GAZ 24 modifications
GAZ-24-01, 1970-1971, for working in a taxi. It was equipped with a derated ZMZ-24-01 engine, a special marking of the "checkered" type of body, a green "free" lantern, a leatherette interior trim that allows sanitization.
GAZ-24-02, 1972-1987, was produced serially with a five-door station wagon.
GAZ-24-03, sanitary on the basis of GAZ-24-02.
GAZ-24-04, a five-door station wagon for working in a taxi. Equipped with a derated ZMZ-24-01 engine.
GAZ-24-07, 1977-1985, for working in a taxi, equipped with a gas installation.
GAZ-24-24, version for special services, "catch-up" or "escort vehicle". Equipped with a modified power plant from the GAZ-13 "Chaika" - the engine ZMZ-2424, V8, 5.53 liters, 195 liters. from. and a three-speed automatic transmission, as well as power-assisted steering. It also had a reinforced body and undercarriage... The maximum speed is up to 170 km / h.
GAZ-24-54, right-hand drive export modification (less than 1000 copies released).
GAZ-24-95, an experimental all-wheel drive modification created using GAZ-69 units, a characteristic design feature is the absence of a frame.
GAZ-24A-247 and GAZ-24A-948, a van and a pickup truck, respectively, produced in small quantities from emergency taxi cars at the Voronezh auto repair plant. In addition to him, pickups and vans were also produced in larger batches at the Riga and Cheboksary auto 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" - an export modification of the Volga GAZ-24 with a station wagon, produced in the late 1970s.
Machine kits of these models were supplied for small-scale assembly of the Belgian company Scaldia-Volga S.A .. The power unit was diesel engine Peugeot Indenor XD2P; brake system, structurally different from the standard GAZ - rover brands... In the 1990s. quite a few used Belgian-assembled cars were re-exported to the Russian Federation.
Second generation GAZ 2410
GAZ-24-10 - basic sedan.
GAZ-24-11 - taxi, with a sedan-type body.
GAZ-24-12 - a station wagon based on GAZ-24-10. It was developed to replace the Volga GAZ-24-02.
GAZ-24-13 - sanitary, with a station wagon body. Ambulance with a capacity of 4 + 1 (stretcher).
GAZ-24-14 - a cargo-passenger taxi converted for AI-76 gasoline.
GAZ-24-17 - a taxi with an engine running on liquefied gas.
GAZ-24-34 - "fast car" or "escort car" (unofficially, the workers of the automobile plant and the townsfolk called it - "catch-up" or "mad").
GAZ-24-60 - southern or tropical version (dry and humid climate).
Operational characteristics of GAZ 24 Volga
Maximum speed: 145 km / h
Fuel consumption per 100 km in the city: 13 l
Fuel consumption per 100 km on the highway: 10 l
Gas tank volume: 55 l
Curb vehicle weight: 1420 kg
Permissible full mass:
1820 kg
Tire size: 7.35-14
Disk size: 127-355 (5-14")
Engine characteristics
Location: front, longitudinally
Engine capacity: 2445 cm3
Engine power: 95 h.p.
Number of revolutions: 4500
Torque: 190/2400 n * m
Supply system: Carburetor
Turbocharging: no
Gas distribution mechanism: no
Arrangement of cylinders: Inline
Number of cylinders: 4
Cylinder diameter: 92 mm
Piston stroke: 92 mm
Compression ratio: 8.2
Number of valves per cylinder: 2
Recommended fuel: AI-92
Brake system
Front brakes: Drum
Rear brakes: Drum
Steering
Power steering: no
Steering type: Globoid worm with recirculating balls
Transmission
Drive unit: Rear
Number of gears: mechanical box - 4
Suspension
Front suspension: Coil 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
Back 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 taillights on the rear of the body, dashboard with a black leatherette top and painted underside in the body color, black with ivory inserts on the panel instrument panel, door trim panels with vertical pattern, three-piece front seat with independent adjustment and center armrest.
Second episode from 1976 to 1978
During these years, the car received fangs on the bumpers, fog lights on front bumper, taillights with built-in reflectors, a saloon with a modified design, in which almost all metal parts for safety were covered with soft plastic linings, door trim panels with a horizontal pattern, static front and rear seat belts, which required the removal of the armrest from the structure front seat, 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 Gorkovsky car factory, in the 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, popularly it was called "catch-up".
Produced since 1968. In 1985, when the new Volga GAZ-24-10 appeared on the assembly line, a similar GAZ-24-34 machine was produced on its basis. Engines An obvious constructive basis - GAZ-13. That is, "The Seagull". But structurally, the GAZ-23 engine is nevertheless closer to the previous generation of high-speed ones.
Technical characteristics of the GAZ 24 v8 engine
Technical characteristics of ZMZ 13 series engines (cylinder diameter 100 mm, piston stroke 88 mm, working volume 5529 cc, 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 ➤ octane number gasoline 95-98 Aluminum block and heads (at the time, high-tech, kind of). The working volume is 5.53 liters. In general, they are unified with the GAZ-13, -14 and the BRDM (army armored all-terrain vehicle). Very few are directly unified with V8 trucks, although the designs are related. By the way, the Chaika engine was chronologically the first, and the V8 trucks were secondary to it.
Car history
Cars with a high-power engine at GAZ have been produced since the 30s of the 20th century. At first it was an "emka" GAZ M1 with an imported FORD V8 power unit. After the war, Victory was carried out with a GAZ-12 ZIM engine with a capacity of 90 liters. from. After Victory - Volga GAZ-21 with a V8 engine from Chaika, which had the GAZ-23 index. The twenty-third Volga was replaced by the GAZ-24-24. The main customer of the cars was the ninth department of the KGB, which needed a powerful car capable of accompanying government ZILs and Chaika, to go on an equal footing with the few foreign cars available in the USSR, and also to be outwardly indistinguishable from the Volga produced at that time.
Based on this assignment, it was decided to install motors and gearboxes from Chaeks in slightly modified Volga. In addition to the KGB, a number of vehicles were purchased by members of the Politburo and other senior party officials. A small number of cars went to 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 super-powerful) differed from the usual Volga in small details, known only to specialists. First, special communications antennas. Secondly, by the gear lever. The 8-cylinder Volga had an automatic transmission, the floor arm 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). Exhaust system also had its own differences.
Have powerful machine there were 2 exhaust manifolds, which in the area of \u200b\u200bthe muffler were connected to 1 exhaust pipe. The fifth difference is a slightly lower vehicle stance associated with a higher vehicle weight.
Chaika's powerful 8-cylinder engine was almost twice as heavy as the 4-cylinder from the Volga, so the standard GAZ 24 required some design improvements.
Strengthened front spars, front suspension springs, stabilizer lateral stability... By the way, according to experts, the GAZ-24 body has undergone fewer modifications when compared to the GAZ-21 body. 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 oversized engine barely fit into engine compartment Volga, so its installation was carried out with an inclination of 13 degrees to the left. Due to the large size of the Chaika engine, changes were required in 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). Housing air filter done below. A manual transmission with a clutch, standard for the Volga, was not able to "digest" the huge torque of an 8-cylinder engine, so an automatic transmission was installed in the Volga 24. Ratio main gear decreased to 3.38.
The gearbox was three-speed, with a torque converter. The gearbox lever had 4 positions: reverse, neutral, drive and a low row (if you switch from front to back). Like many automatic transmissions of that time, there is no parking mode in the box. In place, the car with the engine running was held in place by the foot or parking brake. Considering the fact that such machines were assembled in a small series workshop, all the re-equipment was 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 Chaika, that is, significantly better than the conveyor version. Cars assembled under the order of party officials were often equipped with air conditioning, the interior was upholstered with velor or plush, and electric windows were installed.
Features of operation
In everyday use, the powerful Volga were more difficult than usual. Due to the fact that the front wheels had a significantly higher load, road handling 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 throttle rear wheels fell into a slip. On slippery surfaces, this problem haunted the drivers constantly. Particularly dangerous was the breakdown of the wheels into slipping when cornering, the car immediately skidded. Part of this problem was solved by ballast - concrete or metal beams that fit into the trunk. AT luggage compartment surviving specimens can be found with cast iron or lead slabs weighing 90 kg, sometimes supplemented with curbs or water hatch covers.
The additional heaviness somewhat worsened the dynamics, but it allowed more or less control of the car on the road. The steering problem was aggravated by the power steering. The seals were constantly leaking, due to which the already low gain constantly dropped. Drivers on many cars turned off the power steering on their own. 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.
Also, there is no exact data on the number of Volg-catch-ups produced. They were not taken into account in the official statistics of GAZ, but approximately they should have been produced from 1000 to 2000 copies.
A significant drawback of the powerful engine was fuel consumption (up to 30 liters per 100 km). With such gluttony, the gas tank was enough for 100-200 km. The engine was powered only by AI-95 Extra grade gasoline. It was not produced in the Soviet Union, but purchased in Finland. It was distributed according to special coupons among the officials, who were assigned ZILs or Chaika by rank. 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 during its operation. First of all, with the inability to get gasoline of the required quality. And gasoline is just the tip of the iceberg.
The gearbox required a special oil, for the engine - consumables and spare parts, which were also not sold in stores just like that. Over time, the GAZ-24-24 showed another drawback. Heavy power unit and the poor quality of the road surface worn out the front suspension and side members prematurely, even though they were reinforced. Therefore, many altered the car on their own under their own engine. At present, only a few of the original Volgas with a Tchaikovsky engine remain. Affected by their small-scale production, tough and ruthless exploitation in the state security agencies. In the 80s and 90s, many cars were converted by citizens into ordinary Volga.
GAZ 24 V8 4.3l ZMZ 53
GAZ-24-24 modifications
Officially, in addition to the usual Volga V8, GAZ produced a modification with shielded electrical equipment and a modification with special communication equipment "Kavkaz" and light alarms. This equipment was not preserved on any car, since before the car was decommissioned from the KGB, it was mandatory dismantled and destroyed. Directly in the state security bodies and in special-purpose garages, some cars were modified. The front part could be reinforced in case of a battering ram, devices for changing license plates, special trunk locks with control from the passenger compartment and much more were installed.Installing a V8 engine on the Volga GAZ-24
Whatever one may say, the native GAZ-24 engine hardly fits into modern standards of driving dynamics. Low liter power and torque hardly move the Volga through space. The minds of inquisitive Russian motorists classic cars Volga GAZ-24 is attracted by the possibility of installing a domestic, native, more powerful eight-cylinder engine ZMZ V8. Namely, the engines of the GAZ-53, GAZ-66 cars, the PAZ bus, or more powerful engines from the armored personnel carrier and the 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 engine of the gull GAZ-13, GAZ-14 and the engine of the armored personnel carrier 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, BTR and their modifications. So among them, only the Chaika GAZ-13 engine - ZMZ-13 has a compression ratio suitable for efficient combustion of high-octane gasoline, all the rest are content with the 76th. This should be taken into account when purchasing an engine. Naturally, the "Tchaikovsky" engine will cost an order of magnitude more expensive, its maintenance will be much 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 intake manifold of a clever design, because when the head is milled by a couple of mm, after installation, they will "disperse" to the sides and there will be problems with the alignment of 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 engine compartment it is not so easy. It is easier to install a mechanical supercharger, the turbo is more difficult due to exhaust system layout issues. 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 side members reinforced to compensate for the loss of stiffness. You will also need to trim the engine shield to get the engine into place. Engine mounts will have to be made on site yourself. The radiator will also require increased heat transfer - the old and clogged ZMZ-24 will not fit in terms of heat dissipation capacity. A separate topic is gearbox, you can use Volgovskaya through 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 differ in particularly high power, here you should be smart. Since the engine is originally a cargo engine, there is a speed limiter on it so that drivers do not use it for a long time on long climbs high revs and thus did not overload the transmission with high power. Remove the vacuum speed limiter. Now the engine will spin just as well as its own and provide increased efficiency. This article was written to answer the most frequently asked questions to me about installing an eight-cylinder lawn engine. It is not a guide to action and does not encourage anyone to make this modification. Personally, I am of the opinion that the best car is in its original factory condition.
1993 GAZ 31013 5.5 AT / 195 hp - "catch-up" KGB / GON, V8 engine with automatic transmission
The GAZ-31013 car, created at the Gorky Automobile Plant on the instructions of the all-powerful, in Soviet times, State Security Committee, is today undeservedly forgotten. Development and production were carried out under the heading: "Top secret" on the basis of the serial GAZ-3102. And before talking about the superiority of foreign-made cars over domestic ones, at any time in history, we invite readers to familiarize themselves in more detail with our cars, which were made on special orders. We are in "hands" one of these copies.
So, "masterpiece" in the studio!
Despite the fact that so many years have passed, the power of the GAZ-31013 remains impressive today. Imagine what a sensation the 31013 made in 1982 when it first appeared on our roads. She simply had no equal in speed.
GAZ-31013 is rightfully considered a unique example of tuning in the factory. At that distant time, in the Soviet space, no one heard about such a concept as tuning, but the phenomenon itself took place. Even before the release of GAZ-31013, the plant already had experience in the development of limited series of cars, on special orders of the same KGB, such as: "Pobeda" - for the work of special services, with the installation of a powerful engine, large displacement; later, the production of GAZ-23 was launched on the Volga GAZ-21 and GAZ-2424. The people called them "catch-ups", which very accurately noted the purpose of special models.
Time passed and nothing remained in place, despite the stagnant period. The plant launched the legendary GAZ-24 into serial production. But the car manufacturing workshop special purpose continued to work no matter what. The apogee was the development unique car GAZ-31013 for operation in extreme conditions by various special services. The basis for the development was the body of the serial GAZ-3102.
Intelligence officers, and perhaps ordinary citizens who happened to manage the "catch-up" - remember about it with pride. Even then, in many respects, GAZ-31013 surpassed the Mercedes-Benz E500, which appeared much later. The volume of the ZMZ505.10 engine is 5.53 liters. The engine power was somewhat more modest than that of the Mercedes, only 195 hp. from. at 4 thousand rpm, but the torque of 405 N. m at 2200 rpm is impressive. Our car was developed in-house and minds, while Porsche engineers were involved to develop the "Stuttgard Wolf".
An indispensable condition in terms of reference there was maximum similarity, for conspiracy purposes, with the serial model GAZ-3102. But nevertheless, there were external differences, obviously, the proximity of perestroika affected. Traffic policemen were among the first to unmistakably recognize the "wolf in sheep's clothing": the car was given out by special communications antennas "Kavkaz", a lower fit, two exhaust pipes at the back. But there were cars that camouflaged with particular care, connecting both tracts in one exhaust pipe. The aerobatics of conspiracy was the placement of three control pedals in the cabin. Recall that the car was equipped with an automatic transmission.
GAZ-31013 was a hand-assembled car and underwent, in modern terms, real tuning: the bodies were tinned, equipped with additional noise insulation, painting was carried out using Tchaikovsky's technologies, applying several layers of enamel and varnish. Additional equipment was also installed, including: power steering, electric windows, some were even equipped with air conditioning!
Test Drive
Driving a car requires some training. Despite the fact that there is a plate weighing 90 kg in the trunk, the car leaves a black mark on the asphalt at the start. Tested in tandem with Mitsubishi Lancer. From the start, GAZ-31013 immediately went into the lead and all attempts to catch up with it in the "Japanese" failed. While driving in 31013 you feel comfortable, the car behaves smoothly on the move, there is no shaking, even on paving stones. When the speed is above 100 km / h, it turns out that the motor has developed a little more than a quarter of its potential, and the car is ready at any time to demonstrate all the power of Soviet developments. The audibility of the engine in the passenger compartment begins after 140 km / h. When movement is less high speeds, then it seems that you are driving not a car with a gasoline engine, but an electric car. Finally, I would like to note that the speed of the car is limited only by the desire of the driver, no other restrictions could be found.
Imagine the degree of our pride in the domestic auto industry soviet erawhen, when moving along the highway, with imported cars, we provided the opportunity to contemplate only the rear lights of our Volga.
Or maybe take and draw a kettle behind?
In the early years of the Soviet Union, before the development domestic auto industry, intelligence services used to spy foreign cars... However, when in 1932 the first serial GAZ-A began to leave the gates of the Gorky Automobile Plant, the plant's 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 declared unsuccessful in this matter, but the factory workers had their own trump card up their sleeve. Together with the release of Model A in Soviet Union the documentation for the assembly of a more modern Ford Model 40, which became known in our country under the M-1 index, was transferred. It was "Emka" that the Chekists chose for their new "charged" car.
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In those early years, the most popular engine in the States was an in-line "six", but Henry Ford was the first to massively use V8 engines for his car, which later became a "sacred cow" for Americans. They also installed them on the Model 40, so the Fordists suggested introducing modern and powerful engines on the Soviet EMCs.
Cars with engines of 3.6 (65 hp) and 3.9 liters (95 hp) were transferred for testing. Of course, they were interested in the NKVD, so almost all the results were immediately classified. Now it is not even known how many of these cars were produced. V8 engines were recognized as a strategic necessity and were used in military equipment... But that was just the beginning.
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In 1938, GAZ engineers developed a new inline 6-cylinder engine, which was 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 engineers reduced the engine displacement to 3,485 cubic meters. cm, causing the power to drop to 76 hp. The motor received the GAZ-11 index and became the most massive engine of the Gorky plant.
Along with the installation of a new engine, Emka changed the index to 11-73, and the external differences from the earlier model were in a more convex radiator grille, since the in-line “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, indexed 61-73.
With the advent of war, production passenger cars almost turned down - they were released only on separate requests. The fact is that 6-cylinder GAZ-11 engines were massively installed on light tanks manufactured in Gorky, and another problem was the catastrophic shortage of sheet steel. In total, from 1941 to 1946, about 1,200 11-73 sedans 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 played by captured German and delivered to the Union american cars: fast and equipped with powerful motors. Therefore, the domestic special vehicle, built on the basis of modern Victory, appeared only in 1956. According to the requirements of the departments, it should not visually differ from the "civil" Victory and have powerful engine, providing 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 car, did not like this option. Fuel was in short supply after the war, and more cylinders meant higher fuel consumption. We had to hastily confine ourselves to a more compact in-line "four", and the 6-cylinder engine, which is essentially a modernized GAZ-11 engine, received a more representative sedan GAZ-12 (ZiM). It was he who was installed in the "charged" version of Victory, which received the index M-20G (there is also another version of the name: M-26).
In the photo: GAZ-M20G engine The GAZ designers used a ZiM engine, which is, in fact, an upgrade of a 70 hp cargo engine designed for the GAZ-51. In order to raise the engine power to 90 forces, 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 were also reinforced cardan shaft... Due to the increased mass, the springs and springs have also been reinforced. According to the test results, acceleration to "hundreds" took a car with a full load 30 seconds (during that time, the usual Victory just accelerated to 80 km / h), and maximum speed already reached 132 km / h (against 105 km / h for the M-20).
In the photo: GAZ-M20G Pobeda "1955-58 All cars were built manually 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 kept in the collection of the Moscow Special Purpose Garage.
Basic unit
The victory on the conveyor was replaced by the "twenty-first" Volga, which was immediately "taken on a pencil" by the special services, who demanded to fit an 8-cylinder V-shaped engine from Chaika 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-series "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 springs in the front were reinforced, increasing the diameter of the bar from 16.3 to 17 mm. Additionally, the engine mounts were reinforced for the heavy V8.
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 "eight". The result was considered unsuccessful: the shafts on the box constantly "tore", the synchronizers of the higher gears broke. As a result, instead of "mechanics", the designers of the plant used a 3-speed automatic transmission from the same Chaika, so the need for de-force disappeared, and a 195-strong version of the "eight" was installed on the car, which 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 5.53-liter engine was intended for installation on Chaiki, and was also installed on army armored vehicles, for example, the BRDM-2. It is interesting that chronologically, an engine for a limousine was first developed and only then a family of cargo engines was developed on its basis, poorly unified among themselves: they are related only by root liners yes cylinder head gaskets... As a result, the 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" brothers, some tricks were used at the plant. The stalk of the gearbox was now responsible for the selection of ranges automatic box, on some cars, the clutch pedal was left connected to the brake pedal, and two exhaust ducts 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 from the passenger compartment with a lid.
At the same time, the steering mechanism and braking system remained the same. Heavy engine overloaded the front axle, and when you pressed the gas pedal, the rear wheels often slipped, which led to skidding, especially on slippery and wet asphalt. Driving such a restive 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 rear axle rose. According to the instructions, in order to reload 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, of course, such a detail was not included in the standard equipment. The Committee's drivers used whatever they had to do, often the most common curb blocks. According to some reports, in the period from 1962 to 1970, over 600 copies of the GAZ-23 and its modifications GAZ-23B with a modified cladding were produced. Several of these cars have survived in the hands of private collectors to this day, delighting technology lovers with infrequent trips to the world.
In 1970, a new Volga entered the assembly line. GAZ-24 was originally designed for installation large engines V6 and V8, 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 was manufactured on its basis, which received the GAZ-24-24 index. Under the hood was a 195 hp engine developed on the basis of the Tchaikovsky block, which differed in a different arrangement of the exhaust manifolds, a reinforced cylinder block and four-bolt fastening of the main covers. He worked together with him who deserved a lot positive feedback 3-speed "automatic" from GAZ-13.
In the photo: GAZ-24 Volga Cars were assembled in the small series workshop exclusively by hand using Tchaikovsky technologies. First, a layer of tin was applied to the body (tinned), and then manually covered with several layers of enamel and paintwork... To accommodate an 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 weight of the "eight", of course, turned out to be more than the standard 4-cylinder engine, so the front side members again got it. The thickness of the metal was increased, and the spars were point-strengthened with additional braces and gussets.
The designers had to be smart about the layout. A bracket for a hydraulic vacuum brake booster was welded onto the left side member, and the brake circuit divider was also transferred there. An enlarged platform was welded onto the right side member for a more powerful battery... A plate of a two-channel switch of the ignition system was welded over the site. Similar systems were installed on the BRDM: they are equipped with an emergency vibrator, which allows you to get to the place with a faulty transistor switch or a damaged stator winding and is designed to start the machine in case of damage to the starting system with an electromagnetic pulse.
The GAZ-24-24 received a power steering, which was designed on the basis of a mechanism from the same Chaika, so the car, in comparison with the civilian modification, had better handling. It didn't prowl in a straight line at high speeds, and the reinforced springs and anti-roll bar in the front helped keep the corners more composed. 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, the 24-24 reached a top 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 communication equipment. The shielding helped to significantly reduce noise from 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.
The similarities with the usual "24th" were intentionally achieved so as not to stand out in the stream domestic cars... Usually such cars 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 rear, special communication antennas of the Kavkaz complex and two exhaust pipes behind. 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 case of a failure of the amplifier, it was possible to brake with two feet at once. It was possible to distinguish such a catch-up from the inside only by the modified selector of the "machine" on the floor, slightly curved at the base, in contrast to the lever on the "mechanics".
After the start of the production of the GAZ-24-10, a special vehicle with the index 24-34 also appeared on its basis, which, in contrast to the 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, for its appearance immediately nicknamed "director". Of course, a "charged" version was also built on its basis, and moreover, 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-stage automatic transmission. The ZMZ-505 engine was, in fact, derated to 200 hp. modification of the GAZ-14 engine Chaika, from which the new "catch-up" got the "automatic". Of course, the springs of the front suspension and the body side members were significantly reinforced, and brake discs with an increased diameter were installed in front.
The main task of such vehicles, in addition to "service in civilian clothes", was to work in government motorcade, cover, escort and special communications vehicles. According to the factory instructions, the set time of 100 km / h took only 13 seconds for the "charged" version, and the maximum speed exceeded 160 km / h.
Another modification, 31011, featured a weaker, 160-horsepower V8 engine with a working volume of 4.25 liters, built on the basis of the engine of the "Lawn" cargo truck. A more compact and lighter engine did not overload the front wheels so much, which would allow using a similar car for the needs of the State Automobile Inspectorate, but ... the plans were not destined to come true. Instead, the special battalions of the Ministry of Internal Affairs and the State Traffic Inspectorate received cars with the GAZ-31028 index, developed at GAZ together with their Togliatti colleagues, in whose arsenal there was a 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 revs. Therefore, the cars had to hastily put on the gearbox from the Zhiguli with an elongated input shaft and another speedometer drive gear, which was crossed with a standard clutch from the Volga. The cardan is also different here - it was borrowed from the Latvian minibus RAF-2203, with "Volgov" crosspieces and bearings. So the inconspicuous and dynamic Volga with rotary piston motors appeared on the roads.
In the photo: GAZ-3102T Volga "1995-97 The last special cars based on the Gorky sedans were manufactured in 1993, and the total number of "charged Volzhanks" in various modifications exceeds 2,000 copies.
Third party experiments
In the mid-90s, tiny tuning shops began installing foreign engines in the Volga's engine compartment. So, for example, the Nizhny Novgorod firm "Technoservice", by order, installed on cars "eight" Rover and V-shaped "six" from the Toyota line. Along with the engines, foreign boxes were also installed - both mechanical and automatic. Usually, such Volgas were built only on special orders of wealthy clients - in addition, their interior was finished with natural leather and valuable species of wood, and the equipment included an air conditioner with a powerful audio system, and sometimes it was possible to pay two sums of an “ordinary” Volga for a car. Of course, they did not become widespread - foreign cars were imported into the country on a large scale. The story went in a new circle.
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