Before 1930s Soviet Union did not produce its own limousines for top officials, which did not fit in with the status of a great power - after all, such cars were the face of the state, demonstrated its degree of development. This situation led to an order "from above" to produce a large passenger car with an outstanding level of comfort.
In 1932, the Krasny Putilovets plant was instructed to start collecting exact copies of the brand new american car Buick 32-90. It was this date that became the starting point in the Soviet "limousine industry". Double "Buick", equipped with the latest technology, called "L-1". An eight-cylinder 105-horsepower engine, a three-speed gearbox, a suspension with adjustable hydraulic shock absorbers and a spacious interior with a partition between passengers and the driver - all this was completely the same as in the American car.
It was clear that the "L-1" was only a temporary consolation and the question of a representative car remained open. In total, six copies of the Buick were assembled, two of which went to the ZIS for further development ideas about the soviet limousine. A little later, for a detailed study, the original Buick was also brought to the plant, which became the basis for a new car, which received the name ZIS-101.
Selection of a team to create a representative vehicle for high-ranking civil servants, the director of the ZIS, I. A. Likhachev, was involved, which once again confirmed the special importance of the project. The chief designer was appointed engineer Evgeny Vazhinsky, who decided to borrow the stuffing from the Buick, but build his own body. The body was designed by the American company Budd, which, after the work done, was enriched by a whopping 1.5 million dollars for those years. Despite this amount, the details were hardly flawless, and this is not surprising - Budd was the first to develop body elements.
In 1935, the first parts were received from American partners for the ZIS, in 1936 the ZIS-101 layout was ready, and at the end of April of the same year, a prototype was born. A private display of the novelty, which was attended by Khrushchev, Mikoyan, Ordzhonikidze and Stalin, took place on April 29.
It was hard not to appreciate the excellent interior decoration"one hundred and first", which could boast of comfortable chairs upholstered in leather and cloth highest quality, decorative inserts made of natural wood, a radio and even a heating system. The only flaw in the car was very small trunk, however, a special luggage rack at the rear of the limousine solved the problem. A curious solution was the doors for passengers that opened against the direction of travel.
The power unit for the ZIS-101 was the already mentioned in-line eight-cylinder 5.77-liter engine, but with a capacity of 90 hp. with., accelerating the three-ton colossus to 115 km / h, and the transmission of torque to the wheels was taken over by a three-stage manual box gears with synchronizers in second and third gears. Necessary for such a massive car were vacuum clutch and brake boosters.
Until the end of 1936, 11 handmade cars were built, and after the ZIS-101 was put on the conveyor at the beginning of the next year, 17 units were assembled per day. Later, a modification of the ZIS-101A was created with a boosted by 20 liters. With. engine and a modified radiator grill, as well as a version with open body.
8752 copies - this is how the first edition was released soviet limousine. Its owners were mostly officials, but a few cars went to ordinary citizens for special merits. The successor to this model in 1945 became.
At 3,200 rpm
Characteristics
Mass-dimensional
| Width: | 1 892 mm |
Dynamic
At Krasny Putilovets, in the early thirties, the obsolete Fordson tractor was just taken out of production, respectively, production areas were freed up.
It was an almost exact copy of the Buick-32-90, which by American standards belonged to the upper-middle class (higher than most brands, but lower than Cadillac or Packard).
As a result, "Red Putilovets" was reoriented to the production of tractors and tanks, and the completion of the L-1 was transferred to the Moscow "ZiS".
At the ZiS plant, the ZiS-101 model was created on the basis of this car. The work was supervised by Evgeny Ivanovich Vazhinsky.
History of creation
At the plant. Stalin in Moscow, the designers did not copy the Buick, but went along the path of creating their own car based on it constructive solutions. From the design, in particular, such dubious - difficult to manufacture and not distinguished by reliability - nodes were eliminated, such as automatic control clutch, remote adjustment of shock absorbers. The frame and undercarriage have been strengthened for operation in road conditions USSR, which also required their processing.
Nevertheless, the Buicks of the 1932-34 models still remained at the heart of the ZiS design, in particular, the car inherited from them a very perfect overhead valve (OHV) eight-cylinder engine; some design solutions were also borrowed from Packard models - for example, steering and rear suspension.
Since the body of the Buick was no longer in line with the fashion of the mid-thirties, it also had to be redesigned. This work was entrusted to the American bodywork studio "Budd" (Budd Company), which, based on Soviet sketches, designed an elegant and outwardly modern body for those years, and also supplied all the equipment necessary for serial production. It cost the state half a million dollars and took 16 months.
Stalin at the car ZiS-101
beech) frame, then stamped metal panels were sewn onto it. It was complex, mostly manual work. The manufacture of the frame was especially time-consuming, and perhaps the most difficult was to achieve noiselessness on the go - the joints of wooden parts are prone to creaking at the slightest fit defects. The abundance of large-sized, easily deformable stamped sheet steel parts also did not contribute to the acceleration of machine assembly. This technology was well suited for small-scale assembly of cars in body shops, but it made mass production very difficult. Mass models, such as GAZ-M-1, in those years already had all-metal bodies.
It is noteworthy that in the magazine "Behind the wheel" for 1934 was shown early prototype a car that had a sedan-type body (not a limousine) with a protruding trunk, outwardly copying (as noted in the article) the Buick model of 1934, and it was argued that the car would be produced in this form and with this type body. Nevertheless, the car went into the series with a significantly modified design and a limousine body.
The first prototypes (two cars) were made in the spring of 1936, April 29, 1936 in the Kremlin, prototypes were shown to the Secretary of the Central Committee of the All-Union Communist Party of Bolsheviks I. V. Stalin. Conveyor assembly began in January 1937.
Unlike the later ZiLs, the ZiS-101 cars (as well as the later ZiS-110) served not only top party and government officials, but also ordinary citizens. Of course, there could be no talk of selling for personal use in those years (although the ZiS-101 could be won in the lottery). But in major cities In the USSR, representative ZiS models were widely used as taxis on long routes.
In 1936, the 13th taxi fleet was created in Moscow, equipped with 55 ZiS-101 cars. Unlike government ones, they had a "cheerful" color - blue, light blue, yellow. Since 1938, the "101st" ZiSy from the 13th taxi fleet began to enter the routes connecting stations, airports and main highways, as well as the cities of Noginsk and Bronnitsy with Moscow. Such taxis were also operated in other cities. For example, in 1939 there were 3 ZiS-101 taxis in Minsk.
After the Great Patriotic War for some time, the ZiS-101 turned out to be one of the most common Moscow taxis: the bulk of the Emoks were sent to the front during the war years, where they ended their days; ZISs, on the other hand, were distinguished by relatively poor cross-country ability, therefore, until 1945, they stood on conservation. Immediately after the war, they cruised along the Garden and Boulevard rings and on the line Rizhsky Station - Sverdlov Square. Their gradual replacement by cars of the Pobeda and ZiS-110 brands began only in 1946-47.
Design and characteristics
During those years, each new model car was for Soviet car industry milestone, and the ZiS-101 was no exception: for the first time in the industry, such innovations as a cabin heater, a radio receiver, a thermostat in the engine cooling system, and a damper were applied torsional vibrations engine shaft, two-chamber carburetor, vacuum servo clutch and brakes. The three-speed gearbox, also an industry first, featured synchromesh on II and III gears. The suspension of all wheels is dependent, on longitudinal springs, the brakes are drum-type, with a mechanical drive.
Modernization
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Seven-seater executive car upper class with a limousine-type body, which was produced by the Stalin Plant in 1936-1941, was called the ZIS-101. The car was created on the basis of the design solutions of the American Buick-32-90 of the 1932-1934 model.
When creating a car, it was decided not to copy the American Buick, but to create your own own car based on it. ZIS designers eliminated the complex and unreliable components that the American possessed, such as automatic clutch control and remote shock absorber adjustment. For operation in road conditions of the USSR, the frame and chassis have been enhanced and revised.
Steering and the rear suspension was borrowed from Packard cars, and the ZIS-101 inherited an overhead valve 8-cylinder engine from Buick. However, the body was redesigned and was not a copy of the American. The American bodywork studio Budd Company worked on the creation of the body for 16 months, which, based on Soviet sketches, created a body modern for those years, taking $ 500,000 for its work.
In the spring of 1936, the first prototypes were assembled, which were shown to the Secretary of the CPSU (b) Joseph Stalin, and from January 37, the conveyor assembly of the ZIS-101 vehicles began.
In 1939, the car was upgraded and became known as the ZIS-101A. This car received an all-metal body with a more modern design. ZIS-101A received a new carburetor and an engine boosted to 116 horsepower with aluminum pistons. Max Speed increased by 10 km/h and is now 125 km/h.
Although it was impossible to buy the ZIS-101 for personal use, it served not only the highest party and government officials, but was also used as a long-distance taxi. In just 5 years of production, 8752 cars were produced.
Modifications
Modernized in 1939, a car with a forced engine and a different radiator mask with a semicircular section.
A sports car built in single copy in 1939 on the basis of the ZIS-101A, the official name is "ZIS-Sport". The car received an in-line 8-cylinder, 6-liter engine with an increased compression ratio. Engine power was 141 horsepower. Stabilizers were used in the suspension roll stability. According to the calculations, the car had to develop a speed of 180 km / h, however, during the tests, the car was able to develop 162.4 km / h, which is also not a little.
During the war, the car was not taken out during the evacuation of the plant and has not been preserved to this day. However, in 2012, a copy of a sports car called the ZIS-101A Sport, recreated from the surviving drawings and photographs by the Molotov Garage restoration center, was shown.
The only copy, built in 1941, which was distinguished by a protruding trunk. The instruments on the panel were rectangular shape, and on the steering wheel around the signal was a chrome ring.
ZIS-101L
The only copy in the "Lux" configuration differed in a different finish, in addition, there was a telephone in the car.
ZIS-101E
Armored car with glass thickness 70mm. A total of 2 copies were released.
A car with an open body "cabriolet" ("phaeton"). The car doors, unlike the ZIS-101, opened in the direction of travel. In total, from 1937 to 1939, 8 ZIS-102 vehicles were produced.
The only instance of a car with a phaeton body, which had a similar ZIS-101A engine and radiator lining. ZIS-102A participated in the parade on Red Square on May 1, 1941.
Photos
There was a special attitude to this car in the USSR. The executive car, as they said earlier - of the highest class, was under close attention not only of the leadership of the Stalin plant, but also of the Central Committee of the All-Union Communist Party of Bolsheviks. It is no coincidence that the need to modernize the ZIS-101 in June 1940 was discussed by a government commission headed by one of the country's most respected motorists, Academician Evgeny Alekseevich Chudakov.
The updated ZIS was supposed to be on the conveyor already in the third five-year plan - in 1942. By that time basic version The 101st would have been produced for six years ...
Pre-production sample ZIS-101 (on serial machines"wipers" were placed from below). The car reached a speed of 115 km / h.
Of course, in 1936, the first passenger car (a staff car based on the AMO-F-15 does not count) of the Moscow plant was accepted by the Politburo, headed by Stalin himself. Demonstration of technology to senior management was the norm, but the leaders examined the seven-seat limousine, of course, especially meticulously. The factory workers were very worried - they knew how Stalin's displeasure could end. But on April 29, when two ZIS-101s drove through the gates of the Kremlin, the "father of peoples" was clearly good mood. He smiled and joked, he liked the car. In addition, Ordzhonikidze was very convincing, assuring that the car was no worse than the American one. In part, the commissar was right ...
The ZIS-101, whose design was largely copied from the Buick, in the spring of 1936 really looked good against the background of many classmates. Spacious, with a wheelbase of 3650 mm, the seven-seater limousine was comfortable, even had a cabin heater, unprecedented by most domestic drivers. Some of the machines were also equipped with radios. The 5.8-liter overhead-valve eight-cylinder engine was in-line, but some eminent firms adhered to this design in those years, including Packard, which was especially respected by the leadership of the USSR.
The ZIS-101 engine developed about 110 hp at 2800 rpm. With. With aluminum pistons and a compression ratio increased from 4.8 to 5.5, the unit could be boosted to 116 hp. With. But technological problems did not allow mass production of such an engine.
Here mechanical brakes, albeit equipped with a servo amplifier, looked far from the latest technology, like a two-plate clutch.
The creation of the machine was led by Evgeny Ivanovich Vazhinsky - since 1935 chief designer factory. Grigory Georgievich Mikhailov became his right hand, Ivan Fedorovich German took care of the bodywork. He once graduated from the St. Petersburg Art School, dreamed of becoming an architect, he drew very well. In part, Herman did the work of a designer, but the main concern was the construction of a complex, completely new body for the plant. Therefore, it was he who from 1937 became responsible for the production of the ZIS-101.
Serial production began in November 1936. The body, the frame of which was partly made of beech, required special attention and diligence. A little short of screws - by spacious interior an unpleasant, not at all representative creak was heard.
Buy ZIS, of course, was impossible. It was possible ... to win the money and clothing lottery (at least until the war, the car was included in the list of prizes). And also - to deserve it: ZISs were given to prominent scientists and masters of art, such as, for example, the "red count" Alexei Tolstoy. At the same time, both ordinary Muscovites and guests of the capital could ride on the ZIS: in the capital, limousines worked in a taxi.
The release of the ZIS-101 was given to the plant with with great difficulty. And for trucks, the plan was not always fulfilled, and many cars had to be brought to mind after the assembly line. The quality of limousines also constantly limped. But the government commission headed by Chudakov, which included representatives of people's commissariats, car fleets and taxi companies, noted not only production, but also design flaws cars. In particular, the mass of the ZIS-101 was 600-700 kg higher than that of its counterparts: one motor pulled 470 kg, while not impressing with power. The factory workers understood: the commission was right, but there were not enough funds to improve the car. In addition, the plant, like the whole country, was constantly losing specialists. Vazhinsky, who was arrested in March 1938 and soon shot, was no longer among those who were to modernize the 101st.
One of the few surviving ZIS-101A 1940 of the year.
The designers, headed by Mikhailov (he became the main one), did what they could under these conditions. Motor with aluminum pistons, developing 116 liters. s, went into the series. The body was stripped of wooden parts. The car received a single-plate clutch, a Stromberg-type carburetor with a falling rather than an updraft. In accordance with fashion, the appearance was updated: a rounded (so-called aerodynamic) radiator grille and more elongated headlights appeared. ZIS-101A began to be produced in August 1940. At the same time, ZIS-102 convertibles were produced in very small quantities.
The first convertibles had a radiator grill, like the ZIS-101.
The second prototype of the ZIS-101B 1941. Made only two samples.
However, everyone understood that it was impossible to stop there. ZIS lagged behind overseas and European peers more and more noticeably. Therefore, the factory prepared two upgraded versions. The ZIS-101B was outwardly distinguished by a protruding trunk that replaced the archaic luggage rack. The instrument panel was noticeably changed: large rectangular dials looked quite modern, as did new steering wheel with chrome ring sound signal. The ZIS-101B had upgraded shock absorbers and sixteen-leaf springs instead of nine-leaf ones.
Salon model 101B looked quite modern..
The ZIS-103 model was created in parallel, apparently with the same modified body and, most importantly, with an independent front suspension. Most likely it was similar American designs of that time: fork levers and springs. By the way, the post-war ZIS-110 had a similar one. The designers also worked on boosted up to about 130 hp. With. engine, but it is not known for certain whether this was on pre-war prototypes. The ZIS-103 was apparently being prepared for the longer term, and the 101B model was planned to be produced as early as 1942.
Tests began in May 1941. On July 7, the production of the ZIS-101 was stopped, on the 22nd Moscow experienced the first raids, and work on the ZIS-101B was carried out ... until October 15. Two days earlier, the Germans entered Kaluga, on the 14th they entered Kalinin.
And four days after the stoppage of work on the passenger ZIS - on October 19 - a decision was issued by the State Defense Committee on the introduction of a state of siege in the capital ...
Most likely, the designers and testers involved in the passenger car were simply forgotten in the confusion. And they did their job. And not in vain: already in 1942, a government decree was issued on the creation of a new executive car. The ZIS-110, of course, was a completely different machine, but the experience of modernizing the 101st undoubtedly came in handy.
A total of 8752 ZIS-101s were assembled, of which about 600 were in the 101A version, and there were very few open 102s. The fate of pre-war prototypes, including ZIS-Sport (ZR, 2003, No. 11) and ZIS-101B, is unknown.
A few 101s have survived to this day (apparently, not a single open ZIS-102), as a rule, with non-native engines. But even today, pre-war limousines look impressive.
Magazine "Behind the wheel" about the ZIS-101:
Illustrations:
This is how the ZIS-101 prototype looked like in 1934 Driving, 1934 No. 19
ZIS 1937 (ZR 1937 No. 21-22)
1939 (ZR 1939 No. 2)
Car of the highest class ZIS-101. In the early 1930s, there was an urgent need for an executive car in the Soviet Union. domestic production. The fact is that no cars were produced for the party-state elite in the USSR, and for its service, the Soviet-American trading company Amtorg had to regularly purchase not only cheap cars Buick and Packard.
In July 1932, at a meeting in the People's Commissariat for Heavy Industry, S. Dyakonov, the manager of the All-Union Automotive and Tractor Association (VATO), set the task of creating a "Soviet Buick" and launching its mass production before the Leningrad Krasny Putilovets plant.
The largest and most powerful Viyuk 32-90 produced in 1932 was chosen as a role model. In the shortest possible time, the LenGiproVATO Institute prepared working drawings of the car, according to which, by May 1, 1933, six cars were assembled, called L-1 (Leningrad-1).
L-1 took part in the May Day demonstration in Leningrad, and already on May 19 they went on a test run along the Leningrad - Moscow - Leningrad route. However, in the course of the run, the cars constantly failed - the results of the piece, in fact - semi-handicraft production, affected. As a result, by order of the People's Commissariat for Heavy Industry, all work on the L-1 car at Krasny Putilovets was stopped. True, the reason for this was not only the failure with the L-1 - around the same period, the plant was instructed to master mass production tilled tractors and T-28 tanks. Well, the creation and production of a representative car was assigned to the ZIS - car factory named after Stalin.
Designing a top class passenger car for a truck factory was no easy task. They entrusted it to the technical department, which was headed by the talented designer E.I. Vazhinsky. He refused scrupulous copying foreign prototype- from Buick 32-90 borrowed only the design of the engine and general layout. The result was a car, although unlike the Buick, but having a conceptual similarity with it.
I must say that the body of the ZIS-101 (this was the name of the car) was developed not by the designers of the ZIS, but by the designers of the well-known American bodywork company Budd Company. It was also designed and manufactured
for equipment - welding jigs for body assembly, special machines and dies for the manufacture of body panels and frame spars. The Budd Company also assembled the first batch of bodies. For all this work, Budd received 1.5 million dollars from the USSR - a gigantic amount at that time!
The first samples of the ZIS-101 chassis were ready in March 1936. Although by this time the bodies had not yet been mounted on them, the director of the ZIS I.A. Likhachev (who, by the way, was the most experienced driver!), despite wet snow, on only one chassis made test drive to Podolsk near Moscow and back.
At the end of March and in April, the plant was preparing two experimental machines for their traditional presentation to the leaders of the Communist Party and government. One ZIS-101 was painted black, the other - cherry.
On March 29, the cars were delivered to the Kremlin, where they were presented to a "high commission" consisting of I.V. Stalin, L.M. Kaganovich, V.I. Mezhlauka, A.I. Mikoyan, V.M. Molotov, G.K. Ordzhonikidze, N.S. Khrushchev and A.Ya. Chubar. The fact that the "commission" consisted mainly of the first persons of the state spoke of special attention party-state elite to create a representative car.
Special notes on appearance Those present did not have cars, except that Stalin suggested making an emblem on the radiator in the form of a waving red flag with a star.
In January 1937, the conveyor assembly of high-end cars began. It continued until the beginning of the Great Patriotic War, in total during this period 8752 vehicles of all modifications were produced (ZIS-101, ZIS-101A and ZIS-102).
Executive cars have always been the carriers of the most advanced technical solutions and most modern technologies production. The ZIS-101 was no exception to this rule.
On this machine domestic auto industry first mastered the production of limousine-type bodies with a sliding glass between the front and back salon. For the first time, a car interior received an efficient heater. It was the ZIS-101 that began to be equipped with the AI-656 radio receivers of the Ordzhonikidze plant, which operated in the medium and long wave bands.
The spar frame with an X-shaped jumper turned out to be very rigid. The suspension of the bridges was dependent, spring, with lever hydraulic shock absorbers bilateral action. Chassis design
provided the car with a smooth, comfortable movement.
Vehicle brakes are mechanical, drum, with vacuum booster. The outer surface of the drums was ribbed, which provided them efficient cooling. All this made it possible to effectively slow down the car, the mass of which reached almost three tons!
Limousine engine - in-line, eight-cylinder, overhead valve. His cooling system was equipped with a thermostat that maintains the optimum temperature of the coolant. Two-chamber carburetor, Marvel type, heated exhaust gases. Crankshaft had counterweights and a torsional vibration damper.
Engines were produced with both cast iron and aluminum pistons, with the former having a compression ratio of 4.8, power - 90 hp, and the latter - 5.5 and 110 hp.
The transmission included a double-disk clutch, a manual three-speed gearbox and rear axle with bevel gears.
The second and third gears of the gearbox had synchronizers.
The Budd Company, which designed the body for the ZIS-101, was counting on a small-scale production of the car, so it focused on a mixed, wood-metal body structure, the basis of which was a hardwood frame - beech. At the site for the manufacture of frame elements and its assembly, only carpenters of the highest qualification worked.
Stamped steel panels were fastened to the frame with screws, after which the screw heads were soldered with lead-tin solder. This work was manual and very time consuming. It was especially difficult to achieve the noiselessness of the frame when the car was moving - the wooden joints of the frame began to creak when slightest violations assembly technology.
The front doors of the car opened in the direction of travel, the rear doors - against the course.
The driver's part of the cabin was sheathed in leather, the passenger part - in cloth or velor.
In June 1940, a government commission appeared at the ZIS, headed by the famous academician E.A. Chu-dakov. When analyzing the design of the ZIS-101, it was noted that domestic car turned out to be 600 - 700 kg heavier foreign analogues. According to the comments of the commission, the design of the limousine was finalized, as a result of which the ZIS-101A appeared.
The car's radiator lining was changed, the gearbox synchronizers were finalized, and the spur gears of the first gear and reversing on goat-toothed. The clutch has become single-plate. Engine power was increased due to the new Stromberg-type MKZ-L2 carburetor, where combustible mixture entered the cylinders not in an ascending, but in a falling flow, which improved their filling.
The design has also been changed. intake manifold and revised valve timing. To all, upgraded motor completed with aluminum pistons. All these improvements made it possible to bring the engine power up to 116 hp.
And the most important thing - new modification received an all-metal body, for which a metal frame was designed instead of a wooden one.
In total, until June 22, 1941, the plant managed to produce only 600 ZIS-101 A vehicles.
It should be noted that the ZIS-101 not only transported Soviet officials, but was also used for other needs. So, in 1936, the 13th taxi fleet was organized in Moscow, in which 55 ZIS-101 taxi cars were operated - mainly on permanent routes and intercity lines. Unlike black executive limousines, taxis were painted blue, yellow and light blue and received a chain of "checkers" on the sides.
In addition, on the basis of the ZIS-101 small series issued ambulances.
At the end of 1937, the ZIS-102 was released - a modification with a "phaeton" body. The doors of this car opened in the direction of travel. ZIS-102 was painted in silver gray color, its interior was sheathed in dark blue leather. The production of these machines amounted to about 60 copies.
The car factory also assembled two armored vehicle ZIS-101E with glasses 70 mm thick.
Technical characteristics of the car ZIS-101
Length, mm………………………….5750
Width, mm……………………….1892
Height, mm………………………..1856
Wheelbase, mm……………..3605
Track front / rear, mm………………..1500/1550
Clearance, mm………………………..190
Turning radius, m……………….7.7
Tire size………….7.50×17"
Curb weight, kg………2550
Number of engine cylinders…….8
Working volume, l……………..5,766
Compression ratio…………………….5.5
Max power, l, s…………………..110
Number of gears………………..3
Clutch………………………dry, double disc
Gearbox……………….three-speed, with synchronizers
Maximum speed, km/h………………………120
Operating fuel consumption, l/100 km…….26.5
Capacity fuel tank, l……80
Brakes……………..mechanical, on all wheels, with a vacuum booster
At ZIS, it was also developed in a single copy sport car ZIS-101 A "Sport". It was made on an initiative basis by three young employees of the design bureau of the experimental workshop V. Krementsky, N. Pullmanov and A. Pukhalin. The latter, by the way, at that time was graduating from the Road Institute and wrote thesis on the topic " speed car". It was he who took up the overall layout of the car, designed new suspension with anti-roll bars. N. Pullmanov was engaged in the engine - he increased its working volume by making the block head, pistons and connecting rods from aluminum alloy. As a result, the power increased to 141 hp. at 3300 rpm, and in 1940, during the tests of the ZIS-101 A "Sport", it reached a speed of 162.4 km / h.
As already mentioned, the production of the ZIS-101 A was discontinued with the start of World War II. However, already in 1942, the Stalin Automobile Plant received an order to create a design bureau cars, whose main task was to be the development of a new limousine modeled on the pre-war Packard model “180”, so beloved by the party and state nomenclature. Later, two of these vehicles were purchased in the United States and delivered to the ZIS as technical samples for the creation of a Soviet post-war limousine. The serial production of a representative car, which received the designation ZIS-110, was launched in 1945.
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