The Promtech company has rolled out a generous wave of new items this year.
In spring, Yuri Timkin visited the factory and spoke about cars built on the Largus platform.
Alexander Vinogradov later tested vans on the Granta and Niva chassis at Dmitrovsky’s training ground.
And the author was fortunate to ride what they considered the most interesting version.
The Lada Niva Cube stands out as a practical choice for a corporate fleet.
Family bus in a new way
Previously, Nizhny Novgorod teams worked with Niva and Grants, but the core of the adaptations relied on Largus because it was inexpensive, reliable, and relatively economical. About 2000 units were produced over five years, which is respectable for a niche model. The setup evolved into a recognizable specialization. VIS crafted semi-frame trucks from the original Russian models, while Promtech produced nicer, roomier versions from Largus. Today, Largus is unavailable, and it remains unclear when it will return, making the price push beyond what many consider reasonable. In Nizhny, the offer for Grants and Niva has broadened.
The Niva Legend already feels tight inside, but the divider did not ruin the accessibility of the seating. Both front seats retain their reclining mechanism, though there isn’t much room behind them. The back pockets are easy to use.
The Niva Cube stands out because it does not include a separate luggage compartment module. The body has become wider, taller, and the appearance leans toward a passenger vehicle thanks to smoother lines. It is an attractive evolution. Five years ago I rated the first Largus Cube as too utilitarian for a family and even acceptable by commercial-transport standards; the Cube now mirrors that blend of practicality and modest style.
Or perhaps I misread the market too soon. I still recall a world where Largus could offer a dimensionless suitcase and seven-passenger space. It was the only affordable vehicle with those advantages, and today the segment feels sparse. The Niva Cube, like others, was designed with a three-row passenger layout without a partition behind the driver’s seat. It will look odd to see such a broad, dream-like universe unfold—after all, Largus itself isn’t exactly a looker.
The three-door Niva Legend measures 3640 mm in length with a 2200 mm wheelbase. The Cube stretches to 4900 mm in length and 3050 mm in wheelbase. It isn’t wide, but it is long, and the proportions emphasize cargo capability without sacrificing occupant space.
106 horsepower
Recognizing a key shortcoming of the Niva, the team in Nizhny focused on engine refinement. An external partner has been secured, though the name has not been disclosed. One confirmed detail is a power figure of 106 hp. It is not feasible to simply tune the engine with software to gain a quarter more power. The path likely involves mechanical modifications such as drilling cylinders and replacing pistons. Full details will surface if the upgraded motor makes it into production vehicles.
Visually the engine remains unchanged. Test firmware shows the 106 hp label, with credible claims that efficiency could reach around 110 hp. Some voices even contemplate a conservative route: certifying the engine for 99–100 hp to ease the load on the powertrain.
On the move, the test vans show the value of the upgrade. With an empty cube on a flat road in fifth gear at around 60 km/h, acceleration requires fewer shifts on climbs, and the Niva feels livelier. If the three-door model hosted those 106 hp under its hood, the experience would likely be even more appealing, though the current configuration trades aerodynamics and weight for the added power.
In the Cube, CV joints and a longer original universal joint are used. Reinforced VIS springs and rear air springs support the ride. The system is single-circuit now, but Promtech contemplates a double-circuit setup. The ambulances, which distribute mass unevenly along the sides, pose a challenge for optimization. A balanced left-cylinder pressure could improve handling, Promtech researchers note.
The latest Promtech vote did not resolve the issue. Available figures show a maximum vehicle weight of 2150 kg and a payload of 850 kg. A configuration with a 1300 kg payload would exceed the three-door Niva Legend by a small margin. Until official data and testing are published, some questions remain about feasibility and safety.
Any questions?
The Cube’s rear air suspension reduces body roll compared to the traditional “cab” setup, yet it still trails the stock Niva in cornering. The brakes remain as in the three-door version, but the official maximum mass increase is listed at 540 kg. The balance between cargo, passengers, and speed remains delicate.
The cargo volume approaches 5 cubic meters, with access from three sides. Despite the generous space, owners must avoid overloading the vehicle. In real-world use, five people with luggage and building materials can challenge the brakes. The vehicle’s dynamics can degrade if the weight distribution is not managed, especially at city speeds where braking demand remains high. The Niva rework from AVTOVAZ ships without ABS, demanding careful driving under load.
Rear doors are hinged and made from plastic on a metal frame. The lower sections borrow components from Largus, avoiding the need to reinvent the wheel.
What’s the price?
Promised price is around 1.7 million rubles, roughly 200 thousand rubles less than the current Largus Cube. Interestingly, official price lists show the difference between source codes for the three-door Niva and the Largus van as about half a million rubles, with similar changes in total cost. Many would not want to part ways with Largus entirely. The Niva has its strengths in certain scenarios, but it isn’t perfect for all uses either.
What is the result?
Supporters of using the Niva Legend as the base for these adjustments often point to rough regional roads and the need to reach remote villages. It remains true that the Niva is not young, yet it offers more comfort than earlier models. But does it retain its cargo-capability advantage?
Off-road, the engine sometimes struggles, even for a three-door. The 106-horsepower upgrade is unpredictable—power often brings more torque, but will a transmission handle the extra load and endurance? The Niva’s off-road capabilities remain solid due to light weight and strong cross-country geometry, but Promtech’s version loses some of that advantage.
In the end, the semi-frame design appears to be the weakest point. There are no complaints about asphalt trucks, but questions linger about how the vehicle will handle constant bending stresses in all directions. A transition toward a fully framed Sobol Business 4WD could be a safer path for real-world, heavy-duty use. The implicit verdict remains exploratory, awaiting further testing and official data.
- “Behind the wheel” can also be found on the associated social channel of the project, cited for reference.