Myth 1: A Different Conveyor Belt, Special Metal
This is probably the most widespread misconception. Teams assembling export cars were told that using a special production line and unique metal would boost manufacturing and logistics costs beyond benefit. In reality, selling vehicles abroad would not counterbalance those extra expenses.
As a result, export cars were assembled in the same facilities as domestic models. The steel used for the body parts of cars for both markets came from the same sources. There is little doubt that export models didn’t rust faster simply because of a dedicated build process. Any issue with rust largely came from the anti-corrosion treatment, which was typically carried out by the local dealer rather than a separate assembly line.
Myth 2: Unusual Components
Many people believe that export versions used imported gaskets, spark plugs, brake pads, and other parts, making them more reliable. This is another myth. The cars were finished in the same way as domestic ones. Even when foreign components such as lighting equipment were installed on Zhiguli, those parts could also be found on models built for the domestic market.
Yet upon arrival at European dealerships, some models were updated or modified—think different spark plugs or high‑voltage wiring. In some markets, like Canada, three‑speed automatics were fitted to Zhiguli boards. At the outset, there were no technical differences between domestic and export Zhiguli. Reliability depended more on the overall production period, and Soviet‑made Zhiguli were known for their durability.
Differences between European cars often boiled down to language information boards. The core engineering remained consistent across markets.
Myth 3: Richer Equipment
This one is partly true but also partly misleading. Many options did already exist in export catalogs, including radios, a wide range of alloy wheels, trims, and decals. Look at the roof rails—almost all German four‑wheel models featured them, and they became available to domestic buyers later, notably on the station wagon version VAZ‑2111.
Most of these features were not universally available to Soviet buyers at the time. Export models sometimes showed finish deviations that could be attributed to factory decisions. For instance, some export versions of VAZ‑2104 and 2105 boasted carpeted floors, echoing the luxurious VAZ‑2107, while domestic options on basic models typically used rubber flooring. Velor upholstery appeared on some cars, replacing leatherette in certain configurations.
In several instances, components such as the original steering wheel or the cassette player were installed by foreign dealers rather than by the home factory. Overall, the export line offered enhancements, but the core platform and most components remained aligned with domestic production.