Year of release of Pobeda GAZ 20. Pobeda GAZ M20 is a legendary car of the Soviet period. Electrical equipment GAZ M20 Pobeda

Serial production of Pobeda cars began on June 28, 1946 and continued until May 31, 1958. During this time, 241,497 cars were produced, including 14,222 convertibles and 37,492 taxis.

GAZ "Pobeda" - the first Soviet passenger car that had a fully pontoon-type load-bearing body, i.e. without protruding footpegs, headlights, fenders and their rudiments.

The model received the factory index M-20. Produced at Gorky car factory, serially in 1946-1958.

How GAZ M20 was created

The level of development of the Soviet automotive industry by the end of the thirties made it possible to move from the production of foreign models to our own development of original designs.

By that time, GAZ already had a full-fledged engineering school, and the design school used in its work modern methods for designing the appearance of a car, using artistic layout and using a graphic-plastic method for constructing complex surfaces of body panels.

The designers of the plant have accumulated a lot of experience while working on adaptation of foreign models to domestic conditions, as well as their modernization.

The production base also began to take shape, experiments were successfully carried out at the car plant on the manufacture of stamping and pressing equipment for the production of bodies.

In accordance with the plan for the III-IV five-year plans, in 1938 AvtoGAZ began the formation of a promising type of its products.

The following were planned for development: a GAZ-11-51 truck and a middle-class passenger car with a GAZ-11 six-cylinder engine with a capacity of 78 hp. With.

To obtain information about the latest trends in the global automotive industry, a number of foreign middle-class passenger cars were purchased, with which comparative tests were carried out, which made it possible to form the basic requirements for the body shape and dynamic performance of our own promising “passenger car”.

Based on the data obtained, the designers decided on the main structural elements of the future car, which included:

• load-bearing body;
• hydraulic brakes;
• independent front suspension.

The history of the GAZ M20 Pobeda began in 1938, after the factory designer Valentin Brodsky made the first sketches of a passenger car with a streamlined teardrop-shaped body and a flat sidewall without protruding wings.

This body shape made it possible, without changing the external dimensions of the car, to increase its streamlining and the width of the passenger compartment.

Foreign manufacturers, fearing to scare off buyers with too radical a change in the appearance of the car, moved in this direction very reluctantly, so very few cars with such bodies were produced in the pre-war years, only a few experimental or small-scale models.

At GAZ, working on a car that was created for a more or less distant future, they believed that the use of an advanced body shape would give it a greater “margin of safety” from moral obsolescence - which was later brilliantly confirmed.

Working on improving visibility from the driver's seat and at the same time giving the car a more streamlined shape, Brodsky in his project provided for the use of panoramic windshield, but in those years there were still no technologies that would allow the production of large curved glasses with high optical qualities.

In this regard, instead of one curved glass, four flat ones had to be used - two large medium ones, installed in the form of the letter V, and two small ones were located on the sides of them.

The headlights turned out to be completely drowned in the wings, while retaining the semicircular radiator mask as an independent element of the architecture of the front of the car.

Moscow, a young artist Vladimir Aryamov in 1940 presented his version promising car Gorky plant.

His two-door fastback sedan, designated GAZ-11-80, also had a very advanced body shape, with a flat sidewall and no protruding wings, with a flat front end without a protruding grille.

At that time, the design of a passenger car was of less economic importance, and besides, it was more complex than the priority truck GAZ-11-51, so work on the creation of a new passenger car was delayed. This was also affected by the call in 1940 to the war with Finland by V. Brodsky, and of course the beginning of the Great Patriotic War.

After the Battle of Stalingrad, the plant had a full-fledged opportunity to work on cars.

On February 3, 1943, at a meeting of the People's Commissariat of Medium Industry, a promising type of the post-war model range presented by the plant was approved.

As a result of the meeting, the plant received a government assignment, which was essentially a formality and repeated its own proposals.

The main work on the design of the car was entrusted to the chief designer of the plant A. A. Lipgart. The development of the chassis to A. M. Krieger, the body - to A. N. Kirillov.

The car was originally designed in two versions: M-25, fully consistent with the assignment and had a 2.7-liter six-cylinder engine, and a 2.1-liter four-cylinder, created on the initiative of Lipgart M-20.

The numbers "25" and "20" in the designations of the cars spoke of their belonging to a new line of GAZ models, with engines that had a working volume reduced compared to pre-war models - later the GAZ-21 and GAZ-24 became the successors of the model.

The designations of multi-displacement passenger models began with a unit - GAZ-11, ZIM (GAZ-12), GAZ-13 and GAZ-14 Chaika.

In terms of dynamic qualities, the Pobeda with a four-cylinder engine approximately corresponded to the Emka M-1, the replacement of which in the national economy was the main task of the new model.

Having a more advanced engine design, which made it possible to reduce its working volume from 3.5 to 2.1 liters without loss of power, the GAZ 20 Pobeda car was noticeably more economical.

GAZ M25 with a six-cylinder engine had dynamics corresponding to similar European models of that time, as well as the six-cylinder GAZ-11-73, but had a relatively lower efficiency. Subsequently, work on the six-cylinder version of the "Victory" was curtailed for a number of reasons.

During the Great Patriotic War, the Soviet Union gained extensive experience in the operation and maintenance of a variety of foreign automotive equipment, both captured German and American lend-lease - in those years, Germany and the United States were recognized leaders in the design and production of automobiles.

This allowed Soviet automotive designers to study the latest achievements of the global automotive industry “on full-scale copies”.

Also during the war years, the Gorky Automobile Plant assembled Chevrolet cars.

The long-term operation of foreign car models made it possible to identify design solutions that were most suitable for the specific climatic, road and operating conditions of the USSR.

Given this valuable experience, technical specifications were drawn up and the first and cars.

To compensate for the time lost due to the war and the general lack of experience in design modern cars, the designers of the Gorky Automobile Plant used the information obtained at the same time - in particular, the general design plan of the front suspension was borrowed, many elements of the sub-frame and power elements bottoms, at the German Opel models Kapitan model of 1938, which had a modern load-bearing body and mass-dimensional characteristics close to the car designed at AvtoGAZ.

But otherwise, the body of the Soviet car was quite original in design and technological design, and due to the non-standard design for its time, a number of unique solutions were applied that were not found anywhere else.

Yury Dolmatovsky, an employee of the People's Commissariat for Medium Machine Building, who worked on the design of a promising model, took Brodsky's pre-war developments as a basis, but made his own changes, removed additional sections of the windshield, changed the radiator mask from convex to flat, which continued the surface of the front fenders, with headlights placed in them.

The final look of the future GAZ M20 "Pobeda" was made by designer Veniamin Samoilov - it was he who, in his sketches, made the original design of the front end with widely spaced headlights and a characteristic horizontal-striped "three-story" front end lining that goes onto the front fenders.

By the beginning of the summer of 1944, the preparation of blueprint drawings was completed, a master model for the manufacture of the body was made (from hard wood, a blank was made that exactly repeated the shape of the surface of the body, subsequently templates for making stamps were removed from it) and a demonstration model of the car was made of wood.

In the same year, on November 6, the first running sample of the car was tested in a six-cylinder version (M-25), with a two-tone, black and gray, color.

With the rear doors hung on the rear hinges and opening forward, like the later ZIM GAZ-12 model, with a sidewall decorated with chrome molding, subsequently, on production cars, both of these solutions were abandoned.

The four-cylinder prototype M-20, beige, was ready only by the beginning of 1945 and had the design of doorways already like a production car.

Both running layouts had common features of differences from the production cars that followed them:

• "Three-story" radiator grille, which has two moldings of the first "floor", which went under the sidelights (there is evidence that it was preserved on the very first production cars); a more complex shape of the sidelights themselves;
• two-piece front fenders - the fender itself and a spacer between it and the front door;
• wheels from Emka, which are given a characteristic disk shape, with imitation of individual spokes.

The slowest work was carried out on the decoration of the interior of the car. In order to speed up the work, the first running mock-ups were equipped with ready-made instruments and interior trim parts of foreign production, which came to the USSR under Lend-Lease and were available in factory warehouses (during the war years, GAZ assembled Chevrolet cars).

And only in the first quarter of 1945, the Laboratory for External and Internal Finishing was created at GAZ, which was engaged in the development of original interior design, nameplates, emblems and other small details, the selection of plastics, fabrics and other materials.

During the creation of the GAZ M-20 Pobeda car, Soviet car factories did not yet have established emblems, and therefore their own original nameplates were created for almost every model.

The pedestal of the "Victory" had the letter "M", which at the same time alluded to the prong of the wall of the Nizhny Novgorod Kremlin and the symbol of the Volga - a soaring seagull.

In fact, the letter spoke of the name "Molotovets" (from the beginning of the 1930s until the end of the 1950s, the plant was named after People's Commissar V. M. Molotov).

Officially, the car was recorded as M-20 - “Molotovets, twentieth model” (the factory designation was written on the nameplate: Car GAZ-20).

The emblem, of course, was red - the color of the banner of the USSR.

After the war, the plant resumed production of the last pre-war serial model - GAZ-11-73, and along with this, they began active preparations for the serial production of a fundamentally new car.

The demonstration to the highest state and party leadership, headed by I. Stalin, of pre-production copies of the "Victory", took place after the completion of state acceptance tests, on June 19, 1945 in Moscow.

It was decided to launch the four-cylinder version into serial production, as it was cheaper and more economical, and the final designation of the model became M-20 Pobeda.

It should be noted that a six-cylinder car based on the M-20 went into a small series, but later, and had the designation M-20G / M-26, though with a different engine - 90-horsepower from ZIM (GAZ-12), with an increased working volume compared to the Pobeda prototypes - 3.5 liters instead of 2.7.

There is such a version that at first they wanted to call the car "Rodina", but when Stalin, in June 1944, was shown a sample of the future production car, he asked: "And how much will we have the Motherland?"

After that, Stalin was offered a second version of the name, which was approved. But, in fact, this is just a beautiful myth, because the official name "Victory" was incorporated into it from the very beginning of the design of the car, in honor of the imminent Victory over Nazi Germany.

The name "Rodina", according to I. Paderin, was proposed for the next model, M-21, and never went beyond the walls of the plant.

The GKO decree “On the restoration and development of the automotive industry”, issued on August 26, 1945, prescribed from June 28, 1946 to master the production of a new model of a middle-class passenger car.

During the post-war devastation and lack of raw materials, the development of the car was associated with the development of a large number of new and complex products for the Soviet industry.

The body of the Pobeda GAZ M20 is the first fully designed and prepared for mass production in the USSR. Until that time, even for relatively independently developed models (KIM-10), production tooling was ordered from foreign, more often American firms.

So the tooling for the ZIS-110 model was made in the USSR, but it was not suitable for mass production, because the stamps cast from zinc-aluminum alloy withstood only a limited number of work cycles. The political pressure exerted at the same time forced the factory workers to rush to launch a new model in a series.

The result was that the first conditionally serial cars of the Pobeda brand, produced in 1946, from June 28 (and as some sources say, there was a release ahead of schedule, from June 21), were made using bypass technology, manually. The production of such cars in 1946 amounted to only 23 cars.

In 1947, on April 28, the start of large-scale production was announced. Stalin, in the same month, was shown a conveyor assembly machine, but the car was still very “raw”, with an undeveloped technology for its production.

In February 1948, the thousandth car rolled off the assembly line of the plant. The factory photographer immortalized this event, thanks to him we have the opportunity to see the details of the finish of the cars produced during this period.

The photo shows the car - already with a "double-deck" radiator grille, but still with headlight bezels that are painted to match the body color, rather than chrome, as on cars of a later production second production series.

During the release of the first production series until August (according to some sources - October) 1948, 1700 machines were assembled, which were of poor build quality and had manufacturing defects, which caused a huge number of complaints from consumers, most of whom were responsible workers, as well as state and public institutions of a fairly high rank.

In October 1948, based on the complaints received, they decided to stop the conveyor to eliminate the identified shortcomings.

Ivan Kuzmich Loskutov, was relieved of his post as director of GAZ, despite previous merits, and the chief designer of the plant, Lipgart, managed to keep his place only because of his participation in the development of the next model of the ZIM GAZ-12 passenger car.

Hurrying to launch the car in a series, the tests of the "Victory" were carried out according to an accelerated program, which did not allow to identify all the defects in its design.

The forced pause in production made it possible to conduct full-fledged tests of the car. NAMI carried out studies of cross-country ability and dynamic qualities, measurement of body rigidity, its fatigue strength on a vibration stand. As a result, all the necessary changes were made to the design of the car.

After the forced stop of the conveyor, a number of works were carried out, as a result of which 346 parts were changed and more than 2000 tools and devices involved in production, which included the stamps used to make the body, all the design documentation for the car was completely reissued.

The design and manufacturing technology of many components have been revised, in most cases, while relying on modern, highly efficient production methods. As a result, the plant has mastered spot electric welding, high-speed metal cutting, hardening with high-frequency currents.

The workshops of the former 446th aircraft plant, which had more advanced conductor-type conveyors rather than belt-type conveyors, were transferred to GAZ, where they mounted a new production line for assembling a modernized car. As a result, it was possible to sharply raise the level of production culture.

Thus, in fact, a completely new, much more advanced technological process was created for the existing industrial design.

The conveyor of the plant, from 1948-1949, began to produce "Victory" of the second production series. From November 1, 1949, the machines were produced in modernly equipped, new buildings. As a result, the scale of production has sharply increased, and the machines that were produced before that with detected defects returned to the plant to eliminate them.

In 1949, the M-20 car and its creators were awarded the Stalin Prize. At the same time, they mastered the production of a modification with an open body M-20B.

Since October 1950, they began to install new box gears (based on the ZIM GAZ-12 unit) with a control lever mounted on the side of the steering shaft and synchronized top gears.

In 1955, the production of the modernized Pobeda, the third production series, began, which received its own designation M-20V.

The main modifications of the GAZ M - 20

M-20 Pobeda

Produced from 1946 to 1955

First series (from 1946 to 1948).

Second series:

• from November 1, 1948, a heater and windshield blower were added;
• since October 1948 new parabolic springs have been added;
• since October 1949 a new thermostat has been installed;
• since 1950, new, more reliable clocks have been installed;
• on November 1, 1949, assembly began on a new conveyor;
• since October 1950, it was equipped with a new gearbox from ZIM with a lever on the steering wheel and around the same time - a new water pump - a fastback sedan body, a 4-cylinder engine, power 50 hp. With.;
• since 1955 - 52 years old With. (M-20), mass series (184,285 copies, including GAZ M20V Pobeda and about 160 thousand of all modifications up to M-20V).

M-20V

Produced from 1955 to 1958

The third series of the modernized "Victory", with a 52 hp engine. p., radio, new design of the radiator lining.

M-20A Pobeda

Produced from 1949 to 1958

Fastback sedan body, four-cylinder engine, 52 hp With. (M-20), modification of the GAZ M20 taxi, mass production (37,492 copies).

"Victory" - convertible

There is a version that this modification had its own index "M-20B".

Produced from 1949 to 1953

Body sedan - (with rigid safety arcs) four-cylinder engine, 52 liters. With. (GAZ-M-20), open-top modification, mass production (14,222 copies).

Small-scale and experimental modifications

M-20D

Produced from 1956 to 1958

It had a forced engine with a capacity of 57-62 liters. With. by increasing the piston diameter to 88 mm.

M-20G or GAZ-M26

Produced from 1956 to 1958

High-speed version for MGB/KGB, which had a 90-horsepower six-cylinder engine from ZIM.

M-20E

Produced in 1956

For life tests of the GAZ-21 engine.

Van

The project, the body after the B-pillar was bakelitized plywood with a wooden frame.

GAZ M20 pickup

GAZ Pobeda pickup was built at repair plants from sedans.

Sedan "Pobeda-NAMI"

Produced in 1948

Released two prototypes.

Stretch

An insert is welded into the body - the carrier of the units, was used in the development of ZIM.

Four-door parade convertible

Small-scale production of GAZ PAMS for the Ministry of War (front doors, with a welded left rear door, an X-shaped amplifier on the bottom and missing door frames).

Sports modification

It is also - GAZ-Torpedo, Pobeda-Sport - a sports factory alteration with a forced engine, fairings and a two-door body.

Specifications

Total information

• Manufacturer: GAZ
• Production years: 1946-1958
• Assembly: USSR
• Class: middle group I

Body

• 4 doors fastback (5 seats)
• 4 doors convertible (5 seats)
• Layout: front-engine, rear-wheel drive

Engines

• Manufacturer: GAZ
• Brand: M-20
• Type: carbureted
• Volume: 2 112 cm3
• Maximum power: 52 HP s., at 3600 rpm
• Maximum torque: 125 Nm, at 2000-2200 rpm
• Configuration: in-line, 4-cylinder.
• Cylinders: 4
• Valves: 8
• Max. speed: 105 km/h
• Acceleration to 100 km / h: 46 s

Combined fuel consumption:

• 11 l. (control);
• 13.5 l. (operational) l/100 km

• Cylinder diameter: 82mm
• Stroke: 100mm
• Compression ratio: 6.2

Supply system:

carburetor K-22E (until the middle of 1955 - K22A)

• Cooling: liquid
• Valvetrain: SV
• Cylinder block material: cast iron
• Cylinder head material: aluminum
• Cycle (number of cycles): 4
• Cylinder firing order: 1-2-4-3

Transmission

• Switching: lever in the floor
• Synchronizers: no ("easy engagement clutches")
• Reverse gear: 3.383
• Gear ratios:
  1 gear: 2,820
  2nd gear: 1.604
  3rd gear: 1.00
• Number of steps: 3
• Type: mechanical
• Model: with shafts from M-1 (until 1951)
• Manufacturer: GAZ
• mechanical 3-speed
• mechanical 3-speed
• Manufacturer: GAZ
• Model: with sync. (since 1951), similar to the GAZ-21 and ZIM checkpoints
• Type: mechanical
• Number of steps: 3
• Gear ratios:
  1 gear: 3.115
  2nd gear: 1.772
  3rd gear: 1.00
  Reverse gear: 3.738
• Synchronizers: on II- III gears
• Switching: lever on the steering wheel

Characteristics

• Length: 4665 mm
• Width: 1695 mm
• Height: 1590-1640 mm
• Ground clearance: 200 mm
• Wheelbase: 2700 mm
• Rear track: 1362 mm
• Front track: 1364 mm
• Weight:
  1460kg sedan
  1490 kg convertible
• Tank volume: 55 l

More detailed technical specifications of the GAZ M20 Pobeda

Technical features of Victory

The body of the "Victory", in addition to the original "wingless" form, was distinguished by a height reduced to 1600 mm (versus 1750-1800 for most mass models of that time close in class), as well as the lower location of the floor line, belt line and seat cushion level associated with this.

This markedly changed the location of the center of gravity and the distribution of masses, and also made it possible to abandon the landing steps.

The engine moved forward, into the space above the independent front suspension beam, made it possible to make the hood and the car as a whole lower.

At the beginning of the release of "Victory" (1946), this layout was considered advanced. There was an opportunity for a more rational arrangement of passengers in the body, improving the stability and controllability of the car by lowering the center of gravity, significantly reducing aerodynamic air resistance due to the smaller area of ​​​​the midsection of the body, reducing shaking in the cabin when driving on bad roads, by reducing the height of the seat cushions relative to the road.

"Victory" at the time of the start of its production, according to these indicators was on par with the latest foreign models - Kaiser-Frazer model 1946 and Studebaker model 1947, and it overtook the bulk of the first post-war cars for several years.

Many foreign firms came to similar stylistic and layout decisions on mass models later, for example, the American Hudson and Packard, the English Standard - in 1948 model year, Chevrolet and Ford - in 1949, while such a transition in those years was considered revolutionary and was accompanied by a powerful advertising campaign.

Having the same engine power as the four-cylinder GAZ-M1 (50 hp), the maximum speed developed by the Pobeda was the same as that of the six-cylinder, 76-horsepower GAZ-11, and with uniform movement, the fuel consumption was only 10-11 liters per 100 km of track - instead of 15 for the GAZ-11 and 13 for the M-1. This became possible due to the body, which received a more aerodynamic shape and a reduced frontal area.

"Victory" was much more comfortable than its predecessor, due to the use of soft spring independent suspension in front, which was more than three times softer, and the passenger compartment advanced forward, located low between the axles - in the zone of greatest comfort.

And of course, a significant improvement in handling became possible due to the low center of gravity and independent front suspension, which were combined with an almost ideal distribution of the vehicle's weight along the axles (49% front, 51% rear).

By arranging passengers and cargo more rationally, the designers received an increase in cabin volume from 2.84 to 3.38 cubic meters. m, with a decrease overall dimensions width and height in comparison with the Emka, and for the first time to make a trunk, however, it was not very large in volume and most of it was occupied by a spare wheel and a driver's tool.

power unit

When designing the car, two engine options were provided - six- and four-cylinder.

Both engines are modifications of the 3.5-liter six-cylinder GAZ-11 engine, which was an analogue of the American Dodge D5, the plant acquired production documentation for it back in 1937.

The inline six had a working volume of 2.7 liters and a power of 62 hp. with., four-cylinder engine - 2.1 liters and 50 liters. With..

The engines were variants of the same design, and similar in their characteristics - the difference in power did not exceed 12 hp.

The only advantage of a six-cylinder engine compared to a four-cylinder is smooth operation. But all the details of the cylinder-piston group of the four-cylinder engine were completely unified with the GAZ-11, and the six-cylinder one had a reduced cylinder diameter compared to it, so its release would require the production of a whole range of unique, only for this engine, parts - pistons, “dry” cylinder liners, a complete set of piston rings, etc.

The only advantage of a six-cylinder engine compared to a four-cylinder is smooth operation. But the details of the four-cylinder engine were completely unified with the GAZ-11, while the six-cylinder engine had a reduced cylinder diameter compared to it, so its release would require the production of a whole range of unique parts used only in this engine - “dry” cylinder liners, pistons, a complete set of piston rings, and so on.

Increased efficiency and a greater degree of unification with the GAZ-11 engine, which was planned for use on promising GAZ trucks, a four-cylinder was chosen for mass production power unit.

The motor was lower-valve and unified in many details with the GAZ-51 and ZIM, it was installed on the GAZ-69 jeep; also, about two thousand first cars of the Volga 21B and GAZ-21G models had this engine, which was boosted to 65 hp. With. boring cylinders with an increase in diameter from 82 to 88 mm - this version of the GAZ-21 (“with a star and with a lower valve”) is currently one of the rarest and most desirable for a collector.

The engine had a displacement of 2112 cubic meters. cm, and the maximum power (depending on the modification) of 50-52 liters. with., which was achieved at only 3600 rpm.

The Pobeda engine had such a compression ratio that it could run on 66th gasoline, at that time it was the lowest-grade gasoline.

"Victory" had good dynamic qualities, by the standards of that time, although the car accelerated to 100 km / h in 46 seconds, it had good throttle response at speeds up to 50-60 km / h, this made it possible for confident movement in the then city traffic; the car reached a speed of 50 km / h in 12 seconds, which was twice as fast as the subcompact Moskvich.

In those years, the congestion of suburban highways was not great, so the ability to quickly overtake and change lanes while driving along the highway was not paid much attention.

And yet, if we evaluate the engine as a whole, then it was the weak point of the "Victory" with its reliability and durability.

For a heavy car, it was rather weak, as a result of which, even by the standards of those years, the dynamics of the GAZ M20 Pobeda was insufficient.

The reason for choosing the engine was the difficult situation with fuel in a country that had just survived the Great Patriotic War.

power transmission

The Pobeda gearbox was a three-speed one, based on the Emka gearbox, which did not have synchronizers (partially their functions were performed by the so-called “easy-on clutches”), with a floor-mounted lever.

Gearbox GAZ M20 Pobeda

Subsequently, in the early 1950s, they began to produce and install a gearbox from ZIM with synchronizers in II and III gears and a steering column lever.

The rear axle was developed specifically for Pobeda and was installed only on this machine.

His design features there were spiral bevel gears of the main gear and loaded axle shafts. It was possible to remove the axle shafts only after complete disassembly of the final drive housing. Hubs were mounted on the conical neck of the axle shaft, which were fixed with a key from turning and attracted with a nut.

Chassis

According to the general design plan, the front suspension repeated the corresponding unit of the Opel Kapiten model.

Threaded bushings, shock absorbers with upper arms and some other parts of the suspension are interchangeable, but the design of the pivot assembly and the rack is very different.

The steering, which had a front steering trapezoid instead of a rear one, was completely different in design.

The rear suspension was made according to the Hotchkiss-type scheme, which at that time became almost standard on new models - with a rigid axle beam and longitudinal springs, in contrast to the outdated Torque tube rear axle with a jet tube, which abutted against a bronze ball on the gearbox and then, through it, transmitted longitudinal forces from the rear axle to the power unit, such a scheme was typical for the first post-war Fords (until 1948 inclusive) and Em ki". Shock absorbers were lever hydraulic, as in the front.

The wheels had an unusually large width for those years and stamped discs without holes, the wheels were fastened with five nuts on studs with a bolt pattern of 5 × 5 1/2 ″, that is, 5 × 139.7 mm (American system, originating from the first GAZ cars). Size car tires 6.00-16.

For the first time in Soviet practice, the brake system on a mass model was made hydraulic, without circuit separators and servos.

Drum brake mechanisms were used, having one hydraulic cylinder in each brake drum, which acted immediately on both brake pads.

Body and its equipment

Pobeda has an all-metal, fastback or convertible body. It is made of a framework, amplifiers and hinged panels. As a material for the body, steel grade 08 was used with a thickness of 1.0 mm to 2.0 mm (on spars and amplifiers more than 2.0 mm). A short spar frame (subframe) is bolted to the body, in front, on which are installed: a power unit, steering and front suspension.

GAZ M20 salon

The body of the Pobeda, for its time, had excellent finishes and equipment, which was repeatedly noted by foreign experts who studied the car.

In Pobeda, many elements of standard equipment were not used before, not only on mass Soviet car models, but also on many analogues of foreign manufacturers, or were installed as an option, for an additional fee.

According to the tradition of those years, soft, pastel colors were used for interior decoration. The color palette included gray, beige, brown.

Artificial materials prevailed, with a minimum of chrome parts.

The use of a wingless body shape made it possible to maximize the expansion of the internal space, create more comfortable cabin, with a more free arrangement of passengers.

To make the car more comfortable, compared to pre-war counterparts, allowed a moderate height of the body and center of gravity, independent front suspension and effective double-acting hydraulic shock absorbers. Especially the comfort of the car was felt when driving on bad roads.

However, the use of a specific profile of the roof of the car made less clearance over the rear seat cushion, this was very noticeable on cars of the first industrial series.

From the second series (1949), the height of the rear sofa cushion was reduced, which added comfort to the ride for passengers sitting in the back, especially if they were wearing a headdress.

One of the features of the interior was the widespread use of plastic for finishing the instrument panel. The installation of massive plastic overlays gave the panel a neat and modern look. appearance.

Used plastic gray, brown or ivory. The same plastic was used for the steering wheel, various handles and buttons.

The panel was stamped from steel sheet and painted to match the body color. A complete set of instruments was installed: a gasoline level indicator, an ammeter, an oil pressure gauge, a thermometer, a speedometer, a self-winding watch and separate (left and right) control lamps for direction indicators.

The door panels were covered with leatherette, most often brown-beige (under natural tanned leather) or gray, and crossed out by three shiny horizontal moldings (two just below the window and one at the bottom).

Inside the car, two sofas with springs and soft stuffing were installed, which were fitted with high-quality woolen fabrics.

The front sofa had the ability to move in the longitudinal direction and secure in a position convenient for the driver, depending on his height. Taxi cars had sofas with hygienic, washable leatherette upholstery.

All glasses had internal edging finished according to the original technology, at GAZ they invented a special method of painting metal, which created a surface that was practically indistinguishable in appearance from Karelian birch, a valuable species of wood.

Another advantageous difference between the car, from previous Soviet ones, and from most foreign models of those years, is a trunk separate from the passenger compartment, which was accessed from the outside, through a lifting cover. Its purpose was mainly for storing driver's tools and a spare wheel, and only the top shelf of a small size was allocated for the luggage itself.

The interior equipment consisted of two sun visors, two ashtrays, a cigarette lighter, a ceiling lamp with automatic switching on, engine compartment lamp, portable lamp, trunk lamp with automatic switch-on, rear-view mirror, two-tone electric signal.

From the second series, they began to regularly install a heater with a windshield defroster, and from the third series, a regular radio with an antenna was added, which was located above the windshield.

Electrical equipment GAZ M20 Pobeda

Although in those years most cars used very capricious and unreliable 6-volt wiring, the Pobeda's electrical equipment was made 12-volt.

Significantly compared to previous models GAZ, the range of electrical equipment has expanded. A sufficiently powerful generator was installed on Pobeda, which could charge the battery even if many electrical appliances were turned on (at that time, the power of the generators of most cars did not exceed 100 watts, which greatly complicated operation in winter and at night).

On a Soviet car of this class, for the first time, a cabin heater was provided as standard equipment (it was installed from the second production series), combined with windshield blowing. In the heater, the fan supplied air only to the windshield, and the interior was supplied by gravity, which greatly reduced the heating efficiency when parked and at low speeds.

All "Victory" taillights differed from the usual ones: two marker lights combined with direction indicators (two-filament lamps) were located on the wings of the car, and the only brake light was installed in the middle of the trunk lid, in a block with a license plate light.

This was the difference between Pobeda and the mass Soviet cars of those years (Moskvich-400, ZIS-5, GAZ-AA, etc.), which had only one left lamp, and from the ZIS-110, equipped with two full-fledged rear lights.

This arrangement of lighting devices was later repeated on a ZIM car.

The first batches of "Victory" did not have an interrupter relay, so when the direction indicators were turned on for such cars, they burned constantly.

It was interesting to turn on the front position lights, at Pobeda, they burned only in the middle position of the central light switch, and when the headlights turned on, the dimensions went out. This was most likely done to make it easier to distinguish between non-flashing front direction indicators, which were combined with side lights, in which case their light is not so lost against the background of bright headlights.

Of the devices GAZ-M20 had:

• • speedometer with odometer and control lamp high beam;
  • fuel gauge;
  • ammeter;
  • coolant thermometer (for this device, the arrow deviated to the left when the temperature increased);
  • oil pressure gauge;
  • direction indicator lamps,
  • an overheating control lamp (it could be connected to a relay-regulator, in which case, in addition to overheating, it also showed the absence of a charge).

Modernization projects

From the beginning of the production of Pobeda, it had a modern design and advanced design, but by the beginning of the 1950s, a large number of design flaws in the car were revealed, the body had a too low ceiling height above the rear seat, there was almost no rearward visibility, too little trunk volume, and besides, there was not a good aerodynamic effect - the emergence of lift when driving at high speed, the car is highly susceptible to drift by side wind (due to these design flaws, the fastback body is nowhere in the world lived on "general purpose" cars).

The aggregate part by the mid-50s also did not correspond to the world level, first of all it concerned the lower valve engine, most American and many new European models from 1952-1954 were equipped with overhead valve engines, hypoid rear axles, curved glass, etc.

"Victory-NAMI"

During a temporary stop of the GAZ conveyor, in 1948, NAMI specialists L. Terentyev Yu. and Dolmatovsky proposed Alternative option modernization of "Victory".

In this project, a large number of changes were proposed, first of all, it is a “sedan” body, which has three volumes (instead of two for a fastback sedan), the exterior design and interior have been changed.

The interior of the project received an improved finish. Instead of the front sofa, it was supposed to install two separate bucket seats with thin backs, which would increase the useful space of the cabin.

In addition, the project "Victory-NAMI" had several design options for the front end, which was carried out by designer Vladimir Ivanovich Aryamov and included the traditional symbol of the city of Gorky (Nizhny Novgorod) - the motif of the head and antlers of a deer.

Also, for the future, it was planned to create a number of prototypes of hydromechanical automatic transmission for "Victory" (NAMI D2).

Several samples were built, which had some differences in design, one of them had a two-tone color.

The modernization project, in general, was quite consistent with the level of its time, and outwardly resembled the most advanced models of those years, mass-produced, such as Kaiser (USA) in 1948 and other three-volume sedans with a pronounced pontoon and a clear division of volumes, while he successfully corrected some of the shortcomings that Pobeda had.

However, the complexity of reconfiguring production and other problems (there were many difficulties with the development of the existing model, which did not go as smoothly as it should), this proposal was not accepted.

The sedan based on the Pobeda was subsequently produced in Poland, but already under the designation Warsaw (a later modification). This machine was developed independently of Pobeda-NAMI and had a different external design.

Project "Victory" GAZ M20 second generation

A group of designers from the GAZ automobile plant, since 1951, has been working on a project called the M-21 Pobeda.

The works by NAMI mentioned above were the basis of the terms of reference, and the appearance of the machine developed by L. Eremeev very much resembled his own ZIM, only in a reduced form. But the design of ZIM itself, by that time, had already begun to become obsolete, and therefore the matter did not go further than a plaster model.

GAZ cars of the next generation of the middle class, which began to be developed in 1952-1953, no longer had the name "Victory": their development was carried out under the mottos "Star" and "Volga". But, in the design of the "Volga", nevertheless, a lot of developments were implemented on the project "Victory" of the second generation.

Currently retro car GAZ M20 Pobeda is very popular with collectors.

Material from the Encyclopedia of the magazine "Behind the wheel"

GAZ M-20 Pobeda is a serial Soviet-made passenger car produced at the Gorky Automobile Plant (GAZ) from 1946 to 1958. One of the world's first mass-produced cars with a pontoon-type 4-door monocoque body, which did not have separate fenders, steps and headlights. It was produced in various modifications, including an open body type "cabriolet".

History of creation

The government assignment for the design and preparation for production of a new model of a passenger car that would correspond to modern trends in the global automotive industry and have improved performance characteristics than the GAZ-M1 car produced at that time was received by the management of the Gorky Automobile Plant in December 1941. However, the plant was fully occupied with the production of military equipment, and the project was postponed for a while.
Then, at the very end of 1941, the Gorky plant received a trophy german car Opel Kapitan 1938 release. This car was chosen as a prototype, because this car best met the requirements of the terms of reference and the ideas of Soviet designers about what a modern passenger car should be like.

Photo Lipgart and Kirillov, 1944

The practical development of the GAZ-25 "Rodina" car began in early February 1943 with a draft design by the artist V. Brodsky. On February 3, 1943, a meeting was held in Moscow at the Narkomsredmash, at which A.A. Lipgart, the chief designer of GAZ, made a presentation in which he outlined in detail the new car models being prepared for release, including the GAZ-25 Rodina, despite the fact that this project existed only in the form of general outline sketches. Upon returning to Gorky, a group of designers was organized at the plant, whose task was to create a new middle-class passenger car. It included B. Kirsanov (head of the design team), A. Kirillov (leading body designer) and other engineers. The work was under the control of Deputy Chief Designer A. Krieger (he was responsible for the chassis and engine) and Yu. Sorochkin (he controlled the progress of the body design). At the initiative of Sorochkin, the artist V. Samoilov was involved in the work, who created the unique look of the car. Samoilov's variant was taken into development. Unlike the final version of Pobeda, the rear doors of Samoilov's car were hung on the rear pillar of the body and opened, like the Opel Kapitan, backwards, against the direction of the car.

A photo of Kirillov showing a layout by a modeller, 1944

The artist himself did not see his project in metal. Soon after finishing work on the sketches, Veniamin Samoilov died tragically. The first prototype of the car was ready on November 6, 1944, and Andrey Alexandrovich Lipgart personally brought it outside the factory gates to the test site. Soon, two more cars arrived for testing. Unlike the serial model of Pobeda, these three cars were equipped with 6-cylinder engines from the GAZ 11-73 car (an upgraded version of the GAZ-M1, produced during the war years). This motor was produced under license from the American company Dodge. The line of future "Pobeda" provided for the production of cars with both a 6-cylinder upgraded Dodge D5 engine and a 4-cylinder engine. Moreover, the first modification was the main one, and the second was intended for the acquisition of taxi companies. But later, they decided to abandon the idea of ​​equipping a new car with a 6-cylinder engine in favor of a 4-cylinder one for reasons of fuel economy (which was lacking in the post-war years in the country) and simplifying the design of the car. The 4-cylinder engine was unified in detail with a more powerful version and was the same "six" truncated by a third, which was later used in ZIM cars and trucks of the Gorky Automobile Plant (in particular, GAZ-51).

John Williams (in a sleeveless jacket) and the head of the body design bureau, Yuri Sorochkin, discussing plaster models. 1949

On June 19, 1945, both modifications, with 6 and 4-cylinder engines, were presented to Joseph Stalin. The head of state was skeptical about a car with a 6-cylinder engine, believing that it falls outside the classification of passenger cars adopted by the government and is closer to a higher class of cars. Soon the name of the car was also changed - Stalin, hearing the name of the project, said: “How much will you sell your homeland?” when they announced the second name - "Victory" - Stalin grinned and said: "A small victory, but it will do."

life size wooden mockup

On August 26, 1945, a resolution of the State Defense Committee "On the restoration and development of the automotive industry" was issued, according to which the production of the GAZ-M20 was scheduled for June 28, 1946. The serial production of the new machine began ahead of schedule - June 21, 1946 (but this fact does not find convincing confirmation). Cars were made by bypass technology, mostly by hand. Until the end of 1946, only 23 cars were produced. Mass production of the GAZ-M20 was launched on April 28, 1947. At the same time, the original version of the car has undergone modernization. The design of the front of the car was changed, the speedometer was replaced (from tape to pointer), a place was provided for installing a radio receiver.

Name

GAZ-M20 became the first Soviet passenger car, which, in addition to the factory index, had a name - "Victory". The letter "M" in the index of the car means the word "Molotovets" - from 1935 to 1957 the plant was named after People's Commissar V. Molotov. The number "20" means that the car belongs to a new model range with a reduced engine displacement (up to "two liters"). Models of the older line were designated as "1x" - GAZ-12 "ZIM", GAZ-13 "Seagull". In subsequent years, this indexation was preserved - GAZ-21 Volga, GAZ-24 Volga.

Design

For the mid-40s of the last century, the GAZ-M20 Pobeda was completely revolutionary. Borrowing from the Opel Kapitan of 1938 the design of the load-bearing body (internal panels and power elements), the designers of the Gorky Automobile Plant completely rethought the appearance of the car and adopted a number of innovations that became widespread in the west only a few years later.

The body of the "Victory" belongs to the "fastback" type, which is rare today. This is an aerodynamic "two-volume" with a sloping roof, a narrowed rear, a strongly sloping rear window, with a dedicated trunk of small capacity. The prototype Opel Kapitan had four doors, the front ones opened along the car, the rear ones against. On Pobeda, all four doors open in the direction of the car - in the traditional way today. Pobeda got its modern (at that time) look due to the appearance of a belt line, the combination of front and rear fenders with the body, the absence of decorative steps, an alligator-type hood, headlights mounted in the front of the body and other characteristic details that were unusual in the mid-forties.
The working volume of the 4-cylinder engine was 2.112 liters, power 50 Horse power. The maximum torque was reached at 3600 rpm. The motor has earned a reputation for being reliable, durable and high-torque. But the Victory engine clearly lacked power. Up to a speed of 50 kilometers per hour, the car accelerated quite briskly, but then a failure occurred in acceleration. Pobeda reached speeds of 100 kilometers per hour in 45 seconds. Max Speed was 105 kilometers per hour.
The M-20 engine was used on many poppies of cars and not only at the Gorky Plant. They were equipped with the Soviet "jeep" GAZ-69 "Truzhenik", the production of which was transferred to the Ulyanovsk Automobile Plant, they were equipped with "Warsaw" - the Polish version of "Victory", Polish minibuses "Nysa" and other cars. The lower-valve engine was distinguished by a low compression ratio and the ability to run on low-octane fuel (A-66 gasoline). For its time, Pobeda was an economical car, although by modern standards, fuel consumption for such a working volume is too high. According to technical data, the car consumed 11 liters of fuel per 100 kilometers, operating consumption - 13.5 liters, real - from 13 to 15 liters per 100 kilometers.

Of the other components of the car, effective lever shock absorbers attract attention - the car was distinguished by a smooth ride. hydraulic drum brakes with a common all-wheel drive - this solution was applied on a Soviet-made car for the first time. The brake mechanism was very simple - the pads were bred by one hydraulic cylinder in each of the four brake drums.
Further, in the original version of Pobeda, which was mass-produced from 1946 to 1948, there was a three-stage non-synchronized gearbox from a GAZ-M1 car with an “easy engagement” clutch (instead of a synchronizer). In 1950, Pobeda received a 3-speed gearbox with synchronized 2nd and 3rd gears from the GAZ-12 ZIM car (this gearbox later migrated to the GAZ-21 Volga). The shift lever was moved from the floor to the steering column. As a result, according to technical data, the five-seater car accommodated six people - one more passenger could sit in the front seat next to the driver.
The car was distinguished by a practical finish. In "Victory" for the first time in automotive history The USSR had a built-in heater that blew windshield. Then the warm air naturally spread throughout the cabin, there were no special outlets for the flow of warm air in the cabin, so in winter the Pobeda was a rather cold car. It is worth noting the ventilation system - to improve air circulation inside the cabin, the windows of the rear doors of the car had rotary windows, the same as those installed in the windows of the front doors (only “back to front”, not in front of the window, but in the back).

Photo - sailor, and later the famous writer Yuz Aleshkovsky (right). 1949

The car enjoyed great love among motorists, although there was no rush demand during the years of production. It should be remembered that at the price of "Victory" of 16 thousand rubles, the average wage in the USSR was 600 rubles. The car was simply not available to anyone. For comparison, ZIM was sold for 40 thousand rubles and was on free sale. Cars "Moskvich" 400 and 401 cost 8 and 9 thousand rubles (but they were not in great demand either).

Modifications of "Victory"

1946-1948 - GAZ-M20 of the "first" series.
1948-1954 - GAZ-M20 of the "second" series. The springs, the thermostat, the clock since 1950 were modernized, the car received a heater and a ventilation system (blowing the windshield). Since 1950, they began to install a new gearbox and a water pump on Pobeda (both mechanisms from the ZIM car). The total production volume since the beginning of production is approximately 160 thousand copies.
1955-1958 - GAZ-20V. A modernized engine with a capacity of 52 horsepower was installed on the car. The car received a new radiator lining and radio. The volume of issue is 24285 copies. The total volume of production with the first modifications and GAZ-M20V is 184285 copies.
1949-1958 - GAZ-M20A. Modification of "Victory" to work as a taxi. Compared to the base version, this one had a different interior and exterior design. The total volume of issue is 37492 copies.
1949-1953 - GAZ-M20 "Victory Convertible". A car with an opening fabric top and non-removable sidewalls that act as safety arches. The total volume of issue is 14222 copies.
1955-1958 - GAZ-M72. The world's first jeep with a comfortable load-bearing body. The car was a hybrid of Pobeda, from which the body was borrowed, and a car off-road GAZ-69 "Worker". The car never bore the name "Victory" and was produced in the amount of 4677 pieces.
The total number of Pobeda cars produced over the years of production, including small-scale models (pickup, van, parade military convertible), amounted to 241,497 copies.

Victory fan site

From the collection "Behind the wheel" 1976 No. 8

From the collection "Behind the wheel" 1978 No. 5

From the collection "Behind the wheel" 1982 №5

From the collection "Behind the wheel" 1982 No. 7

From the collection "Behind the wheel" 1987 №1

Day of "Victory" No. 9-2003

Photobonus

Due to stamping defects, 15–20 kg of lead-tin solder had to be applied to each machine. That is why the legend was born among the people that the entire body of the "Victory" was tinned so as not to rust

In the mid-40s, the Gorky Automobile Plant began to develop a rear-wheel drive car with a fastback sedan body, which later received the name GAZ-M20 Pobeda. "Victory" became the first car of the USSR, which was equipped with electric turn signals and windshield wipers

Initially, the GAZ-M20 was planned to be called "Motherland", but an incident occurred with this name, when the car was shown to Stalin, he asked with a grin, "Well, how much is our Motherland today?" The name was immediately changed, and the GAZ-M20 became known as "Victory".

The prototype of the car was the German Opel Kapitan (Opel Kapitan) of the 1939 model with a pontoon-type body. The design of the German "Captain" was completely rethought by the talented artist Veniamin Samoilov, who subsequently created the final drawing of the future "Victory". As a result, the car received a streamlined design without protruding wings, with recessed headlights.

In terms of design, the GAZ-M20 Pobeda at one time was ahead of many Western counterparts until the early 50s. The car had an independent front suspension and was already equipped as standard with a stove with a windshield blower function.

Since the beginning of the 50s, a large number of cars have been exported, the country has increased production cars, which led to a shortage of high-quality sheet metal. Due to the lack of steel sheet, it was decided to make cars with a folding fabric roof, so a convertible based on Pobeda was born.

The GAZ-M20 Pobeda car was on the assembly line for 12 years, in 1958 its production was discontinued, however, in Poland this car with a sedan-type body continued to be produced until 1973, but under its own name Warsaw.

Design and construction

GAZ-M20 received a 4-cylinder engine with a capacity of 50 horsepower, although it was originally planned to install a 6-cylinder GAZ-11 engine, thanks to this engine, the car could accelerate to 105 km / h

"Victory" was repeatedly upgraded, for the first time a year after the start of mass production in 1947. This year, the rims of the headlights have become chrome-plated, the radiator grille has changed (it has become, as it were, “three-story”, its lower part went behind the marker lights) and marker lights. However, the design of the "Victory" was still "raw" and its production was suspended for one year. The main disadvantages of the first cars were an uncomfortable fit, an imperfect exhaust system and a fragile body.

In 1949, the model returned to the assembly line, from that moment the production of the so-called "second series" began. "Victory", which was produced since 1949, no longer repeated the shortcomings of its predecessor, the car received an improved exhaust system, a carburetor, and the body was also strengthened. In appearance, the "second series" could be distinguished by the radiator grill, which was now two, and not "three-story". The wheels of the car with stamped discs without holes had a large width for those years, they were fastened with five stud nuts. In 1950, the car received a gearbox from ZIM (previously they installed an outdated one from Emka) and a new muffler. And after 2 years, in 1952, the engine was modernized, its power increased from 50 to 52 horsepower.

The "third series" of GAZ-M20 "Victory" cars appeared in 1955 after another upgrade of the car. New car received a new, more attractive upholstery and a new steering wheel with a ring signal button. A radio was included as standard. Also, the radiator lining has changed once again, on which a new emblem has appeared. Once again, the engine was modernized, now its power was 55 horsepower.

Modifications

GAZ M-20 Pobeda

A car with a body type fastback sedan, equipped with a 4-cylinder engine with a capacity of 50 and 52 horsepower. The first series of the car was produced from 1946 to 1948, from November 1, 1948, Pobeda received a heater and windshield blower, from October 1948 new parabolic springs. From 1949, the production of the second series began, which from October of the same year received a new thermostat, from 1950 new more reliable watches, from November 1, 1949 the model was assembled on a new conveyor, and from October 1950 received a new gearbox from ZIM with a lever on the steering wheel and at about the same time - a new water pump. A total of 184,285 cars were produced, including the GAZ-M-20V.

GAZ M-20V Pobeda

The upgraded "Victory", the third series of the car, was equipped with an engine with a capacity of 52, and later 55 horsepower. The car received a new design of the radiator lining, a radio receiver, a new upholstery, and a steering wheel.

GAZ M-20A "Victory"

Modification of a car for a taxi service. Fastback sedan body, 4-cylinder engine with 52 horsepower. A total of 37,492 copies were produced.

GAZ M-20 "Victory - Convertible"

According to some reports, it is believed that this modification had its own index "M-20B". The car with an open body sedan-cabriolet had rigid safety arches, was equipped with a 4-cylinder GAZ-M-20 engine with a capacity of 52 horsepower. Only the upper part of the roof was folded, and the sidewalls remained rigid. This folding canvas top had a negative effect on aerodynamics, as the maximum speed decreased by 5 km / h compared to the fastback, and fuel consumption increased from 11 to 11.5 liters per 100 kilometers. A total of 14,222 copies were produced.

GAZ M-20D

Modification for the needs of the MGB with an engine boosted to 57-62 horsepower by increasing the compression ratio.

GAZ M-20G (M-26)

The GAZ-M-20G car, according to other sources, the M-26, was produced from 1956 to 1958 specifically for the needs of the MGB (KGB). In fact, it was a high-speed version of the same Pobeda, which was equipped with a 6-cylinder engine from ZIM with a capacity of 90 horsepower.

GAZ M-72

All-wheel drive passenger car with a frameless load-bearing body based on the M-20 Pobeda with a chassis from the GAZ-69 army jeep. This car can be considered one of the world's first comfortable SUVs. Externally, the SUV differed from the rear-wheel drive model in increased ground clearance, mudguards on the rear wheel arches and tires 6.50-16, with a herringbone tread. It was produced from 1955 to 1958, during which time 4677 SUVs rolled off the assembly line.

GAZ M-73

A prototype of a compact two-seater all-wheel drive car, which was planned as a traveling car for collective farm leaders. It was equipped with an engine from a Moskvich-402 car with a capacity of 35 horsepower. Did not go into mass production.

In addition to these modifications, there was a modification with bodies such as a van, pickup truck, stretch, as well as a 4-door parade convertible, there were also sports modifications (GAZ-Torpedo and Pobeda-Sport with a forced engine, fairings and a two-door body)

Performance characteristics of GAZ 20 M Pobeda

Max speed: 105 km/h
Acceleration time to 100 km/h: 46 c
Fuel tank volume: 55 l
Curb vehicle weight: 1460 kg
Permissible full mass: 1835 kg
Tire size: 6.00-16

Engine Specifications

Location: front, lengthwise
Engine capacity: 2111 cm3
Engine power: 52 HP
Number of turns: 3600
Torque: 127/2200 N*m
Supply system: Carburetor
Turbo: No
Cylinder arrangement: inline
Number of cylinders: 4
Cylinder diameter: 82 mm
Stroke: 100 mm
Compression ratio: 6.2
Number of valves per cylinder: 2
Recommended fuel: AI-80

Brake system

Front brakes: drums
Rear brakes: drums

Steering

Power steering: No

Transmission

Drive unit: Rear
Number of gears: mechanical box - 3
Gear ratio of the main pair: 4.7-5.125

Suspension

Front suspension: helical spring
Rear suspension: Spring

Body

body type: sedan
Number of doors: 4
Number of seats: 5
Machine length: 4665 mm
Machine Width: 1695 mm
Machine height: 1640 mm
Wheelbase: 2700 mm
Front track: 1364 mm
Rear track: 1362 mm
Ground clearance (clearance): 200 mm

Modifications

GAZ-M-20 "Victory" (1946-1954) - the first modification from 1946 to 1948 and the second from November 1, 1948 received a heater, blowing the windshield, from October 1948 new parabolic springs, from October 1949 a new thermostat, from 1950 new more reliable watches; from November 1, 1949, it was assembled on a new conveyor; since October 1950, she received a new gearbox from ZiM with a lever on the steering wheel and at about the same time - a new water pump;

GAZ-M-20V from 1955 to 1958 - modernized Pobeda, third series, 52 hp engine. with., new design of the radiator lining, radio.

GAZ-M-20A Pobeda from 1949 to 1958 - fastback sedan body, 4-cylinder engine, 52 hp With. GAZ-M-20, modification for a taxi, mass production (37,492 copies).

GAZ-M-20B Pobeda - convertible from 1949 to 1953 - convertible sedan body with rigid safety arches, 4-cylinder engine, 52 hp With. GAZ-M-20, open-top modification, mass production (14,222 copies).

GAZ-M-20D from 1956 to 1958 with boosted 57-62 hp by increasing the compression ratio of the engine, an option for the MGB;

GAZ-M-20G or GAZ-M-26 (1956-1958) - fast version for MGB/KGB with 90 hp 6-cylinder engine from ZiM;

GAZ-M-72 - all-wheel drive chassis, developed on the basis of the GAZ-69 army jeep, with a comfortable, at that time, Pobeda body. Externally, the car was distinguished by a significantly increased ground clearance, mudguards on the rear wheel arches and all-terrain tires.

Production

Year of issue: from 1946 to 1958

GAZ-M-20 "Victory"- Soviet passenger car, mass-produced at the Gorky Automobile Plant in 1946-1958. The factory index of the model is GAZ-M-20.
The first Soviet passenger car with a load-bearing body and one of the first in the world to be mass-produced with a fully pontoon-type body - without protruding wings and their rudiments, steps and headlights. On June 28, 1946, the serial production of Pobeda cars began. A total of 235,999 cars were produced, including 14,222 convertibles and 37,492 taxis.

History of GAZ-M-20 Pobeda

On February 3, 1943, in Moscow, at the Narkomsredmash, a meeting was held at which Andrey Lipgart reported on the development of new cars and outlined in detail all future models, among which was the GAZ-25 passenger car. "Motherland" - that was the working name of the car. In the summer of 1943, Luftwaffe bombers intensively attacked the Gorky Automobile Plant, which then produced trucks and armored vehicles. GAZ was then subjected to massive bombardments. During 25 air attacks, about fifty production buildings were destroyed, 9,000 meters of conveyor lines and 6,000 units of technological equipment were disabled. For pre-war models, body equipment was ordered to the Americans. For the first time, the plaza drawings of the body surface were corrected by means of graphic plastics and for the first time a wooden full-size master layout of the form was made.
After the manufacture of the first cars, a rare optical effect was discovered: when looking at the front wing from certain angles, it seemed that the wing was concave. This effect arose due to the fact that a large section of the wing had a curvature of a constant radius. For the first time, designers who encountered such an optical illusion for the first time also applied a special technique to eliminate it - surfasography (development of adjacent spatial forms on a plane). Let down and metallurgists: there was no rolling sheet with a width sufficient for stamping large parts. But the work went on and on November 6, 1944, the chief designer himself, personally got behind the wheel of a prototype and brought it to the test. And soon three prototypes participated in the tests.
The first car had a 6-cylinder engine, and outwardly it was different rims still from Emka, two lower moldings of the radiator lining, going under the sidelights, richly decorated sidelights and buffer fangs. Between the fangs there was no crossbar that appeared later. The rear doors opened forward, and the front and rear wings were cut in such a way that two slots ran along the sides of the car, separating the body elements: in front, the wing did not fit snugly against the front door, and the contour of the rear door did not reach the wheel arch. All this interfered with the perception of the sidewall of the car, which was conceived to be stylistically unified.
June 19, 1945, five days before the Victory Parade, new car appeared before the bright eyes of the communist leader Joseph Stalin. Stalin was very skeptical about the car: it seemed to him that the car was reaching out to the upper classes, destroying the accepted type. In addition, the situation with fuel in the post-war country was not entirely favorable. So it is not known whether Pobeda would have been issued if Lipgart had not paid Stalin's attention to the fact that the option with the “four” is very economical. After a long study of both machines, Stalin said: "We must accept the car with four, the car is good." Although everything was clear that he did not like the car. But people liked her.
On August 26, a GKO resolution “On the restoration and development of the automotive industry” was issued. This document provided for the start of serial production of the new car from June 28, 1946. On June 28, 1946, the Gorky Automobile Plant began producing cars. But the Victories were made almost by hand using bypass technology. The design was constantly improved and modernized. The appearance of the car has changed: in the spring of 1947, the three-story radiator lining gave way to a two-story one, in which the lower chrome moldings did not go under the parking lights. On April 28, 1947, the Kremlin leaders were shown not an experimental, but a serial model - they reported on the launch of mass production. On February 15, 1949, Stalin, Molotov, Beria and other members of the USSR government were shown the first prototype of the new car. big class"ZIM". Printing ribbed footprints on the freshly fallen snow, the car circled in the inner courtyard of the Kremlin, backed up, braked sharply. Then Stalin, opening the doors, looked around the salon, listened to a detailed technical specification asked a few questions. Everyone liked the car. But when Stalin found out that Lipgart was the chief designer, he sharply asked: “Why not punished ?!”.
On June 14, 1949, cars from the Gorky Automobile Plant were again brought to the Kremlin. This time, the main goal of the event was approval for the production of the ZIM car. Along with the ZIMs, three Victories were brought to the Kremlin: a serial model of 1948, a modernized version that was being prepared for release, and a car with a convertible body. Having examined the "WINTER", Stalin and his retinue moved on to the Victories. Probably, mindful of numerous complaints, Stalin sat down in the back seat, fidgeted on it, checked the comfort and softness of the pillows. Special attention he drew a distance from head to ceiling and, making sure that everything was fine, he said with satisfaction: "Now it's good." Victory was successfully exhibited at international exhibitions and fairs, for example, in the spring of 1950 in Poznan (Poland). And since 1951, at the FSO plant, not far from the Polish capital, the production of an exact copy of Pobeda under the Warsaw brand began.
The export of cars has begun. At first, to the “countries of the socialist camp”. Export cars differed little from those that went to the domestic market. Except for decoration. In the course of the last modernization in 1955, Pobeda received a new radiator lining, more attractive upholstery, new steering wheel with ring horn button, A-8 radio and a new emblem on the radiator grille. The engine power was once again increased - up to 52-55 hp. As a result of all the upgrades, the car was assigned a new index - M-20V. Increasing the pace of car production was unthinkable without technological improvement designs. Having received recognition at home, the GAZ M-20 paved the way for the Soviet auto industry to the world market. The car was willingly bought in the Scandinavian countries, in Belgium, in a number of states Western Europe, where the first sales representatives of the Gorky brand appeared. In 1956, the foreign trade association "Autoexport" was created to represent the Soviet automobile industry on the world market. If before the war, exports were limited to only a small number of “three-ton cars”, then the Victory made people seriously talk about the successes and opportunities of the domestic automotive industry. In post-war Europe, there was a shortage of relatively inexpensive, comfortable cars, and Pobeda quickly found a steady market in many countries. A total of 235,999 cars were produced before production ceased in 1958, including 14,222 convertibles and 37,492 taxis.
For our automotive industry, Pobeda has become an epoch-making machine: thanks to it, the technological level of our plants began to catch up to the world level. A school of domestic developers was formed. In addition, the M-20 became the first truly massive Soviet car. The secret of Pobeda's success lies in the very principle of car design: not a repetition of mastered models, but the creation of a car that is ahead of the state of the art.

Description GAZ-M-20 Pobeda

The seemingly laconic design was in fact very rich in terms of form: numerous curved surfaces and brilliantly executed transitions created a harmonious image together. "Victory" looked very dynamic and modern, and the strong slope of the windows only enhanced this effect. However, this type of body (fastback) was no longer used in the Soviet automotive industry - more practical sedans were loved in the USSR. The front end featured plenty of chrome and thoughtful lines, while the tapering bonnet gave the car a dash of agility. Each line felt the painstaking work of designers who sought to create a worthy Soviet car. The appearance of the car turned out to be penetrating and deep in essence. Even small elements were executed with emphatic care, and the versatility of the design surprised the most sophisticated. "Victory" one could look at it for a long time and discover new elements all the time. So, it was not immediately evident how gracefully the figured thresholds looked, how finely the door handles were made, how defiantly the hatch looked filler neck located on the rear fender. Even the bumper has been brilliantly crafted, and the pretty rubies rear lights characterized by a modern and rational form. The shape was not only beautiful, but also practical: the wheels did not protrude beyond the fenders, thanks to which even on dirty dirt roads the body remained relatively clean, and the hubcap design and shape rims fully consistent with the general style. The color scheme was also thoughtful, which consisted of soft and pastel shades - the moderate brightness of the color matched the image. On the first releases "Victory" the recesses of the chrome parts - which in itself was an undeniable tribute to the era - were filled with red enamel, which made the car seem smart. In technical terms, the car was full of novelties that make life easier for the driver: now the drivers of Pobeda did not need to wave their arms, warning of upcoming maneuvers, since it was on these cars that electric direction indicators and brake lights first appeared. And also in "Victory" for the first time, the trunk was provided by the designers, although it was needed primarily to accommodate the spare wheel.
As for the engine, for a long time there was no consensus on which engine to put on the car. The choice was between the 6-cylinder GAZ-11, the same analogue of the American Dodge D5, which the plant mastered before the war for the GAZ-11-73, and the four-cylinder version of this engine.

Technical characteristics of the GAZ-M-20 "Victory"

Years of production: 1946-1948, 1948-1955-1958
Total production: 235997 pieces
Engine: 50-52 hp, 4-cyl 4-stroke,
Dimensions:
length: 4665 mm
width: 1695 mm
height: 1590 mm
Front wheel track: 1364 mm
Rear wheel track: 1362 mm
Turning radius: 6.3 m
Cold clearance between the tappet and valve stem: intake - 0.28 mm, exhaust - 0.30 mm
Air filter: oil, with suction muffler
Clutch: single disc, dry, semi-centrifugal
Gearbox: 3-speed
Front suspension: independent, linkage, on coil springs, working in conjunction with two hydraulic
Rear suspension: two longitudinal semi-elliptical leaf springs working in conjunction with two hydraulic shock absorbers
Foot brake: hydraulic shoe, with all-wheel drive
Brake pedal free travel: 8-14mm
Loaded weight: 1350 kg
Maximum speed on paved highway: 105 km/h
Capacity fuel tank: 55 l
Fuel consumption: 13.5 l/100km
Cooling system capacity: 10.5 L
Oil sump capacity: engine - 6.0 l (including oil filter); gearboxes - 1.6 l; differential - 1.1 l

Engine GAZ-M-20 Pobeda

After analyzing the designs of American engines, we found out that the six-cylinder lower-valve Dodge-D5 is the best. It was a time-tested design dating back to 1928, which proved to be exceptionally hardy and reliable. The engine developed a rather large power density of 22-24 hp / l for that time. The most important technical innovations- replaceable bimetallic crankshaft bearing shells, thermostat in the cooling system, 100% oil filtration, plug-in heat-resistant exhaust valve seats, crankcase ventilation system, ignition timing, oxidized pistons, floating oil receiver. Despite the relatively long length of the six-cylinder cast-iron block, the dry weight of the Dodge-D5 was 310 kg. In 1937 Lipgart himself went to the USA. Being engaged in ordering equipment for the production of 6-cylinder engines, he simultaneously studied the technology of their manufacture.
Dodge-D5 had cylinders with a diameter of 3¼ inches (82.55 mm), a piston stroke of 43/8 inches (111.1 mm), and its displacement was 3560 cm3. In 1940, the production of a new engine began, which found the widest application. This engine not only allowed to improve the dynamics of the emka, but also opened up prospects for its use on future designs. trucks, and during the war - on light tanks and self-propelled guns. But the first thing they put the engine in emku course. She was assigned the GAZ-11-73 index. Before the war, there were few such machines. They resumed the production of emka after the war, while preparations were underway for the release of Pobeda. The car has 2 oil filters.- fine and coarse cleaning. Coarse filter - lamellar design, connected in series. It is full-flow, when changing the oil, the sediment is drained, the filter is removed and washed. During engine operation, the plates are regularly self-cleaning. You can rotate the cleaning mechanism manually.
Fine filter. The fine filter is connected to the line in parallel. The filter housing has a replaceable disposable cardboard filter element. On machines of early production, the filter was installed on the engine, on a special bracket, connected to the oil system copper pipes. The oil was taken from the coarse filter, the filtered oil was returned to the oil filler pipe. Later, the filter began to be installed on the wall engine compartment, connect to the oil system with rubber hoses in armored casings, take oil from the oil pump, and return it directly to the engine sump. There is another element in the oil system that is typical for all GAZ products: the crankshaft rear oil seal is not made in the form of a real oil seal with a spring, as on most other machines, but is a kind of cord that wraps around the crankshaft.
Gasoline pump similar to Volgovsky, but smaller. But with built-in fuel filter and glass lid. Through it, you can clearly see whether the pump is filled with gasoline and the degree of contamination of the filter sump. Diaphragms from the Volgovsky do not fit him, and his relatives have not been found for a long time.
Inlet pipeline heated by gases from the exhaust manifold, heating can be controlled by moving a special damper. On engines of early release, the damper was moved manually, later they did automatic control bimetallic spring. The fastening of the inlet pipeline and the exhaust manifold to the engine block must be very tight, otherwise air can be sucked through the slots, which will make it impossible for the engine to operate steadily at low and medium speeds.
Air filter- oil type. It does not need to change the dry filter element. When driving on dusty roads, pull the net out of it, wash it in gasoline, dip it in oil and put it back. The filter is of two types - with a separate intake silencer, while the filter itself was mounted on a bracket on the engine, as shown in the figure on the right, and without it, placed directly on the carburetor.
Cylinder block cast iron. From this, and also from the fact that the engine is lower-valve, the entire engine assembly weighs 195 kg. Although the cast-iron crankcase walls are not so thick - the average thickness of the cylinder walls is 6 mm, the water jacket is 5 mm. To protect against freezing on the left side of the block, there are several large cast-iron block plugs. When the cooling system freezes, the block does not crack, but simply squeezes out these plugs. Then a couple of blows with a sledgehammer, and you can go. At first, sleeves made of a wear-resistant alloy were pressed into the cylinders, almost the length of the entire cylinder mirror - 143.5 mm. But they soon decided that short sleeves for the upper 50 mm were quite enough. piston stroke. Bore diameter for sleeves - 86 mm. The relatively thick cylinder walls made it possible later to use the Pobedov block for the "advanced" version of the engine, which was installed on the first series of the 21st Volga. There, the cylinders were bored out to 88 mm, which increased the working volume to 2432 cm3. Together with an increase in the compression ratio to 7, this raised the power to 65 hp. at 3000 rpm and torque up to 15.8 kg/m at 2000 rpm.

Body GAZ-M-20 "Victory"

Pobedovsky body combines original design, ahead of its time and even become timeless, and many brilliant constructive solutions. Pobedov's aerodynamic shape also has negative sides. The center of application of aerodynamic forces is in front of the center of gravity of the vehicle. With gusts of a side branch, the car abruptly throws to the leeward side. This is especially noticeable at high speeds.
Structurally, the body is made in the form of a single welded structure with a small subframe in the front for the engine and suspension transverse beam. A significant part of the load is carried by a powerful floor made of thick steel sheet with a tunnel cardan shaft along the longitudinal axis and sill boxes on the sides. In the rear of the body there is a trunk. It is not very large, but if you remember that it was not on the emka at all, and it was possible to get into the trunk of the Moskvich 400 only by tilting the back rear seat, the presence of such a trunk in Pobeda was a great progress. And it’s not so important that a noticeable part of the trunk was occupied by a sickly sixteen-inch spare wheel, because if necessary it could be taken out, put on the upper trunk, and finally hung from the outside, as the Poles often did in Warsaw. In addition to the spare tire, there is also a set of driver's tools in the trunk. When "Victory" went for export, one Western automobile magazine wrote that "so many tools are attached to Russian cars that they can repair a rolling mill and have an abortion." All this, and the tool and spare tire is in the trunk on the bottom shelf. Top for passenger luggage.
In Pobeda, it is possible to get into the trunk from the passenger compartment. This is very convenient to use if you unfold the back front seat, remove the backrest of the rear, and then a continuous horizontal space opens from the dashboard to the trunk lid. In the Volga, where a crosshair of struts is welded behind the back of the rear seat, this will not work. The trunk is illuminated by a flashlight in 1 candle. It turns on automatically when the lid is raised and if the dimensions are turned on. The trunk lid is quite heavy, and you have to lift it manually, torsion bars, as it is now fashionable, to compensate for the weight of the lid, are not provided. In the raised position, the lid is held by a telescopic strut with a locking mechanism. Trunk hinges - not the most reliable place in the car. After the first 30-40 years of operation, they break, especially the left one, from the support side. The support is attached close to the hinge, the weighty cover has a large lever, and the load on the hinge is appropriate.
Review. That it leaves much to be desired is understandable. Especially back. The rear window is small and often wavy as well. The rear window of Pobeda is the first bent glass from Stalinite produced by the Soviet automobile industry. The marriage happened. Naturally, the glass has no regular heating. The front sofa has an adjustment, it can move 10-15 centimeters back and forth. In those days it was a luxury. Sofas are very soft. As long as the car is parked it's perfect.
Stove. While the car is driving, its presence is still slightly felt, as it has stopped - that's it, it's not there. Air supply is carried out only due to the oncoming flow. Stove radiator made of thick tubes, heat transfer is not so hot. The fan in the stove is only for blowing the front windows. A large load on the upper trunk can not withstand.
bumper in a very thick steel machine. With minor collisions, this saves. There is one responsible place in the back of Pobeda - where the frame struts are bolted to the body. These bolts must always be very tight. Otherwise, the body is quickly loosened. If the gap between the front fender and the front door diverges downwards, this is a sure sign that the owner of the Victory neglects this rule. Another similar place, important for maintaining the strength of the structure, is a tubular crossbar that tightens the left and right wings. If you remove the cover in front of the radiator, the signals are screwed to it from the inside, so if you remove it, then this crossbar should be under it. In its absence, the wings seem to diverge to the sides, and over time, a noticeable gap forms between the hood and the front wings. In the design of the Pobedovsky body, hinged elements are bolted. Easy to change wings.

Steering and brakes GAZ-M-20 Pobeda

Work on the GAZ-M20 Pobeda has been stopped. Party meeting of the communists. Agitation for shock work

steering trapezoid on Victory is simple and reliable. The steering wheel is very large and easy to turn. Brakes on all wheels drum. The brake system is single-circuit. No frills are provided. No amplifier, no pressure regulator, no divider, no signaling device for lack of fluid or pressure drop. Simple and unpretentious system. Many people think that a vacuum booster is needed for a car of this weight, but I never felt the need for it.
The master brake cylinder is under the floor, under the driver's feet. For gravy brake fluid there is a hatch in the floor. The tubes are standard copper, they do not rust and the nuts do not turn sour. brake cylinder of Pobeda and the same, with a spring support cup Weakness in Pobedovsky brakes - cuffs. They are in the form of a circle with curved edges. It is simply superimposed on the bottom of the piston and inserted into the cylinder. There is a spring inside between the pistons. She spreads the pistons and presses the cuffs against the pistons. It quickly became clear that with such a cuff in winter, the brakes begin to leak. The rubber stiffens and the edges of the cuff move away from the cylinder wall. By that time, they began to manufacture new pistons for the Volga, with annular cuffs, and for trucks, another piece of iron was introduced into the design, the so-called. "spring seat". She presses the cuffs against the walls of the cylinder. It can also be set to Victory. But of course, the Volgov pistons are more reliable.
Handbrake. Finished, thoughtful design. A hefty red handle on the left under dashboard, cable system, levers that spread the rear brake pads. On the Volga, the handbrake was replaced with a transmission one - the design is more complicated and less functional: the Pobedovsky handbrake can be used by slightly slowing down for a more even distribution of traction over the wheels. When the car is on ice and one wheel is slipping, applying the brakes is a sure way to get on firm ground.

Export GAZ-M-20 Pobeda

"Victory" was one of the first Soviet passenger cars widely offered for export - along with the Moskvich-400. Prior to this, there were only individual deliveries of trucks, mainly to regimes friendly to the USSR. It was exported mainly to Finland, where taxi drivers loved it, the Scandinavian countries and Belgium, where a lot of Soviet cars were always bought; taxi in Finland as a mass phenomenon in general actually began precisely with Pobeda - before that, taxi companies were equipped with motley cars of pre-war models.
"Victory" in the fifties they even reached England, where they were sold by Belgian GAZ dealers, and the United States, where they were imported from Europe by private individuals - however, mainly out of curiosity. soviet car received fairly favorable reviews in the West. The English magazine "Motor" for 1952, based on the results of a test drive, characterizes the "Victory", which was then just beginning to be sold in Belgium, as an "interesting car", notes high cross-country ability, good comfort, decent workmanship, but scolds high noise and poor dynamics.
Magazine "Cars" (USA) for 1953 in a review article devoted to Soviet cars, calls the Pobeda "a fine-looking car of modern design", "copying some of the best features of American cars", notes that the car is "quite well made", "approaches the usual American car a light class like a Ford or a Chevrolet" but "heavy and underpowered".
In 1957, the American magazine "Science and mechanics" also tested a dark gray "Victory" of 1956, notes the outdated construction and design, weak engine and rough manufacturing with a lot of manual labor, but praises Pobeda for thoughtful design details (radiator shutters, tuning needle in the carburetor), high quality chrome plating and fitting parts.

GAZ-M-20 "Victory" and sport

On the basis of Pobeda, a number of sports modifications. They had forced engines. The most perfect were the options created at GAZ itself - they had not only an increased compression ratio, but also intake valves moved up, as well as a Roots-type drive supercharger, which gave a very significant increase in power - more than twice.
Often modified and the body of the car. Created on the GAZ-e version, sometimes referred to as the "GAZ-Torpedo". In 1951, at GAZ, under the leadership of A. A. Smolin, on the basis of the bodies and units of Pobeda, three Pobeda-Sport sports racing cars were built for circuit competitions. Their body height was reduced by 160 mm, and front and rear fairings were made of duralumin, as a result of which each car weighed 260 kg lighter than the standard one. But most importantly, engines with 105 hp rotary superchargers were installed on two of them. The maximum speed of such machines has increased to 167 km / h. Because of technical faults machines failed to show brilliant results in 1951, and already in 1952 the use of superchargers was prohibited.
In order to reduce the mass and frontal area of ​​the sports "Pobeds", in 1955 they built new GAZ-20-SG1M cars with an open double body, as a result, their speed increased to 180 km / h. And already at the championship of the USSR in 1955, M. Metelev took first place in the Pobeda-Sport cars. On sports options"Victory" was worked out a motor with a top location intake valves, which was supposed to be on the Pobeda of the second generation. GAZ-M-20 Pobeda - Convertible (1949-1953) - a sedan-cabriolet body, 4-cyl., 52 hp. with., modification with an open top.
Small-scale and experimental modifications
GAZ-M-20D (1956-1958) with an engine boosted by increasing the compression ratio, a variant for the MGB;
GAZ-M-20G or GAZ-M-26 (1956-1958) - high-speed version for the MGB / KGB with a 90-horsepower 6-cylinder engine from ZiM-a
Van - a project, the body after the B-pillar was made of bakelitized plywood with a wooden frame;
Pickup - built at repair plants from sedans;
Sedan "Pobeda-NAMI" - 2 prototypes (1948);
Stretch (an insert is welded into the body) - the carrier of the units, was used in the development of ZiM;
Four-door front convertible - small-scale production of GAZ PAMS for the Ministry of War (front doors, the left rear door is welded, an X-shaped amplifier on the bottom, there were no door frames);
Sports modification (aka Pobeda-Sport, GAZ-Torpedo) - a sports factory modification with fairings, a two-door body and a forced engine

For the first time in the USSR, the car was equipped with electric direction indicators, windshield blower and anti-fog, interior heating; before that, they were replaced respectively by a hand, a bag of salt or shag, and a home-made brazier with coals; the heater remained optional equipment on many foreign models until the mid-1950s and 60s.
- Browse back through rear glass was categorically insufficient by modern standards: due to its tiny size, low quality manufacturing and a large angle of inclination, the image in it was greatly distorted, and it was almost impossible to see anything; There were no external rear-view mirrors. With the then density of the traffic flow, this was not a problem.
- It was originally planned that the name of the car would be "Motherland". Upon learning of this, I. V. Stalin ironically asked: “Why are you going to sell your Motherland?” The name was immediately changed to "Victory". Stalin replied: "It's not a big victory, but let there be 'Victory'."
- Maximum engine power of 50-52 hp. With. achieved at only 3600 rpm; the engine was lower-valve and unified in many details with the GAZ-52 and ZiM, it was used on the GAZ-69 military jeep;
- There were also vents in the rear doors, as well as in the front ones.
- In total, almost 236 thousand cars were produced - very few for a mass car and such a production period.
- One of the first Soviet detectives, Case No. 306, is connected with the car. This is a fascinating adventure film about Soviet police officers who, in a simple street incident in the city of Moscow, managed to unravel the actions of foreign intelligence agents. The plot was based on an incident with a Pobeda car. The film became the undisputed leader of the box office, in 1956 it was seen by 33.5 million viewers.