Start given

Izhevsk’s automobile plant was created to produce simplified versions of the Moskvich-412 and operated under the Ministry of Defense Industry, which did not demand groundbreaking models. Yet, once the Izhevsk facility began producing, a wave of ambitious and refined projects emerged from the new design bureau. By 1967 they were already developing the IZH-13 Start hatchback, a front‑wheel‑drive concept that stood apart from typical Soviet designs of the era.

The ministry, though reluctantly approving, left room for potential prototypes. It was clear that without command support a production version would be unlikely. Still, the engineers were hopeful; they believed a truly new car could emerge from a strong collaboration between imagination and engineering.

Model of the Izhevsk front-wheel-drive car, 1968

Not like anyone

The goal for the new car was to offer greater interior space and cargo capacity while preserving the dimensions of the Moskvich-412. The engineers chose a hatchback layout to meet this aim. The global hatchback trend was just taking off in the 1960s, with Renault 16 becoming Car of the Year in 1966 and inspiring many automakers. In the USSR, Izhevsk was among the first to pursue this concept. Notably, in 1974 the first serial Soviet hatchback appeared as the IZH-2125 Kombi from Udmurtia. Izhevsk also embraced front-wheel drive, a feature seen in Renault and Citroën models of the time.

IZH-13 did not win the top prize in beauty, but it represented a pioneering stage. The designers understood that a chance at production would exist only if the concept closely aligned with the Moskvich-412 in key parameters. Accordingly, the body was made sturdier and more streamlined than the conventional sedan, while the powertrain was positioned longitudinally to facilitate front-wheel-drive packaging.

The project presented a launch unlike any domestic or imported car of its time.

Engine and gearbox – from Moskvich

Technically, there were no dramatic changes. The Moskvich-412’s 1.5‑liter engine delivering 75 horsepower remained, but the unit was tilted 45 degrees under the hood rather than the 20 degrees seen in the Moskvich-412. This adjustment necessitated a redesigned intake manifold and the use of a horizontal Solex carburetor. Longitudinal engines were common in front-wheel-drive models of the era, including Renault and later in the Moskvich-2141.

The four-speed serial gearbox received a minimal redesign to accommodate the front-wheel-drive layout. The existing Omsk gearbox did not win favor from AZLK or the Izhevsk plant, leading to plans for a new, internally developed unit that would later align with an unborn IZH-14 SUV.

The 45‑degree tilted engine with its revised intake and Solex carburetor is shown in a visual reference. Like many contemporary imported FWD cars, the drive used double universal joints due to the difficulty of manufacturing CV joints in the USSR at that time, with the Moskvich 412 crosses used for compatibility.

Suspension – as Renault

The rear suspension was original: independent with a transverse torsion bar, a setup reminiscent of the Renault 4. It is worth noting that Izhevsk personnel later claimed limited familiarity with Renault in the late 1960s, although cooperation with Renault did eventually deepen. The Izh‑13 program benefited from intensified collaboration between AZLK and Renault in subsequent years.

Tests of the experimental IZH-13 Start demonstrated that its basic parameters closely matched those of the Moskvich-412. Steady driving delivered fuel consumption around 9 liters per 100 kilometers, with a top speed reaching about 142 km/h. In terms of interior space and cargo capacity, the prototype clearly surpassed the sedan, yet remained compact enough to keep the design philosophy focused on mass production feasibility.

IZH-13 stands as the first five-door Soviet hatchback, marking a milestone in the history of the national auto industry.

Getting stuck in the papers

Efforts to secure funding for the IZH-13 repeatedly collided with the realities of centralized planning. The correspondence between Moscow and Izhevsk stretched across two years, producing sheets of paperwork rather than immediate results. At one point Moscow suggested abandoning IZH-13 in favor of a joint project with AZLK, while the Izhevsk plant faced a hesitant stance from central leadership that did not see the value in adding another model to the lineup.

Central planners believed there was no need for many cars of similar size, so the idea of producing another Moskvich‑class vehicle seemed unnecessary. Meanwhile, the industry already wrestled with parts supply for existing models, a challenge that would only grow with a new and unconventional model. IZH-13 survived in the museum and in limited demonstrations, while other Izhevsk developments like the IZH-2125 Kombi, the IZH-2715 van, and the IZH-27151 pickup pursued different paths within the same corporate family. In later years, the factory introduced the more distant IZH-2126, a distinct design that diverged from the Start’s concept. The IZH-13 later earned a place in the factory museum, where prototypes are preserved with care as a testament to a time of bold experimentation. The factory’s devotion to preserving these early efforts speaks to the historical importance of the project. [Citation: Izhevsk Motor Plant archival records and museum collection]