Travels

The legendary Studebaker car in all its details

US6 (6×6)

Studebaker US6 trucks almost did not consist of equipping the US Army. This was due to the fact that their engine Hercules JXD did not pass at the standards accepted at that time, as a result of which the corporation “Studebaker” lost the competition to the companies “General Motors“And” International Harvester “. Therefore, most of the output was exported to other countries.

The legendary Studebaker car in all its detailsDevelopment

In February 1940, the first military 1,5-ton truck K15F (4×4) appeared, unified with the civil series K25 and equipped with leading bridges “Timken” (Timken).

On its basis, by simply adding the third leading bridge, a 2,5-ton version of K25S (6×6) was created, at which, in early 1941, an order for 4724 vehicles was received from the military department.

The legendary Studebaker car in all its details

GMC CCKW

At the same time, the company was offered to organize the assembly of a more advanced 2.5-ton army vehicle CCKW (6×6) developed by General Motors Corporation, but by that time a 2.5-ton US6 truck (6×6) had already been built on the Studebaker, based on the K25S model, with a flat paramilitary radiator lining, rectangular front wings and a woodmetal body with a tent and folding benches for 16 seats.

The legendary Studebaker car in all its details

Recycled GMC CCKW with open cab

The disadvantage of the car (in comparison with the USSR technique of that time) was the fact that the Studebaker US6 required quality lubrication and fuel with an octane rating of at least 62. Because of the constant overload, clutch disks and rear axle stockings were broken. But this did not prevent the use of separate Studebakers US6 in the USSR until the middle of the sixties and even before the end of the 1980s, especially since the rest of Lend-Lease trucks in overwhelming majority had even greater compression and consumed even more high-octane gasoline.

Test drive Studebaker US6: honesty in American style

Externally, “Studer” is very different from Soviet trucks of the military era. No angular forms, characteristic of our ZiS and “lorry.” And if you put them side by side, you will certainly notice the difference in the dimensions of the machines, and only the cat Basilio will not notice the main constructive difference – the “American” has three axes. The wheel formula is 6×6, and there is no doubt that the front axle is leading: the crankcase is clearly visible from under the high cabin of the car. There was also a 6×4 modification, but such machines are much less common. However, not for that you now spoil your vision, that for the hundredth time to read about the same characteristics. It is better to look at something that others have not seen.

The legendary Studebaker car in all its detailsTest drive Studebaker US6: honesty in American style

Many sentimental characters look into the headlights of the car, like in the eyes of a close friend or girlfriend. Stoodecker’s “eyes” really attract the eye. Even today they do not seem archaic people who are used to seeing the headlights of almost modern Urals and ZILs. For the sake of justice, we note that there are no signs of turns, but were they really needed on the front lines? But headlights by and large three. The biggest one is the main one, with far and near light. Another, with a visor, was used in the case when the light main could unmask the car at night.

The third – the smallest – was included only during the movement in the column to denote the dimensions of the machine: its visible, alien – imperceptibly. On the headlights you can not help noticing the manufacturer’s label. The fact is that Studebekker 70 years ago was already on the way, which, perhaps, at the moment of illumination, our domestic manufacturer will also step in: the firm bought the units from reliable manufacturers, and did not develop for the truck its own speed boxes or light bulbs. Why the truck, which was originally built for slaughter in the USSR, Britain and some countries in Africa, put their advertising, is not entirely clear. Apparently, the unique mentality of the Americans to the fortieth has already taken shape.

The legendary Studebaker car in all its details

The image of Studebaker speaks directly: my designers are the legislators of the automotive fashion of the thirties! So it is: Studebaker Corporation has never before engaged in trucks, but it is well known, for example, Studebaker Champion or earlier, but no less interesting President late 20’s. Vyshtampovka on the door panels, and even more so on the dashboard gives out the “passenger” past of the “Studer” with his head.

The legendary Studebaker car in all its details

What familiar wheels! And are not these tires on our ZiSs? Such, guessed. Because with rubber, we always did not have everything smoothly, but in the war – especially. Almost half of the car tires came to the Soviet Union in Lend-Lease, and it’s no surprise that our cars were shod in Western “shoes”.

We go in a circle further. Just behind the cab under the port side there are two cans: one for the water supply, the other for the gasoline. Meticulous Americans even made their necks different: you will not be confused. The board itself changes its height depending on the position of the folding benches in the body. If they are raised, they become extensions of the side.

The feed again makes us rejoice at the attention given by the producers to the little things. The cataphytes (retroreflectors, reflectors – call whatever they want) are set in deep frames: no aces from the Luftwaffe will notice the gleams from above, and those who need it will see them on time. There is also a connector for connecting the trailer electricians. At us such was not. Of course, installed parking lights for those who are in the column next. But the massive bumpers under the body were to be dismantled in case of towing the gun: they greatly reduced the angle of the turn.

In the case of engine repair, we had to remove the engine compartment sidewalls, which hampered the full access. But even here Western engineers have taken care of the convenience of the operation: they are fastened under the wings of the cabin not with bolts, but with “lambs”, so you can get to the power unit quickly and without the help of wrenches. We will not check this ourselves, but we will immediately take the place of the driver of the “Studer”.

The legendary Studebaker car in all its details

Behind the wheel Studebaker

It is not difficult to feel like a chicken in a shell: if nature has awarded you good growth, then it remains only to wear a thick knitted sweater, a sheepskin coat, cotton pants, a hat with earflaps and sit down in the Oka. It is much more difficult to experience the feelings of Gulliver in the land of giants. Behind the wheel of Studebaker I felt like a little boy. And it does not matter that the height of eighty meters, that the physique, to put it mildly, is far from elegant … Places – in bulk! At the same time, so much so that when the steering wheel is fully rotated, the length of the arms is not enough to rotate it, you have to lean forward and pretend that you are wrapping the globe.

The owner of the machine, Peter, from the height of his height (meter ninety-five) confirms: there is a lot in the “Studer” booth. He has more than ten centimeters above his head to the ceiling of the cabin, his feet on the passenger seat are fully extended. Mentally I tried to imagine the designer of the car. Under what growth did he do it? With the problem of lack of growth, I will meet again just a little later, but for now you can enjoy (yes, this is the most relevant verb!) The instrument panel and the controls of the car.

Behind the wheel Studebaker

Many people know that Americans like instructions. But how can you leave so many instructions and tips on the dashboard, you can only admire! Instruments are located in the center, but we’ll look at everything in order, from left to right.

The steering wheel with four gracefully curved spokes almost does not cover the first plate. Consider the gearshift scheme. To hell with logic! Left and forward – the second, the left and the back – the third, the forward – the fifth, the back – the fourth, the right and the forward – the back, the right and the back – the first. What is it? But the idea is simple and expedient, like the design of the old Logan: during the movement, the first gear is not involved, it is only needed when maneuvering or in case of traffic in very heavy traffic conditions with cargo (read: with double overload on off-road after rain). Therefore, the move will be easy and customary: in place of the first will be immediately second gear.

The following information on how to drain water from the cooling system, the last section of the plate indicates the speed at which the speed should be switched. Everything is available, understandable, but in English. I wonder what percentage of Soviet military drivers owned this language?

The legendary Studebaker car in all its details

The flag of the central light switch is equipped with a safety rod-stopper, you can not turn it by accident. This is another defense of the “fool” that this machine is just full of.

The next such “option” is in the legs: the starter button under the clutch pedal. To start the engine, the pedal must be literally pressed into the floor. The clutch is thus always switched off when the engine is started.

In the central part of the panel are the instruments themselves: an oil pressure gauge, a water temperature indicator in the cooling system, a speedometer, a fuel gauge and an ammeter. Of course, in English, moreover, the temperature is in degrees Fahrenheit, and the speed is in miles per hour. Probably, the average owner of a foreign car of the 80s would understand the indications of the devices and the appointment of the control bodies faster than the ordinary driver of the fortieth, who moved here from ZiS-5. The backlighting of the instruments is also made in an original way, with the help of two light bulbs in plafonds sticking out of the panel directly above the pointers. Their inclusion is made using a handle similar to the central switch of light in the Volga.

The only thing that was slightly altered in this car is the ignition switch. In the original it simply does not exist, there is a handle, which turns on the ignition. In a country where a lot of amateurs go for a ride on Studebaker for free, this option is simply unacceptable.

There are still a couple of handles. One of them is the throttle valve drive (suction, if someone remembers such a device), the second is a fixed gas, duplicating, in fact, the function of the accelerator pedal. A kind of cruise control of the 40’s.

The legendary Studebaker car in all its details

Directly in front of the passenger is a metal glove box with a set of necessary technical details. And in front of the passenger’s nose – another sign. There, by the way, the date of delivery of our car is indicated: 1945.

On the ceiling there are pneumatic drives for windshield wiper blades (each brush has its own mechanism). This system operates on the same principle as the usual vacuum brake booster – due to rarefaction in the collector, so the more the engine is unleashed, the wiser the janitors will run. Nearby – “lambs” of the hinged frame of the windshield. Unlike Russian cars, for example, the 51st GAZ, the glass can be raised completely at a right angle. Another trifle of Studebaker, but the review from this much wins: the edge of the glass does not loom before your eyes.

Go!

To start the car, I had to move the lower part of the torso (well, you understand) to the very edge of the seat, otherwise I could not press the clutch pedal enough to press the starter button. The six-cylinder in-line “six” roared under the long hood. The second speed (we also remember that we almost do not need the first one) is turned on easily. The transmissions generally switch clearly, do not even bother the stroke of the lever, which you have to swing like a net for catching butterflies. Gently release the clutch and drive. It’s simple. Too easy for a car of the forty-fifth year of release. On any jeep you can look down and at the same time see over its roof the following cars behind it. Very convenient, I will report to you!

The forbidden fruit is known to be sweet. We turn on the first one. And that – only for a turn on the “patch”. The engine is bellowing, and the car is almost standing still. But correctly said the old wise Louis Renault that the car is good not by liter of volume and horsepower, but by a correctly selected ratio of the engine and transmission parameters.

The legendary Studebaker car in all its details

The motor of our “Studer” produces only 95 hp, which, frankly, is not so much already. But the volume of almost 5.5 liters in the first transfer allowed to use the truck and as a tractor. The fourth gear is straight, and the fifth speed on the plate is designated as “overdrive“. Strongly stated, given the maximum speed of 70 km / h. Dimensions are felt very well, the only inconvenience that I experienced during the control is a very small rear-view mirror. Thank you, of course, that it is at all, but if you suddenly see on the road Studebaker, know: you can not be seen from behind.

It’s nice to go by car. Maybe it’s a feeling that all the above little things are created by designers for the convenience of the driver. This fact warms the soul, especially since there is nothing more to heat it – there is no “stove” in the car. It heals the front part of the cabin that warms from the engine, giving at least some warmth. However, there are no cracks with which the GAZ and ZIS of wartime are so notorious, which again is quite good.

But the steering wheel is still comfortable to hold only in the lower part of the rim, it’s too big for me. Or I’m small for this car. Dovorachivaem it and click on the brake. The machine stops easily. Just at the end of the thirties, the Americans tried the hydraulic system and indulged in it, setting it up horribly. And again, ZiS-5 with its mechanical drive is recalled …

An American who does good

US6 (6×6)

Studebaker US6 trucks almost did not consist of equipping the US Army. This was due to the fact that their engine Hercules JXD did not pass at the standards accepted at that time, as a result of which the corporation “Studebaker” lost the competition to the companies “General Motors“And” International Harvester “. Therefore, most of the output was exported to other countries.

The legendary Studebaker car in all its detailsDevelopment

In February 1940, the first military 1,5-ton truck K15F (4×4) appeared, unified with the civil series K25 and equipped with leading bridges “Timken” (Timken).

On its basis, by simply adding the third leading bridge, a 2,5-ton version of K25S (6×6) was created, at which, in early 1941, an order for 4724 vehicles was received from the military department.

The legendary Studebaker car in all its details

GMC CCKW

At the same time, the company was offered to organize the assembly of a more advanced 2.5-ton army vehicle CCKW (6×6) developed by General Motors Corporation, but by that time a 2.5-ton US6 truck (6×6) had already been built on the Studebaker, based on the K25S model, with a flat paramilitary radiator lining, rectangular front wings and a woodmetal body with a tent and folding benches for 16 seats.

The legendary Studebaker car in all its details

Recycled GMC CCKW with open cab

The disadvantage of the car (in comparison with the USSR technique of that time) was the fact that the Studebaker US6 required quality lubrication and fuel with an octane rating of at least 62. Because of the constant overload, clutch disks and rear axle stockings were broken. But this did not prevent the use of separate Studebakers US6 in the USSR until the middle of the sixties and even before the end of the 1980s, especially since the rest of Lend-Lease trucks in overwhelming majority had even greater compression and consumed even more high-octane gasoline.

Test drive Studebaker US6: honesty in American style

Externally, “Studer” is very different from Soviet trucks of the military era. No angular forms, characteristic of our ZiS and “lorry.” And if you put them side by side, you will certainly notice the difference in the dimensions of the machines, and only the cat Basilio will not notice the main constructive difference – the “American” has three axes. The wheel formula is 6×6, and there is no doubt that the front axle is leading: the crankcase is clearly visible from under the high cabin of the car. There was also a 6×4 modification, but such machines are much less common. However, not for that you now spoil your vision, that for the hundredth time to read about the same characteristics. It is better to look at something that others have not seen.

The legendary Studebaker car in all its details

Test drive Studebaker US6: honesty in American style

Many sentimental characters look into the headlights of the car, like in the eyes of a close friend or girlfriend. Stoodecker’s “eyes” really attract the eye. Even today they do not seem archaic people who are used to seeing the headlights of almost modern Urals and ZILs. For the sake of justice, we note that there are no signs of turns, but were they really needed on the front lines? But headlights by and large three. The biggest one is the main one, with far and near light. Another, with a visor, was used in the case when the light main could unmask the car at night.

The third – the smallest – was included only during the movement in the column to denote the dimensions of the machine: its visible, alien – imperceptibly. On the headlights you can not help noticing the manufacturer’s label. The fact is that Studebekker 70 years ago was already on the way, which, perhaps, at the moment of illumination, our domestic manufacturer will also step in: the firm bought the units from reliable manufacturers, and did not develop for the truck its own speed boxes or light bulbs. Why the truck, which was originally built for slaughter in the USSR, Britain and some countries in Africa, put their advertising, is not entirely clear. Apparently, the unique mentality of the Americans to the fortieth has already taken shape.

The legendary Studebaker car in all its details

The image of Studebaker speaks directly: my designers are the legislators of the automotive fashion of the thirties! So it is: Studebaker Corporation has never before engaged in trucks, but it is well known, for example, Studebaker Champion or earlier, but no less interesting President late 20’s. Vyshtampovka on the door panels, and even more so on the dashboard gives out the “passenger” past of the “Studer” with his head.

The legendary Studebaker car in all its details

What familiar wheels! And are not these tires on our ZiSs? Such, guessed. Because with rubber, we always did not have everything smoothly, but in the war – especially. Almost half of the car tires came to the Soviet Union in Lend-Lease, and it’s no surprise that our cars were shod in Western “shoes”.

We go in a circle further. Just behind the cab under the port side there are two cans: one for the water supply, the other for the gasoline. Meticulous Americans even made their necks different: you will not be confused. The board itself changes its height depending on the position of the folding benches in the body. If they are raised, they become extensions of the side.

The feed again makes us rejoice at the attention given by the producers to the little things. The cataphytes (retroreflectors, reflectors – call whatever they want) are set in deep frames: no aces from the Luftwaffe will notice the gleams from above, and those who need it will see them on time. There is also a connector for connecting the trailer electricians. At us such was not. Of course, installed parking lights for those who are in the column next. But the massive bumpers under the body were to be dismantled in case of towing the gun: they greatly reduced the angle of the turn.

In the case of engine repair, we had to remove the engine compartment sidewalls, which hampered the full access. But even here Western engineers have taken care of the convenience of the operation: they are fastened under the wings of the cabin not with bolts, but with “lambs”, so you can get to the power unit quickly and without the help of wrenches. We will not check this ourselves, but we will immediately take the place of the driver of the “Studer”.

The legendary Studebaker car in all its detailsBehind the wheel Studebaker

It is not difficult to feel like a chicken in a shell: if nature has awarded you good growth, then it remains only to wear a thick knitted sweater, a sheepskin coat, cotton pants, a hat with earflaps and sit down in the Oka. It is much more difficult to experience the feelings of Gulliver in the land of giants. Behind the wheel of Studebaker I felt like a little boy. And it does not matter that the height of eighty meters, that the physique, to put it mildly, is far from elegant … Places – in bulk! At the same time, so much so that when the steering wheel is fully rotated, the length of the arms is not enough to rotate it, you have to lean forward and pretend that you are wrapping the globe.

The owner of the machine, Peter, from the height of his height (meter ninety-five) confirms: there is a lot in the “Studer” booth. He has more than ten centimeters above his head to the ceiling of the cabin, his feet on the passenger seat are fully extended. Mentally I tried to imagine the designer of the car. Under what growth did he do it? With the problem of lack of growth, I will meet again just a little later, but for now you can enjoy (yes, this is the most relevant verb!) The instrument panel and the controls of the car.

Behind the wheel Studebaker

Many people know that Americans like instructions. But how can you leave so many instructions and tips on the dashboard, you can only admire! Instruments are located in the center, but we’ll look at everything in order, from left to right.

The steering wheel with four gracefully curved spokes almost does not cover the first plate. Consider the gearshift scheme. To hell with logic! Left and forward – the second, the left and the back – the third, the forward – the fifth, the back – the fourth, the right and the forward – the back, the right and the back – the first. What is it? But the idea is simple and expedient, like the design of the old Logan: during the movement, the first gear is not involved, it is only needed when maneuvering or in case of traffic in very heavy traffic conditions with cargo (read: with double overload on off-road after rain). Therefore, the move will be easy and customary: in place of the first will be immediately second gear.

The following information on how to drain water from the cooling system, the last section of the plate indicates the speed at which the speed should be switched. Everything is available, understandable, but in English. I wonder what percentage of Soviet military drivers owned this language?

The legendary Studebaker car in all its details

The flag of the central light switch is equipped with a safety rod-stopper, you can not turn it by accident. This is another defense of the “fool” that this machine is just full of.

The next such “option” is in the legs: the starter button under the clutch pedal. To start the engine, the pedal must be literally pressed into the floor. The clutch is thus always switched off when the engine is started.

In the central part of the panel are the instruments themselves: an oil pressure gauge, a water temperature indicator in the cooling system, a speedometer, a fuel gauge and an ammeter. Of course, in English, moreover, the temperature is in degrees Fahrenheit, and the speed is in miles per hour. Probably, the average owner of a foreign car of the 80s would understand the indications of the devices and the appointment of the control bodies faster than the ordinary driver of the fortieth, who moved here from ZiS-5. The backlighting of the instruments is also made in an original way, with the help of two light bulbs in plafonds sticking out of the panel directly above the pointers. Their inclusion is made using a handle similar to the central switch of light in the Volga.

The only thing that was slightly altered in this car is the ignition switch. In the original it simply does not exist, there is a handle, which turns on the ignition. In a country where a lot of amateurs go for a ride on Studebaker for free, this option is simply unacceptable.

There are still a couple of handles. One of them is the throttle valve drive (suction, if someone remembers such a device), the second is a fixed gas, duplicating, in fact, the function of the accelerator pedal. A kind of cruise control of the 40’s.

The legendary Studebaker car in all its details

Directly in front of the passenger is a metal glove box with a set of necessary technical details. And in front of the passenger’s nose – another sign. There, by the way, the date of delivery of our car is indicated: 1945.

On the ceiling there are pneumatic drives for windshield wiper blades (each brush has its own mechanism). This system operates on the same principle as the usual vacuum brake booster – due to rarefaction in the collector, so the more the engine is unleashed, the wiser the janitors will run. Nearby – “lambs” of the hinged frame of the windshield. Unlike Russian cars, for example, the 51st GAZ, the glass can be raised completely at a right angle. Another trifle of Studebaker, but the review from this much wins: the edge of the glass does not loom before your eyes.

Go!

To start the car, I had to move the lower part of the torso (well, you understand) to the very edge of the seat, otherwise I could not press the clutch pedal enough to press the starter button. The six-cylinder in-line “six” roared under the long hood. The second speed (we also remember that we almost do not need the first one) is turned on easily. The transmissions generally switch clearly, do not even bother the stroke of the lever, which you have to swing like a net for catching butterflies. Gently release the clutch and drive. It’s simple. Too easy for a car of the forty-fifth year of release. On any jeep you can look down and at the same time see over its roof the following cars behind it. Very convenient, I will report to you!

The forbidden fruit is known to be sweet. We turn on the first one. And that – only for a turn on the “patch”. The engine is bellowing, and the car is almost standing still. But correctly said the old wise Louis Renault that the car is good not by liter of volume and horsepower, but by a correctly selected ratio of the engine and transmission parameters.

The legendary Studebaker car in all its details

The motor of our “Studer” produces only 95 hp, which, frankly, is not so much already. But the volume of almost 5.5 liters in the first transfer allowed to use the truck and as a tractor. The fourth gear is straight, and the fifth speed on the plate is designated as “overdrive“. Strongly stated, given the maximum speed of 70 km / h. Dimensions are felt very well, the only inconvenience that I experienced during the control is a very small rear-view mirror. Thank you, of course, that it is at all, but if you suddenly see on the road Studebaker, know: you can not be seen from behind.

It’s nice to go by car. Maybe it’s a feeling that all the above little things are created by designers for the convenience of the driver. This fact warms the soul, especially since there is nothing more to heat it – there is no “stove” in the car. It heals the front part of the cabin that warms from the engine, giving at least some warmth. However, there are no cracks with which the GAZ and ZIS of wartime are so notorious, which again is quite good.

But the steering wheel is still comfortable to hold only in the lower part of the rim, it’s too big for me. Or I’m small for this car. Dovorachivaem it and click on the brake. The machine stops easily. Just at the end of the thirties, the Americans tried the hydraulic system and indulged in it, setting it up horribly. And again, ZiS-5 with its mechanical drive is recalled …

An American who does good

The machine, which we kindly provided for acquaintance, Peter, is collected by and large from several cars. The engine with the box was brought from America. They worked on a tractor in a quarry, because these units are almost eternal and are used practically today. The original cabin was found on Lenfilm (it seems that they have inexhaustible supplies, by God!), The body was brought from Norway, he was there in storage. The chassis was found in the Tula region 6-7 years ago.

The very idea of ​​restoring this “Studer” began in 2011 with … gratings. A grating was found protecting the rear window in the cockpit. Peter at first did not understand what kind of car she was from, he at that time restored another car. And then I found out the origin of this detail, and started …

An American who does good

Most of the time it took to complete the equipment: about a year it took to find the units, their recovery or bulkhead. The assembly itself took only a month. In the course of the work it became obvious that the car has a lot of absolutely identical parts from GAZ-51, 52, 53 and even GAZ-3310 Valdai. And not just the same, but the same. In the meantime, Valdai is the development of 2003. Makes you think, does not it?

There was a time when Studebaker successfully rescued on the fronts of the Great Patriotic War. He was a truck, a tractor, a base for “Katyusha.” He was happy with unheard-of comfort, patency, reliability. Our “polutorkam” and three-ton ZiS could not compete with the three-wheel all-wheel truck of the Allies. Even after the war, Studebakers continued to work in the Soviet Union for many years, helping to rebuild the country after a terrible tragedy. By the way, we recently wrote about the tricks of the post-war use of Lend-Lease equipment, which we were supposed to return to America, about the tank tractor Diamond T 980. But let’s return to “Studer”. What is the reason for his success?

Of course, the historian should answer this question. However, some points can be identified and yourself.

To begin with, this truck was designed specifically for export to the front. The production of US6 began with the beginning of the Second World War, with the end of the production of these machines. For us it was quite advanced technology, hence the complexity of its maintenance. Although the technical illiteracy of our chauffeurs played a significant role here: they did not have the time and the opportunity to engage in education, it was necessary to fight.

The construction of the car involved people whose country the war had not affected. They had all the resources to deal with those seemingly insignificant “chips” that the military truck so pleasantly surprised. Engineers, accustomed to working exclusively with cars, have transferred their experience to US6. Hence the relief upholstery of doors and windows, familiar to us by domestic technology until the mid-90’s, and a misunderstanding of the requirements of austerity, under which Soviet developers worked. They had the opportunity to make a good car, and they did it.

Brief specifications of Studebaker US6

Carrying capacity on the rough terrain used in the USSR cars 4 tons (on the highway – 5 tons)

Total weight of the car without load 4505 kg

The top speed is 69 km / h

Type of engine carburetor six-cylinder four-stroke, with lower valves

Cylinder arrangement vertical single-row

The working volume of 5243 cu. cm

Compression Ratio 5.82

Maximum power at 2500 rpm 95 hp.

Water cooling system, forced water circulation

The capacity of the fuel tank is 150 liters

Fuel gasoline 70-72

Coupling single-disk dry

Gearbox manual, three-way, five-speed

Transfer box mechanical, with two gears

Type of steering worm and spikes

Foot brake shoe with hydraulic drive, all-wheel drive

After the war, our trophy German trucks were at our disposal, but they did not have such popularity: capricious, complex, and you will not find spare parts. They could ride until the first breakdown, then it was easier to melt. Another thing is the hardy and reliable “Studer”.

But in America it did not go. They had by that time machines and more modern, for example, JMC.

We can say quite definitely: Studebaker was a very good machine, and it brought a lot of benefits. We paid, however, for him until 2006. Strange as it may seem, just nine years ago our last payment under the Lend-Lease contract was over the ocean. «Nothing personal. Only business »

More cars

Chevrolet G506, the USA. It was produced from 1940 to 1945. 168,603 cars were built, of which 47,700 to 151,053 were sent to the USSR. Wheel formula 4? 4, engine 83 hp Speed ​​up to 77 km / h. Carrying capacity 1,5 tons

GMC CCKW, USA. From 1941 to 1945, 562,750 machines were produced, of which about 6700 were delivered to the USSR. The wheel formula is 6×6, the engine is 91 hp. Speed ​​up to 72 km / h. Load capacity 2,5 tons

Memories of veterans on the automotive equipment of the Second World War

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