GAZ 24 modifications
GAZ-24-01, 1970-1971, to work in a taxi. It was equipped with a derated engine ZMZ-24-01, a special body marking of the “checkered” type, a green lamp “free”, and a leatherette interior trim that allows sanitation.
GAZ-24-02, 1972-1987, was mass-produced with a five-door station wagon body.
GAZ-24-03, sanitary based on GAZ-24-02.
GAZ-24-04, with a five-door station wagon to work in a taxi. It was equipped with a derated ZMZ-24-01 engine.
GAZ-24-07, 1977-1985, for work in a taxi, equipped with a gas-cylinder installation.
GAZ-24-24, version for special services, "catch-up" or "escort car". Equipped with a modified power plant from the GAZ-13 "Chaika" - engine ZMZ-2424, V8, 5.53 l, 195 l. With. and a three-speed automatic transmission, as well as power steering. It also had a reinforced body and chassis. Maximum speed - up to 170 km / h.
GAZ-24-54, right-hand drive export modification (less than 1000 copies produced).
GAZ-24-95, an experimental all-wheel drive modification, created using GAZ-69 units, a characteristic feature of the design is the absence of a frame.
GAZ-24A-247 And GAZ-24A-948, respectively, a van and a pickup truck, produced in small quantities from emergency taxi cars at the Voronezh Automobile Repair Plant. In addition to him, larger batches of pickups and vans were also produced at the Riga and Cheboksary car repair plants (model CHARZ-274).
GAZ-24-76 "Scaldia"- export modification of the Volga GAZ-24 with a sedan body, produced in the late 1970s.
GAZ-24-77 "Scaldia"- export modification of the Volga GAZ-24 with a station wagon body, produced in the late 1970s.
Car kits of these models were supplied for small-scale assembly of the Belgian company Scaldia-Volga S.A .. The power unit was a Peugeot Indenor XD2P diesel engine; braking system, structurally different from the standard GAZ - Rover brand. In the 1990s quite a lot of used cars of the Belgian assembly were re-exported to the Russian Federation.
Second generation GAZ 2410
GAZ-24-10- base sedan.
GAZ-24-11- taxi, with a body type "sedan".
GAZ-24-12- station wagon based on GAZ-24-10. It was designed to replace the Volga GAZ-24-02.
GAZ-24-13- sanitary, with a station wagon body. Ambulance with a capacity of 4 + 1 (on a stretcher).
GAZ-24-14- passenger-and-freight taxi converted to AI-76 gasoline.
GAZ-24-17- a taxi with an engine running on liquefied gas.
GAZ-24-34- “high-speed car” or “escort car” (informally, the workers of the car factory and the townsfolk called it “catching up” or “mad”).
GAZ-24-60- southern or tropical version (dry and humid climate).
Performance characteristics of GAZ 24 Volga
Max speed: 145 km/h
Fuel consumption per 100 km in the city: 13 l
Fuel consumption per 100 km on the highway: 10 l
Fuel tank volume: 55 l
Curb vehicle weight: 1420 kg
Permissible gross weight: 1820 kg
Tire size: 7.35-14
Disc size: 127-355 (5-14")
Engine characteristics
Location: front, lengthwise
Engine capacity: 2445 cm3
Engine power: 95 HP
Number of turns: 4500
Torque: 190/2400 Nm
Supply system: Carburetor
Turbo: No
Gas distribution mechanism: No
Cylinder arrangement: inline
Number of cylinders: 4
Cylinder diameter: 92 mm
Stroke: 92 mm
Compression ratio: 8.2
Number of valves per cylinder: 2
Recommended fuel: AI-92
Brake system
Front brakes: drums
Rear brakes: drums
Steering
Power steering: No
Steering type: Globoid worm with recirculating balls
Transmission
Drive unit: Rear
Number of gears: manual - 4
Suspension
Front suspension: helical spring
Rear suspension: Spring
Body
body type: sedan
Number of doors: 4
Number of seats: 5
Machine length: 4735 mm
Machine Width: 1800 mm
Machine height: 1490 mm
Wheelbase: 2800 mm
Front track: 1476 mm
Rear track: 1420 mm
Ground clearance (clearance): 174 mm
Modifications
First episode from 1968 to 1977
Bumpers without fangs, but with chrome sidewalls, license plate plates under the front bumper, reflectors separate from the rear lights on the rear panel of the body, instrument panel with a black leatherette-covered upper part and a body-colored lower part, black handles with ivory inserts on the panel instrumentation, door trim panels with a vertical pattern, a three-piece sofa-type front seat with independent adjustment and a central armrest.
Second series from 1976 to 1978
During these years, the car received fangs on the bumpers, fog lights on the front bumper, rear lights with built-in reflectors, a redesigned interior in which almost all metal parts were covered with soft plastic lining for safety, door trim panels with a horizontal pattern, static seat belts front and rear, which required the removal of the armrest from the front seat structure, new seat upholstery.
Third series - GAZ-24-10
Production
Year of issue: from 1970 to 1992
Volga 24 V8 is a Volga GAZ-24 car produced in the USSR in small batches with an engine and gearbox from Chaika GAZ-13. The car was produced at the Gorky Automobile Plant, in a small series workshop, in which the Chaika itself was made. According to the Soviet classification, it had the designation GAZ-24-24, in the documents of the KGB it was called an escort vehicle, among the people it was called a "catch-up".
Produced since 1968. In 1985, when the new Volga GAZ-24-10 was put on the conveyor, a similar GAZ-24-34 car was produced on its basis. Engines The obvious constructive basis is the GAZ-13. That is, "Seagull". But structurally, the GAZ-23 engine is still closer from the previous generation of high-speed ones.
Technical characteristics of the GAZ 24 v8 engine
Technical characteristics of ZMZ engines of the 13th series (cylinder diameter 100 mm, piston stroke 88 mm, displacement 5529 cm3, piston pins have a diameter of 28 mm.) ZMZ-13➤ maximum power: 195 hp at 4400 rpm ➤ maximum torque: 412 Nm at 2000-2500 rpm ZMZ-14➤ maximum power: 220 hp at 4400 rpm ➤ maximum torque: 450 Nm at 2800 rpm ➤ compression ratio 8.5 ➤ gasoline octane 95-98 Aluminum block and heads (hi-tech, sort of in those days). The working volume is 5.53 liters. In general, they are unified with the GAZ-13, -14 and BRDM (armored all-terrain vehicle). With cargo V8s, very few are directly unified, although the designs are related. By the way, chronologically, the Chaika engine was the first, and truck V8s were secondary to it.
Car history
Cars with a high-powered engine at GAZ have been produced since the 30s of the XX century. At first it was an emka GAZ M1 with an imported FORD V8 power unit. After the war, Pobeda was produced with a GAZ-12 ZIM engine with a capacity of 90 liters. With. After the Victory - Volga GAZ-21 with a V8 engine from Chaika, which had the GAZ-23 index. The twenty-third Volga was replaced by GAZ-24-24. The main customer of the cars was the ninth department of the KGB, which needed a powerful car that could accompany government ZILs and Chaikas, be on an equal footing with the few foreign cars that were available in the USSR, and also be outwardly indistinguishable from the Volga produced at that time.
Based on this task, it was decided to install engines and gearboxes from Chaek in slightly modified Volga. In addition to the KGB, a number of vehicles were purchased by members of the Politburo and other high-ranking party officials. A small number of cars went to the athletes. The car was also supplied to the special services of the allied socialist countries.
Characteristics and design features
The GAZ 24 V8 overpower car (translated from English as heavy duty) differed from the usual Volga in small details known only to specialists. First, special communications antennas. Secondly, the gear lever. The 8-cylinder Volga had an automatic transmission, the floor lever was bent at the base. The pedals were also different. Some of the cars were equipped with two pedals (gas and brake), some with three, of which two were paired (pseudo-clutch and brake). The exhaust system was also different.
The powerful car had 2 exhaust manifolds, which were connected in the muffler area into 1 exhaust pipe. The fifth difference is a slightly lower landing of the car, associated with a higher mass of the car.
The powerful 8-cylinder Chaika engine was almost twice as heavy as the 4-cylinder one from the Volga, so the standard GAZ 24 required some design improvements.
The front spars, front suspension springs, and anti-roll bar were reinforced. By the way, according to experts, the body of the GAZ-24 was subjected to fewer modifications when compared with the body of the GAZ-21. This is due to the fact that when designing the Volga 24, the designers laid a margin of safety for possible engine models with 6 and 8 cylinders.
The large-sized engine barely fit into the engine compartment of the Volga, so its installation was carried out with an inclination of 13 degrees to the left. Due to the large size of the Chaika motor, changes were required to the steering gear and air filter. The power steering was made with a separate working cylinder, and on the standard Volga it was integrated (built-in). The air filter housing was made lower. The manual gearbox with a clutch, standard for the Volga, was not able to "digest" the huge torque of the 8-cylinder engine, so an automatic gearbox was installed in the Volga 24. The final gear ratio was reduced to 3.38.
The gearbox was three-speed, with a torque converter. The box lever had 4 positions: reverse, neutral, movement and a lower row (if switched from front to back). Like many automatic transmissions of that time, there is no parking mode in the box. In place, a car with a running engine was held by a foot or parking brake. Given the fact that such machines were assembled in a small series workshop, all conversions were carried out exclusively by hand. Painting with several layers of enamel and varnish, anti-corrosion treatment of the body was the same as that of the Seagull, that is, much better than the conveyor version. Cars assembled to the order of party officials were often equipped with air conditioning, the interior was upholstered with velor or plush, and electric windows were installed.
Operation features
In everyday operation, powerful Volga were more difficult than usual. Due to the fact that the front wheels had a much greater load, handling on the road deteriorated. The weight distribution has also changed. After installing a powerful engine, most of the weight now fell on the front wheels, the rear ones were constantly unloaded. Even on asphalt, with a sharp opening of the throttle, the rear wheels broke into slip. On slippery surfaces, this problem haunted drivers constantly. Particularly dangerous was the failure of the wheels to slip when cornering, the car immediately skidded. Partially, this problem was solved by ballast - concrete or metal beams that fit into the trunk. In the luggage compartment of surviving specimens, one can find cast-iron or lead plates weighing 90 kg, sometimes supplemented by curbstones or covers from water manholes.
The additional heaviness slightly worsened the dynamics, but it allowed more or less control of the car on the road. The problem of handling was exacerbated by the power steering. The seals were constantly leaking, which caused the already low gain to constantly drop. Drivers on many cars independently turned off the hydraulic booster. On a flat straight line, the Volga easily accelerated to 160 km / h. But the standard brakes could not cope with the load and it was problematic to stop the car.
By the way, the question of the maximum speed of such a car has not yet been reliably clarified. The manufacturer guaranteed a maximum speed of 160 km / h, but it is known that the Volga V8 could go 170 and even 180 km / h.
There is also no exact data on the number of released Volg-"catch-ups". They were not taken into account in the official statistics of GAZ, but approximately 1000 to 2000 copies of them should have been produced.
A significant drawback of a powerful engine was fuel consumption (up to 30 liters per 100 km). With such voracity, the gas tank was enough for 100-200 km of the way. The engine was fed only with AI-95 "Extra" gasoline. It was not produced in the Soviet Union, but purchased in Finland. It was distributed according to special coupons among officials who, according to rank, were given ZILs or Chaikas. Some were sold to athletes. It was almost impossible for ordinary Soviet citizens to acquire such a Volga. And those who succeeded, faced a number of problems in its operation. First of all, with the inability to get gasoline of the right quality. And gas is just the tip of the iceberg.
The gearbox required special oil, the engine needed consumables and spare parts, which were also not just sold in stores. Over time, the GAZ-24-24 showed another drawback. The heavy powertrain and poor quality road surfaces wore out the front suspension and spars prematurely, even though they had been reinforced. Therefore, many remade the car on their own under their own engine. Currently, there are only a few of the original Volga with the "Tchaikovsky" motor. Their small-scale production, tough and ruthless exploitation in the state security agencies affected. In the 80s and 90s, many cars were converted by citizens into ordinary Volga.
GAZ 24 V8 4.3l ZMZ 53
Modifications GAZ-24-24
Officially, GAZ, in addition to the conventional Volga V8, produced a modification with shielded electrical equipment and a modification with special communication equipment "Kavkaz" and light signaling. This equipment was not preserved on any car, since before the decommissioning of the car from the KGB, it was necessarily dismantled and destroyed. Directly in the state security agencies and in special purpose garages, some cars were modified. The front part could be reinforced in case of a ram, devices for changing license plates, special trunk locks controlled from the passenger compartment, and much more were installed.Installation of the V8 engine on the Volga GAZ-24
Like it or not, the native GAZ-24 engine hardly fits into modern standards of driving dynamics. Low liter power and torque hardly move the Volga in space. The minds of inquisitive Russian motorists of classic cars Volga GAZ-24 are attracted by the possibility of installing a domestic, native, more powerful eight-cylinder ZMZ V8 engine. Namely, the engines of GAZ-53, GAZ-66 cars, PAZ buses, or more powerful engines from armored personnel carriers and GAZ-13, GAZ-14 Chaika. The GAZ-53 and GAZ-66 engines have a working volume of 4.3 liters, the PAZ bus has 4.7 liters, respectively. The GAZ-13, GAZ-14 seagull engine and the BTR engine have a working volume of 5.5 liters. So, as I have already listed above, we have V8 options from GAZ-53, GAZ-66, GAZ-13, PAZ, armored personnel carriers and their modifications. So, among them, only the Chaika GAZ-13 - ZMZ-13 engine has a compression ratio suitable for the efficient combustion of high-octane gasoline, all the rest are content with the 76th. This should be taken into account when buying an engine. Naturally, the "Tchaikovsky" engine will cost an order of magnitude more expensive, its maintenance will be an order of magnitude more difficult. But as a result, you can get as close as possible to the characteristics of factory GAZ 24-24 cars, and GAZ-24-34 from the factory equipped with this engine. Of course, the compression ratio of the V8 engine can be increased, but there is one very important nuance - this is by no means as easy to do as in the case of the ZMZ-2401 engine. Here, difficulties arise with fitting the inlet manifold of a cunning design, because when milling the head for a couple of mm, after installation, they will “disperse” to the sides and there will be problems with combining parts. A more logical and efficient way in this case is to install a supercharger, however, given the overall size of the engine and its layout in the engine compartment, this is not so simple. It is easier to install a mechanical supercharger, a turbo is more difficult due to problems with the layout of the exhaust system. Next, you should take into account the nuance with the installation in the engine compartment - naturally, the jibs will interfere with the wider engine. They need to be removed and the spars reinforced to compensate for the loss of rigidity. You will also need to trim the motor shield in order for the engine to fall into place. Engine mounts will have to be made on site. The radiator will also require increased heat transfer - the old and clogged one from ZMZ-24 will not work in terms of heat dissipation capacity. A separate topic is the gearbox, you can use Volgovskaya through an adapter plate, the process is described in sufficient detail and I will not dwell on it.
So we have the engine installed, but in the original version of the GAZ-53, it still does not have a particularly high power, here you should be smart. Since the engine was originally a cargo engine, there is a rev limiter on it so that drivers in long climbs do not use high revs for a long time and thus do not overload the transmission with high power. The vacuum speed limiter should be removed. Now the engine will spin no worse than the native one and provide increased returns. This article has been written to answer some of the most frequently asked questions about installing a lawn eight-cylinder engine. It is not a guide to action and does not encourage anyone to make this modification. I personally am of the opinion that the best is a car in its original factory condition.
On modifications of the GAZ-2424 and GAZ-2434, popularly nicknamed "catch-ups", "Tchaikovsky" V8 engines (5.33 l, 195 hp) were installed.
-ZMZ-24-24: installed on GAZ-24-24. One four-barrel carburetor. 195 HP
-ZMZ-503.10: the same, but modernized, installed on GAZ-24-34 and 31013. 195 hp According to my observations, it is more common than the next option.
-ZMZ-505.10: "hot" version of ZMZ-503, improved with two-carburetor power from GAZ-14. Power seems to be 220 hp. like the GAZ-14, or a little less. Was put on 24-34 and 31013.
Fuel - AI-98 or AI-95. This is from 1979 data. For reference, the GAZ-13 fuel was AI-93.
Transmission
The automatic transmission differed from the "Seagull" by the switching mechanism. Own crankcase, with an extension cord. It is curious that at one time it was developed on the basis of the American Ford-O-Matic Drive automatic transmission for installation on the GAZ-21.
Section of hydromechanical transmission GAZ-13 (without transformer).
No secret was made of the American roots of the GAZ machine gun; I came across a statement about this in the literature of the Soviet period. By the way, it is also mentioned there that the Chrysler transmission from the 1953 Crown Imperial car became the prototype for the ZIL automatic transmission.
rear axle
Regular Carter. The main pair - as far as I know, from the "Seagull" (more precisely, from the GAZ-23, on the early "Seagulls" there was another main pair, then they began to put exactly the 23rd). Gear ratio 3.38:1.
Front suspension
Suspension posuti full-time, reinforced springs. Your shock absorbers.
Rear suspension
Regular. Telescopic shock absorbers, according to all the materials read, it is said that the springs were taken from the station wagon. However, the handling of this car was poor. But in a turn when you press the accelerator pedal, you could forget about this shortcoming. Since the car responded with slippage, smoke and whistle of tires.
The first car was made on the basis of the GAZ-24, and the second - on the basis of the GAZ-2410. Externally, such models could be distinguished by two exhaust pipes.
Same for spreading.
A plate of lead (or cast iron) in the trunk, as they say, weighs 90 kg as ballast for weight distribution - apparently, it's true. A pedestal was made for her in the center of the trunk in the depths.
Almost all eight-cylinder Volga went to the special purpose garage (GON), they were used as escort vehicles. It was a wolf in sheep's clothing. Every year, the plant produced about 100 "catch-ups". Especially for the KGB, eight-cylinder Volgas were assembled in small batches with one exhaust pipe and an automatic control selector disguised as a manual transmission lever (so that no one would guess). The power of the "Tchaikovsky" motor in this case dropped to 160 hp. With. Rotary engines were installed on some batches of vehicles for special services. It is interesting that, although information about the Volga for the special services in Soviet times was closed, the ZMZ motors that were mounted on them were openly demonstrated at several automobile exhibitions. True, they did not indicate for which machines they were intended.
Of course, not all the information, but he outlined everything that he knew as much as possible ...
Strictly do not judge)))
In the early years of the Soviet Union, before the development of the domestic auto industry, intelligence agencies used foreign cars for surveillance. However, when in 1932 the first serial GAZ-A began to leave the gates of the Gorky Automobile Plant, the plant management was tasked with creating a special car.
The outdated GAZ-A, which is essentially a copy of the Ford of the same name, was recognized as unsuccessful in this matter, but the factory workers had their own trump card up their sleeve. Together with the release of Model A, documentation was transferred to the Soviet Union for the assembly of a more modern Ford Model 40, which became known to us under the M-1 index. It was "Emka" that the Chekists chose for their new "charged" car.
1 / 4
2 / 4
3 / 4
4 / 4
In those early years, the most popular engine in the United States was the straight-six, but Henry Ford was the first to massively use V8 engines for his car, which later became the “sacred cow” for Americans. They also put them on the Model 40, so Ford offered to introduce modern and powerful engines to the Soviet Emkas as well.
Cars with engines of 3.6 (65 hp) and 3.9 liters (95 hp) were handed over for testing. Of course, the NKVD became interested in them, so almost all the results were immediately classified. Now it is not even known how many such cars were produced. V8 engines were recognized as a strategic necessity and were used in military vehicles. But that was only the beginning.
1 / 5
2 / 5
3 / 5
4 / 5
5 / 5
In 1938, GAZ engineers developed a new in-line 6-cylinder engine based on the successful Dodge D5 engine. With a working volume of 3,560 cubic meters. cm, he developed an impressive 100 hp. The plant's engineers reduced the engine displacement to 3,485 cu. cm, as a result of which the power dropped to 76 hp. The motor received the GAZ-11 index and became the most massive engine of the Gorky Plant.
Together with the installation of the new engine, Emka changed the index to 11-73, and the external differences from the earlier model consisted in a more convex radiator grill, since the straight-six, of course, was longer than the standard 4-cylinder engine. Together with 11-73, the engine also tried on an all-wheel drive phaeton, which received the index 61-73.
With the advent of the war, the production of passenger cars was almost curtailed - they were produced only on individual requests. The fact is that 6-cylinder GAZ-11 engines were massively installed on light tanks produced in Gorky, and another problem was the catastrophic shortage of sheet steel. In total, from 1941 to 1946, about 1,200 sedans 11-73 were assembled, and all-wheel drive 61-73 - and even less, about 200.
In the photo: GAZ-61-73 Victory will be ours
In the post-war period, the role of "catch-up" was performed by captured German and American cars delivered to the Union: high-speed and equipped with powerful engines. Therefore, the domestic special car, already built on the basis of the modern Pobeda, appeared only in 1956. According to the requirements of the departments, it should not have visually differed from the “civilian” Pobeda and have a powerful engine that provides the Soviet car with dynamics on a par with foreign cars.
It is noteworthy that when developing the car, the GAZ designers planned to put a 6-cylinder engine on the car, but Stalin, who examined the cars, did not like this option. Fuel was in short supply after the war, and more cylinders meant higher fuel consumption. I had to hastily limit myself to a more compact in-line “four”, and the 6-cylinder engine, which is essentially a modernized GAZ-11 engine, received a more representative GAZ-12 (ZiM) sedan. It was he who was installed in the “charged” version of Pobeda, which received the M-20G index (there is another version of the name: M-26).
In the photo: GAZ-M20G engine GAZ designers used a motor from ZiM, which is essentially a modernization of a 70 hp truck engine designed for the GAZ-51. In order to raise engine power to 90 horsepower, it was necessary to increase the compression ratio to 6.7 units for A-70 gasoline, install a two-chamber carburetor, increase the diameter of the intake channels, and also revise the intake and exhaust systems. The transmission was also replaced: the main pair was replaced with a shortened one, and the crosses of the cardan shaft were also reinforced. In connection with the increased mass, the springs and springs have also been strengthened. According to the test results, acceleration to “hundreds” took 30 seconds for a car with a full load (during that time, the usual Pobeda had just accelerated to 80 km / h), and the maximum speed already reached 132 km / h (against 105 km / h for M -20).
In the photo: GAZ-M20G Pobeda "1955-58 All cars were built by hand and only at the request of the special department, and special attention was paid to the build quality and reliability of the car: with such a customer, it could not be otherwise. It is known that the production of the M-26 lasted from 1956 to 1958, and one of these machines is preserved in the collection of the Moscow Special Purpose Garage.
Basic unit
The victory on the assembly line was replaced by the “twenty-first” Volga, which was immediately “taken on a pencil” by the special services, who demanded that an 8-cylinder V-shaped engine from Chaika be placed under the hood. The task turned out to be not an easy one: it is one thing to place a compact 4-cylinder engine under the hood and quite another - a huge "eight"!
In the photo: GAZ-M21 Volga Pre-production "1954-55 It was possible to install the engine with the minimum allowable clearances, for which the block had to be tilted to the right by 2 degrees. To prevent the motor from touching the steering mechanism, an exhaust manifold of a different geometry was developed on the left side. Under the front suspension beam, the geometry of the oil pan had to be changed, and the front springs were strengthened by increasing the diameter of the bar from 16.3 to 17 mm. Additionally, under the heavy V8, the engine mounts were also reinforced.
In the photo: GAZ-M21 Volga "1956-58 First, the engine from Chaika was derated to 160 hp, so that the standard Volgovskaya manual transmission could withstand the moment from the G8. The result was considered unsuccessful: the shafts constantly “vomited” on the box, the synchronizers of higher gears broke. As a result, instead of the "mechanics", the plant's designers used a 3-speed automatic transmission from the same Chaika, so the need for deforcing disappeared, and a 195-horsepower version of the "eight" was already installed on the car that received the GAZ-23 index.
Interesting fact:
The ZMZ-13 engine for the first time in the domestic engine industry had an aluminum block and cylinder heads. Even in America, aluminum "eights" appeared a little later - in the early 60s.
The engine with a working volume of 5.53 liters was intended for installation on Chaikas, and was also installed on army armored vehicles, for example, the BRDM-2. Interestingly, chronologically, an engine for a limousine was first developed and only then, on its basis, a family of cargo engines was developed that were poorly unified with each other: they are related only to main liners and cylinder head gaskets. As a result, acceleration to “hundreds” did not exceed 14 seconds, while the usual Volga with “mechanics” accelerated to the same speed in 34 seconds!
In the photo: GAZ-23 Volga So that the cars did not stand out among the "civilian" counterparts, some tricks were used at the plant. The stalk of the gearbox was now responsible for choosing the ranges of the automatic transmission, on some cars the clutch pedal associated with the brake was left, and two exhaust tracts were welded into one pipe. For the second collector, by the way, a special cutout had to be made in the bottom, which was closed with a lid from the passenger compartment.
At the same time, the steering mechanism and the braking system remained the same. The heavy engine overloaded the front axle, and when you press the gas pedal, the rear wheels often slipped, which led to a skid, especially on slippery and wet pavement. Driving such a stubborn car required special training and was the lot of real professionals: not all cars drove with heavy special equipment in the trunk, in the absence of which the rear axle was raised. According to the instructions, in order to load the wheels, it was recommended to put back the ballast. The legend of those years claims that a special lead plate was used for this, but such a part, of course, was not included in the standard equipment. The Committee drivers used whatever they could, often the most common curb blocks. According to some reports, in the period from 1962 to 1970, more than 600 copies of the GAZ-23 and its modification GAZ-23B with a modified lining were produced. Several of these cars have been preserved in the hands of private collectors to this day, delighting technology lovers with infrequent outings.
In 1970, a new Volga was put on the conveyor. The GAZ-24 was originally designed for the installation of large V6 and V8 engines, for which its front end, unlike pre-production cars, had to be lengthened immediately by 30 mm in order to accommodate an enlarged radiator. Already three years after the start of production, the first special vehicle based on it was also manufactured, which received the GAZ-24-24 index. Under the hood was a 195 hp engine developed on the basis of the Tchaikovsky block, which was distinguished by a different arrangement of exhaust manifolds, a reinforced cylinder block and a four-bolt fastening of the main covers. Together with him, he worked with a 3-speed "automatic" from the GAZ-13, which earned a lot of positive reviews.
In the photo: GAZ-24 Volga Cars were assembled in the workshop of small series exclusively by hand using "Tchaikovsky" technologies. First, a layer of tin (tinned) was applied to the body, and then it was manually covered with several layers of enamel and paintwork. To accommodate the enlarged radiator, the front spars had to be cut from below and an original sub-radiator beam was developed, on which the front suspension beam strut was also fixed. The mass of the "eight", of course, turned out to be more than the standard 4-cylinder engine, so the front spars again got it. The thickness of the metal was increased, and the spars were pointwise reinforced with additional braces and scarves.
I had to be smart with the designers and with the layout. A bracket for the hydraulic vacuum brake booster was welded onto the left side member, and the brake circuit divider was also moved there. An enlarged platform for a more powerful battery was welded onto the right side member. A plate of a two-channel switch of the ignition system was welded over the platform. Similar systems were installed on the BRDM: they are equipped with an emergency vibrator, which allows you to get to a place with a faulty transistor switch or a damaged stator winding and is designed to start the machine in case the start system is damaged by an electromagnetic pulse.
GAZ-24-24 received a power steering, which was designed on the basis of a mechanism from the same Seagull, so the car, in comparison with the civilian modification, had better controllability. It did not scour the straight line at high speeds, and reinforced springs and an anti-roll bar at the front helped to more collected cornering. Of course, driving a heavy car was still difficult - but no more than American muscle cars with their heavy cast-iron "eights" and soft suspension. According to factory data, 24-24 reached a maximum speed of 170 km / h.
There was a modification of the machine with shielded electrical equipment, which received the index 24-25 and was intended for the installation of special communications equipment. Shielding helped to significantly reduce the interference arising from the operation of the motor, which improved the performance of the systems. For this, the wires were covered with reinforced casings, and the starter also had its own protection.
Similarities with the usual "24th" were deliberately sought so as not to stand out in the stream of domestic cars. Typically, these machines were painted in discreet black or gray colors. Nevertheless, traffic cops began to pay attention to these cars: a trained eye immediately distinguished a low landing, a flat towing eye at the back, special communications antennas of the Kavkaz complex and two exhaust pipes at the back. The latter, as we already know, were welded into one common pipe, and the third pedal was left in the cabin. Of course, there is no clutch here: a three-stage “automatic” is aggregated with the motor - but on such a machine, in the event of an amplifier failure, it was possible to brake with two legs at once. It was possible to distinguish such a catch-up from the inside only by the modified “automatic” selector on the floor, slightly curved at the base, in contrast to the lever on the “mechanics”.
After the start of production of the GAZ-24-10, a special vehicle with an index of 24-34 also appeared on its base, which, unlike 24-24, received a V8 engine with a closed crankcase ventilation system.
In the photo: GAZ-24-34 Volga "1987-93 Career decline
In 1981, production began - a modern version of the Volga, immediately nicknamed "director's" for its appearance. Of course, a “charged” version was also built on its basis, and more than one.
The machine, which received the index 31013, was equipped with a ZMZ-505.10 engine with a working volume of 5.53 liters, aggregated with a three-speed automatic transmission. The ZMZ-505 engine was, in fact, derated to 200 hp. modification of the GAZ-14 Chaika engine, from which the new "catch-up" got the "automatic". Of course, the front suspension springs and body spars were significantly strengthened, and larger diameter brake discs were also installed in front.
The main task of such machines, in addition to "civilian service", was to work in government motorcades, cover, escort and special communications vehicles. According to the factory instructions, the “charged” version took only 13 seconds to reach 100 km / h, and the maximum speed exceeded 160 km / h.
Another modification, 31011, was distinguished by a weaker, 160-horsepower V8 engine with a working volume of 4.25 liters, built on the basis of the Lawn truck engine. A more compact and lighter engine did not overload the front wheels so much, which would make it possible to use such a car for the needs of the State Traffic Inspectorate, but ... the plans were not destined to come true. Instead, the special battalions of the Ministry of Internal Affairs and the traffic police received cars with the GAZ-31028 index, developed at GAZ together with Togliatti colleagues, in whose arsenal was the VAZ-413 rotary piston engine.
In the photo: GAZ-3102 Volga The two-section motor was much lighter, more compact and more economical than the big "eights" and developed 140 hp. Initially, they tried to cross the RPD with the “Volgovskaya” box, which was not designed for high speeds. Therefore, the cars had to hastily install a gearbox from the Zhiguli with an elongated input shaft and a different speedometer drive gear, which was crossed with a standard clutch from the Volga. The cardan is different here - it was borrowed from the Latvian minibus RAF-2203, with "Volgovsk" crosses and bearings. So the inconspicuous and dynamic Volga with rotary piston engines appeared on the roads.
In the photo: GAZ-3102T Volga "1995-97 The last special cars based on Gorky's sedans were manufactured in 1993, and the total number of "charged Volzhanki" in various modifications exceeds 2,000 copies.
Third Party Experiments
In the mid-90s, tiny tuning shops began to install foreign engines in the engine compartment of the Volga. So, for example, the Nizhny Novgorod company "Technoservice" installed Rover and V-shaped "sixes" from the Toyota line on cars by order. Along with the engines, foreign gearboxes were also installed - both mechanical and automatic. Usually, such Volgas were built only on special orders of wealthy clients - in addition, their interior was trimmed with genuine leather and precious woods, and the equipment included air conditioning with a powerful audio system, and sometimes it was possible to pay two sums of a “regular” Volga for a car. Of course, they did not become massive - foreign cars were imported into the country in bulk. History has taken a new turn.
