Passenger gas car 20. "Pobeda GAZ M20" is a legendary car of the Soviet period. Putting into production

Operational characteristics of GAZ 20 M Pobeda

Maximum speed: 105 km / h
Acceleration time to 100 km / h: 46 s
Gas tank volume: 55 l
Curb vehicle weight: 1460 kg
Permissible total weight: 1835 kg
Tire size: 6.00-16

Engine characteristics

Location: front, longitudinally
Engine volume: 2111 cm3
Engine power: 52 h.p.
Number of revolutions: 3600
Torque: 127/2200 n * m
Supply system: Carburetor
Turbocharging: No
Arrangement of cylinders: Inline
Number of cylinders: 4
Cylinder diameter: 82 mm
Piston stroke: 100 mm
Compression ratio: 6.2
Number of valves per cylinder: 2
Recommended fuel: AI-80

Brake system

Front brakes: Drum
Rear brakes: Drum

Steering

Power steering: No

Transmission

Drive unit: Rear
Number of gears: mechanical box - 3
Main pair gear ratio: 4.7-5.125

Suspension

Front suspension: Coil spring
Rear suspension: Spring

Body

Body type: sedan
Number of doors: 4
Number of seats: 5
Machine length: 4665 mm
Machine width: 1695 mm
Machine height: 1640 mm
Wheelbase: 2700 mm
Front track: 1364 mm
Back track: 1362 mm
Ground clearance (clearance): 200 mm

Modifications

GAZ-M-20 "Pobeda" (1946-1954) - the first modification from 1946 to 1948 and the second from November 1, 1948 received a heater, blowing the windshield, from October 1948 new parabolic springs, from October 1949 a new thermostat, from 1950 new more reliable watches; from November 1, 1949, it was assembled on a new assembly line; from October 1950 received a new gearbox from ZiM with a lever on the steering wheel and at about the same time - a new water pump;

GAZ-M-20V from 1955 to 1958 - modernized "Pobeda", third series, 52 hp engine. sec., new design of the radiator lining, radio receiver.

GAZ-M-20A "Pobeda" from 1949 to 1958 - fastback sedan body, 4-cyl. Engine, 52 hp. with. GAZ-M-20, modification for a taxi, mass production (37,492 copies).

GAZ-M-20B Pobeda - convertible from 1949 to 1953 - sedan-convertible body with rigid roll bars, 4-cyl. Engine, 52 hp. with. GAZ-M-20, open-top modification, mass production (14,222 copies).

GAZ-M-20D from 1956 to 1958 with 57-62 hp forced. by increasing the compression ratio of the engine, an option for the MGB;

GAZ-M-20G or GAZ-M-26 (1956-1958) - a high-speed version for the MGB / KGB with a 90-horsepower 6-cylinder engine from ZiM;

GAZ-M-72 is an all-wheel drive chassis, developed on the basis of the army jeep GAZ-69, with a comfortable, for that time, "Pobeda" body. Externally, the car was distinguished by a significantly increased ground clearance, mud flaps on the rear wheel arches and all-terrain tires.

Production

Year of issue: from 1946 to 1958

Before the war, our industry produced three basic models of passenger cars - ZIS-101, GAZ-M1 and KIM-10-50. They were not independent developments, but were only a creative rethinking of foreign samples. After the war, the situation could be repeated if from February 3 to 8, 1943, in Moscow, immediately after the Battle of Stalingrad, there was no meeting devoted to the post-war directions of the development of the domestic automotive industry. At the meeting, the chief designer of GAZ, Andrei Aleksandrovich Lipgart, presented for consideration the concept of the post-war development of the model range of his plant practically at the level of the technical task.

Everyone understood what was being created Victory car, which after the war will symbolize a new peaceful life for millions of Soviet people, and tried to lay in it as much new and unusual as possible.

The future "Victory" began to take shape ...

The experts had great doubts about the correct choice of the pontoon body shape. The front of the car has become "dull", without a radiator grille protruding forward, protruding fenders and footrests have completely disappeared. In addition, the body of the new car had a supporting structure. Previously, all the cars of the Gorky Automobile Plant were based on a frame to which the main units (engine, axles, steering, etc.) were attached, and the body was fixed on top of the frame. This design in the form of a puff cake was metal-intensive, heavy, with a high center of gravity and other disadvantages. It was possible to gain weight and reduce the height of the car by creating a load-bearing body and completely eliminating the concept of a frame - from now on, all the necessary units were attached directly to the body itself.

But the development of such a body is a large and complex work, which, without sufficient experience, cannot be carried out independently in a short time. Therefore, foreign cars were nevertheless involved as "carriers of ideas". The trophy was chosen as the model for the GAZ-M20. "Opel Captain" (Opel Kapitan) .

To save time, the "skeleton" of the body and the front suspension were copied from it practically unchanged. But outwardly, our car did not repeat the "Opel Captain" and was an independent development.

In late 1943 - early 1044, a full-size plywood sample was ready at the car factory. GAZ-M20, and by November 6, 1944 - a full-fledged running model of the car. Soon, three prototypes took part in the tests.

In the history of the domestic automotive industry "Victory" significant in that it is the first Soviet car with a monocoque body of the pontoon type and one of the first serial cars of this type in the world.

On GAZ-M20 "Victory" For the first time in the practice of the domestic automotive industry, electric direction indicators and brake lights, independent front wheel suspension, a hydraulic brake drive, all doors hinged on the front hinges, an alligator-type hood, a thermostat in the cooling system, and two electric windshield wipers were serially used. For the first time on a Soviet car of this class, an interior heater with blowing the windshield was provided as standard equipment.

All this allows us to judge "Victory" as a real victory for Russian engineering. And this victory was highly appreciated: in 1949, the creators of the machine were awarded the Stalin Prize.

"To the Black Sea"

A bright and kind film, perceived today as a beautiful fairy tale with a slight touch of nostalgia. Young romantics Irina and Nikolai go by car to the Black Sea, celebrating their wedding on the way. On the way, they meet a girl-operator, who asks to take her for spare parts. Alas, Nikolai stayed for a long time, and Irina at that time was in the car of her institute teacher Khokhlov. He, too, is in love with a girl and goes after the young. Nikolai sets off in search of his beloved: chases, explanations and reconciliation begin. An active participant in all the adventures was a beige "Victory" GAZ-M20.

OUTSIDE AND INSIDE


Speedometer and clock are made equally large for purely aesthetic reasons	The dashboard is barely visible on the front panel, but at the same time is always in front of the driver's eyes	Floor-mounted gear lever typical of pre-1950 cars

		The symmetry of the dashboard design relative to the longitudinal axis of the car was considered ideal on passenger cars of the 40s.


The only brake light and license plate light on "Pobeda" are combined into a block	A distinctive feature of cars produced before 1955 is a radiator grill with many horizontal moldings	Most of the trunk was occupied by a spare wheel and a driver's tool - for them, first of all, the trunk was intended, and not at all for luggage, as it is now


The rear window in the awning is installed more for the sake of form: it is almost impossible to see what is happening behind the car	The car canopy was folded manually, no additional drives were provided	When folded, the soft top was hidden under a special cover and looked very neat

		The interior of a car with a soft top is not particularly comfortable.


The load-bearing body of the convertible had to be additionally reinforced - most of all this is noticeable at the junction of the body sidewalls with the windshield frame	High voltage ignition coil with historically correct fabric braid	The two-tone color of the body is not typical for the serial "Victory"


The partial flow oil filter is located in a separate metal reservoir	The time for transparent plastic tanks for the hydraulic system of the car has not yet come	The very in-line four-cylinder engine that literally saved the car on display in the Kremlin	Carburetor K-22A. A transparent window serves to control the level of gasoline in the chamber, but it can also be used to determine whether the fuel pump is working properly.

PASSPORT DATA

The scheme of the car GAZ-M20 "Victory"

Technical characteristics of the GAZ-M20 "Victory"		Weight:
Number of places	5	equipped	1460 kg
Maximum speed	105 km / h	complete	1835 kg
Acceleration time to 100 km / h	46 sec	on the front axle	880 kg
Fuel consumption at a speed of 50-60 km / h	13.5 l / 100 km	on the rear axle	955 kg
Electrical equipment	12 V
Accumulator battery	6ST-50	Ground clearance:
Generator	G-20	under the front axle	210 mm
Relay-regulator	RR-20B	under the rear axle	200 mm
Starter	ST-9
Interrupter-distributor	P-23	Smallest turning radius:
Spark plug	M12	along the track of the front outer wheel	6.3 m
Tire size	6,00-16	on the most protruding part overall	6.8 m

Front suspension: independent, spring, with wishbones, double-acting hydraulic shock absorbers
Rear suspension: on longitudinal semi-elliptic springs, double-acting hydraulic shock absorbers
Steering gear: globoidal worm with double-ridged roller, gear ratio 18.2
Brakes: working - drum on all wheels, hydraulic drive
parking - drum on rear wheels, with a mechanical drive from a hand lever
Transmission: mechanical, three-stage
Clutch: single disc, dry
Gear ratios: before 1951: I - 2,820; II - 1.604; III - 1.00; reverse gear - 3.383
since 1951: I - 3.115; II - 1.772; III - 1.00; reverse - 3.738
Main gear: conical, before 1948 - 4.7; after - 5.125
Carburetor: K-22 (1946-1948); K-22A (from 1948)
Maximum power: 52 (50 HP until 1952) at 3600 rpm
Maximum torque: 12.5 kgf.m at 2000-2200 rpm

An unusual car slowly drove up to the store at the bus station, stopping with the characteristic soft creak of Volgovskih brakes. While the owner was buying something in the store, people who were waiting for their minibuses were looking at this unusual car with interest. The children were especially impressed. Still, now it is not every day you can see "Victory".

In the late 80s, during my childhood, "Pobeda" was still often met on the roads, not as often as the "twenty-first", but once a week it was definitely possible to meet it. Then there were fewer and fewer of them, and now, when the children ask what kind of car it is, not all of their young parents can give the correct answer. Forgotten "Victory", people of the older generation remember about it, or we, the people in the subject, carried away by oldtimers.

For its time, the GAZ M-20 was a technical breakthrough and a victory for the Soviet passenger car industry at the same time. The production of the car began in 1946, ready-made running samples were presented for review to the party leadership of the USSR in 1945, in fact, immediately after the victory of the country of the Soviets in the Great Patriotic War, and the main development was carried out since 1943, although initially the process of creating a new Soviet "car for everyone "Went away in pre-war times, at the end of the 30s. The chief designer who worked on the car was Andrey Aleksandrovich Lipgart, the legendary Soviet auto designer, Doctor of Technical Sciences. The lead designer of the project was Alexander Kirillov. Such designers simply could not get a bad car.

According to one of the legends surrounding the car, it was originally planned to call it "Rodina". But when Stalin examined the pre-production samples, and asked about the name of the future car, having heard "Rodina", he asked - how much do you plan to sell "Rodina"? The creators of the machine, as they say, understood the "hint".

Wooden model of the 1944 model, note that the rear doors open against the course.

And the victory consisted in the fact that a modern passenger car by world standards began to be produced in the USSR just a year after the end of the catastrophic war, after which the country was completely ruined financially, and many cities, many industries barely began to rise from the ruins. Now it is difficult even to imagine the full scale of work done by many people who created this car. The Party's task was accomplished.

The load-bearing body of the "pontoon" type, without protruding wings was just entering the automotive fashion even in the West, the aerodynamic performance of the "Victory" body remains at its best even today, and not all cars, even of the 80s, can boast of such a thing. the front suspension was independent, on levers, a spring was an elastic element, the rear axle was suspended on springs. Inside the car there was a heater, although the device was necessary, but the predecessors of "Victory" were absent, and there were elements of the present at that time luxuriously - a radio receiver and a clock were installed regularly. Even by European standards, it was considered chic, available only in premium cars. For the first time on a Soviet car, standard direction indicators appeared, although the rules of those years, as well as low traffic, fully admitted the absence of direction indicators in the design of the car. They were turned on with a two-way toggle switch, and there were indicator lamps on the dashboard.

Under the hood of the "alligator" type there was a four-cylinder low-valve gasoline engine with a volume of 2.1 liters and a power of 52 hp, until 1952 - 50 hp. The gearbox was a mechanical three-stage with synchronizers at the second and third speeds, but the synchronizers were simple, single-cone, and therefore, when shifting to a lower gear, double squeezing with re-gasification was not at all superfluous, the gearbox resource was great. Fuel consumption was low for his age, 11-13 liters per 100 km, but acceleration to 100 km / h took forever - 45 seconds, and it was acceleration to almost the maximum speed of the car, which was 105 km / h.

Hydraulic single-circuit drum brakes were also an innovation on the Soviet passenger car, previous GAZ models were with a mechanical cable brake. There was no vacuum brake booster on the car, and it was necessary to press on the pedal with considerable effort, but the steering wheel, despite the absence of a hydraulic booster, rotated surprisingly easily. The steering wheel is huge by today's standards, but there was enough room in the cabin.

But visibility was the weak point of the car. A tiny salon rear-view mirror, through a tiny rear window, did not inform the driver much about anything, there were no side mirrors in the standard equipment, but the traffic was small then, now, of course, you can't go in a big city with heavy traffic.

At one time, there was a myth about the tinned bodies of the first editions of "Victories". It was a myth, "Pobeda" had neither tinned nor galvanized bodies, but there were cases when stamping defects at the plant were leveled with solder, and when, when repairing bodies, the craftsmen found places processed with solder, they gave rise to this myth. But at the same time, the good corrosion resistance of Pobeda bodies should be noted.

Many design solutions later migrated to the Volga GAZ-21.

During production "Pobeda" was modernized several times. The first series was produced from 1946 to 48 and had many complaints, which were corrected in the second series, which was produced from 1949 to 1954. The third series has undergone a kind of restyling - a new radiator lining has appeared, three chrome-plated bars instead of five thin ones, popularly called "vest", the model of the radio has changed, it has become more economical.

From the second series, the production of a modification for a taxi began, and also from 1949 to 1953 a version with a folding soft top was produced, only about 14 thousand of such cars were produced, most of them were exported, and now they are the rarest collectible items.

The car was exported to Western Europe, Austria, Belgium, as well as Romania, Hungary, Finland, Bulgaria, and was in great demand there as an inexpensive, comfortable and reliable family car.

The majority of Soviet citizens could only dream of this car, even though it was on free sale, because it cost astronomical money at that time - 16 thousand rubles. More affordable was the archaic "Moskvich" -401, for which the average Soviet family could collect the amount necessary for a purchase in two years. But even at such a high price, the demand for a car within the USSR was stable and often there were even queues. But at the same time, in the 50s, any resident of large cities of the USSR could afford to ride this car as a taxi passenger.

A lot of cars have survived to this day in different conditions, and in varying degrees of "grooviness". The car is popular with both restorers, collectors and customizers, becoming the basis for various deep tuning options. It also happens that some owners still use the car as the main one for their trips, collecting the admiring glances of others along the way.

The works of illustrator Pyotr Pereshivailov, artist Alexei Bychkov, as well as photos from archives and open sources were used as illustrations.

In the mid-40s, the Gorky Automobile Plant began developing a rear-wheel drive car with a fastback sedan body, which later received the name GAZ-M20 Pobeda. "Pobeda" became the first car in the USSR, which was equipped with electric turn signals and windshield wipers

Initially, the GAZ-M20 was planned to be called "Motherland", but an incident occurred with this name, when the car was shown to Stalin, he asked with a grin "Well, how much is our Motherland today?" The name was immediately changed, and the GAZ-M20 became known as "Victory".

The prototype of the car was the German Opel Kapitan model of 1939 with a pontoon-type body. The design of the German "Captain" was completely rethought by the talented artist Veniamin Samoilov, who later created the final drawing of the future "Victory". As a result, the car received a streamlined design without protruding fenders, with recessed headlights.

In terms of design, the GAZ-M20 Pobeda was at one time ahead of many Western counterparts until the early 50s. The car had an independent front suspension and, as standard, was equipped with a stove with a windshield blowing function.

Since the beginning of the 50s, a large number of cars were exported, the production of passenger cars increased in the country, which led to a shortage of high-quality sheet metal. Due to the lack of steel sheet, it was decided to make cars with a folding fabric roof, so a convertible was born on the basis of "Pobeda".

The GAZ-M20 Pobeda car was on the assembly line for 12 years, its production was discontinued in 1958, but in Poland this sedan-type car continued to be produced until 1973, but under its own name Warsaw.

Design and construction

GAZ-M20 received a 4-cylinder engine with a capacity of 50 horsepower, although it was originally planned to install a 6-cylinder GAZ-11 engine, thanks to this engine, the car could accelerate to 105 km / h

Pobeda has been modernized several times, for the first time a year after the start of mass production in 1947. This year, the rims of the headlights have become chrome-plated, the radiator grille has changed (it has become, as it were, "three-story", its lower part goes behind the side lights) and the side lights. However, the design of "Victory" was still "raw" and its production was suspended for one year. The main disadvantages of the first cars were an uncomfortable fit, an imperfect exhaust system and a flimsy body.

In 1949 the model returned to the assembly line, from that moment the production of the so-called "second series" began. "Victory", which has been produced since 1949, did not repeat the shortcomings of its predecessor, the car received an improved exhaust system, a carburetor, and the body was also strengthened. In appearance, the "second series" could be distinguished by the radiator grill, which was now two, and not "three-story". Car wheels with stamped discs without holes had a wide width for those years, fastened with five nuts on studs. In 1950, the car received a gearbox from "ZIM" (previously it was installed outdated from "Emka") and a new muffler. And 2 years later, in 1952, the engine was modernized, its power increased from 50 to 52 horsepower.

The "third series" of GAZ-M20 Pobeda cars appeared in 1955 after the next modernization of the car. The new car received new, more attractive upholstery and a new steering wheel with a ring signal button. A radio was included as standard. The radiator lining has also changed again, on which a new emblem has appeared. Once again, the engine was modernized, now its power was 55 horsepower.

Modifications

GAZ M-20 "Pobeda"

A car with a fastback sedan type, equipped with a 4-cylinder engine with a capacity of 50 and 52 horsepower. The first series of the car was produced from 1946 to 1948, from November 1, 1948, "Pobeda" received a heater and windshield blowing, from October 1948 new springs of parabolic section. In 1949, the production of the second series began, which from October of the same year received a new thermostat, from 1950 a new more reliable watch, from November 1, 1949 the model was assembled on a new conveyor, and from October 1950 it received a new gearbox from ZIM with a lever on steering wheel and about the same time - a new water pump. A total of 184,285 cars were produced, including the GAZ-M-20V.

GAZ M-20V "Pobeda"

The modernized "Pobeda", the third series of the car, was equipped with an engine with a capacity of 52, and later 55 horsepower. The car received a new design of the radiator grille, radio, new upholstery, steering wheel.

GAZ M-20A "Pobeda"

Car modification for taxi service. The body is a fastback sedan, a 4-cylinder engine with a capacity of 52 horsepower. A total of 37,492 copies were produced.

GAZ M-20 "Pobeda - convertible"

According to some reports, it is believed that this modification had its own index "M-20B". The car with an open body sedan-convertible had rigid safety arcs, was equipped with a 4-cylinder GAZ-M-20 engine with a capacity of 52 horsepower. Only the upper part of the roof was folded, and the sidewalls remained rigid. This convertible canvas top had a negative impact on aerodynamics, as the top speed was reduced by 5 km / h compared to the fastback, and fuel consumption increased from 11 to 11.5 liters per 100 kilometers. A total of 14,222 copies were produced.

GAZ M-20D

Modification for the needs of the MGB with an engine boosted to 57-62 horsepower by increasing the compression ratio.

GAZ M-20G (M-26)

The GAZ-M-20G car, according to other sources, the M-26 was produced from 1956 to 1958 specifically for the needs of the MGB (KGB). In fact, it was a high-speed version of the same "Victory", which was equipped with a 6-cylinder engine from "ZIM" with a capacity of 90 horsepower.

GAZ M-72

Four-wheel drive passenger car with a frameless monocoque body based on the M-20 "Pobeda" with a chassis from an army jeep GAZ-69. This car can be considered one of the world's first comfortable SUVs. Externally, the SUV differed from the rear-wheel drive model by increased ground clearance, mud flaps on the rear wheel arches and 6.50-16 tires with a herringbone tread. Produced from 1955 to 1958, during this time 4677 off-road vehicles rolled off the assembly line.

GAZ M-73

A prototype of a compact two-seater four-wheel drive vehicle, which was planned as a traveling vehicle for collective farm leaders. It was equipped with an engine from a Moskvich-402 car with a capacity of 35 horsepower. It did not go into mass production.

In addition to these modifications, there was a modification with bodies such as a van, a pickup, a stretch, as well as a 4-door front convertible, there were also sports modifications ("GAZ-Torpedo" and "Pobeda-Sport" with a forced engine, fairings and a two-door body)

GAZ-M-20 "Victory"- Soviet passenger car, mass-produced at the Gorky Automobile Plant in 1946-1958. The factory model index is GAZ-M-20.
The first Soviet passenger car with a monocoque body and one of the first in the world to be mass-produced with a completely pontoon-type body - without protruding fenders and their rudiments, footrests and headlights. On June 28, 1946, the serial production of Pobeda cars began. A total of 235,999 cars were produced, including 14,222 convertibles and 37,492 taxis.

History of GAZ-M-20 "Pobeda"

On February 3, 1943, in Moscow, in the People's Commissariat for Sredmash, a meeting was held at which Andrey Lipgart reported on the progress of the development of new cars and outlined in detail all future models, among which was the passenger GAZ-25. Rodina was the working title of the car. In the summer of 1943, Luftwaffe bombers intensively attacked the Gorky Automobile Plant, which then produced trucks and armored vehicles. GAZ was then subjected to massive bombing. In the course of 25 air attacks, about fifty production buildings were destroyed, 9 thousand meters of conveyor lines, 6 thousand units of technological equipment were put out of action. For the pre-war models, the bodywork was ordered from the Americans. For the first time plaza drawings of the body surface were corrected by means of graphoplasty and for the first time a full-size wooden master model of the mold was made.
After the production of the first machines, a rare optical effect was discovered: when looking at the front wing from certain angles, it seemed that the wing was concave. This effect was due to the fact that a large section of the wing had a constant radius curvature. For the first time, the designers who faced such an optical illusion, for the first time, also used a special technique to eliminate it - surfasography (the development of adjacent spatial forms on a plane). The metallurgists also let down: there was no rolled sheet with a width sufficient for stamping large-sized parts. But work went on and on November 6, 1944, the chief designer himself, personally got behind the wheel of a prototype and took it to testing. And soon three prototypes took part in the tests.
The first car had a 6-cylinder engine, and outwardly it differed in wheel disks from Emka, two lower radiator trim moldings that go under the sidelights, richly decorated sidelights and bumper fangs. Between the fangs there was no crossbar that appeared later. The rear doors opened forward, and the front and rear fenders were cut in such a way that two slots passed along the sides of the car, separating the body elements: in front, the wing did not closely adjoin the front door, and the outline of the rear door did not reach the wheel arch. All this interfered with the perception of the sidewall of the car, which was conceived to be stylistically uniform.
On June 19, 1945, five days before the Victory Day parade, the new car appeared before the bright eyes of the communist leader Joseph Stalin. Stalin was very skeptical about the car: it seemed to him that the car was drawn to the upper classes, destroying the accepted type. In addition, the situation with fuel in the post-war country was not entirely favorable. So it is not known whether Victory would have been issued if Lipgart had not paid Stalin's attention to the fact that the variant with the “four” is very economical. After a long study of both cars, Stalin said: "We must take a car with a four, the car is good." Although it was clear from everything that he did not like the car. But the people liked her.
On August 26, the State Defense Committee issued a decree “On the restoration and development of the automotive industry”. This document provided for the start of serial production of a new car from June 28, 1946. On June 28, 1946, the Gorky Automobile Plant started producing cars. But Victories were made almost by hand using a bypass technology. The design was constantly improved and modernized. The appearance of the car changed: in the spring of 1947, the three-story radiator lining gave way to a two-story one, in which the lower chrome moldings did not go under the side lights. On April 28, 1947, the Kremlin leaders were no longer shown an experimental, but a serial model - they reported about the launch of mass production. On February 15, 1949, Stalin, Molotov, Beria and other members of the USSR government were shown the first prototype of the new large-class ZIM car. Printing ribbed footprints on the freshly fallen snow, the car circled in the courtyard of the Kremlin, backed up, and braked sharply. Then Stalin, opening the doors, examined the interior, listened to a detailed technical description, and asked a few questions. Everyone liked the car. But when Stalin learned that Lipgart was the chief designer, he sharply asked: "Why was not he punished ?!"
On June 14, 1949, the cars of the Gorky Automobile Plant were again driven to the Kremlin. This time the main goal of the event was approval for the production of the ZIM car. Along with the ZIMs, three Victories were brought to the Kremlin: a serial sample of 1948, a modernized version that was being prepared for release, and a car with a convertible body. After seeing the ZIMs, Stalin and his retinue proceeded to Victory. Probably, mindful of the numerous complaints, Stalin sat down in the back seat, fidgeted on it, checked the comfort and softness of the pillows. He paid special attention to the distance from the head to the ceiling and, making sure that everything was normal, he said with satisfaction: "Now it is good." The victory was successfully exhibited at international exhibitions and fairs, for example, in the spring of 1950 in Poznan (Poland). And since 1951, at the FSO plant, not far from the Polish capital, the production of an exact copy of Victory under the Warsaw brand began.
Export of cars started. First, to the “countries of the socialist camp”. Export cars differed little from those that went to the domestic market. Is that the decoration. During the last modernization in 1955, Pobeda received a new radiator grille, more attractive interior upholstery, a new steering wheel with a ring signal button, an A-8 radio receiver and a new emblem on the radiator grille. The engine power was once again increased - up to 52-55 hp. As a result of all the upgrades, the car was assigned a new index - M-20V. The increase in the rate of production of cars was unthinkable without the technological improvement of the design. Having received recognition at home, GAZ M-20 paved the way for the Soviet auto industry to the world market. The car was willingly bought in the Scandinavian countries, in Belgium, in a number of Western European countries, where the first trade representatives of the Gorky brand appeared. In 1956 the foreign trade association "Autoexport" was created to represent the Soviet automobile industry on the world market. If before the war export was limited to only a small number of "three-ton", then the Victory made people start talking seriously about the successes and opportunities of the domestic automotive industry. In post-war Europe, there was a shortage of relatively inexpensive, comfortable cars, and Victory quickly found a steady market in many countries. A total of 235,999 cars were produced before production ceased in 1958, including 14,222 convertibles and 37,492 taxis.
For our automotive industry, Victory has become an epoch-making machine: thanks to it, the technological level of our factories began to catch up with the world level. A school of domestic developers was formed. In addition, the M-20 became the first truly mass-produced Soviet car. The secret of Victory's success lies in the very principle of designing a car: not repeating mastered models, but creating a car that is ahead of the achieved level of technology.

Description GAZ-M-20 "Pobeda"

The seemingly laconic design was actually very rich in terms of form: numerous curved surfaces and brilliantly executed transitions created a harmonious image together. "Victory" looked very dynamic and modern, and the strong tilt of the glass only enhanced this effect. However, this type of body (fastback) was not used in the Soviet automotive industry anymore - in the USSR they loved more practical sedans. The front end was distinguished by an abundance of chrome and thoughtful lines, and the tapering hood gave the car a swiftness. Each line felt the painstaking work of designers who sought to create a worthy Soviet car. The appearance of the car turned out to be heartfelt and deep in essence. Even the smallest elements were carefully executed, and the versatility of the design surprised the most sophisticated. "Victory" could be considered for a long time and all the time to discover new and new elements. So, it was not immediately striking how elegant the curved thresholds looked, how delicately the door handles were made, how the filler flap located on the rear fender looked defiant. Even the bumper was brilliantly crafted, and the pretty rubies of the taillights were modern and rational in shape. The shape was not only beautiful, but also practical: the wheels did not protrude beyond the fenders, due to which, even on muddy dirt roads, the body remained relatively clean, and the design of the hubcaps and the shape of the rims fully corresponded to the general style. The color scheme was also thought out, which consisted of soft and pastel shades - a moderate brightness of the color corresponded to the image. On the first issues "Victories" the recesses of the chrome parts - which in itself was an indisputable tribute to the era - were filled with red enamel, which made the car seem smart. From a technical point of view, the car was full of novelties that made life easier for the driver: now the drivers of "Victory" did not have to wave their arms, warning of the upcoming maneuvers, since it was on these cars that electric direction indicators and brake lights first appeared. And also in "Victory" for the first time, a trunk was provided by the designers, although it was needed primarily to accommodate the spare wheel.
As for the engine, for a long time there was no consensus on which engine to put on the car. The choice was between the 6-cylinder GAZ-11, the same analogue of the American Dodge D5, which the plant mastered before the war for the GAZ-11-73, and the four-cylinder version of this engine.

Technical characteristics of GAZ-M-20 "Pobeda"

Years of production: 1946-1948, 1948-1955-1958
Total produced: 235997 pieces
Engine: 50-52 HP, 4-cyl 4-stroke,
Dimensions:
length: 4665 mm
width: 1695 mm
height: 1590 mm
Front wheel track: 1364 mm
Rear wheel track: 1362 mm
Turning radius: 6.3 m
Cold gap between the tappet and the valve stem: intake - 0.28 mm, exhaust - 0.30 mm
Air filter: oil, with suction silencer
Clutch: single disc, dry, semi-centrifugal
Transmission: 3-speed
Front suspension: independent, linkage, coil springs, working in conjunction with two hydraulic
Rear suspension: two longitudinal semi-elliptical springs working in conjunction with two hydraulic shock absorbers
Foot brake: hydraulic shoe, all-wheel drive
Free travel of the brake pedal: 8-14 mm
Weight filled: 1350 kg
Maximum speed on asphalt highway: 105 km / h
Fuel tank capacity: 55 l
Fuel consumption: 13.5 l / 100km
Cooling system capacity: 10.5 L
Oil sump capacity: engine - 6.0 l (including oil filter); gearboxes - 1.6 l; differential - 1.1 l

GAZ-M-20 Pobeda engine

After analyzing the designs of American engines, we found out that the best is the six-cylinder lower-valve "Dodge-D5". It was a time-tested design dating back to 1928 that proved to be extremely durable and reliable. The engine developed a rather high power density of 22-24 hp / l. The most important technical innovations are replaceable bimetallic crankshaft bearings, a thermostat in the cooling system, 100% oil filtration, plug-in heat-resistant exhaust valve seats, crankcase ventilation system, automatic ignition timing, oxidized pistons, floating oil receiver. Despite the relatively long length of the six-cylinder cast-iron block, the dry weight of the Dodge-D5 was 310 kg. In 1937 Lipgarth himself went to the United States. While ordering equipment for the production of 6-cylinder engines, he simultaneously studied the technology of their manufacture.
Dodge-D5 had cylinders with a diameter of 3¼ "(82.55 mm), piston stroke 43/8" (111.1 mm), and its displacement was 3560 cm3. In 1940, the production of a new engine began, which found widespread use. This engine not only made it possible to improve the dynamics of the emka, but also opened up prospects for its use on future truck designs, and during the war years - on light tanks and self-propelled units. But first of all, the engine was installed, of course, in the emku. She was assigned the GAZ-11-73 index. Before the war, few such machines were made. The production of emka was resumed after the war, while preparations were underway for the release of Victory. The machine has 2 oil filters- fine and coarse cleaning. The coarse filter is of a plate design, included in series. It is full-flow, when the oil is changed, the sludge is drained, the filter is removed and washed. The fins are regularly self-cleaning while the engine is running. You can also turn the cleaning mechanism manually.
Fine filter. The fine filter is connected to the line in parallel. The filter housing contains a replaceable disposable cardboard filter element. On machines of early releases, the filter was installed on the engine, on a special bracket, connected to the oil system with copper pipes. The oil was taken from the coarse filter, the filtered oil was returned to the oil filler pipe. Later, the filter was installed on the wall of the engine compartment, connected to the oil system with rubber hoses in armored casings, oil was taken from the oil pump, and returned directly to the engine sump. The oil system has another element characteristic of all GAZ products: the rear crankshaft oil seal is not made in the form of a real oil seal with a spring, as on most other cars, but is a kind of string that is wrapped around the crankshaft.
Gasoline pump similar to Volgovskiy, but less. But with a built-in fuel filter and a glass cap. Through it you can clearly see whether the pump is filled with gasoline and the degree of contamination of the filter sump. Diaphragms from Volgovskiy do not fit him, and relatives have not been found for a long time.
Inlet pipeline heated by gases from the exhaust manifold, heating can be controlled by moving a special flap. On early-release engines, the damper was rearranged manually, later they made automatic control of the bimetallic spring. The fastening of the intake manifold and exhaust manifold to the engine block must be very tight, otherwise air can be sucked in through the slots, which will make it impossible for the engine to operate at low and medium speeds.
Air filter- oil type. There is no need to change the dry filter element. When driving on dusty roads, remove the mesh from it, rinse it in gasoline, dip it in oil and put it back. The filter is of two types - with a separate suction silencer, while the filter itself was installed on a bracket on the engine, as shown in the figure on the right, and without it, placed directly on the carburetor.
Cylinder block cast iron. From this, and also from the fact that the engine is low-valve, the entire engine assembly weighs 195 kg. Although the cast-iron walls of the crankcase are not so thick - the average thickness of the cylinder walls is 6 mm, the water jacket is 5 mm. To protect against freezing, there are several large cast-iron block of plugs on the left of the block. When freezing the cooling system, the block does not crack, but simply squeezes out these plugs. Then a couple of blows with a sledgehammer, and you can go. At first, liners made of a wear-resistant alloy were pressed into the cylinders with a length of almost the entire cylinder mirror - 143.5 mm. But soon they decided that short sleeves for the upper 50 mm were enough. piston stroke. The diameter of the bore for the sleeves is 86 mm. The relatively thick cylinder walls later allowed the Pobedovsky block to be used for the "advanced" version of the engine installed on the first series of the 21st Volga. There, the cylinders were bored to 88 mm, which increased the displacement to 2432 cm3. Together with an increase in the compression ratio to 7, this raised the power to 65 hp. at 3000 rpm, and the torque is up to 15.8 kg / m at 2000 rpm.

GAZ-M-20 Pobeda body

Pobedovsky body combines in itself an original design that was ahead of its time and even became timeless and a lot of brilliant design solutions. The Pobedovskaya aerodynamic form also has negative sides. The center of application of aerodynamic forces is located in front of the vehicle's center of gravity. In case of gusts of the side branch, the car suddenly throws to the leeward side. This is especially noticeable at high speeds.
Structurally, the body is made in the form of a single welded structure with a small subframe at the front for the engine and the suspension cross member. A noticeable part of the load is carried by a powerful floor made of thick steel sheet with a propeller shaft tunnel along the longitudinal axis and sill boxes on the sides. There is a trunk in the rear of the body. It is not very big, but if you remember that it was not on the emke at all, and the trunk of the Moskvich 400 could only be entered by throwing back the rear seat, the presence of such a trunk in Victory was a great progress. And it is not so important that a noticeable part of the trunk was occupied by a sickly sixteen-inch spare wheel, because if necessary, it could be removed, put on the upper trunk, and finally hung from the outside, as Poles often did in Warsaw. In addition to the spare wheel, there is also a set of driver's tools in the trunk. When "Victory" went for export, one Western automobile magazine wrote that "so many tools are attached to Russian cars that they can repair a rolling mill and have an abortion." All this, both the tool and the spare wheel, is in the trunk on the lower shelf. Upper for passengers' luggage.
In Pobeda, it is possible to enter the trunk from the passenger compartment. This can be very conveniently used if you unfold the back of the front seat, remove the back of the rear, and then a continuous horizontal space opens from the dashboard to the trunk lid. In the Volga, where the crosshairs of the braces are welded on behind the back of the rear seat, this will not work. The trunk is illuminated by a 1-candle flashlight. It turns on automatically when the lid is lifted and if dimensions are included. The trunk lid is quite heavy, and you have to lift it manually, there are no torsion bars, as it is fashionable now, to compensate for the weight of the lid. In the raised position, the cover is held by a telescopic strut with a locking mechanism. Trunk hinges are not the safest place in a car. After the first 30-40 years of operation, they break down, especially the left one, from the side of the support. The support is attached close to the hinge, the weighty cover has a large lever, and the load on the hinge is appropriate.
Overview. That it leaves much to be desired is understandable. Especially back. The rear window is small and often wavy. The rear window of Pobeda is the first curved glass made of Stalinite produced by the Soviet car industry. The marriage happened. Naturally, the glass has no regular heating. The front sofa has an adjustment, it can move 10-15 centimeters back and forth. It was a luxury in those days. The sofas are very soft. As long as the car is standing, perfect.
Stove... While the car is driving, its presence is still slightly felt, as if it stopped - that's it, it's not there. The air supply is carried out only due to the incoming flow. The stove radiator is made of thick tubes, the heat exchange is not so hot. There is a fan in the stove only for blowing the front windows. A large load on the top rack cannot be sustained.
Bumpers in a very thick steel car. In case of minor collisions, this saves. There is one important place in the body of the Victory - where the frame struts are bolted to the body. These bolts must always be very tight. Otherwise, the body quickly loosens. If the gap between the front wing and the front door diverges downward, it is a sure sign that the owner of Victory is neglecting this rule. Another similar place, important for maintaining the strength of the structure, is the tubular crossbeam, which tightens the left and right wings. If you remove the casing in front of the radiator, the signals are screwed to it from the inside, and if you remove it, then this crossbar should be under it. In its absence, the wings seem to diverge to the sides, and over time, a noticeable gap forms between the hood and the front fenders. In the design of the Pobedovsky body, the hinged elements are bolted. Convenient to change fenders.

Steering and brakes GAZ-M-20 "Pobeda"

Work on the GAZ-M20 Pobeda has been stopped. Party meeting at the communists. Agitation for shock work

The steering linkage on Pobeda is simple and reliable. The steering wheel is very large and easy to turn. Drum brakes on all wheels. The brake system is single-circuit. No bells and whistles are provided. No booster, no pressure regulator, no divider, no liquid absence or pressure drop indicator. Simple and unpretentious system. Many people think that a vacuum booster is needed for a car of this weight, but I never felt the need for it.
The brake master cylinder is under the floor, under the driver's feet. There is a hatch in the floor for pouring brake fluid. The tubes are normally copper, they do not rust and the nuts do not sour. brake cylinder Victory and it, with a support spring cup The weak point in the Victory brakes is the cuffs. They are in the form of a circle with curved edges. It is simply applied to the bottom of the piston and inserted into the cylinder. There is a spring inside between the pistons. She spreads the pistons and presses the cuffs to the pistons. It quickly became clear that with such a cuff in winter, the brakes begin to leak. The rubber stiffens and the edges of the cuff move away from the cylinder wall. By that time, new pistons were being made for the Volga, with annular cuffs, and for trucks, another piece of iron was introduced into the design, the so-called. "support spring cup". She presses the cuffs against the cylinder walls. It can also be set in Victory. But of course Volgovskie pistons are more reliable.
Handbrake. A well-thought-out design. Hefty red grip on the left under the dashboard, cable system, levers that extend the rear brake pads. On the Volga, the handbrake was replaced with a transmission one - the design is more complicated and less functional: the Pobedovsky handbrake can be used by slightly slowing down for a more even distribution of tractive effort over the wheels. When the car is on ice and one wheel is spinning, slowing down the throttle is a surefire way to get out on solid ground.

Export GAZ-M-20 Pobeda

"Victory" was one of the first Soviet passenger cars widely offered for export - along with the "Moskvich-400". Prior to that, there were only isolated deliveries of trucks, mainly to regimes friendly to the USSR. It was exported mainly to Finland, where taxi drivers loved it, the Scandinavian countries and Belgium, where they always bought a lot of Soviet cars; Taxis in Finland as a mass phenomenon actually began with Victory - before that taxi companies were equipped with motley cars of pre-war models.
"Victory" in the fifties, they even reached England, where they were sold by Belgian GAZ dealers, and the USA, where they were imported from Europe by private individuals, albeit mainly out of curiosity. The Soviet car received quite favorable reviews in the West. The British magazine "Motor" for 1952, according to the test-drive results, characterizes "Pobeda", which was then just beginning to be sold in Belgium, as "an interesting car", notes high cross-country ability, good comfort, decent workmanship, but scolds high noise and poor dynamics ...
Cars magazine (USA) for 1953, in a review article on Soviet cars, calls Victory a "beautiful looking car of modern design", "copying some of the best features of American cars", notes that the car is "very well made", " to an ordinary American light class car like a Ford or a Chevrolet ", but" heavy and not powerful enough. "
In 1957, the American magazine Science and Mechanics also tested a dark gray 1956 Pobeda, notes outdated construction and design, a weak engine and rough workmanship with a lot of manual labor, but praises Pobeda for thoughtful details. designs (radiator shutters, tuning needle in the carburetor), high quality chrome plating and fit of parts.

GAZ-M-20 "Victory" and sport

A number of sports modifications were created on the basis of Pobeda. They had boosted engines. The most perfect options were those created at GAZ itself - they had not only an increased compression ratio, but also intake valves moved upward, as well as a Roots-type drive supercharger, which gave a very significant increase in power - more than twice.
The body of the car was also often modified. Created on the GAZ-e version, sometimes referred to as "GAZ-Torpedo". In 1951, GAZ under the leadership of A. A. Smolin, on the basis of Pobeda bodies and units, built three Pobeda-Sport sports and racing cars for circuit competitions. Their body height was reduced by 160 mm, and fairings were made from duralumin at the front and rear, as a result of which each car weighed 260 kg lighter than the standard one. But most importantly, two of them were equipped with engines with 105 hp rotary superchargers. The maximum speed of such vehicles increased to 167 km / h. Due to technical malfunctions, the machines failed to show brilliant results in 1951, and already in 1952 the use of superchargers was banned.
To reduce the weight and frontal area of the sports "Victory", in 1955 they built new GAZ-20-SG1M cars with an open two-seater body, as a result of which their speed increased to 180 km / h. And already at the 1955 USSR championship M. Metelev took first place in Pobeda-Sport cars. On the sports versions of "Pobeda", an engine with an upper arrangement of inlet valves was worked out, which was supposed to stand on the "Pobeda" of the second generation. GAZ-M-20 "Pobeda - convertible" (1949-1953) - sedan-convertible body 4-cyl engine ., 52 p. with., modification with an open top.
Small-scale and experimental modifications
GAZ-M-20D (1956-1958) with an engine forced by increasing the compression ratio, an option for the MGB;
GAZ-M-20G or GAZ-M-26 (1956-1958) - high-speed version for the MGB / KGB with a 90-horsepower 6-cylinder engine from ZiM-a
The van is a project, the body after the B-pillar was made of bakelite plywood with a timber frame;
Pickup - built at the repair factories from sedans;
Sedan "Pobeda-NAMI" - 2 prototypes (1948);
Stretch (insert welded into the body) - the carrier of the aggregates, was used in the development of "ZiM";
Four-door front convertible - small-scale production of GAZ PAMS for the Ministry of War (front doors, left rear door welded, X-shaped amplifier on the bottom, door frames were missing);
Sports modification (aka "Pobeda-Sport", "GAZ-Torpedo") - sports factory rework with fairings, a two-door body and a forced engine

For the first time in the USSR, the car was equipped with electric direction indicators, windscreen defogger blower, interior heating; before that, they were replaced, respectively, by a hand, a bag of salt or makhorka and a homemade brazier with coals; the heater remained an option on many foreign models until the mid 1950s and 60s.
- The view back through the rear window was categorically insufficient by modern standards: due to its tiny size, low workmanship and a large angle of inclination, the image in it was severely distorted, and it was almost impossible to see anything; external rear-view mirrors were not provided. With the then traffic density, this was not a problem.
- Initially it was planned that the name of the car would be "Rodina". Upon learning of this, JV Stalin ironically asked: "How much will you sell your homeland?" The name was immediately changed to "Victory". Stalin replied: "Victory is not great, but let there be Victory."
- The maximum engine power is 50-52 liters. with. achieved only at 3600 rpm; the engine was low-valve and unified in many details with the GAZ-52 and ZiM, it was used in the military jeep GAZ-69;
- There were also vents in the rear doors, as in the front ones.
- In total, almost 236 thousand cars were produced - very little for a mass car and such a production period.
- One of the first Soviet detectives - "Case No. 306" is associated with the car. This is a fascinating adventure film about Soviet police officers who, in a simple street incident in the city of Moscow, managed to unravel the actions of foreign intelligence agents. The plot is based on the incident with the car "Pobeda". The film became the undisputed leader of the box office, in 1956 it was seen by 33.5 million viewers.