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2008 Infiniti G35 Rims & Wheels

Choose from our selection of 2008 Infiniti G35 wheels and rims available in 17, 18, 19 & 20 inch diameter, tailored to ensure perfect fitment.

2008 Infiniti G35 Custom Wheels Reviews

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Infiniti G35/G37 Sedan Wheels Custom Rim and Tire Packages

17" 18" 19" and 20" rims available in concave designs, free shipping on all rim and tire packages.

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Journey 4dr Sedan

Sport 4dr sedan, awd x 4dr sedan.

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Used 2008 INFINITI G35 Journey - Specs & Features

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2008 FPR Moscow City Powerlifting Championships

2008-01-18, Russia-MOW, Moscow Download as CSV

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The past on wheels: Moscow's old public transport (PHOTOS)

Moscow a 1954 MTB-82 trolleybus.

‘F’

Electric trams appeared in Moscow in 1899, but the most popular of the first models was created in 1908. It was the model ‘F’ (‘Fonarny’, “The one with a lantern”), a motor carriage produced in St. Petersburg. The name comes from a special build-up with glass units on the roof. It served to let additional light from the street inside the carriage and was commonly called a ‘lantern’. The chassis of the ‘F’ was wooden with a steel coating. The carriage had no doors and passengers often hopped on and off while it was going through turns at minimum speed. The ‘F’ also operated with a motor engine with several attached modifications and was only taken out of service in Moscow in the 1950s.

‘RVZ-6’

The ‘RVZ-6’ was a special case: This successful model had spread all over the USSR and was in use for decades, but it was still considered really exotic in Moscow. The reason was that the capital had chosen the ‘Tatra’ trams (see below) instead of this one. The ‘RVZ-6’ was designed in Riga in the Soviet Republic of Latvia. From 1960, its mass production had continued for practically 30 years - the Latvian engineers did everything to update the construction. The ‘RVZ-6’ had a light body made of aluminium sheets riveted together. Also, it had a driving system with pedals, which was quite unusual for trams. As Moscow underestimated this model, it was only used there in 1960-1966 and then, all eight carriages were given to Tashkent in the Soviet Republic of Uzbekistan.

‘Tatra T2’

The ‘Tatra’ tram was inspired by a U.S. model and produced from the 1950s in Czechoslovakia under a license. A modified ‘Tatra T2’ first appeared in Moscow in 1959. It was the beginning of a new era in the history of Moscow trams. It was much more convenient than any other Soviet model: the driver had a comfortable seat and the carriage was equipped with resilient wheels, instead of full-metal ones - the ‘Tatra T2’ passed through the streets without making a loud noise. All the carriages of this modification also had an improved winter heating system. On top of that, the recognizable design of the model didn’t resemble any other trams. The ‘Tatra T2’ was taken out of service in 1981 and replaced by the next generation - the ‘Tatra T3’, which wasn’t less successful.

‘AMO-4’

The first buses that appeared in Moscow in 1922-1924 were imported from England, but Soviet engineers quickly designed a local model. This was the ‘AMO-4’, named after the AMO plant (“Automobile Society of Moscow”). The name of the model also actually stands for bus chassis and had two body modifications. The second had a fourth door at the back, so it could be turned into an ambulance. The chassis was improved, too: It was made of boards instead of beams and became more flexible, so the bumpy Moscow pavings didn’t wear it out too fast. 

‘ZIS-8’

In the 1930s, the AMO plant was renamed in honor of Iosif Stalin, so its new common abbreviation was ZIS (‘Zavod imeni Stalina’, “Plant named after Stalin”). After this, engineers designed a new bus called ‘ZIS-8’. It was based on an American bus model, which was significantly altered: the construction was made simpler and the front brakes were made more reliable. Like the ‘AMO-4’, the ‘ZIS-8’ had a small window to display the route number above the windscreen. At the sides of the window there were two lamps showing the color code of the route to make it recognizable from a distance - an idea borrowed from the tram system. The ‘ZIS-8’ had turned out to be convenient and easy to produce, so it was used in other cities of the USSR and even made for export. ZIS then began to design many bus modifications.

‘LiAZ-677’

One of the next greatest hits among Moscow buses was first designed in 1962 at a plant in Likino-Dulyovo, Moscow Region. It was called ‘LiAZ-677’ and was actually used all over the USSR. Appearing in 1967 in Moscow for the first time, the ‘LiAZ-677’ was in operation until the 2000s. This bus had a flexible suspended span based on pneumo cylinders, so people started calling the ‘LiAZ-677’ a ‘lunokhod’ (“lunar rover”). The motor was placed in the front part of the chassis and the exhaust gas pipe went under the floor - this construction solution also heated the compartment. However, as this system got old, it started filling the bus with the smell of the exhaust gas. The ‘LiAZ-677’ is also remembered for its shaky motion and specific sound of its worn parts, which resembled the tinkling of empty bottles.

‘Ikarus-180’

The ‘Ikarus’ buses from Hungary were very popular in the USSR. They started appearing at the end of the 1960s, but only the biggest models were operating in Moscow. One of them was the ‘Ikarus-180’ - the first stretch bus in the Soviet Union. It just had 37 seats, but could carry 169 passengers in total, thanks to its two-section construction. The center of the ‘Ikarus-180’ made the Soviets nickname this model ‘garmoshka’ (“accordion”) or a “vacuum cleaner”. Also, its diesel engine was a sensation on the back of other Soviet buses that had petrol fuel-hungry motors. Later, the ‘Ikarus-180’ became the basis for the improved ‘Ikarus-280’ model.

Trolleybuses

‘lk’.

Moscow saw its first trolleybuses in 1933. The model was called ‘LK’ after Lazar Kaganovich, who was the man behind the idea to equip Moscow with electric transport. The first trolleybuse of the capital had a wooden chassis covered with metal. It had two doors that opened manually by the driver and the bus conductor. The ‘LK’ was comfortable for passengers: there were padded seats with heaters and baggage nets. At the same time, the driver’s cab had no heater and the wooden chassis made terrible creaks during motion. In any case, this new type of transport gained a lot of popularity over the years.

‘YaTB-3’

Appearing in 1939, the ‘YaTB-3’ was the most unusual of Moscow’s trolleybus models, as it was a double-decker. It was the Soviet equivalent of an English model bought for the capital of the USSR in 1937. It fit 100 people inside, but wasn’t easy to operate. All trolleybus cables had to be raised a meter higher and the trolley poles (power collectors) of the usual models often lowered. The ‘YaTB-3’ was uncomfortable for tall passengers, because the ceilings of both decks were very low. Also, it was only possible to ride the second deck sitting down - extra standing passengers could alter the center of gravity, which threatened the steadiness of the bus. The number of these trolleybuses slowly declined until 1953, when they were finally taken out of service for good.    

Moscow Sun Ferris Wheel

📍 Moscow, VDNH

⏰ 11:00 — 22:00

Moscow Sun is a new ferris wheel at VDNH, the largest in Europe. It opened for visitors on September 10, 2022.

Opening hours

Working hours of the Ferris wheel in Moscow:

• Monday — Thursday: from 11:00 to 22:00
• Friday: from 11:00 to 23:00
• Saturday: from 10:00 to 23:00
• Sunday: from 10:00 to 22:00

Exceptions: days with temperatures below -10°C (about 15 days per year) or wind gusts over 15 m/s.

The ferris wheel “Moscow Sun” is located at: 2 Ostankinskaya Street, 3. From the metro station “VDNH” you can walk on foot in 10 minutes.

The entrances to the Ferris wheel are located near the south entrance and the main alley of VDNH.

A detailed guide: How to get to the Ferris wheel in Moscow →

What to see near

Moscow Ferris wheel is located on the border of VDNH, you can walk to the exhibition in a few minutes. There are many pavilions at VDNH, you can visit those that seem interesting or just walk around the park.

Ostankino Tower

Two kilometers from the “Moscow Sun” is the Ostankino TV Tower, the tallest building in Europe and the 15th tallest in the world. The height of the tower is 540 meters, 400 meters higher than the ferris wheel.

The Ostankino TV Tower has an observation deck and several viewing restaurants.

The Russian cyclists bringing bike culture to Moscow

Harsh winters and the world’s worst road congestion make the Russian capital an inhospitable place for cyclists. So why does the number of riders keep on rising? Maryam Omidi reports for The Calvert Journal

It’s midnight in Moscow and hundreds of cyclists have gathered in Sokolniki Park, the starting point for a Pushkin-themed bike ride through the heart of the capital.

For the next five hours, the throng of cyclists will be joined by thousands of others and together they will take a moonlit tour of the city. With their headphones plugged into an audio recording about Pushkin’s life, they’ll pass the house where he was born, the Great Church of the Ascension where he married and several other places of significance to the Romantic poet.

The event, Velonotte , attended by roughly 5,000 cyclists, was the eighth in Moscow; previous gatherings have been devoted to equally highbrow topics from the Russian heroes who resisted Napoleon in 1812 to the avant-garde architect, Konstantin Melnikov .

Velonotte was launched in 2007 in Moscow and has since expanded to other cities in Russia and around the world, including London, Istanbul and Rome.

“It was a pioneering project for bike culture in Russia and for bringing new awareness of architecture, culture and urbanism to young people aged between 18 and 25,” says Sergey Nikitin , the founder of Velonotte. “We started with 100 people seven years ago and last year, we had 10,000 participants for the Mayakovsky bike ride.”

People still need to show that they have a lot of money with a car and an iPhone... we are trying to change that opinion

The event is one of many cycling get-togethers that have sprung up in Moscow in recent years, organised by enthusiasts looking to promote bike culture in a city hostile to those on two wheels.

“Cycling in Moscow is seen as dangerous, the roads are huge and there are a lot of cars,” says Vladimir Kumov , the founder of Let’s bike it! , an organisation that promotes cycling in Russia.

Car sales in Russia have been rocketing since the 2000s , excluding a slump in the aftermath of the 2008 financial crisis and another more recent one caused by a weaker rouble and western sanctions over Moscow’s annexation of Crimea . The Russian automotive market grew 14% year-on-year in 2005, 36% in 2006 and 67% in 2007, according to a European Bank for Reconstruction and Development report .

By 2010, sales had returned to pre-crisis levels. The result is the worst traffic congestion in the world. According to TomTom’s fourth annual index , the average car journey in Moscow takes 74% longer than it would on a traffic-free day, a figure that rises to 141% during rush hour in the evening.

“People still need to show that they have a lot of money with a car and an iPhone,” says Kumov. “We are trying to change that opinion.”

From 9am to 10pm on weekdays, the centre of Moscow is a non-stop traffic jam

“The obvious challenge is the traffic which has grown dramatically in recent years,” says Vadim Kriger, founder of Moscow Bike Tours . “From 9am to 10pm on weekdays, the centre of Moscow is a non-stop traffic jam. Nor is it easy for cyclists to cross the streets or cycle through the cars parked illegally on the pathways.”

Although the introduction of paid parking last year has alleviated this problem, the dominance of cars continues to deter cyclists from using the streets, with many choosing to cycle on pavements instead, much to the irritation of pedestrians.

Add to this a catalogue of poor driving habits, from road rage to rear-ending, all of which have been endlessly documented on dash-cam videos and posted on YouTube , and it’s no surprise that so many in the capital prefer using other modes of transport.

Man-made impediments aside, the long and fearsome winters in Moscow make cycling impractical from November to February. It’s not only the knee-deep snow that serves as a deterrent but also the grimy slush that inevitably follows.

Moscow’s first bike lane was met with a barrage of mocking photos on social media

The Moscow city government has endeavoured to make the capital more bike-friendly but their efforts have at times been found wanting. Their most successful attempt to date is a pilot bike rental scheme, similar to London’s ‘Boris bikes’ and New York’s CitiBike programme , which launched in June 2013.

In the 12 months that followed, roughly 46,500 people rented bikes, making a total of 66,500 journeys . While paltry when compared to the million hires in the first 10 weeks of the London launch in 2010 and the 8.7 million trips in New York’s first year, the Moscow scheme started small , launching with only 220 bikes at 30 docking stations, although this has since increased to 1,200 and 150 respectively.

The scheme’s early success meant that this June, the city government announced its expansion to 4,500 rental bikes, not far off New York’s 6,000 and roughly half of London’s 8,000. It’s a coup for cyclists. Yet one concern is that the stations will all be centrally located, a somewhat futile measure given the majority of Muscovites live outside the MKAD, a ring road that separates the city centre from the suburbs.

“Moscow is a huge area and it is a challenge to commute by bike as most people live in one area and need to travel across the city to get to work or university,” says Olga Maltseva, head of cycling development at the Moscow government’s transport department.

“We’ve started to implement infrastructure that will help with bike-and-ride trips. In 2015 we’ll create covered bike parking stations at several transport hubs to allow commuters to leave their bicycles in a safe place for the whole day.” Since 2013, 1,100 cycling racks have been installed in Moscow, adds Maltseva, a figure which is expected to double by next year.

Less successful are the bicycle lanes, or lack thereof, in Moscow. The first lane, built in 2000, was met with a barrage of mocking photos on social media , depicting the multiple obstacles, such as gates, parked cars and speed bumps that blocked the path as well as open drains. Parts of one two-way cycle lane were only a metre wide.

In the past year, the city government has turned its attention to the creation of bicycle lanes in parks, which although positive, critics argue, does little to promote cycling on the roads. “I think that the authorities’ biggest mistake is to create cycle lanes for recreational use rather than travel,” says Nikolai Zalessky, researcher at the Institute for Transport Economics and Transport Policy Studies.

The authorities’ biggest mistake is to create cycle lanes for recreational use rather than travel

The decision underscores an attitude prevalent in Russia, which sees cycling as a fun activity rather than a mode of transport. According to Kumov, there are two words in Russian for cycling: ‘katatsya’ and ‘yezdit’. While the first describes cycling for enjoyment, the second refers to it as a form of transportation.

“Even when the government talks about cycling and cycling lanes, they use the word katatsya,” says Kumov. “They recently organised a car-free day including a show with dancing but this also only promotes cycling for recreation. They don’t think to lower the speed limit or have more cycle lanes. A huge amount of money is spent but not always on the right things.”

According to cycling activist and artist Anton Polsky, cyclists should not be put off by the lack of infrastructure. In 2010, Polsky created USE/LESS , a map of easy-to-cycle routes, parking places and dangerous junctions to help riders navigate the city without the help of special infrastructure . The map received widespread media coverage and is regularly cited as one of the things driving a change of attitude towards cycling in Moscow, especially among the city’s officials.

“In terms of the lack of space and the attitudes of drivers, it’s so much harder to cycle in New York than in Moscow,” says Polsky. “In Moscow, the biggest problems are the long distances and winter.” Despite the challenges, Polsky is sanguine about the future of cycling in the city given the ever-growing number of cyclists hitting the streets each year. “From my activist point of view, I think I did what I had to do,” he says. “Now we need to lobby the Moscow government to do their job.”

A version of this article first appeared on The Calvert Journal

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