Thirty years on an assembly line isn’t a national record for many nations. And Moskvich-412 has, like other domestic classics, evolved as the years passed.
Yet in the last century and a half of its life, toward the end of the 20th century, Moskvich’s reputation took a hit.
Still, there were moments of ascent alongside the dives, and the vehicle’s story includes both cautionary chapters and bright passages.
Step-by-step
From the earliest days of MZMA, circumstance seeded a tradition of evolutionary development. New features were gradually integrated into the production model. When a fresh body came along, certain components and assemblies were carried over from a predecessor, then additional improvements found their way into the new design. This incremental path brought advantages and drawbacks, and the Moskvich-412 sits as a clear example of that approach.
The body of the Moskvich-412 traces to the Moskvich-408, dating back to 1964. In the late 1960s, amid a landscape of foreign rivals, the car appeared fresh and distinctive. But the engine and other units under the hood of the 408 were derived from the earlier Moskvich-403.
The engine in the Moskvich-412, paired with the 408 chassis, sat tightly and tilted within the engine bay.
Nevertheless, the Moskvich-412 represented a revolution for the plant and a significant milestone. For the first time since 1947, a completely new engine design arrived, free from the lineage of the previous Moskvich-400 family. Previously, the heart of many engines began with the Opel-derived cylinder block used in the early life of the 400-series.
The chain-driven overhead-valve engine of the Moskvich-412 produced 75 horsepower from 1.5 liters of displacement. This output was deemed solid even as the 20th century drew to a close.
A hydraulic vacuum brake booster was fitted to cars with the 75-horsepower engine.
The historical thread of modeling a Soviet unit after BMW has solid roots. Soviet designers, led by Igor Okunev, studied the Bavarian engine, recognized as a benchmark in its class for that era. Yet the 412’s engine was not a direct copy. It featured different geometry, a distinct layout and combustion chamber shape, and most importantly an aluminum block with cast-iron sleeves—unlike the BMW’s all-cast-iron construction. This choice proved advantageous for the USSR, simplifying maintenance by allowing sleeves and pistons to be swapped without a full engine teardown; head removal and sleeve work sufficed. In the 1970s and 1980s, Ufa-built engines in the 412 family could cover well over 150,000 kilometers between major overhauls without excessive oil consumption.
With 75 horsepower, the Moskvich-412 stood its ground against notable Western rivals of the early 1970s. For comparison, a 1.5-liter Ford Taunus 17M delivered about 60 horsepower, the 1.7-liter Opel Rekord offered similar output, and the Audi 80L with 1.7 liters produced around 80 horsepower. AZLK veterans note that the 412’s power was not overestimated at launch; it was well matched to the car’s design. Chief designer Alexander Andronov understood the risk of missing a key performance check, as it could impact both Moscow and Ufa factories. Serial engines commonly achieved 80 horsepower, and 75 forces became a reliable baseline, especially with the hydraulic vacuum brake booster, a licensed component acquired from Lucas.
Production of Moskvich-412 in Moscow began officially in 1967, with commercial output following in 1968. That same year, AZLK—named after the Lenin Komsomol—was established in honor of the 50th anniversary of the Komsomol. Production also expanded to a new plant in Izhevsk, set up in Udmurtia as part of the broader industrial push.
“RACERS”The 1972 film directed by Igor Maslennikov, featuring Yevgeny Leonov, Oleg Yankovsky, and Moskvich-412, rode a wave of real sports success for the model. For many young viewers of the era, the film became a cult favorite and remains memorable today. |
Express Moscow — Izhevsky
The backstory of Izhevsk’s plant is both curious and entertaining. In the mid-1960s, as the idea grew to build a large new factory in Stavropol on the Volga—soon to become Togliatti—the Soviet leadership weighed the costs of importing Western automotive technology. Dmitry Ustinov, then a rising figure in the defense establishment, pushed for domestic production and for leveraging existing capabilities.
Izhevsk and Moscow built Moskvich-412s side by side, a collaboration that reflected a broader strategy. Ustinov believed that expanding local production required leveraging domestic designs and already-used components. The plan aligned with the broader leadership, aided by then-leader Leonid Brezhnev, and both factories were authorized. The Izhevsk facility benefited from established defense-industry expertise, which helped accelerate car production. Some accounts claim Izhevsk-made 412s boasted slightly different trims and finishes than their Moscow counterparts, though the core engineering and components were shared. In practice, both plants used Ufa engines and Omsk gearboxes, while Izhevsk versions often earned a reputation for a softer instrument panel and subtle interior updates. By 1973, with the IZH‑2125 Combi entering production, a portion of sedans adopted more modern headlamps consistent with the era’s style.
The Moskvich-412 seen in Izhevsk in 1974 embodied a rare blend of features from both cities, a snapshot of a car built through collaboration and continuous adaptation.