Truck I-3. The first of Yaroslavl

26
The twenties of the last century were the most important period in stories domestic auto industry. New enterprises were built and projects of promising technology of all main classes were developed. The Yaroslavl State Automobile Plant No. XXUMX took part in the general program for the development of the automotive industry. At first he acted as a repair company, but then he mastered the development and production of his own equipment. The first truck, created and produced in Yaroslavl, was the car with the index I-3.

In the first half of the twenties, the 1-th State Car Repair Plant (1-th GARZ) in Yaroslavl, as its name implies, was engaged only in servicing and restoring existing equipment, mainly foreign-made. The situation began to change in 1924, when the leadership of the automotive industry decided to entrust the company to assemble a new sample. This is what led to the subsequent transformation of the 1-th GARZ into the Yaroslavl State Automobile Plant No. XXUMX.



From USA to Yaroslavl

In the first half of the twenties, the USSR had a large fleet of foreign-made motor vehicles. Along with other machines in our country were used old trucks White TAD American production. Due to obsolescence and physical obsolescence, such equipment needed to be replaced, and it was decided to carry out its deep modernization. Soon the Moscow plant AMO developed the White-AMO project, which provided for a major upgrade of the existing structure.


The first experienced I-3, received a special booth and became the carrier of the slogan. Truck-auto.info Photos


In the 1923-24, a new project was developed at AMO, according to which an independent experimental equipment was built. Soon it could begin mass production, but the leadership of the industry made a new decision. Moscow auto builders should have mastered the production of a new AMO-F-15 truck, and all White-AMO documentation should have been transferred to Yaroslavl at 1-th GARZ.

The Yaroslavl enterprise at that time had very limited production capabilities, due to which it could not produce White-AMO in its current form. Part of the units had to be ordered from other factories, and the others should be processed under the available technology. Thus, 1-th GARZ eventually built a truck that was noticeably different from the base White-AMO and White TAD.

Work to change the original project started in the fall of 1924. They were conducted by the design team of the plant headed by Vladimir Vasilievich Danilov. All 14 people participated in the design, including drawing-copywriters, which created known difficulties. However, the engineers coped with the tasks, and by February of the next 1925, they had created the required project. The updated truck fully corresponded to the production of the 1 GARZ and could go into the series.

The prospective truck was actually a twice redesigned White TAD. At the same time, it was the first in-house development of the Yaroslavl plant in the field of cargo vehicles. The new car from a certain time wore its own designation I-3, indicating the manufacturer's city.

In accordance with the project I-3, most of the components and assemblies for the truck was to be manufactured in Yaroslavl. This required the assistance of other enterprises. So, gasoline engines AMO-F-15 and some transmission units, which were distinguished by excessive complexity of production, were supposed to come from Moscow. For the final assembly of machines answered 1 th GARZ. Subsequently, the Yaroslavl plant was modernized and was able to master the production of some new products, which reduced the dependence on subcontractors.

Updated design

The I-3 truck was a rear-wheel drive, front-engined car with a wooden cabin and a cargo platform for placing a payload or special equipment. The calculated carrying capacity was 3 t. From the point of view of the general provisions of the project, I-3 was similar to White TAD and White-AMO, and also had similarities to AMO-F-15. Nevertheless, some elements of the design distinguished it from other trucks of its time.

Truck I-3. The first of Yaroslavl
Scheme of the serial truck. Figure Denisovets.ru


At the base of the Yaroslavl machine lay a metal rectangular frame. 1-th GARZ did not have presses of sufficient power, on which it would be possible to stamp the frame parts with the necessary characteristics. Because of this, the spars and frame cross members were made of rolled channel bars and were joined with rivets. Following the pattern of an American truck, the front crossmember was curved forward. This channel served as a bumper to protect the car in collisions, and also increased the rigidity of the frame.

They decided to equip the truck with a Moscow-made AMO-F-15 gasoline engine. This product developed power up to 36 HP. The engine was equipped with a carburetor "Zenit-42". It should be wound up with the help of the front starting handle. The ignition system worked from magneto; generator and other electrical equipment was simply absent. A curious feature of the AMO-F-15 engine was the lack of separate intake and exhaust manifolds. Their functions were performed by cavities in the cylinder block, connected to external pipes. The engine was cooled using a front radiator with a blower fan.

According to some sources, the experienced I-3 trucks had to be equipped with White-AMO gasoline engines with a power of just 30 hp, and the more powerful AMO-F-15 were already installed on production vehicles. There is no reliable information on this score, and an accurate picture cannot be restored. However, it is known that serial trucks were completed only with 36-strong engines made in Moscow.

Initially, the I-3 truck was equipped with a multi-plate clutch from AMO. It consisted of a 41 disc placed in an oil bath body. Later in Yaroslavl, they developed and put in a series an improved dry six-disk clutch. The first trucks with such a device came off the assembly line in 1927 year. Gearboxes are also in Moscow and were originally intended for AMO-F-15 cars. These were mechanical devices with 4 transmissions of a “tractor” type. Inside the aluminum cast crankcase were spur gears moving along the shaft. The designers added a new means of control to the gearbox, which made it possible to transfer its lever from the cabin to its center.

From the gearbox departed the drive shaft, associated with the main transmission drive rear axle. This gearbox was designed on the 1 GARZ based on the existing unit. Calculations showed that the engine power AMO-F-15 is insufficient for a three-ton class truck, and this problem was solved by processing the transmission, which provided an increase in torque at the wheel. The rear axle gear, built on spur gears, had an increased gear ratio.

The truck's chassis was made in two axles with dependent suspension and 7,00 – 38 size wheels. Single wheels were used on the front axle and dual wheels on the rear axle. Both axles — controlled front and leading rear — were mounted on longitudinal elliptical springs. Rear axles were unloaded using t. They were struts that connected the frame and the bridge. When moving, the bridge passed through the load on the frame, thereby reducing the wear of the springs.


Experienced I-3 during the run in June 1926. Driving - Chief Designer V.V. Danilov. Photo of Wikimedia Commons


The truck was equipped with mechanical brakes without any amplifiers. Brakes were only on the rear axle. Management was carried out with the help of a pedal in the cabin.

The engine was covered with a wooden-metal casing. Functions of the front wall of the hood served as a large radiator. On the side walls of the hood there were blinds. For servicing the engine or other equipment, it was proposed to use a pair of rectangular hatches in the bonnet. A pair of headlights was placed in front of the radiator. Due to the absence of an electric generator, acetylene lighting was used.

The project involved the use of a partially enclosed all-wood cabin. It had a vertical lifting windshield, L-shaped sides with small windows and a horizontal roof. The left side of the cabin was given for the installation of the spare wheel, while the door was provided in the right. Being the "heir" of the White TAD truck, the new I-3 received a left-hand drive. He became the first domestic machine with such a control layout. Due to the new mechanisms, the lever of the serial gearbox was moved from the right side to the center of the cabin, under the driver’s right hand. The driver had a hand horn. The dashboard was missing.

The total length of the I-3 vehicle was 6,5 m, width - 2,46 m, height - 2,55 m. The wheelbase was 4,2 m. The front wheel track - 1,75 m, rear wheel track - 1,784 m. About two thirds of the car’s length was occupied by the cargo area. In the basic configuration, an open body with hinged sides was used, but the possibility of mounting on the frame of other units was not excluded.

The curb weight of the truck was 4,33 tons. The payload was 3 tons, as a result of which the total weight exceeded 7,3 tons. It is easy to see that the curb weight of the I-3 machine exceeded the total weight of the AMO-F-900 truck by approximately 15 and engine load. To compensate for the insufficient power of the 36-strong engine, a new main gear was used, but this did not solve all the problems. The maximum speed of I-3 without load on a good road did not exceed 30 km / h. In addition, fuel consumption rose to 40 liters per 100 km.

On trial and in the series

The construction of two experienced trucks of the new model began in February 1925 of the year. Employees of 1-GARZ decided to present the newest machines by 1 in May, but the lack of the necessary components did not allow to fulfill these plans. Two cars were taken out of the assembly shop only on the anniversary of the October Revolution. The first of the two prototypes had a special package. The cabin for him was collected from oak boards and varnished. The seat of the driver and passenger upholstered in leather. On board the body made the inscription "Soviet car - a support in the defense of the USSR." The second experienced truck was distinguished by simpler trimming and, in fact, was a model for subsequent production vehicles.


Serial truck. Photo of Wikimedia Commons


According to some sources, truck trials began with embarrassment. The first car reacted incorrectly to the steering wheel turns: when it was turned to the right, it entered the left turn and vice versa. It turned out that in the manufacture of the steering mechanism, the worker was mistaken with the direction of the thread. Soon the prototype received the correct part and left the workshop. November 7 - literally the day after the assembly was completed - two I-3 trucks took part in a festive demonstration. Behind the wheel of one of them was the head of development V.V. Danilov.

Two experienced I-3 were run-in at the factory, and then went to more severe tests. In particular, the run on the route Yaroslavl – Rostov – Yaroslavl was conducted. Later, in the summer of 1926, the prototypes passed the route Yaroslavl – Moscow – Smolensk – Vitebsk – Pskov – Leningrad – Tver – Moscow – Yaroslavl 2700 km long. During the tests, trucks collided with the most difficult areas, including deep mud and fords. Cars moved to their goal and overcame all the designated routes, showing good results. So, during the long run of the 1926 in summer, the average speed was 25 km / h.

At the beginning of 1926, the auto industry management approved a new project and ordered the serial production of the newest truck. At the same time, the I-3 machine was recognized as an independent development and made the working index the official designation. In connection with the advent of new tasks, the 1-th State Automobile Repair Plant was renamed to Yaroslavl State Automobile Plant No. XXUMX.

The first serial I-3 rolled off the assembly line at the start of the 1926 of the year. The first few months the equipment was produced according to the original project. In 1927, the designers are headed by V.V. Danilov replaced the old clutch more successful. Also, during serial production, various minor modifications were carried out aimed at correcting newly discovered deficiencies or at simplifying production. I-3 truck production continued until the 1928 year. For more than two years, YAGAZ No. 3 produced no more than 160-170 of such vehicles.

In operation

Serial I-3 were supplied to various organizations from different regions of the country. For obvious reasons, most of this technology was distributed among the operators of the Central Industrial District. In general, the new equipment coped with the tasks and well complemented the other trucks of serial types. However, it was not without criticism. So, the large mass of the car led to significant loads on the steering wheel and brake pedal. As the mechanisms of wear and tear on the driver grew. Transmission gears were not always distinguished by sufficient workmanship, which led to increased noise and vibrations. The cabin had only a windshield, which is why it did not provide comfortable working conditions for the driver.

However, it should be noted that the disadvantages inherent in the I-3 car were also present in other trucks of that time. In addition, in the mid-twenties, our automotive operators did not have to choose - any car had to make its contribution to the development of the national economy.


Fire truck built by one of the auto repair shops on the basis of the I-3 truck. Truck-auto.info Photos


I-3 serial cars left the factory only with flatbed bodies, but there were cars in operation in other configurations. Various auto repair shops dismantled the standard body and put necessary equipment in its place. On the ground, trucks were turned into tank trucks, vans for various purposes, fire engines, and even buses. In the latter form, I-3 could transport up to 20-22 a person with some baggage.

As you can see, the operation of the I-3 trucks continued for the maximum possible time. Operator organizations could not often change the equipment, and they had to maintain existing machines in working condition for as long as possible. As a result, I-3 trucks could serve at least until the end of the thirties. It is possible that some of them were even able to work on the victory in the Great Patriotic War.

However, insignificant volumes of output and imperfection of the structure eventually did their job. Not later than a couple of decades after the start of production, all I-3 completed their service, were written off and went for disassembly or for scrap. As far as is known, no such machine has survived to our time.

Replacement for I-3

The I-3 truck became the first self-developed model of the YAGAZ No. XXUMX, and this provided it with an important place in the history of the domestic automotive industry. Nevertheless, the first sample from the Yaroslavl designers turned out to be not fully successful. The truck was not distinguished by high technical characteristics and proved to be difficult to drive. The design should be refined based on the experience of testing and operation.

The main problem of the I-3 truck was the low power AMO-F-15 engine. The use of a more powerful power plant made it possible to immediately solve a number of problems. In this regard, in 1928, a new project was developed for a car with a foreign engine of increased power. Soon this car went into series. The appearance of the new I-4 truck with increased payload made it possible to abandon the not-so-made I-3. Yaroslavl car builders continued to contribute to the development of domestic industry and national economy.

Based on:
http://denisovets.ru/
https://zr.ru/
http://truck-auto.info/
http://autohis.ru/
http://opoccuu.com/
Shugurov L.M., Shirshov V.P. Cars Country of the Soviets. - M .: DOSAAF, 1983.
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  1. +9
    2 December 2018 07: 41
    The Y-3 truck was the first example of its own development of YAGAZ No. 3, and this provided it with an important place in the history of the domestic automotive industry. Nevertheless, the first sample from Yaroslavl designers was not fully successful.
    The author, it was not necessary to start with this, but with the tsarist government’s attempt to create the automobile industry in the Republic of Ingushetia. This is where the roots of AMO-ZiL, YaMZ begin. "The reasons for the underdevelopment of the domestic automobile industry, of course, were objective circumstances, but there were many subjective reasons. Among them were difficult to explain and even curious. Since 1906, an ill-conceived customs policy has been pursued in the Russian Empire, in which the import of component parts and assemblies of automobiles, as well as machine tools for their manufacture, was subject to exorbitant duties. But at the same time, the import of finished cars was relatively inexpensive, and German manufacturers, probably under the influence of the powerful German lobby in the State Duma, had significant customs benefits. " “In the Soviet years, the ideologically sustained opinion of some historians became widespread that the War Ministry of the Russian Empire deliberately ignored the products of domestic car manufacturers, purchasing, as a rule, only cars from foreign factories. This opinion is wrong! On the contrary, it was primarily the Russian Imperial Army that contributed in every way to the development of the domestic automobile industry ..... Other branches of foreign enterprises were also supposed to start building automobile and automobile assembly plants in Russia: the French company Schneider, the Russian Society of Automobiles Renault "(Renault), FIAT Russian Joint-Stock Company of Automobiles (FIAT), as well as the American company General Motors. The proposal of the latter was immediately rejected “by virtue of the feedback received”, which was obviously not the most positive, while the proposals of domestic firms, the Joint-Stock Company of Aeronautics V.A., were accepted for consideration. Lebedev, Russian joint stock company for the construction of bodies and cars P. Ilyin, Partnerships on shares of the automobile plant of Moscow “Kuznetsov, Ryabushinsky and Co.” (AMO) and Joint Stock Company “Aksay”. After the report, G.G. Mileanta was held a “Special meeting on the need to submit an appropriate submission to the Council of Ministers on this issue” and a preliminary decision was made “in accordance with the opinion of the Preparatory Commission” with a proposal to the Military Council to issue an order for the construction of automobiles for the army to the Russian-Baltic Carriage Works and firms “V.A. Lebedev "," Aksai ", AMO and" Russian Renault. " The article was published in full in the magazine "Truck-press" see the link: http://www.gruzovikpress.ru/article/9337-rojdenie-rossiyskogo-avtoproma-detishche-voyny/ And the common misfortune of all car factories was the lack of production of engines, carburetors, magneto and other components. The trouble with YaAZ was that for its products there were neither engines nor equipment for the production of units, that's why throwing cars from trolleybuses and buses, because it was possible to put what it was.
    1. +1
      25 January 2019 12: 37
      Much that they wanted to do under the tsar-priest. What is it called when you want, but you can't? And the "evil Stalin" wanted and did. Ksati so Peter the Great did. Until now, we use the results of their works.
  2. +8
    2 December 2018 08: 55
    Something in common with today. Also, the lack of its own production and school of automotive engineering. Today they offer licensed production as an engine of progress. But with a license there will be no movement. And so the guys of those years fellows! Worked quickly! Today, such a pace is not available to us, although there is scientific and technological progress, but for some reason it affects the pace for the worse. Compared to today, the technology is just ridiculous. But for those times! It is enough to recall monochrome cell phones and compare with today! And compared to today, they still tried to do it themselves. And succeeded, and made at a good pace! Respect and respect for the ancestors and the social system!
    1. +2
      2 December 2018 11: 00
      Quote: Mister Creed
      Something in common with today. Also, the lack of its own production and school of automotive engineering.

      ?????? A strange saying. And where did our manufacturers KAMAZ and GAZ Group go?
      And so, in general, it’s a pity that the car factory in Yaroslavl was retrained, maybe now there would be its own analogue of KrAZ
      1. +2
        2 December 2018 11: 15
        Nothing strange! GAZ also uses imports. When there was an advertisement for GAZ, an abundance of foreign components surprised me. This is from these, this is from those. KAMAZ is a copy of Mercedes today. I don’t know the Urals. ZIL is dead. Putin was pleased with the appearance of Aurus, we are on a par with France and Germany. Depressing lack of their development. VAZ is a child of foreigners. Everything is based on their development. KAMAZ does not lead on the roads. And it would be nice to have a line of vehicles for Russia. Buses intercity at us I look at all imports.
        1. +2
          2 December 2018 11: 46
          Quote: Mister Creed
          GAZ also uses imports.

          Wait, what's wrong. And KAMAZ uses, here the main thing is not to get carried away, the same GAZ. localize very quickly. Well, what will you do if we have it in Russia. Do not release the entire range of spare parts. And there is nothing wrong here, this allows us to offer customers various modifications of equipment, both for domestic use and for foreign. The realities of the business.
          Quote: Mister Creed
          Ural do not know

          He is now in the "GAZ group"
          Quote: Mister Creed
          KAMAZ does not lead on the roads.

          While. Now, a jump in prices will take place, due to new sanctions, the government will develop a new program to update the vehicle fleet and hundreds of KAMAZ trucks will go, with a Mercedes, far from the worst, booth on our roads.
          Quote: Mister Creed
          Buses intercity at us I look at all imports.

          But the vast majority, released in Russia \
          1. +2
            2 December 2018 18: 43
            we produce almost all components for cars and automobiles, but their quality is low. And manufacturers are not in a hurry to raise it, because components will still be bought because of the price.
          2. Alf
            +1
            2 December 2018 21: 39
            Quote: svp67
            Now the price hike will happen due to new sanctions,

            And our manufacturers will also raise prices.
            Quote: svp67
            Well, what will you do if we have it in Russia. Do not release the entire range of spare parts.

            What to do ? To establish production. Our great ancestors did just that. And in ZIS-5 and GAZ-AA of imported components, I do not remember something.
      2. +5
        2 December 2018 11: 43
        Ask on the road to look and sit in the cab of an American tractor, even in an old fredliner, and then in the KAMAZ cab, and you will understand where our auto industry is located.
        1. +1
          2 December 2018 12: 04
          Quote: Free Wind
          Ask on the road to look and sit in the cab of an American tractor, even in an old fredliner, and then in the KAMAZ cab, and you will understand where our auto industry is located.

          And then go to the site and compare prices and then you will understand exactly where who is. At MAZs and KAMAZs "initial capital accumulation" takes place and experience is gained. And then they buy a foreign car. well, who will save up for what. And the "Americans" are good cars, even excellent ones. but there are big problems with spare parts, even with those one-inch hardware, three types, and they cannot use their own trailers, they are prohibited here.
        2. +3
          2 December 2018 16: 21
          Quote: Free Wind
          and then in the cabin of KAMAZ, and you will understand where our auto industry is located.

          And then drive this free line to where KAMAZ-43118 or the Urals climb, the comparison will also not be in the American’s favor


          Track Chita-Khabarovsk, One of the campsites
          Swamps and impassability, 10 km from the highway, where a decent foreign car does not fit in without special needs. So let's not judge whose auto industry is better. We speak foreign, and abroad they say that what tricks the Russians will not use when creating off-road vehicles, if only not to build good roads
          1. +2
            2 December 2018 16: 49
            I still do not understand what you are proud of - the domestic auto industry or the lack of roads? From your comment, you can conclude that the car industry has two ways - either to make normal cars for normal roads, or cars that can move without roads. Moreover, the second, apparently, claims to be a special one.
            1. 0
              3 December 2018 02: 38
              Quote: Decimam
              Moreover, the second, apparently, claims to be a special one.

              Didn’t you know? In any case, the operation is more expensive, the load is less, the machine is more complicated, and you still can’t achieve comfort like on a main tractor. And for some reason geologists, lumberjacks, builders do not have service centers in the taiga.
              1. +1
                3 December 2018 08: 20
                But how do geologists, lumberjacks, builders elsewhere on the planet come out of the situation?
          2. +1
            2 December 2018 19: 42
            Far Magirus255, is the hard worker still alive?
            1. +1
              2 December 2018 23: 32
              Quote: Free Wind
              Far Magirus255, is the hard worker still alive?

              Caught, not much is left. The last time I saw in Blagoveshchensk, about a month ago, the details of the meeting were not reflected, but he was with the booth, as the MTO cars came. and with the forest was alone. On the BAM track they say more of them, but I haven’t been working lately, I haven’t seen them in large numbers, and the guys say that the rest is valued on the former BAM track
        3. +1
          2 December 2018 17: 30
          Ask on the road to look and sit in the cab of an American tractor, even in an old fredliner, and then in the KAMAZ cab, and you will understand where our auto industry is located.

          Why go so far!?! Just look at the closest competitors ... for example, on DAF. smile

          Interior DAF XF95 4x2 FT Super Space Cab '2002–06
    2. Alf
      0
      2 December 2018 22: 12
      Quote: Mister Creed
      But with a license there will be no movement.

      Why
      Quote: Mister Creed
      Today they offer licensed production as an engine of progress.

      Who and what? Nobody offers a license now, they offer production with the purchase of some parts from the inventor, and these are completely different things.
      1. +1
        3 December 2018 03: 33
        Perhaps incorrectly put it. I apologize. The question is what do you buy finished production. And why is this technology used here you do not know. Those who developed the technology have already filled up cones and found solutions. And you don’t know why. To do this, work must be done, and this is the cost. So we run into optimization. I hope we understand each other. hi
        1. Alf
          +1
          3 December 2018 21: 24
          Quote: Mister Creed
          I hope we understand each other.

          hi
  3. 0
    2 December 2018 11: 46
    The side of the checkpoint was cast iron, sorry but a fact.
  4. +6
    2 December 2018 11: 58
    "Together with other machines in our country, old American-made White TAD trucks were operated. Due to moral and physical obsolescence, such equipment needed to be replaced, and it was decided to carry out its deep modernization. Soon, the Moscow AMO plant developed the White-AMO project, which provided for a serious update existing construction. "
    Regarding the "major update". After the Civil War, there was practically no car park in Soviet Russia. All cars were worn out to the limit, two-thirds of the rolling stock was idle, spare parts were chronically lacking. Few more or less popular cars were involved in the Red Army, so all existing car factories began their activities by repairing what was left.
    Until 1919, while the AMO had in stock purchased in 1916-1917. in Italy, parts, the plant assembled FIAT 15-Ter cars. In 1918, AMO started overhauling cars, motorcycles and tractors, and in 1919 and White trucks - primarily the 3-ton TAD onboard models. At the same time, Muscovites used new Fiat-type radiators, 35-hp Fiat engines, gearboxes and other units made according to Italian models. "Whites", repaired at AMO, radically changed their appearance: many cars were repaired with wooden cabins of their own production. AMO improvised as best he could, and until 1924 brought back to life more than 130 slow-moving "Whites". It was this improvisation that was "legalized" in the form of a complete revision of the blueprints of the 3-ton "White" under the name AMO U-3.
    A curious feature of the AMO-F-15 engine was the lack of separate intake and exhaust manifolds. Their functions were performed by cavities in the cylinder block connected to external pipes.

    Collectors were, but they were cast along with a block of cylinders. Such a system greatly facilitated the start of the engine in the cold season and the operation of the engine in low-grade grades of fuel.
    The role of the fan was performed by a cast steel flywheel of large diameter, eight spiral spokes of which had the shape of blades and created a flow of cooling air through the radiator. This arrangement of the fan (behind the engine) with the front location of the radiator required an airtight casing and a snug fit of the hood sides to the frame.
    1. +7
      2 December 2018 12: 09

      In this picture, the starting handle, carburetor, magneto, flywheel-fan and the engine mounting system to the frame are clearly visible.
  5. +2
    2 December 2018 12: 34
    Thanks for the informative material. Very interesting.
  6. 0
    3 December 2018 07: 46
    And what was the idea of ​​moving the plant from Yaroslavl to Kremenchug?
  7. 0
    25 January 2019 12: 49
    What a pop and parish. It will not be so, the king (king, president, general secretary) lies on the stove, and the people make a fairy tale come true. The elite of RI was satisfied with the state in which they were — degradation, life at the expense of resources, pumping of funds from the people (something that reminds). Under the tsar, aristocracy (Putilov) and merchants could engage in industry. For the aristocracy, it was lower than the plinth to go down; there was enough for the merchants to buy-bring-sell. Limit: manufactory, mills, steamboats. So they took loans in France, they bought everything, including cars, and for the interest on loans the Russian soldier paid with blood in WWII. Did you know that poultry and shoe factories appeared in Russia during the Soviet era? When the king was not there. What kind of automobile industry can there be?

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