YAG-3, YAG-4 and YAS-1. Evolution of the line of Yaroslavl trucks

In 1929, the Yaroslavl State Automobile Plant №3 mastered the production of the country's first five-ton truck I-5. The release of this technology did not last long - it turned off in the 1931 year due to the lack of the necessary engines. However, the growing economy needed five-ton class trucks, and soon YAGAZ presented a new car with the required characteristics. Based on the discontinued I-5, a new model was developed under the name YG-3, which later became the basis for several other machines.

Truck I-5. Photo of Wikimedia Commons

It should be recalled that in the early years the development of the domestic automotive industry, primarily freight, faced serious problems in the field of engines. Soviet industry still could not supply large quantities of all the motors with the desired characteristics, and the import was associated with certain difficulties. Difficulties in finding suitable engines had the most serious influence on the development of Yaroslavl cars.

Motor problem

The first Russian five-ton I-5 was completed with the Hercules-YXC-B gasoline engine with the 93 horsepower. American production. Deliveries of overseas engines, which began in 1929, allowed the construction of a little less than 2300 I-5 trucks, as well as more 360 I-6 bus chassis. However, in 1931, new decisions were made that hit truck production. By this time, the delivery of American engines had ceased, and the stock of such products, according to the order of industry leaders, should have been used in the construction of buses and some other equipment. As a result, the I-5 were left without engines and could no longer be produced in the existing configuration.

Design department of YAGAZ led by V.V. Danilov started a new search for solutions and suitable components to continue the production of five-ton trucks. It was found that the only real alternative to the imported product is the Moscow AMO-3 engine - a copy of one of the Hercules engines. This engine developed power only 66 hp, but did not have to choose. Yaroslavl designers started processing the I-5 machine for a new engine.

Assembly YAG-3. Photo Russianarms.ru

At the design stage, it became clear that the new truck would be significantly different from the previous one, and therefore it should be considered a completely new car. This led to its own designation. By the time the design work was completed, a new nomenclature of Yaroslavl technology was adopted. In particular, the YAG index appeared - “Yaroslavl truck”. To these letters, a number from the engine designation was added, and the finished car was called YAG-3.

The power unit for YAG-3 could only be based on the AMO-3 carburetor engine, which was inferior in performance to the foreign Hercules-YXC-B. For this reason, the new car had to be different from the I-5 for the worse. Calculations showed that the 66-strong engine will force to reduce the load capacity from the original 5 to 3,5 t. However, the designers have found a way to keep this parameter at the same level. To do this, they had to rework the transmission and sacrifice speed.

New modernization

The process of redesigning the I-5 truck to the new YAG-3 was not easy. To install the new power unit required some modifications to the design. In addition, the design department YAGAZ found ways to improve the design of the machine in technical and technological terms. At the same time, the solutions that have already been worked out and checked by time, including those applied involuntarily, remained due to technological limitations.

The basis of the machine remains the same frame, assembled on rivets from standard channels. Its front end was slightly modified in accordance with the design of the new engine, but otherwise it remained the same. The layout has not changed much. In front of the frame were placed the engine and gearbox, behind which was located the cabin. Rama supplemented with a new bumper of greater width, connected with the wings of the wheels.

Truck YAG-4. Figure Carstyling.ru

Under the hood, there was a straight six-cylinder gasoline engine AMO-3 with a power 66 hp, as well as related equipment, including a Zenit type carburetor. The engine of the new type was less demanding for cooling in comparison with the “Hercules”. This has reduced the volume of the cooling system, reduce the cellular radiator, and with it the entire hood. In addition, the number of louvers on the sides of the bonnet has been reduced.

Through a dry clutch, the engine interacted with the AMO-3 gearbox. This product had four forward gears and one reverse. The box was controlled using a standard floor lever. From the box there was a drive shaft connected to the rear axle main gear. As before, the shaft was in a conical casing, which provided a mechanical connection between the bridge and the frame.

The management demanded to keep the load capacity in 5 t, but the engine of lower power did not allow to do this when using the existing transmission. Yaroslavl engineers decided to sacrifice the mobility of the machine. The gear ratio of the rear main gear increased from the original 7,92 to the maximum allowable 10,9. Further change of this parameter threatened with excessive loads and destruction of the aggregates. The redesigned main gear gave an increase in traction characteristics, but significantly reduced the maximum speed.

Chassis remained the same. It consisted of a front axle with single steering wheels, suspended on leaf springs. The rear axle had the same suspension, but was distinguished by the presence of a transmission and a twin-busbar. Both axles were equipped with pneumatic brake system with power amplifier.

Serial YG-4. Photos History-auto.info

The design of the cockpit from I-5 during the development of the YaG-3 has not changed. On the wooden frame were installed boards and metal sheets of plating. The doors were provided on the sides. There were lifting front windows and glazed doors. The latter was equipped with a window regulator. Cab ergonomics, including the composition of government, has not changed.

The cargo area, like the cab, was borrowed unchanged from the previous truck. Used wooden platform with folding sides. In the future, local auto repair shops could remove a regular body and install new devices in its place, which would turn a truck into a special vehicle.

The use of the new engine made it possible to reduce the size of the hood, but in terms of overall dimensions the YAG-3 car did not differ from its predecessor. Length - 6,5 m, width - 2,46 m, height - 2,55 m. Curb weight is almost not changed - 4750 kg. Payload - 5 t. Like I-5, the new car had a full mass of about 9,7 t. Processing the main gear ensured the preservation of payload, but the maximum speed fell to 40-42 km / h.

On the track and on the conveyor

The widespread use of ready-made units and the maximum unification with several trucks of the latest models made it possible to speed up development work on the YAG-3 theme. Already in the first months of 1932, YAGAZ completed the design and soon built prototypes for testing. Design characteristics were confirmed on the tracks. Indeed, the car carried the 5-ton load, but moved more slowly than its predecessor.

YAG-4, view from a different angle. Photos History-auto.info

In a different situation, YG-3 would not go into the series, but the circumstances were in favor of this car. Yaroslavl Automobile Plant could build the necessary number of new trucks, and the AMO enterprise could provide it with the necessary number of power units. Thus, the YAG-3 was worse than the I-5 in a number of characteristics, but at the same time, unlike it, it could be produced further. By the middle of 1932, YAGAZ established a full-scale mass production of new cars with Moscow engines.

Production of the YAG-3 continued until the 1934 year. In about two years in Yaroslavl I built an 2681 car of this model. Only side trucks were built; special equipment at their base was made on the ground by various workshops. Finished equipment was transferred to different structures of the Red Army and national economy. First of all, the five-ton machines were required by the ground forces, construction organizations and the mining industry. Other customers were not ignored.

During operation, serial YaG-3 confirmed their strengths and weaknesses. The main advantage of this car was a high load capacity. In this regard, Yaroslavl trucks at one time had no equal. At the same time, the new car differed from its predecessor in its speed and dynamic characteristics. 66-strong engine made it difficult to disperse and limit the speed. At the same time, some problems characteristic of previous machines remained, primarily related to ergonomics.

New engine and new model

The main problems of the YAG-3 truck were related to the insufficiently powerful power unit based on the AMO-3 engine. At the first opportunity, the Yaroslavl Automobile Plant (the name was introduced in 1933) replaced the existing units with new devices. Such a restructuring affected only the hood equipment and transmission, but the resulting car was decided to be completely new. She was given the name YG-4.

Dump truck YAS-1, body raised. Photo 5koleso.ru

Instead of the power unit from the Moscow AMO-3 truck on the new YAG-4, they suggested using elements of the newest ZIS-5 machine. The engine of the same name developed the power of the 73 HP. and in its construction differed little from the old AMO-3. A four-speed gearbox ZIS-5 was connected to the engine. Installing a new power unit required to modify the existing machine, but did not lead to its radical restructuring.

YAG-3 and YAG-4 did not have any external differences associated with the use of different engines. The only noticeable difference in exterior lay in the size and shape of the front bumper. On the YAG-4, a wider part was used that completely covered the wings of the wheels. Despite the use of the new engine, the main characteristics remained at the same level.

The production of the YG-4 machines was launched in 1934, and the YG-3 construction was halted. The release of the YAG-4 lasted for two years; during this time, it was possible to build almost 5350 trucks. The main recipients of such equipment were the army and various enterprises in need of lifting cars.

In 1935, YAZ developed its first dump truck - YAS-1. This machine was based on the design of the YG-4 and had a number of characteristic features. First of all, it was equipped with a hydraulic pump driven by a new transfer case through a separate driveshaft. Oil came in two hydraulic cylinders, responsible for lifting the body. The rear of the chassis frame has been reinforced to transfer loads from the swing body. The body itself is made on the basis of the existing one. In this case, the sides were fixed and strengthened, and the inner surface was covered with steel sheet. The tailgate was mounted on the axis in the upper part and swung freely with the locks open.

New devices for the YAS-1 dump truck weighed almost 900 kg, which should have led to an increase in curb weight in comparison with the YG-4 basic truck. Because of this, the payload had to be reduced to 4 t. The driving characteristics remained the same. It took 25 seconds to raise and lower the body.

The same type of car from a different angle, you can consider the body structure. Photo of the magazine "M-hobby"

With 1935, YAS-1 and YAG-4 were produced in parallel. Before the base truck production was completed, YAZ managed to build the entire 573 dump truck. Such equipment was intended mainly for construction and mining organizations working with soil and other bulk cargoes.

Family development

The first cars of the YAG brand, built on the basis of I-5, were produced before the 1936 year. For several years, the Yaroslavl Automobile Plant managed to build more than 8600 trucks and heavy-duty dump trucks. This equipment was actively working in various industries and contributed to the construction of our economy. However, despite the possibility of building in large quantities, YAG-3 and YAG-4 did not fully suit the automakers and operators. It required further development of the design and the creation of new samples.

In 1936, the YG-6 truck went into the series. He retained some of the features of his predecessors, but he also had serious differences. For several years, this machine has become the most mass five-ton of the Yaroslavl Automobile Plant. Its assembly lasted until the early forties and was stopped only during World War II. It should be noted that the production turned down due to the unavailability of some units. With their presence, YAG-6 would continue to roll off the assembly line and replenish the fleet of the Red Army, bringing victory closer.

The Yaroslavl truck I-4 became the founder of a whole family of high-load vehicles, and the next I-5 eventually turned out to be the basis for all subsequent cars. When creating the first YG brand vehicles, the development of all previously laid ideas continued, and eventually led to the appearance of the next YG-6 truck. This car of a five-ton class, as well as its predecessors, is worthy separate consideration.

Based on:
http://denisovets.ru/
http://gruzovikpress.ru/
http://autowp.ru/
http://autohis.ru/
http://opoccuu.com/
Shugurov L.M., Shirshov V.P. Cars Country of the Soviets. - M .: DOSAAF, 1983.
Dashko D. Soviet trucks 1919-1945. - M .: Automobile archival fund, 2014.

Comments

[Kot_Kuzya]

It is a pity that the Yaroslavl Automobile Plant was moved to Minsk. In the same way, it is a pity for the Antonov plant, which was transferred to Ukraine from Novosibirsk, and which the horses rode safely. The communists had a very vicious practice of developing the outskirts and national republics to the detriment of the RSFSR. In the RSFSR, people were starving and cold, and the national republics were chic, especially in the Baltic republics, Ukraine and Georgia. I remember when in the 80s I went to Ukraine for work, there was no shortage in stores, no coupons, even in Moscow the range of goods was scarce. And the Ukrainians treated the newcomers from the RSFSR arrogantly and with contempt, openly said that "Muscovites are robbing us, but if it were not for the Muscovites, they would have lived richer than the Germans and the French", they did not understand that they were a subsidized republic and lived off RSFSR. Well, they separated, and it immediately became clear who was feeding whom.

[dvina71]

Quote: Kot_Kuzya

It is a pity that the Yaroslavl Automobile Plant was moved to Minsk.

To Kremenchug ..

[Kot_Kuzya]

And, exactly, in Kremenchug.

On April 17, 1958, a decision of the Central Committee of the CPSU and the Council of Ministers of the USSR decided to create a factory for the production of heavy vehicles on the basis of a combine plant operating in Kremenchug [1]. To organize automobile production, 318 specialists from other automobile plants of the USSR were sent to the plant, another 130 workers of the plant were sent to car factories to undergo practical training, and more than two thousand workers were trained at the plant. The production of heavy trucks based on the YAZ-210 was transferred from the Yaroslavl Automobile Plant.
In the summer of 2018, in connection with the failure to return the borrowed funds, Oschadbank filed a claim for bankruptcy of AvtoKrAZ, on October 11, 2018, the economic court of Kiev opened bankruptcy proceedings [91]. On November 1, 2018, Russia imposed sanctions against AvtoKrAZ

In 1991, Avtokraz produced 25094 trucks, in 2017 only 629 cars. The horses safely galloped through the car factory.

[Ruger-para]

We no worse than them "all" rode from the KAMAZ vehicles there was only a nameplate

[Phil77]

And here I personally am very sorry for the Moscow automobile plants AZLK and ZIL! Which our authorities have quietly * galloped *. Was there really no alternative to eliminating them?

[Rzzz]

ZIL and in Soviet times planned to close. It was inconveniently located, had outdated equipment and was generally ineffective. The construction of the KamAZ plant was part of this plan.

[Phil77]

In place of the former ZIL, the construction of housing is currently underway (it’s not clear to the order-makers), on the base of AZLK the screwdriver assembly either Renault or Peugeot (well, one of these car companies) is naturally not on the same scale. Oh, how many Moscow factories went into oblivion It is mournful.

[Potter]

In the best years 2012-2013, Avtoframos produced 170000 passenger cars at the AZLK territory, and this is by no means a screwdriver assembly (in the part of Logans) with its own hull production. The design capacity is 190000 cars per year. 2017 - about 100000 cars, and the assembly of some of the models is screwdriver.

[Amurets]

Quote: rzzz

The construction of the KamAZ plant was part of this plan.

Like the construction of motor plants in Yartsevo and Kustanai.

[rocket757]

Quote: Kot_Kuzya

It is a pity that the Yaroslavl Automobile Plant was moved to Minsk. In the same way, it is a pity for the Antonov plant, which was transferred to Ukraine from Novosibirsk, and which the horses rode safely. The communists had a very vicious practice of developing the outskirts and national republics to the detriment of the RSFSR. In the RSFSR, people were starving and cold, and the national republics were chic, especially in the Baltic republics, Ukraine and Georgia. I remember when in the 80s I went to Ukraine for work, there was no shortage in stores, no coupons, even in Moscow the range of goods was scarce. And the Ukrainians treated the newcomers from the RSFSR arrogantly and with contempt, openly said that "Muscovites are robbing us, but if it were not for the Muscovites, they would have lived richer than the Germans and the French", they did not understand that they were a subsidized republic and lived off RSFSR. Well, they separated, and it immediately became clear who was feeding whom.

Tell me, do you really think that they wrote the TRUTH?
The only and infallible?
And try to convince this person who traveled around the USSR, from the very beginning of the 80s until the moment when this country was gone, far and wide. Not a tourist or a party functionary, but a specialist, i.e. He lived in hotels, barracks and hostels, worked in high-frequency, factories and Academies of Sciences .....

[Kot_Kuzya]

Is this leaflet also untrue?
Or here’s Kravchuk’s election leaflet before the secession referendum:

[rocket757]

What I wanted to ask, what I see a mistake - statement

Kot_Kuzya (Kuzma Kuzmich) The Communists had a very vicious practice of developing the outskirts and national republics to the detriment of the RSFSR. In the RSFSR, people were starving and getting colder, and the national republics were chic, especially in the Baltic republics, Ukraine, and Georgia.

Where can I find evidence that it was so?
The wrong facts of violations by some leading officials from the party, control and other state administrative structures, violations of the law, moral norms, etc., for which many received what they deserved. It is the facts, the proof that some, elected, republics were fattening when all or part of the country was "bent" through the fault of the country's leadership, the ruling party.
Where is this evidence?
Through the fault of the leadership, specific ruling figures, the whole country experienced a terrible famously, i.e. the majority of the population .... some have not survived, this is documented, there are questions, but more \ less clear.

I remember when in the 80s I went to Ukraine for work, there was no shortage in stores, no coupons, even in Moscow the assortment of goods was scarce.

But I can't understand this at all, because during this period I was winding around the WHOLE country and in most places it was about the same. Those. the difference is everywhere as in the capital, in it or behind the roundabout! Millions of cities, cities with 1 category supply, or ALL the rest. Port cities "icons of our achievements" for foreign tourists, the capital of the republics, regions, or driving away from them not far away.
We had an imbalance of supplies EVERYWHERE, not very different from republic to republic. With its own specificity, of course - wine, nuts and tangerines in Georgia were always and everywhere, like FISH in Astrakhan! - I agree with THIS IMMEDIATELY! I saw, felt, I am ready to swear by my ulcer, "earned" at that time!
I don’t consider the nonsense that the post-Soviet national "tsarki" and their hangers-on began to carry! "Shovel" more than once, the truth is simply NOT there!

[Kot_Kuzya]

As can be seen from the table, only the RSFSR and the BSSR were donor republics. Ukraine is a subsidized republic, Ukrainians consumed more than they produced themselves. The poorest of all lived in the RSFSR, the Russian resident demanded the least, with the exception of the Kyrgyz. The Georgians lived richest, the average Georgians consumed 4 times more Russians.

[rocket757]

Quote: Kot_Kuzya

As can be seen from the table,

A good table, I have nothing against .... I have never argued, it was different! Ate was, where, when, show?
I clarify the known facts and circumstances.
The country was ONE, the economy is EU-sno too! Cooperation, the movement of labor resources and more. Everything and everything was interconnected. Those. typical of any country of similar proportions.
Not everything was harmonious, reasonable ... and I have a lot of questions / complaints about the effectiveness of the Soviet leadership. I don’t give them excellent marks for everything and about everything, according to merit, objectively.
I will not repeat or enumerate what ostentatious activity the country's authorities conducted, the facts are known and discussed more than once. For that, including The Soviet leadership also received assessments, the refusal of the masses to support, fight for them when the time came to choose.
We all lost, the working people, but it was the leaders of the country and their entourage who began to dig the grave for the Country of Soviets.

[X Y Z]

Quote: rocket757

But I can’t understand this at all, because during this period I wandered across the whole country and in most places it was about the same.

Are you serious? Such a statement is even ridiculous to consider. Either you have something with memory, or you write it for some strange purpose. For example, I can give you cities and entire zones where dairy products were on coupons (for example, Crimea) and where cottage cheese was 5 ... 6 varieties (2, 4, 6, 8, 12%), absolutely free (Baltic). This was not even in Moscow. There, basically, there was just cottage cheese and no choice. And this is just one example. In Russia, they lived much poorer (except for capitals) and it is even stupid to prove to us who lived in those days.
Your statements not only distort history, but also insult those at whose expense prosperity was built in the national suburbs.

[rocket757]

He specifically wrote that there was ostentatious abundance in some cities!
Let us recall the anecdote of the Soviet period - from the speeches of the leader "In principle, we have everything! And how then the old woman was looking for this shop in the capital. PRINCIPLE!"
So it is in the whole country. And in the Baltic states, you drive away from the center, port, tourist places and mustache. Abundance ends there.
The simple, laboring people EVERYWHERE LIVED ABOUTLY SIMILAR. with local specifics, as usual. Somewhere grapes, tangerines, nuts everywhere and everywhere, but somewhere Riga Balsam, Bouquet of Moldova, Old Thomas, Rice Vodka everywhere and until 22 p.m. !!!
The country is huge, the climatic zones are different, the supply is in different categories .... for example, we had for example sturgeon and tomato stores until all this was replaced by Seaweed in banks! And I remember the coupons, already two periods in the days of the USSR!
Then sho started going on, this is a separate issue.
In short, there is a lot to remember.
One thing I know for sure, I saw, the Soviet leadership did not seek to exalt anyone specifically, at the expense of others ..... here was the window dressing and other distortions WERE !!!

[X Y Z]

You just throw in words, without giving any justification. You would be placed in the cities of the Russian Volga region in Soviet times. That would be an educational effect! Such a poor and lack of food I have not seen anywhere. But in Tartu, I saw with my own eyes Montana's Eurojeans and, moreover, on sale. True, the locals tried not to sell such goods to Russians. The Baltic states were a showcase of the USSR and denying this is stupid and immoral.

[rocket757]

Quote: XYZ

You just throw in words, without giving any justification. You would be placed in the cities of the Russian Volga region in Soviet times. That would be an educational effect!

LET'S TURN TOGETHER !!! I am from the very "STUNNING" VOLGA REGION !!!
Consider ALL CONSCIOUS life lived HERE !!!

Quote: Kot_Kuzya

we in Leningrad in the RSFSR were hungry!

I studied in LENINGRAD, served, participated in the cleansing operations under ANDROPOV and during floods I looked for homeless people in flooded basements !!! I have been on business trips a couple of times a year .... on the cruiser ANDROPOV, including, almost to the very, until the very moment when the country began to fall apart! and you want to tell me something ??? In what year was the famine in Leningrad? In the blockade? just write, I'm a victim of someone there ...

[X Y Z]

LET'S TURN TOGETHER !!! I am from the very "STUNNING" VOLGA REGION !!!
Consider ALL CONSCIOUS life lived HERE !!!

So let's get together and think about why you cheekily distort the story. Because I do not believe that you, living in Kostroma or Kineshma or Ivanovo, considered yourself wealthier than the inhabitants of the Baltic or Transcaucasia. The fact that they lived better is an axiom, no matter how you spread feathers and fountains of verbiage. It is proved and proved by historians, economists and politicians. So waste your effort. Nobody believes you. And the fact that they do not refute it massively is understandable. Nobody argues with a child when he tries to prove to adults that the Earth is flat. It's pointless.

[rocket757]

Quote: XYZ

It is proved and proved by historians, economists and politicians.

WHERE, WHOM, WHEN?
An empty argument, for the sake of arguing.
Now if

Cat_Kuzya (Kuzma Kuzmich) March 31, 2019 00:25

provided a real table of statistics, this is an argument, this is a FACT!
I pointed to his concrete statement

The Communists had a very vicious practice of developing the outskirts and national republics to the detriment of the RSFSR. In the RSFSR, people were starving and getting colder, and the national republics were chic, especially in the Baltic republics, Ukraine, and Georgia.

I consider it untrue, not accurate, distorted !!!
By the way, he just did not insist anymore on that ......
The dispute turned into the plane who saw what, who understood what, in fact, "I'm right because I'm right"!
Will not work! because they mixed EVERYTHING in one pile, no one proves anything .....
bazaar squabble, nothing more.
Do you want to prove something? Then - Events, dates, last names and documents confirming that, at least links to them .... it will be a conversation.
No and not here.
PS not for the Communist Party and other leading parliamentaries, I do not want Schaub, we repeated the same mistakes !!! And it all starts with a distortion of history .... it's an old rake.

[X Y Z]

Yes, at least you bothered to read the materials published here sometimes - http://www.velykoross.ru/news/all/article_4865/?utm_source=finobzor.ru

[rocket757]

This is a fact that cannot be disputed in any way, because SUCH A LOT!
Only evaluate them in different ways! The Soviet leadership pursued a policy of development of ALL territories of the country !!! Not at the expense of others, but for the equal use of labor, natural and other resources ..... a planned economy, however.
For example, VEF 202 still works for me, I plowed it, but it is MUCH BETTER than Chinese junk! And a lot of other things sho in the former suburbs was made then used all over the country!
I call only for one thing, for objectivity.
Therefore, I affirm, distortions, for one reason or another, WERE! But there was no policy to arrange the life of some peoples, republics, at the expense of others.
I believe that the ENEMIES of our Great country have muddied such a confrontation, who, why and why has picked up this heresy, I can’t judge, the enemy and the fool are equally dangerous in our situation.

[Kot_Kuzya]

I will tell you: we in Leningrad in the RSFSR were hungry! We really had nothing to eat, and from that we went to Tallinn, Riga and Moscow to buy, otherwise we would simply have died of hunger!

[Ruger-para]

What kind of years are these? -In Karelia, we all had an acre of sausages! -And my relatives went just to Leningrad to buy sausages for a walk and even go for a walk just like that - the USSR is not Russia. Could easily go for a walk in St. Petersburg to buy cho it is necessary, my father, for example, in St. Petersburg at 83 went to get a tape recorder there with a special reel.

[Kot_Kuzya]

1989-1991 were the most hungry, in stores except for seaweed in cans there was nothing.

[Ruger-para]

We don’t — in Karelia, or rather in Petrozavodsk I don’t remember — I normally ate 89-90, I don’t remember going hungry directly — the counters were empty, but the necessary thing seemed to be present. In the 80s, before 89 it was almost all very good quality. even the fish dumplings were delicious

[Blacksmith 55]

I completely agree, the RSFSR fed all the republics.
I think the party did this so that there would be no discontent on the outskirts.

[rocket757]

The imbalance was! But not everywhere and not absolute.
Soviet Power sought to develop everything and everywhere! Successfully, not successfully, in different shorter ways.
By the way, in what BIG country does it happen, sho all territories, administrative units are developing the same way ???
Tell us, did you miss something on events in the world?

[Amurets]

Quote: Kot_Kuzya

It is a pity that the Yaroslavl Automobile Plant was moved to Minsk.

Automotive production in Yaroslavl was completely torn apart due to the fact that an engine was required for both the army and the national economy. For MAZ, YAZ-204 engines on the MAZ-200 and its modifications were required. Automotive modification of the tank engine V-2 D-12 diesel for heavy trucks MAZ-525, MAZ-530, and subsequently for the first series of BELAZ trucks. Before the war, YaAZ produced automobiles, but did not have its own engine production, after the Second World War, when its own engine production appeared, the trucks had to be given to other plants.

[karabas86]

It was not the factory that was moved, but the production of cars. and the plant was transferred to the production of engines.

[2329 Carpenter]

What to say: helpful article. Some breaking of stereotypes about cars of the 30s: otherwise there is basically a "lorry" in their heads and nothing else.
But it turns out that the YAG has invested quite well in industrialization.

[rocket757]

The article is interesting and useful. It is not superfluous to know how and what CREATED, BUILT, our ancestors.

[lucul]

I read the article .....
Hmm, once again I am convinced that it was not necessary, in those days, to spare money for R&D in engine building. What is in the automotive industry, what is in aviation engine building, what is in naval diesels. After all, the machine is being built around the motor - this is well shown in the article. The communists understood this only after the war.
What do you think, instead of 100 tanks, as suggested by Tukhachevsky, it was possible to develop engines that were completely superior to the existing ones, and what a bonus this would give us during the war (especially aircraft engines).))
Here’s the balance sheet for you — it’s much better for the state to spend money on quantity or quality)).

[Alf]

Quote: lucul

Hmm, once again I am convinced that it was not necessary, in those days, to spare money for R&D in engine building.

You can create a great engine, but what good is it if the industry is not able to manufacture it. An example is the beautiful T-50 tank, which came close to the T-34 in terms of cost and laboriousness.

Here’s the balance sheet for you — it’s much better for the state to spend money on quantity or quality)).

The Germans decided this issue in the direction of quality - the result is a Soviet soldier with PPSh on the T-34 in Berlin, and not a decent soldier with the MP-44 on the Tigris in Moscow.

[rocket757]

Quote: lucul

Here’s the balance sheet for you — it’s much better for the state to spend money on quantity or quality)).

As above wrote

Quote: Alf

Alf (Vasily. USSR) Today, 21: 51

For the period of the beginning of industrialization, the Country of Soviets had a problem of choice, and this is the line that defines a lot, if not EVERYTHING!
THERE WAS NOT in the country too much of the most necessary! Why were car cabs plywood? From metal is better, more technological !!! And so on almost any problems, wherever you look!
Sales now have a LOT of problems, albeit not such catastrophic ones, which can / should be solved only by ourselves, because NOBODY will rush to help us! This is a payback for the "dashing \ fun" 90 years .... and we will pay for a long time, because we are in no hurry to get out of there, or we are in no hurry! from which side to look!

[Kot_Kuzya]

An example is the beautiful T-50 tank, which came close to the T-34 in terms of cost and laboriousness.

T-50 did not have time to put into series, they planned to start production in series in the 4th quarter of 1941, but the war began. If they began mass production of the T-50, then the cost of the tank would fall at times. How can a 14-ton tank with a 6-cylinder engine and a 45 mm gun cost almost like a 26-ton tank with a 12-cylinder engine and a 76 mm gun?

[Alf]

Quote: Kot_Kuzya

How can a 14-ton tank with a 6-cylinder engine and a 45 mm gun cost almost like a 26-ton tank with a 12-cylinder engine and a 76 mm gun?

Compare the cost of stamped PPSh and milled Thompson. There is another technological indicator, machine tool intensity and manufacturability.

[Kot_Kuzya]

And due to what is the T-50 so expensive? The case is the same as the T-34 is welded from rolled sheets, the V-4 engine is half of the V-2 standing on the T-34. The 45-mm cannon is well-established in production, the suspension of the tank is torsion bar, cheaper than the spring-loaded spring on the T-34.

[Alf]

Count for yourself. 150 thousand for the T-50 and 166 thousand for the T-34.

[Kot_Kuzya]

150 thousand for a single issue of T-50? Then how much would it cost in the series? Judging by how the price of the T-34 fell in the series, it can be assumed that the price of the T-50 would fall to 50 thousand.

[Alexey RA]

Quote: Alf

Count for yourself. 150 thousand for the T-50 and 166 thousand for the T-34.

How lovely. And this is nothing that compares the cost of the serial T-34 after two years of production (with constant upgrades in terms of cost reduction) with the cost of the "three-month" T-50 of the first series?
I’m afraid that at the prices of T-34 of plant No. 183 you did not put the frame there. It was necessary to take T-34 as a reference point for a similar production period - that is, 1940. And we get 429 thousand for the T-34 against 150 thousand for the T-50.

[Potter]

Regarding the cost of the T-50 - this is often a duplicated misconception. The cost of its production in Omsk, for which everything was already ready, was estimated at 90000r per car, while the T-34 at supermassive production at UVZ cost 166000r, and at other plants, including in Omsk, after organizing it there, about 300000r .
The reason that the T-50 did not go was precisely in the engine, more precisely, in its absence. 15 cars in Omsk were assembled from a reserve of engines, which was plucked by the director of the Kirov plant Zaltsman. 300 6-cylinder engines were installed on the HF, for which there were no diesel engines!
There was hope for the production of diesel engines just at YaAZ, by 1942 the American equipment had already been mounted, but the Germans bombed the plant, the wooden workshops with the equipment burned down. The second attempt with the GMC 71 series diesel engines (we have the YAZ-204 and YAZ-206) was successful only by the end of 1944.
So the bike was born about a high price (based on the price of the first pre-war machines). In the T-34 of the first series, it was also many times higher.

[Kot_Kuzya]

Many thoughtlessly repeat to the enemy about the prohibitive high cost of the T-50, supposedly it was almost equal in cost to the T-34. But how could a 14-ton tank with a 6-cylinder engine and a 45-mm gun cost as much as a 26-ton T-34 with a 12-cylinder engine and a 76-mm gun? This is despite the fact that the armor sheets of the T-50 were 37 mm thick, and not 45 mm like the T-34, therefore, the body of the T-50 was cheaper, since welding 37 mm is easier and faster than 45 mm sheets.

[Amurets]

Quote: Potter

300 6-cylinder engines were installed on the HF, for which there were no diesel engines!

I did not come across this, if only they put a pair of V-4 diesel engines. "At the plant No. 75, a 6-cylinder diesel engine V-3 with a capacity of 250 hp was created, and after its forcing - 300 hp. Diesel V-3 has successfully passed 100-hour running field trials in a caterpillar tractor" Voroshilovets ", And then in June - September 1940 and in the BT-5 tank. On a caterpillar track on various roads BT-5 with a V-3 engine covered more than 2600 km. However, due to insufficient power, the engine did not find application in combat vehicles Later, this modified diesel engine, already under the designation B-4, was adopted for the T-50 light tank. " http://www.propulsionplant.ru/stati/stati-studentov/tankovye-dvigateli-perioda-velikoi-otechestvennoi-voiny.html
But at the beginning of the Second World War, when the factories were evacuated, a tank modification of the M-34 aircraft engine was placed on the KV and T-17 tanks. I met this often.

[Potter]

According to M. Svirin in the 2nd volume of his tank trilogy.

[Potter]

I will add - M. Svirin wrote about 200 (and not 300, as I wrote from memory) V-4 diesels assigned to ChKZ. And that they were used to ensure the release of KV tanks. M-17 engines were also used, about 100 tanks were released with them.
As for YaAZ, it was planned to produce both V-4 car and tank diesels on equipment that died in a fire after the bombing.

[Ruger-para]

They understood this even before the war and tried to make motors, but there was little experience.

[Fedorov]

I never would have thought. But I have USSR postage stamps with a series of YAGs, I trifled a trifle from my father’s uniform, saved it, bought it, went to search by albums, had not looked in for a long time — about a dozen years.

[tolancop]

Quote: lucul

I read the article .....
Hmm, once again I am convinced that it was not necessary, in those days, to spare money for R&D in engine building. What is in the automotive industry, what is in aviation engine building, what is in naval diesels. After all, the machine is being built around the motor - this is well shown in the article. The communists understood this only after the war.
What do you think, instead of 100 tanks, as suggested by Tukhachevsky, it was possible to develop engines that were completely superior to the existing ones, and what a bonus this would give us during the war (especially aircraft engines).))
Here’s the balance sheet for you — it’s much better for the state to spend money on quantity or quality)).

You need to grow to a certain level of production.
The product is not enough to develop, it still needs to be made for adequate money. We need materials, devices, machinery, technology, a certain level of engineering and workers. This is a complex, throw out one of the components and get 0 at the output.

[Vladimir Teplov]

On this car it was necessary to put the engine from the T 50 tank, a half of the B 2 engine and a wonderful powerful car was obtained