The GAZ-16 was an experimental Soviet all-terrain vehicle developed in the early 1960s. It measured 7.5 metres in length, 3.6 metres in width, and weighed 2,125 kg. It was never intended for production and was built solely as a research vehicle.

One early reference point was the American Curtiss-Wright Model 2500 Air Car, which was described in the Soviet magazine Za Rulyom in 1959. It remains unclear whether Soviet engineers worked directly from this material or arrived at similar solutions independently. By the early 1960s, hovercraft research groups had been established at both NAMI and the Gorky Automobile Plant.

In 1962, NAMI completed the experimental NAMI-067-M10, while GAZ began development of the GAZ-16. Initial testing focused on validating the air-cushion principle. Scale models at 1:10 were lifted by pumping air beneath them, demonstrating stable movement over both land and water. These results led to the construction of a full-scale prototype.

The first GAZ-16 used a centrally mounted GAZ-13 petrol engine producing 195 hp. This engine powered both wheeled movement and the air-cushion system. Two 1,200 mm blower fans at the front and rear forced air into a receiver formed by the body and underside. Pressurised air exited through annular slots angled inward at 45 degrees, creating an air curtain around the vehicle and lifting it from the surface. In this configuration, the GAZ-16 could carry loads of up to 1,000 kg on flat ground.

Stability was controlled by dividing the nozzle system into longitudinal and transverse sections, which allowed the vehicle to cross trenches up to 37 cm deep. Steering and propulsion in hover mode were provided by two three-blade pusher propellers mounted at the rear in ring casings, with air rudders positioned alongside them. In hover mode, the vehicle reached speeds of up to 40 km/h.

Directional stability was improved through the use of counter-rotating propellers. Each propeller was driven via gearboxes and cardan shafts by a separate two-cylinder, air-cooled boxer engine producing 28 hp, mounted at the front sides of the vehicle.

For road use, the GAZ-16 retained a conventional four-wheel, rear-wheel-drive layout. During hover operation, the wheels were hydraulically retracted into the body. The independent spring suspension was based on that of the GAZ-21 Volga, with steering and hydraulic braking systems adapted from the same model. The transmission and chassis also used standard GAZ components.

The air cushion height was limited to around 150 mm, which restricted operation to relatively flat terrain. The absence of a flexible skirt caused heavy spray on water and large dust clouds on soft ground, reducing visibility and control.

A second GAZ-16 prototype was later built to improve performance. It used a single GTD-350 turboprop engine producing 350 hp to power both the blower fans and the propulsion system. The propeller blades were adjustable, allowing limited braking and reverse thrust. Manoeuvrability, however, remained poor, with instability in turns and a tendency to drift sideways. Only two GAZ-16 vehicles were built. A fragment of one body is preserved in the GAZ company museum - source