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January 10, 1982

Paris–Dakar Rally

By Y. Vladimirov

The participants of the international Paris–Dakar Rally set off from the French capital on the first day of 1982. They were brought to the African coast by the Algerian ferry Tipaza. Now, the drivers are crossing the Sahara, not along the Algerian section of the Trans-Saharan Highway laid out in the 1970s but by the caravan trails of the Great Eastern Erg, through the mountain passes of the Hoggar. Cars with the rally logo will then be seen in Mali and Upper Volta. The finish in the Senegalese capital is scheduled for January 20.

The rally is essentially a competition between 397 cars, trucks, and motorcycles, a contest of driving skill.

Soviet vehicles from the Volga Automobile Plant are also taking part in this competition. Their maneuverability and high cross-country capability are widely recognized.

January 16, 1983

By TASS

The French crew of A. Trossat and E. Briavoine, racing a Soviet Niva, won the longest stage of the Paris–Dakar Rally at 2,400 kilometers. In the overall standings of this difficult competition, they are currently in second place. Still leading is the Belgian J. Ickx with his navigator, the well-known French actor C. Brasseur.

January 2, 1985

In Nivas Across Africa

By TASS

On the first day of the new year, the Paris–Dakar Rally started in the Parisian suburbs on the square in front of the Palace of Versailles. About 1,500 racers and car enthusiasts are participating in the competition, which is being held for the seventh time. 350 cars, 150 motorcycles, and 60 trucks started in Versailles. Fifteen French crews are competing in Soviet Niva cars.

The Paris–Dakar Rally is considered one of the most difficult competitions. Over 22 days, the racers will cover 14 thousand kilometers. The rally route crosses the territories of France, Algeria, Niger, Mali, Mauritania, and Senegal. It lies along the hard-to-reach regions of the Sahara, tropical forests, and mountains of West Africa.

The Soviet Nivas for this competition were prepared by the French company J. Poch Automobile, which sells cars of the Volga Automobile Plant in France. In the past, French crews competing in Nivas repeatedly won trophies at these competitions. The popularity of the Niva among French car enthusiasts is also evidenced by statistical data – about 40 percent of all cross-country vehicles purchased by the French are produced on the banks of the Volga.

January 2, 1986

“Paris Starts for Lada”: Soviet–French Cooperation is Developing

By I. Shchedrov

In the wintertime Bois de Boulogne, on an artificial hill in the middle of a clearing, is a smart car illuminated by floodlights with the “Lada” brand on all four sides. Hundreds of people have gathered here at this late hour: businessmen and diplomats, racers of the most difficult rallies, and journalists. From the stage, one after another, speeches are heard interspersed with songs performed by Parisian chansonniers and the vibrant rhythms of an African ensemble. The organizers of this occasion, held every year in the Bois de Boulogne, are Jacques Poch and Jean-Jacques Poch, son and father, president and general director of the company bearing their surname. They sell and service Soviet passenger cars in France.

I asked Jacques Poch for an interview.

Why is this “traditional December gathering” always accompanied by French and African music?

“It’s very simple,” Jacques Poch explains. “Every year, early in the morning of January 1, the most difficult and, of course, most prestigious rally in our country, the Paris–Dakar, starts underneath the New Year tree. Only high-class cars and the best drivers can contend for first place. Not everyone reaches the finish. Successful participation in the rally is not only the hardest sporting test but evidence of a car’s merits, its calling card. In recent years, the Niva and Lada have regularly been among the favorites. This time, two Lada crews are preparing to compete.”

He shared a few words about the first Soviet cars the company sold in France.

“We sold our first Lada in 1973, and our first Moskvitch in 1975. The start was difficult, though the climate of the 1970s was generally favorable. First hundreds of cars, then thousands. In 1985 alone, our company sold more than 20 thousand.”

How many Soviet Ladas, Nivas, and Moskvitches are there now in France with your buyers and your clients?

“Just imagine,” starts Jacques Poch, “a vast plain stretching to the horizon, filled with rows upon rows of cars. France is the number-one country in Western Europe for the amount of Soviet passenger cars.”

According to Poch, the main advantage of Soviet cars is their reliability. The company invests heavily in excellent servicing and repairs. Like many French businessmen, Poch has studied our latest economic plans, visited factories preparing to produce new Soviet car models.

“The atmosphere after Mikhail Gorbachev’s visit to Paris favors expanding cooperation between our countries,” says the president of the firm. “In the USSR, I paid attention to the new Moskvitch and Zaporozhets models. Once their production is set up, we will try offering them to our customers.”

At the headquarters of the state-owned Renault company, which occupies an entire complex of buildings on the right bank of the Seine, there were already talks about French–Soviet cooperation in producing Moskvitch models. Work is in full swing in both Paris and Moscow. In December, the firm Siaki delivered a large batch of equipment for the AZLK welding line. The company is a veteran of international trade and economic ties.

“We completed our first contract with the USSR even before the war,” recalls its president and general director M. Siaki.

In recent years, Siaki has worked with the Izhevsk Automobile Plant, Moscow AZLK, Gorky Automobile Plant, KamAZ, VAZ, and the Kharkiv Tractor Plant.

By the mid-1980s, Franco–Soviet cooperation covered almost all major industries and was overseen by permanent bodies such as the “Big” and “Small” Commissions, as well as long-term agreements on economic cooperation.

The first joint space flight on a Soviet ship, which took place in 1982, and the construction of the Siberia–Western Europe gas pipeline, which was completed a year and a half later and had its final station in France’s Alsace region, were the fruits of many years of mutually beneficial cooperation. They were achieved under conditions in which various difficulties had to be overcome.

Even when the future space flight was being tested on Earth and just before the launch of the spacecraft, and also at the final stage of laying the longst gas pipeline in the world, Washington tried to get Paris to refuse the projects and start a sharp withdrawal from participating in these joint projects. This would lead to a reduction of Franco–Soviet economic ties. Nevertheless, in 1980–1984, trade between our countries totaled about 20 billion rubles (around 160 billion francs), more than twice compared to the previous five-year period. At the same time, a joint document, the “Grand Soviet-French Commission”, considered it necessary to add that in 1984, trade remained practically at the 1983 level.

An important impetus for the development and deepending of Soviet-French cooperation was facilitated by the Paris summit in October 1985. The agreements were reached during the General Secretary of the CPSU Central Committee’s visit to France, and the emerging improvement in the international sphere after the Soviet-American summit in Geneva. French business circles have recently shown increased interest in growing ties and studying the potential opportunities that are opening up in connection with the forthcoming implementation of Soviet economic plans.

If the economic crisis in France does not subside and unemployment remains at a record three million, the fact is weighty and serious: one of the results of Soviet–French cooperation today is steady work for 300 thousand French men and women.

I asked Mr. Yvon Gattaz, president of the National Council of French Entrepreneurs, to assess the current state of prospects for Soviet–French trade and economic relations. He was not verbose but clear:

“I believe,” he started, “that the current scale of our relations satisfies neither you nor us. There are still too few large-scale contracts. The agreements reached at the Soviet–French summit open up the possibility of continuing to cooperate.”

The agro-industrial sector is one area where changes have been noticeable. There are no large-scale joint projects here yet that’s comparable to, for example, the construction of a giant gas-condensate plant in Astrakhan or long-term joint efforts in the peaceful exploration of outer space and use of atomic energy. Efficiency is achieved here by other means: breadth and diversity. In 1985, our countries exchanged over 40 delegations and agricultural specialists. 156 French firms took part in the Moscow exhibition Agroprom-85. In mid-October, a conference of the Soviet–French agricultural working group was held in Paris in a businesslike and constructive atmosphere.

Close scientific research ties have been established between VASKhNIL and the French National Institute for Agricultural Research, covering dozens of topics. Thousands of Soviet tractors, which enjoy a warm reputation here, work in French fields. In Stavropol and the Baltics, with help from France Luzerne, factories have been built to produce protein concentrate from green plant juice. In Navoi, Uzbekistan, a plant is being built to produce agricultural chemicals and synthetic amino acids for feed production. The company Rhone-Poulenc, whom the contract included, is also helping with crop trials in Vinnytsia for winter rape and wheat using French technology on a 200-hectare area.

The well-known company EngeTerra plays a key role in deepening Soviet–French agro-industrial cooperation. Its president and general director, Jean-Benoît Dumeng, has long advocated developing mutually beneficial ties with the USSR and other socialist countries. Recently, he signed new major contracts in Moscow.

“In order to develop French–Soviet trade,” Dumeng wrote in Exploration Magazine, “we need to create an atmosphere of trust. Sometimes we witness anti-Soviet campaigns, and there is a manifestation of discriminatory credit policies and individual demands imposed on us by the United States.”

Much of what Dumeng spoke about remains unchanged. What are the first results of the shifts in Soviet–French economic cooperation? Let’s turn to the latest issue of the recently published magazine Commerce et Coopération, the organ of the Franco–Soviet Chamber of Commerce. According to preliminary estimates, the total volume of trade in 1985 will exceed each of the previous two years. France’s trade deficit in the balance will be cut more than threefold. Exports of Soviet engineering products to France have risen sharply.

French mass media recently translated these facts into concrete examples familiar to ordinary people. In Kyiv, under a recently signed contract with French firm Vestra, a plant will be built to produce 250 thousand men’s suits per year. Famous fashion designers such as Pierre Cardin and Ted Lapidus are developing models for this company. The French also like Soviet refrigerators, which became a welcome “novelty” this year. Our peoples, France and the Soviet Union, as well as good-neighborly relations in Europe and the wider world, will all benefit from this cooperation.

February 24, 1986

“Riders Remain Racers” (section in “Courier”)

By A. Maksimov

The famous French cyclist Jacques Anquetil won the Tour de France five times and set a number of world records during his long sporting career. After parting with his bicycle, he began to “miss the speed.” And so, in the recent Paris–Algiers–Dakar Rally, he appeared in a new role—as navigator for racing driver P. Yver. The two celebrities, racing on the same team in a Mercedes 280, did not achieve success. “But our main races are still ahead,” Anquetil said optimistically at the finish.

By the way, another who became an auto racer—and also a navigator—is the outstanding Soviet cyclist, world and Olympic champion, and winner of the 1977 Peace Race individual classification, Aavo Pikkuus. Together with his fellow townsman from Tartu, A. Timuks, he joined the USSR national rally team. It should be recalled that in the 38th Peace Race, Pikkuus drove a technical support vehicle. Perhaps we will see Aavo in that role again in the 39th Peace Race.

May 30, 1986

With the Brand Name “Tatra”

By L. Chausov

These trucks are well-known in the USSR: about 60,000 have already been supplied from Czechoslovakia. And yet, at the exhibition in the Czechoslovak Trade and Technical Center in Moscow, “Tatra” appeared before us not only in the familiar form of a powerful dump truck, but also with many other unfamiliar “faces” to Soviet consumers.

Gleaming in the rays of the summer sun with fresh paint, these workhorses stand on the viewing platform in Moscow’s Chertanovo district. One can only wonder how many modifications Tatra offers to its customers. Here are flatbed trucks and tractors, tank trucks and container carriers, vehicles with chassis designed for agricultural purposes. The T 815 model is shown, which this year participated in the international Paris–Dakar Rally for the first time.

“You might ask, ‘Why this miniature car show?’ After all, our Soviet partners know about Tatra firsthand,” smiles Antonin Vaverka, the commercial director of the factory in Kopřivnice. “The answer is simple: the wide range of specialized modifications of the Tatra truck can find worthy application not only in the vast expanses of Siberia, but also in other regions of the USSR: on construction sites, in off-road conditions; in short, wherever reliable, durable transport is needed.”

I get behind the wheel of a Tatra, the very one that covered over 14,000 kilometers on the roads of Africa. The truck is easy to drive and responsive.

The exhibition at the Czechoslovak Trade and Technical Center demonstrates the new capabilities of the traditional brand Tatra.

January 5, 1989

By TASS

The latest stage of the multi-day Paris–Dakar Rally ended with a surprise. For the first time in this race, an Italian driver, K. Seppi, took the victory.

He sped through the roads of Niger between the towns of Termit and Agadez (535 km) in his Mercedes in 4 hours, 23 minute, and 45 seconds. This is also a great success for the Mercedes team, which had not won a stage in this challenging race since 1983. Belgian J. Ickx, leading the rally in a Peugeot, just finished in 9th but still leads in the overall standings.

Among motorcycle riders, Frenchman G. Lalay is in the lead. In the overall standings, Italian F. Picco on a Yamaha leads.

January 14, 1989

The Paris–Dakar Rally has ended

By TASS

The Paris–Dakar Rally has ended with a victory for the crew of Finnish driver Ari Vatanen, who is part of the Peugeot team. Second place went to another Peugeot driver, Belgian Jacky Ickx. He was ahead of the Finn until the last stage, where he was forced to give way.

A week earlier, team management determined the winner by drawing lots. Peugeot had pulled ahead of the main pack by that time, and to avoid competition within the team, the winner was “appointed” in advance.

“The interests of the team are more important to me than personal ones,” J. Ickx declared at the finish line.

January 16, 1990

By TASS

After covering the 685-kilometer distance in 2 hours, 56 minutes, and 20 seconds, Frenchman Philippe Wambergue in a Peugeot was the winner of the Paris–Dakar Rally’s 6th stage from Tidjikja (Mauritania) to Kayes (Mali). Another member of the Peugeot team, Swede Björn Waldegård, finished second.

Finnish driver Ari Vatanen (Peugeot) remains the overall leader.

January 17, 1990

“From Paris to Dakar: Modern Adventures”

By S. Filatov

When Thierry Sabine died four years ago, not everyone believed that his brainchild—the Paris–Dakar Rally—would long outlive its creator and organizer. But the state of shock that swept over the race participants after the news that Thierry’s helicopter crashed into a sand dune failed to paralyze the will of others, who were already lifelong enthusiasts of these incomparable competitions on the roads, and more often off-road, of Africa.

Now, the 12th route has been laid out, called Paris–Tripoli–Dakar. It is both similar to and different from the previous ones: the race went through the same countries as in previous years—France, Libya, Niger, Chad, Mali, Mauritania, to finish in the Senegalese capital. However, a different arrangement of waypoints traced a new broken line of the route—nearly 12,500 kilometers.

For the first time in the history of the race, a Soviet team was among the 22 countries whose athletes started the latest race. Three powerful KAMAZ-5320 trucks set off on a completely unfamiliar route.

Starting on December 23, everyone covered about 800 kilometers across France from Paris to Marseille without much trouble. They were driving on the highway. The ferry to Tripoli also came without incident.

Not everyone coped with it well on Libyan soil. About a third of the cars including, unfortunately, two of our three KAMAZ trucks—dropped out of the race.

But I don’t want to judge their crews harshly when you consider what’s happening on the course.

Yesterday, the race finished in Dakar. The first finishers received the laurels of victory. But no less respect is due for the crews who simply covered thousands of the most difficult kilometers. Honor and praise to the creators of the machines that managed to withstand all the vicissitudes of the race. For them, this is the best advertisement.

The lessons of the first Paris–Dakar Rally for Soviet racers is also useful for us. Conclusions will probably be drawn on how to prepare in order to complete the entire route and not repeat some of the mistakes of the latest race that caused the KAMAZ trucks to drop out of the competition.

February 5, 1990

Lada Maintains Its Reputation

By V. Peresada

The 68th International Motor Show has concluded in the Belgian capital. What were the results for the Soviet exhibition, which was mainly various Lada models?

The joint Soviet-Belgian company Scaldia-Volga did not limit itself to displaying ordinary factory models. The “highlight” of our stand was a series of modifications created on site through the efforts of Soviet and Belgian specialists: one car with more streamlined bodywork, another with improved speed characteristics, and a third—a convertible (with a folding top). There were constantly many ordinary visitors and professionals around them.

The motorsports-prepared Lada Samara enjoyed great popularity, the very one that took seventh place in the Paris–Dakar Rally. It was delivered to Brussels immediately after the end of this extremely demanding automotive marathon. The Belgians were especially curious; after all, their compatriot, the famous racer J. Ickx, participated in the rally and was behind the wheel of this car.

An important indicator of the Brussels Motor Shows, where cars are not only exhibited but also sold, is the presence or absence of commercial deals. Scaldia-Volga has them, and quite a handful. During the days of the show, 370 contracts were signed with buyers, and about 1,200 orders were received for future deliveries.

January 14, 1991

Murder on the Paris–Dakar route

By S. Filatov

Tragedy has marred the famous Paris–Dakar auto race, which is being held for the thirteenth time this year. On the route through Mali, in a small village lost in the sand, Citroën truck driver Charles Cabannes was killed by a gunshot. The shooter was apparently a local resident.

These regions in eastern Mali have long been unstable. Nomadic Tuareg tribes are waging an armed struggle against the central government, seeking internal autonomy. Just recently in April, a peace treaty brokered by Algeria was signed between the warring parties.

This was a sign that the rally organizers were happy to visit other points on the route to negotiate with local residents about passing through their territory. The death of Ch. Cabannes showed the agreement cost them dearly.

In general and this year, the Paris–Dakar Rally keeps competitors on edge solely because of the difficulties in overcoming sand and water obstacles. Almost all the countries which the racers go through have complex domestic political situations. Chad had just undergone a military coup and Mali is in conflict with the Tuaregs. Mauritania and Senegal have hostile relations after bloody border clashes. The organizers of the Dakar are even considering whether to stop tempting fate on these roads.

February 11, 1991

Conquerers of the Sahara

By A. Semenov

The now-famous Soviet KAMAZ trucks, which participated in the large Paris–Dakar Rally and, as is well known, claimed the first two places among three-axle and finished second, third, sixth, 11th, and 12th places among all types of vehicles, have returned home.

The day before, the winning cars of the year’s most important automobile race were on display in the capital’s Red Square. Millions saw them on television screens as part of the Vremya program.

This race was the second for KAMAZ trucks, and the rally was held for the 14th time. This domestic truck brand demonstrated its best qualities in desert conditions: durability, reliability, and, more importantly, excellent cross-country ability. Therefore, the success of our excellent team is no coincidence. KAMAZ is becoming one of the best trucks in the world.

Featured image: January 17, 1990 issue