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GAZ-M20 Pobeda

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GAZ-M20 'Pobeda'
Overview
ManufacturerGAZ
Production1946–1958
AssemblyGorky, Soviet Union
Body and chassis
ClassExecutive car (E)
Body style4-door sedan fastback/cabriolet
Layout
Related
Powertrain
Engine2.1 L M-20 sv I4
Dimensions
Wheelbase2,700 mm (106.3 in)[1]
Length4,665 mm (183.7 in)[1]
Width1,695 mm (66.7 in)[1]
Height1,590 mm (62.6 in)[1]
Curb weight1,350 kg (2,980 lb)[1]
1,690 kg (3,730 lb) (GAZ-M72)
Chronology
PredecessorGAZ 11-73
SuccessorVolga GAZ-21

The GAZ-M20 "Pobeda" (Russian: ГАЗ-М20 Победа; победа means victory) is a passenger car produced in the Soviet Union by GAZ from 1946 until 1958. It was also licensed to the Polish Passenger Automobile Factory and produced there as the FSO Warszawa. Although usually known as the GAZ-M20, an original car's designation at that time was just M-20: M for "Molotovets" (the GAZ factory was named after Vyacheslav Molotov).

History

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During the 1930s-1940s, GAZ produced the outdated GAZ-M1 passenger car and GAZ-AA and GAZ-MM truck models, alongside military vehicles and tanks. These were largely based on the American 1934 Ford Model B40 and 1931 Ford Model AA respectively. In 1938-1940, the GAZ-M1 was modernized and facelifted being renamed the GAZ-11-73, the most major change was that it replaced the old 3.3 liter four-cylinder Ford engine with a more powerful 3.5 liter six-cylinder engine heavily based on the Chrysler flathead engine, and the car also got a new grille. However, it was clear that a new and more modern car was needed. The government contract for the development of a new passenger car was awarded to GAZ in February 1943. The first designs by the artist Walentin Brodski from 1943 show the new pontoon body. The design of the vehicle was the responsibility of the young designer and designer Veniamin Samoilov. What became the Pobeda was developed from reverse engineering the 1939 Opel Kapitän, and it's floor pan and front suspension largely correspond to that of the Pobeda. Nevertheless, the Opel was not completely copied. Some components were taken from previous GAZ models. While the body and chassis were new compared to previous Soviet models, the rear axle came from the GAZ-11-73, as did the gearbox and engine. Its design with an elegantly sloping rear followed the taste of the 1940s and closely resembled the US Chevrolet Fleetline Aerosedan.[2][3][4][5][6]

Initially, development was carried out under the project name GAZ-M25 with the working title "Rodina" (Home), later followed by the change to model number 20. Originally, a six-cylinder and a four-cylinder engine were planned, but in the end only the four-cylinder was fully developed. This resulted in the main shortcomings of the Pobeda, its underpowering. The predecessor GAZ-M1 already suffered from this. The six-cylinder came directly from the GAZ-11-73, while the four-cylinder engine was a modifed four-cylinder version of it. The same M-20 engine was later used on the ASU-57 light assault gun. In addition, the headlights were covered by an American patent.

The test vehicles differed from the series. For example, they had a three-part radiator grille and rear-opening rear doors (which was later taken up again on the GAZ-12 ZIM). Series production began on June 28, 1946. The name of the model was changed from "Rodina" to "Pobeda" in light of the Soviet Union's victory in World War II. During the production of the first series, design deficiencies occurred in the vehicles and in the production process. Never before had a car been produced in such large numbers in the Soviet Union. In 1948, production was stopped to remedy the defects. In 1949, production of the modernized Pobeda was resumed, previously produced vehicles were recalled to the workshops and partly to the factory to eliminate defects. Until 1948, the Pobeda was produced in pararell to the GAZ-11-73, before that car was discontinued.

At the start of production, the Pobeda was a thoroughly modern vehicle, but later the lack of functionality of its body shape became apparent. For this reason, the State Institute of Automotive Engineering in the USSR developed a Pobeda with a notchback body as early as 1948; two prototypes were built. Other body variants were planned, such as a pick-up and a stretch limousine. A prototype of the latter was built, which in turn led to the development of the GAZ-12 ZIM (Zavod imeni Molotova, Molotov Plant).

Also in 1948, it became apparent that the vehicle had considerable technical defects on the front axle. To remedy this, all Pobeda have been recalled. Production was stopped and from October to November 1948 all cars were repaired. Only then did series production resume.

In 1950, the Pobeda received a new partially synchronized transmission, whereby the steering wheel shift was abandoned. In 1955, a more extensive modernization of the car followed. In addition to numerous detail changes, it got a radiator grille adapted to the taste of the 1950s and a new carburettor (engine power now 52 hp). Since 1951, work has been underway on a successor to the Pobeda – working title GAZ-M-21 – the Pobeda II. The name of the project was later changed to "Zvezda" (Star) and then to "Volga". Its production began in 1956. The Pobeda was produced in parallel until 1958.

Design and development

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During the design process, GAZ had to choose between a 62 PS (46 kW) 2,700 cc (165 cu in) inline six and a 50 PS (37 kW) 2,112 cc (129 cu in) inline four; Stalin preferred the four, so it was used.[3] The same M-20 engine was later used on the ASU-57 light assault gun. In addition, the headlights were covered by an American patent.[7]

Production started in 1946, only a year after the end of the world war, and was difficult due to serious economic and technical hardships caused by the war; by the end of 1946, only twenty-three cars were completed, virtually by hand.[7] Truly mass production had to wait until 28 April 1947, and even then, only 700 were built before October 1948.[8] During that period the Soviet Union was unable to produce steel sheets large enough for body panels, so strips had to be welded together, which led to countless leaks and 20 kg (44 lb) of solder in the body, as well as an increase in weight of 200 kg (440 lb).[8] Steel quality was below average, up to 60% was rejected, and the overall quality of the first cars was so low that production was actually stopped by order of the government and the company's director was fired.[8] On August 31, 1948, the government issued a decree requiring the immediate improvement of quality and thorough testing of the new automobiles. The cars and their integral parts were subjected to detailed laboratory and on-road testing, opinions of the cars' drivers were carefully studied and taken into account.[9]

After a reorganisation, solving the initial build quality issues, making 346 improvements and adding two thousand new tools, the Pobeda was returned to production.[10] It had a new carburetor, different final drive ratio (5.125:1 rather than 4.7:1), strengthened rear springs, improved heater, and the ability to run on the low-grade 66 octane fuel typical in the Soviet Union.[10] (Among the changes was a 5 cm (2.0 in) lower rear seat, enabling military and police officers to ride without removing their caps).[10] The improvements enabled the new Pobeda to reach 50 km/h (31 mph) in 12 seconds, half the previous model's time.[10] In January 1949, the state commission issued a report after testing the new model and its parts, where it noted the significant improvement of build quality, ruggedness and durability of the car, good fuel consumption and on-road performance, especially on poor roads.[9]

The improved Pobeda entered production on 1 November 1949,[10] and the techniques needed to develop and manufacture it effectively created the Soviet automobile industry.[11] In 1952, improved airflow in the engine increased power from 50 PS (37 kW) to 52 PS (38 kW);[11] it climbed to 55 PS (40 kW), along with the new grille, upholstery, steering wheel, radio, and radiator badge, as the M20V (Russian: М-20В), 1955.[12]

The layout of the car GAZ-M20
The layout of the car GAZ-M20

Versions

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The GAZ M-72 was the world's first series-produced monocoque four-wheel drive (1955).
«Pobeda-sport»
  • Stock versions:
    • 1946–1948 – early GAZ-M-20s.
    • 1948–1954 – improved and massively produced cars with modernised leaf springs, thermostats and manual gears; heaters, water pumps and mechanical clock were added to the cars of this generation.
    • 1955–1958 – GAZ-20V equipped with a new 52-PS engine and a radio.
  • Other versions:
    • A 4-door sedan prototype, the Pobeda-NAMI, was designed by NAMI in 1948 as a replacement for the M-20. While much of the car was identical to the production version, the difference was in the interior. The front bench seat was replaced with bucket seats and the smaller size of the front seats allowed the rear seat and trunk wall to be moved forward, increasing trunk space. The model did not enter production as redesigning the production car would take too long and also the shape of the car was less recognizable compared to the production version. GAZ did not produce a sedan until the Volga in 1956.
    • A prototype cab-over-engine (forward control, COE) vehicle, the GAZ-013, was based on the Pobeda, but not built.[13]
    • A column shift synchromesh gearbox appeared in 1950, replacing the floor-shifted "crash box".[11] In 1949 debuted a cabriolet (without a separate designation, surviving until 1953), and a taxi M-20A, with cheaper interior (first regular taxi model in Moscow); some of the cabriolets were also used as taxis.[14]
    • In 1949–53, 14,222 M-20s were built with 4-door convertible body (of 'cabrio coach' type), but sales were poor and the GAZ never returned to the idea of mass-producing a convertible. The only reason to create a cabriolet, less practical in Soviet climate, were low production capabilities of sheet metal, due to war damage.[14]
    • In 1955, the first comfortable mass-produced monocoque all-wheel drive vehicle appeared, the GAZ-M72, with a four-wheel drive system adapted from the contemporary Soviet GAZ-69.[12][15][16] It was the brainchild of Vitaly Grachev, assistant to the GAZ-69's chief engineer, Grigory Moiseevich Wasserman.[12] It used a standard Pobeda transmission, mated to the GAZ-69 front axle, leaf spring suspension, and transfer case, with a brand-new rear axle (used on no other vehicle, a rarity for Soviet car production).[12] The body had fourteen panels added to strengthen the floor, frame, doors, and roof.[12] Trim and interior were otherwise the same as the M20, and in all, 4,677 were built by end of production in 1958.[12]
    • A limited edition M20G for the KGB (number unknown, but very small), powered by a 3,485 cc (212.7 cu in) straight six (from the GAZ M12 ZIM), was also produced, giving the Pobeda a top speed reportedly 87 mph (140 km/h), and 0–60 mph (0–97 km/h) time was down to 16 seconds from the stock model's 34; handling was compromised by the extra front-end weight.[12] Also known as GAZ-26.
    • Separately, many taxi fleets, depots and repair plants made a variety of pickups and vans from Pobedas that had exhausted their resource. Unlike the factory produced M415 predecessor, these pick-up trucks varied in design from each other as they were built by separate organizations all around the Soviet Union. It is known that many pickups were painted brown and chocolate. According to some reports, the main reason for this was the desire to hide rust, which almost always appeared on worn bodies. At the same time, there were box vans based on the GAZ-M20V, manufactured by the auto repair plant of Glavmosavtotrans from the Pobeda. There were also refrigerated vans of Glavmosavtotrans, created jointly with VNIHI.[17]

Total production of the Pobeda was 235,999, including 37,492 taxis and 14,222 cabriolets.[13] A great number of cars was used by government organizations and government-owned corporations, including taxicab parks (there were no private taxis in the USSR). Despite its 16,000 ruble price tag, with average wage 800 ruble, the Pobeda was available to buy for ordinary citizens, and by 1954–1955 the demand for cars in the USSR started to exceed production, and there appeared long queues to buy a car.[18] The Pobeda provided the first serious opportunity for the Soviet automobile industry to export cars, and "Western drivers found it to be almost indestructible".[13]

The Pobeda was replaced by the GAZ M21 Volga.[19]

Export

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The car was a successful export for the USSR, and the design was licensed to the Polish FSO (Passenger Automobile Factory) factory in Warsaw, where it was built as the FSO Warszawa beginning in 1951, continuing until 1973.[12] A few were reported to have been assembled in Pyongyang, North Korea,[7] although this appears to have been a hoax.[20] One example was shown in China as the Yuejin CN-750 but this never entered production and was most likely a Russian-made car.[20]

Technical details

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Weighing 1,350 kg (2,976 lb),[7] the Pobeda has a 2.1-litre sidevalve straight-four engine, derived from Chrysler's flathead six-cylinder design. It produced 50 PS (37 kW) and achieved a top speed of 105 km/h (65 mph).

[edit]
  • Clay model, 1943–1944
    Clay model, 1943–1944
  • GAZ M20 (1948–1955)
    GAZ M20 (1948–1955)
  • GAZ-M20V (1955–1958)
    GAZ-M20V (1955–1958)
  • GAZ-M72 (1955–1958)
    GAZ-M72 (1955–1958)
  • GAZ-M20A taxi cab
    GAZ-M20A taxi cab
  • GAZ-M20V rear
    GAZ-M20V rear

References

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  1. ^ a b c d e Bogomolov 1999.
  2. ^ Dmitri Dashko. Sovetskiye Legkoviye 1918-1942. 2012. P. 63-64
  3. ^ a b Thompson 2008, p. 52.
  4. ^ Thompson 2008, p. 51.
  5. ^ "Prior GAZ models". gaz24.com. Retrieved 22 January 2025.
  6. ^ GAZ-M20 «Pobeda», "Avtolegendy SSSR" Nr. 23, 2009, pp.2-3
  7. ^ a b c d Thompson 2008, p. 53.
  8. ^ a b c Thompson 2008, p. 54.
  9. ^ a b "Отчет по государственным испытаниям легкового автомобиля М–20 "Победа"" [Report on the state testing of the GAZ-M20]. Рassenger cars GAZ (in Russian). January 1949. Archived from the original on 2019-12-30.
  10. ^ a b c d e Thompson 2008, p. 55.
  11. ^ a b c Thompson 2008, p. 56.
  12. ^ a b c d e f g h Thompson 2008, p. 57.
  13. ^ a b c Thompson 2008, p. 58.
  14. ^ a b GAZ-M20 «Pobeda», "Avtolegendy SSSR" Nr. 23, 2009, p.15
  15. ^ "GAZ M-72" at gaz20.spb.ru
  16. ^ "GAZ–M20" at gaz20.spb.ru
  17. ^ "ГАЗ-М20 "Победа" пикапы и фургоны". Denisovets.
  18. ^ Girshovich 2003, p. 44.
  19. ^ Thompson 2008, p. 60.
  20. ^ a b Van Ingen Schenau, Erik (28 December 2020). "GAZ M20 Pobeda made in China and North Korea". ChinaCarHistory.

Other sources

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  • Bogomolov, Andrei (1999). "GAZ-M20". autogallery.org.ru. Retrieved 2008-02-11.
  • Dolmatovskiy, Yu.; Trepenyenkov, I. (1957). Traktory i avtomobili (in Russian). Moscow, USSR. p. 122.{{cite book}}: CS1 maint: location missing publisher (link)
  • Girshovich, Igor (2003). "Pochemu ya yezzhu po doverennosti". Igrushki Dla Bolshyh (in Russian) (22/2003): 44.
  • Thompson, Andy (2008). Cars of the Soviet Union. Somerset, UK: Haynes Publishing. p. 52.
  • "GAZ_M20". gaz20.spb.ru (in Russian). Retrieved 2009-01-12.
  • "GAZ-M-72". gaz20.spb.ru (in Russian). Retrieved 2015-03-25.
  • "GAZ-M20 "Pobeda"". Avtolegendy SSSR (in Russian) (23). DeAgostini. 2009. ISSN 2071-095X.
  • "The car GAZ M-20 "Pobeda"". Рassenger cars GAZ.
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