on the right side, and the hood lever remains on the left. The steering column switches do not move, so the hood can only be opened from the passenger side, which required narrowing the shelf under the glove box. The biggest adjustment is learning the shift pattern, since the first and last gears still engage automatically, and at first the driver keeps searching for the gear stick with the right hand.
The hood opening lever remains on the left side. The transfer schedule stays the same, and it takes time to adapt. The brake drive also stays in its original spot, requiring the rod to be dragged to the right of the pedal assembly. Yet with time, these quirks blend into the routine. On the road, the right-hand-drive eight feels just as light and nimble as its left-hand counterpart.
Special mounting
There is a lingering myth that export Ladas came with extra equipment and special mounting. European dealers did occasionally retrofit the cars with notable options, including alloy wheels, sunroofs, sport steering wheels, different seats, electric windows, air conditioning, and even automatic transmission. In terms of build quality and the origin of the metal, export VAZ-2108s (like the domestic models) shared the same fundamentals. The apparent lack of corrosion in the Lad from Western Europe is often attributed to the milder climate, while examples from Armenia or Central Asia show similar resilience despite domestic production.
The interior of the right-hand-drive eight is marked by seat covers, cloth inserts in the doors, and a steep three-spoke steering wheel (optional). When discussing overall build quality, there is no meaningful difference between export and domestic versions.
Recognition in Europe
When the G8 reached the UK market in 1987, local reporters greeted it with mixed feelings. They criticized mainly the interior plastics as being low-cost, while acknowledging the cabin looked modern for the era. The construction and materials drew comments, yet the car was praised for its quick response to crosswinds and ruts, a result partly of its light weight. The lively character of the car impressed many, and the engine, described as expressive by observers, performed well even in the base 1300 cc version. The larger one-and-a-half-liter unit earned similar praise for its spirited delivery. Journalists especially valued handling, particularly given the car’s price in the Samara lineup.
The observer recounting a drive with a second Golf and a Lada of the same year noted that the Lada offered a driving experience more engaging for the driver. Even by today’s standards, the VAZ-2108 remains an excellent steer, and before the arrival of the Vesta, it stood as Lada’s most compelling driving model.
You can’t argue with statistics
Reports from abroad showed strong sales. By the late 1980s, exports reached well over 300,000 units annually. The reach extended beyond Eastern Europe into the West, with Britain alone moving 25,000 to 30,000 cars each year. Markets also included South America, Canada, and even Australia with New Zealand. A picture of global success emerges from these figures.
Readers who want a closer look at the car can follow the discussion in publications like “Behind the Wheel,” which has appeared on Telegram for ongoing updates [Citation: Automotive press archive].