The twenties of the last century were the most important period in the history of the domestic automotive industry. New enterprises were built and projects of promising equipment of all main classes were developed. The Yaroslavl State Automobile Plant No. 3 took part in the general program for the development of the automotive industry. At first he performed the functions of 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 Y-3 index.
In the first half of the twenties, the 1st State Automobile Repair Plant (1st GARZ) in Yaroslavl, as its name implied, was engaged only in the maintenance and restoration of existing equipment, mainly of foreign production. The situation began to change in 1924, when the leadership of the automotive industry decided to entrust the enterprise with the assembly of a new sample. This is what led to the subsequent transformation of the 1st GARZ into the Yaroslavl State Automobile Plant No. 3.
From the USA to Yaroslavl
In the first half of the twenties, the USSR had a large fleet of foreign-made automotive equipment. Together with other machines in our country, old American-made White TAD trucks were used. 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 plant AMO developed the White-AMO project, which provided for a major update of the existing design.
The first experienced Ya-3, which received a special cabin and became the bearer of the slogan. Photo Truck-auto.info
In 1923-24, a new project was developed at AMO, according to which they independently built an experimental technique. Soon its mass production could begin, but the industry leadership made a new decision. Moscow car builders had to master the production of a new truck AMO-F-15, and all the documentation for "White-AMO" was to be transferred to Yaroslavl at the 1st GARZ.
The Yaroslavl enterprise at that time had very limited production capabilities, which is why it could not produce White-AMO in its current form. Some of the units had to be ordered from other factories, while others had to be processed for available technologies. Thus, 1st GARZ eventually built a truck that was noticeably different from the basic White-AMO and White TAD.
Work on changing the original project started in the fall of 1924. They were conducted by the design team of the plant, headed by Vladimir Vasilyevich Danilov. Only 14 people participated in the design, including draftsmen-copyists, which created certain difficulties. Nevertheless, the engineers coped with the tasks, and by February of the following 1925 they created the required project. The updated truck fully corresponded to the production of the 1st GARZ and could go into series.
The promising truck was actually a twice redesigned White TAD. At the same time, it was the first own development of the Yaroslavl plant in the field of trucks. The new car from a certain time bore its own designation I-3, indicating the city of manufacture.
In accordance with the Ya-3 project, most of the components and assemblies for the truck were 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 arrive from Moscow. The 1st GARZ was responsible for the final assembly of the vehicles. Subsequently, the Yaroslavl plant underwent modernization and was able to master the production of some new products, which reduced dependence on subcontractors.
Updated design
The Ya-3 truck was a front-engine, rear-wheel drive, bonneted vehicle, equipped with a wooden cab and a cargo area for placing a payload or special equipment. The estimated carrying capacity was 3 tons. From the point of view of the general provisions of the project, the Ya-3 was similar to the White TAD and White-AMO, and also had similarities with the AMO-F-15. However, some design elements set it apart from other trucks of its time.
Scheme of a serial truck. Figure Denisovets.ru
The Yaroslavl car was based on a metal rectangular frame. The 1st GARZ did not have presses of sufficient power, on which it would be possible to stamp frame parts with the required characteristics. Because of this, the frame spars and cross members were made of rolled channel and riveted. Modeled on an American truck, the front cross member 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 Zenit-42 carburetor. It had to be wound up with the front starting handle. The ignition system was powered by magneto; the generator and other electrical equipment were simply missing. A curious feature of the AMO-F-15 engine was the absence 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, experimental trucks Ya-3 had to be equipped with White-AMO gasoline engines with a capacity of only 30 hp, and more powerful AMO-F-15s were installed on production vehicles. There is no reliable information on this, and it is impossible to reconstruct the exact picture. However, it is known that serial trucks were equipped with only 36-horsepower Moscow-made engines.
Initially, the Ya-3 truck was equipped with a multi-plate clutch from AMO. It consisted of 41 discs, placed in a body-bath with oil. Later, in Yaroslavl, an improved dry six-disc clutch was developed and put into production. The first trucks with such a device rolled off the assembly line in 1927. Gearboxes are also in Moscow and were originally intended for AMO-F-15 vehicles. These were mechanical devices with 4 "tractor" gears. Inside the aluminum cast crankcase, spur gears were placed that moved along the shaft. The designers supplemented the gearbox with new controls, which made it possible to move its lever from the side of the cab to its center.
A propeller shaft connected to the main gear of the driving rear axle departed from the gearbox. This gearbox was developed at the 1st GARZ on the basis of the existing unit. Calculations showed that the power of the AMO-F-15 engine is insufficient for a three-ton truck, and this problem was solved by reworking the transmission, which provided an increase in torque on the wheel. The rear axle reducer, built on spur gears, had an increased gear ratio.
The chassis of the truck was made two-axle with dependent suspension and wheels of size 7, 00-38 . Single wheels were used on the front axle, and gable wheels on the rear. Both axles - steerable front and leading rear - were installed on longitudinal elliptical springs. The rear axle springs were unloaded with the help of so-called jet thrust. They were struts connecting the frame and the bridge. When driving, the axle transmitted the load to the frame through them, thereby reducing wear on the springs.
Experienced Ya-3 during the run in June 1926. Driving - chief designer V. V. Danilov. Photo Wikimedia Commons
The truck was equipped with mechanically actuated brakes without any boosters. There were only brakes on the rear axle. The control was carried out using a pedal in the cockpit.
The engine was covered with a wooden-metal casing. The functions of the front wall of the hood were performed by a large radiator. There were blinds on the side walls of the hood. To service the engine or other equipment, it was proposed to use a pair of rectangular hatches in the bonnet. A pair of headlights were placed in front of the radiator. In the absence of an electric generator, acetylene lighting was used.
The project involved the use of a partially enclosed solid wood cabin. She 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 a spare wheel, while the right side provided for a door. Being the "successor" of the White TAD truck, the new I-3 received a left-hand steering wheel. It became the first domestic vehicle with such a control layout. Due to new mechanisms, the serial transmission lever was moved from the starboard side to the center of the cab, under the driver's right hand. The driver had a manual horn at his disposal. The dashboard was missing.
The total length of the Ya-3 car was 6.5 m, width - 2.46 m, height - 2.55 m. The wheelbase was 4.2 m. The track of the front wheels was 1.75 m, the track of the rear wheels was 1.784 m About two-thirds of the vehicle's length was occupied by the cargo area. In the basic configuration, an open body with drop sides was used, but the possibility of mounting other units on the frame 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 Y-3 machine was about 900 kg higher than the total weight of the AMO-F-15 truck. and this put excessive stress on the engine. A new final drive was used to compensate for the insufficient power of the 36-horsepower engine, but this did not solve all the problems. The maximum speed of the Ya-3 without load on a good road did not exceed 30 km / h. In addition, fuel consumption increased to 40 liters per 100 kilometers.
On trials and in series
Construction of two experimental trucks of the new model began in February 1925. Employees of the 1st GARZ decided to present the newest cars by May 1, but the lack of the necessary components did not allow these plans to be fulfilled. Two cars were taken out of the assembly shop only on the anniversary of the October Revolution. The first of the two prototypes was specially equipped. The cabin was assembled for him from oak planks and varnished. The driver's and passenger's seats are upholstered in leather. On the side of the body was made the inscription "Soviet car - a support in the defense of the USSR." The second prototype truck was distinguished by a simpler finish and, in fact, was a model for subsequent production vehicles.
Serial truck. Photo Wikimedia Commons
According to some sources, the truck tests began with embarrassment. The first car reacted incorrectly to the turns of the steering wheel: when it 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 made a mistake with the direction of the thread. The prototype soon received the correct part and left the shop. On November 7 - literally the day after the completion of assembly - two Ya-3 trucks took part in a festive demonstration. One of them was driven by V. V. Danilov.
Two experienced Ya-3s were run-in at the factory, after which they went to more severe tests. In particular, a run was carried out along the route Yaroslavl – Rostov – Yaroslavl. Later, in the summer of 1926, prototypes passed the route Yaroslavl – Moscow – Smolensk – Vitebsk – Pskov – Leningrad – Tver – Moscow – Yaroslavl with a length of 2700 km. During the tests, the trucks faced the most difficult areas, including deep mud and fords. The cars were moving towards their goal and overcame all the designated routes, showing good results. So, during a long run in the summer of 1926, the average speed was 25 km / h.
At the beginning of 1926, the leadership of the automotive industry approved a new project and ordered the serial production of the newest truck. At the same time, the Ya-3 car was recognized as an independent development and the working index was made an official designation. In connection with the emergence of new tasks, the 1st State Automobile Repair Plant was renamed into the Yaroslavl State Automobile Plant No. 3.
The first serial Ya-3 rolled off the assembly line at the beginning of 1926. The first few months, the equipment was produced according to the original design. In 1927, designers headed by V. V. Danilov replaced the old clutch with a more successful one. Also, during mass production, various minor improvements were carried out aimed at correcting newly identified shortcomings or at simplifying production. The production of I-3 trucks continued until 1928. For more than two years, YAGAZ # 3 has produced no more than 160-170 of these vehicles.
In operation
Serial Ya-3 were supplied to various organizations from different regions of the country. For obvious reasons, most of this equipment was distributed among the operators of the Central Industrial Region. In general, the new equipment coped with the assigned tasks and complemented other trucks of serial types well. However, it was not without criticism. Thus, the large mass of the car led to significant loads on the steering wheel and brake pedal. As the mechanisms worn out, the load on the driver grew. The transmission gears were not always of sufficient workmanship, which led to increased noise and vibration. The cab had only a windshield, which is why it did not provide a comfortable working environment for the driver.
However, it should be borne in mind that the disadvantages inherent in the Ya-3 car were also present in other trucks of that time. In addition, in the mid-twenties, our operators of automotive technology did not have to choose - any car had to make its own contribution to the development of the national economy.
A fire truck built by one of the auto repair shops on the basis of the Ya-3 truck. Photo Truck-auto.info
Serial Y-3 cars left the factory only with side bodies, but there were cars in operation in other configurations. Various auto repair shops dismantled the standard body and put the necessary equipment in its place. On the ground, trucks were turned into tank trucks, vans for various purposes, fire engines, and even buses. In its last form, I-3 could carry up to 20-22 people with some luggage.
As can be judged, the operation of the Ya-3 trucks continued for the maximum possible time. The operating organizations could not often change equipment, and they had to maintain the existing machines in working order for as long as possible. As a result, the Ya-3 trucks could serve at least until the end of the thirties. It is quite possible that some of them were even able to work to win the Great Patriotic War.
However, insignificant production volumes and design imperfections did their job over time. Not later than a couple of decades after the start of production, all I-3s completed their service, were decommissioned and went to be disassembled or scrapped. As far as we know, not a single such machine has survived to our time.
Replacement for Ya-3
The Ya-3 truck became the first example of its own design YAGAZ No. 3, and this provided it with an important place in the history of the domestic automotive industry. However, the first sample from the Yaroslavl designers was not entirely successful. The truck did not have high technical characteristics and turned out to be difficult to drive. The design should have been finalized taking into account the experience of testing and operation.
The main problem of the Ya-3 truck was the low power of the AMO-F-15 engine. The use of a more powerful power plant made it possible to solve a number of problems at once. In this regard, in 1928, a new project of a car with a foreign engine of increased power was developed. Soon such a car went into production. The appearance of the new Y-4 truck with increased carrying capacity made it possible to abandon the not-so-perfect Y-3. Yaroslavl car builders continued to contribute to the development of the domestic industry and the national economy.
