The Samara was sold all across the world, from Australia to Canada, in most European countries and throughout the COMECON sphere.
The build quality of the Samara was better than that of most Eastern European models.
In most nations, versions and equipments were decided on and installed by the dealers themselves.
These local varieties ranged from decals and badges to the convertible conversions offered in Belgium and Germany.
The Samara was often sold under other names as well, in particular the VAZ 21099 (Samara Sedan), which was sold as the Sagona (France, Canada, and Spain), Diva (Belgium and the Netherlands), Forma (Germany) and Sable (Australia and New Zealand).

It was engineered in right-hand drive for the UK market, where it was sold from November 1987.
It was sold there until VAZ withdrew from the UK market in July 1997, and was the most popular Lada model sold in the UK during the 23 years that the brand was sold there.

In certain markets where the tax structure benefited diesels (such as France and the Benelux), the Samara was available with a 1.5-litre Peugeot diesel engine in 1995–97.

With VAZ facing financial hardships in 1996–1997, exports began coming to a halt.
The Lada Samara disappeared from Canada after the 1997 model year, leaving the Niva as the only Lada sold in Canada for the 1998 model year.
Exports to Australia and Great Britain ended around the same time.
The biggest problem was GM's reluctance to sell the fuel-injection kits necessary for exports, as they doubted VAZ's ability to pay.
Faced with parts shortages, tax problems, and the chaos and criminality of Russia in the mid-nineties, export efforts languished and RHD production was no longer feasible.

As a partial response to this situation, a higher-quality version for the European market, the Lada EuroSamara or Samara Baltic in some markets, was assembled in Finland at the Valmet Automotive plant in Uusikaupunki.
Production started in mid-1996 and ended in July 1998, with 14,000 cars made from 85 per cent Russian parts.
The Samara was sold all across the world, from Australia to Canada, in most European countries and throughout the COMECON sphere. The build quality of the Samara was better than that of most Eastern European models. In most nations, versions and equipments were decided on and installed by the dealers themselves. These local varieties ranged from decals and badges to the convertible conversions offered in Belgium and Germany. The Samara was often sold under other names as well, in particular the VAZ 21099 (Samara Sedan), which was sold as the Sagona (France, Canada, and Spain), Diva (Belgium and the Netherlands), Forma (Germany) and Sable (Australia and New Zealand).
It was engineered in right-hand drive for the UK market, where it was sold from November 1987. It was sold there until VAZ withdrew from the UK market in July 1997, and was the most popular Lada model sold in the UK during the 23 years that the brand was sold there.
In certain markets where the tax structure benefited diesels (such as France and the Benelux), the Samara was available with a 1.5-litre Peugeot diesel engine in 1995–97.
With VAZ facing financial hardships in 1996–1997, exports began coming to a halt. The Lada Samara disappeared from Canada after the 1997 model year, leaving the Niva as the only Lada sold in Canada for the 1998 model year. Exports to Australia and Great Britain ended around the same time. The biggest problem was GM's reluctance to sell the fuel-injection kits necessary for exports, as they doubted VAZ's ability to pay. Faced with parts shortages, tax problems, and the chaos and criminality of Russia in the mid-nineties, export efforts languished and RHD production was no longer feasible.
As a partial response to this situation, a higher-quality version for the European market, the Lada EuroSamara or Samara Baltic in some markets, was assembled in Finland at the Valmet Automotive plant in Uusikaupunki. Production started in mid-1996 and ended in July 1998, with 14,000 cars made from 85 per cent Russian parts.
Lada Samara