Double greetings from the USSR. gas-ahh from "engine"

Although the USSR undertook the active construction of new roads and the repair of old existing roads in the late 1920s, by the beginning of the 1930s there were almost no paved roads in the country, which caused not only cars to suffer and wear out quickly, but also carried big losses economy of the Soviet Union. The solution to combat off-road at that time was the cheapest and most affordable way - an increase in the number of axles on trucks.

When developing your own three-axle truck, despite the validity of the contract on technical assistance With Ford motor Company, the Soviet specialists did not have the opportunity to use the help of an American company. The point is that on Ford factories motor company issued only base cars, and all special modifications built by outside workshops. In particular, three-axle trucks were built by the American companies Hollister, Duel-Duty, Hi-Lo, etc. Basically, the design of such vehicles was aimed not at increasing cross-country ability, but at increasing carrying capacity. The three-axle trucks had a 6x2 wheel formula, with each company using axles of its own design, which had nothing to do with Ford products.

Until the Soviet industry mastered the production of three-axle vehicles, the USSR purchased vehicle kits from Timken and Hollister companies in the USA and converted standard trucks into three-axle and. Ford Timken turned out to be the most suitable for Soviet operating conditions. However, the American company used Timken used worm gear axles, while the Gorky Automobile Plant was switching to the production of more modern drive motors with bevel final drive. Such disunification did not suit the military, and they tried to order the development of a three-axle truck with tapered drive axles from Ford Motor Company. American specialists have developed such a truck, which received Ford name Dearborn, but its release by the Soviet industry was not mastered due to the many design and technological shortcomings of the three-axle vehicle and the design being too complex for production at domestic enterprises.

The Scientific and Research Automotive and Tractor Institute (NATI) was connected to the development of the Soviet three-axle truck, which built a three-axle vehicle with a worm final drive and a bevel final drive NAZ-NATI-30K. After testing these cars for a year, the choice of a three-axle for mass production was made in favor of the GAZ-NATI-30: axles with a bevel gear did not provide proper unification with the serial one and in tests proved to be worse than axles with a worm gear.

By May 1, 1935, the first batch of 50 triaxial onboard vehicles GAZ-AAA, based on GAZ-NATI-30. From standard GAZ-AA new trioska differed in its own reinforced frame, a two-stage demultiplier, new drive axles with main worm gears, a rear balancer suspension with semi-elliptical springs, a new radiator (six-row instead of a four-row), a new cargo platform and a load capacity increased to 2 tons.

A 4-speed gearbox (four speeds forward and one speed back) and a gasoline, in-line, four-cylinder, lower-valve engine with aluminum cylinder pistons with a volume of 3.28 liters and a power of 40 hp were attached to a reinforced stamped steel ladder-type frame in the front part. . at 2200 rpm. In 1937, the truck received a more powerful 50-horsepower engine from passenger car. A water-cooled radiator was mounted in front of the engine. To transmit torque, a single-disk, dry clutch served. A two-stage demultiplier was installed at the gearbox, which increased the number of gears to 8 (eight speeds forward and two back). The tank was located above the knees of the driver and passenger behind the dashboard, and gasoline from it flowed by gravity into the carburetor. Some cars were equipped with an additional 60-liter gas tank mounted on a frame behind the cab, the fuel from which also came by gravity. The electrical equipment was 6 volts, and an electric starter served to start the truck.

The front axle of the GAZ-AAA truck was suspended from the frame on one transverse semi-elliptical spring and single-acting lever hydraulic shock absorbers, and the rear axles were mounted on a balancing suspension with semi-elliptical springs. The rear drive axles had a worm gear and were connected to the gearbox using cardan shaft, which was enclosed in a pipe and rigidly attached to the main gear housing. TO front axle car fastened disc wheels With rubber tires in size 6.50-20, and dual-slope disc wheels with rubber tires in size 6.50-20 were attached to the rear axles. The mechanical service brake acted through cable drive on all wheels, and tape hand brake blocked only rear wheels.

A double metal cabin was installed on the chassis in front. To facilitate access to engine compartment opening sidewalls were provided on each side of the cab. The roof of the car was made with a wooden insert covered with tarpaulin, since at that time the Soviet industry did not have the ability to manufacture an all-metal sheet of this size. The doors were hung on front hinges. The whole windshield rotated in the frame and was fixed with winglets. To protect from the sun, a visor was installed over the windshield. A single wiper was attached to the upper frame of the windshield in front of the driver's face to facilitate visibility in bad weather. The wiper had a vacuum drive, the hose of which was connected to the carburetor inlet manifold. A rear-view mirror was attached to the left pillar of the cab. To protect the body from minor damage served front bumper from two elastic steel strips. At night, the road was illuminated by two electric headlights mounted on a cross member between the front fenders, to which a sound signal was also attached. Under the cargo platform, a single rear marker lamp with stop sign. To facilitate landing in the cabin, steps were used, which were connected to the front fenders.

In the cockpit on the dashboard there was a shield with three sensors: on the left - the ignition switch, at the top in the center - an optical fuel gauge, on the right - an ammeter and at the bottom - a speedometer, in which the numbers printed on the drum replaced each other in the fixed window of the device, informing the driver about the speed . A common external light bulb installed at the top of the panel served to illuminate the instruments. The steering mechanism with a globoidal worm and a double roller had gear ratio 16.6. The steering wheel was four-spoke, in the center of which was a light switch and a button sound signal. Behind the steering wheel hub were two levers: the left one was designed to manually adjust the ignition timing, and the right one to fix the position throttle valve carburetor. The starter was actuated by a trigger located above the gas pedal, and a support for the driver's right foot was mounted just below and to the right of the gas pedal itself.

Behind the cab to the frame on wooden logs was attached cargo platform with folding sides. The folding side boards consisted of four boards, which were bolted together with four metal crossbars and hung to the platform on four loops. The rear board consisted of four boards, which were bolted together with three metal crossbars and hung to the platform on three loops. In the closed position, the boards were fixed with special locks. Under the side platform behind the rear axle was attached spare wheel, and a towing device for trailers and artillery pieces was attached to the last cross member of the frame.

The GAZ-AAA truck could reach a maximum speed of up to 60 km / h, while fuel consumption was 35 liters per 100 km of track.

dimensions and the mass of the truck were:

• length - 5335 mm;
• width - 2030 mm;
• height - 1935 mm;
• wheelbase - 3200 + 940 mm;
• curb weight - 2500 kg;
• load capacity - 2000 kg.

During the Great Patriotic War from 1942 to 1945, in order to save money, a simplified version of the GAZ-AAA was produced with a canvas roof and canvas valves instead of doors, without a muffler, bumper and front brakes, the wings were made by bending from low-grade (roofing) iron, and the cargo the platform was equipped only with a rear folding side.

GAZ-AAA was produced on Gorky Automobile Plant from 1935 to 1943. During this period, 37373 three-axle trucks (of which chassis) were manufactured: 1935 - 122 units, 1936 - 1401 (604) units, 1937 - 4581 (429) units, 1938 - 6134 (1233) units. 1939 - 7911 (3273) units, 1940 - 7319 (3692) units, 1941 - 7805 (4075) units, 1942 - 1079 (817) units, 1943 - 783 (341) units.

A large number of onboard vehicles and GAZ-AAA chassis entered the Red Army, where tankers, radio stations and armored vehicles were mounted on them.

Freight car GAZ-AAA served as the basis for the creation of a number of modifications and special vehicles:

The main modifications of the 3-axle truck GAZ-AA A:
GAZ-05-193- staff bus (1936-45). Produced 237 pcs.
GAZ-60- half-track GAZ-AAA (1938-42)
PARM-A- repair and recovery machine.
BA-6- an armored car on the GAZ-AAA chassis (1935-38). Issued 386 pcs.
BA-10, BA-10M- an armored car on the GAZ-AAA chassis (1938-41). Issued 3311 pcs.
SU-12- self-propelled unit with a 76.2 mm gun (1933-35). Released 51 copies.
ZSU 61-K

In addition, a number of specialized vehicles were produced on the basis of GAZ-AAA - firefighters, truck tractors, radio vans, searchlight anti-aircraft installations PO-15-8, radar detection RUS-2 "Redut" and RUS-2s "Pegmatit", automobile anti-aircraft installations (quadruple machine guns "Maxim" in the back), etc.

Tactical specifications truck GAZ-AAA
Year of issue	1934
Cabin seats	2
Weight, kg	2475
Weight of cargo, kg	2000
Dimensions: length, m width, m height, m	5,335 2,04 1,97
Clearance, m	0,23
Engine	carburettor "GAZ-M1", 50 hp
Transmission	4 forward, 1 back 2-speed transfer case box
Fuel consumption, l/100 km	25
Power reserve, km	100
Max. speed, km/h	65
Issued, pcs	37373

The 3-axle truck GAZ-AAA (6x4) was developed in 1934 with the participation of the famous designer V. A. Grachev. From the design point of view, the GAZ-AAA is a three-axle modification of the GAZ-AA truck. At first, it used a conventional 40-horsepower engine, but since 1936, its 50-horsepower version began to be used, which was installed in the USA on the Ford BB model. When designing a new truck, a number of minor changes were made, for example, the shape of the wing was slightly changed. The main features of the GAZ-AAA were the suspension of two rear axles on four longitudinal semi-elliptical springs (instead of two balancing ones) and a worm main gear for drive axles developed at Gorky car factory(GAS). The associated increase in the number of wheels made it possible not only to reduce the specific pressure on the ground, but also to optimize the transfer of torque from the engine to the ground. In turn, this significantly increased the vehicle's patency on country and forest roads. Its cross-country ability on snow and soft soils could be increased by installing "Overall" caterpillar chains on the rear wheels.

The car could carry 2 tons of cargo on the highway and developed a speed of 65 km / h, and when lifting with a full load, it was possible to overcome a slope of 27 degrees.

A significant disadvantage GAZ-AAA was relatively weak engine, which did not allow it to be used as a divisional artillery tractor. For this reason, the car was used mainly for the transport of troops and cargo.

In addition, the chassis of the GAZ-AAA car was used for the production of BA-6 and BA-10 medium armored vehicles, GAZ-05-193 staff buses, tankers, field workshops, and radar stations. The trehoski chassis was used to install quad-mounted Maxim machine guns or a large-caliber DShK on it, the SU-12 gun mount and the BA-10 armored car, as well as one of the first Soviet radar stations RUS-2 Redut, were produced on the basis of this machine.

In terms of production, GAZ-AAA became the most mass machine off-road. During the period from 1934 to 1943, it was made 37373 trucks, most of which were used in parts of the Red Army.

Photos of the GAZ-AAA truck

In the mid-20s of the last century, the production of AMO F15 trucks began at the AMO plant (Moscow). But the plant was unable to satisfy the growing demand of the USSR for trucks. Therefore, construction of a new large automobile plant began in Nizhny Novgorod. The American company Ford became a partner in the construction. Already at the beginning of 1932, the plant produced the first GAZ AA trucks, created on the basis of the Ford AA.

Imported triaxial

In the 1920s and 1930s, trucks with three axles became popular in a number of countries. These trucks were often used as army vehicles. The USSR imported three-axle machines from France and Great Britain for operation in Central Asia.

The base car "Ford AA" had a modification with two rear axles, manufactured by Timken, which was a supplier of chassis elements for Ford factories. Thanks to the third axle, the carrying capacity of the machine was increased to 2-2.5 tons.

Already in 1930 Soviet Union purchased parts kits to assemble one thousand Ford Timken trucks. In the USSR, on the basis of these chassis, armored vehicles BAI and BA-3 were developed and mass-produced.

Creation of a domestic version

Soon at the NATI Institute, relying on Constructive decisions"Ford-Timken", created domestic version three-axle truck, called GAZ-AAA. Compared to the American counterpart, the rear wheel track has slightly expanded and the base of the rear bogie has been reduced. The design of the bogie suspension has changed.

Serial production began at the very end of 1934 and continued until the summer of 1943. However, individual vehicles were assembled until the very beginning of 1944 from the available backlog of parts. In total, almost 37.4 thousand onboard machines and a number of chassis for armored vehicles and buses. A photo of GAZ-AAA from the early series is presented below.

The truck chassis was used in the construction of the GAZ 05-193 bus and the BA-6 and BA-10 medium armored vehicles.

Design features

The main difference between the GAZ-AAA chassis was the rear balancing bogie. The design of the bogie included two bridges with a worm gear through passage and four springs in the shape of a half ellipse. The transmission consisted of a four-speed gearbox and an additional two-speed gearbox. The gearbox had direct and downshifts.

Thanks to the transmission, it was possible to expand the traction range and improve off-road performance GAZ-AAA. Positive influence the wheels of the additional axle also had a cross-country ability.

The frame of a three-axle car had its spars. To cool a more heat-loaded engine, a radiator with an increased heat exchanger area was used. The increase in area was achieved by additional rows of tubes. The engine fan was also changed - instead of the simplest two-bladed version, a more productive one with four blades was used.

Spare wheels were placed under the wooden platform of the body. To provide more stroke wheels of the rear bogie, the platform had transverse retaining bars increased by 100 mm. Since the load capacity of the machine was 2 tons, these bars were made from thicker boards. A large tool box, which passed through the entire width of the car.

Machine upgrade

The cars of the first years of production were equipped with a 40-horsepower carburetor engine. To improve the technical characteristics of the GAZ-AAA, since 1937, they began to equip it with a modernized 50-horsepower engine with a carburetor from an M1 passenger car. There was a unification of the steering gearbox for all GAZ vehicles.

The car was equipped parking brake disk type, located on the output shaft of the transfer case.

As an experiment under the platform modernized machines GAZ-AAA tried to install an additional 60-liter fuel tank. Fuel from it was pumped by a pump into the main tank. There were prototypes of an extended platform with a reinforced frame. Cars with such a set of improvements had the semi-official designation GAZ 30. Further development experiments were not received.

Serial changes 1938-41

In the prewar years, changes and improvements were constantly made to the design of the GAZ-AAA. So, since 1940, the cars received a unified towing device on the rear cross member of the frame.

Around the same time, the spare wheels were moved from the places under the platform to the pockets on the front fenders. By this time, the introduction of front towing hooks mounted on the side members of the frame also applies.

Simplified model

After the start of the Great Patriotic War, the situation with the supply of high-quality steel sheet, necessary for stamping wings and a number of other parts, began to deteriorate sharply. Therefore, the plant designers have developed a simplified version of the truck cab. For the manufacture of cabins, ordinary roofing iron was used. All wartime changes were introduced gradually, as the supply of parts was used up.

The front wall of the cabin remained unchanged, dashboard and engine hood. The rear wall of the cab was slightly higher than the back of the driver's seat and had a tubular reinforcement along the outer edge. The rest of the rear wall was made of canvas and attached to the amplifier and to the wooden roof frame. The roof was also made of tarpaulin. The visor was not placed over the windshield.

Instead of doors, there were triangular plywood inserts on the sides of the seat. The rest of the opening could be closed with two canvas panels connected with leather straps. Stamped steps were replaced with wooden ones made of 2-3 boards. The footrests served as a support for the wings and had an additional mounting bracket. General form salon GAZ-AAA - in the photo below.

Wings got rectangular shape and had several welding points in the corners. Cars were equipped with one headlight on the driver's side. Windshield the cabin consisted of two parts and could be easily replaced. Ordinary window glass could be used for replacement.

Toward the end of 1942, the cars began to be equipped with wooden doors with sliding glazing. In 1943, they began to use two headlights from the off-road GAZ-67. The canvas back of the cab was used on one and a half ton trucks GAZ AA after the war, until the end of production in 1949.

Exploitation

Many built GAZ-AAA vehicles were supplied to the Red Army. On them, instead of the onboard platform, various repair shops were often installed. The chassis was used to install oil filling (model M3-38) and gas filling (B3-38) tanks.

Another area of ​​​​application of the machine was the creation of mobile radio stations, early warning systems for targets RUS-2. In the mid-30s, the Su-12 self-propelled unit was created on the basis of the truck, which was actively used in battles on Lake Khasan, the Khalkhin-Gol River and during the war with Finland. Already during the war, a system was installed on the GAZ-AAA chassis salvo fire BM-13 "Katyusha".

The GAZ 05-193 bus has been produced since 1939 for the needs of the army. It was used as a staff and ambulance transport, as a chassis for the manufacture of mobile laboratories (hygienic, bacteriological, etc.).

Part of the GAZ-AAA cars also ended up in the civil service, but with the outbreak of war it was mobilized into the army. The surviving machines were used in the national economy for quite a long time. different quality. For the removal of logs, GAZ-AAA timber trucks were used, which worked with dissolution.

To date, only three have survived. triaxial vehicle, which are in various museums in Russia.

Soviet GAZ-AA trucks were an exact copy ford cars AA model 1930, the only difference was the emblem on the grille. The first cars that fully complied with the technical documentation of the Ford Motor Company began to roll off the assembly line at the end of 1932. Almost at the same time, in honor of the writer Maxim Gorky Nizhny Novgorod was renamed Gorky. Accordingly, the automobile plant began to be called Gorky, and the produced NAZ-AA trucks received the name GAZ-AA. At that time, the plant assembled about a thousand trucks a month from domestic parts and continued to increase production volumes. During the first year of operation, 7,477 trucks were manufactured at the main plant, while car assembly plants, on the contrary, reduced the pace of assembly. Very soon, the GAZ-AA lorry became the most massive truck in the USSR. Most of the cars of the first releases, with flatbed bodies, entered the Red Army: just at that time the course for its motorization was proclaimed. The rest of the trucks were used in various sectors of the economy. Along with on-board vehicles, the GAZ-AA chassis was also produced, which became the basis for various specialized vehicles, mainly sanitary and firefighters - these machines were especially lacking in the country. In addition, lorries were adapted for special van bodies for transporting products in big cities.

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PMG-1" 1932–38

PMG-1 ( fire engine GAZ model No. 1) on the GAZ-AA chassis, produced at the Miussky plant. The prerequisites for the creation of this car date back to 1930, when articles began to appear in the press about the need creating a lung fire truck. The PMG-1 was equipped with the same centrifugal pump and other fire equipment similar to PMZ-1 (based on the ZiS truck). On the left side, behind the cab, a stander was installed on the car - a device for connecting to the city water supply network. A fire brigade of 6 people was located on the side seats of the body, and the driver and team leader were in the cab.

• Fire fighting equipment

GAZ-AAA "1932–43 37,373 units produced

triaxial freight car cross-country ability based on GAZ-AA. Chassis GAZ-AAA widely used for various special machines: armored vehicles, radio stations, anti-aircraft installations. The car had a two-stage demultiplier in the transmission, worm gears, 2 gas tanks with a total capacity of 105 liters. From the middle of 1942, the GAZ-AAA was produced with a simplified cabin and wings. It had no fender, right headlight, front wheel brakes, and the sides did not fold down; two spare wheels were placed on the sides of the engine hood.

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GAZ-03-30 "1937–10.1950 14,809 units produced

Local bus and official use on GAZ-AA chassis, the most mass bus pre-war time. After analyzing the design of the experimental models GAZ-2 and GAZ-3, a bus was created at the car factory, which borrowed from each of them all the best and most progressive. The body of the GAZ-3 was taken as the basis, but the height of the roof was increased, making it more convex, as on the GAZ-2. This made it possible, without violating the basic proportions of the low body, to increase the height of the ceiling in the cabin - so that it was possible to move inside the bus without bending down. Since the factory itself was not enough production areas, the former was adapted for the production of buses car assembly plant in Kanavino, which by that time had become a training branch of GAZ. In 1937, the bus underwent a slight revision - it back shortened by 15 cm to increase body rigidity and reduce weight.

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GAZ-55" 1938–50 12,224 units produced

Sanitary van on GAZ-MM chassis. Body - wooden frame, sheathed with metal, double-leaf backdoor. The salon could be transformed for the transportation of bedridden or seated sick and wounded. Heated with heat from exhaust gases. The suspension was with extended rear axle springs and six hydraulic shock absorbers from GAZ-M1. In the period 1941-43. a simplified version was produced with the usual cargo suspension, curved L-shaped wings and one headlight. However, from the end of 1943, the model returned to the pre-war configuration, with the exception of the wings.

• specifications
• Medical services technology
• Army ambulance vehicles

GAZ-MM "1938–50 419,823 units produced

An upgraded version of the GAZ-AA truck with a 50-horsepower GAZ-M1 engine, improved front suspension and steering. During the years of the Great Patriotic War GAZ-MM cars and its modifications were produced in a simplified form - since 1942, the plant switched to the production of cabins with canvas roofs and canvas flaps instead of doors (in 1943, the right solid door was returned again). Stamped wings were replaced with bent L-shaped sheets of roofing iron. Front brakes not installed right headlight. Most of the cars did not have a transmission reversing. The truck was produced in Gorky until 1946, after which production was continued in Ulyanovsk (UlZiS).

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GAZ-44 "1939 Produced 130 units

LPG modification GAZ-MM. Stock compressed up to 200 atmospheres natural gas(methane) was contained in six cylinders weighing 65 kg each, as a result of which the carrying capacity decreased to 1100 kg. When the engine was switched from gasoline to gas, its power was reduced from 50 to 42 hp, and the maximum speed did not exceed 65 km / h.

• specifications

GAZ-60 "1939–40 2,015 units produced

In the early 1930s, a group of specialists from the Scientific Automotive and Tractor Institute (NATI), led by G. Sonkin, began work on half-tracked vehicles. Prototypes of such a NATI-3 vehicle based on the GAZ-AA truck were already tested in 1932. IN serial production the car received the designation GAZ-60. The basis of the mover was rubber track. The transmission to the front and rear drive rollers of each side was carried out from the rear drive axle by two chains.

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• Tracked

GAZ-42" 03. 1939–46 31,956 units produced

Serial gas generator truck based on GAZ-MM with gas generator unit NATI-G-14. In the absence of prepared coal, the installation could also work on wood chocks and peat briquettes. The nominal consumption of solid fuel was 35 kg / 100 km. Max speed- 50 km/h.

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GAZ-65" 02–03. 1940 1,754 units produced

Half-track truck based on GAZ-MM. In fact, this is an illustration of the idea of ​​​​creating a caterpillar that is completely interchangeable with the drive wheels of a serial truck. It is believed that the idea of ​​using such a kit was put forward in September 1939 by N.S. Khrushchev - he then headed the Communist Party of Ukraine and went to the army during the annexation of the eastern part of Poland to Ukraine. Army trucks in rainy weather, which stood in those places, they got stuck on muddy dirt roads. Khrushchev's order was quickly implemented and the half-track GAZ-65 appeared. The idea underlying the design of the GAZ-65 was as follows: a set of rollers, rollers and their axles was attached to the frame. Between twin rear wheels(they played the role of the main road wheel), a chain gear was fixedly installed, from which the chain transmitted rotation to the drive sprocket suspended from behind under the frame. She, in turn, was connected by a chain engagement with a small-sized metal caterpillar. Off-road, a caterpillar was used, and on the road the car moved on wheels - the caterpillar was removed and the caterpillar carriage was fixed in the raised position. It is noteworthy that in practice the cross-country ability of this car compared to basic model has practically not changed. The design was unsuccessful and they never returned to it. The experience of designing, testing and operating such vehicles has shown that the creation of half-tracks based on standard cars led to their extremely low durability, since when installing the caterpillar, all other units remained unchanged, and due to the increase in the bearing capacity of the mover, they worked with large overloads. Frequent breakdowns and structural failures were typical for the operation of half-track vehicles. Of the 1754 vehicles built in 1940, 8 vehicles agreed to accept the military representative of the ABTU RKKA, 24 copies were taken by military builders, 10 units went to the Glavspetsgidrostroy of the NKVD, the main customer rejected the rest of the vehicles "as completely unsuitable for operation." The remaining vehicles were dismantled and delivered to the army as ordinary GAZ-MM.

Article published on 08/16/2014 05:01 PM Last edited on 08/16/2014 05:52 PM

In 1932, on the Ford-AA chassis, NATI developed its own original three-axle version of a lorry with worm axle final drives and a demultiplier. IN further design was brought to the design bureau of GAZ special vehicles under the leadership of Vitaly Andreevich Grachev. The serial production of GAZ-AAA was mastered in 1934 and continued until July 1943, when it was curtailed due to the large destruction of GAZ by Luftwaffe bomber aircraft. 37373 GAZ-AAA trucks were produced, including 3331 armored vehicles of the BA-6/BA-10 series and 194 GAZ-05-193 buses. One surviving GAZ-AAA is in the Museum of the History of OAO GAZ in the city of Nizhny Novgorod, the second is in the automobile museum in Vladivostok.

The three-axle truck was well adapted to the difficult army operating conditions and was widely used in the Red Army in the pre-war period. It was also used as a base for medium three-axle armored vehicles BA-6, BA-9, BA-10, PB-7, BA-22 and a type A mobile repair shop. It differed from the base model (GAZ-AA) higher load capacity(up to 2 tons), wheel formula (6x4), more powerful engine 36.8 kW (50 hp), the design of the transmission, chassis and suspension elements.

The car had good cross-country parameters for its type. He could climb on hard ground up to 27 degrees, move along a slope with a heel angle of up to 18 degrees, overcome a ditch (ditch) 0.4 m wide and a ford with a hard bottom up to 0.6 m deep. The average specific pressure of the rear axle on the ground was 0.22 MPa (2.2 kgf / cm * 2) with a machine weight in running order of 2475 kg.

GAZ-AAA design:

The car was equipped with a four-cylinder carbureted engine with a working volume of 3.28 liters. His power system used low-octane gasoline. On the machines of the first releases, fuel entered the carburetor by gravity from a tank located above the engine, and later it was supplied by a diaphragm pump. The fuel range was 200 km.

The electrical equipment of the machine was single-wire, 6V with a positive terminal battery on the body.

The transmission of the car included a single-disk dry friction clutch, mechanical four-speed box gears (demultiplier), cardan and main gears of the intermediate and rear axles. The main gears were also made in the form worm gears with the top location of the worm shaft. Torque was transmitted to the rear axle from the intermediate one using a cardan shaft.

working brake system had shoe brakes built into each wheel, and mechanical drive. Parking brake mechanism the same type acted on the transmission.

front, dependent suspension The car consisted of a transverse semi-elliptical spring with push rods that transferred loads to the frame. The balancing suspension of the rear bogie included longitudinally located semi-elliptical springs and jet rods. In general, the suspension design made it possible to develop a good car for that time. average speed movement along dirt roads(up to 25 km/h) and on the highway (up to 65 km/h).

However, it should be noted that the relatively large mass of the car and the lack of front-wheel drive reduced its cross-country ability.

Reserve Colonel A. Protasov, Candidate of Technical Sciences

Photos:

Specifications GAZ-AAA:

Manufacturer:		GAZ (USSR)
Production years:		1936-1943
Wheel formula:		6*4
Engine:		carburetor, 4-cylinder, in-line, displacement 3285 cm3, until 1937 compression ratio 4.25, power 40 hp. With. (GAZ-AA), since 1937 - compression ratio 4.6, power 50 hp at 2800 rpm (GAZ-MM).
Transmission		10 gears (8 forward and 2 reverse)
Length:		5335 mm
Width:		2040 mm
Height:		1970 mm
Clearance:		230 mm
Wheelbase:		3200 mm
Weight:		2475 kg
Max. speed:		65 km/h
Predecessor		GAZ-AA