GAZ-24 – the base model, produced in 1968-1985 (full-scale production started in 1970, only several hundred cars were made before that year).
4-cylinder, 2.445 L engine, 95 hp (high compression) or 85 hp (low compression). 4-speed manual transmission.
GAZ-24-01 (1971-85) – sedan taxicab.
Same as previous, but with an 85-hp low compression engine (usually), all-vinyl upholstery, non-functional rear left door (for the safety of the passengers), radio delete, equipped with taximeter and green “Vacant” light.
External colors varied, but most cars were greenish-yellow (“Reseda” color) initially, and yellow later (the transition took place sometime before the 1980 Olympics in Moscow).
GAZ-24-54 (1973-?) – export version, right-hand drive.
GAZ-24-24 (1973-1987) – 5.53 L V8, 3-speed automatic transmission, power steering.
GAZ-24-25 (1981-1987 ?) – same as previous, but electric systems shielded against EMP (to prevent being disabled in case of a nuclear strike).
GAZ-24-26 (?) – same as 24-24, with special equipment (no other info).
GAZ-24-27 (1985-90) – LPG engine, about 1000 built (no other info).
GAZ-24-76 (1976-77) – actually not an “real” car, but an SKD kit that was produced by GAZ for assembly in Belgium by Scaldia-Volga S.A. which installed a 2.112 L Peugeot-Indenor XDP 4.90 Diesel engine in it and sold the car as M24D.
Unlike regular GAZ-24, was equipped with a “true” dual-circuit braking system with a tandem master cylinder and two hydrovacuum boosters.
About 8000 were built including wagons (which had a separate index, GAZ-24-77). Some sources state that the entire batch of cars was painted Seawave Green (teal).
There were also other Diesel-powered versions of GAZ-24, both manufactured by the GAZ and converted by the European dealers (there is a lot of uncertainty on this subject).
GAZ-24-07 (1977-85) – dual-fuel version of the taxicab with and LPG engine.
Had to be started on gasoline and then switched to LPG after warming up – hence two lids on the quarter panel, one for the LPG and the second one for the liquid fuel.
GAZ-24-50 (?) – export version for tropical climates (different rubber, different thermostat, different tires and oil in the engine, etc.).
GAZ-24-56 (1978) – right-hand drive version with 2.112 Peugeot-Indenor XDP 4.90 diesel. Less than 1000 built.
GAZ-24M (1985) – something of an unofficial “model”, essentially a transitional version between GAZ-24 and GAZ-24-10.
GAZ-24-10 (1986-1992) – updated version of the base model, ZMZ-402.10 (100 hp, high compression) or ZMZ-4021.10 (90 hp, low compression) engines. New door handles, grille, all-new interior and many other changes.
GAZ-24-11 (1986-92) – as previous, but with a taxicab “package” (similar to 24-01).
GAZ-24-17 (1986-92) – taxicab with an LPG engine (similar to 24-07).
GAZ-24-34 (1987-93) – V8 powered (similar to 24-24).
GAZ-24-02 (1972-87) – base station wagon with three rows of seats.
GAZ-24-04 (1973-1987) – station wagon taxicab (similar to 24-01).
GAZ-24-03 (1975-1987) – ambulance.
GAZ-24-76 (1976-77) – CKD kit for Belgium, similar to 24-76 sedan. Was sold as M24DB (Diesel, Break).
GAZ-24-52 (?) – export version of the wagon for tropical climates.
GAZ-24-12 (1987-92) – updated version of the wagon (similar to 24-10).
GAZ-24-13 (1987-92) – updated ambulance.
Factory prototypes & specials
GAZ-24 V6, GAZ-24-14, 24-15, 24-16 (1964 and later) – powered by the in-house developed GAZ 3.0 L V6, mostly prototypes.
GAZ-24-Fiat (1972-73) – joint development project with Fiat for the export markets, powered by the 3.0 L Fiat V6, also featured a modified Fiat-130 interior. Didn’t go anywhere, most likely because of the 1973 oil crisis.
GAZ-24-95 (1973-74) – 4×4 version of the sedan, 5 built according to most sources.
GAZ-24-BMW (1973) – powered by 2.494 L BMW inline six.
GAZ-24-91 (1975) – powered by 2.6 L Mercedes-Benz inline six.
GAZ-24-29 (?) – also powered by a Mercedes-Benz engine.
GAZ-24-78 (1978) – panel van, based on the station wagon, but no rear side windows, intended for the export markets, but most likely never produced in quantity.
GAZ-24-P.R.V. (1978) – powered by Peugeot-Renault-Volvo 2.664 L V6.
GAZ-24-Ford (1984) – powered by Ford Granada 2.8 L V6 (built in some quantity).
GAZ-24-1301 (1991) – an experimental factory version of pick-up truck.
NAMI-0173 (1971) – a front-wheel drive prototype with a longitudinal Moskvitch 1.5 L engine, built by the NAMI institute, mostly as a proof of concept.
ARZ – a common name for the cars that were (re)built by various automobile repair plants.
E.g., VARZ – the Second Moscow Automobile Repair Plant – produced VARZ-2401 sedans and VARZ-2402 wagons for the City of Moscow Taxicab service. They looked like regular Volga taxicabs with some missing pieces of trim (rocker panel moldings, fender badges, etc. were not installed for reduced cost and as a measure of rust protection).
Capabilities of such facilities varied greatly. The largest ARZ’es possessed their own body panel stamping equipment and built complete new engines from kits supplied by ZMZ. In all but name, they were full-scale car manufacturing plants that produced brand new cars, but these cars were usually counted as “rebuit”, because that required less paperwork for the fleets (de jure, they just sent cars to a repair plant to be rebuilt and received them back; de facto, they sent junk to be dismantled / scrapped, and received brand new cars). Smaller ARZ’es actually rebuilt cars that had critical wear or were totaled in road accidents.
4-door parade convertibles – conversions for the Ministry of Defense executed by the car repair plant in Bronnitsy.
Pickups – also conversions, produced by various car repair plants (there were various models such as A-948, ChARZ-274, etc.).
GAZ-24-Tamro – a Finnish built ambulance conversion.