473:
374:
488:, which was considered relatively advanced at the time despite being a development of a unit that had originated back in 1928. The 3485 cc unit produced 76 PS (56 kW; 75 hp), which was far more power than that produced by the Ford designed units that had powered the earlier M-1s. The necessary drawings were purchased in 1937-38, and after all the measurements had been converted to their metric values the necessary tooling was created and volume production of this engine, now designated as the
386:), although it appears already to have been intended that production cars, like the Ford on which they were based, would use V8 units. Documentation was transferred by Ford in accordance with the terms of the technology sharing agreement and the first prototype was unveiled in February 1935. A major innovation for the manufacturer was the all-steel body, although at this stage the roof was still reinforced using timber side rails and was coated with synthetic “leatherette” fabric.
29:
423:
on the same technical drawings as those used for the Ford engine, but Ford has sent only drawings. The GAZ development team had not had access to the actual Ford engine as fitted in
Detroit, and so any necessary interpretations of the technical drawings were their own. The GAZ engineers also redesigned the front wings which left the Russian car with a more elegant shape which provided better protection from the elements for the front suspension.
354:, for the production of all steel car bodies. The new approach used far more complicated steel pressings than had hitherto been possible, and the same new techniques were adopted by the more prosperous of the volume auto-makers in the west of Europe through the 1930s. GAZ’s western technology partner, Ford, took a conservative approach to these developments, but during the early 1930s they, too, would join in the switch to all-steel car bodies.
557:
565:
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chassis featured an X-shaped cross member making it far stronger. The suspension was more modern and the road holding more sure-footed. Under the bonnet/hood the car came with automatic ignition, while the cabin featured front seats that could be adjusted, sun-visors, along with an electric fuel gauge, and windows which could be swiveled into an open position.
337:. It would be many years before passenger cars became available for private buyers in the Soviet Union, and passenger cars at this stage were produced for official and military use. By the time the GAZ-A was being produced in the Soviet Union, the western original Ford Model A was already becoming superseded in its western markets, and the politicians and
406:
431:
The M-1 represented a huge advance over its predecessor in many respects. Most obviously, it came with a body that used the “all-steel” approach of the more modern western designs (despite retaining timber structural elements in the roof frame) and, unlike its predecessor, a permanent fixed roof. The
422:
The development of the M-1 involved many changes to the Ford on which it was based, so that many came to view the
Russian car as a separate model. The rather primitive Ford suspension was completely redesigned to cope with local conditions, and matched to strong steel wheels. The V8 engine was based
341:
looked for a way to reduce dependence on imported components and replacement parts. The version of the Ford adapted for Soviet production was an open topped car which was unsuitable for the winter climate encountered in most of the country, and the cars were felt to be unreliable and insufficiently
440:
The engine was more powerful and more durable. Maximum output rose from 40 PS (29 kW; 39 hp) to 50 PS (37 kW; 49 hp), supported by a compression ratio increased to 4.6:1 and a new carburetor design. The new engine came with a fuel pump whereas its predecessor had
345:
There had therefore been various attempts to modify the GAZ-A using locally designed elements, but the body structures in question had used traditional timber frames with panels attached, which were labour-intensive to produce and excessively prone to deform. In the
389:
In 1936 the M-1 replaced the GAZ-A on the manufacturer’s production lines, with the first two cars produced in March of that year and volume production starting in May. By the end of 1936 the plant had produced 2,524 GAZ M-1s, and in 1937 an M-1 was displayed in
357:
The Soviet Union was keen for the same technology to be applied at the GAZ plant in Gorky, exploiting the ten-year technology sharing agreement which had been signed with the Ford Motor
Company in 1932, and which at this stage remained more or less intact.
523:, was completely mastered. After the production of GAZ 11-73 was finished, its role was taken up by the GAZ-M20 Pobeda, which however had a four-cylinder engine. Instead, the six-cylinder engine would be used on the larger and more luxurious
463:
Most of the cars were painted black with a thin red stripe down each side. The seat covers were of thick cloth material coloured grey or brown, while the interior décor was characterised by painted metal, albeit combined with some wood trim.
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version based on the M1. During the later years, it was modified with GAZ 11-73 parts, including a new grille and engine. Only 1-2 prototypes were built. All of them were destroyed in the bombing of the factory during the
535:
Plans to develop a dedicated taxi version of the M-1 were never fully realised, but there was nevertheless a demand for taxis in some cities which the M-1 fulfilled. The first 20 cars produced were introduced as taxis in
381:
Specifically, the first prototype for the GAZ M-1 was based on the 1934 Ford Model B 40A four-door sedan. The prototype was powered by a four-cylinder engine (a modified version of the one used in its predecessor the
395:
283:
Systematic production ended in 1941, but the factory was able to continue assembling cars from existing inventory of parts and components until 1943. In total, 62,888 GAZ M1 automobiles were produced.
480:
Towards the end of the 1930s the decision was taken to replace the by now rather dated Ford designed side-valve engine. Again, the manufacturer turned to the US auto-industry, this time to
313:
The car has subsequently become an icon of its time in Russia, having been relatively popular, and featuring in film and photographic images of a defining period in the history of the
682:
In addition to these variants, a special model of the GAZ-M1 had been developed in 1938 for the NKVD agents. It was powered by a high-performance version of the
367:
451:
The three speed manual transmission now featured synchromesh in the upper two ratios, and was the gear box that would be carried forward to the replacement
686:
engine, which was directly imported from the U.S. rather than built locally. During the war, most of these engines were removed from M1s and put into
265:
101:
656:
GAZ-M1 V8: Variant for NKVD with imported 65 hp Ford V8s. Most of the engines were removed in 1941 and were installed in T-60 tanks.
366:
Work began in 1933/34 on a replacement for the GAZ-A, again using a (newer) Ford model as the basis. The model in question was the
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802:
160:
511:
When equipped with the six-cylinder GAZ-11 engine, the car received a new radiator shroud and longer bonnet, and was designated
707:
678:
plant and some parts from an unrestored GAZ-M1. The body was newly-made from fiberglass. In 2010 the replica was completed.
628:
GAZ-M21: Prototype 6x4 truck version with GAZ-AA cab. Produced in 1936; rejected as too complex and replaced by the GAZ-61.
671:
792:
782:
330:
144:
578:
GAZ-M1: Main production version. Produced 1935-1941, although assembly of available stock continued into 1942.
373:
674:. In 2006 a Russian company started building a replica of the GL1 using both old surviving drawings from the
787:
683:
581:
GAZ-M1 phaeton: Prototype phaeton-bodied (four-door convertible) version of the GAZ-M1. Produced in 1937.
603:
GAZ-11-40: Prototype four-door convertible version. Produced in 1940; all later rebuilt to GAZ-61-40.
135:
333:, built under license/technology sharing agreement with and using parts purchased from the American
797:
350:
car body construction was changing radically during the later 1920s, using technology pioneered by
287:
149:
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334:
86:
540:
in 1936, and by the late summer of 1939 there were 20 of the cars being used for taxi work in
96:
28:
303:
544:. By that date there were 465 registered for taxi work in Leningrad and a further 2,740 in
485:
413:"special issue" postage stamp of 2012 reflects the car's enduring iconic status in Russia.
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370:, which was becoming available with a wide range of different bodies in North America.
238:
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776:
398:. The letter ”M” was included in the car’s name as the plant's name included that of
351:
314:
68:
764:
753:
662:
GAZ-NATI-VM: Prototype halftrack with sedan and truck bodies. Produced 1937-1938.
519:. Production of this variant ended in 1948 when production of its successor, the
209:
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666:
524:
497:
243:
687:
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GAZ-11-73 (GAZ-11): Passenger car version. Produced 1940-1941 and 1945-1948.
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299:
175:
111:
405:
615:
GAZ-61-415: Prototype pickup-truck version of GAZ-61-73. Produced in 1940.
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as well as various military applications such as tanks and gun carriages.
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295:
609:
545:
505:
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445:
410:
277:
123:
73:
742:
World in Motion 1939 - The whole of the year's automobile production
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GAZ-M25: Prototype 7-seater car based on GAZ-M21. Produced in 1938.
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563:
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404:
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372:
326:
307:
227:
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engines, and a four-cylinder variant of it was also used in the
675:
484:. The engine selected was the six-cylinder unit fitted to the
396:
International
Artistic and technical exhibition of modern life
269:
44:
606:
GAZ-11-415: Prototype pickup-truck version. Produced in 1940.
584:
GAZ-M45: LPG-fueled version of the GAZ-M1. Produced in 1941.
347:
377:
Rear view of the GAZ-M415, a light truck version of the M1
492:
unit, began in 1940. The same unit was the basis for the
286:
Much of the car’s production period coincided with the
618:
GAZ-41-416: Prototype light artillery tractor version.
302:. Various special versions were produced such as the
342:
robust for the relatively harsh
Russian conditions.
325:
The Soviet Union’s first passenger car had been the
590:
GAZ-MS: GAZ-M1 chassis for mounting armored bodies.
587:
GAZ-M415: Pickup truck version. Produced 1939-1941.
329:, produced between 1932 and 1936, and based on the
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444:The same engine was subsequently installed in the
504:. It also found its way into the all-wheel drive
744:. Belvedere Publishing, 2015. ASIN: B00ZLN91ZG.
441:depended on a gravity driven fuel-feed system.
8:
476:GAZ-11-73 (also referred to as the GAZ M-11)
290:, and many, as they were commonly called,
27:
18:
272:between 1936 and 1943, at their plant in
214:1,370–1,450 kg (3,020–3,197 lb)
264:”) was a passenger car produced by the
699:
736:
734:
732:
730:
728:
653:: Light armored car on GAZ-M1 chassis.
7:
288:Great Patriotic War (World War II)
14:
612:: 4x4 version. Produced 1941-1945
515:, sometimes referred to as the
102:Front-engine, rear-wheel-drive
1:
188:4,625 mm (182.1 in)
180:2,845 mm (112.0 in)
754:О двигателях ГАЗ-20 и ГАЗ-11
448:, an upgrade of the GAZ-AA.
362:Development and introduction
204:1,780 mm (70.1 in)
196:1,770 mm (69.7 in)
436:The engine and transmission
819:
690:tanks for the war effort.
26:
803:Cars introduced in 1936
276:(now Nizhny Novgorod,
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561:
477:
414:
378:
331:Ford Model A (1927–31)
72:(now Nizhny Novgorod,
623:Three-axle prototypes
573:Four-cylinder version
567:
559:
475:
408:
376:
310:armoured car models.
133:GAZ-M (Ford L-head-4)
56:1940–1948 (GAZ 11-73)
595:Six-cylinder version
455:in the later 1940s.
672:Great Patriotic War
418:Local modifications
793:Soviet automobiles
783:GAZ Group vehicles
765:О двигателе ГАЗ-11
570:
562:
478:
446:GAZ-MM light truck
415:
400:Vyacheslav Molotov
379:
335:Ford Motor Company
294:were used by the
250:
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143:GAZ-11 (Chrysler
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210:Kerb weight
81:Body and chassis
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141:3.5 L (218 ci)
131:3.3 L (201 ci)
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788:Cars of Russia
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645:Other variants
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560:GAZ-VM phaeton
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521:GAZ-M20 Pobeda
502:GAZ-M20 Pobeda
469:
468:Engine upgrade
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453:GAZ-M20 Pobeda
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239:GAZ-M20 Pobeda
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165:3-speed manual
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91:Passenger car
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16:Motor vehicle
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715:. Retrieved
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702:
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512:
510:
489:
479:
462:
450:
443:
439:
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388:
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368:Ford Model B
365:
356:
352:Budd Company
344:
324:
315:Soviet Union
312:
291:
285:
282:
261:
257:
253:
251:
246:(6-cylinder)
241:(4-cylinder)
161:Transmission
142:
132:
69:Soviet Union
41:Manufacturer
740:Odin, L.C.
717:16 December
708:"ГАЗ 11-73"
527:from 1950.
304:GAZ M - FAI
230:(1932–1936)
224:Predecessor
152:(1940–1943)
138:(1936–1940)
798:1940s cars
777:Categories
694:References
667:racing car
525:GAZ-12 ZIM
498:GAZ-12 ZIM
321:Background
300:staff cars
268:automaker
244:GAZ-12 ZIM
219:Chronology
170:Dimensions
118:Powertrain
51:Production
712:SSR Hotel
665:GAZ-GL1:
610:GAZ-61-73
538:Leningrad
513:GAZ-11-73
235:Successor
176:Wheelbase
112:1932 Ford
54:1936–1943
637:GAZ-M24:
634:GAZ-M23:
631:GAZ-M22:
552:Variants
531:Taxi use
517:GAZ M-11
486:Dodge D5
482:Chrysler
427:The body
409:This 15
339:Red army
145:flathead
61:Assembly
36:Overview
684:Ford V8
659:GAZ-M2:
568:GAZ-GL1
394:at the
108:Related
546:Moscow
506:GAZ-61
494:GAZ-51
490:GAZ-11
459:Finish
411:rouble
278:Russia
266:Soviet
254:GAZ M1
201:Height
185:Length
124:Engine
97:Layout
74:Russia
22:GAZ-M1
651:BA-20
542:Minsk
392:Paris
384:GAZ-A
327:GAZ-A
308:BA-20
292:Emkas
274:Gorky
228:GAZ-A
193:Width
87:Class
65:Gorky
719:2022
688:T-60
496:and
306:and
296:army
262:Emka
258:Эмка
252:The
676:GAZ
298:as
280:).
270:GAZ
260:“/”
45:GAZ
779::
727:^
710:.
548:.
402:.
348:US
317:.
256:(“
150:I6
136:I4
76:).
67:,
721:.
147:)
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