9621 Agnes Crossing, Lake Suzanneview, New Mexico Island 84604-9295.
The Aurus project was initially shrouded in secrecy; it was a government car after all. Technical details were disclosed very sparingly. And when the domestic automotive industry shifted
Strictly speaking, the question of which engine will be installed on Aurus cars is not worth asking. Well, tell me, what do ordinary Russian citizens care about a vehicle, which at best we can make money for in 30 to 40 years, and then only if we follow the example of Don Pedro’s Castilians:
All according to this vow,
Do not touch meat
They don’t eat bread downstairs.
It is not surprising that the interest in the technical characteristics of the Aurus among the vast majority of domestic drivers is approximately the same as that for Abramovich’s yacht. And the demand for them is slightly higher than for elite watercraft. With declared annual sales volumes of 500 to 600 cars, only 31 units were sold at the end of 2022, as the Autostat agency helpfully tells us. The company is openly unprofitable, and in its current concept it will remain so, although this will not prevent the company from fulfilling its mission: supplying luxury cars to top Russian officials.
Nevertheless, the subject of import substitution (may I forgive this involuntary pun) has so preoccupied automotive experts that they are bringing it up everywhere – even in those areas where, as they say, it is not a mare’s tail. How can the localization of several dozen expensive limousines affect the country’s economy? It’s a different matter when it comes to the maximum Russification of some LADAs, of which almost 35 thousand were sold last September alone, according to data from the same Autostat.
But outraged cries like ‘He traded us for a woman!’ are still heard. So, they say, first a German engine was placed under the hood of the Aurus, and now a Chinese engine is mounted – presumably the V6 E30Z from the Tank 500. Let’s leave the question of why this is necessary in principle to 598 hp engine into an engine that is exactly twice as empty. The problem here seems to lie elsewhere, namely that the German engine is actually not German at all.
The V8 engine was jointly developed by the NAMI Institute and the Porsche Engineering Bureau according to technical specifications drawn up by Russian engineers. Today the same NAMI is engaged in its assembly. Initially, most parts were indeed of foreign origin.
But gradually they are replaced by domestic ones. For example, engine cylinder blocks and cylinder heads are cast at KamAZ. Turbochargers are manufactured by the company Turbokomplekt from Protvino. It is true that electronic components are still purchased abroad. In other words: do you want import substitution? I’ve got them.
Seen in this light, the Chinese engine clearly deviates from the mainstream, two steps back. If only because it is completely Chinese. Yes, apparently it will be assembled near Tula. But we have already experienced such tricks. Renault with bad memory was also produced in our country. But when the French once again, according to age-old custom, fled Russia, we were literally left with nothing – without components and without technology.
Our car industry is not at all immune from a repeat of the bitter experience, now with the Chinese. So what is the point of a possible change in the unit of the only domestic limousine to date? The cost of the NAMI-4123 engine, painstakingly assembled by hand with a minimal degree of automation and in small batches, is off the charts.
A Chinese engine produced in large quantities will be much cheaper. But for those who buy Aurussen, this is a problem – how can I put it mildly? – no problem at all. It is unlikely that it will be possible to achieve the planned five thousand cars per year with just an engine change and some adjustments in the price list. And why protect the garden?
Strictly speaking, the question of which engine will be installed on Aurus cars is not worth asking. Well, tell me, what do ordinary Russian citizens care about a vehicle, which at best we can make money for in 30 to 40 years, and then only if we follow the example of Don Pedro’s Castilians:
All according to this vow,
Do not touch meat
They don’t eat bread downstairs.
It is not surprising that the interest in the technical characteristics of the Aurus among the vast majority of domestic drivers is approximately the same as that for Abramovich’s yacht. And the demand for them is slightly higher than for elite watercraft. With declared annual sales volumes of 500 to 600 cars, only 31 units were sold at the end of 2022, as the Autostat agency helpfully tells us. The company is openly unprofitable, and in its current concept it will remain so, although this will not prevent the company from fulfilling its mission: supplying luxury cars to top Russian officials.
Nevertheless, the subject of import substitution (may I forgive this involuntary pun) has so preoccupied automotive experts that they are bringing it up everywhere – even in those areas where, as they say, it is not a mare’s tail. How can the localization of several dozen expensive limousines affect the country’s economy? It’s a different matter when it comes to the maximum Russification of some LADAs, of which almost 35 thousand were sold last September alone, according to data from the same Autostat.
But outraged cries like ‘He traded us for a woman!’ are still heard. So, they say, first a German engine was placed under the hood of the Aurus, and now a Chinese engine is mounted – presumably the V6 E30Z from the Tank 500. Let’s leave the question of why this is necessary in principle to 598 hp engine into an engine that is exactly twice as empty. The problem here seems to lie elsewhere, namely that the German engine is actually not German at all.
The V8 engine was jointly developed by the NAMI Institute and the Porsche Engineering Bureau according to technical specifications drawn up by Russian engineers. Today the same NAMI is engaged in its assembly. Initially, most parts were indeed of foreign origin.
But gradually they are replaced by domestic ones. For example, engine cylinder blocks and cylinder heads are cast at KamAZ. Turbochargers are manufactured by the company Turbokomplekt from Protvino. It is true that electronic components are still purchased abroad. In other words: do you want import substitution? I’ve got them.
Seen in this light, the Chinese engine clearly deviates from the mainstream, two steps back. If only because it is completely Chinese. Yes, apparently it will be assembled near Tula. But we have already experienced such tricks. Renault with bad memory was also produced in our country. But when the French once again, according to age-old custom, fled Russia, we were literally left with nothing – without components and without technology.
Our car industry is not at all immune from a repeat of the bitter experience, now with the Chinese. So what is the point of a possible change in the unit of the only domestic limousine to date? The cost of the NAMI-4123 engine, painstakingly assembled by hand with a minimal degree of automation and in small batches, is off the charts.
A Chinese engine produced in large quantities will be much cheaper. But for those who buy Aurussen, this is a problem – how can I put it mildly? – no problem at all. It is unlikely that it will be possible to achieve the planned five thousand cars per year with just an engine change and some adjustments in the price list. And why protect the garden?
Source: Avto Vzglyad
Donald Salinas is an experienced automobile journalist and writer for Div Bracket. He brings his readers the latest news and developments from the world of automobiles, offering a unique and knowledgeable perspective on the latest trends and innovations in the automotive industry.
